TASK REPORT

SHIP PROPULSION AND RESISTANCE

(ME 141312)

ODD SEMESTER 2017/2018

AUTHOR :

------------------------------------------------------------------------------

DEPARTMENT OF MARINE ENGINEERING

FACULTY OF MARINE TECHNOLOGY
SEPULUH NOPEMBER INSTITUTE OF TECHNOLOGY

1
 Preface
Praise be to Allah SWT. Almighty God because of his blessings and graces the writer is still
given life to be able to enjoy his wisdom and power, so the writer can complete the report duty
resistant and propulsion of this ship.
The report, entitled "report on the task of calculating resistance and ship propulsion", was
prepared to fulfill the tasks on the subject of "resistance and ship propulsion" in 2017. This report
describes how to calculate the resistance on a ship by using two methods, namely Guldhammer -
Halvard and Holtrop methods.
In the preparation of this report the authors would like to thank the parties who helped provide
input - input and explanation about the execution of this task. Thank you authors say to :
1. Allah SWT.
2. Parent’s author.
3. Mr. Made Ariana, S.T, M.T, Ph. D, as the lecturer.

Thus the report is compiled, The author hopes this report can be useful for the reader in
general and the authors themselves in particular. Criticism and constructive suggestion is very author
wishes for improvement of this report.

Surabaya, 18th December 2017

Author

2
 TABLE OF CONTENTS

Page
1.1 Principal Dimension 2
1.2 Guldhammer & Harvald Methods 2
a. Reynold Number and Froude Number 2
b. Value of Wetted Surface 3
c. Calculation the coefficient of resistance on the ship 3
- Coefficient Friction 3
- Coefficient Residual Resistance 4
- Correction B/T 5
- Correction LCB 5
- Coeffiient Air Resistance 7
1.3 Holtrop Method 10
a. Friction Resistance 11
b. Form Factor 12
c. Additional Resistance 13
d. Wave Resistance 14
e. Additional Resistance from Bulbous Bow 16
f. Additiional Resistance from Transom 17
g. Model Ship Correlation Resisance 18
h. Calculation Total Resistance 19

1.4 Comparing the Response Results with Guldhammer Methods and Holtrop
Methods 19

3
 Chapter I: Introduction
1.1 Background

The ship's resistance and propulsion discuss the state of the fluid force at a speed acting on the
vessel in such a way as to counter the movement of the vessel. The resistance corresponds to the fluid force
component acting parallel to the ship's axis of movement. While the detainee itself is an estimate of the
ship's effective power requirement, the ship is able to move at the service speed as desired, as well as about
anything that obstructs the speed of the vessel, such as the waves of the sea, the wind, the shape of the ship
itself and others.
The ship's propulsion is to predict the amount of power that the ship's propulsion system must
prepare in order for the ship to move at the planned speed of service. It is a system that aims to push the
ship at a certain speed with the added prisoner obtained by the vessel itself.
Ship Resistance and Propulsion is dedicated to providing a comprehensive and modern scientific
approach to evaluating ship resistance and propulsion. The study of propulsive power enables the size and
mass of the propulsion engines to be established and estimates made of the fuel consumption and likely
operating costs. Includes the latest developments from applied research, including those in experimental
and CFD techniques, and provides guidance for the practical estimation of ship propulsive power for a
range of ship types.
This text includes sufficient published standard series data for hull resistance and propeller
performance to enable practitioners to make ship power predictions based on material and data contained
within the book. A large number of fully worked examples are included to illustrate applications of the data
and powering methodologies; these include cargo and container ships, tankers and bulk carriers, ferries,
warships, patrol craft, work boats, planning craft and yachts. The book is aimed at a broad readership
including practicing naval architects and marine engineers, sea-going officers, small craft designers and
undergraduate and postgraduate degree students. It should also appeal to others involved in transportation,
transport efficiency and eco-logistics, who need to carry out reliable estimates of ship power requirements.
 Chapter II: Theoritical Basis

2.1 Resistance Meaning

The ship's resistance is a force of fluid from the vessel whose direction of action is opposite to the
direction of the vessel. So ship resistance can be interpreted as a force that inhibits the speed of the ship
itself. The ship's resistance at a speed is the fluid force acting on the ship in such a way as to counter the
movement of the vessel. The resistance is the same as the fluid force component that works parallel to the
axis of the ship's movement. Resistance is a preferred term in ship hydrodynamics, whereas drag is
commonly used in aerodynamics and for embedded objects. Below is a resistance formula:

R = ½.C.ρ. V2.S

The vessel's resistance is basically divided into two, namely the prisoner above the surface of the
water and the resistance below the surface of the water. Prisoners that are above the water surface with
the air fluid while the resistance is below the water surface with water fluid.

2.2 Resistances on The Ship

2.2.1. Wave Resistance
As the vessel moves, of course raises a wave as a result of the movement of the ship itself, it can
be said that the wave resistance is the obstacle caused by the waves that come from the movement of
the ship in both calm water and wavy water conditions.

2.2.2. Friction Resistance

Friction resistance is a resistance that occurs due to the ship moving through a fluid that has a
viscosity for example in this case is sea water. As the ship moves and the surface of the dyed boat body
will cause friction with seawater along the surface. This friction resistance is influenced by the type of
fluid traversed and the flow pattern of the fluid itself.

2.2.3 Appandages Resistance

This resistance depends on any attachments that attaches to the ship, like bilge keel, propeller,
bossing, etc.

2.2.4 Appandage Resistance from Bulbous Bow

This resistance is influenced by the bulbous bow area if the ship uses a bulbous bow design.

2.2.5 Residual Resistance

This resistance is caused by the influence of gravitation force and inertia force, while the friction
resistance is caused by the influence of viscosity and inertial force. So residual resistance is considered
independent of friction resistance.

2.2.6 Air Resistance

This resistance occurs because when the ship moves and the surface of the ship above the
surface of the water will come into contact with the fluid in this case is the air. Air resistance depends

5
on the speed and direction of the air rate and depends on the shape of the building on the ship itself
including length, width and height.

2.2.7 Steer Resistance

Steering resistance is caused by the movement of the steering wheel to maintain the alignment
of the ship's path.

2.2.8 Roughness Resistance

The resistance obtained from how rough the shipboard plates are in use on the ship's hull body.

6
 Chapter III:
Calculation Ship Resistance using Guldhammer - Harvald and
Holtrop Methods
1.1 Principal Dimension

1. Type : Container Carrier

2. Lpp : 181 m
3. Lwl : 185 m
4. Ldisp : m
5. Breadth : 28 m
6. Draught :9m
7. Height : 13 m
8. Vdisplacement : 35894.545 m3
9. Cb (δ) : 0.77
10. Cp (φ) : 0.77
11. Vs : 15 knot = 7.71 m/s
12. Rute : Balikpapan-Surabaya temperature air laut 28˚C

In estimating the resistance of a ship that will be made, it is better to do the calculations with various
variations of speed, because with the same ship size will not have the same resistance if having
sailed at different speeds. The variations are 0.5 knots above the speed of service and 4 speeds
below the service speed (-1, -2, -3, -4 knots) to obtain the following speed variations:

Vs (knot) Vs (m/s)
16 8.231
15 7.716
14 7.202
13 6.687
12 6.173
11 5.658

1.2 Guldhammer and Halvard Methods

1. Reynolds number and Froude number

a. Calculation Reynolds Number

known kinematic viscosity of sea water at temperature 28 ˚C is 0.8847 x 10 ^ -6
then the formula of calculating Reynolds number is as follows:
Rn = ×

Rn = 7.716 x 185 / 0.8847 x 10^-6

Rn = 1652933197

b. Calculation Froude Number

7
8
 to calculate Froude number using the following formula: :

v
Fn =
gLwl

Fn = 7.71/ (9.81 x 185)1/2

Fn = 0.180

Froud Number (Fn) corresponds to the speed of the vessel. If the Froud Number (Fn)
is higher then the Ship is said to be fast and vice versa otherwise, the ship is said to be
slow if it has a small Froud Number.

From result of calculation Reynold number and Froude number got result as following
for each variation of speed :

Reynold Froude
Velocity(knot) Velocity(m/s)
number Number
1721187973
16 8.231 0.193211

15 7.716 1652933197 0.180

1506013337
14 7.202 0.169056
1398321464
13 6.687 0.156967
1290838702
12 6.173 0.144902
1183146829
11 5.658 0.132813

2. Value of Wetted Surface

Wet surface area of surface area is dyed in the air, to calculate it is done approach
with the following formula:

S =1,025 x Lpp x (Cb x B + 1,7 T)

= 1,025 x 105 x (0.77 x 28 + 1.7 x 9)

= 6838.4515 m²

3. Calculate the coefficient of resistance on the ship

a. Calculate the coefficient friction (Cf)

To calculate the frictional resistance of the vessel, it is necessary to find the value of
the coefficient of friction, in Guldhammer and Halvard method the formula used is the
formula according to ITTC 1957 agreement:

9
 0,075
Cf = (log Rn  2)2

Cf =
0.075/ (log 1652933197 – 2 )2
Cf = 0.00088259974926

The following values for each variable speed Cf:

Cf
v (KNOT) v (m/s) Rn (ITTC)
16 8.231 1719724200 0.001433
15 7.716 1612241438 0.001444
14 7.202 1504758675 0.001456
13 6.687 1397275913 0.001469
12 6.173 1289793150 0.001483
11 5,654 1182310388 0,001499

b. Calculating residual resistance (Cr)

1. L/1/3

to find Cr on the graph Guldhammer first find the value of L / Ñ1 / 3, obtained value is as
follows:

L/1/3 = 185/35894.5451/3 =5.608

2. Calculate Cr ( Residual Resistance Coeficient ) using Guldhammer’s chart

The value of L/1/3 is 5.608
The results are between 5.5 to 6.0, so the benchmark is both of these graphs.
Fn = 0,180 and Cp = 0,77 ( Vs: 15 Knot )

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 Then after getting Cr value from each graph then look for value of Cr
at moment L/1/3 is 5,608, with calculation as follows
(103 − 0,95) (5,608 − 5,5)
(5,608)

0.8 − 0,95 = (6,0 − 5,5)

103 (5,219) = [(0,438 × −0,1259) + 0,95]

(5,219) = 7,675 × 10−5

For residual resistance values in each variation of speed can be seen as in the table below:

v (KNOT) v (m/s) Fn 10^3Cr

16 8.231 0.193211 0,975675149
15 7.716 0.180 0.767563616
14 7.202 0.169056 0.578375744
13 6.687 0.156967 0,539187872
12 6.173 0.144902 0,524324851
11 5,654 0,132787411 0,516487277

Can be seen there are 4 variations of speed that do not have the value of Cr
because the value of Fn is too small from the value of Fn minimal use
Guldhammer diagram then for kedapannya four variations of the speed can not be
searched niali prison (Cr value is not absent but the graph has no data)

c. Correcting Lcb, correction B / T, air resistance,

the remaining resistance coefficient needs to be searched for the correction
because it is the value of the resistance other than the friction resistance so
it needs to be corrected by several factors, among others:
1. Correction B/T

B/T = 28/9

= 3,111

Correction B/T (Cr2):

0.16 x ( (B/T) – 2.5 ) = 0.16 x ( 3.111 – 2.5 )

Cr2 = 0,09776

2. Correction LCB
LCB (based on Linesplan) is
Ʃ1 = 11998,93693
Ʃ2 = -797,7944783
h = 9m

LCB = Ʃ2/ Ʃ1 x h
= -0,601723309 m

% LCB= LCB/Lpp x 100%

= -0,32858378 %

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 Define Standard Lcb using graph (for 15 knot speed variations)

Obtained the standard Lcb value is 1.47% then with the

known standard Lcb value then we can count ΔLcb it. ∆Lcb = Lcb
kapal – Lcb standar
= -0,32 – 1.47
= -1.15 %

Then the next step is to find the factor value (d103Cr / dLCB), where
factor (d103Cr / dLCB) is obtained from diagram 5.5.16 (HARVALD). The
graphs used are as follows:

it is known that in using the above diagram need to know the prismatic
coefficient of the ship.: 0.77
Then we get the result of factor value (d103Cr / dLCB) for speed 15 knot
Then corrected by the formula:
Correction Lcb (Cr3) = 103 / x | ∆Lcb |

12
 = 0.2 x | 1.15 |
= 0.358

So for correction on other speed variations are as follows:

Vs Vs (m/s) Fn ∆ LCB LCBstd(%) (d103Cr/dLCB) 10^3Cr3

16 8.231 0.193211 -0,68 1 0.2 0.136
15 7.716 0.180 -1.15 1,47 0.12 0.138
14 7.202 0.169056 -1,68 2 0.08 0.134

Vs Vs (m/s) 10^3xCr 10^3xCr2 10^3xCr3

16 8.231 0,97567 0,09776 0.217644
15 7.716 0.76756 0,09776 0.175423
14 7.202 0.57837 0,09776 0.019356

3. Correction Coefficient of additional ship resistance

From the above provisions for the length of the ship 108.15 m, it can be
interpolated to get the value of Ca:

10^3Ca =(((185-150)*(0-0.2))/(200-150))+0.2

= (( 35 ) * (-0.2))/50 +0.4

= -1.63/50 + 0.4

= 0.26

So, Ca = 0.00026

3. Calculating the coefficient air resistance

Since the data on wind in ship design is unknown, it is recommended to
correct the air resistance coefficient (HARVALD 5.5.26 p 132)

Caa = 0.00007

13
 4. Calculate the correction of the steering resistance
Based on HARVALD 5.5.27 p. 132 corrections for steering resistance may
be approximately:
Cas = 0.00004

So the final correction of the remaining resistance is

Vs Vs (m/s) Cr Total Caa Cas Ca Cr akhir

0.00108 0.00108
16 8,231 0.0003674 0.00004 0.00007
0.00087 0.00087
15 7,71 0.0003674 0.00004 0.00007

14 7,202 0.00068 0.0003674 0.00004 0.00007 0.00068

3. Calculate the total resistance coefficient

The coefficient of total vessel resistance or Ct, can be determined by
summing up all existing ship resistance coefficients:

Kecepatan Koefisien
Cr Cf Tahanan
(Knot) (m/s) Total (Ct)
0,00108 0.0025914
16 8.231 0.000879
0.00087 0.0026233
15 7.716 0.000882
0.00068 0.0024462
14 7.202 0.000890

13 6.687 0,00064 0.000896 0,00242019

12 6.173 0,00063 0.000903 0,00241973
11 5,654 0,000614 0,001499 0,00242778

4. Counting the total ship resistance

After obtaining the value of the total resistance coefficient, it can

be sought for a large prisoner owned by the vessel, to calculate it used the
following formula:
= 1⁄2 . . . . 2

So the result is as follows:

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 Rt = ½ x 1025 x 0.0026233 x 6838.4515x (7,71)2
= 287224.7736N
= 287.2 kN

In the voyage there will be differences in water characteristics in lalui, then

we need to add the factor of sea margin in search of ship prisoners. In this case the
ship route is Surabaya - Balikpapan, then we use sea margin in pacific waters,
which is between 15% - 30%, in this case taken sea margin value is 17% of total
ship resistance, then the value of total ship resistance after sea added margin is:

Rt Sea margin = Rt + 17%Rt

= 287224.7736+ (17/100) x 287224.7736
= 287224.7736+ 48828,2
= 336052.9 N
= 336 kN

Here are the final results of ship resistance from each speed variation using Guldhammer and
Harvald methods:

No. Vs Total
Ct Total Resistance Resistance +
(knot) (m/s)
Sea Margin
1 11 5,654 0,00242778810626811 185606,8429 213447,8693
2 12 6,168 0,00241973215140820 220154,5274 253177,7065
3 13 6,682 0,00242019666382079 258425,3995 297189,2095
4 14 7,196 0,00244623968311447 302937,4129 348378,0249
5 15 7,71 0,00262334793491330 372937,6646 428878,3143
6 16 8,224 0,00282029531838154 456175,9505 524602,3431

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1.3 Holtrop Methods

In addition to using the Guldhammer method which tends to use the graph in
calculating the magnitude of the resistance of the vessel, then there is another method that can
be used, namely Holtrop method, where in this method more use the formula and the pre-set
fixed from the beginning, following the terms of the ship that can be calculated his prisoners
use holtrop:
Range of variables for statistical power prediction method at MARIN
Ship type Max. Cp L/B B/T
Fn

Tanker, Bulk 0.24 0.73 – 0.85 5.1 – 7.1 2.4 – 3.2

Carriers (Ocean)

Trawlers, 0.38 0.55 – 0.65 3.9 – 6.3 2.1 – 3.0

Coaster

Containerships 0.45 0.55 – 0.67 6.0 – 9.5 3.0 – 4.0

Cargoliners 0.30 0.56 – 0.75 5.3 – 8.0 2.4 – 4.0

Ro-Ro, car- 0.35 0.55 – 0.67 5.3 – 8.0 3.2 – 4.0

ferries

a) Limitations on the Holtrop

Method - Fn hingga 1.0
- Cp : 0.55 – 0.85
- B/T : 2.10 – 4.00
- L/B : 3.90 – 14.90

a) Friction Resistance
The first step to calculate the holtrop resistance is calculate the friction resistance,
then how to calculate the friction resistance using holtrop is as follows:
  
Length of the run (Lr) 
The formula from Lr is as below:

16
 So

Lr = L(1-CP+0.06CPLCB/(4CP-1))
= 185 x ( 1 – 0.77 + 0.06 x 0.77 x -0,601723309 / (4 x 0.77 -1 ))
= 38.88063 m
 
Factor C14 (stern shape accounter)


The provisions for factor C14 are as follows:

The ship calculated using this current has a body plan form like C (stern) = -
8 then to find the factor using the formula:

17
C14 =1+0.11Cstren
=1+0,11x(-8)
= 1-0.088
= 0,912
 
Calcukation Form Factor


To find the 1 + k1 factor the formula is as follows:
1 + 1 = 0.93 + 0.487118 14( )1.06806( / )0.46106( / )0.121563( 3/∇)0.36486(1
− )−0.604247

1 + 1 = 0.93 + 0.487118 × 0,912(18528)1.06806 × (9/185)0.46106

185 1853

×( )0.121563 × ( )0.36486 × (1 − 0.77)−0.604247

38,88063 35897,4

1 + 1 = 1,219522

Wet Surface Area (S), if unknown can be calculated by the formula:

L : LWL
CM : Coef. Midship
CB : Coef. Block
CWP : Coef. Waterline
ABT : Area Bulbosbow
=( × )
181 × 0,77
= = 0,753351

= 0,248 + 0,778
= 0,248 + 0,778 × 0,753351 = 0,834107

S= 185x ( 2 x 9+ 28 ) x √Cm x ( 0.453 + 0.4425 x 0.77 – 0.2862 x Cm –

0.003467 x 28/9 + 0.3696 x 0.834107 ) + 2.38 x 0/0.77

= 4419.281 m2

18
 After getting the value of 1 + k1 then we can find the value of resistance
friction that is influenced by the factor is the formula is as follows ,

RF(1+K1) = 0.5 ρsalt waterV2 CF (1+k1) S

RF(1+K1) = 0,5 × 1,025 × 5,6542 × 0.00096 × (1.2332235 ) × 2574.994561

RF(1+K1) = 50014.58 newton

For other speed variations are the following results,

Vs Vs
Cf Rf(1+k1)
(knot) (m/s)
16 8.321 0.00151 54426.71
15 7.71 0.00152 50014.58
14 7.202 0.00153 41724.21
13 6.682 0.00155 34150.91
12 6.168 0.00156 27301.62

a) Additional Resistance (RAPP)

additional resistance are resistance owned by ships because there are parts of
boats other than water hull dyed, then to calculate it requires the following formula:

SAPP : luas permukaan basah tambahan

CF : koef tahanan gesek dari kapal (ITTC 1957)

19
 

In this calculation calculated as an additional resistance there is a rudder
behind the stern the value of 1 + K2 for the ruder behind stern is 1.5
2 × 2

=( 100 ) × (1 + 25 ( ))

2 × 185 × 9 28 2

=( ) × (1 + 25 ( ) ) = 52.37027 2
100 185

(1+K2)eq = ∑(1+k2)SAPP/∑SAPP
= 1.5 ( 52.370 )/ 52.370
= 1.5

So, RAPP = 0.5ρ.V2.SAPP.(1+K2)eq.CF

= 0,5 × 1025 × 7,712 × 52,370 × (1,5) × 0,001523055

Rapp = 13796,4725 newton

For other speed variations obtained the following results

Vs
Vs (m/s) Cf Rapp
(knot)
16 8,321 0.001510 15572,4
15 7,71 0.001523 13796,4
14 7,202 0.001536 12121,5
13 6,682 0.001550 10548,7
12 6,168 0.001566 9078,7

b) Wave Resistance (RW); for Fn < 0.4

To calculate wave resistance is to use the following way:

20
 AT : luas transom
hB : tinggi pusat bulb dari base line
TF : sarat pada bagian haluan
iE : setengah sudut masuk, jika tidak diketahui dapat menggunakan rumus pendekatan

B/L=0.1382 maka C7 = B/L =0.1382

.

 iE = +{ − ( ) ×( − , ). ×( − . −

. , . × , .

.× − , ) ×( ) ( ) }

iE = 24,43824

 C1= 2223105 C73.78613(T/B)1.07961(90-iE)-1.37566

C1= 2223105 x 0.13823.78613(7.13/14.95)1.07961 x (90-25.28004)-1.37566
C1= 1.776599
  

C2= exp(-1.89(√C3))

C2 = 1

 1.5
C3 = 0.56ABT /{BT(0.31(√ABT)+TF-
 hB)} C3= 0


 AT / (B T CM)
C5 = 1-0.8
C5= 1

d : - 0.9

c15 = -1.69385
for L3/ < 512

c15 = 0.0
for L3/ > 1727


because the value of Cp is less than 0.8, ie 0.77 then to find the value of
C16 using the formula as follows:

8.07981 CP - 13.8673 CP2 + 6.984388 CP3

21
 C16 =8.07981 × 0.77 − 13.8673 × (0.77)2 + 6.984388 × (0.77)3
C16 =1.182671
 
m1 = 0.0140407 L/T - 1.75254 ∇1/3/L - 4.79323 B/L - C16

185 35897,41⁄3 28
m1 = 0,0140407
28
− 1,75254
185
− 4,79323
185
−1,182671


= - 1.93202
3/∇
3/∇
= 1853/35897,4 
= 176,3812 karena kurang dari 512 maka C15 = -1,69385

 
 m2= C15 CP2 exp (-0.1Fn-2)

 m2= -1.69385 x 0.79232 exp (- 0.1 x 0.17925-2)
= -0.045456837

 
Wave Resistance (RW)

Rw = C1 C2 C5 ρ g exp { m1 Fnd + m2 cos (λ Fn-2) }

= 1.776599 x 1 x 1 x 8896.088 x 1025 x 9.81 x exp { -195570734 x
0.173583-0.9 + -0.0510409 x cos (-0.03848649 x 0.173583-2)}
= 76069,17759 Newton
 
in the same way, for other speed variations the following results are obtained:

Vs
No. Rw
(Knot) (m/s)
1 12 6,168 9716,81265
2 13 6,682 20833,30393
3 14 7,196 41260,73484
4 15 7,71 76069,17759
5 16 8,224 114877,7433

c) Additional Resistance from Bulbous bow (RB)

22
d) Additional Resistance from Transom (RTR)

This ship is transomed, but the transom doesn't touch the waterline, so ther is no
resistance for the transom

e) Model – ship correlation resistance (RA)

23
  
 Tf/L = 7.13/108.15 = 0.0653

0,006( + 100)−0.16 − 0,00205 + 0,003√ ⁄7,5 × 4 2(0,04 − 4)
=

= 0.006 x ( 185+ 100)-0.16-0.00205 + 0.003 √(185/7.5) x 0.774 1 x ( 0.04 – 0.04 )

= 0.000379

So, RA = 0.5 ρ. V2 .S .CA

= 0,5 × 1025 × 7,712 × 4419,281 × 0.000379
RA = 50987,49173 Newton

 
In the same way we get results for other speed variations with the following results:

Vs
No. RA
(Knot) (m/s)

1 12 6,168 32631,99471

2 13 6,682 38297,27157

3 14 7,196 44415,77057

4 15 7,71 50987,49173

5 16 8,224 58012,43504

f) Calculation of Total Resistance

24
 RT = RF(1+K1)+RAPP+RW+RB+RTR+RA

RT = 194381,4 (1,219522) + 13796,4725+ 76069,17759+ 0 + 0 + 50987,49173

RT = 377905,56 Newton = 377,905 kN

Total prisoner calculation does not include additional addition due to the shipping route
to be chosen, the addition of this prisoner depends on the shipping ture that includes the waters
of Southeast Asia so that the need for additional prisoners of 17% due to the relatively calm
waters condition, the addition of this prisoner because at the time Rt above only apply to ideal
conditions such as wind, wave, and water depth

RT = (Rt x 17%)+Rt
RT = 377905,5 + ( 0.17 x 3770905,5)
= 442149,5103Newton
= 442,149 kN

In the same way for the total vessel resistance with the specified
speed variation the result is as follows:

Vs Total Resistance +
No. Total Resistance
(knot) (m/s) Sea Margin
1 12 6,168 207304,746 238400,4579
2 13 6,682 250842,7731 288469,189
3 14 7,196 306024,7693 351928,4846
4 15 7,71 377905,5643 442149,5103
5 16 8,224 456090,2462 524503,7831

1.4 Comparing the Response Results with Guldhammer Methods and

Holtrop Methods
After knowing the size of ship resistance of each method then we need to compare
how the results:

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 Vs Ct Total Total Total Total
Resistance Resistance + Resistance Resistance +
No. (knot) (m/s) Guldhammer Sea Margin Holtrop Sea Margin Difference

1 12 6,168 0,00242 169556,0419 194989,4482 207304,746 238400,4579 -37748,7

2 13 6,682 0,00242 199031,0551 228885,7134 250842,7731 288469,189 -51811,7

3 14 7,196 0,002446 233312,7976 268309,7172 306024,7693 351928,4846 -72712

4 15 7,71 0,002623 287224,7736 330308,4897 377905,5643 442149,5103 -90680,8

5 16 8,224 0,00282 351332,2642 404032,1038 456090,2462 524503,7831 -104758

From the table above can be seen with the method guldhammer has greater resistance
with the difference of approximately 10 kN, but the drawback is to find the prison
ship with Froude number less than 0.15, then the method guldhammer can not be used
because the graph Guldhammer only has a minimum Froude number limit up to 0.15
only. However, with Holtrop method we can calculate the ship resistance for Froude
number less than 0.15.

So the use of both Guldhammer and Holtrop methods, must know first factor factors
that become a condition of the method method so that it can get the appropriate results.

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