Ship Design Estimation Methods

Estimation Methods for Basic Ship Design
Prof. Manuel Ventura Ship Design I MSc in Marine Engineering and Naval Architecture
Summary
Hull Form Lightship Weight Deadweight Components Propulsive Coefficients Propulsive Power Subdivision and Compartments Capacities
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Estimation Methods
Introduction
At the beginning of the basic design there is no sufficient data to proceed with accurate computations It is necessary to use estimate methods which with the few information available or assumed will allow to obtain approximate values These methods are generally based in statistical regressions with data compiled from existing ships
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Estimation Methods
Hull Form Coefficients
Block Coefficient (CB)

CB = C 1.68 Fn
0.14 L B + 20 CB = Fn 26
C = 1.08 (single screw) C = 1.09 (twin screw) C = 1.06
0.48 CB 0.85
0.14 Fn 0.32
CB =
0.23 L B + 20 2 26 F 3
n
CB = 4.22 + 27.8 Fn 39.1 Fn + 46.6 Fn3

Barras (2004)
0.15 < Fn < 0.32
V CB = 1.20 0.39 L PP
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V [knots] LPP [m]

Estimation Methods 5
Block Coefficient (Cb)

Alexander (1962)
CB = K 0.5V
with:
Lf
K = 1.12 1.03 = 1.32 1.23
p / navios mercantes p / navios de guerra
V : velocidade [ knots ] LF : comprimento da linha de flutuaao [ ft ]

Van Lameren
CB = 137 . 2.02V
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Lf

Ayre
CB = 106 . 168 . V
Minorsky
Lf
CB = 122 . 2.38V
Munro-Smith (1964)
Lf
dCB Cw Cb = dT T
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Estimation Methods

Townsin (1979)
C B = 0.7 + 0.125 tg 1 [25 (0.23 Fn )]

Schneekluth (1987)
CB =
0.14 Fn
LPP
+ 20 B 26
CB =
0.23 Fn
2 3
LPP
+ 20 B 26
p / 0.48 < C B < 0.85 0.14 < Fn < 0.32
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Estimation Methods

Katsoulis
C B = 0.8217 f LPP
Ro/Ro Reefers 0.97 Gen. Cargo Tankers 0.99
0.42
B 0.3072 T 0.1721 V 0.6135

OBO 1.03 Bulk 1.04 Gas 1.05 Products Chemicals 1.06 Ferry 1.09
In which f is a function of the type of ship:

Containers 1.00
Kerlen (1970)
C B = 1.179 2.026 Fn
p / C B > 0.78
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Estimation Methods
Midship Section Coefficient (CM)

Midship Section Coefficient R2 CM = 1 2.33 B T Kerlen (1970)
Where:
3.56
C M = 1.006 0.0056 C B
HSVA
R= Bilge radius [m] Fn = Froude Number
CM =
Meizoso
1 3.5 1 + (1 C B )
C M = 1 0.062 Fn 0.792
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RO/RO ships and Container-Carriers 10
Estimation Methods
Midship Section Coefficient (CM)

Parson (2003)
0.4292 R 2 CM = 1 B T
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Estimation Methods
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Waterline Area Coefficient (CWL)

Schneekluth
CWL = 0.95 CP + 0.17 3 1 CP
CWL = 1 (1 + 2 CB ) 3
U shape sections Intermediate shape sections V shape sections
CWL = CB 0.025
1 C CWL = 1 + 2 B 3 CM

A = 0.248 + 0.049 G B = 0.778 0.035 G G=0 =1
Estimation Methods
Torroja
CWL = A + B CB
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U shaped sec tions V shaped sec tions

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Waterline Area Coefficient (CWL)

Parson (2003)
CWL = CB 0.471 + 0.551 CB
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Estimation Methods
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Buoyancy Center Ordinate (KB)
5 1 CB KB = T 6 3 CWP
Normand Normand Schneekluth Wobig
KB = T ( 0.9 0.36 CM ) KB = T ( 0.9 0.3 CM 0.1 CB ) C KB = T 0.78 0.285 B CWP

0.168 CWL KB = 0.372 T CB
Vlasov
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Estimation Methods
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Buoyancy Center Abscissa (LCB)

As a first approximation, the abscissa of the buoyancy center can be obtained from the following diagram as a function of the Block Coefficient (CB):
A - recommended values B, C limit values
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Estimation Methods
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Buoyancy Center Abscissa (LCB)

Schneekluth
lcb = (8.80 38.9 Fn ) / 100 lcb = 0.135 + 0.194 CP
[% Lpp AV MS] (tankers and bulkers)
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Estimation Methods
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Transverse Metacentric Radius (BMT)

The Transverse Metacentric Radius is defined by
BMT =
The transverse moment of inertia of the waterplane (IXX) can be approximated by the expression:
I XX
I XX = k r B 3 L
In which the values of the factor kr are obtained from the following Table:
CWL 0.68 0.70 0.72 0.74 M.Ventura Kr 0.0411 0.0433 0.0456 0.0480 CWL 0.78 0.80 0.82 0.84 Kr 0.0529 0.0555 0.0580 0.0607 0.0634 CWL 0.88 0.90 0.92 0.94 0.96 Kr 0.0662 0.0690 0.0718 0.7460 17 0.7740
0.76 Estimation 0.0504 Methods 0.86

BMT =
Reduction Factor:
f ( CWP ) = 1.5 CWP 0.5
2 f ( CWP ) = 0.096 + 0.89 CWP
f ( CWP ) L B 3 f ( CWP ) B 2 = T CB 12 L B T CB 12
Murray Normand
3
f ( CWP ) = 0.0372 ( 2 CWP + 1)

2 f ( CWP ) = 1.04 CWP
Bauer N.N. Dudszus and Danckwardt

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2 f ( CWP ) = 0.13 CWP + 0.87 CWP 0.005
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Estimation Methods

Xuebin (2009)
BMT = (0.085 CB 0.002 )
B2 T CB
(bulk-carriers)
Xuebin, Li (2009), Multiobjective Optimization and Multiattribute Decision Making Study of Ships Principal Parameters in Conceptual Design, Journal of Ship Research, Vol.53, No.2, pp.83-02.
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Estimation Methods
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Longitudinal Metacentric Radius

The Longitudinal Metacentric Radius is defined by
I YY The longitudinal moment of inertia of the waterplane (IYY) can be obtained approximately by the expression: BML =
IYY = k R B L3
In which the values of the factor kR are obtained from the following Table:
CWL Kr CWL Kr CWL 0.68 0.70 0.72 0.74 M.Ventura 0.76 0.0332 0.0350 0.0375 0.0400 0.78 0.80 0.82 0.84 0.0450 0.0475 0.0503 0.0532 0.0560 0.88 0.90 0.92 0.94 0.96 Kr
0.0588 0.0616 0.0645 0.0675 0.0710 20
0.0425 0.86 Estimation Methods
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Stability Parameters
Metacentric Height KM
2 3 C C C KM = B 13.61 45.4 B + 52.17 B 19.88 B CWP CWP CWP
Applicable to ships with 0.73 < (CB/CWP ) < 0.95
0.08 B 0.9 0.3 CM 0.1 CB KM = B C + B CM T T

If CWP is unknown:
Schneekluth
1 C CWP , N = 1 + 2 B 3 CM
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C = 1.0
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Estimation Methods
Period of Roll
An excessively high value of GMT implies a very small period of roll and leads to high accelerations, which are uncomfortable to crew and passengers and also results into higher loads in some equipment A maximum value of GMT should therefore be assumed based on na acceptable value of the roll period (T = 10 seconds is typical value) The period of roll (T) can be estimated by the expression:
TR =
where: B [m] GMT [m]
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0.43 B GMT
[s]
Estimation Methods
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Wetted Surface (SW)

Denny
em que: SW : wetted surface [ft2] LPP : length bet. perpendiculars [ft] T : draught [ft] : displacement volume [ft3]
SW = 1.7 LPP T + T
Taylor
SW = 0.17 c LWL
em que: SW : surface [m2] : displacement volume [ m3] LPP : length on the waterline [m] c : f(CM, B/T)
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Wetted Surface (SW)

Holtrop and Mennen (1978)
SW = Lwl ( 2 T + B ) CM
( 0.453 + 0.4425 C
2.38 ABT CB
0.2862 CM 0.003467 B
+ 0.369 CWP +
In which: ABT transverse section area of the bulb on FWD PP
Schneekluss and Bertram (1998)
SW = 3.4 3 + 0.5 LWL

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Estimation Methods
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12
Cylindrical Mid-Body
Lindblad (1961)
LE = 1.975 2.27 CB L LR = 1.12 CB L LX = L LE LR
p/ Cb < 0.75
Le = length of entry Lr = length of run Lx = length of parallel body
Lindblad, Anders F. (1961), On the Design of Lines for Merchant Ships , Chalmers University Books.
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Estimation Methods
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Cylindrical Mid-Body
Approximate extent of the cylindrical body: Full shape (CB > 0.80) LX = 30% 35% LPP LX = 15% 20% LPP Full shape (0.70 CB 0.80) Slender shape (CB < 0.70) LX decreasing to 0 In alternative, the length of the cylindrical body (LX) and the proportion between the entry and the run bodies (L1/L2) can be obtained from the graphic of the figure, as a function of the block coefficient (CB)
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Freeboard
Tabular Freeboard (ILLC)

The tabular freeboard can be approximated by a parabolic curve regression of the tabular values from the Load Lines Convention as follows
Ships of Type A:
FB = 0.027415 Lfb 2 + 21.007881 Lfb 562.067149

Ships of Type B:
[mm]
FB = 0.016944 Lfb 2 + 22.803499 Lfb 691.269920

where Lfb = ship length according to the rules [m]
[mm]
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Estimation Methods
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Tonnage
Gross Tonnage
The Gross Tonnage can be estimated as a function of the Cubic Number (CN = Lpp x B x D), by the following expression:
GT = k CN
Type of Ship
Tanker, Bulk Carrier Product Tanker, Chemical Tanker Multi-Purpose Fast Container Carrier
K
0.26 0.30 0.25 0.35 0.25 0.40 0.25 0.33
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Estimation Methods
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15
Net Tonnage
The Net Tonnage can be estimated as a fraction of the Gross Tonnage, as follows:
NT = k GT
Type of Ship
Container Carrier Others
K
0.3 0.5 0.5 0.7
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Estimation Methods
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Compensated Gross Tonnage (1)

Compensated Gross Tonnage (CGT) is related to the amount of work required to build a ship and it depends on her size, as measured by the GT, and her sophistication, as defined by a coefficient increasing with the ship type complexity. Its definition and calculation procedure are set down by the OECD (2007). CGT is used to measure and compare the capacity or production of a shipyard, a group, a country etc., for the purpose of statistics and comparisons.
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Estimation Methods
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Compensated Gross Tonnage (2)

CGT can be estimated by the following expression:
CGT = a GT b
Where: GT: Gross Tonnage a, b: coefficients that can be obtained from the Table as a function of the type of ship
Ship Type
Bulk Carrier Oil Tanker Chemical Tanker Product Tanker General Cargo Coaster Reefer LPG Container Carrier
a
29 48 84 48 27 27 27 62 19
b
0.61 0.57 0.55 0.57 0.64 0.64 0.68 0.57 0.68 33
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Estimation Methods
Lightship Weight
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Lightship Weight Estimate

Components of the Lightship Weight
Structure Machinery Outfitting
Centers of Gravity Longitudinal distribution of the lightship weight
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Estimation Methods
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Displacement and Weights of the Ship

The displacement is computed by:
= . LBP . B.T . Cb
The displacement is equal to the sum of the fixed and variable weights of the ship:
= DW + WLS
in which: DW WLS
- deadweight - lightship weight

DW = CDW + DWS
CDW DWs
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- cargo deadweight - ships own deadweight

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Lightship Weight
For the purpose of estimate, generally the lightship weight is considered to be the sum of three main components:
WLS = WS + WE + WM
in which: WS - Weight of the structural steel of the hull, the superstructure and of the outfit steel (machinery foundations, supports, masts, ladders, handrails, etc).
W S = W H + W SPS
WE - Weight of the equipment, outfit, deck machinery, etc. WM Weight of all the machinery located in the engine room
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Estimation Methods
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Weight Estimates
A reasonable structure for a generic expression to compute the weights of the ship can be as follows
W = k .V a . b
in which: k - constant obtained from similar ships V - service speed - displacement a, b - constants depending from the type of weight under consideration, obtained from statistical regressions
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Estimation Methods
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Weight Estimate
Hull Weight
WH = k V 0.5
Equipment Weight
WE = k V 0.9 3/4
Machinery Weight
WM = k V 3 2/3
Methods to Estimate the Hull Weight

1. Methods that consider the weights as function of the main characteristics of the hull
Appropriate to be used in processes for the optimization of the main dimensions
2. Methods based in the existence of data from existing ships

More precise estimates Results not satisfactory when dealing with new types of ships When the hull form, the general arrangement and the subdivision are already roughly known Based on the scantlings of the midship section
3. Methods based in surfaces.
4. Methods based in the midship section modulus.
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Estimate the Hull Weight

NOTES: Most estimate methods consider separately the weights of the hull and of the superstructure For the purpose of cost estimation, the hull weight should be subdivided into:
Weight of structural steel (hull structure) Weight of outfit steel Weight of plates Weight of stiffeners (foundations, ladders, steps, etc.)
Each of these components should be subdivided into:
For the purpose of cost estimation, and due to the waste resulting from the cutting process, should be used:
Gross Steel Weight = 1.08 ~ 1.12 x Net Steel Weight
Hull Weight
Quadric Number
WH = k L ( B + D )
Cubic Number
WH = k ( L B D )
In both expressions, k is a constant, obtained from similar existing ships Limitations The draught is not considered The cubic number gives the same relevance to the three hull dimensions, which is not realistic
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Hull Weight
Quadricubic Number (Marsich, Genova)
WH = k N qc
3 N qc = L . B. D . 1 + Cb 4
4/ 3 1/ 2
1/ 2
Sato (tankers with 150 000 t< DW < 300 000 t), 1967
3 3L2 B 2 Cb + 2.56 L2 ( B + D ) WH = 10 5.11 D 0.8 1
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Estimation Methods
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Hull Weight
Some methods take advantage of the knowledge of the weight distribution from a similar existing ship (parent ship) LRS Method
WH = WHP (1 + f sl + f sb + f sd + f sc )
f sd = 0.45 (D D p ) D p
f sb = 0.688 (B B p ) B p
f sl = 1.133 (LBP LBPp ) LBPp
DNV Method
f sc = 0.50[1 ( f sl + f sb + f sd )] (Cb Cb p )
f sl = 1.167 (LBP LBPp ) LBPp
WH = WHP (1 + f sl + f sb + f sd + f sc + f st )
f sd = 0.50 (D D p ) D p f st = 0.17 (T T p ) T p
f sb = 0.67 (B B p ) B p
f sc = 0.17 (Cb Cb p ) Cb p
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Estimation Methods
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Hull Weight
From statistical analysis regression (dAlmeida, 2009):
WH = k1 LS k 2 B k 3 D k 4
k1 Oil Tankers Bulk Carriers Container Carriers General Cargo
k2
k3 1.000 1.000 0.712 0.850
k4
0.0361 0.0328 0.0293 0.0313
1.600 1.600 1.760 1.675
0.220 0.220 0.374 0.280
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Estimation Methods
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Hull Weight
Cudina et al (2010)
(Tankers and Bulk-Carriers)
0.8D T f 1.36 WH = 1 1 0.0282[Lpp (B + 0.85D + 0.15T )] 1 + 0.5(CB 0.7 ) + (1 CB ) T + 450 3 100
f1 reduction of the hull weight due to the use of high-tensile steel
Cudina, P.; Zanic, V. and Preberg, P. (2010), Multiattribute Decision Making Methodology in the Concept Design of Tankers and Bulk-Carriers, 11th Symposium on Practical Design of Ships and Other Floating Structures, PRADS.
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Hull Weight Correction

The hull weight estimate can be improved by considering some particular aspects such as the usage of special steels, the need of structural reinforcements for high density cargos or the existence of ice belts. Correction [%]
HTS (about 60% of total) HTS (about 35% of total) Systems for corrosion control (tankers) Corrugated bulkheads Reinforcements for Ore Carriers Reinforcements for heavy cargo in alt. holds Reinforcements of holds (general cargo) Reinforcements of decks (general cargo) Ice Class I Ice Class II
M.Ventura Ice Class III Estimation Methods
-12.0 -8.0 -4.0 -1.7 +4.0 +5.5 +1.5 +0.5 +8.0 +6.0 +4.0
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Weight of Superstructures
Can be obtained as a function of the hull weight (Pc) and the type of ship: Cargo liners Tankers Bulk carriers Wsps = 10 ~ 12 % Pc Wsps = 6 ~ 8 % Pc Wsps = 6 ~ 7 % Pc
When the arrangement of the superstructures is already known, a criteria based in the average weight per unit area (Wu) can be used, assuming that the corresponding height of the decks is equal to 2.40 m.
WSPS = WU A
with:
A covered area of decks Wu = 190 kg/m2 (castles) Wu = 210 kg/m2 (superstructures amidships) Wu = 225 kg/m2 (superstructures aft)
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Machinery Weight (1)

The weight of the machinery can be obtained from a similar ship, by alteration of the ships speed and/or of the displacement. WM = K V 3 2/3 with: K - obtained from similar ships V ships service speed [knots] - Displacement The variation of the weight is obtained by deriving the previous expression:
dWM dV 2 d = 3. + . WM V 3
Machinery Weight (2)

k2 WM = k1 PMCR
PMCR: Propulsive power [bhp] The coefficients k1 and k2 are characteristic of the type of propulsive plant:
k1 Diesel (2 stroke) Diesel (4 stroke) 2 x Diesel (2 stroke) Steam Turbine
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k2
2.41 1.88 2.35 5.00

Estimation Methods
0.62 0.60 0.60 0.54

50
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Weight of the Propeller (1)

Some authors suggest formulas for the estimate of the weight of a propeller as a function of its design parameters such as the diameter (D) and the blade area ratio (AE/A0) Schoenherr
WPROP = 1.982 t
A ( D)
R3 A0
with: - specific weight of the material (ref. to table) R - hub radius t - blade thickness ratio WPROP weight of the blades, without the hub

Lamb
A 3 WPROP = 0.004 E A DPROP 0
(fixed pitch propellers) (controllable pitch propellers)
A 3 WPROP = 0.008 E A DPROP 0

where: DPROP - propeller diameter [ft] WPROP total weight [ton]
1 ft = 0.3048 m 1 ton US = 0.91 t
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Estimation Methods
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26

Gerr (2001)
W = 0.00241 D 3.05 W = 0.00323 D 3.05

where: D propeller diameter [ft] W propeller weight [lb]
(3 blade propellers) (4 blade propellers)
1 ft = 0.3048 m 1 lb = 0.454 kg
Gerr, David (2001), Propeller Handbook: The Complete Reference for Choosing, Installing and Understanding Boat Propellers, International Marine.
Propeller Material
Material
Bronze Manganese Bronze Nickel/Manganese Bronze Nickel/Aluminum Bronze Copper/Nickel/Aluminum Bronze Manganese/Nickel/Aluminum Cast steel Stainless steel Cast iron 7.85 7.48 ~ 8.00 7.21
Specific Weight [t/m3]

8.30 8.44 7.70
Composite materials are already being used in propellers for military ships.
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Equipment Weight
WE = k1 ( L B D )
K2
k1 Oil Tankers Bulk Carriers Container Carriers General Cargo
k2
10.820 6.1790 0.1156 0.5166
0.41 0.48 0.85 0.75
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Estimation Methods
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Equipment Weight
Cudina et al (2010)
Lpp WE = 0.28 Lpp B 1620
(Tankers and Bulk-Carriers)
Cudina, P.; Zanic, V. and Preberg, P. (2010), Multiattribute Decision Making Methodology in the Concept Design of Tankers and Bulk-Carriers, 11th Symposium on Practical Design of Ships and Other Floating Structures, PRADS.
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Equipment Weight
Munro-Smith
1 1 L B WE = WEb . + 2 2 Lb Bb
Fisher (bulk carriers)

1 3 L B WE = WEb . + 4 4 Lb Bb
WEb = weight of the equipment of the parent ship
Parker (tankers)
2 1 L B WE = WEb . + 3 3 Lb Bb
Equipment Weight
Lee and Kim The weight is the result of the average of the 3 values obtained by the following expressions:
WE = (WE1 + WE 2 + WE 3 ) / 3
WE1 = f E1 L B
WE 2 = f E 2 L ( B + D )
WE 3 = f E 3 L1.3 B 0.8 D 0.3
with: fE1, fE2, fE3 - constants of proportionality obtained from similar ship
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Ordinate of the Centers of Gravity

Steel (Kupras)
2 KGS 1 = 0.01D 46.6 + 0.135 ( 0.81 Cb )( L D ) + 0.008 D ( L B 6.5)
L 120 m L < 120 m
KGS 2 = KGS 1 + 0.001D 1 ( L 60 ) / 60
Equipment (Kupras)
KGE = D + 1.25
p/ p/
L 125 m L 250 m
KGE = D + 1.25 + 0.01 ( L 125) KGE = D + 2.50

Machinery (Watson and Gilfillan)
p / 125 L < 250 m
KGM = hDB + 0.35 ( D hDB )

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in which hDB height of double-bottom

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Estimation Methods
Lightship Weight Distribution (1)

Ships with Parallel middle-body Defining the unit hull weight (wH) by:
wH =
WH LFF
with: b = 1.19 wH a = (0.62 0.077x).wH x = LCGH [% Lff]
The distribution of the hull weight, in a ship with parallel mid-body, can be represented in accordance with the following figure:
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Estimation Methods
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Lightship Weight Distribution (2)

Ships without parallel middle-body The distribution can be considered as the sum of a rectangular distribution with a parabolic distribution (Muckle).
with: a = wH/2 b = 3wH/4 x = value of the required LCGH shift

Trapezoidal Distribution
Na approach quite common is to assume a trapezoidal distribution of the weight components. The weight is represented by the area of the trapezoid that is given by:
W=
a+b L 2
lcg =
ba L a+b 6
Knowing the weight and the LCG of the component, the trapezoid is defined by: W 6 W lcg a= L L2 W 6 W lcg b= + L L2
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Deadweight Components
Deadweight Components
The deadweight is the sum of all the variable weights on board and is generally assumed to have two main components: DW = CDW + DWs The first approximation, when almost everything is unknown or undefined is to assume: DW = 1.05 x CDW As the knowledge about the ship characteristics and systems increases the 5% DW approximation of the component nondependent of the cargo can be replaced by the estimate of the several individual contributions: DWs = WFO + WLO + WSPARES + WFW + WCREW
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Deadweight
The Deadweight Coefficient is a concept useful in the first steps of the design process and is defined by the expression: DW CDW = Typical values of the Deadweight Coefficient for different types of ships are presented in the table (Barras, 2004):
Ship Type
Oil Tanker Ore Carrier General Cargo LNG/LPG
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CDW
0.800 - 0.860 0.820 0.700 0.620
Ship Type
Container Carrier Passenger Liner Ro/Ro Vessel Cross-Chanel Ferries
CDW
0.600 0.35 0.40 0.300 0.200
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Estimation Methods
Cargo Capacity
When dealing with cargo holds (solid cargoes) it is common to use different measures of the volume:
These capacities can be approximated as follows:

Grain Capacity = 0.985 x Moulded Capacity Bale Capacity = 0.90 x Moulded Capacity Insulated capacity = 0.75 x Moulded Capacity
Estimation Methods
Moulded capacity gross volume computed directly from the moulded lines of the hull Grain capacity net volume, discounting the volume occupied by the hull structures Bale capacity net volume, discounting the volume occupied by the hull structures and irregular shaped volumes not usable by packed cargo Insulated capacity discounting all the above plus the thickness of the insulation, if any, which can range from 200 to 350 mm (refrigerated spaces)
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Fuel Oils
Fuel Oils The total capacity of fuel oil on board is a function of the required autonomy, the service speed (Vs) and the propulsive power (Pcsr)
WFO = Autonomy PCSR SFOC 106 VS
[t ]
The daily consumption is computed by the expression

Daily Consumption = PCSR SFOC ( 24 + 6 ) 106
[t ]
with a tolerance of 6 hours and:

1 SFOC Specific Fuel Oil Consumption g kW h
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Estimation Methods
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Fuel Oil Tanks

The fuel oil system includes the following types of tanks:
Storage tanks Settling tanks Daily tanks (Tanques de armazenamento) (Tanques de decantao) (Tanques dirios)
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Estimation Methods
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Fuel Oils - Storage Tanks
VT volume total do tank (90%) Fe expansion factor (0.96) OP specific weight of the HFO BHP mx. power of the main engine Cs specific FO consumption A autonomy NMCA number of Aux. Engines
[m3]
Fs specific FO consumption factor (1.03) [t/m3] [g/kW/h] [horas]
NP number of ports Cc aux. Boiler consumption Qup consumo de vapor em porto [kg/h] TCS time for load/unload QUM steam consumption manoeuv. [kg/h] Tman time for manoeuv. [h]
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Estimation Methods
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Fuel Oils - Daily Tanks (Settling and Service )

Settling Tank
T time for settling (24 + 6 hours) Cs specific FO consumption fs service factor (margin) fe FO expansion factor FO density
Service Tank Capacity identical to the settling tank.
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Estimation Methods
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Deadweight Estimate (2)

Lubricating Oils The weight of the Lub. Oils can be estimated as a function of the FO, DO and BO weights
WLO = 0.03 (WFO + WDO + WBO )

Spares
For the purpose of its maintenance there is onboard the ship a set of spare parts of the main machinery and of other equipment of the engine room, whose weight can be assumed as proportional to the machinery weight
Wspar = 0.03 WM
HFO, DO, BO and LO Densities

For the weight estimates the following values can be used:
Specific Gravity [t/m3] Heavy Fuel Oil (HFO) Diesel Oil (DO) Boiler Fuel Oil (BO) Lubricating Oil (LO) 0.935 ~ 0.996 0.86 ~ 0.90 0.94 ~ 0.96 0.90 ~ 0.924
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Estimation Methods
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Fresh Water
There are different types of fresh water onboard, associated to different systems:
Cooling Water Systems (Main, aux. engines, central cooling) Feed Water Systems (Main and aux. boilers) Sanitary Water Systems Drinking Water Systems
To estimate tank capacity of the Sanitary and Drinking Water systems, a typical consumption of about 200 liter/person/day can be used.
In passenger ships, due to the high number of people on board, the capacity of the FW tanks is complemented with the installation of evaporators, that extract FW from SW
Crew and Passengers

Crew and belongings The total weight of the crew and their personal objects on board can be estimated by the expression
WCrew = N Crew 500 [kg ]

Passengers and belongings
NCrew = number of crew members
The total weight associated with the passengers can be estimated using a smaller vale for the luggage, due to their shorter staying on board
W pass = N pass 200 [kg ]

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NPass = number of passengers

74
Estimation Methods
37
Propulsive Coefficients
Wake Fraction (w)

Definition
Va = ( 1 - w ) V w= 1Va V
Taylor
w = -0.05 +0.50 Cb
Telfer
w=
B (T - Z P ) 3CWL 3 DP 0.9 2 CWL - CP LWL T 2B

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38
Wake Fraction (w)

Schoenherr
CB CP B 1Z D CWL Lpp w = 0.10 + + H - - 0.175 k 2 T T 6 CB 7 ( 2.8 - 1.8 CP ) C WL 4.5
with:
Zh = average immersion of K = 0.3 (ships with normal

bow) the propeller shaft

w= B S CV DTA 0.0661875 1.21756 CV + TA D (1 CP ) +
+0.24558
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B 0.09726 0.11434 + L (1 CP ) 0.95 CP 0.95 CB

Wake Fraction (w)

w = c9 CV LWL CV 0.0661875 + 1.21756 c11 + 1 C P1 Taft 0.09726 0.11434 B + + LWL (1 CP1 ) 0.95 CP 0.95 CB
+ 0.24558
+ 0.75 Cstern CV + 0.002 Cstern

where:
CP1 = 1.45 CP 0.315 0.0225 lcb c8 = B SW L D TAFT if B TAFT 5.0
7B SW 25.0 T AFT c8 = B LWL DP 3.0 TAFT Cstern = +10.0

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if B TAFT > 5.0
Estimation Methods
78
39
Wake Fraction (w)

Bertram Linear interpolation in the following table, as a function of CB and the number of propellers.
Cb w (1 propeller) w (2 propellers) 0.50 0.14 0.15 0.60 0.23 0.19 0.70 0.29 0.19 0.80 0.35 0.23
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Estimation Methods
79
Thrust Deduction Factor (t)

Definition
RT = (1 - t) TP t = 1RT TP
with: k = 0.50 ~ 0.70 k = 0.70 ~ 0.90 k = 0.90 ~ 1.05 w/ hydrodynamic rudder w/ double plate rudder and stern post w/ simple plate rudder
Schronherr
t =kw
t = 0.001979
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L B D2 + 1.0585 0.00524 0.1418 P B B CP L B T

40
Thrust Deduction Factor (t)

t = 0.001979 0.1418
where:
LWL + 1.0585 c10 + 0.00524 B B C P1
2 DP + 0.0015 Cstern B T
CP1 = 1.45 CP 0.315 0.0225 lcb c10 = B c10 = LWL if LWL B > 5.2 if LWL B 5.2 0.25 0.003328402 B 0.134615385 LWL
Cstern = +10.0
Hull Efficiency (C)

Definition
C =
Volker
1 t 1 w
Linear interpolation in the following table, as a function of CB and the number of propellers.
Cb C (1 hlice) C (2 hlices)
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0.50 1.00 0.96
0.60 1.05 1.00
0.70 1.10 1.03
0.80 1.15 1.07

82
Estimation Methods
41
Propulsive Power
Propulsive Power
The propulsive power is given by: PE [kW] PD = G M H R O where:
PE = effective power:
PE = RT V
G
RT = Total hull resistance [kN]

[kW]
V = Ship speed [m/s]
Efficiency of the gear box: = 0.99 (non-reversible) = 0.98 (reversible) Mechanical efficiency of the shaft line Efficiency of the hull
R = 1.01
Rotation relative efficiency Open water efficiency of the propeller
M = 0.995
H =
1 t 1 w
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Estimation Methods
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42
Estimate of the Total Hull Resistance

At the initial design stage, the estimate of the total hull resistance RT can be done mainly using methods based in statistical analysis of results from towing tank tests. There are several published methods:
Oossanen (small high-speed displacement craft) Keunung and Gerritsma (planing hull forms) Savitsky (planing hull forms) Sabit (Series 60) Keller Harvald Holtrop & Mennen (1978, 1980), Holtrop (1982)
The method of Holtrop & Mennen has proved to give good results for merchant ships
Method of Holtrop & Mennen (1)

The total resistance is the sum of the following components
RT = RF + RW + RV + RB
[kN]
The viscous resistance (that includes form + appendages)

RV = 1 V 2CF (1 + k ) Stot 2
[kN]
The frictional resistance coefficient, CF is computed by

CF = 0.075
( log Rn 2 )
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Estimation Methods
86
43

The form coefficient (1+k) is the sum of the form coefficient of the naked hull (1+k1) with a contribution due to the resistance of the hull appendages (1+k2)
1 + k = 1 + k1 + (1 + k2 ) (1 + k1 )
Sapp Stot
The form coefficient of the naked hull can be estimated by the expression:
1 + k1 = 0.93 + (T L )
0.22284
(B
LR )
0.92497
( 0.95 CP )
0.521448
(1 CP + 0.0225)
0.6906
The value of (1+k2) is obtained from the following table, in accordance with the configuration of the hull appendages
Configuration of the Hull Appendages

Rudder (1 propeller) Rudder (2 propellers) Rudder + structs (1 propeller) Rudder + boss (2 propellers) Stabilizer Fins Bilge Keels Domes
1+k2
1.1~1.5 2.2 2.7 2.4 2.8 1.4 2.7
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Estimation Methods
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44

The length of the aft body, LR, can be approximated by
LR L = 1 C P + 0.06 C P Lcb ( 4C P 1)
When the wetted surface is still unknown, it can be approximated

S = L ( 2T + B ) CM 0.453 + 0.4425CB 0.2862 CM 0.003467 B + 0.3696 CWP T +2.38 ABT CB
The wave resistance RW (generated wave + broken wave) is

RW d 2 = c1 c2 exp m1 Fn + m2 cos Fn
M.Ventura Estimation Methods
d = 0.9
89

in which the coefficients are computed by the following expressions:
= 1.446 CP 0.03 L B
c1 = 2223105 B
( L)
3.78613
( B)
T
1.07961
( 90 0.5 )
1.37565
c2 = exp 1.89 c3
)
1 3
= semi-angle of entrance of the load waterline [degrees]
4.79323 B 8.07981CP m1 = 0.0140407 L 1.75254 T L L 2 3 +13.8673 CP 6.984388 CP 2 m2 = 1.69385 CP exp 0.1 2 F n
c3 =
BT 0.56 ABT + TF hB 0.25 ABT

Estimation Methods
M.Ventura
1.5 0.56 ABT
90
45

When still unknown, the half-angle of entrance () of the design waterline can be estimated by
2 3 0.5 = 125.67 B 162.25 CP + 234.32 CP + L
6.8 ( TA TF ) +0.155087 Lcb + T
[degrees]
The bulb resistance RB is computed from the expression
RB =
3 c Fni
i = TF hB 0.25 ABT
2 ni
1+ F
[kN]
Fni =
pB =
V g i + 0.15V 2
0.56 ABT TF 1.5hB
V [m/s]
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Estimation Methods
91

The bulb resistance RB is
RB =
2 1.5 0.11 exp ( 3 pB g ) Fni3 ABT 2 1 + Fni
[kN]
The model-ship correlation defined by

CA = RA 1 Stot V 2 2
can be determined from the expression

C A = 0.006 ( LS + 100 )
0.16
0.00205 + 0.003
LS
LM
4 CB c2 ( 0.04 c4 )
c4 = TF
LS
p / TF p / TF
LS LS
0.04 > 0.04

92
c4 = 0.04
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Estimation Methods
46
Subdivision and Compartments
Length of the Ship

Alternatives: Formulas based in the economical performance Statistics from existing ships Procedures of control to define limits of variation
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Estimation Methods
94
47
Length of the Ship

Schneekluth and Bertram (1998)
L pp = 0.3 V 0.3 3.2 C B + 0.5 0.145 + 0.5 Fn
with: Lpp Length bet. Perpendiculars [m] V Ship Speed [knots] Cb Block Coefficient Fn Froude Number g = 9.81 m/s2
Fn =
V gL
Based on statistical analysis from the results of optimizations with economical criteria 1000 t Applicable to ships with
0.16 Fn 0.32
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Estimation Methods
95
Length of the Ship

The length of the ship can also be obtained from the Deadweight Coefficient (CDW) and some common dimensional ratios and form coefficients obtained from similar ships:
L=
where: = 1.025 t/m3 CDW = DW/
L B DW B T CB CDW
[m]
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Estimation Methods
96
48
Relations From Statistical Analysis of Existing Ships (1)

Formula of Ayre
L
1 3
= 3.33 + 1.67
V L
Posdunine (Wageningen)
1 V 3 L = C V + 2 C = 7.25 ships with 15.5 V 18.5 knots 2
[knots ]
3 m
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Relations From Statistical Analysis of Existing Ships (2)

Volker (Statistics 1974)
L
with: V [m/s]
1 3
= 3.5 + 4.5
V g
1 3
Applicable to cargo ships and container-carriers
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Estimation Methods
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49
Validation/Comparison of Formulas
Example: Container Carrier Capiapo = 91.187 t V = 25.92 Cb = 0.703
Lpp = 263.80 m B = 40.00 m T = 12.00 m
DW = 50.846 t
Source: Significant Ships 2004 Formulas Schneekluth Ayre Posdunine Volker LPP [m] N/A 153.38 278.94* 284.24 V > 18.5 Obs. Fn=0.55
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Estimation Methods
99
Limitative Factors for the Length

Physical Limitations
Shipbuilding Length of the building ramp or of the dry dock Ship Operation Locks Port limitations
Check the interference between the bow and stern wave systems, in accordance with the Froude Number
The wave resistance begins to present considerable values starting at Fn = 0.25 The intervals 0.25 < Fn < 0.27 and 0.37 < Fn < 0.50 shall be avoided (Jensen, 1994)
50
Collision Bulkhead
The location of the collision bulkhead is established in the IMO Convention for the Safety of Life at Sea (SOLAS)
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Estimation Methods
101
Length of the Engine Room

The length of the Engine Room <LER> can be estimated as a function of the power of the main machinery With the current trend of the decrease of the length (LENG) of the Diesel engines used it is acceptable to estimate: LER = 2 ~ 3 x LENG The resulting length should be rounded to a value multiple of the frame spacing in the Engine Room
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Estimation Methods
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51
Height of Double-Bottom
The minimum height of the double-bottom is established by the Classification Societies taking into consideration only the longitudinal resistance of the hull girder For DNV the minimum height is:
H DB = 250 + 20 B + 50 T
[mm]
with:
HDB height of double-bottom [mm] B - breadth, molded [mm] T - draught [mm] The actual value of the double-bottom height must represent a compromise between the volume of ballast required (due to ballast voyage condition, stability, etc.) and the associated decrease of the cargo volume. In tankers, MARPOL requirements establish in addition
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B/15, 2.0 m) HDB = MIN( Estimation Methods
103
Height of the Superstructure

The total height of the superstructure can be estimated based on the IMO SOLAS visibility requirements (Burgos, 2008)
0.85 LWL H SPST = L (D TM + H DK ) + H DK + 1.5 VIS

where: Lvis = MIN( 2Lpp, 500 ) Hdk = average height of the superstructure decks Tm = average draught
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Estimation Methods
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52
Estimate of Capacities
Cubic Efficiency Factor (CEF)

The CED is a useful ratio defined by CEF = CCRG/(LBD) Typically presents values of [0.50,0.65] and it can be estimated for similar ships by the expression:
k3 k4 CEF = k1 Cbk 2 CCRG PMCR
CCRG [m3] PMCR [Hp]
k1 Oil Tankers Bulk Carriers Multi-Purpose General Cargo (box-shaped)

M.Ventura
k2 0.80 0.66 0.60 0.60
k3 0.094 0.079 0.077 0.075
k4 -0.10 -0.10 -0.15 -0.20

106
0.6213 0.7314 1.2068 1.9640
Estimation Methods
53
Capacities of Cargo Holds and Tanks

Knowing CEF from similar ships, the cargo capacity of a ship can be computed by
CCRG = L B D CEF
The Depth required to obtain a certain cargo capacity can be obtained also with CEF by the expression:
D=
CCRG L B CEF
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Estimation Methods
107
Volumes of Cargo Holds and Tanks (1)

Volume of Cargo Holds Can be estimated from the midship section geometry, deducting insulations
VH = f ps AMS LH Cb
with: fPS = factor obtained from a similar ship AMS = area of the midship section LH = length of the cargo zone
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Estimation Methods
108
54

Volume of Ballast Tanks The volume of the ballast tanks in the cargo area can be estimated from a similar ship
VWB = f ps AMS LH
The volume of the ballast tanks in the aft and fore bodies can be estimated by the expression:
VWBaft = 0.13 f ps B (T + 0.5) Laft VWBfwd = 0.35 T B
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Estimation Methods
109

Hull Volume (excluding FWD Peak)
Vol = 0.987 Lpp B D CBD

D CBD = 0.086 1.0 + 0.0475 ( 0.7 CB ) + CB T
Volume of Double-Bottom
Vol = 0.987 Lpp B H DB CBDB

CBD H = 1.88 DB T
0.5
H 1.364 DB + 1.15 ( CB 0.7 ) T
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Estimation Methods
110
55

Volume of the Engine Room and Aft Peak
Vol = Lpp B D CBm + dCBm

L D CBm = 0.042 0.04 CB + cm ( CB 0.02 ) 0.08 T Lpp
H dCBm = DB 0.1 ( 0.133 CB 0.048 ) T

Kupras, L. K. (1976), Optimisation Method and Parametric Design in Precontracted Ship Design, International Shipbuilding Progress.
M.Ventura

Total Hull Volume (Lamb, 2003)
0.8D T CBD = CB + (1 CB ) 3T
Vol = Lpp B D CBD

Engine Room Volume
Vol = LCM B D CB k
LCM = 0.002 PD + 5.5
with: LCM Length of Engine Room PD - Propulsive power K = 0.85 (Engine Room aft)
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Estimation Methods
112
56

Volume of the Double Bottom
Vol = LDB B H DB CBDB

H CBD = CB DB T
a
a=
CFF 1.0 CB p / CB < 0.75 p / CB 0.75
CFF = 0.70 CB + 0.3
Volume of Peak
= CB
Vol = 0.037 Lpk B D CB
Lpk = 0.05 Lpp
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Estimation Methods
113
Volumes of Wing and Hopper Tanks

Kupras, L. K. (1976), Optimisation Method and Parametric Design in Precontracted Ship Design, International Shipbuilding Progress.
Volume of the Wing Tanks
Vol = 2 f ( 0.82 CB + 0.217 ) LC f = 0.02 B BW + 0.5 BW 2 tg ( )

Volume of the Hopper Tanks
Vol = 2 f ( 0.82 CB + 0.217 ) LC f = 0.02 B BH + 0.5 BH 2 tg ( )
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Estimation Methods
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57
Capacity of Containers (Ships with Cell Guides)

Containers in Holds for Lpp < 185 m
N HOLD = 15.64 ( N B N D ) MS
0.6589
N L 0.5503 CB 0.598 126
for Lpp > 185 m

N HOLD = 15.64 ( N B N D ) MS
with: ND Number of vertical tiers NB Number of transverse stacks NL - Number of longitudinal stacks
1.746
N L1.555 CB 3.505 + 704
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The number of stacks can be estimated by the expressions:
N B = ( B 2 BDH ) / 2.54 N D = ( D + H DK + H HA H DB H MRG ) / 2.60 N L = LHOLDS / 6.55

with: BDH Breadth of the double-hull HDK Height of the deck (salto do convs) HHA Height of the hatch HDB - Height of the double-bottom HMRG Distance from the top of the upper container to the hatch cover LHOLDS Total length of the cargo holds [m]
58

Assuming the margins between stacks of containers
bTEU = 100 mm lTEU = 900 mm hTEU = 13 mm (transverse direction) (longitudinal direction) (vertical direction)
From the statistical analysis of recent ships, the number of longitudinal stacks of containers inside the holds can be estimated by the expression:
N L = 0.0064 Lpp 0.414 LHOLDS 0.806 + 4.22
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Estimation Methods
117

Containers On Deck
NB = B NL =
2.464 6.55
LDK
The number of vertical stacks depends on the stability and also from the bridge visibility.
In ships with Engine Room aft, the height of the bridge can be approximated by:
H BDG = 0.22 LPP + 0.28 D1.56 0.02 LPP 0.806 D1.1

The total number of containers on deck, based in recent statistics, can be approximated by the expression:
0.18 N DK = 145 L0.36 + 0.032 BHP1.18 1074 PP B
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Estimation Methods
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59
Bibliography (1)
Alvarino, Ricardo; Azproz, Juan Jos e Meizoso, Manuel (1997), El Proyecto Bsico del Buque Mercante, Fundo Editorial de Ingeniera Naval, Colegio de Ingenieros Navales. Barras, C.B. (2004), Ship Design and Performance for Masters and Mates, Elsevier Butterworth-Heinemann. Carlton, J.S. (1994), Marine Propellers and Propulsion, Butterworth-Heinemann. Chen, Ying (1999), Formulation of a Multi-Disciplinary Design Optimization of Containerships, MSc Thesis, Faculty of the Virginia Polytechnic Institute and State University.
Fernandez, P. V. (2006), Una Aproximacin al Clculo del Peso del Acero en Anteproyecto, Ingenieria Naval, No.835, Marzo 2006. Gerr, David (2001), Propeller Handbook: The Complete Reference for Choosing, Installing and Understanding Boat Propellers, International Marine.
Bibliography (2)
Holtrop, J. e Mennen, G. (1978), A Statistical Power Prediction Method, International Shipbuilding Progress, Vol.25, No. 290. Holtrop, J. and Mennen, G. (1982), "An Approximate Power Prediction Method", International Shipbuilding Progress, Vol.29, No.335, pp.166-170. Holtrop, J. (1984), "A Statistical Re-Analysis of Resistance and Propulsion Data", International Shipbuilding Progress, Vol. 31, No.363, pp.272-276. IACS (1999), Requirements Concerning Mooring and Anchoring. Kuiper, G. (1992), "The Wageningen Propeller Series", Marin, Delft. Kupras, L. K. (1976), Optimisation Method and Parametric Design in Precontracted Ship Design, International Shipbuilding Progress. Parson, Michael G. (2003), Parametric Design, Chapter 11 of Ship Design and Construction, Vol.I, Lamb (Ed.)
60
Bibliography (3)
Lamb, Thomas (2003), Ship Design and Construction, Vol.I, SNAME. Lee, Kyung Ho; Kim, Kyung Su; Lee, Jang Hyun; Park, Jong Hoon; Kim, Dong Geun and Kim, Dae Suk (2007), "Development of Enhanced Data Mining System to Approximate Empirical Formula for Ship Design", Lecture Notes in Computer Science, Springer Berlin / Heidelberg.
Molland, Anthony F. (2008), "The Maritime Engineering Reference Book: A Guide to Ship Design, Construction and Operation", Butterworth-Heinemann. OECD (2007), Compensated Gross Tonnage System, Council Working Party on Shipbuilding, Directorate for Science, Technology and Industry (STI).
M.Ventura
Estimation Methods
121
Bibliography (4)
Ross, Jonathan and Aasen, Runar (2005) "Weight Based Cost Estimation During Initial Design", Proceedings of COMPIT'2005. Schneekluth, H. and Bertram, V. (1998), Ship Design for Efficiency and Economy, 2nd Edition, Butterworth-Heinemann.
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Estimation Methods
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61

Ship Design Estimation Methods

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Ship Design Estimation Methods

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Estimation Methods for Basic Ship Design

Hull Form Coefficients

Block Coefficient (CB)

CB = 4.22 + 27.8 Fn 39.1 Fn + 46.6 Fn3

0.15 < Fn < 0.32

V [knots] LPP [m]

Block Coefficient (Cb)

K = 1.12 1.03 = 1.32 1.23

p / navios mercantes p / navios de guerra

V : velocidade [ knots ] LF : comprimento da linha de flutuaao [ ft ]

Block Coefficient (Cb)

Block Coefficient (Cb)

C B = 0.7 + 0.125 tg 1 [25 (0.23 Fn )]

p / 0.48 < C B < 0.85 0.14 < Fn < 0.32

Block Coefficient (Cb)

B 0.3072 T 0.1721 V 0.6135

In which f is a function of the type of ship:

Midship Section Coefficient (CM)

R= Bilge radius [m] Fn = Froude Number

RO/RO ships and Container-Carriers 10

Midship Section Coefficient (CM)

Waterline Area Coefficient (CWL)

U shaped sec tions V shaped sec tions

Waterline Area Coefficient (CWL)

Buoyancy Center Ordinate (KB)

Normand Normand Schneekluth Wobig

KB = T ( 0.9 0.36 CM ) KB = T ( 0.9 0.3 CM 0.1 CB ) C KB = T 0.78 0.285 B CWP

Buoyancy Center Abscissa (LCB)

Buoyancy Center Abscissa (LCB)

lcb = (8.80 38.9 Fn ) / 100 lcb = 0.135 + 0.194 CP

[% Lpp AV MS] (tankers and bulkers)

Transverse Metacentric Radius (BMT)

0.76 Estimation 0.0504 Methods 0.86

Transverse Metacentric Radius (BMT)

f ( CWP ) = 0.0372 ( 2 CWP + 1)

Bauer N.N. Dudszus and Danckwardt

2 f ( CWP ) = 0.13 CWP + 0.87 CWP 0.005

Transverse Metacentric Radius (BMT)

BMT = (0.085 CB 0.002 )

Longitudinal Metacentric Radius

0.0588 0.0616 0.0645 0.0675 0.0710 20

0.0425 0.86 Estimation Methods

Applicable to ships with 0.73 < (CB/CWP ) < 0.95

0.08 B 0.9 0.3 CM 0.1 CB KM = B C + B CM T T

Wetted Surface (SW)

Wetted Surface (SW)

In which: ABT transverse section area of the bulb on FWD PP

Schneekluss and Bertram (1998)

SW = 3.4 3 + 0.5 LWL

LE = 1.975 2.27 CB L LR = 1.12 CB L LX = L LE LR

Le = length of entry Lr = length of run Lx = length of parallel body

Tabular Freeboard (ILLC)

FB = 0.027415 Lfb 2 + 21.007881 Lfb 562.067149

FB = 0.016944 Lfb 2 + 22.803499 Lfb 691.269920

Compensated Gross Tonnage (1)

Compensated Gross Tonnage (2)

Lightship Weight Estimate

Centers of Gravity Longitudinal distribution of the lightship weight

Displacement and Weights of the Ship

- deadweight - lightship weight

- cargo deadweight - ships own deadweight

Methods to Estimate the Hull Weight

2. Methods based in the existence of data from existing ships

3. Methods based in surfaces.