1.

UKURAN UTAMA KAPAL

( L, B, H, T )

2. KOEFFISIEN BENTUK KAPAL

( Cb, Cm, Cw, Cp )

3. PERBANDINGAN UKURAN UTAMA KAPAL

( L/B, L/H, B/T, H/T )

4. BENTUK PENAMPANG (SECTION)

(U&V)
 START

DESIGN CONDITION
STOP

ESTIMASI DISPLACEMENT KAPAL

DOKUMEN UKURAN UTAMA

PENENTUAN PANJANG KAPAL

APAKAH HASIL
PENENTUAN KOEFISIEN KAPAL (Cb, Cm, Cw, Cm) SALING BERKAITAN

PENENTUAN LEBAR, SARAT & TINGGI

PERTIMBANGAN BATASAN UKURAN

PERTIMBANGAN L/B, L/H, B/T & H/T

PERBANDINGAN DG KAPAL PEMBANDING
 UKURAN UTAMA KAPAL
1. PANJANG KAPAL
BEBERAPA PENGERTIAN TENTANG PANJANG KAPAL
Length of Waterline (LWL) : The waterline at which the ship will float when fully loaded .
Length Overall (L OA) : The total length of the ship from one end to the other, including
bow and stern overhangs.
Length Between Perpendiculars (L PP) : The distance measured parallel to the base at the
level of the design waterline from the after perpendicular to the forward perpendicular.
Length Overall Submerged (L OS) : The total submerged length of the ship from one end to
the other, including the bulbous bow.
Length of Parallel Middle Body (L P) : The length over which the midship section remains
unchanged.
Length of Entrance (L E) : The length from the forward perpendicular to the forward end of
parallel middle body, or maximum section.
Length of Run (L R) : The length from the section of maximum area or the after end of
parallel middle body to waterline termination or other designated point on the stern.
Representing the Hull Form
Representing the Hull Form
Representing the Hull Form
1. PANJANG KAPAL
PENGARUH TERHADAP HASIL PERANCANGAN

Longitudinal bending stress

Manuverability
Gerak lurus
Tahanan Kapal
Stabilitas kapal
Daerah / pelabuhan yang dituju
1. PANJANG KAPAL

RUMUS PENDEKATAN

FORMULA POSDUNINE
DimanaC = 7,25 (V=15,5 ~ 18,5 knot)
2 = 26 (V> 20 knot)
V 1
= Vol displacement (m3)
L C . 3
V = kecepatan (knot)
2V L = panjang kapal (meter)

FORMULA AYRE / JAEGER

L 3 PQ 3 P Q Dimana :b = 2/3 (untuk kapal coaster & yachts)

= 5/6 (untuk kapal cargo, penumpang & destroyers)
= 1 (untuk kapal penumpang)
P b. 3 .V
1
L = Panjang kapal (m)
= Displacement (ton)
V = Kecepatan (knot)
Q b. 3 . V 2 2. 3
1 1
1. PANJANG KAPAL

RUMUS PENDEKATAN

FORMULA SCHNEEKLUTH
0,145 dalam range 0,48 ~ 0,85
Dimana: C = 3,2 untuk Cb
Fn
Lpp 0,3 .V 0,3 .C = C 3,2
Cb 0,5
(0,145 / Fn) 0,5
(diluar range)

= Displacement (ton)
V = kecepatan (knot)
L = panjang kapal (meter)

FORMULA VOLKERS

L V Dimana : = Volume displacement (m3)

3,5 4,5 V = Kecepatan kapal (m/s)
1/ 3 g .1/ 3 g = Percepatan grafitasi (m/s2))
L = Panjang kapal (m)
1. PANJANG KAPAL

BEBERAPA PEMERIKSAAN TERHADAP PANJANG

1. Faktor luar (panjang slipway, dock, pelabuhan) .
2. Kemungkinan penghematan terhadap jumlah sekat.
3. Tidak melebihi batas maksimal L/H sesuai persyaratan kelas.
4. Interferensi bow dan stern wave system menurut harga Fn
(Diusahakan
L
= ganjil)
/2

BEBERAPA PEMERIKSAAN TERHADAP PANJANG

1. Teluk Panama L 290 m .
2. Teluk Kiel L 315 m .
3. St. Lawrence L 222 m .
2. LEBAR KAPAL
BEBERAPA PENGERTIAN TENTANG LEBAR KAPAL

Bm : Lebar moulded kapal yang diukur pada midship kapal

Boa : lebar terbesar kapal

PENGARUH TERHADAP HASIL PERENCANAAN

Stabilitas kapal
Dimana t = periode oleng (8 ~ 20 detik)
C. B
t C = konstanta (0.36 ~ 0.6)
MG B = lebar kapal (feet)
MG = jari-jari metacentre (feet)

Konstruksi bottom dan deck

Tahanan Kapal
Sarat Kapal
2. LEBAR KAPAL
KEUNTUNGAN B DIPERBESAR (A = konstan)

Stabilitas lebih baik

Sarat kapal lebih kecil

KEKURANGAN B DIPERBESAR (A = konstan)

Tahanan kapal lebih besar

Sarat kecil, sehingga diameter propeller terbatas
Konstruksi bottom dan deck lebih besar

RUMUS PENDEKATAN
B = a.L + b (meter)

Dimana: a = 0.1
b = 1/9.L + 3.66
3. TINGGI KAPAL
PENGERTIAN TENTANG TINGGI KAPAL

H : Tinggi kapal yang diukur pada midship kapal

PENGARUH TERHADAP HASIL PERENCANAAN

Stabilitas kapal (KG)

T = periode oleng (8 ~ 20 detik)
C. B
t C = konstanta (0.36 ~ 0.6)
MG B = lebar kapal (feet)
MG = jari-jari metacentre (feet)
3. TINGGI KAPAL
KEUNTUNGAN H LEBIH BESAR

freeboard
Kekuatan kapal
Kapasitas Ruang muat

KEKURANGAN H LEBIH BESAR

Stabilitas (KG lebih besar)

4. SARAT KAPAL
PENGERTIAN TENTANG SARAT KAPAL

Sarat maksimum yang direncanakan untuk muatan penuh pada musim panas

PENGARUH TERHADAP HASIL PERENCANAAN

Stabilitas kapal (KB)

KB .T

0,004. B 2
MB
12. . T
Dimana : = Water plane area
= 0.025
= koefisien block
4. SARAT KAPAL
KEUNTUNGAN T LEBIH BESAR

Diameter propeller lebih besar

Stabilitas lebih baik

KEKURANGAN T LEBIH BESAR

Kedalaman daerah pelayaran terbatas

1. KOEFFISIEN BLOCK KAPAL (Cb=)
PENGERTIAN TENTANG KOEFFISIEN BLOCK KAPAL

Perbandingan volume carena kapal dengan volume kotak yang mengelilingi

Volume Carene
Cb
LxBxT

PENGARUH TERHADAP HASIL PERENCANAAN

Tahanan kapal
Kapasitas ruang muat
Displacement kapal

KEUNTUNGAN Cb LEBIH BESAR

Kapasitas ruang muat lebih besar

Displacement lebih besar
1. KOEFFISIEN BLOCK KAPAL (Cb=)

KERUGIAN Cb LEBIH BESAR

Tahanan kapal lebih besar

RUMUS PENDEKATAN

Van Lammeren : Cb 1,137 - 0,6 V Dimana : V = kecepatan (knot)

L L = panjang kapal (feet)

Ayre : Cb 1,06 - 0,5 V

L
3B V
Telfer : Cb 1 - 1.
8L L

0,14 L B 20 Dimana :Fn Vs

Cb .
Fn 26 g.L
Schneekluth : V = kecepatan (m/s)
0,23 L B 20 g = percepatan grafitasi (m/s2)
Cb .
Fn
2
3
26 L = panjang kapal (m)
2. KOEFFISIEN MIDSHIP KAPAL (Cm)
PENGERTIAN TENTANG KOEFFISIEN MIDSHIP KAPAL

Perbandingan luas midship kapal dengan luas kotak yang mengelilingi

Luas midship
Cm
BxT
PENGARUH TERHADAP HASIL PERENCANAAN

Lekukan pelat pada bilga

Stowage space untuk container dalam area bawah
Roll damping
Tahanan Kapal
2. KOEFFISIEN MIDSHIP KAPAL (Cm)
KEUNTUNGAN Cm LEBIH BESAR (Cb = konstan)

Radius bilga kecil (lengkungan pelat dan bending frame kecil)

Stowage space container besar
Run length lebih besar (tahanan separatiaon lebih kecil)
Entrance length lebih besar (tahanan gelombang lebih kecil)
Rolling kecil

KERUGIAN Cm LEBIH BESAR (Cb = konstan)

WSA lebih besar (garis aliran lebih panjang, distribusi tidak merata,
tahanan gesek lebih besar)

RUMUS PENDEKATAN

Van Lammeren : Cm = 0,9 + 0,1.Cb

Kerlen : Cm = 1,006 0,0056.Cb-3,56
3. KOEFFISIEN WATERPLANE AREA (CWPA)
PENGERTIAN TENTANG KOEFFISIEN WATERPLANE AREA

Perbandingan luas bidang garis air kapal dengan luas kotak yang mengelilingi

Luas bidang garis air

Cwpa
LxB

KEUNTUNGAN Cwpa BESAR

Mendapatkan derajat stabilitas yang diinginkan

KERUGIAN Cwpa BESAR

Tahanan lebih besar

3. KOEFFISIEN WATERPLANE AREA (CWPA)
NILAI Cwpa TERGANTUNG PADA

Cb
Bentuk penampang (U dan V)
(L/B = rendah cenderung bentuk V)

RUMUS PENDEKATAN (SCHNEEKLUTH) :

1. Bentuk V : CWPA Cb 0,025

CWPA Cp
2
3

2.Cb
1
Cm
CW PA
3

2. Bentuk U : CWPA 0,95.Cp 0,17.3 1 Cp

1 2.Cb
3. Bentuk rata-rata : CW PA 3
1. PERBANDINGAN PANJANG TERHADAP LEBAR (L/B)

PENGARUH TERHADAP HASIL PERANCANGAN

Manuverability
Tahanan Kapal
Stabilitas kapal

Harga Cb menurut Raltson :

V/VL 0,50 0,55 0,60 0,70 0,80 0,90 1,00
L/B
5 0,720 0,706 0,684 0,634 0,591 0,552 0,514
6 0,740 0,730 0,711 0,663 0,617 0,573 0,535
7 0,759 0,751 0,737 0,693 0,648 0,603 0,560
8 0,780 0,780 0,761 0,725 0,681 0,637 0,590
2. PERBANDINGAN PANJANG TERHADAP TINGGI (L/H)

PENGARUH TERHADAP HASIL PERANCANGAN

kekuatan memanjang kapal

Daerah operasi Kapal

BATASAN HARGA L/H UNTUK PEMBAGIAN DAERAH OPERASI KAPAL

Samudra / Samudra bebas :14

Pantai / Samudra terbatas :15
Lokal :17
Terbatas / Tenang :18
3. PERBANDINGAN LEBAR TERHADAP SARAT (B/T)

PENGARUH TERHADAP HASIL PERANCANGAN

Stabilitas kapal

HUBUNGAN B/T TERHADAP PANJANG KAPAL :

4. PERBANDINGAN TINGGI TERHADAP SARAT (H/T)

PENGARUH TERHADAP HASIL PERANCANGAN

Cadangan Daya Muat

Tingkat Keamanan akibat naiknya air laut keatas geladak
1. BENTUK V
2. BENTUK U

ASUMSI PERBANDINGAN BENTUK V DAN U (harus sama) :

Luas penampang dibawah garis air muat

Tinggi geladak
Sudut frame pada garis geladak

KELEBIHAN BENTUK V DIBANDINGKAN BENTUK U :

Luas permukaan geladak lebih besar

Berat badan kapal lebih kecil
Volume cadangan lebih besar
Tahanan gesek lebih kecil
KEKURANGAN BENTUK V DIBANDINGKAN BENTUK U :

Tahanan gelombang lebih besar

SECARA UMUM PEMAKAIAN BENTUK V YANG MENGUNTUNGKAN :

Fn < 0,18 dan Fn > 0,25

B/T > 3,5
BASIC DEFINITONS AND SHIP GEOMETRY
 Hull : The structural body of a ship including shell plating, framing, decks
and bulkheads.
Afterbody : That portion of a ships hull abaft midships.
Forebody : That portion of a ships hull forward midships.
Bow : The forward of the ship
Stern : The after end of the ship
Port :The left side of the ship when looking forward
Starboard : The right side of the ship when looking forward
Design Waterline (DWL) or Load Waterline (LWL) : The waterline at which the
ship will float when loaded to its designed draught.
Moulded Surface : The inside surface of the skin, or plating, of a ship.
Forward Perpendicular (FP) : The vertical line at the point of intersection of the
LWL and the forward end of the immersed part of the ships hull.
After Perpendicular (AP) : The vertical line at the point of intersection of the LWL
and the centerline of the rudderstock.
Midships () : The point midway between the forward and after perpendiculars.
 Deck Camber : The rise of the deck of the ship in going from the side to
the centre. In older ships the camber curve used to be parabolic but in modern
ships straight line camber curves are used or there may be no camber at all on
decks.
Bilge Radius : The radius of the circular arc forming the bilge.
Flat of Keel (Half Siding) : The width of flat bottom plating on each side of
the centre girder.
Deadrise (Rise of Floor) : The amount by which the line of the outer bottom
plating amidships rises above the baseline. Therefore, it is the difference in
height between the baseline and the point where the straight line through the
bottom flat surface intersects the vertical line through the side of the moulded
surface at its widest point.
Tumblehome : The amount the top of the side shell slopes back toward
the centerline between the point of widest breadth and the deck at side
Parallel Middle Body : The portion of the ship over which the midship
section remains unchanged. In this part of the ship water lines and buttocks
have no curvature; that is, all the fore and aft lines are
Tonnage Measurement
Gross tonnage is the capacity of the spaces in the ship's
hull and of the enclosed spaces above the deck
available for cargo, stores, fuel, passengers, and crew.
Net tonnage is the gross tonnage less the spaces used
for the accommodation of the ship's master, officers,
crew, and the navigation and propulsion machinery.
Principal Dimensions
Moulded Beam or Breadth (B) : The distance from the inside of plating on one side to a similar
point on the other side measured at the broadest part of the ship
Maximum Beam or Breadth (B M) : Extreme beam (breadth), from outside to outside of the shell
plating.
Breadth at Loaded Waterline (B WL) : Maximum moulded breadth at the loaded waterline.
Draught (T) : The vertical distance from the waterline at any point on the hull to the bottom of the
ship.
Trim : The difference between the draughts forward and aft.
Depth Moulded (D) : The vertical distance at amidships from the baseline to the underside of the
plating of the main deck.
Freeboard (f) : The vertical distance from the waterline to the deck at side. The freeboard is equal to
the difference between the depth at side and the draught at any point along the ship.
Moulded Displacement : The displacement of a ship based on moulded dimensions
Total Displacement : Moulded displacement modified by adding the thickness of shell plating and
the volume of appendages.
Wetted Surface : The area of the underwater hull and appendages, measured in square meters.
 Displacement
The weight of water that would displaced by the volume of the hull measured
on the outer surface of the shell plating below the waterline. Displacement
tonnage of a vessel can be obtained directly from Archimedes principle by
multiplying its underwater volume by the density of water.

Light ship
The lightweight tonnage of a ship is the sum of all fixed weights, i.e. hull,
machinery, outfit and permanent equipment.
LS=WS+WM+WO
Deadweight
The difference between the displacement and the lightweight is the
deadweight tonnage which is the sum of the weight of cargo, fuel,
lubricating oil, fresh water, stores, passengers and baggage, crew and their
effects.
DWT=WC+WF+WLO+WFO+ WPAS+WLUG+WCREW+WSTORE
TEU/FEU
Container Ships are designed for stowage of containers in vertical stacks or
cells either within the hold of the vessel, on deck, or a combination of the
two. Containers are described in "FEU's" or "TEU's".
"FEU" is a forty foot long container (Forty foot Equivalent Unit)
"TEU" is a twenty foot long container. (Twenty foot Equivalent Unit )
There are six basic types of containers.
Refrigerated containers
dry bulk containers;
rack containers for lumber, etc;
automotive containers;
livestock containers;
collapsible containers for stowing when not in use.
 Cubic Capacity
Tank ships are described in terms of oil carrying capacity. Barrel (bbl)
is the standard liquid cargo unit of measurement and one barrel
consists of 42 gallons (5.515 cubic feet, 0.156 cubic meter). One ton of
fuel oil is equivalent to 6.63 barrels.
Dry bulk cargo ships may also be described in terms of Cubic Bales or
Cubic Grain. Cubic Bales is the space available for cargo measured in
cubic feet within a ship cargo hold to the inside of the cargo battens,
on the frames and to the underside of the deck beams.
Grain cubic isthe maximum space available for the cargo within a
ship's hold in cubic meter, incorporating all volume inside the shell
plating of the hull and to the underside of the upper deck plating. Grain
Cubic occupies a larger cargo volume than the ship's Bale Cubic rating.
International Convention on Tonnage Measurement of
Ships, 1969 (TONNAGE 69)
Length
This means 96 percent of the total length on the waterline, at 85 percent of the least
molded depth measured from the top of the keel, or the length from the fore side of the
stem to the axis of the rudder stock on that waterline, if that be greater
Upper Deck
The upper deck is the uppermost complete deck exposed to weather and sea, which has
permanent means of weathertight closing of all openings in the weather part thereof, and
below which all openings in the sides of the ship are fitted with permanent means of
weathertight closing.
Moulded Depth
The moulded depth is the vertical distance measured from the top of the keel to the
underside of the upper deck at side. In wood and composite ships the distance is
measured from the lower edge of the keel rabbet.
Breadth
The breadth is the maximum breadth of the ship, measured amidships to the moulded
line of the frame in a ship with a metal shell and to the outer surface of the hull in a ship
with a shell of any other material.
 Passenger
A passenger is every person other than:
(a) the master and the members of the crew or other persons employed
or engaged in any capacity on board a ship on the business of that ship;
and
(b) a child under one year of age.
Cargo Spaces
Cargo spaces to be included in the computation of net tonnage are
enclosed spaces appropriated for the transport of cargo which is to be
discharged from the ship, provided that such spaces have been
included in the computation of gross tonnage. Such cargo spaces shall
be certified by permanent marking with the letters CC (cargo
compartment) to be so positioned that they are readily visible and not
to be less than 100 milimeters (4 inches) in height.
Weathertight
Weathertight means that in any sea conditions water will not penetrate
into the ship
 Gross Tonnage
The gross tonnage (GT) of a ship shall be determined by the following formula:
GT = K1V
where:
V = total volume of all enclosed spaces of the ship in cubic metres
K1 = 0.2 + 0.02 log10 V
Regulation 4
Net Tonnage
The net tonnage (NT) of a ship shall be determined by the following formula:

in which formula
(a) the factor shall not be taken as greater than unity
Representing the Hull Form
The Half-Breadth Plan
The Sheer Plan
The Body Plan
The Body Plan