Design of Cargo Vessel

1. Owner’s Requirement

A ship is required with the following particulars:

Type : General Cargo

Deadweight : 2000 tons
Service Speed : 16 knots
Route : Dhaka ~ Barisal

2. Basis Ship Data

Type : General Cargo Ship
Builders : MV Nabik
Deadweight, DWT : 15265 tonnes
Service Speed, V : 15 knots
Draught, d : 8.84 m
Breadth, B : 20.42 m
Length, LBP : 137.50 m
Depth, D : 11.73 m
Block Coefficient, C : 0.7007
B

Propulsion type : Single Screw

Engine power : 7600 bhp

Displacement in tones = L×B×T×CB×1.025 tonnes

= 137.5×20.42×8.84×0.7007×1.025 tonnes
= 17826 tonnes
Deadweight Coefficient = ∆
= 0.856
∆ /
Admiralty co-efficient = = = 565

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 Basis Ship Data
Type General Cargo
DWT 15265 tonne
L 137.5 m
bp
BMld 20.42 m
D 11.73 m
Mld
T 8.84 m
max
V 15 knots
k
CB 0.7007
P 7600 hp
b
5669.6 kw
 density 1.025 tonne/m3

Basis Ship Calculated Data

Displacement 17826 tonnes
Cd 0.856
L/B 137.5 m
B/T 20.42 m
T/D 11.73 m
Ac 565

2. New Ship Basic Dimensions Calculations

New Ship
Type General Cargo units
DWT 20240 tonne
Speed 16 knots
Route Worldwide

Important dimensional restraints

Region L max (m) B max (m) H max (m) Air draught
(m)
Panama 289.56 32.31 12.04 TFW 57.91
canal
Suez None 74 & 11 or None
48 & 17.7
St. Laurence 225.5 23.8 8 35.5

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 New Ship Initial Basic Assumptions
C 0.7
b
C 0.85
d
L/B 6.734
B/T 2.310
H/D 0.754
Cb/Cd 0.818
Cb * Cd 0.600
SW Density 1.025

Length calculation for new ship: The L for new ship can be estimated by
BP

= = 151.48

Calculation of Admiralty coefficient (Ac) for basis ship

2 / 3  V 3
Ac  in which
BHP
 = Displacement of ship in tonnes
V = Speed of the ship in knots
Emmerson formula to calculate the admiralty co-efficient is
150
= 26 √ +

150
= 26 × √137.5 + = 564.88
15

Calculation Ac for New ship

150
= 26 × √151.48 + = 563.75
16
This indicates that the new ship would be very similar to the basic ship in terms of A coefficient;
C

however, it is far too early to make that judgement as the power required for the ship is yet to be
determined and its final dimensions should be optimised further.

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 Initial Calculated Dimensions for New ship
Lbp 151.48 m
BMld 22.50 m
DMld 12.92 m
Hmax 9.74 m
Vk 16.00 knots
Cb 0.696 Low
SW Density 1.025 tonne/m.cub
Displacement 23668.92 Tonne
Cd 0.855 OK
Cb/Cd 0.8137
Cb * Cd 0.5950
Ac 563.751 99.80%

To estimate the more realistic Ac for the new ship, length for the new ship could be altered to
match. Manipulating the L in order to reduce difference between the Ac values for the two
New
ship designs, would result to the length for the new ship to be reduced to 152.55 m.
150
= 26 × √ + = 564.88
16
564.88 150
√ = −
26 16
L = 152.55

Thus the L is now accepted to be 152.55 m, which would give Ac of 564.88. Now using the
New New
L and the established dimensional ratios, other parameters such as B, D, H, C and Δ can be
New b
determined. For C use the following formula:
b

16
= 1 − 0.23 = 1 − 0.23 = 0.702
√152.55
But using C formula for general cargo
b

= 1 − 0.234 = 0.696

would give C = 0.696. This is too low. The length is manipulated to improve particulars. By
b

iterations, the length for new design is set at 156 m.

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 Iterated Results from Initial Calculations for New Ship Dimensions
L 156.00 m Dimensional Ratios
bp
BMld 22.40 m L/B 6.964 Higher
D 12.80 m B/H 2.370 Higher
Mld
H 9.45 m H/D 0.738 Lower
max
V 16.00 knots Cb/Cd 0.820 Higher
k
C 0.700 OK Cb*Cd 0.598 Lower
b
SW Density 1.025 tonne/m.cub
Displacement 23701.47 Tonnes
C 0.854 OK
d
C /C 0.8200 OK
b d
C *C 0.5980 OK
b d
A 568.490 100.64% Excellent
c

Comparison Table
Basic Ship New Ship
Deadweight 15265 20240
Lbp 137.5 156.00
BMld 20.42 22.40
DMld 11.73 12.80
Hmax 8.84 9.45
Vk 15 16.00
Cb 0.701 0.700
SW Density 1.025 1.025
Displacement 17825.665 23701.469
Cd 0.856 0.854
Cb/Cd 0.818 0.820
Cb * Cd 0.600 0.598
Pb 5669.600 5945.030
Ac 564.877 568.490

Table: C and Cd coefficients for merchant ship types

b
Ship Type Cb Cd
General Cargo 0.65 – 0.735 0.62 – 0.72
Ore Carrier 0.65 – 0.735 0.72 – 0.77
Bulk Carrier 0.65 – 0.735 0.78 – 0.84
Oil Tanker 0.75 – 0.82 0.80 – 0.86
Passenger 0.6 0.50 - 0.90
Container 0.575 0.50 - 0.90
Salvage 0.425 0.50 - 0.85

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 Hydrostatic Calculation and Curves

For various purposes during the completion of a ship and for future design purposes it is
essential to plot the results of the displacement and other calculation in relation to the
draught. Such curves are called the hydrostatic curves and the most important are

(i) Displacement
(ii) Vertical centre of buoyancy
(iii) Longitudinal centre of buoyancy
(iv) Tons Per Inch Immersion (TPI) or TP 1 cm
(v) Transverse metacentre
(vi) Longitudinal metacentre
(vii) Centre of floatation
(viii) Moment to change trim 1 inch
(ix) Coefficients

(i) Calculation of Displacement

Half of the waterplane area = =∫

Using Simpsons first rule the equation of the water plane area can be expressed

1
=2 = × ℎ ×
3

Displacement of the ship =∬

= × × ℎ ∑ × ×
′

Sectional area = =∫

Displacement of the ship =∬

= ×ℎ × ∑ × ×
′

(ii) Vertical Centre of Buoyancy (VCB)

∑
= = ∑

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(iii) Longitudinal centre of buoyancy

∑
= = ∑

(iv) Tons Per Inch Immersion (TPI) or TP 1 cm

(v) Transverse metacentre

∫
Transverse metacentre BM = =
∇ ∇
1 1
× ×ℎ×∑ × ′
=3 3
∇
(vi) Longitudinal metacentre
Longitudinal metacentre BM = ∇
= ∇
1
∫ − ℎ
=3
∇
1 1
× ×ℎ×∑ × ′ − ℎ
=3 3
∇

(vii) Longitudinal centre of floatation

Center of gravity of the waterplane area is called the centre of floatation

∫
LCF = =
∫

(viii) Moment to change trim 1 inch

∆×
Moment to change trim 1 inch =

∆×
≈

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 Fig. 1 Lines plan

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 Fig. 2 Displacement sheet

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 Fig 3. Hydrostatic curves

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 Stability at Small Angle

 The Upright and inclined waterlines intersect on the middle

line

 The metacentre M remains in a constant position

Righting lever =
Righting moment = × =

Typical GM Values for Several Ship-types

Ship-types GM when fully loaded

General cargo ships 0.30 m to 0.50 m
Oil tankers to VLCCs 0.30 m to 1.00 m
Container ships 1.50 m approximately
Ro-Ro vessels 1.50 m approximately
Bulk-ore carries 2 m to 3 m
All ship types Minimum GM = 0.15 m

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 Stability at Large Angle

For large angles of inclination the position of the metacentre changes and vertical lines

through successive centres of buoyancy intersect at a series of points such as M1, M2, etc.,

known as pro-metacentres. The curve drawn through these is called the metacentric evolute.

Similarly, a curve may be drawn through the successive centres of buoyancy Bl, B2 etc., and

this is called the metacentric involute or isovol.

The righting lever at any angle is still GZ

Fig. 1 Pro-metacentre

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 Stability at Large Angle

 The Upright and inclined waterlines do not intersect on the

middle line

 The metacentre M does not remain in a constant position

The righting lever: GZ = B0R – BG sin

But B R=
∇

Now GZ = B R − BG sin θ

And the righting moment = ×

NAME-238: Dept. of NAME, BUET

 M
tanØ

Wo
W 2 V e ge
W1 F hi L2
he S gi Vi LL1
G o
Z
Bo P
R
B1

Definition

Immersed volume SL0L1 = Emerged volume SW0W1= v

Immersed volume OL0L2 = vi
Emerged volume OW0W2 = ve

From Figure

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 Barne’s Method

The Righting lever GZ can be found as

GZ = B R − BG sin θ
vh h
= − BG sin θ
∇±v
v h 0 + v h 0 − λ(v − v )
= − BG sin θ
∇±v
1 1 1
3 ∬ y cos θ dθ dx + 3 ∬ y cos θ dθ dx ∫ − 2 λ ∬(y − y )dθ dx
GZ = − BG sin θ
∇±v
1 1
3 ∬(y +y )cos θ dθ dx − 2 λ ∬(y − y )dθ dx
GZ = − BG sin θ
∇±v
Area bounded by radial plane
1
A   y i y i d
2

Volume of the immersed wedge

1
v i   y i2 d dx
2

Volume of the layer

1
v  v i  v e   y i2  y e2 d dx
2

Water plane area

A WP   y i  y e  dx

Transverse distance of the centre of floatation

1
Moment  y i2  y e2  dx
  2
Area A WP  yi  y e  dx
Layer correction

(a) If > and centre of gravity of the layer is on the immersed side, the correction for
the layer is to be subtracted

(b) If > and centre of gravity of the layer is on the emerged side, the correction for
the layer is to be subtracted

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GZ Calculation at 300 Angle of heel
(a) First time integration with respect to dx

Water Section inclined at 300

Immersed wedge:
No. of yi sm yi ×sm y i2 sm y i2  sm y3i sm y 3i  sm
ordinate
0
1/2
1
2
3
4
5
6
7
8
9
9½
10
550.3 17878 597810

Emerged wedge
No. of ye sm ye ×sm y e2 sm y e2  sm y3e sm y 3e  sm
ordinate
0
1/2
1
2
3
4
5
6
7
8
9
9½
10
477.3 14250 454620

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(b) Second times integration with respect to d

Immersed wedge: ( y 3i  y 3e ) ( y 3i  y 3e ) cos ( y 3i  y 3e )

y i  sm y i2  sm sm y i2  sm  sm  sm  sm  sm
 sm  sm
 cos 
0
15
30 550.3 17878

Emerged wedge
ye ×sm y 2  sm sm y e2  sm  sm
e

0
15
30 477.3 14250

Calculate GZ and then draw the following curves:

(i) Curve of statical stability (GZ ~  curve)

(ii) Cross curve of stability ( GZ ~ displacement for various angle of )

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 Fig. 1 Cross curves of stability

Fig. 2 Curves of Statical stability

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 Trim Calculation

1) Moderate weight method

The method most used in practice is to carry out the following steps:
 Determine the mean bodily sinkage
=

 Determine the change of trim

ℎ =

 Determinate the change of trim at fore and aft perpendicular

= × ℎ

= × ℎ

Final draught at aft perpendicular = ±

Final draught at fore perpendicular = ±

2) Considerable weight
The method most used in practice is to carry out the following steps:

 Determine the position of the longitudinal centre of gravity (LCG) in the initial
condition.

 Determine the position of the longitudinal centre of gravity (LCG) in the final
condition.

 Using hydrostatic data find the position of the longitudinal centre of buoyancy (LCB),
longitudinal centre of flotation (LCF), MCT and mean draft at the load displacement.

 Find the trimming moment and hence change of trim by taking the moment composed
of the horizontal distance between LCG and LCB and the displacement.

Triming moment = Change of trim × MCT

Triming lever × Displacement = Change of trim × MCT
(LCG − LCB) × Displacement = Change of trim T × MCT
(LCG − LCB) × Displacement
Change of trim =
MCT

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 Wheel
House

Accomodation Fore Castle Deck

Chain Locker/Store

Cargo Hold 2 Cargo Hold 1

FWT
APT FOT
FPT

Engine Room
Double Bottom Tank Double Bottom Tank

Fig.1 Capacity Plan of a Cargo Ship

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 Trim calculation by Considerable Weight Principle

Wheel
House

Accomodation Fore Castle Deck

Chain Locker/Store

FWT
APT FOT Cargo Hold 2
Cargo Hold 1 FPT

Engine Room
Double Bottom Tank Double Bottom Tank

Laden condition:
Light weight of the vessel =
Displacement of the vessel =
Length of the vessel =
LCG of the vessel =
Draught at aft perpendicular =
Draught at fore perpendicular =

Loaded condition:
Weight in tones LCG from the middle Deadweight moment
Items of deadweight
‘w’ ‘h’ ‘wh’
Light of the vessel 12.5 A
Cargo hold 1

Cargo hold 2

Fuel oil
Fresh water
Water ballast in
double bottom
Water ballast in
double bottom
APT
FPT

Displacement at
  w Moment w h
loaded condition

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LCG of the vessel at loaded condition =
w h
w

Find the following parameters from hydrostatic curves of your vessel at loaded condition,
Mean draught, dm =
LCB =
LCF =
MCT 1 cm =

Calculate the change of trim using the following formula

( LCG  LCB ) 
Change of trim x 
MCT 1 cm

WF
Change in draught at aft perpendicular WW    change of trim
L
FL
Change in draught at fore perpendicular LL    change of trim
L

Calculate the final draught of the vessel

Draft at aft perpendicular Draft at fore perpendicular

dA dF
Mean draught dm dm
Change in draught WW  LL 
Final draught d m  WW  d m  LL 

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 Trim calculation by Moderate Weight Principle

Laden condition
Length of the vessel =
TPI =
LCF =
MCT 1 cm =

Trim Table
Items of dead weight Weight added Mean draft
Change of Change of draft
trim A F

Cargo hold 1
Cargo hold 2
Fuel oil
Fresh water
Water ballast in double
bottom
Water ballast in double
bottom
APT
FPT

NAME-238: Dept. of NAME, BUET

NAME-238: Dept. of NAME, BUET
NAME-238: Dept. of NAME, BUET