Before Mid-Term Course

…………………

1) INTRODUCTION

2) CLASSIFICATION OF MARINE VEHICLES

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3) PROCEDURE AND STAGES IN SHIP DESIGN

4) SHIP CONTRACTS

5) SHIP’S TECHNICAL SPECIFICATION

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6) GENERAL PROCEDURE FOR CARGO VESSELS
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7) CLASSIFICATION OF SHIP'S WEIGHTS

8) STEEL WEIGHT ESTIMATION

9) LIGHT SHIP WEIGHT ESTIMATION

10) DEAD SHIP WEIGHT

 Lecture 1
INTRODUCTION
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- Ship design
* the transformation of owner requirements and specifications
into
a viable design for production, and then , for operation and maintenance.
* The design should be techno-economically feasible and sound

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- In ship design , the designer should use all his previous professional knowledge in
* statics
* dynamics
* hydrodynamics
* stability
* strength
* sub-division
* construction
* production

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- The designed unit must comply with

* Owner requirements and specifications
* The classification society rules
* The national and international regulations ( IMO , SOLAS , MARPOL , ILLC , TONNAGE .. etc. )

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- In order for a successful design, a number of important basic factors are considered;
The designed unit ,
# must satisfy the required
1) purpose … in the best economical way
2) speed … in the best economical way
3) safety …
4) stability … initial, statical, dynamical & damage stability for all loading and working conditions
5) strength …
6) seakeeping qualities
# must have
7) satisfactory trim
8) suitable general arrangements
9) adequate steering arrangements
 # must be
10) suitable for production facilities of the shipyard
11) economical in the initial cost , maintenance expenses and running expenses

12) severe penalties , are imposed on , failure to attain , the specified

deadweight – speed – fuel consumption – stability – time of delivery

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Examples on satisfying the required purpose of the designed unit in the best economical way

1) General cargo vessel ( Deadweight )

Required purpose Satisfaction
i) Deadweight as represented by the weight of cargo must be satisfied
ii) Deadweight as represented by the volume of the cargo must be satisfied
Best economical way
Deadweight should be satisfied with
i) minimum displacement
i) minimum loss of earning capacities

2) Tug boat ( Bollard pull & Free-Running Speed )

Required purpose Satisfaction
a) Bollard pull must be attained using the installed engine power and propulsion system
b) Free-running speed must be attained using the same installed engine power and propulsion system
Best economical way
Bollard pull and free running speed should be satisfied with
i) minimum engine power
ii) economical propulsion system

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 Lecture 2
CLASSIFICATION OF MARINE VEHICLES
……………………………

- General arrangements of marine vehicles

1) crew accommodation
2) wheelhouse & bridge
3) engine room
4) spaces for
a) cargo or passengers
b) cargo handling facilities
c) safety equipment

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- Marine vehicles classification

# ACCORDING TO THEIR NAVIGATION ROUTE
1) oceangoing vehicles
2) seagoing vehicles
3) coastal vehicles ( Coastal zone is defined by 12 nautical miles from shore )
4) in-lakes vehicles
5) in-land water vehicles
# ACCORDING TO THEIR WORKING AREA RELATIVE TO THE WATER SURFACE
1) surface vehicles
2) submersible vehicles
3) semi-submersible vehicles
# ACCORDING TO THE LIFTING FORCE
REQUIRED TO WATER BORNE THE VEHICLES ABOVE OR OVER THE SURFACE OF THE WATER
1) Displacement ships 2) WIG
3) Planning hull 4) Semi-planning hull OR Semi-displacement

5) Hydrofoils ( Totally immersed hydrofoils , Water piercing hydrofoils )

Totally immersed hydrofoils Water piercing hydrofoils

6) Hovercraft ( Amphibious , Marine ’’surface effect ship’’ )

Amphibious (land & water operation) surface effect ship (water operation with solid side walls)
# ACCORDING TO THE TYPE OF ASSIGNED WORK
1) merchant ships
a) passenger ships
i) passenger/cargo
ii) cargo/passenger
iii) passenger/cars
b) bulk cargo carriers
i) dry bulk carriers … ore, grain, collier
ii) liquid bulk carriers … oil tankers, liquefied gas carriers, LNG, LPG
iii) combined bulk carriers … ore/oil
c) break-bulk cargo carriers
i) general cargo ships
ii) unitized cargo ships
* container ships
* palletized cargo ships
* lash ships
iii) timber carriers
iv) refrigerated cargo ships
2) war ships
a) fighting ships
b) support ships
3) miscellaneous
a) pleasure boats
b) fishing vessels … side and stern trawling ships , factory or mother ships
c) service vessels … tugs, barges, supply vessels, floating cranes , ice breakers … etc.
# THE PRINCIPAL MATERIALS OF CONSTRUCTION (HULL AND SUPERSTRUCTURE)
aiming at a better stability through lowering the position of the center of gravity
Sometimes, the main hull is built from one material and the superstructure is built from another one
for some passenger ships, the main hull is made of steel while the superstructure is made of aluminum
1) steel
2) wood
3) ferro-cement
4) aluminum alloys
5) FRP ‘’ fibre re-inforced plastics ‘’
# ACCORDING TO THE SOURCE OF ENERGY USED TO MOVE THE VEHICLE
1) manual energy … with the help of oars
2) natural energy … wind and current force
3) thermal energy … heat energy due to burning solid, liquid and gaseous fuel
4) nuclear energy … heat energy due to nuclear reactions ( steam turbines )
# ACCORDING TO THE TYPE OF PROPULSION POWER PLANT
1) IC propulsion power plant …
2) steam propulsion power plant … reciprocating steam engines , geared steam turbines
3) gas turbine propulsion power plant …
4) electrical motors propulsion power plant …
# ACCORDING TO THE TYPE OF PROPULSION DEVICE
1) jet propulsion … high speed crafts , shallow water boats
2) horizontal axis propeller ( screw propeller ) … FPP , CPP , CRP , azimuth ( z-drive ) … etc.
3) vertical axis propeller … Voith Schneider Propeller (VSP) .
4) air propeller … greater disk area , lower propulsion efficiency

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 Lecture 3
PROCEDURE AND STAGES IN SHIP DESIGN
……………………………

- Introduction
- Feasibility study
- Call for tenders
- Presentation of shipyard offers
- Contract specifications
- Definition of various ship design stages
- Definition of various ship speeds
- Controlling authorities during ship design

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- Introduction
A feasibility study is performed when an owner or company decides to acquire a marine unit.
In order to conclude whether to go ahead or not.

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- Feasibility study
* A techno economical study investigating
a) the technical realization of the building and its cost
b) the gross operating profit ( expected revenue – running expenses )
* A joint effort between economists and engineers ( naval architects )
* would yield the following
a) net-deadweight, voyage speed, navigation route, area & sphere of operation ( general cargo ship )
b) number & size of containers , voyage speed, navigation route, area & sphere of ,, ( container ship )

c) bollard pull, free running speed, type of duty, area of operation ( tug boats )
d) type and speeds of trawling, fish hold capacity, area & sphere of operation ( trawler )

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- Call for tenders

There are two alternative ways for the owner to tender his unit
1) On the basis of ‘’ detailed technical specification ‘’
2) On the basis of ‘’ tentative technical specification ‘’ ……… ‘’ general outlines technical specification ‘’

* The ‘’ detailed technical specification ‘’

- published in
a) public tender … when tendered to all shipyards
b) limited tender … when tendered to a limited group of trustworthy shipyards
- possessed by the owner by either
a) having a team of naval architects and designers of wide experience
b) sub-contracting a consulting office
- concludes the following
1) function of unit, navigation route, area and sphere of operation
2) approximate main dimensions with restrictions on any
3) building rules of the classification society
4) trial and service speeds
5) all
i) certificates required
ii) equipment … a) engine room b) deck c) wheelhouse
iii) painting systems
6) details of all
i) crew and passengers accommodation
ii) outfittings … a) steel b) wooden d) electric c) other
iii) piping systems
TAILOR MADE SHIP :
that ship which has been designed and produced
according to the owner’s published detailed technical specification
Notes
- Shipyards which receive these specifications, study them on basis of 1) cost and 2) delivery time
- It is often preferable for shipyards to re-study these specifications for the possibility of finding any
alternatives that would improve the design and costs
* The ‘’ tentative technical specification ‘’
- published to
specialized shipyards
- chosen by the owner due to either
a) time shortage for the detailed study
b) not having the technical level to develop the detailed specification
- concludes the following
1) function of unit, navigation route, area and sphere of operation
2) approximate main dimensions with restrictions on any
3) service speed
4) main items of specifications
STANDARD SHIP
That ship which has been designed and produced
previously by the shipyard with no or minor alterations ( based on basis ship data )
Notes
- the tentative technical specification is known to have many alternative solutions and designs
- standard units are better than tailor made units because the standard units were built before
and the repeat building is supposed to be trouble free

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- Presentation of shipyards offers

When the shipyard receives the owner specification ( detailed or tentative )
1) there is to be a study on basis of cost and delivery time
2) the shipyard design office starts to generate the ‘’ preliminary design ‘’
so that, the shipyard offer is to be ready

As for the cost,

all equipment and machinery costs obtained from the manufacturers determine the cost of building
As for the delivery time,
the shipyard workshop loading and the estimated man-hours rates determine the time of building

- Shipyards offer content

1) technical specifications as detailed as the preliminary design
2) general arrangements drawings ( all spaces, midship section … etc. )
3) building cost
4) delivery time
5) guarantee on hull, machinery, tests and trials
- All shipyards’ offers are investigated by the owner through his technical committee
In order to decide the most suitable offer
* technically ( technical specifications )
* financially ( cost, delivery time )

- Comparison between offers is easy in case of the detailed technical specification tender
Due to the presence of unified specifications
Comparison between offers is difficult in case of the tentative technical specification tender
Due to the absence of unified specifications

- Having selected the suitable offer, meetings are to be held between the owner & the shipyard
In order to draw the contract agreement

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- Contract specifications
At this stage, the contract technical specifications are to be written
the contract technical specifications are more detailed and comprehensive
So, the shipyard has to develop its preliminary design into the principal one

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The main approaches for ship design

1st Approahce …………………………

Feasibility study
-Tentative technical specification
-Tender ( special )
-Preliminary design ( standard ship )
Offer specifications
Analysis of offer
Development of the principal design by the selected shipyard
Contract specifications
Final design ( detailed design for production )

2nd Approahce …………………………

Feasibility study
-Detailed technical specification
-Tender ( Public or limited )
-Study of owner’s design ( tailor made ship )
Offer specifications
Analysis of offer
Development of the principal design by the selected shipyard
Contract specifications
Final design ( detailed design for production )
FLOW CHART OF SHIP DESIGN APPROACHES ( VI )
- Ship design stages
1) Preliminary design stage
2) Principal design stage
3) Final design stage ( detailed design for production )

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1) Preliminary design stage

* the transformation of owner requirements ( technical specifications )
into an acceptable working design without going into much detailed calculations
* based upon
a) basis ship data
b) estimations rather than definitive calculations

- Preliminary design content

1) Approximate
a) dimensions, dimensional ratios, form coefficients
b) stability and trim calculations
2) Estimation of
a) tatal displacement
by estimating steel weight, outfitting weights and machinery weights ( light weight estimation )
b) required power at the design speed
by estimating the resistance and propulsion coefficients
c) required electric power and number of diesel generators
by estimating maximum expected electric loads
3) propulsion arrangement and devices as long as steering gear arrangement and type

Notes
- Basis ship … a typical previously-produced ship ( same type & v/√L )
- In case of absence of such a basis ship, it is advisable to skip this stage to the principal design one
In order to be more sure of the soundness of the design, calculations and the cost

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2) Principal design stage
* Development of the preliminary design into a final design valid for production
* based upon
a) computer programming calculations
b) definitive calculations rather than estimations

- principal design content

1) Exact
a) dimensions, dimensional ratios, form coefficients
b) stability and trim calculations
2) Development of
a) lines plans
b) midship section and other main sections and bulkheads
c) required power at trial, service and design speed
d) engine room layout ( propulsion engines, diesel generators, boilers, main switch board … etc. )
e) various systems layout ( electric, piping, ventilation, air conditioning … etc. )
f) propeller preliminary design
g) all details of outfittings

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3) Final design stage ( detailed design for production )

* Development of the final detailed drawings and calculations
* starts with finalization of the lines planes

- Final design content

1) faired lines plans
2) recalculated hydrostatics, stability and naval architecture calculations ( flooding, sub-division … etc. )
3) structural design of the ship with all required details by the shipbuilder
4) detailed layout of
a) engine room ( once the data from the sub-contractor is available )
b) piping system
c) electric system
5) rudder design and steering mechanism
6) all details of outfittings

Notes
- All detailed design drawings are then transferred to the technology department
for further detailing on how to produce every part, how many parts, and from which material
- Drawings should be comprehensive including all dimensions, tolerances, welding scheme
- Handing over the drawings to the production floors should be accompanied by
An introductory meeting followed by several meetings between both teams ( design & production )
In order to solve any possible production problem
- Definition of various speeds

1) Economical speed … from the economical point of view

2) Economical speed for a given hull ( Design speed ) … from the design point of view
3) Trial speed
4) Service speed ( sustained speed at sea ) ( cruising speed under a certain weather condition )

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1) Economical speed
The speed expected to give the greatest annual return on the capital investment of the ship

2) Design speed
The speed after which the rate of increase in resistance with respect to velocity is relatively high

3) Trial speed
The average speed over a measured course
at some specific
a) power
b) conditions
i) calm weather
ii) clean hull
iii) specific loading
Notes
- Unless the unit is to attain the full loaded condition,
the trial speed loading condition is usually the ballast condition
for example, FW tanker, small supply tanker, tug boats
- The maximum continuous rating of the propulsion engine used when the trial speed is
a) 85% … when ballast condition
b) 100% … when full load condition

4) Service speed
The average speed at sea
a) at the normal service power
b) under prevailing loading conditions
c) for the specific navigation route
- Controlling authorities during ship design

1) Classification society
2) National authorities

3) Owner representative
4) Design office

5) Consultant
6) Project manager

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1) Classification society
- their responsibility is to
a) Approve the design
b) Survey the construction

- Main design approvals

a) welding
b) machinery
c) steel
i) structure
ii) outfittings
d) systems
i) piping
ii) electric

- Main construction surveys

a) periodical (annual) survey … every year
b) special survey … every 5 years
c) dry-dock survey

Notes
- In many cases, classification societies are authorized by countries to approve
the loadline, stability, flooding, tonnage, booklets and other international regulations
- All ships engaged on international voyages must be built under the rules of a classification society
- Not classed units, even those not engaged in international voyages, can’t have approved insurance
2) National authorities

3) Owner representative

4) Design office
- Responsible for the whole design
* An independent design office or a shipyard design office

5) Consultant
- Gives advises on some points in the design or even on the whole design
* Top technical specialist, and his opinion is the periority
* An independent individual or an office
* Acts either for the shipyard or the owner

6) Project manager
- Responsible for the management of the project
- Budget controller ( sometimes )
* An independent individual or an office
* Acts either for the shipyard or the owner

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 Lecture 6
GENERAL PROCEDURE FOR CARGO VESSELS
……………………………

- Intro
cargo vessels include general cargo, containers, RO-RO, lash, bulk carriers …

- Design Givens ( Given information from the techno-economical feasibility study )

1) Net deadweight
2) Design speed

- Design procedure
1) Estimation of
a) displacement
b) dimensions & coefficients
2) power & propulsion system
2) Development of general arrangement
3) Calculation of the estimated items ( coefficients, displacement, volumes, capacities … )

- Preliminary dimensions (∆, L, B, T, D)

* Notes
~ It is essential and economical to keep a minimum
i) non-cargo deadweight
ii) light weight
~ CDWT = DWT/∆
~ the higher the CDWT, the more efficient the design
~ CDWT values are known for the different types of basis ships

* Procedure
1) Determination of ∆
plotting CDWT vs WDT of all available basis ships of the same type
using the ship WDT, ∆ is estimated

2) Determination of L
plotting DWT vs V/√L of all available basis ships of the same type
using the ship WDT, V/√L is estimated
using the ship v , L is estimated

3) Determination of B
plotting L/B vs V/√L of all available basis ships of the same type
using the ship V/√L, L/B is estimated
using the ship L, B is estimated
4) Determination of T
plotting B/T vs V/√L of all available basis ships of the same type
using the ship V/√L, B/T is estimated
using the ship B, T is estimated

5) Determination of D
Assuming an L/D ratio, the required freeboard value can be obtained
Adding the obtained freeboard value to the draft, the minimum depth is estimated

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 Lecture 7
CLASSIFICATION OF SHIP’S WEIGHTS
……………………………

- Total ship weight …

= Total deadweight + Light weight
= The fully loaded displacement

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- Light weight = steel hull + outfitting + engine room machinery
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1) Steel Hull = main hull + superstructures
( e.g. plates, built-up and rolled sections, forging and casting parts, electrodes )
……………………………
2) Outfitting = outfitting (steel, wood, electrical)
+ systems (piping, fire fighting, life saving)
+ equipment (galley, deck, wheel house)
+ HVCA
……………………………
3) Engine room machinery
( e.g. propulsion machinery, diesel generator, pumps, compressors, boilers, AC units )

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- Total deadweight = Sum of all variable weights on the ship
= cargo (net deadweight)
+ fuel
+ ballast
+ fresh water
+ crew and effects
+ passengers and effects
+ stores and sorts
+ water in swimming pools

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Notes
- Steel outfitting … rudders, propellers, stern gear
Stairs, rails, engine room gratings
Hatch covers, manholes, masts
Mooring fittings, funnel, any tank not part of hull structure

- Piping system … bilge, ballast, fuel, fresh water, water cooling, water fire fighting, vent, sounding
- Deck equipment … anchor winch, windlass, capstans, derricks, cranes, steering gear
- Wheel house equipment … engine control, radar, radio, wireless, compass
- HVAC … heating, ventilation and air conditioning systems

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 Lecture 8
STEEL WEIGHT ESTIMATION
……………………………

- the steel weight forms the main part of the hull weight
- Steel weight/ displacement ratio should be kept as low as possible

- Factors affecting steel weight

1) Fullness & fineness of form
2) Dimensions & dimensional ratios
3) Welding extent
4) Number and extent of
a) decks & bulkheads
b) superstructures and deck houses

- Net weight, Invoiced weight, Scrap weight

1) Net weight
* weight calculated according to the ship’s planes
* required for deadweight calculation
2) Invoiced weight
* weight recorded the shipyard’s steel order book
* required for the cost estimates
3) Scrap weight
* invoiced steel – net steel
* ( 8-10% ) of steel weight

- Factors affecting scrap percentage

1) full ships have a lower scrap percentage than fine ones
2) the skill of draughtsman in utilizing materials
3) shipyard methods of
a) steel ordering
b) construction

- Steel Weight Estimation Methods

1) Cubic number method
2) Dimensional differences and correction method
3) Weight per unit length amidships
4) Detailed calculations
5) Lloyd’s equipment number method
1) Cubic number method
- CN = WS/ (L*B*D)
- CNN = CNB
- WSN = CNB * (L*B*D) … #

- Assumptions
i) L, B, D are all of equal influence in determination of steel weight
ii) new and basis ship are both of the same type
iii) D measured up to uppermost continuous deck

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2) Dimensional Differences and Correction Method

i) Steel weight dimensional correction
ii) Steel weight corrections for all different aspects between the new and basis ship

i) Steel weight dimensional correction

* Assumptions
a) L affects 85% of steel weight
b) B affects 55% of steel weight
c) D affects 30% of steel weight

* New ship steel weight due to dimensional corrections

= Basis ship steel weight + steel weight dimensional correction = 2916+ (-320.781) = 2595.219
ii) Steel weight correction for all different aspects between the new and basis ship
a) Steel weight scantling correction
= (1/3)steel weight length correction
+ (1/4)steel weight breadth correction
+ (1/3)steel weight depth correction

* New ship steel weight due to scantling correction ( WS1 )

= New ship steel weight due to dimensional corrections + Steel weight scantling correction
= 2655.219 + (-88.879) = 2506.34 tonnes

b) Steel weight block coefficient correction

=
* New ship steel weight due to block coefficient correction ( WS )
= New ship steel weight due to scantling correction + Steel weight block coefficient correction

c) Steel weight sheer correction

= steel weight rate per met depth * difference in the mean sheers between the new and basis ship
* New ship steel weight due to sheer correction ( WS )
= New ship steel weight due to scantling correction + Steel weight sheer correction

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3) Weight per unit length amidships

* New ship steel weight WSN = WSB *( LWN / LWB )
WSB = Basis ship steel weight
WN = the weight per met length amidships for new design
WB = the weight per met length amidships for basis ship
LN = the length of new design
LB = the length of basis ship

Assumptions
1) the weights of the various parts of the two ships have the same proportion to each other through
their lengths as they do amidships.
2) the two vessels have proportionate sheer, extent of decks, erections,…
3) the structure dealt with is taken up to and including the upper most continuous deck

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4) Detailed calculations
- lengthy but the most accurate
- VCG & LCG are determined
- necessitates a complete set of structural drawings

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5) Lloyd’s equipment number method

* New ship steel weight WSN = K.E1.36
K is a constant based on the ship type and can be obtained from tables
E is the Lloyd’s equipment numeral …

L1 and h1 = length and height of full width erections

L2 and h2 = length and height of deck houses

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Electrodes Weight Losses

- The electrodes weight losses … (30-45%)
a) Coating losses … (10-20%) … gaseous products of combustion or slag
b) Stubs losses … (15-18%) … the stub is 2 inches long but in actual practice it is 2.5-3 inches long
c) Spatter losses … (5-18%) …
* depends of type of welding and the used current
* 5% for flat welding with normal current
* 18% for overhead welding at max current

- The weight of welding material is (2.5-3%) of the steel weight

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 Lecture 9
LIGHT SHIP WEIGHT ESTIMATION
……………………………
Content

1) Outfitting Weight Estimation

2) Machinery Weight Estimation
3) Margin

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Detailed Content

1) Outfitting Weight Estimation

a) Traditional method
b) Munro-Smith
c) Detailed outfitting weight calculations

- Factors leading to increases in outfit weight

- Factors leading to decrease in outfit weight

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2) Machinery Weight Estimation

1) Approximate machinery weight estimation

a) Propulsion machinery weight
a’) Alternative approach
b) Weight of the remainder
c) Weight of diesel-electric installations

2) Detailed machinery weight calculations

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3) Margine

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1) Outfitting Weight Estimation

a) Traditional method
- By proportioning the outfitting weight of the basis ship on the basis of relative square numbers ( L*B )
then making corrections for any known differences in the specification between the new and basis ship

……………………………
b) Munro-Smith
- L & B affect 50% of the outfitting weight
* Outfitting weight of the new ship = Outfitting weight of the basis ship /2 * [ 1+ ( LBN/LBB ) ]
then making corrections for any known differences in the specification between the new and basis ship

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c) Detailed outfitting weight calculations

(i) Structure related
(ii) Cargo Space related
(iii) Accommodation related
(iv) Deck Machinery

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- Factors leading to increases in outfit weight

a) Higher standards of crew accommodation
b) Fittings of
* air-conditioning and sewage systems
* more sophisticated cargo gear
* stabilizers, bow thrusters
* patent steel hatch covers
* self-tensioning mooring winches
* new IMO rules, MARPOL, etc.

- Factors leading to decrease in outfit weight

* Reductions in
~ weights of most deck machinery for the same duty
~ reductions in weight of deck coverings
~ reductions in crew numbers and corresponding reductions in accommodation area

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2) Machinery Weight Estimation

-Intro
* The first step to assess the machinery weight is, of course, the calculation of the required power
* The second step involves taking a decision on the type of machinery suitable for ship service conditions
* The most universal choices for the machinery
~ Slow speed diesel engine … Medium to large cargo ships
~ Medium speed geared diesels … Small cargo ships, ferries, tugs and supply boats
~ High speed diesels & Gas turbines … Warships ( high power/weight ratio is all important )
* The simplest possible way of estimating the machinery weight is by the use of
a graph of total machinery weight plotted against total main engine power (MCR)
with a line for each of the four different main machinery types
1) Approximate machinery weight estimation

a) Propulsion machinery weight

- If catalogues giving dry machinery weights are not readily available, approximate values
for slow and medium speed diesels can be obtained from the following figure

- Most of the current engines conformed remarkably closely to a mean line represented by the formula:
0.84
WP = 12 (MCR/RPM)
……………………………

a’) Alternative approach

An alternative approach to dry machinery weights is provided by the use of weight to power ratio
* Slow speed diesels : 0.035-0.045 tonnes/kW or 22 to 28 kW/tonne
* Medium speed diesels : 0.010-0.020 tonnes/kW or 50-100 kW/tonne
( vee engines … lighter & in-line engines … heavier )
* High speed diesels : 0.003-0.004 tonnes/kW or 250-330 kW/tonne
* Gas turbines : 0.001 tonnes/kW or 1000 kW/tonne
……………………………

b) Weight of the remainder

- Two usable parameters were considered as bases for plotting the remainder of the machinery weight
i) MCR
ii) Engine torque represented by MCR/RPM
- The choice of using the first of these parameters was argued due to the fact that
the shafting and propellers and many of the auxiliaries, exhaust gas boilers, uptakes
are related to MCR of the propulsion machinery
- WR = K . MCR0.7 where K = constant for each type of ships
c) Weight of diesel-electric installations
The plot of the total machinery weights of a number of diesel-electric installations given as
the following figure showed that these could be represented fairly well by the equation:
WT = 0.72(MCR)0.78
where WT = total machinery weight
MCR = aggregate MCR in kilowatts of all generator machinery

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2) Detailed machinery weight calculations

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3) Margin
- The final item required to make up the lightship is the margin
- To ensure the attainment of the specified deadweight
even if there is an underestimate of the lightweight Or an overestimate of the load displacement
- The recommended value for merchant ships was 2 % of the light weight

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 Lecture 10
SHIP DEAD WEIGHT
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- Deadweight
* the sum of all variable weights on the ship
* includes
1) cargo (net deadweight)
2) fuel
3) ballast
4) fresh water
5) crew and effects
6) passengers and effects
7) stores and sorts
8) water in swimming pools

- It is preferable for the ship owner

to specify the required cargo deadweight (net deadweight)
and to put the onus on the designer to allow for the non-cargo deadweight needed for the service

- The maximum deadweight at any point in a service voyage …

* is that one used to determine the fully loaded displacement
^ this generally occurs when departure from the main fueling port
^ for fishing vessels this occurs when the catch is complete

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- Fuel weight …
* depends on
1) nature of fuel
2) length of voyage
3) Machinery
a) type
b) power
c) fuel consumption

- Margin to arrive at the capacity of the fuel oil tanks is 25% of fuel consumption
- Fresh water weight …
* depends on
1) length of voyage
2) number and type of crew
3) number and class of passenger

- fresh water consumption

* 200 litres/day … passengers
* 100 litres/day … crew

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