MarCom WG 235 Ship Dimensions

PIANC
The World Association for Waterborne

Transport Infrastructure
SHIP DIMENSIONS AND DATA FOR

DESIGN OF MARINE INFRASTRUCTURE
MarCom Working Group Report N° 235 – 2022
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PIANC REPORT N° 235
MARITIME NAVIGATION COMMISSION
SHIP DIMENSIONS AND DATA FOR

DESIGN OF MARINE INFRASTRUCTURE
22 December 2022
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PIANC has Technical Commissions concerned with inland waterways and ports
(InCom),coastal and ocean waterways (including ports and harbours) (MarCom),
environmental aspects (EnviCom) and sport and pleasure navigation (RecCom).
This report has been produced by an international Working Group convened by the
Maritime Navigation Commission (MarCom). Members of the Working Group
represent severalcountries and are acknowledged experts in their profession.
The objective of this report is to provide information and recommendations on good
practice. Conformity is not obligatory and engineering judgement should be used in
its application, especially in special circumstances. This report should be seen as an
expert guidance and state-of-the-art on this particular subject. PIANC disclaims all
responsibility in the event that this report should be presented as an official standard.
PIANC HQ
Boulevard du Roi Albert II 20 B. 3
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http://www.pianc.org
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ISBN 978-2-87223-020-4
© All rights reserved
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TABLE OF CONTENTS
1 INTRODUCTION ............................................................................................................................... 6
1.1 Scope...................................................................................................................................... 6
1.2 Function of Report ................................................................................................................. 6
1.3 Overview ................................................................................................................................ 7
1.4 Acknowledgement ............................................................................................................... 8
1.5 Working Group ...................................................................................................................... 8
2 VESSEL CHARACTERISTICS ....................................................................................................... 9

2.1 Introduction ............................................................................................................................ 9
2.2 Global Features Influencing Ship Design ............................................................................ 9
2.2.1 Panama Canal (as at 2022) ......................................................................................... 9
2.2.2 Suez Canal (as at 2022) .............................................................................................. 10
2.2.3 Strait of Malacca ......................................................................................................... 10
2.3 Vessel Types ......................................................................................................................... 10
2.3.1 Container Vessels ........................................................................................................ 10
2.3.2 Dry Bulk and Ore Carriers ........................................................................................... 11
2.3.3 Cruise Vessels ............................................................................................................... 12
2.3.4 Tankers .......................................................................................................................... 13
2.3.5 Gas Carriers (LPG and LNG) ...................................................................................... 15
2.3.6 RoRo, RoPax and Vehicle (Car) Carrier Vessels ...................................................... 16
2.3.7 General Cargo ............................................................................................................ 18
2.3.8 Refrigerated Cargo ..................................................................................................... 18
2.3.9 Passenger Ferries ......................................................................................................... 18
2.3.10 Fishing Vessels .............................................................................................................. 18
2.3.11 Large Yachts ................................................................................................................ 19
2.3.12 Other Vessels ................................................................................................................ 19
3 TYPICAL VESSEL DIMENSIONS AND DESIGN INFORMATION .............................................. 20

3.1 Ship Dimensions ................................................................................................................... 20
3.2 Accuracy, Variability & Limitations of the Data .............................................................. 21
3.3 Definitions ............................................................................................................................. 22
3.4 Notes to Vessel Data Tables ............................................................................................... 24
3.5 Displacement....................................................................................................................... 26
3.6 Draught of Vessels ............................................................................................................... 28
3.6.1 Impact of Vessel Type and Trade ............................................................................. 28
3.6.2 Ballast Draught ............................................................................................................ 29
3.6.3 Impact of Water Density............................................................................................. 30
3.7 Wind Areas ........................................................................................................................... 30
3.8 Mooring Winches and Lines ............................................................................................... 31
3.9 Shore Power Connections .................................................................................................. 32
4 SPECIALIST VESSEL VARIANTS ...................................................................................................... 33
5 VESSEL HULL CHARACTERISTICS .................................................................................................. 42
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6 REFERENCES .................................................................................................................................. 43
APPENDIX A: VESSEL DATA SPREADSHEET TABLES ............................................................................. 44
APPENDIX B: WIND AREA CHARTS ...................................................................................................... 45

B.1 Longitudinal Areas .............................................................................................................. 45
B2 Lateral Areas ........................................................................................................................ 47
APPENDIX C: GLOSSARY, ABBREVIATIONS AND SYMBOLS .............................................................. 50

C.1 GLOSSARY ............................................................................................................................... 50
C.2 ABBREVIATIONS ......................................................................................................................... 53
C.3 SYMBOLS .................................................................................................................................. 54
LIST OF FIGURES
Figure 2.1: Distribution of world container fleet > 65,000 DWT (February 2020)............................................. 11
Figure 2.2: Distribution of world bulk carrier fleet > 65,000 DWT (May 2020) .................................................. 12
Figure 2.3: Cruise vessel size distribution (February 2020) ................................................................................ 13
Figure 2.4: Crude oil tanker size distribution (2020) .......................................................................................... 14
Figure 2.5: Product tanker size distribution (2020) ............................................................................................ 14
Figure 2.6: Gas tanker size distribution (2020) ................................................................................................... 16
Figure 2.7: RoRo & vehicle carrier size distribution (2020)……………..……………….……………………….. 17
Figure 3.1: Example of actual draughts for general cargo vessels ................................................................ 29
Figure 3.2: Variation of water density with temperature and salinity (©: The Engineering Toolbox[9]) ...... 30
Figure 3.3: Typical mooring winches (double drum, aft deck) ....................................................................... 32
Figure 4.1: Livestock carriers – draught, LOA & beam (Source: IHS Sea-web 2017) ..................................... 34
Figure 4.2: General cargo variants – draught, LOA & beam (Source: IHS Sea-web 2017) .......................... 36
Figure 4.3: Specialist tanker variants – draught, LOA & beam (Source: IHS Sea-web 2017) ....................... 38
Figure 4.4: Specialist bulk carrier variants – draught, LOA & beam (Source: IHS Sea-web 2017) ............... 39
Figure 4.5: Large yachts – draught, LOA & beam (Source: IHS Sea-web May 2020) ................................... 40
Figure 4.6: RoPax vessels – draught, LOA & beam (Source: IHS Sea-web May 2020) .................................. 41
LIST OF TABLES
Table 3-1: Definitions ........................................................................................................................................... 24
Table 3-2: Vessel displacement estimates using cargo capacity .................................................................. 27
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1 INTRODUCTION
1.1 Scope
This report provides information on the dimensions and characteristics of ocean-going vessels
by type and size, including selected data relevant to planning and design of marine
infrastructure for those vessels. Vessel dimensions and other details are provided as Appendix
A in a separate Excel workbook for representative vessel sizes. This table can be accessed via
the following PIANC link https://www.pianc.org/publications/marcom/wg235appendixa.
Please refer to Appendix C for the glossary, abbreviations and symbols used in this text.
Vessels operating in inland seas (e.g. Black Sea, Caspian Sea), lakes (e.g. ‘Lakers’ operating on
the Great Lakes of North America), rivers, canals and the like are not covered by this
document. Information on inland waterways vessels can be found in PIANC InCom WG 16
(1996) – ‘Standardisation of Ships and Inland Waterways for River/Sea Navigation’ [20] and
PIANC InCom WG 141 (2019) – ‘Design Guidelines for Inland Waterway Dimensions’ [21].
1.2 Function of Report
The function of this report is to provide a consistent database of ocean-going vessel

parameters across all PIANC MarCom WG-reports. This data supersedes any similar data in
older PIANC MarCom reports, including but not limited to the list below:
• PIANC MarCom WG 116 (2012): ‘Safety Aspects Affecting the Berthing Operations of
Tankers to Oil and Gas Terminals’.
• PIANC MarCom WG 121 (2014): ‘Harbour Approach Channels Design Guidelines’.
• PIANC RecCom WG 134 (2013): ‘Design and Operational Guidelines for Superyacht
Facilities’.
• PIANC MarCom WG 135 (2014): ‘Design Principles for Small & Medium Container
Terminals’.
• PIANC MarCom WG 152 (2016): ‘Guidelines for Cruise Terminals’.
• PIANC MarCom WG 153 (2016): ‘Recommendations for the Design & Assessment of
Marine Oil & Petrochemical Terminals’ (Superseded by WG 153B).
• PIANC MarCom WG 158 (2014): ‘Masterplans for the Development of Existing Ports’.
• PIANC MarCom WG 172 (2016): ‘Design of Small- to Mid-Scale Marine LNG Terminals
Including Bunkering’.
• PIANC MarCom WG 184 (2019): ‘Design Principles for Dry Bulk Marine Terminals’.
• PIANC MarCom WG 185 (2019): ‘Ports on Greenfield Sites – Guidelines for Site Selection
& Master Planning’.
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The following reports will be published after this WG 235 Report (2022):
• PIANC MarCom WG 167: ‘Design of Terminals for RoRo and RoPax Vessels’.
• PIANC MarCom WG 171: ‘Ship Handling Simulation Dedicated to Channel and
Harbour Design’.
• PIANC MarCom WG 186: ‘Mooring of Large Ships at Quay Walls’.
• PIANC MarCom WG 211: ‘Guidelines for Design of Fenders’.
• PIANC MarCom WG 212: ‘Criteria for Acceptable Movement of Ships at Berths’.
• PIANC MarCom WG 215: ‘Accidental Impacts from Ships on Fixed Structures’.
• PIANC MarCom WG 231: ‘Mooring Bollards & Hooks: Selection, Maintenance and
Testing’.
All the reports referenced above may contain ship data additional to this report.
1.3 Overview
The range of vessels covered includes:
• Container vessels
• Dry bulk carriers
• Mixed use bulk carriers
• Cruise vessels
• Oil tankers
• Product and chemical tankers
• Gas carriers (LPG & LNG)
• General cargo
• Refrigerated cargo
• Livestock carriers
• Car carriers
• RoRo
• RoPax
• Ferries
• Fishing vessels
Descriptions of the characteristics of different vessel types and data on the world’s fleet
distribution by size and type, are outlined in Chapter 2.
Vessel size is categorised by Deadweight Tonnage (DWT), Gross Tonnage (GT) or Twenty-foot
Equivalent Units (TEU) capacity, as appropriate to the vessel type. Vessel details are provided
as Appendix A in a separate Excel workbook for representative vessel sizes. This table can be
accessed via the following PIANC link:
https://www.pianc.org/publications/marcom/wg235appendixa.
Chapter 3 describes the typical dimensions, capacities, and displacements for a range of
vessel types by size. Other important details such as wind area, manifold locations, typical
numbers of mooring winches, etc. are also provided. The upper limit values of each dimension
do not represent a real vessel, as the maximums do not occur together unless the sample group
is small and there is essentially only one design in the sample. The upper limit values are useful
for planning purposes to determine, for example, the length of berth required, maximum
draught for a particular size, or the reach required for cranes, ship-loaders, etc. However for
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detailed design it is recommended that specific ships are also used, and these should be
selected using information from the facility operator.
Users of this report should take care to carefully read the key definitions in Section 3.2 and the
notes to the tables in Section 3.4 that define the context and basis of the data.
For more specialised vessels, where variability can make tabulated data unreliable, charts of
draught, Length Overall (LOA) and beam are provided.
1.4 Acknowledgement
An important source of data for this report is the IHS Sea-web database by kind permission
of IHS Global Limited.
1.5 Working Group
This guideline was prepared by a sub-committee of Working Group 211.
Name Representing Company
Erik Broos (Chair WG 211) Platinum Partner Port of Rotterdam

Bob Lamont-Smith (Chair WG 235) Australia E & PI Consultants
Christian Hein Germany Bremenports GmbH & Co.KG
Rune Iversen US Simpson Gumpertz & Heger
Gary Greene US Gary Green Engineers

Luis Lopez Gonzalez Spain Siport21
Robert Williams UK Waves Group
Peter Hunter (Mentor) UK HR Wallingford
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2 VESSEL CHARACTERISTICS
2.1 Introduction
Vessels trading between global ports are designed for specific purposes and thus their designs
vary with their function, cargo, economic market, etc. Key parameters in vessel design can be
driven by different objectives such as:
• Maximising the loaded cargo by weight

• Cargo that is defined by volume
• Speed of transit
• Capacity
• Nature of the cargo (value, hazards, parcel size, etc.)
• Fuel efficiency
• Loading and unloading requirements
• Limitations of major canals such as Suez and Panama on beam, draught, and length
• Port depth limits
• Port crane/loader or unloader reach that limits the vessel beam
• Safety
• Manoeuvrability
Vessel sizes are not a smooth linear change with increasing size. Size distributions are driven by
industry demands that are constantly changing. This results in step changes and gaps in the
size distribution of vessels. For example, there are almost no dry bulk vessels between 120,000
DWT and 150,000 DWT, yet there are large numbers above and below these sizes. Similarly,
vessel beams in many classes are limited to enable passage to river ports or through major
shipping canals or other natural restrictions.
Typical vessel dimensions are provided in this guideline, but it is important to recognise that
there can be a range of dimensions for any given vessel size for a particular DWT, GT or TEU
capacity.
2.2 Global Features Influencing Ship Design
There are three major shipping route features around the world that have an influence on the
design of oceangoing vessels. These are:
2.2.1 Panama Canal (as at 2022)
• Pacific to Atlantic crossing via 3 step locks either side of Gatun Lake. Vessel size limits
are:
- Old Locks (Panamax): Beam 32.31 m, LOA 289.6 m (or 294.43 m for passenger and
container ships), Draught 12.04 m (tropical fresh water) adjust for summer draught
in seawater.
- New Locks (Neopanamax): Beam 51.25 m, LOA 370.33 m, Draught 15.24 m (tropical
fresh water) adjust for summer draught in seawater.
- An air draught (height) limit of 57.9 m under the Bridge of the Americas on the
Atlantic side, although up to 62.5 m with prior permission.
- Permitted draught can be reduced if the level of Gatun Lake is low.
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2.2.2 Suez Canal (as at 2022)
• Red Sea to Mediterranean crossing without locks. Ship size limits are:
- LOA: 400 m, greater if permission is given by the canal authority.
- Wetted surface cross sectional area (beam x draught)of the vessel is limited to 1,006
m 2.
- Largest Draught: 20.1 m with an associated maximum beam of 50 m.
- Largest Beam: 77.5 m with an associated maximum draught 13.0 m.
- Between a beam of 50 m and 77.5 m, a maximum draught = 1006/Beam.
- A height limit of 68 m applies under the Suez Canal Bridge.
It should be noted that the Suez Canal has been enlarged quite often in the past and might
be enlarged again in the future.
2.2.3 Strait of Malacca
• The Strait of Malacca between the Malaysian peninsula and Java has a minimum depth
of 25 m. A typical Malaccamax tanker can have a maximum length of 333 m, beam of
60 m, draught of 20.5 m, and tonnage of 300,000 DWT.
To increase the Malacca strait maximum ship dimensions additional dredging is needed. This
has never been done before. It is therefore not very likely that this will happen.
Inland canals and locks in many countries limit the size of vessels on inland waterways. These
vessels are not covered by this report.
2.3 Vessel Types
2.3.1 Container Vessels
Container vessels are designed for a high transit speed and rapid loading/unloading. This results
in a sleek hull shape with many containers stacked above the top deck. Overall vessel
dimensions are driven by the standard container dimension and the number of containers to
be transported. Smaller vessels service specific local routes or provide a transhipment ‘liner’
service from large hub ports to smaller regional ports. Larger vessels service hub ports and
transport the major cargo volume on port-to-port routes.
Container vessel beams are a multiple of the standard container width and there is a variation
in vessel dimensions for the same GT or TEU capacity. At smaller sizes, the variation is larger and
significant. Hence the envelope of maximum dimensions can look disproportionate when
compared with an individual vessel in that size range. The block coefficient is also variable due
to the range of different beams and hull shapes.
As of 2020, there are over 5,300 container vessels in active service worldwide. Some 60 % of
these are Panamax and smaller class vessels up to 52,000 DWT (4,300 TEU approx.). The
remaining 40 % are mostly Post-Panamax and larger vessels, with beams between 35 m to 62
m, although there are some Panamax beam vessels (32.26 m) up to 70,000 DWT (at least 5,000
TEU). The distribution of larger container vessels by size is shown in Figure 2.1.
10
900
Container Fleet > 50,000 dwt
800
700 Converting or rebuilding Repairing

In Service Keel Laid
600 Laid-Up Launched
Projected Under Construction
500
Number
400
300
200
100
0
50 - 70 70 - 90 90 -110 110 -130 130 - 150 150 - 170 170 - 190 190 - 210 210 - 230 230 - 250
DWT 000's
Figure 2.1: Distribution of world container fleet > 65,000 DWT (February 2020)
2.3.2 Dry Bulk and Ore Carriers
Dry bulk and ore carrying vessels are designed primarily to maximise the cargo load to reduce
the transport cost per tonne. The speed of passage is less important. The result is a much more
prismatic hull shape with longer parallel hull sides and lower cruising speeds of around 14 knots.
Larger bulk carriers are used to carry high volume cargos, like coal and iron ore, and sizes
reduce to suit lower volume cargoes and/or port constraints.
There are approximately 12,300 dry bulk vessels in service (2020 data). Approximately 11 % of
these are specialist product vessels (wood chips, cement, aggregates, sugar, oil/ore, self-
discharging, etc.) that have their own characteristics. Specialist vessels are excluded from the
tables of vessel dimensions and characteristics. Scatter plots of special bulk vessel dimensions
are provided in Section 3.6.
Of the remaining vessels (bulk and ore carriers), around 60 % are less than 65,000 DWT and
many of these are geared vessels (i.e. with cranes). The larger vessels range up to 405,000 DWT
and are mostly concentrated around Panamax and Medium Cape size classes, as shown in
Figure 2.2 on the next page. The larger vessels (> 65,000 DWT) are ungeared.
11
1400
In Service/Commission
Dry Bulk Fleet > 65,000 dwt
1200 Converting/Repairing/Laid Up
1000 Keel Laid/Launched/Under Construction
On Order/Not Commenced/Projected
Number
800
POST PANAMAX
600
400
200
0
90 - 100
100 - 110
110 - 120
120 - 130
130 - 140
140 - 150
150 - 160
160 - 170
170 - 180
180 - 190
190 - 200
200 - 210
210 - 220
220 - 230
230 - 240
240 - 250
70 - 80
80 - 90
80 - 90
DWT 000's
Figure 2.2: Distribution of world bulk carrier fleet > 65,000 dwt (May 2020)
2.3.3 Cruise Vessels
Cruise vessel design is driven almost entirely by function but also the need for speed and
stability.
Cruise and passenger liners are described by GT rather than DWT. There are approximately 400
cruise liners over 5,000 GT and up to 230,000 GT. The change from Panamax to Post-Panamax
class occurs at approximately 95,000 GT. Below 95,000 GT, 99 % of cruise vessels are Panamax
beam (32.26 m) or less. All vessels greater than 95,000 GT have a beam greater than 32.26 m.
The distribution of vessels by size is shown in Figure 2.3.
The largest existing cruise vessels can still transit the Panama Canal via the ‘Third Locks’
completed in 2016. The new locks have a beam limit of 51.25 m. Passenger numbers vary widely
due to different market targets, (high end versus high volume).
More specific information on cruise vessels and the design of suitable terminal facilities can be
found in PIANC WG 152 – ‘Guidelines for Cruise Terminals’.
Many cruise vessels have two beam dimensions: one at the quay level and the other (maximum
beam) above the quay level.
A unique feature of cruise vessels is the large number of access doors in the hull that are used
for provisioning the vessel. This may have an impact on any quayside structures and equipment
that might interfere with those access points. The door sizes and locations vary from vessel to
vessel.
Most large cruise vessels have bow thrusters and some have azimuth drive propellers that
enable great manoeuvrability and control.
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180
Cruise Vessels Converting or Rebuilding Repairing
160 In Service Keel Laid
Laid-Up Launched
140 On Order Projected
Numbe of vessels
Under Construction
120
100
80
60
40
20
150 - 200
100 - 150
>200
5 - 20
50 - 100
0 - 0.5
0.5 - 1
1-2
2-5
20 - 50
GT 000's
Figure 2.3: Cruise vessel size distribution (February 2020)
2.3.4 Tankers
Tanker vessels include crude oil tankers, product tankers, chemical tankers and specialist
tankers used for specific products. There are approximately 16,000 tanker vessels in service
(2020 data).
Product tankers, chemical tankers and dual chemical/product tankers are the most common
tanker types. Chemical tankers, (approximately 800 vessels) are small vessels with 80 % under
5,000 DWT and none greater than 50,000 DWT. Dual chemical/product tankers, (approximately
4,500 vessels) range from the small chemical tanker size up to 70,000 DWT. These vessel types
are all similar in design so they can be treated as a single tanker category for design purposes.
Crude oil tankers, dual-purpose crude oil/product tankers and shuttle tankers account for
another 9,000 or so tankers, refer to Figure 2.4 and Figure 2.5. They are also similar in design so
they too can be treated as a single tanker category for design purposes. (Note: Shuttle tankers
are purpose designed to transport oil and oil products from offshore production facilities to
ports for processing and as such there may be some vessels that are purpose designed to suit
particular operators).
There are approximately 1,200 vessels in service and categorised as unspecified tankers and
special tankers. Special tankers include wine carriers, bitumen carriers, shuttle tankers and the
like. They make up the remainder of the tankers in the world fleet. Unspecified tankers and
special tankers are not included in the vessel data tables, however, some charted data on
draught, length and beam is provided in Chapter 3.
Generally, the length and beam of all tanker types for a given DWT do not vary much. However,
some special tankers may have a different draught where the product densities vary from the
major liquid products.
Additional specific information on these vessels and the design of suitable terminal facilities can
be found in WG 153 – ‘Recommendations for the Design & Assessment of Marine Oil &
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Petrochemical Terminals 2016’ [11] (superseded by WG 153B which also includes Gas
Terminals).
800
Crude Oil Tankers Converting or Rebuilding Repairing
700 In Service Keel Laid

Launched On Order
600 Projected Under Construction
Number
500
400
300
200
100
280 - 300
80 - 100
100 - 120
120 - 140
140 - 160
160 - 180
180 - 200
260 - 280
300 - 320
320 - 340
0 -5
20 - 40
40 - 60
60 - 80
>340
5 - 20
DWT 000's
Figure 2.4: Crude oil tanker size distribution (2020)
1600
Product Tankers (incl Dual Product/Crude Oil Tankers)
1400
Converting or rebuilding Repairing
In Service Keel Laid
1200 Laid-Up Launched
On Order Projected
Under Construction
Number
1000
800
600
400
200
0
0 -5 5 - 10 10 - 20 20 - 30 30 - 40 40 - 60 60 - 80 80 - 100 100 - 120 >120
DWT 000's
Figure 2.5: Product tanker size distribution (2020)
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2.3.5 Gas Carriers (LPG and LNG)
There are two main types of gas carriers, Liquified Natural Gas (LNG), and Liquified Petroleum
Gas (LPG), of which there are approximately 600 and 1,500 respectively vessels in service.
These vessels carry gas as a cryogenic liquid at atmospheric pressure or as a liquid pressurised
gas. Sizes of gas carriers are based on their cubic metre (liquid) gas capacity.
Smaller vessels, typically below about 15,000 m3 capacity[11], carry gas semi-pressurised and
refrigerated or fully pressurised (at ambient temperature). Above this capacity the gas is fully
refrigerated to a cryogenic temperature in insulated tanks.
Other gas carriers include CO2 carriers and combination gas carriers that carry cryogenic or
pressurized gaseous petrochemical products, such as ethylene and ammonia.
Safety considerations around explosion, fire and spills dictate the design of gas terminals that
are standalone berths with exclusion zones. The berth arrangement is usually similar to oil
terminal designs, with breasting dolphins protecting the loading/unloading platform and
mooring dolphins set back behind the berthing line.
Gas carrier draughts can vary with the product carried and when the vessel is trimmed to
increase the stern draught. It is recommended that specialist advice should be sought where
draught is critical.
2.3.5.1 LNG Carriers
Cryogenic LNG is carried at a temperature of -161oC. There are two primary designs for LNG
vessels based around the tank design: ‘Membrane’ type with prismatic tanks and ‘Moss’ type
with distinctive spherical tanks. The hulls of these vessels do not form part of the tank.
There is a new ‘Diamond’ class coming into service that is the same as the ‘Moss’ class except
the spheres are fully enclosed in the hull. The wind area is greater, but the drag coefficient is
smaller.
Most LNG vessels are between 120,000 m³ and 180,000 m³, but sizes go up to 266,000 m³.
15
300
LNG Vessel Size Distribution 2020
250 Converting/Rebuilding
In Casualty Or Repairing
Number of Vessels
200 In Service/Commission
Keel Laid
Launched
150
On Order/Not Commenced
Projected
100
Under Construction
50
0
0- 20000 - 60,000 - 120000 - 140,000 - 160,000 - 180,000 - 200,000 - 220,000 - >240,000
20,000 60000 120,000 140,000 160,000 180,000 200,000 220,000 240,000
Gas Capacity m3
Figure 2.6: Gas tanker size distribution (2020)
2.3.5.2 LPG Carriers
LPG carriers are smaller than LNG vessels. Capacities range up to 100,000 m³ with
approximately 50 % under 5,000 m³ capacity. The cryogenic temperature of LPG is -48oC.
2.3.6 RoRo, RoPax and Vehicle (Car) Carrier Vessels
RoRo vessels primarily carry mobile “drive on and drive off” cargo. This includes cars, other
motorised vehicles and equipment, laden trucks, trains and rolling stock. The parking decks on
these vessels are enclosed and the vessel will typically have its own vehicle ramps at the stern,
although there are a small number of exceptions to this. RoRo vessels are sorted by DWT in this
report.
Some RoRo vessels are a mix of enclosed deck and cargo deck (usually containers) and as a
result they have a lower GT. There is also significant variation in beam and length for similar
displacement vessels. RoPax vessels are combined RoRo and Passenger vessels (ferries).
Characteristics of these vessels include:
• Significant variation in dimensions. The dimensions of an envelope of maximums can look

disproportionate when compared with an individual vessel in that size range.
• Large range in vessel block coefficient 𝐶𝑏 .
• High windage area.
• Large hull flare at the bow and flat sided to the stern.
• Volume based cargo carriers so rarely operate at the maximum summer draught.
16
The values for displacement in the PIANC vessel data tables are estimated to be equivalent to
90th percentile values (nominal P90 values) at the full summer draught. For any given capacity,
the values for displacement can vary with vessel design. Lower displacement values may be
applicable as typical sailing draught can be 10 to 15 % lower than the summer draught. It is
recommended that data should be obtained from the applicable Port Authority to determine
design values for draught and displacement of RoRo vessels.
RoRo vessels range in size from 100 DWT to 47,000 DWT (300 to 75,000 GT), of which about 40 %
are less than 5,000 DWT. There are only a small number of vessels with a beam greater than the
Panamax limit of 32.31 m.
RoPax vessels are highly varied in design depending on the needs of the service route, which
is often a fixed route return service. The largest RoPax vessels are around 12,000 DWT (75,000
GT). There is little consistency or trend in the dimensions and displacement of RoPax vessels. For
this reason, no data is provided in the vessel dimension tables in Appendix A. RoPax vessels
sometimes have belting on the side of the hull, which can affect fender design.
Figure 4.6 in Chapter 4 provides scatter plots of key dimensions by capacity and provide a
picture of the variability.
Vehicle carriers are a type of RoRo vessel that carry road vehicles only, normally without drivers.
Many do not carry any other forms of cargo. As of 2020, there were about 2,200 of these vessel
types in service. About 90 % of these vessels are greater than 5,000 DWT. The largest is about
50,000 DWT and carries up to 6,500 cars.
More specific information on these vessels and the design of suitable terminal facilities can be
found in WG 167 – ‘Design of Terminals for RoRo and RoPax Vessels’ (to be published in
2023)[12].
1200
RoRo & Vehicle Carrier Fleet Distribution
1100
Vehicle Carriers - In Service
1000
900 Vehicle Carriers - Repair/Laid-up
800 Vehicle Carriers - Under

700 Construction
Vehicle Carriers - On Order
600
Number
500 Vehicle Carriers - Projected

400 RoRo - In Service
300
RoRo - Repair/Laid-up
200
100
0
0 - 5,000 5,000 - 10,000 - 15,000 - 20,000 - 25,000 - 30,000 - 35,000 - 40,000 - 45,000 - >50,000
10,000 15,000 20,000 25,000 30,000 35,000 40,000 45,000 50,000
DWT
Figure 2.7: RoRo & vehicle carrier size distribution (2020)
17
2.3.7 General Cargo
General cargo vessels are smaller vessels that carry a mixed variety of cargoes. Some cargoes
are containerised and others, not suited to containerisation either because of the nature of the
cargo or volume of the local trade, are loose, bagged, or palletised. Because of the range of
products and purposes there is a wide range of above-deck configurations.
Classes include general cargo only, general cargo/passenger and specialist cargo vessels,
such as deck cargo, palletised cargo, general cargo/tanker, and mixed general cargo/RoRo.
Sizes range up to 55,000 DWT but 98 % are less than 20,000 DWT and 70 % are under 5,000 DWT.
Many general cargo vessels are “geared” self-loading and unloading vessels.
2.3.8 Refrigerated Cargo
Refrigerated cargo vessels, of which there are approximately 900 vessels, range in size up to
22,000 DWT but most are under 10,000 DWT. They are similar to small geared container vessels.
2.3.9 Passenger Ferries
Passenger ferry designs vary considerably as there are considerable numbers of different
requirements such as:
• Number of passengers
• Speed
• Route travel distance
• Time of travel and impacts on passenger amenities required (e.g. overnight cabins,
restaurants)
• Associated need for cargo and vehicles
• Environment – ocean, lake, river, etc.
• Operating sea state associated with the route, including ice risk
Ferry sizes vary from very small, up to 15,000 GT, with one vessel at 38,000 GT.
Hull designs include monohulls, catamarans/Small Waterplane Area Twin Hull (SWATHS) and
some trimarans. Large ferries are usually steel monohull designs. Many high-speed ferries are
constructed in aluminium and some smaller ferries can be fibreglass (reinforced plastic) or
wooden hulls. It is quite common for ferries to have belting on the side of the hull.
Reliable data on the hull configuration of ferries is difficult to obtain so when designing ferry
terminals and fenders for such berths, it is essential to seek specific vessel information from the
facility operator.
2.3.10 Fishing Vessels
There are many thousands of fishing vessels of all types working the world’s oceans. These
include fish carriers, fish factory vessels, research and patrol vessels and special purpose fishing
vessels.
18
There is more variability in fishing vessel parameters than for most other vessel types covered in
this report. It is therefore difficult to provide comprehensive information. Chapter 3 includes
some scatter plots of key dimensions by capacity; these provide a picture of the variability.
Designers should obtain clear directions from owner/operators on the range and details of
fishing vessels to be accommodated at port fishing facilities.
In designing fenders for fishing vessels, consideration must be given to hull belting that is
common on some smaller vessels. For more details the reader is referred to PIANC MarCom WG
18 [6] and the new MarCom WG 224 [16] that will update the WG 18 report.
2.3.11 Large Yachts
Large yachts include sail and motor driven vessels with single or dual hulls. They cover private
and charter pleasure craft, vessels for heads of state, and the like.
Large yachts are designed to specific owner requirements and do not follow any strict pattern
when it comes to size, purpose, and hull construction. Due to the variation in vessel
configuration, it is recommended that specific information should be sourced for the design of
marine facilities for such yachts. Unless designing a berth for a specific vessel, it will normally be
necessary to ensure that the facilities are flexible enough cater for a range of sizes, hull shapes,
deck levels and access.
Scatter plots for draught, LOA and beam of sailing and motor yachts are provided in Chapter
3. These give a broad indication only because of the variation in dimensions. It is therefore
recommended that facilities designed for large yachts should be based around specific
parameters agreed with the facility operator/owner.
For additional details, including dimensions of smaller vessels the reader is referred to PIANC
RecCom WG 134 (2013) – ‘Design and Operational Guidelines for Superyacht Facilities’ [7], WG
149 part 1 (2016) – ‘Guidelines for Marina Design’ [10], and WG 168 (2020) – ‘Single Point Yacht
Moorings’ [13].
2.3.12 Other Vessels
This PIANC report covers the main range of ocean-going vessels, but some special types are
not covered. These include naval, offshore, construction and special purpose vessels. When
dealing with facilities dedicated to special vessels, designers should seek specific vessel data
from the owner/operators of the facility.
19
3 TYPICAL VESSEL DIMENSIONS AND DESIGN
INFORMATION
Appendix A of this report comprises tables of vessel dimensions and related design information;
these can be accessed via the following PIANC link:
https://www.pianc.org/publications/marcom/wg235appendixa.
Before using these tables, users should carefully read this section to understand the basis used
to establish the various parameters, how the parameters are defined, and the limitations of the
data provided.
3.1 Ship Dimensions
Over the years, various guidelines have been produced for vessel dimensions, some using
statistics and some using judgement based on typical vessel data. There is no exact method
that can provide precise guidelines because of the natural variation in vessel design to suit
different customer needs and the irregular distribution of vessel sizes, in all types of shipping.
PIANC has adopted an approach of selecting a group of vessels from the ‘IHS Sea-web’
database that best represents a margin of capacities above and below a particular size. In
some cases, the margin of capacity variation is small because there are many vessels near that
size capacity. However, this is not always the case and where the number of representative
vessels is less, a wider margin is used to provide a sufficient sample group.
Statistical analysis has not been used to determine the values of vessel dimensions. The
dimensional data has been examined to look for:
• Upper limit values for principal dimensions in the sample group.
• A typical vessel from that sample group for typical values.
The upper limit values do not represent a single real vessel, as the maximums do not occur
together unless the sample group is small and there is essentially only one design in the sample.
The upper limit values are useful for planning purposes to determine, for example the length of
berth required, maximum draught for a particular size, or the reach required for cranes, ship-
loaders, and the like.
The typical values are better suited to the design of fenders and mooring systems as these
represent realistic values associated with specific single vessels.
Characteristic vessel parameters such as displacement, block coefficient, wind areas, cargo
capacity, etc., are each treated differently and are explained in the notes to the tables. See
section 3.4. Vessel size is categorised by Deadweight Tonnage (DWT) in most cases as this is the
most accurate predictor of vessel dimensions and displacement. Cruise, ferry and fishing
vessels are characterised by Gross Tonnage (GT) because DWT is not relevant to these vessel
types.
Container vessels are also categorised by TEU capacity. Appendix A indicates typical values
for TEU capacity for each size, however, there is some variation for a given DWT.
The chart below shows the relationship between DWT & TEU for container vessels.
20
3.2 Accuracy, Variability & Limitations of the Data
In any exercise to provide vessel data of any kind it is important to understand that there are
limitations to the accuracy of generalised data that is providing details of variable vessel
designs. It is therefore important to read the notes and qualifications to the tabulated data.
For vessels in service, individual vessel dimensions from the IHS Sea-web data have a high
expectation of reliability. There is, however, variation between vessels of the same nominal size
due to design differences. For example, all the container vessels below are ≈ 110,000 DWT and
in each case the TEU capacity can differ by approximately 10 %.
• 300 m x 48.2 m x 14.5 m draught

• 337 m x 45.6 m x 14.5 m draught
• 349 m x 42.8 m x 15.0 m draught
Variations in hull shapes also lead to variation in the block coefficient (Cb). The smaller the vessel
size the greater the variation.
Displacement is based on IHS Sea-web data that covers only 20 to 40 % of vessels. The values
provided are a visual estimate of a ‘Nominal P90’ value.
Ballast draught varies with the ballast water taken onboard for seakeeping purposes so in most
cases a range based on a % of the summer draught is indicated.
These issues are further discussed later in this section.
Data on mooring winch numbers are a typical overview for planning purposes suitable for a
preliminary static mooring analysis. Detail is not sufficient for dynamic mooring analysis where
specific ship data should be obtained.
21
3.3 Definitions
Definitions of vessel parameters are given in Table 3.1 below and repeated in Appendix C.1.
Air Draught Height above the water line. Can be measured to different points
for different purposes. For example:
• Max Air draught: height to top of the highest point (mast)
• Hatch Air draught: height to top of hatches
• Forward Air draught: Height to highest point on the
forecastle, typically a light tower
Beam (B) Maximum vessel width.

Note: For vessel classes where there is significant beam variation
for a given capacity, (e.g. container vessels) the vessel dimension
variability is greater. For the same DWT, a wider beam vessel will
usually be shorter than the narrow beam equivalent. Similarly, the
block coefficient will be more variable.
Block Coefficient Dimensionless coefficient that indicates the shape of a vessel

below the water line compared with a rectangular prism.
Note: Block coefficient can vary by 10 % or more depending on
the specific vessel design parameters. Faster vessels will have
lower block coefficients (e.g. container vessels, passenger
vessels, etc.). Bulk carriers and tanker hull design are driven by
capacity rather than speed and hence they have larger block
coefficients.
Deadweight Tonnage Weight (metric tonnes) of a vessel’s cargo, fuel, water, crew,
(DWT) passengers, and stores.
Displacement Actual total weight of the vessel and all its cargo (metric tonnes).
Note: The displacement of fully loaded ‘volume’ cargo vessels will
vary with the mixed cargo density. However, It cannot exceed
the value at the maximum allowable draught.
Draught Scantling Draught

The Scantling draught is the draught the vessel structures are
designed for (hull plating, tank bulkheads, etc.), i.e. the maximum
structural draught for the vessel.
Typically, scantling draught is slightly more, or the same, as the
design draught for most vessels. Exceptions include LNG & LPG
Carriers, RoRo vessels and Car Carriers where the difference can
be as much as 15 %.
Summer Draught, Maximum Laden Draught
The summer draught is the maximum draught to which the vessel
can be loaded.
Draught in Ballast
Depth below water line when the vessel is empty and carrying
only ballast water. This is not a fixed value as the amount of ballast
onboard can vary.
22
Design Draught
The draught on which the fundamental design parameters of the
ship are based.
Typical Laden Draught
Reduced laden draught applicable to volume cargo vessels,
such as Container and RoRo vessels. This is not a fixed value and
will vary with cargo density.
Flare Radius Vertical plane curvature of a vessel hull at the bow or stern.
Geared Vessels with their own deck cranes for loading and unloading
cargo. Most of these vessels are Handysize (15,000 to 35,000 DWT)
and Handymax class (35,000 to 60,000 DWT) and are used for
smaller volume trade products and/or servicing ports without
quayside vessel loaders and unloaders.
Gross Tonnage (GT) Measure of the overall size of a vessel determined in accordance
with the provisions of the International Convention on Tonnage
Measurement of Ships. Units are m3, however, it is typically
reported as a non-dimensional quantity.
Measurement is a factor of the internal volume of the
permanently enclosed spaces of a vessel from keel to funnel.
Gross tonnage is calculated from the formula GT = K1 V where V is
the volume of a vessel’s enclosed spaces in m³, and K1 is a
constant calculated from K1 = 0.2 + 0.02 log10 V
Hull Radius Horizontal plane curvature of a vessel hull at the bow or stern at
a given height above the keel.
Length between Length of a vessel along the summer load line (i.e. the water level
Perpendiculars (LBP) when loaded to Summer Draught) from the forward surface of
the stem, or main bow perpendicular member, to the after
surface of the sternpost, or main stern perpendicular member.
Length Overall (LOA) Maximum vessel length from stern to bow.
Manifold location Centre line location of pipe manifolds of tankers and gas carriers
measured from the bow.
Moulded Depth Depth of the vessel’s hull from the deck to the keel – used for
freeboard calculation.
Nominal Size Size value (DWT, GT, TEU, m3, etc.) used to represent a range of
similar sized vessels below or above the nominal value.
The range covered by the nominal size is chosen to ensure
reasonable coverage of vessel parameters for that nominal size.
Number of Mooring Winches available for mooring lines at the forecastle deck and
Winches Forward, Spring the stern. The winches serve head and stern lines, forward and aft
and Aft springs and forward and aft breast lines as required. For some
vessel types such as tankers and dry bulk carriers, winches for
spring lines are located on the main deck between the bridge
and the forecastle.
23
Panamax Maximum vessel that can transit the old Panama Canal locks,
beam = 32.31 m. Maximum LOA = 289.6 m. Maximum draught =
12.04 m in tropical fresh water. Generally, vessels range in size
from 65,000 DWT to 85,000 DWT. Post-Panamax vessels are those
that exceed these limits.
Neopanamax Maximum vessel that can transit the new Panama Canal locks,
from 85,000 DWT to 165,000 DWT.
Parallel Side Length at Length of the flat side of the hull at the water level in the
Water Level Loaded and nominated condition of loading.
in Ballast
Self-Discharging Vessels with materials handling equipment on board to enable

self-unloading. They are usually designed for a specific product
such as cement, coal, aggregates, etc. and are often engaged
on a specific project or trade as a dedicated vessel.
TEU Capacity Number of Twenty-foot Equivalent Container Units (TEU) that a

vessel can carry.
Trim When a vessel is not on even keel (i.e. the bow is higher than stern,
or vice versa), the vessel has a ‘trim’. For example, at a 1.5 m stern
‘trim’, the stern draught is 1.5 m more than the draught at the
bow.
Typical Laden Displacement of fully loaded volume cargo vessels at typical

Displacement mixed cargo density. This is not a fixed value and will vary with
cargo density.
Typical Laden Draught Reduced laden draught applicable to volume cargo vessels,
Wind Area – Longitudinal Projected plane area of the end elevation of a vessel above
water level (for longitudinal forces).
Wind Area – Lateral Projected plane area of the side elevation a vessel above water
level of (for lateral forces).
Table 3-1: Definitions
3.4 Notes to Vessel Data Tables
It is important for the user to understand the applicability, source, accuracy and limitations of
the vessel data provided in Appendix A. The following should be carefully noted:
1. Data is based on the IHS Sea-web database [1] between September 2017 and May 2020.
Vessels sizes are defined by the capacity appropriate to that vessel type, usually DWT or
GT, as noted in the tables.
24
2. IHS Sea-web data on displacement, air draught, and some secondary capacity units (e.g.
cars, passengers, and the like) has incomplete coverage.
3. Over time, specific industry demands can lead to changes in vessel design and classes and
future vessel design will subsequently change over time.
4. Vessel design does not follow linear patterns and sizes are not uniformly distributed. Details
will also vary with country of design, vessel type, vessel class and purpose. Variability
increases with decreasing vessel size.
5. Vessel size distributions are not uniform, and the vessel sizes selected in the tables reflect
the characteristics of the world fleet for that vessel type. This results in non-uniform steps in
sizes for some vessel types. The vessel size distributions used in the tables are based on the
fleet size distribution at the date of the publication of this report.
6. Vessel dimensions, for a given size, are taken from a range of capacities above and below
the nominal capacity. This range varies with the number of vessels around that size, with a
greater range used where the number of vessels is smaller.
7. Variability of all vessel characteristics is greater for smaller vessels.
8. Designers should seek more specific data for ports where limits apply to laden draught,
LOA, beam, or air draught.
9. Vessel Dimensions:
• Upper values are for planning and in most cases do not occur together. Unusual and
special purpose vessels are excluded (e.g. some product specific vessels and mixed
cargo vessels such as Ore/Bulk/Oil (OBO).
• Design values are representative of a ‘real’ ship. There will be variations around this
value as capacity can be achieved by various combinations of length, beam and
draught.
10. Laden vessel draughts:
• Maximum Summer load line draught is listed in all cases

• Container and general cargo laden vessel draughts can vary with the effective density
of the cargo as they are typically volume limited. Nevertheless, the maximum summer
draught should be used for port planning and design unless port specific studies have
been carried out to determine a lower value.
• RoRo and car carrier vessels are also volume limited and rarely draw the maximum
summer draught. For port planning it is likely that a lower design draught can be
adopted. It is recommended that the design draught adopted should be agreed with
the port authority or facility owner.
• Dry bulk vessels are usually fully laden and hence will typically have the same laden
draught on every voyage unless draught is limited by the source or destination port(s).
• The mean draught for LNG and LPG carriers is typically less than the summer draught;
however, the draught at the stern can exceed the summer draught by up to 10 %
because of trim, particularly for smaller size vessels. For port planning the design draught
should be checked for vessel trim and the impact it may have on a safe UKC.
25
11. Displacement will vary between vessel designs of the same capacity. The values in the
tables notionally represent a 90th percentile (nominal P90) value by observation only. These
values will not match the typical ship because of variation between vessels of the same
size. They are intended only for use in berthing energy calculations as the characteristic
displacement. Alternative methods of assessing displacement are described in Section 3.3.
12. Air draught values are based on vessel in ballast condition using the stern draught.
Allowance for vessel trim should be added to this where appropriate. The values are useful
for general guidance, however critical clearances to any overhead structures should
always be checked against current databases (and/or for specific ships that will use the
facility) for the appropriate range of shipping. Air draught is not a function of vessel size and
smaller vessels can have larger air draughts than maximum design vessels in some cases.
13. Wind Areas:
• Wind areas are provided for tankers, dry bulk carriers, container, Cruise, RoRo, Car
carrier, LPG and LNG vessels only in fully laden and ballast conditions. Cruise ship
draughts are taken as design draught and assumed not to vary significantly.
• Wind area in ballast assumes the following midships draught;
- For dry bulk vessels, it is based on 90 % propellor immersion and a trim of 1.2 % (i.e.
draught at the bow is smaller).
- For tankers 50 % of maximum draught.
- For container vessels 60 % of the maximum draught.
- For Gas Carriers 78 % of the maximum draught for LNG and 75 % of the maximum
draught for LPG.
- These areas can be adjusted for a different draught.
• Wind areas have been estimated from scaled measurements against a small range of
vessels in each category and have been fitted to a modified trendline to cover
nominally 90% of the vessels measured. Wind areas ignore any shielding from port
structures.
Values for smaller vessels are more variable and may be less accurate.
14. Block coefficient (Cb) varies with the vessel hull shape and establishing a typical value is
difficult and hence only a range is provided. Where a value is required for an empirical
formula, an average value is suggested.
15. Parallel hull dimensions vary with the height above the keel. Where values are indicated
these are typical and at the water line for the given draught condition. Note, there will be
a small proportion of vessels outside the range indicated.
16. Manifold locations are the typical range for the centre of the tanker manifold, measured
from the stern. Note, there will be a small proportion of vessels outside the range indicated.
3.5 Displacement
Fully laden displacements are published in the ‘IHS Sea-web’ data [1]. However, these are
typically only provided for about 30 % of vessels and the coverage can vary greatly by vessel
type and size. Block coefficient values (𝐶𝑏 ) can be back calculated from the displacement.
26
𝐷𝑖𝑠𝑝𝑙𝑎𝑐𝑒𝑚𝑒𝑛𝑡
𝐶𝑏 = (3-1)
(𝐿𝐵𝑃 𝐵 𝑇 𝜌𝑤 )
Where:
𝐿𝐵𝑃 : Length between perpendiculars

𝐵 : Beam
𝑇 : Mean draught (draught at midships)
𝜌𝑤 : Water density (Note: Summer Sea water density = 1.025 t/m3)
The fully laden displacement listed for each vessel size referenced in the tables is notionally
intended to be a 90th percentile value but that is a judgement call by the authors based on
the data available which is unsuitable for a precise statistical evaluation.
Designers can also simply calculate displacement using the formulae below.
𝐷𝑖𝑠𝑝𝑙𝑎𝑐𝑒𝑚𝑒𝑛𝑡 = 𝐿𝐵𝑃 𝐵 𝑇 𝜌𝑤 𝐶𝑏 (3-2)
If the block coefficient is known this is likely to be the most accurate estimate of displacement.
Ballast displacement, where relevant, is also included in the tables. It is calculated using the
formulae above and the ballast draught at midships (Db).
The relationship between fully laden displacement and capacity (DWT or GT) is surprisingly
linear, but with some exceptions. A median value for displacement for various ship types can
be estimated from the formulae below. The variability value represents the difference between
the mean value and likely maximum or minimum value and is an indication of accuracy.
Mean Maximum Displacement (tonnes)

Vessel Type Typical Variability 1
Linear Formulae 2, 3
General cargo Displacement = 1.35 DWT + 200 12 %
Container Displacement = 1.29 DWT + 1700 5%
Cruise Displacement = 0.50 GT + 1900 7%
Dry Bulk Displacement = 1.12 DWT + 3500 5%
Oil Tanker Displacement = 1.13DWT + 3800 5%
Product tanker Displacement = 1.17 DWT + 1300 5%
Chemical Tanker Displacement = 1.25 DWT + 450 6%
RoRo Displacement = 1.50 DWT + 1950 17 %
Vehicle Carrier Displacement = 1.64 DWT + 2900 20 %
Refrigerated Cargo Displacement = 1.50 DWT + 500 17 %
LPG Displacement = 1.33 DWT + 5400 10 %
LNG Displacement = 1.33 DWT + 1400 10 %
Ferry, RoPax, Fishing No reliable formulae -
Notes:
1 Represents likely max error, however, there are some outlying values for unusual vessels. Accuracy typically
improves with larger vessels.

2 For upper bound values the mean displacement should be adjusted for the variability .
3 Values based on summer seawater displacement.
Table 3-2: Vessel Displacement Estimates using Cargo Capacity
27
3.6 Draught of Vessels
3.6.1 Impact of Vessel Type and Trade
Cargo vessels are designed to carry a cargo in bulk form (e.g. dry and liquid bulk carriers) or in
volume form. In all cases there is an upper limiting cargo weight capacity and the associated
maximum draught known, as the summer draught. The tables of vessel dimensions refer to
maximum summer draught.
Those vessels carrying dry bulk cargoes would almost always be loaded to their full weight
capacity at the summer draught unless there is a lower port draught limit. However, unless there
is a back load cargo, dry bulk carriers are often sailing empty in one direction. On the empty
leg, vessels will carry water in ballast tanks for stability and will arrive at the port in ballast
condition, at a ballast draught. The amount of ballast carried is not a fixed value and will vary
according to the instructions of the vessel’s master to suit the sailing conditions. Where
permitted and safe, bulk vessels will discharge ballast to minimum values as they approach
port.
Tanker vessels (liquid bulk) sail with full cargo tanks to avoid sloshing of the cargo. However, the
laden draught may vary if the product density is less than the design density or some tanks are
empty. In these circumstances the vessel is likely to trim with a deeper draught at the stern than
at midships.
Volume cargo vessels such as container, general cargo, RoRo, car carriers and other similar
vessel types are often not loaded to their summer draught depending on the nature of the
cargo. They are also back loaded with new cargo after discharging loads designated for the
arrival port. On routes between major hub ports, the arrival and departure draughts are likely
to be similar and at least some of the vessel traffic will be at or near the summer draught.
In some cases, particularly on liner service routes, the cargo weight may reduce after each
port call if the trade is decidedly one way (e.g. container vessels delivering full containers and
back loading mostly empty containers). In this case, there may be an opportunity to reduce
the design draught for a particular port or increase the size of vessel that can be
accommodated.
Figure 3.1 below shows an example of the variation in arrival and departure draught of general
cargo vessels from a major European port. In this case, it is clear that the port must be designed
for the maximum summer draught as there are many vessels arriving & departing at the
maximum draught. However, a similar analysis for some ports with low density consumer
cargoes may indicate a different conclusion.
28
General Cargo - Arrival Draught Ratio:
Actual/Summer
1,10
ARRIVAL Draught Ratio
1,00 RATIO %
0.50 to 0.7 7.0 %
Draught Ratio
0,90
0.71 to 0.8 30.2 %
0,80
0.81 to 0.9 32.4 %
0,70 >0.9 30.4 %
0,60
0,50
0,40
0 5.000 10.000 15.000 20.000 25.000 30.000 35.000 40.000
General Cargo Departure Draught Ratio:

Actual/Summer
1,10
DEPARTURE Draught Ratios
1,00
RATIO %
0,90
0.50 to 0.7 36.5 %
Draught Ratio
0,80 0.71 to 0.8 17.8 %

0.81 to 0.9 19.2 %
0,70
>0.90 26.5 %
0,60
0,50
DWT
0,40
0 5.000 10.000 15.000 20.000 25.000 30.000 35.000 40.000
Note: Draught ratio >1 likely due to a combination of trim and rounding of recorded data
Figure 3.1: Example of actual draughts for general cargo vessels
3.6.2 Ballast Draught
The ballast draught of any vessel is not a fixed value and can be adjusted by taking on more
ballast or pumping out ballast tanks. The purpose of the ballast water is to maintain the vessel’s
seagoing stability. In heavy weather vessels will increase ballast but in lighter weather will
reduce ballast to reduce drag and increase fuel efficiency.
The nature of the trade is important in this consideration. Dry bulk vessels and oil tankers mostly
travel to export terminals empty and return fully laden, whereas freight carriers (container
vessels, general cargo, etc.) carry cargo in both directions. The arrival and departure draught
of freight carriers will be influenced by the trade balance.
The tables of vessel dimensions in Appendix A provide a guide as to typical midships draught
in ballast at arrival. The stern draught is likely to be greater due to vessel trim. This will vary
depending on the port requirements for entry and specific guidance should be sought from
port authorities.
29
If loading rates are low, then de-ballast pumping rates in port will not be important. If the
loading rate is high (e.g. bulk loading of iron ore), then de-ballasting rates can cause loading
delays. In the latter case vessels will arrive in the lowest ballast condition possible subject to the
requirements for vessel stability.
3.6.3 Impact of Water Density
The draught data provided in this report (including Appendix A) is for vessels in temperate sea
water (summer draught) at a density of 1.025 t/m3.
The actual draught will vary with the water density. Draught reduces with increasing density.
Density increases with salinity and reduces with temperature as shown in Figure 3.2.
Water Density t/m3
Salinity ppm
Water Temperature
oC
Figure 3.2: Variation of Water Density with Temperature and Salinity (©: The Engineering Toolbox[9])
3.7 Wind Areas
The wind areas in the data table and charts (in Appendix B) have been developed by
estimating vessel area profiles above deck level using small-scale ship plans from various
sources. Scales ranged from 1:500 up to 1:2500. The accuracy of any given vessel area
measurement above deck level is mostly in the ± 5-15 % range but may be greater in some
instances. Accuracy is affected by the limitations of measuring deck features such as cranes,
pile racks, masts and the like where the solidity must be estimated.
For container vessels the gaps between the containers above deck have been ignored.
Below deck level the wind area is taken as ‘LOA x freeboard’ for side area and ‘Beam x
freeboard’ for front area. The areas above and below deck level are added to create total
wind area for fully laden and ballast conditions.
Wind area for laden vessels is based on the freeboard at the summer draught except for LNG
and LPG vessels that respectively use 92 % and 95 % of the summer draught. For vessels in ballast,
wind areas are determined for the following midships draughts and corresponding freeboard:
30
• For dry bulk vessels, it is based on 90 % propellor immersion at the stern and a trim of
1.2 %.
• For tankers 50 % of maximum draught
• For container vessels 60 % of the maximum draught.
• For Gas Carriers 78 % of the maximum draught for LNG and 75 % of the maximum
draught for LPG.
• These areas can be adjusted for a different draught.
Areas for smaller vessels and vessels with significant above deck piping and plant, such as gas
carriers and geared general cargo vessels, are more variable and may be less accurate.
To determine the tabulated values of wind area the measurements have been plotted against
the vessel cargo capacity (DWT or GT) and table values plotted on the same chart. The table
values have been manipulated to fit a modified trendline to cover nominally 90 % of the vessels
measured. As the wind areas measured above deck level are only a small sample for each
vessel type there will be some vessels with areas greater than the chart values. The charts are
provided in Appendix B for reference but should be used with caution.
Wind areas ignore any shielding from port structures.
The process of determining the wind areas creates a smoothed curve of area verses size. For
some vessel types the actual areas may be in steps rather than a gradual increase. In the case
where wind areas step at particular sizes the tabulated areas for some vessels sizes may be
high.
The areas are suitable for an assessment of wind forces on generic vessel sizes but will not be
as accurate as specific vessel parameters used in dynamic mooring analysis. Longitudinal wind
force calculations on geared vessels with above deck features such as cranes, tanks or process
elements should be made with more detail as these elements may not be shielded by the
frontal profile and can accumulate additional wind drag forces.
Where indicated, the lateral Area Centroid was calculated and expressed as a % of LOA
measured from the stern.
For information on drag coefficients, reference should be made to appropriate codes of

practice for marine structures and wind loads.
3.8 Mooring Winches and Lines
The tables provide an indication of the typical number of winch drums for some vessel classes
located as follows:
• Forward (forecastle) deck

• Forward and aft Springs (may be on the midships deck with the forward and aft decks)
• Aft / Stern deck (poop deck).
31
Fairleads
Ships Bitts (bollards)
Mooring Winch Warping Drum
Mooring Winch Brake
Figure 3.3: Typical mooring winches (double drum, aft deck)
There is variation in winch numbers between vessels of the same size so there will always be
exceptions.
The winch locations should not be taken as line type distributions, except that it is true that
drums nominated for springs will be used for spring lines.
Forward winch drums will be used for forward lines and forward breast lines but may in some
cases also be used for forward springs for smaller vessels if there are no dedicated winch drums
for spring lines. The same will apply for the stern drums.
Double drum winches are counted as two winches and thus there is one line available from
each drum. For vessels where some winches are dedicated to port or starboard side only the
one winch is counted.
The capacity to accommodate additional shore based lines is not assessed.
3.9 Shore Power Connections
Provision is made in the tables to indicate the location of shore power connection points in
anticipation that over time use of shore power for environmental concerns will increase. At this
time PIANC has not undertaken any surveys of vessel shore power connection locations.
32
4 SPECIALIST VESSEL VARIANTS
Specialist vessels consist of cargo vessels dedicated to particular products or cargo

configurations. This can result in different characteristics from more typical cargo vessels. Large
yachts also have a wide range of non-standard characteristics. The charts in this section
illustrate examples of the following vessel types:
• Livestock Carriers.
• General Cargo Variants:
- Cargo/RoRo
- Deck Cargo
- Open Hatch Cargo
- Cargo/Passenger (small vessels <5,000 DWT)
- Palletised cargo (small vessels <5,000 DWT)
• Special Tanker Variants:
- Asphalt/Bitumen
- Molten Sulphur
- Water
- Vegetable Oil
- Unspecified (Very small tankers – 95 % < 1,200 DWT, not included in data)
- Alcohol, Fruit Juice, Water, Wine, Molasses, etc. (low numbers, not included in
data)
• Specialist Dry Bulk Carrier Variants:
- Self-Discharging
- Woodchips
- Cement
- Aggregates
- Limestone
- Laker (Great Lakes only, mostly self-discharging)
- Nuclear Fuel, Urea, Bulk/Oil (low numbers, not included in data)
• Large Yachts:
- Sailing Yachts
- Motor Yachts
• RoPax Vessels:
The range of dimensions for specialist vessels is more variable than the major types, in part
because they are small, but also because of their special purpose. For this reason, the
data provided for these vessels is limited to charts of principal dimensions only.
Trendline curves are provided within the charts, however, care should be taken in
drawing conclusions from the trendlines, as the variation above and below the trendline
is significant. High values for LOA, beam and draught for a given DWT, do not represent
the same vessel. If displacement needs to be estimated the trend lines will provide a
reasonable basis of calculation.
LOA is greater than LBP, but we recommend using LOA if making a conservative estimate
of displacement for these vessels.
33
14
Draught - Livestock Carriers
12
10
Draught m
Trendline is a best fit function for

2 average value, but variation is very
DWT significant.
0
0 5.000 10.000 15.000 20.000 25.000 30.000 35.000 40.000 45.000 50.000
240
LOA - Livestock Carriers
220
200
LOA m
180
160
140
120
100
80
60
40 Trendline is a best fit function for
average value, but variation is very
20 significant.
DWT
0
0 5.000 10.000 15.000 20.000 25.000 30.000 35.000 40.000 45.000 50.000
40
Beam - Livestock Carriers
36
32
Beam m
28
24
20
16
12
average value, but variation is very
4 significant.
DWT
0
0 5.000 10.000 15.000 20.000 25.000 30.000 35.000 40.000 45.000 50.000
Figure 4.1: Livestock carriers – Draught, LOA & beam (Source: IHS Sea-web 2017)
34
16
Draught - Mixed Use General Cargo Carriers by type
14
12
Draught m
10
General Cargo Ship (with Ro-Ro
8 facility)
Deck Cargo Ship
6
Open Hatch Cargo Ship
4
Trendline is a best fit function
2 for average value, but variation
DWT is very significant.
0
0 10.000 20.000 30.000 40.000 50.000 60.000 70.000 80.000
220
LOA - Mixed Use General Cargo Carriers by type
200
180
160
LOA m
140
120 facility)
Deck Cargo Ship
100
80
60
Trendline is a best fit function
40 for average value, but variation
DWT is very significant.
20
0 10.000 20.000 30.000 40.000 50.000 60.000 70.000 80.000
38 Beam - Mixed Use General Cargo Carriers by type
34
Beam m
30
26
22 facility)
Deck Cargo Ship
18
14
10 average value,
DWT
6
0 10.000 20.000 30.000 40.000 50.000 60.000 70.000 80.000
35
8
Draught - Mixed Use General Cargo Carriers by type
7
6
Draught m
4
General Cargo/Passenger Ship
3
Palletised Cargo Ship
2
1 average value, but variation is
DWT very significant.
0
0 1.000 2.000 3.000 4.000 5.000 6.000 7.000 8.000
180
LOA - Mixed Use General Cargo Carriers by type
160
140
LOA m
120
100
80 General Cargo/Passenger Ship
60 Palletised Cargo Ship
40
very significant.
DWT
0
0 1.000 2.000 3.000 4.000 5.000 6.000 7.000 8.000
24
Beam - Mixed Use General Cargo Carriers by type
20
Beam m
16
12
General Cargo/Passenger Ship
8 Palletised Cargo Ship

average value, but variation is
0
0 1.000 2.000 3.000 4.000 5.000 6.000 7.000 8.000
Figure 4.2: General cargo variants – Draught, LOA & beam (Source: IHS Sea-web 2017)
36
14
Draught Special Tankers Carriers by type
12
Laden draught m
10
6
Asphalt/Bitumen Tanker
4 Molten Sulphur Tanker

0
0 5.000 10.000 15.000 20.000 25.000 30.000 35.000 40.000 45.000 50.000
200
LOA Special Tankers Carriers by type
180
160
LOA m
140
120
100
80 Asphalt/Bitumen Tanker

20 very significant.
DWT
0
0 5.000 10.000 15.000 20.000 25.000 30.000 35.000 40.000 45.000 50.000
36
Beam Special Tankers Carriers by type
32
28
Beam m
24
20
16 Asphalt/Bitumen Tanker
8
very significant.
DWT
0
0 5.000 10.000 15.000 20.000 25.000 30.000 35.000 40.000 45.000 50.000
37
7
Draught Special Tankers Carriers by type
6
Laden draught m
5
3
Vegetable Oil Tanker
2 Water Tanker

0
0 500 1.000 1.500 2.000 2.500 3.000 3.500 4.000 4.500 5.000
120
LOA Special Tankers Carriers by type
100
80
LOA m
60
Water Tanker
40 Vegetable Oil Tanker
Vegitable

0
0 500 1.000 1.500 2.000 2.500 3.000 3.500 4.000 4.500 5.000
20
Beam Special Tankers Carriers by type
16
Beam m
12
8 Vegetable Oil Tanker

Water Tanker

0
0 500 1.000 1.500 2.000 2.500 3.000 3.500 4.000 4.500 5.000
Figure 4.3: Specialist tanker variants – Draught, LOA & beam (Source: IHS Sea-web 2017)
38
18
Draught Special Bulk Carriers by type
16
Lakers
Laden draught m
14
Woodchip Carriers
12
Aggregate Carriers
10 Cement Carriers
8 Limestone Carrier
6 Self Discharging
Bulkers
4
Trendlines are Power functions of average
2 values Aggregate, Limestone & Cement
Carriers have similar trendlines for draught
DWT
0
0 20.000 40.000 60.000 80.000 100.000 120.000
350
LOA Special Bulk Carriers by type
Lakers
300
Woodchip Carriers
250
LOA m
Aggregate Carriers
200 Cement Carriers
Limestone Carrier
150
Self Discharging
Bulkers
100
Trendlines are Power functions of average
50 values Aggregate, Limestone & Cement
DWT
0
0 20.000 40.000 60.000 80.000 100.000 120.000
40 Lakers
Beam Special Bulk Carriers by type
36
Woodchip Carriers
32
Beam m
Aggregate Carriers
28
Cement Carriers
24
Limestone Carrier
20
16 Self Discharging
Bulkers
12 Trendlines are Power functions of average
values Aggregate, Limestone & Cement
8
DWT
4
0 20.000 40.000 60.000 80.000 100.000 120.000
Figure 4.4: Specialist bulk carrier variants – Draught, LOA & beam (Source: IHS Sea-web 2017)
39
7
Draught Yachts
6
4
Draught m
1 Draft Sailing Yachts

Gross Tonnage Draft Yachts
0
0 2.000 4.000 6.000 8.000 10.000 12.000 14.000 16.000
160 LOA Yachts

140
120
100
LOA m
80
60
40
20 LOA Sailing Yachts

Gross Tonnage LOA Yachts
0
0 2.000 4.000 6.000 8.000 10.000 12.000 14.000 16.000
26
Beam Yachts
24
22
20
18
16
Beam m
14
12
10 Some vessels may be
Catamarans
8
Beam Sailing Yachts
6
Gross Tonnage Beam Yachts
4
0 2.000 4.000 6.000 8.000 10.000 12.000 14.000 16.000
Figure 4.5: Large yachts – Draught, LOA & beam (Source: IHS Sea-web May 2020)
40
10
Draught RoPax Vessels
9
7
Draught m
3 Trendlines not provided

DWT due to variability
2
0 2.000 4.000 6.000 8.000 10.000 12.000 14.000
280
260 LOA RoPax Vessels
240
220
200
LOA m
180
160
140
120
100
Trendlines not provided
80 due to variability
DWT
60
0 2.000 4.000 6.000 8.000 10.000 12.000 14.000
40
38 Beam RoPax Vessels
36
34
32
30
28
Beam m
26
24
22
20
18 Trendlines not provided
due to variability
16
DWT
14
0 2.000 4.000 6.000 8.000 10.000 12.000 14.000
Figure 4.6: RoPax vessels – Draught, LOA & beam (Source: IHS Sea-web May 2020)
41
5 VESSEL HULL CHARACTERISTICS
Vessel hull shape and strength are important considerations when designing fenders and
checking clearances between the vessel and shore-based equipment. They vary considerably
with the type of vessel, size, and individual designs.
Refer to Chapter 3 of PIANC WG 211 – ‘Guidelines on Design, Manufacturing and Testing of

Fender Systems’ (to be published 2023) for details of vessel hull characteristics.
42
6 REFERENCES
Ocean-going Vessels
[1] IHS Markit Sea-web Database

[2] Akakura, Y., Takahashi, H. and Nakamoto, T. (September 1998): “Statistical Analysis of Ship
Dimensions for the Size of Design Ship”, Technical Note of The Port and Harbour Research
Institute Ministry of Transport, Japan, No. 910.
[3] Ikeda, Y. (JP) (2001): “Design Case of Very Large Size Container Ship”, Very Large
Container Vessel Symposium, Kansai Society of Naval Architects of Japan.
[4] Metis, F. and Klug, H. (2004): “The Challenge of Very Large Container ships”, 9th
Symposium of Ships and Other Floating Structures.
[5] The Japanese Ship Owners’ Association (2002): “The Current State of Japan Shipping”.
[6] PIANC MarCom WG 18 (1998 – to be updated by MarCom WG 224): “Planning of Fishing
Ports”.
[7] PIANC RecCom WG 134 (2013): “Design and Operational Guidelines for Superyacht
Facilities”.
[8] PIANC MarCom WG 145 (2019): “Berthing Velocity Analysis of Seagoing Vessels over
30,000 DWT”.
[9] PIANC RecCom WG 134 (2013): “Design and Operational Guidelines for Superyacht
Facilities”.
[10] PIANC RecCom WG 149 – Part 1 (2016): “Guidelines for Marina Design”.
[11] PIANC MarCom WG 153 (2016): “Recommendations for the Design & Assessment of
Marine Oil & Petrochemical Terminals”.
[12] PIANC MarCom WG 167: “Design of Terminals for RoRo and RoPax Vessels” (to be
published in 2023).
[13] PIANC RecCom WG 168 (2020): “Single Point Yacht Moorings”.

[14] PIANC MarCom WG 184 (2019): “Design Principles for Dry Bulk Marine Terminals”.
[15] PIANC MarCom WG 211: “Guidelines on Design, Manufacturing and Testing of Fender
Systems” (to be published).
[16] PIANC MarCom WG 224: “Planning of Fishing Ports” (to be published).
[17] Discussion Paper Seamanship International: “Types of Liquified Gas Carriers”, [Online],
Available: http://img2.eworldship.com/2012/0919/20120919044518692.pdf.
[18] “Engineering ToolBox (2001)”, [Online], Available: https://www.engineeringtoolbox.com
[Accessed 22/07/2021].
Suggested Related References for Inland Seas and Waterways
[19] Robey Panahi, Amir Tehrani, Soheil Radfar and Ali Ghasemi (April 2018): “Standardisation
of the Main Dimensions of Design Ships for the Caspian Sea Ports”, Proceedings of the
Institution of Mechanical Engineers, Part M, Journal of Engineering for the Maritime
Environment.
[20] PIANC InCom WG 16 (1996): “Standardisation of Ships and Inland Waterways for
River/Sea Navigation”.
[21] PIANC InCom WG 141 (2019): “Design Guidelines for Inland Waterway Dimensions”.
43
APPENDIX A: VESSEL DATA SPREADSHEET TABLES
For Appendix A, please refer to the following PIANC link:
https://www.pianc.org/publications/marcom/wg235appendixa
44
APPENDIX B: WIND AREA CHARTS
B.1 Longitudinal Areas
45
46
B2 Lateral Areas
47
48
49
APPENDIX C: GLOSSARY, ABBREVIATIONS AND SYMBOLS
C.1 GLOSSARY
Several terms, expressions and abbreviations have been used in this report which may not be
familiar to all users. A glossary of such terms is given below:
Air Draught Height above the water line. Can be measured to different points
for different purposes. For example:
• Max Air draught: height to top of the highest point (mast).
• Hatch Air draught: height to top of hatches.
• Forward Air draught: Height to highest point on the
forecastle, typically a light tower.
Beam (B) Maximum vessel width.

Note: For vessel classes where there is significant beam variation
for a given capacity, (e.g. container vessels) the vessel dimension
variability is greater. For the same DWT, a wider beam vessel will
usually be shorter than the narrow beam equivalent. Similarly, the
block coefficient will be more variable.
Block Coefficient Dimensionless coefficient that indicates the shape of a vessel

below the water line compared with a rectangular prism.
Note: Block coefficient can vary by 10 % or more depending on
the specific vessel design parameters. Faster vessels will have
lower block coefficients (e.g. container vessels, passenger
vessels, etc.). Bulk carriers and tanker hull design are driven by
capacity rather than speed and hence they have larger block
coefficients.
Deadweight Tonnage Weight (metric tonnes) of a vessel’s cargo, fuel, water, crew,
(DWT) passengers, and stores.
Displacement Actual total weight of the vessel and all its cargo (metric tonnes).
Note: The displacement of fully loaded ‘volume’ cargo vessels will
vary with the mixed cargo density. However, It cannot exceed
the value at the maximum allowable draught.
Draught Scantling Draught

The Scantling draught is the draught the vessel structures are
designed for (hull plating, tank bulkheads, etc.), i.e. the maximum
structural draught for the vessel.
Typically, scantling draught is slightly more, or the same, as the
design draught for most vessels. Exceptions include LNG & LPG
Carriers, RoRo vessels and Car Carriers where the difference can
be as much as 15 %.
Summer Draught, Maximum Laden Draught
If stability requirements do not require otherwise, the summer
draught is the maximum draught to which the vessel can be
loaded.
50
During summer, the water is warmer and expands slightly,
reducing water density. This effect causes ships to float deeper in
the water.
Draught in Ballast
Depth below water line when the vessel is empty and carrying
only ballast water. This is not a fixed value as the amount of ballast
onboard can vary.
Design Draught
The draught on which the fundamental design parameters of the
ship are based.
Typical Laden Draught
Reduced laden draught applicable to volume cargo vessels,
Flare Radius Vertical plane curvature of a vessel hull at the bow or stern.
Geared Vessels with their own deck cranes for loading and unloading
cargo. Most of these vessels are Handysize (15,000 to 35,000 DWT)
and Handymax class (35,000 to 60,000 DWT) and are used for
smaller volume trade products and/or servicing ports without
quayside vessel loaders and unloaders.
Gross Tonnage (GT) Measure of the overall size of a vessel determined in accordance
with the provisions of the International Convention on Tonnage
Measurement of Ships. Units are m3, however, it is typically
reported as a non-dimensional quantity.
Measurement is a factor of the internal volume of the
permanently enclosed spaces of a vessel from keel to funnel.
Gross tonnage is calculated from the formula GT = K1 V where V is
the volume of a vessel’s enclosed spaces in m³, and K1 is a
constant calculated from K1 = 0.2 + 0.02 log10 V
Hull Radius Horizontal plane curvature of a vessel hull at the bow or stern at
a given height above the keel.
Length between Length of a vessel along the summer load line from the forward
Perpendiculars (LBP) surface of the stem, or main bow perpendicular member, to the
after surface of the sternpost, or main stern
perpendicular member.
Length Overall (LOA) Maximum vessel length from stern to bow.
Manifold location Centre line location of pipe manifolds of tankers measured from
the bow.
Moulded Depth Depth of the vessel’s hull from the deck to the keel – used for
freeboard calculation.
Nominal Size Size value (DWT, GT, TEU, m3, etc.) used to represent a range of
similar sized vessels below or above the nominal value.
51
The range covered by the nominal size is chosen to ensure
reasonable coverage of vessel parameters for that nominal size.
Number of mooring Winches available for mooring lines at the forecastle deck and
winches Forward, Spring stern. The winches serve head and stern lines, forward and aft
and Aft springs and forward and aft breast lines as required. For some
vessel types such as tankers and dry bulk carriers, winches for
spring lines are located on the main deck.
Panamax Maximum vessel that can transit the old Panama Canal locks,
from 65,000 DWT to 85,000 DWT. Post-Panamax vessels are those
that exceed these limits.
Neopanamax Maximum vessel that can transit the new Panama Canal locks,
from 85,000 DWT to 165,000 DWT.
Parallel side length at Length of the flat side of the hull at the water level in the
water level Loaded and in nominated condition of loading.
Ballast
Self-Discharging Vessels with materials handling equipment on board to enable

self-unloading. They are usually designed for a specific product
such as cement, coal, aggregates, etc. and are often engaged
on a specific project or trade as a dedicated vessel.
TEU Capacity Number of Twenty-foot Equivalent Container Units (TEU) that a

vessel can carry.
Trim When a vessel is not on even keel (i.e. the bow is higher than stern,
or vice versa), the vessel has a ‘trim’. For example, at a 1.5 m stern
‘trim’, the stern draught is 1.5 m more than the draught at the
bow.
Typical Laden Displacement of fully loaded volume cargo vessels at typical

Displacement mixed cargo density. This is not a fixed value and will vary with
cargo density.
Typical Laden Draught Reduced laden draught applicable to volume cargo vessels,
Wind Area – Longitudinal Projected plane area of a vessel above water level the end
elevation (for longitudinal) forces.
Wind Area – Lateral Projected plane area of a vessel above water level of side
elevation (for lateral forces) forces.
52
C.2 ABBREVIATIONS
DWT Deadweight Tonnage (metric tonnes)
GT Gross Tonnage
InCom Inland Navigation Commission (PIANC)
LNG Liquefied Natural Gas
LPG Liquefied Petroleum Gas
MarCom Maritime Navigation Commission (PIANC)
OBO Oil/Bulk/Oil dual purpose bulk vessel
OGV Ocean-Going Vessel
World Association for Waterborne Transport Infrastructure (previously Permanent

PIANC
International Association of Navigational Congresses)
RecCom Recreational Navigation Commission (PIANC)
RoPax Roll on Roll off Cargo & Passenger vessel
RoRo Roll on Roll off vessel where cargo is driven on and off via ship’s ramps
TEU Twenty-foot equivalent Unit (container unit)
WG Working Group (PIANC)
53
C.3 SYMBOLS
Symbols cover all Chapters and Appendices.
Symbol Unit Description
B m Vessel’s beam, breadth moulded
𝐷𝑖𝑠𝑝𝑙𝑎𝑐𝑒𝑚𝑒𝑛𝑡
Cb - Vessel’s block coefficient = (𝐿𝐵𝑃 𝐵 𝑇 𝛾𝑤 )
T m Vessel’s laden draught
Tb m Vessel’s draught in ballast
ρw t/m3 Density of water/seawater
LBP m Length Between Perpendiculars
LOA m Length Over All
54
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COVER PICTURE: courtesy of P.Hunter, HR Wallingford.
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PIANC

The World Association for Waterborne

SHIP DIMENSIONS AND DATA FOR

MarCom Working Group Report N° 235 – 2022

SHIP DIMENSIONS AND DATA FOR

© All rights reserved

2 VESSEL CHARACTERISTICS ....................................................................................................... 9

3 TYPICAL VESSEL DIMENSIONS AND DESIGN INFORMATION .............................................. 20

4 SPECIALIST VESSEL VARIANTS ...................................................................................................... 33

5 VESSEL HULL CHARACTERISTICS .................................................................................................. 42

APPENDIX A: VESSEL DATA SPREADSHEET TABLES ............................................................................. 44

APPENDIX B: WIND AREA CHARTS ...................................................................................................... 45

APPENDIX C: GLOSSARY, ABBREVIATIONS AND SYMBOLS .............................................................. 50

Table 3-2: Vessel displacement estimates using cargo capacity .................................................................. 27

1.2 Function of Report

The function of this report is to provide a consistent database of ocean-going vessel

The range of vessels covered includes:

of IHS Global Limited.

1.5 Working Group

This guideline was prepared by a sub-committee of Working Group 211.

Name Representing Company

Erik Broos (Chair WG 211) Platinum Partner Port of Rotterdam

Gary Greene US Gary Green Engineers

Peter Hunter (Mentor) UK HR Wallingford

• Maximising the loaded cargo by weight

2.2 Global Features Influencing Ship Design

2.2.1 Panama Canal (as at 2022)

2.2.3 Strait of Malacca

2.3 Vessel Types

2.3.1 Container Vessels

700 Converting or rebuilding Repairing

2.3.2 Dry Bulk and Ore Carriers

1000 Keel Laid/Launched/Under Construction

2.3.3 Cruise Vessels

Figure 2.3: Cruise vessel size distribution (February 2020)

700 In Service Keel Laid

Figure 2.4: Crude oil tanker size distribution (2020)

Figure 2.5: Product tanker size distribution (2020)

2.3.5.1 LNG Carriers

Figure 2.6: Gas tanker size distribution (2020)

2.3.5.2 LPG Carriers

2.3.6 RoRo, RoPax and Vehicle (Car) Carrier Vessels

Characteristics of these vessels include:

• Significant variation in dimensions. The dimensions of an envelope of maximums can look

800 Vehicle Carriers - Under

500 Vehicle Carriers - Projected

Figure 2.7: RoRo & vehicle carrier size distribution (2020)

2.3.8 Refrigerated Cargo

2.3.9 Passenger Ferries

2.3.10 Fishing Vessels

2.3.11 Large Yachts

2.3.12 Other Vessels

3.1 Ship Dimensions

• Upper limit values for principal dimensions in the sample group.

• A typical vessel from that sample group for typical values.

• 300 m x 48.2 m x 14.5 m draught

These issues are further discussed later in this section.

Beam (B) Maximum vessel width.

Block Coefficient Dimensionless coefficient that indicates the shape of a vessel

Draught Scantling Draught

Length Overall (LOA) Maximum vessel length from stern to bow.

Self-Discharging Vessels with materials handling equipment on board to enable

TEU Capacity Number of Twenty-foot Equivalent Container Units (TEU) that a

Typical Laden Displacement of fully loaded volume cargo vessels at typical