Abstract
Vessel Lightship weight estimate and centre of gravity location are one of the main concerns for the
ship designer, especially for a passenger vessel in a preliminary stage. One of the more accurate
ways to obtain these values is the application of the Profile Method. Therefore, in this paper it is
described the development of this method based on the lightship weight and the ordinates of centre
of gravity known of similar vessels. Also it will be proposed some tools to have a clear idea of the
capability of the vessel to fulfil the intact and damage stability requirements.
during the conceptual phases has to be quick, As a first approach it could be considered that
reliable and flexible in order to be able of steel weight will include the weight of every
quickly react under the continuous changes structural element and those items associated to
which normally happens at this stage of the the steel weight as paint and preservations.
project. Weight estimate is based on direct
calculation of areas, volumes and statistical Machinery weight will include the weight of
figures of previous projects. the propulsion system, auxiliary engines,
generators, boilers, ballast system, fuel oil /
In the basic design phase, weights are based on diesel oil system, lubricating oil system, etc
more accurate design information and direct
calculations carried out during this second Finally, equipment weight will include
phase (general arrangement drawing, midship anchoring and mooring equipment, Ro-Ro
section drawing and ship’s specification). equipment, sundry doors, steering and
When the ship is close to be signed, weight manoeuvre equipment, fin stabilizers, life
calculations have to be updated with the saving equipment, fire fighting system, waste
information of the purchased equipment and handling system, interior outfitting, etc.
the steel weight based on the classification
drawings. Depending on the passenger ship type, steel
weight represents between 55 and 75% of the
The third step in the weight calculation will be total lightweight of the ship, machinery weight
based on detail design information and represents between 10% in slow passenger
workshop drawings, and this weight will be vessels and 20% in fast passenger ships with
updated during the building period based on high demand of electrical power, and
weight control methods. equipment weight represents between 15% and
25 % of the total lightship weight, depending
In this report a lightweight estimate method for on the passenger ship type and their functions.
the conceptual design phase is presented.
The following figure shows the typical
lightweight breakdown in a Passenger Ferry:
2.2 General Lightweight Breakdown
The above breakdown is very useful when the parametric and no parametric items according
project is in the basic design phase and the to main principal lightweight breakdown.
main systems and equipment have been
defined, but in a very preliminary conceptual Table 1: Lightweight breakdown in % of
phase is also necessary to split the above parametric and local weights
breakdown in order to get parametric and local LightW. Parametric Weight Local Items
values. % LightW. %Partial % LightW. %Partial % LightW.
characteristics of the ship and those ones that %Total 100% 44-87% 26-56%
Finally, local equipment weight will include Primary local equipment and machinery
the weight of every specific equipment as weights are main and auxiliary engines,
garage doors, ramps, rudders, steering gears, steering gears, reduction gear, boilers, Ro-Ro
etc. and the parametric equipment weight will equipment etc. These weight can be between
include those items that will be function of the 85 and 90% of the local equipment and
dimension of the ship or specific space in machinery weight in a passenger vessel
which is included (e.g. hydraulic system, meaning between 10 and 23% of the total
lashing equipment, AC-ducting, sprinklers lightweight.
system, insulation and linings, etc.)
Finally, local steel weight can be estimated
In the following table it is indicated the using volumetric parameters: 40-50
percentages of lightweight corresponding to kilograms/m3 depending the ship type and the
8th International Conference on
the Stability of Ships and Ocean Vehicles
Escuela Técnica Superior de Ingenieros Navales
190
height of the superstructure above resistant the new design (length, Breadth, height and
deck. initial space distribution). However, the more
relevant information of the reference vessel
that it is needed is its “Profile”. With this
2.3 Profile method profile, it is calculated the lateral area and the
position of the centre of gravity of this area,
All new ship projects respond to specific needed to apply this method. In the next
shipowner demands, who normally require figure, the profiles of different reference
some capacities, spaces and performances for vessels are shown.
the new vessels. For that reason, new projects
must start with a clear idea of the implications 50
arrangement. 3 0
2 0
-10
a consequence of the reference vessel This is a very good approach as shows the
modifications, the profile of the vessel changes, following figure (figure 3)
a new profile of the reference vessel should be
obtained. The Lightship weight centre of
LightWeight vs Lateral Area x B^0.8
gravity of the modified reference vessel must ROPAX - FERRYS
be also updated. 20000
LightWeight
lifeboats, etc) getting the information of the
purchased equipment for other previous ships 10000
built, but other have to be estimated (main
engines, additional accommodation decks, etc).
5000
16
Nevertheless, there are also others important
14 parameters to take account for intact stability
evaluation, because they affect the final
12
allowable range of possible load conditions that
10 fulfil the stability criteria. One coming from
certain vessel geometry (hull coefficients,
8 etc…), other from some factors depending of
9 10 11 12 13 14 15 16 17 18 19 arrangement of vessel (openings, etc…) and
KG AL (m) finally one third coming from all requirements
to be fulfilled included in rules and
Figure 4: KG Lightweight versus KG lateral international conventions.
area
It is remarkable that at present, the
And finally, the last step will consist in to fix requirements included in the international rules
the design margin. If several reference vessels and regulations are only based on a pure static
have been taken, the margin that should be analysis. But it is necessary to point out that
considered could be lower. This margin has to there are dynamic phenomena where stability is
cover the uncertainty of the estimate method, involved. For example, it is demonstrated that
the relative similitude between ships and the for fast vessels transverse stability decrease and
secondary local weights. In any case, as the it is possible to have permanent heel due after
secondary local weight has been taking into certain Froude values.
account by the parametric transformation the
implication of those weights is minimum and a In the next future the intact rules should
design margin of 5-7% could be enough. progress within a width scenario, introducing
dynamic aspects in the evaluation, using
relevant and powerful tools like model basin
3. INTACT STABILITY CONCEPT stability tests and numerical models.
In this subchapter different parameters These tools would allow to have a more
involved in intact stability concept will be relevant information about a dynamic GZ curve
analysed. when a vessel is sailing in still or irregular
wave seas and even other information of
But, before of this, it is underlined the interest as parametric rolling, washing or
importance of intact stability evaluation as it broaching related to different resonance’s of
takes into account the dynamics of motion that vessel according with their movements.
can lead to a ship loss through a certain chain
of factors, even without any damage ship Below, it is described the more significant
condition. parameters related with geometry, general
arrangement and requirements:
Intact Stability characteristics depend on the
deadweight and lightweight distribution,
because it will define the final displacement
8th International Conference on
the Stability of Ships and Ocean Vehicles
Escuela Técnica Superior de Ingenieros Navales
193
Actually hull lines coefficients for both ferry 3.2 General Arrangement
and cruise vessels can be obtained by the
formulation below: In the following paragraphs it is commented
some aspects and decisions related to general
• For block coefficient values: arrangement: freeboard deck, flooding points
0.56 ≤ δ ≤ 0.68 and tank’s configuration.
not bigger than a half of the vessel beam. As vessel normally because passenger spaces are
prevention of asymmetrical damage cases, more restricted.
these tanks (fuel, oil, fresh water and ballast)
should be situated inside of a space limited by Considering a passenger density parameter, it
B/5. is possible to predict those difficulties
mentioned above:
care of it and it is frequently necessary to Other lateral areas as centreline keel, balance
introduce some modifications in lines plan near keel, longitudinal rudder area, fin stabilizer
of draft, increasing beam values to obtain the area, pod’s profile and all longitudinal area
necessary heeling arm figures to get a heel independent of lines plan of vessel allow to
angle less than 10º. reduce wind moment according to IMO RES
562 (14).
One approximation to be used during the first
steps of the design process could be given by: If it is calculated a heeling moment according
to the required wind pressure (504 N/m2), it is
0.02 x V2 x (KG – d/2) / L x GMR ≤ tang 10 possible to estimate the heeling angle.
Many circumstances have big influence in this As outcome of intact stability calculations, a
criteria, vessel profile above waterline, and limiting curve for GM or KG as a function of
vessel profile below waterline. ship draught is obtained.
Most of times this criteria is the governing As those Curves should be similar for families
criteria especially for light service drafts. of ships of same topology, they can be used as
reference in the preliminary steps of vessel
design. Based in these statistical curves, a
8th International Conference on
the Stability of Ships and Ocean Vehicles
Escuela Técnica Superior de Ingenieros Navales
197
preliminary GM for the new project must be or 11m whichever is the less) to make effective
chosen in order to define all lines plan all transversal watertight bulkhead.
coefficients being “sure” that these coefficients
will allow fulfilling with all intact stability In Ferry vessels with a lower hold, the
regulation requirements. SOLAS transversal extension of the damage
(B/5) must also be considered and the vertical
Therefore, based on the selected GM curve, penetration of bottom damage (B/10) too, in
the different parameters should be identified order to arrange suitably the lower hold cargo
accordingly (geometry coefficients, etc…). spaces avoiding lower hold damage cases
Some years ago, when the stability damage • Calculation of floodable lengths defined
requirements were not so critical as today, in the rules 4 at 7 inclusive of the
floodable length curve was a good criterion to chapter II-1 of SOLAS, and
evaluate the position of the watertight
bulkheads for a ferry vessel in order to fulfil • Calculation of stability in damage
the damage stability. But this tool is very condition with the rule 8-1 and 8.2 of
related to the margin line of the vessel and, the chapter II-1 of SOLAS for two
nowadays, is not very useful because the adjacent compartments for vessel
freeboard needed to fulfil damage stability carrying 400 persons or more.
criteria is higher now, and because this
criterion cannot be applied to arrangements Or, we would have to fulfil an alternative
with lowerhold. procedure based on a probabilistic approach.
Res, A. 265 (VIII). Instead of the requirements
At present time, for conventional ferries, of chapter II-1 part B of SOLAS.
especially with lower hold, there are several However, it must be remarkable that Rule 5 of
different regulations and approaches in force the Resolution A265 evaluates the subdivision
that can be applied for damage stability and the damage stability.
evaluation. By that reason it doesn’t exist a
clear way to proceed for damage stability b) Passenger Ship with longitudinal
calculation and they usually are, owner ship subdivision below the main deck. Ship with
and flag administration, who specify, define lower holds.
and choose those regulations and approaches
that should be evaluated for a concrete project. In this case it cannot be applied the
conventional concept because it doesn’t have
Besides this, some owner can require more side to side transversal bulkhead needed for
strict criteria than those generally applied for strict calculation of flooding lengths. For it, in
similar vessels. But they can be considered to principle, it should only apply the Resolution
be more in line with the general safety policy A. 265 VIII.
giving to the owner more margins for further
extensions and conversions Apart from the above-mentioned, consequence
of the sinking of the Estonia, a new criterion
has been required for the majority of passenger
ferries built after the year 95. The
8th International Conference on
the Stability of Ships and Ocean Vehicles
Escuela Técnica Superior de Ingenieros Navales
199
It must be highlighted that the application of It is however an open question of whether the
this agreement is today mandatory for the new so-called “footnote” in Part B-1 is to be
ships as for the existent ones that will navigate retained or not. This footnote excludes certain
for the area of the north of Europe and that in a ships from the probabilistic regulations, but not
future not very far-away it can be mandatory passenger vessels.
for all the passage ships that navigate in waters
of the European Union. As summary of New Proposals we can to
highlight:(see reference [5])
As the execution of this agreement it is
applicable to ships with longitudinal or traverse • New and updated formulations on p,r and
subdivision, adding three additional v have been established based on new and
requirements to those already defined in the updated damage distributions, as well as
rule 8-1 of the SOLAS, it implicitly means that theoretical simulations.
all vessels with longitudinal subdivision have • The s-factor is based on the main concept
to also fulfil with rules 8-1 and 8-2 of SOLAS. developed during the A.265 development
• Factors such as transient effects,
In conclusion, exist a disparity of criteria for progressive flooding, cargo shifts etc., are
the realization of these damage calculations under development, but has not been
that on the other hand are necessary to carry decided yet how to handle
out when being part of the basic concepts of the • The subdivision index is to be based on
ship project. three draughts, as follows:
o Deepest subdivision draught
In view of this situation, it is very normal that o Partial draught
flag administrations and ship owner request o Light draught
8th International Conference on
the Stability of Ships and Ocean Vehicles
Escuela Técnica Superior de Ingenieros Navales
200
%GM/B
curves. 9.8
9.6
• In principle the GM’s used for calculating
9.4
the index will become the limiting GM’s 9.2
for the vessel. 9.0
8.8
4.5 5 5.5 6 6.5 7 7.5
9.5
Statistics of these KG/GM limit curves for a
9.0
same family of vessels will give values that we 8.5
can used as first reference in new design. 8.0
7.5
In the following figures some graphs are 7.0
introduced. They shown the relation between 80 100 120 140
LENGTH (Lpp)
160 180 200 220
10.0
cruise vessel fulfilling intact stability code plus 9.5
SOLAS as damage stability. 9.0
8.5
10.4
10.2 Based in these graphics, it can be decided a
10.0 preliminary GM Required for our project,
9.8 which will be tested later on according to
9.6 appropriated applicable standards (intact and
9.4
damage).
80 100 120 140 160 180 200 220
LENGTH (Lpp)
8th International Conference on
the Stability of Ships and Ocean Vehicles
Escuela Técnica Superior de Ingenieros Navales
201
5. CONCLUSIONS
3. DELTAMARIN – The future of Ship
An easy estimation of lightweight ship and Design.
position of centre of gravity of the vessel has
been presented for a preliminary step. 4. SOLAS 1974/78 with 1981 Amendments
(IMO Resolution MSC.1(XLV) and IMO
In addition, it has been summarise applicable Resolution MSC.2(XLV)) and 1983
standards to evaluate intact and damage Amendment (IMO Resolution
stability giving some formulation that can be MSC.6(48)).
used in the preliminary stage of a new project
5. FRANCESCUTTO, A. Intact Ship
Stability – The way Ahead
6. REFERENCES
6. IMO Resolution SLF 40/INF 14.
1. RAPO, B. “Structural design of Ro-Ro Stockholm Agreement Criterion. 5 July
ships”. Lloyd’s Register of shipping 1996.
Technical Association, Session 1981-82
7. SIGMUND RUSÅS - Damage Stability
2. WATSON, D.G.M. and GILFILLAN. Standards for the Future (HARDER DOC.
A.W. “Some ship design methods”. 0-00-R-2003-01-0
Transaction of RINA, 1976.
8th International Conference on
the Stability of Ships and Ocean Vehicles
Escuela Técnica Superior de Ingenieros Navales
202