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

Transcription

1 Type of Ship Trim Analysis on Fuel Consumption with a Certain Load and Draft I Nengah Putra 1, Arica Dwi Susanto 2 and Himawan Lestianto 3 1 Indonesian Naval Technology College, STTAL. Bumimoro-Morokrembangan, Surabaya 60187, Indonesia. 1 Orcid: x, 2 Orcid: , 3 Orcid: 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): M. The total resistance generated is 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): M generated a total resistance of kn. thus, 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 10756

2 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). 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). so that the ship can move from one place to another with the speed of service (VS). P E = R T.V S (1) b. Thrust Power (PT) is the amount of power generated by the work of propulsor to propel the hull. 2. Hydrostatic Resistance (the buoyant force) FΔ or γv. PT = T.Va (2) The pressure or the force is always parallel to Zo and it is just like the mg. c. Delivered Power (PD) is the power absorbed by 3. The resultant of hydrodynamic force (F) which is the ship s propeller in order to generate the exerted by the water on the ship as a result of the water crashing movement. power Force to push F can as be PT, described or in other in 2 (two); words, lifting the PD force comp is the power supplied by the motor to the ship s 4. Thrust force (T), which is exerted by water in ship s propeller and then converted into the thrust of propeller, and generally in the opposite direction with R. The forces mentioned above is emerging because of the presence of th the ship (PT). a) Boat speed (V). This is relative to water and air PD = 2π.QDnP (3) crossed by the ship. d. Shaft Power (PS) is the measured power up to b) The force of earth s gravity that works both on the the area in front of the tube bearing shaft (stern ship or the water imposed by the ship. tube) of the ship s shaft propulsion system. Trim e. Brake power (PB) is the force generated by the main motor (Main Engine) with the type of marine diesel engines. 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: C T = C R + (1 + K). C r + C A 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, 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) 10757

3 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) 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. 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). e. Trim Charts = (9) 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 4: The Display of RHINOCEROS Software MAXSURF Software The 3 Dimensional of the ship body surface is exported into the Maxsurf software to be analyzed, so the value of resistance on each trim condition can be obtained. Figure 2. The Trim Condition Figure 5: The Display of MAXSURF Software 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. 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, 10758

4 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 LPP : M : M B (Mld) : 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

5 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 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 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,

6 Item Table 2: Normal Cruising Condition Load Normal Cruising Condition Departure 50% Consumable Arrival Constan (Ton) ,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) Heli/LCU/LCVP (Ton) 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 Departure 50% Arrival Item Consumable Displacement (Ton) 6.453, , ,2 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 Departure 50% Consumable Arrival 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) Heli/LCU/LCVP (Ton) Tank (Ton) Truck (Ton) Canon (Ton) General Cargo (Ton) Dead weight (Ton) 1.953, ,80 839,

7 Table 5: Trim Condition in Troop Transportation Condition Condition Troop Transportation Condition Departure 50% Arrival Item Consumable Displacement (Ton) 7.297, , ,0 Equivalent Draft (M) 4,913 4,616 4,327 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 Departure 50% Consumable Arrival 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 LCU Feul Oil (Ton) 31,8 15,9 3,2 Water Ballast (Ton) 341,8 341,9 341,9 Heli/LCU/LCVP (Ton) Tank (Ton) Truck (Ton) Canon (Ton) General Cargo (Ton) Dead weight (Ton) 2.979, ,70 Tabel 7: Trim Condition in Full Load Condition Condition Full load condition Item Normal cruise 50% Design load 50% Troop trans 50% Displacement (Ton) 9.650, , ,4 Equivalent Draft (M) 6,014 5,707 5,472 Draft Aft (da) (M) 6,254 5,844 5,686 Draft Fore (df) (M) 5,772 5,546 5,

8 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 LCU Feul Oil (Ton) 31,8 15,9 3,2 Water Ballast (Ton) 2.620, , ,30 Heli/LCU/LCVP (Ton) Tank (Ton) Truck (Ton) Canon (Ton) General Cargo (Ton) Dead weight (Ton) 5.149, , ,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 (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 10763

9 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 10: The Simulation of Resistance on Normal Cruising Condition (Departure) Figure 9: The Ship Position when undergo a trim by stern in 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 10764

10 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, ,46 12,55 118, ,68 12,9 125, ,85 13,25 132, ,44 13,6 140,5 1550,91 13,95 148, ,69 14,3 156, ,21 14,65 165, , , ,57 Ship Trim on Normal Cruising Condition (50% Consumable) : Figure 12: The simulation of Resistance on Normal Cruising Condition (50% Consumable) From the figure above, it is showed that the ship undergoes a trim by stern on Normal Cruising Condition (50% Consumable) or the condition when the ship is sailing. The data are as follows: Draft Aft (da) = 4,377 M Draft Fore (df) = 3,463 M Mean Draft (dm) = 3,920 M Equivalent Draft = 3,980 M Draft Angle Trim= 0,45º 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% Speed (Knots) Holtrop Resistance (kn) Holtrop Power (HP) 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, ,37 Figure 11. The Ship Position when undergo a Trim by Stern on Normal Cruising Condition (50% Consumable) 12,9 120, ,41 13,25 128, ,

11 13,6 135, ,01 13,95 143, ,56 14,3 152, ,25 14,65 161, , , ,8 The Ship Trim onnormal Cruising Condition (Arrival): Table 12: The Analysis Result of Resistance and Power Need on Arrival Speed (Knots) Holtrop Resistance (kn) Holtrop Power (HP) 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, ,61 12,55 108, ,99 12,9 115, ,75 13,25 123, ,45 Figure 13: The Ship Position when undergo a Trim by Stern on Normal Cruising Condition(Arrival) (50% Consumable) 13,6 130,7 1442,65 13,95 138, ,85 14,3 147, ,63 14,65 156, , , ,42 The Ship Trim on Design Load Condition (Departure): Figure 14: The simulation of Resistance on Normal Cruising Condition (Arrival) (50% Consumable) From the figure above, it is showed that the ship undergoes a trim by stern on Normal Cruising Condition (Arrival) or the condition when the ship is arriving at the port. The data are as follows: Draft Aft (da) = 4,272 M Draft Fore (df) = 3,174 M Mean Draft (dm) = 3,723 M Equivalent Draft = 3,794 M Draft Angle Trim= 0,54º From the data above, the analysis results of resistance from Maxsurf Resistance were obtained. The data are presented in the table bellow: Figure 15: The Ship Position when undergo a Trim by Stern Design Load Condition (Departure) Condition(Arrival) (50% Consumable) Figure 16: The simulation of Resistance on Design Load Condition (Departure) Condition(Arrival) (50% Consumable) 10766

12 From the figure above, it is showed that the ship undergoes a trim by stern on Design Load Condition (Departure) or the condition when the start of ship sailing. The data are as follows: Draft Aft (da) = 4,746 M Draft Fore (df) = 4,196 M Mean Draft (dm) = 4,471 M Equivalent Draft = 4,513 M Draft Angle Trim= 0,271º From the data above, the analysis results of resistance from Maxsurf Resistance were obtained. The data are presented in the table bellow: Table 13: The Analysis Result of Resistance and Power Need on Departure Speed (Knots) Holtrop Resistance (kn) Holtrop Power (HP) 10,45 113,06 958,93 10,8 105,12 921,47 11,15 108,32 980,24 11,5 113, ,94 11,85 118, ,17 12,2 125, ,07 12,55 131, ,12 12,9 139, ,32 13,25 146, ,91 13,6 154, ,26 13,95 162, ,79 14,3 171, ,85 14,65 180, , ,5 2319,22 The Ship Trim on Design Load Condition (50% Consumable): Figure 18: The Simulation of Resistance on Design Load Condition (50% Consumable) Condition(Arrival) (50% Consumable) From the figure above, it is showed that the ship undergoes a trim by stern on Design Load Condition (50% Consumable) or the condition when the ship is sailing. The data are as follows: Draft Aft (da) = 4,498 M Draft Fore (df) = 3,821 M Mean Draft (dm) = 4,159 M Equivalent Draft = 4,209 M Draft Angle Trim= 0,333º From the data above, the analysis results of resistance from Maxsurf Resistance were obtained. The data are presented in the table bellow: Table 13: The Analysis Result of Resistance and Power Need on 50% Consumable Speed (Knots) Holtrop Resistance (kn) Holtrop Power (HP) 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, ,74 Figure 17: The Ship Position when undergo a Trim by Stern Design Load Condition (50% Consumable)Condition(Arrival) (50% Consumable) 12,2 111, ,14 12,55 118, ,05 12,9 125, ,

13 13,25 132, ,11 13,6 140, ,17 13,95 148, ,51 14,3 156, ,56 14,65 165, , , ,85 The Ship Trim on Design Load Condition (Arrival) Figure 19: The Ship Position when undergo a Trim by Stern Design Load Condition (Arrival) From the data above, the analysis results of resistance from Maxsurf Resistance were obtained. The data are presented in the table bellow: Table 14: The Analysis Result of Resistance and Power Need on Arrival Speed (Knots) Holtrop Resistance (kn) Holtrop Power (HP) 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, ,1 12,55 111, ,52 12,9 118, ,75 13,25 125, ,26 13,6 132, ,5 13,95 140,6 1591,9 14,3 148, ,93 14,65 157,2 1869, , ,43 The Ship Trim on Troop Transportation Condition (Departure): Figure 20: The Simulation of Resistance on Design Load Condition (Arrival) Condition(Arrival) (50% Consumable) From the figure above, it is showed that the ship undergoes a trim by stern on Design Load Condition (Arrival) or the condition when the ship is arriving at the port. The data are as follows: Draft Aft (da) = 4,374 M Draft Fore (df) = 3,405 M Mean Draft (dm) = 3,889 M Equivalent Draft = 3,958 M Draft Angle Trim= 0,477º Figure 21: The Ship Position when undergo a Trim by bow Troop Transportation Condition (Departure) 10768

14 The Ship Trim on Troop Transportation Condition (50% Consumable): Figure 22: The simulation of Resistance on Troop Transportation Condition (Departure) From the figure above, it is showed that the ship undergoes a trim by bow on Troop Transportation (Departure) or the condition when the start of ship sailing. The data are as follows: Draft Aft (da) = 4,903 M Draft Fore (df) = 4,927 M Mean Draft (dm) = 4,915 M Equivalent Draft = 4,913 M Draft Angle Trim= 0,012º From the data above, the analysis results of resistance from Maxsurf Resistance were obtained. The data are presented in the table bellow: Table 15: The Analysis Result of Resistance and Power Need on Departure Speed (Knots) Holtrop Resistance (kn) Holtrop Power (HP) 11,15 241, ,49 11,5 205, ,41 11,85 196, ,1 12,2 194,9 1929,87 12,55 196, ,15 12,9 200, ,9 13,25 206, ,99 13,6 213, ,16 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) From the figure above, it is showed that the ship undergoes a trim by stern on Troop Transportation (50% Consumable) or the condition when the ship is sailing. The data are as follows: Draft Aft (da) = 4,659 M Draft Fore (df) = 4,559 M Mean Draft (dm) = 4,609 M Equivalent Draft = 4,616 M Draft Angle Trim= 0,049º From the data above, the analysis results of resistance from Maxsurf Resistance were obtained. The data are presented in the table bellow: 13,95 221, ,41 14,3 229, ,35 14,65 239, , , ,

15 Table 16: The Analysis Result of Resistance and Power Need on 50% Consumable Speed (Knots) Holtrop Resistance (kn) Holtrop Power (HP) 10,8 125,3 1098,36 11,15 120,5 1090,51 11,5 122, ,81 11,85 126, ,28 12,2 132, ,71 12,55 138, ,45 12,9 144, ,54 13,25 151, ,73 13,6 159, ,09 13,95 167, ,84 14,3 175, ,23 14,65 184, , , ,19 The Ship Trim on Troop Transportation Condition (Arrival): From the figure above, it is showed that the ship undergoes a trim by stern on Troop Transportation (Arrival) or the condition when the ship is arriving at port. The data are as follows: Draft Aft (da) = 4,536 M Draft Fore (df) = 4,154 M Mean Draft (dm) = 4,345 M Equivalent Draft = 4,372 M Draft Angle Trim= 0,188º From the data above, the analysis results of resistance from Maxsurf Resistance were obtained. The data are presented in the table bellow: Table 17: The Analysis Result of Resistance and Power Need on Arrival Speed (Knots) Holtrop Resistance (kn) Holtrop Power (HP) 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, ,06 12,2 114, ,87 12,55 121, ,39 12,9 128, ,96 Figure 25:. The Ship Position on Trim by stern Troop Transportation Condition (Arrival) 13,25 135, ,6 143, ,93 13,95 151, ,17 14,3 159, ,11 14,65 168, , , ,99 Figure 26. The Simulation of Resistance on Troop Transportation Condition (Arrival) 10770

16 The Ship Trim on Full Load Condition (Normal Cruise 50% Departure): Table 18: The Analysis Result of Resistance and Power Need on (Departure) Speed (Knots) Holtrop Resistance (kn) Holtrop Power (HP) 11, , ,7 11,5 1210, ,93 11,85 989, ,99 12, ,84 12,55 810, ,75 12,9 766, ,39 Figure 27: The Ship Position when undergo a Trim by stern Full Load Condition (Normal Cruise 50% Departure) 13,25 736, ,63 13,6 715, ,46 13,95 701,6 7943,65 14,3 692, ,1 14,65 687, , , ,23 The Ship Trim on Full Load Condition (Design Load 50% Consumable): Figure 28: The simulation of Resistance on Full Load Condition (Normal Cruise 50% Departure) From the figure above, it is showed that the ship undergoes a trim by stern on Full Load Condition (Normal Cruise 50% Departure) or the condition when the start of ship sailing. The data are as follows: Draft Aft (da) = 6,254 M Draft Fore (df) = 5,772 M Mean Draft (dm) = 6,013 M Equivalent Draft = 6,014 M Draft Angle Trim= 0,237º From the data above, the analysis results of resistance from Maxsurf Resistance were obtained. The data are presented in the table bellow: Figure 29: The Ship Position when undergo a Trim by stern Full Load Condition (Design Load 50% Consumable) (Normal Cruise 50% Departure) 10771

17 The Ship Trim on Full Load Condition (Troop Transportation 50% Arrival): Figure 30: The Simulation of Resistance on Full Load Condition (Design Load 50% Consumable) (Normal Cruise 50% Departure) From the figure above, it is showed that the ship undergoes a trim by stern on Full Load Condition (50% Consumable) or the condition when the ship is sailing. The data are as follows: Draft Aft (da) = 5,844 M Draft Fore (df) = 5,546 M Mean Draft (dm) = 5,695 M Equivalent Draft = 5,707 M Draft Angle Trim= 0,147º From the data above, the analysis results of resistance from Maxsurf Resistance were obtained. The data are presented in the table bellow: Figure 32: The Ship Position when undergo a Trim by stern Full Load Condition (Troop Transportation 50% Arrival) (Design Load 50% Consumable) (Normal Cruise 50% Departure) Table 19: The Analysis Result of Resistance and Power Need on 50% Consumable Speed (Knots) Holtrop Resistance (kn) Holtrop Power (HP) 11, , ,1 11,5 894, ,24 11,85 712, ,69 12,2 630, ,92 12,55 583, ,65 12,9 554, ,2 13,25 536, ,61 13,6 525, ,96 13,95 519, ,66 14,3 516, ,21 14,65 516, , , ,76 Figure 32: The Simulation of Resistance on Full Load Condition (Troop Transportation 50% Arrival) (Design Load 50% Consumable) (Normal Cruise 50% Departure) From the figure above, it is showed that the ship undergoes a trim by stern on Full Load Condition (Arrival) or the condition when the ship is arriving at the port. The data are as follows: Draft Aft (da) = 4,374 M Draft Fore (df) = 3,405 M Mean Draft (dm) = 3,889 M Equivalent Draft = 3,958 M Draft Angle Trim= 0,237º From the data above, the analysis results of resistance from Maxsurf Resistance were obtained. The data are presented in the table bellow: 10772

18 Table 20: The Analysis Result of Resistance and Power Need on Arrival Speed (Knots) Holtrop Resistance (kn) Holtrop Power (HP) 11, , ,75 11,5 639, ,83 11,85 515, ,8 12,2 461, ,87 12,55 432, ,66 12,9 415, ,98 13,25 406, ,77 13,6 401, ,05 13,95 400, ,72 14,3 401, ,47 14,65 405, , , ,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, ,04 50% Consumtion 4,377 3, ,97 Arrival 4,272 3, ,53 Rt (kn) Departure 50% Consum Arrival Trim Variation Graph 2: Trim Variation vs Total Resistance 10773

19 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, ,60 190,5 50% Consumtion 4,498 3, ,10 174,29 Arrival 4,374 3, ,20 166,12 Graph 3: Trim Variation vs Total Resistance 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, ,60 249,23 50% Consumtion 4,659 4, ,95 Arrival 4,536 4, ,34 Rt (kn) Departure 50% Consum Arrival Trim variation Graph 4: Trim Variation vs Total Resistance 10774

20 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, ,38 Design Load (50%) 5,844 5, ,40 519,76 Troop Trans (50%) 5,686 5, ,40 410,82 Rt (kn) Departure 50% Consum Arrival Trim Variation Graph 5: Trim Variation vs Total Resistance 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. Graph 6: Trim Variation vs Total Resistance 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: 10775

21 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, , ,57 50% Consumtion 4,377 3, , ,8 Arrival 4,272 3, , ,42 1. Fuel consumption required in trim condition (Departure) Draft Aft (da) = M, Fore (df) = 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 = kg = 9.9 tons / day 2. Fuel consumption required in trim condition (50% Consumed) Draft Aft (da) = M, Fore (df) = 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) = 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 (M) (M) (Ton) (Rt kn) (HP) Departure 4,746 4, ,60 190, ,22 50% Consumtion 4,498 3, ,10 174, ,85 Arrival 4,374 3, ,20 166, ,43 1. Fuel consumption required in trim condition (Departure) Draft Aft (da) = M, Fore (df) = M is: Fuel Consumption = Power Needs x Sfoc x t x C = 2319,22 HP x 0,2 x1 day x 1,3 = 1.730,13 kw x0,2 x 24 hours x1,3 = ,01 kg = 10,7 Ton/day 10776

22 2. Fuel consumption required in trim condition (50% Consum) Draft Aft (da) = M, Fore (df) = 3,821M is: Fuel Consumption = Power Needs x Sfoc x t x C = 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) = M, Fore (df) = 3,405 M is: Fuel Consumption = Power Needs x Sfoc x t x C = 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 Trim Aft (da) Fore (df) Displacement Resistance Haltrop Power (M) (M) (Ton) (Rt kn) (HP) Departure 4,903 4, ,60 249, ,19 50% Consumtion 4,659 4, , ,19 Arrival 4,536 4, , ,99 1. Fuel consumption required in trim condition (Departure) Draft Aft (da) = M, Fore (df) = M is: Fuel Consumption = Power Needs x Sfoc x t x C = HP x 0,2 x1 day x 1,3 = kw x0,2 x 24 hours x1,3 = ,27 kg = 14,12 Ton/day 2. Fuel consumption required in trim condition (50% Consumption) Draft Aft (da) = M, Fore (df) = M is: Fuel Consumption = Power Needs x Sfoc x t x C = 2.361,19HP x 0,2 x 1 day x1,3 = 1.761,44 kw x 0,2 x 24 hours x 1,3 = ,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: Fuel Consumption = Power Needs x Sfoc x t x C = 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 = ,14 kg = 10,05 Ton/day 10777

23 Table 28: On Full Load Condition Full Load Condition15 Knot Condition Trim Aft (da) Fore (df) Displacement Resistance Haltrop Power (M) (M) (Ton) (Rt kn) (HP) Normal Cruise 50% 6,254 5, , ,23 Design Load 50% 5,844 5, ,40 519, ,76 Troop Trans 50% 5,686 5, ,40 410, ,44 1. Fuel consumption required in trim condition (Normal Cruising 50%) Draft Aft (da) = 6,254 M, Fore (df) = 5,772 M is: Fuel Consumption = Power Needs x Sfoc x t x C = 8.356,23HP x 0,2 x1 day x 1,3 = 6.233,74 kw x0,2 x 24 hours x1,3 = ,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: Fuel Consumption = Power Needs x Sfoc x t x C = 6.327,76HP x 0,2 x 1 day x1,3 = 4.720,50 kw x 0,2 x 24 hours x 1,3 = ,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: Fuel Consumption = Power Needs x Sfoc x t x C = 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 = ,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, , , % Consumtion 4,377 3, , ,80 9,6 Arrival 4,272 3, , ,42 9,

24 Design Load Departure 4,746 4, ,60 190, ,22 10,7 50% Consumtion 4,498 3, ,10 174, ,85 9,8 Arrival 4,374 3, ,20 166, ,43 9,4 Troop Trans Departure 4,903 4, ,60 249, ,19 14,12 50% Consumtion 4,659 4, , ,19 10,9 Arrival 4,536 4, , ,99 10,05 Full Load Normal Cruise 50% 6,254 5, , ,23 38, 89 Design Load 50% 5,844 5, ,40 519, ,76 29, 45 Troop Trans 50% 5,686 5, ,40 410, ,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): 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. The total resistance is 166,12 kn with fuel consumption of 9.4Ton/day b. On Trim AFT(dA): 4,746 kn and FORE (df): 4,196 M. The total resistance is 190,5 kn with fuel consumption of 10.7Ton/day 3. On Troop Transportation a. On Trim AFT (da): 4,536 M and FORE (df): 4,154 M. The total resistance is 177,34 kn with fuel consumption of 10.05Ton/day b. On Trim AFT(dA): 4,903M and FORE (df): 4,927 M. The total resistance is 249,23 kn with fuel consumption of 14.12Ton/day 4. On Full Load Condition a. On Trim AFT (da): 5,686 M and FORE (df): 5,204 M. The total resistance is 410,82 kn with fuel consumption of 23.28Ton/day b. On Trim AFT(dA): 6,254 M and FORE (df): 5,772M. The total resistance is 686,38 kn with fuel consumption of 38.89Ton/day ACKNOWLEDEMENT This research has been Supported by Indonesia Naval Technology College (STTAL). REFERENCES [1] Andersen, J. P. (1994). Hydrodynamic of Ship Propellers. Cambridge: Cambridge University Press. [2] Anthony F. Molland, S. R. (2011). Ship Resistance and Propulsion : Practical Estimation of Ship Propulsive Power. United Stated of America: Cambridge University Press

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