Myung-ll Roh NV (aU Computational Ship Design va SetrxseMyung-Il Roh Kyu-Yeul Lee Naval Architecture and Ocean Nayal Architecture and Ocean Engineering Engineering Seoul National University Seoul National University Seoul, Korea (Republic of) Seoul, Korea (Republic of) ISBN 978-98 1-10-4884-5 ISBN 978-981-10-4885-2 (eBook) DOI 10.1007/978-981-10-4885-2 Library of Congress Control Number: 2017945806 Springer Nature Singapore Pte Ltd. 2018 ‘This work is subject to copyright, All rights are reserved by the Publisher, whether the whole or part of the material is concerned, specifically the rights of translation, reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfilms or in any other physical way, and transmission or {formation storage and retrieval, electronic adaptation, computer software, or by similar or dissimilar methodology now known or hereafter developed. ‘The use of general descriptive names, registered names, trademarks, service marks, ete. in this publication does not imply, even in the absence of a specific statement, that such names are exempt from the relevant protective laws and regulations and therefore free for general use. ‘The publisher, the authors and the editors are safe to assume that the advice and information in this book are believed to be true and a the date of publication. Neither the publisher nor the authors or the editors give a warranty, express or implied, with respect to the material contained herein or for any errors ‘or omissions that may have been made. The publisher remains neutral with regard to jurisdictional claims, in published maps and institutional affiliations. Printed on acid-free paper ‘This Springer imprint is published by Springer Nature ‘The registered company is Springer Nature Singapore Pte Ltd. The registered company address is: 152 Beach Road, #21-01/04 Gateway Fast, Singapore 189721 SingaporeContents 1 Introduction 1 1.1 Generals. 1 12 Basic - Requirements id Functions of aship A 1 13 Ship Terminologies. 2 3.1. Principal Dimensions . 2 3.2. Ship Components. . 4 1.3.3 Weight and Valine: a 1.3.4 Speed and Power 9 14 Design Stages. 9 -References........ 13 2 Analysis of Ship Owner’s Requirements . 1s (21 Generals... . : Se 15 2.2 Ship Owner’s Requirements 15 23 Survey of Parent Ships. . — 16 24 Review of Rules and Regulations... 16 2.4.1 IMO (International Maritime Org: 16 242 — Classification Societies . 17 2.4.3 Administrations . . 18 References: «ions ees e ee seks 18 3 Design Constraints............ : ceeee - 19 3.1 Generals. 19 Physical Constraint. 20 3.3 Economical Constraints. .... . 21 3.3.1 Volume Equation. . 21 3.3.2 Service Speed and DFOC (Daily Fue! Oil Consumption) . . 21 34 — Regulatory Constraints . 2 Required Freeboard 22 Required Stability . 22 vii Bahan dengan hak cipta41 42 43 44 45 (46 5 Bok, of Resistance and Power. SA 52 33 54 3.5.1 Weight Equation. . 5.2 Volume Equation. . Required Fr 3.54 Required Stability . General Method 1 Ratio of Deadweight to Total Weight... .. ing the Length, Breadth, and Depth.......... Method 4: Dividing into Structural, Outfit, and Machinery Weights . i 4.5.1 Structural Weight (W 3 Outfit Weight (W,)..... Machinery Weight (W,,) Computational Guide 4.6.1 Method | Generals Ship Res os Methods for Prediction of Resist ance . Prediction of Resistance by Holtrop and Mennen's Method . SAL 5.4.2 5.43 5.44 Bow «) 5.45 Propulsive Efficiency naa Propeller Efficiency in Oe Water tro) fh, Bahan dengan hak cipta 30 35 45 45 46 47 47 47 48 48 49 SlContents, ix (5.6 Power Prediction . 3 Delivered Horse Power (DHP)......20. 00.0005 5.6.4 — Shaft Horse Power (SHP). 5.65 Bra P 3H 5.66 Normal Continuous Rating (NCR). . 5.6.7 Maximum Continuous Rating. (MCR). 5.7 Computational Guide e 5.7.1 Method | for Prediction of Re 3 Method for Prediction of Propulsion Factors - 5.7.3. Method for Prediction of Power References. . 6 — Selection of Main Engine . 59 61 Generals. z az 59 62 Characteristics of Diesel Engine. . 59 63 Power and Speed of Engine. . 60 64 Layout Diagram of Engine . 60 65 Selection of Main Engine. . 60 66 Estimation of DFOC. 64 67 Estimation of Capacity of Fuel Oil 65 68 Computational Guide........ 65 6.8.1 Selection of Main Engine . 65 6.8.2 Estimation of DFOC. 66 683 Estimation of Capacity of Fuel Oil 66 References 67 7 Determination of Principal Dimensions of Propeller . . 69 TA Generals . 69 7.2 Principal Di 1ensions of Propellah % 69 7.21 Propeller Diameter (Dp)... 20+ - 2200s eee eee eee 70 7.2.2 Propeller Pitch (P;)...... 70 7.23 Expanded Area Ratio (Ap/Ao). - 70 7.24 Number of Blades (2 5 72 7.25 Propeller Speed... R 7.3 Non-dimensional Coefficients in n Propel Design B Advance Ratio (J). - 74 15 G madden. TEES TA Determination of Principal Dimensions of of Propelier ee eee ee 16 TAL Sta sumption of Propeller Diameter. . . TE 74.2 — Stage 2: Determination e Power and Propeller Pitch for Maximization of yo. ..... .. 19 Bahan dengan hak cipta143: ze 3: Determination of Optimal Principal Dimensions of Propeller and Maximum Ship Speed : : : 7.44 — Stage 4: Determination of Engine Power and Speed Using the Determined Propeller Dimensions . . 7.45 — Stage 5: Generation of Speed-Power Curve. . . 7.5 Relation Between Heri ee Diameter, and Efficiency... .. . ee 7.6 Computational 7.6.1 Stage 1 7.62 Stage 2 7.6.3 Stage 7.64 Stage 4.. 7.65 Stage 5 References. . . Estimation of Capacity of Cargo Hold. 81 Generals. 82 Method 1: Using the Len; th, Breadth, and Depth. . 83 Method 2: Using the Length of Cargo Hold, Breadth, and Depth. . z 84 Computational ‘Guide. ie 8.4.1 Method 1 8.4.2 Method 2 References, 6.65.60 Caleula Oo 92 Freeboard....... i 9.3. Freeboard Deck and Lengih . 9.3.1 Freeboard Deck. . 9.3.2 Freeboard Length 94 — Calculation of the Required Free! ard by ICLL (International Convention on Load Lines) 9.4.1 Classification of Ship Types. .... . 9.42 Calculation of Tabular Freeboard . 9.4.3. Addition for Block Coefficient Correction for Depth . Correction for Positi¢ Deduction for Supe Correction for Sheer. ‘Addition for Minimum Bow Height . Addition for Reserve Buoyancy . . Calculation of Minimum Freeboard 95 a 9.6 Contents, 84 91 93 102 105 105 105 107 107 108 109 110 Bahan dengan hak ciptaContents, xi 9.7 Computational Guide....... 2. 132 9.7.1 Calculation of the Required Freeboard . cesses 132 9.7.2 Check for the Freeboard Requirement 133 Reference . be wos 138 10 Determination of Principal Dimensions..........-.-..-...+. 135 10.1 Generals . . won 135 10.2 Weight ated. etme ae 135 10.3. Volume Equation . Win bihe SR 136 Required Freeboard 137 Types of Ships Considering Cargo Density... 137 Procedure for Determining Principal Dimensions of Ship . 137 10.6.1 Procedure for Deadweight Carriers 138 10.6.2 Procedure for Volume Carriers... . 138 10.7 Computational Guide 139 References 140 iW Hull Form Design . Bie coe aust Tisicim sai 144 WAG A : 4 1 12 ween Curves... Seconatary Ginyed Generation of Wirefram Hull Form Coefficients . . Sectional Area Curve . 113 14 114.1 Modification of Hull Form Curves... 11.4.2 Evaluation of the Quality of Hull fom. ILS 11.5.1 Stability Beaks ; 11.5.2 Resistance and Propulsion Performance . 11.5.3. Maneuverability Performance . 11.6 Generation of Hull Lines Plan and Hull Form Surface 6.1 Hull Lines Plan . . 11.6.2 Hull Fe f ‘Appendage Design ‘Computational Guid ‘References... Zs 12 General Arrangement Design..............-+ WY GORERS es ecscimecnsare ss 12.2 Vario 12.3. Rules and Regulations for Tanker 12.3.1 Requirement for Double Hull Structure Bahan dengan hak cipta13, 12.4 12.5 12.6 12.7 12.8 12.9 Hull Structural Desig Le 13.1 10 Computational Guide References Contents, Limitation of the Size of 183 Installation of Slop Tanks . 185 Installation of Segregated Ballast Tanks . L186 Protection of Fuel Oil Tanks............0055 . 186 ease Hold Arrangement. . 187 12.4.1 Watertight Bulkhe: 188 12.4.2 Frame Space . 188 124.3 Double Bottom Height. 189 12.4.4 Side Tank Width. .... 189 12.4.5 Cofferdam. . 189 12.4.6 eee 190 12.4.7 191 124.8 oe Landing al \d Winching Mark.......... 191 Fore Body Arrangement . . 191 12.5.1 Length of Fore Body. 191 12.5.2 Height of Fore Body. . 192 3 Hull Tanks and a Ca ‘ment Aangement e 193 194 194 12.6.2 Height of Engine Room. 195 12.6.3 Hull Tanks ‘Arrangement i in Engine Room: 197 12.6.4 Rooms Arrangement in Engine Room. 198 ‘After Body Arrangement... .. 201 12.7.1 Length of After Body 201 12.7.2. Height of After Bo 201 12.7.3. Hull Tanks and Room: scare in After Body . z 201 Stability Evaluation . 12.8.1 Capacity Calculation of Compartment 12.8.2 Intact Stability... ... 1283 Damage Stability Generation of General Arrangement Plan... Generals. # 13.1.1 Hull Structure. % 13.1.2. Principal Dimensions for Hull Structural Design. 13.1.4 Thickness . 13.1.5. Procedure of Hull Structural Design. . vapsreancony: QE Bahan dengan hak ciptaContents, xiii Ship Motions and Acceleration: Hull Girder Loads . External Loads. . Intemal Loads 13.3, 13.4 13.4.1 13.4.2 Minimum Thicknesses 134.3 Plates...... 13.4.4 Stiffeners .. Buckling Strength 13.6 13.6.1 General: 13.6.2 Fatigue Str 134% Verification of Hull Structural Design 7.1 Cargo Hold Structural Analysis . 13.7.2 Local Structural Analysi 3 Fatigue Strength Analysi 13.7.4 Global Structural Analysis 13.8 Generation of Hull Structural Plans and Hull Structural Model... 6.6056 13.9 Computational Guide References 14 Outfitting Design 14.1 Generals 14.2 ‘Anchoring Equipment . Mooring Equipment Cargo Handling Equipment. . Life-Saving and Firefighting, Equipment... Pilot Transfer Equipment . Equipment Numeral... . 14.3 Machinery Outfitting 14.3.1 Equipment in Engine Room . Bahan dengan hak cipta15 16 14.7 Computational Guide . 14.4 Accommodation Outfitting . 14.4.1 Accommodation De: sign 14.4.2 Deck Hou: 144.3 Funnel 14.5 Electric Outfitting . 145.1 Power System. 145.2 Control System........ ¢ 14.5.3. Navigation and Commun cation Sy em. 4 Lighting System . 145.5 Fire Detection and Alarm System. 14.6 Generation of P&ID (Piping & Instrumentation and WD (Wiring Diagram) Plans jagram) References Economic Evalua 15.1 General 15.2 Estimation of Shipbuilding Cost...» 15.2.1 Material Cost. . . 15.2.3 Overhead Cost. . 15.2.4 Shipbuilding Cost 15.3 Estimation of Operating Cost. 15.3.1 Voyage Cost...... 15.3.2. Time Constant Cost 3 Operating Cost Estimation of RFR (Required Freight Rate) . ore Estimation of OPF (Operational Profit Factor) . ‘Computati il Guide. . a 15.6.1 Estimation of Shipbuilding Cos 15.6.2 Estimation of Operating Cost . 15.6.3 Estimation of RFR . 15.6.4 Estimation of OPF References 16.1 16.2 16.3 16.3.2. Volume Equation. . 16.3.3 Required Freeboard 16.4 nce and Power. . .. Prediction of Resistance by Holtrop and Mennen’s Method... . ite Prediction of Propulsion Factors Prediction of Power........ : Bahan dengan hak cipta 306 306 307 308 308 309 309 310 310 311 311 3 311 a93. 319 320 327 327 334Contents, xv 16.5 Selection of Main Engine . 16.5.1 Selection of Main Engine Madil... 336 16.5.2 Estimation of Engine Speed . 5 337 16.5.3. Estimation of DFOC. ‘ 337 16.6 Determination of Principal Dime 338 16.6.1 Problem Definition for S 338 16.6.2 Use of Torque Equation. . 339 16.6.3 Check for Thrust Fore Equation. 340 16.6.4 0 341 16.6.5. Principal Dimensions of fon ’ 341 16.7 Iculation of Equipment Numeral . 342 16.8 Check for Non-visibility Length 343 16.9 Summary of Principal Dimensions of Ship. . 343 References 345 7 Semis of Ship Design Model. . 1 Generals . Bxaniples of Hull Forni Model. 17.3. Example of Compartment Model 17.4 Example of Hull Structural Model . Reference Bahan dengan hak ciptaChapter 1 Introduction 1.1 Generals In this chapter, basic requirements and functions, terminologies, and design stages of a ship are explained, How a ship floats in the water, what terminologies should be known to understand ship design, and how a ship is designed are described in each section. 1.2. Basic Requirements and Functions of a Ship A structure can be defined as a ship if it satisfies basic requirements and has basic functions. The basic requirements are minimum conditions for a ship and there are four basic requirements. First, a ship should float and be stable in the water. The weight of the ship is equal to its buoyancy in static equilibrium. Second, a ship should transport cargoes. For this purpose, inner space should be large enough for storing the cargoes. Third, a ship should move jast to the destination and be possible to control by itself. For this purpose, the shape of the ship should be made to keep low resistance. And the ship should be equipped with propulsion and steering equipment like a diesel engine and a rudder. Lastly, a ship should be strong enough in all her life. For this purpose, in general, the ship is made of welded structures of steel plates and stiffeners. How does a ship float in the water? The force that enables it is the buoyant force directed upward. The buoyant force cancels out the gravitational force directed downward and makes the ship to keep static equilib- rium state, that is, floating condition. According to the Archimedes? principle, the magnitude of the buoyant force acting on a floating body in the fluid is equal to the weight of fluid which is displaced by the floating body. The weight of displaced fluid by the floating body is called displacement. © Springer Nature Singapore Pte Ltd. 2018 1 Mull, Roh, K.-¥. Lee, Computational Ship Design, DOT 10.1007/978-981-10-4885-2_12 1 Introduction 1.1. Buoyant force and wi A=-W= —pvg gravitational force acting on the ship Thus, when the ship is in static equilibrium, the displacement (A) is equal to the weight of the ship (W) according to the Archimedes’ principle. as shown in Fig. 1.1. Here, the weight of the ship consists of its own weight, called lightship weight or lightweight (LWT), and cargo weight, called deadweight (DWT). This fact can be stated as shown in Eq. (1.1). | Displacement (A) |=| Buoyant force |=| Weight (W) | |A|=L-B-T-Cy-p-|g| = |W| = (LWT + DWT) -|g| (a) 2L+B-T+ Cy +p =LWT + DWT 1.3 Ship Terminologies We introduce some terminologies of the ship first. 1.3.1 Principal Dimensions Lengths of the ship are variously expressed in accordance with purposes of use, as shown in Fig. 1.2. (a) Loa (Length Over All): Maximum length of the ship from aftmost to foremost (b) Lyp (Length Between Perpendiculars) + AP (After Perpendicular): Normally, center line of rudder stock + FP (Fore Perpendicular): Intersection line between the design draft and fore side of the stern excluding plate thickness, which is perpendicular to the baselineFig. 1.2. Lengths of the ship Fig, 1.3. Breadths, depths, and drafts of the ship (c) Lwz (Length at WaterLine): Basis of calculation of resistance (a) Ly (freeboard length): Basis of calculation of freeboard and damage stability + 96% of Lyyz at O.85D ot Lyp at 0.85D, whichever is greater (c) L, (rule length, scantling length): Basis of hull structural design and equip- ment selection + Intermediate one among 0.96Ly1, at draft, or Lgp at scantling draft Wing draft, O.97Lyz, at ntling In Fig. 1.2, WL and BL are the waterline and the baseline of the ship, respectively. Other measurements of the ship are defined as below and shown in Fig. 1.3. (a) B (Breadth): Breadth of the ship measured amidships * Byiaea (molded breadth): Breadth excluding shell plate thickness * Besireme (extreme breadth): Breadth including shell plate thickness4 1 Introduction (b) D (depth): Distance from the baseline to the side line of the main deck, normally uppermost exposed deck * Dmoides (molded depth): Depth excluding keel plate thickness * Desireme (extreme depth): Depth including keel plate thickness (c) T (draft): Distance from the baseline to the waterline * Ty (design draft): Main operating draft. In general, the basis for ship’s deadweight, speed and power performance, etc. + T, (scantling draft): Basis for hull structural design, Normally, greater than design draft + Air draft: Height above the waterline only or including operating draft restricted by port facilities, the navigating route, etc. In this figure, CL is the center line of the ship. Other explanations about the geometry of ships can be found in various references (Letcher and Paulling 2010; Babicz 2015). 1.3.2 Ship Components A ship consists of hull and outfitting. The hull consists of hull form, compartment, and hull structure. First, a hull form is an outer shape of the hull that is streamlined in order to satii hip owner’s requirements such as deadweight, ship speed, and so on, as shown in Fig, 1.4. Fi e 1.5 shows three two-dimensional plans, called hull lines plan of the hull form of a VLCC (Very Large Crude oil Carrier). Second, a compartment is a space to load cargoes in the ship and divided by bulkheads, as shown in Fig. 1.6. Compartment design consists of compartment modeling and naval architectural calculation. The compartment modeling is a task that divides interior parts of the hull form into a number of compartments. The Fig. 1.4 Hull form of a VLCC1.3. Ship Termii Body Plan Water Plan Sheer Plan Fig. 1.5 Example of hull lines plan of a VLCC Fig. 1.6 Compartment of a VLCC naval architectural calculation is a task that evaluates the ship owner’s require- ments, ¢.g., required cargo capacity, ship speed, etc., and, at the same time, the satisfaction of international rules and regulations related to safety and stability of IMO (International Maritime Organization), such as SOLAS (Safety Of Life At Sea), ICLL (International Convention on Load Lines), MARPOL (Interna- tional Convention for the Prevention of Pollution from Ships), International Convention on Tonnage Measurement of Ships, and so on. Based on the com- partment design a general arrangement plan is made, as shown in Fig. 1.7. Third, a hull structure is a frame of the ship that consists of a number of hull structural parts such as plates, stiffeners, brackets, and so on, as shown in Fig, 1.8. Tt is like a skeleton of a human. Hull structural design is a task that determines the specifications of the hull structural parts such as number, location, size, thickness, material, and so on. The result of hull structural design is hull structural plans such as midship section plan, as shown in Fig. 1.9.é | Introduction 1.7 Example of general arrangement plan of a VLCC Fig, 1.8. Hull structure of a VLCC An outfitting is a series of equipment and instrument to be required for operating a ship, as shown in Fig. 1.10. It can be classified into four categories; hull oufitting, machinery outfitting, accommodation outfitting, and electric ousfitting. Outfitting design is a task that determines the type, number, and specifications of the outfit- ting. One of the important results of outfitiing design is P&ID (Piping and Instrumentation Diagram) plans, as shown in Fig. 1.11. Bahan dengan hak cipta1.3. Ship Terminologies 7 Fig. 1.9 Example of midship section plan of a VLCC Fig. 110. Outfitting (piping) of a VLCC 1.3.3 Weight and Volume Some terminologies related to weight and volume of the ship are defined as below. (a) Displacement: Weight of the water displaced by ship’s underwater volume (b) Deadweight (DWT): Cargo weight, including consumables (¢.g., fuel oil, diesel oil, lubrication oil, fresh water, etc.) and deadweight constant (c.g., operational liquid in the machinery and pipes, provisions for crew, etc.) Bahan dengan hak cipta8 1 Introduction 1.11 Example of P&ID plan of a VLCC (c) Lightship weight (simply. lightweight. LWT): Total of structural weight, outfit weight, and machinery weight (d) Trim: Difference between drafts at AP and FP (e) LCB (Longitudinal Center of Buoyancy): Longitudinal position of center of buoyancy of the ship (f) LCG (Longitudinal Center of Gravity): Longitudinal position of center of gravity of the ship (g) Tonnage: Measurement of ship’s volume. In the past, 100 ft (= 2.83 m?) = 1 ton. Currently, it follows international regulation such as International Conven- tion on Tonnage Measurement of Ships (IMO 1969). * GT (Gross Tonnage): Total sum of volumes of every enclosed space + NT (Net Tonnage): Total sum of volumes of every cargo space + CGT (Compensated Gross Tonnage): The rated gross tonnage. It means the amount of work that is necessary to build a given ship and is calculated by multiplying GT of a ship by a coefficient, which is determined according to the type and size of a particular ship. Among the above terminologies, displacement, deadweight, and tonnage are used as criteria for the size of the ship. The displacement is used when representing the size of naval ships. The deadweight is used when representing the size of commercial ships (tanker, bulk carrier, etc.). And the tonnage is used when representing the size of passenger ships. The displacement and deadweight are about weight and the tonnage is about volume. ahan denganStages 9 1.3.4 Speed and Power Terminologies about speed and power are defined as below. (a) Service speed (or ship speed): Average speed maintained by a ship under normal load and weather conditions, that is, speed at NCR (Normal Continuous Rating) power with a specific margin called sea margin (e.g., 15%) (b) EHP (Effective Horse Power): Required power to maintain the intended speed of the ship (c) DHP (Delivered Horse Power): Power actually delivered to the propeller with some power loss in a stern tube bearing and in any shaft tunnel bearings between the stern tube and the site of torsion meter (d) BHP (Brake Horse Power); Power at the crankshaft coming out of the main engine (c) Sea margin: Power reserve for influence of storm seas and wind including effects of fouling and corrosion (£) NCR (Normal Continuous Rating): Power at which the main engine can be operated most efficiently, economically, and with least maintenance. Typically 85~95% MCR. This is usually the contractual output for which the propeller is, designed. (g) MCR (Maximum Continuous Rating) or DMCR (Derated MCR): Maxi- mum continuous power that can be produced by the main engine continuously without causing failure to propulsion machinery (h) NMCR (Nominal MCR): Maximum power of the main engine provided by the engine manufacturer More details will be explained in Sect. 5.6 and Chap. 6. 1.4 Design Stages A ship is constructed according to a certain procedure, as shown in Fig. 1.12. In this figure, various processes, including five key events, i.e., contract, steel cutting, keel laying, launching, and delivery, are performed. In addition, various parties such as a ship owner, a shipyard, and a classification society are participating to construct a ship. First, the contract is an event that the contract for building a ship is made between the ship owner and the shipyard. Second, the steel cutting (or work commencement) is an event that steel for building the ship is cut at the first time. Third, the keel laying is an event that the first block of the ship lays down on the dock. Fourth, the launching is an event that the ship floats and is launched from the dock. Fifth, the delivery is an event that the ship is delivered to the ship owner after quay work, sea trial, and naming ceremony. The procedure of ship design is explained in detail, as shown in Fig. 1.13. According to the level of details, ship design can be divided into four stages;10 1 Introduction ShipOwer, {Sure sation Socey, Society eer Customs: Sea Tial See Tra Pgece'| — [openent Shipyard * BOM Bu F Mates POR: Puchase Order Request OX Quay Assurance CC: Quy Conta -12 Construction procedure of the ship and five key events Ship ower | Shp owns Reguromet - - I Sean Serene I Design ee Tale and (General Arrangement Toto Hal Neti [ [comet { sent Ses Tira rom Soca Rianne = Heap acer *Supelainey”" —Sypeataabeas Basin | |ittanan che conceptual Design] ip Os ratenl ginghw ein (Ceorsant] | “Sent Design) merc st cor bas | ae (Cecrng 7) Parr (neue —] + Bing Specifestions Detail / Production Design ll Design Outfiting Design sow tc conineton REIT] Spaem] “Sten Dagan “ . tenn ee Steen | Faso weg Dagar Production’, t = { corstucion } | |. ovatesconttonrin (paar Sar -oive rangers tmathoe) al dna oom ein] seus = Pcton ae 7 T— - rodicton noe San | "age | Rae awa =o | aay t reason Fig. 1.13. Procedure of ship design conceptual design (or contract design), initial design (or basic design), detail design, and production design. A workflow for the conceptual design is shown in Fig. 1.14. The conceptual design starts with input data such as ship owner’s requirements and includes several steps such as determination of principal dimensions, freeboard calculation, and so on. Some of steps need iterations as time goes. After the contract, initial design which includes hull form design, general arrangement design, initial hull structural design, and initial outfitting design & cost estimation is progressed. A workflow for the initial design is shown in Fig. 1.15. ahan dengan14 Design Stages i Fig. 1.14 Work flow for the conceptual design Analysis of ship owner's requirements Determination of principal dimensions Estimation of lightweight Prediction of resistance and power 4 Selection of main engine Propeller design Estimation of capacity of cargo hold Calculation of freeboard J Rough design for hull form J Rough design for general arrangement Rough design for hull structure q Rough design for outfitting Estimation of building cost q Preparation of technical documents After the initial design, the detail design and the production design are progressed, In the stage of detail design, the overall design of the ship finishes. In the stage of production design, BOM (Bill of Materials), assembly plans, cutting plans, and so on are made. A workflow for the detail design and the production design for hull structure is shown in Fig. 1.16 and for outfitting in Fig. 1.17, respectively. Other explanations about the design and production stages of ships can be found in various references (Lamb 2003; Storch et al. 2007; Papanikolaou 2014; Bruce and Eyres 2012).Conceptual Sales and 1 Introduction Marketing, Initial Design Contract all [Structural Design) ~ Gunwal Arangenen + Detine Comparten {Shp taledaton Capacity Cxelaton ‘mand Sabiy Leading Cention Fo and Nodal Tete ‘Gamage Stabity {Propel Ceign 7 Lotgtucinal MorbarDoign “Ntiip ecto bean ‘Transverse Mersbr Besign {ype Batheas 1 Setar Anais Whole Stuctre, Cargo Hol 1s Waghe esimaton Taal Outing Design and Cost Estimation Fig. 1.15 Work flow for the initial design CEE) 622 Sa ee) fang PORT] (evoa | ESE CE Detail Design a= a ae] ; | a Tesgral ath doe ay eons | [Catia imate Fig. 1.16 Work flow for the detail and the production design for hull structureReferences 13 1 Contract, Builling Specifications + rita Detai Working instalation [sie |= [some] © [oat |» [ Yea | « [mt Generabon of PEID pans fer Determination of sie for piping snd eectnes forthe production and generation eat design stoge OF BON usirg 30 product P&ID, Wiring Diagram ‘model Pipe Pisce, [BOM for General Equipment Steel Outfitting, and tstivated BOM for Support ' Product 20M Generation of anangement prs for one engine. roon and. accommadation| [Ganeraion f pradue 7 ‘according to building specifications Rodel based aD. certo NEAION e ‘geomet isary final product On Deck, Machinery Arrangement, cargo Hel, Installation Plans Accommodation Plan Duin Roars Estimated BOM BOM for Mejor Equipment Le rocdanet iets -17 Work flow for the detail and the production design for outfitting References Babicz, J. 2015). Warisila encyclopedia of ship technology Qnd ed.). Helsinki: Warts Bruce, G. J., & Eyres, D. J. (2012). Ship construction (7th ed.). Oxford: Butterworth-Heinemann, IMO. (1969). TONNAGE (International Convention on Tonnage Measurement of Ships) 1969. IMO. Lamb, T. (2003). Ship design and construction. Jersey City: The Society of Naval Architects and Marine Engineers. Letcher, J., & Paulling, J. R. (2010). The principles of naval architecture series: The geometry of ships. Jersey City: The Society of Naval Architects and Marine Engincers. Papanikolaou, A. (2014). Ship design methodologies of preliminary design. Dordrecht: Springer. Storch, R. L., Hammon, C. P., Bunch, H. M., & Moore, R. C. (2007). Ship production. USA: The Society of Naval Architects and Marine Engineers,Chapter 2 Analysis of Ship Owner’s Requirements 2.1 Generals The first step of the initial design of a ship is to analyze a ship owner's require- ments. Then, the data of parent ships are surveyed and collected in order to effectively perform ship design. In addition, rules and regulations should be reviewed. Other explanations about ship owner's requirements can be found in various references (Lamb 2003). 2.2 Ship Owner’s Requirements A ship should be designed according to a ship owner’s requirements which are stated in the building specifications through contract. Examples of the requirements are listed below. (a) Ship type: Tanker, bulk carrier, container ship, etc. (b) Deadweight (DWT) (c) Capacity of cargo hold (Ven) + Volume of cargo hold, containers in holds and on deck, area of car deck, etc. + Capacity of water ballast (d) Service speed (Vs): Speed at NCR power with a specific sea margin (¢) Dimensional limitations: Limitations of canals and ports (f) Maximum draft (Trax) (g) Cruising range (h) Daily Fuel Oil Consumption (DOC): Related with ship's economics (i) Delivery day © Springer Nature Singapore Pte Ltd. 2018 15 Mull. Roh, K.-¥. Lee, Computational Ship Design, DOT 10.1007/978-981-10-4885-2_216 2. Analysis of Ship Owner's Requirements + Large amount of penalty per delayed day according to the contract (j) Price + Material cost + labor cost + overhead cost + margin (k) Special requirements + Ice class, air draft, bow/stern thruster, special rudder, twin-skeg, etc. 2.3 Survey of Parent Ships Ship design is rather improvements than creation, A ship is designed based on similar previous ships called parent ships, mother ships, or basis ships. Therefore, it is important to survey data of parent ships such as principal dimensions, light- weight, deadweight, capacity of cargo hold, speed, and so on. 2.4 Review of Rules and Regulations Rules and regulations are should be reviewed and considered when a ship is designed. If ship design does not satisfy the rules and regulations, the ship cannot get approval from ation society and finally cannot be built. There are a lot of rules and regulations by various organizations and those are listed below. (a) International Maritime Organizations (IMO) (b) Classification societies (c) Administrations: Flag, port (d) Regional organizations: EU, USCG (United States Coast Guard), ete. (e) International Standard Organizations (ISO) 2.4.1 IMO (International Maritime Organization) As a specialized agency of the United Nations, IMO is the global standard-setting authority for the safety, security, and environmental performance of international shipping. As of 2017, IMO consists of 171 states and has 3 associate members. Therefore, IMO creates regulatory framework about ships and maritime, and it becomes fundamental regulations for other organizations. IMO has a lot of instru- ments, and those are listed below.2.4 Review of Rules and Regulations 7 (a) Conventions * SOLAS 1974, MARPOL 1973, ICLL 1966, TONNAGE 1969, COLREGs 1972, ete. (b) Protocols + SOLAS 1978 and 1988, MARPOL Protocol 1978 and 1997, ICLL Protocol 1988, ete (c) Codes + ISM (International Safety Management), LSA (Life-Saving Appliance), IBC (International Bulk Chemical), IGC (International Gas Carrier), IMDG (Inter- national Maritime Dangerous Goods), etc. (d) Resolutions + Assembly, MSC (Maritime Safety Committee), MEPC (Marine Environment Protection Committee), etc. (e) Circulars + MSC, MEPC, Sub-committees, etc. Among them, important rules and regulations related to safety and stability of ship are below. (a) SOLAS (International Convention for the Safety of Life at Sea) (IMO 1974) (b) MARPOL (International Convention for the Prevention of Pollution from Ships) (IMO 1973) (c) ICLL (international Convention on Load Lines) (IMO 1966) (d) TONNAGE (International Convention on Tonnage Measurement of Ships) (IMO 1969) (c) COLREGs (Convention on the International Regulations for Preventing Colli- sions at Sea) (IMO 1972) (f) Radio Regulations of the International Telecommunication Union (ITU 1992) 2.4.2 Classification Societies Ship design also should satisfy rules of classification societies. A specific classifi- cation society is chosen during contract of a ship, and the ship is designed comply- ing with its rules. As of 2017, IACS (International Association of Classification Societies) consists of 12 member societies, details of which are listed below. Chairmanship of IACS is on a rotational basis with each member society taking a turn, (a) ABS (American Bureau of Shipping), USA (b) BY (Bureau Veritas), France (c) CCS (China Classification Society), China18 2. Analysis of Ship Owner’s Requirements (d) CRS (Croatian Register of Shipping), Croatia (e) DNV GL (Det Norske Veritas Germanischer Lloyd), Norway (f) IRS (Indian Register of Shipping), India (g) KR (Korean Register of Shipping), Republic of Korea (h) LR (Lloyd’s Register), United Kingdom (i) NK (Nippon Kaiji Kyokai), Japan (j) RRS (Polish Register of Shipping), Poland (k) RINA (Registro Italiano Navale), Italy (2) RS (Russian Maritime Register of Shipping), Russia 2.4.3 Administrations In addition, a ship should satisfy rules and regulations of administrations such as the registered country and FOC (Flag Of Convenience). A ship has nationality like human and it should be registered in a certain country. Therefore, the ship should hoist a national flag and belong to the exclusive jurisdiction of the nation in international waters. FOC is a business practice whereby a ship is registered in a country other than that of the ship owner, and the ship flies that country’s civil ensign. Ship owner may register the ship under a flag of convenience to reduce operating costs or avoid the regulations of the ship owner’s country. Some exam- ples of the registered country and FOC are listed below. (a) Registered country + USCG (USA), DOT (UK), SBG (Germany), SNMA (Sweden), NMD (Norway), AMSA (Austrailia), KG (Korea), et. (b) Flag of convenience 28 countries including Panama, Liberia, etc. References IMO. (1966). ICLL (International Convention on Load Lines) 1966, as Amended by the protocol of 1988. IMO. IMO. (1969). TONNAGE (International Convention on Tonnage Measurement of Ships) 1969. IMO. IMO. (1972). COLREGs (Convention on the International Regulations for Preventing Collisions at Sea) 1972. IMO. IMO. (1973). MARPOL (Intemational Convention for the Prevention of Pollution from Ships) 1973, as Amended by the Protocol of 1978 and 1997 (Annex V1). IMO. IMO. (1974). SOLAS (International Convention for the Safety of Life at Sea) 1974, as Amended by the Protocol of 1978 and 1988. MO. ITU, (1992). Radio Regulations of the International Telecommunication Union 1992, ITU, Lamb, T, (2003). Ship design and construction. Jersey City: The Society of Naval Archi Marine Engineers.Chapter 3 Design Constraints 3.1 Generals At the early design stage, there are few data available to determine the principal particulars of design ship. Therefore, initial values of the principal particulars can be estimated based on the parent ship, whose dimensional ratios and hull form coefficients are similar to the ship being designed. Principal particulars include principal dimensions, hull form coefficients, speed and engine power, DFOC, capacity of cargo hold, cruising range, crew, class, and so on. Principal dimensions and hull form coefficients decide many characteristics of a ship such as stability, capacity of cargo hold, resistance, propulsion, power requirements, and economic efficiency. Therefore, determination of the principal dimensions and hull form coefficients is most important in ship design. The length (L), breadth (B), depth (D), draft (T), and block coefficient (Cy) should be deter- ‘mined first. In ship design, the principal dimensions cannot be determined arbitrarily; rather, they have to satisty three types of design constraints. The first one is a physical constraint, For example, a ship should have floatability, in other words, a ship should satisfy hydrostatic equilibrium which can be expressed as weight equation. The second one is economical constraints which are related with ship owner’s requirements such as ship type, deadweight, capacity of cargo hold, service speed, maximum draft, and so on. The last one is regulatory constraints such as IMO regulations and the rules of classification societies. These constraints should be considered when determining the principal dimensions of the ship. © Springer Nature Singapore Pte Ltd. 2018 19 Mull, Roh, K.-¥. Lee, Computational Ship Design, DOT 10.1007/978-981-10-4885-2_320 3. Design Constraints 3.2. Physical Constraint The physical constraint is a basic, important constraint in ship design. A ship must be designed to float in the water. Fora ship to float in the water, the ship must satisfy hydrostatic equilibrium and thus the gravitational force (total weight, W) of the ship musi be equal to the buoyant force (Fy) acting on the underwater volume of the ship. This constraint can be stated as the following equation. Fe) = [WI (3.1) In the equation, the total weight of the ship can be expressed as the sum of lightweight (LWT) and deadweight (DWT) of the ship. It gives Eq. (3.2). |W = (LWT + DWT) - |g| (3.2) According to the Archimedes’ principle, the buoyant force (Fy) on the under- water volume has the same magnitude as the weight of the fluid (e.g., sea water) displaced by the underwater volume. It gives Eq. (3.3). [Fl = |4| =2-V Fbiews(L,B.D.Cr) (3.11) Here, Dy is depth for the freeboard calculation and it is the summation of the molded depth (Dmoided) and the thickness of deck plate (fgecx). 7; is the maximum summer draft or scantling draft of the ship. More details will be explained in Chap. 9. 3.4.2. Required Stability ‘A ship should have sufficient stability. There are two kinds of stability; intact stability and damage stability. At the early design stage, the intact stability of ship can be roughly estimated with the initial stability. The stability of the ship is related to restoring moment when the ship is inclined. The restoring moment which is also called righting moment depends on righting arm (GZ). The statical stability curve (or GZ curve) is a plot of the righting arm against the angle of inclination for a given loading condition, There are IMO regulations for this curve and the satisfaction of the regulations should be evaluated in the design stage, as shown in Eq, (3.12). For a small angle of inclination, GZ can be approximated as GM (metacentric height). GM can be used as an index for the initial stability at the early design stage. More details will be explained in Sect. 12.8. GZ(L.B,D,T, Cp) > GZimo (3.12)aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your viewing limit for this book.aa You have either reached a page that is unavailable for viewing or reached your 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