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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 full-scale 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 Co-operative Research pro- gramme. Permission to publish these results is grate- n son of a partial propel 2. Re-analysis of resistance test results The results were analysed using the same suh-divis- ion into components as used in [1]: Raga) Rp 4h) + Rapp Ry +Ry + Rpg +R, Re where Ry = frictional resistance according to the TTTC-1957 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 U-shaped 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) = U-084,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: 10-0 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. Re-analysis of propulsion data ‘The model propulsion factors and the mode! conelation allowance nip istically re-analysed using the extended data sample. This data sample in. einded 168 data 9 of full-scale 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 multiple-screw ships and opersiem single-serew 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 Kg-J 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 J-values. 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 speod-independent 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 controllable-pitch 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 non-cavitat 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 Kia JIBOVVIVVUU 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 230-2 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.G-1, “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 B-scr series’, SNAME, November 1969, 4. Oosiereli, M.W-C_ 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, 1973 AN 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 Lif-ratios an of slender naval ships with a come 12 arrangement and immersed of this study were carried out in die scope of the NSMI Co-openstive 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 13-15 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 = 1-084, [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)} os VULUGGOU 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 model-ship 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 ITTC-197S 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 relutiwe-rotutive 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 sinsie-serew 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 open-water 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 ITTC-1978 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 thickness-chordlength 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. ingle-tcrow 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 |