,

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 Prof. Dr. Ketut Buda Artana,
Muhammad Syuhri
S.T., 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 : MV Agusta -
2. Type of Ship : Crude Oil Tanker -
3. Sailing Route : Surabaya (IDN) - Designated
Vladivostok (RUS)
4. Sailing Time : 12 day 6 hours Designated
5. Lpp 147,7 m Linesplan (Design 1)
6. Lwl 153,608 m Linesplan (Design 1)
7. Loa 160,69 m Linesplan (Design 1)
8. B 26,28 m Linesplan (Design 1)
9. H 10,983 m Linesplan (Design 1)
10. T 7,46 m Linesplan (Design 1)
11. Cb 0.780 NSP
12. Cm 0.990 NSP
13. Cp 0.794 NSP
14. Vs 13 knots Oner Requirement

VII. SUMMARY OF CALCULATION

Total resistance is 334,697 kN when calculated using maxsurf method, and
the engine choosen is MAN B&W S26MC with 3740 kW power and 250 RPM.
Gearbox choosen is ZF W43100NR,
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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

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7. Calculating Model-ship Correlation Resistance (Ra)
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.

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Next step is determine required engine power.
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 = 334,6871 kN
V Service = 13 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 = 2238,36 KiloWatt
EHP = 3043,274 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 = 0.34
(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 = 0.272 (Principal of Naval Architecture hal 158)
So, we can determine Hull Effciency :
ηH = (1-t)/(1-w)
= 1.10303

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%)

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d. Propulsive Coefficient (Pc)
Propulsive coefficient can be calculated by the following formula :
Pc = ηH x ηrr x ηo
Pc = 0.637
So, power in stern tube can be calculated with comparison of effective power and
propulsive coefficient :
DHP = EHP/Pc
= 4777,511 HP
= 3513,909 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
= 4875,011 HP working at 98% (losses 2%)
= 3585,622 kW

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
= 4974,501 HP
= 3658,798 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
= 4974,501 HP
= 3658,798 KW

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9. Selection of Main Engine

Main Engine Brands = Man B&W

Type = S26MC
Power = 3740 kW
Number of Cylinder = 11 Cylinders
RPM = 250 rpm
SFOC (at 100% Power) = 177 g/kWh
SLOC (at 100% Power) = 1.6 g/kWh
Weight = 155 ton

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