Chengwei's Final Report

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LANG
Chengwei Dai
21 December 2012
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Table of Contents
1 Executive Summary................................................................................................................. 1
2 Technical Summary ................................................................................................................. 4
2.1 Introduction ...................................................................................................................... 5
2.2 Requirements .................................................................................................................... 5
2.3 Principal Dimensions ....................................................................................................... 5
2.4 Hull Design ...................................................................................................................... 5
2.5 General Arrangement ....................................................................................................... 6
2.6 Engine Selection............................................................................................................... 7
2.7 Propeller Optimization ..................................................................................................... 7
2.8 Generator Selection .......................................................................................................... 8
2.9 Weights and Stability ....................................................................................................... 8
2.10 Floodable Length .......................................................................................................... 9
2.11 Damage Stability ........................................................................................................ 10
2.12 Midship Section Analysis ........................................................................................... 10
2.13 Seakeeping .................................................................................................................. 11
2.14 Maneuvering ............................................................................................................... 11
2.15 Cost ............................................................................................................................. 11
2.16 Conclusion .................................................................................................................. 12
3 Hull Design ............................................................................................................................ 13
3.1 Initial Hull Design .......................................................................................................... 14
3.2 Proposed Hull Design..................................................................................................... 16
3.3 Container Placement ...................................................................................................... 17
3.4 Lines Drawing ................................................................................................................ 18
3.5 Hydrostatics...................................................................................................................... 2
3.6 Intact Stability for Full Load ............................................................................................ 8
4 General Arrangement ............................................................................................................ 12
4.1 ABS Arrangement Requirements ................................................................................... 13
4.2 Watertight Bulkhead Placement ..................................................................................... 13
4.3 Container Arrangement .................................................................................................. 14
4.4 Deckhouse Arrangements .............................................................................................. 21
LANG DESING PROPOSAL

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4.5 Engine, Generator and Steering Gear Location ............................................................. 23

4.6 Fuel Oil, Lube Oil, and Fresh Water Tank Arrangements ............................................. 26
4.7 Ballast Water Tanks Arrangements................................................................................ 26
5 Power Plant ............................................................................................................................ 29
5.1 Powering Prediction ....................................................................................................... 30
5.2 Propeller Optimization ................................................................................................... 33
5.3 Hull Natural Frequency for Vibration ............................................................................ 36
5.4 Main Engine Selection ................................................................................................... 38
5.5 Generator Selection ........................................................................................................ 39
6 Load Condition ...................................................................................................................... 41
6.1 Full Load Departure ....................................................................................................... 43
6.2 Full Load Arrival............................................................................................................ 47
6.3 Half Load Departure....................................................................................................... 51
6.4 Half Load Arrival ........................................................................................................... 55
7 Structure................................................................................................................................. 59
7.1 Still Water Bending Moment ......................................................................................... 60
7.2 ABS Structural Strength Requirements.......................................................................... 69
7.3 Midship Section Design ................................................................................................. 71
8 Maneuverability ..................................................................................................................... 73
9 Seakeeping ............................................................................................................................. 81
9.1 Seakeeping Results......................................................................................................... 82
9.2 Heave Motions and Accelerations.................................................................................. 83
9.3 Roll Motions and Accelerations ..................................................................................... 84
9.4 Pitch Acceleration .......................................................................................................... 85
10 Floodable Length ............................................................................................................... 86
10.1 Full Load Departure.................................................................................................... 88
10.2 Full Load Arrival ........................................................................................................ 89
10.3 Half Load Departure ................................................................................................... 90
10.4 Half Load Arrival ....................................................................................................... 91
11 Damage Stability................................................................................................................ 92
11.1 Intact Case .................................................................................................................. 95

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11.2 Dcase1 ........................................................................................................................ 97

11.3 Dcase2 ........................................................................................................................ 99
11.4 Dcase3 ...................................................................................................................... 101
11.5 Dcase4 ...................................................................................................................... 103
11.6 Dcase5 ...................................................................................................................... 105
11.7 Dcase6 ...................................................................................................................... 107
11.8 Dcase7 ...................................................................................................................... 109
11.9 Dcase8 ...................................................................................................................... 111
11.10 Dcase9 ...................................................................................................................... 113
11.11 Dcase10 .................................................................................................................... 115
11.12 Dcase11 .................................................................................................................... 117
11.13 Dcase12 .................................................................................................................... 119
11.14 Dcase13 .................................................................................................................... 121
11.15 Dcase14 .................................................................................................................... 122
11.16 Dcase15 .................................................................................................................... 124
11.17 Dcase16 .................................................................................................................... 126
11.18 Dcase17 .................................................................................................................... 128
11.19 Dcase18 .................................................................................................................... 130
11.20 Dcase19 .................................................................................................................... 132
11.21 Dcase20 .................................................................................................................... 134
11.22 Dcase21 .................................................................................................................... 136
11.23 Dcase22 .................................................................................................................... 138
11.24 Dcase23 .................................................................................................................... 140
11.25 Dcase24 .................................................................................................................... 142
11.26 Dcase25 .................................................................................................................... 144
12 Cost .................................................................................................................................. 146
13 Conclusion ....................................................................................................................... 149
14 Reference ......................................................................................................................... 151

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Table of Figures
Figure 1: Lines Drawing of LANG ................................................................................................. 6
Figure 2: General Arrangement at Full Load.................................................................................. 6
Figure 3: General Arrangement at 50% Load ................................................................................. 7
Figure 4: Floodable Length........................................................................................................... 10
Figure 5: USCG GMt Requirement .............................................................................................. 15
Figure 6: Full Load Condition Container Placement .................................................................... 17
Figure 7: Hydrostatic Curves for Full Load Condition................................................................... 4
Figure 8: Curves of Form for Full Load Condition ........................................................................ 5
Figure 9: KN Curve for Full Load Departure ................................................................................. 6
Figure 10: Bonjean Curve ............................................................................................................... 7
Figure 11: GZ curve for Intact Stability for Full Load ................................................................... 9
Figure 12: GZ Curve for Intact Stability for Half Load................................................................ 11
Figure 13: Propeller Clearance Diagram ...................................................................................... 23
Figure 14: PPP results page 1 ....................................................................................................... 31
Figure 15: PPP results page 2 ....................................................................................................... 32
Figure 16: POP results .................................................................................................................. 35
Figure 17: Optimization Diagram ................................................................................................. 35
Figure 18: Hull Frequency Spreadsheet ........................................................................................ 38
Figure 19: Main Engine Information ............................................................................................ 38
Figure 20: Coffin Diagram Full Load Departure .......................................................................... 46
Figure 21: Coffin Diagram Full Load Arrival .............................................................................. 50
Figure 22: Coffin Diagram Half Load Departure ......................................................................... 54
Figure 23: Coffin Diagram Half Load Arrival.............................................................................. 58
Figure 24: Longitudinal Strength Full Load Departure ................................................................ 62
Figure 25: Longitudinal Strength Full Load Arrival..................................................................... 64
Figure 26: Longitudinal Strength Half Load Departure ............................................................... 66
Figure 27: Longitudinal Strength Half Load Arrival .................................................................... 68
Figure 28: Maneuvering Results for Full Load Condition............................................................ 77
Figure 29: Maneuvering Results for Half Load Condition ........................................................... 80
Figure 30: Heave Motion and Acceleration .................................................................................. 83
Figure 31: Roll Motion and Acceleration ..................................................................................... 84
Figure 32: Pitch Motion and Acceleration .................................................................................... 85
Figure 33: Full Load Departure Condition ................................................................................... 88
Figure 34: Full Load Arrival Condition ........................................................................................ 89
Figure 35: Half Load Departure Condition................................................................................... 90
Figure 36: Half Load Arrival Condition ....................................................................................... 91

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List of Tables
Table 1: Principal Dimensions ........................................................................................................ 2
Table 2: Principal Dimension of LANG ......................................................................................... 5
Table 3: WÄRTSILÄ RT-flex68 Characteristics ........................................................................... 7
Table 4: Propeller Characteristics ................................................................................................... 8
Table 5: Main Generator and Emergency Generator Characteristics ............................................. 8
Table 6: Weight and Stability Estimation Results at Full Load and Half Load ............................. 9
Table 7: Midship Section Analytical ResultsPa............................................................................ 10
Table 8: Seakeeping Analytical Results ....................................................................................... 11
Table 9: Maneuvering Analytical Results..................................................................................... 11
Table 10: ....................................................................................................................................... 14
Table 11: Hydrostatic Results from Maxsurf................................................................................ 16
Table 12: Section Spacing ............................................................................................................ 19
Table 13: Buttock Spacing ............................................................................................................ 19
Table 14: Waterline Spacing......................................................................................................... 19
Table 15: Hydrostatics for Various Drafts ...................................................................................... 2
Table 16: Full Load Intact Stability Values .................................................................................... 8
Table 17: Half Load Intact Stability Values ................................................................................. 10
Table 18: ABS requirements and Final Design Value .................................................................. 13
Table 19: Bulkhead Positions ....................................................................................................... 13
Table 20: Deckhouse Arrangement .............................................................................................. 21
Table 21: Propeller Clearance....................................................................................................... 24
Table 22: Fuel Oil, Lube Oil and Water Tank Design .................................................................. 26
Table 23: Temp Ballast Weight Distribution ................................................................................ 26
Table 24: Propulsion Efficiency ................................................................................................... 30
Table 25: Hull Frequency Estimation Vertical ............................................................................. 36
Table 26: Hull Frequency Estimation Horizontal ......................................................................... 36
Table 27: Excitation Frequencies.................................................................................................. 36
Table 28: Comparison among the Sample ships and LANG ........................................................ 39
Table 29: Wartsila 20 Generator Specifics ................................................................................... 39
Table 30: Weight II Full Load Departure ..................................................................................... 43
Table 31: Weight II Full Load Arrival .......................................................................................... 47
Table 32: Weight II Half Load Departure..................................................................................... 51
Table 33: Weight II Half Load Arrival ......................................................................................... 55
Table 34: Longitudinal Strength Full Load Departure ................................................................. 61
Table 35: Longitudinal Strength Full Load Arrival ...................................................................... 63
Table 36: Longitudinal Strength Half Load Departure ................................................................. 65
Table 37: Longitudinal Strength Half Load Arrival ..................................................................... 67
Table 38: Summary of the Shear and Moment ............................................................................. 69
Table 39: Mid Section Result ....................................................................................................... 71

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Table 40: Maneuvering Results .................................................................................................... 74

Table 41: Seakeeping Analysis Results ........................................................................................ 82
Table 42: Bulkhead Arrangment ................................................................................................... 87
Table 43: Compartment Defination .............................................................................................. 93
Table 44: Damage Cases ............................................................................................................... 93
Table 45: Cost Estimation........................................................................................................... 148

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1.0 Executive Summary

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1 Executive Summary
As the global connections and trading increase, containerships are playing a growingly important
role in the global product transportation because they are considered as the most efficient tools
not only for efficiency but also safety. Products are fitted into dimensionally standard containers
which can be handled in port in very little time. To increase profits, ship owners are always in
search of ship designs with high freight rates; thus, naval architects must work toward a design
that is not only safe and economical, but also efficient.
The LANG was required to operate at cruising speed of 20 knots with a capacity of 3200
homogenously loaded 14-metric-ton TEUs, of which 300 were refrigerated containers. The
containership was also required to be registered under a US flag, sailing between China and Los
Angeles. Additionally, no cranes were required to be installed and no containers were mandated
to carry hazardous waste. The client required that all calculations be performed for full and 50%
load conditions for both departure and arrival.
In order to select initial design parameters, a regression was performed using similar ship designs
from the historical data. Several designs were produced and analyzed based on container
capacity, weight, stability, powering, and cost. The final design was chosen to minimize the cost
on the condition that all the requirements were met. The principle dimensions of the LANG are
listed below in Table 1.
Table 1: Principal Dimensions
Dimension Design Value

Length Overall (LOA) 244.55m
Waterline Length (LWL) 230m
Draft (T) 10.7m
Beam (B) 41m
Block Coefficient (Cb) 0.68
Displacement(Δ) 70292tons
The LANG has capacity for 3,246 homogenously loaded TEUs, which exceeds the client’s
requirement of 3,200 TEUs. 300 containers are refrigerated. To allow adequate space for
inspection and mounting, 1.5 meters was allocated between every two rows of containers.
At full load departure the design transverse gravity-to-metacentric height (GMt) of 0.98 meters,
which was larger than U.S. Coast Guard requirement of 0.489 meters. A collision bulkhead was
placed 11.5 meters from the forward perpendicular as the ABS requirement of minimum 11.5
meters. The aft peak bulkhead was placed 18.44 meters from the afterward perpendicular. The
watertight bulkheads were designed based on the groups of containers, with a spacing of 28.04
meters from the forward perpendicular.

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The University of Michigan’s Powering Prediction Program (PPP) was used to estimate the
required propulsion power in junction with Propeller Optimization Program (POP) The PPP
predicted that the LANG required brake power of 22915Kw. The WÄRTSILÄ RT-flex68 was
chosen because it is rated at 25040Kw. As opposed to the POP predicted propeller speed of 95
RPM, the WÄRTSILÄ RT-flex68 operates at 95 RPM.
To power the 300 refrigerated containers, and all the electrical systems, the LANG was estimated
to need 5040 based on historical data, where MSC Linzie and Charlotte Wulff were referred to.
Four 8 Cylinder WÄRTSILÄ 20 generators and one 4 Cylinder WÄRTSILÄ 20 generator were
chosen to be the main generator and emergency generator.
The University of Michigan Maneuvering Prediction Program (MPP) was used to evaluate the
LANG’s maneuvering. The LANG satisfied the Clarke’s turning index requirement at full load
with a turning index of 0.41. The Linear Dynamic Stability Criterion met requirements with a
value of 0.000003.
A floodable length and damage stability analysis was performed in Maxsurf Stability for 25
cases. The LANG passed both SOLAS and US Coast Guard criterion for damage stability when
tested at 25 different load cases. Additionally, a floodable length analysis was performed. The
analysis determined that the LANG was stable in the event that any two adjacent compartments
became flooded.
The final design cost of the LANG was estimated to be 177.34 million U.S. dollars.

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2.0 Technical Summary

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2 Technical Summary
2.1 Introduction
The LANG was designed to meet a client’s requirements as well as lowering the cost as much as
possible. The subsections below outline the main technical results in this report.
2.2 Requirements
The containership was required to operate at cruising speed of 20 knots with a capacity of 3200
homogenously loaded 14-metric-ton TEUs, of which 300 were refrigerated containers. The
containership was also required to be registered under a US flag, sailing between China and Los
Angeles. Additionally, no cranes were required to be installed and no containers were mandated
to carry hazardous waste. The client required that all calculations be performed for full and 50%
load conditions for both departure and arrival.
2.3 Principal Dimensions

The LANG was designed to meet the owner’s requirements while maintaining the applicable
government and classification society requirements. The principal dimensions are displayed
below in Table 2, obtained by regression method on the base of the historical data and
optimization. The LANG can carry 3200 homogeneously loaded containers for a trip from Los
Angeles to China lasting approximately 24 days.
Table 2: Principal Dimension of LANG
Dimension Design Value

Length Overall (LOA) 244.55m
Length at Waterline (LWL) 230m
Beam (B) 41m
Draft (T) 10.7m
Block Coefficient (Cb) 0.68m
Displacement (ǻ) 70292 ton
Cruising Speed (V) 20kt
Homogeneous TEU Capacity 3246
Refrigerated TEU Capacity 300
Installed Power (PB) 22
Endurance Range 12000miles
Cost 177.34 million
2.4 Hull Design

Figure 1 below displays the hull lines drawing produced from MaxSurf and refined using
AutoCAD.

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Figure 1: Lines Drawing of LANG
2.5 General Arrangement

The general arrangement profiles drawing under full load and 50% load conditions were
demonstrated in Figure 2 and 3 below. When at full capacity, the LANG carries 3200 TEUs
loaded; at the 50% condition, 1600 TEUs are loaded.
Figure 2: General Arrangement at Full Load

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Figure 3: General Arrangement at 50% Load
2.6 Engine Selection

The University of Michigan’s Powering Prediction Program (PPP) was used to estimate the
required propulsion power in junction with Propeller Optimization Program (POP) The PPP
predicted that the LANG required brake power of 22915kW. The WÄRTSILÄ RT-flex68 was
chosen because it is rated at 25040kW. As opposed to the POP predicted propeller speed of 95
RPM, the WÄRTSILÄ RT-flex68 operates at 95 RPM. The WÄRTSILÄ RT-flex68
characteristics are shown below in Table 3.
Table 3: WÄRTSILÄ RT-flex68 Characteristics
Specification Value
Brand WÄRTSILÄ
Model RT-flex68
Number of Cylinders 8
Rated Power 25040kW
RPM 95
Weight 562
Brake Specific Fuel Consumption 0.0017ton/kWh
2.7 Propeller Optimization

Propeller Optimization was also conducted using the POP program combining with PPP. To
reduce noise and vibration only odd bladed propellers were analyzed. The specifications for the
propeller chosen for the LANG are listed below in Table 4.

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Table 4: Propeller Characteristics
Specification Value
Number of Blades 5
Diameter 8.68m
Pitch/Diameter Ratio 0.7304
Expanded Area Ratio 0.7854
Thrust Coefficient 0.1413
Torque Coefficient 0.01787
Open Water Efficiency 0.628
Cavitation Number 0.3260
2.8 Generator Selection

The electrical power estimation was difficult because the electrical systems were not required to
be designed in this project. Thus, two steps were followed in selecting the generator. Firstly, the
power 300 refrigerated containers require need to be met. Secondly, based on the historical data,
the whole power requirement can be estimated. Three ships similar in homogeneous TEU
capacity to the LANG were evaluated based on generator quantity, type, and total power output.
The MSC LINZIE and CHARLOTTE WULFF, had total power outputs of 6720 kW, and 8820
kW respectively. Based on these ships, and adjusting for additional electrical requirements, four
8 Cylinder Wartsila 20 generators with a total combined output of 5920 kW were chosen. A 4
Cylinder Wartsila 20 generator set was also chosen as the emergency power source. Table 5
below lists the main and emergency generator specifics.
Table 5: Main Generator and Emergency Generator Characteristics
Specification Main Generator Emergency Generator

Brand Wartsila Wartsila
Model 20 20
Number of Cylinders 8 4
Individual Rating 1,450 kW 740 kW
Quantity Installed 5 1
Total Combined Output 5,920 kW 740 kW
2.9 Weights and Stability

The University of Michigan spreadsheet program Weights II (R21) was used to evaluate the
stability and trim characteristics of the LANG at full load and 50% load departure and arrival.
Table 6 outlines the results from Weights II for each load case. The GMt was required to be
greater than XXX m by the U.S. Coast Guard. Also, the trim was to be less than 0.5m and the
propeller submergence was to be greater than 80%.

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Table 6: Weight and Stability Estimation Results at Full Load and Half Load
Condition KG (m) Gmt (m) Trim (m)
Full Load Departure 17.18 0.98 0.18
Full Load Arrival 17.39 0.75 0.32
Half Load Departure 12.28 5.8 0.19
Half Load Arrival 12.45 5.66 0.31
2.10 Floodable Length

A two compartment floodable length analysis was performed on the LANG using Maxsurf
Stability. The analysis was performed for permissibility of 85, 95, and 100 percent; the LANG
passed each condition for full and half load departure and arrival. Figure 4 below shows the
Maxsurf graphical output for the full load departure condition. The sharp lines represent the
floodable length of the ship while the curves represent the damage. The floodable length from
the ship was under the curve, which means the ship is supposed to be safe and stable enough.

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Figure 4: Floodable Length
2.11 Damage Stability

The LANG was tested for 25 different damage cases to evaluate whether it passed the
requirements of (haven’t decide which regulations to follow). The LANG passed all the SOLAs
II and USCG criteria for all 25 damage cases.
2.12 Midship Section Analysis

Midship section development is important for the full ship structure design. The maximum still
water bending moment is combined with either the sagging or hogging moment to determine the
total moment the LANG will be acted on. Maxsurf Stability was used to get the maximum still
water bending moment and ABS rules were used to determine the sagging and hogging moments.
The total moment combined with further ABS rules were used to determine the minimum section
modulus and moment of inertia. Another University of Michigan spreadsheet was used to
determine the minimum midship section geometry that would satisfy the ABS requirements. The
results are listed below in Table 7.
Table 7: Midship Section Analytical ResultsPa
Design Parameter Design Value ABS Minimum Value

Deck Section Modulus [cm2m] 393,882 304227
Bottom Section Modulus [cm2m] 367,540 304227
Hull Girder Moment of Inertia [cm2m2] 3,838,681 2101267
rameter Design Value ABS Minimum Value

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2.13 Seakeeping
The LANG was tested using the Michigan seakeeping spreadsheets and C++ program. The
maximum significant wave height was input as XXX meters with a period of XXX seconds. The
RMS heave, roll, and pitch motions and accelerations are listed below in Table 8.
Table 8: Seakeeping Analytical Results
Motion Unit RMS Criteria Unit RMS A. Criteria

M.
Heave (m) 0.42 - (m*s^2) 0.263 <1.96
Roll (deg.) 5.05 <6 (deg.*s^2) 0.01136 -
Pitch (deg.) 0.63 - (deg.*s^2) 0.00602 -
2.14 Maneuvering
To determine the maneuvering characteristics of the LANG, the University of Michigan
Maneuvering Prediction Program (MPP) was used. Table 9 below summarizes the MPP output
and requirements for both full and 50% load conditions.
Table 9: Maneuvering Analytical Results
Design Parameter Full Load Half Load Requirement
Clarke’s Turning 0.4142 0.4146 >0.4

Index
LDSC 0.0000055 0.0000028 >0
Advance 946.17m 930.21m <1215m
Tactical Diameter 790.96m 782.68m <1350m
2.15 Cost
The initial cost of the LANG was found by entering the ship length, block coefficient, weight
data, and propulsion characteristics in the University of Michigan cost spreadsheet. By
thoroughly investigating the cost spreadsheet it was found that a short ship with a large block
coefficient resulted in the cheapest output. The initial cost of the LANG is estimated at $177.34
million U.S. dollars.

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2.16 Conclusion
The LANG was designed to meet the client’s requirement and try to lower the cost as much as
possible. Basically, all the requirements and regulations were met except for the parts that lack
enough information. For instance, the generator selection needs to be improved because it was
supposed to be based on the electrical power plant installed on the ship. Moreover, the ship needs
to be analyzed under non-homogenous load condition because the historical data used were all
based on this condition. Despite all the recommendations mentioned here, the LANG is still an
efficient, safe, and economical containership design.

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3.0 Hull Design

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3 Hull Design
3.1 Initial Hull Design
Initial dimensions needed to be determined at the beginning of the design. The regression was
performed to gain a range of appropriate values in terms of DWT, TEU and speed. Comparing
the results from these parameters, the one from DWT was chosen because the R value was more
than 95%. After the initial dimensions were plugged into Maxsurf, a 3-D model was exported as
a Rhino file. The initial dimensions did not produce a ship that was able to carry the required
3200 homogeneously loaded TEUs, meet the USCG Wind Heel GMt requirement, or match the
displacement to loaded weight. The Weights I spreadsheet was used to produce the final design
principal dimensions. After more than 20 trials, the final dimensions were determined, which are
listed in the table below.
Table 10:
Dimension Initial Design Value Final Design Value
LOA 278m 244.55m
LWL 264m 230m
T 13m 10.7m
B 32m 41m
Cb N/A 0.68
The final GMt for full load departure was 0.98 meters, which satisfied the U.S. Coast Guard
requirement of 0.406 meters. Figure 5 below shows the required GMt value in the USCG Wind
Heel spreadsheet.

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U.S. Coast Guard Wind Heel GMt (R2) [46CFR170.170]
Draft T 10.70 m input

Depth D 20.19 m
Length LOA 244.55 m output
Beam BOA 40.999 m
Displacement 70677.913 t
Freeboard F 9.49 m
number length height #h abv DWL Az

Lateral Areas #  [m] h [m] A [m2 ] z [m] moment
Hull above DWL 1.000 244.550 9.490 2320.7795 4.745 11012.10
First level 1 217.14 4.97 1079.19 11.975 12923.25
Second level 1 217.14 2.59 562.39 15.755 8860.50
Third level 1 169.26 2.59 438.38 18.345 8042.14
Fourth level 1 140.7 2.59 364.41 20.935 7628.99
Fifth level 1 0 0 0.00 22.230 0.00
0.00 22.230 0.00
Summation 4765.15 10.171 48466.97
total area net z
h net z + T/2 = 15.521 m
P 0.08990 t/m2
min(14,atan(F/B)) 0.2275 radians 14 deg. = 0.2443 radians
GMt reqd 0.406 m
Note: these are the same deckhouse and superstructure profile view  x h areas
used in the Watson and Gilfillan structural weight modeling.
Figure 5: USCG GMt Requirement

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3.2 Proposed Hull Design

After the final dimensions were determined, the initial hull formation can be obtained by
Maxsurf. The table below shows the hydrostatics of the light ship.
Table 11: Hydrostatic Results from Maxsurf
Measurement Value Unit
Displacement 70292 t
Volume (displaced) 68577.26 m^3
Draft Amidships 10.7 m
Immersed depth 10.7 m
WL Length 230 m
Beam max extents on WL 40.999 m
Wetted Area 11087.33 m^2
Max sect. area 434.403 m^2
Waterpl. Area 7450.707 m^2
Prismatic coeff. (Cp) 0.686
Block coeff. (Cb) 0.68
Max Sect. area coeff. (Cm) 0.99
Waterpl. area coeff. (Cwp) 0.79
LCB length -118.012 from zero pt. (+ve fwd) m
LCF length -124.748 from zero pt. (+ve fwd) m
from zero pt. (+ve fwd) %
LCB % -51.31
Lwl
from zero pt. (+ve fwd) %
LCF % -54.238
Lwl
KB 5.648 m
KG fluid 0 m
BMt 12.414 m
BML 339.707 m
GMt corrected 18.062 m
GML 345.356 m
KMt 18.062 m
KML 345.356 m
Immersion (TPc) 76.37 tonne/cm
MTc 1029.724 tonne.m

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RM at 1deg =
22157.94 tonne.m
GMt.Disp.sin(1)
Length:Beam ratio 5.61
Beam:Draft ratio 3.832
Length:Vol^0.333 ratio 5.619
Precision Medium 61 stations
3.3 Container Placement
The client required that the LANG have a carrying capacity of 3,200 TEU containers, 300 of
which needed to be accessible to power for refrigeration. The containers have a uniform weight
of 14 metric tons each to design for a worst case scenario in terms of stability.
The hull was specifically designed to carry the optimal number of containers longitudinally and
vertically. 16 containers fit transversely on the main deck and 14 inside the hull. 28 transverse
rows of containers can fit longitudinally on the main. The full load condition assumes that 3,246
containers will be fitted on the main deck or within the hull.
The containers were required to satisfy a feasible line of sight from the bridge. ABS required that
the visibility from the bridge was a minimum of 500 meters in front of the forward perpendicular,
which was used to determine the maximum height of container stacks.
The refrigerated containers were placed directly forward of the engine room below deck for the
reason of controlling convenience. Figure 6 below shows the fully loaded container placement in
profile view.
Figure 6: Full Load Condition Container Placement

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3.4 Lines Drawing

Maxsurf and AutoCAD were used to develop the lines for the LANG. Tables below give
information of section, waterline and buttock spacing and the figure below demonstrate the lines
drawing of the LANG. The tables and the figure are on the following pages.

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Table 12: Section Spacing Table 13: Buttock Spacing
Section Spacing Distance from FP (m)

Buttock Distance from
1 0.062 Centerline (m)
2 11.288 1 0.5
3 22.514 2 3
4 33.74 3 5.5
5 44.966 4 8
6 56.192 5 10.5
7 67.418 6 13
8 78.645 7 15.5
9 89.871 8 18
10 101.097
11 112.323 Table 14: Waterline Spacing
12 123.549 Waterline Distance from

Bottom line (m)
13 134.775
1 3.2
14 146.001
2 6.4
15 157.228
3 9.6
16 168.454
4 12.8
17 179.68
5 16
18 190.906
6 19.2
19 202.132
7 22.4
20 213.358
21 224.584
22 235.811

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1

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3.5 Hydrostatics
The hydrostatics was calculated in Maxsurf Stability for 10 drafts. Figure 9, Figure 10, and
Figure 11 show the hydrostatic curves, the curves of form, and the KN curves for the full load
condition. Bonjean Curve was also obtained by using the section spacing from Maxsurf, which is
shown in Figure.
Table 15: Hydrostatics for Various Drafts
Draft 9.5 9.65 9.8 9.95 10.1 10.25 10.4 10.55 10.7 10.85 11
Amidships
Displacemen 61259 62355 63451 64554 65663 66780 67905 69038 70181 71331 72491
tt
Heel deg 0 0 0 0 0 0 0 0 0 0 0
Draft at FP 9.5 9.65 9.8 9.95 10.1 10.25 10.4 10.55 10.7 10.85 11
m
Draft at AP 9.5 9.65 9.8 9.95 10.1 10.25 10.4 10.55 10.7 10.85 11
m
Draft at 9.5 9.65 9.8 9.95 10.1 10.25 10.4 10.55 10.7 10.85 11
LCF m
Trim (+ve 0 0 0 0 0 0 0 0 0 0 0
by stern) m
WL Length 225.57 225.85 226.14 226.48 227.07 227.76 228.47 229.22 230 230.78 231.61
m 4 6 7 8 7 4 6 3
Beam max 40.998 40.998 40.998 40.999 40.999 40.999 40.999 40.999 40.999 40.999 40.999
extents on
WL m
Wetted Area 10223. 10195. 10286. 10386. 10489. 10592. 10695. 10799. 10903. 11006. 11110.
m^2 4 32 93 41 04 58 81 38 08 89 99
Waterpl. 7112.6 7102.4 7137.1 7179.8 7226.6 7278.5 7332.0 7387.8 7446.1 7506.3 7568.4
Area m^2 89 47 12 86 42 35 43 35 57 3 61
Prismatic 0.688 0.688 0.689 0.689 0.688 0.688 0.687 0.686 0.685 0.684 0.684
coeff. (Cp)
Block coeff. 0.68 0.681 0.681 0.682 0.681 0.681 0.68 0.679 0.679 0.678 0.677
(Cb)
Max Sect. 0.989 0.989 0.989 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.991
area coeff.
(Cm)
Waterpl. 0.769 0.767 0.77 0.773 0.776 0.779 0.783 0.786 0.79 0.793 0.797
area coeff.

3
(Cwp)
LCB from - - - - - - -117.9 - - - -

zero pt. (+ve 117.37 117.46 117.53 117.62 117.70 117.80 118.00 118.11 118.22 118.33
fwd) m 8 1 9 1 9 2 2 2 8
LCF from - - - - - -123.6 - - - - -

zero pt. (+ve 122.37 122.06 122.35 122.73 123.16 124.03 124.48 124.93 125.38 125.84
fwd) m 7 2 6 8 2 8 7 1 7 6
KB m 4.999 5.079 5.159 5.239 5.32 5.401 5.483 5.565 5.647 5.729 5.812
KG m 10.7 10.7 10.7 10.7 10.7 10.7 10.7 10.7 10.7 10.7 10.7
BMt m 13.429 13.282 13.14 13.003 12.874 12.753 12.635 12.525 12.423 12.328 12.24
BML m 345.95 336.76 334.97 334.54 334.70 335.71 337.00 338.62 340.61 342.81 345.25
6 4 1 9 5 8 4 5 5 8
GMt m 7.728 7.661 7.599 7.543 7.494 7.454 7.418 7.39 7.37 7.357 7.353
GML m 340.25 331.13 329.43 329.08 329.32 330.41 331.79 333.48 335.56 337.84 340.37
5 8 3 9 6 1 9 2 5 1
KMt m 18.428 18.361 18.299 18.243 18.194 18.154 18.118 18.09 18.07 18.057 18.053
KML m 350.95 341.83 340.13 339.78 340.02 341.11 342.49 344.18 346.26 348.54 351.07
5 8 3 9 6 1 9 2 5 1
Immersion 72.905 72.8 73.155 73.594 74.073 74.605 75.153 75.725 76.323 76.94 77.577
(TPc)
tonne/cm
MTc 906.82 898.30 909.39 924.20 940.79 959.95 980.19 1001.6 1024.5 1048.4 1073.4
tonne.m 6 3 1 4 6 1 51 51 36 52
RM at 1deg 8261.7 8336.5 8415.3 8497.5 8587.7 8687.4 8790.9 8904.1 9026.4 9158.9 9302.1
= 88 09 57 97 42 16 98 76 76 52 53
GMt.Disp.si
n(1) tonne.m
Max deck 0 0 0 0 0 0 0 0 0 0 0
inclination
deg
Trim angle 0 0 0 0 0 0 0 0 0 0 0
(+ve by
stern) deg

4
Figure 7: Hydrostatic Curves for Full Load Condition

5
Figure 8: Curves of Form for Full Load Condition

6
Figure 9: KN Curve for Full Load Departure

7
Figure 10: Bonjean Curve

8
3.6 Intact Stability for Full Load

Table 15 below displays the Maxsurf Stability output for the stability evaluation at full load. The
LANG was tested for angles of 0 to 90 degrees in increments of 10 degrees. The resulting GZ
curve is shown in Figure 11.
Table 16: Full Load Intact Stability Values
Heel to deg 0 10 20 30 40 50 60 70 80 90
Starboard
GZ m 0 0.303 0.894 1.756 1.601 0.645 -0.676 -2.143 -3.632 -5.056
Area under m.deg 0.0001 1.4015 6.9868 20.5695 38.2887 49.9558 49.9885 35.9495 7.0565 -
GZ curve 36.4776
from zero
heel
Displaceme t 68948 68948 68948 68948 68950 68948 68954 68948 68948 68948
nt
Draft at FP m 12.64 12.637 12.635 12.526 12.741 13.037 13.664 14.943 19.118 n/a
Draft at AP m 8.658 8.5 7.939 6.951 5.389 3.42 0.397 -5.317 -22.218 n/a
WL Length m 223.226 223.273 238.578 238.544 239.196 242.487 243.812 244.398 244.627 244.493
Beam max m 40.999 41.63 43.566 40.102 31.261 26.343 23.468 21.874 21.407 21.691
extents on
WL
Wetted m^2 10775.8 10936.6 11162.7 11586.1 11982.2 12113.6 12201.1 12222.8 12241.8 12059.4
Area 5 2 3 9 6 2 8 6 4
Waterpl. m^2 7212.56 7459.84 7997.67 7851.95 6634.74 5737.65 5166.83 4811.66 4628.86 4571.21
Area 9 5 8 1 1 6 1 5 4 9
Prismatic 0.695 0.699 0.668 0.693 0.715 0.721 0.727 0.732 0.737 0.739
coeff. (Cp)
Block coeff. 0.591 0.537 0.409 0.399 0.475 0.53 0.58 0.624 0.66 0.614
(Cb)
LCB from - -112.35 - - - - - - - -

zero pt. 112.355 112.332 112.316 112.265 112.225 112.197 112.191 112.195 112.216
(+ve
fwd) m
LCF from - -119.44 - - - - - - - -

zero pt. 118.425 119.286 119.449 117.381 116.165 114.947 112.267 109.683 109.051
(+ve
fwd) m
Max deck deg 0.9924 10.0509 20.029 30.0219 40.0205 50.0174 60.0138 70.0095 80.0049 90
inclination
Trim angle deg -0.9924 -1.0311 -1.1704 -1.3893 -1.8319 -2.3959 -3.3035 -5.0373 - -90
(+ve by 10.1949
stern)

9
Figure 11: GZ curve for Intact Stability for Full Load

10
Table 17: Half Load Intact Stability Values
Heel to
Starboard deg 0 10 20 30 40 50 60 70 80 90
GZ m 0 1.116 2.496 4.083 4.58 4.2 3.356 2.247 0.987 -0.35
Area under
GZ curve
from zero 100.764 145.175 211.418 227.687 230.896
heel m.deg 0.0001 5.4753 23.1719 56.4565 3 1 183.238 1 5 2
Displaceme
nt t 70171 70172 70171 70171 70172 70172 70176 70172 70171 70172
Draft at FP m 12.799 12.795 12.791 12.701 12.962 13.327 14.068 15.553 20.32 n/a
Draft at AP m 8.827 8.667 8.101 7.128 5.637 3.777 0.913 -4.478 -20.435 n/a
WL Length m 223.262 223.309 238.664 238.636 239.494 242.651 243.892 244.417 244.645 244.467
Beam max
extents on
WL m 40.999 41.63 43.579 40.089 31.257 26.332 23.447 21.851 21.338 21.624
Wetted 10884.8 11261.3 11706.8 12115.5 12250.5 12335.3 12391.8 12387.6 12193.6
Area m^2 5 11036.8 1 1 3 7 5 9 7 8
Waterpl. 7264.12 7503.67 8042.20 7841.05 6611.75 5719.56 5156.73 4807.35 4563.23
Area m^2 7 2 3 3 8 4 9 6 4617.98 8
Prismatic
coeff. (Cp) 0.697 0.701 0.67 0.695 0.717 0.723 0.729 0.735 0.74 0.742
Block coeff.
(Cb) 0.594 0.54 0.412 0.403 0.478 0.534 0.584 0.629 0.665 0.62
from
zero
pt.
(+ve
fwd) - - - - - - - - - -
LCB m 112.483 112.479 112.464 112.449 112.388 112.355 112.315 112.294 112.274 112.267
from
zero
pt.
(+ve
fwd) - - - - - - - - -
LCF m 118.626 119.525 119.341 119.743 117.535 -116.4 115.147 113.221 110.085 109.391
Max deck
inclination deg 0.99 10.0507 20.0289 30.0219 40.0203 50.0171 60.0135 70.0093 80.0048 90
Trim angle
(+ve by -
stern) deg -0.99 -1.029 -1.1689 -1.3888 -1.8253 -2.3792 -3.2757 -4.9805 10.0544 -90

11
Figure 12: GZ Curve for Intact Stability for Half Load

12
4.0 General Arrangement

13
4 General Arrangement
4.1 ABS Arrangement Requirements
The American Bureau of Shipping (ABS) provides requirements for many facets of ship design
including the collision bulkhead, after-peak bulkhead, and inner bottom. Table below listed the
requirement and the final design values for LANG.
Table 18: ABS requirements and Final Design Value
Parts ABS Requirement Design Value Units
Double Hull N/A 2 m
Double Bottom 1.72 1.8 m from Baseline
Collision Bulkhead 11.5 11.5 m from FP
Afterpeak Bulkhead 15.2 18.4 m from AF
4.2 Watertight Bulkhead Placement

Watertight bulkheads were placed to satisfy floodable length requirements. Table 19 below
displays the position of each bulkhead.
Table 19: Bulkhead Positions
Bulkhead Distance from FP (m)
CB 10.25
WTB0 22.782
WTB1 38.79
WTB2 51.327
WTB3 67.33
WTB4 95.87
WTB5 124.41
WTB6 152.95
WTB7 181.49

14
WTB8 201.465
WTB9 213.983
AB 224.927
4.3 Container Arrangement

The LANG carries 3,246 homogenous containers at full load and 1,604 homogeneous containers
at half load. The following pages contain the full load general arrangements drawing, half load
arrangements drawing, and the full load container placement at various waterlines. The waterline
height is found in Table 12.

15

16

17

18

19

20

21
4.4 Deckhouse Arrangements

The requirements of the deckhouse were based on Ship Manning Trends in Northern Europe:
Implications for American Ship Owners and Naval Architects, which are shown in the table
below.
Table 20: Deckhouse Arrangement
Space For Quantity Space Required (m^2) Total Space (m^2)
Captain 1 34 34
Chief Engineer 1 34 34
Other Officers 12 18 200
Crew 14 9.5 200
Total Crew 28
Ship Office 1 8 8
Mess Room 1 30 30
Recreation Room 1 34 34
Galley 1 19.5 19.5
Laundary 1 10 10
Wheelhouse 1 30 30
Chartroom 1 15 15
General Stores Room 1 40 40
Refrigerated Stores 1 10 10
Workshop 1 10 10
Bosun Stores 1 0 0
Total Minimun Space required 674.5
Allowance for passages,

337.25
staits, lockers, misc(50%)
Total Space to design 1011.75
Number of Floors 6
Average Space Per Floor 168.625
The deck house layout is attached on the next page.

22

23
4.5 Engine, Generator and Steering Gear Location

Propeller sizing restrictions are provided by Lloyds Register of Shipping. The diagram below in
Figure 13 describes the clearance locations and equations.
Figure 13: Propeller Clearance Diagram

24
Table 21 shows the design clearance of the propeller.
Table 21: Propeller Clearance
Clearance Design
Value
A 1.072
B 0.67
C 0.82
The following drawing is a profile view of the main engine, main generators, propeller, and
rudder.

25

26
4.6 Fuel Oil, Lube Oil, and Fresh Water Tank Arrangements
The fuel oil, lube oil, and fresh water tanks were placed low in ship and towards the centerline
for several reasons. First, the center of gravity is lowered by placing the tanks low in the ship;
additionally, free surface effects can be reduced. And as the tanks were place near the midship,
the effects of the consumptions can be lowered.
The table below shows the estimated tank volumes from the Weights II spreadsheet and the
allocated design value. And the locations of the tanks were shown in the Waterline Profile in
previous section.
Table 22: Fuel Oil, Lube Oil and Water Tank Design
Tank Weight (t) Density(t/m^3) Calculated Vol. DesignVol.

(m^3) (m^3)
Fuel Oil 2681 0.852 3147 3200
Lube Oil 40 0.924 42.5 45
Fresh Water 114.2 1 114.2 120
4.7 Ballast Water Tanks Arrangements

In order to maintain stability at half load, a significant amount of ballast was required; the
spacing between the inner hull and bottom and the outer hull was utilized for ballast. The tank
locations can be seen in the following diagram and in the container arrangements drawings. In
half load conditions, the ballast tanks were filled; the weight was distributed such that the trim
remained within 0.5 meter. Table 23 below shows the weight distribution of the ballast for the
half load departure condition. A ballast arrangement was also shown in the following page.
Table 23: Temp Ballast Weight Distribution
WEIGHT WT VCG product start end point LCG

CATEGORY point
* Ballast #1 374.8 1.05 392.8 8.50 37.07 24.74

* Ballast #2 925.6 1.02 941.3 37.04 65.61 53.60
* Ballast #3 1722.4 0.96 1653.5 65.58 94.15 80.62
* Ballast #4 2005.7 0.93 1867.3 94.12 122.69 108.55
* Ballast #5 2039.7 0.93 1888.8 122.66 151.23 136.95
* Ballast #6 1767.3 0.94 1661.3 151.20 179.77 164.60
* Ballast #7 668.9 1.01 677.6 179.74 199.7 188.36
* Ballast #8 2567.9 10.84 27827.3 8.50 37.07 22.66
* Ballast #9 2493.9 10.38 25883.4 37.04 65.61 51.23

27
* Ballast #10 2237.8 10.52 23547.5 65.58 94.15 79.63

* Ballast #11 2109.1 10.67 22497.0 94.12 122.69 108.36
* Ballast #12 2081.3 10.70 22275.2 122.66 151.23 136.95
* Ballast #13 2003.8 10.93 21895.5 151.20 179.77 165.28
* Ballast #14 1045.5 12.51 13081.9 179.74 199.75 189.43

28

29
5.0 Power Plant

30
5 Power Plant
5.1 Powering Prediction
The University of Michigan’s Powering Prediction Program (PPP) and Propeller Optimization
Program (POP) were used to predict the estimated required propulsion power. The PPP and POP
needed the inputs from each other. The interactions were performed until two programs gave out
the same results for the optimization.
The PPP predicted the effective power and the brake power was calculated using Equation 1. The
gearing and shaft efficiencies are estimates from Practical Ship Design. The hull and rotative
efficiencies are outputs from the PPP, whereas the open water efficiency is a result of the POP.
All the coefficients are listed in the table below.
Table 24: Propulsion Efficiency
Type of Efficiency Value
Hull Efficiency 1.2092
Rotative Efficiency 0.99
Shaft Efficiency 0.99
Gearing Efficiency 0.99
Open Water Efficiency 0.628
Equation 1
Following pages are the PPP results.

31
Proj ect Name: L ANG Sa t D ec 15 10:38: 04 2012
Univer sity of Mi chigan

Depart ment of Na va l A rchitecture and Marine Engi neering
Power Prediction Prog ram (PPP-1.8) b y M. G. Parsons

So urce:1. Ho ltrop,J. , & Mennen, G .G.J., "A n Approx imate
Powe r P rediction Meth od," Internatio nal Shipbuilding
Progress, Vol.29, No.335 , July, 1982.
2. Ho ltrop,J. , " A St atistica l R eanalysis of
Re sistance and Pr opulsion Data ," In ternational
Sh ipbuildi ng Pr ogress, Vo l.31, No.363, Nov., 19 84.
Run Id entificati on :
Input Verificati on :
L ength of W aterl ine LWL (m) = 23 0.00
Ma ximum Beam on L WL (m) = 41 .00
Depth at th e B ow (m) = 22.69
Me an Dr aft (m) = 10 .70
Draft Fo rward (m ) = 10.70
Dr aft Aft (m ) = 10 .70
Block Co efficien t o n LW L CB = 0. 6800
P rismatic C oeffi cient on LWL CP = 0. 6869
Midship C oeffici ent to LWL CM=C X = 0. 9900
Waterplane Co efficient o n LW L CWP = 0. 7900
Center of Buoyan cy LCB ( % LW L; + F wd) = -1.3100
Center of Buoyan cy LCB ( m fr om FP ) = 11 8.01
M olded Volu me (m ^3) = 68612.7
De ck Ho use/Cargo Fr ontal Ar ea (m ^2) = 561.00
Water Ty pe = Salt @15C
Wa ter Density (kg/m^3) = 1025 .87
K inematic V iscos ity (m^2/s) = 0.118831E-05
Ap pen. Dr ag (% Ba re Hu ll Re sistance) = 5.00
Bu lb Section Area at Station 0 ( m^2) = 47 .85
Vertical Ce nt er of Bulb Area (m ) = 5. 24
T ransom Immersed Area (m^2) = 0.00
St ern Type = Normal ly Shap ed
D esign Marg in on RT,PE,REQ.THR (%) = 3.00
Propulsion Ty pe = SS, Co nv.
P ropeller D iamet er (m) = 8.68
P ropeller E xpand ed Area Rati o A e/Ao = 0. 7854
W etted Surf ac e ( m^2) = 1 097 8.60
Ha lf Angle of Entrance (deg) = 21 .60
Figure 14: PPP results page 1

32
Project Name: L ANG Sat D ec 15 10:38:04 2012
University of Mi chigan
Department of Naval Architecture and Marine Engineering
Power Prediction Program (PPP-1.8) by M. G. Parsons
So urce:1. Ho ltrop,J., & Mennen, G .G.J., "A n Approximate
Power P rediction Method," International Shipbuilding
Progress, Vol.29, No.335, July, 1982.
2. Ho ltrop,J., " A St atistical R eanalysis of
Re sistance and Pr opulsion Data," In ternational
Sh ipbuilding Pr ogress, Vo l.31, No.363, Nov., 19 84.
Run Identification:
Speed, Resistance Coefficients and F rictional Resistance RF(N):
V(kts) V(m/s) FN SLRATIO CF CR CA RF
16.00 8. 23 0.1733 0.5825 0.001446 0.000542 0.000322 551624.1
18.00 9. 26 0.1950 0.6553 0.001426 0.000633 0.000322 688337.1
20.00 10.29 0.2166 0.7281 0.001408 0.000786 0.000322 839177.7
22.00 11.32 0.2383 0.8009 0.001392 0.001012 0.000322 10 03985.8
24.00 12.35 0.2600 0.8737 0.001378 0.001266 0.000322 11 82618.5
26.00 13.38 0.2816 0.9465 0.001365 0.001702 0.000322 13 74947.9
28.00 14.40 0.3033 1.0193 0.001353 0.002239 0.000322 15 80857.5
30.00 15.43 0.3250 1.0921 0.001342 0.002472 0.000322 18 00240.9
Remaining Resistance Components (N):
Form Appendage Wave Bulb Transom Correlation Air Drag
V( kts) RF*K1 RA PP RW RB RT R RA RAIR
16.00 122747.5 37926.0 32534.3 51614.7 0.0 123004.8 26892.9
18.00 153168.9 49705.3 92078.2 60522.4 0.0 155677.9 34036.3
20.00 186734.0 65399.3 213247.0 68828.2 0.0 192195.0 42020.2
22.00 223407.1 86709.9 430319.9 76485.5 0.0 232555.9 50844.4
24.00 263156.5 113485.6 740445.4 83492.5 0.0 276760.7 60509.0
26.00 305953.7 154490.9 13 19042.5 89873.2 0.0 324809.4 71014.1
28.00 351772.8 209866.6 21 69035.8 95665.5 0.0 376702.1 82359.5
30.00 400590.0 255787.9 28 14012.5 100914.1 0.0 432438.6 94545.4
Re sistance, E ffective P ower, Propulsion Fa ctors and R equired Thrust
V( kts) RT(N) PE(kW) w t REQ.THR(N) et aH et aRR
16.00 974734.7 8023.08 0.3362 0. 1956 12 11737.9 1.2118 0.9990
18.00 12 70531.9 11765.02 0.3354 0. 1956 15 79457.1 1.2104 0.9990
20.00 16 55829.4 17036.50 0.3347 0. 1956 20 58438.3 1.2092 0.9990
22.00 21 67437.8 24530.37 0.3342 0. 1956 26 94442.5 1.2081 0.9990
24.00 28 02082.5 34596.08 0.3336 0. 1956 34 83398.8 1.2071 0.9990
26.00 37 49335.5 50149.01 0.3332 0. 1956 46 60973.0 1.2063 0.9990
28.00 50 12247.5 72198.02 0.3327 0. 1956 62 30957.5 1.2055 0.9990
30.00 60 75485.5 93764.18 0.3323 0. 1956 75 52718.0 1.2048 0.9990
Design Margin Has Been Included in RT, PE, and REQ. THR = RT/(1-t).
Figure 15: PPP results page 2

33
5.2 Propeller Optimization

The propeller optimization process was conducted at the same time of finding the effective
power using both PPP and POP programs. Here a five-blade propeller was used. The optimized
propeller has a diameter of 8.68m, an expanded area ratio of 0.7854 and an open water efficiency
of 0.628. The following pages show the results of POP and the open water efficiency diagram.

34
Project Name: LANG Sat Dec 15 10:38:27 2012
University of Mi chigan
Propeller Optimization Program (POP-1.6) by M.G. Parsons & C.W. Culbertson

So urce:1. Oo sterveld, M . W. C., a nd Van Oo ssanen, P. ,
"Further Computer-Analyzed Data of the Wageningen
B-Screw Series", International Shipbuilding
Progress, Vol. 22, No. 251, July, 1975.
2. Parsons, M. G., "Optimization Methods for Use in
Computer-Aided Ship Design", Proceedings of the
First SNAME STAR Symposium, 1975
Wageningen B- Screw Series Pr opeller Pr eliminary De sign

*** Eta 0 Reduced b y 2% When Controllable Pitch * **
Run I dentification:
In put Data:
Optimization Run wi th RP M Set
Fixed-Pitch Pr opeller
Number of Propeller Blades = 5
Required Propeller Thrust (k N) = 20 58.0
Ship Speed Vk (knots) = 20.00
Wake Fraction w = 0.335
Depth of Shaft below Wa terline (m ) = 5.90
Water Ty pe = sa lt@15C
Water Density Rho (kg/m^3) = 1025.87
Kinematic Viscosity Nu (m^2/sec) = 0.118831E-05
Burrill Back Cavitation Constraint = 5%
Initial Expanded Area Ratio Ae/Ao = 0.802
Initial Pi tch Diameter Ra tio P/Dp = 0.728
Initial Propeller Diameter Dp (m) = 9.00
Minimum Diameter Constraint Dpmin (m) = 8.00
Maximum Diameter Constraint Dpmax (m) = 9.50
RPM Specified (rpm) = 95.00
Op timal Design Re sults:

Propeller Diameter Dp (m ) = 8. 68
Propeller Pitch P (m) = 6.34
Expanded Area Ratio Ae/Ao = 0.7854
Pitch Diameter Ratio P/Dp = 0.7304
Propeller Revolutions pe r Minute (rpm) = 95.00
Advance Coefficient J = 0.4987
Thrust Co efficient K T = 0.1413
Torque Co efficient K Q = 0.01787
Propeller Open Water Efficiency Eta 0 = 0.628
Propeller Thrust (k N) = 2058.0
Reynolds Number RN = 0.841E+08
Cavitation Number Sigma = 0.3260
Optimization Search Evaluation Count = 34

35
Figure 16: POP results
Project Name: LANG Sat Dec 15 10:38:43 2012
University of Michigan
Propeller Optimization Program (POP-1.6) by M.G. Parsons & C.W. Culbertson
Wageningen B-Screw Series Propeller Characteristics
Run I dentification:
Dp (m) = 8.68 10Kq

Ae/Ao = 0.785 Kt
P/Dp = 0.730 Eta0
J = 0.499
0.7
0.6
0.5
Eta0
0.4
10Kq
Kt 0.3
0.2
0.1
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
Advance Coefficient J
Figure 17: Optimization Diagram

36
5.3 Hull Natural Frequency for Vibration

The Hull Frequency spreadsheet was used to test the excitation frequencies so that the proper
engine or propeller can be chosen. Followings are the results from spreadsheet.
Table 25: Hull Frequency Estimation Vertical
Natural Frequency Estimates +- band cycles/min.

N2v (2-noded vert.) 49.6 1.2 CPM
N3v 89.2 4.5 CPM
N4v 123.9 9.3 CPM
N5v 161.1 16.1 CPM
N6v 220.6 27.6 CPM
Table 26: Hull Frequency Estimation Horizontal
Natural Frequency Estimates +- band cycles/min.

N2h (2-noded horiz.) 76.8 1.9 CPM
N3h 153.7 7.7 CPM
N4h 238.0 17.8 CPM
N5h 322.2 32.2 CPM
Table 27: Excitation Frequencies
Excitation Frequencies
case CPM
balance 95.0
possible with 95.0
low speed 190.0
diesels 285.0
blade rate 475.0
2xblade rate 950.0
In this design, there was no region where the excitation frequency was within the natural
frequency. This situation was ideal for the design.

37
Input Data For steel hulls with 90 ≤ Labs ≤ 300 m; Labs=0.97*LWL

enter data in boxes calculated
LWL 230.00 meters = 754.59 feet
Beam, B 41.00 meters = 134.51 feet
Block Coefficient, Cb 0.680 Labs= 223.10 meters
Draft, T 10.70 meters = 35.10 feet
Depth, D 20.19 meters = 66.24 feet
For effective depth only with significant superstructure near amidships

D1 0.00 meters depth to first deck above hull
D2 0.00 meters depth to second deck above hull
L1 (enter 0, if negligible) 0.00 meters length of first deck above hull
L2 (enter 0, if negligible) 0.00 meters length of second deck above hull
Effective Depth, Deff 20.19 meters
Water Density 1.025 tonnes/m^3 (SW 1.025; FW 1.000)

Displacement 70,328.0 tonnes = 69,229.1 LT
Cv=I/B*Deff^3 0.110 in^2 ft^2/ft^4 = 7.64 cm^2/m^2
Added Displacement 103,892.6 tonnes = 102,269.3 LT
Displ.+Added Displ. 174,220.6 tonnes = 171,498.4 LT
Hull Moment of Inertia I 2,577,644 cm^2 m^2 = 4,300,567 in^2 ft^2
ABS Min. Inertia I 1,901,035 cm^2 m^2 = 3,171,706 in^2 ft^2
(art. 3-2-1/3.7.2) 90 ≤ Labs ≤ 300 m Note: use actual inertia I value
from midship section design,
when available
Natural Frequency Ratio

Reference Data 2 nodes 3 nodes 4 nodes 5 nodes 6 nodes
vertical modes
passenger ships 1.00 1.80 2.50 3.25 4.45
cargo ships 1.00 1.80 2.50 3.25 4.45
tankers 1.00 2.10 3.20 4.25 5.20
ore carriers 1.00 2.45 3.80 5.05 6.45
enter selected values 1.00 1.80 2.50 3.25 4.45
horizontal modes
cargo ships 1.55 3.10 4.80 6.50
tankers 1.55 3.00 4.45 5.90
ore carriers 1.75 4.00 6.55 9.00
enter selected values 1.55 3.10 4.80 6.50
enter
Natural Frequency Estimates +- band cycles/min. Prop. RPM 95.0
N2v (2-noded vert.) 49.6 1.2 CPM No. Blades Z 5
N3v 89.2 4.5 CPM
N4v 123.9 9.3 CPM Excitation Frequencies
N5v 161.1 16.1 CPM case CPM
N6v 220.6 27.6 CPM balance 95.0
Natural Frequency Estimates +- band cycles/min. possible with 95.0
N2h (2-noded horiz.) 76.8 1.9 CPM low speed 190.0
N3h 153.7 7.7 CPM diesels 285.0
N4h 238.0 17.8 CPM blade rate 475.0
N5h 322.2 32.2 CPM 2xblade rate 950.0

38
Figure 18: Hull Frequency Spreadsheet
5.4 Main Engine Selection

The 8 cylinder WÄRTSILÄ RT-flex68 engine was selected as a satisfaction of the braking
power and the propeller speed. The ship required a brake power of 22912Kw. The brake power
falls into the region of this engine when it is operated at the speed of 95 rpm. Also as the five-
blade propeller was used in this design, a five-cylinder or ten-cylinder engine should be avoided.
Figure 19 shows the specifications of the engine.
Figure 19: Main Engine Information

39
5.5 Generator Selection

The generator was selected based on the historical data and the similar ships. Two ships,
Charlotte Wulff and MSC LINZIE were analyzed to determine the electrical power requirements
of LANG. The table below presents the specifics of two ships and LANG.
Table 28: Comparison among the Sample ships and LANG
Ship MSC LINZIE Charlotte Wulff LANG
LBP (m) 283 271 230
B (m) 32.2 32.2 41
T (m) 12 12 10.7
Homogenous TEU 3360 3080 3246

Capacity
Refrigerated TEU 400 700 300

Capacity
Total Engine Power 6720 8820 5620

(KW)
Total Alternator 7948 10050 5920

Power (KVA)
Four 8 Cylinder Wartsila 20 were chosen as the generators, which can provide a total power of
5620 KW. One 4 cylinder Wartsila 20 was used for the emergency generator, which can provide
740KW outpur. The specific of Wartsila 20 is attached below.
Table 29: Wartsila 20 Generator Specifics
Wärtsilä 20 generating set IMO Tier

II
Cylinder 200 mm Fuel specification:
bore
Piston 280 mm Fuel oil 700
stroke cSt/50oC
Cylinder 185, 200 7200
output kW/cyl sR1/100oC
Speed 900- ISO 8217, category ISO-F-

1000 rpm RMK 700

40
Mean 27.3, SFOC 187 g/kWh at ISO

effective 28.0 bar condition
pressure
Piston 8.4, 9.3 m/s Option:
speed
Generator 0.4-13.8 kV Common rail fuel injection.
voltage
Generator 0.95-0.96
efficiency
Rated power
- 60 Hz 50 Hz
Engine 185 kW/cyl, 900 rpm 200 kW/cyl, 1000 rpm
type
Eng. kW Gen. kW Eng. kW Gen. kW
4L20 740 700 800 760
6L20 1110 1055 1200 1140
8L20 1480 1405 1600 1520
9L20 1665 1580 1800 1710

41
6.0 Load Condition

42
6 Load Condition
The client specified that four load conditions be tested for: full load departure, full load arrival,
half load departure, and half arrival. The University of Michigan spreadsheet Weights II was
used to evaluate each load case. Weights II requires that exact container and ballast placement be
input, as well as main engine, trip, and ship dimension specifics. Additionally, the hydrostatics at
±0.5 m of the design draft were required from HECSALV.
The requirements of Weight II were the same as Weight I. The trim should within 0.5 meter and
the GMt should be larger than what was required in USCG. The arrival conditions were
considered that half of the fuel oil, fresh water and provision were consumed. However, the
results didn’t change much as they located near the center of the ship.
Matlab was used in conjunction with the Weights II spreadsheet to produce a coffin diagram for
each load case.
The outputs from the Weights II program were crucial for further analysis of the ship in Maxsurf
Stability. The following pages contain the Weights II input and output along with the coffin
diagram for all four load cases.

43
6.1 Full Load Departure
Table 30: Weight II Full Load Departure
Condition: Full Load Departure
Models from: Watson, D. G. M. and A. W. Gilfillan, "Some Ship Design Methods,"

Transactions RINA, 1977.
Kupras, L. K., "Optimization Method and Parametric Study in Precontract
Ship Design," International Shipbuilding Progress , May, 1971.
Watson, D. G. M.. Practical Ship Design , Elsevier Science Ltd, Oxford,
UK, 1998.
Parsons, M. G., "Parametric Design," Ch. 11 in Ship Design and Construction ,
SNAME, 2003 (corrected).
Additional Parameters input data in yellow Structural weight estimate details

depth D 20.19 m Cb' 0.734
design LWL for weight models 230.00 m Ehull 13746.3
design B for weight models 41.00 m Esuperstructure 0.0
design draft T for weight models 10.70 m Edeckhouse 171
design block coeff. Cb for weight models 0.680 Ws hull+ss+dh 14756.0 tonnes
superstructures sum(li*hi) 0 m^2 Ws hull+ss 14510.0 tonnes
deckhouses sum(li*hi) 228 m^2 Ws hull only 14510.0 tonnes
structural K 0.0336 Watson & Gilfillan or Watson Table Ws superstructure 0.0 tonnes
distance from amidships to hull LCG -0.694 % LWL positive aft Ws deckhouse 246.0 tonnes
outfit Co 0.40 Watson & Gilfillan or Watson Figure Outfit weight

fraction of Wo at machinery 0.250 | Wo 3772 tonnes
fraction of Wo at amidships 0.375 | fractions need to total one = 1.00
fraction of Wo at deckhouse 0.375 | check sum LCB from Weights II
LCB 112.23 m
total propulsion MCR 25040 kW
number of main engines 1
propulsion engine Ne 95 rpm
ship type Km for mach'y Wrem 0.69 Km = [0.69 cargo; 0.72 tankers; 0.83 passenger; 0.19 frigates]
fuel capacity margin 5 per cent on total
endurance range 12000 nautical miles
endurance speed 20 knots Machinery weight estimate details
specific fuel rate 0.00017 t/kW*hr [use vendor's data + 10%] Wme ** 552.0 tonnes
engineroom overhead 20.1 meters above baseline Wrem 827.7 tonnes
innerbottom height 1.8 meters above baseline Total Wm 1379.7 tonnes
Wfuel 2681.8 tonnes
complement (crew+extras) 24 people
endurance days 28 days ** enter actual vendor's weight when known

44
NOTE: 1. All data has been entered on Weights II main spreadsheet Condition: Full Load Departure
2. Therefore, do not enter any data on this spreadsheet.
3. To use the SOLVER, you must Enable Macros when WEIGHTS II is entered Iterate on yellow to zero blue LCG error
WEIGHT CATEGORY Wt start point end point length min. LCG LCG max LCG ordinate 1 ordinate 2 ordinate 3 ordinate 4
[t] [m aft FP] [m aft FP] [m] [m aft FP] [m aft FP] [m aft FP] [t/m] [t/m] [t/m] [t/m]
LIGHT SHIP 1/3 pt. desired 2/3 pt. coffin diagram for Ws hull
*Hull Structure 14510.0 -6.6 237.9 244.6 74.88 113.40 156.40 58.54 70.40 70.40 30.96
@ 2.93 74.88 156.40 237.93
Initiate SOLVER Solve X1 X2 X3 X4
solution for coffin LCG check= 113.17
diagram ordinates LCG error= -0.23
trapezoids for remaining weight elements

X1 X2 ordinate 1 ordinate 2
*Superstructures 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
*Deckhouses 246.0 180.7 198.7 18.0 186.74 188.35 192.74 19.98 7.35
* Outfit @ deckhouse 1414.5 180.7 198.7 18.0 186.74 188.35 192.74 114.89 42.28
* Outfit @ machinery 943.0 180.7 198.7 18.0 186.74 189.31 192.75 59.87 44.85
* Outfit @ amidships 1414.5 -6.6 237.9 244.6 74.88 115.00 156.40 5.87 5.69
* Special outfit 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
*Machinery 1379.7 180.7 198.7 18.0 186.74 189.31 192.75 87.60 65.63
*Permanent Ballast 0.00 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
*Light Ship Margin 597.2 -6.6 237.9 244.6 74.88 128.63 156.40 1.66 3.22
DEADWEIGHT
* Cargo #1 4340.0 9.5 36.1 26.6 18.36 24.19 27.22 111.77 214.87
* Cargo #2 6804.0 38.0 64.6 26.6 46.90 51.95 55.76 219.91 292.17
* Cargo #3 7924.0 66.6 93.2 26.6 75.44 79.72 84.30 308.03 288.34
* Cargo #4 8036.0 95.1 121.7 26.6 103.98 108.64 112.84 286.30 318.50
* Cargo #5 8932.0 123.7 150.2 26.6 132.52 136.98 141.38 333.84 338.39
* Cargo #6 7868.0 152.2 178.8 26.6 161.06 165.32 169.92 306.98 285.18
* Cargo #7 1568.0 200.7 226.8 26.1 209.41 213.98 218.10 56.98 63.30
* Cargo #8 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
*Fuel Oil 2681.8 80.6 121.7 41.1 94.31 101.16 108.00 65.31 65.32
*Lube Oil 40.0 123.7 129.9 6.3 125.75 126.80 127.84 6.39 6.39
*Water 114.2 15.8 22.0 6.3 17.85 18.90 19.94 18.24 18.26
*Crew and Effects 4.1 180.7 198.7 18.0 186.74 188.35 192.74 0.33 0.12
*Provisions 6.7 180.7 198.7 18.0 186.74 188.35 192.74 0.55 0.20
* Ballast #1 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #2 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #3 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #4 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #5 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #6 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #7 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #8 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00

45
Condition: Full Load Departure
enter data in yellow

LWL for Hydrostatic Condition 230.00 meters
B for Hydrostatic Condition 41.00 meters
Weight Margin 3.00 per cent Light Ship at CG of Light Ship Weight Note: weights and centers
(1 + s) 1.005 shell/appendage allowance in italics are linked to
KG Margin 0.30 meters models from Input Data
Free Surface Margin 3.00 per cent of KG These may be overwritten if
Water Weight Density 1.025 tonnes/m^3 (SW 1.025; FW 1.000) not applicable
HYDROSTATIC DATA (Input data @ 3 drafts spanning expected T ± 0.5 meter; @ expected trim)
input from HECSALV resulting interpolated properties
T1 < T2 < T3 Cb 0.679 corresponding Cb
T 10.20 10.70 11.20 T 10.43 m interpolated T
molded displacement 66766 70550 74423 molded ∆ 68481 t required displacemen
BMT 12.79 12.43 12.13 BMT 12.62 m
KB=VCB 5.37 5.64 5.92 KB=VCB 5.49 m
BML 337.00 339.44 344.15 BML 337.84 m from amidship, + fwd
LCB 112.38 112.03 111.65 LCB 112.23 m aft FP 1.21%
LCF 106.44 105.28 104.12 LCF 105.92 m aft FP 3.95%
Cx 0.990 0.991 0.991 Cx 0.991 for referencce LWL
Cwp 0.774 0.792 0.792 Cwp 0.782
Note: Interpolated draft T must be T1 < T < T3
WEIGHT CATEGORY
WT VCG product start point end point LCG product
LIGHT SHIP [t] [m abv. BL] [m aft FP] [m aft FP] [m from FP]
*Hull Structure 14510.0 9.87 143220.3 -6.6 237.9 113.40 1645481.6
*Superstructures 0.0 0.00 0.0 0.0 0.0 0.00 0.0
*Deckhouses 246.0 28.33 6970.0 180.7 198.7 188.35 46340.5
Total Structure 14756.0 10.18 114.65
* Outfit @ deckhouse 1414.5 28.33 40072.8 180.7 198.7 188.35 266426.7
* Outfit @ machinery 943.0 8.21 7737.3 180.7 198.7 189.31 178523.1
* Outfit @ amidships 1414.5 22.49 31812.1 -6.6 237.9 115.00 162667.5
* Special outfit 0.0 0.00 0.0 0.0 0.0 0.00 0.0
Total Outfit 3772.0 21.11 161.09
*Machinery 1379.7 8.21 11320.8 180.7 198.7 189.31 261203.8
*Permanent Ballast 0.00 0.00 0.0 0.0 0.0 0.00 0.0
*Light Ship Margin 597.2 12.11 7234.0 -6.6 237.9 128.63 76819.3
Light Ship Weight 20505.0 12.11 128.63
continued: Condition: Full Load Departure
WEIGHT CATEGORY WT VCG product start point end point LCG product
DEADWEIGHT [t] [m abv. BL] [m aft FP] [m aft FP] [m from FP]
* Cargo #1 4340.0 23.50 101981.3 9.50 36.07 24.19 104962.90
* Cargo #2 6804.0 20.18 137281.6 38.04 64.61 51.95 353481.41
* Cargo #3 7924.0 18.81 149050.4 66.58 93.15 79.72 631707.77
* Cargo #4 8036.0 19.00 152684.0 95.12 121.69 108.64 873053.56
* Cargo #5 8932.0 17.60 157194.3 123.66 150.23 136.98 1223478.56
* Cargo #6 7868.0 16.30 128248.4 152.20 178.77 165.32 1300768.45
* Cargo #7 1568.0 24.98 39168.6 200.72 226.79 213.98 335520.64
* Cargo #8 0.0 0.00 0.0 0.00 0.00 0.00 0.00
Cargo Deadweight 45472.0 19.04 106.06
*Fuel Oil 2681.8 3.36 8997.4 80.63 121.69 101.16 271277.1
*Lube Oil 40.0 3.36 134.2 123.67 129.93 126.80 5071.9
*Water 114.2 9.83 1123.0 15.77 22.03 18.90 2159.0
*Crew and Effects 4.1 28.33 115.6 180.74 198.74 188.35 768.5
*Provisions 6.7 28.33 190.4 180.74 198.74 188.35 1265.7
* Ballast #1 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #2 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #3 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #4 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #5 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #6 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #7 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #8 0.0 0.00 0.0 0.00 0.00 0.00 0.0
Total Temp. Ballast 0.0 0.00 0.00
Total Deadweight 48318.8 18.13 105.62
Total Weight 68823.8 16.34 total VCG 112.48 total LCG
GM AND TRIM RESULTS

resulting hydrostatic conditions
Design KG 17.13 m, including design and free surface margins

GMT 0.98 m GML 326.21 m
Trim 0.18 m; + by the stern
T forward 10.35 m T aft 10.52 m

46
Figure 20: Coffin Diagram Full Load Departure

47
6.2 Full Load Arrival
Table 31: Weight II Full Load Arrival
Condition: Full Load Arrival

UK, 1998.

depth D 20.19 m Cb' 0.751
design draft T for weight models 10.70 m Edeckhouse 171
deckhouses sum(li*hi) 228 m^2 Ws hull only 14628.4 tonnes

LCB 112.35 m
Wfuel 2681.8 tonnes

48
NOTE: 1. All data has been entered on Weights II main spreadsheet Condition: Full Load Arrival
*Hull Structure 14628.4 -6.6 237.9 244.6 74.88 113.49 156.40 41.54 70.99 70.99 33.38
@ -6.64 74.88 156.40 237.93
diagram ordinates LCG error= -0.01

*Deckhouses 248.0 180.7 198.7 18.0 186.74 188.35 192.74 20.15 7.41
* Special outfit 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
*Machinery 1379.7 180.7 198.7 18.0 186.74 189.31 192.75 87.60 65.63
DEADWEIGHT
* Cargo #1 4340.0 9.5 36.1 26.6 18.36 24.19 27.22 111.77 214.87
* Cargo #2 6804.0 38.0 64.6 26.6 46.90 51.95 55.76 219.91 292.17
* Cargo #3 7924.0 66.6 93.2 26.6 75.44 79.72 84.30 308.03 288.34
* Cargo #4 8036.0 95.1 121.7 26.6 103.98 108.64 112.84 286.30 318.50
* Cargo #5 8932.0 123.7 150.2 26.6 132.52 136.98 141.38 333.84 338.39
* Cargo #6 7868.0 152.2 178.8 26.6 161.06 165.32 169.92 306.98 285.18
* Cargo #7 1568.0 200.7 226.8 26.1 209.41 213.98 218.10 56.98 63.30
* Cargo #8 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
*Fuel Oil 2681.8 80.6 121.7 41.1 94.31 101.16 108.00 65.31 65.32
*Lube Oil 20.0 126.8 123.7 -3.1 125.75 129.93 124.71 -63.90 51.12
*Water 57.1 15.8 22.0 6.3 17.85 18.90 19.94 9.12 9.13
*Crew and Effects 4.1 180.7 198.7 18.0 186.74 188.35 192.74 0.33 0.12
*Provisions 3.4 180.7 198.7 18.0 186.74 188.35 192.74 0.27 0.10
* Ballast #1 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #2 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #3 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #4 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #5 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #6 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #7 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Ballast #8 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00

49
Condition: Full Load Arrival

molded displacement 66766 70550 74423 molded ∆ 67191 t required displacemen
BMT 12.79 12.43 12.13 BMT 12.74 m
KB=VCB 5.37 5.64 5.92 KB=VCB 5.40 m
LCB 112.38 112.03 111.65 LCB 112.35 m aft FP 1.15%
LCF 106.44 105.28 104.12 LCF 106.31 m aft FP 3.78%
Cwp 0.774 0.792 0.792 Cwp 0.776
WEIGHT CATEGORY
*Hull Structure 14628.4 9.88 144475.4 -6.6 237.9 113.49 1660131.2
*Deckhouses 248.0 28.33 7026.9 180.7 198.7 188.35 46718.7
Total Structure 14876.5 10.18 114.73
* Special outfit 0.0 0.00 0.0 0.0 0.0 0.00 0.0
Total Outfit 3772.0 21.11 161.09
*Machinery 1379.7 8.21 11320.8 180.7 198.7 189.31 261203.8
*Light Ship Margin 600.8 12.11 7273.4 128.60 77270.1
continued: Condition: Full Load Arrival
* Cargo #1 4340.0 23.50 101981.3 9.50 36.07 24.19 104962.90
* Cargo #2 6804.0 20.18 137281.6 38.04 64.61 51.95 353481.41
* Cargo #3 7924.0 18.81 149050.4 66.58 93.15 79.72 631707.77
* Cargo #4 8036.0 19.00 152684.0 95.12 121.69 108.64 873053.56
* Cargo #5 8932.0 17.60 157194.3 123.66 150.23 136.98 1223478.56
* Cargo #6 7868.0 16.30 128248.4 152.20 178.77 165.32 1300768.45
* Cargo #7 1568.0 24.98 39168.6 200.72 226.79 213.98 335520.64
* Cargo #8 0.0 0.00 0.0 0.00 0.00 0.00 0.00
*Fuel Oil 1340.9 3.36 4498.7 80.63 121.69 101.16 135638.5
*Lube Oil 20.0 3.36 67.1 126.80 123.67 129.93 2598.6
*Water 57.1 9.83 561.5 15.77 22.03 18.90 1079.5
*Crew and Effects 4.1 28.33 115.6 180.74 198.74 188.35 768.5
*Provisions 3.4 28.33 95.2 180.74 198.74 188.35 632.9
* Ballast #1 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #2 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #3 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #4 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #5 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #6 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #7 0.0 0.00 0.0 0.00 0.00 0.00 0.0
* Ballast #8 0.0 0.00 0.0 0.00 0.00 0.00 0.0
GM AND TRIM RESULTS


GMT 0.75 m GML 325.17 m

50
Figure 21: Coffin Diagram Full Load Arrival

51
6.3 Half Load Departure
Table 32: Weight II Half Load Departure
Condition: Half Load Departure

UK, 1998.

depth D 20.19 m Cb' 0.751
design draft T for weight models 10.70 m Edeckhouse 237.3075
deckhouses sum(li*hi) 316.41 m^2 Ws hull only 14628.4 tonnes

LCB 112.09 m
Wfuel 2681.8 tonnes

52
NOTE: 1. All data has been entered on Weights II main spreadsheet Condition: Half Load Departure
*Hull Structure 14628.4 -6.6 237.9 244.6 74.88 113.31 156.40 41.91 70.97 70.97 33.10
@ -6.64 74.88 156.40 237.93
diagram ordinates LCG error= 0.00

*Deckhouses 344.5 180.7 198.7 18.0 186.74 189.31 192.75 21.87 16.39
* Special outfit 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
*Machinery 1379.7 180.7 198.7 18.0 186.74 189.31 192.75 87.60 65.63
DEADWEIGHT
* Cargo #1 1204.0 9.5 36.1 26.6 18.36 26.67 27.22 5.59 85.03
* Cargo #2 3220.0 38.0 64.6 26.6 46.90 51.95 55.76 104.07 138.27
* Cargo #3 4340.0 66.6 93.2 26.6 75.44 79.72 84.30 168.71 157.93
* Cargo #4 4452.0 95.1 121.7 26.6 103.98 108.64 112.84 158.61 176.45
* Cargo #5 5348.0 123.7 150.2 26.6 132.52 136.98 141.38 199.89 202.61
* Cargo #6 4088.0 152.2 178.8 26.6 161.06 162.47 169.92 258.66 49.01
* Cargo #7 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Cargo #8 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
*Fuel Oil 2681.8 80.6 121.7 41.1 94.31 101.16 108.00 65.31 65.32
*Lube Oil 40.0 126.8 123.7 -3.1 125.75 129.93 124.71 -127.80 102.24
*Water 114.2 15.8 22.0 6.3 17.85 18.90 19.94 18.24 18.26
*Crew and Effects 4.1 180.7 198.7 18.0 186.74 189.31 192.75 0.26 0.19
*Provisions 6.7 180.7 198.7 18.0 186.74 189.31 192.75 0.43 0.32
* Ballast #1 374.8 8.5 37.1 28.6 18.02 24.74 27.55 7.73 18.50
* Ballast #2 925.6 37.0 65.6 28.6 46.56 53.60 56.09 16.95 47.84
* Ballast #3 1722.4 65.6 94.2 28.6 75.10 80.62 84.63 50.74 69.82
* Ballast #4 2005.7 94.1 122.7 28.6 103.64 108.55 113.17 68.14 72.24
* Ballast #5 2039.7 122.7 151.2 28.6 132.18 136.95 141.71 71.41 71.35
* Ballast #6 1767.3 151.2 179.8 28.6 160.72 164.60 170.25 73.38 50.32
* Ballast #7 2003.8 151.2 179.8 28.6 160.72 165.28 170.25 73.11 67.15
* Ballast #8 1045.5 179.7 199.7 20.0 186.41 189.43 193.08 57.15 47.35

53

molded displacement 66766 70550 74423 molded ∆ 69921 t required displacement
BMT 12.79 12.43 12.13 BMT 12.48 m
KB=VCB 5.37 5.64 5.92 KB=VCB 5.60 m
LCB 112.38 112.03 111.65 LCB 112.09 m aft FP 1.26%
LCF 106.44 105.28 104.12 LCF 105.47 m aft FP 4.14%
Cwp 0.774 0.792 0.792 Cwp 0.789
WEIGHT CATEGORY
*Hull Structure 14628.4 9.86 144290.2 -6.6 237.9 113.31 1657525.9
*Deckhouses 344.5 28.33 9760.0 180.7 198.7 189.31 65221.0
Total Structure 14972.9 10.29 115.06
* Special outfit 0.0 0.00 0.0 0.0 0.0 0.00 0.0
Total Outfit 3772.0 21.11 161.45
*Machinery 1379.7 8.21 11320.8 180.7 198.7 189.31 261203.8
continued: Condition: Half Load Departure
* Cargo #1 1204.0 14.75 17753.0 9.50 36.07 26.67 32110.32
* Cargo #2 3220.0 20.18 64968.7 38.04 64.61 51.95 167285.44
* Cargo #3 4340.0 18.81 81635.4 66.58 93.15 79.72 345988.35
* Cargo #4 4452.0 19.00 84588.0 95.12 121.69 108.64 483677.76
* Cargo #5 5348.0 17.60 94119.5 123.66 150.23 136.98 732553.00
* Cargo #6 4088.0 11.11 45406.6 152.20 178.77 162.47 664173.18
* Cargo #7 0.0 0.00 0.0 0.00 0.00 0.00 0.00
* Cargo #8 0.0 0.00 0.0 0.00 0.00 0.00 0.00
*Fuel Oil 2681.8 3.36 8997.4 80.63 121.69 101.16 271277.1
*Lube Oil 40.0 3.36 134.2 126.80 123.67 129.93 5197.1
*Water 114.2 9.83 1123.0 15.77 22.03 18.90 2159.0
*Crew and Effects 4.1 28.33 115.6 180.74 198.75 189.31 772.4
*Provisions 6.7 28.33 190.4 180.74 198.75 189.31 1272.2
* Ballast #1 374.8 1.05 392.8 8.50 37.07 24.74 9274.1
* Ballast #2 925.6 1.02 941.3 37.04 65.61 53.60 49609.4
* Ballast #3 1722.4 0.96 1653.5 65.58 94.15 80.62 138863.4
* Ballast #4 2005.7 0.93 1867.3 94.12 122.69 108.55 217709.4
* Ballast #5 2039.7 0.93 1888.8 122.66 151.23 136.95 279325.6
* Ballast #6 1767.3 0.94 1661.3 151.20 179.77 164.60 290896.2
* Ballast #7 668.9 1.01 677.6 179.74 199.7 188.36 125996.9
* Ballast #8 2567.9 10.84 27827.3 8.50 37.07 22.66 58195.4
* Ballast #9 2493.9 10.38 25883.4 37.04 65.61 51.23 127756.6
* Ballast #10 2237.8 10.52 23547.5 65.58 94.15 79.63 178196.2
* Ballast #11 2109.1 10.67 22497.0 94.12 122.69 108.36 228544.0
* Ballast #12 2081.3 10.70 22275.2 122.66 151.23 136.95 285044.4
* Ballast #13 2003.8 10.93 21895.5 151.20 179.77 165.28 331195.7
* Ballast #14 1045.5 12.51 13081.9 179.74 199.75 189.43 198044.7
GM AND TRIM RESULTS


GMT 5.80 m GML 332.21 m

54
Figure 22: Coffin Diagram Half Load Departure

55
6.4 Half Load Arrival
Table 33: Weight II Half Load Arrival

UK, 1998.

depth D 20.19 m Cb' 0.751
design draft T for weight models 10.70 m Edeckhouse 237.3075
deckhouses sum(li*hi) 316.41 m^2 Ws hull only 14628.4 tonnes

LCB 112.22 m
Wfuel 2681.8 tonnes

56
NOTE: 1. All data has been entered on Weights II main spreadsheet Condition: Half Load Departure
*Hull Structure 14628.4 -6.6 237.9 244.6 74.88 113.40 156.40 41.71 70.98 70.98 33.26
@ -6.64 74.88 156.40 237.93
diagram ordinates LCG error= 0.00

*Deckhouses 344.5 180.7 198.7 18.0 186.74 189.31 192.75 21.87 16.39
* Special outfit 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
*Machinery 1379.7 180.7 198.7 18.0 186.74 189.31 192.75 87.60 65.63
DEADWEIGHT
* Cargo #1 1204.0 9.5 36.1 26.6 18.36 26.67 27.22 5.59 85.03
* Cargo #2 3220.0 38.0 64.6 26.6 46.90 51.95 55.76 104.07 138.27
* Cargo #3 4340.0 66.6 93.2 26.6 75.44 79.72 84.30 168.71 157.93
* Cargo #4 4452.0 95.1 121.7 26.6 103.98 108.64 112.84 158.61 176.45
* Cargo #5 5348.0 123.7 150.2 26.6 132.52 136.98 141.38 199.89 202.61
* Cargo #6 4088.0 152.2 178.8 26.6 161.06 162.47 169.92 258.66 49.01
* Cargo #7 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
* Cargo #8 0.0 0.0 0.0 0.0 0.00 0.00 0.00 0.00 0.00
*Fuel Oil 2681.8 80.6 121.7 41.1 94.31 101.16 108.00 65.31 65.32
*Lube Oil 20.0 126.8 123.7 -3.1 125.75 129.93 124.71 -63.90 51.12
*Water 57.1 15.8 22.0 6.3 17.85 18.90 19.94 9.12 9.13
*Crew and Effects 4.1 180.7 198.7 18.0 186.74 189.31 192.75 0.26 0.19
*Provisions 3.4 180.7 198.7 18.0 186.74 189.31 192.75 0.21 0.16
* Ballast #1 374.8 8.5 37.1 28.6 18.02 24.74 27.55 7.73 18.50
* Ballast #2 925.6 37.0 65.6 28.6 46.56 53.60 56.09 16.95 47.84
* Ballast #3 1722.4 65.6 94.2 28.6 75.10 80.62 84.63 50.74 69.82
* Ballast #4 2005.7 94.1 122.7 28.6 103.64 108.55 113.17 68.14 72.24
* Ballast #5 2039.7 122.7 151.2 28.6 132.18 136.95 141.71 71.41 71.35
* Ballast #6 1767.3 151.2 179.8 28.6 160.72 164.60 170.25 73.38 50.32
* Ballast #7 2003.8 151.2 179.8 28.6 160.72 165.28 170.25 73.11 67.15
* Ballast #8 1045.5 179.7 199.7 20.0 186.41 189.43 193.08 57.15 47.35

57

molded displacement 66766 70550 74423 molded ∆ 68507 t required displacement
BMT 12.79 12.43 12.13 BMT 12.61 m
KB=VCB 5.37 5.64 5.92 KB=VCB 5.50 m
LCB 112.38 112.03 111.65 LCB 112.22 m aft FP 1.21%
LCF 106.44 105.28 104.12 LCF 105.91 m aft FP 3.95%
Cwp 0.774 0.792 0.792 Cwp 0.782
WEIGHT CATEGORY
*Hull Structure 14628.4 9.87 144386.5 -6.6 237.9 113.40 1658886.6
*Deckhouses 344.5 28.33 9760.0 180.7 198.7 189.31 65221.0
Total Structure 14972.9 10.30 115.15
* Special outfit 0.0 0.00 0.0 0.0 0.0 0.00 0.0
Total Outfit 3772.0 21.11 161.45
*Machinery 1379.7 8.21 11320.8 180.7 198.7 189.31 261203.8
continued: Condition: Half Load Departure
* Cargo #1 1204.0 14.75 17753.0 9.50 36.07 26.67 32110.32
* Cargo #2 3220.0 20.18 64968.7 38.04 64.61 51.95 167285.44
* Cargo #3 4340.0 18.81 81635.4 66.58 93.15 79.72 345988.35
* Cargo #4 4452.0 19.00 84588.0 95.12 121.69 108.64 483677.76
* Cargo #5 5348.0 17.60 94119.5 123.66 150.23 136.98 732553.00
* Cargo #6 4088.0 11.11 45406.6 152.20 178.77 162.47 664173.18
* Cargo #7 0.0 0.00 0.0 0.00 0.00 0.00 0.00
* Cargo #8 0.0 0.00 0.0 0.00 0.00 0.00 0.00
*Fuel Oil 1340.9 3.36 4498.7 80.63 121.69 101.16 135638.5
*Lube Oil 20.0 3.36 67.1 126.80 123.67 129.93 2598.6
*Water 57.1 9.83 561.5 15.77 22.03 18.90 1079.5
*Crew and Effects 4.1 28.33 115.6 180.74 198.75 189.31 772.4
*Provisions 3.4 28.33 95.2 180.74 198.75 189.31 636.1
* Ballast #1 374.8 1.05 392.8 8.50 37.07 24.74 9274.1
* Ballast #2 925.6 1.02 941.3 37.04 65.61 53.60 49609.4
* Ballast #3 1722.4 0.96 1653.5 65.58 94.15 80.62 138863.4
* Ballast #4 2005.7 0.93 1867.3 94.12 122.69 108.55 217709.4
* Ballast #5 2039.7 0.93 1888.8 122.66 151.23 136.95 279325.6
* Ballast #6 1767.3 0.94 1661.3 151.20 179.77 164.60 290896.2
* Ballast #7 668.9 1.01 677.6 179.74 199.7 188.36 125996.9
* Ballast #8 2567.9 10.84 27827.3 8.50 37.07 22.66 58195.4
* Ballast #9 2493.9 10.38 25883.4 37.04 65.61 51.23 127756.6
* Ballast #10 2237.8 10.52 23547.5 65.58 94.15 79.63 178196.2
* Ballast #11 2109.1 10.67 22497.0 94.12 122.69 108.36 228544.0
* Ballast #12 2081.3 10.70 22275.2 122.66 151.23 136.95 285044.4
* Ballast #13 2003.8 10.93 21895.5 151.20 179.77 165.28 331195.7
* Ballast #14 1045.5 12.51 13081.9 179.74 199.75 189.43 198044.7
GM AND TRIM RESULTS


GMT 5.66 m GML 330.90 m

58
Figure 23: Coffin Diagram Half Load Arrival

59
7.0 Structure

60
7 Structure
7.1 Still Water Bending Moment
Longitudinal Strength Analysis in the Maxsurf Stability was performed for all four load cases to
acquire the still water bending moment. The largest still water bending moment was 189018 ton-
meters under the full load arrival conditions. This value was used for the ABS requirement
calculations. The Longitudinal Strength Analysis results for each load case are on the following
pages.

61
Table 34: Longitudinal Strength Full Load Departure
Name Long. Pos m Mass t/m Bouyancy t/m Grounding t/m Damage/NBV t/m Net Load t Shear t*10^3 Moment t*m*10^3
st 60 -173.845 356.031 -359.597 0 0 -3.566 2.059 115.14
st 61 -171.345 358.136 -369.805 0 0 -11.669 2.04 120.267
st 62 -168.845 360.241 -378.332 0 0 -18.092 2.003 125.323
st 63 -166.345 362.346 -385.837 0 0 -23.491 1.95 130.266
st 64 -163.845 364.45 -392.758 0 0 -28.308 1.886 135.064
st 66 -161.345 366.555 -398.515 0 0 -31.96 1.81 139.685
st 67 -158.845 368.66 -403.007 0 0 -34.347 1.727 144.107
st 68 -156.345 370.765 -407.385 0 0 -36.62 1.638 148.315
st 69 -153.845 372.87 -411.262 0 0 -38.392 1.544 152.295
st 70 -151.345 67.291 -413.924 0 0 -346.633 1.185 155.889
st 71 -148.845 405.501 -416.49 0 0 -10.989 0.785 158.129
st 72 -146.345 405.126 -419.042 0 0 -13.915 0.754 160.054
st 74 -143.845 404.751 -421.304 0 0 -16.553 0.716 161.892
st 75 -141.345 404.376 -423.179 0 0 -18.803 0.671 163.627
st 76 -138.845 404.001 -425.053 0 0 -21.052 0.622 165.244
st 77 -136.345 403.626 -426.926 0 0 -23.3 0.566 166.731
st 78 -133.845 403.251 -428.798 0 0 -25.547 0.505 168.07
st 79 -131.345 402.876 -430.611 0 0 -27.735 0.438 169.249
st 80 -128.845 408.891 -432.184 0 0 -23.294 0.374 170.26
st 81 -126.345 408.515 -433.757 0 0 -25.241 0.313 171.118
st 82 -123.845 408.14 -435.328 0 0 -27.187 0.247 171.821
st 22 -121.345 451.328 -436.898 0 0 14.43 -0.477 171.467
st 23 -118.845 448.351 -438.466 0 0 9.885 -0.447 170.313
st 24 -116.345 445.375 -440.034 0 0 5.341 -0.428 169.223
st 25 -113.845 442.398 -441.457 0 0 0.941 -0.42 168.165
st 26 -111.345 439.422 -441.903 0 0 -2.481 -0.422 167.113
st 27 -108.845 436.445 -442.234 0 0 -5.789 -0.432 166.047
st 28 -106.345 433.469 -442.556 0 0 -9.087 -0.451 164.944
st 29 -103.845 430.492 -442.869 0 0 -12.377 -0.478 163.784
st 30 -101.345 427.516 -443.173 0 0 -15.657 -0.513 162.547
st 31 -98.845 424.539 -443.468 0 0 -18.929 -0.556 161.212
st 32 -96.345 421.563 -443.754 0 0 -22.191 -0.608 159.759
st 33 -93.845 133.831 -443.482 0 0 -309.651 -1.031 157.883
st 34 -91.345 423.568 -440.928 0 0 -17.36 -1.279 154.867
st 35 -88.845 425.473 -438.107 0 0 -12.634 -1.316 151.622
st 36 -86.345 427.377 -435.249 0 0 -7.872 -1.342 148.298
st 37 -83.845 429.282 -432.356 0 0 -3.075 -1.356 144.925
st 38 -81.345 431.187 -429.428 0 0 1.759 -1.357 141.532
st 39 -78.845 367.782 -426.464 0 0 -58.682 -1.463 138.038
st 40 -76.345 369.687 -422.844 0 0 -53.156 -1.603 134.204
st 41 -73.845 371.593 -414.605 0 0 -43.013 -1.724 130.042
st 42 -71.345 373.498 -405.906 0 0 -32.408 -1.818 125.611
st 43 -68.845 375.403 -397.103 0 0 -21.7 -1.886 120.978
st 44 -66.345 69.106 -388.197 0 0 -319.091 -1.999 116.197
st 45 -63.845 359.238 -379.187 0 0 -19.948 -2.562 110.301
st 46 -61.345 352.493 -366.926 0 0 -14.432 -2.606 103.839
st 47 -58.845 345.749 -352.778 0 0 -7.03 -2.633 97.288
st 48 -56.345 339.004 -338.481 0 0 0.523 -2.641 90.693
st 49 -53.845 332.259 -324.035 0 0 8.224 -2.63 84.102
st 50 -51.345 325.514 -309.271 0 0 16.243 -2.599 77.563

62
Figure 24: Longitudinal Strength Full Load Departure

63
Table 35: Longitudinal Strength Full Load Arrival
st 60 -173.845 356.031 -354.62 0 0 1.411 2.194 117.462
st 61 -171.345 358.136 -364.672 0 0 -6.536 2.188 122.943
st 62 -168.845 360.241 -373.055 0 0 -12.814 2.163 128.384
st 63 -166.345 362.346 -380.41 0 0 -18.065 2.124 133.746
st 64 -163.845 364.45 -387.184 0 0 -22.733 2.073 138.995
st 66 -161.345 366.555 -392.805 0 0 -26.25 2.012 144.103
st 67 -158.845 368.66 -397.154 0 0 -28.494 1.943 149.048
st 68 -156.345 370.765 -401.389 0 0 -30.624 1.869 153.816
st 69 -153.845 372.87 -405.13 0 0 -32.26 1.791 158.392
st 70 -151.345 67.291 -407.657 0 0 -340.366 1.446 162.619
st 71 -148.845 405.501 -410.084 0 0 -4.583 1.063 165.536
st 72 -146.345 405.126 -412.497 0 0 -7.371 1.048 168.174
st 74 -143.845 404.751 -414.625 0 0 -9.874 1.026 170.768
st 75 -141.345 404.376 -416.364 0 0 -11.988 0.999 173.299
st 76 -138.845 404.001 -418.099 0 0 -14.098 0.966 175.756
st 77 -136.345 403.626 -419.835 0 0 -16.209 0.928 178.125
st 78 -133.845 403.251 -421.57 0 0 -18.319 0.885 180.392
st 79 -131.345 402.876 -423.248 0 0 -20.372 0.837 182.544
st 80 -128.845 405.696 -424.687 0 0 -18.991 0.787 184.572
st 81 -126.345 405.321 -426.125 0 0 -20.804 0.737 186.477
st 82 -123.845 404.946 -427.561 0 0 -22.615 0.683 188.254
st 22 -121.345 418.668 -428.997 0 0 -10.329 -0.034 189.005
st 23 -118.845 415.692 -430.431 0 0 -14.739 -0.065 188.885
st 24 -116.345 412.716 -431.864 0 0 -19.148 -0.108 188.669
st 25 -113.845 409.74 -433.162 0 0 -23.422 -0.161 188.335
st 26 -111.345 406.763 -433.49 0 0 -26.727 -0.224 187.856
st 27 -108.845 403.787 -433.702 0 0 -29.915 -0.294 187.209
st 28 -106.345 400.811 -433.906 0 0 -33.095 -0.373 186.376
st 29 -103.845 397.835 -434.101 0 0 -36.266 -0.46 185.335
st 30 -101.345 394.859 -434.287 0 0 -39.429 -0.555 184.068
st 31 -98.845 391.883 -434.465 0 0 -42.583 -0.657 182.555
st 32 -96.345 388.906 -434.635 0 0 -45.729 -0.767 180.776
st 33 -93.845 101.175 -434.271 0 0 -333.096 -1.249 178.426
st 34 -91.345 390.912 -431.648 0 0 -40.736 -1.556 174.792
st 35 -88.845 392.817 -428.752 0 0 -35.935 -1.652 170.781
st 36 -86.345 394.722 -425.822 0 0 -31.1 -1.735 166.545
st 37 -83.845 396.627 -422.858 0 0 -26.231 -1.807 162.115
st 38 -81.345 398.532 -419.86 0 0 -21.328 -1.867 157.521
st 39 -78.845 367.782 -416.827 0 0 -49.045 -1.972 152.738
st 40 -76.345 369.687 -413.166 0 0 -43.479 -2.088 147.661
st 41 -73.845 371.592 -404.967 0 0 -33.374 -2.184 142.317
st 42 -71.345 373.498 -396.284 0 0 -22.786 -2.255 136.765
st 43 -68.845 375.403 -387.501 0 0 -12.098 -2.298 131.07
st 44 -66.345 69.106 -378.619 0 0 -309.513 -2.388 125.286
st 45 -63.845 359.238 -369.637 0 0 -10.398 -2.926 118.449
st 46 -61.345 352.493 -357.497 0 0 -5.004 -2.947 111.105
st 47 -58.845 345.749 -343.467 0 0 2.281 -2.95 103.731
st 48 -56.345 339.004 -329.295 0 0 9.708 -2.935 96.371
st 49 -53.845 332.259 -314.983 0 0 17.276 -2.902 89.072
st 50 -51.345 325.514 -300.375 0 0 25.139 -2.849 81.882

64
Figure 25: Longitudinal Strength Full Load Arrival

65
Table 36: Longitudinal Strength Half Load Departure
st 60 -173.845 278.142 -365.846 0 0 -87.705 1.73 76.432
st 61 -171.345 300.46 -376.119 0 0 -75.659 1.526 80.496
st 62 -168.845 322.779 -384.786 0 0 -62.007 1.353 84.088
st 63 -166.345 345.098 -392.327 0 0 -47.229 1.217 87.294
st 64 -163.845 367.417 -399.289 0 0 -31.873 1.118 90.206
st 66 -161.345 389.735 -405.195 0 0 -15.459 1.058 92.919
st 67 -158.845 412.054 -409.694 0 0 2.36 1.042 95.537
st 68 -156.345 434.373 -414.076 0 0 20.297 1.07 98.17
st 69 -153.845 456.692 -418.03 0 0 38.662 1.144 100.93
st 70 -151.345 213.602 -420.736 0 0 -207.134 1.039 103.816
st 71 -148.845 414.051 -423.297 0 0 -9.246 0.799 105.973
st 72 -146.345 413.841 -425.844 0 0 -12.003 0.773 107.939
st 74 -143.845 413.631 -428.147 0 0 -14.517 0.74 109.831
st 75 -141.345 413.42 -430.019 0 0 -16.599 0.701 111.632
st 76 -138.845 413.21 -431.885 0 0 -18.675 0.657 113.33
st 77 -136.345 413 -433.751 0 0 -20.75 0.607 114.911
st 78 -133.845 412.79 -435.616 0 0 -22.826 0.553 116.363
st 79 -131.345 412.58 -437.436 0 0 -24.856 0.493 117.672
st 80 -128.845 418.759 -439.008 0 0 -20.249 0.436 118.83
st 81 -126.345 418.549 -440.571 0 0 -22.022 0.383 119.854
st 82 -123.845 418.339 -442.133 0 0 -23.794 0.326 120.741
st 22 -121.345 454.707 -443.693 0 0 11.014 -0.123 120.949
st 23 -118.845 452.844 -445.252 0 0 7.592 -0.1 120.671
st 24 -116.345 450.982 -446.81 0 0 4.171 -0.085 120.442
st 25 -113.845 449.119 -448.296 0 0 0.823 -0.079 120.238
st 26 -111.345 447.256 -448.748 0 0 -1.493 -0.08 120.04
st 27 -108.845 445.393 -449.059 0 0 -3.666 -0.086 119.833
st 28 -106.345 443.53 -449.361 0 0 -5.831 -0.098 119.603
st 29 -103.845 441.667 -449.654 0 0 -7.987 -0.116 119.336
st 30 -101.345 439.804 -449.939 0 0 -10.135 -0.138 119.019
st 31 -98.845 437.941 -450.214 0 0 -12.273 -0.166 118.639
st 32 -96.345 436.078 -450.481 0 0 -14.402 -0.2 118.183
st 33 -93.845 277.964 -450.335 0 0 -172.371 -0.434 117.496
st 34 -91.345 435.693 -447.831 0 0 -12.138 -0.577 116.145
st 35 -88.845 435.775 -444.964 0 0 -9.188 -0.604 114.668
st 36 -86.345 435.857 -442.06 0 0 -6.203 -0.623 113.134
st 37 -83.845 435.94 -439.122 0 0 -3.182 -0.635 111.56
st 38 -81.345 436.022 -436.148 0 0 -0.126 -0.639 109.967
st 39 -78.845 370.795 -433.138 0 0 -62.343 -0.752 108.258
st 40 -76.345 370.877 -429.583 0 0 -58.705 -0.903 106.188
st 41 -73.845 370.96 -421.553 0 0 -50.594 -1.04 103.756
st 42 -71.345 371.042 -412.753 0 0 -41.711 -1.156 101.008
st 43 -68.845 371.125 -403.849 0 0 -32.724 -1.249 97.999
st 44 -66.345 202.404 -394.84 0 0 -192.436 -1.359 94.777
st 45 -63.845 338.082 -385.727 0 0 -47.644 -1.72 90.836
st 46 -61.345 332.539 -373.654 0 0 -41.114 -1.832 86.393
st 47 -58.845 326.996 -359.337 0 0 -32.341 -1.924 81.695
st 48 -56.345 321.452 -344.868 0 0 -23.416 -1.994 76.795
st 49 -53.845 315.909 -330.248 0 0 -14.339 -2.041 71.748
st 50 -51.345 310.366 -315.325 0 0 -4.959 -2.065 66.612

66
Figure 26: Longitudinal Strength Half Load Departure

67
Table 37: Longitudinal Strength Half Load Arrival
st 60 -173.845 276.246 -367.56 0 0 -91.314 1.957 77.152
st 61 -171.345 298.563 -377.681 0 0 -79.118 1.744 81.771
st 62 -168.845 320.88 -386.202 0 0 -65.322 1.563 85.898
st 63 -166.345 343.197 -393.584 0 0 -50.388 1.418 89.618
st 64 -163.845 365.513 -400.388 0 0 -34.875 1.311 93.023
st 66 -161.345 387.83 -406.145 0 0 -18.315 1.245 96.211
st 67 -158.845 410.147 -410.481 0 0 -0.334 1.221 99.286
st 68 -156.345 432.464 -414.7 0 0 17.764 1.243 102.359
st 69 -153.845 454.78 -418.497 0 0 36.283 1.31 105.544
st 70 -151.345 211.69 -421.043 0 0 -209.353 1.2 108.84
st 71 -148.845 412.14 -423.439 0 0 -11.299 0.955 111.392
st 72 -146.345 411.93 -425.82 0 0 -13.89 0.924 113.742
st 74 -143.845 411.721 -427.963 0 0 -16.243 0.886 116.004
st 75 -141.345 411.511 -429.67 0 0 -18.159 0.843 118.166
st 76 -138.845 411.301 -431.371 0 0 -20.07 0.795 120.214
st 77 -136.345 411.091 -433.071 0 0 -21.98 0.743 122.137
st 78 -133.845 410.882 -434.771 0 0 -23.89 0.685 123.923
st 79 -131.345 410.672 -436.427 0 0 -25.755 0.623 125.559
st 80 -128.845 413.657 -437.836 0 0 -24.179 0.56 127.037
st 81 -126.345 413.447 -439.234 0 0 -25.787 0.498 128.36
st 82 -123.845 413.238 -440.631 0 0 -27.393 0.431 129.523
st 22 -121.345 444.489 -442.027 0 0 2.462 -0.022 129.991
st 23 -118.845 442.625 -443.422 0 0 -0.797 -0.02 129.94
st 24 -116.345 440.761 -444.815 0 0 -4.055 -0.026 129.885
st 25 -113.845 438.897 -446.145 0 0 -7.248 -0.04 129.803
st 26 -111.345 437.033 -446.439 0 0 -9.406 -0.061 129.678
st 27 -108.845 435.169 -446.591 0 0 -11.422 -0.087 129.493
st 28 -106.345 433.305 -446.734 0 0 -13.429 -0.118 129.237
st 29 -103.845 431.441 -446.869 0 0 -15.428 -0.154 128.897
st 30 -101.345 429.577 -446.996 0 0 -17.419 -0.195 128.461
st 31 -98.845 427.713 -447.114 0 0 -19.401 -0.241 127.916
st 32 -96.345 425.849 -447.225 0 0 -21.375 -0.292 127.25
st 33 -93.845 267.747 -446.942 0 0 -179.196 -0.544 126.31
st 34 -91.345 425.481 -444.308 0 0 -18.827 -0.704 124.663
st 35 -88.845 425.561 -441.302 0 0 -15.742 -0.747 122.848
st 36 -86.345 425.64 -438.263 0 0 -12.622 -0.782 120.935
st 37 -83.845 425.72 -435.19 0 0 -9.469 -0.81 118.943
st 38 -81.345 425.8 -432.083 0 0 -6.283 -0.83 116.892
st 39 -78.845 368.868 -428.943 0 0 -60.074 -0.943 114.701
st 40 -76.345 368.948 -425.277 0 0 -56.329 -1.089 112.16
st 41 -73.845 369.028 -417.186 0 0 -48.158 -1.22 109.271
st 42 -71.345 369.108 -408.298 0 0 -39.19 -1.329 106.081
st 43 -68.845 369.188 -399.309 0 0 -30.121 -1.416 102.646
st 44 -66.345 200.471 -390.221 0 0 -189.75 -1.52 99.015
st 45 -63.845 336.156 -381.033 0 0 -44.877 -1.874 94.682
st 46 -61.345 330.611 -368.951 0 0 -38.34 -1.979 89.863
st 47 -58.845 325.066 -354.608 0 0 -29.542 -2.064 84.807
st 48 -56.345 319.522 -340.121 0 0 -20.599 -2.126 79.567
st 49 -53.845 313.977 -325.49 0 0 -11.513 -2.167 74.197
st 50 -51.345 308.432 -310.572 0 0 -2.139 -2.184 68.755

68
Figure 27: Longitudinal Strength Half Load Arrival

69
7.2 ABS Structural Strength Requirements

To evaluate the hull girder moment of inertia, section modulus, and maximum bending stress at
midship the American Bureau of Shipping (ABS) rules outlined in Rules for Building and
Classing Steel Vessels 2010, Part 3-Hull Construction and Equipment were used.
The maximum still water moment would be used to calculate the total moment at midship
section. The table below is a summary of shear forces and bending moments at four conditions.
Table 38: Summary of the Shear and Moment
FD FA HD HA
Shear t 2641 2950 2527 2780
Moment t*m 171942 189018 121009 129999
The total bending moment would either be the summation of the sagging moment with still water
bending moment or the hogging moment with the still water bending moment. The larger one
would be used as the total moment. The sagging and hogging moments were calculated using
following equations:
𝑀𝑠 = −𝑘1 𝑘𝐶1 𝐵𝐿2 (𝐶𝑏 + 07) ∗ 10−3 Equation 2
𝑀ℎ = 𝑘21 𝑘𝐶1 𝐵𝐿2 𝐶𝑏 ∗ 10−3 Equation 3
Where
𝑘1 = 11.22
𝑘2 = 19.37
300 − 𝐿 1.5
𝐶1 = 10.75 − � � = 10.16
100
𝐿 = 230𝑚
𝐵 = 41𝑚
𝐶𝑏 = 0.68

70
The sagging and hogging moments were -341,343 and 290,373 tons-meter. The total bending
moment of 479,391 tons-meter resulted from the sum of the hogging and still water bending
moments. The resulting hull girder section was then calculated from Equation 4 below:
𝑀𝑡
𝑆𝑀 = Equation 4
𝑓𝑝
Where 𝑓𝑝 = 1.784 𝑡/𝑐𝑚2
Equation 4 produced a hull girder section modulus of 268,717cm2m. Moreover, ABS rules
require a minimum the hull girder section, which could be calculated by Equation 5 below:
𝑆𝑀 = 𝐶1 𝐶𝑠 𝐵𝐿2 (𝐶𝑏 + 07)

Equation 5
Where C2 = 0.01
From the calculation, the ABS rules require a SM = 304,227, which was larger than the
calculated from still water moment. Thus the one from ABS rules was used for midship section
design.
The minimum hull girder moment of inertia in cm2-m2 was also provided through the use of an
ABS rule, seen below in Equation 6:
𝐿 ∗ 𝑆𝑀
𝐼= Equation 6
33.3
The minimum hull girder moment of inertia was 2,101,267cm^2*m^2 when a section modulus
of 304,227
cm^2*m was used.

71
7.3 Midship Section Design

University of Michigan Midship Section Analysis was used to analyze and design the midship
section for LANG.
The Midship Section Inertia spreadsheet calculated the neutral axis to be 10.44 meters above the
baseline, the inertia for the whole hull to be 3,838,681 cm2m2, the section modulus for the deck
to be 393,882 cm2m, and the section modulus for the bottom to be 367,540 cm2m. The output for
the Midship Section Inertia Spreadsheet can be found in table below. A drawing of the midship
section is also attached.
Table 39: Mid Section Result
Moment of Inertia for Hull about Neutral Axis (R4)
NOTE: 1. entries/calculations in italics are for a single piece

2. table is for half of hull; enter half thickness of plates such as CVK on the centerline
3. for bilge plating: width is radius; height ABL is for center of radius
Data and Calculations in Table are for Half of Hull.
thickness width/ height area total local total local moment total inertia total inertia percent
piece number (Note 2.) height above BL per piece area self inertia inertia rel. to BL rel. to BL rel. to NA contrib.
mm m m cm^2 cm^2 cm^2m^2 cm^2m^2 cm^2m cm^2m^2 cm^2m^2 to inertia
deck plating 1 60.0 2.00 20.19 1200.00 1200.0 0.36 0.4 24228.0 489163.7 113976.1 5.94%
deck stiffeners 9 60.0 1.00 19.69 600.00 5400.0 50.00 450.0 106326.0 2094008.9 462063.9 24.07%
tunnel side stiffener #1 2 12.0 0.30 19.46 49.68 99.4 0.0 1933.5 37626.8 8076.4 0.42%
tunnel side stiffener #2 2 12.0 0.30 18.73 49.68 99.4 0.0 1861.0 34856.8 6821.4 0.36%
sheer strake 1 40.0 2.19 19.10 876.00 876.0 350.12 350.1 16727.2 319756.4 65906.1 3.43%
side plating 1 34.0 14.00 9.00 4760.00 4760.0 77746.67 77746.7 42840.0 463306.7 87675.2 4.57%
tunnel deck 1 50.0 2.00 18.00 1000.00 1000.0 0.21 0.2 18000.0 324000.2 57089.7 2.97%
tunnel deck stiffeners 8 34.0 0.65 17.68 221.00 1768.0 7.78 62.2 31249.4 552395.4 92500.1 4.82%
transverse side girder 1 40.0 2.0 16.0 800.00 800.0 266.67 266.7 12800.0 205066.7 24959.8 1.30%
tunnel inner bulkhead 1 34.0 2.19 19.10 744.60 744.6 297.60 297.6 14218.1 271792.9 56020.2 2.92%
hold side bulkhead 1 34.0 14.00 9.00 4760.00 4760.0 77746.67 77746.7 42840.0 463306.7 87675.2 4.57%
side stiffener #1 2 10.0 0.20 17.56 25.61 51.2 0.0 899.2 15785.9 2590.2 0.13%
side stiffener #2 2 10.0 0.20 14.44 25.61 51.2 0.0 739.8 10686.6 819.6 0.04%
side stiffener #3 2 10.0 0.20 12.89 25.61 51.2 0.0 660.2 8508.8 306.1 0.02%
side stiffener #4 2 10.0 0.20 11.33 25.61 51.2 0.0 580.5 6578.9 40.5 0.00%
side stiffener #5 2 10.0 0.20 9.78 25.61 51.2 0.0 500.8 4896.9 22.8 0.00%
side stiffener #6 2 10.0 0.20 8.22 25.61 51.2 0.0 421.1 3462.7 252.9 0.01%
side stiffener #7 2 10.0 0.20 6.67 25.61 51.2 0.0 341.5 2276.4 730.9 0.04%
side stiffener #8 2 10.0 0.20 5.11 25.61 51.2 0.0 261.8 1338.0 1456.8 0.08%
side stiffener #9 2 10.0 0.20 3.56 25.61 51.2 0.0 182.1 647.5 2430.6 0.13%
bilge plating 1 34.0 2.00 1.00 680.00 680.0 680.00 680.0 680.0 1360.0 61331.7 3.20%
bottom plating 1 20.0 18.70 0.00 3740.00 3740.0 0.12 0.1 0.0 0.1 407967.5 21.26%
bottom stiffeners 8 6.0 0.35 0.1750 9.31 74.5 0.0134 0.1 13.0 2.4 7854.6 0.41%
innerbottom plating 1 20.0 18.70 1.80 3740.00 3740.0 0.12 0.1 6732.0 12117.7 279463.8 14.56%
innerbottom stiffeners 8 6.0 0.35 1.6250 9.31 74.5 0.0134 0.1 121.0 196.8 5793.1 0.30%
center vertical keel 1 12.0 1.80 0.90 216.00 216.0 58.32 58.3 194.4 233.3 19734.3 1.03%
bottom girders 4 10.0 1.80 0.90 180.00 720.0 48.60 194.4 648.0 777.6 65781.0 3.43%
total 31213.3 157853.7 325998.8 5324150.9 1919340.7 100.00%
half of hull
Depth 20.19 m MId-depth 10.10 m
Neutral axis 10.44 m above BL
Inertia for whole hull 3,838,681 cm^2m^2 relative to neutral axis
SM deck 393,882 cm^2m
SM bottom 367,540 cm^2m
MId-depth 10.10 m
Neutral axis 10.44 m above BL
Inertia for whole hull 3,838,681 cm^2m^2 rela
SM deck 393,882 cm^2m
SM bottom 367,540 cm^2m

72

73
8.0 Maneuverability

74
8 Maneuverability
The University of Michigan Maneuvering Prediction Program (MPP) was used to determine the
maneuvering characteristics. The MPP provided the Clarke’s Turning Index, Linear Dynamic
Stability Criterion (LDSC), advance, and tactical diameter.
The International Maritime Organization requires that a ship’s advance must be less than 4.5
times the length of the waterline and the tactical diameter be less than 5 times the length of the
waterline. Additionally, Clarke’s Turning Index should be greater than 0.4. The table below
summarizes the MPP output and requirements for both full and half load conditions. The MPP
results are attached in the following pages.
Table 40: Maneuvering Results
Design Parameter Full Load Half Load Requirement
Clarke’s Turning 0.4142 0.4146 >0.4

Index
LDSC 0.0000055 0.0000028 >0
Advance 946.17m 930.21m <1215m
Tactical Diameter 790.96m 782.68m <1350m

75
Project Name: LANG Sun Dec 16 20:11:52 2012
Maneuvering Prediction Program (MPP-1.3) by M.G. Parsons

References: Clarke,D., Gedling,P., and Hine,G.,
"The Application of Manoeuvring Criteria in Hull
Design using Linear Theory," Trans. RINA, 1983
Lyster, C., and Knights, H. L.,
"Prediction Equations for Ships" Turning Circles,"
Trans. NECIES, 1978-1979
Run Identification:
Input Verification:
Length of Waterline LWL (m) = 230.00
Ma ximum Beam on LWL (m) = 41.00
Me an Draft (m) = 10.44
Dr aft Forward (m) = 10.36
Dr aft Aft (m) = 10.53
Block Coefficient on LWL CB = 0.6800
Molded Volume (m^3) = 66977.52
Center of Gravity LCG (%LWL; + Fwd) = 1.1460
Ce nter of Gravity LCG (m from FP ) = 112.36
Midships to Rudder CE XR (%LWL; + Aft) = 50.0000
Rudder Center of Effort XR (m from FP) = 230.00
In itial Ship Speed (knots) = 20.00
In itial Ship Speed (m/s) = 10.2888
Wa ter Type = Sa lt@15C
Wa ter Density (kg/m^3) = 1025.87
Kinematic Viscosity (m^2/s) = 0.118831E-05
Yaw Radius of Gyration K33/LWL = 0.2500
Wa ter Depth to Sh ip Draft Ratio H/T = 1000.00
Steering Gear Time Constant (s) = 2.50
Total Rudder Area - Fraction of LWL*T = 0.0190
Nu mber of Propellers = 1
Ty pe of Single Sc rew Stern = Closed
Su bmerged Bow Area - Fraction of LWL*T = 0.0176

76
*** Linear Maneuvering Criteria Option ***

Reference: Clarke,D., Gedling,P., and Hine,G.,
Run Identification:
Linear Maneuvering Derivatives

Nondimensional Mass M pr ime = 0.011010
Nondimensional Mass Mo ment I su b zz = 0.000688
Sway Ve locity Derivative Y su b v = -0 .014327
Sway Ac celeration Derivative Y su b v dot = -0 .008196
Yaw Velocity Derivative N su b v = -0 .003495
Yaw Acceleration Derivative N su b v dot = -0 .000228
Sway Ve locity Derivative Y su b r = 0.003162
Sway Ac celeration Derivative Y su b r dot = -0 .000444
Yaw Velocity Derivative N su b r = -0 .002170
Yaw Acceleration Derivative N su b r dot = -0 .000453
Sway Ru dder Derivative Y su b delta = 0.002589
Yaw Rudder Derivative N su b delta = -0 .001294
Time Constants and Gains for Nomoto"s Equation

Dominant Ship Time Constant T1 prime = 9.7846
Ship Ti me Constant T2 prime = 0. 4062
Numerator Time Constant T3 prime = 0. 9342
1st Order Eqn. Time Co nstant T prime = 9. 2566
Rudder Gain Factor K prime = -5.0511
Rudder Gain Factor K sub v prime = 2.9474
Steering Gear Time Constant TE prime = 0.1118
Evaluation of Turning Ability and Stability

Inverse Time Constant 1/|T prime| = 0.1080
Inverse Gain Factor 1/|K prime| = 0.1980
Clarke"s Turning Index P = 0.4142
Linear Dynamic Stability Criterion C = 0.0000055
Vessel is hydrodynamically open loop course stable
Closed Loop Phase Margin with Steering Engine = 20.9890 degrees

77
Pr oj ect Name : L ANG Su n D ec 16 20:11: 52 20 12
Univer si ty of Mi ch igan
D epart me nt of Na va l A rchit ec ture and M ari ne En gi neering
Maneuver in g Predic ti on Pr ogram (M PP -1.3) by M.G. Pars on s
** * Turning Pr ediction Opti on ** *
R efere nc e: L yst er , C ., an d Knights, H . L .,

"P re diction Eq uations fo r S hips" T urn in g C ircle ",
T rans. N ECI ES , 1 978-1 97 9
R un Id en tificati on :
A pproa ch Sp ee d = 2 0.0 0 knots

R udder A ngl e = 3 5.0 0 degrees
St ea dy Tu rning Di am eter = 795.23 mete rs
Ta ct ical Diameter = 9 46.17 m ete rs
Ad va nce = 7 90.96 m ete rs
Tr an sfer = 4 55.59 m ete rs
St ea dy Sp eed i n T urn = 9 .19 k not s
Figure 28: Maneuvering Results for Full Load Condition

78

References: Clarke,D., Gedling,P., and Hine,G.,
Lyster, C., and Knights, H. L.,
"Prediction Equations for Ships" Turning Circles,"
Trans. NECIES, 1978-1979
Run Identification:
Input Verification:
Length of Waterline LWL (m) = 230.00
Ma ximum Beam on LWL (m) = 41.00
Me an Draft (m) = 10.60
Dr aft Forward (m) = 10.70
Dr aft Aft (m) = 10.50
Block Coefficient on LWL CB = 0.6800
Molded Volume (m^3) = 67971.44
Center of Gravity LCG (%LWL; + Fwd) = 1.1460
Ce nter of Gravity LCG (m from FP ) = 112.36
Midships to Rudder CE XR (%LWL; + Aft) = 49.0000
Rudder Center of Effort XR (m from FP) = 227.70
In itial Ship Speed (knots) = 20.00
In itial Ship Speed (m/s) = 10.2888
Wa ter Type = Sa lt@15C
Wa ter Density (kg/m^3) = 1025.87
Kinematic Viscosity (m^2/s) = 0.118831E-05
Yaw Radius of Gyration K33/LWL = 0.2500
Wa ter Depth to Sh ip Draft Ratio H/T = 1000.00
Steering Gear Time Constant (s) = 2.50
Total Rudder Area - Fraction of LWL*T = 0.0190
Nu mber of Propellers = 1
Ty pe of Single Sc rew Stern = Closed
Su bmerged Bow Area - Fraction of LWL*T = 0.0176

79
*** Linear Maneuvering Criteria Option ***

Reference: Clarke,D., Gedling,P., and Hine,G.,
Run Identification:
Linear Maneuvering Derivatives

Nondimensional Mass M pr ime = 0.011173
Nondimensional Mass Mo ment I su b zz = 0.000698
Sway Ve locity Derivative Y su b v = -0 .014299
Sway Ac celeration Derivative Y su b v dot = -0 .008399
Yaw Velocity Derivative N su b v = -0 .003762
Yaw Acceleration Derivative N su b v dot = -0 .000250
Sway Ve locity Derivative Y su b r = 0.003123
Sway Ac celeration Derivative Y su b r dot = -0 .000468
Yaw Velocity Derivative N su b r = -0 .002185
Yaw Acceleration Derivative N su b r dot = -0 .000462
Sway Ru dder Derivative Y su b delta = 0.002627
Yaw Rudder Derivative N su b delta = -0 .001287
Time Constants and Gains for Nomoto" s Equation

Dominant Ship Time Constant T1 prime = 19.8475
Ship Ti me Constant T2 prime = 0. 4055
1st Order Eqn. Time Co nstant T prime = 19.3272
Rudder Gain Factor K prime = -10.1251
Rudder Gain Factor K sub v prime = 5.8843
Steering Gear Time Constant TE prime = 0.1118
Evaluation of Turning Ability and Stability

Inverse Time Constant 1/|T prime| = 0.0517
Inverse Gain Factor 1/|K prime| = 0.0988
Clarke"s Turning Index P = 0.4146
Linear Dynamic Stability Criterion C = 0.0000028
Vessel is hydrodynamically open loop course stable
Closed Loop Phase Margin with Steering Engine = 16.9691 degrees

80
Pr oj ect Name :L ANG Su nD ec 16 20:08: 52 20 12
Univer si ty of Mi ch igan
D epart me nt of Na va l A rchit ec ture and M ari ne En gi neering
Maneuver in g Predic ti on Pr ogram (M PP -1.3) by M.G. Pars on s
** * TurningPr ediction Opti on ** *
R efere nc e: L yst er , C ., an d Knights, H . L .,

"P re diction Eq uations fo r S hips" T urn in g C ircle ",
T rans. N ECI ES , 1 978-1 97 9
R un Id en tificati on :
A pproa ch Sp ee d = 2 0.0 0 knots

R udder A ngl e = 3 5.0 0 degrees
St ea dy Tu rning Di am eter = 777.69 mete rs
Ta ct ical Diameter = 9 30.21 m ete rs
Ad va nce = 7 82.68 m ete rs
Tr an sfer = 4 47.66 m ete rs
St ea dy Sp eed i n T urn = 9 .09 k not s
Figure 29: Maneuvering Results for Half Load Condition

81
9.0 Seakeeping

82
9 Seakeeping
9.1 Seakeeping Results
The LANG was tested at headings angle of 0 to 180 degrees in increments of 10 for JONSWAP
Sea State Four using Maxsurf Motion. The wave height was input as 2.5 meters with a period of
7.4 seconds. The RMS maximum heave, roll, and pitch motions and accelerations are listed in
table below. The following pages provide graphical representation of the pitch, heave and roll
motions.
Table 41: Seakeeping Analysis Results
Motion Unit RMS Criteria Unit RMS A. Criteria

M.
Heave (m) 0.42 - (m*s^2) 0.263 <1.96
Roll (deg.) 5.05 <6 (deg.*s^2) 0.01136 -
Pitch (deg.) 0.63 - (deg.*s^2) 0.00602 -

83
9.2 Heave Motions and Accelerations
Figure 30: Heave Motion and Acceleration

84
9.3 Roll Motions and Accelerations
Figure 31: Roll Motion and Acceleration

85
9.4 Pitch Acceleration
Figure 32: Pitch Motion and Acceleration

86
10.0 Floodable Length

87
10 Floodable Length
Floodable length was tested using Maxsurf Stability Floodable Length Analysis. The floodable
length is the distance between compartments that can be flooded without immersing a down
flooding point. Watertight bulkheads were placed at the locations shown in table below. The
analysis was performed for permissibility of 70, 85, 95, 98, and 100 percent under all four
loading conditions.
The following four pages show the results from the Floodable Length analysis in Maxsurf
Stability.
Table 42: Bulkhead Arrangment
Bulkhead Distance from FP

(m)
CB 10.25
WTB0 22.782
WTB1 38.79
WTB2 51.327
WTB3 67.33
WTB4 95.87
WTB5 124.41
WTB6 152.95
WTB7 181.49
WTB8 201.465
WTB9 213.983
AB 224.927

88
10.1 Full Load Departure

Initial Trim = 0 m (+ve by stern)
Specific gravity = 1.025; (Density = 1.025 tonne/m^3)
VCG = 16.24 m
Name Long. Flood. Flood. Len Flood. Len

Pos Len
m m m m
Displacement t 70292 70292 70292
LCG m -118.121 -118.121 -118.121
Permeability % 100 90 85
Figure 33: Full Load Departure Condition

89
10.2 Full Load Arrival

VCG = 16.54 m

Pos Len
m m m m
LCG m -118.121 -118.121 -118.121
Figure 34: Full Load Arrival Condition

90
10.3 Half Load Departure

VCG = 17.11 m

Pos Len
m m m m
LCG m -118.121 -118.121 -118.121
Figure 35: Half Load Departure Condition

91
10.4 Half Load Arrival

VCG = 16.24 m

Pos Len
m m m m
LCG m -118.121 -118.121 -118.121
Figure 36: Half Load Arrival Condition

92
11.0 Damage Stability

93
11 Damage Stability
Maxsurf Stability was used to evaluate the damage stability. 25 Different damage cases were
tested to evaluate whether the LANG passed the requirements of IMO SOLAS, II-1/8 and the
requirements of the U.S. Coast Guard, Part 170 of Subchapters: Stability Requirements for All
Inspected Vessels. The LANG passed each requirement for all 25 damage cases.
For the analysis, compartments were defined by the bulkheads; the permeability of each
compartment is shown in table below.
Table 43: Compartment Defination
Compartment Permeability
Forepeak 95
Comp.001 70
Comp.002 70
Comp.003 70
Comp.004 70
Comp.005 70
Comp.006 70
Comp.007 70
Comp.008 70
Engine Room 85
Generator 85
Comp.011 95
Afterpeak 95
The table below shows how the damage cases were defined.
Table 44: Damage Cases
Compartment Intace Case DCase1 DCase2 DCase3 DCase4 DCase5 DCase6 DCase7 DCase8 DCase9 DCase10 DCase11
Forepeak Intact Flooded Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact
Comp.IntactIntaIntact Intact Flooded Intact Intact Intact Intact Intact Intact Intact Intact Intact
Comp.IntactIntaIntact Intact Intact Flooded Intact Intact Intact Intact Intact Intact Intact Intact
Comp.IntactIntaIntact Intact Intact Intact Flooded Intact Intact Intact Intact Intact Intact Intact
Comp.IntactIntaIntact Intact Intact Intact Intact Flooded Intact Intact Intact Intact Intact Intact
Comp.IntactIntaIntact Intact Intact Intact Intact Intact Flooded Intact Intact Intact Intact Intact
Comp.IntactIntaIntact Intact Intact Intact Intact Intact Intact Flooded Intact Intact Intact Intact
Comp.IntactIntaIntact Intact Intact Intact Intact Intact Intact Intact Flooded Intact Intact Intact
Comp.IntactIntaIntact Intact Intact Intact Intact Intact Intact Intact Intact Flooded Intact Intact
Engine Room Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Flooded Intact
Generator Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Flooded
Comp.IntactFlooIntact Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact
Afterpeak Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact

94
DCase12 DCase13 DCase14 DCase15 DCase16 DCase17 DCase18 DCase19 DCase20 DCase21 DCase22 DCase23 DCase24 DCase25
Intact Intact Flooded Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact
Intact Intact Flooded Flooded Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact
Intact Intact Intact Flooded Flooded Intact Intact Intact Intact Intact Intact Intact Intact Intact
Intact Intact Intact Intact Flooded Flooded Intact Intact Intact Intact Intact Intact Intact Intact
Intact Intact Intact Intact Intact Flooded Flooded Intact Intact Intact Intact Intact Intact Intact
Intact Intact Intact Intact Intact Intact Flooded Flooded Intact Intact Intact Intact Intact Intact
Intact Intact Intact Intact Intact Intact Intact Flooded Flooded Intact Intact Intact Intact Intact
Intact Intact Intact Intact Intact Intact Intact Intact Flooded Flooded Intact Intact Intact Intact
Intact Intact Intact Intact Intact Intact Intact Intact Intact Flooded Flooded Intact Intact Intact
Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Flooded Flooded Intact Intact
Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Flooded Flooded Intact
Flooded Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Flooded Flooded
Intact Flooded Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Intact Flooded

95
11.1 Intact Case

Loadcase Full Load Departure
Heel to Starboard deg 0 10 20 30 40 50 60

GZ m 0 1.116 2.496 4.083 4.58 4.2 3.356
Area under GZ curve from zero hem.deg 0.0001 5.4753 23.1719 56.4565 100.7643 145.1751 183.238
Displacement t 70171 70172 70171 70171 70172 70172 70176
Draft at FP m 12.799 12.795 12.791 12.701 12.962 13.327 14.068
Draft at AP m 8.827 8.667 8.101 7.128 5.637 3.777 0.913
WL Length m 223.262 223.309 238.664 238.636 239.494 242.651 243.892
Beam max extents on WL m 40.999 41.63 43.579 40.089 31.257 26.332 23.447
Wetted Area m^2 10884.85 11036.8 11261.31 11706.81 12115.53 12250.57 12335.35
Waterpl. Area m^2 7264.127 7503.672 8042.203 7841.053 6611.758 5719.564 5156.739
Prismatic coeff. (Cp) 0.697 0.701 0.67 0.695 0.717 0.723 0.729
Block coeff. (Cb) 0.594 0.54 0.412 0.403 0.478 0.534 0.584
LCB from zero -112.483 -112.479 -112.464 -112.449 -112.388 -112.355 -112.315
LCF from zero -118.626 -119.525 -119.341 -119.743 -117.535 -116.4 -115.147
Max deck inclination deg 0.99 10.0507 20.0289 30.0219 40.0203 50.0171 60.0135
Trim angle (+ve by stern) deg -0.99 -1.029 -1.1689 -1.3888 -1.8253 -2.3792 -3.2757

96
SOLAS, II-1/8 8.2.3.1: Range of residual positive Pass

from the greater of
angle of equilibrium 0 deg 0
to the lesser of
first downflooding angle 22.5 deg 22.5
angle of vanishing stability 86.6 deg
shall not be less than (>=) 15 deg 22.5 Pass 50.32
SOLAS, II-1/8 8.2.3.2: Area under residual GZ curve Pass

from the greater of
to the lesser of
spec. heel angle 22 deg 22
first downflooding angle 22.5 deg
shall not be less than (>=) 0.8594 m.deg 28.8519 Pass 3257.22
8.6.1 Residual GM with symmetrical

SOLAS, II-1/8 Pass
flooding
spec. heel angle 0 deg
shall not be less than (>=) 0.05 m 6.248 Pass 12396
Part 170, Stability

170.173: e2(i) - Angle of vanishing
requirements for all Pass
stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of
angle of max. GZ 39.1 deg
shall be greater than (>) 3.037 m.deg 30.4446 Pass 902.46

97
11.2 Dcase1
Heel to Starvoard (deg) 0 10 20 30 40 50 60

Gz (m) 0 1.13 2.525 4.096 4.56 4.151 3.285
Area under GZ curve from zero heel (m*deg) 0.0001 5.5391 23.467 56.9864 101.2596 145.321 182.7854
Displacement (t) 70175 70167 70171 70172 70166 70171 70171
Draft at FP (m) 13.461 13.436 13.383 13.386 14.029 15.092 16.915
Draft at AP (m) 8.404 8.266 7.755 6.748 5.07 2.851 -0.603
WL Length (m) 223.786 223.814 239.024 239.052 241.001 243.471 244.42
Beam max extents on WL (m) 41 41.632 43.591 40.089 31.255 26.307 23.383
Wetted Area (m^2) 10911.69 11015.46 11382.62 11898.66 12227.14 12378.5 12452.56
Waterpl. Area (m^2) 7211.741 7399.597 8000.543 7676.139 6369.659 5477.573 4899.166
Prismatic Coeff. (Cp) 0.68 0.684 0.653 0.678 0.694 0.698 0.702
Block Coeff. (Cb) 0.557 0.529 0.406 0.397 0.468 0.522 0.57
LCB from zero pt. (+ve fwd) (m) -112.455 -112.452 -112.439 -112.419 -112.355 -112.306 -112.246
LCF from zero pt. (+ve fwd) (m) -118.355 -118.649 -119.655 -122.021 -122.635 -121.571 -119.872
Max deck inclination (deg) 1.2602 10.0794 20.0416 30.031 40.0304 50.0281 60.024
Trim angle (+ve by stern) (deg) -1.2602 -1.2886 -1.4026 -1.6541 -2.2322 -3.0485 -4.3583

98

from the greater of
to the lesser of
shall not be less than (>=) 15 deg 22.2 Pass 48

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
shall not be less than (>=) 15 deg 22.2 Pass 48
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

99
11.3 Dcase2

Gz (m) 0 1.126 2.512 4.048 4.519 4.128 3.278
Displacement (t) 70177 70166 70171 70172 70167 70171 70171
Draft at FP (m) 13.595 13.576 13.545 13.632 14.265 15.251 16.915
Draft at AP (m) 8.354 8.212 7.693 6.657 5.008 2.855 -0.473
WL Length (m) 223.885 223.918 239.127 239.209 241.257 243.523 244.417
Wetted Area (m^2) 10934.18 11038.92 11410.01 11951.81 12274.07 12411.7 12472.32
Waterpl. Area (m^2) 7154.787 7339.186 7930.058 7624.66 6374.145 5482.668 4892.95
Block Coeff. (Cb) 0.552 0.526 0.404 0.395 0.465 0.52 0.569

100

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

101
11.4 Dcase3

Gz (m) 0 1.11 2.482 3.953 4.407 4.024 3.201
Displacement (t) 70167 70175 70172 70172 70166 70171 70171
Draft at FP (m) 14.71 14.663 14.53 14.609 15.333 16.455 18.345
Draft at AP (m) 8.126 8.008 7.555 6.595 5.051 3.035 -0.083
WL Length (m) 224.665 224.672 239.331 239.888 242.166 243.911 244.524
Wetted Area (m^2) 11181.92 11288.2 11653.76 12264.81 12571.93 12696.21 12742.95
Waterpl. Area (m^2) 7011.628 7197.709 7798.669 7375.295 6149.274 5299.456 4747.568
Block Coeff. (Cb) 0.509 0.504 0.392 0.384 0.452 0.508 0.556

102

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

103
11.5 Dcase4

Gz (m) 0 1.11 2.482 3.953 4.407 4.024 3.201
Displacement (t) 70167 70175 70172 70172 70166 70171 70171
Draft at FP (m) 14.71 14.663 14.53 14.609 15.333 16.455 18.345
Draft at AP (m) 8.126 8.008 7.555 6.595 5.051 3.035 -0.083
WL Length (m) 224.665 224.672 239.331 239.888 242.166 243.911 244.524
Wetted Area (m^2) 11181.92 11288.2 11653.76 12264.81 12571.93 12696.21 12742.95
Waterpl. Area (m^2) 7011.628 7197.709 7798.669 7375.295 6149.274 5299.456 4747.568
Block Coeff. (Cb) 0.509 0.504 0.392 0.384 0.452 0.508 0.556

104

from the greater of
to the lesser of
angle of vanishing stability 87 deg

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
shall not be less than (>=) 25 deg 87 Pass 247.99
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

105
11.6 Dcase5

Gz (m) 0 1.11 2.482 3.953 4.407 4.024 3.201
Displacement (t) 70167 70175 70172 70172 70166 70171 70171
Draft at FP (m) 14.71 14.663 14.53 14.609 15.333 16.455 18.345
Draft at AP (m) 8.126 8.008 7.555 6.595 5.051 3.035 -0.083
WL Length (m) 224.665 224.672 239.331 239.888 242.166 243.911 244.524
Wetted Area (m^2) 11181.92 11288.2 11653.76 12264.81 12571.93 12696.21 12742.95
Waterpl. Area (m^2) 7011.628 7197.709 7798.669 7375.295 6149.274 5299.456 4747.568
Block Coeff. (Cb) 0.509 0.504 0.392 0.384 0.452 0.508 0.556

106

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

107
11.7 Dcase6

Gz (m) 0 1.11 2.477 3.774 4.158 3.792 3.025
Displacement (t) 70172 70172 70172 70172 70172 70167 70171
Draft at FP (m) 15.833 15.756 15.529 15.79 16.793 18.336 20.888
Draft at AP (m) 8.456 8.339 7.898 6.926 5.517 3.701 0.928
WL Length (m) 225.287 225.273 240.412 240.853 243.305 244.421 244.709
Wetted Area (m^2) 11602.65 11710.48 12109.28 12775.21 13095.3 13214.09 13266.72
Waterpl. Area (m^2) 6811.289 6997.268 7472.859 6889.793 5759.082 4985.018 4478.308
Block Coeff. (Cb) 0.471 0.474 0.374 0.369 0.433 0.487 0.533

108

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

109
11.8 Dcase7

Gz (m) 0 1.097 2.445 3.769 4.142 3.779 3.018
Displacement (t) 70172 70172 70172 70172 70172 70172 70172
Draft at FP (m) 14.487 14.458 14.34 14.409 15.044 16.073 17.801
Draft at AP (m) 9.753 9.569 8.982 8.07 6.969 5.622 3.619
WL Length (m) 227.226 229.282 239.603 239.686 241.846 243.709 244.405
Wetted Area (m^2) 11643.79 11771.52 12064.59 12713.96 13060.22 13178.84 13234.62
Waterpl. Area (m^2) 6836.655 7043.236 7543.498 6937.08 5801.324 5058.91 4585.294
Block Coeff. (Cb) 0.51 0.478 0.381 0.377 0.442 0.495 0.542

110

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

111
11.9 Dcase8

Gz (m) 0 1.157 2.47 3.854 4.213 3.828 3.046
Displacement (t) 70171 70171 70171 70172 70172 70172 70172
Draft at FP (m) 11.885 11.985 12.061 11.989 12.044 12.212 12.601
Draft at AP (m) 11.84 11.514 10.814 10.054 9.53 8.985 8.228
WL Length (m) 236.432 238.212 238.258 238.219 238.244 241.874 243.463
Wetted Area (m^2) 11802 11868.52 11931.9 12598.1 12962.28 13091.8 13128.89
Waterpl. Area (m^2) 7080.107 7211.276 7491.602 6990.526 5866.869 5148.982 4720.95
Block Coeff. (Cb) 0.594 0.475 0.391 0.387 0.454 0.504 0.547

112

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

113
11.10 Dcase9

Gz (m) 0 1.114 2.455 3.96 4.361 3.952 3.124
Displacement (t) 70171 70171 70171 70172 70172 70172 70172
Draft at FP (m) 11.513 11.61 11.722 11.608 11.533 11.542 11.695
Draft at AP (m) 11.279 10.985 10.311 9.58 8.994 8.281 7.231
WL Length (m) 233.21 238.061 238.117 238.067 238.049 241.496 243.281
Wetted Area (m^2) 11445.71 11573.18 11686.13 12290.58 12665.04 12797.4 12834.52
Waterpl. Area (m^2) 7035.075 7254.64 7615.258 7262.938 6045.226 5290.573 4845.673
Block Coeff. (Cb) 0.622 0.491 0.401 0.393 0.464 0.515 0.559

114

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

115
11.11 Dcase10

Gz (m) 0 1.114 2.455 3.96 4.361 3.952 3.124
Displacement (t) 70171 70171 70171 70172 70172 70172 70172
Draft at FP (m) 11.513 11.61 11.722 11.608 11.533 11.542 11.695
Draft at AP (m) 11.279 10.985 10.311 9.58 8.994 8.281 7.231
WL Length (m) 233.21 238.061 238.117 238.067 238.049 241.496 243.281
Wetted Area (m^2) 11445.71 11573.18 11686.13 12290.58 12665.04 12797.4 12834.52
Waterpl. Area (m^2) 7035.075 7254.64 7615.258 7262.938 6045.226 5290.573 4845.673
Block Coeff. (Cb) 0.622 0.491 0.401 0.393 0.464 0.515 0.559

116

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

117
11.12 Dcase11

Gz (m) 0 1.1 2.463 4.024 4.477 4.072 3.223
Displacement (t) 70176 70172 70172 70172 70172 70172 70172
Draft at FP (m) 12.292 12.28 12.287 12.14 12.157 12.294 12.666
Draft at AP (m) 9.606 9.47 8.931 8.114 7.088 5.793 3.805
WL Length (m) 225.271 227.169 238.38 238.324 238.363 241.982 243.532
Wetted Area (m^2) 10974.01 11117.26 11445.19 11942.99 12304.59 12437.3 12482.34
Waterpl. Area (m^2) 7050.002 7270.934 7825.451 7607.474 6316.525 5494.177 4989.412
Block Coeff. (Cb) 0.605 0.528 0.41 0.4 0.475 0.527 0.574

118

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

119
11.13 Dcase12

Gz (m) 0 1.114 2.46 4.011 4.471 4.069 3.219
Displacement (t) 70177 70167 70172 70172 70176 70172 70172
Draft at FP (m) 12.646 12.626 12.551 12.362 12.39 12.546 12.96
Draft at AP (m) 8.997 8.863 8.427 7.633 6.515 5.1 2.92
WL Length (m) 223.439 223.449 238.525 238.446 238.69 242.148 243.61
Wetted Area (m^2) 10866.32 10987.98 11359.58 11849.24 12205.81 12343.21 12394.16
Waterpl. Area (m^2) 7202.843 7342.159 7865.917 7672.431 6384.64 5549.71 5032.096
Block Coeff. (Cb) 0.593 0.539 0.412 0.402 0.477 0.531 0.578

120

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

121
11.14 Dcase13

Gz (m) 0 1.113 2.474 4.01 4.463 4.056 3.206
Displacement (t) 70172 70172 70172 70172 70169 70178 70172
Draft at FP (m) 12.753 12.746 12.703 12.476 12.469 12.583 12.921
Draft at AP (m) 8.827 8.672 8.168 7.409 6.31 4.938 2.84
WL Length (m) 223.235 223.28 238.612 238.51 238.801 242.174 243.603
Wetted Area (m^2) 10842.66 10959.66 11321.14 11810.47 12167.83 12316.4 12376.33
Waterpl. Area (m^2) 7272.288 7476.289 7954.786 7727.161 6440.438 5609.955 5089.488
Block Coeff. (Cb) 0.589 0.539 0.412 0.403 0.478 0.532 0.579

122
11.15 Dcase14

Gz (m) 0 1.145 2.546 4.021 4.431 4.009 3.14
Displacement (t) 70172 70172 70172 70172 70172 70172 70172
Draft at FP (m) 14.406 14.379 14.304 14.624 15.894 17.846 21.038
Draft at AP (m) 7.863 7.734 7.266 6.143 4.202 1.558 -2.58
WL Length (m) 224.588 224.641 234.776 239.914 242.688 244.426 244.816
Wetted Area (m^2) 11019.11 11119.01 11478.9 12109.01 12465.73 12643.5 12743.96
Waterpl. Area (m^2) 7067.73 7239.556 7797.638 7343.61 6129.318 5237.425 4658.32
Block Coeff. (Cb) 0.52 0.514 0.405 0.387 0.451 0.504 0.549
LCF from zero pt. (+ve fwd) (m) -119.196 -119.461 -120.537 -125.369 -126.669 -125.544 -124

123

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

124
11.16 Dcase15

Gz (m) 0 1.145 2.546 4.021 4.431 4.009 3.14
Displacement (t) 70172 70172 70172 70172 70172 70172 70172
Draft at FP (m) 14.406 14.379 14.304 14.624 15.894 17.846 21.038
Draft at AP (m) 7.863 7.734 7.266 6.143 4.202 1.558 -2.58
WL Length (m) 224.588 224.641 234.776 239.914 242.688 244.426 244.816
Wetted Area (m^2) 11019.11 11119.01 11478.9 12109.01 12465.73 12643.5 12743.96
Waterpl. Area (m^2) 7067.73 7239.556 7797.638 7343.61 6129.318 5237.425 4658.32
Block Coeff. (Cb) 0.52 0.514 0.405 0.387 0.451 0.504 0.549
LCF from zero pt. (+ve fwd) (m) -119.196 -119.461 -120.537 -125.369 -126.669 -125.544 -124

125

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

126
11.17 Dcase16

Gz (m) 0 1.136 2.513 3.895 4.314 3.925 3.09
Displacement (t) 70167 70176 70176 70172 70172 70172 70172
Draft at FP (m) 15.336 15.309 15.246 15.729 17.164 19.35 22.888
Draft at AP (m) 7.435 7.318 6.87 5.738 3.814 1.159 -2.992
WL Length (m) 225.434 225.482 231.326 240.847 243.549 244.627 244.883
Wetted Area (m^2) 11164.89 11263.21 11630.36 12350.02 12679.19 12851.98 12938.39
Waterpl. Area (m^2) 6920.037 7081.689 7594.495 7169.746 6021.928 5128.942 4539.554
Block Coeff. (Cb) 0.487 0.487 0.402 0.377 0.44 0.493 0.539

127

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

128
11.18 Dcase17

Gz (m) 0 1.129 2.496 3.848 4.273 3.899 3.081
Displacement (t) 70172 70172 70172 70172 70172 70172 70172
Draft at FP (m) 15.919 15.876 15.753 16.24 17.71 19.928 23.473
Draft at AP (m) 7.288 7.181 6.782 5.693 3.834 1.275 -2.704
WL Length (m) 225.902 225.932 230.959 241.274 243.803 244.693 244.857
Wetted Area (m^2) 11290.84 11387.43 11774.15 12507.33 12829.08 12990.89 13065.44
Waterpl. Area (m^2) 6863.693 7025.972 7515.109 7068.144 5929.881 5039.079 4453.651
Block Coeff. (Cb) 0.468 0.469 0.397 0.372 0.434 0.487 0.533

129

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

130
11.19 Dcase18

Gz (m) 0 1.126 2.496 3.819 4.241 3.872 3.07
Displacement (t) 70172 70172 70172 70172 70172 70172 70172
Draft at FP (m) 16.328 16.256 16.053 16.505 17.891 19.936 23.204
Draft at AP (m) 7.423 7.329 6.964 5.922 4.199 1.879 -1.71
WL Length (m) 226.091 226.095 232.694 241.507 243.871 244.672 244.838
Wetted Area (m^2) 11444.8 11541.9 11950.64 12665 12988.17 13128.11 13181.07
Waterpl. Area (m^2) 6833.464 7002.629 7454.073 6960.201 5822.53 4962.243 4407.969
Block Coeff. (Cb) 0.456 0.458 0.388 0.368 0.43 0.484 0.53

131

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

132
11.20 Dcase19

Gz (m) 0 1.165 2.47 3.539 3.884 3.544 2.826
Displacement (t) 70172 70172 70171 70172 70172 70172 70172
Draft at FP (m) 18.091 17.968 17.84 18.766 20.714 23.585 28.126
Draft at AP (m) 7.802 7.718 7.294 6.17 4.579 2.456 -0.792
WL Length (m) 227.026 226.989 237.048 243.579 244.721 244.85 244.67
Wetted Area (m^2) 12066.15 12165.89 12768.29 13487.99 13836.62 13956.53 14007.43
Waterpl. Area (m^2) 6594.62 6767.035 6812.555 6247.997 5259.338 4505.951 4016.02
Block Coeff. (Cb) 0.41 0.413 0.358 0.344 0.402 0.452 0.496

133

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

134
11.21 Dcase20

Gz (m) 0 1.188 2.466 3.367 3.6 3.268 2.616
Area under GZ curve from zero heel (m*deg) 0 5.8377 24.1899 53.8403 89.2289 123.9353 153.5516
Displacement (t) 70172 70172 70172 70172 70172 70172 70172
Draft at FP (m) 17.83 17.726 17.671 18.578 20.353 23 27.258
Draft at AP (m) 9.668 9.513 8.936 7.914 6.816 5.493 3.536
WL Length (m) 229.363 231.298 241.919 243.366 244.564 244.775 244.57
Wetted Area (m^2) 12583.87 12703.14 13326.76 14018.83 14393.23 14499.11 14549.6
Waterpl. Area (m^2) 6458.281 6648.064 6493.392 5752.899 4856.993 4244.963 3847.976
Block Coeff. (Cb) 0.411 0.41 0.341 0.342 0.393 0.441 0.484

135

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

136
11.22 Dcase21

Gz (m) 0 1.199 2.506 3.417 3.61 3.27 2.608
Displacement (t) 70171 70171 70172 70172 70172 70172 70165
Draft at FP (m) 15.204 15.195 15.017 15.251 16.06 17.405 19.634
Draft at AP (m) 11.95 11.677 11.096 10.461 10.133 9.878 9.577
WL Length (m) 238.459 240.089 239.996 240.286 242.593 244.028 244.448
Wetted Area (m^2) 12765.44 12821.17 13002.86 13821.42 14203.25 14329.23 14384.95
Waterpl. Area (m^2) 6666.423 6769.099 6787.432 5818.067 4960.69 4354.252 3976.32
Block Coeff. (Cb) 0.462 0.42 0.356 0.365 0.411 0.459 0.5

137

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

138
11.23 Dcase22

Gz (m) 0 1.25 2.524 3.426 3.635 3.285 2.611
Displacement (t) 70171 70166 70172 70172 70172 70172 70172
Draft at FP (m) 12.726 12.741 12.617 12.414 12.509 12.813 13.429
Draft at AP (m) 13.844 13.608 13.117 13.053 13.557 14.411 15.815
WL Length (m) 238.576 238.592 238.517 238.414 238.773 242.156 243.589
Wetted Area (m^2) 12845.9 12795.32 12839.17 13773.21 14185.98 14304.88 14344.12
Waterpl. Area (m^2) 6777.176 6735.555 6813.255 5888.059 5051.581 4452.869 4093.782
Block Coeff. (Cb) 0.516 0.429 0.366 0.375 0.416 0.459 0.497
Trim angle (+ve by stern) (deg) 0.2787 0.2162 0.1245 0.1593 0.261 0.3983 0.5945

139

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

140
11.24 Dcase23

Gz (m) 0 1.214 2.466 3.5 3.785 3.427 2.71
Displacement (t) 70171 70172 70172 70172 70172 70172 70172
Draft at FP (m) 10.81 10.829 10.791 10.405 10.02 9.625 9.171
Draft at AP (m) 14.449 14.272 13.832 14.046 15.034 16.47 18.655
WL Length (m) 237.98 237.985 237.974 238.127 239.356 241.755 242.688
Wetted Area (m^2) 12553.06 12407.85 12537.81 13415.73 13849.68 14002.86 14070.55
Waterpl. Area (m^2) 6798.175 6749.967 6858.643 6225.06 5348.711 4696.765 4283.091
Block Coeff. (Cb) 0.511 0.437 0.365 0.37 0.415 0.458 0.495

141

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

142
11.25 Dcase24

Gz (m) 0 1.113 2.403 3.79 4.15 3.745 2.936
Displacement (t) 70171 70172 70172 70172 70172 70172 70172
Draft at FP (m) 10.848 10.964 11.021 10.769 10.404 10.037 9.647
Draft at AP (m) 12.44 12.134 11.593 11.258 11.454 11.773 12.212
WL Length (m) 237.953 237.957 237.969 237.963 238.106 241.094 242.643
Wetted Area (m^2) 11806.05 11812.45 11859 12584.83 13002.36 13163.13 13242.49
Waterpl. Area (m^2) 6904.365 6993.411 7324.532 6903.48 5808.964 5072.204 4609.769
Block Coeff. (Cb) 0.581 0.477 0.392 0.387 0.449 0.496 0.537

143

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

144
11.26 Dcase25

Gz (m) 0 1.087 2.41 3.918 4.32 3.899 3.051
Displacement (t) 70172 70172 70167 70176 70166 70172 70166
Draft at FP (m) 12.122 12.079 12.004 11.735 11.522 11.372 11.338
Draft at AP (m) 9.868 9.791 9.4 8.841 8.306 7.663 6.621
WL Length (m) 226.07 229.255 238.24 238.122 238.052 241.407 243.212
Wetted Area (m^2) 11024.49 11187.74 11513.38 12065.27 12468.7 12629.83 12688.74
Waterpl. Area (m^2) 6914.109 7078.464 7598.462 7334.912 6110.008 5327.121 4840.442
Block Coeff. (Cb) 0.611 0.522 0.408 0.398 0.47 0.521 0.565

145

from the greater of
to the lesser of

from the greater of
to the lesser of

SOLAS, II-1/8 Pass
flooding
Part 170, Stability

stability
inspected vessels
Part 170, Stability

170.173: e2(ii) - Angle of
downflooding
inspected vessels
Part 170, Stability

170.173: e2(iii) - Area 0 to 40, df or
GZmax
inspected vessels
from the greater of
to the lesser of

146
12.0 Cost

147
12 Cost
University of Michigan cost spreadsheet was used to estimate the cost of the LANG. The
spreadsheet requires the length, block coefficient, weights from Weights II, and engine
characteristics as input of the spread sheet. Client specified the cost rates were $900 per ton cost
of steel, overhead rate of 80%, profit rate of 6%, labor rate of $28 per hour, appended shipyard
costs of $1 million, and added owner’s costs of $1.2 million.
By thoroughly investigating the cost spreadsheet it was found that a short ship with a large block
coefficient resulted in the cheapest output. And shorten the length could also reduce the cost
efficiently. The final design parameters for the LANG were chosen with length reduction in
mind while maintaining the capacity to carry at least 3,200 homogenous TEUs. The optimized
initial cost of the LANG is estimated at 177.34 million U.S. dollars. Cost spread sheet is attached
on next page.

148
Table 45: Cost Estimation
ECONOMIC PARAMETERS
parameters
Profit 6.0% per cent (enter as decimal)
Direct Labor Rate (Bur. Labor Stat.) $28.00 $ wages plus add'l compensation/hour
Overhead Rate 80.0% per cent direct labor (enter as decimal)
Steel Cost $900.00 $ per tonne
Wastage and Welding Rod 10.1% per cent steel (calculated by algorithm)
change if desired
SHIP CHARACTERISTICS
enter data in boxes
LBP 230.00 meters
Cb 0.68
Structural Steel Weight 14,756.0 tonnes
Outfit Weight 3,772.0 tonnes
Installed Propulsion Power 25,040.0 kW
Number of Propellers 1 [enter 1 or 2]
Propeller RPM 95.0 RPM
Fixed Pitch (0) or CRP (1) 0 [enter 0 or 1]
Bow and/or Stern Thruster No. 0 with thrust 0.0 tonnes each
Vessel Displacement 70,550.0 tonnes
Fin Stabilizers: no (0); yes (1) 0 [enter 0 or 1]
Material Labor Labor

COST CATEGORY Cost Man-hours Cost
Million $US Man-hours Million $US

Structural 14.62 975,841 27.32
Outfit and Hull Engineering 35.99 394,355 11.04
Machinery 28.47 339,103 9.49
Million $US
Total Labor Cost 47.86
Total Material Cost 79.08
Overhead 38.29
Add on for CRP Propeller(s), if installed 0.00
Add on for Thruster(s), if installed 0.00
Add on for Anti-Roll Fin Stabilizers, if installed 0.00
Profit 9.91
Appended Shipyard Costs 1.00
TOTAL SHIPYARD BILL 176.14
Owner's Added Costs 1.20

TOTAL SHIP CAPITAL COST 177.34 Million
2006 US$

149
13.0 Conclusion

150
13 Conclusion
The LANG has exceeded all of the client’s requests: the ship can carry 3,246 homogeneously
loaded TEUs, has the electrical capacity and space for 300 refrigerated containers, operates at 20
knots from Los Angeles to China, and has a low cost of $177.34 million U.S. dollars.
The LANG was designed to meet the client’s requirement and try to lower the cost as much as
possible. Basically, all the requirements and regulations were met except for the parts that lack
enough information. For instance, the generator selection needs to be improved because it was
supposed to be based on the electrical power plant installed on the ship. Moreover, the ship needs
to be analyzed under non-homogenous load condition because the historical data used were all
based on this condition. Despite all the recommendations mentioned here, the LANG is still an
efficient, safe, and economical containership design.

151
14.0 Reference

152
14 Reference
1. Lamb, Thomas. Ship Design and Construction. [New ed. Jersey City, NJ: Society of Naval
Architects and Marine Engineers, 2003 2004.
2. American Bureau of Shipping, Rules for Classing and Constructing Steel Vessels 2010.
3. Benford, Harry. Naval Manning Trends in Northern Europe, Implications for American
Shipowners and Naval Architects. Trans. SNAME, 1984.
4. Ghose, J.P., and R.P. Gokarn. Basic Ship Propulsion. New Dehli: Allied Publishers, 2004.
5. Watson, David G. M. Practical Ship Design. Amsterdam: Elsevier, 1998.
6. Faltinsen, O. M. Sea Loads on Ships and Offshore Structures. Cambridge: Cambridge

University Press, 1993.
7. Michael, Walter. “Sea Spectra Simplified.” Marine Technology 1 (1968): 17-30.
8. Parsons, Michael. NA470 Foundations of Ship Design and NA 570 Advance Marine Design.
Ann Arbor: Department of Naval Architecture and Marine Engineering, 2010.

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1

LANG DESING PROPOSAL

4.5 Engine, Generator and Steering Gear Location ............................................................. 23

LANG DESING PROPOSAL

11.2 Dcase1 ........................................................................................................................ 97

LANG DESING PROPOSAL

LANG DESING PROPOSAL

LANG DESING PROPOSAL

Table 40: Maneuvering Results .................................................................................................... 74

LANG DESING PROPOSAL

1.0 Executive Summary

Table 1: Principal Dimensions

Dimension Design Value

LANG DESING PROPOSAL

LANG DESING PROPOSAL

2.0 Technical Summary

LANG DESING PROPOSAL

2.3 Principal Dimensions

Table 2: Principal Dimension of LANG

Dimension Design Value

2.4 Hull Design

LANG DESING PROPOSAL

Figure 1: Lines Drawing of LANG

2.5 General Arrangement

Figure 2: General Arrangement at Full Load

LANG DESING PROPOSAL

Figure 3: General Arrangement at 50% Load

2.6 Engine Selection

Table 3: WÄRTSILÄ RT-flex68 Characteristics

2.7 Propeller Optimization

LANG DESING PROPOSAL

Table 4: Propeller Characteristics

2.8 Generator Selection

Table 5: Main Generator and Emergency Generator Characteristics

Specification Main Generator Emergency Generator

2.9 Weights and Stability

LANG DESING PROPOSAL

Condition KG (m) Gmt (m) Trim (m)

Full Load Departure 17.18 0.98 0.18

Full Load Arrival 17.39 0.75 0.32

Half Load Departure 12.28 5.8 0.19

Half Load Arrival 12.45 5.66 0.31

2.10 Floodable Length

LANG DESING PROPOSAL

Figure 4: Floodable Length

2.11 Damage Stability

2.12 Midship Section Analysis

Table 7: Midship Section Analytical ResultsPa

Design Parameter Design Value ABS Minimum Value

LANG DESING PROPOSAL

Table 8: Seakeeping Analytical Results

Motion Unit RMS Criteria Unit RMS A. Criteria

Table 9: Maneuvering Analytical Results

Design Parameter Full Load Half Load Requirement

Clarke’s Turning 0.4142 0.4146 >0.4

LDSC 0.0000055 0.0000028 >0

Advance 946.17m 930.21m <1215m

Tactical Diameter 790.96m 782.68m <1350m

LANG DESING PROPOSAL

LANG DESING PROPOSAL

3.0 Hull Design

LANG DESING PROPOSAL

Dimension Initial Design Value Final Design Value

LOA 278m 244.55m

Chengwei's Final Report

Chengwei's Final Report