SHIP’S DESIGN I

JULY_2_2019 | FIMCM

Optimization of the main dimensions of oil tanker ship of 4500 DWT,

using formulations of conceptual design and programming language
Fortran.
Ricardo W. Meza & Paul R. Montero
Naval Engineering Students.
Facultad de Ingeniería Marítima y Ciencias del Mar – Espol, Guayaquil, Guayas, Ecuador

ABSTRACT
For the conceptual design of a national cabotage tanker, it must take into consideration important conditions for its
navigation, taking into account where it will sail and which are the supply terminals where the product to be marketed will
be loaded.
The sponsoring company of the project, CORPETROLSA S.A., requests as indispensable requirements a load weight
(CWT) and speed in service.

In our country there are four points of supply of crude oil and derivatives in the cities of Esmeraldas, Manta, La Libertad
and Guayaqui. These stations have restrictions on capacity and main dimensions. The oil terminal of La Libertad
(SUINLI) has these limited characteristics, with maximum length, beam and draft of 106, 16.4 and 5.8 [m] respectively,
according to Reglamento de operaciones de Suinli. (2015)

To obtain the optimal dimensions associated with the load capacity and speed, we have implemented the calculation of
the minimum resistance to the advance as objective function, the draft as restriction. This is developed in a subroutine
"Analize" and with the help of the subroutine COPES and CONMIN (Vanderplaast, 1973).

In a conceptual way, that is to say with empirical formulas, we obtain the initial data to satisfy the objective function and
so the program calculates the dimensions that will allow us to load approximately 4,500 tons of crude oil and / or
derivatives in the SUINLI station and be able to navigate at a speed of service of 12 knots.

RESUMEN
Para el diseño conceptual de un buque tanquero de cabotaje nacional, se debe tener en consideración condiciones
importantes para su navegación, tomando en cuenta donde navegará y cuales son los terminales de abastecimiento
donde cargara el producto a comercializar.
La empresa auspiciante del proyecto, CORPETROLSA S.A., solicita como requerimientos indispensables un peso de
carga (CWT) y velocidad en servicio.

En nuestro pais existen cuatro puntos de abastecimiento de crudo y derivados en las ciduades de Esmeraldas, Manta,
La Libertad y Guayaqui. Estas estaciones tienen restrinciones de capacidad y dimensiones principales. EL terminal
Petrolero de La Libertad (SUINLI), tiene estas caracteristicas limitadas, con eslora, manga y calado máximos de 106,
16,4 y 5,8 [m] respectivamente, según Reglamento de operaciones de Suinli. (2015)

Para obtener las dimensiones optimas asociadas con la capacidad de carga y velocidad, hemos implementado el
cálculo de la minima resistencia al avance como función objetivo, el calado como restrincion. Esto es desarrollado en
una subrutina "Analize" y con la ayuda de la subrutina COPES and CONMIN (Varderplaast, 1973)

De manera conceptual, es decir con fomulas empíricas, obtenemos los datos iniciales para satisfacer la funcion objetivo
y asi el programa calcule las dimensiones que nos permitiran cargar aproximadamente 4500 ton de crudo y/o derivados
en la estación de SUINLI y poder navegar a una velocidad de servicio de 12 nudos.
1 DESCRIPTION OF THE OPERATION AREA
The oil tanker ship will be designed to operate in the La
Libertad province of Santa Elena, where the
“SUPERINTENDENCIA DEL TERMINAL PETROLERO
LA LIBERTAD” is located. Place where they supply crude
oil to merchant ships.
This station offers two supply points, the
PETROINDUSTRIAL dock and the Cautivo buoys
quadrail which have restrictions in terms of dimensions
and a limit in volume, around 1 million gallons per
delivery. Figure 1
For our design we rely on the permissible dimensions
of the stations and the dead weight. Table 1
the frictional resistance, by waves, by bulb and by
correlation. Eq. 1
𝑅𝑇 = 𝑅𝐹𝑅𝐼𝐶𝐶 + 𝑅𝑊𝐴𝑉𝐸𝑆 + 𝑅𝐵𝑈𝐿𝐵 + 𝑅𝐶𝑂𝑅𝑅 [1]
For the calculation of resistance, according to J.
Holtrop's (1982) to use formulas that are based on a
regression analysis of random model and full-scale test
data.
Before determining the resistance to the advance, we
calculate the design parameters based on empirical
formulas.
As initial data we have the length as a design variable,
speed and deadweight as requirements of the owner.
The equation 2 show the calculation of number of
Froude. The fineness coefficients are determined in the
Table 2.
𝑉
𝐹𝑁 = [2]
√𝐿∗𝑔

Table 2. Fineness coefficients

Coefficients Formulation
CB = 0,7 + (0,125𝐴𝑇𝐴𝑁(25 ∗ (0,23 − 𝐹𝑁)))
Towsin (1979)
CM = 1/(1 + (1 − 𝐶𝐵))
HSVA
CP = 𝐶𝑃/𝐶𝑀

CWP = 𝐶𝐵/(0,471 + (0,551 ∗ 𝐶𝐵))

Figure 1. Location of the buoys of the Terminal Petrolero Pearson 2003
La Libertad (SUINLI).
On the other hand, the Longitudinal Center of Bouyancy
Table 1. Main Dimensions of SUINLI (LCB) is calculated using the Schneekluth and Bertram
(1998) formula, which is for tankers and cargo ship. Eq. 3
Transfer point Dock Coutivo bouy
DWT 4500 4500 𝐿𝐶𝐵 = −0,135 + (0,194 ∗ 𝐶𝑃) [𝑚] [3]
Length 120 106
For the calculation of the displacement the
Beam 18 16,4
Lightship (LS) is estimated, this depends on the weight of
Draft 5,8 6 the hull, machinery and outfitting. For this, to use the
formulas according Basic project of the merchant ship,
If the designed of the tanker oil ship meets the (Alvariño. 1997) where the following is presented:
requirements of the La Libertad Terminal, it can enter any
of the other supply points in the country. Hull weight:

2 PARAMETERS OF DESIGN AND OBJECTIVE = 0.0361 ∗ 𝐿0.0361 ∗ 𝐵1.0 ∗ 𝐷0.22 [𝑡𝑜𝑛] [4]
FUNCTION
Machinery weight:
To generate the objective function to be minimized, we
must establish, according to the requirements, the design 𝑣 0.6
variables. = 1.88 ∗ (0.0114 ∗ ∗ 𝐷𝑊𝑇 0.55 ) [𝑡𝑜𝑛] [5]
0.514
For this case, our design variables are length and beam
and the draft is the constriction. Outfitting weight:

𝐿
The design requirements are the load weight of 4500 tons = (0,28 − ) ∗ 𝐿 ∗ 𝐵 [𝑡𝑜𝑛] [6]
1620
and the speed of 12 knots.
For the calculation of the resistance by friction,
The objective function that we are going to minimize is
the area of the wet surface of the ship is considered, in
the resistance to the advance, taking into consideration
this case the formula of Schnneklus and Bertram (1998) Graphic 1. Lineal Regressions for depth
was used; Eq. 3; which depends on the displaced volume.
Eq.7
D/DWT VS DWT
𝑆𝑀𝑂𝐽 = (3,4 ∗ 𝑉𝑜𝑙 0,333 + 0,5 ∗ 𝐿) ∗ 𝑉𝑜𝑙 0,333
[7] 0,003
y = -2E-07x + 0,0028
0,0025 R² = 0,9542
Another important parameter is the freeboard
calculating the following way using Ventura’s formula for 0,002

D/DWT
Estimation method of ship design as shown in the Eq. [8]. 0,0015
−0.027415〖𝐿𝑓𝑏〗^2+21.007881𝑙𝐹𝐵+562.067140 0,001
𝐹𝐵 =
100
[8] 0,0005
0
An important factor in the analysis of total 0 2000 4000 6000 8000
resistance is the resistance generated by the bow bulb. In
oil tanker ship, it is common to find this appendix. Alvariño DWT
& All 1997 has the following formulation:

𝐴𝐵𝑇 = 0,185 ∗ 𝐵 ∗ 𝑇 ∗ 𝐶𝑀 𝐷 = (−2𝐸 − 7𝑥 + 0,0028) ∗ 𝐷𝑊𝑇 [14]

[9]
𝑇 = 𝐷 − 𝐿𝑓𝑏 [15]
After having found these parameters, the
respective resistances are calculated and the sum of each ∇
one gives the resistance to the total advance according to 𝐺1 = [16]
𝐿𝑥𝐵𝑥𝐶𝑏
Eq.1
Length and beam are design variables, but the
𝑅𝐹𝑅𝐼𝐶𝐶 = 0,5 ∗ 𝜌 ∗ 𝑆𝑀𝑂𝐽 ∗ 𝑉 2 ∗ 𝐶𝐹 ∗ 𝑈𝐾1/9,8 [10] latter must be dependent on the first to vary.
That is why, also developed an equation from a linear
𝑅𝑊𝐴𝑉𝐸𝑆 = 𝑅𝑤𝑎 + (10 ∗ 𝐹𝑁 − 4) ∗ (𝑅𝑤𝑏 − 𝑅𝑤𝑎)/1.5 regression. Eq. 17. Where the beam is obtained as a
[11] function of the length.

𝑅𝐵𝑈𝐿𝐵 = 0,11 ∗ 𝐸𝑋𝑃(−3 ∗ 𝑃𝐵2 ) ∗ 𝐹𝑁 3 ∗ 𝐴𝐵𝑇 1.5 ∗ 𝜌 Graphic 2. Linear Regression for beam
[12]

𝑅𝐶𝑂𝑅𝑅 = 0,5 ∗ 𝜌 ∗ 𝑉 2 ∗ 𝑆𝑀𝑂𝐽 ∗ 𝐶𝐴/9,8 [13] L vs B

20
3 CONSTRAINT - LINEAR REGRESSIONS 17,5
For the calculation of the restriction, which in this case is 15
B [m]

the draft, to have empirical formulations based on the 12,5

design variables that are still unknown as the length and 10
beam. R² = 0,9039
7,5
A database of oil tanker ship with drafts and DWT is
developed to obtain, by way of the linear regression 5
method, an equation in function to the dead weight. 60 80 100 120 140
L [m]
With Eq. 14, it show the value for depth. Then
proceeds to determine the value for the draft by
subtracting the depth with the freeboard as shown in Eq.
15 that is with which the program began to perform the 𝐵 = (0,1274𝑥 + 1,9886) ∗ 𝐿 [17]
analysis.
All data is based on 18 merchant ships operating
on the Ecuadorian coasts. Table 3.
Table 3. Oil Tanker ships, Data Base that need for the different resistances describe in the
section of the parameters description.
Lenght Beam How in this case the vessel has a bulb, it was
Oil tanker ships Draf [m] Dwt
[m] [m] necessary to implement the formulas to calculate the
Libertad I 103 12,32 6,312 4409 resistance of the bulbous in the subroutine resist, Eq 8,
since it was not written in the program.
Libertad Vi 88,1 14,82 5,4 3491 Another important consideration in this case was
Libertad II 72,19 11,23 4,741 2112 that we do not know the trim for the vessel and for this
reason the transom area was defined equal to zero in
Libertad III 75,41 11,2 4,73 2068
consequence resistance by transom does not participate.
Victoria 113,08 15,7 6,9 6412
Andes Vi 96,9 15,8 6,15 5230 Other point to consider is the txt file where in each
line the user input the data necessary for what the
Andes V 96 13,4 5,6 3800
programming run correctly. Finally the program sends a
Andes IV 88,1 13,5 5,7 3500 txt file result with the number of the principal dimensions
Andes III 91,2 13,2 6,05 3436 and total advance resistance.
Farallón 119,95 16,7 6,9 7569 In the Figure 2, explains in a flow diagram, the
Rio Amazonas 120 16,5 6,75 7198 process to obtain the minimization of the objective
function with the Copes and Analize subroutines.
Valdivia 86,7 12,62 5,76 3150
Alfa 007 107,3 16,8 6,6 6555
M. Del Carmen IV 120,55 17,52 6,7 7500
M. Del Carmen III 120 16,5 6,9 7432
M. Del Carmen VI 102,4 16,4 6,02 4999
M. Del Carmen VII 102,45 16,4 6,02 4999
M. Del Carmen II 106 16 4,8 5012

4 DEVELOPED OF PROGRAM

For organize the subroutine analiz.for, the first step it was

to arrange the common blocks where it participates the
design variables, the objective function, the constraint and
of them parameters for calculating the minimum advance
resistance.
The next step was to define the initial values of
the design variables and principal values of the certain
parameters as density of salad water, kinematic viscosity
and the design requirements, etc. Then these values are
taken for the programming for calculating the hull
characteristics, bulbous characteristics, the lightship of
the vessel, and to get the first value of the restriction in
function of the depth and freeboard, that for our case will
be the draft according at the operates zones specify in the
introduction, where the constraint was stablished from the
equation of the coefficient block, Table 2, and it could
verify that are inside the boundary constraint input the txt
file, furthermore inside the programming the second
design variable it will be necessary to stablish in function
the first design variable, for when the program run it could
to change according every iterate.

In addition the programming will call the Figure 2. Flux Diagram of the Subroutine analz (ICALC)
subroutine resist that is the objective function that it will be
evaluated from the different values that the program
execute, because of this the next step was to check the 4.1 Code of the subroutine
subroutine resist to verify that there was connexion of the
common blocks of the all variables and parameters and at SUBROUTINE ANALIZ (ICALC)
the same time calculates the values of the coefficients
 COMMON/GLOBCM/L,B,RT,T,DUMMY(1496) RETURN
COMMON 10 CONTINUE
/HULLCHAR/VOL,SMOJ,CB,CM,CP,CWP,LCB,iE C EXECUTION
COMMON /BULBCHAR/HB,TF,ABT B= (0.1274 * L) + 1.9886
COMMON /DATATRAN/CSTERN,AT C FUNCIÒN OBJETIVO
COMMON /CARAGUA/RHO,VISCOS CALL RESIST(VMS,RT)
COMMON /COEFPROP/C9,C11,C19,C20,CP1 C RESTRICCION
COMMON /RESISTEN/RFRICC,RAPEND,RWAV, T= VOL / (L*B*CB)
RTRANS, RBU, RCOC IF (ICALC.LT.3) RETURN
real C OUTPUT
L,B,T,VMS,FN,CB,CM,CP,CWP,VOL,SMOJ,LCB,ABT WRITE(6,20) L,B,D
real 20
LIGHTSHIP,PCASCO,PMAQ,PEQUI,DWT,PMKC,ALPHA FORMAT(1H1,4X,'L=',E12.5,2X,'m',/5X,'B=',E12.5,2X,'m',
,DELTA 1/5X,'D=',E12.5,2X,'m')
real DISPL,CBB,CSTERN,AT,TF,HB,K WRITE(6,30) T
real RHO,VISCOS,f1,f2,f3,f4,K1,K2 30 FORMAT(//1X,4X,'T=',E12.5,2X,'m')
real Lfb,FB WRITE(6,40) RT/1000
real RT 40 FORMAT(//,5X,'ADVANCE RESISTANCE
IF (ICALC.GT.1) GO TO 10 TOTAL=',E12.5,2X,'ton')
C INPUT OR INITIALIZE RETURN
L=60.0 END
B=8.0
VMS=6.168 5 RESULTS AND ANALYSIS
DWT=4500.0
RHO=1025.00 To verify how reliable were the results obtained in the 3
VISCOS=0.946E-06 tests, it was decided to plot these values as shown in the
FN=VMS/SQRT(9.8*L) figure 3 and figure 4. When comparing the three
CB=0.7+(0.125*ATAN(25*(0.23-FN))) iterations, the third one presents the lowest advance
CM=1/(1+(1-CB)) resistance comply the constraint of the draft that does not
CP=CB/CM exceed 5.80 meters; consequently, the main dimensions
CWP=CB/(0.471+(0.551*CB)) that were chosen are shown in the table 4.
LCB=(-0.135+(0.194*CP)) ! [m]
ALPHA= -2e-07 * dwt + 0.0028 Table 4. Final Results of main dimension from
f1= 0.0361 optimization of the objective function
f2= 1.6
L 100.41 meters
f3= 1.0
f4= 0.22 B 15.32 meters
PCASCO= f1 * (L**f2)*(B**f3)*(D**f4) D 8.55 meters
PMKC=0.0114 * (VMS/0.514) * (DWT**0.55) T 5.15 meters
K1=1.88 RT 11.26 ton
K2=0.60
PMAQ=K1 * ( PMKC**K2 )
PEQUI= ( 0.28 - (L/1620) ) * L * B
LIGHTSHIP= PCASCO + PMAQ + PEQUI L vs RT
TOTAL ADVANCE RESITANCE [ton]

DISPL= LIGHTSHIP + DWT 29

VOL= DISPL / (RHO/1000) 27
SMOJ= ( (3.4*VOL**0.333)+(0.5*L) )* 25
VOL**0.333 23
Lfb=0.96*L 21
19 ITE1
FB= (-0.027415*(Lfb**2)+21.007881*Lfb -
17
562.067140)/1000 ITE2
15
T= D - FB 13 ITE3
CBB=0.185 11
ABT=CBB * B * T* CM 99,8 100 100,2 100,4 100,6 100,8 101
TF=T
LENGTH [m]
HB=0.45*TF
CSTERN=0.0 Figure 3. Converge graph the objective function in relationship
AT=0 with the length
 35
TOTAL ADVANCE RESISTANCE [ton]
B vs RT
30
25
20
15 ITE1
ITE2
10
ITE3
5
0
13 14
BREADTH [m]15 16

Figure 4. Converge graph the objetive function in

relationship with the breadth

6 FINAL COMMENTS

 Performing this process of optimization, helps to

obtain results according to the needs of the
problem, in a faster way at a conceptual level. As
long as the variables and constraint presented
by the case are better identified, we will obtain
better results.

7 RECOMMENDATION

 Establish at least 1 more restriction in order to

develop a better result table.

 Search for more empirical formulations to be

able to better develop the resistance part, since
there are some parameters such as transom and
bulb characteristics that have not yet been
determined completely. Doe to this it was
decided to simplify some terms.

8 REFERENCE

Superintendencia del Terminal Petrolero de la Libertad.

2015. Reglamento de operaciones, seguridad,
protección y control de contaminación para el terminal
petrolero de la libertad y terminal gasero de
Monteverde aplicable al tráfico internacional y de
cabotaje, La Libertad, Santa Elena, Ecuador.

Alvariño, R. and Azpíroz, J.J. 1997. Proyecto Básico del

Buque Mercante, Fondo editorial de ingeniería naval,
ISBN, 84-921750-2-8, Madrid, España

Vanderplaast, G.N. 1973. “CONMIN – A Fortran Program

for Constrained Function Minimization”, TM X-62. 282,
NASA, Ames Research Center, Moffett Field, CA,
USA.

Vanderplaast, G.N. 1973. “COPES – A Fortran Control

Program for Engineering Synthesis”, CA, USA

Ventura M, “Estimation methods for Basic Ship Design”,