Computer Aided Ship Design Part I. Optimization Method

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N av al A rc hi te ct u re & Oc ea n En g in ee ri n g

Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

Computer Aided Ship Design Part I. Optimization Method

Ch. 8 Determination of Optimal Principal Dimensions of a Ship

September, 2013 Prof. Myung-Il Roh

Department of Naval Architecture and Ocean Engineering, Seoul National University of College of Engineering

Computer Aided Ship Design Lecture Note

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N av al A rc hi te ct u re & Oc ea n En g in ee ri n g

Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

Ch. 8 Determination of Optimal Principal Dimensions of a Ship

8.1 Owner’s Requirements

8.2 Derivation of the Design Equations 8.3 Constraints of the Design Equations 8.4 Deadweight Carrier vs. Volume Carrier 8.5 Derivation of the Weight Equation

8.6 Determination of the Optimal Principal Dimensions of a Ship by the Weight Equation

8.7 Determination of the Optimal Principal Dimensions of a Ship by the Volume Equation

8.8 Freeboard Calculation

8.9 Example of an Objective Function

8.10 Example of a Constrained Nonlinear Optimization Method by Using

the Lagrange Multiplier

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What is a “Hull form”?

 Hull form

 Outer shape of the hull that is streamlined in order to satisfy requirements of a ship owner such as a deadweight, ship speed, and so on

 Like a skin of human

 Hull form design

 Design task that designs the hull form Hull form of the VLCC(Very Large Crude oil Carrier)

Wireframe model Surface model

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What is a “Compartment”?

 Compartment

 Space to load cargos in the ship

 It is divided by a bulkhead which is a diaphragm or peritoneum of human.

 Compartment design (General arrangement design)

 Compartment modeling + Ship calculation

 Compartment modeling

 Design task that divides the interior parts of a hull form into a number of compartments

 Ship calculation (Naval architecture calculation)

 Design task that evaluates whether the ship satisfies the required cargo

capacity by a ship owner and, at the same time, the international regulations

related to stability, such as MARPOL and SOLAS, or not

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What is a “Hull structure”?

 Hull structure

 Frame of a ship comprising of a number of hull structural parts such as plates, stiffeners, brackets, and so on

 Like a skeleton of human

 Hull structural design

 Design task that determines the specifications of the hull structural parts such as the size, material, and so on

Hull structure of the VLCC

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Principal Characteristics (1/2)

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Definitions for the Length of a Ship

Main deck

Structures above main deck

(Main) Hull

Molded line Wetted line

Length overall(L OA )

Length on waterline(L WL )

Design waterline

Length between perpendiculars(L BP )

AP FP

Stem t stem

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Principal Characteristics (2/2)

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Freeboard 1/2 Molded breadth(B

_,mld

)

Scantling draft

Dead rise Baseline

Camber

Scantling waterline

C L

Molded depth(D

_,mld

)

Keel

Depth

Sheer after Sheer forward

Deck plating

Deck beam

Centerline

Definitions for the Breadth and Depth of a Ship

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Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

8.1 Owner’s Requirements

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Owner’s Requirements

 Ship’s Type

 Deadweight(DWT)

 Cargo Hold Capacity(V

_CH

)

 Cargo Capacity: Cargo Hold Volume / Containers in Hold & on Deck / Car Deck Area

 Water Ballast Capacity

 Service Speed(V

_s

)

 Service Speed at Draft with Sea Margin, Engine Power & RPM

 Dimensional Limitations: Panama canal, Suez canal, Strait of Malacca, St. Lawrence Seaway, Port limitations

 Maximum Draft(T

_max

)

 Daily Fuel Oil Consumption(DFOC): Related with ship’s economy

 Special Requirements

 Ice Class, Air Draft, Bow/Stern Thruster, Special Rudder, Twin Skeg

 Delivery Day

 Delivery day, with ( )$ delay penalty per day

 Abt. 21 months from contract

 The Price of a ship

 Material & Equipment Cost + Construction Cost + Additional Cost + Margin

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Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

8.2 Derivation of the Design Equations

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13

Derivation of the Design Equations (1/2)

The principal dimensions and hull form coefficients decide many characteristics of a ship,

e.g., stability, cargo hold capacity, resistance, propulsion, power requirements, and economic efficiency.

Therefore, the determination of the principal

dimensions and hull form coefficients is most important in the ship design.

The length L , breadth B , depth D , immersed depth(draft) T, and block coefficient C B should be determined first.

B T

D L

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Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh 14

Derivation of the Design Equations (2/2)

 Given: Deadweight(DWT), Cargo hold capacity(V CH ), Service speed(V s ), Daily fuel oil consumption(DFOC), Endurance, etc.

 Find: L, B, D, T, C B

At early design stage, there are few data available to estimate the principal dimensions, the initial estimates of the principal dimensions and hull form coefficients can be derived from the basis ship*.

Speed and power estimation will be discussed later.

318,000DWT 308,000DWT

*Basis ship: It is a ship whose principal dimensional ratios and hull form coefficients are similar with the ship being designed.

Example) VLCC(Very Large Crude Carrier)

Example of owner’s requirements

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Example of a Basis Ship of 279,500 ton of Deadweight VLCC and Owner's Requirements of 297,000 ton Deadweight VLCC

– 297,000 ton Deadweight VLCC(Very Large Crude Carrier)

Basis Ship Owner’s Requirements

Pricipal Dimensions

Loa Lbp B,mld Depth,mld Td(design) Ts(scant.)

abt. 330.30 m 314.00 m 58.00 m 31.00 m 20.90 m 22.20 m

21.50 m 22.84 m Deadweight(scant)

Deadweight(design)

301,000 ton 279,500 ton

320,000 ton 297,000 ton Speed ( at design draft

90% MCR(with 15% Sea Margin) ) 15.0 Knots 16.0 Knots

M /E

TYPE B&W 7S80MC

MCR 32,000 PS x 74.0 RPM NCR 28,800 PS x 71.4 RPM

FO C SFOC 122.1 Gr/BHP.h

Based on NCR

TON/DAY 84.4 (HFO)

Cruising range 26,000 N/M 26,500 N/M

Shape of Midship Section Double side / Double bottom

Double side / Double bottom

Capacity

Cargo Hold abt. 345,500 m

³

abt. 360,000 m

³

H.F.O. abt. 7,350 m

³

D.O. abt. 490 m

³

Fresh Water abt. 460 m

³

Ballast abt. 103,000 m

³

Including Peak

Tanks

• Dimensional Ratios

/ 5.41, L B =

/

_d

2.77, B T =

/ 1.87, B D =

/ 10.12 L D =

_

0.82

C

B d

=

- Structural weight

≈ 36,400 ton (88%)

• Hull form coefficient

• Lightweight(=41,000ton ) Basis Ship

- Outfit weight

≈ 2,700 ton (6.6%) - Machinery weight

≈ 1,900 ton (4.5%)

[ /

3

]

Deadweight Cargo density =

Cargo hold capacity 301, 000

345, 500

0.87 0.77

scant

ton m

=

= >

Deadweight Carrier

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Example of a Basis Ship of 138,000 m 3 LNG Carrier and Owner's Requirements of 160,000 m 3 LNG Carrier

Basis Ship Owner’s Requirements

Principal Dimensions

(m)

L

_OA

277.0

L

_BP

266.0

B

_mld

43.4

D

_mld

26.0

T

_d

(design) 11.4

11.4

T

_s

(scantling) 12.1

12.1

Cargo Hold Capacity(m

³

) 138,000

160,000

Service speed (knots) 19.5

19.5

Main Engine

Type Steam Turbine

2 Stroke Diesel Engine (×2)

DMCR 36000 PS, 88 RPM With engine margin

10%

NCR 32400 PS, 85 RPM With sea margin 21%

SFOC (Ton/day) 180.64

Deadweight (ton) 69,000

80,000

DFOC (ton/day) 154.75

Cruising Range (N.M) 13,000

11,400

– 160,000 m

³

LNG Carrier

/ 6.31, L B =

/

_d

3.81, B T =

/ 1.67, B D =

/ 10.23 L D =

_

0.742 C

B d

=

※

• Lightweight(=31,000ton ) Basis Ship

- Structural weight

≈ 21,600 ton (≈70%) - Outfit weight

≈ 6,200 ton (≈ 20%) - Machinery weight

≈ 3,200 ton (≈ 10%)

[ / 3]

Deadweight Cargo density =

Cargo hold capacity 69, 000

138, 000

0.5

ton m

0.77

=

= <

Volume Carrier

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Example of a Basis Ship of 3,700 TEU Container Carrier and Owner's Requirements of 4,100 TEU Container Carrier

Basis Ship Owner’s Requirements Principal Dimensions

LOA LBP Bmld Dmld Td /Ts

(design / scantling)

257.4 m 245.24 m 32.2 m 19.3 m 10.1 / 12.5 m

Less than 260.0 m Less than 32.25 m Abt. 11.0 / 12.6 m

Deadweight

(design / scantling) 34,400 / 50,200 MT(metric ton)

40,050/49,000 ~ 51,000 MT

Capacity

Container on deck / in hold Ballast water

Heavy fuel oil

2,174 TEU / 1,565 TEU 13,800 m3

6,200 m3

Abt. 4,100TEU Abt. 11,500 m3

Main Engine & Speed M / E type

MCR (BHP ⅹ rpm) NCR (BHP ⅹ rpm)

Service speed at NCR (Td, 15% SM) DFOC at NCR

Cruising range

Sulzer 7RTA84C 38,570 ⅹ102 34,710 ⅹ98.5

22.5 knots (at 11.5m) at 30,185 BHP

103.2 MT 20,000 N.M

24.5 knots (at 11.0m) Abt. 20,000 N.M

Others Complement 30 P.

30 P.

– 4,100 TEU Container Carrier

*TEU : twenty-foot equivalent units

_

0.62

C

B d

=

※

• Lightweight(=16,000ton ) Basis Ship

- Structural weight

≈ 11,000 ton (≈68%) - Outfit weight

≈ 3,200 ton (≈ 20%) - Machinery weight

≈ 1,800 ton (≈ 12%) / 7.62

L B =

/

_d

3.19 B T =

/ 1.67 B D =

/ 12.71 L D =

Volume Carrier

3

scant

scant container container in cargo hold

[ / ]

Deadweight Cargo density=

Cargo hold capacity Deadweight

= ×

50, 200 46.9 1, 565

0.68 ton m 0.77

V N

= ⋅

= <

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Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

8.3 Constraints of the Design

Equations

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Constraints of the Design Equations

In the ship design, the principal dimensions cannot be determined arbitrarily; rather, they have to satisfy

certain design constraints.

- Owner’s requirements

• Physical constraint

• Regulatory constraints

( Ship’s type, Deadweight(DWT)[ ton ], Cargo hold capacity(V CH )[ m 3 ], Service speed(V S )[ knots ], Maximum draft(T max )[ m ],

Limitations of principal dimensions(Canals, Sea way, Strait, Port limitations :e.g. Panama canal, Suez canal, St. Lawrence Seaway, Strait of Malacca), Endurance[ n.m 1) ], Daily fuel oil consumption(DFOC)[ ton/day ])

- Floatability: Hydrostatic equilibrium

• Economical constraints

International Maritime Organization[IMO] regulations,

International Convention for the Safety Of Life At Sea[SOLAS],

International Convention for the Prevention of Pollution from Ships[MARPOL], International Convention on Load Lines[ICLL]

Rules and Regulations of classification societies

1) n.m = nautical mile

1 n.m = 1.852 km

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Constraints of the Design Equations - Physical Constraint

• Physical constraint

- Floatability

F B = ! W

For a ship to float in sea water, the total weight of the ship(W) must be equal to the buoyant force(F B ) on the immersed body

 Hydrostatic equilibrium:

(1 )

L B T C B DWT LWT

ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α = +

: Weight equation of a ship

*Deadweight(DWT) is the weight that a ship can load till the maximum allowable immersion(at the scantling draft(T s )).

And deadweight can be composed of:

DWT= Payload+ Fuel oil + Diesel oil+ Fresh water +Ballast water + etc.

*Lightweight(LWT) reflects the weight of a vessel being ready to go to sea without cargo and loads. And lightweight can be composed of:

LWT = Structural weight + Outfit weight + Machinery weight

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Constraints of the Design Equations - Economical Constraints

• Economical constraints

( , , ) V CH = f L B D

: Volume equation of a ship

- It is checked whether the depth chosen will allow the required cargo hold capacity.

- Owner’s requirements (Cargo hold capacity[m 3 ])

- The principal dimensions have to satisfy the required cargo hold

capacity(V CH ).

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Constraints of the Design Equations - Regulatory Constraints

( , , , )

Fb mld B

D ≥ + T Fb L B D C

 Check: Freeboard of a ship should be greater than that required by the freeboard regulation.

: Freeboard calculation of a ship

1) Freeboard(Fb): The distance between the water line and the top of the deck at the side(at the deck line). It includes the thickness of upper deck.

- The freeboard is closely related to the draught.

A 'freeboard calculation' in accordance with the regulation determines whether the desired depth is permissible.

• Regulatory constraints

- Freeboard 1) regulation

: International Convention on Load Lines(ICLL)1966

Fb mld stringer

D = D + t

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Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

8.4 Deadweight Carrier vs.

Volume Carrier

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Deadweight Carrier vs. Volume Carrier

1. Deadweight Carrier

: Deadweight carrier is the ship whose weight is the critical factor when the cargo to be carried is “heavy” in relation to the space provided for it.

The ship will be weight critical when the ship carries a cargo which has a density more than 0.77ton/m 3 or inversely

less than 1.29 m 3 /ton .

For an example, ore carrier loads the iron ore (density ≈ 2.5 ton/m 3 ) in alternate holds, “alternated loading”, therefore this kind of ship uses less than half of the hold volume.

Ore Carrier

2. Volume Carrier

: Volume carrier is the ship whose volume is the critical factor when the cargo to be carried is “light” in relation to the space provided for it.

Membrane-type LNG

Cargo Loading Cargo

Loading Cargo

Loading

2

r

T k B

GM

= ⋅

※ Approximate formula of roll periods (

^Tr

)

GM: Metacentric height B: Breadth,

k: 0.32~0.39 for full loading

0.37~.040 for ballast condition

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Examples of the Volume Carrier (1/3)

 Container Carrier

Container Carrier

Cruise ship

 Cruise ship

Containers are arranged in bays in lengthwise, rows in beam wise, tiers in depth wise. It means that the principal dimensions are determined discontinuously.

Therefore, the length, breadth and depth of the container carrier vary stepwise according to the number and size of the containers.

Cruise ship has many decks, so the KG is higher and that becomes the critical criterion on cruise ship.

Moreover, the container carrier loads the containers on deck, and that

causes stability to be the ultimate criterion.

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Examples of the Volume Carrier (2/3)

An example of the General Arrangement(GA) of 3,700 TEU container carrier

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An example of the General Arrangement(GA) of a cruise ship

Examples of the Volume Carrier (3/3)

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Determination of the Optimal Principal Dimensions of a Deadweight Carrier

Weight Equation(Physical constraint)

Volume Equation(Economical constraints)

Freeboard calculation(Regulatory constraints) (1 )

L B T C

B

DWT LWT ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α = +

 Given: DWT (owner’s requirements)

 Find: L, B, T, C B

 Given: L, B, V CH (owner’s requirements)

 Find: D

 Given: L, B, D, T, C B

 Check: Whether the chosen depth is equal or greater than draft plus required freeboard or not.

( , , ) V

CH

= f L B D

Deadweight Carrier

( , , , B ) D ≥ + T Fb L B D C

•Then, it should be checked lastly that

whether the depth and draft satisfy the

freeboard regulation.

•At first, the principal dimensions such as L, B, T, C B are determined according to the

weight equation.

•Then, the depth is determined

considering the required cargo hold capacity according to the volume equation.

2

3

1

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Determination of the Optimal Principal Dimensions of a Volume Carrier

Weight Equation(Physical constraint)

Freeboard calculation(Regulatory constraints)

2

3

(1 )

L B T C

B

DWT LWT ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α = +

 Given: L, B, DWT (owner’s requirements)

 Find: T , C B

 Given: L, B, D, T, C B

 Check: Whether the chosen depth is equal or greater than draft plus required freeboard or not.

( , , , B ) D ≥ + T Fb L B D C

Volume Equation(Economical constraints)

1  Given: V CH (owner’s requirements)

 Find: L, B, D

( , , ) V

CH

= f L B D

Volume Carrier

•Then, it should be checked lastly that

whether the depth and draft satisfy the

freeboard regulation.

•At first, the principal dimensions such as L, B, D are determined to provide the required cargo hold capacity

according to the volume equation.

•Next, the principal

dimensions such as T,

C B are determined

according to weight

equation.

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Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

8.5 Derivation of the Weight Equation

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Derivation of the Weight Equation

- Physical Constraint (1/2) *Deadweight(DWT) is the weight that a ship can load till the maximum allowable.

*Lightweight(LWT) reflects the weight of vessel which is ready to go to sea without cargo and loads

• Physical constraint

- Floatability

(R.H.S) Total weight of a commercial ships is usually composed of the lightweight(LWT) and deadweight(DWT) which consists of the cargo and other variable loads.

F B = ! W

For a ship to float in sea water, the total weight of the ship(W) must be equal to the buoyant force(F B ) on the immersed body

 Hydrostatic equilibrium:

...(1)

W = LWT + DWT

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• Physical constraint : hydrostatic equilibrium

(L.H.S)

F

B

= W W = LWT + DWT

...(1)

(L.H.S)

ρ :density of sea water = 1.025 Mg/m

³

(L.H.S)

α

: displacement of shell, stern and appendages

C_B

: block coefficient

g

: gravitational acceleration

W = LWT + DWT

the buoyant force on an immersed body has the same

magnitude as the weight of the fluid displaced by the body .

F B = ⋅ ⋅ g ρ V

V : the immersed volume of the ship.

Buoyant Force is the weight of the displaced fluid.

Volume Mass

What is the buoyant force(F B )?

According to Archimedes’ principle,

In shipbuilding and shipping society, those are called as follows :

Displacement volume Displacement mass Displacement

∇

∆

∆ g

In the shipbuilding and shipping society, the buoyant force is called in another word, displacement(△ g ).

Derivation of the Weight Equation

- Physical Constraint (2/2)

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Derivation of the Weight Equation - Block coefficient( C B ) (1/2)

V : immersed volume V

_box

: volume of box L : length, B : breadth T : draft

B

C V

≡ V

Do a ship and airplane usually have box shape?

They have a streamlined shape.

No.

Why do a ship and airplane have a streamlined shape?

They have a streamlined shape to minimize the drag force they

experience when they travel, then the engine needs a smaller power output to achieve the same speed.

Block Coefficient is introduced to describe the relation between immersed volume and principal dimensions.

Block coefficient(C B ) is the ratio of the immersed volume to box bounded by L, B, T.

L B

T

B T

L

V

L B T

= ⋅ ⋅

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B

C V

L B T

= ⋅ ⋅

V : immersed volume V

_box

: volume of box L : length, B : breadth T : draft

C

_B

block coefficient

Where the hull dimensions, length L, beam B, and draft T, are the molded dimensions of the submerged hull to the inside of the shell plating, and α is a fraction of the shell appendage allowance which

adapts the molded volume to the actual volume by accounting for the volume of the shell plating and appendages (typically about

0.002~0.0025 for large vessels).

The immersed volume of the ship can be expressed by block coefficient.

In general, we have to consider the displacement of shell plating and appendages such as propeller, rudder, shaft, etc.

Thus, the immersed volume of the ship can be expressed as following:

(1 )

B total B

F = ⋅ ⋅ g ρ V = ⋅ ⋅ ⋅ ⋅ ⋅ ρ g L B T C ⋅ + α

molded B

V = ⋅ ⋅ ⋅ L B T C

(1 )

total B

V = ⋅ ⋅ ⋅ L B T C ⋅ + α

- Block coefficient( C B ) (2/2)

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Derivation of the Weight Equation - Weight vs. Mass (1/2)

• Physical constraint : hydrostatic equilibrium

(R.H.S) W = LWT F

^B

+ = DWT W ...(1)

ρ : density of sea water = 1.025 Mg/m

³

(L.H.S) = (R.H.S)

What is the unit of the lightweight and deadweight ?

α

: displacement of shell, stern and appendages

C_B

: block coefficient

(1 )

g L B T C B LWT DWT

ρ ⋅ ⋅ ⋅ ⋅ ⋅ ⋅ + α = +

g

: gravitational acceleration

...(2)

B

T

D L

(1 )

B B

F = ⋅ ⋅ ⋅ ⋅ ⋅ ρ g L B T C ⋅ + α

(L.H.S)

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Question: Aren’t “weight” and “mass” the same?

Answer : No!

Mass is a measure of the amount of matter in an object.

Weight is a measure of the force on the object caused by a gravitational field.

Gravity causes weight.

For example, an astronaut’s weight on the moon is one-sixth of that on the Earth.

But the astronaut’s mass doesn’t change.

An object's mass doesn't change (unless you remove some), but its weight can change.

9.81m/s

²

1.625m/s

²

1.625 1 9.81 6

moon earth

g

g = ≈

- Weight vs. Mass (2/2)

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Derivation of the Weight Equation - Weight Equation

•Physical

constraint : hydrostatic equilibrium

F

B

= W ...(1)

(1 )

L B T C B LWT DWT

ρ ⋅ ⋅ ⋅ ⋅ ⋅ g ⋅ + α = + ...(2)

The equation (2) describes the physical constraint to be satisfied in ship design.

“Weight equation”

In the shipping world, they use “ton” for the unit of the lightweight and deadweight in practice.

But “ton” is “Mg (mega gram)” and is the unit of “Mass”.

Therefore, from now on, the “weight equation” will be regarded as following :

(1 )

L B T C B LWT DWT

ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α = + ...(3)

where ρ := 1.025 Mg/m 3

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Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

8.6 Determination of the Optimal Principal Dimensions of a Ship by the

Weight Equation

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Determination of the Optimal Principal Dimensions of a Ship by the Weight Equation

- Weight Estimation

(1 )

L B T C B DWT LWT ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α = +

• Weight equation

 Given: DWT (owner’s requirement)

 Find: L, B, T, C B

How can you estimate the LWT ?

ρ :density of sea water = 1.025 Mg/m

³

= 1.025 ton/m

³ α

: a fraction of the shell appendage allowance , displacement of shell plating and appendages as a fraction of the moulded displacement

Total

DWT + LWT = W

...(3)

Deadweight is given by the owner’s requirement, whereas total weight is not a given value.

Thus, the lightweight should be estimated by appropriate assumption.

The dimensions of a deadweight carrier whose design is weight

critical are determined by the following equation.

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Determination of the Optimal Principal Dimensions of a Ship by the Weight Equation

- Weight Estimation : Method 1 (1/3)

How can you estimate the lightweight(LWT)?

•

Weight equation of a ship

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α = Method ①: LWT = LWT

_Basis

Given: DWT ,Find: L, B, T, C

_B

DWT LWT

= +

Method 1 : Assume that the lightweight is the same as that of basis ship.

(1 ) B sis

B a

L B T C ⋅ ⋅ ⋅ ⋅ ⋅ + ρ α = DW T + LW T

Basis

LWT = LWT

...(4.1)

It will be noted that finding a solution to this equation is a complex matter, because there are 4 unknown variables (L, B, T, C B ) with one equation, that means this equation is a kind of indeterminate equation.

Moreover, the unknown variables are multiplied by each other, that means this equation is a kind of nonlinear equation.

At the early design stage, there are few data available for estimating the

lightweight. The simplest possible way of estimating the lightweight is to

assume that the lightweight does not change in the variation of the principal

dimensions.

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- Weight Estimation : Method 1 (2/3) = DWT + LWT

^Basis

...(4.1)

(1 ) L B T C ⋅ ⋅ ⋅

B

⋅ ⋅ + ρ α = W

Therefore, we have to assume three unknown variables to solve this indeterminate equation.

The principal dimensions must be iterated until the

displacement becomes equal to the total weight of the ship.

(∵ nonlinear equation)

So, the equation (4.1) is called nonlinear indeterminate equation which has infinitely many solutions.

And we can get many sets of solution by applying the different assumptions.

(∵ indeterminate equation)

Thus, we need a certain criteria to select the proper solution.

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Basis

LWT

= DWT + ...(4.1)

(1 ) L B T C ⋅ ⋅ ⋅

B

⋅ ⋅ + ρ α = W

The values of the principal dimensional ratios L/B, B/T, B/D and C B can be obtained from the basis ship.

Substituting the ratios obtained from the basis ship into the equation (4.1), the equation can be converted to a cubic equation in L.

2 1/3

( / ) ( / ) (1 )

Basis Basis

B Basis

W L B B T

L r C a

-

念利

÷

ç ÷

= ç ç ç

曜利+

? ÷ ÷

(1 ) L B T C ⋅ ⋅ ⋅ B ⋅ ⋅ + ρ α = W

(1 )

B

B T

L L B C W

L B ρ α

   

⋅  ⋅   ⋅ ⋅  ⋅ ⋅ ⋅ + =

   

2

3 B T B (1 )

L C W

L B ρ α

   

⋅         ⋅ ⋅ ⋅ ⋅ + = (1 )

B

B B T

L L C W

L L B ρ α

     

⋅       ⋅       ⋅ ⋅ ⋅ ⋅ + =

２．

For example, this is the first set of solution.

(43)

What kind of criteria is available to select proper solution?

Capital cost+Annual operating cost Annual delivered LNG quantity RFR =

*Capital cost=Building cost Capital recovery factor. ´

For example, the shipping company will adopt the objective function as RFR. The design ship will have the least required freight rate(RFR)

expressed as:

(1 )

*CRF(Capital Recovery Factor)

(1 ) 1

n n

i i i

= +

+ -

Objective Functions

- In shipbuilding Society : Shipbuilding Cost - In Shipping Society :

Less Power→ Less Energy Consumption→ Minimum Operational Expenditure (OPEX)

 Operability→ Required Freight Rate(RFR).

Minimum Capital Expenditure(CAPEX)

- Objective Function

(44)

•

Weight equation of a ship

Method ②:

^Basis

Basis

W W DWT

= DWT ⋅

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

Method 2 : Assume that the total weight(W) is proportional to the deadweight.

Design ship and basis ship are assumed to have the same ratio of deadweight to total weight.

(1 )

L B T C ⋅ ⋅ ⋅ B ⋅ ⋅ + ρ α = W

Basis Basis

DWT DWT

W = W

Therefore, the total weight of the design ship can be estimated by the ratio of deadweight to total weight of the basis ship.

Basis Basis

W DWT

W = DWT ⋅

...(4.2)

Basis Basis

W W DWT

= DWT ⋅

Since the lightweight is assumed to be invariant in the ‘Method 1’, even though the principal dimensions are changed, the method might give too rough estimation.

How can you estimate the lightweight more accurately than the ‘Method 1’?

- Weight Estimation : Method 2

(45)

Method ③: LWT = C

_LWT

L B D ⋅ ⋅

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

Method ② : Assume that the total weight(W) is proportional to the deadweight.

Method 3 : Assume that the lightweight could vary as the volume of the vessel as represented by L·B·D.

LWT = C LWT ⋅ ⋅ ⋅ L B D

(1 ) LWT

L B T C ⋅ ⋅ ⋅ B ⋅ ⋅ + ρ α = D W T + C ⋅ L B D ⋅ ⋅

Coefficient C LWT can be obtained from the basis ship.

( , , ) LWT = f L B D

LWT = C LWT ⋅ ⋅ ⋅ L B D

Assume that the lightweight is dependent on the principal dimensions such as L, B and D.

For example, suppose that LWT is proportional to L·B·D.

...(4.3)

To estimate the lightweight, we will use the volume variable (L·B·D).

( )

LWT = f L B D ⋅ ⋅

The lightweight estimated in the ‘Method 2’ still has nothing to do with the variation of the principal dimensions.

How can you estimate the lightweight more accurately than the ‘Method 2’?

(46)

Method ④: LWT = W

_s

+ W

_o

+ W

_m

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

How can you estimate W s , W o , W m ?

Assume that W

_s

, W

_o

, W

_m

are dependent on the principal dimensions.

s o m

LWT = W + W + W

Method 4 : Estimate the structural weight( W s ), outfit weight(W o ) and machinery weight(W m ) respectively.

How can you estimate the lightweight more accurately?

Since a ship consists of the hull structure, outfit and machinery, if we could estimate the weight of each components, the lightweight would be estimated more accurately.

(47)

- Weight Estimation : Method 4 (1/4) Structural Weight (1)

Method ④: LWT = W

_s

+ W

_o

+ W

_m

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

( , )

W s = f L B B D ⋅ ⋅

Unknown parameters (C s , α , β) can be obtained from the as-built ship data by regression analysis*.

So, to estimate the structural weight, we will use the area variables such as L·B, B·D.

s o m

LWT = W + W + W

Method 4

( )

s s

W = C L B ⋅ α + D β

Method 4-(1) Assume that the structural weight (Ws) is a function of L, (B+D).

Because the weight of a ship is actually composed of stiffened plate surfaces, some type of the area variables would be expected to provide a better

correlation.

*Regression analysis is a numerical method which can be used to develop the equations or models from the data when there is no or limited physical or theoretical basis for a specific model.

Assume that the structural weight(W s ) as a function of L, B, D is as follows:

( , , ) W s = f L B D

For example, suppose that the structural weight is proportional to L α , (B+D) β

( )

s s

W = C L B ⋅ α + D β

(48)

Method ④: LWT = W

_s

+ W

_o

+ W

_m

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

1 i , 2 i ; i X X Y

b) There are the sets of as-built ship data ( ).

1.6 ( )

s s

W = C L ⋅ ⋅ B + D

, 1.6, 1

C S α β

→ = =

ln W s = ln C S + α ln L + β ln( B + D ) Y A 0 X 1 X 2

1 2

Y A o α X β X

→ = + +

a) To perform the regression analysis, we transform the above nonlinear equation into the linear equation by transforming logarithmic form,

: Logarithmic Form

: Linear Equation

( )

s s

W = C L B α + D β

The parameters can be obtained by finding a function that minimize the sum of squared errors, “least square method”, which is the difference between the sets of the data and the estimated function.

Above equation reflects that length(L) will exponentially affect on the steel weight much more than other variables, B and D.

e.g. 302K VLCC : C

_s

= 0.0414 X 1

X 2

Y

1 2

Y = A

o

+ α X + β X

Regression analysis plane for data on the variables Y, X

₁

and X

₂

- Weight Estimation : Method 4 (1/4) Structural Weight (2)

(49)

- Weight Estimation : Method 4 (2/4) Outfit Weight

Method ④: LWT = W

_s

+ W

_o

+ W

_m

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

To estimate the outfit weight, we will use the variables such as L·B.

Assume that the outfit weight(W o ) as a function of L, B.

For example, suppose that the outfit weight is proportional to L·B

( , ) W o = f L B

o o

W = C ⋅ ⋅ L B

Coefficient C

_o

is obtained from the basis ship.

s o m

LWT = W + W + W

Method 4

o o

W = C ⋅ ⋅ L B

Method 4-(2) Assume that the outfit weight (W o ) is proportional to L · B.

W

_s

: structural weight

W

_o

: outfit weight W

_m

: machinery weight

( )

W o = f L B ⋅

(50)

- Weight Estimation : Method 4 (3/4) Machinery Weight (1)

Method ④: LWT = W

_s

+ W

_o

+ W

_m

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

m C m C R

W = ⋅ NM

*NMCR(Nominal maximum continuous rating) is the maximum power/speed combination available for the engine and criteria of the engine dimensions, weight, capacity and cost.

( )

m N

W = f MCR

W

_s

: structural weight

W

_o

: outfit weight W

_m

: machinery weight

s o m

LWT = W + W + W

Method 4

m C m C R

W = ⋅ NM

Method 4-(3) Assume that the machinery weight (W s ) is proportional to NMCR

To estimate the machinery weight, assume that the machinery weight(W s ) as a function of NMCR.

For example, suppose that the machinery weight is proportional to NMCR.

(51)

- Weight Estimation : Method 4 (3/4) Machinery Weight (2)

Coefficient C m can be obtained from the basis ship.

m C m C R

W = ⋅ NM

Then, how can you estimate the NMCR ?

m

m C C

W = ⋅ NM R

Find From the

basis ship ???

Method ④: LWT = W

_s

+ W

_o

+ W

_m

m

C

m

C R

W = ⋅ NM

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

(52)

- Estimation of NMCR (Nominal Maximum Continuous Rating) (1/3)

T ( ) s

EHP = R v V ⋅

( : Propulsive efficiency) η

_D

( : Transmission efficiency) η

_T

D

DHP EHP

= η

T

BHP DHP

= η

① EHP (Effective Horse Power)

② DHP (Delivered Horse Power)

③ BHP (Brake Horse Power)

④ NCR (Normal Continuous Rating)

⑤ DMCR (Derated Maximum Continuous Rating)

100 ) Margine 1 Sea

( +

= BHP NCR

Engine Margin DMCR = NCR

(In Calm Water)

⑥ NMCR (Nominal Maximum Continuous Rating)

Derating rate NMCR = D MCR

Propeller

Propeller Shaft

Diesel engine Total calm-water resistance ( R

_T

(v))

Ship

speed(V

_s

)

BHP DHP

L

₃

L

₄

L

₁

L

₂

BHP

70% 75% 80% 85% 90% 95% 100%105%110%

40%

50%

60%

70%

80%

90%

100%

110%

Power, % of L₁

Engine speed, % of L₁

 

Sea margin 15%

NCR MCR

Engine margin 90%

( NMCR) derated

NMCR-> MCR : Derated MCR

Method ④: LWT = W

_s

+ W

_o

+ W

_m

m

C

m

C R

W = ⋅ NM

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

(53)

- Estimation of NMCR (Nominal Maximum Continuous Rating) (2/3)

Method ④: LWT = W

_s

+ W

_o

+ W

_m

m

C

m

C R

W = ⋅ NM

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

2/3 3

Calm water DHP s

DHP = C ⋅ ∆ ⋅ V

m C m C R

W = ⋅ NM

( , )

Calm water s

DHP = f ∆ V

2/3 3

s Calm water

ad

DHP V

C

= ∆ ⋅ Admiralty formula :

NMCR can be estimated through the resistance estimation, power prediction and main engine selection. However, there are few data available for

estimation of the NMCR at the early design stage, so NMCR can be estimated by ‘Admiralty formula’

1

ad

DHP

C ≡ C

C ad is called “Admiralty coefficient”.

Define

C

_ad

: Admiralty coefficient

V

_s

: speed of ship [knots]

∆ : displacement [ton]

(54)

- Estimation of NMCR (Nominal Maximum Continuous Rating) (3/3)

Admiralty formula

Method ④: LWT = W

_s

+ W

_o

+ W

_m

m

C

m

C R

W = ⋅ NM

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

2/3 3

Calm water

ad

DHP V

C

= ∆ ⋅

C ad : Admiralty coefficient

2/3 3

ad

Calm water

C V

DHP

= ∆ ⋅

C

_ad

: Admiralty coefficient

V

_s

: speed of ship, ∆ : displacement

- Since ∆ 2/3 ·V s 3 is proportional to EHP, the Admiralty coefficient can be regarded as a kind of the propulsive efficiency( η D ).

D

EHP η = DHP

- However, this is used for a rough estimation. So, after the principal dimensions are determined, DHP needs to be predicted more accurately through resistance

estimation and speed-power prediction.

(ref. Innovative Ship Design Lecture note: Resistance estimation, Speed-Power Prediction)

(55)

- Weight Estimation : Method 4 (3/4) Machinery Weight (3)

Method ④: LWT = W

_s

+ W

_o

+ W

_m

m

C

m

C R

W = ⋅ NM

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

- After principal dimensions are determined, also the NMCR needs to be estimated more accurately through resistance estimation, speed-power prediction.

m C m C R

W = ⋅ NM

1 DHP Calm water

= C ⋅

2/3 3

Calm water

s ad

D V

HP ∆ ⋅ C

=

2/3 3

1 ( (1 ))

m m B s

ad

W C C L B T C V

C ρ α

= ⋅ ⋅ ⋅ ⋅ ⋅ ⋅ ⋅ + ⋅

(1 ) L B T C B

ρ α

∆ = ⋅ ⋅ ⋅ ⋅ ⋅ +

,(Admiralty formula)

1 power m

ad

C C C

≡ ⋅ C

Define

2/3 3

( (1 ))

m power B s

W = C ⋅ ρ ⋅ ⋅ ⋅ ⋅ L B T C ⋅ + α ⋅ V

C

_ad

: Admiralty coefficient V

_s

: speed of ship

∆: displacement

ρ: density of sea water [ton/m

³

]

- If the machinery weight is changed by modified NMCR , you have to iterate determination of principal dimension by using changed machinery weight.

1 Sea Margine 1 1

(1 )

100 Engine Margin Derating ratio

^{Calm water}

T

N C M R DHP

= η ⋅ + ⋅ ⋅ ⋅

(56)

Method ④: LWT = W

_s

+ W

_o

+ W

_m

m

C

m

C R

W = ⋅ NM

•

_B

...(3) (1 )

L B T C

B

W ρ ⋅ ⋅ ⋅ ⋅ ⋅ + α =

DWT LWT

= +

1.6 ( )

s s

W = C L ⋅ ⋅ B + D

o o

W = C ⋅ ⋅ L B

2/3 3

( (1 ))

m m

power B s

W C NMCR

C L B T C α V

= ⋅

= ⋅ ⋅ ⋅ ⋅ ⋅ + ⋅

S o m

LWT = W + W + W

1.6

2/3 3

(1 ) ( )

( (1 ))

B s o

power B s

L B T C DWT C L B D C L B

C L B T C V

ρ α

⋅ ⋅ ⋅ ⋅ ⋅ + = + ⋅ ⋅ + + ⋅ ⋅ + ⋅ ⋅ ⋅ ⋅ ⋅ ⋅ + ⋅

(1 ) (3)

L B T C ⋅ ⋅ ⋅ B ⋅ ⋅ + ρ α = DWT + LWT 

W

_s

: structural weight

W

_o

: outfit weight W

_m

: machinery weight V

_s

: speed of ship

∆ : displacement

ρ : density of sea water [ton/m

³

]

...(4.4)

(57)

Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

8.7 Determination of the Optimal Principal Dimensions of a Ship

by the Volume Equation

(58)

Determination of the Optimal Principal Dimensions of a Ship by the Volume Equation

- Volume Equation

• Economical constraint

( , , ) V CH = f L B D

- Cargo hold capacity[m 3 ] (Owner’s requirements)

- The principal dimensions have to satisfy the required cargo hold capacity.

 Given: Cargo hold capacity[m 3 ]

 Find: L, B, D

Volume equation of a ship

How can you estimate the cargo hold capacity?

The dimensions of a volume carrier whose design is volume critical

are determined by the following equation.

(59)

- Method 1

•

Method ①: f L B D ( , , ) = C

_CH

⋅ ⋅ ⋅ L B D

Given: Cargo hold capacity ,Find: L, B, D

( , , ) V

CH

= f L B D

Method 1 : Assume that the cargo hold capacity is proportional to L·B·D.

How can you estimate the cargo hold capacity?

It will be noted that finding a solution to this equation is a complex matter, because there are 3 unknown variables (L, B, D) with one equation, that means this equation is also a kind of indeterminate equation.

Moreover, the unknown variables are multiplied by each other, that means this equation is a kind of nonlinear equation.

( , , ) CH

f L B D = C ⋅ ⋅ ⋅ L B D

CH

CH C B D

V = ⋅ ⋅ ⋅ L

Coefficient C CH can be obtained from the basis ship.

So that kind of equation is called a nonlinear indeterminate

equation, which has infinitely many solutions.

(60)

Method ②: f L B D ( , , ) = C

_CH

⋅ L

_H

⋅ ⋅ ⋅ B D C

_MD

•

( , , ) V

CH

= f L B D

Given: Cargo hold capacity ,Find: L, B, D

Method 2 : f L B D ( , , ) = C CH ⋅ L H ⋅ ⋅ B D

CH

H H

C C L B

V = ⋅ ⋅ ⋅ D

Coefficients(C CH ) and lengths (L APT , L ER and L FPT ) can be obtained from the basis ship.

H BP APT ER FPT

L = L − L − L − L

Length of the cargo hold(L H ) :

AP FP

L

_APT

L

_ER

L

_H

L

_FPT

How can you estimate the cargo hold capacity more accurately?

Length of cargo hold(L H ) is defined that L BP subtracted by L APT , L ER and L FPT .

L

_BP

: Length between perpendicular

L

_APT

: Length between aft perpendicular to aft bulkhead L

_FPT

: Length between forward perpendicular

to collision bulkhead L

_ER

: Length of engine room

- Method 2

(61)

Since the method 1 and 2 are used for a rough estimation, you have to estimate the cargo hold capacity more accurately after the arrangement of the compartment has been done.

Method 2 : V CH = C CH ⋅ L CH ⋅ ⋅ B D

Method 1 : Assume that the cargo hold capacity is proportional to L∙B∙D.

CH CH

V = C ⋅ ⋅ ⋅ L B D

Determination of the Optimal Principal Dimensions

of a Ship by the Volume Equation

(62)

Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

8.8 Freeboard Calculation

(63)

Freeboard Calculation (1/3)

• Regulatory constraint

 Freeboard 1) regulation

-The ship needs an additional safety margin to maintain the buoyancy and stability while operating at sea.

-This safety margin is provided by the reserve of buoyancy of the hull located above the waterline(freeboard).

-Freeboard of a ship should be greater than that in accordance with the freeboard regulation(ICLL 1966).

1) Freeboard(Fb) – The distance between the water

line and the top of the deck at the side(at the deck

line). It includes the thickness of upper deck.

(64)

• Regulatory constraint

 Freeboard calculation

 Given: L, B, D(=D mld ), T, C B

 Check: Freeboard of a ship should be greater than that in accordance with the freeboard regulation.

How can you calculate the required freeboard(Fb) ?

( , , , )

Fb mld B

D ≥ + T Fb L B D C D

^Fb

= D

^mld

+ t

^stringer

(65)

How can you calculate the required freeboard(Fb)?

At the early design stage, there are few data available for estimation of required freeboard. Thus, the required freeboard can be estimated from the basis ship.

Length Height

( , , mld , B ) ( f , mld , B ,Superstructure ,Superstructure ,Sheer) Fb L B D C = f L D C

However, the required freeboard have to be calculated in accordance with ICLL 1966.

Method ① : Assume that the freeboard is proportional to the depth.

•

Method ①:

Given: L, B, D(=D

_mld), T, C_B

,Check:

Satisfaction of the freeboard regulation

( , , , )

Fb mld B

D ≥ + T Fb L B D C

( , , mld , B ) Fb mld Fb L B D C = C ⋅ D

F

Fb b mld

D ≥ + T C ⋅ D

( , , ,

_B

)

_FB

Fb L B D C = C ⋅ D

Coefficient C Fb can be obtained from the basis ship.

If freeboard regulation is not satisfied, the freeboard and depth should be changed.

(66)

Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

8.9 Example of an Objective Function

(67)

Example of an Objective Function - Shipbuilding Cost (1/2)

Objective Function(criteria to select the proper principal dimensions)

3 3 / 2 6

. 1

6 . 1

) (

V C

T B L C

C

B L C C

D B L C C

NMCR C

C B L C C

D B L C C

Cost Building

B power

PM

o PO s

PS

ma PM

o PO s

PS

⋅

⋅ +

⋅

⋅ +

+

⋅

=

⋅

⋅ +

⋅

⋅ +

+

⋅

=

Coefficients can be obtained from the as-built ship data

PS PO PM

C C C

: Coefficient related with the cost of the steel(structural)

: Coefficient related with the cost of the outfit

: Coefficient related with the cost of the machinery

PS S PO O PM M

Building Cost = C ⋅ W + C ⋅ W + C ⋅ W

If the weight of the ship is represented by the principal dimensions of the ship, the shipbuilding cost can be represented by them as follows:

Assume that the shipbuilding cost is proportional to the weight of the ship.

Ex) The value of the coefficients obtained from the 302K VLCC

2, 223.0, 4,834.5, 17,177.0

PS PO PM

C = C = C =

(68)

Method to obtain the coefficient related with the cost

=(Man-hour for the structural + Material cost for the structural) +(Man-hour for the outfit +Material cost for the outfit)

+(Man-hour for the machinery +Material cost for the machinery) Shipbuilding Cost

+Additional cost

※ The shipbuilding cost of the VLCC is about $130,000,000.

PS S PO O PM M

Building Cost = C ⋅ W + C ⋅ W + C ⋅ W

The shipbuilding cost is composed as follows.

(Man-hour for the structural + Material cost for the structural

PS

S

C = W )

(Man-hour for the outfit +Material cost for the outfit

PO

O

C = W )

(Man-hour for the machinery +Material cost for the machinery

PM

M

C = W )

If we assume that the shipbuilding cost is proportional to the weight of the ship and

the weight of the ship is composed of the structural weight, outfit weight and machinery weight, the shipbuilding cost can be represented as follows.

Example of an Objective Function - Shipbuilding Cost (2/2)

PS PO PM

C C C

: Coefficient related with the cost of the steel(structural)

: Coefficient related with the cost of the outfit

: Coefficient related with the cost of the

machinery

(69)

[Reference] International Completive Power of the Domestic Shipbuilding and Ocean Industry - Wage Level / Production Cost

 Comparison of the production cost

Korea Japan China

Material cost

Steel 17 17 18

Equipment 42 43 47

Sum 59 60 65

Wage 27 29 19

Additional Cost 14 13 16

Sum 100 100 100

(70)

Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh

8.10 Example of a Constrained

Nonlinear Optimization Method by Using the Lagrange Multiplier

Determination of the Optimal Principal Dimensions of a Ship

Determination of the Optimal Propeller Principal

Dimensions

(71)

[Summary] Mathematical Model for Determination of the Optimal Principal Dimensions(L, B, D, T, C B ) - “Conceptual Ship Design Equation”

1.6

2/3 3

( , , , )

( )

( ) (2.3)

d B sw given B

given s o

power d B

L B T C C DWT LWT L B D C

DWT C L B D C L B

C L B T C V

ρ α

⋅ ⋅ ⋅ ⋅ ⋅ = +

= + ⋅ + + ⋅ ⋅

+ ⋅ ⋅ ⋅ ⋅ ⋅ 

Physical constraint

Find (Design variables) Given (Owner’s requirement)

_ max

, H req , s ( ), DWT V T = T V

length block deadweight

coefficient

breadth depth ship

speed Required cargo

hold capacity

Scantling Draft (maximum)

Economical constraints

(Owner’s requirements)

_ (3.1)

H req H

V = C ⋅ ⋅ ⋅ L B D 

→ Freeboard regulation(1966 ICLL) - Inequality constraint s FB (4)

D ≥ T + C ⋅ D 

Objective Function (Criteria to determine the proper principal dimensions)

1.6 2/3 3

( ) ( )

Computer Aided Ship Design Part I. Optimization Method

N av al A rc hi te ct u re & Oc ea n En g in ee ri n g

Computer Aided Ship Design, I-8. Determination of Optimal Principal Dimensions of a Ship, Fall 2013, Myung-Il Roh