TEKNIK PERMESINAN KAPAL II

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 ships requirement for electrical power and heat Reliability and maintainability The ships 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 propulsive system

Vs

EHP

T : Thrust (Gaya Dorong)

RT
THP : the power produced by the propellers thrust

THP DHP

SHP

BHP

Required Horsepower
PC = EHP / DHP
Propulsive Coefficient

EHP = Vs x RT THP = VA x T
EHP : kW Vs : m/s RT : kN

s = DHP / SHP
Shaft Efficiency

G = SHP / BHP
Gear Efficiency

Vs

PC = H x O x R 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 ships 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 60 150 Ex. 7000 kW 100 rpm 31 7 tonnes 285 m3 97,300 kW 1080MC B&W Medium Speed 450 800 7650 kW 520 rpm 153 tonnes 191 m3 23,450 kW 18 V PC 4.2 Pielstick High Speed 1000 - 3000 7000 kW 1300 rpm 21 tonnes 40 m3 8,200 kW V20 M.T.U

Power Up to

SFOC g/kWh

174 down to 156

200 down to 167

250 down to 187

Low-speed diesel machinery arrangement

Medium-speed diesel machinery arrangement

COGOG CODOG CODAG CODAG