RIVERS STATE UNIVERSITY

NKPOLU-OROWORUKWO, PORT HARCOURT,

P.M.B 5080,

DEPARTMENT OF MARINE ENGINEERING

SHIP RESISTANCE AND PROPULSION
COURSE WORK (MAR 523)

BY
LEMON MIRACLE
DE.2018/1218

SUBMITTED TO
DR. TARINUMU EGBUSON
 QUESTION 1

The Explanation of how ships move, along with diagrams and equations.
I will be using a propulsion system consisting of a diesel engine, a gearbox, and a propeller.

1. Power Generation:
The ship's movement begins with power generation by the engine. The diesel engine burns fuel
and converts the chemical energy into mechanical energy. This mechanical energy drives the
engine's crankshaft, which is connected to the gearbox.

Diesel Engine

Fuel -> Engine -> Mechanical Power

2. Gear Transmission:
The mechanical power from the engine is transferred to the gearbox. The gearbox serves to
convert the high-speed, low-torque rotation of the engine's crankshaft into low-speed, high-
torque rotation suitable for the propeller.

Diesel Engine Gearbox

Fuel -> Engine. -> Mechanical Power -> Gearbox -> Propeller Shaft

The gear transmission system consists of gears that provide different gear ratios to achieve the
desired speed reduction. The efficiency of the gear transmission, denoted as η t, represents the
ratio of the power output from the gearbox to the power input from the engine.

3. Propeller Shaft:
The propeller shaft receives the mechanical power from the gearbox. It transmits this power to
the propeller, which converts it into thrust to propel the ship through the water.

Propeller

Propeller Shaft -> Mechanical Power -> Propeller Thrust

The efficiency of the propeller shaft, denoted as ηs, represents the ratio of the power output at
the propeller to the power input at the propeller shaft.

4. Overall Power Transfer:

To understand the overall power transfer and efficiency, we can combine the efficiencies of the
gear transmission (ηt) and the propeller shaft (ηs) into a single efficiency value, known as the
delivered efficiency (ηd). The delivered efficiency represents the ratio of the useful output power
(Thrust) to the input power (Fuel):

PI 𝜂𝑀 PB 𝜂𝐺 PS 𝜂𝑆 PD 𝜂𝐷 PE

Prime mover Gearbox

𝑃𝐵
Mechanical efficiency 𝜂𝑀 = 𝑃𝐼

𝑃
Gear transmission efficiency, 𝜂𝐺 = 𝑃 𝑆
𝐵

𝑃𝐷
Shaft efficiency, 𝜂𝑆 = 𝑃𝑆

𝑃
Delivered efficiency or quasi propulsive efficiency, 𝜂𝐷 = 𝑃 𝐸
𝐷

Delivered Efficiency (ηd) = (Thrust / Fuel) x 100

Thrust = Pb (Brake Power) x ηt x ηs

Here, Brake Power represents the power output of the engine, and η t and ηs are the gear
transmission efficiency and shaft efficiency, respectively.

The overall power transfer efficiency (η d) indicates how effectively the engine power is
converted into useful work (thrust) to propel the ship.
It's important to note that the actual values of η t and ηs can vary depending on factors such as
the design and condition of the propulsion system, engine type, propeller efficiency, and
operating conditions. These values can be determined through empirical testing or calculations
based on the specific system parameters.

By considering the power generation, gear transmission, and propeller shaft, along with their
respective efficiencies, we can gain a better understanding of how ships move and how power
is transferred throughout the propulsion system.
 QUESTION 2

Shaft efficiency, denoted as η s, represents the efficiency of power transfer through the propeller
shaft in a ship's propulsion system. The values of 0.98 and 0.97 for shaft efficiency in ship
engines located aft and amidship, respectively, indicate the percentage of power that is
effectively transmitted from the engine to the propeller.

The location of the engine plays a significant role in determining the shaft efficiency. Generally,
when the engine is located aft (towards the rear) of the ship, it tends to have a slightly higher
shaft efficiency compared to engines located amidship (towards the middle of the ship).

The difference in shaft efficiency can be attributed to several factors. When the engine is
located aft, the propeller shaft is shorter, resulting in reduced power losses due to friction and
bending. This shorter shaft length minimizes the energy losses during power transmission,
leading to a higher shaft efficiency.

In contrast, when the engine is located amidship, the propeller shaft is longer, which introduces
additional opportunities for power losses. The longer shaft length can result in increased
frictional losses and bending, leading to a slightly lower shaft efficiency compared to an aft
engine configuration.

It's worth mentioning that these values of 0.98 and 0.97 for shaft efficiency are general
approximations and can vary depending on the specific design and operating conditions of the
ship's propulsion system. Other factors, such as the design of the shafting system, the quality of
materials used, and maintenance practices, can also influence the actual shaft efficiency.

Overall, the values of shaft efficiency for aft and amidships engine configurations provide a
simplified representation of how power losses differ based on the engine's location in relation to
the propeller shaft.
 QUESTION 3

Given Data;

Effective Power, PE = 43.57kw

Open Water Efficiency, ηO = 0.73

Thrust Deduction, T = 0.15

Wake Fraction, W = 0.15

Relative Rotative Efficiency, ηR = 1.0

Ship Speed VS = 30 knots

Propeller rate of rotation, n = 3000

Solution:

Using the Formulae;

PE (HP)
PE (kw) = 0.73

PE (HP) = 0.736PE (kw) = 0.736 × 43.57 = 32.06𝐻𝑃

1−t
ηD = (1−w) × ηR × ηO

1−0.15
ηD = (1−0.15 ) × 1 × 0.73 = 0.73

P
From The Relationship; ΗD = PE
D

P
PD = η E
D

32.1
PD = 0.73 = 43.57𝐻𝑃

NPD 0.5
Obtaining BP From BP = VA 2.5

but V𝐴 = VS (1 − w)

V𝐴 = 30(1 − 0.15) = 25.5𝑘𝑛𝑜𝑡𝑠

 3000×43.570.5
Then, BP = = 6.058
25.52.5

From the chart of type B series of 4 blade, the point of intersection between B P = 6 and optimum
line reads the following values;
P
δ = 105, ηO = 0.73, D = 0.9

ND
Recall that δ = V𝐴

δV𝐴 105×25.5
D= = = 0.8925𝐹𝑡
𝑁 3000

P
= 0.9
D

P = 0.9D = 0.9 × 0.8925 = 0.80325𝐹𝑡

Also,
PD ×ηO
T= V𝐴

43.97×0.73
T= = 1.259𝑁/𝑚
25.5
 QUESTION 4

Given Data;

Ship Speed, Vs = 30knots

Ship Length, Ls = 70m

Ships Wetted Surface Area, Ss = 9580ft2

Length of Model, Lm = 6m

Total Resistance of Model, RTM = 60N

Frictional Factor of Model, Fm = 0.010260

Frictional Factor of Model, Fs = 0.08943

n = 1.825

Solution:

𝑅𝑓 = 𝑓 × 𝑆 × 𝑉 𝑛

𝑅𝑇 = 𝑅𝑅 + 𝑅𝐹
𝐿 70
From Linear Scale Ratio, λ = 𝐿 𝑠 = = 11.67
𝑚 6

𝑆
Wetted Surface Ratio, λ2 = 𝑆 𝑠
𝑚

𝑆𝑠 9580
𝑆𝑚 = = 11.672 = 70.34𝐹𝑡 2
λ2

𝑉
Speed Ratio, 𝑉𝑠 = √λ
𝑚

𝑉𝑠 30
𝑉𝑚 = = = 8.78𝑘𝑛𝑜𝑡𝑠
√ 11.67 √11.67

Calculating The Frictional Resistance of The Model;

𝑅𝐹𝑀 = 𝑓𝑚 × 𝑆𝑚 × 𝑉𝑚 𝑛

𝑅𝐹𝑀 = 0.010260 × 70.34 × (8.78 × 0.514)1.825

𝑅𝐹𝑀 = 0.722 × 15.645 = 11.295𝐿𝑏 𝑜𝑟 50.24𝑁

Calculating The Residual Resistance Of The Model;

𝑅𝑇𝑀 = 𝑅𝑅𝑀 + 𝑅𝐹𝑀

𝑅𝑅𝑀 = 𝑅𝑇𝑀 − 𝑅𝐹𝑀 = 60 − 50.54 = 10.24𝑁

Calculating The Ships Frictional Resistance;

𝑅𝐹𝑆 = 𝑓𝑆 × 𝑆𝑆 × 𝑉𝑠 𝑛

𝑅𝐹𝑆 = 0.08943 × 9580 × (36 × 0.514)1.825

𝑅𝐹𝑆 = 856.739 × 147.317

𝑅𝐹𝑆 = 126212.22𝐿𝑏 𝑜𝑟 561391.95𝑁 = 561.39𝐾𝑁

𝑅𝑅𝑆
Residual Ratio, = λ3
𝑅𝑅𝑀

𝑅𝑅𝑆 = 𝑅𝑅𝑀 × λ3

𝑅𝑅𝑆 = 10.24 × 11.673

Calculating The Ships Total Resistance;

𝑅𝑇𝑆 = 𝑅𝑅𝑆 + 𝑅𝐹𝑆

𝑅𝑇𝑆 = 16.67 + 561.39

𝑅𝑇𝑆 = 577.66𝐾𝑁
 QUESTION 5

Total resistance, R T = T(1 − t)

R T = 1.259(1 − 0.15)

R T = 1.259 × 0.85

R T = 1.1𝑁 or 0.0011𝐾𝑁

Recall that PE = R T × VS

PE = 0.0011(30 × 0.514)

PE = 0.016962𝐾𝑁

The power in question 3 (43.57) is greater than the power in question 5 (0.016962).

Therefore there is no need to redesign.