BTECH 3RD YEAR SEM V

NAVAL ARCHITECTURE-I
SHIP GEOMETRY
&
DEFINITIONS
 FORWARD PERPENDICULAR(FP)
• A REFERENCE POINT AT THE FORE END OF THE SHIP
• FORMED BY THE INTERSECTION OF THE LOAD WATERLINE
• AND THE STEM CONTOUR. THE LINE PERPENDICULAR TO
• THE LOAD WATERPLANE THROUGH THIS POINT IS CALLED
• THE FORWARD PERPENDICULAR OR FORE
PERPENDICULAR.
 AFTER PERPENDICULAR (AP)
• IS FREQUENTLY TAKEN THROUGH THE AXIS OF THE RUDDER
• STOCK OR AT THE INTERSECTION OF THE LOAD WATERLINE
• AND THE AFT PROFILE OR CUT UP. THE AP IS
• PERPENDICULAR TO THE LOAD WATERPLANE AT THIS
• POSITION.
 LBP
• THE DISTANCE BETWEEN THE FP AND AP IS CALLED THE

• LENGTH BETWEEN PERPENDICULARS (LBP)

 AMIDSHIPS OR MIDSHIPS
• A TRANSVERSE PLANE/POSITION MIDWAY BETWEEN THE
FP AND AP.

• IT MAY NOT BE THE LARGEST SECTION.

 DISPLACEMENT DIMENSIONS
• DISPLACEMENT LINES OR DIMENSIONS REFER TO SHAPES ,

LINES AND DIMENSIONS OF SHIP WHICH ARE WETTED BY

THE SEA. THESE ARE OF INTEREST TO THE NAVAL

ARCHITECT AND THE STUDY OF NAVAL ARCHITECTURE.

 MOULDED DIMENSIONS
• THESE ARE OF INTEREST TO THE SHIP BUILDER . DIFFER

FROM THE DISPLACEMENT DIMENSIONS BY THE PLATE

THICKNESS.
 MEAN DRAUGHT
• REFERS TO THE DRAUGHT AMIDSHIPS
 HYDROSTATIC DRAUGHT
• REFERS TO THE DRAUGHT MEASURED AT THE CENTRE OF
FLOTATION.
 MOULDED DRAUGHT
• THIS IS THE PERPENDICULAR DISTANCE IN THE TRANSVERSE
PLANE FROM THE TOP OF THE FLAT KEEL TO THE DESIGN
WATERLINE.
 MOULDED DEPTH
• THIS IS THE PERPENDICULAR DISTANCE IN THE TRANSVERSE
PLANE FROM THE TOP OF THE FLAT KEEL TO THE
UNDERSIDE OF THE DECK PLATING AT THE SHIP’S SIDE.
 FREEBOARD
• IT IS THE PERPENDICULAR DISTANCE IN THE TRANSVERSE
PLANE FROM THE WATERLINE TO THE UPPERSIDE OF DECK
PLATING AT SIDE.
 MOULDED BREADTH EXTREME
• IT IS THE MAXIMUM HORIZONTAL BREADTH OF ANY
FRAME SECTION MINUS THICKNESS OF PLATING
 RISE OF FLOOR
• IS THE DISTANCE FROM THE KEEL THAT A TANGENT TO THE
BOTTOM AT OR NEAR THE HALF SIDING OF KEEL CUTS THE
LINE OF MAXIMUM BEAM AMIDSHIPS.
 TUMBLEHOME
• IS THE TENDENCY OF A TRANSVERSE SECTION TO FALL
IN TOWARDS THE MIDDLE LINE PLANE FROM THE VERTICAL
AS IT APPROACHES THE DECK EDGE.
 FLARE
• THE OPPOSITE TENDENCY TO TUMBLEHOME IS CALLED
FLARE, IE. THE TENDENCY OF A TRANSVERSE SECTION TO
FALL OUT AWAY FROM THE MIDDLE LINE PLANE AS IT
APPROACHES THE DECK EDGE.
 DECK CAMBER
• IS THE CURVE APPLIED TO A DECK TRANSVERSELY . IT IS
NORMALLY CONCAVE DOWNWARDS , A PARABOLIC OR
CIRCULAR CURVE MEASURED AS X CM IN Y M. CAMBER
MIDSHIPS IS FREQUENTLY 1/50 OF BEAM.
 SHEER
• SHEER IS THE TENDENCY OF A DECK TO RISE ABOVE THE
HORIZONTAL IN PROFILE.
 RAKE
• RAKE IS THE DEPARTURE FROM THE VERTICAL OF ANY
CONSPICUOUS LINE IN PROFILE SUCH AS A FUNNEL, MAST,
STEM CONTOUR PROPELLER BLADES ETC.
 MOULDED BASELINE
• THIS IS THE HORIZONTAL LINE WHICH PASSES THROUGH
THE TOP OF THE KEEL AMIDSHIPS. IT ACTS AS A DATUM FOR
ALL HYDROSTATIC CALCULATIONS.
 SCANTLINGS
• THIS REFERS TO THE DIMENSIONS AND THICKNESSES OF
ROLLED OR BUILT(WELDED) SECTIONS AND THE BREADTH &
THICKNESS OF PLATES WHICH TOGETHER COMPOSE THE
SHIP’S STRUCTURE OR PART OF STRUCTURE.
 TRIM
• IT IS THE LONGITUDINAL INCLINATION OF SHIP MEASURED
BY THE DIFFERENCE BETWEEN DRAUGHT FORWARD (TF)
AND DRAUGHT AFT(TAFT)
• TF IS MEASURED AT THE FP
• TAFT IS MEASURED AT AP
• WHEN TF=TAFT –THE SHIP IS ON EVEN KEEL
• WHEN TF>TAFT – THE SHIP IS DOWN BY HEAD
• WHEN TF<TAFT – THE SHIP IS DOWN BY STERN
 HEEL
• THE INCLINATION OF THE SHIP IN THE TRANSVERSE
• DIRECTION MEASURED IN DEGREES.
DEGREES OF FREEDOM OF
FLOATING BODIES
• ALL FLOATING BODIES HAVE SIX DEGREES OF FREEDOM
INCLUDING SHIPS.
• 03 ROTATIONAL AND 03 TRANSLATIONAL
• ROTATIONAL- ROLL, PITCH , YAW
• TRANSLATIONAL- SURGE, SWAY HEAVE.
• OF THESE YAW SURGE AND SWAY ARE IN NEUTRAL
EQUILIBRIUM.
• ROLL AND PITCH ARE STABLE. UNSTABLE OR NEUTRAL
DEPENDING ON WHETHER METACENTRE IS ABOVE, BELOW
OR AT THE CENTRE OF GRAVITY.
• HEAVE IS STABLE.
 PARALLEL MIDDLE BODY
• PARALLEL MIDDLE BODY IS THE LENGTH OF THE SHIP FOR
WHICH THE MIDSHIP SECTION IS CONSTANT IN AREA AND
SHAPE.
• ENTRANCE IS THE IMMERSED BODY OF THE SHIP FORWARD
OF THE PARALLEL MIDDLE BODY , IE. THE FOREBODY.
• RUN IS THE IMMERSED BODY OF THE SHIP AFT OF THE
PARALLEL MIDDLE BODY, IE. THE AFTER BODY.
 CENTRE OF FLOTATION
• IS THE CENTROID OF THE WATERPLANE AREA . FOR SMALL
ANGLES OF TRIM CONSECUTIVE WATERLINES PASS
THROUGH THE CENTRE OF FLOTATION.
 CENTRE OF BUOYANCY(COB)
• IS THE CENTROID OF THE UNDERWATER VOLUME AND IS
THE POINT AT WHICH THE TOTAL FORCE OF BUOYANCY MAY
BE ASSUMED TO ACT.
KB– THE VERTICAL DISTANCE FROM THE KEEL TO THE COB.
LCB—THE LONGITUDINAL DISTANCE OF THE COB FROM
AMIDSHIPS.
NORMAND’S OR MORRISH’S RULE FOR VCB
VCB BELOW WATERLINE = 1/3(T/2 +V/Aw)
APPROXIMATE FORMULA FOR BMl =3Aw2L/BV
 CENTRE OF GRAVITY(COG)
• THE COG IS THE POINT THROUGH WHICH THE TOTAL MASS
OF THE SHIP MAY BE ASSUMED TO ACT.
• KG– THE VERTICAL DISTANCE BETWEEN THE KEEL AND THE
COG.
• LCG--- THE LONGITUDINAL DISTANCE BETWEEN THE COG
AND AMIDSHIPS.
 TONNES PER CENTIMETRE
IMMERSION(TPC)
• THE TONNES PER CENTIMETRE IMMERSION OF A SHIP AT
ANY GIVEN DRAUGHT IS THE MASS REQUIRED TO INCREASE
THE MEAN DRAUGHT BY 1 CM.
• CONSIDER A SHIP FLOATING IN WATER OF DENSITY ρ T/M3
• IF THE MEAN DRAUGHT IS INCREASED BY 1CM THEN:
• INCREASE IN VOLUME OF DISPLACEMENT =1/100XWP AREA
• = Aω/100 M3
• INCREASE IN DISPLACEMENT = Aω X ρ/100 T
• TPC = AωX ρ/100 T
• FOR SEAWATER TPC SW (ρ=1.025) = 0.01025 Aω
 TPC
• AT DIFFERENT DRAUGHTS , VARIATIONS IN WATERPLANE
AREA CAUSE VARIATIONS IN TPC.

• VALUES OF TPC MAY BE CALCULATED FOR A RANGE OF

DRAUGHTS AND PLOTTED TO FORM A TPC CURVE FROM
WHICH VALUES OF TPC MAY BE OBTAINED AT
INTERMEDIATE DRAUGHTS. THESE FORM PART OF THE
HYDROSTATIC CURVES.
 TPC
• THE AREA UNDER THE TPC CURVE WHERE TPC IS ON THE X
AXIS AND DRAUGHT IS ON THE Y-AXIS TO ANY GIVEN
DRAUGHT REPRESENTS THE DISPLACEMENT OF THE SHIP AT
THAT DRAUGHT.

THE CENTROID OF THE TPC CURVE AND THE DRAUGHT AXIS

REPRESENTS THE VERTICAL POSITION OF THE CENTRE OF
BUOYANCY (VCB).
 TPC
• EXAMPLE : THE WATERPLANE AREA OF A SHIP IS 1730M3.
CALCULATE THE TPC AND THE INCREASE IN DRAUGHT IF A MASS
OF 270 TONNES IS ADDED TO THE SHIP.

• TPC = 0.01025 X 1730

=17.73 T/CM
• INCREASE IN DRAUGHT = MASS ADDED/TPC
= 270/17.73
= 15.23 CM
 LINES PLAN
• THE LINES PLAN IS A REPRESENTATION OF THE SHIP’S FORM
IN THREE ORTHOGONAL VIEWS.
• 1. THE LONGITUDINAL ELEVATION OR SHEER OR PROFILE
GIVES THE GENERAL OUTLINE OF THE SHIP, THE POSITION
AND SHEER OF THE DECKS.

• 2 THE HALF BREADTH PLAN SHOWS THE WATERLINES WHICH

ARE FORMED BY THE INTERSECTION OF THE SURFACE OF THE
SHIP WITH THE HORIZONTAL PLANES.
 LINES PLAN
• 3. THE BODY PLAN WHICH SHOWS THE TRANSVERSE
SECTIONS.

• THE LINES PLAN REPRESENTS THE MOULDED SURFACE OF

THE SHIP, IE. INSIDE OF THE SHELL PLATING.

• SINCE THE SHIP IS SYMMETRICAL ABOUT THE MIDDLE LINE

PLANE AND THE CENTRELINE HALF THE BODY PLAN AND
HALF BREADTH PLAN ARE DRAWN .
• ON THE BODY PLAN HALF THE FORE BODY SECTIONS ARE
DRAWN TO THE RIGHT OF THE CENTRELINE AND HALF THE
 LINES PLAN
• FOR DESIGN PURPOSES THE PROFILE BETWEEN
PERPENDICULARS IS DIVIDED INTO 10 EQUAL PARTS. THESE
STATIONS ARE NUMBERED CONVENTIONALLY FROM AFT TO
FORWARD AP 0 AND FP 10. TRANSVERSE SECTIONS AT THESE
STATIONS ARE SEEN AS CURVED LINES IN THE BODY PLAN.

• THE PROFILE AND BODY PLAN ARE ALSO DIVIDED VERTICALLY

BY EQUISPACED PLANES PARALLEL TO THE BASELINE. THESE
PLANES LOOKED ON EDGE APPEAR AS STRAIGHT LINES
CALLED WATERLINES. IN THE HALF BREADTH PLAN THEY
APPEAR AS CURVES.
 COEFFICIENTS OF FORM
• COEFFICIENTS OF FORM HAVE BEEN DEVISED TO SHOW THE RELATION
BETWEEN THE FORM OF THE SHIP AND THE DIMENSIONS OF THE SHIP.
• WATERPLANE AREA COEFFICIENT (Cω) IS THE RATIO OF THE AREA OF THE
WATERPLANE TO THE PRODUCT OF LENGTH ON WATERLINE AND BREADTH
OF THE SHIP. VALUE .7 TO .9.
• Cω= Aω/LXB
• MIDSHIP SECTION COEFFICIENT (CM) IS THE RATIO OF THE AREA OF THE
IMMERSED PORTION OF THE MIDSHIP SECTION TO THE PRODUCT OF
BREADTH EXTREME AMIDSHIPS AND THE DRAUGHT. VALUE USUALLY
EXCEEDS 0.85
• CM=AM/B EXTREME X T
 COEFFICIENTS OF FORM
• BLOCK COEFFICIENT CB IS THE RATIO OF THE VOLUME OF
DISPLACEMENT TO THE VOLUME OF A RECTANGULAR BLOCK
WHOSE SIDES ARE EQUAL TO THE BREADTH EXTREME, THE MEAN
DRAUGHT AND LENGTH BETWEEN PERPENDICULARS.CB VARIES
FROM 0.88 (LARGE OIL TANKER) ,0.6 (AIRCRAFT CARRIER, 0.5
(YACHT FORM)
• CB= V/ LBPXB EXTREME XMEAN DRAUGHT.

• LONGITUDINAL PRISMATIC COEFFICIENT CP IS THE RATIO OF THE

VOLUME OF DISPLACEMENT TO THE VOLUME OF A PRISM HAVING
LENGTH EQUAL TO LBP AND A CROSS-SECTIONAL AREA EQUAL TO
MIDSHIP SECTIONAL AREA. VALUES EXCEED 0.55. CP=V/AMXLBP
 COEFFICIENTS OF FORM
• VERTICAL PRISMATIC COEFFICIENT CVP IS THE RATIO OF
THE VOLUME OF DISPLACEMENT TO THE VOLUME OF A
PRISM HAVING LENGTH EQUAL TO DRAUGHT AND CROSS-
SECTIONAL AREA EQUAL TO THE WATERPLANE AREA.
• CVP= V/AωXT
 COEFFICIENTS OF FORM
• ONE USEFUL RELATIONSHIP.
• CP = V/ LBP XAM , (V= CBXLBPXBXT AND AM= CMXBXT)
• =CBX LBP XB X T/ LBP XCMXBXT
• =CB/CM.
 COEFFICIENTS OF FORM
• EXAMPLE.
• A SHIP 135 M LONG, 18 M BEAM AND 7.6 M DRAUGHT HAS A
DISPLACEMENT OF 14000 TONNE. THE AREA OF THE LOAD
WATERPLANE IS 1925M2 AND AREA OF THE MIDSHIP SECTION IS
130 M2. CALCULATE A) Cω B) CM C)CB D)CP
• A) Cω= Aω/LXB = 1925/135X18 =0.792
• B) CM= AM/BXT =130/ 18X 7.6 = 0.95
• C) CB = V/LXBXT =14000/ 1.025 X135X18X7.6 (V= 14000/1.025)
=0.74
D) CP = CB/CM = 0.74/ 0.95 =0.778
 DISPLACEMENT
• WHEN A SHIP IS FLOATING FREELY AT REST THE MASS OF
THE SHIP IS EQUAL TO THE MASS OF THE VOLUME OF
WATER DISPLACED BY THE SHIP , THEREFORE KNOWN AS
THE DISPLACEMENT OF THE SHIP.
• IF THE VOLUME OF THE UNDERWATER PORTION OF THE
SHIP IS KNOWN, TOGETHER WITH THE DENSITY OF THE
WATER IN WHICH THE SHIP IS FLOATING , IT IS POSSIBLE TO
CALCULATE THE DISPLACEMENT OF THE SHIP.
 DISPLACEMENT
• IF THE SHIP FLOATS IN SEAWATER , IT IS USUAL TO ASSUME
THE DENSITY TO BE 1025 KG/M3 OR 1.025 T/M3.
• SINCE THE VOLUME OF WATER DISPLACED DEPENDS ON
THE DRAUGHT AT WHICH THE SHIP IS FLOATING, IT IS
USEFUL TO CALCULATE THE VALUES OF DISPLACEMENT FOR
A RANGE OF DRAUGHTS.
• THESE VALUES MAY BE PLOTTED TO FORM A
DISPLACEMENT CURVE. FROM THIS CURVE, DISPLACEMENT
MAY BE OBTAINED AT ANY INTERMEDIATE DRAUGHT.
 DISPLACEMENT
• EXAMPLE: A SHIP DISPLACES 12240M3 OF SEA WATER AT A
PARTICULAR DRAUGHT.
• A) CALCULATE THE DISPLACEMENT OF THE SHIP.
• B) HOW MANY TONNES OF CARGO WOULD HAVE TO BE
DISCHARGED FOR THE VESSEL TO FLOAT IN FRESH WATER AT THE
SAME DRAUGHT.

• A) DISPLACEMENT IN SEA WATER = 12240 X 1.025= 12546TONNE

• B) DISPLACEMENT AT THE SAME DRAUGHT IN FRESH WATER
• = 12240 T,
• CARGO TO BE DISCHARGED= 12546-12240= 306 TONNE
 DEADWEIGHT
• LIGHTWEIGHT OR LIGHT MASS – IS THE DISPLACEMENT OF
THE SHIP WHEN COMPLETE AND READY FOR SEA BUT
WITHOUT CARGO,CREW,PASSENGERS, BAGGAGE , STORES,
FUEL OR WATER.

• DEADWEIGHT OR DEAD LOAD IS THE DIFFERENCE

BETWEEN THE DISPLACEMENT AT ANY DRAUGHT AND
LIGHTWEIGHT OR LIGHT MASS IE. WEIGHT OF CARGO ,
CREW, PASSENGERS.BAGGAGE , STORES. FUEL AND WATER
(ALL CARGO AND CONSUMMABLES)