Introduction to Ship Drawing

1.1 INTRODUCTION

Drawing is a communication language that uses graphics to represent an object, idea,

design etc. The use of drawing as a means of communication can be traced back since the
ancient Egypt. As in old saying “A single picture saved thousand words“ has made drawing
as one of the most important entity and plays important roles in engineering fields. Ship is
one of the engineering products that require a lot of drawings to represent its unique shape,
function, components, structures, construction process etc. Therefore it is essential for those
who are involved in shipbuilding industry to understand the various types of ship drawing
and
know how to draw them.

The session of this short course begins with the introduction on various types of ship
drawing, its importance, and the basic concept of orthographic views applied in ship drawing.
However its main focus is on the step by step procedure of preparing a lines plan drawing
that represents the shape of the ship’s hull. Its aim is to provide hands on experience to the
reader on how ship lines plan is prepared from scratch.

1.2 TYPES OF SHIP DRAWINGS

In general, drawings that associates with ship buildings can be divided into the following
categories:

 Lines Plan Drawing

 General Arrangement Drawing
 Shell Expansion Drawing
 Schematic Systems Drawing
 Detail / Production Drawing
 3-D Product Drawing

These are the general drawings that might appear in the ship drawings, but not all naval
architects presented their designs with all the above. Some naval architects presented only
lines plan, general arrangement, shell expansion, and production drawings. With the advance
of computer technology, naval architects are moving towards presenting their design in the 3-
dimensions product drawing.

The following sections will give some intro and example on the lines plan drawing, general
arrangement drawing, shell expansion drawing and detail/production drawing.
 Ship Lines Plan
The importance of Ship Lines Plan

Ship has a complex and unique hull shape due to its double curvature and non-homogeneous
cross sections. Unlike simple object like cylinder, box, and cone which can be represented in
simple orthographic drawing, ship hull require special way of representing its unique and
complex shape. Not only it require to be shown in three different orthogonal views, more
lines are also needed in order to represents its shape at different cross sections or planes. For
this reason, the ship hull drawing is always called as Lines Plan Drawing.

Lines Plan Drawing is a lines drawing that represent the shape of the ship hull looking from
three orthogonal (perpendicular to each other) views i.e. front, side and top views. The front
view is termed as Body Plan, the side view is the Sheer Plan and the top view is the Half
Breadth Plan. Since all of these views represent the same hull, they are interrelated to each
other, thus the preparation of lines plan drawing must follow certain standard procedure.
Lines plan drawing has always regarded by the naval architects as the most important piece
of information about the ship. This is due to two reasons i.e. the ship performance and ship
design process. On the performance of the ship, the shape of the hull form determines the
power required to drive the ship, thus reflect the ship speed, its also determine the amount of
pay load (capacity), comfort, habitability, etc.

On the ship design process, lines plan drawing is the first information that needs to be made
available. Without lines plan drawing, no calculation, design and analysis works can be
performed. Construction process also can only be commenced after the lines plan drawing is
completed.
Some samples of the various hull form are shown in Figure 10 to 12.
 Body Plan

Body Plan represents the shape of the ship hull when viewing from the front or rear of the
ship at every ship stations as shown in Figure 10 and 13. Station is a transverse cross-section
along the ship length which normally equally spaced. The body plan concept can be better
understood by referring to Figure 14. A ship is normally divided into 11 or 21 stations from
after perpendicular, AP (Sometimes noted as station 0) until forward perpendicular, FP (or
noted as station 10 0r 20). Half or even quarter station may also be used especially at the
region with high curvature. Body plan is normally placed at the top right hand side of the
drawing although it can also be placed at the middle or on top of the sheer plan drawing
depending on the size and type of ship.

Since most ships have symmetrical shape for both port (left side looking from rear) and
starboard (right) sides, only one side is shown in the drawing. Therefore, it is almost a
standard practice to show the stations of the rear region of the ship at the left side of body
plan while the right hand side of the body plan represents the stations at the forward region of
the ship. The curve on the body plan is also call station curve. The centre line of the body
plan represents the centre line of the ship.

Apart from showing the station curves, the body plan also shows the waterlines and the
buttock lines grid. These grid lines are essential not only for reference lines but also used for
transferring and checking data from one plan to another.
 Half Breadth Plan

The same hull form if it is viewed from top will produce the plan view of the ship. However
since the hull shape is complex and unique, the plan view must be made at several waterline
planes. Thus Half Breadth Plan is a lines drawing that represents the shape of the ship hull
looking from top view at every waterlines of the ship. Waterline is the horizontal plane that
cut the ship along its vertical axis, thus creating the waterlines curves as shown in Figure 15.
Waterline is normally equally spaced, although half waterline may also be used at the lower
region of the ship. Since the hull is symmetry about its centre line, only half of the hull is
shown in this plan as shown in Figure 16.

Apart from waterline curves, the deck line curve needs to be drawn on this plan. If the ship
has bulwark, chines or / and knuckles lines, these curves have also to be shown in the
drawing. In this plan, the grid lines shown are the stations and buttock lines of the ship.
 Profile / Sheer Plan

Sheer Plan which is usually placed at the top left hand side of the lines plan drawing
represent the shape of the ship hull looking from the side of ship at several buttock lines.
Buttock line is the vertical plane that cuts the ship along its length, creating the buttock line
curves as indicated in Figure 17. The middle buttock line (normally labeled as BL 0) is the
plane that cuts the ship along its centre line which creates the profile curve of the ship. Other
buttock lines are drawn outward (offsets) of ship’s centre line and normally at equally spaced
distance. The stations and waterlines grids are shown in this sheer plan drawing. A typical
sheer plan drawing is shown in Figure 18.
 Offsets Data

Offsets data is the data that is extracted (measured) from the lines plan drawing and
considered the most important data for the design, calculation, analysis and construction of
the ship. As the name implied, Offset Data is the distance measured from the centre line of
the ship to the specific point on the curves (station or waterline curves). The offset data must
be measured at every intersection points on each stations and waterlines including deck line,
chines, knuckles and bulwarks (if any). Offset data also called as half breadth data, because it
represents the half breadth of the ship at every station and waterlines. A typical example of
offsets data is shown in Table 1 and the measurement of offsets data is illustrated in Figure
19.

In the offsets Table, it is also a standard practice to indicate the data of height above based
for deck, chine, bulwark, and knuckles lines. The height above base of buttock lines may also
be included whenever necessary.

A sample of the complete lines plan drawing containing the body plan, profile, half-breadth
plan and offset are shown in Figure 20.
Table 1: Offsets Table
General Arrangement

The general arrangement of a ship can be defined as the assignment of spaces for all the
required functions and equipment, properly coordinated for location and access. The efficient
operation of a ship depends upon the proper arrangement of each separate space and the most
effective interrelationships among all spaces. It is important that the general arrangement be
functionally and economically developed with respect to factors that affect both the
construction and operation cost, especially the manpower required to operate the ship. Figure
3.2 shows an example of general arrangement.

The General Arrangement, or GA as it is commonly called, is a drawing created by a naval

architect. The purpose of this drawing is for space allocation, to ensure that everything that an
owner wants in a vessel will actually fit. The GA consists of (at a minimum) a plan view of
each major deck of the vessel, shows all of the watertight and structural bulkheads, as well as
joiner bulkheads. All of the furniture is typically shown or in early stages the furniture and
large items to be on the vessel are roughly blocked in (though this may be broke out into
arrangement drawings for complex arrangements). Passageways, stairwells and all equipment
vital to the ships operation are shown. The ship spaces (head, mess, etc.) are shown.

Arrangement
The general arrangement has, at a minimum, plan views of the major decks. Other decks,
such as tank tops, exterior flats, elevated platforms, or raised enclosures will be shown on
more advanced/detailed GA's. Additionally;

Outboard Profile
A view showing only the externally visible features of the vessel. The outboard profile is
important in conveying not only aesthetic features of the vessel, but the general geometry of
deckhouses & superstructures. The outboard profile also provides some indication of deck
and equipment heights. The outboard profile will also list the principal particulars.

Inboard Profile
The inboard profile shows a cut-away view through the centreline of the vessel, inclusive of
centreline structures. Early on, the inboard profile will show little more than bulkheads,
however it is a useful drawing for determining stairway runs, fire zones, trunks, and
understanding tank arrangements if not accompanied by a tank plan.

External Views
End views are often added, particularly where a vessel has bow or stern operated equipment.
Top views are occasionally seen, particularly on vessels with complex towing arrangements,
or extensive exterior deck spaces. Bottom views are rarely used unless the vessel has a
complex or unique propulsion arrangement.
3D Views
With the rise of 3D modelling and development software, bow & stern quarter views can be
generated within a reasonable time frame. They are beneficial in conveying the overall
concept of the vessel and are increasingly being seen.
Design Types:
Concept Design

With project development, the general arrangement takes on increasing complexity (see
design spiral). In concept design, a GA not based on a parent design will generally only show
bulkheads, tank boundaries, and space allocations. Allowances will be made for engine
arrangements, however selected engines or even engine types may not be shown. Stairwells
are blocked out, though deck heights may not yet be frozen so stair lengths may only be
indicative. Focus is on the mission specific equipment and overall philosophy.

Preliminary Design
Initial developments of shafting arrangement, structural arrangement, and specification
dictate many of the features included in the preliminary GA. This drawing will include frame
spaces, all major service trunks, hatches, escape routes, soft patches, masts, major equipment,
major items, lifeboats, rafts, work boats, cargo handling systems, structural allowances, etc.

Contract Design
The contract design GA is the fully detailed final product. Additional to the preliminary GA,
joiner bulkheads, liners, insulation, accommodations arrangements, windows, portlights,
scuttles, minor equipment, electronics, gratings, anchors & ground tackle, railings,
stanchions, closing fixtures, louvres, door types (weathertight, watertight, fire), structural
profiles, bitts, cleats, chocks, appendages, etc. will be shown. Additionally, these will show
all final selected equipment.

As-Built
The as-built drawings are developed from the contract design GA, with additional changes to
match minor changes as occur during the construction of the vessel. These changes are often
maintained in a manner in which they can be distinguished from the underlying GA, such that
the changes are evident.

In-Service
Over time, vessels typically experience refit or equipment changes which may be reflected on
a "living" or in-service GA.
The GA as a Design Document
The general arrangement is the first drawing typically created. The GA will be under constant
development as a project progresses, constantly dictating design direction to sub-systems of
the vessel and then integrating the details of these systems as they are properly developed. All
designers should be checking their design choices against the GA to help prevent conflicts.
That said, conflicts are inevitable and often solved at the general arrangement level. It is
therefore important that the general arrangement be constantly updated to keep pace with
development of the vessels systems and dependent arrangements.

Conflict Resolution

Conflicts are inevitable with most ship-sized design projects. Typically, they can be resolved
by some rearrangement of the vessel or change in its general capacity. The overall
effectiveness of a design will be measured by how well the compromise between systems
have been solved. Two major considerations to keep in mind when resolving any conflict are
the ship's primary function, and the requirements of the regulatory framework in which it
must meet.

Arrangement Considerations

Some considerations for arrangement drawings;

 Major equipment should be placed first with due regard to their operation
 Major design requirements, such as capacities, should be then arranged
 At all stages, placement of all items on the GA should give consideration to the
anticipated structural arrangement - i.e., bulkheads should be placed on framespaces
(or anticipated framespaces), open areas should anticipate pillaring, higher deck
heights should be specified where deck loads will be high (to allow for structure), etc.
 Clashing items should be segregated early: i.e., passenger/crew separations, living
spaces away from sources of heat, vibration and noise.
 Functional spaces should be grouped logically and in proximity to each other. Traffic
flows to be considered.
 Sanitary spaces should be aligned for ease of pipe runs, and with regard to
maintenance access.
  Weight distribution & sources of heeling moments should be carefully considered
with due consideration to the vessels stability.
 Emergency exit paths: Escape routes should be redundant, simple, increase in
capacity towards the muster station or boat deck, minimize panic, prevent
bottlenecking, and avoid likely sources of danger. Small design decisions (such as the
swing direction of a door) can have fatal results.
 Functional allowances: How are supplies moved onboard, and around the vessel?
Room may have to be left for the movement of palletted stores, overhead chain blocks
may be needed in machinery spaces for the movement of spares, equipment removal
patches may have to be incorporated, lift systems may be required to move heavy
items between decks.
 Crews tend to spend extensive amounts of time at sea. The level of accommodation &
comfort must have high standards.
 Cultural sensitivity: The designer should be sensitive to the beliefs of the people who
will operate the vessel. A bar, for example, may be a necessity or an insult.
 Tradition - deck names, locations of equipment, relative sizes of rooms, etc. may have
traditional dictates which experienced crews will expect to be met. For example, the
master is typically housed on the port side of the vessel; the chief engineer opposingly
to starboard.

Regulatory Bodies

In addition to class, flag state, owner & IMO requirements, there may additionally be labour
requirements (by guild or union) which will dictate the acceptability of a given design.
Meeting all requirements can impose major restrictions on a vessel and it's arrangement,
inclusive of deck sizes, number of heads/showers/sinks, crewing levels, bunking
arrangements, passageway sizes & numbers, numbers and dispositions of doors, segregated
spaces, etc.
Procedure for Designing a Ship’s General Arrangement

When a new ship is designed, one of the primary steps involved in the development of the
concept, is designing its General Arrangement and allocating proper spaces according to the
requirements of the owner and functionality of the ship. It is up to the naval architect to
decide on the ship’s general arrangement, depending on many design constraints that are
mentioned in the technical specifications of the contract.
So how exactly do you decide on a ship’s general arrangement, and design the most optimum
one for that particular project?
Since almost all ships have something unique in their general arrangement, there is no
specific procedure with rules stated for the same. But in spite of that, a naval architect needs
to know the basic procedure to follow in order to come down to an optimum design. In this
article, we shall discuss a general procedure that is followed in the ship designing industry.

Initially, in order to have a visual approximation of the ship dimensions, draw an outline of
the profile view, main deck or uppermost deck that contributes to longitudinal strength, and
the forecastle deck. In some ships, the upper deck is stepped, i.e. it has a poop deck at the aft.
Make sure you show that in the profile view and the deck outline view.

Figure 1: Profile view of a 500 Pax ship

Figure 2: Main deck and Boat deck plan

The reasons behind deciding the particulars (Especially height) of the forecastle deck at
this stage are as follows:
 Minimum bow height has to be attained (according to ILLC Regulations) in order to
reduce the deck wetness
 To provide forecastle deck area for anchoring and mooring equipment
 Adequate volume underneath for storage and chain locker, etc.
 To provide additional cargo space (in lower decks) in case of certain ships
After having drawn the profile plan, the first thing a designer should do is decide on the
framing and frame spacing of the ship. The framing, whether longitudinal or transverse is
decided on the basis of the length of the vessel. Generally, all ships longer than 120 m are
longitudinally strengthened.
 Figure 3: Notice how the frame spacing is shown in the drawing

The frame spacing is then calculated by the formula specified in the rule book of the
authorised classification society. The value obtained from the formula is generally rounded
off to the nearest hundreds or fifties, so as to attain ease of production and design.
Next is to mark the decided frame spacing of the drawing. This frame spacing will now act as
scale on the drawing, helping you to locate every point on the ship.
You must now divide the ship into certain number of watertight compartments, which is
decided by the subdivision rules prescribed by the classification society. The rules specify the
total number of watertight transverse bulkheads that are necessary to maintain watertight
integrity of the ship. A ship generally has four types of transverse bulkheads:

 A fore peak collision bulkhead

 An aft-peak bulkhead
 A bulkhead at each end of machinery space
 Transverse bulkheads in cargo hold regions
Once the number of bulkheads have been decided, the length and number of holds should be
planned accordingly. The ordinary transverse watertight bulkheads in the holds should be
spaced at reasonably uniform intervals. Where non-uniform spacing is unavoidable and the
length of a hold is unusually large, the transverse strength of the ship is to be maintained by
providing additional web frames, increased framing etc.
In some cases, the decided number of bulkheads may interfere with the functionality of the
ship or the specific requirements of that particular type of trade. Proposals to dispense with
one or more transverse bulkheads in such cases can be considered by the classification
society, provided it does affect the watertight integrity of the ship.
How to decide the position of the fore peak collision bulkhead?
 The distance of the forepeak collision bulkhead from the forward perpendicular is
decided based on formulae prescribed by the authorised classification society.
Generally, the class society would provide you with two formulae. One, to specify the
minimum distance of the forepeak bulkhead aft of the forward perpendicular. Other,
to specify the maximum distance of the forepeak bulkhead aft of the forward
perpendicular
 It is up to you, as a designer, to provide the forepeak collision bulkheads within the
above limits, depending on the dimensions of the forepeak ballast tank, anchor
equipment, and chain locker dimensions

How to decide the position of the fore peak collision bulkhead?

The following considerations are taken during deciding the position of the aft peak bulkhead
or the engine room aft bulkhead. First, the position of the engine room forward bulkhead is
fixed according the position and length of the holds. Once that is done, about four frame
spaces need to be left out before placing the main engine aft of the engine room forward
bulkhead. That is to leave space for maintenance and crew operations.

Aft of the empty space, the length of the engine room is to be decided depending upon the
length of the main engine, and the length of the intermediate shaft. Now, the intermediate
shaft is coupled with the propeller shaft by a flanged connection. The coupling flange
between the intermediate shaft and the propeller shaft is to be housed within the engine room
itself. It is just aft of the coupling flange that the engine room aft bulkhead is positioned.
The propeller shaft runs from aft of the engine room bulkhead connecting to the propeller
through the stern tube.
In many cases, the position of the engine rom aft bulkhead is also governed by the decided
capacity of the aft peak ballast tank, which is always aft of the aft peak bulkhead. The
capacity of the tank is estimated by trim and stability calculations, which is a very
preliminary stage of design. But the engine and shaft lengths are decided at a comparatively
later stage. This should give you an idea of how iterative the ship design process is.
Figure 4: Aft peak bulkhead position
How to arrange the cargo spaces?

The entire cargo space needs to be divided into cargo holds by placing the specified number
of transverse watertight bulkheads. The longitudinal position of the bulkheads may be
decided according to a few principles of cargo requirement:
 Holds should be kept of equal lengths wherever possible
 In some cases where necessary, alternate large and small holds are designed to meet
the cargo requirements for different voyage and cargo conditions. This is normally
done for bulk carriers, product tankers, and container ships
 Sometimes, a single large cargo hold (for large multipurpose carriers)

In cases of oil tankers and container ships, decisions on longitudinal bulkheads are to be
taken, with respect to prevention of free surface effect, ensure proper cargo distribution and
handling characteristics.
In case of bulk carriers, the slope of the tank top sloping bulkhead is to be taken care of. The
tank slope must be more than the angle of repose of the cargo, which is generally around 30
degrees. The slope of the bottom tank is generally maintained at 45 degrees.
In a general arrangement, the double bottom height needs to be shown clearly, so as to ensure
proper estimation and representation of the tank plan. Therefore the designer is required to
estimate the height of the double bottom using the corresponding formula specified in the
rules of the authorised class society.
Decide on the height of the tween decks. Ships that carry packed cargo and cars, require more
deck space to attain maximum stowage capacity. In order to increase the overall deck area,
these ships are provided with a number of tween decks. The height of each tween deck should
be sufficient to accommodate the cargo that is to be stowed on it.
This consideration of tween deck is however not required for volume based cargo carrier, like
oil tankers, chemical carriers and bulk carriers. And in case of container ships, the top of each
container serves as the floor for the next container to be stowed above it, hence container
ships do not require tween decks for cargo stowage.
After having decided on the capacities and sizes of the cargo holds, the size of hatch openings
and hatch covers.
Ballast Tank Capacities and Tank Plan Design:

Ballast water is required for empty voyage to have proper sinkage, trim and stability.
Excessive ballast capacity is bad since it is expensive and takes up useful space. Ballast
capacity should be such that full propeller immersion is obtained at the aft end and forward
draught is not too low to avoid the harmful effects of slamming.
Approximately in a ballast voyage, displacement is 0.5 of fully loaded displacement which is
about 0.55 of full draught. Ballast distribution should be such that excessive hogging moment
is avoided in this condition. So a designer should always ensure to segregate the ballast water
tank from any other liquid tank.

Figure 5: Tank top plan and Tank plan

There are a few other points that a designer must consider while making tank
arrangements for ships:

 No access is required except for cleaning and maintenance. Minimum two manholes
are to be provided on top, and preferably at the diagonal corners of the tanks so that
they are maximum distance from each other
 Tanks and pipes carrying a particular type of liquid must be segregated from those
carrying another type of liquid. They should also be colour coded differently
 Fresh water tank should not have any tank adjacent to itself. So a fresh water tank and
any other tank must be separated by a cofferdam. For the same reason, FW tanks
cannot be placed below the load waterline
 Since total liquid carried is relatively low, the tanks may conveniently be situated in
the lower portions to increase transverse stability of the ship
  To simplify piping arrangements, and the total length of piping, fresh water tanks
should be near the engine room, as well as accommodation. Dirty oil and heavy fuel
oil tanks should be near the engine room. Dirty oil and sludge tanks can be
conveniently located in the double bottom of the engine room
 W. tanks should be well distributed all over the length and breadth of ship to help the
ship attain its stability and trim requirements. Pipes should not run inside tanks
carrying another liquid, i.e. fuel oil pipe should not run through any ballast water tank
 Consumable tanks (Heavy Fuel Oil, Dirty Oil, and Fresh Water) should be so located
that their consumption does not cause unnecessary adverse trim. They should not
cause unduly adverse free surface effects. So these tanks should be divided into
smaller tanks with reduced breath. Too many small tanks, however, will make
complicated piping system
 W. tanks are either fully pressed or empty ballast water tanks should be distributed all
over the length of ship with sufficient capacity in the peak tanks to adjust for the
required trim and stability
 Tanks should be distributed symmetrically about centreline of the ship, so that
adverse heel effects are not felt. If there is any such effect (damage stability) cross-
connection between port and starboard tanks may be provided
 The boundaries of double bottom tanks, deep tanks etc. should be designed to
withstand the applied hydrostatic pressure
 The tank distribution should not adversely affect the longitudinal strength of hull
girder

Lastly, it is important to understand and know, that a general arrangement of any ship will
consist of the drawings of the following views:
 Profile View (generally looking from starboard side)
 Midship sections (looking from aft, and looking from forward)
 Main deck plan (also shows the accommodation layout)
 Navigation deck plan.
 Forecastle deck plan
 Tank top plan
 Tank plan
It should also be noted that a the process of developing the general arrangement drawing is
slightly different for various design firms, depending on their procedures and practices,
however the underlying principle always remains the same. It is an iterative process, and the
final GA is a arrived at, after repeated approvals by the classification society and the owners
party.
Each design group shall prepare and submit a complete set of General Arrangement (GA)
drawing. A brief report shall also be submitted together with the drawing. As a guidance,
the following steps may be useful for General Arrangement design:-

1. Preparation of data, references and drawings – Lines Plan drawing, Hydrostatics data,
references, Rules and Regulations, Examples of GA drawings for similar type of ship.

2. Determination of type of ship and cargo deadweight (or capacity) – Select suitable type
of ship based on the lines plan drawn (General Cargo, Tanker, Bulk Carrier, Container, or
passenger vessel). The cargo deadweight or capacity should be determined approximately
based on dwt/displacement ratio or other empirical formulations (refer to your ship design
notes). Displacement can be determined either proportionally based on the basis ship or from
hydrostatics data. If it is to be determined from hydrostatics data then approximate draught
need to be determined using simple ratio of draught/depth (0.75) or using simple freeboard
formula. The aim of determining deadweight or capacity is to ensure that the GA will fulfill
this requirement.

3. Determination of crew number and ranking – For merchant cargo, container and tanker
(other than passenger carrier) the number of crew is normally not more than 12. However for
passenger liner/carrier the number and class of passenger need to be determined in order to
design the cabin and other related compartments.

4. Determination of frame spacing and bulkhead position – This has to be determined

based on rules and regulations. The position of bulkhead and its spacing can also be
determined from floodable length data. The position of bulkhead must be adjusted to the
nearest transverse or web frame position.

5. Determination of double bottom height – Most ships (esp. large ships) must be fitted
with double bottom mainly for storage of grease oil, drainage etc and for safety when
grounding. The height of double bottom can either be proportionally deduced from basis ship
or calculated based on rules and regulations.

6. Determination of internal hull distance for tanker – All ship intended for carrying
liquid in bulk must be fitted with internal hull and double bottom. This distance of the
internal hull to the outer hull as well as the double bottom height is to be determined based on
MARPOL regulation.

7. Determination of cargo compartments – Once the allowable bulkheads positions have

been determined, the cargo compartments can be easily determined. For passenger vessel,
several decks above main deck may be necessary to accommodate the number of passengers.
For container, no extra deck is required above main deck, but the containers can be stacked
above main deck. For vehicle carrier and RO-RO, twin deck may be necessary.

8. Determination of engine room and auxiliary machinery compartments – Engine and

propulsion room can be determined using empirical formula based on the required power.
Other machinery may be determined based on the type of system used on board and ship
function. For preliminary design, this data can be referred from basis ship of similar type and
size.

9. Determination of tanks compartments – Apart from fuel, ship must also carry fresh
water, ballast water, grease oil etc. The size of fuel and fresh water tanks shall be determined
based on consumption (fuel and water) and endurance of the ship. Fuel consumption can be
estimated based on power and engine size and fresh water volume can either be determined
based on standards or basic calculation. Allowance shall be included in the calculation for
emergency situation. Ballast water tanks are normally fitted at aft or forward peak and wing
of the ship mainly for stability and trim purposes.

10. Determination of accommodation Area – This include cabins, galley, mess /dining
area, toilets, recreational areas etc. The area shall be determined based on the number of
crews and passenger and their rank/class. Guideline for the suitable area or volume can be
referred from related references. Analysis on path way/access and safety route is also
essential.

11. Determination of navigational and control areas – At preliminary design stage, these
area can be determined based on the basis or reference ship.

12. Calculation of weight, capacity and center of gravity for cargo compartment and
tanks – Based on lines plan or bonjean curve, the volume of each cargo compartment and
tank and its centroid can be determined using normal calculation method (integration of cross
sectional areas). 3-5 % deduction of volume is necessary for internal structures and fittings.
Weight can be calculated either using density of cargo/liquid or cargo stowage factor.