SFOGUUGOUGOGEEG OE OL
dias
da
GBOBVE
JH
1. Introduction
In @ recent publication [1] a power prediction
vas presented which was based on a regression
random model and fullscale test data.
mbinations of main dimensions and form
hod had been adjusted to test
:ned in some specific eases. In spite of these
ons the
carey of the method was found to
jor some classes of ships. Especially
craft at Froude numbers above 0.5 the
predictions were often wrong. With the ob
‘prove the method the data sample was
vering wider ranges of the parameters of
this extension of the data sample the
results of the Series 64 hull forms (2) have
included. The regression analyses were now based
sults Of tests on 334 models. Beside these
of resistance and propulsion properties a
was devised by which the influence of the
cavitation could be taken inte account, In
formulae are given by which the effect
submergence can tentatively be
estimated. These formulae have been derived in a study
carried cut in a MARIN Cooperative Research pro
gramme. Permission to publish these results is grate
n son
of a partial propel
2. Reanalysis of resistance test results
The results were analysed using the same suhdivis
ion into components as used in [1]:
Raga) Rp 4h) + Rapp Ry +Ry + Rpg +R,
Re
where
Ry = frictional resistance according to the
TTTC1957 formula
144, = form factor of the hull
Rapp * appendage resistance
Ry = wave resistance
R, = additional pressure resistance of bulbous
bow near the water surface
Ryg = additional pressure resistance due to
transom immersion
Rg = modelship correlation resistance.
‘A regeession analysis provided a new for
the form factor of the hull:
) Mattie Reser
2 Insute Netueiands, Warenngen, The
A STATISTICAL REANALYSIS OF RESISTANCE AND PROPULSION DATA (G84)
by
ltrop*
Lk, = 0.934 0.487118 c,,(B/L) (T/L
(Eig 8 7 PHBE CyB
In this formula @ and 7 are the moulded breadth and
draught, respectively. L is the length on the waterline
and 7 i$ the moulded displacement volume. Cy is the
prismatic coefficient based on the waterline length.
Ly is defined as:
Ly = LL ~ Gy 4 0.086 lebMECy ~ 1)
where leb is the longitudinal position of the
buoyancy forward of 0.5 Lasa percentaze of L.
‘The coefficient c,, accounts for the stern shape. Tt
ntre of
depends on the stem shape coefficient Cy, for whiclt
the following tentative Figures can be given
Alterbody for Gah
Pram with gondola
V shaped sections e442 140.01) Cain
Normal section shape 0
Ushaped sections
with Hogerstern 10
‘As regards the appendage resistance no new analysis.
was made, For prediction of the resistance of the ap
pendages reference is mede to {1}
‘A reanalysis was made of the wave resistance, A
new general formule was derived from the data sample
of 334 models but calculations showed that this new
prediction formula was not Vetter in the speed range
up to Froude numbcss of about F, = 0.5. The results
of these caleulations indicated that probably a better
prediction formula for the wave resistance in the igh
speed range could be devised whien the low speed data
‘were left aside from the regression analysis,
By doing so,
was derived for the speed range F, > 0.55
resistance formula
e following way
aes Toe exp(mgP2 + m,cos.FZ*)
6919.3 Cp! 98(9/19 2997 (LiB—2)'40
mig = =7.2035(B/L)"32489 ¢ypy?s05378
‘The coefficients ¢,, cg, d and \ have the same definit
fom asin [1]:& = Sip(— 1.896)
= U084,KBTC,)
d= 1846, 0.03L/B
when L/B < 12
A= LAG, 0.36
(a> 12
09
& = OS6AYS/BTORI Age + I, — hy)
9
»
Od exp( 0.034 KF;
1038s
when B/9 <
57 ~ 1.69385 + (L/7 "9 — v2.36
512< DIY < 1726.91
12 > 1726.91
‘dship section coefficient C, and the trns
sed transom area at rest and dhe tin
area of the buloous bow Aye have the sami
: caning as in C1]
: of Ag, above the
should not exceed the upper
The ver
ical position of the centze
pling isfy. The value of
init of 0.6 7,
pls to derive prediction Formula
wave resistance at low and moderate sp
y partinily successful it is suggested to use for the
: {estimation of the wave resistance up @ a Froude nim=
ber of 0.4 4 formula which closely resembles the orig:
I formula of 11]
of san adaptation of the coefficient that causes the
mumps and follows on the resistance curves. This
formula, which is ighily more a
The only modification consists
urate than the
ritinal one reads:
Ry eae, Yow exp tim, FL sm, cox Fo 2)
1.30565
3105 ¢)78°12 (pay! M891 (99 4,
cy = 0.229577( 8/1023
when BIL < 0.11
oy = B/L
when 0.11 < B/L < 0.25
& = 05 ~0.06252/8
when BiL > 0.25
im = 0.0140407 2/7 ~ 1.75254 93/2 =
4.79323 BIL ~ eg
eg = 8.07981 Cy — 13.8673 C2 +6.
when G < 0.8
4 = 1.73014  0.70676,
whon CG, > 0.8
388C}
in the R,, formula for the high speed range
For the speed range 0.40< F,, < 0.55 it is suggested
touse the more or less arbitrary interpolation formule:
>
)
a ee
Ry = Ray, +COF, ~ AR,
Hew Rvs
F, = 0.40 and Ry_og 5, is the wove resistance fo:
100 55 Rivaag giflS
ic the wave resistance prediction for
0.55 according to the respective formulae.
No attempts were made to desive new formulations
For the ¢ransom pressure resistance and the additional
e resistance ih
2 toa bulb near the free surf
‘The availuble material to develop arch Formulae is
rather scarce. As regards the height of the centre of
the transverse bulb are
the upper limit of 0.67
ig itis recommended to obey
in the calculation of the at:
Gitional wave resistance due to the bulb,
3. Reanalysis of propulsion data
‘The model propulsion factors and the mode!
conelation allowance
nip
istically reanalysed
using the extended data sample. This data sample in.
einded 168 data 9
of fullscale trials on new buili
ships, In the analysis the same structure of t
prediction formulie in (1] was maintained. By the
Fegiesion analyses mew constants were determined
which give a slightly more aecurs
A point which has been improved in the wake predict:
ion formula is the effect of u
null forms with
Belen C,, for fal
The improved formula for
conventional stera reads
w= e96 (0.0:
1920
‘The coefficient eg depends on the coztficien
defined as
eq  SLD)
when B/T, <5
fey
SCTBIT, ~25)((LD(B/T, ~ 3))
when B/T, >
=
when cy < 28
= 32  16/(cy 24)
333
0.0833333(7, /D) + 1.3
when Z,/D > 2
ig = 0.12997/(0.95 Cy)
when p< 0.7
0.11086/00.95 ~G,)THUD UPUREA ede ad trey A
CDUSU DOP UP OPP CL LL ar
when G,>0.7
Fg = 1F 0.015 Coegy
C= 145 0315 ~ 0.0225 ted
The eveftic
Cy, is the viscous resistance cost
ficient with
= UFHGTG
[As reqerds the thrust deduction of single serew
ships a new formula was devised of comparable ac:
£ = O.2SOLECB/L 99 (BTID 26
= C, + 0.0225 ici) "72 + 0.0015 €,
¢ relaiverorative sffie
jency an altemative
fs formula was derived but because its ac
tow
better than that of the original one it
the prediction formula of [1]
0.03908 Ap/ity >
+ 0.07424(G — 0.6
np TOD
eb)
For multiplescrew ships and opersiem singleserew
ships with open shafts the formulae of [1] ¥
The
tically snalysed. It appeaced that for aew ships under
modelship correlation allowance was statis
{veal trial conditions a C, value would be applicable
which is on the average OL por cont of the C, value
according 0 the statistical formula of [1]. Apparent.
ly, the jncorperation of more recent trial data has
Ir is sug
gested, however, that for practical purposes the origin
reduced the average level of C, somew!
al formula is used, 2. Sessa nrc
4. The influence of propeller cavitation and_ partial
propeller submeigencs
Especially on high speed craft propeller cavitation
ccan effect the propulsive performance.
Tests on Beseries propellers in uniform axial flow
lunder cavilating conditions were reported in (3], but
the representation of dhe results was confined to
graphical form only.
Tae Ay
propellers
fe¢ into the computer for a statistical analysis. The
KgJ relationship of the 16 Bseries
tested under cavitating conditions were
cata used consisted of the changes of X, and Ky due
fo cavitation at certain Jvalues. The unaffected K,
and Kg values of the propellers were supposed to be
etermined accurately by the polynomials given in
[4] ane [5] , From preliminary analysesit appeared thet
Tor each propeller the coaditions where influence of
the suctionside cavitation begins can be represented
0.18567/(1. 3571 ~G,) —0.71276 + 038648C,
well by a certain value of the speodindependent cool
ficient:
a
2D*(p, ~ y+ 68!)
Pa,
Ayes
Fis the advance
This coefficient is indicated as (XU?
Here Ky, is the thrust coef
coefficient and «, is the cavitation nuimier defined
+ ost
Bev
where p, is the vapour pressure, p, + pl is the static
pressure in the undisturbed flow at the level of the
shaft contra line, » is the density of the water and Iis
the advance speed of the propeller
From the slit of the Bessries (X,
determined for each propeller and
we was
2M yn
rmwans of mul
parameters
tiple regression amalysis these U,V
re correlated
to the main propeller
‘This resulted into the Fallowing formula:
(A, 1U Pg Digs 2.06218 + OHA, Ly DOE Z
Here Ay [4g is the expe
the number 97 blaées
pitch ratio appeared to have no significant
Auence on the K,((J%9, ) rahe where cavitation begins
to affect the propulsive perfomance. OF couse, 128
will not be tius for the effect of the piccl
controllablepitch propeller because ten the radial
load distribution fs changed,
IT Ky /(U2e, } exceeds the valu
on equation
should be accounted for. This influence was represent
e¢ in relation 1© the ¢!
ing propeller because these are well defined by the
polynomial representation in [4] and [5]. This wos
done by analysing the ratios
t
If.
Tp Kal g, MBgh Dg, oe
givea by the predio~
and
cavitation influence is present
acteristics of the noncavitat
fy
Coefficient Fy is the factor by which the rotation rate
fu should be increased, whereas Fy is the factor by
which the propulsive power is inereared due to eavitat
jon, The factors Fy and Fy were considsted as a fune
tion of K,W? for each
K,lJ2 can be regarded the seme for noncavitating
conditions and for conditions in which the propulsive
properties are affected.
Itappeared that the influence of the cavitation num
ber could be expressed well by using
i
savitation number because
KiaJIBOVVIVVUU VOVUUUOUOUt
t
OUGUOUOGUUGUUUUUUUL
VOOUUUOt
oO
v
agan independent variable.
By means of selective segression analysis the propor
tionality was correlated with the main propeller par
tioulars, and the following prediction equations were
derived
$15,185 (aghy 2302 78
=a01)
[x shouli be noted, however, that dhe seatter in the
sans lunge. (€ is suggested that the par
fa, and Z are not used outside
03.
From experiments it appeared that the speed in
crease factor © could be exprosied os & linear function
of the emergence coefficient U and the pro
loading Ki? = TDCi ~w} ¥2), Hence, for pase
itive valuss of U the facto
@ can be determined
trom
pDML — wy
g= irae
re tte coeMMicient 3 isan em
constant
the propeller emergence is not excessive the
te
deduetion and the rel
be reganied 10 be unaffected,
tative elTiciency
Numerical example
For Ue following hypothetical
bwin
w ship
the stllewate erformancs is calculated
over the speed range from 25 10 35 knots,
Mais partic
t= Sud mal
B= om ig
i Soom by
B= idm Late
7 900 m3 tp = 10 im
Sep = 50 ps3
san 78 Cy = 0.80
elated vetficiens
= o.60006 = _ 036875
= UR om Shy = SED?
7 ct" =" apooos
en = 1833 & o739
my = 10298 x O70
a = 10 ee = 1169385
06889 Fo 92
ens resistence catetaion
Speed myoos(\/FZ) mye Rog RK
tot) GS) GN)
3 oO. 2s 662
Y 01820 1675
29 00309 2 136
51 00834 807
33 0.76 © S68
35 02730 0 95
Results propeller design and ealewlation of propulsion fectors
£0058 D = 2.231m my = 0.705 OKn9t)
w $0039 FD = Line
ag = 0980 Agidg = 0.763
al=
ae
Sn
da
sta
th
fois) Gey
1 gsy
Mt wating
Ne
hye
HH yy
eo
sop, HF Logg
net MEP: ising
Votes ne
hove
Lana
L909
Lov
Lao
00
tow
ton
roy
(eM)
2503
2732
3096
329
3st
ae
iKW)
12708
L836
16735
19105
21964
35318
References
I, Holtop, J. and Menten, G.G1, “An approximate power
prediction method’, tnternations! Shipbuilding Progtess,
Vol. 29, Saly 1982
2. Yoh, HLYJL, ‘Series 64 resitwice experiments on ble
speed displacement forms’, aaslue Teehnnloey’ July 1965,
3. Lammeren, WEA. van, Manet, J.D. van, an Dosterveld,
MAWC,, ‘The Wageningen Bscr series’, SNAME, November
1969,
4. Oosiereli, M.WC_ and Oossanen. P. von, “Further compa
snalysad data of the Wageningen Bscrew eerie’, Internation:
«al Shipbuilding Progress, July 199.
Oosieriel], MWC, aid Osssanen, P. van, ‘Represee
fof propelles characteristics sutiable for arelisinary ship
ftesign sucler, thernational Conference on Computer
Applications in Shipbuilding, Toky, 1973AN APPROXIMATE POWER PREDICTION METHOD (1992) dy
by =
J.lioltrop and G.G.
1. Introduction
cent publication [1] & statistical method was
‘ctermination of the required pro
¢ of a ship. This
repression analysis
desiga st
Because
jorted to be insuf>
aibinatians of ria
sempt was made 10 ox
lhe method by adjust siginal nusnesical
tow model to test data ois'ned in some specific cases
Jod hse roculted into a cat
sed on 2 sinall suinber of wx
Ioull forms rescmbling the average ship aescrived oy
the mein dimensions and form ccelficients used in the
ettod.
‘The extension of Gis method was focussed ox iim
block sivips with,
low Lifratios an of slender naval ships with a come
12 arrangement and immersed
of this study were carried out in die
scope of the NSMI Coopenstive Recegrel peg
© adaptaion of
he method 10 naval ships was
suede! out in a recauesh study for the &
oyat Nether.
Permission 49 publish sesulis of these
studies is gratefully acknowledged.
anus Navy
2. Resistance prediction
hhe total resistance of a stip has been subdivided
into:
Pras Rp thy + Rg pet Ry ARy # Rag Ry
fictional resistance according to the ITI
1957 friction formula
r de!
Mei
additions! 9
ransom stem
Rg edelship correlation resistance
the form factor of the Indl the prediction
ln this formula Cp is the prinaitis ficient
on the waterline lent
percentage of £, In the
ey, = (TIL)?
b
bee
0.479918 <2
Lav thie Foran 7 ie the averse pnskded rents
The coefficient ep, accounts for the specific shape al
Uhe afterbody and is telated to the ‘
cording to:
iy 71 + 0.003 Coery
F the coefficient Cyoey
‘guidelines are given:
“SO, Wahaped sections —10
Notinat section shape
cS _ Usthoped sections with
Hogner ster +10
wetted 24
by:
S=LQT + BIVGy
0.2862 Cy, ~ 0.003467 B/T 103696 Co) t
of the Kull can
3 + 0.4415 Cy +
#238 AgzICy
In this formula Cy is the midship section coc
ficient, Cy 1s the block co:(ear
vb, :
Penns ce:
FO Chicken and yp is the transverse sectional
——Jouth et the position where the stillwater surface inter
oon
FD Toe appendage resistance can
.
3 cel
ic the waterline af
area of the
be determisied from:
yes
Twnere » i F the spred of the ship,
Diop the weit area ofthe appends, 1 Ay the
Iustor gad Cp the coetficient of
~Jenpendag
“S frietional eesistance of the ship according to the [1TC>
Rape” OS VS appl + Deg
the water densit
esistane
gr
r
i
a

WS 1957 Formos
ATT in the Table below tentative 1+ 4, values are
Joo tie or seein soos apse, Tos
Syalues were obtained from resistance tests with bare
s. In I of these esis
“Sand appended ship mode
T turbulence stimulators were present at Gie Teeding
~ edges to induce turbulent flow over the eppendag
r
0
= Approvinste 1h valoes
i a =
; rudder bohind =
5 rudder behind stem 1315
i twincerow balance rudders 2.8
tT shaft brackets 2.0
sker
strat bossings
hi 20
2.0  4.0
bination of
The equivate
appenc:
a ta
S by we
ording
The sprendige resi
resistance of how miruster tunm
i
to:
pv? Sgro
where d is Bee tunnel diamet
(emt orm kd
i “The coefficient Cy. ranges from 0,003 t0 0.012. F
openings itt the ¢)liadrical part of a bulbows bow the
ower figures should be
by =eueats Tefen
f
The wave resist
Ape
Adib aie
f
we
cy = 2223105. (THYME HO iy
f
arses
ey = 0.229577 (BLP) when BIL < OAL
17
cy * BIL when 0.11 < B/E < 0.25
cy = 05 ~ 0.0625 2/2 when B/L> 0.25
eq = expt 189 65)
e5 = 1084, [BT Cy)
In these expressions ¢, is 9 parameter which accounts
for the reduction of the wave resistance due to the ae
tion of a bulbous bow. Similarh
Hence of 2
the expression A, represents the immersed part of
f the transom at 2210 speed
, expresses the ine
transom stern on the wave resistance. Tp
the transverse st
In this figure the transverse area of wedges placed at
the transom chine should be included.
In the formula for th
on the water
is oh
wave resistance, F,
Froude number be: length £. The
other parameters can be determined fromm:
A = 1446 Cy ~ 0.03 LB when £18 < 12
A = 1446 Cp ~ 0.36 when LIB > 12
im, = 0.014007 LIT ~ 1.75254 UL +
= 4.19323 BIL ~ eg
ey, = 8.07981 C,'~ 138673 CF + 6.988388 Ch
when C, < 0.80
when C, > 0.80
eyg 7 1:73014  0.7067 C,
6
Imig = yg CE exo(— 0.1 Fe?)
‘The coefficient ¢y_ 3s equal — 1
45 7 0.0 for
For values of S12 < 22/9 <172
determine’
== 1.69385 +¢
nan08
‘The half angle of entrance ig
watedine a the bow in
I shape et
of th
centre plane but neslecting the toc
" following
formula
14.89 exp{— (LAB IPE = Cy PPM
This &
200 hull s
The
negative
hhullform 73
The coefficient
bulbous bow on
56.
18 /{BT(O31 VAge *Tp ~#e)}
osVULUGGOU
UU’
wae)
WOO OLE
Fae ah.
BUG
BUG
where dig is the position of the centre of the trims
vetse area App aboxe the keel line and Tis the fore
ward draught of te ship.
The additionsl resistance duc to the presence of a
bulbous bow nese the surface is determined from:
Ry = O11 exp(—3 P52) FRA} pail +P)
where the coefficient Py is @ measure for the enter
es
‘on tite innmersion
1 OSGI y — 1.5 hg)
of the bow ani £,, # the Froude mumber bared
and
Fi
"ln a sinilar way the additional pressure resistan
due lo the imvacrsed transom can be deteratined:
Ryg = OS pl A ney
ven related 19 che Froude
‘The cvsliciont ¢g has
ver bated on the transom iamession:
0.210.285)
when yp <5
when Ey
Fy has been detined
Fyp 2 YAGI BFE Cop)
In this definition C,,, is the waterplane area coeff
cient,
The modelship correlation resistance Ry with
“Mev:
Ry =o Sc,
is supposed to describe primarily the effect of the hull
Touplness and the stillair gesistance, From an analysis
of
ideal trial conditions, the Following formula for the
convlution allowance coefficient C, was found:
sults of speed (rials, whielt have been corrected to.
C4 7 O.00G(L + 100) — 9.0205 +
+ 0.003VT/TS Cf (0.04 —c,)
with
fl
when T/L < 0.08
when Tp{L> 0.04
In addition, C, might be increased to calculate eg
the effect of a larger iusll rourhness than standard. To
this end the ITTC197S formulation can be used from
which the inereaye of C, can be derived far roughness
hee than the standard figure of 4, = 150 ym
values hi
(mean apparent amplitude):
increase C, = (0.105 4 — 0.005579)/. 2
Land k, are given in metres.
3. Prediction of propulsion factors
The statistical prediction formulae for estimating
the eff
tion and the relutiwerotutive elliciency as presented in
ve wake fraction. the thst deduction frac
[i] could be improved on several points,
For singt
ent th
sciew ships with a conventional stem ar
Following au for te wake
Fraction can be used
DSKLDT,)
saan
whea BIT, >5
when ey < 28
or
= 32 ~ 16Heg  24) when ey > 28
when Ty {D <2
64," 0.0833333(T, /D)* + 1.33333
when 7, [D> 2
In the formula Cor the wake fraction, Cy, is the vis
cous resistance coeflicient with Cy = (144) Cp + Cy
Further: .
Cp“ 145 Cp — 0.315  0.0225 ted
In a similar manner the following approximate for
mula for the thrust deduction for sinsieserew ships
with 2 conve
jonal stern can be applied:
£= 0.001979 LAB ~ BCp, 85 Ct
~ 0.00525 ~ 0.1418 D?/(ST) + 0.0015 C,
The coefficient og is defined as:
1 = BIL
when L/6 > 5.2
or
yg = 0.25 ~ 0.003328402/( 8/L ~ 0.134615385)
when L/B < 8.2
The selativeroutive efficiency can be predicted[well by the original formula:
Ny = 0.9922 0.08908 Agidg +
LOUOUU.Y U
+ 0.974241, ~ 0.0225 feb)
ZBecause tne formulae above apply to ships with a
~ conventional ster an attempt has been made to in
~ dicate a tentative formulation for the propulsion fae
~ tors of sing
somietines on sles
wrO.3C, + 106,C, = 01
seiew ships with an open stet as applied
ing ships
0.10 and ng =0.98
These values ate based on only a very Timited mum
trae
ber of model data, The influence of the fullness and
(sient fans beun expressed
ina sinilar wey os in the origival prediction formuriae
for twin I formulas for twine
row ships. These ogi
screw chips 2
w= 0.5095
+10C,C,  0.23 DNET
ip ~ 0.1885 DET
«70.9737 + 0.11 Cp ~ 0.0225 cb) &
— 0.063;
4, Estimation of propeller efficioney
For the prediction of the requised propulsive power
the efficiency of die propeller in openwater condition
has 10 be determined. It has appeared that the charac
teristics of most propellers can be approxiiated well
by using Ue cesulis of tests with systernatic propeller
series. In [2] 2 polynomial representation Is given of
the thrust and torque coefficients of the Bseries
propellers. These polynomisls are valid, however, for a
Reynolds auinber of 2.10% and need to be courected
Pever ara Cede dra ar ater ard
for the gvcilic Reynolds muinber and the roughness
of the actust propeller, The presented statistical pre
diction equations for the modetship correlation al
Jowance and the propulsion factors are based on
Reynolils and rougiuess corrections according to the
ITTC1978 method, [3]. According to this method
the propeller thrust and torque coefficients are core
rected according to:
PB
Katey? K, +0C, 0.
Kosnip= Kosaeses~ 8Cp0
VAAAI OI IO TE
Here AC, is the difference in drag coufficient of the
profile section, P is the pitek of the propeller and
169
Cons is the chord length at a radius of 75 per cent und
5 the number of blades,
Cy (24 (tie, yg {0.002605 — (1.89 + 1.62
log (eg75/K, 775}
Ta this Forsmuls fe is the thicknesschordlength ratio
aind &, i the propels: blide surface roughness
ress the value of A, = 6.00003 mi is
used asa standard figue
For this rou
for new propel
ch and the thicknesschorul
ratio
can be estimated wing the [ollowing empuical for
mule
Cor Agila) DIZ
and
fed ag (0.018
5 2) Ditars
‘The lade area ratio can be deter
‘Keller's formula:
Agllg =k
mee from ea.
T is the
oh
vapour pressure and &
In this form
the static pressure 9
following figures apply:
K=O to 0.1 for twin
K= 0.2 forsingies
‘or sea water of 15 degrees centigrade the
Py ~P, 18 99087 Xiew?
‘The given prediction equations ore consistent with 2
shafting efficiency of
ny =F pie = 0.99
‘and reflect ideal trial conditions, implying:
~ no wind, wavesand swell,
= deep water with a density of 1025 gia} and a
temperature of 15 degrees eentierade and
a clean hull and propeller with a surface roughness
according to modern standards,
“The shaft power can now be determined fi
Py = Pellag tos Poe)
5. Numerical example
The performance char
retice of 2 hypot
sted for a speed of 25 knots.
ingletcrow ship ars exleu!
various resistance
‘The calculations are mate for t
components and the propulsion factors, st
ively
‘The main ship particulars are listed in the Table
fon the next page:
i
i

i
\2 :
3
2:3
5
2 Main ship characteristics ‘The calculations with the statisti! method rex
> sulted into the following eoelTicients and powering
~ tensth on watertine b 20500m ‘
Bee cen pavenicitie: Zp, .20000m, etrasteraunalised i Uienext ati 7
> breadth moulded B 3300m Fy 0.2868 By = 5.433 F
J droushi moulded Te 10.00m Gp 05833 J.) Ryg “QOD KN
= Grough! moulded on AP T, 100m Ly 81.385 m cq =0.08
2 Giancement volume moulded = V—— 3780D m4 CG (000352
3 jongitudinal centee of buoyancy aftot} Bs 1.98 KN
2 transverse bulb area 20.0 mn Begg = 1793.26 80
ceatic of bulb erea above Kes! Tine 4.0m Pe 063 KW
nidship section coefficient 0.980 ¢, =0.001953
+ waterplane ares coefficient 0.750 G& = 14.500
transom area 16.0 Sy 1.250
wetted area appenddares 50.0 m? Ca
stern shape parameter 100 i
= propeller dinmeter 800m ey 0418510 i
4 number of prope'ter blades z 4 : = 0.1747 i
J cdearance promsliee with Reet line Zi 75 EN t
2 ship speed ¥ \
tkeoas
Ac, =0.000955 !
4 i
=) References d From the Becries !
1. Holiep, J.and Menten, G.G.."A statistical power prectes Ry polynomials i
tion methed?, Tatcenational Shipbuilding Frogsess, Vol P, Kp = 0.18502 {
October 1978 3
~ a Oomeneld, MWC ond Oosianen, Porae, Barthereemputes BL 0s ge no eho
a7 aiyred dita of tie Wopsningen Bacrew series Internation. Ry = 0.089 KN Kge 70053
Z,__ A Shipbautirg Frome, ly 1975, a, = 0.6461
~ 3, Proceedings 15th ITEC, The Hague, 1975. Pe 732621 KW
5 }
2
5 :
3
2
S
2
oS

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