By Vladimir V. Arbuzov

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When they are divided one by the other as shown in previous example, the error is so small as to be negligible. Hence, this author prefers to use CB values at SLWL instead of at 85% SLWL. What’s more, they are so much more readily available in the post preliminary Main Dimensions stages of the new design. 711 VLCCs: Very Large Crude Carriers. 16 ϭ a hull-form modification coefficient for tankers, based on feedback of ships built and service. It is linked with the amount of parallel body designed into this type of vessel.

Method 2: Use of empirical formulae Several researchers have produced empirical formulae for predicting the ‘all-up’ machinery weight (MW). They offer a first attempt, when knowing only the brake power PB or the shaft power PS. B. B. H. 075 PB ϩ 300 tonnes 0 0 2 4 6 Fig. 3 8 10 12 14 PB in kW 16 000 MW ϰ PB for diesel machinery. 045 PS ϩ 500 tonnes 24 250 kW Machinery weight MW in tonnes Preliminary estimates for group weights for a new ship 12 14 16 18 20 22 24 26 28 PS in kW Fig. 4 30 000 MW ϰ PS for Steam Turbine machinery.

Hence BM T ϭ ␩ ϫ B2 m H ϫ CB where ␩, H and CB are variables changing at each waterline. B. 8333, thereby with respect to transverse stability erring slightly on the lower and safer side. 3 For a ship to be in stable equilibrium, G must be below MT. 3 ϫ CW Any WPA ϭ 2480 ϫ CW m2, at each waterline CW is the variable. 4 where: ILCF ϭ longitudinal moment of inertia of the waterplane, about its longitudinal centre of flotation in m4. V ϭ volume of displacement in cubic metres. For a box-shaped vessel, Thus BM L ϭ L2 m 12 ϫ H BM L ϭ B ϫ (L3/12) L ϫ B ϫ H ϫ CB 46 Ship Design and Performance for Masters and Mates Longitudinal ML Metacentre GML ϭ G B Vertical centre of gravity (VCG) LCF Volume of displacement Vertical centre ϭ of buoyancy (VCB) K Fig.

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