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APPENDIX B

INTACT SHIP INFORMATION

B-1 INTRODUCTION

To be effective, the salvage engineer needs a general knowledge of ship form and construction, supplemented by information specific to a
particular casualty. The characteristics of ships can be grouped by broad classes, because similar service requirements lead to similar forms.
This appendix describes the sources of vessel-specific data available to the salvage engineer, including a short description of the NAVSEA
drawing numbering system. Summary tables of pertinent characteristics of Navy ships are also included.

B-2 SHIP-SPECIFIC DATA

A great deal of information is generated and recorded during a ship’s design, construction, and trials. Access to tabulated ship data can greatly
simplify and speed the salvage engineer’s work. The documents described in this paragraph are particularly useful.

Naval ships generally carry a greater body of ship’s data than commercial ships. Documents carried onboard are normally kept in the
engineering log room or technical library on naval ships. Documents for naval ships are also available from the parent squadron and repair
activities; each ship class is assigned to a planning shipyard that maintains complete drawing files for assigned ships. Paragraph B-4 describes
the NAVSEA ship’s document numbering and classification system, gives planning yard assignments for Navy ships and craft, and describes
likely sources for ship’s documents.

Commercial vessels usually carry fewer documents than naval vessels, but the information contained in them is often quite detailed, especially
in regard to hydrostatic characteristics and cargo capacity and stowage. Documents for commercial vessels are obtained from the ship’s officers,
owners or shipping company, agents, port engineer, building shipyard, or ship designer. Drawings for U.S. flag vessels can also be obtained
from Chief, Naval Architecture Branch, Marine Technical and Hazardous Materials Branch, Headquarters, USCG, Washington D.C, 20593.

Most current drawings are accurate and reliable. Drawings and other documents describing ship’s characteristics are revised to reflect changes
to ship and component characteristics and to correct errors. Documents for Navy ships are normally revised during overhaul or major
maintenance availabilities to reflect changes made during the overhaul/availability and previous changes or discrepancies reported by the ship’s
force or other organizations. Salvage personnel should verify that they are using the latest revision, as listed in the Ship’s Drawing Index (SDI),
and should be aware that the issuance of revised drawings may lag completion of the alteration by many months. Ships that have been inactive
for many years are often objects of salvage or wreck removal; drawings may not reflect alterations made after the ship entered inactive status.
When drawings and other data for a specific ship are not available, documents for similar ships are used. In such cases, the data should be used
only as an indication of probable conditions, to be verified as the work progresses. Even drawings for ships of the same class may not be
entirely accurate, especially in the particulars of component structures and systems. Design modifications are often made before a shipbuilding
program is completed; only the later ships will be built with the modifications. Subsequent alterations may not be accomplished on all ships
of the class; modifications cannot be made simultaneously to all ships. Shipyards are allowed some latitude in determining final details—ships
built at different yards will usually have differences. The following are some typical differences between ships of the same class built at
different yards:

• Tanks or compartment lengths, which may vary by a foot or more with attendant differences in tank capacities.

• The exact routing of piping and wiring systems.

• Arrangement and location of machinery room auxiliaries.

• Relative position and arrangement of staterooms, passageways, and other minor compartments not bounded by major structural
or watertight bulkheads.

• Precise location of doors, hatches, fireplugs, and similar fittings.

The relative importance of the differences between documented and actual characteristics depends on the nature of the salvage operation and
data required. Discrepancies should be noted and compiled to give a subjective evaluation of the data’s reliability. For ships that will be
returned to active service, discrepancies in published data should be included in the final salvage report and/or forwarded to the cognizant
authority.

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B-2.1 Curves of Form. Curves showing hydrostatic characteristics of a ship’s hull are prepared by the designers. These curves are normally
presented in a single document called the Curves of Form, Displacement and Other (D & O) Curves, or Hydrostatics Curves. This set of curves
is often the single most useful document to a salvage engineer. Curves of Form are carried aboard Navy ships, usually in the custody of the
Engineer or Damage Control Assistant. Figure FO-2 is an exact copy of the Curves of Form prepared by the designers for the frigate FFG-7
and other ships of the same class. On newer ships, the Curves of Form are presented on a single drawing with the Cross Curves of Stability
and the Bonjean’s Curves. The following information is available from the Curves of Form for Navy ships:

• Displacement in Saltwater (∆SW),

• Vertical Position of the Center of Buoyancy (VCB or KB),

• Longitudinal Position of the Center of Buoyancy (LCB),

• Longitudinal Position of the Center of Flotation (LCF),

• Tons per Inch Immersion (TPI),

• Height of the Transverse Metacenter above the Keel (KM), and

• Approximate Moment to Change Trim One Inch (MT1).

The Curves of Form drawing for older ships usually include the following additional curves:

• Displacement in Fresh Water (∆FW),

• Areas of Waterplanes (AWP),

• Area of the Midship Section (AM),

• Outline of the Midship Section,

• Longitudinal Metacentric Radius (BML),

• Area of Wetted Surface (S), and

• Curve of Sectional Areas.

All curves are entered from the ordinate scale with the value for mean draft. The value of the desired characteristic is read from the appropriate
horizontal scale, or a factor is applied to the displacement value, as noted on the graph.

All characteristics are plotted as a function of mean draft, assuming zero trim. A ship trims about its center of flotation without changing
displacement. If the center of flotation is not coincident with the midlength, mean draft differs from draft at the center of flotation; the
displacement corresponding to the draft at the center of flotation is the true displacement, while taking displacement based on the mean draft
returns an erroneous value. Because of this disparity, entering the curves with a known displacement will give an accurate mean draft only for
a ship with no trim.

An additional curve is sometimes included to provide a correction to be applied to the value for displacement when the ship is trimmed. If there
is no curve, displacement when trimmed is determined by entering the curve with the draft at the center of flotation. From Figure B-1, the
difference between the mean draft and the draft at the center of flotation can be seen to be:
dt
TC =
L

where:

TC = correction to mean draft for trim, in.

d = distance from midships to the center of flotation, ft
t = trim, in.
L = length between draft marks, ft

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The correction is added to or subtracted

from the mean draft, as appropriate. EQUIVALENT
UNTRIMMED TRIMMED
Alternatively, the draft correction can be WATERLINE WATERLINE
multiplied by TPI to calculate a
displacement correction to be applied to the
displacement returned by the mean draft. LCF
For the situation shown in Figure B-1, LCF
is abaft midships and there is trim by the
bow, so the correction is negative. It is
helpful to draw a similar sketch for each
situation to determine whether the
Tf
correction is added or subtracted.
t TM
For Navy ships, the above correction need TLCF
d TC
not be made if a draft diagram is available. Ta
See Paragraph B-2.6.2 for instructions on
the use of draft diagrams.

If a ship has appreciable hog, the draft at

midships is less than the mean draft. Since AFT FWD
ships are fuller in the midbody than at the MARKS MARKS
ends, the displacement is less than that L
indicated by the mean draft. Similarly, if
the ship is sagging, the draft amidships is
greater than the mean draft and Figure B-1. Correction to Displacement for Trim.
displacement is greater than that indicated
by mean draft. When displacement is calculated by integration of sectional areas, Bonjean’s Curves can be entered with the actual forward,
after, and amidships drafts. Sectional areas at intermediate stations are obtained from the curves by assuming the hull deflection follows a
parabolic form, either by sketching a deflected waterline on a profile arrangement of the Bonjean’s Curves, or by interpolating drafts for the
intermediate stations. When a displacement curve is used, a common practice is to enter the displacement curve with a corrected midships draft
equal to the mean of the forward and after drafts, plus or minus a fraction of the deflection at midships. The deflection is added for sag or
decreased for hog—i.e., the correction brings the calculated midships draft towards the observed midships draft. For a rectangular waterplane,
the correction is two-thirds the deflection, since the area under a parabola is two-thirds that of a circumscribing rectangle. For most commercial
hull forms, 0.75 times deflection is a reasonable approximation.

B-2.2 Offsets. Offsets are tabulated as described in Paragraph 1-2.7. They are often included in a set of drawings with the lines plans (e.g.,
Molded Lines and Offsets for OLIVER HAZARD PERRY). Waterline halfbreadths and deck heights/halfbreadths are tabulated for 21 stations
on the FFG-7 Lines Plan (FO-1). Detailed offsets with very close station spacing are also prepared and are useful for computing volumes of
compartments or groups of compartments. Similar detailed tank offsets may also be available.

B-2.3 Bonjean’s Curves. Bonjean’s Curves or Curves of Sectional Areas are a collection of curves plotting sectional area along the X-axis
against draft on the Y-axis. The curves are usually presented in one of the two formats shown in Figure FO-3. The section area curve may show
area for either the whole section, or for one side only, as noted on the drawing. The areas generally do not account for appendages, but may
include shell plating, as noted on the drawing. The curve of the midships section area from the curves of form is essentially the Bonjean’s Curve
for the midships section.

The rosette arrangement (FO-3A), with all the curves drawn to a single set of axes, produces a more compact drawing and is favored by some
designers because lack of fairness in the hull will show itself with the curves lying side by side. When calculating buoyancies for varying
waterlines or wave profiles, it is sometimes more convenient to arrange the curves along the ships profile, with a vertical axis at each station,
as shown in FO-3B, so the section areas can be picked off at each station. If the Bonjean’s Curves are not available in this format, the curves
and area scale can be traced from the rosette onto a hull profile drawn on tracing paper. The horizontal length scale for the hull profile is not
critical, but should be consistent throughout its length if buoyancy is to be calculated on waterlines that are not horizontal.

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B-2.4 Inclining Experiment. The most important piece of information generated by an inclining experiment is the location of the center of
gravity for a given condition of loading. This information is provided in a Booklet of Inclining Experiment Data or Report of Inclining
Experiment, along with other information such as:

• Complete stability information for certain conditions of loading, including maximum and minimum operating conditions.

• A detailed statement indicating weight and location of boats, aircraft, ordnance equipment, and permanent ballast.

• A summary of the consumable loads such as fuel, water, ammunition and stores included in each condition, including displacement,
KG, GM, and drafts for each loading.

• A table of approximate changes in metacentric height due to added weights in specific tanks or compartments.

• Displacement and other curves.

• Curves of statical stability for specified operating conditions.

Part 1 of the report or booklet contains observations and calculations leading to the determination of displacement and location of center of
gravity for the light ship condition. Part 2 contains stability information for operating conditions and is titled Stability Data for surface ships
and Stability and Equilibrium Data for submarines.

It is customary to perform an inclining experiment on only one or two ships of any class, applying the information obtained to all ships of the
class. Inclining experiments may be performed several times in a ship’s life, to account for major alterations. In using inclining experiment
data, it is important to ascertain the effect of any changes made since the experiment.

B-2.5 Stability and Loading Data Booklet. Information formerly included in the Inclining Experiment Booklet is now provided to Navy ships
in the Stability and Loading Data Booklet in addition to:

• Limiting drafts,

• Table of tank capacities, and

• Cross curves of stability.

B-2.6 Damage Control (DC) Book. Damage control books issued to Navy ships contain text, tables and diagrams providing information
concerning the ship’s damage control characteristics and systems. These books normally include the information described in the following
paragraphs, and may reproduce information from tank sounding tables, stability and loading data booklets, cross curves of stability and other
sources. Part II(A) of the DC Book gives stability and loading information. Copies of the damage control book are kept in damage control
central, each repair locker, and on the bridge. Excerpts from an FFG-7 DC Book are included in Appendix H.

B-2.6.1 Tables and Drawings. The Damage Control Book includes tables and drawings showing the locations of:

• Watertight and fumetight doors, hatches and scuttles.

• Ventilation fittings, fans and controllers.

• Fire main piping valves and stations.

• Drainage system piping and valves.

• Sound-powered phone circuits and jacks.

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B-2.6.2 Draft Diagram and Functions of Form. The draft diagram in the Damage Control Book is a nomograph for determining the
displacement from observed drafts. There are several forms of draft diagrams. In the simplest form, drafts are plotted on vertical scales at the
forward and after draft marks, and displacement is plotted along a line describing the position of the center of flotation relative to the draft marks
at any draft. Additional scales can be added to show other hydrostatic functions, as shown in Figure H-1, a copy of the draft diagram for an
FFG-7 Class ship. Displacement in saltwater is read from the intersection of the displacement scale with a straight line connecting forward and
after drafts. Other parameters are shown by the intersection of the appropriate scale with a horizontal line passing through the displacement
(the intersection of this line with the draft scales shows the draft at LCF). A second form is similar, except that drafts are plotted on the center
of flotation scale and a table gives displacements for LCF drafts. A third form reads displacement from a vertical scale at midships and gives
a correction for trim on the diagram. Draft diagrams are generally less accurate than the displacement curve, are developed for saltwater only,
and are not accurate when the ship has excessive trim.

B-2.6.3 Damage Control Plates. The damage control plates provided with the damage control book are a series of plan and orthographic
drawings of the ship at various levels showing:

• Watertight, oiltight, fumetight and airtight subdivision of the ship and all fire zones.

• Routing of firemain and drainage piping systems.

• Location of all watertight and fumetight doors, hatches and scuttles.

• Routing of ventilation systems.

Damage control plates are drawn to scale but it is often difficult to pick dimensions off of orthographic views. The damage control plates
include flooding effect and liquid load diagrams. The liquid load diagram is Plate No 1.

B-2.6.4 Liquid Load Diagram. The

liquid load diagram is a set of plan views
of the ship showing all tanks and spaces 56
fitted for carrying liquids. Figure B-2 1.6 42
shows the format in which the following 0 15
0
information is presented for each tank.

• Tank location and boundaries.

5-84-2-F

• Compartment number -2 +7
(center). 5-64-0-F 5-56-0-F
56 1.6

• Tons of seawater to com-

pletely flood the compart-
ment, allowing for permeabil- 5-84-1-F
ity (upper left hand corner).
+2
• List caused by completely +5 -1
56 5
flooding the compartment +7 -2 64
-2 84
(upper right hand corner).
FRAME 100

• Changes in draft forward and

aft caused by completely
Figure B-2. Liquid Load Diagram.
flooding the compartment
(lower corners).

• Additional information as noted on the plate legend.

Each tank is colored to indicate its use in accordance with the color code given on the diagram. The data given for list and trim is based on
a specified condition of loading and is not applicable when the ship is unusually loaded or severely damaged.

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B-2.6.5 Flooding Effect Diagram. The

flooding effect diagram is a series of plan 5-180-0-E
views showing all watertight, oiltight, 60
airtight, fumetight and fire retarding 258
686 5-204-2-F
subdivision. Figure B-3 shows the format
of the diagram. The following information
is given for each compartment: 810
1
• Compartment number
5-212-0-E 5-188-2-W
5
(center).
60
• Tons of saltwater to flood the 5-204-1-F
compartment (upper left-hand 35P
corner). 810

• Transverse moment in foot- PINK

tons for all unsymmetrical GREEN

and offcenter compartments YELLOW
(lower right-hand corner).

• Additional information as
Figure B-3. Flooding Effect Diagram.

noted on the plate legend.

• Relative effect on stability is indicated by color code:

Pink Flooding impairs stability due to added high weight, free surface effect or both.

Green Flooding improves stability even if free surface exists.

Yellow Solid flooding improves stability, but flooding with free surface impairs stability.

No color Flooding has no appreciable affect on stability.

Flooding effect diagrams provide a ready reference for the location of watertight boundaries in the intact ship and transverse moments due to
flooding assuming the boundaries shown remain intact.

B-2.7 Tank Sounding Tables or Curves. Tank sounding tables or curves are developed for use by the ship’s fuel and water king. These
curves or tables correlate tank soundings (levels) to volume in gallons. Curves for newer Navy ships give the center of gravity of the liquid
and moment of inertia of the free surface for any sounding. Sounding tables are generally available onboard, although the sounding curves may
not be.

B-2.8 Compartment Areas and Volumes. Tables showing the plan area and volumes of watertight compartments are prepared for U.S. Navy
ships as part of their drawing set. These tables may be included in the damage control book or maintained separately.

B-2.9 Booklet of General Plans. The Booklet of General Plans prepared for U.S. Navy ships is a complete set of arrangement plans for the
ship. Plan views of each deck, inboard and outboard profiles, and a number of transverse sections are usually included. Tables of principal
dimensions and heights of various decks and objects are often included. Limited scantlings are sometimes included. Dimensions may be scaled
from these plans.

B-2.10 Ship’s Information Book. U.S. Navy ships are provided a multi-volume Ship’s Information Book (SIB) that describes the ship and
its systems. Although some of this information is duplicated in the Damage Control Book, the ships information book will also address systems
and components not related to damage control. Volume 1 usually contains information of a general nature, and may be titled the General
Information Book.

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B-2.11 Structural Plans. Structural plans, sometimes called scantlings plans, show dimensions of the ships framing and plating. The midships
section drawing, generally available for all ships, and the shell expansion plan are particularly useful. The midships section drawing provides
the data required for the midships section modulus calculation. The shell expansion plan and larger scale shell plating drawings show details
of the hull plating such as the size, thickness, and material of the plating. They also show details of openings, fittings, and appendages attached
to the plating. Much of the data needed for designing patches and structural repairs, and for determining the feasibility of making hull cuts can
be obtained from shell drawings. For Navy ships, a longitudinal strength plan, similar to that shown in Figure FO-4, is prepared. The plan
shows weight distribution for a specified loading condition (usually full load), shear and bending moment curves for the ship hogged and sagged
on the standard trochoidal wave, structural drawings for several stations (usually from station 3 to station 17), and tabulated moments of inertia
and heights of the neutral axis for most of the middle stations. Standard scales for Navy drawings are:

Length 1 in. = L/20 ft

Weight/Buoyancy Ordinates 1 in. = W/3L ton/ft
Weight/Buoyancy Area 1 in2 = W/60 tons
Shear Ordinates 1 in. = W/30 tons
Shear Area 1 in2 = WL/600 ft-tons
Moment Ordinates 1 in. = WL/200 ft-tons

The derivation of the standard scales is described in Paragraph 1-12.8.

B-2.12 Docking Plans and Reports. In addition to docking information, the ship docking plan shows the underwater profile of the ship, the
plan view of its bottom, and locations of underwater appendages, sea suctions, and overboard discharges, with reference points and measurements
to locate them. The docking plan also provides vertical measurements from the main deck and base line, the location and dimensions of the dock-
ing blocks for the three docking positions, and the critical dimensions of the ship.
Docking reports provide a complete and accurate description of the ship’s bottom. They describe the results of inspections and work done while
the ship is in dry dock. Reports for emergent or unplanned dockings do not provide a complete bottom description, but address only the work
done during the docking; reports of unplanned drydockings can be considered supplements to the report of the previous regular dry docking. Dock-
ing reports are further supplemented by subsequent underwater hull inspection, hull cleaning, and repair or work reports. In addition to an overall
description of the ship’s bottom, docking reports include two items of interest to salvors: the shaft covering, if any, and the type of paint applied
to the ship’s bottom and appendages. Information on paint systems and coverings alerts the diving supervisor to potential toxic hazards.
B-2.13 Trim and Stability Booklet. Commercial ships usually have a trim and stability booklet which may contain either curves of form or
hydrostatic tables and stability and trim characteristics for various conditions of loading. U.S. registered inspected vessels and uninspected
vessels over 79 feet in length are required to carry trim and stability booklets or equivalent data. Uninspected vessels under 79 feet may not
have trim and stability booklets.
A typical trim and stability booklet will
contain the following data: MOMENT
TONS TOTAL LCB LCF
MEAN TO MEAN
• PER TOTAL TOTAL DEAD- KM FEET FEET MEAN
HYDRO-
Ve sse l ch ara c te ris tic s , KEEL TRIM KEEL KEEL
DRAFT INCH DISPL. DISPL. WEIGHT T AFT AFT
DRAFT DRAFT
STATIC
TABLE
including principal dimen- FT IMMER- TONS TONS 1" FT. TONS FEET FT-IN METER
SION S.W. F.W. TONS S.W.
sions, tonnage, location of 8.35
draft marks, builder, official 17
1300
120
700
17
and registry numbers, etc. 1200
16.58
8.5

10.5
1200 600 16.56 4.5 8.57
5
•
115
16 16.54 16
Instructions for use of the 1100 16.52
16.50
1100 500
nomograms, curves, and other 110
16.49
4.0
8.5
data in the booklet to calculate 15 1000 15 TON=
1000 400 16.48 2240 LBS
stability and trim of the vessel 10.0
105
16.50 3.5
for given loading conditions. 14 900
900
100
300
14
16.60 3.0 8.0

• General operating instructions 13 9.5 800

800 95
200 16.70
2.5 13 4
90
and precautions. 16.80
7.0
700 85
700 6.0

•
100
0 2.0
12 9.0
80 17.00 5.0 12
Tabulated tank and hold 75 LIGHT
600 17.20 4.0 SHIP=
capacities. 8.5
600 70 0
17.40
1.5
590 TONS
3.0
11 65
11
• Hydrostatic properties (KM,
LCB, LCF, etc.) tabulated or
plotted as a function of mean Figure B-4. Typical Hydrostatics Table.
draft. Figure B-4 shows a
typical hydrostatic table.

• Metacentric Height (GM) diagram, showing GM for tabulated conditions of loading and minimum required GM for vessel service.

• Trim diagram to calculate vessel trim when weights are added at locations other than the vessel center of gravity.

• Weight distribution and stability information for various conditions of loading.

• Liquid loading diagram, showing the location, capacity, and effect on list and trim of the ship’s tanks.

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B-2.14 Deadweight Scale. Merchant (cargo carrying) ships often use an abbreviated hydrostatic table, or deadweight scale, that shows
deadweight capacities and Tons per Inch Immersion corresponding to various drafts from below lightweight to displacement fully loaded.
B-2.15 Capacity Plan. A merchant ships capacity plan will show the cubic capacities of tanks and cargo carrying spaces such as holds, ’tween
deck and shelter decks. Tank capacity in tons of fuel, saltwater or other liquids may be included. Deadweight scales and trim diagrams are
often included. Figure B-5 illustrates a typical capacity plan for a general cargo ship.

60-T
BOOM
CL.
10-T BOOMS P. & S.
10-T 10-T BOOMS BRIDGE HOUSE TOP CONTAINER
BOOMS P. & S. DK.
P. & S. CRANE FO’C’S’LE DK.
BOAT DK.
REFRIG. CABIN DK.
STEER. CARGO UPPER DK. CONTS. ON DECK MAIN DK.
GEAR CONVEYOR BOS’N.

CHAIN
LKR.
STORES
2ND
GEN. CONTAINERS GEN. CARGO
AFTER
PEAK CARGO GEN. CARGO POT. F. O. IN HOLD GEN. GEN. 3RD
WATER SETT. D.T. DEEP
CARGO CARGO TANKS FORE
DEEP P. & S. P. & S. 3 1S. 2P.
D.T. TANKS D.T. 8P. 9S. D.T. 8P. 9S. PEAK
14P. 15S. 12P. 13S. F.O./BALL. F.O./BALL. F.O./BALL. F.O./BALL. F.O./BALL. F.O./BALL. F.O./BALL.
A.P. 204 179 147 134 106 71 54 36 B A 14 0
F.P.
HOLD NO. 7 HOLD NO. 6 HOLD MACHINERY HOLD NO. 4 HOLD HOLD HOLD
NO. 5 NO. 3 NO. 2 NO. 1

PRINCIPAL PARTICULARS
DEADWEIGHT SCALE LENGTH OVERALL 171.8m (563’-7 3/4") GROSS TONNAGE, U.S. 13223
LENGTH BETW, PERPS. (ABS) 161.1m (528’-6") NET TONNAGE, U.S. 8008
DIS- BREADTH, MOLDED 23.2m (76’-6") GROSS TONNAGE, PANAMA 13653
MTI
DEAD
WEIGHT DRAFT PLACE- TPI
MENT DEPTH, MLD., MAIN DK AT SIDE 13.6m (44’-6") NET TONNAGE, PANAMA 9966
1250 10678 15199 DRAFT, KEEL, AT ASSIGNED FBD 9.6m (31’-7 1/8")
10500 28 15000 51.0 TYPICAL SUMMARY TABLES
1225
DRY CARGO PERMISSIBLE DECK LOADING
10000 14500
1200 27 50.5 GRAIN BALE VCG LCG TYPICAL
HOLD DECK FRS. m3 m3 m m DECK FRAMES TONNES/M2
1175 9500 14000
1 MN. 17-37 425 395 17.3 62.0 F TANK TOP 14-36 3.72
26
50.0 2 2’ ND 36-54 807 741 13.3 48.6 F TANK TOP 75-106 7.00
1150 9000 13500
MAIN DK. 14-208 2.50
25 TOTAL, 7 HOLDS 16315 15062 9.6 2.3A
1125 8500 13000 49.5 CARGO OIL
CONTAINERS VCG LCG
24 CAP VCG LCG COMPT. FRS. TONNES m m
1100 8000 12500
49.0 HOLD DECK FRS. TIERS NO. m3 m m D.T. #1, S 14-28 94.3 5.0 65.3 F
7500 23 12000 4 MN. 76-103 1 18 570 17.4 14.9 F D.T. #1, P 14.28 94.0 5.1 65.3 F
1075
4 TK.TOP 76-103 6 108 3419 8.8 14.9 F
48.5 TOTAL 126 3989 10.1 14.9 F TOTAL 1489.0 3.7 3.3 F
7000 22 11500
REFRIGERATED CARGO FUEL OIL AND BALLAST
1000 5500 44.5 NET VCG LCG FUEL BALLAST VCG LCG
850 11 HOLD DECK FRS. CAP m3 m m COMPT. FRS. TONNES TONNES m m
500 5000 44.0 5 2’ ND 137-147 196 12.3 25.1 A FOREPEAK 0-14 112.5 3.6 61.8 F
5 26.5’ FLT. 134-147 267 9.4 23.6 A 1A DB 14-24 49.4 53.7 1.4 67.1 F
825 10
0 4500
43.5
TOTAL 732 9.1 24.0 A TOTAL 4863.0 5072.0 2.5 4.3 A
803 9 NOTE: L.C.G. FOR’D (F) AND AFT (A) MEASURED FROM AMIDSHIPS, 81.7 m (268 FT) FOR’D OF A.P.

Figure B-5. Capacity Plan - Multi-Purpose Dry Cargo Ship.

B-2.16 Component Drawings. Individual component drawings are valuable planning tools and can provide dimensions required to evaluate
strength of attachment points, determine clearances to prevent damage to screws, rudders, or other appendages, or to build enclosing cofferdams
or patches.
B-2.17 Logs and Records. Logs and operating records can help the salvor determine the ship’s condition shortly before the incident. For
example, records showing consumption of fuel and other provisions are helpful in determining actual displacement immediately before stranding.
B-2.18 Computer-generated Information. There are a number of naval architecture programs in use today. The application of computer
programs and data bases to ship salvage is addressed in Volume 2 of this handbook, but the Ship Hull Characteristics Program (SHCP), the
International Graphics Exchange System (IGES), and the Program of Ship Salvage Engineering (POSSE) bear brief mention here.

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The FORTRAN-based SHCP is used by Naval Sea Systems Command designers to analyze intact and damaged stability of hull forms defined
by input data (offsets). The program can develop hydrostatic functions and stability data for the hull in various conditions of trim and loading.
The data can be output in either tabular or graphical format. SHCP was developed to run on mainframe computers, but a modified version runs
on certain microcomputers. For ships designed after SHCP became operational (ca. 1977), SHCP data files are maintained by NAVSEA Code
55W. Electronic data files or output hydrostatic and stability files can be provided. SHCP data files may also exist for ships designed before
1977, if extensive weight and moment studies have been conducted since SHCP was placed on line. The U.S. Coast Guard Marine Safety
Center, Washington D.C., maintains SHCP data files for over 2,500 commercial hulls. The data files are cataloged by vessel name and builders
hull number—not by official or registry number. Hydrostatic tables or electronic data files can be provided.

IGES data files are maintained for newer Navy ships at planning shipyards. The IGES files can be read by computer assisted design (CAD)
programs to develop ship drawings.

The NAVSEA POSSE program takes hull offsets as its basic inputs to perform salvage calculations. Providing lightship weight distribution and
tank definition by offsets enables the program to rapidly calculate the effects of liquid transfers on stability and hull strength, with minimum
keyboard input. NAVSEA is pursuing a program of extracting hull and tank offsets, appendage volumes, and lightship weight distribution to
be provided to POSSE users in floppy disk format. The program can use SHCP files and has a rapid analysis mode based on the parametric
hull characteristic determination method described in Paragraph 1-7.

B-2.19 Shipping Registers. Shipping registers, compiled by classification societies, commercial firms, and regulatory agencies, provide limited
but useful ship characteristics. The data from shipping registers can be used with the parametric calculation method described in Paragraph
1-7, or with the NAVSEA POSSE program. Figure B-6 shows an excerpt from Lloyds Register of Ships, illustrating the extent of data typically
available.

1 2 3 4 5 6 7
LR NUMBER SHIP’S NAME TONNAGE CLASSIFICATION HULL SHIP TYPE/CARGO FACILITIES MACHINERY
Call Sign Former Names Gross Hull Special Survey Date of build Shipbuilders-Place of build Propulsion Ship type Shelter Deck No. & Type of Bore × stroke
Engines (mm)
Net Yard Number Passengers
Official No. Owners Deadwt Length overall Breadth Draught Power Design
(mm) extreme (m) maximum (m)
Machinery Length Breadth Depth Molded Holds & lengths (m)/Cargo tanks & types Enginebuilders Where
B.P.(m) Molded (m) (m) manufactured
Navigational Managers *Gross Superstructures (m) Decks Grain/Liquid Bale Insulated Heating coils Boilers Pressures Heating
Aids (m3) (m3) spaces surface Furnaces
(m3)
Port of Registry *Net Refrigerated Cargo Installation Riveted/ Rise of floor Keel Containers and lengths (ft) Aux. electrical generating plant
Welded (mm) & output
Flag Deadwt Equipment Letter Alterations Hatchways & sizes (m) Special propellers
Bulkheads Water Conversions Winches Cranes/Derricks Fuel bunkers Speed
ballast (SWL tonnes) (tonnes)
(tonnes) Fee Numeral

* Two gross and two net tonnages may be recorded for ships designed to carry either ore or oil cargoes

Figure B-6. Lloyd’s Register of Ship’s Entry.

B-3 STANDARD VESSEL DESIGNATIONS

Ships are grouped into similar types, often designated by letters and/or numbers. There are four standard vessel designation systems in use in
the United States:

• U.S. Navy.

• U.S. Coast Guard.

• U.S. Army.

• Maritime Administration (MARAD).

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B-3.1 U.S. Navy Ship and Service Craft Designators. U.S. Navy ships and service craft fall into two major categories: combatant and
auxiliary/support. Vessel type is indicated by a 2- to 4-letter designator from Table B-1. Ships and large craft are assigned hull numbers that
follow the type designator. A letter "T" (T-ATF, T-AO, etc.) before the identifying classification and hull number of a naval vessel indicates
that the vessel is assigned to the Military Sealift Command (MSC). A letter "N" after the identifying classification indicates that the vessel is
nuclear-powered. The names of commissioned ships are preceded by the letters USS (United States Ship), those of MSC operated vessels by
USNS (United States Naval Ship). Boats are assigned individual serial numbers, and may be assigned identifying numbers by operating
activities. Boats assigned to ships, including landing craft (LCM) are identified by the parent ship’s hull type and number followed by unique,
sequential number (LKA-116-4, ARS-52-2, etc.).

Table B-1. U.S. Navy Ship and Craft Designations.

Combatant Ships Auxiliary Ships

AGF miscellaneous command ship (converted LPD) ACS auxiliary crane ship
BB battleship AD destroyer tender
CA gun cruiser* AE ammunition ship
CG guided missile cruiser AF store ship
CV multipurpose aircraft carrier AFS combat store ship
CVS ASW aircraft carrier* AG miscellaneous
DD destroyer AGDR deep-submergence support ship
DDG guided missile destroyer AGEH hydrofoil support ship
DE destroyer escort* (active DE redesignated FF) AGFF frigate research ship
DEG guided missile destroyer escort* (active DEG redesignated FFG) AGM missile range instrumentation ship
DL destroyer leader* AGOR oceanographic research ship
DLG guided missile destroyer leader* (active DLG redesignated CG/DDG) AGOS ocean surveillance ship
FF frigate AGP patrol craft tender
FFG guided missile frigate AGS surveying ship
LHA amphibious assault ship (general-purpose) AGSS auxiliary research submarine
LHD amphibious assault ship (multipurpose) AH hospital ship
LPH amphibious assault ship (helicopter) AK cargo ship
LPD amphibious transport dock AKB cargo ship, barge carrying
LKA amphibious cargo ship AKR cargo ship, vehicle
LPA amphibious transport* AKX prepositioning ship
LSD dock landing ship ALS auxiliary lighter ship
LSM medium landing ship* AN net tender*
LSMR barrage rocket ship* (converted LSM) AO oiler
LST tank landing ship AOE fast combat support ship
LCC amphibious command ship AOG gasoline tanker
MSC minesweeper (coastal) AOR replenishment oiler
MSO minesweeper (ocean) AOT transport oiler
MCM mine countermeasures ship AP transport
PC patrol combatant* (similar to corvette) APB self-propelled barracks ship
PCS patrol combatant, minesweeping* AR repair ship
PF patrol frigate* ARC cable-repairing ship
PG patrol gunboat* ARL repair ship (small)
PGH patrol gunboat (hydrofoil) ARS salvage ship
PHM patrol combatant, missile (hydrofoil) AS submarine tender
SC submarine chaser* ASR submarine rescue ship
SS attack submarine ATF ocean tug
SSG guided missile submarine* ATS salvage tug
SSN attack submarine (nuclear) AVB aviation logistics support ship
SSBN ballistic missile submarine (nuclear) AVM guided missile research ship
SSAG auxiliary submarine* AVT auxiliary aircraft landing training ship
* Vessel type not currently active

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Table B-1 (Continued). U.S. Navy Ship and Craft Designations.

Combatant Craft Yard and Service Craft

AALC amphibious assault landing craft AFDB large auxiliary floating dry dock, (SP) YG garbage lighter (SP)
ATC mini-armored troop carrier AFDL small auxiliary floating dry dock (NSP) YGN garbage lighter (NSP)
COOP craft of opportunity (minesweeping) AFDM medium auxiliary floating dry dock (NSP) YHLC salvage lift craft, heavy* (NSP)
CPIC coastal patrol and interdiction craft ARD auxiliary repair dry dock (NSP) YMLC salvage lift craft, medium*
LCAC landing craft, air-cushion ARDM medium auxiliary repair dry dock (NSP) YLLC salvage lift craft, light*
LCM landing craft, mechanized APL barracks craft (NSP) YM dredge (SP)
LCPL landing craft, personnel, large DSRV deep-submergence rescue vehicle YN net tender* (SP)
LCT landing craft, tank* DSV deep-submergence vehicle YNG gate craft (NSP)
LCU landing craft, utility IX unclassified miscellaneous YO fuel oil barge (SP)
LCVP landing craft, vehicle, personnel NR submersible research vehicle YOG gasoline barge (SP)
LSSC light seal support craft YAG miscellaneous auxiliary (SP) YOGn gasoline barge (NSP)
LWT amphibious warping tug YBD bowdock YON fuel oil barge (NSP)
MSB minesweeping boat YC open lighter (NSP) YOS oil storage barge (NSP)
MSD minesweeping drone YCF car float (NSP) YP patrol craft (SP)
MSH minehunter YCV aircraft transportation lighter (NSP) YPD floating pile driver (NSP)
MSI minesweeper, inshore YD floating crane (NSP) YR floating workshop (NSP)
MSL minesweeping launch YDT diving tender (NSP) YRB repair and berthing barge (NSP)
MSM minesweeper, river (converted LCM-6) YF yard freighter YRBM repair, berthing, and messing barge (NSP)
MSR minesweeper, patrol YFB ferry (SP) YRDM floating dry dock workshop (machine) (NSP)
MSSC medium seal support craft YFD yard floating dry dock (NSP) YRR radiological repair barge (NSP)
PB patrol boat YFN covered lighter (NSP) YRST salvage craft tender (NSP)
PBR river patrol boat YFNB large covered lighter (NSP) YSD seaplane wrecking derrick (SP)
PCF patrol craft (fast) YFND dry dock companion boat (NSP) YSR sludge removal barge (NSP)
PT patrol, torpedo boat* YFNX lighter, special-purpose (NSP) YTB large harbor tug
PTF fast patrol craft YFP floating power barge (NSP) YTL small harbor tug
SDV swimmer delivery vehicle YFR refrigerated covered lighter (SP) YTM medium harbor tug
SWCL special warfare craft, light YFRN refrigerated covered lighter (NSP) YW water barge (SP)
SWCM special warfare craft, medium YFRT covered lighter (range tender) (SP) YWN water barge (NSP)
SLWT side-loading warping tug YFU harbor utility craft (SP)

* Vessel type not currently active

SP Self-propelled
NSP Not self-propelled

B-3.2 U.S. Coast Guard Vessel Designations. All vessels of the U.S. Coast Guard are called cutters, the vessel name is preceded by USCGC.
Craft less than 65 feet in length are assigned serial numbers; the first two digits of the serial number indicate the nominal length, in feet. Larger
vessels are assigned hull numbers similar to naval ships, preceded by the applicable prefix from Table B-2.

Table B-2. U.S. Coast Guard Vessel Designations.

WHEC High-endurance cutter (similar to frigate) WLB Seagoing buoy tender

WMEC Medium-endurance cutter (similar to small frigate or corvette) WLM Coastal buoy tender
WAGB Icebreaker WLI Inland buoy tender
WTGB Icebreaking tug WLR River buoy tender
WSES Surface effect craft WLIC Inland construction tender
WPB Patrol craft, large WYTM Medium harbor tug
WIX Training cutter (sail bark Eagle) WYTL Small harbor tug

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B-3.3 U.S. Army Vessel Designations. Each vessel bears an individual serial number, preceded by the applicable prefix from Table B-3. The
names of Army vessels are preceded by USAV (United States Army Vessel). Army craft are described and illustrated in the Army technical
manual, TM 55-500, Marine Equipment Characteristics and Data.

Table B-3. U.S. Army Vessel Designations.

BC barge, dry-cargo, nonpropelled, medium (100 through 149 feet) FS freight and supply vessel, large (140 feet and over)
BCDK conversion kit, barge deck enclosure HLS heavy lift ship
BCL barge, dry-cargo, nonpropelled, large (150 feet and over) J boat, utility
BD crane, floating LACV lighter, air-cushion vehicle
BDL lighter, beach discharge LARC lighter, amphibious, resupply, cargo
BG barge, liquid-cargo, nonpropelled LCM landing craft, mechanized
BK barge, dry-cargo, nonpropelled LCU landing craft, utility
BPL barge, pier, nonpropelled LT tug, large, seagoing
BR barge, refrigerated, nonpropelled ST tug, small, harbor
FB ferry T boat, passenger and cargo
FD dry dock, floating TCDF temporary crane discharge facility
FMS repair shop, floating, marine craft, nonpropelled Y vessel, liquid cargo

B-3.4 Maritime Administration (MARAD) Classification System. The MARAD system classifies ships by design type. Three groups of
letters and numbers indicate the characteristics of the ship:

Group 1 – An alpha-numeric group from Table B-4 indicating ship type and length on the load waterline (LWL).

Group 2 – One, two, or three letter group from Table B-5 indicating type of machinery, number of propellers, and passenger capacity.

Group 3 – Chronological design number and alteration letter (assigned by MARAD).

For example, C4-S-1a denotes a cargo vessel of between 500 and 550 feet with steam propulsion and one propeller, carrying less than 12
passengers. The ship is version a of the first design.

Table B-5. MARAD Classification of Ship

Table B-4. MARAD Classification System (Group 1). Machinery, Propellers, and
Passenger Capability
Length at Load Waterline (ft) (Group 2).
Ship (1) (2) (3) (4) (5) (6) (7) Remarks Passenger Capability
B Barge up to 100 100 to 150 150 to 200 200 to 250 250 to 300 300 to 350 350 to 400 (1) Machinery Type Propellers 12 and Over 122
C Cargo up to 400 400 to 450 450 to 500 500 to 550 550 to 600 600 to 650 650 to 700 (1) Under1
Steam Single S S1
G Great Lakes cargo up to 300 300 to 350 350 to 400 400 to 450 450 to 500 500 to 550 550 to 600 (1)
Motor Single M M1
H Great Lakes passenger up to 300 300 to 350 350 to 400 400 to 450 450 to 500 500 to 550 550 to 600 (2)
Steam and motor Single SM SM1
IB Integrated tug-barge up to 200 200 to 300 300 to 400 400 to 500 500 to 600 600 to 700 700 to 800 (1)
Turbo-electric Single SE SE1
J Inland cargo up to 50 50 to 100 100 to 150 150 to 200 200 to 250 250 to 300 300 to 350 (2) Diesel-electric Single ME ME1
K Inland passenger up to 50 50 to 100 100 to 150 150 to 200 200 to 250 250 to 300 300 to 350 (2) Gas turbine Single G G1
L Great Lakes tanker (ore or grain) up to 400 400 to 450 450 to 500 500 to 550 550 to 600 600 to 650 650 to 700 (1) Gas turbo-electric Single GE GE1
LG Liquid gas up to 450 450 to 500 550 to 600 600 to 650 650 to 700 700 to 750 750 to 800 (1) Nuclear Single N N1
N Coastwise cargo up to 200 200 to 250 250 to 300 300 to 350 350 to 400 400 to 450 450 to 500 (2) Steam Twin ST S2
OB Combination oil-bulk/ore up to 450 450 to 500 500 to 550 550 to 600 600 to 650 650 to 700 700 to 800 (1) Motor Twin MT M2
Steam and motor Twin SMT SM2
P Passenger (100 or more) up to 500 500 to 600 600 to 700 700 to 800 800 to 900 900 to 1000 1000 to 1100 (1)
Turbo-electric Twin SET SE2
Q Coastwise passenger up to 200 200 to 250 250 to 300 300 to 350 350 to 400 400 to 450 450 to 500 (2)
Diesel-electric Twin MET ME2
R Refrigerated up to 400 400 to 450 450 to 500 500 to 550 550 to 600 600 to 650 650 to 700 (2)
Gas turbine Twin GT G2
S Special X up to 200 200 to 300 300 to 400 400 to 500 500 to 600 600 to 700 700 to 800 (1, 3) Gas turbo-electric Twin GET GE2
T Tanker up to 450 450 to 500 500 to 550 550 to 600 600 to 650 650 to 700 700 to 800 (1) Nuclear Twin NT N2
U Ferries up to 100 100 to 150 150 to 200 200 to 250 250 to 300 300 to 350 350 to 400 (2) 1
For triple- and quadruple-screw vessels, add TR or Q respectively
V Towing vehicles up to 50 50 to 100 100 to 150 150 to 200 200 over to single-screw designation. For example, a triple-screw motor
1
Larger vessels are designated by successive numbers in 100-foot increments (C8 for 700 through 799 ft, and so forth. ship is MTR.
2
Longer vessels are designated by successive numbers in 50-foot increments (H8 for 600 through 650 ft, and so forth. 2
3 For triple- and quadruple-screw vessels, make digit 3 or 4
The special designation X applies to certain Navy ships built by MARAD and other ships so specialized that they don’t fit any other
respectively. For example, quadruple-screw steam is S4.
designation.

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B-4 NAVSEA DRAWING NUMBERING AND FORMAT

Ship structures and machinery are divided into functional groups by the Expanded Ship Work Breakdown Structure (ESWBS) as described in
Expanded Ship Work Breakdown Structure (ESWBS) for All Ships and Ship/Combat Systems, Volumes 1 and 2 (NAVSEA S9040-AA-IDX-
010/SWBS 5D and S9040-AA-IDX-020/SWBS 5D). The ESWBS is a comprehensive framework that is used through the ship life cycle to
organize and correlate elements for cost, weight, specifications, system function and effectiveness, design, production, and maintenance studies.
Numbering systems for ship’s drawings and related documents, general and contract specifications, ship’s weight groups, and the NAVSEA
Technical Manual (NSTM) are based on the ESWBS.

B-4.1 Ship Work Breakdown Structure (SWBS). SWBS groups are defined by basic function. The functional segments of a ship, as
represented by a ship’s structure, systems, machinery, armament, outfitting, etc., are classified by a system of 3-digit numeric groups. There
are ten major groups, the last two of which are utilized primarily for cost estimating and progress reporting. The major functional groups are:

000 General Guidance and Administration

100 Hull Structure
200 Propulsion Plant
300 Electric Plant
400 Command and Surveillance
500 Auxiliary Systems
600 Outfit and Furnishings
700 Armament
800 Integration/Engineering
900 Ship Assembly and Support Services

B-4.1.1 Subgroups and Elements. Each major SWBS group (000, 100, 200, 300, etc.) is broken down into subgroups (110, 320, 450, etc.)
that are further subdivided into elements (101, 112, 215, etc.). An example of this structure is illustrated below:

(Group) 100 - Hull Structure

(Element) 101 - General Arrangement-Structural Drawings

(Subgroup) 110 - Shell and Supporting Structure

(Element) 111 - Shell Plating, Surface Ship and Submarine Pressure Hull
(Element) 112 - Shell Plating, Submarine Nonpressure Hull

(Subgroup) 120 - Hull Structural Bulkheads

(Element) 121 - Longitudinal Structural Bulkheads
(Element) 122 - Transverse Structural Bulkheads

Since the SWBS is an hierarchical system, the level of subcategorization is flexible. For example, group 100 (Hull Structure) includes a
subgroup 120 (Hull Structural Bulkheads) with elements 121 (Longitudinal Structural Bulkheads) and 122 (Transverse Structural Bulkheads).
In the General Specifications for Ships, however, Section 120 covers all structural bulkheads, and there is no Section 121 or 122.

Elements X01 through X09 in each group are used only for numbering drawings and specifications sections of a general nature associated with
the group. Thus, Booklets of General Plans for ships are in group 801, and ship specification section 503 provides general specifications for
pumps for all auxiliary systems.

Volume 2 of the ESWBS alphabetically lists Ship Work Breakdown Structure (SWBS) items, the SWBS element title of the items, and the SWBS
element number of the items. The first digit of the SWBS element number will correspond to the first digit of the functional group.

B-4.2 Drawing Numbering and Cataloging. Ships’ drawings are identified by titles and drawing numbers. The title is the noun name of
the system or component to which the drawing applies, or the common name applied to the data provided, i.e., Curves of Form, Cross Curves
of Stability, Molded Lines, etc. Many documents not normally thought of as drawings, such as inclining experiment reports, stability and loading
data booklets, offset tables, etc., are numbered and handled as drawings. A complete drawing number consists of the ships type designator and
hull number (FFG-7, ARS-52, etc) followed by an index number, followed by a specific drawing number. The drawing index number is the
SWBS functional group of the ship’s component systems to which the drawing applies. Drawing numbers are assigned to specific drawings
within an index group. Revisions are indicated by letters (A, B, etc.) appended to the drawing number.

Table B-6 (Page B-14) lists the noun names and functional groups of drawings commonly required in salvage.

The Ship Drawing Index (SDI), formerly called the Ship’s Plan Index (SPI), lists the drawings for a particular ship by SWBS group. Each
functional group section lists drawings in numeric sequence. The SDI will indicate the most recent drawing revision.

The SDI or SPI is maintained in the ship’s log room or technical library, or the technical libraries of repair or design activities.

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Table B-6. Functional Groups of Commonly Used Drawings.

SWBS Group, SWBS Group,

Noun Name Subgroup, or Noun Name Subgroup, or
Element Element

Access Plates 100

Bilge Keels 114 Nonstructural bulkheads 621
Boat stowage and handling 583, 584 Piping and Liquid Systems
Bonjean’s Curves 801 Drainage and ballast, surface ships 529
Bow Doors 100 Drainage and ballast, submarines 563
Bulkheads, Structural 120 Firemain 555
Longitudinal 121 Seawater service 521
Transverse 122 Fuel 541
Trunks 123 Gasoline/JP-5 542
Blkhds in torpedo protection systems 124 Overflows, air escapes, sounding arrangements 506
Submarine hard tanks 125 Freshwater service 532
Cargo Handling systems 573 Plumbing and deck drains 528
Cargo stowage 673 Compressed air and gas 551, 552
Cross curves of stability 801 Steam 253
Curves of Form 801 Condensate and feedwater 255
Diving Planes 562 Prop machinery cooling water 256
Docking Plan 803 Special piping 558
Electrical power distribution 320 Propeller and Hydrofoil Guards 600
Switchboards and panels 324 Propellers 245
Lighting systems, general 331 Protective Plating 164
General arrangement drawings 801 Rudders 500
General arrangement structural drawings 101 Sea Chests 114
Hull Decks 130 Shaft Struts 100
Main deck 131 Shafts, Propulsion 200
Second through fourth decks 132-134 Shell and supporting structure 110
Fifth deck and below 135 Shell plating, surface ship/submarine pressure hull 111
Hull Platforms 140 Shell plating, submarine nonpressure hull 112
First through fourth platforms 141-145 Inner bottom 113
Flats 149 Shell appendages 114
Hull Fittings 611 Stanchions 115
Inclining Experiment or Trim Dive 097 Framing for shell and inner bottom 116
Interior communications systems 430 Sonar Domes 100
Lines Plan 101 Stabilizing Fins (Surface Ships) 560
Machinery control systems 202, 252 Transducers, Hull Mounted 400
Mooring and towing systems 582 Weight control for surface ships
096

B-4.3 Drawing Format. In addition to

the engineering data provided by drawings,
there are standard blocks and elements
A
common to all drawings that provide
information important to identifying and
using the drawings. The following D
paragraphs review the general information
B
found on all drawings, but are not intended
to teach drawing reading and interpretation.
Detailed instruction on reading and SIZE FSCM DWG REV
interpreting drawings may be found in E H NO. C
J
NAVSUP 0502-LP-050-3875, Blueprint
F SCALE G K SHEET L
Reading and Sketching.

B-4.3.1 Title Block. The title block is

located in the lower right hand corner of Figure B-7. Standard NAVSEA Drawing Title Block.
the drawing and contains all the informa-
tion necessary to identify the drawing. The
block designations listed below are keyed
to the callouts on Figure B-7.

• Block A. Name and address of the company or design activity for whom the drawing is prepared.

• Block B. Drawing title. The noun name of the component or system represented by the drawing.

• Block C. Drawing number. This block may be subdivided to separate the drawing index number from the specific drawing
number and includes a revision square at the right. The number shown on the drawing may omit the ship type designation and
hull number.

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• Block D. This block pro-

vides information relative to Table B-7. Standard Drawing Sheet Sizes.
the preparation of the draw-
ing and includes such infor-
mation as names of the Flat Sizes Roll Sizes
draftsman, checker, and ap-
proving authority and the Length
issue date and contract Width Length Width (horizontal)
Size (vertical) (horizontal) Size (vertical) in.
number. This block is op-
in. in. in.
tional for continuation sheets. Minimum Maximum

• Block E. This block records A (Horiz) 8.5 11 G 11 22.5 90

approval by the design A (Vert) 11 8.5 H 28 44 143
activity where different from
B 11 17 J 34 55 176
the preparing activity.
C 17 22 K 40 55 143
• Block F. This block displays D 22 34
any additional approval E 34 44
required. Blocks E and F F 28 40
may be absorbed into Block
D if not required.

• Block G. Predominant scale of the drawing.

• Block H. Federal Supply Code for Manufacturers. This is a code identification of the design activity whose drawing number is
assigned. NAVSEA drawings will have the number 53711 in this block.

• Block J. Drawing size letter designation. Drawing sizes range from A, the smallest, to K, the largest. The letter designations
identify drawing dimensions as shown in Table B-7.

• Block K. Actual or estimated weight of the system or component described.

• Block L. Sheet number for multiple sheet drawings.

B-4.3.2 Revision Block. The revision block, located in the upper right corner of the drawing, is used to record revisions made after the drawing
is issued. In this block, all revisions are described, dated, and identified by a letter. This letter is also added to the zone (Paragraph B-4.3.6)
of the drawing affected by the change and to any note generated by the change.

B-4.3.3 Reference Block. The reference block, located to the left of the title block, lists numbers for drawings of systems or components that
are closely associated with the subject of the drawing, such as adjacent structures or supporting systems.

B-4.3.4 List of Materials Block. The list of materials block, located above the title block, provides a list of parts and materials for the item in
the drawing. The list of materials identifies the quantity needed, the specification, and the stock or manufacturer’s part number.

B-4.3.5 General Notes. General notes provide written information that cannot be shown graphically on the drawing. This information usually
explains painting, heat treating, welding, or any general data the designer wants to convey. General notes are listed in numerical sequence near the
top of the drawing and to the left of the list of materials.

Notes are called out on the drawing where they apply. A circled letter by the note number indicates that the note was generated by a revision.

B-4.3.6 Zone Identification. Drawings are divided into zones similar to road map zones by numbers and letters on the borders.

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B-4.4 Obtaining and Using Ship’s Drawings. Navy ships carry an abridged drawing set, called the selected record drawings, consisting of the
drawings used most often by ships force. On newer ships, the bulk of the selected record drawings are provided on aperture cards (microfilm).
Before depending on use of a ship’s selected record drawings the salvage engineer should ensure that he has access to a working aperture card reader-
printer. Lens for ordinary microfiche readers can not view an entire aperture card film.

Drawings for Navy ships and craft can also be obtained from the following activities:

• Planning Yards.

• NAVSEA Code 03H3 (Hydrodynamics Division), Code 03P2 (Structural Integrity Division).

• Supervisors of Shipbuilding Conversion and Repair (SUPSHIP).

• Planning and Engineering for Repair and Alterations Activities (PERA).

• Shore Intermediate Maintenance Activities (SIMA).

• Tenders (AD, AR, AS).

• Parent Squadron.

• Military Sealift Command Headquarters, Code N721, Naval Architect Branch, (for MSC ships).

• NAVSEA Supervisor of Salvage (00C).

Table B-8 gives planning yard assignments for Navy ships and craft. Planning yards maintain complete drawing files for assigned ships in
addition to the SDI. Other repair activities generally maintain more limited drawing sets, commensurate with the activities maintenance
capabilities and responsibilities, and the visit frequency of the ship type. For example, a shipyard in the ship’s homeport will usually maintain
a nearly complete set of drawings, because of her ability to perform weight and moment studies and plan major alterations in addition to routine
repair work. The technical library of an intermediate maintenance activity (IMA), on the other hand, would concentrate on technical manuals
and system drawings for assigned ships. An IMA would have little use for Bonjean’s Curves, Curves of Form, cross curves of stability, and
similar documents, and probably would not maintain them for assigned ships.

Table B-8. U.S. Navy Planning Yard Assignments.

Ships

Planning Planning Planning Planning

Class Hull Numbers Class Hull Numbers Class Hull Numbers Class Hull Numbers
Yard Yard Yard Yard
AD 14 14-19 CHASN AGF 11 11 S-BOST APL 17 PUGET CA (all) PHILA
AD 24 CHASN AO 51 51-99 S-BOST AR 5 5-8 CHASN CG 10 S-BOST
AD 26 CHASN AK 237 CHASN ARS 6 PEARL CG 16 16-24 PUGET
AD 37 37-38 CHASN AK 251 CHASN ARS 38 38-43 PEARL CG 26 26-34 PUGET
AD 41 41-44 CHASN AK 279 CHASN ARS 50 50-53 PEARL CG 47 47-55 S-PASC
AE 21 21 CHASN AK 282 CHASN ARVE 3 NORVA CGN 9 9 NORVA
AE 21 22 PUGET AO 105 S-BOST AS 11 11-18 CHASN CGN 25 25 NORVA
23,25 CHASN AO 177 PUGET AS 19 19 CHASN CGN 35 35 PUGET
AE 23
24 PUGET AOR 1 1 PUGET AS 31 31,32 CHASN ATF 96 PEARL
AE 26 26-35 PUGET AGS 26 PHILA AS 33 33,34 CHASN T-ATF 166 PEARL
AFS 1 1-7 PUGET AGS 29 PHILA AS 36 36,37 CHASN CGN 36 36,37 NORVA
AG 153 NORVA AGS 33 PHILA AS 39 39-41 CHASN CGN 38 38-40 NORVA
AGM 9 NORVA AGSS 555 MARE ASR 9 7-15 PEARL CV 41 41 PUGET
AGOR 8 PHILA AOE 1 1-4 PUGET ASR 21 21,22 CHASN 43 NORVA
AGSS 469 PHILA AOG 1 PEARL ATS 1 1-3 PEARL CV 59 59,60,62 NORVA
AH (all) NORVA AOG 76 PEARL ATF 66 PEARL 61 PUGET
AGS 25 PTSMH AOG 81 PEARL ATF 81 PEARL CV 19 PUGET
AGS 21 PHILA APL 41 PUGET AVM 1 LBECH CVS (all) PUGET
AGDS 2 2 MARE APL 53 PUGET AVT 16 NORVA CV 63 63,64 PUGET
AGF 3 3 S-BOST APL 2 PUGET BB 61 61-64 LBECH 66,67 NORVA

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Table B-8 (Continued). U.S. Navy Planning Yard Assignments.

Ships (continued)

Class Hull Numbers Planning Class Hull Numbers Planning Class Hull Numbers Planning Class Hull Numbers Planning
Yard Yard Yard Yard
CVN 65 65 PUGET FF 1098 1098 LBECH MCM 1 1-7 CHASN SSBN 726 726-733 S-GROT
68,70 PUGET FFG 1 1-6 LBECH MSO (all) CHASN SSN 575 575 MARE
CVN 68
69 NORVA FFG 7 1-54 LBECH MSB (all) CHASN SSN 578 578-584 PEARL
DD 963 963-992,997 S-PASC LCC 19 19, 20 PHILA MSC (all) CHASN SSN 579 578 PEARL
DD 710 S-BOST LCC 20 19 PHILA MSF (all) CHASN SSN 583 578 PEARL
DD 825 S-BOST LHA 1 1-5 LBECH MSI (all) CHASN 585 S-GROT
SSN 585
DD 931 931 S-BOST LHD 1 1-6 PCS 1376 CHASN 588,590 MARE
DD 933 S-BOST LPD 1 S-BOST PG 84 LBECH 593-596, PTSMH
SSN 593
DD 945 S-BOST LPD 4 4-15 S-BOST PGH (all) PUGET 603-607,612,621 PTSMH
DD 948 S-BOST LPH 2 2-12 PHILA PHM 1 1-6 S-SEATTLE SSN 586 586 CHASN
DDG 2 2-24 PHILA LSD 28 28-35 S-BOST PTF (all) LBECH SSN 587 587 CHASN
DDG 31 PEARL LSD 16 16-27 NORVA PT (all) NORVA SSN 608 608-611 S-GROT
DDG 37 37-46 CHASN LST 491 NORVA SC 1023 MARE 637-670,672-682, PTSMH
DDG 51 NORVA LST 542 NORVA SS 576 576 PEARL SSN 637 684,686,687 PTSMH
DDG 993 S-PASC LST 1156 1156-1170 NORVA SS 580 580-582 PEARL 683 MARE
FF 1037 1037, 1038 LBECH LST 1173 1177-1178 NORVA SSBN 616 616-626 S-GROT SSN 671 671 S-GROT
FF 1040 1051 LBECH LST 1179 1179-1198 S-BOST SSBN 627 627-636 S-GROT SSN 685 685 S-GROT
FF 1052 1097 PEARL LSM 1 NORVA SSBN 640 640-659 S-GROT SSN 688 688-725 S-NEWS

Yard, Service, and Special Purpose Craft

Type Planning Yard Type Planning Yard Type Planning Yard Type Planning Yard
AFDB NORVA YL (INACTIVE) PUGET YFRT PUGET YRBM S-BOST
AFDL NORVA YCF CHASN YGN LBECH YRDH CHASN
AFDM NORVA YCV CHASN YNG CHASN YRDM CHASN
ARD NORVA YDT S-BOST YO LBECH YRR CHASN
ARDM NORVA YF PUGET YOG LBECH YRST S-BOST
ARL NORVA YFB S-BOST YOGN LBECH YSD CHASN
DSRV MARE YFD NORVA YON LBECH YSR S-BOST
DSV MARE YFN CHASN YOS S-BOST YTB S-BOST
IX 501 MARE YFNB CHASN YP NORVA YTL S-BOST
NR 1 S-GROT YFND CHASN YPD NORVA YTM S-BOST
YAG LBECH YFNX CHASN YR CHASN YW LBECH
YC (ACTIVE) CHASN YFRD PUGET YRB S-BOST YWN LBECH

U.S. Navy Planning Yard Key

S-BOST U.S. Navy Supervisor of Shipbuilding, Conversion, and Repair, Boston, MA S-PASC U.S. Navy Supervisor of Shipbuilding, Conversion, and Repair, Pascagoula, MI
CHASN Charleston Naval Shipyard PEARL Pearl Harbor Naval Shipyard
S-GROT U.S. Navy Supervisor of Shipbuilding, Conversion, and Repair, Groton, CT PHILA Philadelphia Naval Shipyard
LBECH Long Beach Naval Shipyard PTSMH Portsmouth Naval Shipyard
MARE Mare Island Naval Shipyard PUGET Puget Sound Naval Shipyard
S-NEWS U.S. Navy Supervisor of Shipbuilding, Conversion, and Repair, Newport News, VA S-SEATTLE U.S. Navy Supervisor of Shipbuilding, Conversion, and Repair, Seattle, WA
NORVA Norfolk Naval Shipyard

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S0300-A8-HBK-010

B-4.4.1 Numbering System for Older

Drawings. Prior to the establishment of the Table B-9. Old SWBS Groups.
current SWBS groups, a similar system of
one-digit and three-digit groups was used. Group 1 - Hull Structure Group 5 Auxiliary Systems
Like the SWBS, the first digit of each three-
Gasoline, HEAF, Liquid Cargo Piping, Oxygen,
digit group indicates the one-digit group to 100 Shell Plating and Planking 504
Nitrogen, Aviation Lubricating Oil Systems
which it belongs. The one-digit groups 1-9
101 Longitudinal and Transverse Framing 505 Plumbing Installations
correspond to SWBS functional groups 100
through 900, but the 3 digit group assign- Firemain, Flushing, Sprinkler, Washdown, and Salt-
102 Inner Bottom 506
water Service Systems
ments do not match SWBS elements, and
there is no equivalent to the SWBS sub- 103 Platforms and Flats Below Lowermost Continuous Deck 507 Fire Extinguishing Systems
groups. The following general guidelines 104 Fourth and Lower Continuous Decks 508 Drainage, Ballast, Trimming, Heeling, and Stabilizer Tank System
were used in assigning three-digit groups: 105 Third Deck 509 Fresh Water System
106 Second Deck 510 Scuppers and Deck Drains
• Within one-digit groups 1 Fuel and Diesel Oil Filling, Venting, Stowage, and
107 Main Deck or Hanger Deck 511
through 7, three digit group Transfer Systems
assignments are as follows: 108 Forecastle and Poop Decks 513 Compressed Air System
X45 – General Arrangement – 109 Gallery Deck 514 Auxiliary Steam, Exhaust Steam, and Steam Drains
______________ Drawings, Flight Deck, Landing Platforms, and Special Buoyancy Control System (Flooding and Venting for
where the title of the one-digit 110 515
Purpose Decks above Weather Deck Submarines)
group appears in the blank. 111 Superstructure 516 Miscellaneous Piping Systems
X00 through X49 – weight Mooring, Towing, Anchor and Aircraft Handling
groups, cost estimating, progress 114 Structural Bulkheads 520
Systems and Deck Machinery
reporting, and drawing numbers.
Elevators, Moving Stairways, Stores Strikedown, and
X50 through X74 – weight groups 115 Trunks and Enclosures 521
Stores Handling Equipment
only. 116 Structural Sponsons 526 Hydrofoils
X70 through X99 – cost estimat- 120 Sea Chests 527 Diving Planes and Stabilizing Fins
ing, progress reporting, and
121 Ballast and Buoyancy Units, Fixed or Fluid 528 Replenishment at Sea and Cargo Handling
drawing numbers.
127 Sonar Dome 545 General Arrangement - Auxiliary Systems Drawings
• Groups 8 and 9 were used for 145 General Arrangement - Structural Drawings Group 6 Outfit and Furnishing
cost estimating and progress Group 2 Propulsion 600 Hull Fittings
reporting, never weights. 203 Shafting, Bearings, and Propellers 601 Boats, Boat Stowage, and Handling

•
207 Main Steam System 603 Ladders and Gratings
Group 126 was entitled 208 Feedwater and Condensate System 604 Nonstructural Bulkheads and Nonstructural Doors
Compartment Testing and used
209 Circulating and Cooling Water Systems 645 General Arrangement - Outfit and Furnishings Drawings
only for cost and progress
210 Fuel Oil Service System Group 7 Armament
reporting, not weights.
211 Lubricating Oil System 701 Ammunition Handling Systems
Older drawings may be numbered by this 213 Reactors 702 Ammunition Stowage
system, rather than the current SWBS. A 214 Reactor Coolant System 703 Special Weapons, Handling and Stowage
partial listing of the old three digit groups is 215 Reactor Coolant Service Systems 706 Rocket, Missile, and Components Handling Systems
given in Table B-9. 216 Reactor Plant Auxiliary Systems 707 Rocket, Missile, and Components Stowage
217 Nuclear Power Control and Instrumentation 708 Torpedo Tubes
B-4.4.2 Type Designator/Hull Number
218 Radiation Shielding (Primary) 709 Torpedo Handling and Stowage
Changes. Type designator and hull number
219 Radiation Shielding (Secondary) 710 Mine Handling Systems and Stowage
are sometimes changed during the ship’s life
245 General Arrangement - Propulsion Drawings 711 Small Arms and Pyrotechnic Stowage
or planning, so the designator/hull number for
a drawing may not correspond the ship type Group 3 Electric Plant 712 Air Launched Weapons Handling Systems
and number. For example, many FFG-7 class 300 Electric Power Generation 713 Air Launched Weapons Stowage
drawings are cataloged as PF-109 drawings 301 Power Distribution Switchboards 720 Cargo Munition Stowage
because that was the designator originally 302 Power Distribution System (Cable) 745 General Arrangement - Armament Drawings
assigned. Similarly, drawings for most FF- 303 Lighting System (Distribution and Fixtures) Group 8 Design and Engineering Services
1052 class ships are cataloged as DE-10XX. 345 General Arrangement - Electrical Drawings 800 Contract Drawings
Group 4 Communication and Control 802 Technical Manuals
B-4.4.3 Scaling Dimensions from 401 Interior Communication Systems and Equipment 803 Engineering Calculations
Drawings. Paper stretches and shrinks as is 412 Sonar Systems 804 Weighing
gains and loses moisture from and to the at- 445 General Arrangement - Communication and Control Drawings 805 Hull Standard and Type Drawings
mosphere. Significant changes can occur in
806 Lofting
days or hours when the humidity changes.
810 Mechanical Standard and Type Drawings
The scale indicated in the title block should
815 Electrical Standard and Type Drawings
be considered approximate unless verified at
the time dimensions are taken. Dimensions 820 Special Drawings for Nuclear System Valves
should normally be scaled from a scale bar Group 9 Construction Services
on the drawing, or based on an object of 901 Launching
known length on the drawing. The distance 906 Molds and Templates, Jigs, Fixtures, and Special Tools
between one or several frames can be used as 908 Drydocking
a handy scale on drawings showing frame
locations.

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B-5 VESSEL CHARACTERISTICS TABLES

The following tables provide class specific data for Navy and Military Sealift Command (MSC) vessels. Tables B-10, 11, and 12 give detailed
hydrostatic, weight distribution, and hull structural data for 22 Navy ship classes. Tables B-13, 14 and 15 give more limited data for the
remaining Navy and MSC classes. Tables B-16 through B-20 give lateral and frontal wind areas for Navy and MSC ships and craft.
Characteristics for typical commercial vessels are given in Paragraph B-6.

Table B-10. General Characteristics and Full Load Hydrostatic Data for Selected Navy Hulls.

Class AD 37 AE 21 AE 26 AFS 1 AO 1771 AOE 1 AOR 1 CG 16 CG 262 CG 272 CG 473 CG 554 CGN 36
Name Gompers Suribachi Kilauea Mars Cimarron Sacramento Wichita Leahy Belknap Belknap Ticonderoga Ticonderoga California
Stern Type Transom Cruiser Transom Transom Transom Transom Transom Cruiser Cruiser Cruiser Transom Transom Cruiser
No. Screws 1 1 1 1 1 2 2 2 2 2 2 2 2
SVC SPD, kts 20 20 20 20 20 26 20 32.7 32.5 32.5 33 33 30+
LBP, ft 620 487 540 530 658 770 640 510 524 524 529 529 570
LOA, ft 644 512 564 581.25 700 793 659 533 546.5 546.5 567 567 596
B, ft 85 72 81 79 88 107 96 55 54.83 54.83 55 55 61.1
D, ft 67.5 74.5 47.75 45.83 48 56 56 38.15 38.1 38.1 42 42 40.9
Tm, ft 22 26.6 27.7 25.62 33.06 37.3 34.78 20.62 20.75 19.5 23 22.4 21.68
∆FL, lton 19627 15682 20130 17382 36798 49934 39387 8536 8960 8268 9962 9636 11637
DWT, lton 6651 5770 9890 7530 25313 31068 26082 2369 2384 2384 2625 2716 1064
trim5, ft +6.03 +8.33 -0.69 +2.54 +2.21 -2.05 -0.08 +0.41 -1.11 +0.29 -0.97 -1.08 -0.07
CWP 0.7532 0.7076 0.7578 0.7214 0.7778 0.724 0.7738 0.7296 0.7415 0.7356 0.7575 0.7551 0.7534
CM 0.9553 0.9652 0.9414 0.9223 0.9792 0.9874 0.9806 0.8284 0.8316 0.8236 0.8465 0.8429 0.8137
CP 0.6124 0.6078 0.6157 0.6106 0.6842 0.5749 0.6560 0.6203 0.6304 0.6239 0.6144 0.6105 0.6315
CB 0.5925 0.5885 0.5814 0.5671 0.6728 0.5687 0.6451 0.5165 0.5260 0.5173 0.5211 0.5173 0.5394
LCB, ft 312.93 244.4 270.2 267.2 334.97 390.6 322.5 267.6 272.06 270.10 279.31 278.37 292.5
LCG, ft 324.71 253.7 269.2 270.6 350.43 387.7 322.4 267.6 269.84 270.62 277.39 276.18 292.3
LCF, ft 332.30 252.4 296.2 281.8 337.83 426.8 348.2 289.7 296.54 297.15 306.59 286.86 322.1
MT1, lton/in 3178 1411 2378 1944 3969 5815 4069 1382 1494 1470 1635 1625 2077
KG, ft 32.46 24.91 29.62 28.45 28.04 32.19 28.49 20.2 20.3 20.17 23.35 23.22 23.8
KM, ft 40.53 30.24 35.91 34.78 36.33 45.44 40.56 25.2 25.06 25.31 26.53 26.14 28.66
FS, ft 0.73 2.6 2.33 1.83 2.03 0.94 0.19 0.68 0.51 0.55 0.51 0.06 0.09
GMcorr, ft 7.34 2.73 3.96 4.5 6.26 12.34 11.88 4.32 4.25 4.59 2.67 2.86 4.77
BMT, ft 28.38 15.43 20.41 20.48 18.77 24.83 21.79 12.91 12.97 13.82 12.46 12.81 15.23
Class CGN 38 DD 963N6 DD 963V7 DD 993 FF 1052 FFG 7 LKA 113 LPH 2 LSD 41 LST 1179 PHM 18 T-AOT 168
Name Virginia Spruance Spruance Kidd Knox Perry Charleston Iwa Jima Whidbey Is Newport Pegasus Sealift
Stern Type Cruiser Transom Transom Transom Transom Transom Transom Cruiser Transom Transom Transom Transom
No. Screws 2 2 2 2 1 1 1 1 2 2 0 1
SVC SPD, kts 30+ 33 33 33 27 29 20 23 20+ 20 12 16
LBP, ft 560 529 529 529 415 408 550 556 580 500 118.11 560.3
LOA, ft 585 563.3 563.3 563 438 453 578.5 597.67 609.6 522.25 146.65 587
B, ft 63 55 55 55 46.4 46.96 82 84.25 84 68.13 27.56 84
D, ft 41.95 42.0 42.0 42 29.4 30 47.83 47.17 44.5 37 7.55 45.5
Tm, ft 21.5 20.6 21.27 22.7 15.61 15.87 25.675 27.25 19.6 16.17 6.72 34.7
∆FL, lton 11135 8475 8895 9786 4254 4017 18698 18940 15989 8765 245 34037
DWT, lton 968 2070 2376 2488 1122 929 8563 5883 4948 3596 73 27437
trim5, ft -1.5 -1.94 +1.13 -1.2 +0.07 +1.40 -0.09 +2.75 -0.35 -0.17 -2.49 *14.45
CWP 0.7631 0.7453 0.7497 0.7571 0.7417 0.7193 0.7137 0.6682 0.7825 0.7094 0.6687 0.8215
CM 0.8090 0.8297 0.8349 0.8453 0.8143 0.7350 0.9419 0.9118 0.9410 0.8818 0.5682 0.9920
CP 0.6377 0.5925 0.6017 0.6132 0.6012 0.6129 0.5988 0.5636 0.6156 0.5468 0.6808 0.7325
Cb 0.5138 0.4949 0.5031 0.5188 0.4953 0.4633 0.5651 0.5193 0.5861 0.5571 0.3925 0.7292
LCB, ft 289.5 272.4 276.0 278.8 208.0 208.10 279.4 288.3 295.4 265.0 68.64 271.0
LCG, ft 285.9 270.1 273.5 276.4 208.1 211.56 279.3 288.2 294.8 264.6 63.88 286.9
LCF, ft 319.3 307.3 307.2 306.7 234.6 227.68 293.8 304.0 328.3 282.8 69.65 282.9
MT1, lton/in 2146 1582 1601 1630 819 786 2063 2082 3132 1550 41 3131
KG, ft 23.58 23.03 22.97 23.27 17.23 18.82 30.11 29.32 32.09 23.22 10.591 25.45
KM, ft 30.06 26.41 26.27 26.12 22.12 22.56 36.57 35.78 43.5 33.69 16.38 34.58
FS, ft 0.34 — — — 0.43 0.42 2.34 0.68 0.10 3.18 0.394 1.51
GMcorr, ft 6.14 3.41 3.3 2.85 4.46 3.32 4.12 5.78 11.31 7.29 5.394 7.63
BMT, ft 17.4 12.81 13.65 12.6 13.08 12.75 22.29 20.44 32.59 22.48 11.526 16.42
Notes:
1. Jumboized 5. + by the stern, - by the bow
2. CG 26 hydrostatic data differs from rest of class (CG 27-34) because of extensive modifications 6. Without VLS
3. Without VLS 7. With VLS
4. With VLS and class modifications, including conversion of voids G-58-1&2 to fuel tanks 8. Hull Borne

B-19
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S0300-A8-HBK-010

Table B-11. Weight Distribution for Selected Navy Hulls.

Weight Weight per segment, lton

Segment,
STN - STN AD 37 AE 26 AFS 1 AO 177 AOE 1 AOR 1 CG 16 CG 262 CG 272 CGN 36 CGN 38 CG 473 CG 493
FWD - 0 11.06 71.93 58.85 55.14 — 6.56 17.61 23.88 18 11.8 — -
0-1 115.86 253.87 184.52 118.23 128.57 278.51 121.06 192.39 207.87 263 125.0 338.77 315.47
1-2 396.75 349.77 394.75 243.24 788.88 343.66 113.17 183.17 190.53 355 365.7 182.02 189.53
2-3 460.64 343.78 587.41 385.75 1337.57 969.81 199.75 210.37 225.03 178 280.0 218.91 210.55
3-4 586.54 703.42 784.07 1620.26 2556.15 1576.02 190.04 189.50 207.26 255 209.6 315.38 286.07
4-5 743.43 1320.80 794.64 1762.89 1988.31 2563.18 333.65 197.25 190.31 286 477.7 500.44 473.57
5-6 1148.32 1065.56 751.36 2914.82 2229.96 1581.23 515.85 633.01 520.41 402 193.9 445.13 434.97
6-7 1212.21 1395.23 898.75 3284.01 3643.93 2953.52 524.96 613.81 544.74 468 410.1 606.41 574.72
7-8 1090.10 1416.70 1250.80 2057.80 4527.54 3618.62 544.62 649.37 589.45 1365 1450.0 625.07 615.29
8-9 1432.99 1512.61 1471.59 2587.77 3457.30 2295.89 666.58 626.07 567.88 244 815.0 642.69 626.96
9 - 10 1837.88 1614.50 1088.84 2646.56 4424.67 3931.06 727.27 767.87 647.17 933 860.2 804.53 769.06
10 - 11 1653.77 1560.94 1484.16 1712.00 4498.82 3091.22 773.99 778.88 723.22 1025 1020.8 637.16 651.69
11 - 12 1283.66 1806.69 1187.96 3477.00 4768.38 1641.39 577.41 680.03 527.21 1673 1515.5 691.38 679.04
12 - 13 1952.05 1752.75 1248.80 3589.82 3698.12 4196.56 615.60 736.49 676.50 892 930.3 655.98 646.17
13 - 14 1147.95 1033.47 1319.21 2763.22 1706.76 3442.77 641.83 610.94 514.47 688 484.1 527.17 475.75
14 - 15 1087.84 913.59 1097.41 2581.24 1669.26 1505.78 481.82 332.46 341.71 368 298.5 603.13 597.66
15 - 16 1112.98 949.55 907.32 1509.05 2217.95 1343.06 395.43 298.56 327.64 419 424.3 558.53 538.67
16 - 17 928.87 721.78 486.86 1152.36 2822.45 1159.15 399.17 395.93 402.49 489 423.6 539.72 517.79
17 - 18 729.26 859.64 426.02 905.23 1919.67 1411.25 298.60 383.70 385.47 290 210.0 386.33 396.63
18 - 19 335.90 251.75 316.91 825.75 1212.29 854.43 266.47 304.72 290.94 280 352.8 408.53 406.67
19 - 20 330.04 221.78 366.18 439.16 337.43 629.76 142.16 142.34 120.21 236 275.7 275.64 271.94
20 - AFT 28.85 5.99 275.73 207.18 0.00 15.54 43.16 10 — —
SUM 19626.95 20126.08 17382.14 36798.48 49934.01 39386.87 8535.99 8960.01 8267.55 11637 11134.6 9962.92 9678.20
Station spacing,
ft 31.0 27.0 26.5 32.9 38.0 32.0 25.5 26.2 26.2 28.5 28.0 26.45 26.45
FP-FWD, ft 16.0 14.0 17.5 12.42 — - 16.0 19.0 19.0 21.0 20.0 — —
AP-AFT, ft 7.83 10.0 33.75 - — - 7.0 4.01 4.01 5.0 — — —
Weight Weight per segment, lton
Segment,
STN - STN CG 523 DD 963V4 DD 963N5 DDG 993 FF 1052 FFG 7 LKA 113 LPH 2 LSD 41 LST 11796 PHM 1 T-AOT 168
FWD - 0 — — 0.00 0.00 10.25 19.4 10.61 19.61 91.74 85.25 0.99 5.17
0-1 297.51 292.63 313.95 341.12 120.81 41.6 56.62 456.07 256.86 133.79 7.35 173.40
1-2 182.90 150.77 155.11 176.87 227.12 84.2 304.31 505.59 293.56 166.59 8.43 1056.73
2-3 213.48 177.06 200.28 215.29 145.32 108.3 574.47 723.47 348.60 234.50 7.38 1647.47
3-4 340.48 296.62 211.84 259.47 114.63 201.6 756.93 782.90 550.42 362.16 8.71 2495.67
4-5 523.45 495.39 373.80 468.52 110.53 217.6 1182.41 732.90 688.03 297.84 6.85 1695.06
5-6 421.58 356.95 371.98 386.21 281.63 266.3 1163.70 742.80 1247.67 338.48 10.16 1540.06
6-7 598.13 554.18 566.12 577.06 277.84 273.2 1398.92 990.40 862.32 502.29 11.50 1913.63
7-8 583.96 689.09 697.38 753.01 361.94 190.6 1240.01 1158.77 889.85 605.85 11.96 1567.79
8-9 620.55 603.53 609.35 651.18 198.94 189.9 1241.33 1355.56 1178.81 593.86 17.87 1646.83
9 - 10 712.62 697.34 728.05 693.78 270.45 268.2 1070.65 1218.20 1357.70 697.19 19.28 1907.05
10 - 11 631.57 581.52 580.02 689.04 283.75 273.2 1181.16 1218.20 1440.26 592.61 15.86 3235.46
11 - 12 665.08 706.47 712.60 875.02 268.35 246.0 1248.08 1445.99 1178.81 678.79 13.70 1822.03
12 - 13 594.65 619.19 571.36 643.72 218.46 220.2 1429.37 1485.61 1201.75 553.59 13.01 1666.57
13 - 14 439.13 440.53 445.46 487.83 287.16 302.2 1565.81 1366.75 798.11 597.92 13.62 1804.86
14 - 15 542.15 443.78 367.78 551.32 209.86 250.6 1328.91 1049.83 697.20 626.26 7.94 3154.63
15 - 16 513.24 421.31 296.79 495.89 239.97 184.6 927.11 920.69 807.28 403.85 16.78 1869.60
16 - 17 573.08 388.40 360.19 481.80 171.87 207.6 953.40 920.69 550.42 360.35 19.78 1262.69
17 - 18 442.93 313.36 293.75 414.81 162.17 101.8 495.75 668.14 495.38 263.98 12.91 1298.60
18 - 19 413.35 364.79 342.27 366.42 144.98 162.3 366.73 569.10 403.64 212.05 12.36 1384.30
19 - 20 272.71 302.46 276.95 258.06 147.98 120.2 197.57 534.43 651.33 310.35 7.43 658.96
20 - AFT — 0.00 0.00 25.4 1.50 74.28 — 147.31 1.58 230.29
SUM 9582.51 8895.37 8475.00 9786.42 4254.01 3955.0 18695.35 18940 15989.00 8764.86 245.46 34036.85
Station spacing,
ft 26.45 26.45 26.45 26.45 20.76 20.4 27.5 27.8 29.0 25.0 5.9 28.02
FP-FWD, ft — — — 17.5 30 16 15.64 29.6 28.9 17.72 —
AP-AFT, ft — — — — 12.5 7.5 20.56 — 25.0 — —

Notes:
1. LCG of each segment assumed to lie at midlength.
2. CG 26 weight distribution differs from rest of Class (CG 27-34) because of extensive modifications during repair of major collision/fire damage.
3. CG 47-51 without VLS (MK 26 Launchers installed), CG 49-51 distribution reflects structural modifications, CG 52-54 distribution with VLS; CG 55 voids
G-58-1 and 2 converted to fuel tanks and other class modifications increase segment 2-3 to 243.13 lton, Segment 3-4 to 360.83 lton, and total weight to 9632.51 lton.
4. With VLS.
5. Without VLS.
6. Weight FWD of FP can be broken into 2 segments: 0-A (25 ft), 59.68 lton and A-B (12.5 ft), 6.94 lton.

B-20
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Table B-12. Section Structural Properties for Selected Navy Hulls.

AO 177 AO 177 CG 47/

AD 37 AE 261 AFS 1 AOE 1 AOR 1 CG 26
(PRE-JUMBO) (JUMBO) DD 963/DDG 993
STN Area INA Area INA Area INA Area INA Area INA Area INA Area INA Area INA Area INA
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
in in -ft in in -ft in in -ft in in -ft in in -ft in in -ft in in -ft in in -ft in in2-ft2

3 2935 1503730 501144 1848 532126 461799 570979 2692 1793278 1762681 1250 269948 1283 289294

4 3105 1744129 2661 1244685 2350 743426 704020 866632 3900 2307022 1822103 1312 269256 1551 253896

5 3990 2227674 2692 886968 954888 1138948 3033 3088902 1881523 1518 358855 1418 237662

6 4372 2653976 2964 997226 1138948 1307798 7601 4548346 1940945 1834 414277 1494 268673

7 4792 2729846 3036 1031260 1307798 1354487 8477 3154622 2123591 1820 420478 1993 390860

8 4583 2875386 3039 1041100 1340100 1647243 9147 5655330 2306237 1785 396368 2180 437978

9 4686 2749630 3185 1079167 1386367 1898494 10244 5924020 2300851 1932 431596 2166 469049

10 4468 2642772 3129 1436428 3141 1087303 1371551 1899772 10235 6094704 2295466 1959 426485 2285 507174

11 4553 2682599 3292 1095581 1393672 1930496 9956 5931128 2244522 1936 418194 2207 530546

12 4356 2535051 3357 1132636 1318525 1930496 8340 5370772 2193579 1873 379286 2502 565247

13 4433 2545400 2907 983148 1228323 1747562 6945 4640580 2073571 1894 382034 2233 470365

14 3803 2210973 2670 1478116 2812 910917 1144270 1379669 6820 4101110 1953562 1840 348013 1812 351737

15 4109 2237001 2742 832672 1033741 1125537 6842 3426348 1549667 1399 172114 1946 273155

16 3645 1853473 2439 616104 753915 1013958 5057 2280510 1145772 1192 112765 1541 166202

17 3396 1563959 1739 175730 2154 509985 636728 667250 4668 1610132 741877 1088 76734 1518 104119

Distance (ft)
Distance (ft) from Distance (ft) from Distance (ft) from Distance (ft) from Distance (ft) from Distance (ft) from Distance (ft) from Distance (ft) from
from Neutral
Neutral Axis to: Neutral Axis to: Neutral Axis to: Neutral Axis to: Neutral Axis to: Neutral Axis to: Neutral Axis to: Neutral Axis to:
Axis to:

Deck Keel Deck Keel Deck Keel Deck Keel Deck Keel Deck Keel Deck Keel Deck Keel Deck Keel

3 30.08 39.58 18.84 29.24 23.60 25.40 23.46 25.54 31.29 37.01 23.90 33.57 19.33 25.21 18.58 26.81

4 32.06 36.93 30.4 31.6 19.14 28.46 22.76 26.24 22.86 26.14 32.40 34.80 25.96 30.04 19.40 23.85 21.58 22.22

5 33.13 35.03 20.51 26.69 22.51 26.49 23.07 25.93 33.57 33.13 28.24 27.34 20.88 21.43 22.14 20.16

6 33.69 34.38 21.28 25.52 23.07 25.93 24.47 24.53 32.39 34.11 30.78 25.22 20.88 20.48 20.94 22.06

7 34.36 33.38 22.59 24.01 24.47 24.53 24.60 24.40 34.03 32.47 26.22 25.95 21.60 18.96 24.00 18.00

8 32.69 34.80 23.40 23.00 24.60 24.40 25.05 23.95 34.00 32.50 23.31 26.60 21.99 18.07 24.18 17.82

9 36.50 30.99 23.84 22.46 24.43 24.67 24.63 24.37 35.09 31.41 26.03 26.56 21.49 18.07 21.93 20.07

10 38.35 29.14 34.22 24.03 24.47 21.83 24.68 24.32 24.62 24.38 34.82 31.68 29.49 26.51 20.92 18.24 22.24 19.76

11 37.50 29.99 25.12 21.18 24.35 24.65 24.35 24.65 34.67 31.83 30.05 25.93 20.50 18.36 22.90 19.10

12 38.31 29.18 23.95 22.35 24.44 24.56 24.35 24.65 34.15 32.35 30.66 25.34 20.70 18.06 25.20 16.80

13 36.01 31.48 23.09 23.21 23.57 25.43 24.89 24.11 34.23 32.27 29.16 26.68 19.50 19.26 23.21 18.04

14 37.76 29.73 37.1 22.7 21.48 24.82 23.74 25.26 24.24 24.76 33.00 33.20 27.64 28.36 19.21 19.65 21.07 17.85

15 33.28 34.21 18.70 27.70 26.28 27.72 24.63 24.37 28.87 35.33 25.67 29.95 21.06 17.00 20.45 16.13

16 34.14 33.35 17.12 29.48 25.14 23.86 25.30 23.70 26.50 33.70 22.88 33.12 12.92 17.14 21.00 13.25

17 30.41 37.08 9.4 21.6 16.92 29.98 21.46 27.54 23.08 25.92 24.00 31.00 18.65 42.52 10.90 13.49 21.14 10.86

B-21
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Table B-12 (Continued). Section Structural Properties for Selected Navy Hulls .

CGN 38 CV 59 FF 1052 FFG 7 LHA 12 LKA 113 LPH 2 LSD 41 LST 1179

STN Area INA Area INA Area INA Area INA Area INA Area INA Area INA Area INA Area INA
2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2 2
in in -ft in in -ft in in -ft in in -ft in in -ft in in -ft in in -ft in in -ft in in2-ft2
3 335645 12358 16758326 868 108027 711 110681 4442540 1874 675724 3069 1716649 2004 796874 1038 142777
4 342358 16591 17177298 977 127318 745 112994 5401509 2360 1160403 3698 2623881 1875 884862 976 175019
5 409487 11790 13148127 1086 139464 761 102384 6130713 2712 1052732 4101 3030117 1972 970102 1096 226705
6 510180 17790 18535837 1064 133392 936 136770 6556756 3073 1162720 4591 3306753 3192 1534690 1490 272382
7 597448 19446 18836764 1068 136068 935 130123 7286723 3303 1230578 4712 3755656 4098 1867936 1930 342501
8 497448 17352 19168785 1015 136471 1007 138267 6916758 3710 1200108 5194 3775892 4023 1433109 2135 382825
9 644438 17887 20669502 1100 156278 1125 159477 6725151 3517 1328462 5252 3800192 3824 1408479 2323 432689
10 671290 18220 20999949 1055 150946 1198 170416 7078395 4013 1495658 5199 3882010 4279 1464853 2295 434270
11 678003 18470 21293683 1054 149046 1203 167165 7299516 4291 1520460 5696 4070689 4234 1412839 2562 529612
12 671290 17892 19807975 1110 154588 1178 156553 7109088 4218 1512998 5400 4123254 3739 987907 2195 486630
13 637726 17563 19383215 1111 138854 1055 135444 7002391 3358 1272356 5108 3834913 3896 972030 2275 424229
14 449764 21122 20161029 1090 117773 970 110066 6541561 3176 1198935 4422 3246058 3202 701956 1932 360794
15 328932 18349 17624328 989 87112 922 89467 6407861 4406 1157017 3980 2621274 2820 508752 2030 320766
16 255090 16763 15829157 932 62643 861 69084 6152574 2798 703870 3238 2093116 3532 416856 2078 325149
17 201387 13698 12068113 954 56332 809 57188 5284773 2442 514961 3227 1740634 2167 282624 1711 230461
Distance (ft) from Distance (ft) from Distance (ft) from Distance (ft) from Distance (ft) from Distance (ft) from Distance (ft) from Distance (ft) from Distance (ft) from
Neutral Axis to: Neutral Axis to: Neutral Axis to: Neutral Axis to: Neutral Axis to: Neutral Axis to: Neutral Axis to: Neutral Axis to: Neutral Axis to:
Deck Keel Deck Keel Deck Keel Deck Keel Deck Keel Deck Keel Deck Keel Deck Keel Deck Keel
3 39.40 58.01 16.48 17.10 15.09 20.58 38.07 52.43 24.65 26.90 28.04 48.86 28.75 32.76 15.37 19.87
4 41.96 52.45 14.73 18.02 15.68 18.84 42.41 48.09 24.54 26.01 34.95 41.96 31.19 30.31 16.06 19.43
5 48.76 48.64 13.17 18.66 14.18 19.27 45.00 45.10 23.95 25.75 41.20 35.71 32.25 29.25 16.31 19.33
6 48.35 48.89 13.88 17.20 15.32 17.23 46.75 43.75 23.35 25.60 42.94 33.97 30.32 31.18 18.78 17.21
7 49.07 48.33 13.80 16.70 15.37 16.38 49.87 40.63 23.40 24.85 42.13 34.78 34.75 26.75 17.87 18.37
8 48.74 48.66 13.67 16.25 15.53 15.59 50.97 39.53 24.90 22.93 45.64 31.27 31.20 21.67 18.46 18.03
9 48.95 48.45 13.95 15.55 15.36 15.21 52.63 37.87 25.50 22.33 46.49 30.42 31.54 21.39 19.21 17.53
10 20.36 21.49 48.97 48.42 14.53 14.72 14.62 15.45 51.59 38.91 25.91 21.92 45.33 31.58 31.96 21.04 19.53 17.46
11 49.43 47.97 14.48 14.60 14.16 15.51 50.88 39.62 24.19 23.64 46.17 30.74 31.84 21.05 19.32 17.92
12 49.63 47.77 13.55 15.25 14.27 15.10 50.13 40.37 24.64 23.19 45.32 31.59 25.99 18.51 19.50 18.00
13 48.66 48.73 13.34 14.99 15.00 14.27 48.66 41.84 24.65 23.18 43.80 33.11 26.11 18.39 18.80 18.49
14 51.01 46.39 13.03 14.50 12.87 15.29 47.89 42.61 23.62 24.21 39.92 36.99 23.53 20.92 19.63 16.86
15 42.84 49.56 12.60 13.47 11.70 14.83 47.00 43.50 23.02 24.81 35.89 40.92 23.66 19.09 18.34 16.45
16 45.10 52.21 11.87 12.38 10.12 14.32 44.79 45.71 19.22 26.11 31.92 44.99 21.67 18.30 15.27 17.62
17 39.21 58.19 11.39 10.86 9.46 13.07 42.29 48.21 15.01 23.66 28.40 48.49 20.23 16.59 12.57 17.62

NOTES:

1. AE 26 data for Stations 4/9, 4 2/9, 10, 13 8/9, 17 7/9.

2. YDECK measured to flight deck.
3. For any intact station:

INA
ZKEEL
YKEEL

INA
ZDECK
YDECK

DEPTH YDECK YKEEL

B-22
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Table B-13. Hull Characteristics, Auxiliaries.

LWL BWL Tm Displacement, lton TPI LWL BWL Tm Displacement, lton TPI
Class Class
ft ft ft full load light lton/in ft ft ft full load light lton/in
AD 14 520 73 26.0 18400 9240 67.0 AOE 1 770 107 41.0 53600 18870 128.0
AD 24 465 70 27.0 16740 8800 58.0 AOG 58 292 49 16.0 4440 1800 27.0
AD 37 620 85 27.0 20500 13600 89.0 AOG 77 315 48 19.0 6050 2100 29.0
AD 41 620 85 22.1 19740 13220 95.0 AOG 81 295 61 22.2 6970 2370 29.0
AE 21 492 72 29.0 17450 9910 61.0 AOR 1 640 96 36.5 37700 12500 102.5
AE 26 540 81 28.0 19670 9450 71.5 AOT 50 510 68 30.0 21880 5250 67.0
AF 58 486 72 26.5 15500 8450 56.0 AOT 149 600 84 33.6 34760 7880 90.0
AFS 1 554 79 28.0 18660 9170 67.0 AOT 165 605 80 36.0 32700 8400 81.0
AG 153 537 76 27.0 17960 14200 67.0 AOT 168 572 84 34.5 34500 6600 85.0
AG 164 437 66 21.8 11150 7350 47.0 AOT 181 600 84 33.7 34800 7330 90.0
AGDS 2 448 72 22.6 12420 10890 61.0 AOT 182 650 89 36.2 45880 8600 109.0
AGER 2 171 32 10.0 945 610 9.3 AP 110 590 76 26.0 20750 12600 77.0
AGF 3 500 84 23.0 13900 8000 85.0 AP 122 590 76 29.1 22570 10800 74.0
AGM 8 445 62 28.5 15200 8280 49.0 AP 197 512 73 27.0 17630 11220 61.0
AGM 9 502 72 26.3 17120 14000 60.0 APL 2 260 49 10.0 2580 1300 26.0
AGM 19 575 75 27.1 24710 13770 80.0 AR 5 520 73 24.0 17200 9320 66.0
AGM 22 445 62 23.5 12170 8850 48.0 ARC 2 340 47 25.1 7810 4300 29.0
AGM 23 528 76 27.0 12980 63.0 ARC 3 402 58 16.0 7040 4280 42.0
AGOR 7 196 39 16.3 1640 1230 12. ARC 7
AGOR 11 247 51 18.0 3510 2510 40.0 ARL 24 316 50 14.0 4330 2220 33.0
AGOR 16 218 75 20.1 3420 2870 18.0 ARS 8/38 207 43 14.3 1970 1470 14.3
AGOS 1 ARS 50 240 50 26.0 3100 2500 22.9
AGS 21 445 62 25.0 13050 7610 48.0 AS 11 520 73 26.0 17150 9960 65.0
AGS 26 267 48 16.0 2830 2200 21.0 AS 19 564 73 26.0 20300 14190 75.0
AGS 29 362 54 15.0 3670 2640 33.0 AS 31 581 83 26.0 19820 12100 81.0
AH 17 496 72 26.0 15400 11400 60.0 AS 33 620 85 28.0 21530 19580 96.0
AK 237 445 62 28.5 15200 4520 47.0 AS 36 620 85 29.0 23490 13840 98.0
AK 255 506 72 32.8 22050 8580 61.0 AS 39 620 85 26.0 23000 13840 98.0
AK 271 235 51 19.0 3890 2020 17.0 ASR 9 247 42 17.0 2320 1790 16.0
AK 277 456 66 30.0 16730 5740 50.0 ASR 21 237 86 23.9 4910 4100 23.0
AK 280 450 63 28.5 15200 6820 48.0 ATA 181 201 34 14.0 860 610 8.0
AKR 7 484 78 27.1 18290 8180 64.0 ATF 76 201 39 16.0 1730 1240 12.0
AKR 9 520 83 29.1 21580 9150 72.0 ATS 1 264 50 17.0 3060 2170 24.0
AO 57 544 75 32.0 25450 7470 74.0 AVM 1 520 71 27.3 14480 10820 64.0
AO 51 616 75 38.0 34750 10850 92.0 AVT 16 828 103 30.0 42110 29780 146.0
AO 105 636 75 35.8 35650 9450 86.0
AO 143 642 86 33.6 36660 11750 96.4
AO 177 568 88 32.4 27500 7240 84.0

Notes:
1. LWL = Length on full load waterline, BWL = breadth on full load waterline, Tm = mean draft at full load
2. Displacements within the same class may vary. Values are for maximum and minimum displacements of any vessel in the class.

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Table B-14. Hull Characteristics, Surface Combatants.

LWL BWL Tm Displacement, lton TPI LWL BWL Tm Displacement, lton TPI
Class Class
ft ft ft full load light lton/in ft ft ft full load light lton/in
BB 61 860 108 37.0 58000 43880 149.0 DDG 37 490 52 18.04 6120 4150 43.0
CA 134 700 75 26.0 21470 16000 94.0 DDG 47 530 55 20.0 8910 6570 48.5
CG 10 664 69 26.0 19500 13200 82.0 DD 993 529 55 22.7 9788 52.4
CG 16 510 54 19.0 8750 4650 47.5 FF 1037 350 41 15.0 2730 1970 24.0
CG 26 524 54 20.5 8250 5340 48.5 FF 1040 390 44 17.0 3580 2620 28.5
CG 47 529 55 23.0 9960 52.5 FF 1052 415 47 16.5 4330 2850 32.5
CGN 9 690 72 25.0 17530 15540 86.0 FF 1098 394 43 17.0 3660 2760 29.0
CGN 25 540 57 21.0 8590 7800 54.0 FFG 1 390 44 17.0 3600 2630 28.5
CGN 35 540 57 20.4 9130 8320 56.0 FFG 7 408 38 14.4 3590 2980 30.0
CGN 36 570 60 21.0 10450 8710 60.0 LCC 19 580 82 29.0 18650 11600
CGN 38 560 61 21.8 10420 8620 64.0 LHA 1 765 106 26.0 39400 25330 164.0
CV 34 831 103 32.0 45110 32520 147.0 LHD 1
CV 41 914 121 35.0 65240 48130 188.0 LKA 112 536 76 27.0 17500 9860 66.0
CV 59 990 130 38.03 81150 59020 230.0 LKA 113 550 82 28.0 18650 10000 76.0
CV 63 990 130 37.0 81770 58600 230.0 LPA 249 537 76 26.0 17550 10710 66.0
CV 67 990 130 37.0 80940 59180 230.0 LPD 1 508 84 23.0 14670 8000 85.0
CVA 31 820 103 31.0 43110 30940 146.0 LPD 4 557 84 23.0 17240 8600 85.0
CVN 65 1040 133 38.0 90950 73500 252.0 LPH 2 556 84 28.0 18830 10720 75.0
CVN 68 1056 134 38.0 91490 70920 252.0 LSD 28 500 84 19.0 12150 6880 68.0
CVS 11 820 103 31. 41900 29600 146.0 LSD 36 548 84 20.0 13700 8100 76.0
DD 743 383 40 15.0 3550 2340 29.0 LST 963 316 50
DD 931 407 44 16.0 4200 2800 33.0 LST 1173 431 62 18.0 7100 3560 55.0
DD 937 407 44 16.0 4140 2800 33.0 LST 1179 507 70 16.0 8520 4750 57.0
DD 963 529 55 21.0 7810 5770 51.0 MCM 1
DDG 2 420 46 16.0 4900 3100 37.0 MSO 427 165 35 10.05 930 620 10.0
DDG 31 407 44 16.0 4200 2860 33.0 PG 92 154 22 6.0 280 200 6.0
PHM 1 118 25 8.0 210 160 6.0
Notes:
1, 2. See Table B-13. 4. DDG 37 full load draft – 19.0 feet.
3. Full load draft for CV 60 & 62 – 37.0 feet, for CV 61 – 41.0 feet. 5. Full load drafts vary from 10 to 12 feet.

Table B-15. Hull Characteristics, Submarines.

LWL /LOA BWL / BE Tm Displacement TPI LWL /LOA BWL / BE Tm TPI

Displacement, lton
Class lton Class
ft ft ft full load light lton/in ft ft ft full load light lton
AGSS 555 159/165 16/18 15.6 860 800 3.9 SSN 575 370/376 22/28 22.3 4400 4040 16.1
AGSS 569 187/205 25/27 19.0 1540 1240 7.0 SSN 578 260/263 20/25 20.8 2580 2380 9.1
NR 1 128/136 16/16 11.1 352 337 1.9 SSN 585 232/249 28/32 25.1 3070 2850 9.0
SS 565 290/293 24/27 16.8 2030 1740 12.4 SSN 586 445/448 34/37 24.0 5940 5480 30.0
SS 574 332/334 25/30 18.3 2940 2560 16.0 SSN 587 350/350 24/26 21.0 3920 3570
SS 576 282/283 25/27 16.8 2030 1740 12.4 SSN 588 230/249 25/32 25.2 3080 2870 9.6
SS 580 209/219 27/29 20.6 2150 1740 10.1 SSN 594 257/279 27/32 25.5 4010 3750 11.3
SSAG 567 290/293 24/27 16.8 2030 1740 12.4 SSN 597 262/273 19/23 19.4 2610 2150 7.0
SSBN 598 348/382 25/33 27.5 6030 5420 14.0 SSN 603 265/297 27/32 25.5 4010 3750 11.3
SSBN 608 378/411 26/33 27.5 6950 6320 17.5 SSN 637 283/303 25/32 25.8 4270 3860 12.0
SSBN 616 395/421 25/33 27.3 7350 6700 17.0 SSN 671 286/315 25/33 27.7 5290 4950 12.5
SSBN 726 500/559 30/42 35.4 16740 14710 32.1 SSN 685 340/365 25/32 26.4 5780 5420 16.4
SSN 571 320/324 23/28 22.1 3570 3230 10.2 SSN 688 342/361 32/33 27.2 6930 5720 17.0
Notes:
1. LWL = Length on full load waterline, LOA = length overall, BWL = breadth on full load waterline, BE = extreme breadth, Tm = mean draft at full load.
2. Displacements within the same class may vary. Values are for maximum and minimum displacements of any vessel in the class.
3. See Table B-13.

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Table B-16. Windage Areas1, Auxiliaries.

Broadside Wind Area, ft2 Frontal Wind Area, ft2 Broadside Wind Area, ft2 Frontal Wind Area, ft2
Class Full Full Class Full Full
1/3 Light 1/3 Light 1/3 Light 1/3 Light
Load Load Load Load
AD 14 26770 30730 32700 4140 4690 4970 AOE 1 36650 48180 54600 6400 8000 8850
AD 24 23890 27430 29190 3810 4340 4610 AOG 58 7350 8900 9700 1800 2070 2200
AD 37 48050 50870 52280 7590 7960 8140 AOG 77 6900 9250 10450 2000 2350 2550
AD 41 44080 45640 47870 6600 6920 7080 AOG 81 7800 10300 11550 2400 2950 3200
AE 21 18950 22300 24000 4150 4600 4870 AOR 1 29050 37550 41750 7250 8600 9250
AD 26 30750 34950 37000 6900 7500 7850 AOT 50 14350 21100 24450 3850 4750 5250
AF 58 20400 23700 25350 3750 4250 4500 AOT 149 17350 27300 32300 4400 5800 6500
AFS 1 28350 32450 34500 5750 6400 6700 AOT 165 15700 25650 30620 4300 5600 6300
AG 153 21400 23050 23900 4750 5000 5100 AOT 168 14050 24700 30050 5300 6800 7600
AG 164 18800 23670 26100 5200 5450 5650 AOT 181 15650 25850 30950 5650 7050 7770
AGDS 2 19650 20300 20650 4800 4900 4950 AOT 182 15800 28200 34400 5000 6650 7500
AGER 2 2800 3150 3350 830 890 920 AP 110 35050 38500 40200 5850 6300 6500
AGF 3 29970 31900 32870 6830 7160 7320 AP 122 27800 32900 34450 5050 5750 6100
AGM 8 16150 19600 21300 4150 4650 4850 AP 197 26450 29400 30900 5500 5950 6150
AGM 9 34500 34850 35000 5000 5250 5350 APL 2 10550 11450 11900 2200 2350 2450
AGM 19 29250 33650 35800 5200 5750 6050 AR 5 27080 30420 32090 5050 5530 5770
AGM 22 21200 22850 23700 3800 4050 4150 ARC 2 11300 14750 16450 2150 2600 2800
AGM 23 Former AG 154 ARC 3 16300 17800 18550 3600 3800 3900
AGOR 7 4750 5100 5300 1020 1090 1130 ARC 7
AGOR 11 7900 8200 8350 2200 2250 2300 ARL 24 10550 11650 12200 1600 1750 1850
AGOR 16 9450 9800 10000 4220 4300 4350 ARS 8/38 5450 5800 6000 1650 1700 1750
AGOS 1 ARS 50 6480 6820 7100 2335 2404 6200
AGS 21 13900 16650 18000 4150 4550 4800 AS 11 27250 30450 32050 5500 5950 6200
AGS 26 9900 10350 10550 2600 2680 2720 AS 19 30050 32550 33850 5000 5300 5500
AGS 29 17100 17700 18000 3500 3600 3650 AS 31 36900 39900 41400 5550 6000 6200
AH 17 25540 27390 28320 4500 4770 4900 AS 33 36750 41150 41500 6600 6700 6750
AK 237 12400 17800 20750 2950 3750 4150 AS 36 43150 46850 48500 6550 7000 7200
AK 255 16700 22800 25840 5050 5900 6350 AS 39 43210 45480 46620 6810 7120 7270
AK 271 7180 8660 9340 2170 2490 2650 ASR 9 6050 6500 6750 1050 1100 1150
AK 277 16600 22200 24950 3950 4750 5150 ASR 21 8800 9300 9550 4400 4500 4550
AK 280 12100 16300 18400 2750 3350 3650 ATA 181 2670 2890 3000 780 840 870
AKR 7 23200 27300 29350 5000 5700 6050 ATF 76 4200 4650 4850 920 1010 1050
AKR 9 25050 30000 32500 5400 6200 6600 ATF 166
AO 57 17050 24150 27700 3900 4900 5400 ATS 1 8150 9250 9800 2100 2200 2250
AO 51 22000 30900 35300 4900 5930 6480 AVM 1 26350 28050 28850 5850 6050 6150
AO 105 17650 28350 33700 3850 5150 6750 AVT 16 61150 64800 66700 9200 9700 9950
AO 143 21850 30850 35350 5050 6300 6900
AO 177 27100 34630 37990 5670 6870 7530

Notes:
1. Windage areas measured by planimeter from profile and maximum cross section indicated in booklet of general plans for waterlines corresponding to the indicated loading condition. 10%
of full load area added to account for handrails and other minor appurtenances not traced by planimeter.
2. Displacements within the same class may vary. Full load windage areas calculated for the maximum displacement (deepest draft) of any vessel in the class, light windage areas for the
minimum displacement (shallowest draft). The 1/3 condition is the ship with 1/3 fuel, stores, and cargo.

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Table B-17. Windage Areas1, Surface Combatants.

Class Broadside Wind Area, ft2 Frontal Wind Area, ft2 Class Broadside Wind Area, ft2 Frontal Wind Area, ft2

Full Load 1/3 Light Full Load 1/3 Light Full Load 1/3 Light Full Load 1/3 Light

BB 61 36750 41250 43550 6850 7450 7750 DDG 37 19950 21200 21800 2650 2750 2850

CA 134 28850 31100 32250 3650 3900 4000 DDG 47 26700 28100 28850 5500 5650 5750

CG 10 38800 41650 43050 6500 6800 6950 DDG 993

CG 16 20050 22500 23700 3400 3650 3800 FF 1037 9850 10450 10750 1800 1870 1900

CG 26 19850 21600 22500 3450 3650 3750 FF 1040 11950 12700 13050 2100 2200 2250

CG 47 FF 1052 14650 15700 16200 2800 2900 2950

CGN 9 36100 36900 37350 7200 7250 7300 FF 1098 11500 12150 12500 1900 1980 2020

CGN 25 20900 21350 21550 3230 3280 3300 FFG 1 12500 13200 13600 2100 2200 2250

CGN 35 22500 22900 23150 3290 3340 3360 FFG 7 15290 15730 15970 2200 2230 2240

CGN 36 26050 27000 27450 3700 3800 3850 LCC 19 34350 36280 37250 6950 7220 7360

CGN 38 23900 24800 25200 4340 4430 4480 LHA 1 71250 74950 76750 10750 11250 11500

CV 34 59350 63200 65150 8300 8800 9050 LHD 1

CV 41 64550 69150 71400 8700 9350 9650 LKA 112 25650 29100 30800 4600 5050 5300

CV 59 73850 79100 81750 13500 14200 14550 LKA 113 30100 33550 32250 6850 7400 7650

CV 63 79500 85050 87850 13900 14650 15000 LPA 249 29150 32150 33650 5200 5600 5800

CV 67 75250 80500 83100 15650 16350 16700 LPD 1 27600 29800 30850 7750 8100 8300

CVA 31 59350 63200 65150 8300 8800 9050 LPD 4 31100 34000 35450 7700 8100 8350

CVN 65 79000 83050 85050 16950 17450 17750 LPH 2 36920 40260 41920 5970 6480 6730

CVN 68 79450 84150 86550 14750 15350 15650 LSD 28 21150 23350 24400 5600 5950 6150

CVS 11 59700 63500 65400 11950 12450 12650 LSD 36 29150 31350 32400 6950 7300 7450

DD 743 8800 9650 10100 1250 1350 1400 LST 963 10550 11650 12200 1600 1750 1850

DD 931 11750 12750 13200 1850 1950 2000 LST 1173 15750 17300 18050 2700 2900 3050

DD 937 13050 13950 14450 2100 2200 2250 LST 1179 22950 24650 25450 4800 5050 5200

DD 963 24100 25250 25850 4250 4350 4400 MCM 1

DDG 2 14750 15900 16450 2900 3000 3100 MSO 427 4100 4400 4550 1250 1310 1340

DDG 31 14450 15400 15850 2120 2220 2270 PG 92 2860 3000 3070 610 630 640

PHM 1 2320 2400 2440 900 920 930

Notes: See Table B-16

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Table B-18. Windage Areas1, Submarines.

Broadside Wind Area, ft2 Frontal Wind Area, ft2 Broadside Wind Area, ft2 Frontal Wind Area, ft2
Class Class
Full Load 1/3 Light Full Load 1/3 Light Full Load 1/3 Light Full Load 1/3 Light
AGSS 555 1010 1130 1190 60 66 70 SSN 575 4490 4920 5130 280 310 320
AGSS 569 1710 2160 2380 220 290 320 SSN 578 2170 2420 2540 200 220 230
NR 1 490 570 600 55 60 65 SSN 585 1960 2250 2390 250 280 300
SS 565 3800 4180 4380 290 320 340 SSN 586 6940 7380 7580 680 720 730
SS 574 4350 4800 5020 410 450 470 SSN 587 4740 5210 5440 380 410 430
SS 576 3540 3900 4080 290 320 340 SSN 588 2100 2360 2490 240 270 290
SS 580 2060 2540 2780 310 340 350 SSN 594 1770 2080 2240 180 210 230
SSAG 567 3800 4180 4380 290 320 340 SSN 597 2050 3010 3490 110 180 220
SSBN 598 2990 3830 4250 400 460 490 SSN 637 2580 3090 3340 200 250 270
SSBN 608 3810 4560 4940 360 410 440 SSN 671 2000 2410 2610 190 230 250
SSBN 616 4040 4870 5280 380 430 460 SSN 685 2480 2870 3060 210 240 260
SSBN 726 6070 7860 8760 450 570 630 SSN 688 2800 4120 4780 220 330 390
SSN 571 3290 3850 4130 310 350 370

Notes: See Table B-16

Table B-19. Windage Areas1, Service Craft.

Broadside Wind Area, ft2 Frontal Wind Area, ft2 Broadside Wind Area, ft2 Frontal Wind Area, ft2
Class Class
Full Load 1/3 Light Full Load 1/3 Light Full Load 1/3 Light Full Load 1/3 Light
YAG 61 3460 3900 4120 840 920 970 YOG 58 2520 3380 3820 610 780 860
YC 1469 740 1090 1260 220 330 390 YP 654 1160 290
YDT 14 1880 1970 2010 570 590 600 YPD 32 2350 2420 2460 1890 1920 1940
YFB 87 2920 1460 YR 24 3700 3870 3950 880 920 940
YFNB 4 5260 6370 6930 830 1040 1140 YRBM 1 3240 3300 3330 970 990 1000
YFND 5 1580 1860 2000 480 580 620 YSR 30 1300 1650 1820 390 520 590
YFRT 287 1820 2140 2300 610 680 720 YTB 752 1790 560
YFU 71 1530 740 YTM 146 2630 860
YO 47 3730 5000 5630 1070 1270 1380 YW 83 2520 3380 3820 610 780 860
YO 106 2520 3380 3820 610 780 860

Notes: See Table B-16

Table B-20. Windage Areas1, Floating Drydocks.

Broadside Wind Area, ft2 Frontal Wind Area, ft2 Broadside Wind Area, ft2 Frontal Wind Area, ft2
Class Maximum Maximum Class Maximum Maximum
Light Light Light Light
Submergence Submergence Submergence Submergence
AFDB 1 4700 32800 2200 9500 AFDM 1,2 4000 28000 1300 3200
AFDB 2 8400 65900 2200 9500 AFDM 3,5-10 5000 30000 1400 3600
AFDB 3 7800 59600 2200 9500 ARD 5,7,8 430 17500 1750 3700
ARD 12,30,32;
AFDB 4, 5 7300 49800 1900 7200 5400 18600 2000 4400
ARDM 1,2
AFDB 7 4200 28500 1900 7200 ARDM 3 5140 23050 2570 5340
AFDL 1,2,6,8-12, 15,
800 4600 150 800 ARDM 4 2800 24200 210 2500
16,19,21,23,25,29
AFDL 7,22,23 1200 7800 300 1000 YFD 8 3300 28000 100 2600
AFDL 37,38,40,
2000 10700 900 1900 YFD 23 1900 19800 70 1800
41,44,45
AFDL 47 4000 18600 900 2500 YFD 54 2000 13000 200 1300
AFDL 48 3100 14200 830 1560 YFD 68-71 2900 25600 250 2450
YFD 83 800 4600 150 800

Notes: See Table B-16

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B-6 COMMERCIAL VESSEL DESCRIPTIONS

Both naval and commercial vessels are broadly grouped by service, e,g., destroyer, general cargo, bulk carrier, tanker, tug, etc. Characteristics
can vary widely between ships or classes within a broad grouping or type, but the requirements of similar service dictate similarities in
construction, hull form, and outfit. Familiarity with the general characteristics of different ship types helps the salvage engineer perform four
critical functions:

• Rapidly analyze the casualty’s condition and overall salvage situation; because of differences in construction and stability
parameters, identical conditions may be more dangerous or entail a more difficult salvage for one type of vessel over another.

• Tailor surveys to examine typical vessel characteristics that may be particularly important in light of the casualty condition, or
that may hinder or facilitate salvage work.

• Evaluate whether calculated hydrostatic, stability, or strength parameters are reasonable for the type of vessel; this is particularly
important when calculations must be based on limited data.

• Evaluate whether empirical relationships valid for vessels of "ordinary form" can be applied to a specific casualty with reasonable
accuracy.

The following paragraphs describe some of the important ship types afloat today. These descriptions provide a range of parameters and
characteristics for each type and do not necessarily apply to any specific vessel. Dimensions, proportions, weights, and other characteristics
of an assortment of commercial vessels are given in tables at the end of the narrative descriptions.

B-6.1 General. Most seafaring nations have established classification societies which review standards for the construction of merchant vessels.
Classification societies publish construction guidelines and stability and operating standards to ensure vessel safety and standardization of ship
construction and other marine equipment. Most also publish registers of classed ships giving basic characteristics and capacities (see Paragraph
B-2.1.9).

The International Maritime Organization (IMO) of the United Nations, which evolved from the Intergovernmental Maritime Consultative
Organization (IMCO), develops standards concerning the safety of life at sea, including restrictions on individual cargo tank size, subdivision
and stability, guidelines for chemical carriers, and concepts designed to limit pollution of the sea in a casualty. The work of the IMCO, and
subsequently the IMO, has also played a role in the standardization of ship and marine structure design. IMO and classification standards are
often adopted by regulatory bodies of various nations. Standards and registers can be important sources of information to the salvor.

Certain basic design concepts are common to all merchant ships as well as cargo carrying naval auxiliaries. The nature of merchant vessels
is such that a high proportion of hull volume is devoted to cargo space in the form of holds or tanks. All merchant ships have systems designed
to maintain cargo, fuel, and liquids. Work and accommodation spaces are isolated from cargo areas. Virtually all cargo ships built today have
their machinery spaces aft of most or all the cargo spaces. Many cargo carriers have cabin accommodation for up to 12 passengers (most
countries of registry require a special certification to carry more than 12 passengers). Most have diesel or steam turbine propulsion and auxiliary
power.

Naval auxiliaries differ from similar merchant vessels because of the requirements imposed by their service. Deadweight and cargo capacity
for Naval auxiliaries is reduced by space and weight allocated to:

• Typically larger crew sizes, with attendant increases in the requirements for accommodation spaces and outfit, and lifesaving
equipment.

• Weapons systems and their required magazines, including local strengthening.

• Special outfit, equipment, and construction details to meet Navy damage control and nuclear-chemical-biological warfare
requirements.

• Special mission required equipment, such as replenishment rigs for fleet oilers, including required local strengthening.

• Larger communications suites.

• Larger auxiliary machinery plants to support the requirements imposed by some of the above items.

Merchant ships, in the broadest sense, can be classified as either liners or tramps. Liners sail on a definite route for specific destinations, with
set dates of arrival and departure at various ports. Tramps are cargo vessels whose voyages are dictated by the availability of suitable cargoes
and destinations, rather than by fixed route or schedule. The term liner includes cargo ships, ocean-going passenger ships, and cross-channel
ships typified by faster service speeds and finer lines than tramps.

The term "Panamax" refers to design size limitations imposed by the Panama Canal locks and adopted by the international shipping community:
beam must not exceed 106 feet (32.2 m), fully loaded vessels must not exceed 80,000 tons deadweight. Ships designed for service on river and
canal systems may be similarly constrained by canal and lock dimensions.

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B-6.1.1 Cargo. Cargo stowage and handling requirements are a major influence on ship design. Cargo requirements may also impact salvage
operations directly. There are three basic cargo classifications:

• Bulk Cargo

• General or "Breakbulk" Cargo

• Unitized Cargo

Bulk cargo consists of homogeneous materials in liquid, gaseous, or solid form with relatively small particle size. General cargo includes a
myriad of products packaged or un-packaged with unit size ranging from man-carriable bags and boxes to railroad locomotives. Some examples
include bagged agricultural or mineral products, boxed and crated manufactured goods, liquids in cans, drums, and barrels, bundled or single
pipes, logs, steel shapes, lumber, etc., and large single items such as aircraft or automobiles. Unitized cargo is shipped in containers with
standard dimensions that may be carried by specialized or nonspecialized ships. Standard shipping units include pallets, intermodal containers
in various sizes, several standard lighters for carriage by barge carrying ships, and motor vehicle trailers. A wide variety of bulk and breakbulk
cargo, including mail, machine parts, partially assembled aircraft, motor vehicles, refrigerated foodstuffs, and some liquids are transported as
unitized cargo, primarily in intermodal containers. Many ships designed to carry other types of cargo have some space and gear devoted to the
handling and stowage of containers or other unitized cargo.

In addition to these categories, some types of cargo may exhibit qualities of both bulk and general cargo, such as baled goods or vehicles shipped
in sufficient quantity to fill an entire hold or vessel.

B-6.1.2 Tanks. All ships have fuel tanks, ballast tanks, fresh water tanks, and smaller tanks for lube oil, fuel oil settling and other specific
purposes. Shifting liquids in or out of these tanks is a standard salvage practice for altering stability, affecting ground reaction in stranding’s,
or altering longitudinal bending moments. Tank size, location, and contents are of prime interest to salvors when making a weight analysis.
Fuel tanks, ballast tanks, and cargo spaces usually represent the best potential weight transfer alternatives because of their large size and
dedicated piping systems.

Cargo pumps are usually located in dedicated pump rooms, which may also function as cofferdams separating cargo tanks from living or working
spaces. Most cargo pumping systems include tank discharge and stripping systems. Most tankers employ gas inerting systems to reduce
explosive hazards in tanks. Ballast and fuel pumps are usually located in and operated from the main machinery spaces. Some general
observations can be made concerning typical tankage arrangements:

• Tank centers of volume are usually low in the ship so that the weight of the contents contribute to overall ship stability.

• The transverse dimensions of most tanks are restricted in order to limit free surface effect.

• Limited access (for cleaning, inspection, and maintenance) to tanks low in the ship is provided by manholes.

• Tanks are usually located symmetrically with respect to the centerline; port and starboard tanks are often cross-connected.

• All tanks are equipped with vent lines to the weather decks and ullage openings or sounding tubes for gauging contents.

B-6.1.3 Cargo-handling Systems. Typical cargo-handling gear is addressed under particular ship type headings, but some general arrangements
can be noted here. General cargo ships are typically fitted with derricks or deck cranes to load or discharge cargo from piers or lighters without
assistance. Most tankers discharge cargo with installed pumps and generally carry sufficient cargo hose to connect to receiving terminals; many
tankers have small derricks or cranes to handle the cargo hose.

Many ship types are gearless, that is, they are not fitted with cargo gear. Modern container ships rarely have the ability to handle their own
containers and can load and discharge cargo only with the aid of specialized port facilities. If installed, container ship cargo gear may consist
of conventional derricks or rotating cranes, or traveling overhead gantry cranes. Most bulk carriers are gearless although there are some self-
unloaders with installed derrick grabs or conveyor systems for discharging cargo, particularly on the Great Lakes. Roll-on/roll-off (RO/RO)
ships load cargo over ramps through stern, bow, or side ports; in the case of trailers, vehicles, and train cars, part of the cargo gear is integral
to the cargo itself.

When installed and operable, a vessel’s cargo gear can be a great asset to the salvage effort. Lightering is most effective and efficient when
accomplished with ship’s gear. The large number of derricks or cranes on general cargo ships facilitates loading salvage equipment and placing
it in its required location on deck or in holds. Deck mounted gantry cranes are particularly useful for shifting weight longitudinally to adjust
trim, weight distribution, or ground reaction; the cranes themselves are large weights that can be shifted.

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B-6.2 General Cargo Ship. Modern cargo vessels evolved from the classic Liberty Ship, the prototype of which first appeared in the late1800’s. Because
the simple design was well suited to mass production, many Liberty Ships were built during World War II to support Allied shipping
requirements. Liberty ship designs featured machinery spaces and superstructure amidships, as shown in Figure B-8.

BRIDGE DK
BOAT DK
STEERING GEAR CHAIN
AFTERPEAK TANK DEEP TANK LOCKER
UPPER DECK

2ND DECK
HOLD HOLD HOLD
NO. 5 NO. 4 MACHINERY HOLD HOLD NO. 1
SPACE NO. 3 NO. 2 FOREPEAK
TANK
A P FUEL OIL FUEL OIL FUEL OIL DEEP F P
OR BALLAST OR BALLAST OR BALLAST TANK

LOA - 441’ 6", LBP = 417’ 8 3/4", B = 56’ 10 3/4", D = 37’ 4" TO UPPER DECK

Figure B-8. Liberty Ship (MARAD Type EC2).

Modern dry cargo ship designs maximize hold space, as shown in Figure B-9. A typical mid-size ship may have five or six holds; three or four
forward of the machinery space and superstructure, and one or two aft. The machinery spaces and superstructure are usually located about three-
quarters aft. Older designs typically have three holds forward of the superstructure and two aft. Holds aft of the accommodation and machinery
spaces improve the trim of the vessel when partially loaded, and provide the ship with sufficient draft aft for stability and propeller immersion.
Small freighters often have machinery and accommodation spaces aft of all cargo holds. Deadweight of modern general cargo liners ranges
from 9,000 to 25,000 tons; speeds range from 17 to 22 knots. Tramps are typically smaller and slower, with speeds ranging from 12 to 18 knots.
The speed-to-length ratio is generally 0.87 or less as higher ratios are usually not economical. Laden drafts are as deep as channels to the
intended terminal ports allow, typically in the 26- to 29-foot range. Hull depth is selected to provide the desired draft and satisfy statutory
freeboard requirements. Depth of the double bottom is kept low to maximize cargo space. Tables B-21, B-31, B-32, and B-33 (Page B-31 and
Pages B-51 through B-53) provide characteristics of a typical general cargo ship.

ACCOMMODATION

STEERING
GEAR

’TWEEN DECK NO. 4 ’TWEEN DECK NO. 2/3 ’TWEEN DECK NO. 1
HOLD NO. 5
MACHY HOLD NO. 4 HOLD HOLD NO. 2 HOLD NO. 1 FORE
SPACE NO. 3 PEAK
TUNNEL

AFT DOUBLE
PEAK BOTTOM

HATCH ENGINE HATCH HATCH HATCH HATCH

NO. 5 CASING NO. 4 NO. 3 NO. 2 NO. 1

Figure B-9. General Cargo Ship.

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Watertight bulkheads separate individual holds, machinery spaces, and tanks.

One or more ’tween decks may be fitted to facilitate flexibility in cargo loading
Table B-21. Typical General Cargo Ship.
and unloading, cargo segregation, and to improve stability. There may be
watertight doors in the bulkheads on the ’tween decks levels. Denser cargoes are
carried in the lower holds with high stowage factor products normally stowed in Dimensions (ft)
the ’tween decks. Refrigerated spaces may be built into the ’tween decks. Length overall 579
Tramps are designed to carry a wide variety of commodities while liners may be Beam 82
designed for a specific trade. Ship designs for a specific trade strive for "full and Depth to main deck 46
down" operation; the ship’s freeboard is down to her loadline with cargo cubic Design Draft 27
fully occupied. For a given trade, hold spaces are usually designed so that the
ratio of bale cubic to deadweight is 10 to 15 percent greater than the overall Speed and Power
stowage factor of the goods carried to allow for more rapid cargo handling and Design sea speed, knots 22
Shaft horsepower, approx. 20,000
broken stowage – the spaces between and around cargo units, including dunnage,
and spaces not available for cargo stowage because of physical obstructions or
Deadweight and Displacement (long tons at
ventilation and access requirements. Holds are sized and provided with cargo
scantling draft)
gear to limit the amount of cargo cubic per stevedore gang to about 60,000 cubic Light ship 9,790
feet; holds in the midbody are therefore usually shorter than those nearer the ends Total deadweight 14,250
of the ship. The conflict between the desire to shorten holds and the length Cargo deadweight 12,000
required by cargo gear and hatches sometimes dictates the assignment of midships Full load displacement 24,040
spaces to machinery or to fuel, cargo, or ballast deep tanks rather than holds.
Capacities
Hatches are as large as possible without compromising hull strength (the main or General cargo, bale, ft3 775,000
second deck is normally the strength deck) to reduce the requirement for Refrigerated cargo, net, ft3 40,000
horizontal movement of cargo within the holds. Hatches served by two sets of Cargo oil, tons at 40 ft3/ton 1,000
cargo gear generally measure 20 by 30 feet or larger. Hatches on older ships are Dry bulk cargo (grain), ft3 311,000
generally smaller than those on newer ships. Hatches are surrounded by Total containers (8 × 8 × 20 ft) 216
coamings to reduce the risk of flooding in heavy seas. Covers are usually 2-high on deck 96
Below deck 120
constructed of steel (or wood on older vessels). The main deck plating between
hatches is not effective in providing longitudinal strength, and is sized to carry
fairly light local loads. The deck plating outboard the hatches is therefore much
heavier, often exceeding five-eighths inch in thickness.

Cargo gear is designed for speed and flexibility for handling breakbulk, palletized, or container cargo. Various combinations of derricks,
winches, and deck cranes are used for the handling of cargo. Cranes are fitted on many vessels to reduce manpower requirements. Some ships
have special heavy-lift derricks that may serve one or more holds. Booms are rigged for either yard and stay (burton) or swinging-boom
operation.

Virtually all general cargo ships use double-bottom spaces as fuel and ballast tanks. More recent designs assign several tanks exclusively to
segregated saltwater ballast. Some vessels have built-in systems for handling oil cargoes in double bottom or deep tanks, and for cleaning and
heating the tanks. In many designs, several holds can be specially fitted for carrying grains or other dry bulk cargos. Grain feeders may be
built in and used for access trunks. Other grain fittings commonly fitted include deck and bulkhead cuts (trunk bulkheads) fitted with gratings.

B-6.3 Combination Cargo-Passenger Ship. Cargo-passenger ships are essentially general cargo ships with increased accommodations for pas-
sengers. Most are designed to handle most commodities and typically operate to and from tropical ports in third world countries. They are often
rigged primarily to transport agricultural products and tropical fruits on one voyage leg, and finished industrial products on the reverse leg.
Typical cargoes include motor vehicles, general cargo suitable for containers and pallets, bulk liquids (lube oil, detergents, molasses, etc.), fruit,
frozen shrimp, bagged coffee and cocoa beans, balsa wood, etc. Table B-31 gives general characteristics for a typical cargo-passenger ship.

Cargo-passenger ship holds often include cellular-type container stowage for twenty- and/or forty-foot intermodal containers. A typical
arrangement can accommodate up to 175 twenty-foot containers, or mixed loads with up to 44 forty-foot containers and 87 twenty-foot
containers, handled by travelling gantry cranes. In addition to containers, the gantry cranes are designed to handle automobiles, trucks, pallets,
and rough cargo through main deck hatches. Designs emphasize flexibility in handling varying amounts of breakbulk and containerized cargo
and often incorporate vertical and horizontal conveyor systems for handling bananas and other fruit.

B-6.4 Refrigerated Cargo Ships. Refrigerated cargo ships are basically fast general cargo ships with extensive refrigerated spaces for the
transport of meat, fruit, and dairy products. They may several ’tween decks. Cargo may be carried frozen or chilled. Hold volume is less than
an equivalent sized cargo ship because of the space taken by insulation—about 25 percent less for chilled cargo and about 35 percent less for
frozen cargo. If all cargo spaces are refrigerated, the ship is called a fully refrigerated ship, or reefer. If only some of the holds are refrigerated,
the ship is a partial reefer; the refrigerated holds are generally those closest to the machinery spaces.

Cargo volume is an important factor since refrigerated cargo has a fairly high stowage rate: chilled beef stows at about 127 cubic feet per ton,
frozen beef at about 94 cubic feet, and bananas at about 157 cubic feet. Chilled beef is hung from hooks and chains, with approximately one
foot clearance between the meat and the deck for air circulation; the effective KG of the hung meat is thus at the overhead of the storeroom,
rather than near mid-height. Frozen meat is usually stacked; storage height is usually less than 20 feet to avoid crushing the lower tiers. Cargo
spaces may be divided into bins for the stowage of fruit; permanent uprights, slotted to accept removable battens, are fitted at about 10 foot
intervals.

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B-6.5 All Hatch Ship. To reduce the requirement for horizontal movement of cargo in holds or ’tween decks spaces, many general cargo ships
are designed with very wide hatches, sometimes extending for as much as four-fifths the width of the deck. Two or three hatches abreast are
sometimes fitted, rather than a single wide hatch. A typical three-hatch design is shown in Figure B-10. Because the small deck area does not
provide sufficient resistance to racking, heavy web or cantilever frames are fitted at frequent intervals, along with heavy hatch-end beams. Deep
hatch coamings on the upper deck tie the frames together and provide transverse rigidity. Longitudinal strength is achieved by heavy sheer
strakes and side deck stringers, often with heavy longitudinal girders. The deep hatch coamings are often made continuous throughout the length
of the cargo deck. In multi-hatch designs heavy deck plating and girders between hatches provide part of the ship’s longitudinal strength. In
some designs the deck between hatches is supported by longitudinal bulkheads rather than stanchions. The resulting segregated cargo space
is well suited to carrying diverse cargoes that may require separation, and limiting athwartships shifting of bulk granular materials. All-hatch
ships are sometimes converted to container ships by fitting temporary or permanent cell guides in the holds.

CRANES

CREW AND
STORES

DT DT

5/8 IN.
PL (TYP)
DK LONG. L
5 x 3-1/2 x 5/16 IN.
1-3/8 IN. PL

1-1/2 IN. PL
1.0 IN. PL DK LONG.
14-1/2 x 1-1/2 IN. FB
L
ORDINARY FRAMES 8 x 3-1/2 x 3/8 IN.
PILLAR
9 IN. DIA. SPACED 2 FT - 8 IN.
EH 1-1/4 IN. PL
DK LONG. L 1.0 IN. PL
5 x 3-1/2 x 5/16 IN.

WEB PLATING
HOLD AND ’TWEEN DECKS 10 x 3-1/2 x 1/2 IN.
PILLAR 3/8 IN. PL WEB FLG PL
16 IN. DIA. 8 x 1 IN. PL FLG
EH SPACED 10 FT - 8 IN.
9/16 IN. PL
(TYP) DK LONG. L
5 x 3-1/2 x 5/16 IN. 5/16 IN. PL

7/16 IN. PL (TYP)

12 x 3-1/2 x 1/2 IN.
PILLAR FLG PL
20 IN. DIA.
EH
SHELL PLATING
FLAT KEEL 7/8 IN.
BOTTOM 9/16 IN.
INNER BOTTOM 7/16 IN.
SHEER STRAKE 1-3/8 IN.
SIDE 5/8 IN.
BILGE STRAKE 5/8 IN.

7/16 IN. PL FLOOR

CL BOT LONG. 10 x 3-1/2 x 3/8 IN. FLG PL 12 IN. DEADRISE

I B LONG. 8 x 3-1/2 x 3/8 IN. FLG PL IN 38 FT HB

Figure B-10. Three-Hatch Ship.

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The ships bridge is typically situated well forward and separated from the after deck house.
Most of the cargo spaces lie between the bridge and the aft machinery space. Table B-22 Table B-22. Characteristics of a Typical
gives general characteristics of a typical three-hatch design. Three-Hatch Ship.

Dimensions (ft)
B-6.6 Container ships. Before 1960, the specialized container ship was virtually unknown Length overall 506-2
as a ship type. Since then there has been a rapid development of larger and faster vessels Length between perpendiculars 482-0
of this type. Most modern container ships are of the vertical cell type, although there is Beam 70-0
Depth to main deck 45-0
also a horizontal loading type. Container ships load and unload much faster than general Design draft 28-0
cargo ships, but are not normally fitted with cargo gear. Because of this, container ships Speed and Power
trade primarily through developed ports with appropriate terminal facilities. In addition to Design sea speed, knots 18
fully containerized ships, four other classes of ships handle containers: Shaft horsepower, approx. 11,660
Deadweight and Displacement (long tons at design draft)
• Partial container ships with a major portion of the cargo spaces designed for
Total deadweight
Displacement
10,976
16,820
the stowage and handling of containers with the remaining capacity devoted Cargo Capacities
to other forms of cargo, often loaded by roll-on/roll off means. General cargo (cu ft) 657,213
Refrigerated cargo (cu ft) 22,433

•
Liquid cargo (tons) 1,890
Convertible container ships with special arrangements and outfit that enable
all or part of the vessels capacity to be converted for container stowage with
the remaining capacity used for general or bulk cargo.

• Ships of limited container capacity that are primarily designed to carry other forms of cargo but have some container handling
and securing devices.

• Ships without special container stowage arrangements on which containers are handled as oversize cargo and secured on deck or
in holds by traditional means.

Ships designed to carry containers on deck are normally arranged to keep the upper deck as dry as possible, by use of high freeboard, flaring
bows, or placing the deck house forward of deck container stowage.

B-6.6.1 Containers. Intermodal dry cargo

containers are essentially reinforced CORNER
rectangular boxes. A typical container is TOP POST
shown in Figure B-11. The American TOP SIDE END
DOOR RAIL BOTTOM
National Standards Institute (ANSI) and the RAILS END RAIL
HEADER
International Organization for ROAD
Standardization (ISO) have developed SIDE CORNER
FITTING
standards for dimensions, strength, and BOTTOM
fittings for intermodal freight containers. REAR SIDE RAILS
Standard dry cargo containers are 8 feet END DOOR CURB SIDE FRONT
1
wide, 20, 30, or 40 feet long, and 8, 8 ⁄ 2 or FRAME SILL
9 feet high. With special fittings, shorter
containers can be loaded in standard STRUCTURAL MEMBERS
container cells; nonstandard containers with
lengths of 6 feet 8 inches and 10 feet are
therefore fairly common, as well as 24-, 35-
and 45-foot containers. Containers less
than 30 feet long often have forklift
pockets, longer containers usually do not.
ROAD
Containers are steel framed with sides, SIDE
overhead, ends of corrugated steel, steel
faced plywood (plymetal), aluminum, or REAR
fiberglass reinforced plywood (FRP).
CURB
Floors may be hard or softwood laminate, TYPICAL CONTAINER SIDE
planking, or plywood; the interior may be
lined with plywood or battens. Cross
members supporting the floor or top may Figure B-11. Intermodal Container.
be box, C-, Z-, or I-beams welded or bolted
to the side rails. The end frames are fitted
with standard handling and securing corner fittings, usually steel castings that are welded to the corner posts. Doors extending the width of the
container and consisting of flat panels fitted with locking hardware and weatherproof seals are fitted at one end. Containers must meet minimum
strength requirements to ensure that loaded containers can be stacked six high for storage or transport. In addition to the common box-type
container, a number of special containers have been developed, including half-height containers, open top and hopper containers for carrying
bulk granular materials, various types of tanks enclosed in frames meeting container dimensions, and open frames for carrying vehicles. Dry
cargo container capacities are given in Table 9-7.

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Cargo capacity for container ships is frequently expressed in terms of 20 or 40 foot equivalent units (TEU or FEU) i.e., the number of containers
that could be carried if all were standard 20- or 40-foot containers. Although a recent development, the current trend is to adopt forty foot
containers and the FEU as the industry standard.

B-6.6.2 Vertical Cell Container Ships. Vertical cell container

ships carry containers stacked in cells formed by angle corner guides. Table B-23. Typical Vertical Cell Container Ship Characteristics
The containers are lowered into and lifted from the cells by gantry
cranes on the pier, or more rarely, on the ship. Cargo spaces are
Dimensions (ft)
arranged to give maximum container capacity within the minimum Length overall, approx. 585-0
hull volume, with due allowance for structure, clearances, and Length between perpendiculars 530-0
hydrodynamic requirements for the hull form. Many container ship Beam 79-0
designs also include significant stowage space for general, dry bulk, Depth to main deck 40-0
Design draft 28-6
and liquid cargo. Vertical cell container ships and cell construction
are illustrated in Figure B-12 (Page B-35). Tables B-23, B-31 (Page Speed and Power
B-51), B-32 (Page B-52), and B-34 (Pages B-54 and B-55) give Service speed, knots 20.5
characteristics of typical cellular container ships. Shaft horsepower, approx. 18,500

Deadweight and Displacement (long tons at

Container cells are arranged in athwartships groups with the long design draft)
axis of the containers fore and aft. The transverse width of the cell Light ship weight 9,650
groups may be 80 percent of the ships breadth, requiring large Total deadweight 9,900
Cargo deadweight 7,100
hatches. The container cells consist of corner guide angles attached Displacement 19,550
to the ship structure. The guides are installed to fit the standard
containers with fairly tight clearance to limit container movement Cargo Capacity
Containers (8 × 8 × 20)
while underway. Because of the small clearance between container
Dry cargo 458*/ 490,000 ft3
and guide, containers can be loaded or discharged without binding Refrigerated Cargo 22 / 19,000 ft3
only with the ship within very narrow limits of list and trim. Total 480 / 509,000 ft3
Containers are secured to each other in the cell racks by special pins General cargo (bale) 93,000 ft3
and then lashed to the deck with wire and chain. The weight of the Dry Bulk (bale) 90,000 ft3
Liquid Bulk (net) 25,000 ft3
stacked containers is normally transmitted directly to the inner
bottom, with the cell guide structure carrying only horizontal forces * Including 70 on deck
resulting from ship motions, list, and trim. If containers are stacked
more than six high, movable supports on the vertical structure support the upper containers. Hatch covers are normally of the lift-off pontoon
type, with hydraulic or manual dogs. Because the covers are normally handled by a gantry crane, they are usually large and span the length
of one cell and the width of several cells. Most cell-type container ships are designed to carry a large number of containers on deck, in single
tiers or stacked on the hatch covers. The containers are secured by locking the lower corners to the deck or hatch covers by special fittings,
tieing the upper corners together transversely, and with special diagonal lashings secured to fittings at the ends of the rows. Refrigerated
containers are normally carried on deck, where ventilation required for the built-in electric powered refrigeration units is provided naturally.
Electric connection boxes are installed at designated locations. Containers with hazardous cargo are usually carried on deck or at the top of
a stack in a hold.

The number of cell groups within a hold or bay is dictated by the requirements of structure and watertight subdivision. Transverse watertight
bulkheads between holds extend to the main deck, making it the bulkhead deck. A container ships longitudinal structure consists essentially
of bottom and shell without decks, longitudinal bulkheads, or stanchions. Heavy floors with web frames are fitted at intervals in the wings
outboard the cell groups, or extending between cell groups in some designs, to give transverse rigidity. The inner bottom longitudinals, bilge
strakes, sheer strake, and the narrow main plating outboard the cell groups are quite heavy to provide the necessary longitudinal strength. The
upper portions of the wings often form a large, heavy box girder, as shown in Figure B-12 (Page B-35). The requirement for minimum
interference with cargo stowage leads to common use of higher strength steels, particularly in the upper deck.

Capacity (TEU or FEU) and speed distinguish different "generations" of container ships. Most container ships built before 1968 (1st generation)
have capacities of 500 to 700 TEU, with service speeds of less than 22 knots. Many first-generation container ships were converted from general
cargo ships or bulk carriers by the installation of container cells. Most second-generation ships, built between 1968 and 1972, have capacities
of 1,200 to 1,500 TEU, with about 40 percent of the containers carried on deck and service speeds of 22 to 26 knots. Third-generation ships,
built since 1972, have capacities of up to 1,800 to 2,200 TEU (60,000 tons deadweight). Service speed may be 26 knots or more.

For salvage operations, lightening the ship can be problematic and tedious because containers may jam in their cell guides if the casualty has
significant list or trim, and because the containers with the heaviest loads are often stowed near at the bottom of stacks near the centerline, under
many lighter or empty containers. Because tankage is often limited to double bottom ballast tanks, relatively small bulk cargo tanks in some
designs, and to fore and after peak tanks, selective ballasting to alter conditions may be difficult or impossible.

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10-TON BRIDGE
CRANES 10-TON 10-TON
MAIN
DECK

34 DRY DRY
DRY 92 96 96 92
CARGO MACHY CONTR CARGO CARGO
SPACE CONTR CONTR CONTR CONTR
BALLAST BALLAST

LIQUID CARGO INBOARD PROFILE

(FLUSH)

30x26 30x26 30x26

FT FT FT

UPPER DECK

MAIN
DECK

STEER
SET. MACHY FORE
FO SPACE FO PEAK
AP FP
INBOARD PROFILE

MACHY
SPACE

LOA = 752’, LBP = 705’, B = 100’, D (MN DK) = 57’ MAIN DECK

0.50 IN. 1.75 IN.

PLATE 1.50 IN. PLATE PLATE
18 x 1.75 IN. FB
12 IN. x 60 LB WFT (TYP)

0.875 IN.
PLATE
L
7 x 4 x 1/2 IN.
L
8 x 4 x 9/16 IN.
12 IN. 1.50 IN.
FB PLATE
SHELL PLATING
0.50 IN.
FLAT KEEL 1.0 IN. WEB
BOTTOM 0.89 IN.
INNER BOTTOM 0.60 IN. 12 x 4 x 1/2 IN. FLG PL
SHEER STRAKE 1.50 IN. SPACED
SIDE 0.88 IN. 10 FT 1.50 IN.
BILGE STRAKE 1.18 IN. PLATE

15 x 3-3/8 L
IN. L
x 33.9 LB L TO

0.50 IN.
PLATE BOTTOM LONG. L
FB 9 x 4 x 1/2 IN.
I BOTTOM LONG.
8 x 4 x 1/2 IN. F

LOA = 719’, LBP = 675’, B = 95’, D = 54’

TYPICAL MIDSHIPS SECTION

Figure B-12. Vertical Cell Container Ships.

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B-6.6.3 Horizontal Loading Container Ships. Horizontal loading container ships are less common than vertical cell container ships, and less
distinct as a ship type. Containers are loaded through stern or side ports by fork lifts or straddle trucks, usually onto a single container deck
that extends for most of the length of the ship. In this respect, they may be considered a type of roll-on/roll-off ship, with which they share
a number of features. Containers are normally stowed with the long axis athwartships to suit the fore and aft travel of the forklift. Access to
groups of containers can be attained by leaving aisles empty. Although usually designed for a specific container size, the ship can readily load
cargo that meets under deck clearances and is adaptable to handling by fork lift or other rolling equipment: different sized containers, palletized
cargo, vehicles, trailers, etc. The ship may carry its own forklifts.

Beam is selected to equal an even multiple of container length, plus requirements for side framing, stanchions, and clearances. The container
deck is free of transverse bulkheads and the number of stanchions is kept to a minimum to enhance fork lift maneuvering and flexibility in cargo
stowage. Screen bulkheads with large sliding or accordion type doors are fitted at intervals to contain carbon-dioxide or other firefighting gases.
The ships are designed with minimum freeboard, as the container deck is the bulkhead deck. A main structural feature is the strength of the
container deck which must carry the concentrated loads of the container corners and wheels of lift trucks bearing loaded containers. Spaces
below the container deck are allocated to machinery, fuel, ballast tanks, liquid cargo, and occasionally special cargo handled by rapid methods
(such as refrigerated cargo handled by conveyor). The weather deck is not normally designed for loading of containers by lift truck because
of the heavy structure that would be required, and the difficulties in carrying containers up ramps. The weather deck may be designed for
carrying automobiles loaded by ramp, or light containers and similar bulky cargo loaded by overhead lift gear.

B-6.7 Roll-On/Roll-Off Ships. The roll-on/roll-off (RO/RO) ship employs the unitized cargo concept, but preceded the purpose-built
containership by nearly a decade. The designation RO/RO covers a broad category of ships designed to load and discharge cargo that can be
loaded as or by rolling stock. Broadly interpreted, this includes trailer ships, vehicle carriers, train ships, and passenger/vehicle ferries.
Horizontal loading container ships and pallet ships, loaded by lift trucks or tractors with trailers, are sometimes considered RO/RO ships as well.

RO/RO ships of all types have a high cargo cubic to deadweight ratio, and have certain common features in the arrangement of cargo spaces:

• Long clear cargo decks without transverse bulkheads with deck heights to accommodate vehicles.

• Side, stern, or bow ports and ramps for ship-shore cargo transfer. Ramps are sometimes part of the terminal facility, as in ferries
and train ships. Many designs place side ports near the ends of the ships to take advantage of the curvature of the shell plating
in the construction of the loading ramp. The curved plating forms the outer chord of a truss with the flat vehicle travel surface
forming the inner chord.

• Decks designed to withstand concentrated vehicle wheel loads.

• Deck heights to match a particular range of vehicle or cargo unit heights.

• Clearances for stowing and turning vehicles.

• Single cargo deck or internal ramps or elevators for vertical distribution of the cargo. Ramps may be permanent fixtures or be
designed to stow in the deck or overhead to permit additional cargo stowage.

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Most modern RO/RO ships range in length from 400 to 640 feet, with a deadweight range of 10,000 to 27,000 long tons. Machinery spaces
are usually located aft, often wholly beneath the lowest RO/RO cargo deck. The requirement for clear decks and specific deck heights calls
for a ship structure significantly different from that of a standard transversely framed cargo ship. The strength provided in ordinary cargo ships
by transverses, which would normally be carried above the freeboard deck to the uppermost continuous deck, is provided instead by deep web
frames and beams, spaced 8 to 12 feet apart. Plating between the webs at deck and side is normally reinforced by longitudinal frames, although
intermediate transverse side frames may be used. Because of the deck strength required to carry vehicle wheel loads, decks are thicker, and
deck longitudinals heavier and more closely spaced than in similar sized general cargo ships. The combination of heavy cargo deck structure,
longitudinal framing, and great hull depth due to the height of the cargo decks, give the RO/RO ship longitudinal strength usually well in excess
of statutory or classification society requirements. Typical RO/RO ships are shown in Figure B-13. Characteristics of some specific types of
RO/RO ships are discussed in the following paragraphs.

2ND
HOLD NO. 4 HOLD NO. 2 D TK DECK

SP SP
SP
HOLD NO. 5 HOLD NO. 1
HOLD NO. 3
MACHY

A P INBOARD PROFILE F P

WT DR WT DR PLTF DK
RAMP RAMP OVER
UP DOWN RAMP RAMP MN DK
BLR DOWN UP OVER
CASG

WT RAMP
DR DOWN

TLR SECOND DECK

TLR AUTO AND PORT
PORT TRACTOR PORT
GENERAL-PURPOSE RO/RO

UPPER DK

PIVOTED
RAMPS MAIN DK

2ND DK
TRAILER STOWAGE
RAMP SP TRAILER STOWAGE SP
DT TANK DK

INBOARD PROFILE TYPICAL SECTION

TRAILER SHIP

MAIN DK

2ND DK

SP SP 1ST PLATF
2ND PLATF
TANK TOP

INBOARD PROFILE TYPICAL SECTION

VEHICLE CARRIER

Figure B-13. Roll-On/Roll-Off Ships.

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B-6.7.1 Vehicle Carrier. Vehicle carriers can be broadly classed as vehicle/passenger ferries and straight vehicle carriers, which may be
designed to carry automobiles, large commercial and military vehicles, or both. Typical large vehicle/passenger ferries can accommodate up
to 320 cars and 1,200 passengers for short voyages. Straight vehicle carriers have much less passenger space, but can carry up to 3,200 vehicles.
Automobiles are typically stowed low in the ship, while trucks and other commercial vehicles requiring greater stowage length and height are
stowed on the longer higher decks. Carriers designed to handle large commercial and military vehicles can also operate as trailer carriers or
horizontal loading container ships. In some carriers, vehicles are carried above the bulkhead deck on movable nonwatertight decks so deck
height can be adjusted to accommodate particular types of vehicles.

The vehicle carrier shown in Figure B-13 is designed for rapid

loading and discharge of military wheeled vehicles under their own Table B-24. Typical Vehicle Carrier.
power to and from piers, lighters, and landing craft. As a secondary
task, the ship is capable of transporting general cargo and vehicles
loaded by conventional overhead means. Cargo is stowed in two 135 Dimensions (ft-in)
Length overall 499-0
foot vehicle holds amidships and smaller holds in the bow. Vehicle
Length between perpendiculars 465-0
holds are interconnected by fixed ramps in the center of the ship, Beam 78-0
which pass above and through the machinery space. Vehicles are Depth to main deck 48-9
driven on board and then over the ramps from one deck to another Design draft 22-0
until they reach their stowage spot. All decks, including the weather Maximum draft 27-1
deck, may be loaded from the side and stern ports. ’Tween deck
Speed and Power
hatch covers are flush, and designed to withstand the local loads
Design sea speed, kts. 18
imposed by the vehicles. Machinery spaces are located beneath the Shaft horsepower 13,200
second deck closures. Characteristics of the vessel are given in
Table B-24. Deadweight and Displacement (lton at maximum
draft)
B-6.7.2 Train Ship. Train ships are designed and constructed to Lightship 8,175
Total deadweight 10,111
carry freight cars, and sometimes locomotives or passenger cars, on
Cargo deadweight (fuel for 15,000 miles) 7,551
short transits between railheads. They are usually longitudinally Full load displacement 18,286
framed, with the car deck designed to provide the required structural
support directly under each track. Ship beam is based on the number Capacity
of tracks, the required clear width in way of the tracks (usually 11 Bale capacity of all vehicle and cargo 766,500
to 12 feet), access requirements, and requirements for structure in spaces, omitting driveways, ft3
way of pillar lines and at the side. Hull lines are selected to allow
a car deck layout such that rail tracks can be arranged with radius of
curvature greater than 160 feet. Deck heights are selected to Table B-25. Trailer Ship Characteristics.
accommodate the tallest cars carried, usually about 18 feet clear
height for box cars, higher for flat cars with trailers. Machinery
casings and access ladders are given minimum width and located in Dimensions (ft-in)
Length overall 518-0
way of pillar lines or side structure. The most common type of
Length between perpendiculars 500-0
crane ship is the single-deck, stern loading type. In a variation of Beam 78-0
this type, cars are transferred singly to a lower deck with an elevator. Depth to upper deck 57-6
Multi-deck designs with connected ramps are generally impractical Design draft 19-0
because of the severe grade limitations that apply to railroads (5
degrees or less). Securing fittings normally consist of jacks and hold Speed and Power
Design sea speed, knots. 20-0
down lashings at the corners of the cars. The jacks brace against a
Shaft horsepower, approx. 16,500
jack rail and take part of the cars weight off the truck springs. The
cars are then secured to the jack rail by turnbuckle-tensioned Deadweight and Displacement (long tons at scantling
lashings. This securing method renders the car springs inoperative draft)
and prevents the buildup of ship motion caused car movements Lightship 6,680
which might synchronize with the natural period of the car on its Total deadweight 4,400
Full load displacement 11,080
springs. Securing fittings are designed for a maximum expected roll
amplitude, normally about 20 degrees. Cargo Capacity Trailers, (35 ft) 200

B-6.7.3 Trailer Ship. The factors dictating the arrangement of Crew 47

cargo spaces in trailer ships are similar to those for train ships, but
required clearances, point loads on decks, and minimum turning radii are all generally smaller, while allowable deck grade angle is much greater.
In some designs, trailers are loaded in rows, following wheel tracks consisting of a guide fitting on deck that projects into the space between
the dual tires on one side of the trailer. Trailers are loaded and discharged by special tractors which may be carried on board or provided at
the terminal. Multi-deck designs with interconnecting ramps, like that shown in Figure B-13, are common. Trailer ships are normally designed
for short runs with assorted sized trailers, as it is more economical on long voyages to separate standard (ISO) trailers from their chassis and
transport them as containers. Characteristics for a typical trailer ship are shown in Table B-25.

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B-6.8 Barge Carriers. The Barge Carrier is another variation on the unitized cargo concept, employing larger containers (barges) that are lifted
to and from the water instead of the dock. Barge carriers are particularly suited to traffic between ports at the entry to inland waterways and
undeveloped ports. Since the barges are loaded directly to and from the water, cargo can be delivered without container handling facilities.
Three types of barge carrier are described in the following paragraphs: the LASH (Lighter Aboard Ship), the SEABEE, and the BACO (Barge
Container). LASH and SEABEE ships are shown in Figure B-14.

SW HOLD HOLD HOLD

BALL. NO. 6 NO. 5 NO. 4
BARGE
SW STOWAGE
HOLD NO. 1
MACHY HOLD NO. 3 HOLD NO. 2 FO CARGO BALL. HOLD NO. 3
SPACE TK OIL
AP FP
INBOARD PROFILE

CONTAINER
STOWAGE
MAIN DECK HOLD NO. 1
GANTRY CRANE TYPE (LASH)

ELEVATOR
MACHY FO FO FO FO FO BALL. UPPER DECK
SPACE CABIN DECK
BOW FP
AP BALL. MAIN DECK
ALLEY
BALL. INBOARD PROFILE THRUST.
LOWER DECK
BALL. BALL. MACHY CASING ACCOMODATIONS BARGE
WINCH
ROOM
ELEVATOR

MAIN DECK
PLATFORM ELEVATOR TYPE (SEABEE)

Figure B-14. Barge Carriers.

B-6.8.1 LASH Ship. LASH ships are large, (up to 46,000 tons deadweight) and relatively fast (10 to 22 knots). LASH characteristics are given
in Tables B-31 and B-34 (Pages B-51, B-54, and B-55). LASH lighters measure 61.5 feet long by 31 feet wide by 13 feet high, and hold up
to 20,000 cubic feet or 375 long tons of cargo. The lighters are fitted for stacking with large locking (peck and hale) lugs at the corners of the
deck and matching recesses on their bottoms. The barges are lifted to and from the water at the stern by an installed 455 long ton travelling
gantry crane that engages the deck lugs. The vessel shown can carry up to 46 barges stacked in holds similar to the way containers are stacked,
with an additional 30 stacked two deep on deck over the hatch covers. The forward hold may be fitted with cell guides for up to 180 containers,
with another 164 stacked on hatch covers and along the wing walls, reducing barge capacity to 61. A stretched (893 foot) version can carry
up to 89 lighters for a total cargo deadweight of 33,375 long tons. River-type towboats (see Paragraph B-6.15), specifically designed and fitted
for stowage atop lighters and handling by the gantry crane, may be carried to handle the lighters in undeveloped ports.

B-6.8.2 SEABEE Ship. SEABEE barges measure 97 feet long by 35 feet wide by 12.5 feet high with a 1,000 ton cargo capacity. The barge
size was selected to match the dimensions of standard barges on U.S. inland waterways. The SEABEE ship is about the same size as a LASH
ship. SEABEE characteristics are given in Table B-34 (Pages B-54 and B-55). With a deadweight of 38,000 tons, the SEABEE ship can carry
38 barges. Barges are loaded by an elevator located at the stern and moved forward by a winch located forward of the barge decks. Two ’tween
decks are used to store the barges, and machinery spaces are located below them. The machinery space extends into a box-like structure
outboard the barges on both sides of the ship. These spaces are largely used for accommodations and ballast tanks. In addition to the barges,
SEABEE ships have a container capacity of about 950 TEU (mostly on deck) and can accept RO/RO cargo. Because of their spacious and
unobstructed barge decks, SEABEE ships are particularly well suited to carrying oversize military and industrial cargo, such as aircraft,
watercraft, and tracked vehicles.

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B-6.8.3 Barge Container (BACO) Ship. BACO ships are similar in arrangement to LASH
and SEABEE ships, but employ a float-on/float-off loading method. The ship is ballasted, the Table B-26. BACO Ship.
hold is flooded, and the barges are floated in through the doors in the bow. After loading, the
doors are closed, the hold is pumped out, and the ship is ready to sail. Unlike other barge BACO Ship Barge
carriers, BACO ships are commonly fitted with cargo gear, including cranes with a typical
Dimensions, ft-in
capacity of 800 tons. Characteristics of a the BACO barge and a typical ship are given in
Length overall 669-7 78-9
Table B-26. Typical cargo capacity is twelve barges and 500 to 620 container TEU.
Beam 93-6 31-2
B-6.9 Tankers. Oil tankers, illustrated in Figure B-15, are unique in that the cargo rests Draft, load 21-10 13-11
directly on the skin of the ship. Most oil tankers are single-skinned, although recent U.S Deadweight, tonne 21,000 800
legislation will require double bottoms and/or cofferdams. Tankers are roughly grouped (lton) 20,672 787.5
according to size and service: Service Speed, kts 15

Type: Deadweight, lton: Service:

Coastal less than 15,000 crude and refined products
Handy or small size 6,000 to 35,000 mainly refined products
Mid size 35,000 to 75,000 crude and refined products
Large 75,000 to 160,000 mainly crude
Very Large Crude Carrier (VLCC) 160,000 to 300,000 exclusively crude
Ultra Large Crude Carrier (ULCC) above 300,000 exclusively crude

FOCSLE
FORE PEAK
TANK

MACHINERY CARGO CARGO CARGO CARGO CARGO

SPACE TANK TANK TANK TANK TANK
AFT PEAK PUMP ROOM/ COFFERDAM DEEP
TANK COFFERDAM TANK

TYPICAL SMALL COASTAL TANKER

a
8 7 6 5 4 3 2 1

(a) MAIN CARGO PUMP ROOM

(b) EXTRA LARGE TANKS FOR SPECIAL PARCELS

a
b b

TYPICAL PRODUCT CARRIER

b a
c

(a) SADLE SLOP TANK

OPEN BULKHEAD FOR STRENGTH
(b) MAIN CARGO PUMP ROOM
AND TO REDUCE OIL MOVEMENT
(c) PERMANENT BALLAST TANKS

c
b
a

TYPICAL CRUDE CARRIER

Figure B-15. Tankers.

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Characteristics of various-sized tankers are given in Tables B-31, B-32, and B-34 (Pages B-51, B-52, B-54, and B-55). Cargo space in tankers
is subdivided by a number of oil-tight bulkheads throughout the length of the tank deck. In mid-size and large tankers, cargo space is further
subdivided by two longitudinal bulkheads to give several sets of three tanks abreast, numbered from forward aft (center, and port and starboard
wing tanks). The wing tanks typically have one half to two thirds the capacity of the adjacent center tank. In small tankers there may be only
one longitudinal bulkhead, or none at all, while very large tankers may have 5 tanks abreast.

All tankers have machinery spaces aft of the cargo tanks. Some older designs have a midships bridge and accommodation unit, but all working
spaces are isolated from other areas by cofferdams. To minimize the risk of leakage of oils or vapor into other compartments, a pair of
bulkheads, forming a cofferdam, are fitted at each end of the tank section. In some ships, pumprooms serve as cofferdams. Ships designed
to carry different products simultaneously may separate groups of tanks by cofferdams. Most tankers have a deep tank for ship’s fuel between
the cargo tank section and the fore peak tank. Additional fuel may be carried in double-bottom tanks under, and wing tanks abreast, the
machinery spaces. Some vessels have a dry cargo hold above the forward deep tank.

To reduce the still water bending moment and allow lighter scantlings, large tankers are often designed with permanently empty tanks near
midships. Since virtually all tankers tend to hog when empty, it is important to avoid loading cargo into the extreme bow and stern sections
without first placing some weight in the center. Tankers less than 650 feet in length may be framed on either a longitudinal or combination
system. Longitudinal framing is required for larger tankers by the construction rules of most classification societies and regulatory agencies.
Transverse bulkheads are normally located not more than two-tenths of the ships length apart. Perforated swash bulkheads are fitted in tanks
longer than one-tenth the ships length or 45 feet, to provide transverse strength and dampen fore and aft movement of the cargo. The
longitudinal framing extends throughout the length of the tank section and may extend to the ends of the ship, but it is customary to employ
transverse framing at the ends of the ship, including the machinery spaces. A double bottom is normally fitted under the machinery spaces.

Cargo pumping arrangements in oil tankers are quite extensive, since a number of grades of oil may have to be loaded, transferred, and
discharged from tank to tank through a pipe network without risk of contamination of one grade by another. Tanks for heavy oils, molasses
or other viscous fluids are fitted with heating coils. Pumprooms may be placed at both ends of the tank section or between tank groups, but
most modern tankers have only one pumproom, between the tank section and the machinery space.

B-6.9.1 Tanker Piping Systems. Most

modern tankers are fitted with a direct pipe- PUMP 1
line system for handling cargo. Tanks are
divided into groups or systems, with a dif-
ferent pump and line for each system. PUMP 2
Figure B-16 shows two possible pipeline
arrangements for an 18 tank ship. The
upper illustration incorporates three main PUMP 3
cargo pumps, each handling two sets of 6 5 4 3 2 1
tanks (two center tanks and four wing PORT CENTER STARBOARD
SYSTEM SYSTEM SYSTEM
tanks). The lower illustrates another #1 PUMP #2 PUMP #3 PUMP
possible arrangement for the same type of
ship. In this case only two pumps are
fitted; one for centers, one for wings. In PUMP 1
both cases, a separate line runs from each
pump along the bottom of the tank range to PUMP 2
the tanks in its system. Shorter sections of
pipe branch off from the main lines to each
individual tank. These pipelines vary in di- 6 5 4 3 2 1
ameter from 10 to 12 inches on smaller PORT SYSTEM STARBOARD SYSTEM
#1 PUMP (WING TANKS) #3 PUMP (CENTER TANKS)
tankers to 36 inches on VLCC’s. Valves
are operated by metal reach rods connecting UPPER AND LOWER DIAGRAMS SHOW TWO POSSIBLE ARRANGEMENTS FOR
AN 18-TANK. UPPER DIAGRAM USES 3 PUMPS, LOWER DIAGRAM USES 2 PUMPS
each valve stem to a handwheel on the
main deck. Chapter 2 of the U.S Navy Ship
Salvage Manual, Volume 5 (S0300-A6- Figure B-16. Tanker Piping Systems.
MAN-050) offers a detailed treatment of
ship fuel and cargo oil systems.

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B-6.9.2 Tank Cleaning. Tanks are routinely cleaned to prevent contamination of a clean cargo or seawater ballast by residues of a previous
cargo, or to render them gas-free in preparation for personnel entry for inspection, maintenance, or repair. Tank washing machines, consisting
of fixed or rotating nozzles, are installed on most modern tankers. The nozzles deliver seawater in the form of a high pressure, rotating stream.
Water is delivered by a special pump in the engine room, or by the cargo pumps. The piping system may include heating coils to furnish hot
water. Washing temperatures pressures, which may be as high as 180 degrees Fahrenheit and 180 psi, vary with the tank coating and the type
of residue being cleaned. The cleaning slops are drawn from the tank by the stripping system for transfer to slop tanks. Various tank coatings
are used in many tankers to ease cleaning.

Some crude oil carriers are fitted for crude oil washing (COW) of tanks. The tanks are crude washed during discharge to loosen and remove
the waxy residue and sludge clinging to the tank inner structure that otherwise would not be discharged (and therefore not earn income). The
washing fluid is crude oil delivered to the rotating nozzles by the cargo pumps.

B-6.9.3 Coastal (Small) Tankers. Coastal tankers have simple layouts and are used to transport a variety of products. Coastal tankers are
substantially smaller (15,000 deadweight tons or less) than most long-haul tankers, in order to maintain shallower drafts for entry into shallow
water ports, or through inland waterways. Most coastal tankers are limited to one or a few types of cargo in normal service to reduce the need
for frequent tank cleaning and multiple cargo handling systems. Many are built with shell-to-shell tanks without longitudinal bulkheads. They
may have double bottoms.

B-6.9.4 Mid-size Tankers. Mid-size tankers may be designed to carry either crude oil or refined products. Many product carriers are designed
to carry several cargoes isolated from each other in separate parcels. The parcel carrier concept permits one ship to carry various types of
incompatible products at the same time. This ship type is commonly employed in moving products between refineries, or from refineries to
customers, to and from storage points, and other cabotage operations. A fore and aft catwalk is commonly built between the superstructure and
the forecastle to allow safe passage when the ship is laden. The catwalk also forms a convenient support for the cargo, steam, and foam-
smothering pipelines that run along the upper deck.

B-6.9.5 Large Tankers. ULCCs with deadweights in excess of half a million tons have been built, although the current trend is for somewhat
smaller vessels in the 100,000- to 150,000-ton deadweight range. The catwalk seen in smaller tankers is seldom found in VLCCs and ULCCs
because these vessels have a railed off section running fore and aft along the main deck centerline for crew passage.

B-6.9.6 Double-hull Tankers. Recent controversy surrounding double hulls and double bottom construction includes the merits of each type
of construction as they apply to the salvor. Double bottoms or hulls may add an increased potential for capsizing or explosion, making the
salvage operation more hazardous and thus more likely to fail. Current debate revolves around the required depth of the double hull. In spite
of inherent hazards, a double hull offers certain advantages over single skin construction, provided that only the outer hull is ruptured:

• The prevention of immediate pollution in the event that grounding or collision ruptures only the outer hull.

• Cargo piping is more likely to remain intact and operational.

• Lost buoyancy is restricted to the smaller double bottoms which, in turn, can be more easily pressurized with air. The smaller
"bubble" is more likely to hold during refloating, and its loss would likely be less catastrophic.

• The ability to stabilize a casualty in the early stages to prevent further grounding or loss of structural integrity.

• The availability of a wider range of options in developing and implementing a salvage plan, like countering off-center weight with
selective ballasting.

Additional discussion on the merits of double-hull and double-bottom construction can be found in the Report of The Committee on Tank Vessel
Design, November 1990, a comprehensive study by the National Academy of Sciences.

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B-6.10 Bulk Carriers. In its broadest sense, the term bulk carrier embraces all ships designed primarily for the carriage of solid or liquid cargo
in bulk form, and so would include tankers. In ordinary usage, however, the term is normally used for those vessels designed for the transport
of solid bulk cargos, typically grain and similar agricultural products, and mineral products like coal, ore, stone, etc., on one or more voyage
legs. Like tankers, the general arrangement of cargo spaces is dictated by the facts that the cargo is in the form of homogeneous particles of
more or less uniform size, and can be transferred by blowers, conveyors, or grab buckets. Cargo spaces are divided into holds to meet structural
and subdivision requirements, to restrain cargo movements and resulting upsetting moments, to permit the carrying of different cargoes
simultaneously, and to provide for ballasting. Machinery is invariably aft, and the nonperishable nature of the cargoes leads to speeds in the
12- to 16-knot range, with attendant full hull forms.

Bulk carrier general arrangement and size range are similar to that of tankers, as shown in Figure B-17. Single-purpose bulk carriers are
generally designed as ore carriers, built to carry heavy cargoes stowing at 25 cubic feet per long ton or less, or dry bulk carriers, for grain and
similar cargoes stowing at 45 to 50 cubic feet per ton. Stowage factors for various bulk cargoes are given in Appendix E of the U.S. Navy Ship
Salvage Manual, Volume 1 (S0300-A6-MAN-010).

HOLD NO. 7 HOLD NO. 5 HOLD NO. 3 HOLD NO. 1

MACHINERY HOLD NO. 6 HOLD NO. 4 HOLD NO. 2

ROOM

PROFILE

WING OILTIGHT
TOPSIDE WING TANK LONGITUDINAL
TANK TANK OIL BULKHEAD
HATCHWAY HATCH- BALLAST
WAY

CENTER HOLD
CARGO HOLD ORE (OIL OR OIL) ORE/BULK/OIL CARGO

SIDE WATER VOID

HOPPER SIDES TANK BALLAST DUCT
DOUBLE BALLAST KEEL
BOTTOM
DOUBLE BOTTOM DOUBLE BOTTOM

DRY BULK ORE ORE/OIL OBO

TYPICAL SECTIONS FOR DIFFERENT TYPE CARRIERS

Figure B-17. Bulk Carriers.

Relatively small volumes of dense ores and similar cargoes will settle a ship to her summer load line. Holds on ore carriers are therefore quite small,
bounded by broad wing tanks and deep double bottoms, as shown in Figure B-17. The double bottom and longitudinal bulkheads are of heavy
construction to carry the heavy ore load. The narrow hold breadth limits transverse weight shifts and the depth of the double bottom is sufficient
to keep the center of gravity of the ore high enough to prevent stiff rolling in a seaway. Large volume wing tanks are used for ballast.

Designed for low-density cargoes, dry bulk carriers require much greater hold volume than ore carriers, and therefore have much shallower inner
bottoms, as shown in Figure B-17. In some designs the topside tanks are omitted or fitted with bolted plates in the sloping plating facing the
hold. When very light cargoes are carried, the plates are removed and the tanks are filled along with the hold; the cargo in the tanks feeds
into the hold by gravity when discharging. Larger carriers are sometimes built with an inner side shell, which eases hold cleaning and provides
additional ballast space.

Shallow double-bottom bulk carriers are sometimes designed to carry high-density cargo, by arranging them with alternate long and short holds.
High-density cargo is loaded only in alternate holds to keep the center of gravity high enough to prevent excessive metacentric height. The
double-bottom structure under the holds intended for heavy cargo is augmented. The alternating cargo distribution causes high vertical shear
near the bounding bulkheads, which may require increased shell scantlings.

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With the increase in industrial demand for raw materials paralleling that for petroleum, the design of bulk carriers, like tankers, also evolved
to include larger hulls. Bulk carrier deadweights range from quite small to over 200,000 tons. In order to increase the proportion of payload
operation above the 50-percent level typical of most straight bulk carriers (for tankers or dry bulk carriers operating between specific ports, cargo
is often carried on only one leg of the journey), a trend toward combination carriers began about 1950. At first, these were dual purpose ships
(ore/oil, bulk/oil) which carried different cargos on separate legs of a voyage cycle consisting of two or more legs. This development has
evolved into combination carriers known as ore/bulk/oil ships (OBO). Despite differences, bulk carriers of all types have certain features in
common:

• Single cargo deck, without ’tween decks.

• Machinery aft of cargo spaces so shaft tunnel does not interfere with discharging gear.

• Large ballast capacity.

• Double bottoms under bulk cargo holds.

To facilitate rapid cargo discharge and minimize cleaning requirements, holds are designed with a minimum of internal obstructions that might
catch and hold cargo. Bulkhead stiffening is attained by the use of corrugated plate rather than welded stiffeners. Hold cross section, as shown
in Figure B-17, is arranged so that cargo is self-trimming and self-loading:

• Cargo will flow outwards from the point of discharge of bucket grabs or gravity chutes to fill the entire cargo space with a
minimum of hand trimming.

• The narrowing width at the top of the hold limits transverse cargo shifts when the hold is not completely filled.

• During discharge, remaining cargo will flow to a fairly small area where it can be picked up by the discharging equipment.

Holds of different lengths may be distributed throughout the length of the ship for flexibility in cargo distribution; cargoes of varying densities
can be distributed so as to keep the longitudinal bending moment within acceptable limits. Except for equipment to open or remove hatch
covers, most bulk carriers are without cargo gear. Cargo is loaded by gravity chutes or derrick grabs and discharged by grabs, conveyor systems,
or in the case of grain and similar light cargo, by suction. Some bulk carriers are built as self unloaders, either by the provision of derrick grabs,
or by trimming the cargo spaces to belt conveyers running under the holds to a bucket conveyer which transfers the cargo to another belt
conveyor on a long unloading boom. Conveyor type self-unloaders are fairly common on the Great Lakes (see Paragraph B-6.11). Combination
carriers are fitted with cargo pumps and piping systems for discharging oil cargoes.

B-6.10.1 Ore/Oil Carriers. Cargo spaces in ore/oil carriers are

divided into center and wing tanks by two longitudinal bulkheads, as Table B-27. Typical OBO Characteristics.
shown in Figure B-17 (Page B-43). A deep double bottom lies under
the center tank, which is also the ore hold. Oil and ore are not
carried simultaneously because of the danger of explosion, and only Dimensions (ft)
the center tanks are used for ore. Construction is similar to that of Length overall 815-0
oil tankers, except for double bottom and the large oiltight hatches Length between perpendiculars 775-0
Beam, molded 104-6
over the centerline holds. The main structure of the ship must meet
Draft, molded, full load (summer) 41
the standards for ore carriers, while bulkheads and other appropriate
parts of the structure must meet oil tanker standards. Speed and Power
Service speed, knots 15.85
B-6.10.2 Ore/Bulk/Oil (OBO) Carriers. The cargo cross section Maximum continuous Bhp (metric) at 114 18,400
of an OBO carrier is similar to that of general dry bulk carrier, but rpm 16,800
significantly stronger, as the bulkheads must be oiltight and the Normal bhp (metric) at 110 rpm
double bottom must carry the high density ore load. The typical
Deadweight and Displacement (long tons)
bulk carrier self-trimming cargo hold and wing tank arrangement, Light ship weight 15,528
together with holds of different lengths, provides the alternative Total deadweight (maximum) 63,410
distribution patterns required for utilizing the full deadweight for any Cargo deadweight (ore, oil) 61,419
of the three types of cargo (or ballast) while maintaining proper Cargo deadweight (coal) 53,303
stability and trim. Cargo deadweight (grain) 60,620
3
The general arrangement and basic loading conditions for a typical Cargo Capacity (ft )
OBO carrier are shown in Figure B-18 and described in Table B-27. Cargo holds (grain) 2,727,933
Cargo tanks (98 percent full) 2,947,624
Only when carrying coal, grain, and similar low density cargos are
all the holds used. Because of its greater density, a full ore cargo
requires only the four long holds. Liquid cargos are distributed
among various holds and wing tanks in accordance with the liquid density and requirements for proper stability and trim; in general, tanks are
either filled or left empty. Several special features for liquid cargos are incorporated, including provisions for tank cleaning and heating, and
remote control of all cargo and stripping valves. The short holds and wing tanks are filled when sailing in ballast condition.

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COFFERDAM FO FPT
APT PUMP ROOM HOLD HOLD HOLD COFF
HOLD NO. 7 HOLD NO. 6 NO. 5 NO. 4 HOLD NO. 3 HOLD NO. 1
NO. 2
ENGINE ROOM PR

INBOARD PROFILE

UPPER DECK

HOLD COAL OR WATER

NO. ORE OIL GRAIN BALLAST
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Figure B-18. OBO Profile, Deck Plans, and Loading Conditions.

B-6.11 Great Lakes Bulk Carriers. As the principal commodities carried on the Great Lakes are coal, ore, limestone, and grain, the majority
of the cargo vessels working the lakes and the St. Lawrence River are bulk carriers, commonly called freighters. Because the corrosion rate
in the cold fresh water of the Lakes and Seaway is virtually negligible, Great Lakes ships generally have a useful life of 50 to 60 years (it is
not uncommon to find vessels built in the early 1900s in service on the Great Lakes and associated river systems). The long ship service life,
combined with the limitations imposed by channel and lock dimensions, and well established trading routes and terminals, has discouraged drastic
changes in ship form and arrangement. Ship design changes in Great Lakes vessels have mainly involved machinery plant improvements,
including the general trend towards diesel powering, and measures to improve maneuverability, such as fitting controllable pitch propellers, Kort
nozzles, twin rudders, and bow thrusters.

Great Lakes freighters are designed to operate between the same loading and unloading docks throughout their lives, and to drydock at any of
the long established facilities on the Lakes. Cargo hatches are spaced on 12- and 24-foot centers to coincide with the width of loading docks
at Great Lakes ports, where cargo chutes are spaced at 12-foot centers. Cargo gear is more commonly fitted on Lake freighters than ocean going
dry bulk carriers. Self-unloading gear for a typical 37,500 deadweight vessel can discharge 4,000 tons of coal per hour using a hoisting and
sluing boom, controlled from a remote console in the forecastle. Remote actuators operate gate valves allowing the cargo to pass downwards
from the hopper holds onto belt conveyors. These belts carry cargo to a vertical bucket conveyor and thence to a belt conveyor on a sluing
boom, which may be nearly 300 feet long. Figure B-19 shows profile and cross section of a typical Great Lakes self-unloader.

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TYPICAL PROFILE

3/8 IN. PL 1 3/8 IN. WEB 3/8 IN. PL

AND FLG PL

SPACED 3 FT - 0 IN. 68 x 1-3/8

IN. PL
95 x 10
IN. PL
SECTION IN WAY OF SECTION IN WAY OF
ORDINARY FRAME WEB FRAME ARCH

SPACED 12 FT - 0 IN.

ALL HOPPER PL
7/16 IN. HSS
11/16
IN. PL

90 x 0.78 IN. PL

78 x 103 IN. PL 11/16 IN. PL

LOA = 666’ - 4", LBP = BM = 72’ - 0" DM = 40’ - 0", TD = 27’ - 1 1/8", ∆ = 37,400 LTON

TYPICAL SELF-UNLOADER SECTION

Figure B-19. Great Lakes Bulk Carriers.

Great Lakes cargo vessels range in size from 10,000 to 80,000 tons deadweight. Size limitations of 730 feet in length, 75-foot beam, and 27-foot
draft are imposed by the St. Lawrence Seaway and the locks and channels linking the lower lakes (Erie, Ontario, and St. Clair). The Sault Ste.
Marie ("Soo") locks linking Lakes Huron and Superior can accommodate vessels up to 1,000 feet in length with beams of 105 feet and drafts
of 32 feet. Some newer vessels are built to these dimensions for service on only the upper lakes (Huron, Superior, Michigan).

Great Lakes vessels are easily identified by their great length and arrangement; machinery aft of all cargo holds, extensive parallel midbody,
pilot house usually well forward rather than on the aft deck house, and straight, nearly vertical stems. A rectangular bar stem or heavy pipe
is still used to a great extent, because of the custom of winding—turning a vessel into a narrow channel by going ahead with the rudder hard
over and a bow line secured to the dock. As the ship comes around the stem is under heavy pressure as it rides against the dock. A vessel with
a raked stem would tend to climb up on the dock or overhang the dock and foul the dockside cargo handling equipment. Stem bars of Lakes
vessels also require frequent replacement, and straight bar or pipe stems can be procured more economically and with less lead time than custom
castings or built up stems.

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The high length to breadth ratios (8 to 10) typical of Great Lakes vessels virtually mandates longitudinal framing. Experience has shown,
however, that longitudinally framed vessels are more susceptible to lock damage than transversely framed vessels. As lock transits are a frequent
occurrence, the sides of Lakes vessels are transversely framed, with the inner bottom and deck longitudinally framed. The side-framing is usually
of greater strength than customary in seagoing vessels of the same size, with deep frames between hatches. In other respects, the scantling of
Great Lakes ships are less than those of similar sized ocean going vessels, as they are designed for less severe wave conditions.

Automatic self-tensioning mooring winches are fitted on most Lakes vessels, essential on vessels using the Seaway locks, unless special
arrangements can be made for mooring winches to be operated manually. Steering gear is usually designed for an operating angle of 45 degrees
with the rudder stops set at 47 or 48 degrees, as compared with 35 degrees for the most oceangoing cargo ships. The 45-degree angle is essential
for maneuvering in close quarters and when winding. The steering gear of a Great Lakes vessel is more powerful than for an oceangoing cargo
ship because ship specifications normally the rudder to be able to shift from hard-over to hard-over (90 degrees) in 20 seconds or less.

B-6.12 Liquified Gas Carriers. Most liquified gas carriers

are designed for the transportation of condensed hydrocarbon Table B-28. Characteristics of Liquified Gases.
gases, although ammonia and other gases are sometimes
carried in bulk liquid form. Table B-28 lists pertinent
characteristics of common liquified gases. Gas Propane Butane Methane Ammonia
(LPG) (LPG) (LNG)
There are two basic types of liquified gas carriers. Liquified
Boiling Point (degrees F) -44 31 -263 -28.0
petroleum gas (LPG) tankers transport the heavy gases such
as propane and butane in a semi-refrigerated, semi-pressurized Critical Temperature (degrees F) 20.6 306 -116 269.6
containment system. Liquified natural gas (LNG) carriers
transport natural gas, consisting primarily of methane, the Specific Gravity at Boiling Point 0.59 0.60 0.42 0.62
lightest of the hydrocarbon gases. Because of its low critical
temperature - the highest temperature at which the gas can be
liquified by pressurization - cryogenic temperatures are required to liquify natural gas. This requirement presents a much greater challenge to
ship design and construction than those of LPG carriers. Both LNG and LPG carriers have service speeds in the 16- to 19-knot range.

A double hull in some form is universally employed. Tanks are generally individual structures supported by the hull, and their shape and design
depend on the working pressure and temperature. Three basic types are in general use:

• Free standing or self supporting tanks with sufficient strength to withstand cargo stresses. Tanks may be spherical, prismatic, or
cylindrical in shape and fitted with a centerline wash-plate to reduce free-surface effect. Spherical and prismatic tank outlines are
shown in Figure B-20.

• Membrane tanks fabricated from a thin stainless steel shell, or membrane, which is supported by load-bearing insulating material
supported by the ships structure. In some of these tanks the membrane is double-skinned and the intervening space is filled with
insulation.

• Semi-membrane tank, consisting of a strong, lightly stiffened outer skin, that cannot support its own weight. Rounded parts are
left unsupported, so that they can flex to allow for expansion and contraction of the tank. They are similar in construction to the
membrane tank but supported only at the base and sides.

The salvor called to assist an liquefied gas carrier should seek specialist advice regarding the nature of the gas being handled and, if necessary,
the methods by which the cargo will be transferred. Cargo transfer must not be undertaken without due consideration of all the contingencies
which can reasonably be foreseen. In the case of stranded or otherwise damaged refrigerated carriers, immediate and high priority should be
given to providing power to the liquefaction plant to prevent uncontrolled boiloff. Unconfined LPG and LNG present severe fire, toxic, and
cryogenic hazards. There have been a number of casualties to LPG vessels requiring salvage assistance, some are described in Safe Havens
for Disabled Gas Carriers published by the Society of International Gas Tanker and Terminal Operators (SIGTTO) in November 1982.

B-6.12.1 Liquified Petroleum Gas (LPG) Tankers. Fully pressurized LPG carriers were first designed in the late 1940s, and are still the
most common type of liquefied gas carrier. Cargo is carried at ambient temperature in uninsulated spherical or cylindrical pressure vessels.
The pressure vessels are supported by cradles and are independent of the hull structure. Working pressures of about 285 psia allow propane
to be carried at temperatures of up to 113 degrees Fahrenheit. Cargo capacity ranges from a few hundred cubic meters to about 5,000 cubic
meters (about 18,000 cubic feet).

Refrigerated, semi-pressurized LPG tankers carry cargo in pressure vessels independent of hull structure. Cargo pressures are limited to 60 to
105 psig by permitting the cargo to boil and reliquefying the boil-off vapor. The tanks are insulated to minimize heat transfer from the
surrounding environment. The first ships of this type, built in the early 1960s were limited to relatively high minimum cargo temperatures
consistent with the designed cargo pressure range. New ships are built with tank materials and reliquefying plants capable of fully refrigerated
carriage of LPG and the chemical liquefied gases at temperatures down to -58 degrees Fahrenheit. Some ships extend this capability to the fully
refrigerated carriage of ethylene at -155 degrees. The lower design pressure allows larger tanks than for fully pressurized carriage; modern semi-
pressurized ships may range up to 30,000 cubic meters (over 1,000,000 cubic feet) capacity.

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TYPICAL LNG CARRIER SHOWING ARRANGEMENT OF TANKS

PROTECTIVE
STEEL DOME
WATER
BALLAST INSULATION WITH
SPLASH BARRIER
TANK
SHELL

PRIMARY BULKHEAD
BARRIER CARGO TANK
CLADDING HOLD SPACE
SECONDARY INSULATION STIFFENED
BARRIER SUPPORT SKIRT
SPRAY INSULATION PART
SHIELD WAY DOWN SKIRT
INSULATION
WATER
PRISMATIC SELF-SUPPORTING TYPE A TANK BALLAST DRIP TRAY
FOR A FULLY REFRIGERATED LPG CARRIER

SELF-SUPPORTING SPHERICAL TYPE B TANK

WATER
NO SECONDARY BALLAST
BARRIER REQUIRED

INTERIOR SPACE
INVAR MEMBRANE
PRESSURE PRIMARY BARRIER
VESSEL
INNER HULL
INSULATION
INSULATION
HOLD WATER
SPACE INVAR MEMBRANE
BALLAST SECONDARY BARRIER

TYPE C TANKS (SEMI-PRESSURIZED A MEMBRANE TYPE CONTAINMENT SYSTEM

FULLY REFRIGERATED GAS CARRIERS) (LARGER SIZED LNG CARRIERS)

Figure B-20. Liquefied Gas Carriers.

Fully refrigerated LPG tankers carry LPG and the chemical liquefied gases under fully refrigerated conditions at near atmospheric pressure.
The cargo tanks are generally self supporting, independent of the ship’s structure, and prismatic to utilize hull space more efficiently. The tanks
are often capable of working pressures of up to 11 psig, but normally operate at 3 to 5 psig. Tank materials, insulation, and liquefaction plant
are designed for working temperatures down to -67 degrees Fahrenheit. Some ships are designed to carry ammonia or vinyl chloride monomer
as well as the full range of liquefied petroleum gases. Capacities range from 5000 cubic meters to about 100,000 cubic meters (over 3.5 million
cubic feet), or 65,000 tons deadweight.

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B-6.12.2 Liquified Natural Gas (LNG) Carrier. LNG, principally

methane, is invariably carried fully refrigerated at about -260 degrees Table B-29. Characteristics of Typical LNG Ships.
Fahrenheit and near-atmospheric pressure. The heavily insulated
cargo tanks may be either self-supporting or membrane type tanks.
Self-supporting spherical or prismatic tanks are fabricated of alumi-
num or nickel steel. Typical tank sections are shown in Figure B-20. Dimensions (ft-in)
Length overall 659-6
Length between perpendiculars 617-8
Cargo is pumped aboard LNG carriers at its boiling temperature from Beam 81-7
a special loading facility. In this condition, volume is about 1/600 Depth 54-0
that of the gas at normal temperatures, and the stowage factor is Design Draft 24-8
about 85 cubic feet per long ton. Gas is discharged from the vessel
by high- capacity submerged electric stainless steel pumps. In
addition, three steam turbine-driven booster pumps are commonly
Speed and Power
located on deck. A common feature of LNG ships is the provision Design sea speed, knots 17
for capturing boiled-off LNG, which would otherwise be lost, and Shaft horsepower 15,000
burning it as propulsion fuel. The gas can be burned directly as
boiler fuel or mixed with fuel oil. Steam turbine propulsion is
typically employed, although newer designs employ diesel plants.
Total Deadweight (long tons) 13,400
Many LNG ships feature bow thrusters, and most are fitted with dry
powder fire protection and deck water spraying systems for the cargo
tanks, plus a nitrogen inerting system for void tanks and spaces.
Tables B-29 and B-31 list typical characteristics of LNG Ships. Capacity, ft3 900,500

B-6.13 Chemical Carriers. Chemical carriers are designed to carry

highly corrosive, poisonous and volatile chemicals. While most are
designed for a specific chemical, parcel chemical carriers are
constructed to permit simultaneous carriage of a variety of substances Table B-30. Artubar Integrated Tug-Barge.
which require complete segregation. Parcel chemical tankers are
similar in size and general layout to petroleum product tankers, but
with a greater degree of cargo segregation and tank cladding. They
Dimensions (ft) Tug Barge
may have separate piping/pumping systems designated to handle
especially hazardous cargoes, or to segregate incompatible parcels. Length overall 150.0 ft 568.0 ft
Because of the complex nature of the cargoes, options to shift of
lighter cargo may be severely limited. Specialized lighters, pumps, Length between perpendiculars 134.5 ft
and discharge lines may be required. As with petroleum products, Beam, overall 40.0 ft 85.0 ft
the salvor must take care to balance the cargo’s salvage with the
safety of salvors and the local population, and the potential for Depth, molded 24.5 ft 85.0 ft
environmental pollution.
Draft, design 12.0 ft

The International Maritime Organization (IMO) groups chemical Draft, scantling 23.6 ft
carriers into three types of ships—types I, II, and III. The
requirements for each ship type are intended to minimize the effects
of collision or grounding. The most hazardous chemicals are
Deadweight and Displacement
allocated to type I vessels, which require a double bottom for cargo
tanks, which can not be closer than B/5 from the ship’s sides Deadweight, excluding ballast 250 tons
measured at the load water line.
Cargo deadweight and water 6,450
ballast
Type II chemical carriers are similarly designed as far as the double
bottom is concerned, but cargoes can be carried to 29.92 inches from Displacement at scantling draft 1,450 tons 12,130
the ship’s side, with side cofferdams absorbing the force of minor side
damage.

Type III carriers are ordinary tankers, insofar as tank arrangement is concerned. Only a small number of chemicals are designated for such
carriage. The IMO code also includes recommendations regarding the location of accommodations, ventilation of pump rooms, pumping
arrangements, tank venting, tank gauging, etc, all with the intention of minimizing health hazards to the crew and the environment.

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B-6.14 Barges. Barges are a common type of hull encountered in salvage work, and both as casualties and as important assets as lighters,
pulling or lifting platforms, support units, etc. Various configurations are used by commercial and military interests. Large barges may have
installed cargo handling or ballasting equipment, including pumps and piping for loading, shifting, or ballasting equipment. Ballast systems may
be used for correcting trim, list, and stability problems imposed by cargo loading or casualty damage. There are many different types of barges,
for the same reason that there are many types of merchant ships:

• Hopper barges for the transport of bulk cargo, which may be fitted with weathertight or watertight hatch covers. Bottom dump
hopper barges are fitted with bottom opening doors for dumping rip-rap, dredge spoil, garbage, and the like, or for dumping coal
and stone cargoes alongside piers where it is picked up by shore operated grabs or conveyers.

• Deck barges, which are essentially flat-topped pontoons designed for the transportation of vehicles or other heavy equipment,
general cargoes, or for use as floating work platforms. Some are fitted with coamings for the transport of nonperishable cargo
like scrap metal. Some deck barges are fitted with a light, shed-like structure to protect cargo or enclose work spaces.

• Dry cargo barges with holds and hatch covers like general cargo ships.

• Tank barges for carrying petroleum or other liquids. Tank barges may be quite specialized with regard to tank design and cargo
handling systems. A significant amount of hazardous cargo, including liquefied and pressurized gases, is moved by barge on inland
and coastal waterways. Some barges, especially those designed for the carriage of petroleum products, may have double bottom
ballast tanks.

• Multi-deck RO/RO barges for the transport of vehicles and containers.

• Float-on/float-off barges for carrying smaller vessels, LASH lighters, or inland waterways craft on coastal or ocean voyages.

• Barges that combine some of the above features.

Despite specialization, all barges share certain features. Cargo distribution within the hull is not constrained by the requirements of propelling
machinery or accommodations. Because tow speeds are quite low, barges have very full lines. Ocean barges may be 300 feet or more in
length. Spoon, ship-shape, or flat rake bows may be fitted, while the stern is normally a flat transom with some cut up in the afterbody. Parallel
midbody extends for as much as 80 percent of the length. Because of the low towing speeds, slamming and other ship motion induced forces
are less than in a self propelled ship of the same size. Scantlings are therefore somewhat lighter than for a similarly sized ship.

In general, barges for inland and harbor use are not as rugged as those designed for the open sea. The tug and barge systems developed on the
rivers of the Mississippi basin and in wide use on the Gulf Intracoastal and Atlantic Intracoastal waterways, use standard square barges lashed
tightly together and connected to the tug at the bow. Considerable attempts have been made to standardize barge size on the river systems to
facilitate making up tows. A common size for lower river barges is 175 feet by 35 feet by 11 feet. Barges intended for use together in a regular
service are sometimes constructed as units of an integrated tow, that is, there are lead barges with forward rake, a number of square ended barges
for the main part of the tow, and shorter after end barges.

Tugs engaged in pushing barges on U.S. inland waterways are almost universally referred to a towboats rather than tugs. U.S. inland towboats
have nearly rectangular waterplanes with low freeboard. The bows are fitted with push knees, flat steel frames, faced with timber or heavy
rubber pads, which provide a flush mating surface between the tug and barge. Cables used to secure the towboat to the barge are known as
facewires, and are normally made up on winches located amidships or further aft on the towboat. Double push knees are preferable to a single
knee as there is less strain on the facewires. Push knees are to a towboat what towing bitts are to an oceangoing tug; thrust developed by the
tug is focused at this point. Barges are arranged in longitudinal rows called strings; the string directly ahead of the towboat is the push string;
those outboard are drag strings. River width and turns limit the size of both tow and towboat. Tows on the rivers above Pittsburgh seldom
consist of more than 6 barges, handled by 60- to 90-foot towboats of 800 to 1,500 horsepower. On the Ohio and upper Mississippi, tows may
consist of 12 to 15 barges handled by 160-foot towboats of 3,000 to 4,000 horsepower. On the lower Mississippi, tows of 40 to 60 barges are
handled by towboats of 8,000 to 10,000 horsepower.

Integrated tug/barge units are used widely in the U.S Gulf and east coast offshore trade. The stern is notched to accept a special tug which
can be rigidly connected to the barge, forming a single vessel. The barge is built in the molded form of a normal ships hull. In the most
efficient systems, the tug is attached by trunion mountings protruding from the bow into sockets fitted along the inside of the barges recesses.
Directional stability and control underway is far superior to that of a towed barge. No particular changes in the size or shape of the tug are
required except for a higher pilot house, needed for improved visibility. Characteristics of an Artubar tug-barge are given in Table B-30.

B-6.15 Vessel Characteristics Tables. The following tables provide characteristics for typical commercial vessels. As hull design is
constantly evolving, the tables are arranged by year group; each table lists typical vessels in service at the indicated time.

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Table B-31. Form Characteristics of Typical Commercial Vessels, circa 1988.

General Cargo- Container Container Barge Carrier Bulk Carrier Great Lakes
RO/RO
Cargo Passenger Ship Ship (Stretch LASH) (OBO) Ore Carrier

Dimensions, ft-in:
LOA 563-8 346-8 860 610 684 893-4 897-6 1000
LBP 563-8 508-6 810 581 640 797-4 855 988-6
Length for coefficients, L 520 505-5 810 580 640 813-4 855 988-6
D (molded, to strength dk) 44-6 48.3 66 54-6 69-6 60 62-6 49
B (molded) 76 79 105-9 78 102 100 105-9 104-7
T (molded, for coeffs) 27 27 35 27 32 28 45-10 25-9
∆ (molded, in seawater) lton 18,970 17965 49583 22,380 34,430 38,400 100,500 71,440
Coefficients and Proportions:
Block, CB 0.612 0.583 0.579 0.630 0.568 0.582 0.836 0.924
Midship, CM 0.981 0.967 0.965 0.975 0.972 0.922 0.996 0.999
Prismatic, CP 0.624 0.603 0.600 0.646 0.584 0.631 0.839 0.924
Waterplane, CW 0.724 0.725 0.748 0.740 0.671 0.765 0.898 0.975
Vertical prismatic, CVP 0.845 0.807 0.774 0.851 0.846 0.762 0.931 0.948
LCB from midship, % L 1.5A Amids 1.1A 1.2A 2.4A 1.6A 2.5F 0.5F
Bulb area, % midship area 4.0 2.5 8.3 4.0 9.7 5.6 10.7 0
L/B 6.84 6.40 7.94 7.44 6.27 8.13 8.09 9.45
B/T 2.81 2.93 2.91 2.89 3.19 3.57 2.31 4.06
Shaft horsepower, normal 17,500 18,000 43,200 19,250 37,000 32,060 24,000 14,000
Sea speed, knots 20 20 25 20 23 22 16.5 13.9
Number of propellers, rudders 1,1 1,1 1,1 1,1 1,1 1,1 1,1 2,2

Off-Shore
Products Double-ended Arctic Ice- Passenger
VLCC1 LNG Tanker Supply Fishing Trawler
Tanker Ferry2 Breaker Liner
Vessel

Dimensions, ft-in:
LOA 1100 661 936 185-3 310 84-2 399 990
LBP 1060 630 897 174-6 300-6 75-7 351 905
Length for coefficients, L 1060 630 897 174-6 300-6 77-11 352 941-6
D (molded, to strength dk) 86 45-3 82 14 20-8 10-11 43-3 74-3
B (molded) 178 90 143-6 40 65 22 78 101-6
T (molded, for coeffs) 66-11 34-1 36 11 12-6 8-4 28 31-8
∆ (molded, in seawater) lton 303,877 42,772 95,681 1449 2717 219 10,730 45990
Coefficients and Proportions:
Block, CB 0.842 0.772 0.722 0.660 0.392 0.538 0.488 0.532
Midship, CM 0.996 0.986 0.995 0.906 0.732 0.833 0.853 0.953
Prismatic, CP 0.845 0.784 0.726 0.729 0.534 0.646 0.572 0.558
Waterplane, CW 0.916 0.854 0.797 0.892 0.702 0.872 0.740 0.687
Vertical prismatic, CVP 0.919 0.904 0.906 0.740 0.558 0.617 0.660 0.774
LCB from midship, % L 2.7F 1.9F Amids 0.3A Amids 1.7A 1.3F Amids
Bulb area, % midship area 0 0 9.7 0 0 0 0 2.0
L/B 5.96 7.00 6.25 4.35 4.62 3.54 4.51 9.28
B/T 2.66 2.64 3.99 3.33 5.20 2.65 2.79 3.21
Shaft horsepower, normal 35,000 15,000 34,400 3,740 7,000 500 18,000 158,000
Sea speed, knots 15.2 16.5 20.4 12 16.1 10.7 18 33
Number of propellers, rudders 1,1 1,1 1,1 2,2 2,0 1,1 3,1 4,1

1 – Cylinder bow.
2 – Vertical axis propellers and a fixed skeg at each end.
.

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Table B-32. Form Characteristics of Typical Commercial Vessels, circa 1980.

Large General Small General Product Bulk

Container Ship VLCC
Cargo Cargo Tanker Carrier

Dimensions, ft-in:
LOA 295-0 1187-64 611-10
605-0 719 688-6
LBP 274-0 1143-0 584-0
582-6 677 660-0
B (molded) 45-0 228-0 93-2
82-0 95 90-0
D (molded, to main deck) 22-0 95-0 50-2
46-0 54 47-0
T (full load) 14-10 74-0 32-0
35-0 34 35-0
Block coefficient, CB 0.700 0.799 ---
0.670 0.619 0.796
L/B 6.09 5.14 6.27
7.10 7.13 7.33
B/T 3.04 3.08 2.91
2.34 2.79 2.57
Weights, lton:
Lightship 1588 60,140 ---
9,787 14,574 7569
Passengers, crew, stores --- 50 ---
60 350 50
Fuel 286 17,857 1943
3596 6943 3624
Fresh water 11.5 315 226
608 5891 275
Refrigerated cargo --- ---
218 --- ---
Liquid cargo 372,000 ---
2377 --- 39,934
General cargo --- ---
15,349 --- ---
Total deadweight 2062 390,770 32,100
22,208 24,126 40,760
Full load displacement 3650 450,910 ---
31,995 38,700 47,281
Capacities:
General cargo, bale, ft3 128,237 --- 1,603,890
1,082,207 1,300,500 ---
Refrigerated cargo, net, ft3 23,938 --- ---
21,839 --- ---
Total containers, TEU 74 --- ---
409 13342 ---
In hold --- --- ---
325 1046 ---
On deck --- --- ---
84 288 ---
Holds 3 36 9
7 4 18
Passengers --- 11 8
12 2 3
Crew 11 27 26
41 37 29
Shaft horsepower 2800 45,000 ---
24,000 32,000 15,000
Sea speed, kts 13.75 15.9 16.9
20.8 22.8 16
Number of propellers 1 1 1
1 1 1
Propeller diameter, ft --- 31.5 ---
22 22.5 22
Machinery diesel steam diesel
steam turbine steam turbine steam turbine
turbine
2/3 aft aft3 aft
House, machinery location aft aft aft

Notes:

1 – Additional 1,790 tons water in anti-roll tank.

2 – Actual capacity 178 forty-foot and 559 thirty-five-foot containers.
3 – Navigating bridge forward of container deck.
4 – 1,171 foot LWL.

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Table B-33. Form Characteristics of Typical Vessels, circa 1965.

Ocean Ocean Coastwise Oil tanker Great Trans-Atlantic Intermediate Ocean Harbor
Cargo Cargo Passenger Lakes Bulk Passenger Passenger liner power Tug
and Cargo Freighter liner yacht
Liner

Dimensions, ft-in:
LOA 442-2 410-11 429-2 501-8 604 814-8 654-3 247-6 105-9
LWL 425 390 412 497-6 800-11 630-0 206 100-4
LBP 425 412 485-6 587-11 615-0 100-4
length for coefficients, L 425 385 412 485-6 580 800-11 630 206 100-4
B (molded) 57 55 59-6 68 60 95-9 81 34 24
D (molded, to upperdeck 42 30-6 35 37 32 62-10 52 19 12-9
D (molded, to strength deck) 42 38-6 43-6 37 32 79-11 70 19 12-9
Tm (molded) 28 24-5 24-6 29-8 20 30-6 32 12-6 10-9
∆ (molded, seawater), lton 15,072 10,540 11,040 21,200 17350 39998 31313 1413 433
Speed, kts 12 13 15.5 13.8 10.4 26.25 20 14.6 8.8
Shaft horsepower 3200 3150 6000 3600 2150 100,000 26500 2415 600
Coefficients:
Block, CB 0.775 0.714 0.643 0.757 0.874 0.597 0.669 0.565 0.585
Midship, CM 0.992 0.986 0.967 0.978 0.990 0.956 0.988 0.938 0.892
Prismatic, CP 0.782 0.724 0.664 0.774 0.883 0.625 0.678 0.602 0.655
Waterplane, CWP 0.848 0.804 0.768 0.845 0.918 0.725 0.773 0.724 0.800
Vertical prismatic, CVP 0.946 0.889 0.838 0.896 0.957 0.823 0.866 0.782 0.732
Ratios:
L/B 7.46 7.00 6.92 7.15 9.67 8.38 7.78 6.06 4.18
L/T 15.18 15.78 16.82 16.36 29 26.25 19.69 16.47 9.33
B/T 2.04 2.25 2.43 2.29 3 3.14 2.53 2.72 2.23
speed-length, V/√ L 0.582 0.663 0.764 0.625 0.433 0.928 0.797 1.013 0.875

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Table B-34A. Characteristics of Typical Merchant Ships, cira 1965.

Mariner, General Passenger Container Barge Barge Carrier Tanker Ore Carrier
with Added Cargo (Fig Cargo Ship Carrier (SEABEE)
Features B-9) (Fig B-12) (LASH) (Fig B-14)
(1962) (Fig B-14)

Dimensions, ft-in
LOA 565-0 573-11 546-8 752-0 820-0 873-9 809-10 765-0
LBP 528-0 544-6 508-6 705-9 724-0 719-11 763-0 732-0
Beam (B), ft-in 76-0 82-0 79-0 100-6 100-0 105-10 125-0 102-0
DS (to strength deck) 44-6 45-6 48-1 57-0 60-0 74-9 54-6 56-5
Tmax (maximum molded) 31-7 30-6 29-1 29-0 28-0 32-9 41-2 38-3
∆, seawater, lton 22,630 21,235 19,799 33,924 32,800 44,500 90,400 66,200
Total Deadweight, lton 13,735 12,932 9,234 19,524 18,760 26,600 75,600 51,050
Deadweight/displacement 0.607 0.609 0.466 0.575 0.572 0.598 0.836 0.771
Form:
Length for coefficients, L 520’-0" 540’-0" 508-6 722-0 740-0 740-0 763-0 730-0
TD (design) 27’-0" 28’-5" 27-0 29-0 28-0 31-0 39-10 38-0
∆ (molded, at T), lton 18,674 19,340 18,009 33,500 32,600 40,800 87,130 65,300
Coefficients
Block 0.6125 0.539 0.5811 0.558 0.551 0.589 0.802 0.808
Prismatic 0.6246 0.559 0.6014 0.560 0.595 0.608 0.804 0.812
Maximum section 0.9807 0.963 0.9663 0.997 0.928 0.968 0.997 0.995
Waterplane 0.7236 0.685 0.7188 0.700 0.767 0.870 0.874 0.883
Ratios:
LBP/D 11.87 11.97 10.58 12.38 12.07 9.63 14.00 12.97
T/DS 0.710 0.670 0.605 0.509 0.467 0.438 0.755 0.677
B/TD 2.81 2.89 2.93 3.46 3.57 3.41 3.134 2.68
LBP/B 6.95 6.64 6.44 7.02 7.24 6.80 6.104 7.18
Wetted surface, total, sq ft 50,006 51,750 48,650 ... 80,748 98,700 131,850 ...
KM, ft 31.09 34.60 33.8 40.15 48.82 59.35 52.67 42.20
MT1 in, ft-tons 1776 1860 1745 4840 5794 8605 10,222 7780
TPI 68.09 72.2 68.74 120.30 135.2 162.2 200.2 157.2
Stability:
GM, light ship, ft 2.6 1.8 1.4 16.8 22.1 20.0 127.8 54.9
GM, loaded, ft 5.0 3.6 corr 3.2 corr 5.0 8.0 7.6 21.0 corr 15.7
Capacities:
Passengers 12 12 119 0 4 4 0 0
Crew 58 45 121 40 39 40 28 47
Dry cargo, bale, ft3 555,499 782,400 625,600 1200 TEU 1,208,235 1,421,000 641,000 bbl 2,150,000
Refr cargo, bale, 87,612 50,000 19,355
Stores, net, ft3 12,159 11,991 11,149
Machinery *:
SHP, maximum 19,250 24,000 19,800 60,000 32,000 36,000 19,000 22,000
Boilers 2 1 2 2 2 2 1 2
Screws 1 1 1 2 1 1 1 1
Speed, kts 20 23 20 27 22.5 20.2 16.8 16.5
(trial, at 80% SHP at Tmax)

* Steam turbine for all ships listed

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Table B-34B. Weights and Centers for Typical Merchant Ships, circa 1965.

Mariner with Added Features Container

General Cargo Passenger Cargo
(1962) Ship

Weight groups: TONS VCG LCG TONS VCG LCG TONS VCG LCG TONS VCG LCG

Net steel 5,115 27.6 274.1 5,011 32.2 291.0 5,482 32.2 267.8 10,282 32.6 364.2
Outfit 2,586 47.0 281.3 2,230 48.1 295.6 3,959 41.0 261.7 2,525 47.7 338.0
Machinery 1,039 22.1 340.1 867 26.0 398.4 982 23.4 320.7 1,911 25.7 524.0
Margin 155 (+1.1) (+0.7) 195 (+1.0) 0 142 (+0.2) (+0.2) 432 (+1.0) 0
Light ship, Total 8,895 33.8 284.8 8,303 36.9 303.7 10,565 35.0 270.7 14,718 35.3 380.4
Misc. deadweight 39 17.9 328.9 252 17.2 45.7 145 41.0 262.7 ... ... ...
Passengers, crew, and stores 80 45.1 311.8 40 53.8 332.5 50 62.0 285.2 400 36.2 324.4
Swimming pool 0 --- --- 0 --- --- 68 53.8 366.8 0 0 0
Fuel oil 2,963 6.0 243.4 2,350 8.8 827.3 1,100 3.4 237.6 6,000 10.0 377.2
Fresh water 158 12.8 314.9 170 39.8 304.5 176 17.6 199.1 ... ... ...
General cargo 7,009 30.4 224.7 8,740 31.4 259.4 5,928 30.8 252.7 12,806 46.3 373.8
Refrigerated cargo 876 37.3 335.0 480 39.3 398.5 276 53.0 65.1 ... ... ...
Deep tanks, liquid cargo 2,610 13.5 313.3 1,000 18.2 241.5 1,491 8.9 299.5 ... ... ...
Deadweight, total 13,735 22.1 254.3 12,932 26.7 266.9 9,234 24.9 252.5 19,206 34.8 373.8
Full load, displacement, total 22,630 26.7 266.4 21,235 30.7 281.3 19,799 30.3 262.2 33.924 35.0 376.7

Selected Unit Weights:

Propulsion Machinery
Boilers, turbines and gears 519.3 463.5 456.5 1091.5
Shafting and bearings 167.1 120.5 168.7 331.3
Propeller(s) 25.4 26.9 27.8 38.2
Liquids in machinery 88.5 91.8 92.6 101.4
Deck machinery 190.4 211.0 139.4 38.3
Outfit:
Hatch covers 351.5 481.4 114.4 617.7
Mooring fittings 68.4 33.5 49.5 68.6
Masts, booms, kingposts, 107 255.1 39.5 70.8
Rigging and blocks 80.4 41.8 5.6 1.0
Boats and boat handling 19.7 18.4 31.7 13.9
Anchor and chain 78.1 68.9 83.4 151.5

Barge Carrier Barge Carrier

Weight Groups: Tanker Ore Carrier
(LASH) (SEABEE)

Net steel 9,588 33.1 389.4 12,983 41.9 424.6 11,519 29.9 388.8 12,137 30.5 378.0
Outfit 2,937 59.0 339.0 2,979 57.9 443.2 1,844 46.8 456.4 1,600 55.0 428.3
Machinery 1,105 21.8 536.7 1,421 19.9 519.5 831 30.9 661.4 980 33.0 641.6
Margin 410 (+1.0) 0 517 (+1.0) 0 606 (+1.0) 0 440 (+0.1) 0
Light ship, Total 14,040 38.8 390.4 17,900 43.8 435.5 14,800 33.2 413.6 15,157 34.1 401.0
Misc. deadweight 450 27.3 166.7 600 10.9 426.3 ... ... ... ... ... ...
Passengers, crew, and stores 500 77.0 102.0 70 72.0 211.0 ... ... ... 100 65.0 595.0
Fuel oil 3,500 27.8 390.4 2,683 15.4 294.6 2,500 ... ... 4,157 46.4 443.2
Fresh water 555 37.3 538.0 630 15.1 439.2 ... ... ... 470 24.0 664.3
General cargo 14,205 46.5 416.7 22,617 61.6 416.5 ... ... ... 46,316 22.1 329.7
Refrigerator cargo ... ... ... ... ... ... ... ... ... ... ... ...
Deep tanks, liquid cargo ... ... ... ... ... ... ... ... ... ... ... ...
Deadweight, total 18,760 42.3 408.7 26,600 54.7 404.4 75,600 ... ... 51,043 24.2 342.5
Full load, total 32,800 40.8 400.8 44,500 50.3 416.9 90,400 ... ... 66,200 26.5 355.9

Selected Unit Weights:

Propulsion Machinery
Boilers, turbines and gears 516.6 630.2 448.8 489.9
Shafting and bearings 212.0 293.7 64.8 121.1
Propeller(s) 36.8 50.4 36.6 31.7
Liquids in machinery 87.5 122.0 87.6 90.3
Deck machinery 626.8 472.7
Outfit: 134.2 74.0
Hatch covers 565.8 6.9 --- 433.3
Mooring fittings 69.8 48.9 131.7 84.0
Masts, booms, kingposts, --- 4.9 42.3 11.2
Rigging and blocks 0.8 0.7 2.4 2.8
Boats and boat handling 19.8 15.5 16.2 13.4
Anchor and chain 116.4 123.4 133.6 161.7

Weights in long tons, LCG abaft FP, VCG above molded base line in decimal feet

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Table B-35A. Characteristics of Typical Merchant Ships, circa 1953.

General Cargo General Cargo Cargo and Passenger

Tanker Tanker Tanker
(MARAD VC2) (Mariner) Passenger (twin screw)
Dimensions, ft-in:
LOA 459-3 563-8 491-10 723-0 565-0 628-0 707-0
LBP 435-0 528-0 465-0 660-7 535-0 600-0 677-0
B 63-0 76-0 69-6 93-3 75-0 82-6 93-0
DS (to strength deck) 40-6 44-6 42-6 73-7 40-6 42-6 48-6
D (to freeboard or bhd. deck) 31-6 35-6 33-6 45-5 40-6 42-6 48-6
T (maximum molded) 25-9a 29-9 26-6a 32-6a 31-9 31-10 36-7
Displacement, total, lton 13,859 21,093 16,175 35,440 25,510 34,640 49,660
Deadweight, total, lton 9,493 13,409 9,937 14,331 19,183 26,759 38,911
Displacement/deadweight 1.46 1.57 1.63 2.47 1.33 1.29 1.28
Form:
Length for coefficients (L) ft-in 435-0 520-0 465-0 689-0 535-0 600-0 675-0
Displacement, molded, lton 13,771 20,958 16,072 34,960 25,385 34,481 49,405
Coefficients:
Block (CB) 0.683 0.624 0.658 0.586 0.698 0.764 0.755
Prismatic (CP) 0.697 0.635 0.670 0.600 0.702 0.770 0.765
Maximum section (CM) 0.980 0.983 0.980 0.977 0.994 0.993 0.987
Waterplane (CWP) 0.762 0.745 0.763 0.715 0.792 0.828 0.836
Wetted surface, total, sq ft 38,760 53,210 43,270 81,930 59,050 73,300 92,120
KM, ft 25.28 31.40 28.71 38.24 30.81 33.08 38.20
MT1in ft-lton 1171 1927 1472 3923 2351 3627 5066
TPI, lton 49.7 70.1 58.6 109.4 75.9 97.8 125.0
Proportions:
LBP/DS 10.74 11.87 10.94 8.98 13.21 14.12 13.96
LBP/D 13.81 14.87 13.88 14.53 0.784 0.749 0.754
T/D 0.817 0.838 0.791 0.715 2.36 2.59 2.54
B/T 2.45 2.55 2.62 2.87 21.50 22.50 25.30
LBP/B 6.90 6.95 6.69 7.08 7.13 7.27 7.28
Stability, ft:
GM, light ship, 11.92 6.78 7.76 1.90 20.8 39.9 45.1
Free surface corr. (loaded) -3.11 -0.88 -1.42 -0.47 -1.19 -1.39 -1.24
GM, loaded 1.85 4.62 2.53 5.60 6.63 9.25 10.31
Capacities:
Passengers 2 2 96 1202 2 4 4
Crew 48 56 123 643 47 58 54
Fresh water, lton 322 257 917 4720 147 196 179
Fuel oil, lton 1386 3808 2769 4938 1969 2679 3830
Cargo:
Dry, bale, ft3 457,900 736,723 436,000 259,980 45,150 44,590 62,430
Refrigerated, net, ft3 32,290 30,254 43,200 33,510 --- --- ---
Liquid, bbl 20,630 --- --- --- 153,419 225,023 329,578
Stores, etc, net, ft3: --- ---1 ---
Dry 1290 1256 6200 30,465
Refrigerated 2268 4092 8540 34,350 1920 3300 3610
Mail --- --- 4920 30,137 --- --- ---
Baggage --- --- 3825 19,650 --- --- ---
Machineryb:
SHP, normal
SHP, maximum 6000 17500 8500 34000 13,650 12,500 20,000
Boilers 6600 19250 9350 37400 15,000 13,750 22,000
Position 2 2 2 2 2 2 2
Speed, kts abaft midships midships midships midships aft aft aft
(trial at 80% SHP at Tm) 15.5 20 17 22 18.5 16.5 18

a. to subdivision loadline
b. steam turbine in all cases, single screw unless otherwise noted

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Table B-35B. Weight Summaries for Typical Merchant Ships, circa 1953.

General Cargo (MARAD VC2) General Cargo (Mariner) Cargo and Passenger Passenger (twin screw)
Weight Groups: Tons LCG* VCG* Tons LCG* VCG* Tons LCG* VCG* Tons LCG* VCG*
Net steel 2857 219.2 23.71 4695 270.6 29.80 3807 234.8 27.57 11380 357.0 39.80
Wood and outfit 721 215.4 31.83 1298 264.7 44.90 1168 227.8 38.90 5260 353.0 54.90
Hull engineering (wet) 210 230.1 36.33 682 280.6 36.80 500 241.2 40.60 1950 354.5 45.80
Machinery (wet) 578 275.2 19.33 1009 315.1 20.60 763 276.5 15.30 2519 373.5 21.50
Light ship, total 4366 226.5 25.08 7684 276.3 31.76 6238 239.1 29.24 21109 357.7 41.93
Crew and stores 28 261.2 37.00 63 293.3 44.2 --- --- --- --- --- ---
Passengers, crew, and effects --- --- --- --- --- --- 28 247.0 44.50 150 411.5 51.65
Mail, baggage, and stores --- --- --- --- --- --- 100 200.7 30.56 480 504.5 21.12
Swimming pool --- --- --- --- --- --- 50 303.5 48.60 110 422.6 22.55
Fuel oil 1386 197.5 3.01 3808 270.0 7.5 1520 243.1 4.96 4456 301.3 13.33
Fresh water 322 255.3 4.75 257 299.0 22.9 916 199.6 9.91 4280 414.4 9.99
General cargo 4533 202.4 25.77 8978 257.1 28.6 6891 229.3 27.39 1625 166.8 23.50
Refrigerator cargo 328 194.3 30.51 303 358.2 26.6 432 205.4 13.95 375 209.8 26.11
Deep tanks, liquid cargo 2896 210.3 13.31 --- --- --- --- --- --- --- --- ---
Deadweight, total 9493 205.7 18.13 13409 264.0 22.52 9937 229.2 21.95 11476 332.5 14.85
Full load, total 13859 212.3 20.32 21093 269.0 25.9 16175 232.1 24.76 32585* 348.8 32.46
Selected Unit Weights:
Propulsion Machinery
Main boilers 113 185 128 496
Main turbines and gears 95 160 123 350
Shafting and bearers 80 165 97 469
Propeller(s) 14 29 22 42
Pumps 25 32 47 75
Machry rm gratings, ladders 29 42 36 89
Liquids in machinery 46 95 94 192
Winches, windlass, capstans 47 162 62 193
Outfit:
Mooring fittings, hawse pipes 33 51 37 79
Hatch covers, manholes 93 399 50 73
Booms and fittings 26 73 25 31
Rudder and stock 19 26 23 47
Rigging and blocks 25 53 24 23
Boats and boat handling 7 16 20 184
Anchor and chain 56 75 60 124
565 ft Tanker 628 ft Tanker 707 ft Tanker
Net steel 4486 280.3 26.30 5899 301.4 26.73 8379 339.1 29.60
Wood and outfit 540 291.1 47.50 595 320.2 49.12 620 343.6 55.50
Hull engineering (wet) 477 310.8 28.20 576 351.9 29.57 730 410.8 33.80
Machinery (wet) 824 451.3 23.80 811 520.6 24.30 1020 585.4 24.80
Light ship, total 6327 305.8 27.93 7881 329.1 28.38 10749 367.6 30.92
Cargo oil 18098 244.4 20.71 25329 276.8 20.94 37896 309.1 25.25
Fuel oil 880 409.7 21.90 900 355.2 19.62 775 536.7 28.58
Fresh water 140 432.8 42.45 475 541.1 27.58 165 602.4 50.41
Crew and effects 65 452.3 37.84 55 379.5 47.33 75 450.0 53.00
Deadweight, total 19183 254.0 21.29 26759 284.3 21.06 38911 315.1 25.47
Full load, total 25510 266.7 22.99 34640 291.1 22.44 49660 325.9 26.65
Selected Unit Weights:
Propulsion Machinery
Main boilers 175 154 186
Main turbines and gears 109 112 155
Shafting and bearers 69 53 87
Propeller(s) 26 21 30
Cargo pumps 19 15 23
Other pumps 31 37 35
Machry rm gratings, ladders 38 42 48
Liquids in machinery 75 19 89
Winches, windlass, capstans 53 52 75
Outfit:
Mooring fittings, hawse pipes 27 33 36
Hatch covers, manholes 31 36 37
Booms and fittings 9 10 11
Rudder and stock 22 26 31
Rigging and blocks 6 1 7
Boats and boat handling 9 20 14
Anchor and chain 76 92 107

LCG from FP, VCG above molded baseline

* Typical maximum operating condition at 30-foot 4-inch molded draft

B-57 (B-58 blank)