MARINE DIESEL

(WEEK – 9)

ME091313 ( 4 SKS)
Jurusan Teknik Sistem Perkapalan
ITS Surabaya
Ship Design
 EFFECTIVE
it must meet the owner's needs as laid down in the ship
requirements.
(Capacity and size; Cargo handling; Influence of nature of
goods carried; Speed; Maneuverability; Machinery etc.)
 EFFICIENT
It must carry out its functions reliably and economically.
(Economy; Availability)
 SAFE
It must be able to operate under the expected conditions
without incident and to survive more extreme conditions
and accidents within an agreed level of risk.
The Design Process
 FEASIBILITY STUDIES
The aim at the feasibility stage is to confirm that a design
to meet the requirements is possible with the existing
technology and to a size and cost likely to be acceptable
to the owner.
 CONTRACT DESIGN
Once the owner has agreed to the general size and
character of the ship more detailed designing can go on.
The contract design, as its name implies, is produced to a
level that it can be used to order the ship from a
shipbuilder, or for a contract price to be quoted. At this
stage all major features of the ship will be fixed.
 FULL DESIGN
The detailing of the design can now proceed leading to the
drawings, which are needed by the production department
to build the ship.
CRITERIA FOR CHOOSING THE MAIN ENGINE

Required horsepower
Weight
Space
Capital cost
Running costs
The ship’s requirement for electrical power and heat
Reliability and maintainability
The ship’s requirement for maneuvering ability and/or for
slow-speed operation
Ease of installation
Vibration
Noise and other signatures
Availability
 Required Horsepower
EHP : Effective Horse Power
THP : Thrust Horse Power
DHP : Delivered Horse Power
SHP : Shaft Horse Power
BHP : Brake Horse Power

EHP : the power we would have

to use to tow the ship without 　 Vs
propulsive system

EHP
T : Thrust
(Gaya Dorong)

RT
THP : the power produced THP DHP SHP BHP
by the propeller’s thrust
 Required Horsepower EHP = Vs x RT
THP = VA x T
PC = EHP / DHP
Propulsive Coefficient EHP : kW
Vs : m/s
 s = DHP / SHP RT : kN
Shaft Efficiency

 G = SHP / BHP Vs
Gear Efficiency

= H x O x R
PC G
s

EHP RT
THP DHP SHP BHP
Required Horsepower
 Type of propulsion
 Number of propulsion
Weight & Space
As far as the main engines are concerned space and weight generally
go together, but if a trade-off between weight and space is possible,
then ships designed on a deadweight basis should be fitted with the
lighter machinery, even if this takes more space, whilst those
designed on a volume basis should be fitted with the less bulky
machinery even if this is heavier.

In the design of warships, planning craft and catamarans, the need for
a high speed from a relatively small ship makes the power/weight
ratio a matter of vital importance.

On warships space, like weight, is at a premium and the

power/volume ratio is very important.
 Capital and Running Cost
 The cost of the main engine and the systems
 The most important item of running costs is the annual
fuel bill
Two fundamentally different ways of
minimizing expenditure on fuel:
(i) by fitting as fuel efficient an
engine as possible even if this
requires a relatively expensive
fuel; or
(ii) by the use of machinery which
can burn a cheap fuel even if its
specific consumption is
comparatively high
The ship’s requirement for electrical power and
heat
Because the main engine will generally be able to burn a
cheaper fuel than is required by the generators, the use of
the main engine(s) to provide electrical energy and/or heat
for engine auxiliary plant and hotel services via shaft driven
alternator(s) and exhaust gas boiler(s) respectively can
have an important influence on running costs.
ALTERNATIVE MAIN
ENGINE TYPES
 Diesel Engine
 Gas Turbine
 Steam Turbine
Diesel Engine

Low Speed Medium Speed High Speed

60 – 150 450 – 800 1000 - 3000
Ex. 7000 kW 7650 kW 7000 kW
100 rpm 520 rpm 1300 rpm
31 7 tonnes 153 tonnes 21 tonnes
285 m3 191 m3 40 m3
Power 97,300 kW 23,450 kW 8,200 kW
Up to 1080MC B&W 18 V PC 4.2 V20 M.T.U
Pielstick
SFOC 174 down to 156 200 down to 167 250 down to 187
g/kWh
Low-speed diesel machinery arrangement
Medium-speed diesel machinery arrangement
 COGOG
 CODOG
 CODAG
 COGAS
Engine Propeller Matching

PROPELLER

HULL

ENGINE
 Engine Propeller Matching

Speed, Vs

Resistance, R

1
HULL
R  Ct SVs2

2
Ct : Resistance Coefficient
Thrust, T T = R / (1-t)  : sea water density
S : wetted surface area
(required) T = 0.5  Ct S Vs2 / (1-t) Vs : ship speed
Engine Propeller Matching
Advance Va = Vs (1-w)
velocity, Va

Thrust, T
(produced) T = k T  n2 D4
 Engine Propeller Matching
Va = Vs (1-w)

Thrust, T Thrust, T

(produced) (required)
T = 0.5  Ct S Vs2 / (1-t)
T = k T  n2 D4 T = 0.5  Ct S Va2 / (1-t)(1-w)2
KT = (0.5 Ct S / (1-t)(1-w)2D2) (Va/ nD)2
KT =  J2 Propeller load characteristic
T = k T  n2 D 4
Q = kq  n2 D5

Kq
Kt

n = Va / JD
Propeller Curve
EHP : Effective Horse Power
THP : Thrust Horse Power
DHP : Delivered Horse Power
SHP : Shaft Horse Power
BHP : Brake Horse Power

Vs

T : Thrust

THP DHP = 2Qn SHP = BHP =

DHP/s SHP/g
Propeller Curve

BHP
f{n3}

N
Pressure Charging
A naturally aspirated engine draws air of
the same density as the ambient
atmosphere. Since this air density
determines the maximum weight of fuel
that can be effectively burned per working
stroke in the cylinder, it also determines
the maximum power that can be
developed by the engine. Increasing the
density of the charge air by applying a
suitable compressor between the air
intake and the cylinder increases the
weight of air induced per working stroke,
thereby allowing a greater weight of fuel to
be burned with a consequent rise in
specific power output.
Pressure Charging Method
The power expended in driving the
compressor has an important influence on
the operating efficiency of the engine. It is
relatively uneconomical to drive the
compressor direct from the engine by chain
or gear drive because some of the additional
power is thereby absorbed and there is an
increase in specific fuel consumption for the
extra power obtained. About 35 per cent of
the total heat energy in the fuel is wasted to
the exhaust gases, so by using the energy in
these gases to drive the compressor an
increase in power is obtained in proportion to
the increase in the charge air density.
The power expended in driving the compressor has an
important influence on the operating efficiency of the
engine. It is relatively uneconomical to drive the
compressor direct from the engine by chain or gear
drive because some of the additional power is thereby
absorbed and there is an increase in specific fuel
consumption for the extra power obtained. About 35 per
cent of the total heat energy in the fuel is wasted to the
exhaust gases, so by using the energy in these gases to
drive the compressor an increase in power is obtained
in proportion to the increase in the charge air density.
There are a number of advantages of pressure charging
by means of an exhaust gas turboblower system
 A substantial increase in engine power output for
any stated size and piston speed, or conversely
a substantial reduction in engine dimensions
and weight for any stated horsepower.
 An appreciable reduction in the specific fuel
consumption rate at all engine loads
 A reduction in initial engine cost.
 Increased reliability and reduced maintenance
costs,
Four stroke timing diagram