,

DESIGN III – GENERAL ARRANGEMENT & SAFETY PLAN

DEPARTMENT OF MARINE ENGINEERING

ESTIMATION OF SHIP RESISTANCE &

ENGINE SELECTION

Doc.No. 01 – 04 21 17 40 000 054 - RE

Prepared by Approved by
Rev. Date Remark Taufik Fajar Nugroho, S.T.,
M. Farid Taufik
M.Sc.

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I. PRELIMINARY
Ship is the floating vessel that moves on the fluids (water). The fluids as we know are sea
water, and the other is inland water. Since the water has certain of velocity, every object that
moving through it in specific velocity will occur resistance force. Unfortunately, the
resistance has opposite direction with the ship motion that make resistance as a losses. In
concept of ship design, resistance is not singular but plural, which means in design,
calculation done by estimating total ship resistance.Then, the total ship resistance are the
summary all components of force who related on the ship resistance, i.e. frictional
resistance, wave resistance, air resistance, etc.
In this modern era, calculation to estimate the ship resistance can used many methods,
such as Staviski method, Fung method, Guldhammer-Harvald methods, and Holtrop
methods, with some calculation parameters are the main dimensions of the ship,
calculations formula, tables and diagrams.
Then commonly used methods are Guldhammer and Holtrop method, because their
calculation are based on statistic of ship data and ship testing inside the towing tank, which
can predict more accurate on ship resistance.
Nowadays, with the advantage if digital era, we could verify the conventional calculation
using Maxsurf. So, the determined ship resistance using conventional method will be
compared with calculation result using Maxsurf Software.
In this design, calculation method that used was the greatest value of ship resistance
result, in this design is Maxsurf calculation result to aim the compliment of engine power.
So, Maxsurf calculation result of ship resistance will be the input of calculate the engine
power needs.
The next step is looking for power requirement power of main engine to handle the
resistance as also comply the service speed. To found requirement of power main engine of
the ship, there are several components must to be calculated first i.e. EHP, DHP, THP,
BHPscr, and BHPmcr.
The final step, with the calculation of those components can be determined what kind
of main engine that matches the ship. There still many consideration about determined of
main engine with ship condition factors such as dimensions of the engine, types and
systems of engine, weight of engine, and economic value.

II. OBJECTIVE
The things that must understand about Ship Resestance and Engine Selection are:
1. Determine the ship resistance
2. Calculate the power required according to ship resistance.
3. Select the main engine that suitable with power required, and performance rating (RPM,
weigth, dimension, SFOC, etc.)

III. REFERENCE
1. Guldhammer And Harvarld Book
2. AN APPROXIMATE POWER PREDICTION METHOD by J. Holtrop and G.G.J. Mennen

IV. LIST OF ABBREVATIONS

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V. CHAPTER DESCRIPTION
1. Definition of Ship Resistance
The ship's resistance is the fluid force acting on the ship in such a way as to counter the
movement of the vessel. In the calculation of resistance, first determined first coefficient of
each resistance obtained from the diagram and table. The calculation of ship resistance is
necessary because it is very influential on engine power and engine to be selected.
2 Component of Ship Resistance
Ship resistance is force of fluids dynamic who worked on the ship make resist the
movement of the ship (Harvald, 1992:44). It is actually called total ship resistance, total
resistance is force of resist through to the fluid which the ship is currently operated at certain
of speed. Consider of total ship resistance is amount of all components of force who related
on the ship, including frictional resistance, wave resistance, air resistance, etc.
The following definitions are used by ITTC, main components of resistance briefly be:
1. Frictional Resistance
2. Residual Resistance
3. Viscous Resistance
4. Form Resistance
5. Wave Breaking Resistance
6. Wave Making Resistance
The additional resistance are as follows :
1. Appendage Resistance
2. Air Resistance
3. Steering Resistance

3. Calculation Power of Main engine

In general, ships that move in water media with a certain speed will experience the
resistance (resistance) that is opposite to the direction of motion of the ship. The amount of
drag force that occurs should be able to be overcome by the thrust force of the ship (thrust)
generated from the work of the ship (propulsor). The power delivered (DHP) to the ship's
vessel is derived from the Shaft Power (SHP), while the shaft power itself is sourced from
the brake power (BHP) which is the output power of the ship's motor.
There are several type of power that are often used in estimation of power
requirements in ship propulsion systems, including Effective horse power (EHP) ,
Tthrust horse power (THP), Delivered horse power (DHP), Shaft horse power (SHP),
Brake horse power (BHP), Indicated horse power (IHP).

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Figure 1. Flowchart of Main Engine Power Distribution

VI. CALCULATION REQUIREMENT

When estimating ship resistance, there are following parameters that mean to be
known, written in the tables below :

No. Key Requirement Reference

1. Name : Mariyanto Jaya -
2. Type of Ship : Container Ship -
3. Sailing Route : Port of Tanjung Designated
Perak (Surabaya) -
Bandar Lengeh (Irak)
4. Sailing Time : 11 day 6 hours Designated
5. Lpp 111.75 m Linesplan (Design 1)
6. Lwl 116.22 m Linesplan (Design 1)
7. Loa 119.493 m Linesplan (Design 1)
8. B 19.27 m Linesplan (Design 1)
9. H 9.06 m Linesplan (Design 1)
10. T 7,708 m Linesplan (Design 1)
11. Cb 0.58 NSP
12. Cm 0.971 NSP
13. Cp 0.59 NSP
14. Vs 18 knots Owner Requirement

VII. SUMMARY OF CALCULATION

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Total resistance is 499.54 kN when calculated using Holtrop method, and the
engine choosen is Wartsilla W 12V31DF with 6600 kW power and 750 RPM. Gearbox
choosen is ZF W43100NR,

VIII. DETAIL OF CALCULATION

This calculation are based on Holtrop method. To be known by that the main formula of
Holtrop method calculation is :

where:
Rp : frictional resistance according to the ITTC- 1957 friction formula.
I+k1 : form factor describing the viscous resistance of the hull form in relation to Rp.
RAPP : resistance o f appendages
Rw : wave-making and wave-breaking resistance
Rb : additional pressure resistance of bulbous bow near the water surface.
RTR : additional pressure resistance of immersed transom stern
RA : model-ship correlation resistance.
*) Netherlands Ship Model Basin, (Maiin), Wageningen, The Netherlands.

1. Calculation of Froude Number

This Calculation can be done using the following formula :
V Where : F : Froude Number
Fn  V : Ship Speed In Knots
gL g : Gravity acceleration in m/s2
L : Length of Waterlines in meter
For five speed parameters, the result of calculations are :

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2. Calculate Form Factor (1+K1)
1 + K1 =
A. Calculate C14
c14 = 1 + (0.011*Cstern)

So, C stern that used is -8, then the value of c14 = 0.912

B. Menghitung Lr
Lr = L(1-CP+0.06*CP*lcb/(4*CP-1))
Lr = 42,57
1 + K1 =
1 + K1 = 1.2505

Rf(1+K1) = 0,5 x ρsaltwater x Vs2 x CF x (1+k1) x S

Rf(1+K1) = 219,3122004 [N]

3. Calculate Rapp

(BKI Volume II Section 14-2/21)

There are two important calculation :
a. Calculating S app
𝐶1 x 𝐶2 x 𝐶3 x 𝐶4 x 1.75 𝑥 𝐿 𝑥 𝑇/100
Where :
C1 = Factor for the ship type : 1 General
C2 = Factor for the rudder type, : 1 General
C3 = Factor for the rudder profile : 1 NACA-profiles,plat rudder
C4 = Factor for the rudder arrangement : 1.5 Rudder outside the propeller jet
So, the value of Sapp is = 39,6888

b. Calulating (1+K2)eq

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 Calculation at service speed :

= (1.4 + 1.4)/2 (only use bilge keels and rudder behind

skeg are assumed 1.5)
= 1.5

For six speed variable, the result of calculation is :

4. Calculate Wave Friction (Rw) for Froude Number <=0.4

The wave resistance is determined from :

with :

In these expressions is a parameter which accounts for the reduction of the wave
resistance due to the action of a bulbous bow. Similarly, expresses the influence of a transom
stern on the wave resistance. In the expression Aj, represents the immersed part of the
transverse area of the transom at zero speed. In this figure the transverse area of wedges
placed at the transom chine should be included. In the formula for the wave resistance, Fn
is the Froude number based on the waterline length L. The other parameters can be
determined from :

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The coefficient C15 is equal to : < 512

Whereas :

For values of is determined from:

The half angle of entrance iE. is the angle of the waterline at the bow in degrees with
reference to the centre plane but neglecting the local shape at the stem. If iE, is unknown,
use can be made of the following formula :

C7 0.17108 With formula B/L, because result beetween 0.11 and 0.25
iE 43,63
C1 1,46225 `
C3 0 Cause the ship is not designed with bulbous bow
C2 1
C5 1 Because ship is not designed with transom
L/B 5,845 So, Value of λ that use is 1.446*Cp-0.03*L/B
λ 0.97277
d -0.9
Cp 0.794
Because Cp < 0.80, C16 : 8.07981*Cp-13.8673 *(Cp2) + 6.984388 *(Cp3), so, value of
C16 = 1.16907
M1 -2.0253
(L^3)/▼ 122.463523 Because the result are below 512, So, C15 = -1.6939

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5. Calculating Additional Resistance From Bulbous Bow (Rb)

The additional resistance due to the presence of a bulbous bow near the surface is
determined from :

Where the coefficient is a measure for the emergence of the bow and Fn is the Froude
number based on the immersion:

In this design, value of :

Pb : 0
Because ship has no bulbous bow, Abt :0
Fni : 0
Rb : 0

6. Calculating Additional Resistance From Transom (Rtr)

In a similar way the additional pressure resistance due to the immersed transom can be
determined :

The coefficient Cg has been related to the Froude number based on the transom immersion:

has been defined as:

In this design, ship has no transom area, then the value of :

Fnt : 0
Rtr : 0

7. Calculating Model-ship Correlation Resistance (Ra)

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We can calculate the value of Model ship Corelation Resistance with the
following formula :

Is supposed to describe primarily the effect of the hull roughness and the still-air
resistance. From an analysis of results of speed trials, which have been corrected to
ideal trial conditions, the following formula for the correlation allowance coefficient
was found :

Based on calculation, value of Tf/L = 0.063995372, which is more than 0.04, so the value
of c4 is 0.04. So, value of CA is = 0.000443497, and the calculation result of RA in six speed
variable is :

8. Calculating Total Resistance

Based on All calculation above, the total resistance of six speed variable can be ssen on the
table below.

Next step is determine required engine power.

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1. Calculation of Effective Horse Power (EHP)
Effective Horse Power is the power that required to move ship inside the water, or power
to pull ship in particular speed. Calculation of Effective Horse Power according To HARVALD
book, Ship Resistance and Propulsion, 6.2.1 Page 135 : Known :
Rt Service = 499.54 kN
V Service = 18 knot (6.68772 m/s)
1 Horse Power = 0.7355 Kilo Watt
1 Kilo Watt = 1.3596 Horse Power
EHP = Rt Service x Vs
EHP = 4625.682 KiloWatt
EHP = 6289.166 Horse Power

2. Calculation of Delivered Horse Power (DHP)

Delivered Horse Power is the power absorbed by propeller that produced by propulsion
system or the power delivered from propulsion system into propeller, and then converted to
thrust.
DHP = EHP/Pc
Where, Pc = ηH x ηrr x ηo

a. Hull Efficiency ( ηH ) ηH = (1-

t)/(1-w)
(1). Calculating Wake Friction (w)
Wake friction is comparison between ship speed and water velocity through propeller.
With using the formula from Taylor :
w = 0.5Cb-0.05 (Propulsion and Steering of Ships, Van Lammeren, hal 178)
w = 0.24
(2). Calculating Thrust Deduction Factor (t)
Value of t can be determined using value of w woth following formula :
t = k.w Value of k between 0.7 - 0.9, ad value k taken = 0.8
t = 0.192 (Principal of Naval Architecture hal 158)
So, we can determine Hull Effciency :
ηH = (1-t)/(1-w)
= 1.063

b. Relative Rotataive Efficiency (ηrr)

Value of ηrr for ship with single screw propulsion type are between 1.0-1.1. (Principal of
Naval Architecture hal 152), with this design, value of nrr taken is :
ηrr = 1,05

c. Efisiensi Propulsi (ηo)

This efficiency is open water efficiency, which means eficiency from propeller at open water
test. The value is between 40-70%, and value taken :
ηo= 55% (usual Propeller efficiency : 52-56%)

d. Propulsive Coefficient (Pc)

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Propulsive coefficient can be calculated by the following formula :
Pc = ηH x ηrr x ηo
Pc = 0.7907
So, power in stern tube can be calculated with comparison of effective power and propulsive
coefficient :
DHP = EHP/Pc
= 4777,511 HP
= 6141.85 KW

3. Calculating Shaft Horse Power (SHP)

For ship with the engine room located at stern, will experiencing 2% of losses sebesar 2%,
while ship with the engine room located at midship will experiencing 3% of losses (“Principal
of Naval Architecture, page 131”). In this ship, the engine room designed to be located at
stern, and the losses is 2%.
SHP = DHP/ηsηb
=8521.002 HP working at 98% (losses 2%)
=6267.197kW

4. Calculating Power of Prime Mover Required

In this section, we determine the power needed by prime mover noted by Brake Horse Power,
the power produced and measured at crankshaft. There are two kind of BHP, BHP at service
continuos rating of ship (BHPscr), and BHP at maximum continuos rating, when engine
working at maximum load (BHPmcr).
a. BHPscr
Losses at gearbox transmission system (losses ηG) is assumed 2%, so the value of geabox
efficiency ηG = 0/98
Then, BHPscr :
BHPscr = SHP / Gearbox Eficiency
= 8694.9 HP
= 6395.09 KW
b. BHPmcr
Output Power at Maximum condition of engine working, when in this design, value of BHPscr
designed 85% BHPmcr.
Power BHPmcr taken : 85%
BHPccr = BHPscr/0.85
= 8694.9 HP
= 6395.099 KW

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9. Selection of Main Engine

Main Engine Brands = Wartsilla

Type = W 12V31DF
Power = 6600 kW
Number of Cylinder = 12 Cylinders
RPM = 750 rpm
SFOC (at 100% Power) = 181 g/kWh
Weight = 59.5 ton

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