1.

UKURAN UTAMA KAPAL

( L, B, H, T )

2.

KOEFFISIEN BENTUK KAPAL

( Cb, Cm, Cw, Cp )

3.

PERBANDINGAN UKURAN UTAMA KAPAL

( L/B, L/H, B/T, H/T )

4.

BENTUK PENAMPANG (SECTION)

(U&V)

START
DESIGN CONDITION

STOP

ESTIMASI DISPLACEMENT KAPAL

DOKUMEN UKURAN UTAMA

PENENTUAN PANJANG KAPAL

PENENTUAN KOEFISIEN KAPAL (Cb, Cm, Cw, Cm)

APAKAH HASIL
SALING BERKAITAN

PENENTUAN LEBAR, SARAT & TINGGI

PERTIMBANGAN BATASAN UKURAN
PERTIMBANGAN L/B, L/H, B/T & H/T
PERBANDINGAN DG KAPAL PEMBANDING

UKURAN UTAMA KAPAL

1. PANJANG KAPAL

BEBERAPA PENGERTIAN TENTANG PANJANG KAPAL

Length of Waterline (LWL) : The waterline at which the ship will float when

fully loaded .

Length Overall (L OA) : The total length of the ship from one end to the other,

including bow and stern overhangs.

Length Between Perpendiculars (L PP) : The distance measured parallel to

the base at the level of the design waterline from the after perpendicular to the
forward perpendicular.

Length Overall Submerged (L OS) : The total submerged length of the ship

from one end to the other, including the bulbous bow.

Length of Parallel Middle Body (L P) : The length over which the midship

section remains unchanged.

Length of Entrance (L E) : The length from the forward perpendicular to the

forward end of parallel middle body, or maximum section.

Length of Run (L R) : The length from the section of maximum area or the

after end of parallel middle body to waterline termination or other designated

point on the stern.

Representing the Hull

Form

Representing the Hull

Form

Representing the Hull

Form

1. PANJANG KAPAL
PENGARUH TERHADAP HASIL PERANCANGAN

Longitudinal bending stress

Manuverability
Gerak lurus
Tahanan Kapal
Stabilitas kapal
Daerah / pelabuhan yang dituju

1. PANJANG KAPAL
RUMUS PENDEKATAN
FORMULA POSDUNINE
Dimana

L C

V
L

C
=
=
=
=

= 7,25 (V=15,5 ~ 18,5 knot)

26 (V> 20 knot)
Vol displacement (m3)
kecepatan (knot)
panjang kapal (meter)

FORMULA AYRE / JAEGER

L 3 PQ 3 PQ

P b. 3 .V
1

Q b. 3 . V 2 2. 3

Dimana :
L

b
=
=
=
=
=

= 2/3 (untuk kapal coaster & yachts)

5/6 (untuk kapal cargo, penumpang & destroyers)
1 (untuk kapal penumpang)
Panjang kapal (m)
Displacement (ton)
Kecepatan (knot)

1. PANJANG KAPAL
RUMUS PENDEKATAN
FORMULA SCHNEEKLUTH

0,145 dalam range 0,48 ~ 0,85

Fn
Cb 0,5
= C 3,2
(diluar range)
(0,145 / Fn) 0,5

Dimana: C= 3,2 untukCb

Lpp 0,3 .V 0,3 .C

V
L

= Displacement (ton)
= kecepatan (knot)
= panjang kapal (meter)

FORMULA VOLKERS

L
V

3
,
5

4
,
5
1/ 3
g .1/ 3

Dimana :
V
g
L

= Volume displacement (m3)

= Kecepatan kapal (m/s)
= Percepatan grafitasi (m/s2))
= Panjang kapal (m)

1. PANJANG KAPAL
BEBERAPA PEMERIKSAAN TERHADAP PANJANG
1. Faktor luar (panjang slipway, dock, pelabuhan) .
2. Kemungkinan penghematan terhadap jumlah sekat.
3. Tidak melebihi batas maksimal L/H sesuai persyaratan kelas.
4. Interferensi bow dan stern wave system menurut harga Fn

(Diusahakan L
/2

= ganjil)

BEBERAPA PEMERIKSAAN TERHADAP PANJANG

1. Teluk Panama L 290 m .
2. Teluk Kiel L 315 m .
3. St. Lawrence L 222 m .

2. LEBAR KAPAL
BEBERAPA PENGERTIAN TENTANG LEBAR KAPAL
Bm
Boa

: Lebar moulded kapal yang diukur pada midship kapal

: lebar terbesar kapal

PENGARUH TERHADAP HASIL PERENCANAAN

Stabilitas kapal
t

C. B
MG

Dimana
t= periode oleng (8 ~ 20 detik)
C = konstanta (0.36 ~ 0.6)
B = lebar kapal (feet)
MG = jari-jari metacentre (feet)

Konstruksi bottom dan deck

Tahanan Kapal
Sarat Kapal

2. LEBAR KAPAL
KEUNTUNGAN B DIPERBESAR (A = konstan)
Stabilitas lebih baik
Sarat kapal lebih kecil
KEKURANGAN B DIPERBESAR (A = konstan)
Tahanan kapal lebih besar
Sarat kecil, sehingga diameter propeller terbatas
Konstruksi bottom dan deck lebih besar

RUMUS PENDEKATAN
B = a.L + b

(meter)

Dimana:
a = 0.1
b = 1/9.L + 3.66

3. TINGGI KAPAL
PENGERTIAN TENTANG TINGGI KAPAL
H

: Tinggi kapal yang diukur pada midship kapal

PENGARUH TERHADAP HASIL PERENCANAAN

Stabilitas kapal (KG)
t

C. B
MG

T
C
B
MG

=
=
=
=

periode oleng (8 ~ 20 detik)

konstanta (0.36 ~ 0.6)
lebar kapal (feet)
jari-jari metacentre (feet)

3. TINGGI KAPAL
KEUNTUNGAN H LEBIH BESAR
freeboard
Kekuatan kapal
Kapasitas Ruang muat
KEKURANGAN H LEBIH BESAR
Stabilitas (KG lebih besar)

4. SARAT KAPAL
PENGERTIAN TENTANG SARAT KAPAL
Sarat maksimum yang direncanakan untuk muatan penuh pada musim panas

PENGARUH TERHADAP HASIL PERENCANAAN

Stabilitas kapal (KB)

KB

.T

0,004 . B 2
MB
12. . T
Dimana : = Water plane area
= 0.025
= koefisien block

4. SARAT KAPAL
KEUNTUNGAN T LEBIH BESAR
Diameter propeller lebih besar
Stabilitas lebih baik

KEKURANGAN T LEBIH BESAR

Kedalaman daerah pelayaran terbatas

1. KOEFFISIEN BLOCK KAPAL (Cb=)

PENGERTIAN TENTANG KOEFFISIEN BLOCK KAPAL
Perbandingan volume carena kapal dengan volume kotak yang mengelilingi

Cb

Volume Carene
LxBxT

PENGARUH TERHADAP HASIL PERENCANAAN

Tahanan kapal
Kapasitas ruang muat
Displacement kapal

KEUNTUNGAN Cb LEBIH BESAR

Kapasitas ruang muat lebih besar
Displacement lebih besar

1. KOEFFISIEN BLOCK KAPAL (Cb=)

KERUGIAN Cb LEBIH BESAR
Tahanan kapal lebih besar
RUMUS PENDEKATAN
Van Lammeren

Cb 1,137 - 0,6 V

Ayre

Cb 1,06 - 0,5 V

Telfer

3 B V
Cb 1 -
1 .
8 L L

0,14 L B 20
.
Fn
26
0,23 L B 20
Cb
.
2
3
26
Fn
Cb

Schneekluth

Dimana : V = kecepatan (knot)

L = panjang kapal (feet)

Dimana Fn
: Vs
g .L
V = kecepatan (m/s)
g = percepatan grafitasi (m/s2)
L = panjang kapal (m)

2. KOEFFISIEN MIDSHIP KAPAL (Cm)

PENGERTIAN TENTANG KOEFFISIEN MIDSHIP KAPAL
Perbandingan luas midship kapal dengan luas kotak yang mengelilingi

Luas midship
Cm
BxT
PENGARUH TERHADAP HASIL PERENCANAAN

Lekukan pelat pada bilga

Stowage space untuk container dalam area bawah
Roll damping
Tahanan Kapal

2. KOEFFISIEN MIDSHIP KAPAL (Cm)

KEUNTUNGAN Cm LEBIH BESAR (Cb = konstan)

Radius bilga kecil (lengkungan pelat dan bending frame kecil)

Stowage space container besar
Run length lebih besar (tahanan separatiaon lebih kecil)
Entrance length lebih besar (tahanan gelombang lebih kecil)
Rolling kecil

KERUGIAN Cm LEBIH BESAR (Cb = konstan)

WSA lebih besar (garis aliran lebih panjang, distribusi tidak merata,
tahanan gesek lebih besar)

RUMUS PENDEKATAN
Van Lammeren : Cm = 0,9 + 0,1.Cb
Kerlen
: Cm = 1,006 0,0056.Cb-3,56

3. KOEFFISIEN WATERPLANE AREA (CWPA)

PENGERTIAN TENTANG KOEFFISIEN WATERPLANE AREA
Perbandingan luas bidang garis air kapal dengan luas kotak yang mengelilingi

Cwpa

Luas bidang garis air

LxB

KEUNTUNGAN Cwpa BESAR

Mendapatkan derajat stabilitas yang diinginkan

KERUGIAN Cwpa BESAR

Tahanan lebih besar

3. KOEFFISIEN WATERPLANE AREA (CWPA)

NILAI Cwpa TERGANTUNG PADA
Cb
Bentuk penampang (U dan V)
(L/B = rendah cenderung bentuk V)

RUMUS PENDEKATAN (SCHNEEKLUTH) :

1. Bentuk V

: CWPA Cb 0,025
CWPA Cp
1
CWPA

2. Bentuk U

2.Cb
Cm
3

: CWPA 0,95.Cp 0,17.3 1 Cp

3. Bentuk rata-rata : CWPA

1 2.Cb
3

1. PERBANDINGAN PANJANG TERHADAP LEBAR (L/B)

PENGARUH TERHADAP HASIL PERANCANGAN

Manuverability
Tahanan Kapal
Stabilitas kapal
Harga Cb menurut Raltson :
V/VL

0,50

0,55

0,60

0,70

0,80

0,90

1,00

0,720

0,706

0,684

0,634

0,591

0,552

0,514

0,740

0,730

0,711

0,663

0,617

0,573

0,535

0,759

0,751

0,737

0,693

0,648

0,603

0,560

0,780

0,780

0,761

0,725

0,681

0,637

0,590

L/B

2. PERBANDINGAN PANJANG TERHADAP TINGGI (L/H)

PENGARUH TERHADAP HASIL PERANCANGAN

kekuatan memanjang kapal
Daerah operasi Kapal
BATASAN HARGA L/H UNTUK PEMBAGIAN DAERAH OPERASI KAPAL
Samudra / Samudra bebas :14
Pantai / Samudra terbatas :15
Lokal

:17

Terbatas / Tenang

:18

3. PERBANDINGAN LEBAR TERHADAP SARAT (B/T)

PENGARUH TERHADAP HASIL PERANCANGAN
Stabilitas kapal
HUBUNGAN B/T TERHADAP PANJANG KAPAL :

4. PERBANDINGAN TINGGI TERHADAP SARAT (H/T)

PENGARUH TERHADAP HASIL PERANCANGAN
Cadangan Daya Muat
Tingkat Keamanan akibat naiknya air laut keatas geladak

1. BENTUK V
2. BENTUK U

ASUMSI PERBANDINGAN BENTUK V DAN U (harus sama) :

Luas penampang dibawah garis air muat
Tinggi geladak
Sudut frame pada garis geladak
KELEBIHAN BENTUK V DIBANDINGKAN BENTUK U :
Luas permukaan geladak lebih besar
Berat badan kapal lebih kecil
Volume cadangan lebih besar
Tahanan gesek lebih kecil

KEKURANGAN BENTUK V DIBANDINGKAN BENTUK U :

Tahanan gelombang lebih besar
SECARA UMUM PEMAKAIAN BENTUK V YANG MENGUNTUNGKAN :
Fn < 0,18 dan Fn > 0,25
B/T > 3,5

BASIC DEFINITONS AND SHIP

GEOMETRY

 Hull

: The structural body of a ship including shell plating, framing, decks

and bulkheads.

Afterbody : That portion of a ships hull abaft midships.

Forebody

: That portion of a ships hull forward midships.

Bow

: The forward of the ship

Stern

: The after end of the ship

Port

:The left side of the ship when looking forward

Starboard : The right side of the ship when looking forward

Design Waterline (DWL) or Load Waterline (LWL) : The waterline at which the

ship will float when loaded to its designed draught.

Moulded Surface : The inside surface of the skin, or plating, of a ship.

Forward Perpendicular (FP) : The vertical line at the point of intersection of the

LWL and the forward end of the immersed part of the ships hull.

After Perpendicular (AP) : The vertical line at the point of intersection of the LWL

and the centerline of the rudderstock.

Midships () : The point midway between the forward and after perpendiculars.

 Deck Camber : The rise of the deck of the ship in going from the

side to the centre. In older ships the camber curve used to be

parabolic but in modern ships straight line camber curves are used
or there may be no camber at all on decks.

Bilge Radius

: The radius of the circular arc forming the bilge.

Flat of Keel (Half Siding) : The width of flat bottom plating on

each side of the centre girder.

Deadrise (Rise of Floor) : The amount by which the line of the

outer bottom plating amidships rises above the baseline.

Therefore, it is the difference in height between the baseline and
the point where the straight line through the bottom flat surface
intersects the vertical line through the side of the moulded surface
at its widest point.

Tumblehome

: The amount the top of the side shell slopes back

toward the centerline between the point of widest breadth and the
deck at side

Parallel Middle Body : The portion of the ship over which the

midship section remains unchanged. In this part of the ship water

lines and buttocks have no curvature; that is, all the fore and aft
lines are

Tonnage Measurement
Gross tonnage is the capacity of the spaces in

the ship's hull and of the enclosed spaces

above the deck available for cargo, stores,
fuel, passengers, and crew.
Net tonnage is the gross tonnage less the
spaces used for the accommodation of the
ship's master, officers, crew, and the
navigation and propulsion machinery.

Principal Dimensions
Moulded Beam or Breadth (B) : The distance from the inside of plating on one side to a

similar point on the other side measured at the broadest part of the ship

Maximum Beam or Breadth (B M) : Extreme beam (breadth), from outside to outside of

the shell plating.

Breadth at Loaded Waterline (B WL) : Maximum moulded breadth at the loaded

waterline.

Draught (T) : The vertical distance from the waterline at any point on the hull to the

bottom of the ship.

Trim : The difference between the draughts forward and aft.

Depth Moulded (D) : The vertical distance at amidships from the baseline to the underside

of the plating of the main deck.

Freeboard (f) : The vertical distance from the waterline to the deck at side. The freeboard

is equal to the difference between the depth at side and the draught at any point along the
ship.

Moulded Displacement : The displacement of a ship based on moulded dimensions

Total Displacement : Moulded displacement modified by adding the thickness of shell

plating and the volume of appendages.

Wetted Surface : The area of the underwater hull and appendages, measured in square

meters.

Displacement
The weight of water that would displaced by the volume of the hull
measured on the outer surface of the shell plating below the
waterline. Displacement tonnage of a vessel can be obtained directly
from Archimedes principle by multiplying its underwater volume by
the density of water.

Light ship
The lightweight tonnage of a ship is the sum of all fixed weights,
i.e. hull, machinery, outfit and permanent equipment.
LS=WS+WM+WO
Deadweight
The difference between the displacement and the lightweight is
the deadweight tonnage which is the sum of the weight of cargo,
fuel, lubricating oil, fresh water, stores, passengers and baggage,
crew and their effects.
DWT=WC+WF+WLO+WFO+ WPAS+WLUG+WCREW+WSTORE

TEU/FEU
Container Ships are designed for stowage of containers in vertical
stacks or cells either within the hold of the vessel, on deck, or a
combination of the two. Containers are described in "FEU's" or
"TEU's".
"FEU" is a forty foot long container (Forty foot Equivalent Unit)
"TEU" is a twenty foot long container. (Twenty foot Equivalent Unit
)
There are six basic types of containers.
Refrigerated containers
dry bulk containers;
rack containers for lumber, etc;
automotive containers;
livestock containers;
collapsible containers for stowing when not in use.

Cubic Capacity
Tank ships are described in terms of oil carrying capacity. Barrel (bbl)
is the standard liquid cargo unit of measurement and one barrel
consists of 42 gallons (5.515 cubic feet, 0.156 cubic meter). One ton of
fuel oil is equivalent to 6.63 barrels.
Dry bulk cargo ships may also be described in terms of Cubic Bales or
Cubic Grain. Cubic Bales is the space available for cargo measured in
cubic feet within a ship cargo hold to the inside of the cargo battens,
on the frames and to the underside of the deck beams.
Grain cubic isthe maximum space available for the cargo within a
ship's hold in cubic meter, incorporating all volume inside the shell
plating of the hull and to the underside of the upper deck plating. Grain
Cubic occupies a larger cargo volume than the ship's Bale Cubic rating.

International Convention on Tonnage

Measurement of Ships, 1969 (TONNAGE
Length
69)

This means 96 percent of the total length on the waterline, at 85 percent of

the least molded depth measured from the top of the keel, or the length
from the fore side of the stem to the axis of the rudder stock on that
waterline, if that be greater
Upper Deck
The upper deck is the uppermost complete deck exposed to weather and
sea, which has permanent means of weathertight closing of all openings in
the weather part thereof, and below which all openings in the sides of the
ship are fitted with permanent means of weathertight closing.
Moulded Depth
The moulded depth is the vertical distance measured from the top of the
keel to the underside of the upper deck at side. In wood and composite
ships the distance is measured from the lower edge of the keel rabbet.
Breadth
The breadth is the maximum breadth of the ship, measured amidships to
the moulded line of the frame in a ship with a metal shell and to the outer
surface of the hull in a ship with a shell of any other material.

 Passenger
A passenger is every person other than:
(a) the master and the members of the crew or other

persons employed or engaged in any capacity on board a

ship on the business of that ship; and
(b) a child under one year of age.
Cargo Spaces
Cargo spaces to be included in the computation of net
tonnage are enclosed spaces appropriated for the transport
of cargo which is to be discharged from the ship, provided
that such spaces have been included in the computation of
gross tonnage. Such cargo spaces shall be certified by
permanent marking with the letters CC (cargo compartment)
to be so positioned that they are readily visible and not to be
less than 100 milimeters (4 inches) in height.
Weathertight
Weathertight means that in any sea conditions water will not
penetrate into the ship

 Gross Tonnage
The gross tonnage (GT) of a ship shall be determined by the

following formula:
GT = K1V
where:
V = total volume of all enclosed spaces of the ship in cubic metres
K1 = 0.2 + 0.02 log10 V
Regulation 4
Net Tonnage
The net tonnage (NT) of a ship shall be determined by the following
formula:

in which formula
(a) the factor

shall not be taken as greater than unity

Representing the Hull

Form

The Half-Breadth Plan

The Sheer Plan

The Body Plan

The Body Plan