Description of the N.S.M.B. program for design and economics of general cargo ships

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Report No. 70-082 RC

Description of the N.S.M.BS _rogram for dsign and economics of general cargo ships.

N.S.M.B. Order No. 0. 69-512 RC. Ordered by: Netherlands Ship Re-search Centre, Deift. June

1970.

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Description of the N.S.M.B.

_pro'am

for design and economics of general cargo ships.

N.S.LBO Order No.: 0. _{69-512 RC.}

Ordered by: Netherlands Ship Research Centre, Deift.

Order No.: 208a (NSS/S5).

j Ir. J.Holtrop.

NETHERLANDS SHIP MODEL BASIN PAGE

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NETHERLANDS SHIP MODEL BASIN

WAGENINGEN Report No0 70-082-RC

PAGE

Contents: page:

Summary. I

I Introduction. 2

2 How the design program is built up. 4

2.l Structure of the design program for constant L and Cb0 ₅ 2.2e Iterations and convergence of the design process0 ₉

3 Economical part of. the program. 10

4 Results. 12

5 Suggestions for further development. 16

Literature. 17

Figures. (Ii)

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WAGENINGEN Report No. 70-082-RC

PAGE

1.

Summary.

A description is given of a ship design. computer program for general cargo ships.

With this program both technical and economical features of alter-native designs can be studied by means of a variation study or by

an optimization calculation.

As an example some design calculations have been carried out with input data derived from two existing cargo ships.

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WAGEN INGEN Report No0 70-082-RC

PAGE 2.

l _{Introduction.}

The traditional design methods had the great disadvantage of taking too much time0 As time schedules for designing are mostly very

tight it was hardly feasible to consider alternative _solutions of the ship design; _{the lack of time restricted in most cases also} the study of the economical consequences of _{alterations in ship} dimensions0

The application of electronic computers to ship design offers now the possibiLity of studying the.feasi1i1ity _{of alternative designs} both on technical and economical aspects in a fast way0

Regarding the computer _{aided design.}

process, several remarks _can be made:

The design process should be built up as fundamentally _as possible; this implies that empirical formulas like the relationship: block coefficient versus Froude _number, should be discarded.

In this case the computer can make _{several designs using} various block coefficients while a _{suitable economical}

criterion indicates the best alternative.

However, the extent of designing alternative ships is res-tricted practically by the available computer capacity, because a variation of all parameters, _{which can be}

al-tered, involves a large and costly _{amount of computing time.} Therefore it is an important condition that the denign pro-cess should be a fast converging systemd

The faster the design program works the _{more variatiò.ns can} be generated.

It is important too that the _{accuracy of the results}

is sufficient.

At léast the same degree of _{accuracy should be obtained} compared with the results from conventional _{design methods.} As a ship design

program generally is built up as a combi-nation of subprograms, _{like weight-,}

freeboard- and cargo.

hold volume calculations, greatest _{care has to be taken that} each of these _{subprograms ensures a sufficient accuracy.}

The

convergence limits in the main program ought _{to be} attuned to the accuracy of the subprograms0

It is essential that the design _{process proceeds without} intervention by the computer operator0

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PAGE

30

This means that good interpretation of interim situations and decision making routines should be incorporated in the ship design. proam.

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WAGENIPIGEN Report No. 70-082-RC

PAGE Li..

2 How the desi program is built up0

As a starting point for further development the computer program of Gallin was used0

ii],

Although this program, as a first step in automating ship de-. sign, is a goodworking tool for designers, there are several directions in which improvement is possible.

In Gallin's program the determination of two basic ship dimensions, the length and block coefficient, is based upon an empirical rela-tionship.

As mentioned in the introduction the elimination of such empirical formulas should be an important step forward when applying elec-tronic computers to ship design.

The present program, developed at the N.S.M.B. and described in this report, is based upon the principlè of avoiding

tion of empirical relationships.

This program (see Fig. 1) works with a design stant L (length) and Cb (block _{coefficient).}

The determination of L and Cb can be done in two ways: l)Byineans of a variation study:

In this case the computer generates a number of

designs with systematically varied L- and Cb-values. By plotting the economical results the designer can choose the most feasible ship.

In this case optimization is carried _{out by hand0} 2) By means of an automatica], optimization _{process the}

computer itself finds out the best solution for the length and block coefficient _{according to an econo-.} mica], citerion chosen by the designer0

routine

the applica-for

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con-NETHERLANDS SHIP MODEL BASIN

PAGE

5.

2.1 Structure of the design program for constant L and Ob.

As shown in the simplified flow diagram

_(Fig0

_{2), the process is} based upon an iteration system containing

_{5 loops:}

-

draught restriction - freeboard regulations - stability

cargo hold volume - displacement

The program starts with the determination of the internal arrange-ment of the ship.

In this subprogram the number of transverse bulkheads is determined. according to Lloyds rules; it has been made possible, however, to have additional or less bulkheads,

In this subprogram the length of the qargo holds and shafttunn.el is calculated and the height of the double bottom is determined.

In case of a draught restriction, the breadth is corrected if the draught exceeds the input value for

Tm

The 1966 freeboard rules determine the depth D in the case that the cargo hold volume is sufficient.

Corrections for block coefficient, depth, sheer, length and height of superstructure are taken into account when applying these free-board rules.

From the service -speed, the _{range, the installed horsepower (both.} main and auxiliary engines) _{and the specific fuel consumptions,}

the fuel capacities and weights are calculated in the subpro-gràm for fuel capacities.

The subprogramfor stability (basedupon _{initial stability only)} regards two typical circumstances:

The ship fully and. homogeneously loaded, with fuel and fresh water on hoard.

As 1), but without fuel and fresh water.

Thrée criteria for the determination of the most desirable breadth-depth ratio (BDR) are used:

- condition 1) 3% of breadth

- condition 1) _minimum (input datum)

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PAGE

6.

Thus by using he greatest value of converted to condition 1) the stability calculation yields the optimum breadth-depth ratio0 If there is a. draught restriction, only the lower limit of initial

stability is considered, otherwise breadth and depth are corrected to give the ship an optimum stability.

The cargo hold volume is calculated according to the method oí Woortmnan and de Ranitz,

_{3]

The centres of gravity above the keel of .both bale- and grain space are computed with this method.too.

An additional routine for calculating the horizontal position of the Oentre of gravity of the cargo hold volume has been added to this method.

If the cargo hold capacity is less than required, the process can continue in two ways:

- In case of optimum stability (no draught restriction) the program is repeated with both corrected breadth and depth. - In case of a draught restriction, when the stability is

greater than optimum, the program is repeated with a cor-rected depth only.

In both cases the depth is not determined solely by the freeboard rules.

The resistance calculation is carried out according to Lap's method, [4].

Corrections for a bulbous bow and the position of the _{centre of} buoyancy are taken into account too0

The subprogram for propulsión contains empirical formulas for wake and, thrust deduction [5], 6].

In this subprogram a preliminary propeller design is carried out using the B-series-polynomials for the thrust and, torque coeffi-cients [7] ,

The screw design can be nade in two ways:

- If there is a directly driven propulsion plant, the number of revolutions is deterained by the installed engine.

In this case the propeller diameter is optimized.

- If there is a reduction gearing, the screw diameter is taken as large as possible and. the number of revolutions is found by optimizing the propulsion coefficient0

After having determined the required engine power the program

con-tinues by choosing the most appropriate engine from an engine cata-logue.

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WAGEN U N GE N Report No0

70-082RC

PAGE

7.

Three types of propulsion plants can be taken into account: - For single screw ships: directly driven, slow

speed engines.

- For single screw ships: medium speed engines with a reduction gearing.

- For twin screw ships: medium speed engines with a reduction gearing.

From the engine catalogue both the main dimensions of the propul-sion installation and the costs of that particular engine are known; the first make it possible to determine the length of the engine room.

if the machinery space is situated aft, the breadth of the engine seating is taken into account too when calculating the length of the engine room.

The weight of the ship is calculated in two subprograms, one for the shipbuilding and one for the machinery part.

The steel weight calculation is carried out according to Carstens, [9], and the weights of outfit, equipment and machinery to the method used by Gallin,

ti]

In the weight calculations ₅₅ groups of weights are considered and these groups are uséd both in the centre of gravity ôalcula-tions as well as in the building cost subprogram, later on, in the economical part of the program.

The trim is calculated after the determination of the centres of gravity in height and in length. Both for forward and aft trim, limitations can be given as input data.

If there is a horizontal distance between the optimum position of the centre of buoyancy and the longitudinal centre of gravity, the first step in avoiding trim is to change the double bottom a.rran-gement.

The position of the clean water ballast tanks is chosen such that the centre of gravity moves in the direction of the optimum L.C.B. If this measure yields no sufficient result the centre of buoyancy is moved in the direction of the centre of gravity until the total trim is within the allowable limits0

If the displacement calculated from the total weight differs from the original displacement the whole design process is repeated.

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PAGE

8.

Concluding, a few remarks can be made:

The design philosophy used in this program can be described shortly as:

- normally, in case of unlimited draught and when the applica-tion of the freeboard rules yields a sufficient cargo hold volume, the stability of the ship is optimum.

- In case of a draught restriction the stability is greater than optimum.

- .In case of insufficient cargo hold volume d.ue to the free-board rules, the ship is designed as a ship with extra.free-board.

A subroutine for determining the trial speed if the service speed is given as an input datum is incorporated in the resis-tance subprogram.

Conversely, the service speed can be calculated when the trial speed is given.

In the resistance, as well as in the weight-, centre of gravity-and. centre of buoyancy determination the influence of a bulbous bow, if any, is involved in the calculations.

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WAGENINGEN Report No0 70-.082-Ra

PAGE

9.

2.2 Iterations and convergence of thé desii process.

As the iterations for the freeboard and for the displacement

converge quickly enough when the calculated values are substituted. for the original ones, this iteration method is used for both the freeboard and the displacement loop.

For the other loops (draught restriction, stability and cargo hold volume) another iteration system than the one used by Gallin had

to be chosen.

The method used in the N.S.M.B.-program is based upon an iteration system working with corrections which are determined by the design process.

In this method the corrections are calculated as a function of the difference between the actual and the required parameters.

In

Fig0

3 this method is illùstrated for the stability and cargo hold volume loops.

The reason for adapting this fast converging method were:

- Corrections of breadth and depth can be positive or negative. This gives the possibility of correcting B and. D in the

oppo-site direction if a first correction of B and D has been too large.

As Gallints program works with positive, constant correc-tions only, the accuracy of the results depends on the cor-rection step and the results are influenced by the initial values of B an D when these have been estimated too large. - The convergence is very fast.

As the correction-values are depending upon the measure by which some present values differ from the required values,

the calculation speed is practically not influenced by the initial values.

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WAGENINGEN Repert No0 70-082-RC

PAGE 10.

3. Economical part of the program.

Most of the economical calculations used in the N.S.M.B. program are taken from Gallin's program.

First the building costs are calculated.

The total building cost consists of the costs for steeiwork, equip-ment, outfit, machinery, general cost and overhead.

These calculations are based upon the weight groups and the engine catalogue0

The capital charges are calculated for both borrowed and own capi-tal and are based upon an annuity factor, calculated with a given time and interest (inputdata).

Six typical insurances are, considered: - hull and machinery - collision

- total loss

- freight revenue - luggage

- protection and indemnity

For each of these insurances the premium is determined according to Gallin.

Maintenance costs for both the ship and the machinery are deter-mined.

The repair costs are based upon a constant value which increases every 4 years due to the. classification _surveys.

Costs for crew wages and victualling are calculated.

All these costs are independent of the operation of the ship.

The costs which depend on the operations are calculated in a simple simulation model:

In this model the revenues from the freight transport, the costs of fuel and fresh water, port and canal dues are determined0 Also the cargo handling costs are considered.

For every harbour 'the quantity of the available _{cargo has to be} given as an input datui.

The available cargo can be given in two ways: - a fixed amount

- an amount related to the Ship capacity.

The stowage factor is considered too. when calculating the trans-ported cargo0

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WAGENINGEN Report No0 70-082-RC

PAGE 11.

The speed of the ship between two ports is calculated by means of the resistance program from the design part of the program, taking into account a possible reduction in draught0

At the end of the program several ecônomical criteria are

calcula-ted:

- AAC (average annual cost)

- Remunerativeness (

innt

100%) - CRF (capital recovery factor)

- RFR (required freight rate) - Building costs

- Profit

If an optimization has to be carried out, the designer chooses one of these criteria and by 'means of a 2-dimensional quadratic opti-mization routine the optimum values for the length and. the block coefficient are found.

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WAGENINGEN Report No. 70-082-PC

PAGE 12.

LI. Results.

Design calculations were carried Qut with input data existing ships0

For the first examplethe 'Marburg, a ILI-.5 kt, 6825 screw cargo ship, was chosen, [10].

The principal characteristics of this ship are:

'service=

145 kt

With these values and supplementary input data design calculations were made.

The agreement between the actual and the calculated values turned out to be very close; see the computer results in the appendix. For the 'Marburg' 4 variations have been calculated:

1) A variation in length with Cb = 0.676 T)

2.) A variation in length with Cb = 0.646 Cb = constant A variation in length with Cb = 0.706

_J

A variation in block coefficient with L = 11057 in. The technical results of the length variation with Cb = 0.676 are plotted in Fig0 4.

It is clear that the increase in length causes a decrease in breadth. .

Ships shorter than 113.7 n have the maximum allowable draught.

As B decreases while increasing the length, the stability decreases

too0

As for ships longer than 1137 n the stability is minimum, B cannot decrease much more when making the ship longer; as the displacement is nearly constant and B does not decrease. much, the draught decreases.

Ships longer than 118 m have a minimum freeboard, (the grain capacity is then greater than the minimum)0

When making the ship shorter than 118 n the depth D has to be increased to ensure the minimum grain capacity

taken from

tdw single

Lpp = 110.57 n

_Vtii

= 15.1 kt

B = _160LIQm Power = 3600 rnhp

D =

9.9Oni

Cb

_{= 0676}

T = 7.88in Grain space = 343321 cuft

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PAGE 13.

The slope of the D-curve between 113.7 and 118 _in _{is greater than} the slope of the D-curve of shorter ships. This is caused by the change of the slope of the B-curve.

The fact that B still decreases when the ship has the minimum stability, (L> 118 in) is caused by the decreased depth resulting in a lower centre of gravity.

The power decreases with increasing _length.

This is caused not only by the influence _{of the length but also} by the decreasing breadth.

The discontjnuitjes in the required power curve are due to the. change from one engine to another. (Indicàted, with I, II and III). The use of an engine catalogue with discrete values for power, rotative speed and weight causes these discontinuities.

At the points where another engine has t _{be chosen discontinuities} appear not only in the power curve (a change _{of the number o±}

revolutions yields a different propulsive _{coefficient), but also} in the light weight-curve (change of.engine weight).

The economical results are shown in Fig.

_5.

For the determination of the yearly operating costs 4 typical voyages have been calculated, which, together, _{are supposed to} represent average yearly operating _conditioras.

The available cargo for each of these voyages is given in _the following scheme:

voyage number _{available cargo}

stowage factor

1 _{50 perc. of net deadweight}

100 cuft/t

2 _{80 perc. of net deadweight}

70 cuft/t

3 3000 t _{100 cuft/t}

4 _{8000 t}

70 cuft/t The building cost curve has the same tendency as the lightweight-curve from Fig. 4.

The d.iscontinuities due to the _{use of the engine catalogue yield} also discontinuitjes 'in the building cost curve, especially for the machinery part.

These discontinuities can be found too, therefore, in the _curve for average annual costs, capital recovery factor and required freight rate.

Because for ships longer than 118 in the cargo hold volume in-creases, the slope of those two economical _{criteria in which the}

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WAGENINGEN Report No. 70-082-RO

PAGE 14.

revenues from the freight transportation are involved changes suddenly at L = 118 in (RFR and .CRF).

This is caused by the fact that the revenues from the freight transportation partly depend on the cargo hold volume.

The results of the other variations in length, with Cb = 0.646 and Cb = 0.706, are shown in Figs. 6-9.

Generally the shape of the curves in these Figures is nearly the same as in the Figs. 4 and 5, described before.

The results of the block coefficient variation are shown in Figs. 10 and 11.

Ships with a Cb<0068 have the maximum allowable draught of 7.88 in and the stability of these ships is greater than the minimum.

The breadth of the ship decreases when Cb increases; the slope of the B-curve is not so great for ships with a Cb> 0.68.

Ships with Ob > 0.68 have minimum stability.

As D decreases for Cb ) 0.68, yielding _{a lower, centre of gravity,} B can still decrease in this region.

Over the whole region the grain capacity has the minimum value. As B is nearly constant for Cb ) 0.68, D can decrease a little to secure a sufficient cargo hold volume when Ob increases.

The power curve is rather flat and at Cb = 0.702 instead of no. I, engine no. II has to be chosen.

This discontinuity yields also a discontinuity in the light weight curve.

The economical results (Fig. 11) give rather flat curves.

The shape of these curves is mainly determined by the building costs curve and the power curve of Fig. 10.

As another example an attempt has been made to design a ship

with input data taken from the Hammonia', a 22 kt,

₉₉₀₀

tdw single screw, cargo liner, 11]

The principal characteristics of the 'Hammonia' are:

Lpp = 152.25 in B =

22.00m

D. = _l30l5.m T ,=

8.67m

Dw =

9900t

trial Cb Power Grain space Light weight

The computer results have been added in the appendix. = 22.0 kt

= 0564

= 18400 m.hp = 751500 cuf t = 6950 t

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WAGENINGEN Report no0 '70-082-RC

PAGE 15.

Although in this case the similarity between the existing and calculated values is not so close as with the first example, rather good results have been attained with the desiga program0

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WAGENINGEN Report no. 70-082-RC

PAGE 16.

50 SuRestions for further development.

As the economical part of this program is rather simplified, further development will be in the direction of improving these economical calculations.

After these improvements have been made it would be advantageous to build up a program that can be used to analyse existing ships

(both on technical and economical features).

0f course mamy existing subprograms can be re-used in the new

pro-gram.

As the N.S.M. cargo ships, programs for

B.-program is suitable only for conventional general an obvious extension would be to build up similar other ship types0

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WAGENINGEN Report no. 70-082-RC

PAGE 17. Literature. [i] .c. Gallin,

[63

S.A0 Harvald, C. Gallin,

W.POA. van Lainneren, J.D. van Manen, M.W.C. Oosterveld J0 auf'm Keller, H. Carstens, H Benford, H. Benford,

Bestimmung der Einfliisse von Entwurfs-und Reederei-Kenngrssen auf die

Wirt-schaftlichkeit eines Schiffes unter Einsatz elektronischer Rechenanlagen. Dissertation 1967.

Entwurf wirtschaftlicher Schiffe mit-tels Elektronenrechner.

Jahi'buch der Schiffbautechnjschen Ge-sellschaft 1967e o 269.

Graaninhoud en bijbehorend

zwaartepunt in het voorontwerpstadium0 Schip eñ Werf,

5 mel

_1967.

Diagrams for determining the resis-tance of single-screw ships.

Publication no. 118 of the N.S.MB. International Shipbuilding Progress, volume 1, no. 4-1954.

Fundamentals of ship resistance and propulsion, part B: Propulsion.

Publication no. 132a of the N.S.M.B. Wake of merchant ships. Doctor's thesis.

The Danish technical Press, Copenhagen, 1950.

The Wageningen B-screw Series. S.N.A.M.E. 1969.

Enige aspecteri bij het ontwerpen van scheepsschroeven.

Schip. en Werf 1966, no. 24.

Ein neues Verfahren zur Bestimmung des Stahlgewichts von Seeschiffen0 Hansa, 104, 1967. p.18640

General Cargo Ship, Economics and Design0 University of Michigan, 1962e On the Rational Selection of Ship Size. Paper for the Pan American Congress of Naval Architecture and Marine

Trans-J0J.

Woortman, en F.J. de Ranitz A.J.W. Lap,

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WAGENINGEN ReDort no. 70-082-RC

PAGE I L) o tI 4] _H0 _Benford, [11] J Fetzlaff, A. Grisch1, H.D. Albers

portation0 Rio de Janeiro 1966e The practical Application of Econo-mics to Merchant Ship Design.

Vakantieleergang, Werktuig- en Scheeps-bouw te Deift 1965e De Ingenieur

_1966.

Schiff und. Hafen, September

_1958,

p.

731.

(Description of the 'Marburg'). Schiff und Hafen

_1965,

o

507.

(Description of the 'Haminonia')0

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DESIGN INPUT DATA

basic requirements

-

specifications

data suppi. by yard

initial values

values for intervening

directing values

CHANGE

i. and Cb

SHIP DESIGN and ECONOMICSGENERAL PROGRAM

BUILDING COST

i/IS BUILDINGCOST

\ECONOMICAL CRITERION

CR I T BU IL D. CO ST INPUT

DATA

DESIGN PROGRAM

for

CONSTANT Land Cb

JL and Cb HAVE BEEN

N\ALTERED SUFFICIENTLY

Y/ARE ECONOMICAL

\ICALCULATIONS INVOLVED'

VARIATION STUDY ?>Y

FIND OPTIMUM L&Cb

DESIGN TABLES

- weight tables

- shipform tables

-. engine catalogue

CRIT= ONE OF 6 CRITERIA OPERATING COST

(6 CRITERIA)

f FIG.1

N/NEXT LorCb \y

\AVAILABLE ?

j

ECONOMICAL DATA

data supplied byyard

data supplied by

shipowner

CHOOSE NEW

VALUES for L_d

(23)

DESIGN PROGRAM

for constant Land Cb

B/DBDR >N

Y

INTERNAL ARR.

t

L. B.Cb. 1.0 29

TEST: T > Tmax

FIG.2

DISPI.

D = Ds

CORR. B andD

I CORRECT D

FREEBOARD REG..IDSJ

/is iteration for

( cargo hold

\ carried out

Y

f FUEL CAP.

f STABILITY-IBDR

T = Tmax Y<B,

<BDR

CORRECT B and D f N< B/D BDR [CARGO HOLD VOLI

f-.<TESÎ: CARGO HLD<CARGO H.mjn>

I RESISTANCE _I I PROPULSION _I f ENGINECHOICE _i ILE NGTH of ENG. R.f [WE IGHTS-I.DISPL11 fCENTRES of _GRAV.1 JTRIM

ç___kIDlSPL_DlSPL1kE>N

DISPL=DISPL i I COR RE C T '.4 D =Ds .4

_<Ds

(24)

STABILITYand CARGO HOLD VOLUME

TES1S

B= D. BDR

t

CARGO HOLD VOL.

-' KUB

Y

KUB<KUBmin

-

A3

R5= i

_{KUBKUBmjnI<A3)L4...}

DKUB (KUB min _..KUB). Cl _{¡ R 5} O

BB '1

DKUB.BDR

KUB.(l+BDR)

D=D.(1+

DKUB

K U B. (1 + B D R)

a good yalue for C ¡s 0.8

FIG. 3 JSTABILITY - BDR

T>

Tmax-1>--B/D<BDR_A2

>N

'-t____

N(JB/DßDRI<2

_>1

Y

R5O

D=D.(l+)

Y

B/D<BDR+A2>N

I D= _'/BDR

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WAGENINGEN

Report no. 70-082 RC

PAGE

Appendix:

(34)

LENCTH NEADTH L)EPTH

OPAUGH T

DEADWEIGHT (T) -

685

CARGO CAP. (NET. l)vi.) (1) 61i

SERVICE PEEL) - ()

TRIAL SPEED (N) IS.1Ç,

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POJLk (MHP)

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VERTICAL PRISMATIC C'ìFFiLftNT

L.C.R. FUPWAPL) O i/?L ('-EPC, L)

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¿ NO OF DEC<S

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NO OF HOLDS

N.OFHULD5 AFT (JE IACH. SPCE

LENGTH OF HOLDS (M) 2U.S1

DiSTANCE AFTP.MULKHLA.P. (ML 7.UU

JISTANCE AFT.HULH.

T

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L.NGTH OF 1OINE UUM

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DEPTH OF CNTLM (1kL)EF (M) i

CAPAC1TtHEAVY O-IL (T)

CAPACITY UIEEL NIL (T) Ilu

_CAPACITY LUETC. UIL (fl S

CAPACITY FkE5H vJTEk (T) C:LEJkNW. BALL. CAR. (u_H. ONLV) (T)

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..TOTAtCAP. Gi'k1.N

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TOTAL CAP.GRAJN iN í.UT IS

TOTAL CAP.HALE IN.CL1T iS.

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(36)

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(1-D1STJCt IN NMLS

j

SPEED i:N r\Ñ)IS

Nu OF fJAYS

HE\V( 01L LuSTS TOTAL EUL COSIS

POT.ANL) .C'\N(\L F

Ev E N U E c

COSTS OF THIS \!OYLE

PkOFIT OF THIS VUYI-\1

FMTd1

-LjLr

î.joovoycFF:S L.)}

- t

CP1 TAL cH(:S

-COSTS JNL)P

OF OPIR r,

I 9)t4

COSTS ijEPLNU O

TOTAL COSTS PEP MEAR

PkOFIT PEP YAr

)._

<EMU' Ef-T \/L

LSS JÇ(

7

PEDIJTPF.') FP ATR

CAP.ECUV F .C1 O (PLPC! tS

(40)

152.25 21 .90 13. ib lo 8.62 9900 R399 21.26 22.00 17713 18400

0.564

0.577 Q. 977 0.714 0.790 -1.252 NO OF DECKS NO OF TRANSVERSE BULKHEADS NO OF HOLDS

NO OF HOLDS AFT OF MACH. SPACE

LENGTH OF HOLDS (M) 20.26

DISTANCE AFTP.HULKHLk.A.. (M) 6.09 DISTANCE AFTP.BULKH.-AFT E.R.BLKH. 13.78

LENGTH OF ENGINE ROOM (M) 23.48 DOUBLE BOTTOM CAPACITY (M3) 1741.84

VOLUME OF SupERsTRUCTURE (M3) 6034.92 DEPTH OF CENTER GIRDER (M) 1.82 CAPACITY HEAVY OIL (T) 1123 CAPACITY DIESEL OIL (T) 109

CAPACITY LUBRIC. OIL (T) 11

CAPACiTY FRESH WATER (T) 9H

CLEAN W. BALL. CAP. (D.H. ONLY) (T) 335

DiSPLACEMENT OF BULBOUS HOW (M3) 87

TRIM AND STABILITY PARTICULARS

TOTAL TRIM (HOM. LOADED) (AFT=+) -,46 M GM(rIOM. LOADED,WITH FUEL) (M) .96 M

GM(HOM.LOADED,WITHOuT FUEL) (M)

35 M

CENT.O.GRAV.ÇHOM.LOADED)ABOVE KEEL 8.16 CENT.OF BUOYANCY ABOVE KEEL (M) 4.73

SCREW PARTICULARS

SINGLE SCREW DiRECT DRiVEN NO OF BLADES ¿4

DIAMETER (M) 6.17

REV. PER MIN. 113.

RATIO PITCh-DIA l.OìC BLADE AREA RAT

SCREW EFFIC

O.63

PROP.LOEFF.

3

H

b

Q.68

DESIGN RESULTS OF SHIP NO i (F-AMMowIA )

LENGTH pEP, (M)

BREADTH (MOULDED) (M)

DEPTH (MOULDED) (M)

DEPTH TO MAIN DECK (M)

IJRAUGHT (MOULDED) (M)

DEADWEIGHT (T)

CARGO CAP. (NET. DW.) (T)

SERVICE SPEED (KN) TRIAL SPEED (K N) REQUIRED POWER (MHP) INSTALLEI) POWER (MHP) BLOCK COEFFICiENT PRISMATIC COEFFICIENT MIDSHIP COEFFICIENT WATERPLANE COEFFICIENT

VERTICAL PRISMATIC COEFFICIENT L.C.B. FORWARD OF 1/2L (PERC. L)

(41)

TOTAL CAP.RAIN IN CIJFT Is 752059.8

TOTAL CAP.BALE IN CUFT IS 667469.3

INCL.REFR.SPACES 26410.0 CUFT AND DEEPTANK 51440.00FT SPECIFICATION CARGOHOLD CA.WITH CEN.OF GkAV.

Ml M M

7.40 84.57

bASIC CAPACITY SHEER CORRECTION CAMBER CORECT ION CORR.COLLISI0N HKHL). CORR.LENC,TH EN.1INEkM. CORR.AFT PEAK HLKHL). TUNNEL CORRECTION CORR.D.BOÍTOMHEItYHT CORR. FOR HATCHES COPR.FOP BATTENS CURR.AIL&E KNEES

CORR.REFR. ISOLAT ION CAP.ABOVE UPPER DECK

103.2

504.10

-127.89

17.3 -10.90

-74.22

49.45 -54.23

-8.33

-45'4.10 661.97

11.47

13.96

9.21

7.93

10.39 ¿.8R

1.60

14.63 7.83 ¿.11 13.25 15.90

91.35

76.13 143.88 32.08 7.61

1298

84.57 84.57 4.S7 84.57 64.57 127.36

TOTAL CAP. GRAIN ¿1294.57 8.43 86.21

(42)

WEIGHT AND CENT. OF GRAy. STEEL AND OUTFIT WEIGHT GP< TON M G-APP M HULL 3213.79 7.57 73.76 CONSTR.TYPE CORP. ENG.RM. LOCATION COR

.,

.91 f.58

7.13

53.87 ICE STRENGTHENING 133.98 bULBOUS HOW 1.72 152.25 SEAT INr,S 45.63 1.82 ¿9.26 SUPERSTRUCTURE 388.).2 18.75 62.55 B U L W A RKS

6O.1

14.37 76.13

EXTRA WEIGHT NOi 9.21 73.76

EXTRA WEIGHT NO2 3q95 73.76

TOTAL STEEL WEIGHT 4021.28

ANCHOR EDUIPHENT F41.1? 16.88 147.68

MOORING EUUIPMLNT

30.4

IA.87 76.13

HOLD VENTILATION 32.78 10.53 76.13

PA I t T 58.44 .21 76.13

8ATTENS AND CEILiNG 152.c,7 3.64 76.13

STAIRS AND GANGWAY 10.53 76.13

DECK COVER. OUTSIDE 3.?1 17.28 31.61

EARPAUL INS 13.31 18.28 31.61

HATCH COVERS 142.14

jA.49

85.87

MANHOLES AND DOORS 15. 6 iu.53 7b.13 LIFE-SAVING EQUIPMT.

12.6

18.66 ¿6.91 VICTUALING SPACES 11.19 14.53 31.e,1

DECK COVER. INSIDE 60.'?? 18.66 31.61

ISOLATION NON-PEER. 9.21 31.61

wINDOWS + PORTHOLES 18.28 31.61

SEC. MASTS,FITTINGS ¿7.33 13.16 (6.13

CARGU-HANUL. STEEL 24.29 85.87

CARGO-HANDLiNG OUTF.

6I.8

14.77 85.87

ISOLATION NEFR. 62.49 13.25 15.23

OUTFIT (INSIDE) 45.yJ 17.41 31.61

TOTAL OUTFIT+E(JU!PM. 100 .41

TOTAL WEIGHT STEEL +001F. WEIGHT 5061.6w T

COG.-K 9.64 M COG-APP 74.15 M

(43)

WEIGHT AND CENTRES 0F

(RAV.:MACINÇ(

ELGHT(T) GK(M) G-APP(M)

MAIN PROPULSION INSTALL. PROPELLER SHAFTING

PROPELLER(S)

AUXILIARY STEAM PLANT

FUEL_LU8RiC._c00L.w_ASYS EN&INEPOOM OUTFIT

WORKSHOP EQUIPMENT

BILGE- AND SAFETY INSTALL. FIRE EXTINGUiSH INSTALL. AIR AND SOUNDING PIPES FRESH WATER INSTALL. AIRCONDITIONING INSTALL. PEER. INSTALLATIOr

CARGO OIL DEEPTAN INSTALL. HOLD VENT1LATI

ANCHOR AND MOORING WINCHES

810.00 113.05 22.1k 72.05 171.53 77,98 31.28 14.07 5.99 32.70 32.89 )7.53 22.03 15.51 5.06 22.26

6.6

3.24 3.2 13.16 3.82 9.21 11.53 1.82 10.53 8.12 5.26 14.16 13.16 2.64 9.21 16.59 31.61 11.85 3.08 31.61 0.51 31.61 31.61 53.87 76.13 76.13 31.61 31.61 23.42 23.42 76.13 114.19 76.13 CARGO HANDLING WINCHES

DAVIT AND (,ANGWAY WINCHES 5TLEPING ENGiNE

AUXILiARY ENGINES ELECTRICAL EQUIPMENT ELECTRICAL CIVIL APPAR. LIGHTING EQUIPMENT

COMMUNICATION AND ALARM SYST. NAVIGATION APPARATUS

EXTRA WEIGHT MACH. PART

143.85 2.14 12.23 51.06 49.62 3.03 2.01 .42 2.10 80.00 18.66 11.10 5.?? 13.16 16.91

I8.1

11.84 21.41 2.63 31.61 .00 31.61 31.61 31.61 76.13 36.06 - 41.00 15.23

WEIGHT AND CENTRES OF GRAVITY OF THE EMPTY

SHiP SHIPBUILDING 5061 .69_1812.52 9 64 7.54 74.15 35.62 MACHINERY 6874.2? 9.08 63.99 LiGHTSHIP

TOTAL MACHINER' PART l812.2

(44)

RESULTS OF ECONOMICAL CALCULATiONS 15698 PARTICULARS VOYAGE NO TRANSPORTED CARGO (T) DISTANCE IN NMLS SPEED IN KNOTS NO OF DAYS

HEAVY OIL COSTS TOTAL FUEL COSTS PORT AND CANAL FEES

VE NUES

COSTS OF THIS VOYAGE PROFiT OF THIS VOYAGE PARTICULARS VOYAGE NO

TRANSPORflD CARGO (T) DISTANCE IN N1LS

SPEED IN KNOTS NO OF DAYS

HEAVY OIL COSTS TOTAL FUEL COSTS

OPT AND CANAL FEES

R E V E N U ES

COSTS OF THiS VOYAGE PNOFIT OF THIS VOYAGE

2 3 b80 .00 2 1 74 17.72 5.923 67999 8657 571162 354771 216392 1000 68O .00 21.53 16.81 41037 6,'Yôl 4657 397500 335499 62001 PARTICULARS VOYAGE NO I TRANSPORTED CARGO (T) DISTANCE IN NMLS 4200

68O.O0

SPEED IN KNOTS 22 96 NO OF DAYS 17.09

HEAVY OIL COSTS 44257

1OTAL FUEL COSTS

6542

PORT AND CANAL FEES 8657

REVENUES 556463

COSTS OF THIS VOYAGE 341547 PROFIT OF THIS VOYAGE 214917 BUILDIN(, COSTS STEEL 4'-55833 BUILDING COSTS EQUIP-OUTFIT 3402577 BUILDING COSES MACHINERY 116i27e5 TOTAL BUILDING COSTS ¿4647657 iNTEREST AND DEPRECIATION 243537g HULL-MACH. INSURANCE 152974 COLLISION INSURANCE 20704 TOTAL-LOSS INSURANCE 31263 FREiGHT REVENUE INSURANCE 51967

LUGGAGE INSURANCE 1449

PROTECTION AND INDEt1NlTY IN. 29459

MAINTAINANCE COSTS o

REPAIR COSTS 183143

CREW W ES-VICTUALLING cosis 1193930 AL)M1NISTRATIVE COSTS Y4OOO

(45)

ECONOMICAL RESULTS REMUNERATIVENESS PERC. 16.6 REQUIRED FP.RATE 63.5 CAP.RECOV.FACTOR(PERC) 28.1 PARTICULARS VOYAGE NO TRANSPORTED CARGO (T) DISTANCE iN NMLS SPEED IN KNOTS NO OF DAYS

HEAVY OIL COSTS TOTAL FUEL COSTS PORT AND CANAL FEES REVENUES

COSTS OF THIS VOYAGE PROFIT F THIS VOYAGE

4 680).00 21.34 51887 6q249 Rb57 b8jOOO 359552 32C448

NO OF VOYAGES PER YEAR 5.03 CAPITAL CHARGES

283379

COSTS INDEP. OF OPERAI. 2658889 COSTS DEPEND. ON OPERAI. 1506314 TOTAL COSTS PER YEAR

7O0582

PROFIT PER YEAR 4094368