01 - 04211640000022 - Re

Name Enggar Dywari S
DESIGN III
NRP 04211640000022
Ship Container Carrier
General Arrangement, Fire & Safety
Plant Doc. No 01 - 04211640000022 - RE
Document No. 01 - 04211640000022 - RE
Ship Resistance Calculation & Engine

Selection
Enggar Dywari Suminta
04211640000022
Report by : Approved by :
Rev Date
Name Sign Name Sign
Enggar Dywari Suminta R.O Saut Gurning, ST, M.Sc, Ph.D
DESIGN III
General Arrangement, Fire and Safety Plan
Dywari S
40000022
er Carrier
211640000022 - RE
2 - RE
ngine
y:
Sign
DESIGN III
DESIGN III Name Enggar Dywari S
General Arrangement, Fire & Safety Plan NRP 04211640000022
Ship Resistance Calculation & Engine Ship Container Carrier

Selection 01 - 04211640000022 -
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LIST OF CONTENT
I. INTRODUCTION 3
II. OBJECTIVES 3
III. DESCRIPTION 3
III.1. Ship Resistance 3
III.2. Engine Selection 5
IV. PARAMETER DESIGN 6
V. LIST OF ABBREVIATIONS 7
VI. CALCULATION 8
VII. SUMMARY 8
VIII. REFERENCES 9
DESIGN III

Ship Resistance Calculation & Engine Selection
Doc. No 01 - 04211640000022 - RE
I. INTRODUCTION
Ship resistance is a force that inhibits the movement of a ship without a propulsion
system. The total ship resistance is the sum of the frictional resistance (CF), the residual
resistance (CR) and the additional resistance (CA). Frictional resistance (Rf) is the drag
force on the vessel caused by the friction between the body of a ship below the water
line with fluid. In addition to these three components there are air resistance and
steering resistance. However, since both numbers have small results so generally the
calculations have been included in the calculation of the additional resistance. The
method of calculating the resistance used in this assignment is the Harvald method. In
the calculation to find the ship resistance used the data of the main size of the ship, the
formula of calculations, tables, and diagrams.
By calculating the total ship's total resistance, it will obtain the necessary power to
drive the vessel. This ship's power is required for the selection of main engines to match
the speed of the vessel to produce a thrust force against the resistance of the ship. To
find the engine power required by the ship, there are several components that need to
be calculated first ie EHP, DHP, THP, BHP scr, and BHP mcr. The power to be used as a
reference when looking for a machine is BHPmcr. After the required power is known
from the calculation then we can determine the engine.
II. OBJECTIVES
The purpose of the calculation of ship resistance and power is as follows :
1 To determine the ship resistance using Guldhammer – Harvald method.
2 To determine power need of main engine.
3 To determine the main engine and gearbox needed.
III. DESCRIPTION
III.1. Ship Resistance
Ship resistance is a force that inhibits the movement of a ship without a

propulsion system. In its development there are many methods that can be used to
calculate or estimate resistance of a ship, such as the Guldhammer-Harvald and
Holtrop methods. In this calculation method used Guldhammer-Harvald to calculate
or estimate the resistance of this ship.
DESIGN III
Page 4
Ship resistance is a force that inhibits the movement of a ship without a
propulsion system. In its development there are many methods that can be used to
calculate or Ship
estimate resistance of &a Engine
ship, Selection Ship Container Carrier
such as the Guldhammer-Harvald and
Resistance Calculation
Doc. No 01 - 04211640000022
Holtrop methods. In this calculation method used Guldhammer-Harvald to calculate - RE
or estimate the resistance of this ship.

The ship's resistance consists of several resistance, that are :
> Frictional Resistance
Frictional resistance is a resistance caused by water friction with the body of

the ship. In terms of calculating the frictional resistance there are several
methods that can be used, namely :
o W. Froude
o R. E Froude
o A.T.T.C. 1997
o I.T.T.C. 1957
> Residual Resistance
The residual resistance is a resistance resulting from the combined

resistance of the ship's body. There are several stages of correction for the
resistance coefficient because Lcb, B/T, or body of ship below water level have
different characteristics.
1
The first step is to look for Cr1 through the Guldhammer graph by using the
L / V ratio where L is the length of the vessel (m) and V is the vessel's
displacement volume (m3).
2 The second stage is the correction B/T, because the guldhammer diagram is
made by using the ship's ratio B/T.
3
The third stage is by LCB ship correction. Since the location of LCB vessels is
considered to be the location that gives the smallest resistance then the
other location in principle will provide great resistance.
> Air Resistance
Air resistance is a resistance experienced by the vessel parts of both the

main and the superstructure above the surface of the water due to the
movement of the ship through the air. Air resistance is influenced by several
factors, namely the speed of the ship, the air velocity, the direction of wind, and
the surface area of the ship that is in direct contact with the air.
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> Rudder Resistance
Rudder resistance is resistance caused by the movement of the ship to

maintain the straightness of the track. The coefficient for the steering resistance
is 0.04 x 103.
III.2. Engine Selection

The main engine is the prime mover on the ship. On the main engine is classified
into 3 groups of engine rotation:
o Low speed engine. Engine speed ranges from 55 to 250 rpm.
o Medium speed engine. Engine rotation ranges from 250 to 750 rpm.
o High speed engine. Engine speed more than 750 rpm.
Reduction gear is a gear that is used to reduce the rotation of the main engine so
that the spin on the propeller is not too fast.
The power generated by the main engine is not necessarily immediately

absorbed entirely by the motion of the vessel herein referred to as the propeller. So
there are some power terms that must be understood to do the power estimation
required by the main engine:
Figure 1. Ship Engine Power Illustration
> Effective Horse Power (EHP)
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EHP is the amount of power required to overcome the drag force of the
ship's body so that the ship can move from one place to another with a service
speed of Vs.
> Delivered Horse Power (EHP)

DHP is the power delivered by the shaft to the propeller to rotate the
propeller so as to generate thrust.
> Thrust Horse Power (EHP)
THP is the amount of power generated by the work of the ship's propellers
in this case the propeller to push the ship's body. Thrust is a function of the
thrust force and fluid flow rate that occurs when the ship's motion is working.
> Shaft Horse Power (EHP)

SHP is a measured power up to the front area of the stern tube bearings of
the ship propulsion system.
> Brake Horse Power (EHP)
BHP in question is the brake power or the power received by the

transmission shaft ship propulsion system. BHP is divided into two: BHPmcr and
BHPscr in which BHPmcr is BHP when the main engine operates in maximum
state. While BHPscr is BHP when the main engine operates in service state,
which is generally 80-85% BHPmcr.
IV. PARAMETER DESIGN

No Key Equipment References Parameter Design Equation
Principles of The higher Froude

Naval number (Fn) the ship is v
Froude
1 Architecture by said to be faster and,
Number gLwl
Edward V. the ship is said to slow
Lewis - page 57 if it has a small Froud
Number.
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LCB is determined as
the distance between
Tahanan dan LCB point with a cross-
Ʃ_2/Ʃ_1 𝑥
Propulsi Kapal section of the middle of
2 LCB ℎ
by Harvald - the ship, where LCB is
page 121 greatly influences the
resistance, especially for
high-speed vessels.
No Key Equipment References Parameter Design Equation
In case of the board

Tahanan dan
Residual member correction is
Propulsi Kapal
3 Resistance the propeller boss -
by Harvald -
Correction correction, so Cr was
page 130
increased by 3-5%
For the average

conditions of service
speed should be given
additional leeway in
Tahanan dan effective power caused
4 Sea Margin Propulsi Kapal by ocean winds, -
by Harvald erosion, and fouling on
the hull. Additional
leeway is highly
dependent on the
cruise line.
the power needed to

be able to ship to
Principles of operate with service
Naval speed (Vs) was quite
BHPmcr and BHPscr = 85%
5 Architecture by overcome by 80-85% of
BHPscr BHPmcr
Edward V. motor power (engine
Lewis rated power) in the
range of 100% of motor
rotation.
DESIGN III
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the power needed to
be able to ship to
Principles of operate with service
NavalDESIGN III (Vs) was quiteName Enggar Dywari S
speed
BHPmcr and BHPscr = 85%
5 Architecture
General by overcome
Arrangement, by Plan
Fire & Safety 80-85%NRP
of 04211640000022
BHPscr BHPmcr
Edward V. motor power (engineShip Container Carrier
Ship Resistance
LewisCalculation & Engine
rated power)Selection
in the Doc. No 01 - 04211640000022 - RE
range of 100% of motor
rotation.
V. LIST OF ABBREVIATIONS
Ldisp = Length of Displacement
Am = Midship Area
S = Wetted Surface Area
Fn = Froude Number
Rn = Reynold Number
Cf = Ship Resistance Coefficient
Cr = Residual Resistance Coefficient
Ca = Additional Resistance Coefficient
Caa = Air Resistance Coefficient
Cas = Rudder Resistance Coefficient
Ct = Total Resistance Coefficient
Rt = Total Resistance
EHP = Effective Horse Power
DHP = Delivered Horse Power
THP = Thrust Horse Power
SHP = Shaft Horse Power
BHP = Brake Horse Power
SFOC = Specific Fuel Oil Consumption
SLOC = Specific Lubricating Oil Consumption
VI. CALCULATION
See attachment Doc. No. 01 - 04211540000035 - RE
VII. SUMMARY
No Item Result Unit
1 L disp (Length of Displacement) 142.88 m
2 Speed Length Ratio 0.854 -
3 Am (Midship Area) 194.520 m²
4 S (Wetted Surface Area) 4332.410 m²
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5 Fn (Froude Number) 0.252 -

6 Rn (Reynold Number) 15.330 -
7 Cf (Ship Resistance Coefficient) 0.000888 -
8 Cr (Residual Resistance Coefficient) 0.0013181 -
9 Ca (Additional Resistance Coefficient) 0.00137082 -
10 Caa (Air Resistance Coefficient) 0.00022004 -
11 Cas (Rudder Resistance Coefficient) 0.00007 -
12 Ct (Total Resistance Coefficient) 0.00004 -
13 Rt (Total Resistance) 496.112 kN
14 Rt Margin (Total Resistance with sea margin) 570.529 kN
15 EHP (Effective Horse Power) 5425.157 kW
16 DHP (Delivered Horse Power) 8490.10 kW
No Item Result Unit

17 THP (Thrust Horse Power) 4859.73 kW
18 SHP (Shaft Horse Power) 8663.37 kW
19 BHPscr (Brake Horse Power at Service State) 8840.17 kW
20 BHPmcr (Brake Horse Power at Maximum State) 10400.20 kW
21 Selected Engine Power 10800 kW
VIII.REFERENCES
1 Harvald, Guldhamer. 1965. "Ship Resistance and Propulsion".
2 Edwar V. Lewis.1988. Principles of Naval Architecture.
3 Lammern, Van. 1962. Resistance, Propulsion and Steering of Ship.
4 MAN B&W Diesel Engine. 2014. Man B&W S42MC Project Guide. Corporation :
Denmark
DESIGN III
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ar Dywari S
1640000022
ainer Carrier
04211640000022 - RE
thout a propulsion
e (CF), the residual
ce (Rf) is the drag
p below the water
air resistance and
s so generally the
nal resistance. The
Harvald method. In
ize of the ship, the
necessary power to
n engines to match
nce of the ship. To
nents that need to
er to be used as a
d power is known
a ship without a
hat can be used to
mmer-Harvald and
Harvald to calculate
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ar Dywari S
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ainer Carrier
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n with the body of

there are several
om the combined
correction for the
w water level have
graph by using the

d V is the vessel's
hammer diagram is
on of LCB vessels is
esistance then the
parts of both the

water due to the
uenced by several
ection of wind, and
r.
DESIGN III
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ar Dywari S
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ainer Carrier
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ent of the ship to

steering resistance
engine is classified
he main engine so
sarily immediately
as the propeller. So
power estimation
DESIGN III
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ar Dywari S
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ainer Carrier
04211640000022 - RE
drag force of the

other with a service
eller to rotate the
he ship's propellers
a function of the
otion is working.
n tube bearings of
r received by the
o two: BHPmcr and
rates in maximum
es in service state,
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ar Dywari S
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ainer Carrier
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uide. Corporation :
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ATTACHMENT
Doc 01 - 04211640000022 - RE
DESIGN III
ar Dywari S
1540000035
ainer Carrier
04211640000022 - RE
DESIGN III

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1. Ship's Data
Ship's Type = Container Carrier

Length Between Perpendicular (Lpp) = 135 m
Length of Waterline (Lwl) = 139 m
Breadth (B) = 22.6 m
Depth (H) = 10.8 m
Draught (T) = 8.12 m
Service Speed (Vs) = 16.2 knot
Block Coefficient (Cb) = 0.6589
Midship Coefficient (Cm) = 0.9796
Prismatic Coefficient (Cp) = 0.6784
Displacement Volume (V disp) = 16568.52 m³
Displacement (∆) = 16982.73 ton
Ship Resistance (Rt) = 519397 N
CbWL = 0.6495
Route = Surabaya (Terminal Teluk Lamong) -
Melbourne (Port of Melbourne)
Distance = 4260 nm (ports.com)
Endurance = 240 hour = 10 days
2. Calculation of Ship Resistance
Ship Resistance Calculation of Widharba Elfir in this report is using Guldhammer &
Harvald Method
2.1. Preliminary Calculation
2.1.1. Calculation of Ldisplacement

L disp = 1/2 x (Lpp + Lwl)
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= 1/2 x (135 + 139)

= 137.00 m
= 449.47 feet
2.1.2. Calculation of Speed Length Ratio

Speed Length Ratio = Vs / √Ldisp
= 16.2/(449.47)^0.5
= 0.7641
2.1.3. Calculation of Midship Area (Am)

Am = Cm x B x T
= 0.979 x 22.6 x 8.12
= 179.768 m²
2.1.4. Calculation of Wet Surface Area (S)

S = 1.025 x Lwl((Cb x B)+(1.7 x T))
= 1.025 x 139 ((0.6859 x 22.6) + (1.7 x 8.12))
= 4088.340 m²
2.2. Calculation of Froude Number (Fn)
Fn =
v (Edward V. Lewis. Principles of Naval Architecture. page 57)
gLwl
Froude Number (Fn) associated with the ship's speed. The higher Froude number (Fn)
the ship is said to be faster and, the ship is said to slow if it has a small Froud
Number. This is calculation of Fn based on speed variation
Vs (Knot) Vs (m/s) Fn with g = 9.81 m/s²

17.2 8.84768 0.23960038 (standard gravity acceleration)
16.2 8.33328 0.22567013
15.2 7.81888 0.21173987
14.2 7.30448 0.19780962
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13.2 6.7848 0.18373638

12.2 6.2708 0.16981695
2.3. Calculation of Reynold Number (Rn)
(�×𝐿𝑤𝑙)/
Rn = � Vs (Knot) Vs (m/s) Rn Rn x 10-8
19.5 10.0308 1566608090 15.6660809
18.5 9.5164 1486269213 14.8626921
17.5 9.002 1405930337 14.0593034
16.5 8.4876 1325591461 13.2559146
15.5 7.9732 1245252584 12.4525258
with
� = 0.00000089 m²/s
(kinematic viscosity of sea
water at temperature
between 27.7oC)
2.4. Calculation of Ship Resistance Coefficient (Cf)
0,075/(log 〖��
Cf = (Harvald, Tahanan dan Propulsi Kapal, page 118)
− 2 〗 )^2
Vs (Knot) Rn Cf
19.5 1566608090 0.00088362
18.5 1486269213 0.00088802
17.5 1405930337 0.0008927
16.5 1325591461 0.0008977
15.5 1245252584 0.00090306
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2.5. Calculation of Residual Resistance Coefficient (Cr)

𝑙𝑤𝑙/
> Value of 𝛻^(1 = 5.5
/3)
> Value of Cp = 0.6784
> Value of Cr can be determined fro Guldhammer-Harvald Diagram on Tahanan
dan Propulsi Kapal book by Harvald page 120-128
( 〖 10 〗 ^3 𝐶𝑟− 〖 10 〗 ^3
〖𝐶𝑟〗 _4.5)/( 〖 10 〗 ^3 〖𝐶𝑟〗 _5.0−
〖 10 〗 ^3 〖𝐶𝑟〗 _4.5 )=(4.71−4.5)/
(5.0−4.5)
〖 10 〗 ^3 𝐶𝑟= 〖 10 〗 ^3 〖𝐶𝑟〗 _4.5+ (4.71−4.5)/
(5.0−4.5) ( 〖 10 〗 ^3 〖𝐶𝑟〗 _5.0− 〖 10 〗 ^3 〖𝐶𝑟〗 _4.5 )
Use diagram 5.5 and 6.0, then it use interpolation
Vs Vs 10³Cr 10³Cr
Fn 10³Cr Cr
(knot) (m/s) Diagram 4.5 Diagram 5.0
19.5 10.031 0.27163997 1.30144 1.14228 1.23777616 0.0012378
18.5 9.5164 0.25770971 1.11698 0.96906 1.05781203 0.0010578
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17.5 9.002 0.24377946 0.96836 0.83802 0.9162238 0.0009162

16.5 8.4876 0.2298492 0.85737 0.72477 0.80432944 0.0008043
15.5 7.9732 0.21591895 0.74274 0.63493 0.69961932 0.0006996
Because the chart is based on the ratio of B/T = 2.5, then for vessels that have a ratio
larger or smaller than the value need to be corrected.
> B/T correction
B/T = 2.7833
Correction
Cr2 = 0.16 x (B/T - 2.5)
= 0.0453 (Harvald, Tahanan dan Propulsi Kapal, page 119)
Calculation of LCB Correction
LCB is an embedded point location of a vessel which is determined as the

distance between LCB point with a cross-section of the middle of the ship, where LCB
is greatly influences the resistance, especially for high-speed vessels.
LCB on Design I (Lines Plan)

Ʃ_2/Ʃ_1 𝑥
LCB = where, Ʃ1 = 7492.886
ℎ
Ʃ2 = -751.6326
LCB = -0.6871 m h = Ldisp / 20
= 6.85 m
LCB / Lpp ( e )
e = LCB / Lpp
e = -0.51%
Determining LCB Standard using graph of LCB standard in Tahanan dan Propulsi
Kapal handbook page 130, picture 5.5.15
LCBstd = -1.6280%
LCB Correction
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∆LCB = LCB - LCBstd

= 1.1189%
Calculation of Cr3
(d103Cr/dLCB) = 0.18730 (where the factor (d103Cr / dLCB) obtained from the
diagram 5.5.16 (HARVALD))
Cr3 = (d103Cr/dLCB) / ∆LCB

= 0.00209572
Total Residual Resistance Coefficient (Cr)

Cr Total = (Cr1 + Cr2 + Cr3) x 10-3
= 0.0013180978
Board Member of Ship Correction

In this case is the propeller boss correction, so Cr was increased by 3-5% (HARVALD
page 132) in this regard was taken 4%
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Vs (Knot) Vs (m/s) Cr Cr Correction

19.5 10.0308 0.001724 0.00179288
18.5 9.5164 0.001318 0.00137082
17.5 9.002 0.001060 0.00110277
16.5 8.4876 0.000880 0.00091495
15.5 7.9732 0.000772 0.00080245
2.6. Calculation of Additional Resistance Coefficient (Ca)

Correction for the effect of roughness on sea trial condition, calculate by using the
ship's length (L) as a way of determination:
Use interpolation to get the value of Ca

L 10³Ca
100 0.4 10³Ca = (((144.99-100)*(0.2-0.4))/(150-100))+0.4
144.99 Ca 10³Ca = 0.220040
150 0.2 Ca = 0.00022004
2.7. Air Resistance and Rudder Resistance Coefficient
Air resistance is the resistance experienced by a part of the main part of the ship
that is above the water surface and the top of the building (superstructure) due to
movement of the ship which is also down the air.
Caa = 0.00007 (Tahanan dan Propulsi Kapal by
Cas = 0.00004 Harvald page 132)
2.8. Calculation of Total Resistance
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Total Resistance Coefficient (Ct), can be determined by adding up all the

coefficients of ship resistance:
> Water Resistance
Water resistance is the resistance of the ship caused by water
consist of Cf, Cr, Ca, Cas
Ct = Cf + Cr + Ca + Cas
> Air Resistance
Air resistance is the resistance of the ship caused by air
consist of Caa
> Total Resistance

Rt = Ct x 0.5 x ρ of sea water x Vs2 x S
where, ρ of sea water = 1025 kg/m³
Air Resistance
Vs Vs
Cf Cr Ca Cas Ct Air Rt Air
(knot) (m/s)
19.5 10.031 0.0009 0.0018 0.00022004 0.00004 0.002873 639.635
18.5 9.5164 0.0009 0.0014 0.00022004 0.00004 0.002471 495.121
17.5 9.002 0.0009 0.0011 0.00022004 0.00004 0.002218 397.578
16.5 8.4876 0.0009 0.0009 0.00022004 0.00004 0.002042 325.396
15.5 7.9732 0.0009 0.0008 0.00022004 0.00004 0.001940 272.658
Air Resistance
where, ρ of air = 1.174 kg/m³ (at temperature of 27oC)
Raa=0,5 x p x Caa x S x v^2
Vs Vs
Caa Rt air
(knot) (m/s)
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19.5 10.031 0.00007 1.1011066

18.5 9.5164 0.00007 0.9910684
17.5 9.002 0.00007 0.8868216
16.5 8.4876 0.00007 0.7883663
15.5 7.9732 0.00007 0.6957025
Total Resistance
Vs Vs
Rt (kN)
(knot) (m/s)
19.5 10.031 640.736
18.5 9.5164 496.112
17.5 9.002 398.465
16.5 8.4876 326.184
15.5 7.9732 273.354
For the average conditions of service speed should be given additional leeway in
effective power caused by ocean winds, erosion, and fouling on the hull.
Additional leeway is highly dependent on the cruise line. Allowance average for
cruise services (sea margin or sea service) for effective power is proposed as
follows :
Route Margin
North Atlantic - West 20 - 30 %
Pacific Sea Route 15 - 30 %
East Asia Sea Route 15 - 20 %
South Atlantic and Australia 12 - 18 %
North Atlantic - East 15 - 20 %
These selected sea route is Surabaya - Batam, that routes include in Pacific Sea
Route area, then obtained additional resistance by 15-30%, and assumed to be
15%. So the ship total resistance is now have a value at :
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Total Resistance with Sea Margin

Vs Vs
Rt (kN) Rt margin
(knot) (m/s)
19.5 10.031 640.736 736.846
18.5 9.509 496.112 570.529
17.5 9.002 398.465 458.235
16.5 8.4876 326.184 375.112
15.5 7.9732 273.354 314.357
3. Calculation of Engine Power
3.1. Effective Horse Power (EHP)
The power required to drive the boat in the water or to pull the boat with a speed
v. Calculation of the Effective Horse Power (EHP) according to "Tahanan dan Propulsi
Kapal" book by Harvald, page 135 as follows:
EHP = Rt x Vs
= 570.52 x 9.509 where,
= 5425.157 kW Rt = 570.53 kN
= 7275.255 HP Vs = 9.509 m/s
1kW = 1.341022 HP
1HP = 0.7457 kW
3.2. Delivered Horse Power (DHP)
Power absorbed by the propeller from shafting system or power delivered by the
shafting system to the propeller to be converted into thrust.
DHP = EHP / PC where,

PC = ηH x ηrr x ηo
PC = ηH x ηrr x ηo ηH = Hull Efficiency
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ηrr = Relative Rotative Efficiency

ηo = Propulsive Efficiency
> Hull Efficiency (ηH)
ηH = where w = Wave Friction

t = Thrust Deducation Factor
• Wave Friction
Wake friction is the ratio between the speed of ship with the speed of
water leading to the propeller. Using the formula given by Taylor, then
obtained:
w = 0.5Cb - 0.05 (Resistance,Propulsion and Steering of Ships, Van
= 0.279 Lammeren, page 178)
• Thrust Deducation Factor

Value of t can be known from the value of w, with function :
t = kxw Value of k between 0.7 ~ 0.9
= 0.1956 k = 0.70
So, Value of Hull Efficiency is :

ηH = (1-0.18)/(1-0.264)
ηH = 1.1163
> Relative Rotative Efficiency (ηrr)
ηrr value for vessels with single screw propeller-typeranges from 1.0-1.1.
(Principal of Naval Architecture page 152) to the planning of the propeller and
stern tube is taken :
ηrr = 1.06
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> Propulsive Efficiency (ηo)

ηo is open water efficiency, which is the propeller efficiency at the time of
open water test. Its value is between 40-70%, and was taken:
ηo = 54% (first assumption)
> PC = ηH x ηrr x ηo
PC = 1.12 x 1.06 x 0.54
PC = 0.639
So, the value of DHP is :

DHP = EHP / PC
= 7275 / 0.634
= 11385.41 HP
= 8490.10 kW
3.3. Thrust Horse Power (THP)
THP or thrust is the amount of power generated by the action of propulsor to

push the boat. The equation is :
THP = EHP / ηH
= 7275 / 1.12
= 6517.01 HP
= 4859.73 kW
3.4. Shaft Horse Power (SHP)
For a ship with engine room located at the back (aft), will experience losses of 2%,
while for ship with engine room located at the midship area suffered losses of 3%.
DESIGN (Principal
III of Naval Architecture page 131). In this plan, the engine room is located on
the back (aft), Fire
General Arrangement, so the losses
and that
Safety occurred only 2%
Plan

Doc. No 01 - 04211540000035 - RE
For a ship with engine room located at the back (aft), will experience losses of 2%,
while for ship with engine room located at the midship area suffered losses of 3%.
(Principal of Naval Architecture page 131). In this plan, the engine room is located on
the back (aft), so the losses that occurred only 2%
SHP = DHP / ηsηb

= DHP / 98%
= 11617.77 HP
= 8663.37 kW
3.5. Brake Horse Power (BHP)
Brake Horse Power (BHP) in question is the brake power or the power received by
the transmission shaft ship propulsion system.
BHPscr is the output power of the engine on the condition of continuous service
rating (CSR), the power of motor on condition of 80-85% of its maximum service
rating (MSR). That is, the power needed to be able to ship to operate with service
speed (Vs) was quite overcome by 80-85% of motor power (engine rated power) in
the range of 100% of motor rotation.
> BHPscr
There are influence from the transmission gear wheel system / gearbox (ηG),
losses is 2%, so ηG = 0.98
BHPscr = SHP / ηG
= SHP / 0.98
= 11854.86 HP
= 8840.17 kW
> BHPmcr
The output power at the maximum condition of the main engine, where the value
is 10% or use the engine margin of 15-20%. It takes 85%.
BHPmcr = BHPscr / 85%
= 13946.90 HP
= 10400.20 kW
DESIGN III

Doc. No 01 - 04211540000035 - RE
Once known BHPmcr, then the value of BHPmcr is used as a reference in the selection
of Main Engine. Here are main engine brand that has 10482.53 kW power range
which will then be selected again to conform to the specifications designed vessels.
4. Selection of Main Engine
Main Engine Brands = Man B&W

Type = MAN BW S42MC
Power = 10800 kW
Number of Cylinder = 10 Cylinders
RPM = 177 rpm
Dimention (LxBxH) = 9949 x 3400 x 8950 (mm)
SFOC (at 100% Power) = 177 g/kWh
SLOC (at 100% Power) = 0.5 g/kWh
Weight = 232 ton
DESIGN III

Doc. No 01 - 04211540000035 - RE
DESIGN III
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DESIGN III
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roude number (Fn)

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DESIGN III
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agram on Tahanan
Cr
0.0012378
0.0010578
DESIGN III
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0.0009162
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DESIGN III
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adding up all the
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272.658
DESIGN III
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DESIGN III
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DESIGN III
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nce in the selection

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DESIGN III

01 - 04211640000022 - Re

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Document No. 01 - 04211640000022 - RE

Ship Resistance Calculation & Engine

Enggar Dywari Suminta

General Arrangement, Fire & Safety Plan NRP 04211640000022

Ship Resistance Calculation & Engine Ship Container Carrier

General Arrangement, Fire & Safety Plan NRP 04211640000022

Ship resistance is a force that inhibits the movement of a ship without a

or estimate the resistance of this ship.

> Frictional Resistance

Frictional resistance is a resistance caused by water friction with the body of

> Residual Resistance

The residual resistance is a resistance resulting from the combined

> Air Resistance

Air resistance is a resistance experienced by the vessel parts of both the

General Arrangement, Fire & Safety Plan NRP 04211640000022

> Rudder Resistance

Rudder resistance is resistance caused by the movement of the ship to

III.2. Engine Selection

The power generated by the main engine is not necessarily immediately

Figure 1. Ship Engine Power Illustration

> Effective Horse Power (EHP)

General Arrangement, Fire & Safety Plan NRP 04211640000022

> Delivered Horse Power (EHP)

> Thrust Horse Power (EHP)

> Shaft Horse Power (EHP)

> Brake Horse Power (EHP)

BHP in question is the brake power or the power received by the

IV. PARAMETER DESIGN

Principles of The higher Froude

General Arrangement, Fire & Safety Plan NRP 04211640000022

No Key Equipment References Parameter Design Equation

In case of the board

For the average

the power needed to

General Arrangement, Fire & Safety Plan NRP 04211640000022

5 Fn (Froude Number) 0.252 -

No Item Result Unit

n with the body of

graph by using the

parts of both the

ent of the ship to

drag force of the

eller to rotate the

General Arrangement, Fire & Safety Plan NRP 04211540000035

General Arrangement, Fire & Safety Plan NRP 04211640000022

Ship Container Carrier

Ship's Type = Container Carrier

2. Calculation of Ship Resistance

2.1. Preliminary Calculation

2.1.1. Calculation of Ldisplacement

General Arrangement, Fire & Safety Plan NRP 04211640000022

Ship Container Carrier

= 1/2 x (135 + 139)

2.1.2. Calculation of Speed Length Ratio

2.1.3. Calculation of Midship Area (Am)

2.1.4. Calculation of Wet Surface Area (S)

2.2. Calculation of Froude Number (Fn)

Vs (Knot) Vs (m/s) Fn with g = 9.81 m/s²

General Arrangement, Fire & Safety Plan NRP 04211640000022

Ship Container Carrier

13.2 6.7848 0.18373638