DEPARTMENT OF MARINE ENGINEERING – ITS

DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01

SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

Chapter I
INTRODUCTION

The design of a ship is essentially determined by the requirement of the ship. The requirement that
formed the basis for determination of reference data, such as the type of ship, dimension, routes and
etc. When a main data required are met, then the next step is to design a wide range of system was
needed, as the prime mover and its supporting system, electrical system, auxiliary machinery system,
navigation system, safety system, and etc. A wide range of systems adapted to the needs on the ship.
Various methods of calculation and the method of determining the system used to plan a system as
efficient as possible.
Resistance is the force that holds the vessel when the vessel a speed of his service. This drag must be
countered by thrust generated by the ship's engine in order to achieve the desired speed. Total
resistance vessels can be divided into several components, among others, such as: Frictional
Resistance, Wave Resistance, Ship Body, Air Resistance, Additional Resistance.
In designing the propeller we need to know the main data of ship that will be used to calculate total
resistance of the vessel using a variety of methods. After that determines BHP (Power Machines),
which will be transmitted to the propeller thourgh a shaft, after selecting the machine according to the
engine power required to generete thrust. The next step is the selection of the propeller, which then
known 18 types propeller that have different efficiency.
So, it can conclude the basic configuration of main propulsion system consist of three major units
(Prime mover, transmission and propulsor). These major units must be working together so that they
will be able to propel a ship at certain design speed.
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

Chapter II
CODES & STANDARD
No. Rules Function Formula
1. Ship Resistance Calculate the value of 𝑉(𝑚 /𝑠)
(Guldhammer and Froude Number (Fn). 𝐹𝑛 =
√𝑔 𝑥 𝐿𝑊𝐿
Harvalrd), 1965. Page
116.
2. Ship Resistance Calculate the value of 𝑉𝑠 𝑥 𝐿𝑊𝐿
(Guldhammer and Reynold Number (Rn). 𝑅𝑛 =
𝑣
Harvalrd), 1965. Page
116.
3. Ship Resistance Calculate the frictional 0,075
(Guldhammer and resistance coefficient. 𝐶𝑓 =
(𝑙𝑜𝑔10 𝑅𝑛 − 2)2
Harvalrd), 1965. Page
116.
4. Ship Resistance Calculate the B/T 𝐵
0,16( − 2,5)
(Guldhammer and 𝑇
Harvalrd), 1965. Page
117.
5. Ship Resistance Calculate the ∆LCB = LCB - 𝐿𝐶𝐵𝑠𝑡𝑎𝑛𝑑𝑎𝑟𝑑
(Guldhammer and difference of LCB in
Harvalrd), 1965. Page accordance to the LCB
128. standard.
6. Ship Resistance The value of 103CA= 0,4
(Guldhammer & Incremental Resistance
Harvald), 1965. Page Coefficient (𝐶𝐴 )
130.
7. Ship Resistance The value of Air 103CAA = 0,07
(Guldhammer & Resistance Coefficient
Harvald), 1965. Page (𝐶𝐴𝐴 )
130.

8. Ship Resistance The value of Steering 103CAS = 0,04

(Guldhammer & Resistance Coefficient
Harvald), 1965. Page (𝐶𝐴𝑆 )
130.
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

No. Rules Function Formula

9. Ship Resistance Calculate the wetted 𝑆 = 1.025𝐿𝑃𝑃(𝐶𝑏. 𝐵 + 1.7𝑇)
(Guldhammer and surface area of the
Harvalrd), 1965. Page ship.
131.
10. Ship Resistance Calculate the total 1
(Guldhammer and resistance of the ship. 𝑅𝑡 = . 𝜌. 𝐶𝑡. 𝑆. 𝑉 2
2
Harvalrd), 1965. Page
116.
11. Resistance and Effective Horse Power 𝐸𝐻𝑃 = 𝑉𝑠 𝑥 𝑅𝑇𝑠
Propulsion of Ships (EHP)
(Harvald). Page 133
12. Resistance and Thrust Horse Power 𝐸𝐻𝑃
Propulsion of Ships (THP) 𝑇𝐻𝑃 =
𝜂𝐻
(Harvald). Page 133
𝑇𝐻𝑃 = 𝑇. 𝑉𝐴

13. Resistance and Delivered Horse 𝐸𝐻𝑃

𝐷𝐻𝑃 =
Propulsion of Ships Power (DHP) 𝑃𝐶
(Harvald). Page 133
𝐷𝐻𝑃 = 2𝜋𝑄𝑛

14. Resistance and Shaft Horse Power 𝐷𝐻𝑃

Propulsion of Ships (SHP) 𝑆𝐻𝑃 =
𝜂𝑆
(Harvald). Page 133
𝑆𝐻𝑃 = 2𝜋 𝑀 𝑛
15. Resistance and Brake Horse Power 𝑆𝐻𝑃
Propulsion of Ships (BHP) 𝐵𝐻𝑃 =
𝜂𝐺
(Harvald). Page 133
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

CHAPTER III
ABBREVIATIONS
Ship Principal Dimension Ship Power Prediction
LPP : Length between EHP : Effective Horse Power
Perpendicular
LOA : Length Over All THP : Thrust Horse Power
LWL : Length of the Waterline DHP : Delivered Horse Power
B : Breadth SHP : Shaft Horse Power
H : Depth BHP : Brake Horse Power
T : Draugh w : Wake Friction Coefficient
Vs : Service Speed t : Thrust Deduction Factor
Cb : Block Coefficient PC : Propulsive Coefficient
Cm : Midship Coefficient 𝜂𝑅𝑅 : Relative Rotative
Efficiency
𝜂𝑜 : Open Water Propeller
Cp : Prismatic Coefficient 𝜂𝐻 : Hull Efficiency
LCB : Longitudinal Center of 𝜂𝑆 : Shaft Efficiency
Buoyancy
∇ : Volume Displacement 𝜂𝐺 : Gearbox Efficiency
∆ : Mass Displacement RPM : Rotation per Minute
𝜌 : Fluid Density
Ship Resistance
Fn : Froude Number
Rn : Reynold Number
g : Gravitation acceleration
v : Water Viscosity
𝐶𝑅 : Residual Coefficient
𝐶𝐹 : Frictional Coefficient
𝐶𝐴 : Incremental Coefficient
𝐶𝐴𝐴 : Air Coefficient
𝐶𝐴𝑆 : Steer Coefficient
𝐶𝑇 : Total Resistance
𝑅𝑇 : Total Resistance
𝑅𝑇𝑆 : Total Resistance + Sea
Margin
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

CHAPTER IV
CALCULATION
RESISTANCE CALCULATION
Ship Principal Dimension
Vessel Name : MV. Eureka
Type of Ship : Container
LOA : 142 m
LPP : 132 m
LWL : 135 m
L Displacement : 133.5 m
B : 22.5 m
H : 11.2 m
T : 8.25 m
Vs : 17 knot
Cb : 0.6813
Cm : 0.9845
Cp : 0.692
LCB : -1.17% LPP
Range of Service : Surabaya - Singapore
Volume Displacement : ∇= 𝐶𝑏 𝑥 𝐿𝑤𝑙 𝑥 𝐵 𝑥 𝑇
= 0.6813 𝑥 135 𝑥 22.5 𝑥 8.25
∇ = 17073𝑚3
Mass Displacement : ∆= 𝐶𝑏 𝑥 𝐿𝑤𝑙 𝑥 𝐵 𝑥 𝑇 𝑥 𝜌
= 0.6813 𝑥 135 𝑥 22.5 𝑥 8.25 𝑥 1.025
= 17500ton
Wetted Surface Area (S) : 𝑆 = 1.025 𝐿𝑃𝑃(𝐶𝑏 𝑥 𝐵 + 1.7𝑇)
= 1.025 𝑥 132(0.6813𝑥22.5 + 1.7𝑥8.25)
𝑆 = 3971.66 𝑚3
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

Calculate the Froude Number (Fn)

To calculate the Froude Number can be used this formula:
𝑉(𝑚/𝑠)
𝐹𝑛 =
√𝑔 𝑥 𝐿𝑊𝐿

Where:
V : Speed of the Ship in m/s
LWL : Length of Waterline that is 107 m
g : Gravitational acceleration that is 9,81𝑚2 /𝑠
So,
8.738 𝑚/𝑠
𝐹𝑛 =
√9.81 𝑥 135
𝐹𝑛 = 0.237818237

Calculate the Reynold Number (Rn)

To calculate the Reynold Number can be used this formula:
𝑉𝑠 𝑥 𝐿𝑊𝐿
𝑅𝑛 =
𝑣𝑘
Where:
V : Speed of the Ship in m/s
LWL : Length of Waterline that is 107 m
𝑣𝑘 : Viscosity Kinematics = 0.93713 x 10-6
So,
8.738 𝑚/𝑠 𝑥 135
𝑅𝑛 =
0.93713 𝑥 10−6

𝑅𝑛 = 12587687794.08
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

Calculate the Friction Coefficient (𝑪𝑭 )

To calculate the Friction Coefficient can be used this formula:
0.075
𝐶𝐹 =
(𝑙𝑜𝑔 𝑅𝑛 − 2)2
Where:
Rn : Reynold Number
So,
0.075
𝐶𝐹 =
(𝑙𝑜𝑔 1258768794.08 − 2)2
𝐶𝐹 = 0.00149

Determine L/∇1/3
𝐿𝑤𝑙 135
1/3
= = 5.2428
∇ 170731/3
From the calculate as known, it can conclude that L/∇1/3 are between 5.0 and 5.5 graph, then it must
use two graph below to found the value of 103Cr.

From the graph above we got coordinate 103Cr at 5.0 is 1,39 and 103Cr at 5.5 is 1.15
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

So, input the value to the formula below:

(103 𝐶𝑟(5,453) − 1.39) (5,2428 − 5.0)

=
1.15 − 1.39 (5.5 − 5.0)
(103 𝐶𝑟(5,453) − 1.39) 0.2428
=
−0.24 0.5
103 𝐶𝑟(5,453) = [(0.4856 𝑥 − 0.24) + 1.39]

103 𝐶𝑟(5,453) = 1.27346134

𝐶𝑟(5,453) = 1.27346134 𝑥 10−3

B/T Correction
𝐵 22.5
= = 2.7273
𝑇 8.25
From the value of standard B/T from Guldhammer&Harvald method is 2.5, there fore ships that has
the B/T is 2,7273 so the correction is 0,0364 from the calculate of formula below:
𝐵 𝐵 17
𝐶𝑜𝑟𝑟𝑒𝑐𝑡𝑖𝑜𝑛 = 0.16 ( − 2.5) = 0.16 ( − 2.5)
𝑇 𝑇 6.20
= 0.16(2.7419 − 2.5)
𝐵
𝐶𝑜𝑟𝑟𝑒𝑐𝑡𝑖𝑜𝑛 = 0.038704
𝑇
LCB Correction
LCB(Longitudinal Center of Boyancy) is the centorid of the underwater volume of the boat
expressed as a longitudinal location. LCB is usually understood to be the centroid when the boat is
floaating on its datum waterline(DWL) with zero trim. LCB also to find out the Residual Coefficient
a result of the actual LCB location deviation from the standard LCB:
- Determine actual location of LCB
Before we determine the value of LCB actual we have to calculate the percentage
calculation from body plan (simpson calculation). So can conclude from the data:
∑1 = 3793.98 ∑2 = −888.786 h = 6.6 m
−888.786
% = 6.6 𝑥 = −1.54613%
3793.98
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

We got the percetage is -1.54613%, So we can continue the calculation, below:

𝐿𝐶𝐵𝑎𝑐𝑡𝑢𝑎𝑙 = −1.54613% 𝑥 𝐿𝑃𝑃
= −1.54613% 𝑥 132
= −2.0408916 𝑚
- Determine standard location of LCB:
Location standard could be read by the Froude Number from graph below:
Then we get the satndard LCB:
- 0.79% x 132 = -1.0428 m

- Determine the LCB Differences (∆𝐿𝐶𝐵):

The LCB differences will be :
∆𝐿𝐶𝐵 = 𝐿𝐶𝐵𝑎𝑐𝑡𝑢𝑎𝑙 − 𝐿𝐶𝐵𝑠𝑡𝑎𝑛𝑑𝑎𝑟𝑑
= −1.54613% − (−0.79%)
∆𝐿𝐶𝐵 = 0.75%
𝜕103 𝐶𝑟
- Determine the LCB Correction :
𝜕LCB
The value that we can got from the graph, where
the value of Cp = 0.692 and the result is:
𝜕103 𝐶𝑟
= 0.19
𝜕LCB
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

- Determine LCB Correction

The LCB Correction could be define from the formula below:
𝜕103 𝐶𝑟
𝐿𝐶𝐵 𝐶𝑜𝑟𝑟𝑒𝑐𝑡𝑖𝑜𝑛 = . |∆𝐿𝐶𝐵|
𝜕LCB
= 0.19 𝑥 |0.75|
𝐿𝐶𝐵 𝐶𝑜𝑟𝑟𝑒𝑐𝑡𝑖𝑜𝑛 = 0.29813558

Calculate the Incremental Coefficient

- Additional Resistance
103 𝐶𝑎 = 0.2
𝐶𝑎 = 0.0002
- Air Resistance
103 𝐶𝑎𝑎 = 0.07
𝐶𝑎𝑎 = 0.00007
- Steer Resistance
103 𝐶𝑎𝑠 = 0.04
𝐶𝑎𝑠 = 0.00004
So, from calculation above, the total resistance can be calculated from all of correction coefficient:
𝐶𝑡 = 𝐶𝑟 + 𝐶𝑓 + 𝐶𝑎 + 𝐶𝑎𝑎 + 𝐶𝑎𝑠
Then, the total resistance correction coefficient is:
𝐶𝑡 = 0.0012734 + 0.00149 + 0.0002 + 0.00007 + 0.00004
𝐶𝑡 = 0.00310

Calculate the Total Resistance of the ship

1
𝑅𝑡 = 𝜌 𝐶𝑡 𝑆 𝑉 2
2

So, the calculation total resistance is:

1
𝑅𝑡 = 𝑥 1.025 𝑥 0.00310 𝑥 3971.66 𝑥 8.7382
2
𝑅𝑡 = 482391.666 𝑁
𝑅𝑡 = 482.391 𝑘𝑁
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

Calculate the Total Resistance (Rt) + Sea Margin (15%)

Additional sea margin for the total resistance shall be given caused by wind, sea state, fouling of
hull and propeller, shallow water, currents, etc. Usually a sea margin of 10-25% is applied. Depend
on sailing area normally have a sail. So, compatible for this ship, it will takes 15% for sea margin.
𝑅𝑡𝑠 = 𝑅𝑡 + 15%
𝑅𝑡𝑠 = 482.391 + 15%
𝑅𝑡𝑠 = 554.75 𝑘𝑁
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

Ship Power Calculation & Engine Selection

Generally a moving ship in the water at a certain speed will experience a drag / resistance which is
opposite to the direction of motion of the ship. The amount of resistance who happened to be able to
be overcome by the thrust of the ship generated from the movement of ships working tool
(propulsor). Power is channeled to the locomotor (prime mover) ship is coming from the power
shaft, while the shaft power itself comes from the brake power is the power output of the motor ship.
Steps in choosing the prime mover of the ship, are like calculate the total ship resistance, calculate
the amount of power required, and determines the type of prime mover that is suitable to meet the
power required of the ship.

Power Calculation
In general ship engaged in an aqueous medium at a certain speed, it will experience drag (resistance)
which is opposite to the direction of motion of the ship. The amount of drag that occurs must be able
to be overcome by the thrust of the vessel (thrust) generated from work locomotors vessel
(propulsion). Distributed power (PD) to locomotors ship is derived from the power shaft (PS), while
the shaft itself comes from the power brake power (PB) which is an output power ship propulsion
motor. Power distribution scheme in the propulsion system shown below:

- Calculate Effective Horse Power (EHP)

Effective Horse Power (EHP) is the net horsepower required to move a vehicle or
boat that is the part of the total propelling engine horsepower that remains after
deducting losses due to engine friction and propeller and other i nefficiencies. So
the calculation is:
𝐸𝐻𝑃 = 𝑉𝑠 𝑥 𝑅𝑡𝑠
= 8.738 𝑥 554.750
= 4847.40913 𝑘𝑊
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
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Semester : Even Year : 2017/2018 Rev2 Feb. 2018

- Calculate Delivered Horse Power (DHP)

Delivered Horse Power (DHP) is power absorbed by the propeller from the power system or
power delivered by the propellant system to the propeller to be converted into thrust. There
is steps, such as:
1. Defined open water efficiency (𝜂𝑜 )
The value of open water efficiency based on data from open water test, its varies
between 40%-70%. So, the selected value of open water is 55%.
2. Defined Relative Efficiency (𝜂𝑅𝑅 )
The value of relative efficiency, for the single screw between 1 to 1,1. So, the selected
value of relative efficiensy is 1.05.
3. Defined Hull Efficiency (𝜂𝐻 )
The value of Hull Efficiency should calculate with formula below:
1−𝑡
𝜂𝐻 =
1−𝑤
For the value of w (Wake Friction Coefficient) we must interpolation from the table
values of wake friction from taylor below:
Cb value of this ship is 0.68. So the table of
Interpolation is:
Cb w
0.65 0.26
0.68 0.2738
0.7 0.283

And the value of t (Thust Deduction Factor) can be found from the difference between
T and R =T – R is called the addition of resistance, which expressed in the thrust
deduction factor (t).
𝑡=𝑘𝑥𝑤
= 0.85 𝑥 0.274
𝑡 = 0.233
Notes : the value of k for single rudder plate is between 0.7-0.9, selected value is 0.85
So, the Final value for the Hull efficiency is:
1 − 0.233
𝜂𝐻 = = 1.05655
1 − 0.2738
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

4. Defined Propulsive Coefficient (PC)

The propulsive coefficient is multipication between open water efficiency, relative
rotative efficiency, and hull efficiency
𝑃𝐶 = 𝜂𝑜 𝑥𝜂𝑅𝑅 𝑥𝜂𝐻
= 55% 𝑥 1.05 𝑥 1.05655
= 0.61016
5. Defined Delivered Horse Power (DHP)
𝐸𝐻𝑃
𝐷𝐻𝑃 =
𝑃𝐶
4847.409
= = 7944 𝑘𝑊
0.61016
- Calculate Shaft Horse Power (SHP)
Shaft Horse Power (SHP) is the power delivered to the propeller shafts. For the ship that
the engine room located we assumed 5%. So the efficiency of shaft and bear is 95%
𝐷𝐻𝑃 7944
𝑆𝐻𝑃 = = = 8362.615 𝑘𝑊
𝜂𝑆 95%
- Calculate Brake Horse Power (BHP)
Brake Horse Power ( BHP ) is the power before the loss in power caused by the gearbox,
alternator, differential, water pump, and other auxiliary components such as power steering
pump, muffled exhaust system, etc. Brake refers to a device which was used to load an engine
and hold it at a desired rotational speed. 𝜂𝐺 is Gearbox efficiency, the value is 100% (Because
this ship doesn’t use gearbox).
𝑆𝐻𝑃 8362.615
𝐵𝐻𝑃 = = = 8362.615 𝑘𝑊
𝜂𝐺 100%
The BHP value above was the BHP used in service condition (BHP SCR) in which SCR means
Service Continuous Rating. From the 𝐵𝐻𝑃𝑆𝐶𝑅 above we can prediction which engine that
we can use for the ship. So, for the predictable 𝐵𝐻𝑃𝑀𝐶𝑅 is 9080 kW and got the engine
margin is:
(𝐵𝐻𝑃𝑀𝐶𝑅 − 𝐵𝐻𝑃𝑆𝐶𝑅 )
𝐸𝑛𝑔𝑖𝑛𝑒 𝑀𝑎𝑟𝑔𝑖𝑛𝑒 =
𝐵𝐻𝑃𝑆𝐶𝑅
(9080 − 8362.615)
= = 8.58%
8362.615
 DEPARTMENT OF MARINE ENGINEERING – ITS
DESIGN III : GENERAL ARRANGEMENT & Doc. No. 01
SAFETY PLAN 04211641000041
ESTIMATION OF THE SHIP RESISTANCE & ENGINE RE
SELECTION

Semester : Even Year : 2017/2018 Rev2 Feb. 2018

Engine Selection

Based the calculation of power before, the engine can be chosen with the power equal to or
greater that BHPmcr. So selected engie with specification as below:

Brand : Win G&D

Type : X40-B
Cylinder Diameter : 400 mm
Cylinder :8
Maximum Power : 9080 kW
Piston Stroke : 1770 mm
RPM Engine : 146 rpm

From the projected guide, the dimension of this engine is: