DESIGN III - GENERAL ARRANGEMENT & SAFETY PLAN

DEPARMENT OF MARINE ENGINEERING

ESTIMATION OF THE SHIP

RESISTANCE & ENGINE SELECTION

Doc. No. 01 - 42 18 100 011 - RE

Prepared by Approved by
Rev. Date Remark
Dewa Gede Sidan M.D. Dr. Emmy Pratiwi, S.T.
0 25/04/2021
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I. INTRODUCTION
The motion of a ship through water requires energy to overcome resistance, i.e. the
force working against movement. As the resistance of a full-scale ship cannot be
measured directly, the knowledge about the resistance of ships comes from model
tests. The total resistance on calm water can be divided into three main components:
frictional resistance, residual resistance and air resistance. After we know the ship
resistance, we could select the ship engine based on ship resistance data. We should
select the right engine and propeller in order to overcome ship resistance.

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

III. REFERENCES
1. Harvald, Aa. Resistance and Propulsion of Ships. 1983. John Wiley & Sons.
Canada.
2. Biro Klasifikasi Indonesia. 2014. Rules for The Classification and Construction
Part 1. Seagoing Ships Volume II: Rules for Hull. Jakarta: Biro Klasifikasi
Indonesia.
3. Wärtsilä 31 Marine Engines Product Guide
4. ZF W83100 NR2 Selection Guide
5. Ship Resistance and Propulsion Course Handout, Marine Engineering ITS.

IV. LIST OF ABBREVIATIONS

Table 1.1 List of Abbreviations
No. Abbreviations Explanation
1. EPM Engine Propeller Matching
2. S Wetted Surface Area
3. ▼ Volume of Displacement
4. ▲ Weight of Displacement
5. Fn Froude Number
6. Rn Reynolds Number
7. Cf Coefficient of Friction Resistance
8. SAPP Additional Surface Area
9. RAPP Appendages Resistance
10. RF Friction Resistance
11. RW Wave Resistance
12. RA Resistance Model – Ship Correlation
13. Rt Total Ship Resistance
14. EHP Effective Horse Power
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No. Abbreviations Explanation

15. w Wake Friction
16. t Thrust Deduction Factor
17. Pc Propulsive Coefficient
18. ηrr Relative Rotative Efficiency
19. ηo Propulsive Efficiency
20. ηh Hull Efficiency
21. DHP Delivered Horse Power
22. THP Thrust Horse Power
23. SHP Shaft Horse Power
24. BHP Brake Horse Power
25. FO Fuel Oil
26. SFOC Specific Fuel Oil Consumption

V. CHAPTER DESCRIPTION
Resistance is calculated using Guldhammer & Halvard 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 both of their resistance. Resistance consist of frictional
resistance, appendages resistance, residual resistance until steering resistance.
First step of calculate resistance is determine the coefficient of each resistance
that can be obtained from diagram and table. In order to calculate correctly,
Resistance and Propulsion of Ships book by Sv. Aa. Harvald was used as guidance.
After determining coefficient of all kind of resistance, then put on resistance formula.

VI. DESIGN REQUIREMENTS

Table 1.2 Design Requirements
No. Key Reference Parameter Design
Equipment
1. Resistance and Propulsion of
S Wetted Surface Area
Ships pg. 133
2. Principles of Naval Froude Number, Reynold
Fn, Rn
Architecture pg. 57 Number
3. Resistance and Propulsion of Coefficient of Friction
Cf
Ships pg. 118 Resistance
4. Resistance and Propulsion of Coefficient of Residual
Cr
Ships pg. 120-130 Resistance
5. Coefficient of Appendage
Resistance and Propulsion of
Ca, Caa, Cas ,Air, and Steering
Ships pg. 132
Resistance
6. Resistance and Propulsion of
EHP Effective Horse Power
Ships pg. 135
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7. Resistance,Propulsion and
w Wake Friction
Steering of Ships pg. 178
8. Principal of Naval
t Thrust Deduction Factor
Architecture pg. 158
9. Principal of Naval Relative Rotative
ηrr
Architecture pg. 152 Coefficient
10. SHP Principal of Naval
Shaft Horse Power
Architecture pg. 131
11. Wärtsilä 31 Product Guide
Main Data and Output
pg. 1-1
12. Wärtsilä 31 Product Guide Principle Dimension &
pg. 1-4 Weight
Main Engine
13. Wärtsilä 31 Product Guide
Operating Ranges
pg. 2-1
14. Wärtsilä 31 Product Guide
Technical Data
pg. 3-1

VII. SUMMARY OF CALCULATION

The data result order on the following table is the same as calculation sequence.
Table 1.3 Summary of Calculation
No. Data Result
1. Total Resistance 416.342 kN
2. Total Effective Horse Power 2888.9966 kW
3. Total Delivered Horse Power 4959.4835 kW
4. Total Shaft Horse Power 5060.6974 kW
5. Total Brake Horse Power 6075.267029 kW
6. Total Brake Horse Power (on engine) 6100 kW

VIII. DETAIL OF CALCULATION

VIII.1. Calculation of Ship Resistance
VIII.1.1. Volume of Displacement
Volume of displacement is water volume which moved by ship’s
surface area below water.
▼ = Lwl x B x T x Cb
= 147.8984 x 22.931 x 9.7719 x 0.764
= 25319.7 m3
VIII.1.2. Weight of Displacement
Weight of displacement is volume of displacement multiplied with
sea water density.
▲ = ▼ x ρ sea water
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= 25319.7 x 1,025
= 25952.7 ton
VIII.1.3. Wetted Surface Area
Wetted surface area can be obtained using the following formula:
S = 1,025 x Lpp [(Cb x B) + (1,7 x T)]
= 1,025 x 142.21 [(0,764 x 22.931) + (1,7 x 9.7719)]
= 5174.1962 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 knot x 0,514
= 6.94 m/s
g = 9,81 m/s2
Vs
Fn =
g .Lwl
= 0.182172

Table 1.4 Froude Number

Froude Number
V V
Fn
Knot m/s
15.50 7.97 0.20916
14.50 7.45 0.195666
13.50 6.94 0.182172
12.50 6.43 0.168677
11.50 5.91 0.155183
10.50 5.40 0.141689
9.50 4.88 0.128195

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 = 9.37 x 10-
7 m2/s.
Rn = (Vs x Lwl)/vk
= (6.94 m/s x 147.8984 m) / 9.37 x 10-7 m2/s
= 1153108986
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Table 1.5 Reynold Number

Reynold Number
V V
Rn
Knot m/s
15.50 7.97 1323939947
14.50 7.45 1238524467
13.50 6.94 1153108986
12.50 6.43 1067693506
11.50 5.91 982278025.2
10.50 5.40 896862544.7
9.50 4.88 811447064.3

VIII.1.6. Coefficient of Friction Resistance

According to Harvald, Resistance and Propulsion of Ships page
118, coefficient of friction resistance can be obtained using the ITTC
1957 formula:

Cf = 0,075 / (logRn - 2)2

= 0,075 / (log1153108986 - 2)2
= 0,001504
Table 1.6 Coefficient of Friction Resistance
Coefficient of Friction Resistance

V
Rn Cf
Knot
15.50 1323939947 0.001479
14.50 1238524467 0.001491
13.50 1153108986 0.001504
12.50 1067693506 0.001518
11.50 982278025.2 0.001534
10.50 896862544.7 0.001551
9.50 811447064.3 0.001571

VIII.1.7. Coefficient of Residual Resistance

The residuary resistance is defined as the quantity of the
resistance that is obtained by subtracting from the total resistance of
the hull a calculated friction resistance obtained by any specific
formulation. The residuary resistance includes the wave resistance, the
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viscous pressure resistance, and the additional frictional resistance

due to the curvature of body.
Lwl / 1/3 = 147.8984 / 25319.7 1/3
= 5.0366742
Known, Cp (φ) = 0,774
Fn = 0.182171589
From the data above, read the diagram Lwl /1/3 = 5.0 (figure
5.5.5, Resistance and Propulsion of Ships, Harvald) and Lwl / 1/3 =
5.5 (figure 5.5.6, Resistance and Propulsion of Ships, Harvald), then
we can obtain:

Figure 1.1 5.0 and 5.5 Residual Resistance Graphic

Table 1.7 Cr1 Result

V
V (m/s) Fn 10^3Cr₁ Cr₁
(Knot)
15.50 7.97 0.209159972 1.414190711 0.001414191
14.50 7.45 0.195665781 1.17830066 0.001178301
13.50 6.94 0.182171589 0.997253207 0.000997253
12.50 6.43 0.168677397 0.847111914 0.000847112
11.50 5.91 0.155183205 0.720092295 0.000720092
10.50 5.40 0.141689013 0 0

Next, find the correction of Cr1 because there is a ratio between B

and T. The reason to correct the value because the resistance
diagrams have been prepared for a Breadth-Draft ratio corresponding
to B/T = 2.3. A correction must be made if Cr1 is desired for a ship with
larger or smaller B-T ratio. The correction may be positive as well as
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negative. Examination of the present test material has shown that the
following correcting formula can be recommended:
103 x Cr₂ = 0,16 x ((B/T)-2,5)
= -0.024539752
Besides correcting the B/T ratio, Cr2 need to be corrected as well
due to LCB deviation from the standard.
The optimum LCB location is a rather dubious quantity, and all the
existing literature provides different opinions thus give a confusing
idea. In order to overcome such confusion, all the information was
gathered and summarized to be standard LCB which defined as a
linear function of the Froude number (Fn).
From lines plan assignment, known the value of LCB as follows:
LCB simpson = 2.92 m
LCB simpson which located after midship is selected to be used in
the next calculation because it has smaller value than LCB LPP
LCB/LPP = 2.05 %
To determine standard LCB in %, read the standard LCB graphic
which can be found in Resistance and Propulsion of Ships page 128
figure 5.5.15 with the value of Fn = 0.182172

Figure 1.2 Standart LCB Graphic

The standard LCB has in this way been defined as a linear function
on the Froude number. As no safe dependency on other parameters
have been recorded, the standard LCB is represented in the diagram
by a single line, and the shaded area around this line illustrates the
spread of the examined material.
To read the graph above is by drawing a line from x axis
corresponding to each value of Froude number until reaches the line
in the graph, then draw a perpendicular line to the left so that we can
obtain the standard LCB.
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𝜕103 𝐶𝑟
𝑇𝑎𝑏𝑙𝑒 1.8 𝐿𝐶𝐵 𝐶𝑜𝑟𝑟𝑒𝑐𝑡𝑖𝑜𝑛 = |Δ𝐿𝐶𝐵|
𝜕𝐿𝐶𝐵
V LCBstd ∆ LCB 𝜕103 𝐶𝑟 10^3xCr
Knot % % 𝜕𝐿𝐶𝐵
15.50 0.403818 1.64948 0.247083199 1.797211

14.50 0.958122 1.09518 0.168680019 1.338496

13.50 1.529981 0.52332 0.089582007 1.019594

12.50 2.101258 0.04796 0.035872264 0.824292

11.50 2.663811 0.61051 0 0.695553

10.50 3.234296 1.18099 0 -0.024540

As the standard position of LCB is, assumed to give the smallest

possible resistance, all other position must in principle give resistance
that are larger. The increase in resistance is to be found by multiplying
the deviation of LCB from standard by a factor 103 C / LCB .
R

Figure 1.3 Deviation of LCB

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To use the graph above is by making a support line using

interpolation depend on the value of Cp. Then pull a line from x axis
corresponding to each Froude number until reaching the support line
which created before, finally pull a perpendicular line to the left so that

we can obtain the value 103 C / LCB .

R
Table 1.9 Cr Corrected
V
Cr Cr Corrected
m/s
15.50 0.001797 0.001869099
14.50 0.001338 0.001392036
13.50 0.001020 0.001060377
12.50 0.000824 0.000857264
11.50 0.000696 0.000723375
10.50 -0.000025 -0.000025521

The final value of Cr is,

Cr = 0.001060377

VIII.1.8. Coefficient of Additional Resistance

In order to include the effect of the roughness of the surface of the
ship, which will never be “model-smooth” even when brand-new and
freshly painted. Therefore, the following correction for roughness and
scale effect is proposed for the trial condition:
For vessel with:
LWL = > 100 m 103Ca = 0.23116
Ca = 0.00023116

VIII.1.9. Coefficient of Air Resistance

The air resistance may be determined by use of data for the above
water structure and the air. The magnitude of the air resistance is,
however, very often of minor importance and the expenditure of effort
in making an accurate calculation may not be justified. Therefore, in
the absence of knowledge of the wind-age of a ship design, it is
suggested that 103Cr be corrected by:
103Caa = 0.07
Caa = 0.07 / 1000
= 0.00007
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VIII.1.10. Coefficient of Steering Resistance

According to Harvald, Resistance and Propulsion of Ships, the
correction for steering resistance may be about:
103Cas = 0.04
Cas = 0.04 / 1000
= 0.00004
VIII.1.11. 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 Resistance Coefficient
Ct = Cr + Cf + Ca + Cas + Caa

Table 1.10 Total Resistance Coefficient

V V
Ct
Knot m/s
15.50 7.97 0.003619
14.50 7.45 0.003154
13.50 6.94 0.002835
12.50 6.43 0.002647
11.50 5.91 0.002529
10.50 5.40 0.001797

Total Ship Resistance (Clean Hull)

RT = Ct x 0.5 x ρ x Vs2 x S
Where;
Ρ of sea water = 1025 kg/m3

Table 1.11 Total Ship Resistance (Clean Hull)

V Rt
m/s kN
7.97 609.126523
7.45 464.57655
6.94 362.0364491
6.43 289.723232
5.91 234.2773061
5.40 138.8106827
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Table 1.12 Total Ship Resistance (Rough Hull)

V V Rtsm
Knot m/s kN
15.50 7.97 700.4955014
14.50 7.45 534.2630325
13.50 6.94 416.3419164
12.50 6.43 333.1817168
11.50 5.91 269.418902
10.50 5.40 159.6322851

VIII.2. Calculation of Main Engine Power

A moving vessel with a certain speed in water would go through the
resistance force contrary with the sailing direction. This resistance need to be
handled with the thrust from the propulsor to meet satisfying speed. Delivered
power to the propulsor come from shaft power which is flowing from brake power
or the output of the main engine.

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 x Vs
EHP = 416.342 kN x 6,94 m/s
EHP = 2888.9966 kW
EHP = 3874.202 HP

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
= (0.5 x 0.764) – 0.05
= 0.332
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VIII.2.2. 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= 0.7
= 0.7 x 0.332
= 0.2324

VIII.2.3. 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.
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)
= 1.149101796
d. Propulsive Coefficient (Pc)
Propulsive coefficient is multiplication between hull efficiency,
propeller efficiency and relative-rotative efficiency.
Pc = ηrr x ηo x ηH
= 1 x 50% x 1.149101796
= 0.5746
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VIII.2.4. 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
= 4959.483 kW

VIII.2.5. 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
= 4959.483 /0.98
= 5060.697 kW
VIII.2.6. (BHP)
a. BHPscr
Since the RPM from the main engine is too much that can
cause cavitation far than allowable limit, then a reduction gear is
required so ηG = 0.98
BHPscr = SHP/ ηG
= 5163.976975 KW
= 7021.04 HP

b. BHPmcr
It is recommended to add engine margin because the sea
margin which has the value 15% of the total ship’s resistance, so
that:
BHPmcr = BHPscr/0.85
= 6075.267029 KW
= 8260.05 HP
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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, which the author
decides to use Wärtsilä 31 10V31.

Figure 1.4. Engine Propeller Matching

IX. SPECIFICATION OF EQUIPMENTS

IX.1. Main Engine Specification
Table 1.13 Main Engine Spesification
Brand Wärtsilä 31
Type 10V31
Power 6100 kW
Cylinder bore 310 mm
Piston stroke 430 mm
Total Cylinder 10
Weight 65.6 ton
SFOC 172.5 g/kWh
Speed 750 rpm
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Figure 1.5. Main Engine Size

IX.2. Gearbox Specification

Table 1.14 Gearbox Spesification

Brand ZF
ZF W83100
Type
NR2
Max. Power 6724 kW
Ratio 4.333
Max. RPM 750
Weight 16600 kg
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Figure 1.6 Gear Box Size

X. DRAWING OF ARRANGEMENT
See attachment of Dwg. No. 01 – 42 18 100 011 – GA