TECHNICAL REPORT

CONCEPT DESIGN &

OPTIMIZATION OF CARGO SHIP
5500 DWT
ABDI ISMAIL 04111750030002
MUHAMMAD ARIF PRADANA 04111750030003
MUHAMMAD LUQMAN HAKIM 04111650032002
TUSWAN 04111750030004

POSTGRADUATE PROGRAM IN MARINE TECHNOLOGY

INSTITUT TEKNOLOGI SEPULUH NOPEMBER
SURABAYA
2017
 CONCEPT DESIGN
AND
OPTIMIZATION OF
CARGO SHIP 5500 DWT

OUTCOME AND MAIN ACHIEVEMENT

Based on the calculations result in chapter 3 the optimum main dimensions for the 5500
DWT cargo ship, with a payload of 5000 tons is as follow in Table 1.

Table 1 Outcome and main achievement

L 70.838 m
B 17.710 m
T 7.864 m
H 11.068 m
CB 0.694
Service speed 10 Knots
Power 992.704 kW
Build Cost 87,806,495,952 IDR
Operation Cost/trip 26,072,863,730 IDR

In chapter 3 described the sensitivity analysis results of variations in speed and payload
variation, so as to obtain the pattern of major ship size change, cost, and CFR.

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CONTENTS
OUTCOME AND MAIN ACHIEVEMENT ..................................................................... i

CONTENTS....................................................................................................................... ii

LIST OF FIGURE ............................................................................................................ iv

LIST OF TABLE .............................................................................................................. iv

1 INTRODUCTION ..................................................................................................... 1

1.1 Background ......................................................................................................... 1

1.2 Objectives ............................................................................................................ 1

1.3 Owner Requirements ........................................................................................... 2

2 METHODOLOGY .................................................................................................... 3

2.1 OPTIMIZATION CALCULATION ................................................................... 3

2.1.1 GRG Nonlinear Theory ............................................................................... 3

2.1.2 Optimization Calculation ............................................................................. 5

2.2 SHIP COEFFICIENTS CALCULATION .......................................................... 7

2.3 RESISTANCE CALCULATION ....................................................................... 8

2.3.1 Viscous Resistance ...................................................................................... 8

2.3.2 Appendage Resistance ................................................................................. 9

2.3.3 Wave Making Resistance........................................................................... 10

2.4 MAIN ENGINE POWER CALCULATION .................................................... 11

2.5 WEIGHT COMPONENT ................................................................................. 13

2.5.1 DWT Components ..................................................................................... 13

2.5.2 LWT Components...................................................................................... 16

2.6 STABILITY CALCULATION ......................................................................... 20

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2.6.1 Stable Equilibrium ..................................................................................... 20

2.6.2 Neutral Equilibrium ................................................................................... 21

2.6.3 Unstable Equilibrium ................................................................................. 21

2.7 FREEBOARD CALCULATION...................................................................... 22

2.8 CARGO HOLD CAPACITY ............................................................................ 25

2.9 COST ESTIMATION ....................................................................................... 26

2.9.1 Total Cost ................................................................................................... 26

2.9.2 Total Income .............................................................................................. 27

2.9.3 Profit Calculation ....................................................................................... 28

3 DISCUSSION RESULT .......................................................................................... 29

3.1 Calculation result .............................................................................................. 29

3.2 Feasibility Study................................................................................................ 30

3.2.1 Sensitivity Analysis Speed & Main Dimension ........................................ 30

3.2.2 Sensitivity Analysis Speed Vs Fuel Consumption & Resistance .............. 32

3.2.3 Sensitivity Analysis Speed Vs Profit & CFR ............................................ 33

3.2.4 Sensitivity Analysis Payload Vs Main Dimension .................................... 35

3.2.5 Sensitivity Analysis Payload Vs Resistance & Fuel Consumption ........... 36

3.2.6 Sensitivity Analysis Payload Vs CFR & Profit ......................................... 38

4 CONCLUSION ........................................................................................................ 40

REFERENCE................................................................................................................... 41

APPENDIX ........................................................................................................................ 1

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LIST OF FIGURE
Figure 1 GRG Non Linear ................................................................................................. 4
Figure 2 Stable equilibrium of a ship............................................................................... 20
Figure 3 Neutral equilibrium of a ship............................................................................. 21
Figure 4 Unstable equilibrium of a ship .......................................................................... 22
Figure 5 sensitivity analysis speed & main dimension .................................................... 31
Figure 6 sensitivity analysis speed with fuel consumption & resistance. ........................ 33
Figure 7 sensitivity analysis speed with profit & cargo freight rate. ............................... 34
Figure 8 sensitivity analysis payload with main dimension. ........................................... 36
Figure 9 sensitivity analysis payload with resistance & fuel consumption ..................... 37
Figure 10 Sensitivity analysis payload vs profit & cargo freight rate ............................. 39

LIST OF TABLE
Table 1 Outcome and main achievement ............................................................................ i
Table 2 Calculation result ................................................................................................ 29
Table 3 Sensitivity analysis speed & main dimension .................................................... 31
Table 4 sensitivity analysis speed vs fuel consumption & resistance.............................. 32
Table 5 sensitivity analysis speed vs profit & cargo freight rate. .................................... 34
Table 6 Sensitivity analysis payload & main dimension ................................................. 35
Table 7 Sensitivity analysis payload vs resistance & fuel consumption ......................... 37
Table 8 Sensitivity analysis payload vs profit & cargo freight rate. ................................ 38

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1 INTRODUCTION
1.1 Background
Indonesia has begun to enter the era of global markets where trade barriers declined, and
competition increased. The national market size of logistics tends to experience volatility
or increase in market condition measured from Compound Annual Growth Rate (CAGR)
or referred to as annual compound growth rate. In the next few years the shipping industry
in Indonesia will still continue to develop, the need for ships in the country will continue
to increase, so this will encourage the Indonesian shipbuilding industry more excited.
There are several methods that can be used as a reference in ship design concept. However,
in the process of learning/ education conducted by students in general is by the method of
optimization, which is based on the criteria of investment and operational costs of the
vessel.

PT Global Logistic as a leading logistics company in Indonesia requires new vessel to

increase Indonesian shipping connectivity. Therefore, PT Global Logistic needs
cooperation with ship consultant firm to design a cargo ship. Then in this case, PT.
Assigned ITS (Institut Teknologi Sepuluh Nopember Surabaya) to conduct a visibility
study determines the optimum main dimensions for the new cargo vessel.

ITS must make optimization calculations of the ship's main dimensions, based on
economic factors, functions, science and regulations.

1.2 Objectives
The main purposes of this project are:
a. Translates the owner's request into equations;
b. Make the calculations of naval architecture principle in accordance with science
and regulations;
c. Calculates shipbuilding cost estimates, vessel operating cost, revenue and profit;

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d. Vary the vessel sizes and choose the optimum; and

e. Conduct sensitivity analysis to give feedback to ship owner.

1.3 Owner Requirements

Owner Requirement is requirements that represent the ship owner request which will
further become the basic references in designing a ship. Some considerations that need to
be considered related to the owner requirement among others.

PT Global Logistic requests ship design with the following conditions:

Ship Types = Cargo Ship
Type of cargo = Rice (Stowage Factor: 1,46 M3/MT)
Ship Route = Surabaya (Tanjung Perak Port) – Makassar (Soekarno Hatta Port)
= 762 nautical miles
Payload = 5000 ton
Vs = 10 knots

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2 METHODOLOGY
2.1 OPTIMIZATION CALCULATION
2.1.1 GRG Nonlinear Theory
In this study, optimization method that we use is GRG Nonlinear using Microsoft
Excel program. GRG stands for “Generalized Reduced Gradient”. In its most basic form,
this solver method looks at the gradient or slope of the objective function as the input
values (or decision variables) change and determines that it has reached an optimum
solution when the partial derivatives equal zero. GRG Nonlinear should be selected if any
of the equations involving Decision Variables or Constraints is nonlinear and smooth.
GRG stands for Generalized Reduced Gradient and is a long-time, proven, reliable method
for solving nonlinear problems. The GRG Nonlinear solving method works fine on linear
problems as well, but takes longer and is less efficient for linear problems than the Simplex
LP method.
Nonlinear equations most frequently occur as equations in which variables are
taken to a power or to a root. Nonlinear equations produce nonlinear graphs. If any
equation in the mathematical path to the objective or in a Constraint contains a nonlinear
variable such as a power or a root, you will have to select the GRG Nonlinear method.
Another requirement of the GRG Nonlinear method is that all equations involving
Decision Variables or Constraints are smooth. An equation is “smooth” is that equation
and the derivative of that equation has no breaks (is continuous).

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Figure 1 GRG Non Linear

One way to determine whether an equation or function is non-smooth (the graph

has a sharp point indicating that the derivative is discontinuous) or discontinuous (the
equation’s graph abruptly changes value at certain points – the graph is disconnected at
those points) is to graph the equation over its expected range of values. When the Solver
runs the GRG algorithm, it picks a starting point for its calculations. Each time you run
the Solver GRG method on nonlinear equations, a slightly different starting point will be
picked. That is why different answers will appear after each run. Re-run the solver with
the Decision Variable values that occurs during the run which produces the lowest or
highest value of the Objective that you are seeking. Keep running the Solver until the
objective is not minimized or maximized anymore. That should give you the optimal
values of the Decision Variables. In the Nonlinear Regression example in this manual, the
GRG Nonlinear method was run 2 successive times to obtain listed solution. A process
that produces different output s for different runs is known as being nondeterministic.

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2.1.2 Optimization Calculation

The steps undertaken in this project can be explained through the following diagram or
flowchart:
2.1.2.1 Input Parameters
Input data is obtained from the owner (owner requirements). The data provided are:

a. Ship Type
b. Type of Cargo
c. Quantity of Contents
d. Speed Service
e. Ship Route
f. Classification used
2.1.2.2 Design Variables
A numerical input that is allowed to change during the design optimization, the design
variables uses in this study are:

a. Calculate Main Dimensions

b. Calculate Hull Coefficient
c. Calculate the Ship Resistance
d. Calculate Propulsion and Power
e. Calculate DWT and LWT
f. Calculate Cargo Hold
g. Calculate Ship Stability
h. Calculate Freeboard

2.1.2.3 Constraints
Limits to achieve optimum results (main dimension ratio, load space, freeboard, trim,
stability, and price/profit). Limits are designed with range:

a. Main Dimension

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The ship is arranged to sail from Surabaya (Tanjung Perak Port) to Makassar
(Soekarno Hatta Port). Therefore, ship draft (T) is being restricted according
to maximum depth of those ports. So in this research, the ship draft (T)
constrain is limited maximum (0 ≤ x ≤ 8 m).
b. Main Dimension Ratio (Ref: Parametric Ship Design for General Cargo)
L/B 4≤x≤6
B/H 1.5 ≤ x ≤ 1.8
B/T 2.25 ≤ x ≤ 3.75
T/H 0.7 ≤ x ≤ 0.8
c. Ship Weight
Margin Displacement - (DWT + LWT) = 10%
d. Freeboard
Freeboard standard used follows the ILLC (International Convention on Load
Lines) regulations. The variables are:
H- T calculation ≥ H- T ILLC
Hbow calculation ≥ Hbow ILLC
e. Cargo space
Margin Difference of cargo space volume is 5%.
f. Stability
The standard criteria of stability used in this study is value of KG (distance
from the keel to the gravity) should less than KM (distance from the keel to
the metacenter). (KG < KM).

2.1.2.4 Objective Function

An equation to be optimized given certain constraints and with variables that need to be
minimized or maximized using nonlinear programming techniques. The declaration of an
objective function consists of one of the keywords minimize or maximize, a name, a colon,

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and a linear expression in previously defined sets, parameters and variables. The objective
function used in this study is:

Profit 5 years (income– outcome) = 29– 30% outcome in 5 years

2.1.2.5 Optimum Variables (Output)

Optimum variable/ Output is the optimization result to be searched the most optimal
value. They consist of:

a. Length Between perpendicular (LPP)

b. Breadth (B)
c. Height (H)
d. Draft (T)
e. CFR (Cargo Freight Rate) ($)

2.2 SHIP COEFFICIENTS CALCULATION

The calculation of the main coefficient of the vessel can be calculated by using the
value of the Froude number obtained earlier. The main coefficient of the ship in question
are: Cb, Cm, Cwp, LCB, Cp, Volume Displacement () and Displacement (). So for
each set of main sizes there is the main coefficient of the ship.

 Block Coefficient (Cb)

-1
Cb = 0.70 +0.125.tan ((23-100Fn)/4) [Parson, 2001, Parametric Design
Chapter 11, page.11]
 Midship Coefficient (Cm)
Cm  1.006  0.0056Cb 3.56 [Parson, 2001, Parametric Design Chapter 11,
page 11-12]
 Waterplane Coefficient (Cwp)
Cb
Cwp  [Parson, 2001, Parametric Design Chapter 11,
0.471  0.551Cb
page 11-16]

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 Longitudinal Center of Bouyancy (LCB)

LCB  13.5  19.4Cp [Parson, 2001, Parametric Design Chapter 11,
page 11-19]
 Prismatic Coefficient (Cp)
Cb
Cp  [Parson, 2001, Parametric Design Chapter 11]
Cm
 Volume Displacement ()
  L.B.T.Cb
 Displacement ()
   *1.025

2.3 RESISTANCE CALCULATION

In calculating the ship resistance in this research used Holtrop and Mennen method. In
this method, Holtrop divides the total resistance into several components. These
components are viscous resistance, appendages resistance, and wave making resistance
(wave resistance due to ship motion). The formula of total resistance is as follows
[Holtrop, J. and Mennen, G.GJ., 1988, An Approximate Power Prediction Method, p.166]:

RT = Rf (1+k1) + RAPP + RW + RW + RTR + RA

2.3.1 Viscous Resistance

The viscous resistance formula in "Holtrop, J. and Mennen, G.GJ., 1988, An Approximate
Power Prediction Method, p.166" is given as follows:

l+k1 = c13{O.93+c12(B/LR) 0.92497 (0.95 – Cp) -0·521448 (1 - Cp + 0.0225 Icb)0.6906}

Explanation:

L/LR = 1 – CP + 0.06 . CP. LCB / ( 4 CP – 1 )

LR = length of run

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LCB = longitudinal center of buoyancy as percentage of L

L = length of water line ( Lwl ) and all of coeffcient base on Lwl [m]
T = moulded draft [m]
B = moulded breadth [m]

2.3.2 Appendage Resistance

In calculating the ship resistance caused by the shape of the docked body of the vessel, it
is required that the wet surface area of the ship (Stot) comprising the body of the WSA
(S) vessel and the extent of bulges such as the steering wheel, bulbous bow and bilge keel
(Sapp). The formula used to calculate appendages resistance are [Holtrop, J. and Mennen,
G.GJ., 1988, An Approximate Power prediction Method, page.166] :

RAPP = 0.5 p V2SAPP(l + k2)eqCF

ρ = mass density salt water (1025 kg/m3)
V = service speed [m/s2]
S = wetted surface area
= L2T  B C0.5  B  A
M   0.4530  0.4425C B  0.2862C M  0.0346  0.3696C WP   2.38 BT
 T  CB
1+ k2 = effective form factor of appendages
ABT = cross sectional area of bulb in FP
= 10% Amidship
= 10% x B x T x Cm (B-series)
ABT = 0, [D.G.M. Watson, “Practical Ship Design”, Elsevier, Amsterdam, 1998,
page 233]
Sapp = total wetted surface of appendages
= Srudder + Sbilge keel
Stot = S + Sapp

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2.3.3 Wave Making Resistance

To calculate the wave resistance, data inputs such as displacement weight, entry angle,
bulbous bow and transom area are required. The formula is given as follows [Holtrop, J.
and Mennen, G.GJ., 1988, An Approximate Power Prediction Method, pagel.166] :

 C1C2 C3e m1 Fn m2 cos λ Fn 

RW d 2

W
W = displacement weight
=  . g . [N]

= 2223105C 4 T B 90  i E 1.3757

3.7861 1.0796
C1
explanation:
C4 = 0.2296. ((B/Lwl)^0.3333) for ( B/Lwl ≤ 0.11)
C4 = B/Lwl for ( 0.11  B/Lwl  0.25 )
C4 = 0.5-0.0625*(Lwl/B) for ( B/Lwl > 0.25 )
d = -0.9
iE = half angle of entrance at the load waterline

6.8Ta  Tf  
3
B 
125.67  162.25C 2P  234.32C 3P  0.1551 LCB  
= L  T 
Ta = moulded draft at AP [m]
Tf = moulded draft at FP [m]
Ta = Tf = T
1

= 0.01404 L T  1.7525  L  4.7932 B L  C 5

3
m1
explanation:
C5 = 8.0798.CP – 13.8673.CP2 – 6.9844.CP3 [for Cp  0.8]
C5 = 1.7301 – 0.7067 .CP [for Cp  0.8]
329

m2
C * 0.4e 0.034Fn
= 6
Explanation:

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C6 = -1.69385 [for L3 /   512]

C6 = -1.69385 + (Lwl / 1/3-8)/2.36 [for 512  Lwl3 / ≤
1727]
C6 = 0 [for Lwl3 /  ≥ 1727]

 = 1.446C P  0.03 L B [for L / B  12]

 = 1.446C P  0.36 [for Lwl / B ≥ 12]

A BT γ B
e 1.89
C2 = BTγ B  i 

C2 = 1, no bulb
Explanation:
B = effective bulb radius
0.5
= 0.56A BT
i = effective submergence of the bulb

= Tf  h B  0.4464γ B
Tf = moulded draft at FP = T
hB = height of the centroid of the area ABT above base line
D
85%
= 2

C3 = 1  0.8 AT B  T  CM 
explanation:
AT = immersed area of the transom at zero speed = 0

2.4 MAIN ENGINE POWER CALCULATION

To get the price of the required machine power, firstly calculate of propulsive coefficient.
As for the formula of calculation of propulsive coefficient (ηD) in Principle of Naval
Architecture Vol.II is given as follows:

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ηD = ηH . o . ηR [ PNA vol II page 153]

ηH = Hull Efficiency [ PNA vol II page 152]
1 t
= 1 w
Explanation:
t = 0.1 (for single screw) [ PNA vol II page 163]
w = wake fraction [PNA vol II page 163]

= 0.3 Cb  10  Cb  Cv  0.1

Cv = 1  k  CF  CA
o = open water propeller efficiency [ PNA vol II]
= (J/2п)*(KT/KQ)
ηR = relative rotative efficiency
= 0.98 (for single screw)
For motor power calculation (PB), the formula in "Parametric Design Chapter 11"
is given as follows:
PB = BHP (break house power)
PD
η S .η rg
= [kW]
Where:
PD = DHP (delivered power at propeller)
R T .Vs
= ηD [kW]
S = shaft efficiency
= 0.98 – 0.985
rg = reduction gear efficiency
= 0.98
After obtaining the PB price, then the correction of losses due to the location of the engine
room and the route of the voyage:

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Correction of main engine location = 3% PB

Correction of route = 10-20 % PB
So total PB = PB + 3%PB + 10%PB

2.5 WEIGHT COMPONENT

2.5.1 DWT Components
DWT consists of several components, such as: payload, consumable and crew. Generally
the payload is ± 90% DWT. The consumables consist of fuel oil, lubrication oil, diesel oil,
fresh water, provision and store.

2.5.1.1 Fuel Oil

VFO = fuel oil volume
WFO
VFO = + correction [m3] [Watson, Chapter 11, page 11-24]
ρ FO
where:
SFR  MCR  range
WFO = [parametric design chapter 11 45]
Vs  margin
SFR = Specific Fuel Rate
= 0.000190 [ton/kW hr] [for diesel engine]
MCR = PB [kW]
range = shipping radius [nautical miles]
margin = 1  5% ~ 10%  WFO [ton]

fo = density fuel oil

= 0.95 ton/m3
correction:
- additional construction = + 2% WFW
- heat expantion = + 2% WFW

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2.5.1.2 Auxiliary Engine Fuel (diesel oil)

VAE = fuel oil volume
WAE
VAE = + correction [m3] [Watson, Chapter 11, hal11-24]
ρ AE
where:
WAE = CAE . WFO [ton]
CAE = 0.1  0.2
AE = density fuel oil
= 0.85 ton/m3
correction:
- additional construction = + 2% WAE
- heat expansion = + 2% WAE

2.5.1.3 Lubrication Oil

VLO = lubrication oil volume
WLO
VLO = + correction [m3] [Watson, Chapter 11, hal11-24]
ρ LO
where:
WLO = 20 ton (for medium speed diesel)
LO = lubrication oil density
= 0.9 ton / m3
correction:
- additional construction = + 2% WLO
- heat expansion = + 2% WLO

2.5.1.4 Fresh Water

 for Crew
WFW1 = fresh water weight [Watson, Chapter 11, hal11-24]

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S 1 1
= ZC  C1fw    [ton]
Vs 24 1000
where:
C1fw = coefficient of freshwater use for crew:
- Wash = 200 kg / person / day
- Drink = 10  20 kg / person / day

 For cooling
WFW2 = the weight of fresh water for cooling
= C2fw . BHP . 10-3
C2fw = coefficient of freshwater use for cooling
= 2 ~ 5 kg/HP
So:
VFW = fresh water volume
WFW
VFW = + correction [m3]
ρ FW
Where:
WFW = WFW1 + WFW2
FW = fresh water weight = 1 ton / m3
correction:
- additional construction = + 2% WFW
- heat expansion = + 2% WFW

2.5.1.5 Provision and Store

WPR = provision and store weight [Watson, Chapter 11, hal11-25]
S 1 1
= ZC  C P   
Vs 24 1000
where:
CP = provision and store coefficient

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= 3 ~ 5kg/person/day

2.5.2 LWT Components

LWT consists of heavy steel weight, equipment & machinery, outfitting. So it can be
concluded that LWT is empty ship weight without charge or consumable.

2.5.2.1 Steel Weight Calculation

[ Snchneekluth’s methods for dry cargo ship]
[H. Schneekluth & V. Bertram, Ship Design for Efficiency and Economy – 2ND
edition, Butterwort – Heinemann, Oxford – UK : 1998].
Formula:
WSTR = Vu*C1*C2*C3*C4*C5*C6*C7 [ton]
[Harvald & Jensen Method, page 156]
C2 = 1+0.033((L/D)-12)
C3 = 1+0.06(n - (D/4)
C4 = 1+0.05(1.85 –(B/D))
C5 = 1+0.2((T/D)-0.85)
C6 = 0.92 + (1 –CBD)2
C7 = 1+0.75*CBD (CM – 0.98)2
This formula can be applied to ships with L/D ≥ 9
C1 = 0.103*(1+17*((L/1000)-0.1112)
For normal cargo ship (L = 60 – 180 m)
Vu = VD + VS + VB + VL
VU = hull volume until main deck
VD = hull volume until side deck
VS = Volume due to sheer addition
VB = Volume due to chamber addition
VL = cargo hold volume
where,

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VD = L*B*D*CBD
VS = Ls . B ( Sv + Sh ).C2
VB = L*B*b*C3
VL = ∑l1*b1*h1
Coefficient :
C2 ≈ (CBD^2/3)/6 ≈ 1/7
C3 ≈ 0.7*CBD
CBD ≈ CB + C4*(D-T/T)*(1-CB)
C4 ≈ 0.25 For a ship with small ivory slopes
C4 ≈ 0.4 - 0.7 For a ship with a drastic ivory slope
Correction
1. Bulkhead construction ≈ +2.5%*WSTR
2. Bulbous Bow ≈ +0.4 – 0.7%*WSTR
3. Double bottom ≈ VDB*C5
4. Engine Foundation ≈ 27*PB/(n+250)(15+(PB/1000)
Superstructure Volume:
A = P + FC
P = poop deck volume
= lp . bp . tp
lp = poop deck length = 20% Lpp
bp = poop deck wide =B
tp = poop deck height
so,
WPOOP = P*CP
CP = 0.075 ton/m3
FC = forecastle volume
= ½ . ( bf . tf ) . lf
lf = forecastle length = 10% Lpp

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bf = forecastle wide =B
tf = forecastle height
So,
WFC = FC* CFC
CFC = 0.1 ton/m3 For ship with L ≤ 140 m
DH = II + III + IV + wheelhouse
 per layer = ld . bd . td
td = deckhouse height per layer

2.5.2.2 Machinery Calculation

1. Propulsion unit
For the weight calculation of the components of the unit's propulsion are as
follows:Engine [ Referensi : Ship Design Efficiency and Economy , 1998, page 175 ]

For Engine, the weight is adjusted to the data on the machine catalog.

For the weight of the gearbox is given the following formula:

 PB 
 
Wgetr = (0.34  0.4)  n  [ton]
PB = Power of Break = BHP [kW]
n = main engine rotation [rpm]
For propeller shaft material with tensile strength of 700 N / mm2 given the following
formula

d = propeller shaft diameter

1/3
 PD 
 
= 11.5  n  [cm]
2/3
M  PD 
   
 l  = 0.081  n  [ton/m]
l = shaft propeller length [m]

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MS = shaft propeller weight [ton]

 MS 
 
=  l .l

2. Electrical unit
For the weight calculation of electrical units are given the following formula
Wagg = 0.001 . P . (15 + 0.014P) [ton]
P = PB = BHP [kw]

3. Other weight
The formula for calculating the weight is given as follows:
WOW = (0.04  0.07) P [ton]
P = PB [kw]

2.5.2.3 Outfitting Calculation

The calculation formula in "Ship Design for Efficiency and Economy, Schneekluth" is
given as follows:

Grup III (Living Quarters) :

WLV = CALV . ALV .10-3 or
WLV = CVLV .VLV.10-3 [ton]
ALV = accommodation deck area
VLV = poopdeck & deckhouse volume
CALV : For small and medium sized cargo : 160 – 170 kg/m2
For large cargo ships, large tanker, etc : 180 – 200 kg/m2
CVLV : For small and medium sized cargo ship : 60 – 70 kg/m3
For large cargo ships, large tanker, etc : 80 – 90kg/m3

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Grup IV (Miscellaneous) :
WIV = ( L . B . D )2/3 . C [ton]
where 0.18 ton/m2 < C < 0.26 ton/m2 or
WIV = (WSt )2/3 . C [ton]
Where 1 t1/3 < C < 1.2 t1/3

2.6 STABILITY CALCULATION

The fundamental concept behind the understanding of intact stability of a floating body is
that of Equilibrium. There are three types of equilibrium conditions that can occur, for a
floating ship, depending on the relation between the positions of center of gravity and
center of buoyancy.

2.6.1 Stable Equilibrium

Study the figure below. A stable equilibrium is achieved when the vertical position of G
is lower than the position of transverse metacenter (M). So, when the ship heels to an
angle (say theta- Ɵ), the center of buoyancy (B) now shifts to B1. The lateral distance or
lever between the weight and buoyancy in this condition results in a moment that brings
the ship back to its original upright position.

Figure 2 Stable equilibrium of a ship

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The moment resulting in up righting of the ship to its original orientation is called Righting
Moment. The lever that causes the righting of a ship is the separation between the vertical
lines passing through G and B1. This is called the Righting Lever, and abbreviated as GZ.

2.6.2 Neutral Equilibrium

This is the most dangerous situation possible, for any surface ship, and all precautions
must be taken to avoid it. It occurs when the vertical position of CG coincides with the
transverse metacenter (M). As shown in the figure below, in such a condition, no righting
lever is generated at any angle of heel. As a result, any heeling moment would not give
rise to a righting moment, and the ship would remain in the heeled position as long as
neutral stability prevails. The risk here is, at larger angle of heel in a neutrally stable shift,
an unwanted weight shifts due to cargo shifting might give rise to a condition of unstable
equilibrium.

Figure 3 Neutral equilibrium of a ship

2.6.3 Unstable Equilibrium

An unstable equilibrium is caused when the vertical position of G is higher than the
position of transverse metacenter (M). So, when the ship heels to an angle (say theta- Ɵ),
the center of buoyancy (B) now shifts to B1. But the righting lever is now negative, or in

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other words, the moment created would result in creating further heel until a condition of
stable equilibrium is reached. If the condition of stable equilibrium is not reached by the
time the deck is not immersed, the ship is said to capsize.

Figure 4 Unstable equilibrium of a ship

The metacentric height is one of the most vital parameters in the study of ship stability?
We are now, in a position to appreciate the same. A ship’s stability, as seen above, can be
directly commented on, by the value of its metacentric height (GM).

 GM > 0 means the ship is stable.

 GM = 0 means the ship is neutrally stable.
 GM < 0 means the ship is unstable.

2.7 FREEBOARD CALCULATION

Freeboard is the difference between the ship depth and the ship draft, which for the height
of the ship covers the thickness of the skin and the wooden layer (if any) while laden T is
measured in summer laden.

The length of the freeboard is the length measured by 96% of the water line length (LWL)
at 85% high ships molded (Hm). For long use of freeboard in the calculation, the longest
selected between Lpp and 96% LWL at 85% Hm.

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The width of the freeboard is the width of the ship's molded midship (Bm). High freeboard
height is measured in the midship of the top of the keel up to the top of the freeboard deck
beam on the side of the vessel coupled with the stringer plate (senta) when the deck is
without a wooden cover.
The purpose of the freeboard rules is to maintain the safety of passengers, crew, cargo,
and the vessel itself. If the ship has a high freeboard, then the buoyancy of the reserve will
be large so that the ship has the remaining floatation if it is damaged.

For the calculation of freeboard, all the given formulas refer to "International Convention
on Load Lines 1966, Protocol of 1988, Consolidated Edition 2005". The result obtained
is the minimum minimum allowable freeboard so that the ship can sail with the
International Shipping route. Here are the initial inputs needed to calculate the freeboard
(based on Load Lines).

L = length
 96% Lwl on 0.85D 
 chosen max value
 Lpp on 0.85D 
B = max breadth
D = depth for freeboard
= moulded depth amidship plus :
Thickness of stringer freeboard deck plate if installed.
TL  S
L
where:
T = thickness of the exposed sheating clear of the deck
S = superstructure length
Cb =block coefficient

= L.B.d 1
d1 = 85% D

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S = superstructure length on L
S = lP + lFC
where:
lP = poop deck length
lFC = forecastle deck length
Once the ship type is determined then the initial freeboard can be searched by looking at
the standard freeboard table on "Load Lines" according to the ship type. For Type B ships
with a length of 24 < L < 100 m and having a closed superstructure with an effective
length of up to 35% then corrected as follows:

Fb1 = Fb + 7.5. (100 - L) (0.35 -) [mm]

L = ship length [m]
E = total effective length of superstructure [m]
For vessels with a value of Cb > 0.68 then be corrected as follows:

 Cb  0.68  
Fb2 = Fb   
 1.36 
Fb = Freeboard Standard or Fb1 (if there is a correction for ship type B with length
<100m)
Depth Correction (D)

For vessels valued D > L / 15 then corrected as follows:

Fb3 = (D - L / 15) .R [mm]
R = L / 0.48 for L < 120 m
R = 250 for L > 120 m
If D <L / 15, there is no correction unless:
• Has a sheltered upper building that covers at least 0.6L in the middle of the vessel
or
• Has a full trunk
• A combination of top buildings is protected by trunks equal to L

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Then the freeboard correction is as follows:

Fb3 = Fb - (D - L / 15) .R
After all the calculation of the freeboard along with the correction, then in check with the
actual freeboard conditions on the designed Tanker ship. The restrictions are as follows:

Actual Freeboard (H-T)  Minimum Freeboard (H –T)

2.8 CARGO HOLD CAPACITY

The capacity of the cargo space is defined as the volume of the vessel below the upper
deck which is reduced by the engine room volume, double bottom, stern and tap niches,
tanks and others (especially for Bulk Carrier, Hopper side tank and Top side tank). For
the total volume of ship calculations refer to the formula given in "Lecture of Ship Design
and Ship Theory, Herald Poehls". The calculation is as follows :

Vh = total volume under upper deck and between perpendicular [m3]

= Cbdeck . L . B . D’
D’ = capacity depth [m]
= D + Cm + Sm
Cm = mean chamber [m]
= 2/3 . C
C = chamber height [m]
= 1/50 . Bm
Sm = mean sheer [m]
= 1/6 . ( Sf + Sa )
Sa = sheer height at AP [m]
= 25 . ( L/3 + 10 ) . 10-6
Sf = Sheer height at FP
= 50 . ( L/3 + 10 ) . 10-6
Cbdeck = Cb + c ( D/T – 1 ) . ( 1 – Cb )

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c = 0.3 for section U

= 0.4 for section V
 Vr  Vu 
   Vm
Vh =  1 s 
Vr = total cargo capacity [m3]
Vu = cargo capacity above upper deck
=l.b.t
Vm = the volume required for the engine room, the tanks, etc. included in the
Vh [m3]

Vr =
Vh  Vm . 1  s  Vu [m3]

2.9 COST ESTIMATION

In this research study, cost analysis is used to calculate profit obtained by PT Global
Logistic. Cost analysis is used as a variable to conduct ship design concept optimization
study. In this case, we calculate profit that PT Global Logistic gotten in 5 years. The cost
analysis variables that we used in this project are:

2.9.1 Total Cost

2.9.1.1 Build Cost
Total outcome is obtained from summing between shipbuilding cost and operational cost.
Shipbuilding cost is obtained from summing between several cost variables namely:
1.Cost of steel materials
Cost of steel materials = steel weight (ton) x cost of steel materials per ton
2.Machinery cost
Machinery cost = machinery weight (ton) x machinery cost per ton
3.Outfitting cost
Outfitting cost = outfitting weight (ton) x outfitting cost per ton
4.Production cost
and, production cost is also obtained from several cost variables, such as:

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1.Class and Document handling cost

2.Shipyard Services (Labor Wages, Electricity, equipment, etc.)
3.Launching and Test Trial
4.Material Handling and assurance

2.9.1.2 Operational Cost

Operational cost is a cost that ship owner purchased per 1 year. Operational cost relies on
total trip per years. Operational cost per year is obtained from summing between
consumable cost and ship maintenance cost. Consumable cost consists of several cost
variables namely:

1.Fuel oil cost

Fuel oil cost = WMFO (ton) x fuel oil cost per ton
2.Fresh water cost
Fresh Water cost = WFWT (ton) x fresh water cost per ton
3.Provision cost
Provision cost = Wprov. (ton) x provision cost per ton
4.Crew salary
Crew salary = total crew (person) x salary per month x 12

the cost of ship maintenance is the cost incurred by the ship owner to conduct ship
maintenance periodically calculated within 1 year

2.9.2 Total Income

The total income is earned from the trip cost of the vessel. In this case, we arrange the
given formula:
Total Income = payload x CFR per trip x total trip per year
Where:
Payload : the carrying capacity of ship, usually measured in terms of weight.

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CFR per trip : Cargo Freight rate per trip obtained according to cargo type, sailing area/
distance.

2.9.3 Profit Calculation

In the calculation of profit earned by PT Global Logistic, we use the profit
calculation for 5 years which is a difference between total income and outcome. In ship
design concept, we looking for a minimum total outcome. In this study, we arrange a profit
target that PT Global earned between 29 -30 % from total outcome in 5 years.

Profit 5 years (income – outcome) = 29 – 30% x total outcome in 5 years

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3 DISCUSSION RESULT
3.1 Calculation result
The calculation is done and get the results as arranged in Table 2.

Table 2 Calculation result

L 70.838 m
B 17.710 m
T 7.864 m
H 11.068 m
CB 0.694
L/B 4
B/H 1.6
B/T 3.25
T/H 0.71
Structural Weight 1238.706 ton
Machinery Weight 47.931 ton
Outfitting Weight 526.902 Ton
Total LWT 1813.539 ton
Payload (max) 5000 ton
Fuel 75.311 ton
Lubricating 0.419 ton
Fresh Water 29.496 ton
crews & provision 4.054 ton
Total DWT 5109.282 ton
LWT + DWT 6922.822 ton
Displacement 6922.821 ton
Freeboard 3.202 m
Cargo hold space 6640.106 m3

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Service speed 10 Knots

Resistance @10 knots 72.751 kN
Power 992.704 kW
Build Cost 87,806,495,952 IDR
Operation Cost/trip 26,072,863,730 IDR

3.2 Feasibility Study

Feasibility Study is a study that aims to assess the feasibility of implementing a
business. Feasibility Study is also an activity to assess the extent to which benefits can be
obtained in implementing a business activity/ project and is a consideration in taking a
decision, whether to accept or reject from a proposed business/ project idea.
Understanding in this assessment is the possibility of business ideas/ projects that will be
implemented to provide benefits, both in the sense of financial benefit and in the sense of
social benefits. Like a business idea / project in the sense of social benefit does not always
describe in the sense of financial benefit, it depends on the aspect of the assessment.
In this study, the feasibility study is used to determine the characteristics of the
various variables that have been calculated. This feasibility study will be a
recommendation for the ship owner in determining the dimensions of the new cargo vessel
to be built.

3.2.1 Sensitivity Analysis Speed & Main Dimension

This sensitivity analysis is used to analyze a relation between the change of ship speed
with main dimension characteristic (LPP, B, T, CB). In this case, the payload is assumed
to have a fixed value. The table shows a result of Sensitivity analysis speed with main
dimension.

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Table 3 Sensitivity analysis speed & main dimension

Vs (knot) L (m) B (m) T (m) H (m) CB

2 70.84 17.71 6.65 11.07 0.80

4 70.84 17.71 6.70 11.07 0.79
6 70.84 17.71 7.01 11.07 0.76
8 70.84 17.71 7.41 11.07 0.72
10 70.84 17.71 7.86 11.07 0.69
12 70.84 17.71 7.87 11.07 0.68
14 70.84 17.71 7.87 11.07 0.68
16 70.84 17.71 7.87 11.07 0.68
18 70.84 17.71 7.87 11.07 0.68
20 70.84 17.71 7.87 11.07 0.68
22 70.84 17.71 7.87 11.07 0.68
24 70.84 17.71 7.87 11.07 0.68

The graph shows a result of Sensitivity analysis speed with main dimension.

Figure 5 sensitivity analysis speed & main dimension

According to the given graph, when the payload is assumed to have a fixed value but the
ship speed increase gradually will affect to main dimension characteristic. From the result
above, when the ship speed increases, there is almost no change in LPP, B and H value.
However, The T value tend to increase when the ship speed increases and the CB value

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tend to decrease in the speed range 2 – 12 knot and in the speed range 12 -24 knot the CB
value has a similar number. So, the change of ship speed affects the T and CB value.

3.2.2 Sensitivity Analysis Speed Vs Fuel Consumption & Resistance

This sensitivity analysis is used to analyze a relation between the change of ship speed
with fuel consumption (in ton) and resistance value (in KN). In this case, the payload is
assumed to have a fixed value. The table shows a result of Sensitivity analysis speed with
fuel consumption & resistance.

Table 4 sensitivity analysis speed vs fuel consumption & resistance.

Speed (Knot) Resistance (kN) Fuel Consumpt (Ton)

2.0 3875.7 5.4

4.0 13890.2 13.1
6.0 28575.5 26.1
8.0 47461.5 46.4
10.0 70374.9 75.3
12.0 99730.6 117.8
14.0 134541.3 174.3
16.0 175242.8 247.2
18.0 222540.7 339.8
20.0 277515.8 456.3
22.0 341898.4 602.5
24.0 418737.3 788.0

The graph shows a result of Sensitivity analysis speed with fuel consumption & resistance.

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Figure 6 sensitivity analysis speed with fuel consumption & resistance.

According to the given graph, when the payload is assumed to have a fixed value but the
ship speed increase gradually will affect to resistance value and fuel consumption. When
the ship speed increases, the resistance and fuel consumption also increase each other.

3.2.3 Sensitivity Analysis Speed Vs Profit & CFR

This sensitivity analysis is used to analyze a relation between the change of ship speed
with profit & cargo freight rate. In this case, the payload is assumed to have a fixed value.
The table shows a result of sensitivity analysis speed with profit & cargo freight rate.

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Table 5 sensitivity analysis speed vs profit & cargo freight rate.

Speed (Knot) Profit (Rp) CFR

0 Rp - -
2 Rp 28,961,080,475 Rp 334,135
4 Rp 32,359,823,190 Rp 218,439
6 Rp 38,958,716,446 Rp 198,702
8 Rp 48,137,379,748 Rp 214,593
10 Rp 66,481,536,934 Rp 256,143
12 Rp 87,634,401,651 Rp 323,453
14 Rp 119,159,491,120 Rp 416,855
16 Rp 162,147,215,537 Rp 539,362
18 Rp 216,290,767,118 Rp 697,748
20 Rp 286,222,356,354 Rp 897,200
22 Rp 375,831,455,113 Rp 1,147,416
24 Rp 483,641,194,898 Rp 1,465,146

The graph shows a result of sensitivity analysis speed with profit & cargo freight rate.

Figure 7 sensitivity analysis speed with profit & cargo freight rate.

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According to the given graph, when the payload is assumed to have a fixed value but the
ship speed increase gradually will affect to profit & cargo freight rate. When the ship
speed increases, the cargo freight rate also increase because when the ship speed increases,
the total trip per year will increase so that can increase the profit per year. The cargo freight
rate will decrease in the speed range 0 - 6 knot and will increase in the speed range 6 – 24
knot.

3.2.4 Sensitivity Analysis Payload Vs Main Dimension

This sensitivity analysis is used to analyze a relation between the change of payload with
main dimension characteristic (LPP, B, T, CB). In this case, the ship speed is assumed to
have a fixed value. The table shows a result of Sensitivity analysis payload with main
dimension.

Table 6 Sensitivity analysis payload & main dimension

Payload (ton) L (m) B (m) T (m) H (m) CB

500 34.42 8.61 3.82 5.38 0.74

1000 42.60 10.65 4.73 6.66 0.72
2000 52.93 13.23 5.88 8.27 0.70
3000 60.18 15.05 6.69 9.40 0.69
4000 65.96 16.49 7.33 10.31 0.69
5000 70.84 17.71 7.86 11.07 0.68
6000 75.10 18.78 8.00 11.74 0.71
7000 78.92 19.73 8.00 12.33 0.74
8000 82.39 20.60 8.00 12.87 0.77
9000 85.75 21.44 8.00 13.32 0.80
10000 90.45 22.61 8.00 13.31 0.80
11000 94.93 23.73 8.00 13.29 0.80
12000 99.23 24.81 8.00 13.27 0.80

The graph shows a result of sensitivity analysis payload with main dimension.

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Figure 8 sensitivity analysis payload with main dimension.

According to the given graph, when the ship speed is assumed to have a fixed value but
the payload increase gradually will affect to main dimension characteristic. From the
result above, when the payload increases, there is a significant increase in LPP, B, H and
T value. However, The CB value tend to decrease in the payload range 0 – 5000 ton and
the CB value tend to decrease in payload range 5000- 12.000 ton.

3.2.5 Sensitivity Analysis Payload Vs Resistance & Fuel Consumption

This sensitivity analysis is used to analyze a relation between the change of ship payload
with fuel consumption (in ton/trip) and resistance value (in KN). In this case, the ship
speed is assumed to have a fixed value. The table shows a result of Sensitivity analysis
payload with fuel consumption & resistance.

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Table 7 Sensitivity analysis payload vs resistance & fuel consumption

Payload (ton) Resistance (kN) Fuel Consumpt (Ton/Trip)

500 19788.0 20.9

1000 28587.9 30.3
2000 41818.9 44.5
3000 52543.5 56.0
4000 61896.6 66.1
5000 70372.6 75.3
6000 79688.7 86.0
7000 89531.4 97.8
8000 99606.5 110.5
9000 109877.8 124.2
10000 118474.1 134.5
11000 126908.7 144.8
12000 135234.2 155.0

The graph shows a result of sensitivity analysis payload with resistance & fuel
consumption

Figure 9 sensitivity analysis payload with resistance & fuel consumption

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According to the given graph, when the ship speed is assumed to have a fixed value but
the payload increase gradually will affect to resistance value and fuel consumption. When
the payload increases, the resistance and fuel consumption also increase each other.

3.2.6 Sensitivity Analysis Payload Vs CFR & Profit

This sensitivity analysis is used to analyze a relation between the change of payload with
profit & cargo freight rate. In this case, the ship speed is assumed to have a fixed value.
The table shows a result of sensitivity analysis payload with profit & cargo freight rate.

Table 8 Sensitivity analysis payload vs profit & cargo freight rate.

Cost operation/year
Payload Cost build (Rp) CFR
(Rp)
500 Rp 21,112,075,921 Rp 6,886,151,978 Rp 647,162
1000 Rp 31,133,430,786 Rp 10,133,408,614 Rp 474,770
2000 Rp 47,687,939,505 Rp 14,789,971,614 Rp 355,730
3000 Rp 62,114,232,391 Rp 18,921,714,478 Rp 305,557
4000 Rp 75,357,377,190 Rp 22,630,842,196 Rp 275,651
5000 Rp 87,806,495,797 Rp 26,071,935,340 Rp 255,211
6000 Rp 99,674,471,393 Rp 29,943,603,080 Rp 243,116
7000 Rp 111,112,016,425 Rp 33,914,339,533 Rp 234,531
8000 Rp 122,218,864,073 Rp 38,390,028,997 Rp 229,697
9000 Rp 133,461,022,462 Rp 43,137,996,554 Rp 225,164
10000 Rp 148,390,078,841 Rp 46,920,604,258 Rp 224,013
11000 Rp 163,466,123,614 Rp 50,426,723,845 Rp 220,986
12000 Rp 178,734,098,954 Rp 54,165,925,896 Rp 219,125

The graph shows a result of sensitivity analysis payload with CFR and Profit.

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Figure 10 Sensitivity analysis payload vs profit & cargo freight rate

According to the given graph, when the ship speed is assumed to have a fixed value but
the payload increases gradually will affect to profit & cargo freight rate. When the payload
increases, the cargo freight rate will decrease because it is assumed that when the payload
increases, the CFR will cheaper. However, when the payload increases, the cost build and
the cost operation per year will also increase.

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4 CONCLUSION
The conclusion of this project obtains the main dimensions for cargo ship 5500 DWT are
as follows: L = 70.838 m; B = 17.710 m; T = 7.864 m; H = 11.068 m; CB = 0.694; Service
speed =10 Knots; Power = 992.704 kW; Build Cost = 87,806,495,952 IDR; Operation
Cost/trip = 26,072,863,730 IDR.

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IMO. Intact Stability Code, Intact Stability for All Types of Ships Covered by IMO
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Lewis, Edward V. 1980. Principles of Naval Architecture Second Revision, Volume
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Parsons, Michael G. 2001. Parametric Design, Chapter 11. University of Michigan,
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Panunggal, P. Eko. 2007. Diktat Kuliah Merancang Kapal I. Surabaya : ITS, FTK,
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Santosa, I.G.M. 1999. Diktat Kuliah Perencanaan Kapal. Surabaya : ITS, FTK,
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Schneekluth, H and V. Bertram. 1998. Ship Design Efficiency and Economy, Second
Edition . Oxford, UK : Butterworth Heinemann.

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Taggart, Robert, Ed. 1980. Ship Design and Construction. The Society of Naval
Architects and Marine Engineers.
Watson, D.G.M. 1998. Practical Ship Design, Volume I. Oxford, UK : Elsevier
Science Ltd.
http://www.hiseamarine.com/jis-stcokless-anchor-1240.html
http://www.alibaba.com/product-gs/666712978/Free_Fall_Lifeboat.html

42
 APPENDIX
I. Objective Function
Total biaya= Harga Pembangunan Kapal + Harga Operasi Kapal

Harga Pembangunan Kapal = Harga material + Harga Ongkos produksi

1. Harga Pembangunan Kapal

Harga material baja = berat baja*harga baja per ton
harga produksi per kg baja = Rp 30,000 rupiah
Berat baja kapal = 1150.417248 ton
harga baja = = Rp 34,512,517,453.32 rupiah

harga produksi per ton permesinan = Rp 100,000 rupiah

Berat permesinan = 53.94768873 ton
harga permesinan = Rp 5,394,768,873.16 rupiah

harga produksi per ton outfitting = Rp 80,000 rupiah

Berat outfitting = Rp 504
harga outfitting = Rp 40,285,859,898.64 rupiah

Harga Ongkos Produksi =

Klass dan Pengurusan Dokumen
Sementara = Rp 180,000,000 rupiah
Jasa Galangan (Upah Buruh, Tenaga
Listrik, peralatan, dll) = Rp 3,000,000,000 rupiah
Launching dan Test Trial Rp 290,000,000 rupiah
Material Handling dan Asuransi= Rp 230,000,000 rupiah
Harga Ongkos Produksi = Rp 3,700,000,000 rupiah

Harga Pembangunan Kapal= Rp 83,893,146,225 rupiah

1
2. Harga Operasi Kapal
Harga operasi Kapal per tahun= Consumable + Biaya Maintenance
Biaya Consumable
Jumlah kebutuhan BBM = 88.27 ton
Harga BBM per ton (MFO) = Rp 6,000,000 rupiah
Harga BBM total = Rp 529,633,670 rupiah

Jumlah kebutuan Fresh Water = 25.81 ton

Harga Fresh Water per ton = Rp 1,000,000 rupiah
Harga Fresh Water total = Rp 25,809,117 rupiah

Harga Provision
Berat Provision 1.1678 ton
Estimasi harga per ton Rp 20,000,000 rupiah
Harga Provision total Rp 23,356,667 rupiah

Gaji crew rata-rata = Rp 1,500,000 per crew trip

Jumlah Crew= 14 orang
Total = Rp 21,000,000 rupiah

Biaya Consumable per trip Rp 599,799,453 rupiah

Biaya Consumable per tahun= 29,390,173,192.17 rupiah

Biaya Maintenance Kapal per tahun= 4,898,362,198.69 rupiah

Harga Operasi Kapal per tahun = Rp 34,288,535,391 rupiah

3.Total Biaya Keseluruhan = Rp 118,181,681,616 rupiah

Biaya Pemasukan Kapal Per Tahun

Biaya Pemasukan Kapal = payload x cargo freight rate per trip x total trip per tahun
payload 5000 ton = 4535.925 metric ton
current cargo freight rate $19.16 = IDR 258,631.71
total trip per tahun 49 kali
Biaya pemasukan kapal IDR 57,483,568,125.63

Pemasukan per 5 tahun = IDR 287,417,840,628.14

('+margin 29 - 30%)
Profit 5 tahun = IDR 69,253,203,792.47 > Rp 63,267,744,682.34 oke
< Rp 65,449,391,050.70 no

2
 II. Design Variable
Design Variable (Changing Variable) Constraint
L= 70.8386736 m > 0
B= 17.7096684 m > 0
T= 7.865145413 m > 0
<= 8
H= 11.06854275 m > 0
CB = 0.68 >= 0.5
<= 0.8
CFR = $19.16

Main Dimension Ratio Reff : Parametric Ship Design for General Cargo
L/B = 4.00 >= 4
<= 6
B/H = 1.60 >= 1.6
<= 1.9
B/T = 2.25 >= 2.25
<= 4
T/H = 0.00 >= 0
<= 0

Weight of Ship
LWT
Structural Weight = 1238.702819 ton
Machinery Weight = 47.93224273 ton
Outfiting Weight = 526.9023561 ton
Total LWT = 1813.537418 ton
DWT
Payload (max) = 5000 ton
Fuel = 75.31409534 ton
Lubricating = 0.419771233 ton
Fresh Water = 29.49613333 ton
crews & provision = 4.054666667 ton
Total DWT = 5109.284667 ton

LWT + DWT = 6922.822085 ton

Displacement = 6922.821586 ton

Margin 10%
Displ - (LWT + DWT) = 0 ton <= 346.1411
>= 0

3
 Freeboard ILLC
H-T = 3.203397337 m >= 0.871769
Hbow = 5.603397337 min Hbow >= 3.393714

Volume Ruang Muat 6640.106076 m3

Volume muatan 6640.106242 m3
Margin 5%
Selisih Volume 0 <= 332.0053
>= 0

Stabilitas
BMT = 3.125576985 m
KB = 3.711774347 m
KM = 6.837351332 m

KG = 5.940017156 m KG < KM

Cost Normalisasi
Build Cost = Rp 87,806,497,347 1
Operation Cost = Rp 532,074,039 165.0268402
Cost operation per year = Rp 26,071,627,897.67

Objective Function = Rp 175,612,994,694.63

Total Cost 5 years = Rp 218,164,636,835.67

Owner Requirement
Payload = 5000 ton karung beras
Vs = 10 knot Specific vol: 1.328
= 5.144 km/jam
Jarak = SBY - MKS
= 762 nautical miles
waktu = 7.34 hari
= 176.2 jam 7.341666667
tipe kapal = General cargo
pairlaut 1.025

TRIP PER BULAN 4.086 KALI

TRIP PER TAHUN 49.000 KALI

4
 III. Weight Estimation

LWT
Structural Weight

EHULL = L(B+T)+0.85L(H-T)
= 2004.572

ESS = 0.85∑L1H1
Lforecastle = 0.1*L = 7.083867 m
Hforecastle = 2.4 m
Lpoop = 0.2*L 14.16773 m
Hpoop = 2.4 m
Lbridge = 0m
Hbridge = 0m
= 43.35327

5
 EDH = 0.75∑L1H1
Llantai1 = 0.15*L = 10.6258 m
Llantai2 = 0.15*L = 10.6258 m
Llantai3 = 0.1*L = 7.083867 m
Llantai4 = 0.1*L = 7.083867 m
Llantai5 = m
Llantai6 = m
Llantai7 = m
Llantai8 = m
Hdeckhause = 2.4 m
= 63.75481

E = +43.3532682428447+63.7548062394775
= 2111.68

WS = WS(E) = K E 1.36 (1 + 0.5(CB’ – 0.70))

K= 0.037
CB’ = CB + (1 – CB)((0.8D – T)/3T)
Cb' = 0.714+(1-0.714)*((0.8*8.6-6.8)/3/6.8)
Cb' = 0.715122

WS = 0.037*2111.67971813767^1.36*(1+0.5*(0.715121568627451-0.7))
= 1238.702819 ton

Whull = 1154.043907 ton

Wss = 36.84702688 ton
Wdh = 47.81188609 ton

Machinery Weight
WM = WME + Wrem

WME = Σ 12.0 (MCRi/Nei) 0.84

MCR = 992.64858 Kw
RPM = 750 rpm
= 12*(992.648583949432/750)^0.84
= 15.18581 ton

Wrem = Cm (MCR) 0.70

Cm = 0.69
MCR = 248.16215 kw
Asumsi Daya genset = 25 % daya ME
= 0.69*248.162145987358^0.7
= 32.74643 ton

WM = 15.185812307073+32.7464304255026
= 47.93224273 ton

6
Outfit Weight
Wo = Co LB

Co = 0.42
Wo = 0.42*100*17
= 526.9023561 ton

LWT = 1238.70281948419+47.9322427325755+526.902356119133
= 1813.537418 ton

7
 DWT
Payload = 5000 ton --> 5000 ton

Fuel oil
Main Engine
WFO = Fuel consumtion • range/speed • margin
F Consm = 188.6032 Liter/h
Range/speed = 176.2 hours
Margin = 1.2
= 39878.27 Liter
= 37.65705 ton

Generator
WFO = Fuel consumtion • range/speed • margin
F Consm = 188.6032 RPM
Range/speed = 176.2 hours
Margin = 1.2
= 39878.27 Liter
= 37.65705

Total Fuel Oil = 75.3141 --> 75.3141 ton

Lubricating
Wlo = BHPme . blo . range/speed . 10-6 . ( 1,3 – 1,5 ) ( ton )
blo = 1,2 – 1,6 ----> 1.6
margin = 1.5
= 0.419771 ton --> 0.419771 ton

crews and consumable

Jumlah crew = 16

8
Fresh Water
WFW = 0.17 t/(person • day)
crews = 16 person
days = 8.341667
margin = 1.3
= 29.49613 ton --> 29.49613 ton

weight of the crew

WC&E = 0.17 t/person
= 2.72 ton --> 2.72 ton

The provisions and stores weight

WPR = 0.01 t/(person • day)
= 1.334667 ton --> 1.334667 ton

DWT = 5000+75.3140953435522+0.419771233180536+29.4961333333333+2.72+1.33466666666667
= 5109.284667 ton

9
 IV. Hull Properties
Coefficients Midship (CM)

CM = 0.977 + 0.085 (CB – 0.60) = 0.977 + 0.085 (0.714 – 0.60) = 0.984182

CM = 1.006 – 0.0056 CB – 3.56 = 1.006 – 0.0056*0.714 ^(– 3.56) = 0.984409
3.5 – 1
CM = (1 + (1 – CB) ) = (1 + (1 – 0.714)^(3.5))^( – 1) = 0.982665
Mean = 0.983752

CM = 0.984

Radius of Bilga

= sqrt(2.33*(1-0.987251631684185)*17*6.8)
= 2.29632 m 1.14816

Coefficients Prismatic (CP)

CP = CB/CM
= 0.714/0.987251631684185
= 0.695802

Longitudinal Center of Buoyancy (LCB)

LCB = -13.5 + 19.4 CP = -13.5 + 19.4*0.72321987331838 = -0.00143 %

LCB = -0.00143 % of Lpp from Midship

= -0.00143406022409032%*100
= -0.00102 m from midship = 35.41832 m dari AP

LCB dari FP = 50.00143 %

10
Waterplan Coefficient (CWP)

CWP = 0.180 + 0.860 CP

= 0.18+0.86*0.72321987331838
= 0.77839

Wetted Surface Area (WSA)

WSA = L2T  B . C 0.5

M .0.4530  0.4425C B  0.2862C M  0.003467 B T  0.3696C WP 

 2.38A BT C B
2
ABT = 0m , jika tanpa bow = 0

WSA = 103.1(2*6.8+17)0.987251631684185^(0.5)(0.453+0.4425*0.714
-0.2862*0.987251631684185-0.003467*17/6.8
+0.3696*0.801969091053807)+2.38*0/0.714

2
= 1772.07 m

11
Vertical Center of Buoyancy (KB)

KB/T = (0.90 – 0.36 CM) KB/T = (0.90 – 0.30 CM – 0.10 CB)

= 0.9-0.36*0.987251631684185 = 0.9-0.3*0.987251631684185-0.1*0.714
= 0.545849 = 0.536425
KB = 0.54584916868707*6.8 KB = 0.536424588609442*6.8
= 3.711774 m = 3.647687 m

Location of the Metacenters

BMT = IT/∇
CI = IT/LB3
CI = 0.1216 CWP – 0.0410
= 0.1216*0.801969091053807-0.041
IT/LB3= 0.053652
IT = *100*17^3
= 21110.06
BMT = IT/∇
= 3.125577 m

Initial Centre of Gravity

VCGhull = 0.01D (46.6 + 0.135(0.81 – CB)(L/D)2) + 0.008D(L/B – 6.5), L ≤ 120 m

= 0.01D (46.6 + 0.135(0.81 –CB)(L/D)2), 120 m < L [

VCGhull = 5.115802 m for L <= 120

= 5.337172 m for L >= 120
= 5.115802 m
LCGhull = – 0.15 + LCB
= -0.15102 %
= 35.52631 m

12
 V. Resistance

Perhitungan Tahanan Kapal [ Holtrop]

Lpp = 70.8386736 m 0.714
Lwl = 72.2554471 m 0.987252
B = 17.7096684 m 0.801969
T = 7.86514541 m 0.72322
CB = 0.68449719 0.530466
 = 6889.05173 m3
Cp = 0.69580237
Vs = 10 Knots
= 5.144 m/s
Wsa = 1772.06989 m2
LR/L = 1 – CP + 0.06 .CP. LCB / ( 4 CP – 1 )
= 0.30419739
L/LR = 3.28733914
Cstern = 0
Ro = 1025 kg/m3
LCB = -0.0010159 %
Cm = 0.98375231

Tahanan total :
RT = Rv + Rw

1. Hambatan kekentalan :

RV  1 ρV2CFO1kS
2

Rn = v.Lwl = 5.144*72.2554470714078/0.00000118831
υ
= 312782035

0.075
CFO = = 0.075/((LOG10(312782034.768134)-2)^2)
log Rn  22
= 0.0017777

1+k1 = 0.93  0.4871.c .B L 

1.0681
T L 0.4611 L LR 
0.1216
L V 
3 0.3649
1  C 
p
0.6042

c = 1 + 0.011 cstern = 1

1+k1 = 0.93+0.4871*1*((17.7096683998549/72.2554470714078)^1.0681)*((7.86514541260607/72.2554470714078)^0.4611)
*((3.28733913989243)^0.1216)*(((72.2554470714078^3)/6889.05172506953)^0.3649)
*((1-0.695802368029686)^(-0.6042))

= 1.328789726

13
 koreksi dari tonjolan :

1+k = 1 + k1 + [1+k2 - (1+k1)]*Sapp/Stot

App 1+k2 s (m2)
Rudder single prolpeller 1.4 88.60349
Bossing 2 1.77207
Bilge keels 1.4 88.60349
4.8 178.9791

1.32878972601854+(4.8-1.32878972601854)*178.979059384907/(178.979059384907+1772.06989490007)
1+k =
= 1.64722046

RV = 0.5*1025*(5.144^2)*0.0017777497110165*1.64722045959903*1772.06989490007

= 70371.85217 N

2. Hambatan gelombang :

W =  . g . = 1025*9.8*6889.05172506953

= 69200525 N

3,7861 1,0796 -1,3757

> C1 = 2223105 . C4 (T/B) (90 – iE)

C4 = B/L = 17.7096683998549/72.2554470714078
= 0.245098

2 3 3
iE = 125,67.B/L – 162,25.CP + 234,32.CP + 0,1151.[ LCB + 6,8(Ta – Tf)/T]
= (125.67*17.7096683998549/72.2554470714078)-(162.25*0.695802368029686^2)
+(234.32*0.695802368029686^3)+(0.1151*(-0.00101586924136244)^3)
= 31.184141

C1 = 2223105*0.245098039215686^3.7861*(7.86514541260607/17.7096683998549)^1.0796*(90-31.1841408492833)^(-1.3757)

= 16.59904331

> C2 = 1, karena tanpa bulb

= 1

> C3 = 1 0.8 A T BTC M 

AT = luasan transom pada saat berhenti
= 0 m2

C3 = 1-(0.8*0/(17.7096683998549*7.86514541260607*0.983752309202583))
= 1

1
> m1 = 0.01404 L T  1.7525  3
L  4.7932 B L  C 5
2 3
C5 = 8.0798.CP – 13.8673.CP + 6.9844.CP
= 8.0798*0.695802368029686-13.8673*0.695802368029686^2
+6.9844*0.695802368029686^3
= 1.261026

14
 m1 = 0.01404*72.2554470714078/7.86514541260607-1.7525*6889.05172506953^(1/3)/72.2554470714078-4.7932*17.7096683998549/72.2554470714078
-1.26102612932744

= -2.768349854

> d= -0.9
3.29
> m2 =
C6 0.4e0.034Fn
L3/Vol = 54.7586
C6 = -1.69385 , L3/Vol = < 512
C6 = -1.69385+(L/vol^(1/3)-8)/2.36 = -3.47462 , 512 <= L3/Vol = < 1727
C6 = 0 , L3/Vol = > 1728

C6 = -1.69385

Fn = 0.1780128

m2 = -1.69385*0.4*EXP(-0.034*0.178012817721713^-3.29)
= -3.25818E-05

>  = 1.446C P  0.03 L B

= 1.446*0.695802368029686-0.03*72.2554470714078/17.7096683998549
= 0.883730224

RW/W = 16.599043309485*1*1*EXP(-2.76834985439088*0.178012817721713^-0.9
+-0.000032581849582084*COS(0.883730224170926*SQRT(0.178012817721713)))
= 3.44182E-05

RW = 3.44182487146071E-05*69200524.5783234

= 2381.760866 N

Tahanan total :

RT = 70371.8521710022+2381.76086611802
= 72753.61304 N
= 72.75361304 KN

Perhitungan Power Mesin

Didapat besar nilai hambatan sebagai berikut :
Dan diambil sea margin sebagai berikut : 15 %

R = RT*15%+RT
= 72.7536130371203*15/100+72.7536130371203
= 83.66665499 KN

Effective Horse Power (EHP)

EHP = R * Vs * Sea margine ,dg Sea margine = 15 %

= 83.6666549926883*5.144*(1+15/100)
= 494.9384643 KW

15
Delivered Horse Power (DHP)

DHP = EHP * Efisiensi propeller ,efisiensi propeller = 60 %

= 494.938464274747*(1+(100-60/100)
= 791.9015428 KW

Brake Horse Power (BHP) @NCR (Normal Continues Rating)

BHP @NCR = DHP * margin gesekan poros dll ,margin = 9%

= 791.901542839595*(1+9/100)
= 863.1726817 KW

Brake Horse Power (BHP) @MCR (Maximum Continues Rating)

BHP @MCR = BHP @NCR * service margin ,servis margin = 15 %

= 863.172681695159*(1+15/100)
= 992.6485839 KW

16
 VI. Stability
Initial Centre of Gravity - LWT

Hull 1238.703

VCGhull = 0.01D (46.6 + 0.135(0.81 – CB)(L/D)2) + 0.008D(L/B – 6.5), L ≤ 120 m

VCGhull = 5.115802 m dari base line for L <= 120

LCGhull = – 0.15 + LCB

= 0.380466 % dari AP
= 38.04655 m dari AP

Super Structure 36.84703

VCGss = 12.26854 m dari base line
LCGss = 35.4433 m dari AP

Deck House 47.81189

VCGdh = 13.46854 m dari base line
LCGdh = 14.1992 m dari AP

Machinary

VCGM = hdb + 0.35(D’ – hdb) D' = tinggi kamar mesin = 9 m dari base line
= 47.93224
= 0.783874 m dari base line

LCGM = asusmsi diambil pada bagian belakang mesin yaitu = 9 m dari AP

Out Fitting

VCGo = D , L <= 125 m

= 526.9024
= 11.06854 m dari base line

LCGo = (25% Wo at LCGM, 37.5% at LCGdh, and 37.5% at amidships)

Wo = 714 ton
25% Wo = 178.5 ton at 9 m dari AP
37.5% Wo = 267.75 ton at 14.1992 m dari AP
37.5% Wo = 267.75 ton at 50 m dari AP

LCGo = SUMPRODUCT(D43:D45;G43:G45)/SUM(D43:D45)
= 26.3247 m dari AP

17
Initial Centre of Gravity - DWT

Pay Load

Cargo Hold 1
Weight = 5000 ton
Vol = 6640.106 m3
LCGch1 = 72.458 m dari AP
VCGch1 = 5.640844 m dari base line

Fuel Oil

Fuel Oil Tank

Weight = 75.3141 ton
Vol = 66.345 m3
LCGch1 = 24.133 m dari AP
VCGch1 = 0.6 m dari base line

Fresh Water

Fresh Water Tank 16.311 32.622

Weight = 29.49613 ton
Vol = 32.622 m3
LCGch1 = 6.618 m dari AP
VCGch1 = 0.6 m dari base line

Lubrication

Lube Oil Tank

Weight = 0.419771 ton
Vol = 0.72 m3
LCGch1 = 15.3 m dari AP
VCGch1 = 0.6 m dari base line

weight of the crew

Weight = 2.72 ton

LCGch1 = 14.1992 m dari AP diambil sama dengan titik berat deckhouse
VCGch1 = 13.46854 m dari base line

The provisions and stores weight

Weight = 1.334667 ton

LCGch1 = 14.1992 m dari AP diambil sama dengan titik berat deckhouse
VCGch1 = 13.46854 m dari base line

18
 VII. Cargo Space Volume

Pengecekan volume ruang muat dan pembagian kompartemen

Tinggi Double Bottom
h = 350+45*B
= 350+45*17
= 1146.935 ----> 1200 mm 1.2

Jarak sekat tubrukan

min = 0.05*Lc Asumsi Lc =Lpp
= 0.05*100
= 3.541934 m atau = 10 m

max = 0.08*Lc
= 0.08*100 atau = 0.05*Lc + 3 m
= 5.667094 m = 6.54193368

diambil -------> = 3.541934 m

Sekat depan kamar mesin

min 20 % LPP = 0.17*100
= 14.16773 m

diambil -------> = 14.16773 m

Panjang ruang muat

Lruangmuat = lpp-jarak sekat kamar mesin-jarak sekat tubrukan

= 100-3.54193367997097-14.1677347198839
= 53.1290052 m

Bruangmuat = B
= 17.7096684 m

Hruangmuat = H-hdb
= 8.6-1.2
= 9.86854275 m

CB’ = CB + (1 – CB)((0.8D – T)/3T)

Cb' = 0.714+(1-0.714)*((0.8*8.6-6.8)/3/6.8)
Cb'' = 0.715122 Cb" (untuk ruang muat aja)

Vol ruang muat = Lruangmuat*Bruangmuat*Hruangmuat*Cb'

= 53.1290051995646*17.7096683998549*9.86854274990928*0.715121568627451
3
= 6640.10608 m

19
Payload

Specific vol Jumlah muatan

Jenis muatan 3
m /ton (ton) (m3)
Beras 1.328 5000 6640.106242
total 1.32802125 5000 6640.106242

Selisih Ruang Muat

Selisih ruang muat = (Vol ruang muat - vol muatan )/vol ruang muat*100%
= (6640.10607564917-6640.10624169987)/6640.10607564917*100%
= -2.501E-06 %

selisih diharuskan antara 1 -- 5 % TIDAK OKE

20
 VIII. Freeboard
Freeboard Calculation

H = 11.06854275 m
d = 0.85*H
= 9.408261337 m
LWL0.85D = 70.8386736 m
L1 (1) = 96%*LWL0.85D
= 68.00512666 m
L1 (2) = LPP
= 70.8386736 m
L1 = 70.8386736 m ; L1 diambil yang terbesar
B = 17.7096684 m
CB = 0.684497186
ℓ FC = 7.08386736 m ; panjang forecastle
ℓ PO = 14.16773472 m ; panjang poop
E(effective SS) = 21.25160208 m

Tipe Kapal
International Convention on Load Line 1996
as modified 1998 and 2003 - Regulation 27 Type of Ship
Tipe = B

Lambung Timbul Standar (Fb)

International Convention on Load Line 1996
as modified 1998 and 2003 - Table 28.2
L1 (m) = Fb (mm)
70.8386736 = 52 mm

Koreksi
1. L ; 24 < L PP < 100 (reg. 29)

Fb2 = 7.5*(100-L)*(0.35-E/L)
= 7.5*(100-70.8386735994194)*(0.35-21.2516020798258/70.8386735994194)
= 10.935497 mm

2. CB ; C B > 0.68 (reg. 30)

Fb2 = Fb*((Cb+0.68)/1.36)
= 52*((0.714+0.68)/1.36)
= 52.171951 mm

3. Depth (D) (reg. 31)

L/15 = 4.7225782
R = 147.58057
untuk L < 120m ; R = L/0.48
untuk L > 120m ; R = 250
jika, D < L/15 ; tidak ada koreksi
jika, D > L/15 ; Fb 3 = Fb 2 + (R(H-(L/15)))
Fb3 = 988.71301 mm

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Koreksi Bangunan Atas (reg.33,34&35)
1. Forecastle
L1 (m) ⇨ hst (m)
75 ⇨ 1.8
125 ⇨ 2.3
interpolasi
70.8386736 ⇨ 1.7583867 m

tFC = 2.4 m
karena tFC > hst maka
EFC = SFC
= 7.0838674 m
= 0.1 ∙ L

2. Poop
L1 (m) ⇨ hst (m)
75 ⇨ 1.8
125 ⇨ 2.3
interpolasi
70.8386736 ⇨ 1.7583867 m

tPO = 2.4 m
karena tPO > hst maka
EPO = SPO
= 14.167735 m
= 0.2 ∙ L

Total Panjang Efektif

E = EFC + EPO
= 21.251602 m
= 0.300 ∙ L

Pengurangan Akibat Bangunan Atas (reg. 37)

E ⇨ % pengurang L1 (m) ⇨ hst (m)
0.3 ⇨ 15 85 ⇨ 860
0.4 ⇨ 23.5 122 ⇨ 1070
interpolasi interpolasi
0.300 ⇨ 15 % 70.838674 ⇨ 779.6249 mm

Pengurangan
= 15%*779.624904212921 ; regulation 37 table 37.1
= 116.9437356 mm

Lambung Timbul
Fb4 = Fb3 - Pengurangan
= 988.713010811019-116.943735631938
= 871.76928 mm
= 0.8717693 m

H-T = 3.2033973 m >= 0.872 m OKE

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Ketinggian Bow Minimum (B WM)
CB min = 0.69
CB = 0.6845
BWM = 56*L1*(1-L1/500)*(1.36/(Cb+0.68))
= 56*100*(1-100/500)*(1.36/(0.714+0.68))
= 3393.7144 mm
= 3.394 m

H bow = H+hfc-ta
= 5.603397337 m >= 3.394 m OKE

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