Maritime Transport and Ship Design

Ocean University May 11, 2018

«Maritime Transport and Ship Design» Professor Apostolos Papanikolaou National Technical University of Athens Ship Design Laboratory (NTUA-SDL, Greece) & Hamburg Ship Model Basin (HSVA, Germany) [email protected] & [email protected] http://www.naval.ntua.gr/sdl & http://www.hsva.de OU, May 2018

A. Papanikolaou, NTUA-SDL

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List of Contents    

 

FOREWORD REFERENCES INTRODUCTION – CONVENTIONAL & ADVANCED MARINE VEHICLES MARITIME TRANSPORT – INNOVATIVE CONCEPTS, ENERGY EFFICIENCY, ECOMOMY OF SCALE ENVIRONMENTAL IMPACT SHIP DESIGN     

INTRODUCTION MAIN PHASES of SHIP DESIGN OBJECTIVES OF PRELIMINARY DESIGN DESIGN PROCEDURE - DESIGN SPIRAL MAIN OWNER’S REQUIREMENTS – Statement of work



INTRODUCTION TO PRELIMINARY SHIP DESIGN GENERAL  SHIP TYPES  ESTIMATION OF MAIN DIMENSIONS & FORM COEFFICIENTS  COMMENTS ON THE IMPLEMENTATION OF DESIGN METHODS 



BASIC DESIGN PROCEDURE FOR MAIN SHIP CATEGORIES 



DEADWEIGHT CARRIERS

REGRESSION ANALYSIS OF MAIN TECHNICAL SHIP DATA

Main references: A. Papanikolaou, Maritime Transport and Ship Design, Chapter 25 in Handbook of Transportation Engineering, 2nd edition, Vol. II: Applications and Technologies, Myer Kutz, Editor, Mc Graw Hill, New York, ISBN 978-0-07-161477-1, 2011 A. Papanikolaou, Ship Design – Methodologies of Preliminary Ship Design, SPRINGER, Berlin, ISBN 978-94-017-8751-2, 2014

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List of References 1. 2. 3.

4.

5.

6.

7. 8. 9. 10. 11.

12. 13. 14. 15.

16. 17. 18.

Akagi, S., ‘Synthetic Aspects of Transport Economy and Transport Vehicle Performance with Reference to High Speed Marine Vehicles”, Proc. FAST 91, (1991). Akagi, S., Morishita, M., “Transport Economy – Based Evaluation and Assessment of the Use of Fast Ships in Passenger – Car Ferry and Freighter Systems’, Proc. FAST 2001, (2001). Andrews, D. (coordinator), Papanikolaou, A, Erichsen, S., Vasudevan, S., IMDC2009 State of the Art Report on Design Methodology, Proc. 10th International Marine Design Conference, IMDC09, Trondheim, May 2009. Boulougouris, E., Papanikolaou, A., Energy Efficiency Parametric Design Tool in the frame of Holistic Ship Design Optimization, Proc. 10th International Marine Design Conference, IMDC09, Trondheim, May 2009. Brett, P.O., Boulougouris, E., Horgen, R., Konovessis, D., Oestvik, I., Mermiris, G., Papanikolaou, A. and Vassalos, D., “A Methodology for Logistics-Based Ship Design”. In Proc. Ninth International Marine Design Conference, (IMDC), ed. M. G. Parsons, Michigan, USA: The Dept. of Naval Architecture and Marine Engineering, University of Michigan, May 2006, pp 123-146. Buhaug, Ø.; Corbett, J. J.; Endresen, Ø.; Eyring, V.; Faber, J.; Hanayama, S.; Lee, D. S.; Lee, D.; Lindstad, H.; Mjelde, A.; Palsson, C.; Wanquing, W.; Winebrake, J. J.; Yoshida, K. Updated Study on Greenhouse Gas Emissions from Ships: Phase I Report, International Maritime Organization (IMO) London, UK, 1 September, 2008. Buxton, I. L., Engineering Economics and Ship Design, BSRA Report, 2nd edition 1976. Eliopoulou, E., Papanikolaou, A., Casualty Analysis of Large Tankers, Journal of Marine Science and Technology, Vol. 12, 240-250, Springer Publishers, 2007. Friis, A. M., Andersen, P., Jensen, J. J., Ship Design (Part I and II), Section of Maritime Engineering, Dep. οf Mechanical Engineering, Tech. Univ. of Denmark, ISBN 87-89502-56-6, 2002. International Marine Design Conference (IMDC, http://www.imdc.cc), Proceedings of Series of Conferences, 1982-2009. IPCC. Summary for Policymakers. In: Climate Change 2007: The Physical Science Basis. Contribution of Working Group I to the Fourth Assessment Report of the Intergovernmental Panel on Climate Change [Solomon, S., D. Qin, M. Manning, Z. Chen, M. Marquis, K.B. Averyt, M.Tignor and H.L. Miller (eds.)], Cambridge University Press, Cambridge, United Kingdom and New York, NY, USA, 2007. ITTC Symbols and Terminology List, Version 2008, International Towing Tank Conference, http://ittc.sname.org. Kennel, C., ‘Design Trends in High-Speed Transport’, Journal Marine Technology, Vol. 35, No. 3, SNAME Publ., 1998. JANE’s Information Group’s Catalogues, Sea Transport, http://catalog.janes.com Lamb, T. (ed.), Ship Design and Construction, Vol. I & II, SNAME Publ., Jersey City, 2003-2004. LEVANDER, K., “Innovative Ship Design – Can innovative ships be designed in a methodological way”. Proc. 8th Int. Marine Design Conference –IMDC03, Athens, May 2003. Lewis, E. V. (ed), Principles of Naval Architecture Vol. I –III, SNAME Publ., Jersey City, 1988. MARPOL 73/78: Marine Environment Protection Committee, Resolution MEPC.117(52) - Amendments to the Annex of the Protocol of 1978 Relating to the International Convention for the Prevention of Pollution From Ships, 1973, International Maritime Organization, Adopted on October 15, 2004.

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19.

20. 21. 22. 23. 24. 25. 26. 27.

28. 29. 30. 31. 32. 33. 34.

35.

Nowacki, H., Ferreiro, L. D. (2003), “Historical Roots of the Theory of Hydrostatic Stability of Ships”, Proc. 8th Int. Conf. on the Stability of Ships and Ocean Vehicles – STAB2003, Madrid, 2003. Nowacki, H., Developments o Marine Design Methodology: Roots, Results and Future Trends, Proc. 10th International Marine Design Conference, IMDC09, Trondheim, May 2009. Papanikolaou, Α., Kariambas, Ε., "Optimization of the Preliminary Design and Cost Evaluation of Fishing Vessels", Journal Ship Technology Research - Schiffstechnik, Vol. 41, March 1994. Papanikolaou, A., Boulougouris, E., “Design Aspects of Survivability of Surface Naval and Merchant Ships”, in Contemporary Ideas on Ship Stability, Elsevier Publishers, September 1999. Papanikolaou, A., Design and Safety of Ro-Ro Ferries, (in German), Handbuch der Werften, Vol. XXVI, Schiffahrts-Verlag “HANSA” C. Schroedter & Co., Hamburg, 2002. Papanikolaou, A., Developments and Potential of Advanced Marine Vehicles Concepts, Bulletin of the KANSAI Society of Naval Architects, No. 55, pp. 50-54, 2002. Papanikolaou, A., ‘Review of Advanced Marine Vehicles Concepts’, Proc. 7th Int. High Speed Marine Vehicles Conf. (HSMV05), Naples, September 2005. Papanikolaou A., Holistic Ship Design Optimization, Journal Computer-Aided Design, Elsevier, doi:10.1016/j.cad.2009.07.002, 2009. Papanikolaou, A (coordinator), Andersen, P., Kristensen, H.-O., Levander K., Riska, K., Singer, D., Vassalos, D., State of the Art on Design for X, Proc. 10th International Marine Design Conference, IMDC09, Trondheim, May 2009. Papanikolaou, A, Ship Design – Methodologies of Preliminary Design, Vol. 1 & 2, (in Greek), SYMEON Publ., Athens, 2009, ISBN 978-960-9400-09-01. Papanikolaou, A. (ed), Risk-based Ship Design, Methods, Tools and Applications, SPRINGER Publ., Berlin-Heidelberg, 2009, ISBN 978-3-540-89042-3. Papanikolaou, A, Ship Design – Methodologies of Preliminary Design,, SPRINGER PUBL. Publ., Berlin, 2014, ISBN 978-94-017-8751-2. Schneekluth, H., Bertram, V., Ship Design for Efficiency and Economy, Butterworth-Heinemann, 2nd edition 1998. Schneekluth, Η., Ship Design, (in German), Koehler Verl., Herford, 1985. Taggart, R. (ed), Ship Design and Construction, SNAME Publ., New York, 1980. Zaraphonitis, G, Boulougouris, E., Papanikolaou, A., “An Integrated Optimisation Procedure for the Design of Ro-Ro Passenger Ships of Enhanced Safety and Efficiency”, Proc. 8th International Marine Design Conference, IMDC03, Athens, May 2003. Zaraphonitis, G., Skoupas, S., Papanikolaou, A., Parametric Design and Optimization of HighSpeed, twin-Hull Ro-Ro Passenger Vessels, Proc. 10th International Marine Design Conference, IMDC09, Trondheim, May 2009.


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Conventional Ships

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Development of Basic Types and Hybrids of Advanced Marine Vehicles [Papanikolaou, 2002]

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Comments on Chart of AMV [24]

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MARITIME TRANSPORT – INNOVATIVE CONCEPTS, ENERGY EFFICIENCY & ENVIRONMENTAL IMPACT  Ship services may be on a:

 commercial basis

(commercial/merchant ships)

or  non-commercial basis



The Transport Efficiency may be defined as the ratio of the vessel’s deadweight Wd (≡ DWT) times the service speed VS [kn] (transport work) and total installed power P [kW] (transport effort):

Wd VS E1  P

(public service of some kind, naval etc..)

 Operational efficiency

indices or metrics: 

Note the difference between the deadweight and payload:

performance indices (or merit functions) like…

E2 

W p  VS P

Deadweight = Payload + Fuel + Lub Oil + Water + Crew and other effects + water ballast OU, May 2018


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Reciprocal Transport Efficiency of Alternative Modes of Transport acc. to S. Akagi [1]data supplemented by NTUA-SDL/Papanikolaou [25]

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Payload Ratio of Alternative Transport Systems [1], [25] FMV Database NTUA-SDL

1 Tanker, B ulkcarrier

0.8 Cargo

A CV 150000 81000 ton 62000 ton 47000 ton 33000

Catamaran Co nventio nal Hydro fo il P laning M o no hull

Liner

0.6

SES

Co ntainer

WP C Truck

Wp/W

Cargo /P ass ship A CV

B us

0.4

A ir Cargo

Car Heli

Passenger Jet

0.2

SST

P assenger ship P ro peller

Hydro fo il

Rails

0 10

20

50

100

200

500

1000

2000

5000

10000

Speed V [Km/h]

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Specific Fuel Consumption for Break Bulk Cargo Transport

Competitiveness of Maritime Transport

Specific fuel consumption for break bulk cargo transport Ship Truck

0.4 kg / (ton 100 km) 1.1 … 1.6 kg / (ton 100 km)

Rail

0.7 … 1.6 kg / (ton 100 km)

Airplane

6 … 8 kg / (ton 100 km) it refers to tons payload and includes the weight of fuel

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Specific Fuel Consumption for Passenger Transport Specific fuel consumption for passenger transport (assuming fully loaded vehicles) Private car, only driver about 8 kg / (pers 100 km) Bus (55 passengers, 100 km / h) 1 kg / (pers 100 km) Train type IC (10 wagons of 60 seats, 160 3 kg / (pers 100 km) km / h) Train type D (14 wagons of 72 seats, 140 km / h) Airplane in transatlantic flight (including other cargo) Airplane in European flight (without other cargo) Air cushion high speed vehicle (600 passengers) Modern large cruise ships (500 to 1000 passengers) Ro-Ro passenger ferry with deck passengers (1500 passengers) Small riverboat, with deck passengers Large rivership, with deck passengers OU, May 2018

1.5 kg / (pers 100 km) 17 kg / (pers 100 km) 3.6 … 6 kg / (pers 100 km) 5 kg / (pers 100 km) 16 … 18 kg / (pers 100 km)

5 … 6 kg / (pers 100 km)


1.5 kg / (pers 100 km) 0.5 kg / (pers 100 km) 11

High Efficiency of Waterborne Transport  From the above, the high efficiency of waterborne transport is

evidenced, followed by rail transport . It is noted that in this comparison, the high investments for the building and maintaining of rail infra-structure, compared to relevant costing of ports’ infrastructure, are not considered.  However, comparing waterborne with other modes of transport (land- and airborne), the speed of transport needs also to be taken into account, especially when dealing with the transport of so-called JIT (Just in Time), high-value products/cargoes and passengers, for which the value of time and the demand for high speed is high importance, so that higher fuel and transport cost might be accepted (Akagi [1], Papanikolaou, [24], [25]). OU, May 2018


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Economy of Scale: Freight rate $/TEU between Singapore and Rotterdam

No. 13


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Impact of Shipping Operations on Marine and Air Environment  Major Factors to be considered: 1. the likely pollution of the marine environment by crude and other oil products when transported by tankers and 2. the toxic gas emissions of marine engines to the atmosphere.  Both above factors are strictly regulated by international authorities (International Maritime Organisation, http://www.imo.org) and have a significant impact on ship design, outfitting and operation.  The likely pollution of the marine environment is regulated by MARPOL 73/78  Following a series of catastrophic single hull tanker accidents, current MARPOL regulations (and long before U.S. OPA90) recognize double hull tanker designs as the only acceptable solution for the safe carriage of oil in tanker ships. According to current MARPOL regulations the tank arrangement of the cargo block of an oil tanker should be properly designed to provide adequate protection against accidental oil outflow, as expressed by the so called ”mean outflow parameter”.  Further enhancements of MARPOL may be expected in the future. OU, May 2018


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Regulatory Framework MARPOL 73/78 Ch. 4  Reg.18 sets the requirements for water ballast WBmin   

Moulded draught amidships dm = 2.0 + 0.02L Trim by stern ≤ 0.015L In any case Taft should lead to full immersion of the propeller(s)

 Reg.19 sets the requirements for the Double Hull

arrangement  

Wing tanks or spaces w = MIN { 0.5m + DWT/20,000m ; 2.0} > 1.0m Double bottom tanks or spaces h = MIN {B/15 ; 2.0m} > 1.0m

 Reg.23 sets the requirements for “Accidental Oil outflow”  Reg.24, 25, 26 do not apply to ships constructed after 1-

1-2010  Reg.27 sets the criteria for Intact Stability  Reg.28 sets the criteria for Damage Stability OU, May 2018


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Major Oil Trade Movements

Crude oil is mainly transported by the following types of large oil tankers: PANAMAX (60,000 DWT – 79,999 DWT) AFRAMAX (80,000 DWT -119,999 DWT) SUEZMAX (120,000 DWT -199,999 DWT) Very Large Crude Carriers (VLCC; 200,000 DWT -320,000 DWT) Ultra-Large Crude Carriers (ULCC; more than 320,000 DWT). OU, May 2018


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Large Tankers: Geography of Oil Spills (Eliopoulou-Papanikolaou, 2007) Overview of severe oil pollution caused by AFRAMAX-SUEZMAXVLCC-ULCC tankers over the studied period (1978-2003).The most severely affected areas worldwide (over 100,000 tonnes oil spilt) are:

Caribbean Sea, Bay of Biscay - Scapa Flow - English Channel South-West and South Africa Bosporus Strait-East Mediterranean The Strait of Malacca. OU, May 2018


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Risk Analysis of Large Tankers Frequency Assessment Oil Tankers Historical Data, Covered Period 1990-2007

Frequency by incident category, Covered period 1990-2007 Initial event

Frequency of accident

Collision

1.03E-02

Contact

3.72E-03

Grounding

7.49E-03

Fire

3.68E-03

Explosion

1.90E-03

NASF, 148, 17% Collision, 265, 32% Explosion, 49, 6%

Fire, 95, 11%

DH ships: 1.93E-03 All ships: 5.74E-03

NASF

Frequency of incidents, Historical Data Collision

Contact

Grounding

Fire

Explosion

NASF

Source: NTUA-SDL Tanker casualty database Sample data: 846 incidents

Source: NTUA-SDL

1.20E-01

Frequency per shipyear

Grounding, 193, 23%

Contact, 96, 11%

1.00E-01 8.00E-02 6.00E-02 4.00E-02 2.00E-02 0.00E+00 1990

1991

1992 1993

1994

1995

1996

1997

1998 1999

2000

2001

2002

2003 2004

2005

2006

Incident Year

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Effect of Introduced Regulations on the Frequency of Tanker Accidents Figure below (from POP&C project) presents the navigational accident rates of AFRAMAX tankers (and of tankers in general) along with some introduced key relevant regulations that could be held responsible for the declining trends of particular rates. Note that relevant regulations were herein presented according to their year of implementation and it can be expected that their effect should be noticeable with some phase lag, depending on the nature of each regulation. Red border: applies to COLLISION incidents Blue border: applies to CONTACT incidents Black border: applies to GROUNDING incidents Green border: applies to all 3 categories Gray shading: applies to newbuildings

Aframax Tankers: Navigational Incident Rates per shipyear Collision

74 SOLAS Nav. Equipm.

7.00E-02

81 SOLAS Nav. Aids

72 COLREG

Contact

Grounding

81 SOLAS Duplication Steering gear

96 SOLAS ETS

88 SOLAS GMDSS

6.00E-02 78 PARIS MOU

72 COLREG

95 SOLAS Routeing Systems system

TOKYO MOU VETTING

5.00E-02

72 COLREG

81 SOLAS ARPA

4.00E-02

88 SOLAS GMDSS

88 SOLAS Nav. Aids

OPA 90 78 STCW

95 STCW

3.00E-02 96 ILO C180

94 SOLAS ISM

2.00E-02 1.00E-02 0.00E+00 78

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80

81

82

83

84

85

86

87

88

89

90

91

92


93

94

95

96

97

98

99

00

01

02

03

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Greenhouse Impact 





Human activities have a significant impact upon the levels of greenhouse gases in the atmosphere, i.e. those gases that absorb and emit radiation within the thermal infrared range. The gases with the most important release to the atmosphere are in descending order: water vapor, carbon dioxide (CO2), methane, and ozone. The Intergovernmental Panel on Climate Change (IPCC) released a report stating that “most of the observed increase in global average

temperatures since the mid-20th century is very likely due to the observed increase in anthropogenic greenhouse gas concentrations” 



(IPCC, 2007). One of the main contributors of emissions of greenhouse gases due to human activity is the burning of fossil fuels. The total CO2 emissions from shipping (domestic and international) amount about 3.3% of the global emissions from fuel consumption according to International Energy Agency (IEA) (Buhaug et al, 2008 [6]). OU, May 2018


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Typical Ranges of CO2 Efficiencies of Ships compared with Rail and Road Transport [6]

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The Energy Efficiency Design Index EEDI

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EEOI & SEEMP (Ship Energy Efficiency Management Plan)

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EEDI and EEOI..What is about?!

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MAIN PHASES OF SHIP DESIGN 

Heuristic methods: deriving from a process of trial and error often over



Semi-empirical methods: based on statistical data of existing ships and



Systems-based approach to ship design: considering the ship as a

the course of decades successful designs

complex system integrating a variety of subsystems and their components, e.g. subsystems for cargo storage and handling, energy/power generation and ship propulsion, accommodation of crew/passengers, ship navigation etc.  Main Ship Functions: 

Payload Functions: related to the provision of cargo spaces, cargo

handling and cargo treatment equipment  Inherent Ship Functions: related to the carriage of payload, at specified speed and safely from port to port. OU, May 2018


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Structure

Hull, poop, forecastle Superstructures

Crew Facilities

Crew spaces Service spaces Stairs and corridors

Machinery

Engine and pump rooms Engine casing, funnel Steering and thrusters

Tanks

Fuel & lub oil Water and sewage Ballast and voids

Comfort Systems Air conditioning Water and sewage Outdoor Decks

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Payload Function

Ship Function

Ship Functions (Levander [16])

Mooring, lifeboats, etc.


Cargo Units

Containers Trailers Cassettes Pallets Bulk / Break Bulk

Cargo Spaces

Holds Deck cargo spaces Cell guides Tanks

Cargo Handling

Hatches & ramps Cranes Cargo pumps Lashing

Cargo Treatment

Ventilation Heating and cooling Pressurizing

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Ship Design Procedure

see Papanikolaou, A (coordinator), Andersen, P., Kristensen, H.-O., Levander K., Riska, K., Singer, D., Vassalos, D., State of the Art on Design for X, Proc. 10th International Marine Design Conference, IMDC09, Trondheim, May 2009 [27].

Performance

Economics

• Resistance • Propulsion • Hull Structure • Machinery • Outfitting • Safety

• Building cost • Operating cost • Required freight rate • Profitability

Mission • Transport logistics • Route • Capacity • Speed • Restrictions

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Function

• Payload systems • Ship systems • DWT /  • Power - Speed • Gross Tonnage


FINAL DESIGN

Form • Main dimensions • Hull lines • Space balance • Weight balance • Trim and stability 27

Design Spiral after J. H. Evans (1959) [32]

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3D Design and Manufacturing Spiral according to IMDC (http://www.imdc.cc,

Proc. 6th International Marine Design Conference, 1997)

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OBJECTIVES OF PRELIMINARY DESIGN  

      

Selection of main ship dimensions Development of ship’s hull form (wetted and above water part) Specification of main machinery and propulsion system type and size (powering) Specification of auxiliary machinery type and powering Design of general arrangement of main and auxiliary spaces (cargo spaces, machinery spaces, accommodation) Specification of cargo handling equipment Design of main structural elements for longitudinal and transverse strength Control of floatability, stability, trim and freeboard (Stability and Load Line Regulations) Tonnage measurement (Gross Register Tons)

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List of required typical naval architectural plansdrawings-studies to be developed during the contract design of merchant ships [32] Outboard Profile, General Arrangement

Power and Lighting System – One Line Diagram

Inboard Profile, General Arrangement

Fire Control Diagram by Decks and Profile

General Arrangement of All Decks & Holds Arrangement of Crew Quarters

Ventilation and Air Conditioning Diagram

Arrangement of Commissary Spaces

Heat Balance and Steam Flow Diagram – Normal Power at Operating Conditions

Lines Midship Section Steel Scantling Plan Arrangement of Machinery – Plan Views

Electric Load Analysis Capacity Plan Curves of Form Floodable Length Curves

Arrangement of Machinery – Elevations

Preliminary Trim and Stability Booklet

Arrangement of Machinery – Sections

Preliminary Damage and Stability Calculations

Diagrammatic Arrangements of all Piping Systems

Arrangement of Main Shafting OU, May 2018


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List of required typical main technical specifications to be developed during the contract design of merchant ships [32] General Structural Houses and Interior Bulkheads

Forced Draft System Steam and Exhaust Systems Machinery Space Ventilation

Sideports, Doors, Hatches, Manholes Fittings Deck Coverings

Air Conditioning Refrigeration Equipment

Insulation, Lining and Battens Kingposts, Booms, Masts, Davits, Rigging and Lines Ground Tackle Piping-Hull Systems Air Conditioning, Heating and Ventilation Fire Detection and Extinguishing Painting and Cementing Navigating Equipment Life Saving Equipment Commissary Spaces Utility Spaces and Workshops Furniture and Furnishings Plumbing Fixtures and Accessories Hardware

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Ship’s Service Refrigeration Cargo Refrigeration – Direct Expansion System Liquid Cargo System Cargo Hold Dehumidification System Pollution Abatement Systems and Equipment Tank Level Indicators Compressed Air Systems Pumps General Requirements for Machinery Pressure Piping Systems Insulation – Lagging for Piping and Machinery Emergency Generator Engine Auxiliary Turbines Tanks - Miscellaneous Ladders, Gratings, Floor Plates, Platforms, and Walkways in Machinery Spaces Engineers’ and Electricians’ Workshop, Stores and Repair Equipment Machinery

Protection Covers

Miscellaneous Equipment and Storage Name Plates, Notices and Markings Joiner Work and Interior Decoration Stabilization Systems Container Stowage and Handling and Auxiliary Machinery Main Turbines Reduction Gears – Main Propulsion Main Shafting, Bearings and Propeller Vacuum Equipment Distilling Plant Fuel Oil System Lubricating Oil System Sea Water System Fresh Water System Feed and Condensate Systems

Instruments and Miscellaneous Cage Boards – Mechanical Spares – Engineering Electrical Systems, General Generators Switchboards Electrical Distribution. Auxiliary Motors and Controls Lighting Radio Equipment Navigation Equipment Interior Communications Storage Batteries Test Equipment, Electrical Centralized Engine Room and Bridge Control Planning and Scheduling, Plans, Instructions, Books, etc. Tests and Trials Deck, Engine, and Stewards’ Equipment and Tools, Portable

Steam Generating Plant


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MAIN OWNER’S REQUIREMENTS (TYPICAL STATEMENT OF WORK)

MERCHANT SHIPS – Specification of:  Transport capacity (DWT)  Speed in trial conditions  Range  Classification Society NAVAL SHIPS – Specification of:  Type of naval ship and mission (corvette, frigate, cruiser, destroyer, aircraft carrier, surveillance vessel, etc.)  Type and extent of armament and electronic/operational outfitting.  Number of crew and accommodation requirements  Structural enforcements  Floatability and stability after damage, damage control  Sustained speed in calm water and in specified seaway (top and cruise speed at specific engine ratings)  Specification of seakeeping and maneuvering capabilities  Range OU, May 2018


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INTRODUCTION TO PRELIMINARY SHIP DESIGN Main Steps:  Critical assessment of the owner’s requirements  Collection of data  Inventory and study of relevant rules and safety regulations SHIP TYPES:  Deadweight Carriers  Volume Carriers  Linear Dimension Ships  Special Purpose Ships OTHER WAYS OR CRITERIA OF CATEGORIZATION OF SHIP TYPE: 

Mission profile, Operational Area, Propulsive Power, Floatability, Propulsion Type, Construction Material, Type of Transported Cargo.

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World cargo ships fleet and breakdown of newbuilding orders for year 2008 according to ship type

Source: Clarkson Research Studies, Shipping Intelligence Weekly, Issue 841, 10-OCT-2008

TOTAL CARGO SHIP Fleet [Mio Tons DWT]

01 – Oct - 08

Year End 2004

2005

2006

2007

No.

Orderbook

m. Dwt

No.

m. Dwt

% Fleet

OIL TANKERS > 10k DWT

299.5

320.2

337.2

356.3

3,515

363.3

1,321

170.3

46.9 %

OIL TANKERS < 10k DWT

11.0

11.1

11.3

11.5

5,111

11.6

133

0.8

6.6 %

CHEMICAL TANKERS

23.9

26.7

29.7

33.7

3,137

37.3

1,023

18.9

50.7 %

3.2

3.3

3.3

3.3

644

3.4

44

0.4

11.6 %

BULKERS

322.7

345.3

368.7

392.8

6,958

413.9

3,404

295.7

71.5 %

COMBOS

10.2

9.4

8.9

8.2

58

8.2

9

2.8

34.9 %

LPG CARRIERS

11.7

11.8

12.5

13.4

1,113

13.4

205

3.4

25.5 %

LNG CARRIERS

13.9

15.4

17.5

20.6

284

20.6

104

9.1

44.3 %

CONTAINERSHIPS

99.6

111.5

128.0

144.0

4,657

157.4

1,285

75.1

47.7 %

MULTI-PURPOSE

22.4

22.9

23.7

24.7

2,817

25.5

684

8.6

33.9 %

GENERAL CARGO

37.8

38.0

38.1

38.6

15,114

38.7

220

1.5

3.8 %

RO – RO

10.2

10.2

10.4

10.5

3,539

10.5

123

1.5

14.1 %

CAR CARRIERS

7.0

7.6

8.2

9.0

676

9.8

217

3.6

37.1 %

REEFERS

7.9

7.9

7.8

7.6

1,992

7.6

20

0.3

3.5 %

OFFSHORE (AHTS/PSV)

3.9

4.2

4.6

5.0

3,912

5.2

803

2.0

38.7 %

OTHER CARGO

8.9

9.0

9.1

9.0

1,456

9.0

38

0.5

5.5 %

894.0

954.4

1,019.0

1,088.2

55,010

1,135.3

9,633

594.5

52.4 %

OTHER TANKERS

WORLD CARGO FLEET

OU, May 2018


35

System Approach to Ship Design Design parameters

(I)nput EI

DESIGN = DECISION PROCESS SYSTEM = SHIP

Merit Functions OU, May 2018

(O)utput


EO

G Constraints 36

Generic Design Optimisation Problem VARIATION OF DESIGN PARAMETERS • Hull form • Arrangement of spaces • Arrangements of (main) outfitting • Structural arrangements • Network arrangements (piping, electrical, etc) • etc… Parametric Model of Ship Geometry and Outfitting INPUT DATA GIVEN BY OWNER REQUIREMENTS AND/OR PARENT HULL •Deadweight, payload •Speed •Maximum Draft •Initial Arrangement •etc..

Design Optimization OPTIMISATION CRITERIA •Maximization of Performance/Efficiency Indicators •Minimization of Environmental Impact Indicators •Minimization of Building and Operational Costs •Maximization of investment profit •Minimization of investment risk •etc…

37


Output

CONSTRAINTS • • • •

Regulations set by society Market demand/supply Cost for major materials, fuel and workmanship Other, case dependent constraints

OU, May 2018

Optimization Studies of AFRAMAX Tankers

OU, May 2018

A. Papanikolaou, NTUA-SDL 38

Life Cycle Approach to Ship Design

CONSTRUCTION

DESIGN

D5

D4

D3

D2

D1

DEMOLITION

OPERATION

RECYCLING

scrapping X0

X2

X1

M1

G1

OU, May 2018

M2

G2

X3

M3

G3


X4

M4

G4

M5

G5

39

COMMENTS ON THE IMPLEMENTATION OF DESIGN METHODS A. Basic Principles: Theoretical and practical approaches (empirical) B. Selection of sample ships and use of comparative data of similar ships (prototypes) C. Use of design constants and coefficients Examples of typical design coefficients:

1. Admiralty Constant

CN 

2. Structural weight coefficient

2/3 3



V

P WST

PST  LBD

3. Dimensionless form coefficients: CB, CP, CWP, CM OU, May 2018


40

Regression Analysis of (DWT/Δ) vs. DWT for Tankers [Papanikolaou, 2014]

OU, May 2018


41

Definition of Ship Hull Form Coefficients

CB =  / (L x B x T)

CP =  / (L x AM) CM = AM / (B x T) CWP = AW / (L x B)

OU, May 2018


42

Typical form coefficients and main dimensional ratios of various merchant ships [28] Ship Type

Form Coefficients

Dimensional Ratios

CP

CM

CB

CWP

L/B

B/T

LPP/1/3

Oceangoing cargo ships (fast)

0.57-0.65

0.97-0.98

0.56-0.64

0.68-0.74

6.5-7.11)

2.2-2.6

5.6-5.9

Oceangoing cargo ships (slow)

0.66-0.74

0.97-0.995

0.65-0.73

0.80-0.86

6.3-7.21)

2,1-2.3

5.2-5.4

Coasters

0.69-0.73

up to 0.985

0.58-0.72

0.78-0.83

4.5-5.5

2.5-2.7

0.56-0.58

0.94-0.97

0.54-0.56

0.67-0.70

8.2-9.0

0.58-0.635

0.93-0.97

0.56-0.59

0.71-0.76

0.61-0.63

0.82-0.85

0.51-0.53

Ferries

0.53-0.62

0.91-0.98

Fishing vessels

0.61-0.63

Tug boats Bulkcarriers

Transatlantic passenger liners (old) Transatlantic cruise ships Small RoPAX ferries

Tankers Fn = 0.15 Tankers Fn = 0.16 – 0.18 Oceangoing reefer ships (fast)

OU, May 2018

Notes LPP/D

11.0-12.0

1) L/B > 7.0 seldom

4.2-4.8

10.0-12.01) (7.5) 2)

1) 2)

2.8-3.2

(7.6) 1) 7.0-7.3

10.4-11.8

1) former transatlantic liner FRANCE: LPP/1/3 = 7.6

6.3-7.0

2.8-3.4

6.2-6.6

8.0-10.0

0.65-0.70

5.8-6.5

3.3-3.9

6.3-6.6

10.4-11.6

0.50-0.60

0.69-0.81

5.9-6.21) 5.2-5.42)

3.7-4.0

6.2-6.91) 5.7-5.92)

8.6-10.3

0.87-0.90

0.53-0.56

0.76-0.79

5.1-6.1

2.3-2.6

5.0-5.4

8.2-9.0

0.61-0.68

0.75-0.85

0.50-0.58

0.79-0.84

3.8-4.5

2.4-2.6

4.0-4.6

7.7-10.0

0.79-0.84

0.990-0.997

0.78-0.83

0.88-0.92

7.2-7.61) 5.9-6.52)

2.2-.61) 2.5-2.72)

5.3-5.51) 4.9-5.22)

11.52)13.51)

1) for limited Β 2) for unlimited Β

0.835-0.855

0.992-0.996

0.83-0.85

0.88-0.94

6.8-7.11) 6.0-6.52)

2.4-2.8

5.3-5.51) 5.0-5.22)

12.7-14.01) 12.0-13.02)

1) for limited Τ 2) for unlimited Τ

0.79-0.83

0.992-0.996

0.79-0.82

0.88-0.92

(0.55)1) 0.59-0.62

0.96-0.985

(0.53) 1) 0.57-0.59

0.68-0.72

6.7-7.2

2.8-3.0


6.1-6.5

- 11.0

closed type tonnage open type tonnage

1) for L > 100 m 2) for L = 80 – 95 m

Dimensional ratios like bulkcarriers 1) seldom: CP, CB < 0.57

43

Ship Design Equation Principle of Archimedes (281-212 B.C.) Δ = ρSW · g ·  = ρSW·g· L·Β·Τ·CΒ·kΑ

Δ=ρSW·g· (L/Β)·Β2·[Β/(Β/Τ)] ·CΒ·kΑ Δ=ρSW·g·CB·[(L/B)/(Β/Τ)]·Β3·kΑ

    (B / T) B    g  C  ( L / B )  k B A   SW

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1/ 3

   ( L / B)  ( L / T )  L    g  C  k B A   SW


44

1/ 3

Order of Estimation of Main Dimensions and Form Coefficients for Deadweight Carriers [28]

First: estimation of displacement weight ∆ through DWT/∆ ratio of similar ships ∆=ρg

Quantity 1. Length L

2. Block coefficient CB

3.Beam B 4.Draft Τ 5.Side depth D 6.Remaining hull form coefficients: midship section coefficient CΜ, prismatic coefficient CP , waterplane area coefficient CWP

OU, May 2018

Basis for calculation Slenderness ratio: L/1/3, : displacement volume, DWT Length L, dimensionless Froude number Fn=V/√(gL) , V: given speed [m/s], g: gravitational acceleration [m/s2) Ratios L/B, B/T Ratios B/T, L/T Required cargo hold volume, Ratio L/D CB or through Froude number Fn


45

1

2

3

4

5

6

low

high

DWT/Δ [%]

WST/WL [%]

WOT/WL [%]

WM/WL [%]

5,000 tdw

15,000 tdw

65 – 80

55 – 64

19 – 33

11 – 22

499 GRT

999GRT

70 – 75

57 – 62

30 – 33

9 – 12

Bulk carriers

20,000 tdw 50,000 tdw

50,000 tdw 150,000 tdw

74 – 80 80 – 87

68 – 79 78 – 85

10 – 17 6 – 13

12 – 16 8 – 14

Crude oil tankers

25,000 tdw 200,000 tdw

120,000 tdw max

68 – 83 83 – 88

73 – 83 75 – 88

5 – 12 9 – 13

11 – 16 9 – 16

Containerships

10,000 tdw 15,000 tdw

15,000 tdw 50,000 tdw

60 – 76 60 – 70

58 – 71 62 – 72

15 – 20 14 – 20

9 – 22 15 – 18

Ro-Ro

L  80 m

16000 tdw

50 – 60

68 – 78

12 – 19

10 – 20

Reefers (net ref. volume)

300,000 [cu. ft.]

500,000 [cu. ft.]

45 – 55

51 – 62

21 – 28

15 – 26

Small ferries

L  85 m

120 m

16 – 33

56 – 66

23 – 28

11 – 18

Large passenger ships

L  200 m

max

23 – 34

52 – 56

30 – 34

15 – 20

Small passenger ships

L  50 m

L  120 m

15 – 25

50 – 52

28 – 31

20 – 29

Fishing vesselsStern Trawlers

L  44 m

82 m

30 – 58

42 – 46

36 – 40

15 – 20

PΒ  500 KW

3000 KW

20 – 40

42 – 56

17 – 21

38 – 43

L  80 m

L  110 m

78 – 79

69 – 75

11 – 13

13 – 19

Range Ship type

General cargo

Typical percentages of weight groups for main merchant ship types [28], [31]

Cargo coasters

Notes:

Displacement weight: Δ = WL + DWT, where DWT: deadweight, WL: Light ship weight; WL = WST + WΟT + WM; WST: weight of steel structure, WΟT: weight of outfitting, WM: weight of machinery installation. tdw: tons deadweight, GRT: Gross Register Tons (tonnage capacity) OU, May 2018

Tugboats (tow power) River-ships (self-propelled)


46

Displacement to Deadweight ratios for common type of ships acc. to Harvald (1986)

OU, May 2018


47

Regression Analysis of (DWT/Δ) vs. DWT for Bulk Carriers [28]

OU, May 2018


48

Regression Analysis of Length between Perpendiculars LBP vs. DWT for Bulk Carriers [28]

OU, May 2018


49

Regression Analysis of Beam vs. DWT for Bulk Carriers [28]

OU, May 2018


50

Regression Analysis of (DWT/Δ) vs. DWT for Tankers [28]

OU, May 2018


51

Regression Analysis of Length between Perpendiculars LBP vs. DWT for Tankers [28]

OU, May 2018


52

Propulsion power demand for tanker ships as a function of deadweight and service speed V [knots] according to MAN Diesel SE according to MAN Diesel SE (http://www.manbw.com)

OU, May 2018


53

Effect of Main Dimensions on Cost

OU, May 2018


54

Development of ship hull lines for a Ro-Ro passenger ship by use of the software package NAPA®, Ship Design Laboratory, NTUA

OU, May 2018


55

Development of faired 3D hull surface (skinning) for a Ro-Ro passenger ship by use of the software package NAPA®, Ship Design Laboratory, NTUA

OU, May 2018


56

Simulation of ship’s behavior in waves and of dynamic intact and damage stability by use of software CAPSIM,

Ship Design Laboratory, NTUA (http://www.naval.ntua.gr/sdl)

OU, May 2018


57

Modern integrated naval architectural software packages and design software platforms

•

®NAPA, http://www.napa.fi

•

®TRIBON, http://www.aveva.com

•

®FORAN, http://www.foransystem.com

•

®GHS, http://www.ghsport.com

•

®AUTOSHIP, http://www.autoship.com

•

®RHINOS 3D, http://www.rhino3D.com

•

®CAESES-FSS, http://www.friendship-systems.com

EU project HOLISHIP (2016-2020), http://www.holiship.eu OU, May 2018


58

Ocean University May 11, 2018

«Maritime Transport and Ship Design» Professor Apostolos Papanikolaou National Technical University of Athens Ship Design Laboratory (NTUA-SDL, Greece) & Hamburg Ship Model Basin (HSVA, Germany) [email protected] & [email protected] http://www.naval.ntua.gr/sdl & http://www.hsva.de OU, May 2018


59