Preliminary Technical Design: SMK 3522 Ship Design I DR Koh Kho King © 2013

SMK 3522 SHIP DESIGN I Dr Koh Kho King © 2013
PRELIMINARY TECHNICAL DESIGN
In this chapter, a study on a preliminary design stage is carried out. Emphasis is on the
development of the main technical characteristics. The relationships given is not only
suitable for manual calculations but also possible to be programmed in computers.
Students should realised that the methods and formulas given are by no means complete
and absolute. Other methods and formulas may be used and sometimes more
appropriate depending on the type of vessel.
Owners Requirements
In the case of a transportation vessel, the owners requirements covers three items:-
Payload, Speed, Range
Payload : (cargo) dwt, vol., no. of passengers

Speed : service or trial speed or towing speed
Range : operating pattern
The three mentioned parameters represent the primary (or functional) objectives.
Secondary objectives are factors such as strength, stability, safety, reliability,
operability.
In preliminary design work the parameters and objectives are referenced to produce the
following ship particulars:
Main dimension and form

Overall geometry
Engine type and size
Preliminary general arrangement
Ship Design Categories
In transportation, the principal categories is namely :-
i) Deadweight carriers - - Limited by deadweight.

ii) Capacity carriers -- Limited by volume.
(Note: For vessels which are influenced by the functions eg. fishing boat, can be in a
category of their own depending on the type of function.)
The main factor determining whether a ship is type (i) or (ii) is the cargo stowage factor.
This is the ratio of cargo volume to cargo mass and is measured in m3/tonne. As a
comparison, the sea water of density 1.025 tonne/m3 has a stowage factor of about
0.976 m3/tonne.
Week 3-1
(i) Deadweight carrier
This type is distinguished by the fact that its dimensions are determined by the equation:
f = L x B x T x CB x 1.025 (1+s)
f = W D + W L
L = Length bet. perp. in meters.

B = Moulded breadth in meters.
T = Load draught in meters.
f = Full displacement in tonnes.
s = Shell, stern, appendage displacement as a percentage of moulded
displacement.
(ii) Capacity carrier
They are determined by the following equation :-
Vn = CBD x L x B x D1
= {(Vc – Vu)/(1-V)} + Vm
Vn = Total vol. in m3 below upper deck and bet. perp.

D1 = Moulded depth + mean camber + mean shear.
CBD = Block coefficient at moulded depth.
Vo = Cargo capacity available above upper deck.
V = Deduction for structure in cargo spaces.
Vm = Volume for machinery, tanks etc.
Vc = Total cargo volume.
Overall Relationships
For deadweight carriers we can perform a simple systems analysis to show the basic
problem in determining main dimensions from owner's requirements.
The total displacement of the ship is made up of :-
Lightship + Deadweight
(WL) (WD)
Lightship: Hull + Outfit + Machinery + Margin (minor weight)
Deadweight: Payload (cargo deadwt.) + fuel + fresh water + stores + crew
Week 3-2
Payload is a requirement. Hull and Outfit weights are dependent on the principal
dimensions of the ship; machinery wt. is dependent on the power required which
depends on the ship size, required speed, form characteristics, and ratios of dimensions.
The fuel weight is dependent on the power and the range.
The System diagram below illustrates their relationship:
All the connetions indicate strong relationships. Input values are in capital letters.
A similar diagram can also be prepared for capacity ships, fishing boats, etc.
The diagram shows how a selection of main dimensions and hull form with the input
values essentially dictate both the displacement and the total weight independently.
Unless these values are selected correctly the displacement and weight will not agree
and a ship will have been selected which does not have the required properties.
Three principal methods of solving for correct dimension are recognised. The first two
assume that L is a principal dimension and the others can be related to it in some way.
The third method recognises that the main dimensions can be treated as indendent
variables.
(i) Iterative method
In this method an assumption is made on the initial set of dimensions and form
characteritics. Weight and displacement calculations are then made and depending on
the difference between the calculated weight and displacement the choice of dimensions
is altered. A good first guess can be obtained by relating the displacement to the
deadweight and hence to length.
The iterative cycle is repeated until a satisfactory solution is obtained.
Week 3-3
(ii) Interpolation method
In this a range of ship lengths is assumed which are known to span the actual solution.
A plot can be made of length against resultant deadweight and a length for the required
deadweight interpolated. The calculation is performed one last time for the given
length.
Three initial lengths are normally adequate to give the correct nature of the curve.
(iii) Multi-Dimensional Search
This method uses the main dimensions (or dimension ratios) and the form coefficients
as independent variables in the problem. Finding a set of dimensions which satisfies the
requirements is carried out by a searching process. This approach will produce many
feasible solutions which need to be evaluated further. The amount of effort involved in
the searching normally means that computers are required.
Week 3-4

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SMK 3522 SHIP DESIGN I Dr Koh Kho King © 2013

PRELIMINARY TECHNICAL DESIGN

Payload, Speed, Range

Payload : (cargo) dwt, vol., no. of passengers

Main dimension and form

Ship Design Categories

In transportation, the principal categories is namely :-

i) Deadweight carriers - - Limited by deadweight.

(i) Deadweight carrier

L = Length bet. perp. in meters.

(ii) Capacity carrier

They are determined by the following equation :-

Vn = Total vol. in m3 below upper deck and bet. perp.

The total displacement of the ship is made up of :-

Lightship: Hull + Outfit + Machinery + Margin (minor weight)

Deadweight: Payload (cargo deadwt.) + fuel + fresh water + stores + crew

The System diagram below illustrates their relationship:

(i) Iterative method

The iterative cycle is repeated until a satisfactory solution is obtained.

(ii) Interpolation method

(iii) Multi-Dimensional Search

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