SOME IMPORTANT NAVAL ARCHITECTURAL TERMS

A-, B- and C-class divisions

SOLAS has tables for structural fire protection requirement of

bulkheads and decks. The requirements depend on the spaces
in question, and are different for passenger ships and cargo
ships.
A-0, A-15, A-30, A-60:
Shall be constructed of steel or equivalent material, shall be
constructed to prevent passage of smoke and flame for 1 h in
Standard Fire Test, shall be insulated so that the average
temperature of the unexposed side does not rise more than
140C (any point no more than 180C) above the original
temperature within 0,15,30 or 60 minutes.
B-0, B-15:
Shall be constructed to prevent passage of flame for 0.5 h in
Standard Fire Test, shall be insulated so that the average
temperature of the unexposed side does not rise more than
140C (any point no more than 225C) above the original
temperature within 0 or 15 minutes. Shall be constructed of
approved non-combustible materials (However, combustible
veneer may be used)

Attained Subdivision Index, A

C:
Shall be constructed of approved non-combustible materials
(However, combustible veneer may be used)
According to new (future) probabilistic damage stability rules
the vessels probability to survive a collision is calculated with
formula:

A = pi si

where:
i represents each compartment or group of
compartments under consideration
pi is the probability that only the compartment or
group of compartments under consideration may be
flooded.
si is the probability of survival after flooding of the
compartment or group of compartments under
consideration.

B/5, Breadth divided by 5, B/5-line.

Block Coefficient, CB

Center of Gravity: Vertical Center of

Gravity (VCG), Longitudinal Center
of Gravity (LCG), KG

The A is calculated for three different drafts and summarized

with a weighted formula. If the AR (R=required
subdivision index), the vessel fulfills the requirement.
Imaginary line used in ship design and damage stability
calculations: according to rules, no damage extends inside the
B/5-line (e.g. on a vessel with breadth of 32.2m, maximum
extent of any damage is 6.44 m from ships shell). Due to this,
bilge main lines, fuel tanks, etc. are normally located inside this
B/5. Future probabilistic rules will make this rule obsolete.
Important coefficient which describes the fullness of the hull: a
lower coefficient means typically lower resistance. CB =
Displacement Volume / (LPP x B x T). A typical figure for a
90,000 GRT cruise vessel is e.g. 0.63. Other often used
coefficient is CM, Midship Section Coefficient, which describes
the fullness of Midship Section.
Center of Gravity is used especially in connection with
lightweight, deadweight and displacement: VCG is the vertical
distance between keel and center of gravity, LCG is the
longitudinal distance between frame 0 and center of gravity.
Lower VCG means more stability. Typical VCG figures for a
90,000 GRT vessel are, for example:
Item
Lightweight
Deadweight
Displacement

Weight
39,000t
8,000t
47,000t

VCG
17.8m
6.8m
15.9m

As this example shows, deadweight has a lower VCG than

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Damage length

Damage Stability

Deadweight, DWT

Design Draft

Displacement, Displ., Displacement

Weight

Displacement Volume,

Fire Zones, Main Fire Zones, Vertical

Fire Zones, MFZ

Froude Number, Fn

lightweight and thus reduces the VCG of displacement (and

improves stability). The situation is kept like this by replacing
used fuel with ballast water. KG is the same than VCG (distance
from Keel to center of Gravity). Example value for LCG could be
e.g. 123 m. See also GM.
The length of damage used in damage stability calculations. For
passenger ship the present rules defined this length to be 3m
+ 3% of Lpp or 11 m, whichever is less. In new (1.1.2009)
probabilistic rules the required damage for larger ships is much
more (for example, between 30 40 m).
The vessels stability in damaged condition. Big cruise vessels
are two compartment vessels, i.e. they have to withstand
damage in any two adjacent watertight compartments. Rules
state requirements for vessel stability in damaged condition
(e.g. maximum heeling angle after damage has to be in certain
limits, the Margin Line can not submerge, etc.).
The weight (and center of gravity) of vessels cargo, stores,
fuel, passengers, crew, etc. Deadweight of a 90,000 GRT
passenger vessel is typically around 8,000 t. See also
lightweight and displacement.
The draft vessel and her deadweight, stability, performance,
etc. is designed for. On a 90,000 GRT Caribbean cruise ship
design draft is typically ca. 8.0 m. Generally more draft means
better seakeeping capabilities, less draft often means more
stability. See also Scantling Draft.
The weight (and center of gravity) of the vessel herself and
vessels cargo, stores, passengers, crew, etc. Displacement =
Lightweight + Deadweight. Displacement of a 90,000 GRT
cruise vessel is e.g. ca. 47,000 t. Displacement Force () is
Displacement Weight x g (g=9.81 m/s2), and is the same than
buoyancy.
The volume the vessels hull displaces in water. In seawater
with specific gravity of 1.025 kg/m3, the Displacement Volume
for a vessel Displacement of 47,000t is 45,854 m3. Thus the
vessel needs more Displacement Volume (and draft) in fresh
water than in sea water for the same Displacement Weight.
The vessel has to be divided into vertical fire zones: the basic
rule is that maximum length of a fire zone is 40m, which can be
in certain situation extended to 48m. Todays practice is to use
48m fire zones where ever possible. As the maximum area of
one fire zone deck is 1,600 m2, on wide vessels (B>33.3m) the
fire zone length has to less than 48m.
Froude number, Fn, describes the vessels relative speed, which
depends on vessel length:

Fn =

Free surface correction

GM, (transverse) Metacentric Height

GRT, Gross Registered Tonnage, GT,

Gross Tonnage

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v[m / s ]

g m / s 2 L[m]

,where v is vessel speed in m/s (1 knot 0.5 m/s), g is 9.81

m/s2 and L is vessel waterline length.
Generally lower Fn means lower resistance. Typical figure for a
Panamax cruise vessel is Fn=0.25. In model test the vessel
speed is such that Fn is the same than in full scale situation.
The GM is corrected with free surface correction: i.e. tanks
with free surface reduce the stability of the vessel; this
correction is e.g. -0.1 m. The more free surfaces (slack tanks,
pools) there is, the bigger the correction is, and thus more the
GM reduces.
Describes the righting moment of the vessel: higher GM means
better stability (condition for positive stability is that GM>0.).
Typical value for GM on a 90,000 GRT cruise vessel is ca. 2.00
meters. GM = KM KG, where KG is the VCG of the ship
(lightweight + deadweight) and KM is the distance from keel to
the metacenter (see Figure A). KM has to be higher than KG for
a ship stay upright (and GM to stay positive).
GM can also used for the longitudinal stability of the vessel:
then symbol GML is used.
Gross Registered Tonnage describes vessels volume and
roughly the size, and includes all enclosed spaces (but not, for
example, balconies, open pool decks, mooring decks, etc.). This
is calculated with formula: GRT = (0.2 + 0.02 x log10V) x V,

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Intact Stability

KM, (transverse) Metacentric Height

Lightweight, LWT

Longitudinal
(LCB).

Center

of

Buoyancy

Main Dimensions

Margin Line

NRT, Net Registered Tonnage, NT,

Net Tonnage

Permeability

Probabilistic Rules

Propeller pressure pulses

Required Subdivision Index, R

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where V is enclosed volume of the vessel in m3 (before 1 GRT

was 100 ft3, i.e. GRT for e.g. Titanic can not be directly
compared with GRT of todays vessels). For example, if vessels
enclosed volume is 294 000 m3, the GRT is 91,000. Often base
for different passage, docking, etc. fees.
The vessel stability in intact (normal) condition. In intact
conditions the vessel has to withstand heeling, wind, etc. to
fulfill the criteria stated in rules.
KM is the distance from Keel to Metacenter, which depends on
the vessel draft, displacement and hull form. Typical KM for a
90,000 GRT cruise vessel is 18 m. High KM means more
stability, but at the expense of speed and sea keeping
capabilities. See figure A.
Vessels empty weight (and center of gravity), i.e. weight of
the vessel without fuel, stores, water, cargo, passengers, crew,
etc. Needed liquid in ship system piping and system tanks is
included, but not liquids in e.g. storage tanks. Typical
lightweight for a 91,000 GRT cruise ship is ca. 39,000 t. See
also displacement and deadweight.
LCB is the longitudinal center of water the vessels hull
displaces. When the vessel floats, LCB and LCG are in same
position. Position of LCB is very important for the hull
resistance: typically it is located slightly aft of midships
(Lpp/2).
The vessel main dimension area:
LOA, Length overall: the vessels absolute maximum length.
LPP, Length between perpendiculars: the distance between
rudder shaft and the point where bow stem enters water at
design draft. Basis for many calculations and coefficients.
Breadth (B), moulded: The vessel breadth without the shell
plating, i.e. the actual breadth of the vessel is slightly more.
Draft (T), Design: The planned design for the vessel.
Also LWL, Length of waterline, is used. In many cases this is
more useful than LPP.
Imaginary line that is defined to be 3 inches (76mm) below
bulkhead deck: in damaged condition the Margin Line may not
submerge. With new probabilistic stability rules margin line will
become obsolete.
Describes vessels net volume, i.e. is lower than GRT. It is
calculated with a more complicated formula than for GRT: the
formula takes into account the volume of cargo spaces, vessel
draught and number of passengers. On a ca. 90,000 GRT ship
NRT is typically ca. 54,000, i.e. ca. 60% of GRT. Often base for
different passage, docking, etc. fees.
Permeability is the ratio of maximum flooding water volume to
the space volume. It is used in damage stability calculations.
For example, the permeability of stores is 0.6, i.e. when a 100
m2 store is flooded, 60 m3 of water is assumed in damage
stability calculations. For engine rooms the permeability is 0.85
and for tanks, voids and cofferdams 0.95.
New rules coming into force in the near future: in these the
damage stability requirements are no more based on simple
rules, but on calculation methods where vessels survival
probability is calculated. These rules will also make the B/5
rule obsolete and have other effects. Main issue is that
according to the new rules, larger ships need to withstand
much longer damages than today. See attained and required
subdivision index.
Pressure pulses propeller generates in ships hull (mainly due to
the propeller blade passing near the vessel hull). The higher the
pressure pulses are, the higher the probability for vibration
problems. A good level for highest pressure pulses is lower than
1.5 kPa. More propeller blades (e.g. 5 instead of 4 - or use of
pod propulsion - reduce the pressure pulses).
In probabilities damage stability rules, if the attained
subdivision index A is greater of equal to required subdivision
index R, the vessel fulfills stability requirements. For passenger
ships, the R is calculated as follows (preliminary information):

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R = 1

5000
LS + 2.5 N + 15225

where:

Resistance

Scantling Draft

Service Speed

Shaft Power, PS

Structural Fire Protection, A, B & Cclass bulkheads.

Subdivision Length (LS)

Trial Speed

Weight Reserve

2006 Foreship Ltd.

LS = subdivision length in meters

N = N1+2 x N2
N1 = the number of persons whom lifeboats are
provided
N2 = number of persons (pax+crew) the ship is
permitted to carry in excess of N1
Vessel resistance against moving. This includes, e.g. friction
resistance, wave making resistance and wind resistance. For
estimating vessels propulsion power demand these are
measured in model tests before finalizing hull form and
propulsion power.
The draft vessel structures are designed for (hull plating, tank
bulkheads, etc.), i.e. the maximum structural draft for the
vessel. Typically scantling draft is 0.1m more than design draft.
If stability requirements do not require otherwise, the scantling
draft is the maximum draft to which the vessel can be loaded.
Service Speed is the speed the vessel is optimized for in normal
operation. In connection with Service Speed a sea margin is
defined either as percentage or as speed in knots. For example:
Service speed of the vessel to be 22.5 knots with 15% sea
margin. This means that the vessel has the power for 22.5
knots in trial conditions + 15% additional power for sea margin.
Sea margin compensates for rough weather, hull fouling, etc.
The power available at vessels propeller shaft. On a diesel
electric ship this is typically 0.92 x diesel engine power, due to
losses in electric drive and shafting. On a diesel-mechanical
ship there are less losses, i.e. shaft power is ca. 0.985 x diesel
engine power. The power at the engine output flange in Braked
Power, PB.
SOLAS has rules for fire protection categories for each vessels
space and required bulkheads between these spaces: for
example, between a stairway and a restaurant, A-15 bulkhead
is required. The different bulkhead classes are A-0, A-15, A-30,
A-60, B-0, B-15 and C. The difference between the categories
are:
- A-class: steel of equivalent material, stiffened, prevents
smoke and flame for 1h, insulated so that temperature on the
other side does not rise more than 140C within the category
time (e.g. in A-30 the time is 30 minutes).
- B-class: prevents smoke and flame for 0.5h, constructed of
approved, non-combustible material, insulated so that
temperature on the other side does not rise more than 140C
within the category time (e.g. in B-15 the time is 15 minutes.
- C-class: constructed of approved, non-combustible material.
The length of ship including buoyant hull and the reserve
buoyancy. Used in damage stability calculations (see required
subdivision index). See figure B below.
Trial Speed is the vessel speed in trial conditions. Trial
conditions are defined, for example, as follows:
Vessel at design draft and even keel
Clean hull
On diesel electric ship propulsion motors at 100% load
(or other decided load) and Main engines at max. 90%
load.
On diesel-mechanical ship main engines at max. 85%
load.
In deep water, no current, calm weather.
Fin stabilizers not retracted.
Thus in normal operation vessel seldom reaches the Trial
Speed. Trial speed is measured during sea trial: due to weather
conditions, etc. the measured speed is often corrected with
wave, wind, etc. corrections. See also Service Speed.
Shipyards add a weight reserve in the vessels weight
calculation (both weight and center of gravity). This is e.g. 5%

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and it allows the natural weight increase (due to later changes,

mistakes, inaccuracy, etc.) during the construction. Due to this
reserve the designed stability etc. figures are fulfilled when the
final weight is within this reserve. After the delivery the ships
should not be too close the weight limit either: the vessel
becomes heavier during the years (for example, lightweight
increases by 0.3% per year), and without margin this can cause
stability and deadweight problems.

UPRIGHT SITUATION

HEELED SITUATION

K
B
G
M

Baseline (keel)
Center of Buoyancy
VCG of Lighweight+Deadweight
Metacentre
Displacement Force
W Weight of Lightweight+Deadweight
GZ Righting Lever

GM

W
M

M
G

In heeled situation, x GZ is righting

moment, which returns the vessel back
to upright position.

B
K

Figure A: definition of GM and other stability parameters.

Reserve buoyancy Hmax= the lowest possible position of deck that will remain intact in case of damage
Buoyant hull

d S = the deepest subdivision draft

Hmax
ds

Subdivision Length
Figure B: definition of subdivision length.

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LS