Ship Design Approximation

Estimation Methods for Basic Ship Design
Prof. Manuel Ventura

Ship Design I
MSc in Marine Engineering and Naval Architecture
Summary
M.Ventura
Hull Form
Lightship Weight
Deadweight Components
Propulsive Coefficients
Propulsive Power
Subdivision and Compartments
Capacities
Estimation Methods
Introduction
At the beginning of the basic design there is no sufficient
data to proceed with accurate computations
It is necessary to use estimate methods which with the few
information available or assumed will allow to obtain
approximate values
These methods are generally based in statistical regressions
with data compiled from existing ships
M.Ventura
Estimation Methods
Hull Form Coefficients
Block Coefficient (CB)

C = 1.08 (single screw)
CB = C 1.68 Fn
C = 1.09 (twin screw)

C = 1.06
0.14 L B + 20
CB =
Fn
26
0.48 CB 0.85
0.14 Fn 0.32
CB = 4.22 + 27.8 Fn 39.1 Fn + 46.6 Fn3
0.15 < Fn < 0.32
CB =
0.23 L B + 20
2
26
F 3
n
Barras (2004)
V
CB = 1.20 0.39
L
PP
V [knots]
LPP [m]
M.Ventura
Estimation Methods
Block Coefficient (Cb)

Alexander (1962)
CB = K 0.5V
Lf
with:
K = 1.12 1.03
p / navios mercantes
= 1.32 1.23
p / navios de guerra
V : velocidade [ knots ]
LF : comprimento da linha de flutuaao [ ft ]
Van Lameren
CB = 137
. 2.02V
M.Ventura
Lf
Estimation Methods

Ayre
CB = 106
. 168
. V
Lf
Minorsky
CB = 122
. 2.38V
Lf
Munro-Smith (1964)
dCB Cw Cb
=
dT
T
M.Ventura
Estimation Methods

Townsin (1979)
C B = 0.7 + 0.125 tg 1 [25 (0.23 Fn )]

Schneekluth (1987)
CB =
0.14
Fn
CB =
0.23
M.Ventura
Fn
LPP
+ 20
B
26
LPP
+ 20
B
26
p / 0.48 < C B < 0.85

0.14 < Fn < 0.32
Estimation Methods

Katsoulis
C B = 0.8217 f LPP
0.42
B 0.3072 T 0.1721 V 0.6135
In which f is a function of the type of ship:

Ro/Ro
Reefers
Gen. Cargo
Tankers
Containers
OBO
Bulk
Gas
Products
Chemicals
Ferry
0.97
0.99
1.00
1.03
1.04
1.05
1.06
1.09
Kerlen (1970)
p / C B > 0.78
C B = 1.179 2.026 Fn
M.Ventura
Estimation Methods
Midship Section Coefficient (CM)

Midship Section Coefficient
R2
CM = 1
2.33 B T
Kerlen (1970)
Where:
C M = 1.006 0.0056 C B
3.56
Fn = Froude Number
HSVA
CM =
R= Bilge radius [m]
1
3.5
1 + (1 C B )
Meizoso
C M = 1 0.062 Fn 0.792
M.Ventura
RO/RO ships and Container-Carriers
Estimation Methods
10
Midship Section Coefficient (CM)

Parson (2003)
0.4292 R 2
CM = 1
B T
M.Ventura
Estimation Methods
11
Waterline Area Coefficient (CWL)

Schneekluth
CWL = 0.95 CP + 0.17 3 1 CP
CWL =
1
(1 + 2 CB )
3
Intermediate shape sections

V shape sections
CWL = CB 0.025
1
C
CWL = 1 + 2 B
3
CM
Torroja
CWL = A + B CB
M.Ventura
U shape sections
A = 0.248 + 0.049 G
B = 0.778 0.035 G
G=0
U shaped sec tions
=1
V shaped sec tions
Estimation Methods
12
Waterline Area Coefficient (CWL)

Parson (2003)
CWL =
CB
0.471 + 0.551 CB
M.Ventura
Estimation Methods
13
Buoyancy Center Ordinate (KB)
5 1 CB
KB = T
6 3 CWP
Normand
KB = T ( 0.9 0.36 CM )
Normand
KB = T ( 0.9 0.3 CM 0.1 CB )
Schneekluth
C
KB = T 0.78 0.285 B
CWP
Wobig
0.168 CWL
KB = 0.372
T
CB
Vlasov
M.Ventura
Estimation Methods
14
Buoyancy Center Abscissa (LCB)

As a first approximation, the abscissa of the buoyancy center
can be obtained from the following diagram as a function of the
Block Coefficient (CB):
A
- recommended values
B, C limit values
M.Ventura
Estimation Methods
15
Buoyancy Center Abscissa (LCB)

Schneekluth
[% Lpp AV MS]
lcb = (8.80 38.9 Fn ) / 100

lcb = 0.135 + 0.194 CP
M.Ventura
(tankers and bulkers)
Estimation Methods
16
Transverse Metacentric Radius (BMT)

The Transverse Metacentric Radius is defined by
BMT =
I XX
The transverse moment of inertia of the waterplane (IXX) can

be approximated by the expression:
I XX = k r B 3 L
In which the values of the factor kr are obtained from the
following Table:
M.Ventura
CWL
Kr
CWL
Kr
CWL
Kr
0.68
0.0411
0.78
0.0529
0.88
0.0662
0.70
0.0433
0.80
0.0555
0.90
0.0690
0.72
0.0456
0.82
0.0580
0.92
0.0718
0.74
0.0480
0.84
0.0607
0.94
0.7460
0.76 Estimation
0.0504 Methods
0.86
0.0634
0.96
17
0.7740

BMT =
f ( CWP ) L B 3
f ( CWP ) B 2
=
T CB
12 L B T CB
12
Reduction Factor:
f ( CWP ) = 1.5 CWP 0.5
Murray
2
f ( CWP ) = 0.096 + 0.89 CWP
Normand
f ( CWP ) = 0.0372 ( 2 CWP + 1)
Bauer
2
f ( CWP ) = 1.04 CWP
N.N.
2
f ( CWP ) = 0.13 CWP + 0.87 CWP
0.005
M.Ventura
Estimation Methods
Dudszus and Danckwardt

18

Xuebin (2009)
BMT = (0.085 CB 0.002 )
B2
T CB
(bulk-carriers)
Xuebin, Li (2009), Multiobjective Optimization and Multiattribute

Decision Making Study of Ships Principal Parameters in Conceptual
Design, Journal of Ship Research, Vol.53, No.2, pp.83-02.
M.Ventura
Estimation Methods
19
Longitudinal Metacentric Radius

The Longitudinal Metacentric Radius is defined by
I YY
The longitudinal moment of inertia of the waterplane (IYY) can

be obtained approximately by the expression:
BML =
IYY = k R B L3
In which the values of the factor kR are obtained from the
following Table:
M.Ventura
CWL
Kr
CWL
Kr
CWL
Kr
0.68
0.0332
0.78
0.0450
0.88
0.0588
0.70
0.0350
0.80
0.0475
0.90
0.0616
0.72
0.0375
0.82
0.0503
0.92
0.0645
0.74
0.0400
0.84
0.0532
0.94
0.0675
0.0425
0.86
Estimation Methods
0.0560
0.96
0.0710
20
0.76
10
Stability Parameters
Metacentric Height KM
2
3
C
C
C
KM = B 13.61 45.4 B + 52.17 B 19.88 B
CWP
CWP
CWP
Applicable to ships with 0.73 < (CB/CWP ) < 0.95
0.08 B
0.9 0.3 CM 0.1 CB
KM = B
C +
B
CM T
Schneekluth
If CWP is unknown:
1
C
CWP , N = 1 + 2 B
3
CM
M.Ventura
C = 1.0
Estimation Methods
21
Period of Roll
An excessively high value of GMT implies a very small period of roll

and leads to high accelerations, which are uncomfortable to crew
and passengers and also results into higher loads in some equipment
A maximum value of GMT should therefore be assumed based on na

acceptable value of the roll period (T = 10 seconds is typical value)
The period of roll (T) can be estimated by the expression:
TR =
0.43 B
GMT
[s]
where:
B [m]
GMT [m]
M.Ventura
Estimation Methods
22
11
Wetted Surface (SW)

Denny
SW = 1.7 LPP T +
T
em que:
SW
: wetted surface [ft2]
LPP
: length bet. perpendiculars [ft]
T
: draught [ft]
: displacement volume [ft3]
Taylor
SW = 0.17 c LWL
em que:
SW
: surface [m2]
: displacement volume [ m3]

LPP
: length on the waterline [m]
c
: f(CM, B/T)
M.Ventura
Estimation Methods
23
Wetted Surface (SW)

Holtrop and Mennen (1978)
SW = Lwl ( 2 T + B ) CM
( 0.453 + 0.4425 C
2.38
ABT
0.2862 CM 0.003467 B
+ 0.369 CWP +
CB
In which:
ABT transverse section area of the bulb on FWD PP
Schneekluss and Bertram (1998)
SW = 3.4 3 + 0.5 LWL

M.Ventura
Estimation Methods
24
12
Cylindrical Mid-Body
Lindblad (1961)
LE
= 1.975 2.27 CB
L
LR
= 1.12 CB
L
LX = L LE LR
p/ Cb < 0.75
Le = length of entry
Lr = length of run
Lx = length of parallel body
Lindblad, Anders F. (1961), On the Design of Lines for Merchant

Ships , Chalmers University Books.
M.Ventura
Estimation Methods
25
Cylindrical Mid-Body
Approximate extent of the cylindrical body:
Full shape (CB > 0.80)
LX = 30% 35% LPP
LX = 15% 20% LPP
Full shape (0.70 CB 0.80)
Slender shape (CB < 0.70)
LX decreasing to 0
In alternative, the length of
the cylindrical body (LX)
and the proportion between
the entry and the run
bodies (L1/L2) can be
obtained from the graphic
of the figure, as a function
of the block coefficient
(CB)
M.Ventura
Estimation Methods
26
13
Freeboard
Tabular Freeboard (ILLC)

The tabular freeboard can be approximated by a parabolic
curve regression of the tabular values from the Load Lines
Convention as follows
Ships of Type A:
FB = 0.027415 Lfb 2 + 21.007881 Lfb 562.067149
[mm]
Ships of Type B:
FB = 0.016944 Lfb 2 + 22.803499 Lfb 691.269920
[mm]
where Lfb = ship length according to the rules [m]
M.Ventura
Estimation Methods
28
14
Tonnage
Gross Tonnage
The Gross Tonnage can be estimated as a function of the Cubic

Number (CN = Lpp x B x D), by the following expression:
GT = k CN
Type of Ship
Tanker, Bulk Carrier
0.26 0.30
Product Tanker, Chemical Tanker
0.25 0.35
Multi-Purpose
0.25 0.40
Fast Container Carrier
0.25 0.33
M.Ventura
Estimation Methods
30
15
Net Tonnage
The Net Tonnage can be estimated as a fraction of the
Gross Tonnage, as follows:
NT = k GT
Type of Ship
M.Ventura
Container Carrier
0.3 0.5
Others
0.5 0.7
Estimation Methods
31
Compensated Gross Tonnage (1)

Compensated Gross Tonnage (CGT) is related to the amount
of work required to build a ship and it depends on her size,
as measured by the GT, and her sophistication, as defined by
a coefficient increasing with the ship type complexity.
Its definition and calculation procedure are set down by the
OECD (2007).
CGT is used to measure and compare the capacity or
production of a shipyard, a group, a country etc., for the
purpose of statistics and comparisons.
M.Ventura
Estimation Methods
32
16
Compensated Gross Tonnage (2)

CGT can be estimated by the following expression:
CGT = a GT b
Where:
GT: Gross Tonnage
a, b: coefficients that can be
obtained from the Table
as a function of the type
of ship
M.Ventura
Ship Type
Bulk Carrier
29
0.61
Oil Tanker
48
0.57
Chemical Tanker
84
0.55
Product Tanker
48
0.57
General Cargo
27
0.64
Coaster
27
0.64
Reefer
27
0.68
LPG
62
0.57
Container Carrier
19
0.68
Estimation Methods
33
Lightship Weight
17
Lightship Weight Estimate

Components of the Lightship Weight
Structure
Machinery
Outfitting
Centers of Gravity
Longitudinal distribution of the lightship weight
M.Ventura
Estimation Methods
35
Displacement and Weights of the Ship

The displacement is computed by:
= . LBP . B.T . Cb
The displacement is equal to the sum of the fixed and variable
weights of the ship:
= DW + WLS
in which:
DW
WLS
- deadweight
- lightship weight
DW = CDW + DWS
CDW
DWs
M.Ventura
- cargo deadweight
- ships own deadweight
Estimation Methods
36
18
Lightship Weight
For the purpose of estimate, generally the lightship weight is
considered to be the sum of three main components:
WLS = WS + WE + WM
in which:
WS - Weight of the structural steel of the hull, the
superstructure and of the outfit steel (machinery
foundations, supports, masts, ladders, handrails, etc).
W S = W H + W SPS
WE - Weight of the equipment, outfit, deck machinery, etc.

WM Weight of all the machinery located in the engine room
M.Ventura
Estimation Methods
37
Weight Estimates
A reasonable structure for a generic expression to compute the
weights of the ship can be as follows
W = k .V a . b
in which:
k - constant obtained from similar ships
V - service speed
- displacement
a, b - constants depending from the type of weight under
consideration, obtained from statistical regressions
M.Ventura
Estimation Methods
38
19
Weight Estimate
Hull Weight
WH = k V 0.5
Equipment Weight
WE = k V 0.9 3/4
Machinery Weight
WM = k V 3 2/3
M.Ventura
Estimation Methods
39
Methods to Estimate the Hull Weight

1. Methods that consider the weights as function of the main
characteristics of the hull
Appropriate to be used in processes for the optimization of

the main dimensions
2. Methods based in the existence of data from existing

ships
More precise estimates
Results not satisfactory when dealing with new types of ships
3. Methods based in surfaces.
When the hull form, the general arrangement and the

subdivision are already roughly known
4. Methods based in the midship section modulus.
Based on the scantlings of the midship section
M.Ventura
Estimation Methods
40
20
Estimate the Hull Weight

NOTES:
Most estimate methods consider separately the weights of
the hull and of the superstructure
For the purpose of cost estimation, the hull weight should be
subdivided into:
Weight of structural steel (hull structure)
Weight of outfit steel
(foundations, ladders, steps, etc.)
Each of these components should be subdivided into:

Weight of plates
Weight of stiffeners
For the purpose of cost estimation, and due to the waste

resulting from the cutting process, should be used:
Gross Steel Weight = 1.08 ~ 1.12 x Net Steel Weight
M.Ventura
Estimation Methods
41
Hull Weight
Quadric Number
WH = k L ( B + D )
Cubic Number
WH = k ( L B D )
In both expressions, k is a constant, obtained from similar
existing ships
Limitations
The draught is not considered
The cubic number gives the same relevance to the three hull
dimensions, which is not realistic
M.Ventura
Estimation Methods
42
21
Hull Weight
Quadricubic Number (Marsich, Genova)
WH = k N qc
3
N qc = L . B. D . 1 + Cb
4
4/ 3
1/ 2
1/ 2
Sato (tankers with 150 000 t< DW < 300 000 t), 1967
3
3L2 B
2
Cb
+ 2.56 L2 ( B + D )
WH = 10
5.11
D
0.8
M.Ventura
Estimation Methods
43
Hull Weight
Some methods take advantage of the knowledge of the weight
distribution from a similar existing ship (parent ship)
LRS Method
WH = WHP (1 + f sl + f sb + f sd + f sc )
f sl = 1.133 (LBP LBPp ) LBPp
f sb = 0.688 (B B p ) B p
f sd = 0.45 (D D p ) D p
f sc = 0.50[1 ( f sl + f sb + f sd )] (Cb Cb p )
DNV Method
WH = WHP (1 + f sl + f sb + f sd + f sc + f st )
f sl = 1.167 (LBP LBPp ) LBPp
f sb = 0.67 (B B p ) B p
f sd = 0.50 (D D p ) D p
f sc = 0.17 (Cb Cb p ) Cb p
f st = 0.17 (T T p ) T p
M.Ventura
Estimation Methods
44
22
Hull Weight
From statistical analysis regression (dAlmeida, 2009):
WH = k1 LS k 2 B k 3 D k 4
k1
k2
k3
k4
Oil Tankers
0.0361
1.600
1.000
0.220
Bulk Carriers
0.0328
1.600
1.000
0.220
Container Carriers
0.0293
1.760
0.712
0.374
General Cargo
0.0313
1.675
0.850
0.280
M.Ventura
Estimation Methods
45
Hull Weight
Cudina et al (2010)
(Tankers and Bulk-Carriers)
0.8D T
f
1.36
WH = 1 1 0.0282[Lpp (B + 0.85D + 0.15T )] 1 + 0.5(CB 0.7 ) + (1 CB )
T + 450
3
100
f1 reduction of the hull weight due to the use of high-tensile steel
Cudina, P.; Zanic, V. and Preberg, P. (2010), Multiattribute Decision Making

Methodology in the Concept Design of Tankers and Bulk-Carriers, 11th
Symposium on Practical Design of Ships and Other Floating Structures,
PRADS.
M.Ventura
Estimation Methods
46
23
Hull Weight Correction

The hull weight estimate can be improved by considering some particular
aspects such as the usage of special steels, the need of structural
reinforcements for high density cargos or the existence of ice belts.
Correction [%]
HTS (about 60% of total)
-12.0
HTS (about 35% of total)
-8.0
Systems for corrosion control (tankers)
-4.0
Corrugated bulkheads
-1.7
Reinforcements for Ore Carriers
+4.0
Reinforcements for heavy cargo in alt. holds
+5.5
Reinforcements of holds (general cargo)
+1.5
Reinforcements of decks (general cargo)
+0.5
Ice Class I
+8.0
Ice Class II
+6.0
M.Ventura
Ice Class III
Estimation Methods
+4.0
47
Weight of Superstructures
Can be obtained as a function of the hull weight (Pc) and the type
of ship:
Cargo liners
Wsps = 10 ~ 12 % Pc
Tankers
Wsps = 6 ~ 8 % Pc
Bulk carriers
Wsps = 6 ~ 7 % Pc
When the arrangement of the superstructures is already known, a

criteria based in the average weight per unit area (Wu) can be
used, assuming that the corresponding height of the decks is equal
to 2.40 m.
WSPS = WU A
with:
M.Ventura
A covered area of decks

Wu = 190 kg/m2 (castles)
Wu = 210 kg/m2 (superstructures amidships)
Wu = 225 kg/m2 (superstructures aft)
Estimation Methods
48
24
Machinery Weight (1)

The weight of the machinery can be obtained from a similar
ship, by alteration of the ships speed and/or of the
displacement.
WM = K V 3 2/3
with:
K - obtained from similar ships
V ships service speed [knots]
- Displacement
The variation of the weight is obtained by deriving the
previous expression:
dWM
dV 2 d
= 3.
+ .
WM
V
3
M.Ventura
Estimation Methods
49
Machinery Weight (2)

k2
WM = k1 PMCR
PMCR: Propulsive power [bhp]

The coefficients k1 and k2 are characteristic of the type of
propulsive plant:
M.Ventura
k1
k2
Diesel (2 stroke)
2.41
0.62
Diesel (4 stroke)
1.88
0.60
2 x Diesel (2 stroke)
2.35
0.60
Steam Turbine
5.00
0.54
Estimation Methods
50
25
Weight of the Propeller (1)

Some authors suggest formulas for the estimate of the weight
of a propeller as a function of its design parameters such as
the diameter (D) and the blade area ratio (AE/A0)
Schoenherr
( D ) A
WPROP = 1.982 t
R3
A0
with:
- specific weight of the material (ref. to table)

R - hub radius
t - blade thickness ratio
WPROP weight of the blades, without the hub
M.Ventura
Estimation Methods
51

Lamb
A
3
WPROP = 0.004 E DPROP
A
0
(fixed pitch propellers)
A
3
WPROP = 0.008 E DPROP
A0
(controllable pitch propellers)
where:
DPROP - propeller diameter [ft]
WPROP total weight
[ton]
M.Ventura
Estimation Methods
1 ft = 0.3048 m
1 ton US = 0.91 t
52
26

Gerr (2001)
W = 0.00241 D 3.05
(3 blade propellers)
W = 0.00323 D 3.05
(4 blade propellers)
where:
D propeller diameter [ft]
W propeller weight [lb]
1 ft = 0.3048 m
1 lb = 0.454 kg
Gerr, David (2001), Propeller Handbook: The Complete Reference for

Choosing, Installing and Understanding Boat Propellers, International Marine.
M.Ventura
Estimation Methods
53
Propeller Material
Specific Weight
[t/m3]
Material
Bronze Manganese
8.30
Bronze Nickel/Manganese
8.44
Bronze Nickel/Aluminum
7.70
Bronze Copper/Nickel/Aluminum
Bronze Manganese/Nickel/Aluminum
Cast steel
7.85
Stainless steel
7.48 ~ 8.00
Cast iron
7.21
Composite materials are already being used in propellers for military

ships.
M.Ventura
Estimation Methods
54
27
Equipment Weight
WE = k1 ( L B D )
K2
k1
k2
Oil Tankers
10.820
0.41
Bulk Carriers
6.1790
0.48
Container Carriers
0.1156
0.85
General Cargo
0.5166
0.75
M.Ventura
Estimation Methods
55
Equipment Weight
Cudina et al (2010)
Lpp
WE = 0.28
Lpp B
1620
(Tankers and Bulk-Carriers)
Cudina, P.; Zanic, V. and Preberg, P. (2010), Multiattribute Decision Making

Methodology in the Concept Design of Tankers and Bulk-Carriers, 11th
Symposium on Practical Design of Ships and Other Floating Structures,
PRADS.
M.Ventura
Estimation Methods
56
28
Equipment Weight
Munro-Smith
1 1 L B
WE = WEb . +
2 2 Lb Bb
WEb = weight of the equipment of

the parent ship
Fisher (bulk carriers)

1 3 L B
WE = WEb . +
4 4 Lb Bb
Parker (tankers)
2 1 L B
WE = WEb . +
3 3 Lb Bb
M.Ventura
Estimation Methods
57
Equipment Weight
Lee and Kim
The weight is the result of the average of the 3 values
obtained by the following expressions:
WE = (WE1 + WE 2 + WE 3 ) / 3
WE1 = f E1 L B
WE 2 = f E 2 L ( B + D )
WE 3 = f E 3 L1.3 B 0.8 D 0.3
with:
fE1, fE2, fE3 - constants of proportionality obtained from
similar ship
M.Ventura
Estimation Methods
58
29
Ordinate of the Centers of Gravity

Steel (Kupras)
2
KGS 1 = 0.01D 46.6 + 0.135 ( 0.81 Cb )( L D ) + 0.008 D ( L B 6.5)
L 120 m
KGS 2 = KGS 1 + 0.001D 1 ( L 60 ) / 60
L < 120 m
Equipment (Kupras)
KGE = D + 1.25
p/
KGE = D + 1.25 + 0.01 ( L 125)
L 125 m
p / 125 L < 250 m
KGE = D + 2.50
p/
L 250 m
Machinery (Watson and Gilfillan)
KGM = hDB + 0.35 ( D hDB )

M.Ventura
in which
hDB height of double-bottom
Estimation Methods
59
Lightship Weight Distribution (1)

Ships with Parallel middle-body
Defining the unit hull weight (wH) by:
wH =
WH
LFF
The distribution of the hull weight, in

a ship with parallel mid-body, can be
represented in accordance with the
following figure:
M.Ventura
Estimation Methods
with:
b = 1.19 wH
a = (0.62 0.077x).wH
x = LCGH [% Lff]
60
30
Lightship Weight Distribution (2)

Ships without parallel middle-body
The distribution can be considered as the sum of a
rectangular distribution with a parabolic distribution
(Muckle).
with:
a = wH/2
b = 3wH/4
x = value of the required LCGH shift
M.Ventura
Estimation Methods
61
Trapezoidal Distribution
Na approach quite common is to assume a trapezoidal
distribution of the weight components.
The weight is represented
by the area of the trapezoid
that is given by:
W=
a+b
L
2
lcg =
ba L
a+b 6
Knowing the weight and the LCG of the component, the

trapezoid is defined by:
W 6 W lcg
a=
L
L2
W 6 W lcg
b= +
L
L2
M.Ventura
Estimation Methods
62
31
The deadweight is the sum of all the variable weights on
board and is generally assumed to have two main
components:
DW = CDW + DWs
The first approximation, when almost everything is unknown
or undefined is to assume:
DW = 1.05 x CDW
As the knowledge about the ship characteristics and systems
increases the 5% DW approximation of the component nondependent of the cargo can be replaced by the estimate of
the several individual contributions:
DWs = WFO + WLO + WSPARES + WFW + WCREW
M.Ventura
Estimation Methods
64
32
Deadweight
The Deadweight Coefficient is a concept useful in the first
steps of the design process and is defined by the
expression:
DW
CDW =
Typical values of the Deadweight Coefficient for different

types of ships are presented in the table (Barras, 2004):
Ship Type
CDW
Ship Type
0.600
Oil Tanker
0.800 - 0.860
Ore Carrier
0.820
Passenger Liner
General Cargo
0.700
Ro/Ro Vessel
0.300
LNG/LPG
0.620
Cross-Chanel Ferries
0.200
M.Ventura
Container Carrier
CDW
0.35 0.40
Estimation Methods
65
Cargo Capacity
When dealing with cargo holds (solid cargoes) it is common
to use different measures of the volume:
Moulded capacity gross volume computed directly from the

moulded lines of the hull
Grain capacity net volume, discounting the volume occupied by
the hull structures
Bale capacity net volume, discounting the volume occupied by
the hull structures and irregular shaped volumes not usable by
packed cargo
Insulated capacity discounting all the above plus the
thickness of the insulation, if any, which can range from 200 to
350 mm (refrigerated spaces)
These capacities can be approximated as follows:

Grain Capacity = 0.985 x Moulded Capacity
Bale Capacity = 0.90 x Moulded Capacity
Insulated capacity = 0.75 x Moulded Capacity
M.Ventura
Estimation Methods
66
33
Fuel Oils
Fuel Oils
The total capacity of fuel oil on board is a function of the
required autonomy, the service speed (Vs) and the
propulsive power (Pcsr)
WFO =
Autonomy
PCSR SFOC 106
VS
[t ]
The daily consumption is computed by the expression

Daily Consumption = PCSR SFOC ( 24 + 6 ) 106
[t ]
with a tolerance of 6 hours and:

SFOC Specific Fuel Oil Consumption g kW h 1
M.Ventura
Estimation Methods
67
Fuel Oil Tanks

The fuel oil system includes the following types of tanks:
Storage tanks
(Tanques de armazenamento)
Settling tanks
(Tanques de decantao)
Daily tanks
(Tanques dirios)
M.Ventura
Estimation Methods
68
34
Fuel Oils - Storage Tanks
VT volume total do tank (90%)
[m3]
Fs specific FO consumption factor (1.03)

Fe expansion factor (0.96)
OP specific weight of the HFO
[t/m3]
BHP mx. power of the main engine
Cc aux. Boiler consumption

Qup consumo de vapor em porto
[kg/h]
TCS time for load/unload
Cs specific FO consumption
[g/kW/h]
A autonomy
[horas]
NMCA number of Aux. Engines
M.Ventura
NP number of ports
QUM steam consumption manoeuv.

[kg/h]
Tman time for manoeuv. [h]
Estimation Methods
69
Fuel Oils - Daily Tanks

(Settling and Service )
Settling Tank
T time for settling (24 + 6 hours)
Cs specific FO consumption
fs service factor (margin)
fe FO expansion factor
FO density
Service Tank
Capacity identical to the settling tank.
M.Ventura
Estimation Methods
70
35
Deadweight Estimate (2)

Lubricating Oils
The weight of the Lub.
Oils can be estimated as
a function of the FO, DO
and BO weights
WLO = 0.03 (WFO + WDO + WBO )

Spares
For the purpose of its maintenance there is onboard the ship a

set of spare parts of the main machinery and of other
equipment of the engine room, whose weight can be assumed as
proportional to the machinery weight
Wspar = 0.03 WM
M.Ventura
Estimation Methods
71
HFO, DO, BO and LO Densities

For the weight estimates the following values can be used:
Specific Gravity [t/m3]

Heavy Fuel Oil (HFO)
0.935 ~ 0.996
Diesel Oil (DO)
0.86 ~ 0.90
Boiler Fuel Oil (BO)
0.94 ~ 0.96
Lubricating Oil (LO)
0.90 ~ 0.924
M.Ventura
Estimation Methods
72
36
Fresh Water
There are different types of fresh water onboard, associated
to different systems:
Cooling Water Systems

(Main, aux. engines, central cooling)
Feed Water Systems
(Main and aux. boilers)
Sanitary Water Systems
Drinking Water Systems
To estimate tank capacity of the Sanitary and Drinking Water systems,

a typical consumption of about 200 liter/person/day can be used.
In passenger ships, due to the high number of people on board,

the capacity of the FW tanks is complemented with the
installation of evaporators, that extract FW from SW
M.Ventura
Estimation Methods
73
Crew and Passengers

Crew and belongings
The total weight of the crew and their personal objects on
board can be estimated by the expression
WCrew = N Crew 500 [kg ]
NCrew = number of crew

members
Passengers and belongings

The total weight associated with the passengers can be
estimated using a smaller vale for the luggage, due to their
shorter staying on board
W pass = N pass 200 [kg ]

M.Ventura
NPass = number of
passengers
Estimation Methods
74
37
Propulsive Coefficients
Wake Fraction (w)

Definition
Va = ( 1 - w ) V
w= 1-
Va
V
Taylor
w = -0.05 +0.50 Cb
Telfer
w=
M.Ventura
B (T - Z P )
3CWL
3 DP
0.9
2
CWL - CP
LWL T
2B
Estimation Methods
76
38
Wake Fraction (w)

Schoenherr
CB CP B
1Z
D
CWL Lpp
w = 0.10 +
+ H - - 0.175 k
2 T T
6 CB
7 ( 2.8 - 1.8 CP )
C
WL
4.5
with:
Zh = average immersion of
the propeller shaft

w=
B S CV
DTA
K = 0.3 (ships with normal

bow)
0.0661875 1.21756 CV
+
TA
D (1 CP )
+0.24558
M.Ventura
B
0.09726
0.11434
+
L (1 CP ) 0.95 CP 0.95 CB
Estimation Methods
77
Wake Fraction (w)

w = c9 CV
LWL
CV
0.0661875 + 1.21756 c11
+
1 C P1
Taft
+ 0.24558
0.09726
0.11434
B
+
+
LWL (1 CP1 ) 0.95 CP 0.95 CB
+ 0.75 Cstern CV + 0.002 Cstern

where:
CP1 = 1.45 CP 0.315 0.0225 lcb

c8 =
B SW
L D TAFT
if B TAFT 5.0
7B
SW
25.0
T
AFT
c8 =
B
LWL DP
3.0
TAFT
if B TAFT > 5.0
Cstern = +10.0
M.Ventura
Estimation Methods
78
39
Wake Fraction (w)

Bertram
Linear interpolation in the following table, as a function of CB
and the number of propellers.
Cb
0.50
0.60
0.70
0.80
w (1 propeller)
0.14
0.23
0.29
0.35
w (2 propellers)
0.15
0.19
0.19
0.23
M.Ventura
Estimation Methods
79
Thrust Deduction Factor (t)

Definition
RT = (1 - t) TP
t = 1-
RT
TP
Schronherr
t =kw
with:
k = 0.50 ~ 0.70
k = 0.70 ~ 0.90
k = 0.90 ~ 1.05
w/ hydrodynamic rudder
w/ double plate rudder and stern post
w/ simple plate rudder
t = 0.001979
M.Ventura
L
B
D2
+ 1.0585 0.00524 0.1418 P
B B CP
L
B T
Estimation Methods
80
40
Thrust Deduction Factor (t)

t = 0.001979
0.1418
LWL
+ 1.0585 c10 + 0.00524
B B C P1
DP2
+ 0.0015 Cstern
B T
where:
CP1 = 1.45 CP 0.315 0.0225 lcb

c10 = B
c10 =
if LWL B > 5.2
LWL
0.25 0.003328402
B
0.134615385
LWL
if LWL B 5.2
Cstern = +10.0
M.Ventura
Estimation Methods
81
Hull Efficiency (C)

Definition
C =
1 t
1 w
Volker
Linear interpolation in the following table, as a function of CB
and the number of propellers.
Cb
0.50
0.60
0.70
0.80
C (1 hlice)
1.00
1.05
1.10
1.15
C (2 hlices)
0.96
1.00
1.03
1.07
M.Ventura
Estimation Methods
82
41
Propulsive Power
Propulsive Power
The propulsive power is given by:
PE
[kW]
PD =
G M H R O
where:
PE = effective power:
PE = RT V
G
V = Ship speed [m/s]
[kW]
Efficiency of the gear

box:
= 0.99 (non-reversible)
= 0.98 (reversible)
M = 0.995
H =
RT = Total hull resistance [kN]
1 t
1 w
M.Ventura
R = 1.01
Mechanical efficiency
of the shaft line
Rotation relative
efficiency
Open water efficiency
of the propeller
Efficiency of the hull

Estimation Methods
84
42
Estimate of the Total Hull Resistance

At the initial design stage, the estimate of the total hull
resistance RT can be done mainly using methods based in
statistical analysis of results from towing tank tests.
There are several published methods:
Oossanen (small high-speed displacement craft)
Keunung and Gerritsma (planing hull forms)
Savitsky (planing hull forms)
Sabit (Series 60)
Keller
Harvald
Holtrop & Mennen (1978, 1980), Holtrop (1982)
The method of Holtrop & Mennen has proved to give good

results for merchant ships
M.Ventura
Estimation Methods
85
Method of Holtrop & Mennen (1)

The total resistance is the sum of the following components
RT = RF + RW + RV + RB
[kN]
The viscous resistance (that includes form + appendages)

RV =
1
V 2CF (1 + k ) Stot
2
[kN]
The frictional resistance coefficient, CF is computed by

CF =
M.Ventura
0.075
( log Rn 2 )
Estimation Methods
86
43

The form coefficient (1+k) is the sum of the form coefficient of
the naked hull (1+k1) with a contribution due to the resistance
of the hull appendages (1+k2)
1 + k = 1 + k1 + (1 + k2 ) (1 + k1 )
Sapp
Stot
The form coefficient of the naked hull can be estimated by the

expression:
1 + k1 = 0.93 + (T L )
0.22284
(B
LR )
0.92497
( 0.95 CP )
0.521448
(1 CP + 0.0225)
0.6906
The value of (1+k2) is obtained from the following table, in

accordance with the configuration of the hull appendages
M.Ventura
Estimation Methods
87
Configuration of the Hull Appendages

Rudder (1 propeller)
1+k2
1.1~1.5
Rudder (2 propellers)
2.2
Rudder + structs (1 propeller)
2.7
Rudder + boss (2 propellers)
2.4
Stabilizer Fins
2.8
Bilge Keels
1.4
Domes
2.7
M.Ventura
Estimation Methods
88
44

The length of the aft body, LR, can be approximated by
LR L = 1 C P + 0.06 C P Lcb ( 4C P 1)
When the wetted surface is still unknown, it can be approximated
S = L ( 2T + B ) CM 0.453 + 0.4425CB 0.2862 CM 0.003467 B + 0.3696 CWP

T
+2.38 ABT CB
The wave resistance RW (generated wave + broken wave) is
RW
= c1 c2 exp m1 Fnd + m2 cos Fn2
M.Ventura
d = 0.9
Estimation Methods
89

in which the coefficients are computed by the following expressions:
= 1.446 CP 0.03 L B
( L)
c1 = 2223105 B
3.78613
c2 = exp 1.89 c3
( B)
T
1.07961
( 90 0.5 )
)
1
1.37565
= semi-angle of
entrance of the
load waterline
[degrees]
4.79323 B 8.07981CP
m1 = 0.0140407 L 1.75254
T
L
L
2
3
+13.8673 CP 6.984388 CP
m2 = 1.69385 CP2 exp 0.1 2

F
n
c3 =
1.5
0.56 ABT
BT 0.56 ABT + TF hB 0.25 ABT
M.Ventura
Estimation Methods
90
45

When still unknown, the half-angle of entrance () of the design
waterline can be estimated by
0.5 = 125.67 B 162.25 CP2 + 234.32 CP3 +
L
6.8 ( TA TF )
+0.155087 Lcb +
[degrees]
The bulb resistance RB is computed from the expression
i = TF hB 0.25 ABT
c Fni3
RB =
1+ F
2
ni
Fni =
[kN]
pB =
M.Ventura
Estimation Methods
V
g i + 0.15V 2
0.56 ABT
TF 1.5hB
V [m/s]
91

The bulb resistance RB is
RB =
1.5
0.11 exp ( 3 pB2 ) Fni3 ABT
g
[kN]
1 + Fni2
The model-ship correlation defined by

CA =
RA
1 Stot V 2
2
can be determined from the expression

C A = 0.006 ( LS + 100 )
c4 = TF
LS
c4 = 0.04
M.Ventura
0.16
0.00205 + 0.003
p / TF
p / TF
LS
LS
LS
LM
CB4 c2 ( 0.04 c4 )
0.04
> 0.04
Estimation Methods
92
46
Subdivision and Compartments
Length of the Ship

Alternatives:
Formulas based in the economical performance
Statistics from existing ships
Procedures of control to define limits of variation
M.Ventura
Estimation Methods
94
47
Length of the Ship

Schneekluth and Bertram (1998)
L pp = 0.3 V 0.3 3.2
C B + 0.5
0.145 + 0.5
Fn
with:
Lpp Length bet. Perpendiculars [m]
V Ship Speed [knots]
Cb Block Coefficient
Fn Froude Number
g = 9.81 m/s2
Fn =
V
gL
Based on statistical analysis from the results of optimizations with

economical criteria
1000 t
Applicable to ships with
0.16 Fn 0.32
M.Ventura
Estimation Methods
95
Length of the Ship

The length of the ship can also be obtained from the
Deadweight Coefficient (CDW) and some common dimensional
ratios and form coefficients obtained from similar ships:
L=
L B
DW
B T
CB CDW
[m]
where:
= 1.025 t/m3
CDW = DW/
M.Ventura
Estimation Methods
96
48
Relations From Statistical Analysis of

Existing Ships (1)
Formula of Ayre
= 3.33 + 1.67
V
L
Posdunine (Wageningen)
2
1
V
3
L = C

V + 2
C = 7.25
ships with 15.5 V 18.5 knots
[knots ]
m 3
M.Ventura
Estimation Methods
97
Relations From Statistical Analysis of

Existing Ships (2)
Volker (Statistics 1974)
1
3
= 3.5 + 4.5
V
g
1
3
with:
V [m/s]
Applicable to cargo ships and container-carriers
M.Ventura
Estimation Methods
98
49
Validation/Comparison of Formulas
Example: Container Carrier Capiapo

= 91.187 t
V = 25.92
Cb = 0.703
Lpp = 263.80 m
B = 40.00 m
T = 12.00 m
DW = 50.846 t
Source: Significant Ships 2004

Formulas
LPP [m]
Schneekluth
N/A
Ayre
153.38
Posdunine
278.94*
Volker
284.24
Obs.
Fn=0.55
V > 18.5
M.Ventura
Estimation Methods
99
Limitative Factors for the Length

Physical Limitations
Shipbuilding
Length of the building ramp or of the dry dock
Ship Operation
Locks
Port limitations
Check the interference between the bow and stern wave

systems, in accordance with the Froude Number
The wave resistance begins to present considerable values
starting at Fn = 0.25
The intervals 0.25 < Fn < 0.27 and 0.37 < Fn < 0.50 shall be
avoided (Jensen, 1994)
M.Ventura
Estimation Methods
100
50
Collision Bulkhead
The location of the collision bulkhead is established in the
IMO Convention for the Safety of Life at Sea (SOLAS)
M.Ventura
Estimation Methods
101
Length of the Engine Room

The length of the Engine Room <LER> can be estimated as a
function of the power of the main machinery
With the current trend of the decrease of the length (LENG)
of the Diesel engines used it is acceptable to estimate:
LER = 2 ~ 3 x LENG
The resulting length should be rounded to a value multiple of
the frame spacing in the Engine Room
M.Ventura
Estimation Methods
102
51
Height of Double-Bottom
The minimum height of the double-bottom is established by
the Classification Societies taking into consideration only
the longitudinal resistance of the hull girder
For DNV the minimum height is:
H DB = 250 + 20 B + 50 T
[mm]
with:
HDB height of double-bottom [mm]
B
- breadth, molded [mm]
T
- draught [mm]
The actual value of the double-bottom height must represent a
compromise between the volume of ballast required (due to ballast
voyage condition, stability, etc.) and the associated decrease of the
cargo volume. In tankers, MARPOL requirements establish in addition
B/15, 2.0
m)
HDB = MIN(Estimation
Methods
M.Ventura
103
Height of the Superstructure
The total height of the superstructure can be estimated based on

the IMO SOLAS visibility requirements (Burgos, 2008)
0.85 LWL
(D TM + H DK ) + H DK + 1.5
H SPST =
LVIS
where:
Lvis = MIN( 2Lpp, 500 )
Hdk = average height of the superstructure decks
Tm = average draught
M.Ventura
Estimation Methods
104
52
Estimate of Capacities
Cubic Efficiency Factor (CEF)

The CED is a useful ratio defined by
CEF = CCRG/(LBD)
Typically presents values of [0.50,0.65] and it can be
estimated for similar ships by the expression:
CCRG [m3]
k3
k4
CEF = k1 Cbk 2 CCRG
PMCR
k1
PMCR [Hp]
k2
k3
k4
Oil Tankers
0.6213
0.80
0.094
-0.10
Bulk Carriers
0.7314
0.66
0.079
-0.10
Multi-Purpose
1.2068
0.60
0.077
-0.15
General Cargo (box-shaped)
1.9640
0.60
0.075
-0.20
M.Ventura
Estimation Methods
106
53
Capacities of Cargo Holds and Tanks

Knowing CEF from similar ships, the cargo capacity of a ship can be
computed by
CCRG = L B D CEF
The Depth required to obtain a certain cargo capacity can be
obtained also with CEF by the expression:
D=
CCRG
L B CEF
M.Ventura
Estimation Methods
107
Volumes of Cargo Holds and Tanks (1)

Volume of Cargo Holds
Can be estimated from the midship section geometry, deducting
insulations
VH = f ps AMS LH Cb
with:
fPS = factor obtained from a similar ship
AMS = area of the midship section
LH = length of the cargo zone
M.Ventura
Estimation Methods
108
54

Volume of Ballast Tanks
The volume of the ballast tanks in the cargo area can be
estimated from a similar ship
VWB = f ps AMS LH
The volume of the ballast tanks in the aft and fore bodies can
be estimated by the expression:
VWBaft = 0.13 f ps B (T + 0.5) Laft

VWBfwd = 0.35 T B
M.Ventura
Estimation Methods
109

Hull Volume (excluding FWD Peak)
Vol = 0.987 Lpp B D CBD

D
CBD = 0.086 1.0 + 0.0475 ( 0.7 CB ) + CB

T
Volume of Double-Bottom
Vol = 0.987 Lpp B H DB CBDB

CBD
M.Ventura
H
= 1.88 DB
T
0.5
H
1.364 DB + 1.15 ( CB 0.7 )
T
Estimation Methods
110
55

Volume of the Engine Room and Aft Peak
Vol = Lpp B D CBm + dCBm

L
D
CBm = 0.042 0.04 CB + cm ( CB 0.02 ) 0.08
T
Lpp
dCBm = DB 0.1 ( 0.133 CB 0.048 )

T
Kupras, L. K. (1976), Optimisation Method and Parametric Design in

Precontracted Ship Design, International Shipbuilding Progress.
M.Ventura
Estimation Methods
111

Total Hull Volume (Lamb, 2003)
0.8D T
CBD = CB + (1 CB )
3T
Vol = Lpp B D CBD

Engine Room Volume
Vol = LCM B D CB k
LCM = 0.002 PD + 5.5
with:
LCM Length of Engine Room
PD - Propulsive power
K = 0.85 (Engine Room aft)
M.Ventura
Estimation Methods
112
56

Volume of the Double Bottom
Vol = LDB B H DB CBDB

H
CBD = CB DB
T
a=
CFF
1.0
CB
CFF = 0.70 CB + 0.3

= CB
Volume of Peak
p / CB < 0.75
p / CB 0.75
Vol = 0.037 Lpk B D CB
Lpk = 0.05 Lpp
M.Ventura
Estimation Methods
113
Volumes of Wing and Hopper Tanks
Kupras, L. K. (1976), Optimisation Method and Parametric Design in

Volume of the Wing Tanks
Vol = 2 f ( 0.82 CB + 0.217 ) LC

f = 0.02 B BW + 0.5 BW 2 tg ( )
Volume of the Hopper Tanks
Vol = 2 f ( 0.82 CB + 0.217 ) LC

f = 0.02 B BH + 0.5 BH 2 tg ( )
M.Ventura
Estimation Methods
114
57
Capacity of Containers
(Ships with Cell Guides)
Containers in Holds
for Lpp < 185 m
N HOLD = 15.64 ( N B N D ) MS
0.6589
N L 0.5503 CB 0.598 126
for Lpp > 185 m

N HOLD = 15.64 ( N B N D ) MS
1.746
N L1.555 CB 3.505 + 704
with:
NB Number of transverse stacks
ND Number of vertical tiers
NL - Number of longitudinal stacks
M.Ventura
Estimation Methods
115
The number of stacks can be estimated by the expressions:
N B = ( B 2 BDH ) / 2.54
N D = ( D + H DK + H HA H DB H MRG ) / 2.60
N L = LHOLDS / 6.55
with:
BDH Breadth of the double-hull
HDK Height of the deck (salto do convs)
HHA Height of the hatch
HDB - Height of the double-bottom
HMRG Distance from the top of the upper container to the hatch cover
LHOLDS Total length of the cargo holds [m]
M.Ventura
Estimation Methods
116
58
Assuming the margins between stacks of containers
bTEU = 100 mm
lTEU = 900 mm
hTEU = 13 mm
(transverse direction)
(longitudinal direction)
(vertical direction)
From the statistical analysis of recent ships, the number of

longitudinal stacks of containers inside the holds can be
estimated by the expression:
N L = 0.0064 Lpp 0.414 LHOLDS 0.806 + 4.22
M.Ventura
Estimation Methods
117
Containers On Deck
NB = B
NL =
2.464
LDK
6.55
The number of vertical stacks

depends on the stability and also
from the bridge visibility.
In ships with Engine Room aft, the height of the bridge can
be approximated by:
H BDG = 0.22 LPP + 0.28 D1.56 0.02 LPP 0.806 D1.1

The total number of containers on deck, based in recent
statistics, can be approximated by the expression:
0.18
N DK = 145 L0.36
+ 0.032 BHP1.18 1074
PP B
M.Ventura
Estimation Methods
118
59
Bibliography (1)
9 Alvarino, Ricardo; Azproz, Juan Jos e Meizoso, Manuel (1997), El
Proyecto Bsico del Buque Mercante, Fundo Editorial de Ingeniera
Naval, Colegio de Ingenieros Navales.
9 Barras, C.B. (2004), Ship Design and Performance for Masters and
Mates, Elsevier Butterworth-Heinemann.
9 Carlton, J.S. (1994), Marine Propellers and Propulsion,
Butterworth-Heinemann.
Chen, Ying (1999), Formulation of a Multi-Disciplinary Design

Optimization of Containerships, MSc Thesis, Faculty of the
Virginia Polytechnic Institute and State University.
9 Fernandez, P. V. (2006), Una Aproximacin al Clculo del Peso del

Acero en Anteproyecto, Ingenieria Naval, No.835, Marzo 2006.
9 Gerr, David (2001), Propeller Handbook: The Complete Reference
for Choosing, Installing and Understanding Boat Propellers,
International Marine.
M.Ventura
Estimation Methods
119
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Ship Design Approximation

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Ship Design Approximation

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Estimation Methods for Basic Ship Design

Prof. Manuel Ventura

Hull Form Coefficients

Block Coefficient (CB)

C = 1.09 (twin screw)

CB = 4.22 + 27.8 Fn 39.1 Fn + 46.6 Fn3

0.15 < Fn < 0.32

Block Coefficient (Cb)

Block Coefficient (Cb)

Block Coefficient (Cb)

C B = 0.7 + 0.125 tg 1 [25 (0.23 Fn )]

p / 0.48 < C B < 0.85

Block Coefficient (Cb)

B 0.3072 T 0.1721 V 0.6135

In which f is a function of the type of ship:

Midship Section Coefficient (CM)

R= Bilge radius [m]

RO/RO ships and Container-Carriers

Midship Section Coefficient (CM)

Waterline Area Coefficient (CWL)

Intermediate shape sections

U shaped sec tions

V shaped sec tions

Waterline Area Coefficient (CWL)

Buoyancy Center Ordinate (KB)

KB = T ( 0.9 0.3 CM 0.1 CB )

Buoyancy Center Abscissa (LCB)

Buoyancy Center Abscissa (LCB)

lcb = (8.80 38.9 Fn ) / 100

(tankers and bulkers)

Transverse Metacentric Radius (BMT)

The transverse moment of inertia of the waterplane (IXX) can

Transverse Metacentric Radius (BMT)

f ( CWP ) = 0.0372 ( 2 CWP + 1)

Dudszus and Danckwardt

Transverse Metacentric Radius (BMT)

BMT = (0.085 CB 0.002 )

Xuebin, Li (2009), Multiobjective Optimization and Multiattribute

Longitudinal Metacentric Radius

The longitudinal moment of inertia of the waterplane (IYY) can

Applicable to ships with 0.73 < (CB/CWP ) < 0.95

An excessively high value of GMT implies a very small period of roll

A maximum value of GMT should therefore be assumed based on na

The period of roll (T) can be estimated by the expression:

Wetted Surface (SW)

: displacement volume [ft3]

: displacement volume [ m3]

Wetted Surface (SW)

Schneekluss and Bertram (1998)

SW = 3.4 3 + 0.5 LWL

Lindblad, Anders F. (1961), On the Design of Lines for Merchant

Tabular Freeboard (ILLC)

FB = 0.027415 Lfb 2 + 21.007881 Lfb 562.067149

FB = 0.016944 Lfb 2 + 22.803499 Lfb 691.269920

where Lfb = ship length according to the rules [m]

The Gross Tonnage can be estimated as a function of the Cubic

Tanker, Bulk Carrier

Product Tanker, Chemical Tanker

Fast Container Carrier

Compensated Gross Tonnage (1)

Compensated Gross Tonnage (2)

Lightship Weight Estimate

Displacement and Weights of the Ship

WE - Weight of the equipment, outfit, deck machinery, etc.