2.

SHIP POWERING
- effective power:

(1) PE  RT  v  (1  M D )

where MD is power design margin (related to the predicted resistance);

 MD=0,01 ... 0.02, prediction based on the self-propulsion test with final
propeller in the towing tank;
 MD=0,03 ... 0.06, prediction based on the self-propulsion test with stock
propeller in the towing tank;
 MD=0,07 ... 0.08, prediction based on the resistance test in the towing
tank;
 MD=0,10 for preliminary theoretical prognosis (Holtrop-Mennen,
Guldhammer-Harvald, Taylor, SSPA, etc.);

Dunarea
Universitatea
University Dunărea
de Jos
de Jos
of Galati
din Galați
Faculty of Naval
Facultatea de Arhitectură
Architecture
Navală 1
 - delivered power:

PE
(2) PD  , where np is propellers number;
D  np

- brake power at full rating (100 % MCR):

PD
(3) PB 
ax  red  (1  M S )

where  ax is the line shaft bearing efficiency, red is reduction

gear efficiency, MS is power service margin;

  ax=0,97;
 red =0,97;

Dunarea
Universitatea
University Dunărea
de Jos
de Jos
of Galati
din Galați
Faculty of Naval
Facultatea de Arhitectură
Architecture
Navală 2
 - power service margin (MS ) - added power needed in service to
overcome the added resistance from hull fouling, waves, wind, shallow
water effects, etc.
- observation: usually, MS=0,15 ... 0,25;

- brake power at service rating ( PBSR ):

SR PB
(4) P B  , where SR is the service rating of the main engine,
SR PB is brake power at full rating (100 % MCR);

- observation: usually, SR=0,85 ... 0,95 (coresponding to the service

rating between 85 % MCR ... 95 % MCR).

Dunarea
Universitatea
University Dunărea
de Jos
de Jos
of Galati
din Galați
Faculty of Naval
Facultatea de Arhitectură
Architecture
Navală 3