LECTURE LAYOUT

Definition
Developments of container ship concept
Aspects of container ship design
M i di
Main
dimensions:
i
length,
l
h breadth,
b d h depth,
d h draft
d f
Containers
Container stowage and securing
Hullform
Stability
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DEFINITION
Containerisation can be considered as a total
p
concept.
p
transportation
The cargo is handled in a utilised form suitable
for carriage by sea,
sea road,
road rail and inland
waterways.
Container ship is the seaborn link in the chain.
chain
Containerisation offers a true door to door
service.
i

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DEVELOPMENT OF CONTAINER SHIP CONCEPT

The first container ships were converted from

tankers to carry unitised cargo.
After
Aft the
th developments
d l
t container
t i
ships
hi became
b
complex,
highly
hi hl specialised
i li d vessels
l

to maximise the benefits to be gained from high

cargo handling
h dli rates
t andd reduced
d d portt time.
ti

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DEVELOPMENT OF CONTAINER SHIP CONCEPT

The design
g philosophy
p
p y has changed
g from its
early form because of:
the changes in the world economy
changes
g in the tradingg ppattern,
major world political events.

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DEVELOPMENT OF CONTAINER SHIP CONCEPT

The first container ships had low carrying

capacity, because the origin ships were designed
to carry
ca y bulk
bu cargoes.
ca goes.
Th
The development
d l
t off specialised
i li d container
t i
carrying vessels resulted in increases in
container
t i
capacity
it for
f a given
i
volume.
l

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DEVELOPMENT OF CONTAINER SHIP CONCEPT

The first ships were carrying around

1200 TEU
U ((twenty-foot
y
equivalent
q
units))
with the service speed 22 knots.

The first large container ship were designed in

th late
the
l t 1960s.
1960
The size and speed of the ships increased to take
the advantage of the economy.
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DEVELOPMENT OF CONTAINER SHIP CONCEPT

The large ones upto

3000 TEU
were powered by twin or triple screw steam or diesel
plant
to give service speed of around 26 knots.

After a number of y
years of successful operation
p
these vessels were badly hit by rising fuel coasts.
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DEVELOPMENT OF CONTAINER SHIP CONCEPT

Many of the vessels were re-engined

re engined to single
screw diesel plant.
The reduction in speed resulted in
ffuller
ll forms
f
with the associated advantage of the vessels being
able
bl to
t carry
required capacity with much reduced main dimensions.
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ASPECTES OF CONTAINER SHIP DESIGN

A container ship can be
a pure container carrier,
a container/RoRo carrier,
a general cargo vessel with a container carrying capability.

A container ship can carry:

a cargo handling equipment or not.

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ASPECTES OF CONTAINER SHIP DESIGN

The cargo securing equipment can be different
types.
Modern cargo vessels have container carrying
facility but restricted by:
small hatch area/deck area ratio,
deck stowage resulted from stability consideration,
relatively low ballast of vessels can be another restriction.
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ASPECTES OF CONTAINER SHIP DESIGN

The design of pure container ships is based on
the
h cargo unit
i to be
b carried.
i d
The dimensions, hullform and general layout
being
g developed
p to maximise the capacity.
p y
Different cargo securing equipment are used to
minimise the risk of cargo damage or loss.
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ASPECTES OF CONTAINER SHIP DESIGN

A pure container vessel can be a
deep sea vessel,
feeder vessel to provide a container distribution service

A modern
d
ddeep see vessell has
h a capacity
i off
2500+ TEU
with a service speed of 18-24 knots.

Feeders have the smaller capacity

around 500-1000 teu
16-18 knots.
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ASPECTES OF CONTAINER SHIP DESIGN

The large vessels operate on well defined liner
route with land based cargo handling
equipment.
equipment
O
On the
h other
h hhand
d ffeeders
d are usually
ll operate
between the ports without proper shore based
equipment,
i
so have
h
cargo handling
h dli equipment.
i

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MAIN DIMENSIONS
Th
The main
i dimensions
di
i
off container
t i
ships
hi are
based on the physical size of the containers to
b accommodated.
be
d t d
For a specified container capacity, the
y
dimensions of the vessel will be determined by
the number of bays, rows and tiers.
Dimensions also depend on the navigational
futures such as the Panama canal etc.
etc
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MAIN DIMENSIONS

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LENGTH
Length of a container ship can be calculated by
adding:

length of the cargo space,

space
length of the machinery space,
length of the fore peak space,
length of the aft peak space.

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LENGTH

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LENGTH
The length of the cargo space is a function of:
number of container bays,
the length of the containers,
required
req ired clearances to accommodate the container
securing device,
necessaryy allowance for structural members should be
taken into account.
Cargo handling equipment such as cranes should be
calculated in cargo space length.

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LENGTH
For preliminary design work, it can be
ass med that the length required
assumed
req ired for each
container is (l+1.5) m where l is length of a
container (Munro-Smith,
(M nro Smith 1975) by
b making
allowances for clearance and cross-ties. The
LBP of the ship is the sum of the container
portion, engine-sterntube and portion
forward Thus:
forward.

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LENGTH
LBP = Lc + Le + Lf + LBCC
where
h Lc = Container
C
i
portion
i = Nx.(l+1.5)
(l 1 5)
Nx = Number of containers in the length.
g
Le = Length of engine room and after peak
tank
Lf = Length of fore peak tank.
LBCC = Length between most forward cargo
hold and collision bulkhead.
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LENGTH
As a first approximation
pp
the length of the aft peak tank can be taken as
3.5% of LBP.
The length of fore peak tank can be taken as 5%
LBP and
length of space forward of container length can
be taken as 10% LBP.

LBP=0.035 LBP+Le+LC+0.1 LBP+0.05 LBP

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BREADTH
Breadth is a function of the size of the container
g the number of
units and calculated using
container rows.
The gaps between containers depend on the type
of stowage equipment.
Breadth is very important to the stability
stability. It is
great concern in the design and operation of
container ships then any other vessel type.
type

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BREADTH
Containers have a standard width of 2.43 m.
However each container requires an
However,
allowance for clearance, guides, etc. of
about 240 mm (Munro
(Munro-Smith,
Smith 1975) so that
each container requires a width of 2.67 m.
Thus the number of rows (Ny) cells located
transversely in the ship require 2.67 Ny m.
Since the width available for containers is
about 80 percent of the ship's breadth B,
then
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BREADTH

00.80
80 B = 2.67
2 67 Ny
N
B = 3.34 Ny
Ny : Number of tiers of containers in holds.

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BREADTH

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VISION

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DEPTH
It is a function of the size of the container unit
gaps
p between the adjacent
j
with the vertical g
containers and the height of the tank top in the
holds.
The number of tiers of containers to be carried
in the hold will be dependent on the proportion
of the total capacity of the vessel to be carried
under the deck.
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DEPTH
The rate of under container numbers is around
40 60 % off the
40-60
h totall capacity.
i
Container ships are associated with large
g loaded drafts.
freeboard and light
The light draft is due to the low density of the
cargo .
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DEPTH

This results low displacement according to the

physical size of the vessels.
Container ships are deep vessels to
accommodate the under deck stowage results in
the large freeboard.

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DEPTH
The depth of the ship is in generally controlled
b the nnumber
by
mber of containers to be carried
vertically. Thus:
D=Nz H + DB where
h
Nz = Number of tiers of containers in holds
H = Height containers
DB = Depth of double bottom
bottom.

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CONTAINERS
The most common container sizes are 20 and 40
f
foot
ISO standard
d d containers.
i
There are some other container sizes which are
y used.
not commonly
The problem of the container ship design occurs
if the different size of containers should be
carried
carried.
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CONTAINERS

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CONTAINER STOWAGE AND SECURING

In the holds usually cell guides system is used

for stowage and securing.
The system reduces the chance of container
damage and speeds up the loading and
unloading process
process.

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CONTAINER STOWAGE AND SECURING

A typical cell guide system consists of groups of

four vertical guides constructed from steel angle
bars into which the containers are lowered
running the full depth of the vessel from hatch
coaming level down to the top tank.

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CONTAINER STOWAGE AND SECURING

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CONTAINER STOWAGE AND SECURING

The tolerance into the guides must be small thet
g of the containers is minimised and that
shifting
the container spreader can be easily engaged
g containers.
when removing
With this system fastening of the individual
containers is unnecessary as all of the static and
dynamic forces generated by the containers are
transmitted directly into the ship structure by the
cell guide members.
members
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CONTAINER STOWAGE AND SECURING

There are leading equipment on top of the cell

guides in both the longitudinal
g
g
and transverse
directions.
The above deck containers are affected by static
and dynamic forces
forces.

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CONTAINER STOWAGE AND SECURING

These forces limit the securing equipment and

number of tiers usually 3 or 4 tires are used.
used
T
Twist
i t locks
l k andd lashing
l hi roads
d are commonly
l
used above deck securing equipment.

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CONTAINER STOWAGE AND SECURING

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CONTAINER STOWAGE AND SECURING

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HULLFORMS
Afterbodies of container ships
p are generally
g
y
characterised by wide transom stern which
pprovide aided stability,
y increased hold volumes
and increased deck areas.
This increases in powering due to large wetted
surface area,
area hence frictional resistance and the
increased tendency to slam.
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HULLFORMS
Another disadvantage of this, flat sections above
p
will cause vibration.
the ppropeller
The fore body will have a bulb to promote the
cancellation of the bow wave. This reduces
wave making resistance
resistance.
Fore body will usually be V shaped in order to
improve stability and increase deck area and
underdeck container capacity.
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STABILITY
The stability of container ships is perhaps the
p
aspect
p of their design.
g
most important
Vertical centre of gravity is very high because
of above deck containers
containers, therefore container
ships have to be operated with some amount of
ballast.
ballast
In order to minimise the amount of ballast the
heavier containers can be carried in the bottom
tiers and the lighter or empty ones being carried
on deck then VCG is reduced.
on-deck,
reduced
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