Book 01 (PS)

DESIGN-IV: MACHINERY BASIC DESIGN SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING
ATTACHMENT NO. NUMBER OF PAGES DOCUMENT NO.
01 21
02 4
03 3
DOC. NO. 01 - 42 09 050 - PS
01 REV.
10/3/12 Document Format DATE DESCRIPTION
I Gusti N. Dirgantara
PREPARED BY
Ir. Dwi Priyanta, MSE.

CHECKED BY
Ir. Hari Prastowo, MSc.

APPROVED BY
DESIGN-IV: MACHINERY BASIC DESIGN
SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING
Project Doc. No Rev.No Type
: : : :
DESIGN IV 01 - 42 09 050 - PS 01 Table of Contents
TABLE OF CONTENTS
PHILOSOPHY 1. INTRODUCTION 1 ............................................ 1.1 Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1.2 Objective 1 ............................................ 2. REFERENCES 1 ............................................ 3. ABBREVIATIONS 1 ............................................ 4. DESIGN PARAMETER ......................................... 2 4.1 Principal Dimensions ...................................... 2 4.2 Coefficients and Contants ................................... 3 5. DESIGN REQUIREMENTS ...................................... 3 5.1 Resistance 3 ............................................ 5.2 Main Engine Power Estimation ................................ 6 5.3 Propeller Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 5.4 Engine Propeller Matching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 6. SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 ATTACHMENT NO. 01 - CALCULATION 1. RESISTANCE ............................................... 1 2. MAIN ENGINE POWER ESTIMATION ................................ 6 3. PROPELLER SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 4. ENGINE PROPELLER MATCHING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 ATTACHMENT NO. 02 - ENGINE SPECIFICATION ATTACHMENT NO. 03 - CURVE 1. OPEN WATER TEST CURVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. ENGINE PROPELLER MATCHING CURVE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ............. .................. 3. SPEED POWER PREDICTION CURVE
1 2 3
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DESIGN IV 01 - 42 09 050 - PS 01 Philosophy
1 INTRODUCTION 1.1 Description a. Speed Power Prediction Determining the type of main engine that fit the needs of ship is the important one. This requirement is based on the ship resistance caused by several factors, including the ship's main dimensions and vessel speed and the desired route. The selection of the main engine of ship, as follows: i. Calculate the amount of ship resistance ii. Calculate the power requirements of ship's main engine propulsion iii. Determine the type of main engine propulsion The definition of ship resistance is the forcing acting on the fluid and the against of ship movement. In the calculation, we used Holtrop's Method, because all the requirements that compatible with our ships components is appropriate to Holtrop. After we know the resistance value of our ship, the next act that should be consider is the power of main propulsion to solve that resistance effect. The power of main engine should be able to solve as much as the value of ship's resistance. In another opinnion, what about we used the largest power? That is not the right solution, because in determining our ship main engine, has a lot of parameters, especially cost and dimension that we will spend. If the needed power of ship has known, we can choose the best main engine that can cover our prediction, in this case we used project guide of Man B&W to be the engine selection refferences. And then we need to find the best propeller as main propulsion of our ship, through some calculations and predictions. After amount of ship resistance, power requirements of main engine, the type of main engine, propeller, we should do the final test, that is Engine Propeller Matching. With that calculation we would know the relation of our resistance, engine, and propeller. b. Engine Propeller Matching After we know our engine and propeller types, in calculation Engine Propeller Matching we can compare that all of the match between engine and propeller, which one will be the best choice for the ship. 1.2 Objective To determine the speed power and the relation of another parameter especially the propeller choice and the to analysis the compatible of that component based on Engine Propeller 2 REFERENCES a. Practical Ship Design : Watson D. G. M. b. Engine Selection Guide - Two Stroke MC/MC-C Engines, 6th Edition: January 2002, MAN B&W c. An Approximate Power Prediction : J. Holtrop and G. G. J. Mennen d. Principles of Naval Architecture : Edwar V. Lewis e. Tahanan dan Propulsi : Harvald f. Ship Resistance and Propulsion g. Engine-Propeller Matching and Propeller Design : Ir. Surjo W. Adji, M.Sc Ceng. FImarEST 3 ABBREVIATIONS Lpp = Length of between perpendicular Lwl = Length of waterline B = Breadth of ship H = Height of ship
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T Vs Cb sea water K SFOC RF 1+k1 RAPP RW RB RTR LR CWP ABT S (1+K2)eq w rr o H Pc EHP DHP SHP THP BHP Pd N Va D = Draught of ship = Ships velocity = Block coefficient = Sea water density = Wet steel weight's constant = Specific Fuel Oil Consumption
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= Displacement volume = Ships displacement = frictional resistance according to the ITTC-1957 friction formula = form factor describing the viscous resistance of the hull form in relation to RF = resistance of appendages = wave-making and wave-breaking resistance = additional pressure resistance of bulbous bow near the water surface = additional pressure resistance of immersed transom stern = Parameter Reflecting the Length of The Run = Waterplane Area Coefficient = Transverse Sectional Area of the Bulb = The Wetted Area of The Hull = Appendage Resistance Factor = = = = = = = = = = = = Wave Fraction Thrust Deduction Factor Relative Rotative Efficiency Propulsive Efficiency Hull Efficency Coefficient Propulsive Effective Horse Power Delivered Horse Power Shaft Horse Power Trust Horse Power Brake Horse Power the delivered horsepower in British or Metric units depending on the diagram used
= the propeller RPM = the speed of advanced (knots) = the propeller diameter (ft)
4 DESIGN PARAMETER 4.1 Principal Dimension 1. Lpp = 2. B = 3. T = 4. H = = 5. LWL 6. Vs 7. Distance
123 20.2 8.8 11.5 127.92
m m m m m knot Nm
= 14.5 = 1200
= =
26.8308 km/h 2222.4 km
7.46
m/s
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8. Time of Voyage = 4 4.2 Coefficient and Constants 1. Cb disp = 125.46 2. Cb wl = 0.69438 3. Cp disp = 0.717 4. Cp wl = 0.70321 5. Am = 174.916 6. Cm = 0.984 7. LCB = 1.48 8. CWP = 0.79 5 DESIGN REQUIREMENTS 5.1. RESISTANCE days
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96
hours
J. Holtrop and G. G. J. Mennen, an approximate power prediction method, will be the main refference to this case of calculation. The total resistance of a ship has been subdivided into : Rtotal = RF(1+k1) + RAPP + RW + RB + RTR + RA . . . . . . . . . . . . . . . . . . . . . . . . (1) Where, RF 1+k1 RAPP = frictional resistance according to the ITTC-1957 friction formula = form factor describing the viscous resistance of the hull form in relation to RF = resistance of 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 a. Parameter Reflecting the Length of The Run (LR) The formula, as follows : . . . . . . . . . . . . . . . . . . . . . (2) LR = LWL(1-CP+0.06CPLCB/(4CP-1)) In this formula CP is the prismatic coefficient based on the waterline length and LCB is the longitudinal position of the centre of bouyancy forward of 0.5L as a percentage of L. b. The Coefficient C12 The formula, as follows : C12 = (T/LWL)0.2228446
2.078
when, T/L > 0.05
+ 0.479948 when, 0.02 < T/L <0.05 C12 = 48.20(T/LWL) when, T/L < 0.02 C12 = 0.479948 c. The Coefficient C13 Accounts for the specific shape of the afterbody and is related to the coefficient Cstern C13 = 1+0.003Cstern for the coefficient Cstern the following tentative guidelines are given : -25 barge shaped form -10 V-shaped sections 0 normal shape of after body 10 U-shape sections (with hogner stern) d. Form factor describing the viscous resistance of the hull form in relation to RF (1+k1) The formula, as follows : 1+k1 = C13 {0.93+C12(B/LR)0.92497(0.95-CP)-0.521448(1-CP+0.0225LCB)0.6906} e. Waterplane Area Coefficient (CWP) . . . . . . (3)
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The amount of coefficient block based on the waterline + 0.1 is the value of waterplane area coefficient. f. Transverse Sectional Area of the Bulb (ABT) At the position where the still water surface intersect the stern, and for our ship is not design by bulb transverse in the stern. g. The Wetted Area of The Hull (S) Can be approximated well by : S = L(2T+B)(CM^1/2)(0.453+0.4425CB-0.2862CM-0.003467B/T+0.3696C WP)+2.38ABT/CB (4) In this formula CM is the midship section coefficient, CB is the block coefficient on the basis waterline length L. h. Appendage Resistance Factor (1+k2) In the Table 1.1, tentative 1+k2 values are given for streamlined flow-oriented appendages. These value were obtained from resistance tests with bare and appended ship models. In several of these test turbulence stimulator were present at the leading edges to induce turbulent flow over the appendages. Table 1.1 Approximate 1+k2 values rudder behind skeg 1.5 - 2.0 rudder behind stern 1.3 -1.5 twin screw balance rudders 2.8 shaft brackets 3.0 skeg 1.5-2.0 strut bossings 3.0 hull bossings 2.0 shafts 2.-4.0 stabilizer fins 2.8 dome 2.7 bilge keels 1.4 rudder 1.5 bossing 2 type of appendage rudder bossing i. Wetted Area Appendages (SAPP) The formula, as follows : DBOSS = 0.12 x T SBOSS SRUDDER = 1.5 D2 = c1 x c2 x c3 x c4 (1.75 x L x T/100) . . . . . . . . . . . . . . . where, c1 (for factor of ship type) = 1.0 for general ship 1.7 1.0 0.9 0.8 0.7 for tug and trawler for general ship semi spade rudder for double rudder for high lift rudder (5) 1 + K2 1.5 2 3.5
0.9 for bulkcarrier and tanker with displ > 50.000 ton
c2 (for factor of rudder)
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c3 (for factor of rudder's profile)= c4 (for rudder arrangement) =
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1.0 for NACA profile and rudder's plat 0.8 for hollow profile 1.0 for rudder in propeller jet 1.5 for rudder outside the propeller jet
SAPP = SBOSS + SKEMUDI j. (1+k2)equivalent The formula, as follows : (1+K2)eq = (1+k2)SAPP/SAPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . (6) k. Appendage Resistance (RAPP) The formula, as follows : RAPP = 0.5 x x v2 x SAPP x (1+K2)eq x CF . . . . . . . . . . . . . . . . . . . . . . (7) where, Reynold Number (Rn) = (vs x LWL)/u for u = 1.18831E-06
CF = 0.075/(Log10 Rn-2 )2 l. Wave Resistance (RW) The formula, as follows : RW = C1 C2 C5 V g exp { m1 Fnd + m2 cos ( Fn-2) } . . . . . . . . . . . . . (8) where, C2 is a parameter which accounts for the reduction of the wave resistance due to action of bulbous bow, similiary C5 expresses the influence of a transom stern on the wave Froude Number (Fn) = vs / (g x Lwl) C7 = B/L when 0.11 <B/L<0.25 the value of B/L = 20.2/127.92 0.5-0.0625 L/B when B/L>0.25 = 0.16 C7 = The Half 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 stern. If iE is unknown, use can be made of the following formula :
0.80856 0.30484 0.6367 0.34574 3 0.16302 (1-CWP) (1-CP-0.0225LCB) (LR/B) (100/L ) } iE= 1 + 89 exp {-(L/B)
C1 C3
= 2223105 C73.78613 (T/B)1.07961 (90-iE)-1.37566 = 2223105*0.16^3.78613*((8.8/20.2)^1.07961)*((90-21.69)^-1.37566)
= 0.56 ABT1.5 / { B T (0.31(ABT) +TF-hB)} the value of ABT is 0, to make this calculation easier, just to the direct result C2 = exp(-1.89(C3)) C5 = 1-0.8 AT / (B T CM) in the expression AT represents the immersed part of the transverse area of the transom at zero speed. C5 = 1-0.8*0/(20.2*8.8*0.984) the other parameters can be determined from : when L/B<12 l = 1.446 CP - 0.03 L/B when L/B>12 l = 1.446 CP - 0.36 when L/B<12 = 1.446 CP - 0.03 L/B C16 M1 C15 d M2 = 8.07981 CP - 13.8673 CP2+ 6.984388 CP3 = 0.0140407 L/T - 1.75254 1/3/L - 4.79323 B/L - C16 =
3 -1.6939 where, L / < 512
and for the result 127.92^3/15789.5
133
= -0.9 = C15 CP2 exp (-0.1Fn-2)
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m. The Additional Resistance Due to The Presence of a Bulbous-Bow Near The Surface (RB) The following formula : RB = 0.11 exp (-3PB-2) Fni3 ABT1.5 g / ( 1+ Fni2 ) . . . . . . . . . . . . . . . . (9) where, the coefficient PB is a measure for the emergence of the bow and Fni is the Froude number based on the immersion : PB RB = 0.56 ABT / ( TF - 1.5 hB ) Fni = v / ( g ( TF - hB - 0.25 ABT ) + 0.15 v2 ) = 0.11 exp (-3PB-2) Fni3 ABT1.5 g / ( 1+ Fni2 )
n. Viscous Resistance (RF(1+k1)) The following formula : RF(1+k1) = 0.5 v2 CF (1+k1) S . . . . . . . . . . . . . . . . . . . . . . (10) o. Additional Pressure Resistance due to Transom Immersion (RTR) The following formula : RTR = 0.5 v2 AT C6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (11) where, the coefficient C6 has been related to the Froude number based on the transom immersion : C6 C6 FnT = 0.2(1-0.2*FnT) = 0 when, FnT < 5 when, FnT 5
= V / ( 2 g AT/(B+B*CWP)
= invinity p. Model Ship Correlation Resistance (RA) The following formula : RA = 0.5 v2 S CA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (12) 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 CA was found : CA = 0.006 ( L + 100 )
-0.16
- 0.00205 + 0.003 ( L / 7.5 ) CB4 C2 ( 0.04 - C4 ) 8.8/127.92 = 0.06879
where, C4 = 0.04
when TF/L>0.04
TheTotal Resistance Rtotal = RF(1+k1) + RAPP + RW + RB + RTR + RA for shipping service conditionn, East Asian 15% - 20% TheTotal Resistance Service Ship = Rtotal + Radditional Rservice 5.2. MAIN ENGINE POWER ESTIMATION a. Estimation of Propeller's Diameter The requirement, the propeller's diameter should be smaller than 2/3 of the stern draft b. Wave Fraction (w) The calculation of following factors : this ship was design to a single screw propeller, with B/TA = 20.2/8.8 = 2.295 the value is less than 5, so the following formula for C8 :
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C8 C9 = B*S/(L*D*TA) = C8 = 8.8/5.867 = C19 C20 CP1 CV w 1.5 , less than 2, the following C11 where, Cstern = 0 = 1.5
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when the C8 is less than 28, the following C9 has the same value. TA/D
= 0.18567 / ( 1.3571 - CM ) - 0.71276 + 0.38648 CP = 1+0.015*Cstern = (1+k1)CF+CA = 1.45CP-0.315-0.0225LCB
= C9.C20.Cv.L/TA(0.050776+0.93405.C 11.Cv / (1-Cp1)) + 0.27951.C20(B/(L(1-Cp1)) + C19.C20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (13) c. Thrust Deduction Factor () = 0.25014 ( B/L )0.2896 (( B.T ) / D )0.2646 / (1 - CP + 0.0225 lcb )0.01762 + 0.0015 CSTERN . . . (14) d. Coefficient Propulsive (Pc) i. Relative Rotative Efficiency (rr)
The value for relative rotative efficiency for single screw propller ship, about 1.02 - 1.05.
ii. Propulsive Efficiency (o) Open water efficiency, the efficiency when held on open water test about 55%-60%. iii. Hull Efficency (H) The ratio between Effective Power and Thrust Power, this efficiency is a form according hull design especialy the stern with the propulsor arrangement, and for the H = (1 t) / (1 w) The value of Coefficient Propulsive is determined by the following formula : Pc = rr x o x H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (15) e. Effective Horse Power (EHP) The formula as follows : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (16) EHP = Rservice x vs f. Delivered Horse Power (DHP) The formula as follows : DHP = EHP/Pc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (17) g. Shaft Horse Power (SHP) SHP = DHP/sb where the sb for main engine in the stern, use 0.98 h. Trust Horse Power (THP) THP = EHP/H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (19) i. Brake Horse Power (BHP)
. . . (18)
The needed power of main engine in propeller and shaft arrangement need an efficency of reduction gears transmision, this ship is design by single reduction gear with losses 2% for the forward direction and for the backward is 1%. The following value is : 1. G Single Reduction Gears = 0,98 2. G Reversing Gears = 0,99 BHPscr = SHP / G BHPmcr = BHPscr/ 0.85
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5.3. PROPELLER SELECTION a. Main Engine Power Recalculation
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The power of main engine that we have calculated before we choose the engine, need recalculating power, this is determined the calculation : BHPscr = BHPmcr x e/m SHP = BHPscr x G DHP = SHP x sb EHP = DHP x Pc THP = EHP/H b. BP Diagram (Propeller Power Coefficient Diagram) In marine propellers and propulsion text book, we can find something that related with propeller power coefficient. In the section general open water characteristics's BP diagram was explained. Admiral Taylor derived a set of design coefficients termed BP, where : Pd = the delivered horsepower in British or Metric units depending on the diagram used N Va D = the propeller RPM = the speed of advanced (knots) = the propeller diameter (ft)
From the diagram that we used in this design, the power that used in British unit, so that we need to use horsepower. Va = (1-w)Vs Bp
2.5 0.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (20) = N*Pd /Va
and find the value for 0.1739BP1 c. Propeller Diagram In this diagram case, to find the Bp value in exactly 0.95 is too hard. The best way that must applicated in this section, by using the interpolation technique. The result of the ploting diagram is shown in table 3.1. 0.17BP P/d 0.72 0.72 0.77 0.77 0.83 Efficiency 0.62 0.61 0.60 0.60 0.59 0.9 Propeller Type 0.17BP 0.595 0.578 0.572 0.475 0.56 1 1/J 2.34 2.29 2.18 2.20 2.09
1/J P/d 2.14 B3-35 0.68 2.08 B3-50 0.675 1.98 B4-40 0.73 2.00 B4-55 0.72 1.90 B5-45 0.775 table 3.1 ploting bp diagram
*note : P/d = Pitch Ratio 1/J = Advance Coefficient Define the value of Do, Db, b, P/Db, b The following formula determined : i. Do = o(Va/N) where, o = Propeller Speed Coefficient from Open Water
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ii. Propeller's diameter behind the ship (Db)
: DESIGN IV : 01 - 42 09 050 - PS : 01 : Philosophy
that the size is smaller than in open water condition, Glover (1992) expressed the relation by approximately as follow : Db = 0.95*Do for Single Screw Db = 0.97*Db for Twin Screw iii. Propeller Speed Coefficient Behind The Ship (b) b = (DbxN)/Va iv. Advance Coefficient Behind The Ship (1/Jb) 1/Jb = 0.009875 b d. Cavitation Cavitation happen when arround the propeller blade area appear a bubbles by the different of pressure in the surface blade of propeller in its back and face. Cavitation for the purpose of generalized analysis is defined by a free stream cavitation number (o) which is the ratio of the static to dynamic head of the flow. This calculation used Burril's Diagram to find the value of scale ratio of propeller thrust sq. in. and dynamic pressure. To find the value of cavitation number scale (c), by plotting in the Burril's Diagram shown in figure 3.1 using the value of 0.7R.
Figure 3.1 Burril's Diagram The following formula determined : i. Local Cavitation Number (0,7R )
2 2 2 = (188.2+(19.62 x H))/(Va +(4.836 x (N ) x (Db x 0.3048) )) . . . . . . . (21) where, H = T-(0.04T)-(0.35T) Va = Speed Advance (m/s) N = propeller RPS Db = Propeller Diameter (ft), B3-35 ii. Blade Area Ratio (Ae/Ao) Blade Area Ratio (Ae/Ao), propeller arrangement reffer to Wageningen B-Screw Series. The following blades was determined with its blade area ratio (Ae/Ao). Where, Ae is the expanded area from propeller blades, and Ao is the area of propeller disk. For the propeller that we have choosen before B3-35, is has 3 blades and the blade area ratio (Ae/Ao) value is 0 35
0,7R
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2 Ao = ( D/2 ) AD = Ao*(Ae/Ao) iii. Projected Area of Blade (Ap) Ap = AD x ( 1.067 0.229 x P/Db). . . . . . . . . . . . . . . . . . . . . . (22) 2 2 = Va + ( 0.7 n Db 0.3048) Trust Propeller (T) T = EHP / ((1-t) x Vs x 0.5144) 2 c calculation formula = T / ( Ap 0.5 Vr ) e. The Correction Power of Main Engine i. Relative Rotative Efficiency (rr)
Vr2
The value for relative rotative efficiency for single screw propller ship, about 1.02 - 1.05.
ii. Propulsive Efficiency (o) Open water efficiency, the efficiency when held on open water test about 55%-60%. iii. Hull Efficency (H) The ratio between Effective Power and Thrust Power, this efficiency is a form according hull design especialy the stern with the propulsor arrangement, and for the value is determined by the following formula : H = (1 t) / (1 w) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (23) The value of Coefficient Propulsive is determined by the following formula : Pc = rr x o x H Effective Horse Power (EHP) The formula as follows : EHP = Rservice x vs Delivered Horse Power (DHP) The formula as follows : DHP = EHP/Pc Shaft Horse Power (SHP) SHP = DHP/sb where the sb for main engine in the stern, use 0.98 Trust Horse Power (THP) THP = EHP/H Brake Horse Power (BHP) The needed power of main engine in propeller and shaft arrangement need an efficency of reduction gears transmision, this ship is design by single reduction gear with losses 2% for the forward direction and for the backward is 1%. The following value is : 1. G Single Reduction Gears = 0,98 2. G Reversing Gears = 0,99 BHPscr = SHP / G BHPmcr = BHPscr/ 0.85 5.4. ENGINE PROPELLER MATCHING In previous, we have find the propeller type that has the greatest efficiency, required diameter, not in cavitation condition according to the power of main engine and its RPM. And now, we need to match the engine and propeller that we've choesen before. In this section, we will know the matching both of our engine and propeller by the following parameters below.
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i. Coefficient trial service = = Rtrial*1000/Vs2 Rservice*1000/Vs2 = = trial / ((1-t) (1-w)2 D2) service/ ((1-t) (1-w)2 D2)
: : : :
ii. Coefficient trial Coefficient service iii. Curve KT-J
where the density of sea water is in unit kg/m3
After we found the value of , we will find Ktship with J value is variated from 0-1. Where is the following formula :
2 KT = x J . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (24) iv. Open Water Test Diagram A typical open water diagram for a set of fixed pitch propellers working in a non-cavitating, environtment at forward, or positive, advance coefficient for the particullar propeller, the complete set of operating conditions at positive advance and rotational speed, since the propeller under steady conditions can only operate along the characteristic line difined by its pitch ratio (P/D). The diagram is general in the sense that, subject to scale effects, it is applicable to any propeller having the same geometric from as the one for which the characteristic curves were derived, but the subject propeller may have a different diameter or scale ratio and can work in any other fluid. (Marine Propellers and Propulsion, 6.1 General open water characteristic ) v. Clean Hull and Rough Hull Clean hull means the ship's hull is free from sea animal, no fouling and no rust. Rough hull is need an added power approximately 3%-7% from the clean hull condition, with 5% as good average. (Engine Selection Guide ManB&W, 2. Engine Layout and Load Diagrams )
When the ship has sailed for some time, the hull and propeller become fouled and the hull's resistance will increase. Consequently, the ship speed will be reduced unless the engine delivers more power to the propeller. As modern vessels with a relatively high service speed are prepared with very smooth propeller and hull surface, the fouling after sea trial, therefore, will involeve a relatively higher resistance and thereby a heavier running propeller vi. Engine Layout Diagram The layout procedure has to be carefully considered because the final layout choice will have a considerable influence on the operating condition of the main engine throughout the whole lifetime of the ship. An engine's layout diagram is limited by two constant mean effective presseure (mep) lines L1-L3 and L2-L4, and by two constant engine speed lines L1L2 and L3-L4. The L1 point refers to the engine's nominal maximum continuous rating. (Engine Selection Guide ManB&W, 2. Engine Layout and Load Diagrams ) vii. Engine Propeller Matching Curve Steps a. Light Running (LR) This line is propulsion curve clean hull and calm weather. b. Heavy Running (HR) To define the heavy running, is using a fouling and rough margin 3%-7%, that we've done before. c. Continuous Service Rating for Propulsion (SP) And now, we just need to focus on to Heavy Running (HR) line. To find the SP, we need to added margin that come from sea margin. About sea margin, at the same time the weather is bad with head winds, the ships resistance may increase compared to ti t l
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: : : :
weather conditions. When determining the necessary engine power, it is therefore normal practice to add an extra power margin, the so-called sea margin about 15% of d. Specified MCR for Propulsion (MP) To find the MP, we need engine margin. Man B&W give 10% margin and then the corresponding point is called the specified MCR for Propulsion (MP). 6 SUMMARY 6.1. RESISTANCE NO CALCULATION 1 Length of The Run 2 The Coefficient C12 3 The Coefficient C13 4 Form factor 5 Waterplane Area Coefficient 6 Transverse Sectional A. of Bulb 7 The Wetted Area of The Hull 8 Appendage Resistance Factor 9 Reynold Number 10 CF 11 Fraude Number 12 The Half of Entrance
SYMBOL LR 42.37 C12 C13 1+k1 CWP ABT S 1+k2 Rn CF Fn iE 0.55 1.00 1.20 0.79 0.00 3665.12 1.61
RESULT m
m2
803059134.40 0.0016 0.21 21.69 kN kN kN kN kN kN kN kN
13 Fraude Number based Immersion Fni 0.77 RF(1+k1) 197.33 14 Viscous Resistance 15 Appendage Resistance 16 Wave Resistance 17 Bulbous Bow Resistance 18 Additional Pressure Resistance 19 Model Ship Correlation R. 20 Total Resistance 21 Service Resistance 6.2. MAIN ENGINE POWER ESTIMATION NO CALCULATION 1 Propeller's Diameter Max 2 3 4 5 6 7 8 9 10 11 Wave Fraction Thrust Deduction Factor Coefficient Propulsive Relative Rotative Efficiency Propulsive Efficiency Hull Efficency Effective Horse Power Delivered Horse Power Shaft Horse Power Trust Horse Power RAPP RW RB RTR RA Rtotal 1.81 74.67 0.00 0.00 48.82 322.63
Rservice 371.02
SYMBOL Dmax 5.87 w Pc rr o H EHP DHP SHP THP 2.30 0.19 0.61 1.02 0.55 1.10 2767.81 4501.53 4593.40 2635.23
RESULT m
kW kW kW kW
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12 Brake Horse Power service c. r. BHPscr 4687.14
Project Doc. No Rev.No Type kW
: : : :
13 Brake Horse Power maximum c.r BHPMCR 5514.28 kW After we get the power estimation of main engine, now we should select main engine from engine guide selection, and the engine guide that we used in this design reffer to Man B&W, the following data below : Engine = MAN B&W Type = S50MC-C Max. Power = 6320 kW 8471.85 HP Total Cylinder = 4 = 500 mm Bore mm Piston Stroke = 2000 = 127 rpm RPM = 173 SFOC g/kWh = 0.95 SLOC g/BHP = 19 bar MEP Dimension = 4.695 m Length = 3.15 m Width = 8.95 m Height 6.3. PROPELLER SELECTION NO CALCULATION 1 Propeller Power Coefficient 2 The Speed of Advance 3 Local Cavitation Number 4 Propeller
SYMBOL Bp 29.99 Va 10.59 0,7R 0.43 B3-35
RESULT knots
6.4. ENGINE PROPELLER MATCHING NO CALCULATION SYMBOL 1 Coefficient trial trial 5797.32 2 Coefficient service service 6666.83 3 Coefficient trial trial 0.44 4 Coefficient service service 6666.83 5 Pitch Ratio Diameter Behind Ship P/db 0.73 J 0.51 6 Advance Coefficient Propeller KT 0.12 7 Thrust Coefficient Propeller 0.62 8 Propeller's Efficiency 10KQ 0.18 9 Torque Coefficient Propeller
RESULT
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ATTACHMENT NO. 01 - CALCULATION SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING
: DESIGN IV : 01 - 42 09 050 - PS : : Attachment No. 01
1. RESISTANCE J. Holtrop and G. G. J. Mennen, an approximate power prediction method, will be the main refference to this case of calculation. The total resistance of a ship has been subdivided into : Rtotal = RF(1+k1) + RAPP + RW + RB + RTR + RA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (1) Where, RF = frictional resistance according to the ITTC-1957 friction formula 1+k1 = form factor describing the viscous resistance of the hull form in relation to RF RAPP = resistance of 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 a. Parameter Reflecting the Length of The Run (LR) The formula, as follows : . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) LR = LWL(1-CP+0.06CPLCB/(4CP-1)) In this formula CP is the prismatic coefficient based on the waterline length and LCB is the longitudinal position of the centre of bouyancy forward of 0.5L as a percentage of L. for the result : LR = LWL(1-CP+0.06CPLCB/(4CP-1)) = 127.92*(1-0.70321+0.06*0.70321*1.48/(4*0.70321-1)) = 42.3717 m b. The Coefficient C12 The formula, as follows : C12 = (T/LWL)0.2228446 + 0.479948 C12 = 48.20(T/LWL) C12 = 0.479948 for the result : = 8.8/127.92 T/LWL 0.07 = so, we pick the formula :
2.078
when, T/L > 0.05 when, 0.02 < T/L <0.05 when, T/L < 0.02
C12 = (T/LWL)0.2228446 when, T/L > 0.05 = (8.8/127.92)^0.2228446 = 0.55 c. The Coefficient C13 Accounts for the specific shape of the afterbody and is related to the coefficient Cstern according to C13 = 1+0.003Cstern for the coefficient Cstern the following tentative guidelines are given : -25 barge shaped form -10 V-shaped sections 0 normal shape of after body 10 U-shape sections (with hogner stern) Cstern = 0 for the result : C13 = 1+0.003Cstern = 1+0.003*0
Page 1 of 21
=1 d. Form factor describing the viscous resistance of the hull form in relation to RF (1+k1) The formula, as follows : 1+k1 = C13 {0.93+C12(B/LR)0.92497(0.95-CP)-0.521448(1-CP+0.0225LCB)0.6906} for the result : 1+k1 . . . . . . . . . . (3)
= C13 {0.93+C12(B/LR)0.92497(0.95-CP)-0.521448(1-CP+0.0225LCB)0.6906} = 1{0.93+0.55*((20.2/42.3717)^0.92497)*((0.95-0.70321)^-0.521448)*(10.70321+0.0225*1.48)^0.6906} = 1.20 e. Waterplane Area Coefficient (CWP) The amount of coefficient block based on the waterline + 0.1 is the value of waterplane area coefficient. = 0.69438 + 0.1 CWP = 0.79438 f. Transverse Sectional Area of the Bulb (ABT) At the position where the still water surface intersect the stern, and for our ship is not design by bulb transverse in the stern. = 0 It mean the value of ABT g. The Wetted Area of The Hull (S) Can be approximated well by : S = L(2T+B)(CM^1/2)(0.453+0.4425CB-0.2862CM-0.003467B/T+0.3696C WP)+2.38ABT/CB (4) In this formula CM is the midship section coefficient, CB is the block coefficient on the basis waterline length L. for the result : S = L(2T+B)(CM^1/2)(0.453+0.4425CB-0.2862CM-0.003467B/T+0.3696C WP)+2.38ABT/CB = 127.92*(2*8.8+20.2)*(0.984^(0.5))*(0.453+0.4425*0.694-0.2862*0.9840.003467*20.2/8.8+0.3696*0.79438)+2.38*0/0.694
2 = 3665.12 m h. Appendage Resistance Factor (1+k2) In the table 1, tentative 1+k2 values are given for streamlined flow-oriented appendages. These value were obtained from resistance tests with bare and appended ship models. In several of these test turbulence stimulator were present at the leading edges to induce turbulent flow over the appendages. Table 1 Approximate 1+k2 values rudder behind skeg 1.5 - 2.0 rudder behind stern 1.3 -1.5 twin screw balance rudders 2.8 shaft brackets 3.0
skeg strut bossings hull bossings shafts stabilizer fins dome bilge keels
1.5-2.0 3.0 2.0 2.-4.0 2.8 2.7 1.4
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rudder bossing 1.5 2 type of appendage rudder bossing
1 + K2 1.5 2 3.5
i. Wetted Area Appendages (SAPP) The formula, as follows : DBOSS = 0.12 x T = 0.12*8.8 1.06 m = SBOSS = 1.5 D2 = 1.5*3.14*(1.06^2) 5.29 m2 = SRUDDER = c1 x c2 x c3 x c4 (1.75 x L x T/100) where, c1 (for factor of ship type) = 1.0 for general ship
0.9 for bulkcarrier and tanker with displ > 50.000 ton
c2 (for factor of rudder)
c3 (for factor of rudder's profile)= c4 (for rudder arrangement) =
1.7 for tug and trawler 1.0 for general ship 0.9 semi spade rudder 0.8 for double rudder 0.7 for high lift rudder 1.0 for NACA profile and rudder's plat 0.8 for hollow profile 1.0 for rudder in propeller jet 1.5 for rudder outside the propeller jet
for the result : SRUDDER = c1 x c2 x c3 x c4 (1.75 x L x T/100) = 1*1*1*1*(1.75*127.92*8.8/100) 2 = 19.7 m SAPP = SBOSS + SKEMUDI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (5) = 5.29 + 19.7 = 24.99 m2 j. (1+k2)equivalent The formula, as follows : (1+K2)eq = (1+k2)SAPP/SAPP
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (6) 1 + K2 1.5 2 3.5
SAPP type of appendage rudder 19.7 bossing 5.29 24.992 for the result : (1+K2)eq = (1+k2)SAPP/SAPP = 40.133832/24.992 = 1.61 k. Appendage Resistance (RAPP) The formula, as follows :
(1+k2)SAPP
29.54952 10.584312 40.133832
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RAPP
= 0.5 x x v2 x SAPP x (1+K2)eq x CF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (7) where, Reynold Number (Rn) = (vs x LWL)/u for u = 1.18831E-06 Rn = vs x (LWL/u) = (7.46*127.92)/0.00000118831 = 803059134.4 = 0.075/(Log10 Rn-2 )2 = 0.075/((Log10*803059134.4-2)^2) = 0.0015731 for the result : CF
= 0.5 x x v2 x SAPP x (1+K2)eq x CF = 0.5*1.025*7.46^2*24.992*1.61*0.0015731 1.81 kN = l. Wave Resistance (RW) The formula, as follows : RAPP RW = C1 C2 C5 V g exp { m1 Fnd + m2 cos ( Fn-2) } . . . . . . . . . . . . . . . . . . . . . . . . . (8) where, C2 is a parameter which accounts for the reduction of the wave resistance due to action of bulbous bow, similiary C5 expresses the influence of a transom stern on the wave resistance. Froude Number (Fn) = vs / (g x Lwl) 7.46/ (9.8*127.92) = 0.21 = C7 = B/L when 0.11 <B/L<0.25 the value of B/L = 20.2/127.92 0.5-0.0625 L/B when B/L>0.25 = 0.16 C7 = 0.16 so, the value is The Half 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 stern. If iE is unknown, use can be made of the following formula : iE= 1 + 89 exp {-(L/B) for the result :
0.80856
(1-CWP)0.30484 (1-CP-0.0225LCB)0.6367(LR/B)0.34574(100/L3)0.16302}
0.80856 (1-CWP)0.30484 (1-CP-0.0225LCB)0.6367(LR/B)0.34574(100/L3)0.16302} iE = 1 + 89 exp {-(L/B)
= 1+89exp{-((127.92/20.2)^0.80856)*((1-0.79)^0.30484)*((1-0.703210.0225*1.48)^0.6367)*((42.3717/20.2)^0.34574)*(100*15789.5/(127.92^3)^0.16302) = 21.69 C1 = 2223105 C73.78613 (T/B)1.07961 (90-iE)-1.37566 = 2223105*0.16^3.78613*((8.8/20.2)^1.07961)*((90-21.69)^-1.37566) = 2.63
= 0.56 ABT1.5 / { B T (0.31(ABT) +TF-hB)} the value of ABT is 0, to make this calculation easier, just to the direct result = 0 C2 = exp(-1.89(C3)) = 1 C5 = 1-0.8 AT / (B T CM) in the expression AT represents the immersed part of the transverse area of the transom at zero speed. C5 = 1-0.8*0/(20.2*8.8*0.984) C3
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= 1 the other parameters can be determined from : l = 1.446 CP - 0.03 L/B when L/B<12 when L/B>12 l = 1.446 CP - 0.36 for the result : L/B = 127.92/20.2 = 6.33 = 1.446 CP - 0.03 L/B when L/B<12 = 1.446*0.70321-0.03*(127.92/20.2) = 0.83 C16 = = = = = C15 d
8.07981 CP - 13.8673 CP2+ 6.984388 CP3 8.07981*0.70321-13.8673*0.70321^2+6.984388*0.70321^3 1.25 0.0140407 L/T - 1.75254 1/3/L - 4.79323 B/L - C16 0.0140407*(127.92/8.8)-1.75254*((15789.5^(1/3))/127.92)-(4.79323*20.2/127.92)1.25 -2.15 3 -1.6939 where, L / < 512 and for the result 127.92^3/15789.5 = 133 -0.9
M1
= = = M2 = C15 CP2 exp (-0.1Fn-2) = -1.6939*(0.70321^2)*exp*(-0.1*0.21^-2) = -0.087 so, for the wave resistance calculation as follows : RW
= C1 C2 C5 V g exp { m1 Fnd + m2 cos ( Fn-2) } = 2.63*1*1*15789.5*1.025*9.8*exp*(-2.15*(0.21^-0.9)+(-0.087)*cos(0.83*0.21^-2)) = 74.67 kN m. The Additional Resistance Due to The Presence of a Bulbous-Bow Near The Surface (RB) The following formula : RB = 0.11 exp (-3PB-2) Fni3 ABT1.5 g / ( 1+ Fni2 ) where, the coefficient PB is a measure for the emergence of the bow and Fni is the Froude number based on the immersion : PB = 0.56 ABT / ( TF - 1.5 hB ) = 0.56*(0^2)/(8.8-1.5*0) = 0 Fni = v / ( g ( TF - hB - 0.25 ABT ) + 0.15 v2 ) = 7.46/(9.8(8.8-0-0.25*(0^0.5))+0.15*7.46^2)^0.5 = 0.76705
= 0.11 exp (-3PB-2) Fni3 ABT1.5 g / ( 1+ Fni2 ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (9) = 0.11*exp(-3*0)*(0.76705^3)*(0^1.5)*1.025*9.8/(1+0.76705^2) = 0 n. Viscous Resistance (RF(1+k1)) The following formula : RB RF(1+k1) = 0.5 v2 CF (1+k1) S for the result : RF(1+k1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (10)
= 0.5 v2 CF (1+k1) S = 0.5*1.025*(7.46^2)*0.0015731*1.20*3665.12
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= 197.33 kN o. Additional Pressure Resistance due to Transom Immersion (RTR) The following formula :
RTR = 0.5 v2 AT C6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (11) where, the coefficient C6 has been related to the Froude number based on the transom immersion = = = = C6 = for the result C6 C6 FnT RTR 0.2(1-0.2*FnT) when, FnT < 5 0 when, FnT 5 V / ( 2 g AT/(B+B*CWP) invinity 0 :
= 0.5 v2 AT C6 = 0.5*1.025*(7.46^2)*0 = 0 kN p. Model Ship Correlation Resistance (RA) The following formula : RA = 0.5 v2 S CA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (12) 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 CA was found : CA = 0.006 ( L + 100 ) -0.16 - 0.00205 + 0.003 ( L / 7.5 ) CB4 C2 ( 0.04 - C4 ) where, when TF/L>0.04 8.8/127.92 = 0.06879 C4 = 0.04 for the result : = 0.006 ( L + 100 ) -0.16 - 0.00205 + 0.003 ( L / 7.5 ) CB4 C2 ( 0.04 - C4 ) = 0.006*(127.92+100)^-0.16-0.00205+0.003*(127.92/7.5)^0.5*0.69438^4*1*(0.04-0.04) = 0.000467
CA
= 0.5 v2 S CA = 0.5*1.025*(7.46^2)*3665.12*0.000467 48.8176 kN TheTotal Resistance Rtotal = RF(1+k1) + RAPP + RW + RB + RTR + RA = 197.33+1.81+74.67+0+0+48.8176 = 322.63 kN RA for shipping service conditionn, East Asian 15% - 20% Radditional = 15%*322.63 = 48.3945 kN TheTotal Resistance Service Ship = Rtotal + Radditional Rservice = 322.63+48.3945 = 371.02 kN 2. MAIN ENGINE POWER ESTIMATION a. Estimation of Propeller's Diameter The requirement, the propeller's diameter should be smaller than 2/3 of the stern draft
Page 6 of 21

Dmax
= 2/3*8.8 = m 5.867 b. Wave Fraction (w) The calculation of following factors : this ship was design to a single screw propeller, with B/TA = 20.2/8.8 = 2.295 the value is less than 5, so the following formula for C8 : C8 = B*S/(L*D*TA) = (20.2*3665.12)/(127.92*5.867*8.8) = 11.21 when the C8 is less than 28, the following C9 has the same value. C9 = C 8 = 11.21 TA/D = 8.8/5.867 1.5 = 1.5 , less than 2, the following C11 = C19 = 0.18567 / ( 1.3571 - CM ) - 0.71276 + 0.38648 CP = (0.1857/(1.3571-0.984))-0.71276+0.38648*0.70321 = 0.0567 where, Cstern = 0 C20 = 1+0.015*Cstern = 1+0.015*0 = 1 CP1 = 1.45CP-0.315-0.0225LCB = 0.315-0.0225*1.48 = 0.67 CV = (1+k1)CF+CA = 1.20*0.0015731+0.000467 = 0.00235 w = C9.C20.Cv.L/TA(0.050776+0.93405.C 11.Cv / (1-Cp1)) + 0.27951.C20(B/(L(1-Cp1)) + C19.C20 0.27 c. Thrust Deduction Factor () = 0.25014 ( B/L )0.2896 (( B.T ) / D )0.2646 / (1 - CP + 0.0225 lcb )0.01762 + 0.0015 CSTERN
0.2
d. Coefficient Propulsive (Pc) i. Relative Rotative Efficiency (rr) The value for relative rotative efficiency for single screw propller ship, about 1.02 - 1.05. rr = 1.02 ii. Propulsive Efficiency (o) Open water efficiency, the efficiency when held on open water test about 55%-60%. o = 55% iii. Hull Efficency (H) The ratio between Effective Power and Thrust Power, this efficiency is a form according hull design especialy the stern with the propulsor arrangement, and for the value is determined H = (1 t) / (1 w) = (1-0.2)/(1-0.27) = 1.096 so the value of Coefficient Propulsive is determined by the following formula : Pc = rr x o x H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (13) = 1.02*55%*1.096
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= 0.61486 e. Effective Horse Power (EHP) The formula as follows : EHP = Rservice x vs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (14) = 371.02*7.46 = 2767.81 kW f. Delivered Horse Power (DHP) The formula as follows : DHP = EHP/Pc . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (15) = 2767.81/0.61486 = 4501.53 kW g. Shaft Horse Power (SHP) SHP = DHP/sb where the sb for main engine in the stern, use 0.98 . . . . . . .(16) = 4501.53/0.98 = 4593.4 kW h. Trust Horse Power (THP) THP = EHP/H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (17) = 2767.81/1.096 = 2635.23 kW i. Brake Horse Power (BHP) The needed power of main engine in propeller and shaft arrangement need an efficency of reduction gears transmision, this ship is design by single reduction gear with losses 2% for the forward direction and for the backward is 1%. The following value is : 1. G Single Reduction Gears = 0,98 2. G Reversing Gears = 0,99 BHPscr = SHP / G . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (18) = 4593.4/0.98 4687.14 kW BHPmcr = BHPscr/ 0.85 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (19) = 4687.14/0.85 = 5514.28 kW After we get the power estimation of main engine, now we should select main engine from engine guide selection, and the engine guide that we used in this design reffer to Man B&W, the following Engine = MAN B&W Type = S50MC-C Max. Power = 6320 kW 8471.85 HP Total Cylinder = 4 Bore = 500 mm Piston Stroke = 2000 mm RPM = 127 rpm SFOC g/kWh = 173 SLOC g/BHP = 0.95 MEP = 19 bar Dimension = 4.695 m Length = 3.15 m Width = 8.95 m Height
Page 8 of 21
3. PROPELLER SELECTION a. Main Engine Power Recalculation The power of main engine that we have calculated before we choose the engine, need recalculating power, this is determined the calculation : BHPmcr = 6320 kW BHPscr = BHPmcr x e/m where the engine margin of MAN B&W is 10% BHPscr = 6320-(6320*10%) = 5688 kW SHP = BHPscr x G = 5688*0.98 = 5574.24 kW DHP = SHP x sb = 5574.24*0.98 = 5462.76 kW EHP = DHP x Pc = 5462.76*0.61486 = 3358.83 kW THP = EHP/H = 3358.83/1.096 = 3064.63 kW VALUE POWER kW HP 6320.00 8592.79 BHPmcr 5688.00 7733.51 BHPscr SHP 5574.24 7578.84 DHP 5462.76 7427.27 EHP 3358.83 4566.73 THP 3064.63 4166.72 b. BP Diagram (Propeller Power Coefficient Diagram) In marine propellers and propulsion text book, we can find something that related with propeller power coefficient. In the section general open water characteristics's BP diagram was explained. Admiral Taylor derived a set of design coefficients termed BP, where : Pd = the delivered horsepower in British or Metric units depending on the diagram used N = the propeller RPM Va = the speed of advanced (knots) D = the propeller diameter (ft) From the diagram that we used in this design, the power that used in British unit, so that we need to use horsepower. Va = (1-w)Vs = (1-0.27)*14.5 = 10.59 knots = 5.4 m/s = N*Pd0.5/Va2.5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (20) = (127*7427.27^0.5)/(10.59^2.5) = 29.99 and for the 0.1739BP1 = 0.1739*(29.99^0.5) 0.95 Bp
Page 9 of 21
c. Propeller Diagram In this diagram case, to find the Bp value in exactly 0.95 is too hard. The best way that must applicated in this section, by using the interpolation technique. The result of the ploting diagram is shown in table 3.1. table 3.1 ploting bp diagram Propeller 0.17BP 0.17BP 0.9 1 Type P/d Efficiency 1/J P/d 1/J 0.72 0.62 2.14 B3-35 0.68 0.595 2.34 0.72 0.61 2.08 B3-50 0.675 0.578 2.29 0.77 0.60 1.98 B4-40 0.73 0.572 2.18 0.77 0.60 2.00 B4-55 0.72 0.475 2.20 0.83 0.59 1.90 B5-45 0.775 0.56 2.09 *note : P/d = Pitch Ratio 1/J = Advance Coefficient Interpolation Technique : 0.1739BP1 = 0.95
(1/Jo)/0.009875
table 3.2 interpolation technique Propeller 0.1739BP1 P/Do 1/Jo o Type B3-35 0.95 #DIV/0! #DIV/0! #DIV/0! B3-50 0.95 #DIV/0! #DIV/0! #DIV/0! B4-40 0.95 #DIV/0! #DIV/0! #DIV/0! B4-55 0.95 #DIV/0! #DIV/0! #DIV/0! B5-45 0.95 #DIV/0! #DIV/0! #DIV/0! e.g : the value of P/Do B3-35 by interpolation technique is : 0.72-((0.9-0.95)*(0.72-0.68/(0.9-1))
o #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
table 3.2 show the interpolation data, for a while, we can choose the propeller by its efficiency, the highest efficiency will be the right one. But, another test will be calculated for the greatest Define the value of Do, Db, b, P/Db, b The following formula determined : i. Do = o(Va/N) where, o = Propeller Speed Coefficient from Open Water ii. Propeller's diameter behind the ship (Db) Db = 0.95*Do for Single Screw Db = 0.97*Db for Twin Screw iii. Propeller Speed Coefficient Behind The Ship (b) b = (DbxN)/Va iv. Advance Coefficient Behind The Ship (1/Jb) 1/Jb = 0.009875 b Table 3.3, show the calculation of all propeller types data from the formula above, as follows :
Page 10 of 21

table 3.3 calculation of propeller Propeller Type B3-35 B3-50 B4-40 B4-55 B5-45 Do (ft) #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! Db(ft) #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! Db(m) #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! b #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0! 1/Jb #DIV/0! #DIV/0! #DIV/0! #DIV/0! #DIV/0!
P/Db 0.73 0.73 0.76 0.75 0.80
b 0.62 0.61 0.59 0.59 0.57
the value of P/Db and b is re-plotting to the diagram, it is just like before. d. Cavitation Cavitation happen when arround the propeller blade area appear a bubbles by the different of pressure in the surface blade of propeller in its back and face. Cavitation for the purpose of generalized analysis is defined by a free stream cavitation number (o) which is the ratio of the static to dynamic head of the flow. This calculation used Burril's Diagram to find the value of scale ratio of propeller thrust sq. in. and dynamic pressure. To find the value of cavitation number scale (c), by plotting in the Burril's Diagram shown in figure 3.1 using the value of
Figure 3.1 Burril's Diagram The following formula determined : i. Local Cavitation Number (0,7R ) 0,7R
2 2 2 = (188.2+(19.62 x H))/(Va +(4.836 x (N ) x (Db x 0.3048) )) where, H = T-(0.04T)-(0.35T) = 8.8-(0.04*8.8)-(0.35*8.8) = 5.37 m Va = Speed Advance (m/s) = 10.59 knots = 5.44 m/s N = propeller RPS = 127 RPM = 2.12 RPS Db = Propeller Diameter (ft), B3-35 = 17.961 ft
. . . . . . . . . (21)
Page 11 of 21

for the result :
2 2 2 = (188.2+(19.62 x H))/(Va +(4.836 x (N ) x (Db x 0.3048) )) = 0.43 and for the cavitation number scale (c) we need to plot to the Burril's Diagram in the figure 3.2. Here is the result : c = 0.17 so we find the value of c in the plotting diagram, and to determined our propeller is not in cavitation problem, the value of c diagram should be highest than c in calculation that we will find by all the following parameters and formulas : ii. Blade Area Ratio (Ae/Ao) Blade Area Ratio (Ae/Ao), propeller arrangement reffer to Wageningen B-Screw Series. The following blades was determined with its blade area ratio (Ae/Ao). Where, Ae is the expanded area from propeller blades, and Ao is the area of propeller disk. For the propeller that we have choosen before B3-35, is has 3 blades and the blade area ratio (Ae/Ao) value is
0,7R
Ao
2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (22) = ( D/2 ) = 3.14*(17.961/2)^2 2 = 253.24 ft = Ao*(Ae/Ao) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (23) = 253.24*0.35
AD
ft2 = 88.63 iii. Projected Area of Blade (Ap) Ap = AD x ( 1.067 0.229 x P/Db) = 88.63*(1.607-0.229*0.73) = 127.61 Vr2 ft2
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (24)
2 2 = Va + ( 0.7 n Db 0.3048) = (5.44^2)+(0.7*3.14*2.12*17.961*0.3048)^2 = 680.35 Trust Propeller (T) T = EHP / ((1-t) x Vs x 0.5144) = 4566.73/((1-0.2)*14.5*0.5144) = 765.33
c calculation formula
2 = T / ( Ap 0.5 Vr ) = 765.33/(127.61*0.5*1.025*680.35)
= 0.017 So, we find the value of c with fomula's calculation, and then we can compare the value between c diagram and c formula, as follows : 0.17 c diagram = 0.017 c formula = And then, c formula < c diagram It means that the propeller that we have choosen B3-35 series is not in cavitation condition. e. The Correction Power of Main Engine i. Relative Rotative Efficiency (rr) The value for relative rotative efficiency for single screw propller ship, about 1.02 - 1.05. rr = 1.02 ii. Propulsive Efficiency (o) Open water efficiency, the efficiency when held on open water test about 55%-60%. o = 0.62
Page 12 of 21
iii. Hull Efficency (H) The ratio between Effective Power and Thrust Power, this efficiency is a form according hull design especialy the stern with the propulsor arrangement, and for the value is determined H = (1 t) / (1 w) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (25) = (1-0.2)/(1-0.27) = 1.096 so the value of Coefficient Propulsive is determined by the following formula : Pc = rr x o x H = 1.02*0.62*1.096 = 0.69311 Effective Horse Power (EHP) The formula as follows : EHP = Rservice x vs = 371.02*7.46 = 2767.81 kW Delivered Horse Power (DHP) The formula as follows : DHP = EHP/Pc = 2767.81/0.69311 = 3993.32 kW Shaft Horse Power (SHP) SHP = DHP/sb where the sb for main engine in the stern, use 0.98 = 3993.32/0.98 = 4074.82 kW Trust Horse Power (THP) THP = EHP/H = 2767.81/1.096 = 2635.23 kW
Brake Horse Power (BHP) The needed power of main engine in propeller and shaft arrangement need an efficency of reduction gears transmision, this ship is design by single reduction gear with losses 2% for the forward direction and for the backward is 1%. The following value is : 1. G Single Reduction Gears = 0,98 2. G Reversing Gears = 0,99 BHPscr = SHP / G = 4074.82/0.98 4157.98 kW BHPmcr = BHPscr/ 0.85 = 4157.98/0.85 = 4891.74 kW o, the correction of main engine power is can handle by the main engine that we've choosen before 4. ENGINE PROPELLER MATCHING In previous, we have find the propeller type that has the greatest efficiency, required diameter, not in cavitation condition according to the power of main engine and its RPM. And now, we need to match the engine and propeller that we've choesen before. In this section, we will know the matching both of our engine and propeller by the following parameters below.
Page 13 of 21

i. Coefficient trial = = = = = = Rtrial*1000/Vs2 322.63*1000/(7.46^2) 5797.32 Rservice*1000/Vs2 371.02*1000/(7.46^2) 6666.83 = = = = = =
service
ii. Coefficient trial
trial / ((1-t) (1-w)2 D2) 5797.32/((1-0.2)*((1-0.27)^2)*1025*(5.5^2)) 0.44 service/ ((1-t) (1-w)2 D2) 6666.83/((1-0.2)*((1-0.27)^2)*1025*(5.5^2)) 0.50
where the density of sea water is in unit kg/m3 Coefficient service
iii. Curve KT-J After we found the value of , we will find Ktship with J value is variated from 0-1. Where is the following formula :
2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (26) KT = x J Here is the value of KT trial and service shown in table 4.1
table 4.1 KT-J KT-J J 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 J
2
KT trial 0 0.01754 0.03947 0.07017 0.10964 0.15789 0.2149 0.28069 0.35524 0.43857
KT service 0 0.020174112 0.045391751 0.080696447 0.126088198 0.181567005 0.247132868 0.322785787 0.408525762 0.504352792
0 0.01 0.04 0.09 0.16 0.25 0.36 0.49 0.64 0.81 1
0.00439 0.005043528
from the table 4.1, we will make a curve that shown the value of that table in figure 4.1
Page 14 of 21
KT-J Curve
0.6 0.5 0.4 0.3 0.2 0.1 0 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 Figure 4.1 KT-J Curve iv. Open Water Test Diagram A typical open water diagram for a set of fixed pitch propellers working in a non-cavitating, environtment at forward, or positive, advance coefficient for the particullar propeller, the complete set of operating conditions at positive advance and rotational speed, since the propeller under steady conditions can only operate along the characteristic line difined by its pitch ratio (P/D). The diagram is general in the sense that, subject to scale effects, it is applicable to any propeller having the same geometric from as the one for which the characteristic curves were derived, but the subject propeller may have a different diameter or scale ratio and can work in any other fluid. (Marine Propellers and Propulsion, 6.1 General open As the refference that we know, we need to use pitch ratio of propeller that we've found before, the result shown in table 4.2. And the following interpolation technique will be usefull. Table 4.2 P/Db = 0.8 J KT 10KQ 0 0.3 0.34 0 0.1 0.28 0.32 0.14 0.2 0.25 0.3 0.28 0.3 0.22 0.27 0.4 0.4 0.19 0.24 0.51 0.5 0.16 0.21 0.61 0.6 0.12 0.18 0.69 0.7 0.09 0.14 0.7 0.8 0.07 0.1 0.63 0.9 0.01 0.05 0.18 1 0 0 0 P/Db = 0.7 J KT 10KQ 0 0.26 0.27 0 0.1 0.24 0.25 0.16 0.2 0.22 0.23 0.3 0.3 0.19 0.21 0.43 KTtrial KTservice
Page 15 of 21

0.4 0.16 0.185 0.5 0.12 0.155 0.6 0.08 0.12 0.7 0.04 0.085 0.8 0 0.045 0.9 0 0.01 1 0 0 Interpolation Technique 0.73 P/Db = J KT 10KQ 0 0.272 0.291 0.1 0.252 0.271 0.2 0.229 0.251 0.3 0.199 0.228 0.4 0.169 0.2015 0.5 0.132 0.1715 0.6 0.092 0.138 0.7 0.055 0.1015 0.8 0.021 0.0615 0.9 0.003 0.022 1 0 0 0.54 0.63 0.66 0.59 0.15 0 0
0 0.154 0.294 0.421 0.531 0.624 0.669 0.623 0.294 0.054 0
The diagram of open water test, shown in figure 4.2 below :
0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 0 0.1
Open Water Test Curve
KT 10KQ
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
Figure 4.2 Open Water Test Curve B3-35 Series Find the point operation by plotting the KT trial before.
Page 16 of 21
0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 0 0.1

KTpropeller 10KQ KTshiptrial
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
Figure 4.3 Plotting the KT ship trial in Open Water Test Propeller from the figure 4.3 we can find the value of : = 0.51 J = 0.12 KT = 0.62 = 0.18 10KQ and, the value of propeller rotation which work in that condition (clean hull) n = Va/(JxD) = 5.44/(0.51*5.5) = 1.93939 rps = 116.364 rpm v. Clean Hull and Rough Hull Condition Table Clean Hull condition shown in table 4.3 below : Table 4.3 Clean Hull Condition Q(Nm) DHP(watt) SHP(watt) BHP(watt) n(rpm) n(rps) BHP(kW) (2 Q n) (DHP/sb ) (SHP/G) (KQ n2 D5) 0 0.0 0.00 0 0 0 0 10 0.2 2579.33 2699.701268 2754.797212 2811.017564 2.811017564 20 0.3 10317.33 21597.61015 22038.3777 22488.14051 22.48814051 30 0.5 23213.99 72891.93424 74379.52474 75897.47422 75.89747422 40 0.7 41269.32 172780.8812 176307.0216 179905.1241 179.9051241 50 0.8 64483.31 337462.6585 344349.6516 351377.1955 351.3771955 60 1.0 92855.97 583135.4739 595036.1979 607179.7938 607.1797938 70 1.2 126387.29 925997.535 944895.4439 964179.0244 964.1790244 80 1.3 165077.28 1382247.049 1410456.173 1439240.993 1439.240993 90 1.5 208925.93 1968082.225 2008247.168 2049231.804 2049.231804 100 1.7 257933.24 2699701.268 2754797.212 2811017.564 2811.017564 110 1.8 312099.22 3593302.388 3666635.09 3741464.377 3741.464377 116.364 1.9 349256.58 4253746.801 4340557.961 4429140.776 4429.140776 120 2.0 371423.87 4665083.792 4760289.583 4857438.35 4857.43835 130 2.2 435907.18 5931243.686 6052289.476 6175805.588 6175.805588 140 2.3 505549.15 7407980.28 7559163.551 7713432.195 7713.432195
Page 17 of 21
table 4.3 is the power needed in clean hull condition. Its means the ship's hull is free from sea animal, no fouling and no rust. And we can estimate the needed power in propeller clean hull rotation 116.364 rpm is 4183.08 kW. For the rough hull condition shown in tabel 4.4. Table 4.4 Rough Hull Condition n(rpm) clean hull rough hull n(rpm) (%) BHP(kW) (%) BHP(kW) (%) 0 0 0 0 0 0 10 7.87402 2.811017564 0.04448 3.007788793 0.04759 20 15.748 22.48814051 0.35583 24.06231035 0.38073 30 23.622 75.89747422 1.20091 81.21029742 1.28497 40 31.4961 179.9051241 2.8466 192.4984828 3.04586 50 39.3701 351.3771955 5.55977 375.9735992 5.94895 60 47.2441 607.1797938 9.60728 649.6823793 10.2798 70 55.1181 964.1790244 15.256 1031.671556 16.3239 80 62.9921 1439.240993 22.7728 1539.987862 24.3669 90 70.8661 2049.231804 32.4246 2192.67803 34.6943 100 78.7402 2811.017564 44.4781 3007.788793 47.5916 110 86.6142 3741.464377 59.2004 4003.366884 63.3444 116.364 91.6252 4429.140776 70.0813 4739.18063 74.987 120 94.4882 4857.43835 76.8582 5197.459035 82.2383 130 102.362 6175.805588 97.7184 6608.111979 104.559 For service condition, will be shown in table 4.4, its mean the hull is roughed. Rough hull is need an added power approximately 3%-7% from the clean hull condition, with 5% as good average. (Engine Selection Guide ManB&W, 2. Engine Layout and Load Diagrams ) When the ship has sailed for some time, the hull and propeller become fouled and the hull's resistance will increase. Consequently, the ship speed will be reduced unless the engine delivers more power to the propeller. As modern vessels with a relatively high service speed are prepared with very smooth propeller and hull surface, the fouling after sea trial, therefore, will involeve a relatively higher resistance and thereby a heavier running propeller. vi. Engine Layout Diagram The layout procedure has to be carefully considered because the final layout choice will have a considerable influence on the operating condition of the main engine throughout the whole lifetime of the ship. An engine's layout diagram is limited by two constant mean effective presseure (mep) lines L1-L3 and L2-L4, and by two constant engine speed lines L1-L2 and L3-L4. The L1 point refers to the engine's nominal maximum continuous rating. (Engine Selection Guide For the engine's layout data will be shown in table 4.5 and figure 4.4. Table 4.5 Engine Layout Diagram rpm % rpm BHP (kW) % BHP (kW) L1 127 100.0 6320 100.0 L2 127 100.0 4040 63.9 L3 95 74.8 4720 74.7 L4 95 74.8 3040 48.1
Page 18 of 21
S50MC-C Engine Layout Diagram

110.0 100.0 90.0 80.0 70.0 60.0 50.0 40.0 30.0 20.0 60.0 70.0 80.0 90.0 100.0 110.0 L1L3 L2L4 L1L2 L3L4
Figure 4.4 Engine Layout Diagram vii. Engine Propeller Matching Curve Steps a. Light Running (LR) This line is propulsion curve clean hull and calm weather. b. Heavy Running (HR) To define the heavy running, is using a fouling and rough margin 3%-7%, that we've done before. c. Continuous Service Rating for Propulsion (SP) And now, we just need to focus on to Heavy Running (HR) line. To find the SP, we need to added margin that come from sea margin. About sea margin, at the same time the weather is bad with head winds, the ships resistance may increase compared to operating at calm weather conditions. When determining the necessary engine power, it is therefore normal practice to add an extra power margin, the so-called sea margin about 15% of the power. d. Specified MCR for Propulsion (MP) To find the MP, we need engine margin. Man B&W give 10% margin and then the corresponding point is called the specified MCR for Propulsion (MP). Here is the curve, shown in figure 4.5
Engine Propeller Matching Curve

110.0 100.0 90.0 80.0 70.0 60.0 50.0 40.0 30.0 20.0 60.0 70.0 80.0 90.0 100.0 110.0 L1L3 L2L4 L1L2 L3L4 LightRunning(LR) HeavyRunning(HR) LRtoHR seamargin15% enginemargin10%
Figure 4.5 Engine Propeller Matching Curve
Page 19 of 21
From figure 4.5 above we can take a result of engine-propeller matching, that our engine and propeller is already matching. We know that, because we can se, after all the margin added (sea margin and engine margin. The point still in the engine envelop, as long as the poin in the engine layout that means, the engine can support the propeller running. And the best matching point is in the corner in a cross line between L1-L2 with Heavy Running (HR) line. vii. Speed Power Prediction 3 EHP = x Vs = EHPdesain/ Vs = 5.8 Speed 14.5 knots in design condition
3 3 = EHPservice/ Vs = 6.7
Vs3(m/s) Vs3(kn) RPM DHP EHP 90 1968.08 1210.17 208.749 11.5321 100 2699.7 1660.05 286.349 12.8134 110 3593.3 2209.52 381.131 14.0947 116.364 4253.75 2615.63 451.183 14.9102 120 4665.08 2868.56 494.812 15.3761 130 5931.24 3647.12 629.11 16.6574 140 7407.98 4555.17 785.743 17.9388 For the curve we can see figure 4.6 below: Speed in service condition
SHP 2008.25 2754.8 3666.64 4340.56 4760.29 6052.29 7559.16
BHP 2049.23 2811.02 3741.46 4429.14 4857.44 6175.81 7713.43
BHP% 32.4246 44.4781 59.2004 70.0813 76.8582 97.7184 122.048
Vs3(kn%) 79.5315 88.3683 97.2051 102.829 106.042 114.879 123.716
0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.1 0 0 0.1 J KT 10KQ n

KTpropeller 10KQ KTshipservice
0.2 = = = = = = = =
0.3
0.4
0.5
0.6
0.7
0.8
0.9
Figure 4.6 Open Water Test for Ship Service 0.5 0.11 0.61 0.19 Va/(JxD) 5.44/(0.5*5.5) 1.97818 rps 118.691 rpm
Page 20 of 21

DHP(watt) (2 Q n) (KQ n D ) 0.00 0 2722.63 2849.684672 10890.51 22797.47738 24503.66 76941.48614 43562.06 182379.819 68065.72 356210.584 98014.63 615531.8892 133408.80 977441.8425 174248.23 1459038.552 220532.92 2077420.126 272262.87 2849684.672 329438.07 3792930.298 368659.73 4490066.068 392058.53 4924255.113 460124.24 6260757.224 533635.22 7819534.74
2 5
Project Doc. No Rev.No Type BHP(watt) (SHP/G) 0 2967.185206 23737.48165 80114.00057 189899.8532 370898.1508 640912.0045 1017744.526 1519198.826 2163078.015 2967185.206 3949323.509 4675204.152 5127296.036 6518905.898 8141956.206
: DESIGN IV : 01 - 42 09 050 - PS : : Attachment No. 01 BHP(kW) 0 2.967185206 23.73748165 80.11400057 189.8998532 370.8981508 640.9120045 1017.744526 1519.198826 2163.078015 2967.185206 3949.323509 4675.204152 5127.296036 6518.905898 8141.956206
n(rpm) 0 10 20 30 40 50 60 70 80 90 100 110 116.364 120 130 140
n(rps) 0.0 0.2 0.3 0.5 0.7 0.8 1.0 1.2 1.3 1.5 1.7 1.8 1.9 2.0 2.2 2.3
Q(Nm)
SHP(watt) (DHP/sb ) 0 2907.841502 23262.73202 78511.72056 186101.8561 363480.1878 628093.7644 997389.6352 1488814.849 2119816.455 2907841.502 3870337.039 4581700.069 5024750.116 6388527.78 7979117.082
Speed 14.5 knots in service condition Vs3(m/s) Vs3(kn) RPM DHP EHP 90 2077.42 1277.41 191.604 11.2073 100 2849.68 1752.27 262.831 12.4525 110 3792.93 2332.27 349.828 13.6978 116.364 4490.07 2760.94 414.126 14.4903 120 4924.26 3027.92 454.172 14.943 130 6260.76 3849.74 577.439 16.1883 For the curve we can see figure 4.7 below: SHP 2119.82 2907.84 3870.34 4581.7 5024.75 6388.53 BHP 2163.08 2967.19 3949.32 4675.2 5127.3 6518.91 BHP% 34.2259 46.9491 62.4893 73.9747 81.1281 103.147 Vs3(kn%) 77.2916 85.8796 94.4675 99.9329 103.055 111.643
SPEED POWER PREDICTION

110 100
BHP KW %
90 80 70 60 50 40 30 80 90 100 110 120 Figure 4.7 Speed Power Prediction designcondition serviceconditon servicepoint
RPM %
Page 21 of 21
ATTACHMENT NO. 02 - ENGINE SPECIFICATION SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING
SPEED-POWER PREDICTION AND ENGINE-PROPELLER MATCHING
: DESIGN IV : 02 - 42 09 050 - PS : 01 : Attachment No. 02
Page 1 of 4
Page 2 of 4
Page 3 of 4
Page 4 of 4
ATTACHMENT NO. 03 - CURVE SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

0.8
0.7
0.6
0.5 KTpropeller 10KQ 0.4 KTshiptrial 0.3
0.2
0.1
0 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Engine Propeller Matching Curve

105.0 L1L3 100.0 95.0 90.0 L1L2 85.0 L2L4
BHP (%)
80.0 75.0 70.0 65.0 60.0 55.0 50.0
L3L4
LightRunning(LR)
HeavyRunning(HR)
LRtoHR
seamargin15% 45.0 40.0 71.0 73.0 75.0 77.0 79.0 81.0 83.0 85.0 87.0 89.0 91.0 93.0 95.0 97.0 99.0 101.0 103.0 enginemargin10%
RPM (%)
SPEED POWER PREDICTION

105 100 95 90 85 80
designcondition serviceconditon servicepoint
BHP KW %
75 70 65 60 55 50 45 40 71 73 75 77 79 81 83 85 87 89 91 93 95 97 99 101 103
RPM %

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DESIGN-IV: MACHINERY BASIC DESIGN SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

ATTACHMENT NO. NUMBER OF PAGES DOCUMENT NO.

DOC. NO. 01 - 42 09 050 - PS

10/3/12 Document Format DATE DESCRIPTION

Ir. Dwi Priyanta, MSE.

Ir. Hari Prastowo, MSc.

DESIGN-IV: MACHINERY BASIC DESIGN

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Table of Contents

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

4 DESIGN PARAMETER 4.1 Principal Dimension 1. Lpp = 2. B = 3. T = 4. H = = 5. LWL 6. Vs 7. Distance

123 20.2 8.8 11.5 127.92

26.8308 km/h 2222.4 km

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

when, T/L > 0.05

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

c2 (for factor of rudder)

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

= 2223105 C73.78613 (T/B)1.07961 (90-iE)-1.37566 = 2223105*0.16^3.78613*((8.8/20.2)^1.07961)*((90-21.69)^-1.37566)

and for the result 127.92^3/15789.5

= -0.9 = C15 CP2 exp (-0.1Fn-2)

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

- 0.00205 + 0.003 ( L / 7.5 ) CB4 C2 ( 0.04 - C4 ) 8.8/127.92 = 0.06879

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

= 0.18567 / ( 1.3571 - CM ) - 0.71276 + 0.38648 CP = 1+0.015*Cstern = (1+k1)CF+CA = 1.45CP-0.315-0.0225LCB

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

: DESIGN IV : 01 - 42 09 050 - PS : 01 : Philosophy

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

ii. Coefficient trial Coefficient service iii. Curve KT-J

where the density of sea water is in unit kg/m3

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

803059134.40 0.0016 0.21 21.69 kN kN kN kN kN kN kN kN

SPEED POWER PREDICTION AND ENGINE PROPELLER MATCHING

Project Doc. No Rev.No Type kW

DESIGN IV 01 - 42 09 050 - PS 01 Philosophy

= 2223105 C73.78613 (T/B)1.07961 (90-iE)-1.37566 = 22231050.16^3.78613((8.8/20.2)^1.07961)*((90-21.69)^-1.37566)

= 1+89exp{-((127.92/20.2)^0.80856)((1-0.79)^0.30484)((1-0.703210.02251.48)^0.6367)((42.3717/20.2)^0.34574)(10015789.5/(127.92^3)^0.16302) = 21.69 C1 = 2223105 C73.78613 (T/B)1.07961 (90-iE)-1.37566 = 22231050.16^3.78613((8.8/20.2)^1.07961)*((90-21.69)^-1.37566) = 2.63

= 0.5 v2 CF (1+k1) S = 0.51.025(7.46^2)0.00157311.20*3665.12

2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (22) = ( D/2 ) = 3.14(17.961/2)^2 2 = 253.24 ft = Ao(Ae/Ao) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (23) = 253.24*0.35