DESIGN III - GENERAL ARRANGEMENT & SAFETY PLAN

DEPARMENT OF MARINE ENGINEERING

ESTIMATION OF THE SHIP

RESISTANCE & ENGINE SELECTION

Doc. No. 01 - 0421 16 400000 054 - RE

Prepared by Approved by
Rev. Date Remark
Nikolas Arta K. Dekko Dr. Eddy Setyo K, S.T., M.Sc.
1.
2.
3.
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I. INTRODUCTION
A In order to move the ship to one point to other point, the ship’s needs to resist
the resistance from the water, in order for the ship to move at the service speed as
desired. The resistance of a ship at a given speed is the fuild force acting on the ship
in such a way as to oppose its motion. The resistance will be equal to the component
of the fuild forces acting parrarel to the axis of motion of the ship. The resistance is
the force of the ship's fluid whose direction of action is opposite to the direction of the
ship. In order to build ship must be able to produce smallest resistance (Harvald,
1972). So ship resistance can be interpreted as a force that inhibits the speed of the
ship itself. From the existing data, the total resistance of the ship can be calculated.
Ship resistance is defined as the force required to tow the ship in calm water at a
constant velocity. Next stage is calculating the engine power (BHP) which will be
delivered to the propeller to generate thrust. In order to selection of main engine, we
must considering the rotation which is produced by engine. There’s 3 types of ship
based on speed; High Speed, Medium Speed and Low Speed. High Speed and Medium
Speed require reduction gear to operate properly. After that the data can be used as
selecting engine and engine propeller matching to know the best propeller match with
the engine. The Component above must be able to work with high efficiency and power
needed by propulsion system must be as small as possible. (Harvald, 1972)

II. OBJECTIVES
1. Calculate the resistance of the ship
2. Selecting main engine by fulfilling the EPM

III. REFERENCES
1. Harvald, Aa. Resistance and Propulsion of Ships. 1983. John Wiley & Sons.
Canada.
2. Lammeren, Van. Resistance Propulsion and Steering of Ship. 1962. Haarlem, H.
Stam. Netherlands.
3. Principles of Naval Architecture. Edwar V.Lewis
4. Wartsila 12v26 project guide
5. Stapersma, D. Woud, HK. Matching Propulsion Engine With Propulsor. 2005.
Journal of Marine Engineering & Technology. The Hague, Germany.
6. Hotrop, J. Mennen, G.G.J. An Proximate Power Prediction Method. 1982.
International Shipbuilding Progress. New Castle,UK.

IV. LIST OF ABBREVIATIONS

Table 1.1 List of Abbreviations
No. Abbreviations Explanation
1. EPM Engine Propeller Matching
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2. ▼ Volume of Displacement
3. ▲ Weight of Displacement
4. S Wetted Surface Area
5. Fn Froude Number
6. Rn Reynolds Number
7. Cf Coefficient of Friction Resistance
8. Vk Coefficient of Kinematic Viscosity
9. (1+K1) Hull Viscous Resistance / Form Factor
10. C14 Coefficient Accounting
11. LR Length of the Run
12. RAPP Appendage Resistance
13. RW Wave Friction
14. RB Bulbousbow Resistance
15. RTR Transome Appendage Resistance
16. RA Ship Design Corelation Resistance
17. CA Coefficient of Ship Design Corelation Resistance
18. Rt Total Ship Resistance
19. EHP Effective Horse Power
20. w Wake Friction
21. t Thrust Deduction Factor
22. Pc Propulsive Coefficient
23. ηrr Relative Rotative Efficiency
24. ηo Propulsive Efficiency
25. ηh Hull Efficiency
26. DHP Delivered Horse Power
27. THP Thrust Horse Power
28. SHP Shaft Horse Power
29. BHP Brake Horse Power
30. FO Fuel Oil
31. SFOC Specific Fuel Oil Consumption

V. CHAPTER DESCRIPTION
Resistance is calculated using Holtrop Method. This method consisted of two
main components, there are resistance below water that affected by wetted surface
area and above water that affected by super structure area. Total ship resistance is a
summation frictional resistance, wave resistance, wave resistance of the bulbous bow,
additional resistance from the immersed transom, appendage resistance, and
corelatio allowance.
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VI. DESIGN REQUIREMENTS

Table 1.2 Design Requirements

No. Key Reference Parameter Design
Equipment
1. S Resistance and Propulsion of Wetted Surface Area
Ships
2. Fn, Rn Principles of Naval Froude Number, Reynold
Architecture pg. 57 Number
3. Cf, Rf Resistance and Propulsion of Coefficient of Friction
Ships pg. 58 Resistance
4. (1+k1) Principles of Naval Hull Viscous Resistance
Architecture pg. 91 / Form Factor
5. RAPP, SAPP Principles of Naval Appendage Resistance,
Architecture pg. 167 Wetted Surface Area
Appendage
6. RW RB, RTR, RA Principles of Naval Wave Friction,
Architecture pg. 168 Bulbousbow Resistance,
Transome Appendage
Resistance, Ship Design
Corelation Resistance.
7. EHP Resistance and Propulsion of Effective Horse Power
Ships pg. 133
8. w Resistance and Propulsion of Wake Friction
Ships pg. 155
9. t Resistance and Propulsion of Thrust Deduction Factor
Ships pg. 157
10. ηrr Principal of Naval Relative Rotative
Architecture pg. 152 Coefficient
11. SHP Principal of Naval Shaft Horse Power
Architecture pg. 131
12. Wartsila 12v26 project guide Main Data and Output
Main Engine
13. Wartsila 12v26 project guide Dimension and technical
data

VII. SUMMARY OF CALCULATION

VII.1. Calculation of Ship Resistance
The data result order on the following table is the same as calculation
sequence.
Table 1.3 Summary of Calculation
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No. Data Result Notes

1. ▼ 13647.66734 m 3

2. ▲ 13988.869 ton
3. SAPP 3357.3528 m3
4. Fn 0.199
5. Rn 970168098.5
6. Rf 76.9362 kN
7. (1+K1) 1.2035
8. RAPP 0.8391 kN
9. RW 51.15628 kN
10. RB 0 kN
11. RTR 0 kN
12. RA 39.216 kN
13. Rt 260 kN Including sea margin 15%

VII.2. Calculation of Main Engine Power

Table 1.4 Calculation of Main Engine Power
No. Data Result
1. EHP 2459,5 HP/1809kW
2. w 0,3155
3. t 0,2524
4. Pc 0,546
5. DHP 4503,9 HP/3312,6 kW
6. THP 2252,3 HP/1656,1 kW
7. SHP 4595,8 HP/3380,2 kW
8. BHP 5517,2 HP/4057,9 kW

VII.3. Main Engine Selection

Table 1.5 Main Engine Selection
No. Data Result Notes
1. Main Engine Wartsila 12v26 Spec. in chapter IX.1

VIII. DETAIL OF CALCULATION

VIII.1. Calculation of Ship Resistance
VIII.1.1. Volume of Displacement
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Volume of displacement is water volume which moved by ship’s

surface area below water.
▼ = Lwl x B x T x Cb
= 124.43 x 18.74 x 8,008 x 0,731 (1.1)
= 13647.7 m 3

VIII.1.2. Weight of Displacement

Weight of displacement is volume of displacement multiplied with
sea water density.
▲ = ▼ x ρsea water
= 13647.7 x 1,025 (1.2)
= 13988.9 ton
VIII.1.3. Wetted Surface Area
Wetted surface area can be obtained using the following formula:
S = 1,025 x Lwl [(Cb x B) + (1,7 x T)]
= 1,025 x 124.43 [(0,731 x 18.74) + (1,7 x 8,008)] (1.3)
= 3483.21 m3
VIII.1.4. Froude Number
According to Edward V. Lewis, Principles of Naval Architecture
page 57, froude number can be obtained using the following formula:
Vs = 13,5 knot
= 13.5 knot x 0,514 (1.4)
= 6.94 m/s
g = 9,81 m/s2
Vs
Fn = (1.5)
g .Lwl
= 0.199
VIII.1.5. Reynold Number
According to Edwar V. Lewis, Principles of Naval Architecture page
57, reynold number can be obtained using the following formula:
Known, kinematic viscosity (vk) of sea water at 25°C = 1x 10-6
m2/s.
Rn = (Vs x Lwl)/Vk
= (6.94 m/s x 124.43 m) / 1 x 10-6 m2/s (1.6)
= 970168098.5

VIII.1.6. Friction Resistance and Coefficient of Friction Resistance

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According to ITTC’57, coefficient of friction resistance can be

obtained using the following formula:
Cf = 0,075 / (log Rn-2)2
= 0,075 / (log 970168098.5 - 2)2 (1.7)
= 0.000929
Rf = 0,5 x ρsea water x Cf x S x V2
= 0,5 x 1.025 x 0.000929 x 3483.21 x 13.52 (1.8)
= 76.936 kN
VIII.1.7. Form Factor
Form Factor is defined as the viscous resistance from ship hull
which is related with Friction Resistance. The value of form factor
depens on specific shape of the afterbody.
1+ (1+K1) = 0.93 + (0.48711C14 x (B/L)1.06806 x (T/L)0.46106 x
(L/LR)0.121563 x (L3/▼)0.36486 x (1 - Cp)-0.604247) (1.9)
= 1.2035
Known, B = 18.74
L = 124.43
T = 8.008
Where C14 is a coefficient accounting for the specific shape of the
afterbody.
C14 = 1 + (0.011 Cstern) (1.10)
= 1 + (0.011 x -8)
= 0.912
And Cstern is defined based on specific shape of the body
Cstern = -25 to -20 barge-shaped form.
= -10 after body with v section.
= 0 normal shape of after body.
= +10 after body with U section.
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Figure 1.1 Cstern value based on specific shape of the body

LR from the formula above is defined as Length of the run.
LR = [L x (1 - Cp + 0.06 x Cp + Lcb)] / 4 x Cp – 1 (1.11)
LR = [124.43 x (1 – 0.721 + 0.06 x 0.721 + 0.403)] / 4 x
0.721 – 1
LR = 19.58
VIII.1.8. Appendage Resistance
Appendage resistance is defines as resistance caused by
additional components placed on the ship such as rudder, stabilizer
fins, blige keel, skeg, and others. And then in order to include the effect
of the roughness of the ship, which will never be a "model-smooth"
event when the brand is new and freshly painted.
RAPP = 0.5 x ρsea water x Cf x SAPP x (1+K2)eq x V2 (1.12)
RAPP = 0.5 x 1.025 x 0.00093 x 26.16 x (1.4) x 13.52
RAPP = 0.84 kN
Where SAPP is wetted surface area appendage (Paper An Proximate
Power Prediction Method pg. 167), Wetted surface area appendage
could be defined by:
SAPP = (C1 x C2 x C3 x C4 x 1.75 x L x T) / 100 (1.13)
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SAPP = (1 x 1 x 1 x 1.5 x 1.75 x 124.43 x 8.008) / 100

SAPP = 26.16

Know, C1 = Factor dor the ship type

C2 = Factor for the rudder type
C3 = Factor for the rudder profile
C4 = Factor for the rudder arrangement
And for the (1+K2)eq is defined as Appendage resistance factor. Similar
from before, Appendage resistance factor also affected by additional
components placed on the ship such as rudder, stabilizer fins, blige
keel, skeg, and others. The value of Appendage resistance factor could
be defined by:
Table 1.6 Approximate 1+K2 values

VIII.1.9. Wave Friction Resistance

A ship moving over the surface of undisturbed water sets up waves
emanating mainly from the bow and stern of the ship. The waves
created by the ship consist of divergent and transverse waves. Wave
friction resistance is defined as resistance caused ship movement.
RW = C1 x C2 x C5 x ▼ x ρexp x (m1Fnd + m2cos(λFn-2) (1.14)
RW = 87.20 kN
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Figure 1.2 Wave friction formula commponent

VIII.1.10. Bulbousbow Appendage Resistance

Bulbousbow appendage resistance is defined as resistance caused
addition of bulbousbow on the ship, however the application of
bulbousbow could reduce wave resistance but resistance where
bulbousbow reduced greater than the resistance appear cause
application.
RB = [ 0.11 exp(-3PB-2) x Fni3 x ABT1.5 x ρ x g ] / (1 + Fni2) (1.15)
RB = 0
VIII.1.11. Transom Appendage Resistance
Transom appendage resistance is defined as resistance caused
addition of transom on the ship.
RTR = 0.5 x ρsea water x C6 x AT x V2 (1.16)
RTR =0
VIII.1.12. Corelation Ship Model Resistance
Corelation resistance should show main effect of ship hull
roughness and air resistance.
RA = 0.5 x ρsea water x S x CA x V2 (1.17)
RA = 0.5 x 1.025 x 3483.21 x 0.04 x 13.5 2

RA = 39.22
Where’s CA can be defined by,
𝐿
CA = 0.006 x (L + 100)-0.16 – 0.00205 + 0.003 √7,5 x CB4 x C2
x (0.04 – C4) (1.18)
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VIII.1.13. Total Ship Resistance

Total ship resistance is a force from fluid through the ship when
operating in a specific speed. From the above calculation, we can
obtain total resistance coefficient and total ship resistance.
Total Ship Resistance
Rt = Rf(1+K1) + RAPP + RW + RB + RTR + RA (1.19)
= 92.6 + 0.84 + 87.2 + 0 + 0 +39.22
= 220.85 kN
The Service Condition
The resistance and the effective power calculated by use the
diagrams given here correspond to the values for a ship in the trial
condition, that is, for ideal conditions as regards winds and waves,
deep sheltered water, and smooth hull. For the mean service condition
an extra allowance has to be made for the resistance and the effective
power because of wind, sea, erosion, and fouling of the hull. This extra
allowance is dependent on the shipping route, and for this vessel which
designed from Cilacap to Sorong and vice versa, decided to use 15%
extra allowance.
RT (service) = (1 + 15%) x RT (1.20)
= (1 + 15%) x 220.85
= 260 kN

VIII.2. Calculation of Main Engine Power

To move forward and to go from 1 point to other point, the ship needs to
resist the resistance that caused by wetted surface and superstructure. To resist
that the ship need the propulsion that can overcome the resistance. One of
propulsion system that really important is main engine. The main engine will
produce enough power to overcome the resistance and make ship can move.

VIII.2.1. Effective Horse Power (EHP)

Effective horse power is a power needed to overcome resistance
from the ship’s hull in order to move the ship from one place to another
at the specific service speed. This effective power is a function from
how much the resistance and the ship’s speed.
EHP = RT service x VS ; 1 Hp = 0,7355 kW (1.21)
= 260 x 6.94
= 1808.99 kW (2459.55 HP)
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VIII.2.2. Wake Friction (w)

Wake friction is ratio between the speed of ship and water which
is flowing to the propeller. According to Taylor, we can obtain wake
friction value using the following function:
w = 0,5Cb – 0,05 (1.22)
= (0,5 x 0,731) – 0,05
= 0,3155
VIII.2.3. Thrust Deduction Factor (t)
Thrust needed to move the ship must overcome the resistance,
the difference between thrust and resistance called resistance
addition which in the practice regarded as a deduction in the propeller
thrust force, this loss of thrust force is expressed in the fraction of
thrust deduction. The main objective of wake fraction and thrust
deduction estimation is to obtain a data necessary for the propulsion
design (propeller, main engine).
t =kxw ; k = 0,7~0,9, taken k= 0,8 (1.23)
= 0,8 x 0,3155
= 0.2524
VIII.2.4. Propulsive Efficiency
a. Relative Rotative Efficiency (ηrr)
The ratio between a propeller's efficiency attached to a ship
(PD) and in open water (P'D) is termed relative rotative efficiency.
Value ηrr for ships with single screw type propeller ranges from 1,0-
1,1 (Principal of Naval Architecture page 152) and taken 1.0.
b. Propulsive Efficiency (ηo)
Propulsive efficiency is an efficiency of propeller at the time of
open water test. The value is between 40-70% and taken 50%.
c. Hull Efficiency (ηH)
Hull efficiency (ηhull) is the ratio between effective power (PE)
and thrust (PT). This hull efficiency is a measure of compatibility
between hull design (stern) and its propulsion arrangement, so this
efficiency is not a true form of power conversion. In this case, the
value of hull efficiency can be more than 1, generally taken a
number around 1,05. In hull efficiency, there is no direct unit
conversion.
ηH = (1-t)/(1-w) (1.24)
= 1.092
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d. Propulsive Coefficient (Pc)

Propulsive coefficient is multiplication between hull efficiency,
propeller efficiency and relative-rotative efficiency.
Pc = ηrr x ηo x ηH (1.25)
= 1.0 x 50% x 0.7476
= 0.546
VIII.2.5. Delivered Horse Power (DHP)
DHP is the power delivered by the shaft to propeller to be
converted into thrust. As the ship moves forward, the propeller will
accelerate with water, this acceleration will increase the water
momentum. According to the second law of newton, the force is
equivalent to an increase in the momentum of water acceleration,
called thrust.
DHP = EHP/PC (1.26)
= 2459,55 /0,546
= 4503.91 HP (3312,62 kW)
VIII.2.6. Thrust Horse Power (THP)
THP is the actual horsepower delivered by the engine-propeller
unit in the vessel and found less than brake horsepower because the
propeller is never 100 percent efficient.
THP = EHP/ηH (1.27)
= 2459.55 /1,092
= 2252,33 HP (1656,13 kW)
VIII.2.7. Shaft Horse Power (SHP)
For ship whose engine rooms are located at the stern will
experience losses of 2% as an effect from shaft length, whereas on
ship whose engine rooms are in the midship will experience losses of
3% (Principal of Naval Architecture page 131). In this design, the
engine room is located at the stern so the losses is 2%.
SHP = DHP/ ηs (1.28)
= 4503.91 /0.98
= 4595.83 HP (3379.28 kW)

VIII.2.8. Break Horse Power (BHP)

a. BHPSCR
Because there’s gearbox in the propulsion system, so the efficiency
equal to 98% or there are no losses
BHP = SHP/ ηG (1.29)
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= 4595.91/0.98
= 4689.62 HP
= 3448.25 kW

b. BHPMCR
Maximum output power from main engine, where’s the value
assumed 85% from BHPSCR
BHP = BHPSCR/0.85 (1.30)
= 4689.62 /0.85
= 5517.2 HP
= 4056.7 kW

VIII.3. Main Engine Selection

The next thing to do after knowing the engine power required is to
choose the main engine. The consideration of engine selection consists
of several considerations, such as Engine Maker, Type, BHP, RPM, FO,
SFOC, Dimensions (L, H, B), and Weight. After selecting three machines
with these considerations, then select one machine with the best EPM
consideration is Wartsila 12V26

Figure 1.3 Engine Propeller Matching

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IX. SPECIFICATION OF EQUIPMENTS

IX.1. Main Engine Specification
Table 1.7 Main Engine Spesification

Brand Wartsila
Type 12v26
Power 4080 kW
Cylinder bore 260 mm
Piston stroke 320 mm
Total Cylinder 12
Weight 60 Ton
SFOC 193,4 g/kWh
RPM 1000

Figure 1.4 Main Engine Size

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X. ATTACHMENT

Figure 1.5 Main Engine Specification