type of ship trim analysis on fuel consumption with a ... · pdf fileships moving with service...

International Journal of Applied Engineering Research ISSN 0973-4562 Volume 12, Number 21 (2017) pp. 10756-10780

© Research India Publications. http://www.ripublication.com

10756

Type of Ship Trim Analysis on Fuel Consumption with a Certain Load

and Draft

I Nengah Putra1, Arica Dwi Susanto2 and Himawan Lestianto3

1Indonesian Naval Technology College, STTAL. Bumimoro-Morokrembangan, Surabaya 60187, Indonesia.

1Orcid: 0000-0002-6799-691x, 2Orcid: 0000-0002-3625-0429, 3Orcid: 0000-00030-2011-3777

Abstract

Trim is one of the conditions of the ship where there are

differences in the draft at the bow and the stern. Ships moving

with service speed (Vs) on normal conditions, the continuous

rating and total resistance of the ship (Rt) are obtained when

the ship in an even keel condition. This study aimed to obtain

a minimum total resistance with variations in on Normal

Cruising Condition, Design load condition, Troop

Transportation Condition and Full Load condition. The results

showed variations in trim which produce the most minimumof

total resistance at normal cruising conditions with draft AFT

(dA): 4,272 M, FORE (dF): 3.174 M. The total resistance

generated is 86.53 kN, thus, 9 3 Tons/day of fuel consumption

is need. The maximum of total resistance at Full Load with

draft conditions AFT (dA): 6,254 M, Fore (dF): 5.772 M

generated a total resistance of 686.38 kN. thus, 23.28 tons/day

of fuel consumption is needed.

Keywords : Trim, Total Resistance, Fuel Consumption, Draft

INTRODUCTION

In general, a ship that move on the water at certain speed will

experience a resistance force in the opposite direction of the

ship motion. The amount of resistance should be able to be

overcome by the thrust generated from the propulsor of the

ship. Distributed power (DP) to the propulsoris derived from

the Shaft Power (PS), while Shaft Power comes from the

Brake Power (PB) which is the output power of the propulsion

motor (Bertram H. S., 1998). At the designing stage, the total

resistance of the ship (Rt) was obtained on the even keel

condition of the vessel (forward draftequal with aft draft).

However, even keel condition rarely occurs in the ship

operation (Anthony F. Molland, 2011). It makes ship often in

a trim condition (the difference between the forward draft and

the aft draft) both trim by bow or trim by stern (J. Sladky,

1976).

This paper have any literature to support the research about it,

for example paper with title Amethod of Calculation of Ship

Resistance on Calm Water Useful at Preliminary Stages of

Ship Design (Zelazny, 2014). An Inventigation Into The

Resistance Components of Converting a Traditional Monohull

Fishing Vessel Into Catamaran Form (Samuel, 2015).

Introduction to Naval Architecture (Tupper E. , 1975). Basic

Ship Theory (Tupper K. R., 2001). Practical Ship Design

(Watson, 1998). Ship Design and Contruction (D'arcalengelo,

1969). Resistance Propulsion and Steering of Ship (WPA Van

Lamerren, 1948). Designing Constraints in Evaluation of Ship

Propulsion Power (Charchalis, 2013). Coefficients of

Propeller-hull Interaction in Propulsion System of Inland

Waterway Vessels with Stern Tunnels (Tabaczek, 2014).

Numerical Investigation of the Influence of Water Depth on

Ship Resistance (Premchand, 2015). Design of Propulsion

Systems for High-Speed Craft (Bartee D. L., 1975). Empirical

Prediction of Resistance of Fishing Vessels (Kleppesto, 2015).

Trim is one of the factors that influence the total resistance of

the ship. One of the thing we can do to get a minimumof total

resistance in the ship operationis to exploit the trim condition

of the ship. At the same discplacement, variety of trim

condition were obtained.The variety of total resistance were

gained from the variety of trim condition. It is possible to get

a various amount of main engine power so that it can affect

the fuel need of main engine.

This Paper is organized as follows. Section 2 review about the

basic ship theory. Section 3 gives result and discussion of

research. Finally, in section 4 present conclusion this paper.

RESEARCH METHODOLOGY

Resistance

The ship resistance on a certain speed is a fluid force that

work opposes the motion of the ship. That resistance is equal

with the fluid force parallel to the axis of the ship movement

(Harvald, 1992). This hydrodynamics force is caused by the

relative movement of the ship against the water. The ship

movement in fluid working like an orthogonal axis system

with three (3) axes namely x, y, and z. The axes are placed so

that the center axis coincides with the gravity center of the

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ship. The area of x and y plots (parallel) with the earth’s

surface (Andersen, 1994).

The ship’s movement is loaded by 4 (four) forces that is not

dependent on each other : (Bertram V. , 2000)

1. Hydrostatic Force is a mass multiplied by the

acceleration of earth’s gravity (mg).

2. Hydrostatic Resistance (the buoyant force) FΔ or γv.

The pressure or the force is always parallel to Zo and it is just like the mg.

3. The resultant of hydrodynamic force (F) which is

exerted by the water on the ship as a result of the water crashing movement. Force F can be described in 2 (two); lifting force component (L) and a component of the resistance (or Drag) R (or D). Where L is perpendicular to the ship's speed and R (or D) parallel V.

4. Thrust force (T), which is exerted by water in ship’s

propeller, and generally in the opposite direction with R. The forces mentioned above is emerging because of the presence of this following:

a) Boat speed (V). This is relative to water and air

crossed by the ship.

b) The force of earth’s gravity that works both on the

ship or the water imposed by the ship.

c) Action taken by ship’s propeller.

Power in The Propulsion System of The Ship

In general, ships engaged in an aqueous medium at a certain

speed will experience resistance opposite to the direction of

the ship’s motion. The amount of resistance that occurs should

be able to be overcome by the thrust of the ship generated by

ship’s propulsor. Power delivered (PD) to the propulsor is

derived from the ship’s Power Shaft (PS), while the shaft

power itself comes from the Power Brake (PB) which is an

output power of ship’s propulsion motor (Kuiper, 1992).

Figure 1: Power in the propulsion system of the ship

There are some powers that are used in the estimation of the

power need on ship propulsion systems, namely : (Lewis,

1988)

a. Effective Power (PE) is the amount of power

required to overcome the resistance of the hull,

so that the ship can move from one place to

another with the speed of service (VS).

PE = RT.VS (1)

b. Thrust Power (PT) is the amount of power

generated by the work of propulsor to propel the

hull.

PT = T.Va (2)

c. Delivered Power (PD) is the power absorbed by

the ship’s propeller in order to generate the

power to push as PT, or in other words, the PD

is the power supplied by the motor to the ship’s

propeller and then converted into the thrust of

the ship (PT).

PD = 2π.QDnP (3)

d. Shaft Power (PS) is the measured power up to

the area in front of the tube bearing shaft (stern

tube) of the ship’s shaft propulsion system.

e. Brake power (PB) is the force generated by the

main motor (Main Engine) with the type of

marine diesel engines.

Trim

Trim is generally defined as the longitudinal slope of the

ships, or the draft difference from bow to stern. It is controlled

by the loading unloading of the ballast system. Research about

the changes of propulsive power as a result of the ship’s trim

were studied to determine the origin of the change detection.

Resistance arising from a Trim will reduce the propulsive

power (PD), it is highly influenced by the Hull resistance or

the total of propulsive efficiency (Nt) as shown in the formula

: (Savitsky, 1964)

Pd = (4)

In order to maintain the ship’s speed, the most likely thing to

do is to reduce the resistance as to improve the efficiency

resulting from Trim. Things that need to be considered

including : (Harvald, 1992)

a. Residual resistance coefficient

Total resistance coefficient can be formulated as:

CT = CR + (1 + K). Cr + CA

Residual resistance coefficient (Cr) is also called Wave

resistance coefficient or the effect most affected by

Trim.

b. Propulsive efficiency

Hull efficiency is a function of the thrust deduction (t)

and wake friction.

= (5)



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Thrust deduction is a function of the thrust deduction

(t) and hull resistance.

t = (6)

Wake friction is a function of the ship’s speed and the

propeller speed (Va).

w = (7)

c. Propeller efficiency

Propeller efficiency can be identified through the open

water curve. Open water curve is plotted as a function

of the advance ratio, where (n) is the rotation of the

propeller and (D) is the diameter of the propeller.

J = (8)

d. Relative rotative efficiency

Relative rotative efficiency is the ratio between the

moment of the propeller in open water (QOW) and

moments behind the ship (Qship).

= (9)

e. Trim Charts

Trim Chart is a diagram that shows the displacement

and the moment of ship displacement at the condition

of the trimmed ship, both trimmed by stern or by bow.

Figure 2. The Trim Condition

Figure 3: The Trim Condition

Then in this trim chart also allows the ship’s captain in

predicting trims when goods loading, by reading the ship’s

draft mark.

Fuel Consumption

The specific fuel consumption is based on the combustion

engine torque which is proportional to the fuel’s flow mass

transferred to the combustion engine, there are differences

regarding the fuel consumption at the lowest point of the

specific fuel oil consumption (SFOC) graph. Typically, unit of

fuel used is g/bkWH or g/kWh. The calculation of the fuel

consumption can be done with the following formulation:

Whfo = P.SFOC.t.C.10-6 (10)

RHINOCEROS Software

From the autocad figure, the ship form is imported into the

Rhinoceros software to create the surface body of the ship in

3D.

Figure 4: The Display of RHINOCEROS Software

MAXSURF 18.02 Software

The 3 Dimensional of the ship body surface is exported into

the Maxsurf 18.02 software to be analyzed, so the value of

resistance on each trim condition can be obtained.

Figure 5: The Display of MAXSURF 18.02 Software

Method of Research.

The methods used in this paper were the ship model making

using Autocad. The model of the ship was imported into the

Rhinoceros software to form the ship’s body surface, and then

the making of the trim was customized with the design that

had been planned on the data of the ship’s trim (LPD) and

after data Trim in every state was accorded with ship’s design,



10759

the data then analyzed in order to obtain Total Resistance in

any trim condition by Maxsurf Resistance. Once the total

resistance and power generated was analyzed in the Maxsurf

Resistance, then the fuel consumption can be known.

Figure 6: Lines Plan of The Ship

RESULT AND DISCUSSION

The Data of The Ship

The data needed in this paper analysis is technical data and the

main size dimension of the ship.

The main size of the ship:

Ship name : LPD

LOA : 122.00 M

LPP : 109.00 M

B (Mld) : 22.00 M

H (Mld) (K/H Deck) : 6.70 / 11.3 M

Draft design (Mld) : 4.50 M

Draf max (Mld) : 4.90 M

The making of Ship’s Hull Model

From the data of Lines Plan obtained, a 3 Dimensional ship

model could be made and it could be used to analyze the

resistance at MAXSURF18.02 software. Autocad was used in

the making of ship models, then it would be imported into

Rhinoceros software to make the body surface of the ship.

After the ship body was exported to 18:02 maxsurf dongle, the

resistance was analyzed using MAXSURF RESISTANCE to

find out the results of the variation trim made.



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The Making of Ship’s Trim

The ship trim was customized with the design that had been

planned on the ship trim data (LPD). The displacement and

displacement moment of the ship trim condition were

displayed, both thetrim by stern and trim by bow.

Figure 7: 3D Model of The Ship using Rhineceros Software

Figure 8: 3D Model of The Ship in Maxsurf 18.02 after imported from Rhinoceros

Table 1: Trim condition in Normal Cruising Condition

Condition Normal Cruising Condition

Departure 50% Arrival

Item

Consumable

Displacement (Ton) 5.844,0 5.394,0 5.034,0

Equivalent Draft(M) 4,214 3,980 3,794

Draft Aft (dA) (M) 4,586 4,377 4,272

Draft Fore (dF) (M) 3,711 3,463 3,174



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Table 2: Normal Cruising Condition Load

Item Normal Cruising Condition

Departure 50% Consumable Arrival

Constan (Ton) 150 147,8 144,5

Fresh water(Ton) 312,4 156,2 31,2

Feul Oil (Ton) 547,5 273,8 54,8

LCU Feul Oil(Ton) 31,8 15,9 3,2

Water Ballast (Ton) 136 136 136

Heli/LCU/LCVP (Ton) 164 164 164

Tank (Ton) - - -

Truck (Ton) - - -

Canon (Ton) - - -

General Cargo (Ton) - - -

Dead weight (Ton) 1.343,70 893,7 533,7

Table 3: Trim condition in Design Load Condition

Condition Design Load Condition


Item

Consumable


Equivalent Draft (M) 4,513 4,209 3,958

Draft Aft (dA) (M) 4,746 4,498 4,347

Draft Fore(dF)(M) 4,196 3,821 3,405

Table 4: Design Load Condition

Item Design Load Condition


Constan (Ton) 211,2 194,7 181,5

Fresh water (Ton) 624,8 312,4 62,5

Feul Oil (Ton) 547,5 273,8 54,8

LCU Feul Oil (Ton) 31,8 15,9 3,2

Water Ballast (Ton) 64 64 64


Tank (Ton) 200 200 200

Truck (Ton) 100 100 100

Canon (Ton) 10 10 10

General Cargo (Ton) - - -

Dead weight (Ton) 1.953,30 1.334,80 839,9



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Table 5: Trim Condition in Troop Transportation Condition

Condition Troop Transportation Condition


Item

Consumable



Draft Aft (dA) (M) 4,903 4,659 4,536

Draft Fore (dF) (M) 4,927 4,559 4,154

Table 6: Troop Transportation Condition

Item Troop Transportation Condition


Constan (Ton) 254,3 228,8 208,4

Fresh water (Ton) 624,8 312,4 62,5

Feul Oil (Ton) 547,5 273,8 54,8


Water Ballast (Ton) 341,8 341,9 341,9


Tank (Ton) 440 440 440

Truck (Ton) 150 150 150


General Cargo (Ton) 226 226 226

Dead weight (Ton) 2.979,30 2.167 1.677,70

Tabel 7: Trim Condition in Full Load Condition

Item

Condition Full load condition

Normal cruise

50% Design load 50%

Troop trans

50%



Draft Aft (dA) (M) 6,254 5,844 5,686

Draft Fore (dF) (M) 5,772 5,546 5,204



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Tabel 8: Full Load Condition

Full Load Condition

ITEM Normal Cruising50% Design Load 50% Troop Trans 50%

Constan (Ton) 254,3 288,8 208,4

Fresh water (Ton) 624,8 312,4 62,5

Feul Oil (Ton) 547,5 273,8 54,8


Water Ballast (Ton) 2.620,30 2.620,30 2.620,30


Tank (Ton) 440 440 440

Truck (Ton) 150 150 150


General Cargo (Ton) 300 300 300

Dead weight (Ton) 5.149,70 4.522,20 4.020,10

The table above can be used as a reference for analyzing the

ship resistance on certain trim condition according to the data

obtained.

Analysis of Total Resistance

Analysis of total resistance was using MAXSURF 18.02

(Masxurf Resistance). There were 5 methods of resistance in

Maxsurf Resistace such as holtrop method, van ootmersen,

series 60, Compton and fung (Holtrop, 1982).

Table 9: Dimensional Parameter to determine resistance in Maxsurf Resistance



10764

Graph 1: The variety of resistance method

From the calculation results of various dimensional parameter

of the ship, it was known that the proper method was holtrop

with Cp of 0,64, L/B=5,54 and B/T=4,48.

The Trim of The Ship in normal cruising condition

(departure) :

Figure 9: The Ship Position when undergo a trim by stern in

Normal Cruising Condition (Departure)

Figure 10: The Simulation of Resistance on Normal Cruising

Condition (Departure)

From the figure above, it is showed that the ship undergoes a

trim by stern on Normal Cruising Condition (Departure). The

data are as follows:

Draft Aft (dA) = 4,586 M

Draft Fore (dF) = 3,711 M

Mean Draft (dM) = 4,148 M

Equivalent Draft = 4,214 M

Draft Angle Trim= 0,43º



10765

From the data above, the analysis results of resistance from

Maxsurf Resistance were obtained. The data is presented in

the table bellow :

Table 10: The Analysis Result of Resistance and Power Need

on Departure

Speed (Knots) Holtrop Resistance (kN) Holtrop Power (HP)

9,75 72,02 569,88

10,1 76,88 630,21

10,45 82,08 696,2

10,8 87,53 767,25

11,15 93,21 843,51

11,5 99,13 925,25

11,85 105,3 1012,78

12,2 111,74 1106,46

12,55 118,47 1206,68

12,9 125,49 1313,85

13,25 132,83 1428,44

13,6 140,5 1550,91

13,95 148,53 1681,69

14,3 156,92 1821,21

14,65 165,68 1969,96

15 174,84 2128,57

Ship Trim on Normal Cruising Condition (50%

Consumable) :

Figure 11. The Ship Position when undergo a Trim by Stern

on Normal Cruising Condition (50% Consumable)

Figure 12: The simulation of Resistance on Normal Cruising

Condition (50% Consumable)


trim by stern on Normal Cruising Condition (50%

Consumable) or the condition when the ship is sailing. The







From the data above, the analysis result of resistance form

Maxsurf Resistance was obtained. The data is presented in the

table bellow:

Table 11: The Analysis Result of Resistance and Power

Need on Consumable 50%


9,75 68,32 540,64

10,1 73,19 599,96

10,45 78,26 663,78

10,8 83,55 732,39

11,15 89,08 806,11

11,5 94,85 885,28

11,85 100,88 970,27

12,2 107,2 1061,48

12,55 113,82 1159,37

12,9 120,77 1264,41

13,25 128,06 1377,12



10766

13,6 135,71 1498,01

13,95 143,75 1627,56

14,3 152,18 1766,25

14,65 161,03 1914,72

15 170,34 2073,8

The Ship Trim onNormal Cruising Condition (Arrival):

Figure 13: The Ship Position when undergo a Trim by Stern

on Normal Cruising Condition(Arrival) (50% Consumable)

Figure 14: The simulation of Resistance on Normal Cruising

Condition (Arrival) (50% Consumable)


trim by stern on Normal Cruising Condition (Arrival) or the

condition when the ship is arriving at the port. The data are as

follows:







Maxsurf Resistance were obtained. The data are presented in

the table bellow:

Table 12: The Analysis Result of Resistance and Power

Need on Arrival


9,75 64,85 513,18

10,1 69,51 569,8

10,45 74,38 630,86

10,8 79,48 696,65

11,15 84,81 767,52

11,5 90,41 843,85

11,85 96,29 926,07

12,2 102,47 1014,61

12,55 108,97 1109,99

12,9 115,83 1212,75

13,25 123,07 1323,45

13,6 130,7 1442,65

13,95 138,74 1570,85

14,3 147,22 1708,63

14,65 156,16 1856,78

15 165,63 2016,42

The Ship Trim on Design Load Condition (Departure):


Design Load Condition (Departure) Condition(Arrival) (50%

Consumable)

Figure 16: The simulation of Resistance on Design Load

Condition (Departure) Condition(Arrival) (50% Consumable)



10767


trim by stern on Design Load Condition (Departure) or the

condition when the start of ship sailing. The data are as

follows:








the table bellow:


on Departure


10,45 113,06 958,93

10,8 105,12 921,47

11,15 108,32 980,24

11,5 113,24 1056,94

11,85 118,96 1144,17

12,2 125,24 1240,07

12,55 131,96 1344,12

12,9 139,09 1456,32

13,25 146,63 1576,91

13,6 154,58 1706,26

13,95 162,94 1844,79

14,3 171,71 1992,85

14,65 180,89 2150,84

15 190,5 2319,22

The Ship Trim on Design Load Condition (50%

Consumable):


Design Load Condition (50% Consumable)Condition(Arrival)

(50% Consumable)

Figure 18: The Simulation of Resistance on Design Load

Condition (50% Consumable) Condition(Arrival)

(50% Consumable)


trim by stern on Design Load Condition (50% Consumable) or

the condition when the ship is sailing. The data are as follows:








the table bellow:


on 50% Consumable


9,75 71,75 567,78

10,1 76,63 628,19

10,45 81,83 694,05

10,8 87,26 764,91

11,15 92,93 840,96

11,5 98,83 922,46

11,85 104,99 1009,74

12,2 111,41 1103,14

12,55 118,11 1203,05

12,9 125,11 1309,88



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13,25 132,43 1424,11

13,6 140,08 1546,17

13,95 148,07 1676,51

14,3 156,43 1815,56

14,65 165,16 1963,78

15 174,29 2121,85

The Ship Trim on Design Load Condition (Arrival)


Design Load Condition (Arrival)

Figure 20: The Simulation of Resistance on Design Load

Condition (Arrival) Condition(Arrival) (50% Consumable)


trim by stern on Design Load Condition (Arrival) or the


follows:








the table bellow:


on Arrival


8,35 49,92 338,33

8,7 53,99 381,27

9,05 58,23 427,74

9,4 62,65 477,94

9,75 67,24 532,06

10,1 72,01 590,32

10,45 76,99 652,97

10,8 82,17 720,26

11,15 87,57 792,49

11,5 93,21 869,98

11,85 99,09 953,05

12,2 105,24 1042,1

12,55 111,68 1137,52

12,9 118,41 1239,75

13,25 125,47 1349,26

13,6 132,86 1466,5

13,95 140,6 1591,9

14,3 148,71 1725,93

14,65 157,2 1869,17

15 166,12 2022,43

The Ship Trim on Troop Transportation Condition

(Departure):

Figure 21: The Ship Position when undergo a Trim by bow

Troop Transportation Condition (Departure)



10769

Figure 22: The simulation of Resistance on Troop

Transportation Condition (Departure)


trim by bow on Troop Transportation (Departure) or the

condition when the start of ship sailing. The data are as

follows:






From the data above, the analysis results of

resistance from Maxsurf Resistance were obtained. The data

are presented in the table bellow:


on Departure


11,15 241,39 2184,49

11,5 205,75 1920,41

11,85 196,52 1890,1

12,2 194,9 1929,87

12,55 196,86 2005,15

12,9 200,95 2103,9

13,25 206,53 2220,99

13,6 213,28 2354,16

13,95 221,02 2502,41

14,3 229,65 2665,35

14,65 239,08 2842,69

15 249,23 3034,19

The Ship Trim on Troop Transportation Condition (50%

Consumable):

Figure 23: The Ship Position when undergo a Trim by stern

Troop Transportation Condition (50% Consumable)

Figure 24: The simulation of Resistance on Troop

Transportation Condition (50% Consumable)


trim by stern on Troop Transportation (50% Consumable) or









the table bellow:



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on 50% Consumable


10,8 125,3 1098,36

11,15 120,5 1090,51

11,5 122,65 1144,81

11,85 126,88 1220,28

12,2 132,17 1308,71

12,55 138,18 1407,45

12,9 144,75 1515,54

13,25 151,82 1632,73

13,6 159,37 1759,09

13,95 167,36 1894,84

14,3 175,79 2040,23

14,65 184,65 2195,54

15 193,95 2361,19

The Ship Trim on Troop Transportation Condition

(Arrival):

Figure 25:. The Ship Position on Trim by stern Troop

Transportation Condition (Arrival)

Figure 26. The Simulation of Resistance on Troop

Transportation Condition (Arrival)


trim by stern on Troop Transportation (Arrival) or the

condition when the ship is arriving at port. The data are as

follows:








the table bellow:


on Arrival


10,1 87,54 717,56

10,45 86,34 732,28

10,8 90,99 797,55

11,15 96,33 871,77

11,5 102,07 952,72

11,85 108,14 1040,06

12,2 114,51 1133,87

12,55 121,19 1234,39

12,9 128,17 1341,96

13,25 135,48 1457

13,6 143,13 1579,93

13,95 151,13 1711,17

14,3 159,49 1851,11

14,65 168,22 2000,18

15 177,34 2158,99



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The Ship Trim on Full Load Condition (Normal Cruise 50%

Departure):


Full Load Condition (Normal Cruise 50% Departure)

Figure 28: The simulation of Resistance on Full Load

Condition (Normal Cruise 50% Departure)


trim by stern on Full Load Condition (Normal Cruise 50%

Departure) or the condition when the start of ship sailing. The









the table bellow:


on (Departure)


11,15 1945,35 17604,7

11,5 1210,98 11302,93

11,85 989,94 9520,99

12,2 878 8693,84

12,55 810,51 8255,75

12,9 766,32 8023,39

13,25 736,25 7917,63

13,6 715,56 7898,46

13,95 701,6 7943,65

14,3 692,74 8040,1

14,65 687,92 8179,57

15 686,38 8356,23

The Ship Trim on Full Load Condition (Design Load 50%

Consumable):


Full Load Condition (Design Load 50% Consumable)

(Normal Cruise 50% Departure)



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Figure 30: The Simulation of Resistance on Full Load

Condition (Design Load 50% Consumable) (Normal Cruise

50% Departure)


trim by stern on Full Load Condition (50% Consumable) or









the table bellow:


on 50% Consumable


11,15 1886,06 17068,1

11,5 894,42 8348,24

11,85 712,61 6853,69

12,2 630,08 6238,92

12,55 583,52 5943,65

12,9 554,84 5809,2

13,25 536,69 5771,61

13,6 525,45 5799,96

13,95 519,13 5877,66

14,3 516,55 5995,21

14,65 516,95 6146,65

15 519,76 6327,76

The Ship Trim on Full Load Condition (Troop

Transportation 50% Arrival):


Full Load Condition (Troop Transportation 50% Arrival)

(Design Load 50% Consumable) (Normal Cruise 50%

Departure)

Figure 32: The Simulation of Resistance on Full Load

Condition (Troop Transportation 50% Arrival) (Design Load

50% Consumable) (Normal Cruise 50% Departure)


trim by stern on Full Load Condition (Arrival) or the


follows:








the table bellow:



10773

Table 20: The Analysis Result of Resistance and Power Need on Arrival


11,15 1465,89 13265,75

11,5 639,92 5972,83

11,85 515,28 4955,8

12,2 461,32 4567,87

12,55 432,33 4403,66

12,9 415,66 4351,98

13,25 406,25 4368,77

13,6 401,61 4433,05

13,95 400,43 4533,72

14,3 401,89 4664,47

14,65 405,48 4821,33

15 410,82 5001,44

THE RESULT DATA OF ANALYSIS ON EACH

CONDITION

After the data were analyzed on each condition, the results of

resistance and power need were obtained at:

Table 21: Normal Cruising Condition

Normal Cruising Condition Kecepatan 15 Knot

Trim dA (M) dF (M) Displacement (TON) Resistance (Rt kN)

Departure 4,586 3,711 5.844 163,04

50% Consumtion 4,377 3,463 5.394 126,97

Arrival 4,272 3,174 5.034 86,53

Rt

(kN

)

Trim Variation

Departure

50% Consum

Arrival

Graph 2: Trim Variation vs Total Resistance



10774

Table 22: Design Load Condition

Design Load Condition on 15 Knot Speed

Trim dA (M) dF (M) Displacement (TON) Resistance (Rt kN)

Departure 4,746 4,196 6.453,60 190,5

50% Consumtion 4,498 3,821 5.835,10 174,29

Arrival 4,374 3,405 5.340,20 166,12


Table 23: Troop Transportation Condition

Troop Transportation Condition on 15 Knot Speed

Trim dA(M) dF (M) Displacement (TON) Resistance (Rt kN)

Departure 4,903 4,927 7.297,60 249,23

50% Consumtion 4,659 4,559 6.670 193,95

Arrival 4,536 4,154 6.168 177,34

Rt

(kN

)

Trim variation

Departure

50% Consum

Arrival




10775

Table 24: Full Load Condition

Full Load Conditionon 15 Knot Speed

Trim dA (M) dF(M) Displacement (Ton) Restance (Rt kN)

Normal Cruise (50%) 6,254 5,772 9.650 686,38

Design Load (50%) 5,844 5,546 9.022,40 519,76

Troop Trans (50%) 5,686 5,204 8.520,40 410,82

Rt

(kN

)

Trim Variation

Departure

50% Consum

Arrival


From the combination of the graph on each condition, it is

found that there are high differences in total resistance of Full

Load Condition with others condition at 15 knot speed.


The Consumption Need of Fuel on Each Condition

From the results of resistance and the power needs of each

condition then the fuel consumption in each condition can be

calculated. The following analysis is the calculation of fuel

needs at 15 knots speed:



10776

Table 25: Normal Cruising Condition

Normal Cruising Condition on 15 Knot Speed

Trim Aft (dA) Fore (dF) Displacement Resistance Haltrop power

(M) (M) (Ton) (Rt kN) (HP)

Departure 4,586 3,711 5.844 163,04 2.128,57

50% Consumtion 4,377 3,463 5.394 126,97 2.073,8

Arrival 4,272 3,174 5.034 86,53 2.016,42

1. Fuel consumption required in trim condition (Departure) Draft Aft (dA) = 4.586 M, Fore (df) = 3.711 M is:

Fuel Consumption = Power needs x Sfoc xt x C

= 2.128,57 HP x 0,2 x1 day x 1,3

= 1.587,9 kW x 0,2 x 24 hours x 1,3

= 9908.496 kg

= 9.9 tons / day

2. Fuel consumption required in trim condition (50% Consumed) Draft Aft (dA) = 4.377 M, Fore (df) = 3.463 M is:

Fuel consumption = Power needs x Sfoc x t x C

= 2073,8 HP x 0,2 x1 day x 1,3

= 1.547,05 kW x 0,2 x 24 hours x1,3

= 9.653,59 kg

= 9,6 Ton/day

3. Fuel consumption required in trim condition (Arrival) Draft Aft (dA) = 4,272 M, Fore (df) = 3.174 M is:

Fuel Consumption = Power Needs x Sfoc x t x C

= 2.016,42 HP x 0.2 x 1 day x 1,3

= 1.504,24 kW x 0,2 x 24 hours x1,3

= 9.386,45 kg

= 9,3 Ton/day

Table 26: On Load Design Condition

Design Load Condition 15 Knot Speed

Trim Aft (dA) Fore (dF) Displacement Resistance Haltrop Power


Departure 4,746 4,196 6.453,60 190,5 2.319,22

50% Consumtion 4,498 3,821 5.835,10 174,29 2.121,85

Arrival 4,374 3,405 5.340,20 166,12 2.022,43



= 2319,22 HP x 0,2 x1 day x 1,3

= 1.730,13 kW x0,2 x 24 hours x1,3

= 10.796,01 kg

= 10,7 Ton/day



10777

2. Fuel consumption required in trim condition (50% Consum) Draft Aft (dA) = 4.498 M, Fore (df) = 3,821M is:


= 2.121,85 HP x 0,2 x 1 day x1,3

= 1.582,90 kW x 0,2 x 24 hours x 1,3

= 9.877,29 kg

= 9,8 Ton/day

3. Fuel consumption required in trim condition (Arrival) Draft Aft (dA) = 4.374 M, Fore (df) = 3,405 M is:


= 2.022,43 HP x 0,2 x 1 day x 1,3

= 1.508,73 kW x 0,2 x 24 hours x 1,3

= 9.414,47 kg

= 9,4 Ton/day

Table 27: On Troop Transportation Condition

Troop Transportation Condition15 Knot Speed



Departure 4,903 4,927 7.297,60 249,23 3.034,19

50% Consumtion 4,659 4,559 6.670 193,95 2.361,19

Arrival 4,536 4,154 6.168 177,34 2.158,99



= 3034.19HP x 0,2 x1 day x 1,3

= 2263.50 kW x0,2 x 24 hours x1,3

= 14.124,27 kg

= 14,12 Ton/day

2. Fuel consumption required in trim condition (50% Consumption) Draft Aft (dA) = 4.659 M, Fore (df) = 4.559 M is:


= 2.361,19HP x 0,2 x 1 day x1,3

= 1.761,44 kW x 0,2 x 24 hours x 1,3

= 10.991,43 kg

= 10,9 Ton/day

3. Fuel consumption required in trim condition (Arrival) Draft Aft (dA) = 4,536 M, Fore (df) = 4,154 M is:


= 2.158,99HP x 0,2 x 1 day x 1,3

= 1.610,60 kW x 0,2 x 24 hours x 1,3

= 10.050,14 kg

= 10,05 Ton/day



10778

Table 28: On Full Load Condition

Full Load Condition15 Knot Condition



Normal Cruise 50% 6,254 5,772 9.650 686,38 8.356,23

Design Load 50% 5,844 5,546 9.022,40 519,76 6.327,76

Troop Trans 50% 5,686 5,204 8.520,40 410,82 5.001,44

1. Fuel consumption required in trim condition (Normal Cruising 50%) Draft Aft (dA) = 6,254 M, Fore (df) = 5,772 M is:


= 8.356,23HP x 0,2 x1 day x 1,3

= 6.233,74 kW x0,2 x 24 hours x1,3

= 38.898,53 kg

= 38,89 Ton/day

2. Fuel consumption required in trim condition (Design Load 50%) Draft Aft (dA) = 5,844 M, Fore (df) = 5,546 M is:


= 6.327,76HP x 0,2 x 1 day x1,3

= 4.720,50 kW x 0,2 x 24 hours x 1,3

= 29.455,92 kg

= 29,45 Ton/day

3. Fuel consumption required in trim condition (Troop Transportation 50%) Draft Aft (dA) = 5,686 M, Fore (df) = 5,204 M

is:


= 5.001,44HP x 0,2 x 1 day x 1,3

= 3.731,07 kW x 0,2 x 24 hours x 1,3

= 23.281,87 kg

= 23,28 Ton/day

The result data analysis of total resistance, by the power of

Hull to the fuel consumption, it can be simplified so that it

will be easier to know how big the differences in fuel

consumption in trim condition on each displacement. Here are

the results from the analysis of total resistance, power needs

and fuel consumption at 15 knots speed:

Table 29: The Result Data Analysis of Total Resistance, Hull Power and Fuel Consumption

ITEM (dA) (dF) Displacement Resistance Haltrop Fuel Consumption

(M) (M) (Ton) (kN) Power (HP) Ton/day

Normal Cruise

Departure 4,586 3,711 5.844 163,04 2.128,57 9.9

50% Consumtion 4,377 3,463 5.394 126,97 2.073,80 9,6

Arrival 4,272 3,174 5.034 86,53 2.016,42 9,3



10779

Design Load

Departure 4,746 4,196 6.453,60 190,5 2.319,22 10,7

50% Consumtion 4,498 3,821 5.835,10 174,29 2.121,85 9,8

Arrival 4,374 3,405 5.340,20 166,12 2.022,43 9,4

Troop Trans

Departure 4,903 4,927 7.297,60 249,23 3.034,19 14,12

50% Consumtion 4,659 4,559 6.670 193,95 2.361,19 10,9

Arrival 4,536 4,154 6.168 177,34 2.158,99 10,05

Full Load

Normal Cruise 50% 6,254 5,772 9.650 686,38 8.356,23 38, 89

Design Load 50% 5,844 5,546 9.022,40 519,76 6.327,76 29, 45

Troop Trans 50% 5,686 5,204 8.520,40 410,82 5.001,44 23,28

CONCLUSION

The result data analysis from Maxsurf Resistance on each trim

condition showed that there was a significant difference on

total resistance of Full Load Condition with other condisition

in 15 knot speed. Trim Variation which resulted a minimum

of total resistance on 4 conditions is showed as follows:

1. On Normal Cruising Condition

a. On Trim AFT (dA): 4,272 M and FORE (dF):

3,174 M.

The total resistance is 86,53 kN with fuel

consumption of 9.3 Ton/day.

b. Pada Trim AFT(dA): 4,586 M and FORE (dF):

3.711 M.

The total resistance is kN with fuel consumption

of 9.9Ton/day.

2. On Design Load Condition

a. On Trim AFT (dA): 4,374M and FORE (dF):

3,405 M.


consumption of 9.4Ton/day

b. On Trim AFT(dA): 4,746 kN and FORE (dF):

4,196 M.



3. On Troop Transportation


4,154 M.



b. On Trim AFT(dA): 4,903M and FORE (dF): 4,927

M.



4. On Full Load Condition


5,204 M.



b. On Trim AFT(dA): 6,254 M and FORE (dF):

5,772M.



ACKNOWLEDEMENT

This research has been Supported by Indonesia Naval

Technology College (STTAL).

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