DESIGN III - GENERAL ARRANGEMENT & SAFETY PLAN

DEPARMENT OF MARINE ENGINEERING

ESTIMATION OF THE SHIP

RESISTANCE & ENGINE SELECTION

Doc. No. 01 - 42 17 100 002 - RE

Prepared by Approved by
Rev. Date Remark
Sean Chen Gyarino Beny Cahyono, 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. Selecting main engine by fulfilling the EPM

III. REFERENCES
1. Harvald, SV. AA. 1972. Resistance and Propulsion of Ships. A Wiley-Interscience
Publication. New York, USA.
2. Holtrop, J. Mennen, G.G.J. 1982. An Proximate Power Prediction Method.
International Shipbuilding Progress. New Castle, UK.
3. Lewis, Edwin. V. 1988. Principal of Naval Architecture Second Revision; Volume II:
Resistance, Propulsion, and Vibration. The Society of Naval Architects and Marine
Engineers. Jersey City, USA.
4. Wartsila W 26 Project Guide
5. Reintjes WAF 5675 Product Guide
6. 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. ▼ Volume of Displacement
3. ▲ Weight of Displacement
4. S Wetted Surface Area
5. Fn Froude Number
6. Rn Reynolds Number
7. Rf Frictional resistance according to the ITTC- 1957
friction formula
8. RAPP Resistance of appendages
9. Rw Wave-making and wave-breaking resistance
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10. Rb Additional pressure resistance of bulbous bow

near the water surface.
11. RTR Additional pressure resistance of immersed
transom stern
12. RA Model-ship correlation resistance
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
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

VI. DESIGN REQUIREMENTS

Table 1.2 Design Requirements
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No. Key Reference Parameter Design

Equipment
1. S Resistance and Propulsion of Wetted Surface Area
Ships pg. 133
2. Fn, Rn Principles of Naval Froude Number, Reynold
Architecture Vol. II pg. 58 Number
3. Rf Principles of Naval Frictional resistance
Architecture Vol. II pg. 9 according to the ITTC-
1957 friction formula
4. RAPP An Proximate Power Resistance of
Prediction Method pg. 167 appendages
5. Rw An Proximate Power Wave-making and wave-
Prediction Method pg. 167 breaking resistance
6. Rb An Proximate Power Additional pressure
Prediction Method pg. 168 resistance of bulbous
bow near the water
surface.
7. RTR An Proximate Power Additional pressure
Prediction Method pg. 168 resistance of immersed
transom stern
8. RA An Proximate Power Model-ship correlation
Prediction Method pg. 168 resistance
9. Rt An Proximate Power Total Ship Resistance
Prediction Method pg. 166
10. EHP Principles of Naval Effective Horse Power
Architecture Vol. II pg. 2
11. w Principles of Naval Wake Friction
Architecture Vol. II pg. 160
12. t Principal of Naval Thrust Deduction Factor
Architecture Vol. II pg. 159
13. ηrr Principal of Naval Relative Rotative
Architecture Vol. II pg. 152 Coefficient
14. SHP Principal of Naval Shaft Horse Power
Architecture Vol. II pg. 131
15. Wartsila 26 Project Guide Main Data and Output
pg. 1
16. Wartsila 26 Project Guide pg. Dimension
3
Main Engine
17. Wartsila 26 Project Guide pg. Operating Ranges for
7-8 Fixed Pitch Propeller
18. Wartsila 26 Project Guide pg. Technical Data
16-19
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19. Reintjes WAF 2355 Product Ratios

Guide pg. 124
Gearbox
20. Reintjes WAF 2355 Product Dimension
Guide pg. 125

VII. SUMMARY OF CALCULATION

VII.1. Calculation of Ship Resistance
The data result order on the following table is the same as calculation
sequence.
Table 1.3 Summary of Calculation
No. Data Result Notes
1. ▼ 15313.98 m3
2. ▲ 15696.833 ton
3. S 3194.7996 m3
4. Fn 0.18268
5. Rn 811023327.23
6. Rf 97.87075
7. RAPP 1.106344
8. Rw 24.59278
9. Rb 0
10. RTR 0
11. RA 30.413191
12. Rt 220.92 kN Including sea margin

VII.2. Calculation of Main Engine Power

Table 1.4 Calculation of Main Engine Power
No. Data Result
1. EHP 1362.63456 kW
2. w 0.334
3. t 0.2338
4. Pc 0.603986486
5. DHP 2256.07 kW
6. SHP 2302.11 kW
7. BHPMCR 2349.09 kW
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VII.3. Main Engine Selection

Table 1.5 Main Engine Selection
No. Data Result Notes
1. Main Engine Wartsila 26 Spec. in chapter IX.1
2. Gearbox Reintjes WAF 2355 Spec. in chapter IX.2

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:
Rf : frictional resistance according to the ITTC- 1957 friction formula.
I+k1 : form factor describing the viscous resistance of the hull form in relation to
Rf.
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 :
V V
Fn
Knot m/s
13 6.68 0.19790234

12 6.17 0.182679083

11 5.65 0.167455826

10 5.14 0.152232569

9 4.63 0.137009312

8 4.11 0.121786055
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2. Calculating Rf (ITTC 1957)

ITTC 1957
V V S Rf
Rn CF
Knot (m/s) m2 N
13.00 6.68 878608604.5 3194.7996 0.001555 113.72
12.00 6.17 811023327.2 3194.7996 0.001571 97.87
11.00 5.65 743438049.9 3194.7996 0.001589 83.15
10.00 5.14 675852772.6 3194.7996 0.001608 69.55
9.00 4.63 608267495.4 3194.7996 0.001630 57.10
8.00 4.11 540682218.1 3194.7996 0.001654 45.80

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. Calculate Lr
Lr = L(1-CP+0.06*CP*lcb/(4*CP-1))
Lr = 32.28
1 + K1 =
1 + K1 = 1.2495645
Vs Vs
Cf Rf 1+K1 Rf(1+K1)
Knot m/s
13.00 6.68 0.001555 113.71503 1.249564583 142.0942711
12.00 6.17 0.001571 97.87075 1.249564583 122.2958209
11.00 5.65 0.001589 83.14565 1.249564583 103.8958575
10.00 5.14 0.001608 69.55084 1.249564583 86.90826978
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9.00 4.63 0.001630 57.09870 1.249564583 71.3485135

8.00 4.11 0.001654 45.80314 1.249564583 57.23397616

4. Calculate Rapp

(BKI Volume II Section 14-2/21)

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 = 25.79602555

b. Calulating (1+K2)eq

Calculation at service speed :

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

rudder behind skeg are assumed 1.4)
= 1.4
For six speed variable, the result of calculation is :

(1+K2)eq 1.4 Rudder Behind Stern and bilge keels

Sapp x (1+K2)eq 36.11443577
Vs Vs S app x Cf Rapp
Knot m/s (1+K2)eq
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13.00 6.68 36.11443577 0.001555491 1.285449654

12.00 6.17 36.11443577 0.001571183 1.106343834
11.00 5.65 36.11443577 0.001588512 0.939889363
10.00 5.14 36.11443577 0.001607825 0.786211889
9.00 4.63 36.11443577 0.001629587 0.645451229
8.00 4.11 36.11443577 0.001654442 0.51776468
13.00 6.68 36.11443577 0.001555491 1.285449654

5. Calculate Wave Friction (Rw) for Froude Number

The wave resistance is determined from :

with :

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 :
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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 0.1744289 With formula B/L, because result beetween 0.11 and 0.25
iE 29.46111085
C1 4.10498313
C3 0 Cause the ship is not designed with bulbous bow
C2 1
C5 1 Because ship is not designed with transom
L/B 5.73299 So, Value of λ that use is 1.446*Cp-0.03*L/B
λ 0.947214152
d -0.9
Cp 0.774
Because Cp < 0.80, C16 : 8.07981*Cp-13.8673 *(Cp2) + 6.984388 *(Cp3), so,
value of C16 = 1.184761046
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M1 -2.201614041
(L^3)/▼ 102.7937862 Because the result are below 512, So, C15 = -1.69385

Vs Vs Rw
Fn M2
Knot m/s kN
13.00 6.68 0.19790 -0.0789736 46.9823299
12.00 6.17 0.18268 -0.0506954 24.59278343
11.00 5.65 0.16746 -0.0286812 10.81933652
10.00 5.14 0.15223 -0.0135630 4.013301968
9.00 4.63 0.13701 -0.0049292 1.196673479
8.00 4.11 0.12179 -0.0011973 0.275472146

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 :
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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

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 :
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Based on calculation, value of Tf/L = 0.072619537, which is more than 0.04, so

the value of c4 is 0.04. So, value of CA is = 0.000488243, and the calculation
result of RA in six speed variable is :

Vs Vs
RA
Knot m/s
13.00 6.68 35.69325943
12.00 6.17 30.41319147
11.00 5.65 25.55552894
10.00 5.14 21.12027185
9.00 4.63 17.1074202
8.00 4.11 13.51697399

9. Calculating Total Resistance

Based on All calculation above, the total resistance of six speed variable can be
ssen on the table below.
Vs R RT
Vs Rf(1+K1) RAPP Rw B R RA R total
(knot
(m/s)
) kN kN kN kN kN kN kN
13 6.68 142.09 1.28544 46.9823 0 0 35.69325 226.055
12 6.17 122.29 1.10634 24.5927 0 0 30.41319 178.408
11 5.65 103.89 0.93988 10.8193 0 0 25.55552 141.210
10 5.14 86.908 0.78621 4.01330 0 0 21.12027 112.828
9 4.63 71.348 0.64545 1.19667 0 0 17.10742 90.2980
8 4.11 57.233 0.51776 0.27547 0 0 13.51697 71.5441
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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.
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.
5. Adjust the parameter data inside the table to more accurate result
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6. The final result of this calculation can be seen on the table below:
- Resistance Vs Speed Chart

VIII.1. Calculation of Main Engine Power

A moving vessel with a certain speed in water would go through the
resistance force contrary with the sailing direction. This resistance need to be
handled with the thrust from the propulsor to meet satisfying speed. Delivered
power to the propulsor come from shaft power which is flowing from brake power
or the output of the main engine.
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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
= 220.92 x 6.168
= 1362.634 kW (1852.664 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 = 0,5Cb – 0,05
= (0,5 x 0.768) – 0,05
= 0.334
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= 0,8
= 0,8 x 0.334
= 0.2338
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 1,1.
b. Propulsive Efficiency (ηo)
Propulsive efficiency is an efficiency of propeller at the time of
open water test. The value is between 40-70% and taken 53%.
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
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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)
= 1.151
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 52.50% x 1.151
= 0.604
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
= 1852.664/0.604
= 3067.39 HP
VIII.2.6. 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
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
= 3067.39/0.98
= 3129.993 HP
VIII.2.7. 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
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= 3129.993/0.98
= 3193.870 HP
= 2349.092 kW
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
= 3193.870 HP
= 2349.092 kW

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 I found Wärtsilä W 26 8L26 this the most matched.

Figure 1.4 Engine Propeller Matching

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IX. SPECIFICATION OF EQUIPMENTS

IX.1. Main Engine Specification
Brand Wartsila
Type W 26 8L26
Power 2600 kW
Cylinder bore 260 mm
Piston stroke 320 mm
Total Cylinder 8
Weight 21.9 Ton
SFOC 191.5 g/kWh
RPM 900
Table 1.4 Main Engine Spesification

Figure 1.5 Main Engine Size

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IX.2. Gearbox Specification

Table 1.5 Gear Box Size

X. DRAWING OF ARRANGEMENT
See attachment of Dwg. No. 01 – 42 16 100 015 – GA