Doc. No.

01 - 42 18 400 084 - RE
ESTIMATION OF SHIP
RESISTANCE & ENGINE Rev. No.
SELECTION Page 1 of 17

,
DESIGN III – GENERAL ARRANGEMENT & SAFETY
PLAN
DEPARTMENT OF MARINE ENGINEERING

ESTIMATION OF SHIP RESISTANCE &

ENGINE SELECTION
Doc.No. 01 – 42 18 400 084 - RE

Rev. Date Remark Prepared by Approved by

Nur Aufaq Rizky Irfan Dr. Emmy Pratiwi, S.T.
Ar Rochim

0 26/4/2021
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RESISTANCE & ENGINE Rev. No.
SELECTION Page 2 of 17

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

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

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

IV. LIST OF ABBREVATIONS

V. CHAPTER DESCRIPTION
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1. Definition of Ship Resistance

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

3. Calculation Power of Main engine

In general, ships that move in water media with a certain speed will experience the
resistance (resistance) that is opposite to the direction of motion of the ship. The amount of
drag force that occurs should be able to be overcome by the thrust force of the ship (thrust)
generated from the work of the ship (propulsor). The power delivered (DHP) to the ship's
vessel is derived from the Shaft Power (SHP), while the shaft power itself is sourced from the
brake power (BHP) which is the output power of the ship's motor.
There are several type of power that are often used in estimation of power
requirements in ship propulsion systems, including Effective horse power (EHP) ,
Tthrust horse power (THP), Delivered horse power (DHP), Shaft horse power (SHP),
Brake horse power (BHP), Indicated horse power (IHP).
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Figure 1. Flowchart of Main Engine Power Distribution

VI. CALCULATION REQUIREMENT

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

No. Key Requirement Reference

1. Name : MT. Diamond of Sea -
2. Type of Ship : Oil Tanker -
3. Sailing Route : Cilacap (IDN) - Designated
Sorong (IDN)
4. Sailing Time : 4 days 19 hours Designated
5. Lpp 141,28 m Linesplan (Design 1)
6. Lwl 145,52 m Linesplan (Design 1)
7. B 22.95 m Linesplan (Design 1)
8. H 12.54 m Linesplan (Design 1)
9. T 8,945 m Linesplan (Design 1)
10. Cb 0,775 NSP
11. Cm 0,989 NSP
12. Cp 0.785 NSP
13. Vs 13 knots Owner Requirement

VII. SUMMARY OF CALCULATION

Total resistance is 375,12 kN when calculated using maxsurf method, and the
engine choosen is MAN 8L35/44DF with 4240 kW power and 750 RPM. Gearbox
choosen is Reintjes LAF 4545.
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VIII. DETAIL OF CALCULATION

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

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

1. Calculation of Froude Number

This Calculation can be done using the following formula :
V Where : F : Froude Number
Fn = V : Ship Speed In Knots
gL g : Gravity acceleration in m/s2
L : Length of Waterlines in meter
For five speed parameters, the result of calculations are :
Vs (knot) Vs (m/s) Fn
14 7,20222 0,191
13 6,68778 0,177
12 6,17333 0,163
11 5,65889 0,150
10 5,14444 0,136
9 4,63000 0,123

2. Calculating Rf (ITTC 1957)

V V S
Rn CF
Knot (m/s) m2
14 7,202222 1118367627 4800,131994 0,00150
13 6,687778 1038484225 4800,131994 0,00151
12 6,173333 958600823 4800,131994 0,00152
11 5,658889 878717421 4800,131994 0,00154
10 5,144444 798834019 4800,131994 0,00156
9 4,630000 718950617 4800,131994 0,00158
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3. Calculate Form Factor (1+K1)

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

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

B. Menghitung Lr
Lr = L(1-CP+0.06*CP*lcb/(4*CP-1))
Lr = 41,144
1 + K1 =
1 + K1 = 1,232198857
Vs Vs Cf 1+K1 Rf(1+K1)
Knot m/s
14 7,202222 0,00150 190880,54
13 6,687778 0,00151 166092,22
12 6,173333 0,00152 142928,66
1,232198857
11 5,658889 0,00154 121404,42
10 5,144444 0,00156 101535,58
9 4,630000 0.00158 83339,993

4. Calculate Rapp

There are two important calculation :

a. Calculating S app
𝐶1 x 𝐶2 x 𝐶3 x 𝐶4 x 1.75 𝑥 𝐿 𝑥 𝑇/100
Where :
C1 = Factor for the ship type : 1 General
C2 = Factor for the rudder type, : 1 General
C3 = Factor for the rudder profile : 1 NACA-profiles,plat rudder
C4 = Factor for the rudder arrangement : 1.5 Rudder outside the propeller jet
So, the value of Sapp is = 34,16977577
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b. Calulating (1+K2)eq

Calculation at service speed :

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

skeg are assumed 1,5)
= 1.5

For six speed variable, the result of calculation is :

(1+K2)eq 1.5 Rudder Behind Stern and bilge keels

Sapp x (1+K2)eq 34,16977577
Vs Vs S app x Cf Rapp
Knot m/s (1+K2)eq
14 7,2022 34,16977577 0,00150 2038,1768
13 6,6877 34,16977577 0,00151 1773,4931
12 6,1733 34,16977577 0,00152 1526,1581
11 5,6588 34,16977577 0,00154 1296,3274
10 5,1444 34,16977577 0,00156 1084,1726
9 4,6300 34,16977577 0,00158 889,88455
14 7,2022 34,16977577 0,00150 2038,1768

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

The wave resistance is determined from :

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

The coefficient C15 is equal to :

< 512
Whereas :

For values of is determined from:

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

C7 0.161812298 With
formula B/L, because result beetween
0.11 and 0.25
iE 37,88465
C1 3,209359365 `
C3 0 Cause the ship is not designed with bulbous bow
C2 1
C5 1 Because ship is not designed with transom
L/B 6.3398 So, Value of λ that use is 1.446*Cp-0.03*L/B
λ 0,945406371
d -0.9
Cp 0.785
Because Cp < 0.80, C16 : 8.07981*Cp-13.8673 *(Cp2) + 6.984388 *(Cp3), so, value of
C16 = 1,175613289
M1 -2,044831598
(L^3)/▼ 135,0636 Because the result are below 512, So, C15 = -1.69385
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Vs Vs Rw
Fn M2
Knot m/s N
14 7,2022 0,1906 -0,0666 80983,245
13 6,6877 0,1770 -0,0429 43843,703
12 6,1733 0,1634 -0,0247 22130,362
11 5,6588 0,1498 -0,0121 9295,908
10 5,1444 0,1362 -0,0047 3237,9412
8 4,1155 0,1225 -0,0013 942,30011
14 7,2022 0,1906 -0,0666 80983,245

6. Calculating Additional Resistance From Bulbous Bow (Rb)

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

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

In this design, value of :

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

Fni : 0
Rb : 0
7. Calculating Additional Resistance From Transom (Rtr)
In a similar way the additional pressure resistance due to the immersed transom can be
determined :

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

has been defined as:

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

Fnt : 0
Rtr : 0
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8. Calculating Model-ship Correlation Resistance (Ra)

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

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

Based on calculation, value of Tf/L = 0.06147, which is more than 0.04, so the value of c4 is
0.04. So, value of CA is = 0.000437, and the calculation result of RA in six speed variable is
:
Vs Vs
RA
Knot m/s
14 7,2022 55809,33494
13 6,6877 48121,31431
12 6,1733 41002,77669
11 5,6588 34453,72208
10 5,1444 28474,15048
9 4,6300 23064,06189
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9. Calculating Total Resistance

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

Vs RAPP Rw RA R total
Vs (m/s)
(knot) N N N kN
14 7,2022 2038,18 80983,24 55809,33 374,033539
13 6,6877 1773,49 43843,70 48121,31 298,397154
12 6,1733 1526,16 22130,36 41002,78 240,775824
11 5,6588 1296,33 9295,91 34453,72 194,640346
10 5,1444 1084,17 3237,94 28474,15 157,908284
9 4,6300 889,88 942,30 23064,06 127,587691
14 7,2022 2038,18 80983,24 55809,33 374,033539
After the resistance are determined by using Holtrop method, the next step is determine the
resistance by using Maxsurf, to verify the Holtrop Method
1. Open Maxsurf Modeler.
2. Choose Ship Pro
3. Find and choose parametric transformation, and Insert all parameters below same as the
ship data that had been determined in design 1.
3. Click ok, so the dimension like L,B,T,H are match wth our ship data.
4. Save this model.
Those steps abve should be done in design 1, for determining resistance, we use Mxsurf
Resistance, and follow the steps below.
1. Open the design model from design 1

2. After the design open, choose frame of reference to check that draft, waterline, after
perpendicular and fore perpendicular point are in correct position.
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3. Click analysis tab, choose method, and check the box of Holtrop. Then, click analysis again,
choose speed, insert the minimum and mximum speed match with the six speed variable,
including the service speed.

4. Then, click Analysis, and calculate free surface to calculate resistance.

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5. And the result will be :

6. Adjust the parameter data inside the table to more accurate result

7. The final result of this calculation can be seen on the table below:
- Resistance Vs Speed Chart

Based on Holtrop method, the resistance of the ship is 312,6 kN, and based on Maxsurf
Calculation, the resistance is 298,4 kN. So, resistance value that used to calculate the engine
power is the greatest value (Maxsurf Calculation), to minimize risk of lacking engine power.
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Next step is determine required engine power.

1. Calculation of Effective Horse Power (EHP)
Effective Horse Power is the power that required to move ship inside the water, or power
to pull ship in particular speed. Calculation of Effective Horse Power according To HARVALD
book, Ship Resistance and Propulsion, 6.2.1 Page 135 : Known :
Rt Service = 375,12 kN
V Service = 13 knot (6.6877 m/s)
1 Horse Power = 0.7355 Kilo Watt
1 Kilo Watt = 1.3596 Horse Power
EHP = Rt Service x Vs
EHP = 2508,7 KiloWatt
EHP = 3410,8 Horse Power

2. Calculation of Delivered Horse Power (DHP)

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

a. Hull Efficiency ( ηH ) ηH = (1-

t)/(1-w)
(1). Calculating Wake Friction (w)
Wake friction is comparison between ship speed and water velocity through propeller.
With using the formula from Taylor :
w = 0.5Cb-0.05 (Propulsion and Steering of Ships, Van Lammeren, hal 178)
w = 0.3376
(2). Calculating Thrust Deduction Factor (t)
Value of t can be determined using value of w woth following formula :
t = k.w Value of k between 0.7 - 0.9, ad value k taken = 0.8
t = 0.27 (Principal of Naval Architecture hal 158)
So, we can determine Hull Effciency :
ηH = (1-t)/(1-w)
= 1.1019

b. Relative Rotataive Efficiency (ηrr)

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

c. Efisiensi Propulsi (ηo)

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

Propulsive coefficient can be calculated by the following formula :
Pc = ηH x ηrr x ηo
Pc = 0.6364
So, power in stern tube can be calculated with comparison of effective power and propulsive
coefficient :
DHP = EHP/Pc
= 3942,217 kW
= 5359,84 HP

3. Calculating Shaft Horse Power (SHP)

For ship with the engine room located at stern, will experiencing 2% of losses sebesar 2%,
while ship with the engine room located at midship will experiencing 3% of losses (“Principal
of Naval Architecture, page 131”). In this ship, the engine room designed to be located at
stern, and the losses is 2%.
SHP = DHP/ηsηb
= 5469,22 HP working at 98% (losses 2%) =
4022,67 kW

4. Calculating Power of Prime Mover Required

In this section, we determine the power needed by prime mover noted by Brake Horse Power,
the power produced and measured at crankshaft. There are two kind of BHP, BHP at service
continuos rating of ship (BHPscr), and BHP at maximum continuos rating, when engine
working at maximum load (BHPmcr).
a. BHPscr
Losses at gearbox transmission system (losses ηG) is assumed 2%, so the value of geabox
efficiency ηG = 0/98
Then, BHPscr :
BHPscr = SHP / Gearbox Eficiency
= 5580,84 HP
= 4104,765 KW
b. BHPmcr
Output Power at Maximum condition of engine working, when in this design, value of BHPscr
designed equal BHPmcr.
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Detail of Engine 8 M 32

Spesifikasi Utama
Merk MAN B&W
Tipe 8L35/44DF
Daya 4240 kW
Lubang Silinder 350 mm
Piston Stroke 440 mm
Jumlah Silinder 8
Berat 53,3 Ton
SFOC 178,5 g/kWh
RPM 750 rpm

Next, is the gearbox. To determine gearbox, we assume the target RPM, or output
propeller RPM close to 150 RPM, and use the value to determine clearance and cavitation
of propeller. After calculation done, the gearbox to use in this design is :
Brand : Reinjets
Type : LAF 4545
Maximum Power : 4640 kW
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Ratio : 4,583
Maximum RPM : 1000 rpm
Weight : 9500 KG
RPM Output : 161,89 rpm
After choosing the propeller with considering clearance and cavitation using burill
diagram, the propeller chosen has the following data :

Tipe B5-75
Db 3.6443 Meter
P/Db 0.7024
ηb 0.544
n 172.414

IX. SPECIFICATION OF EQUIPMENTS

There is no specification of equipments

X. DRAWING OF SYSTEM
There is no drawing system