DESIGN III - GENERAL ARRANGEMENT & SAFETY PLAN

DEPARMENT OF MARINE ENGINEERING

ESTIMATION OF THE SHIP

RESISTANCE & ENGINE SELECTION

Doc. No. 01 - 42 17 100 071 - RE

Prepared by Approved by
Rev. Date Remark
Ahmad Syafi Sukmana Prof. Semin, S.T., M.T., Ph.D.
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I. INTRODUCTION
A ship moving forward because there is a propulsion system. Propulsion system are
consist of some component start from main engine to propeller. So, need to choose
engine. Selecting engine is influenced by amount of resistance. From the existing data,
the total resistance of the ship can be calculated. Ship resistance is defined as the
force required to tow the ship in calm water at a constant velocity. Next stage is
calculating the engine power (BHP) which will be delivered to the propeller to generate
thrust. After that the data can be used as selecting engine and engine propeller
matching

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

III. REFERENCES
1. Harvald, Aa. Resistance and Propulsion of Ships. 1983. John Wiley & Sons.
Canada.
2. Holtrop, J. and Mennen, G.G.J. ‘An Approximate Power Prediction Method’,
International Shipbuilding Progress, Vol. 29. 1982. IOS Press. USA
3. Lammeren, Van. Resistance Propulsion and Steering of Ship. 1962. Haarlem, H.
Stam. Netherlands.
4. Lewis, Edward V. Principles of Naval Architecture. 1989. SNAME. United States of
America.
5. Wartsila Engines Brochure
6. Reintjes SVA 1200 Product Guide
7. Ship Resistance and Propulsion Course Handout, Marine Engineering ITS.

IV. LIST OF ABBREVIATIONS

Table 1.1 List of Abbreviations
No. Abbreviations Explanation
1. EPM Engine Propeller Matching
2. S Wetted Surface Area
3. ▼ Volume of Displacement
4. ▲ Weight of Displacement
5. Fn Froude Number
6. Rn Reynolds Number
7. Cf Coefficient of Friction Resistance
8. SAPP Additional Surface Area
9. RAPP Appendages Resistance
10. RF Friction Resistance
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No. Abbreviations Explanation

11. RW Wave Resistance
12. RA Resistance Model – Ship Correlation
13. Rt Total Ship Resistance
14. EHP Effective Horse Power
15. w Wake Friction
16. t Thrust Deduction Factor
17. Pc Propulsive Coefficient
18. ηrr Relative Rotative Efficiency
19. ηo Propulsive Efficiency
20. ηh Hull Efficiency
21. DHP Delivered Horse Power
22. THP Thrust Horse Power
23. SHP Shaft Horse Power
24. BHP Brake Horse Power
25. FO Fuel Oil
26. SFOC Specific Fuel Oil Consumption

V. CHAPTER DESCRIPTION
This document will explain about how to calculate the resistance of ship and main
engine power. Calculation method of the resistance of ship are using the Holtrop
Method.

VI. DESIGN REQUIREMENTS

Table 1.2 Design Requirements
Key
No. Reference Parameter Design
Equipment
Resistance and Propulsion of 𝑆 = 1,025 × 𝐿𝑤𝑙 ×
1. S
Ships pg. 133 [(𝐶𝑏 × 𝐵) + (1,7 × 𝑇)]
𝑉𝑆
Principles of Naval  𝐹𝑛 =
√𝑔×𝐿𝑊𝐿
2. Fn, Rn
Architecture pg. 57 𝑉𝑆 ×𝐿𝑊𝐿
 𝑅𝑛 = 𝑉𝐾
Resistance and Propulsion of 0,075
3. Cf
Ships pg. 118
𝐶𝐹 = (log
𝑅𝑛−2)2
An Approximate Power 𝑆𝐴𝑃𝑃 = 𝐶1 × 𝐶2 × 𝐶3 ×
4. SAPP Prediction Method pg. 166 – 1.75×𝐿×𝑇
168 𝐶4 × 100
An Approximate Power
𝑅𝐴𝑃𝑃 = 0.5 × 𝜌 × 𝑉 2 ×
5. RAPP Prediction Method pg. 166 –
168 𝑆𝐴𝑃𝑃 × (1 + 𝑘2 )𝑒𝑞 × 𝐶𝐹
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Key
No. Reference Parameter Design
Equipment
An Approximate Power 1
𝑅𝐹 = × 𝜌 × 𝐶𝐹 × (1 +
6. RF Prediction Method pg. 166 – 2
168 𝑘) × 𝑆 × 𝑉 2
An Approximate Power 𝑅𝑊 = 𝑐1 × 𝑐2 × 𝑐3 × 𝑉 ×
7. RW Prediction Method pg. 166 – 𝜌 × 𝑔 × 𝑒𝑥𝑝{𝑚1 𝐹𝑛 𝑑 +
168 𝑚2 cos(𝜆𝐹𝑛 −2 )}
𝐶𝐴 = 0,006(𝐿 +
An Approximate Power 100)−0.16 − 0,00205 +
8. RA Prediction Method pg. 166 – 𝐿
168 0,003√7,5 ×
𝐶𝐵 4 𝐶2 (0,04 − 𝐶4 )
An Approximate Power 𝑅𝑡𝑜𝑡𝑎𝑙 = 𝑅𝑓 (1 + 𝑘1 ) +
9. RT Prediction Method pg. 166 – 𝑅𝐴𝑃𝑃 + 𝑅𝑊 + 𝑅𝐵 +
168 𝑅𝑇𝑅 + 𝑅𝐴
Resistance and Propulsion of
10. EHP
Ships pg. 135 𝐸𝐻𝑃 = 𝑅𝑇 × 𝑉𝑆
Principal of Naval
11. SHP
Architecture pg. 131 𝑆𝐻𝑃 = 𝐷𝐻𝑃/𝑃𝐶
Principal of Naval
12. BHP
Architecture pg. 131 𝐵𝐻𝑃 = 𝑆𝐻𝑃/𝜂𝐺𝑒𝑎𝑟𝑏𝑜𝑥

VII. SUMMARY OF CALCULATION

The data result order on the following table is the same as calculation sequence.
Table 1.3 Summary of Calculation
No. Data Result
1. Total Resistance 770,8807885 kN
2. Total Effective Horse Power 8778,9254 HP
3. Total Delivered Horse Power 15929,21 HP
4. Total Shaft Horse Power 16254,295 HP
5. Total Brake Horse Power 19512,96 HP

VIII. DETAIL OF CALCULATION

VIII.1. Calculation of Ship Resistance
VIII.1.1. Volume of Displacement
Volume of displacement is water volume which moved by ship’s
surface area below water.
▼ = Lwl x B x T x Cb
= 139,05 x 25,49 x 8,99 x 0,61
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= 19437,05 m3
VIII.1.2. Weight of Displacement
Weight of displacement is volume of displacement multiplied with
sea water density.
▲ = ▼ x ρsea water
= 19437,05 x 1,025
= 19922,98 ton
VIII.1.3. Calculation of Form Factor
0,06𝐶𝑃 𝑙𝑐𝑏
 𝐿𝑅 = 𝐿 (1 − 𝐶𝑃 + )
4𝐶𝑃 −1
(0,06)(0,62)(−1,9310174)
𝐿𝑅 = 139,05(1 − 0,62 + 4(0,62)−1
= 46,090
 𝐶14 = 1 + 0.11𝐶𝑠𝑡𝑒𝑟𝑛 = 1 − 0,88 = 0,912

1 + 𝑘1 = 0,93 +
𝐵 𝑇 𝐿 𝐿3
0,487118𝑐14 ( )1,06806 ( )0,46106 ( )0,121563 ( )0,36486 (1 −
𝐿 𝐿 𝐿𝑅 𝛻
𝐶𝑃 )−0,604247

1 + 𝑘1 = 1,178620032
VIII.1.4. Wetted Surface Area
Wetted surface area can be obtained using the following formula:

S =
= 3847,561 m2
VIII.1.5. Additional Surface Area (Sapp) and the value of (1+k2)
1.75𝑥𝐿𝑥𝑇
𝑆𝐴𝑃𝑃 = 𝐶1 𝐶2 𝐶3 𝐶4 100
1,75×139,05×8,99
𝑆 =1×1×1× 1×
100
𝑆 = 32,8140 m2
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Fig. 1.1. values of 1+k2

(1 + 𝑘2 )𝑒𝑞 = 3,22 kN
VIII.1.6. Froude Number
According to Edward V. Lewis, Principles of Naval Architecture
page 57, froude number can be obtained using the following formula:
Vs = 19 knot
= 19 knot x 0,514
= 9,766 m/s
g = 9,81 m/s2
Vs
Fn =
g .Lwl
= 0,2664
VIII.1.7. Reynold Number
According to Edwar V. Lewis, Principles of Naval Architecture page
57, reynold number can be obtained using the following formula:
Known, kinematic viscosity (vk) of sea water at 28°C = 8,85 x 10-
7 m2/s.
Rn = (Vs x Lwl)/Vk
= (9,766 m/s x 139,05 m) / 8,85 x 10-7 m2/s
= 1142777328,96
VIII.1.8. Coefficient of Friction Resistance
According to Harvald, Resistance and Propulsion of Ships page
118, coefficient of friction resistance can be obtained using the
following formula:
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Cf = 0,075 / (log Rn-2)2

= 0,075 / (log 1142777328,96- 2)2
= 0,001505576
VIII.1.9. Appendages Resistance (RAPP)
𝑅𝐴𝑃𝑃 = 0.5𝜌𝑉 2 𝑆𝐴𝑃𝑃 (1 + 𝑘2 )𝑒𝑞 𝐶𝐹
𝑅𝐴𝑃𝑃 = 0.5 × 1,025 × 9,7662 × 49,22109281 𝑋 0,001506
𝑅𝐴𝑃𝑃 = 3,62227351 kN
VIII.1.10. Friction Resistance (RF)
Based on ITTC 1957, ship resistance can calculate with equation
below:
1
𝑅𝐹 = 2 𝜌𝐶𝐹 (1 + 𝑘)𝑆𝑉 2
1
𝑅𝐹 = 2 × 1,025 × 0,001506 × 1,178620032 × 3847,561 × 9,7662
𝑅𝐹 = 283,15 kN
VIII.1.11. Wave Resistance (RW)
𝑅𝑊 = 𝑐1 𝑐2 𝑐3 𝑉𝜌𝑔𝑒𝑥𝑝{𝑚1 𝐹𝑛 𝑑 + 𝑚2 cos(𝜆𝐹𝑛 −2 )}
 C4 value:
𝐶4 = 𝐵⁄𝐿, 0,11 < B/L < 0,25
𝐶4 = 27,4⁄165,459
𝐶4 = 0,18331534
 C1 value:
𝐶1 = 2223105𝐶7 3.78613 (𝑇⁄𝐵)1.07961 (90 − 𝑖𝐸 )−1.37565
𝐶1 = 2223105𝐶7 3.78613 (8,99⁄25,49)1.07961 (90 − 5,8)−1.37565
𝐶1 = 2,631097804
 C2 value: 0 (without bulbous bow)
 C2 value:
𝐶2 = exp(−1.89√𝐶3 )
𝐶2 = exp(−1.89√0)
𝐶2 = 1
 C3 value: AT = 0 (transome area is not in the water)
𝐶3 = 1 − 0.8𝐴 𝑇 ⁄(𝐵𝑇𝐶𝑀 )
𝐶3 = 1 − 0 = 0
 λ value:
𝜆 = 1.446𝐶𝑃 − 0.03 𝐿⁄𝐵 (L/B < 12)
𝜆 = 1.446(0,62) − 0.03 139,05⁄25,49
𝜆 = 0,732867
 C5 value:
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𝐶5 = 8.07981𝐶𝑃 − 13.8673𝐶𝑃 2 + 6.984388𝐶𝑃 3

𝐶5 = 8.07981(0,62) − 13.8673(0,62)2 + 6.984388(0,62)3
𝐶5 = 1,343467
 m1 value:
𝑚1 = 0.0140407 𝐿⁄𝑇 − 1.75254 𝛻 1⁄3 ⁄𝐿 + 4.79323 𝐵⁄𝐿 − 𝐶5
𝑚1 = 0.0140407(15,46) − 1.75254(0,19) + 4.793231,655 −
1,343467
𝑚1 = −2,342192442
 m2 value: (C15 = -1,69385; L3/▼<179)
𝑚2 = 𝐶6 𝐶𝑃 2 exp(−0.1𝐹𝑛 −2 )
𝑚2 = −1,69385 × 0,622 exp(−0.1 × 0,2644−2 )
𝑚2 = −0,15578162
𝑅𝑊 = 𝑐1 𝑐2 𝑐3 ∇𝜌𝑔𝑒𝑥𝑝{𝑚1 𝐹𝑛 𝑑 + 𝑚2 cos(𝜆𝐹𝑛 −2 )}
𝑅𝑊 = 234,5820567 kN
VIII.1.12. Calculation Resistance Model – Ship Correlation (RA)

𝐿
𝐶𝐴 = 0,006(𝐿 + 100)−0.16 − 0,00205 + 0,003√ × 𝐶𝐵 4 𝐶2 (0,04 −
7,5
𝐶4 )
𝐿
𝐶𝐴 = 0,006(165,459 + 100)−0.16 − 0,00205 + 0,003√7,5 ×
0,6234 𝐶2 (0,04 − 𝐶4 )
𝐶𝐴 = 0,000448004
𝑅𝐴 = 0,5 × 𝜌 × 𝑉 2 × 𝑆 × 𝐶𝐴
𝑅𝐴 = 0,5 × 1,025 × 9,7662 × 4394,36 × 0,000448004
𝑅𝐴 = 96,22854 kN
VIII.1.1. Total Ship Resistance
Total ship resistance is a force from fluid through the ship when
operating in a specific speed. From the above calculation, we can
obtain total resistance coefficient and total ship resistance
𝑅𝑡𝑜𝑡𝑎𝑙 = 𝑅𝑓 (1 + 𝑘1 ) + 𝑅𝐴𝑃𝑃 + 𝑅𝑊 + 𝑅𝐵 + 𝑅𝑇𝑅 + 𝑅𝐴
𝑅𝑡𝑜𝑡𝑎𝑙 = 333,73 + 3,622274 + 236,749 + 0 + 0 + 96,233906
𝑅𝑡𝑜𝑡𝑎𝑙 = 670,33112

VIII.1. Calculation of Main Engine Power

The resistance of moving vessel need to be handled with the thrust from
the propulsor to get the required service speed. Delivered power to the propulsor
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come from shaft power which is flowing from brake power or the output of the
main engine.
VIII.2.1. Effective Horse Power (EHP)
Effective horse power is a power needed to overcome resistance
from the ship’s hull in order to move the ship from one place to another
at the specific service speed. This effective power is a function from
how much the resistance and the ship’s speed.
EHP = RT service x VS ; 1 Hp = 0,7355 kW
= 670,331 x 9,766
= 6546,4537kW (8778,9254 HP)
VIII.2.2. Wake Friction (w)
Wake friction is ratio between the speed of ship and water which
is flowing to the propeller. According to Taylor, we can obtain wake
friction value using the following function:
w =

= 0,211832
VIII.2.3. Thrust Deduction Factor (t)
Thrust needed to move the ship must overcome the resistance,
the difference between thrust and resistance called resistance
addition which in the practice regarded as a deduction in the propeller
thrust force, this loss of thrust force is expressed in the fraction of
thrust deduction. The main objective of wake fraction and thrust
deduction estimation is to obtain a data necessary for the propulsion
design (propeller, main engine).
t =kxw ; k = 0,7~0,9, taken k= 0,7
= 0,7 x 0,211832
= 0.18508237
VIII.2.4. Propulsive Efficiency
a. Relative Rotative Efficiency (ηrr)
The ratio between a propeller's efficiency attached to a ship
(PD) and in open water (P'D) is termed relative rotative efficiency.
Value ηrr for ships with single screw type propeller ranges from 1,0-
1,1 (Principal of Naval Architecture page 152) and taken 1.
b. Propulsive Efficiency (ηo)
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Propulsive efficiency is an efficiency of propeller at the time of

open water test. The value is between 40-70% and taken 51%.
c. Hull Efficiency (ηH)
Hull efficiency (ηhull) is the ratio between effective power (PE)
and thrust (PT). This hull efficiency is a measure of compatibility
between hull design (stern) and its propulsion arrangement, so this
efficiency is not a true form of power conversion. In this case, the
value of hull efficiency can be more than 1, generally taken a
number around 1,05. In hull efficiency, there is no direct unit
conversion.
ηH = (1-t)/(1-w)
= 1,102685
d. Propulsive Coefficient (Pc)
Propulsive coefficient is multiplication between hull efficiency,
propeller efficiency and relative-rotative efficiency.
Pc = ηrr x ηo x ηH
= 1 x 51% x 1,080629863
= 0,5511
VIII.2.5. Delivered Horse Power (DHP)
DHP is the power delivered by the shaft to propeller to be
converted into thrust. As the ship moves forward, the propeller will
accelerate with water, this acceleration will increase the water
momentum. According to the second law of newton, the force is
equivalent to an increase in the momentum of water acceleration,
called thrust.
DHP = EHP/PC
= 8778,9254/0.5511
= 15929,21 HP
VIII.2.6. Thrust Horse Power (THP)
THP is the actual horsepower delivered by the engine-propeller
unit in the vessel and found less than brake horsepower because the
propeller is never 100 percent efficient.
THP = EHP/ηH
= 7915,62 /1,102685
= 7686,1834 kW (10307,326 HP)
VIII.2.7. Shaft Horse Power (SHP)
For ship whose engine rooms are located at the stern will
experience losses of 2% as an effect from shaft length, whereas on
ship whose engine rooms are in the midship will experience losses of
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3% (Principal of Naval Architecture page 131). In this design, the

engine room is located at the stern so the losses is 2%.
SHP = DHP/ ηs
= 15929,21 /0.98
= 16254,295 HP
VIII.2.8. Break Horse Power (BHP)
a. BHPscr
Since the RPM from the main engine is too much that can
cause cavitation far than allowable limit, then a reduction gear is
required but causing losses up to 2% so ηG = 0.98
BHPscr = SHP/ ηG
= 16254,295 /0.98
= 16586,02 HP
b. BHPmcr
It is recommended not to add engine margin because it is
already covered by sea margin, but because the sea margin in this
design only taken 15% and the maximum limit of sea margin of this
vessel sailing area up to 20%, then the remaining 5% diverted into
the engine margin, so that:
BHPmcr = BHPscr / 0,85
= 19512,96 HP

VIII.2. Main Engine Selection

The next thing to do after knowing the engine power required is to choose
the main engine. The consideration of engine selection consists of several
considerations, such as Engine Maker, Type, BHP, RPM, FO, SFOC, Dimensions
(L, H, B), and Weight. After selecting three machines with these considerations,
then select one machine with the best EPM consideration which the writer found
the most matched is WARTSILA 12V46F the most matched.

IX. SPECIFICATION OF EQUIPMENTS

IX.1. Main Engine Specification
Brand WARTSILA
Type 12V46F
Power 14400 kW
Cylinder bore 460 mm
Piston stroke 580 mm
Total Cylinder 12
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Weight 216 ton

SFOC 175 g/kWh
Speed 600 rpm
Table 1.4 Main Engine Spesification

Figure 1.3. Main Engine Size

IX.2. Gearbox Specification

Brand REINTJES
Type SVAL 1000
Max. Power 14500
Ratio 3,458
Max. RPM 1000
Weight 22500 kg

Table 1.5 Gearbox Spesification

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X. DRAWING OF ARRANGEMENT
See attachment of Dwg. No. 01 – 42 16 100 073 – GA