Institutt for marin teknikk

Making speed-power predictions

from model tests
Sverre Steen

1
 ITTC’57 Correlation Line
0.02

0.018
Institutt for marin teknikk

0.016
ITTC'57 Friction line CF

0.014

0.012

0.01

0.008

0.006

0.004

0.002

0
1.0E+03 1.0E+04 1.0E+05 1.0E+06 1.0E+07 1.0E+08 1.0E+09 1.0E+10
Reynolds number Rn
2
 Friction lines
(formulas to calculate the frictional coefficient)
Turbulent flow
Institutt for marin teknikk

3
Institutt for marin teknikk

4
 Scaling of Resistance
= Calculated from
empirical formulas
Institutt for marin teknikk

Total Resistance, ship

=
Measured resistance of model Correlation allowance
- +
Viscous resistance, model Viscous resistance, ship

- +
Air resistance, model Air resistance, ship

= +
Residuary resistance, model = Residuary resistance, ship

5
 Ship Resistance Scaling

resistance components
Measured model resistance Air resistance Transom stern drag
Institutt for marin teknikk

Model scale
CRm = CTm − (1 + ko ) ⋅ CFm − CAAm − CBDm = CRs
Viscous resistance

Residual resistance model = Residual resistance ship

resistance components
Correlation coef. Transom stern drag

Full scale
CTs = CRm + (CFs + ∆CF ) ⋅ (1 + ko ) + CA + CAAs + CBDs
Full scale resistance Viscous resistance Air resistance

6
 Calculated resistance components
RTm
• Total resistance coef., model CTm =
ρm
⋅Vm2 ⋅ Sm
Institutt for marin teknikk

2
AT ⇒ C ≈0.8
• Air resistance coefficient CAA = 0.001⋅ D
S

0.029⋅ (SB / S )3/ 2

• Transom stern resistance CBD =
(CF )1/ 2

• Appendage resistance

7
 Viscous Resistance

• Frictional Resistance
Institutt for marin teknikk

0.075
CF = (ITTC’57)
(log Rn − 2)2

• Form factor

• [ ]
Roughness allowance ∆CF = 110.31⋅ ( H ⋅Vs )0.21 − 403.33 ⋅ CFs
2

8
 Determining the form factor

• When wave resistance, air resistance, and base drag is subtracted

from total resistance, you are left with viscous resistance
Institutt for marin teknikk

CTm = (1 + ko ) ⋅ CFm + C AAm + CR + CBDm

• How can the form factor (1+k) be determined?

⇒ By running at low speed so that CR≈0 (typically Fn=0.1)
⇒ By using Prohaska’s method
⇒ By using an empirical method

9
 Prohaska’s metode for å finne
formfaktor
1.8
Institutt for marin teknikk

1.6

1.4

y = 62.981x + 1.251
1.2

1
CT/CF

0.8

0.6 (1+k)=1.251
0.4

0.2

0
0 0.0005 0.001 0.0015 0.002 0.0025 0.003 0.0035 0.004 0.0045 0.005
Fn4/CF

10
 Prohaska’s
method
Institutt for marin teknikk

The exponent for Fn

is chosen so that the
data points fall on a
line that is as
straight as possible

The exponent should

be in the order of 2-9

11
 MARINTEK Form Factor
• Based on a regression, instead
of measurements on each
model

• Intentionally excludes viscous

Institutt for marin teknikk

pressure resistance, since

pressure resistance should be
scaled as wave resistance
ko = 0.6ϕ + 75ϕ 3
• Form factor
where ϕ = CB (TAP + TFP ) ⋅ B
LWL

12
 Correlation Coefficient CA

• Accounts for systematic errors in the scaling method

Institutt for marin teknikk

• Derived from analysis of full scale speed trials

• -0.15E-03 ≤ CA ≤ -0.3E-03 for conventional ships. Value depend
on stern shape and appendix arrangement
• It is important to get access to full scale trial results of high
quality to maintain a good correlation!

13
 Propulsion Test
Institutt for marin teknikk

Measurement of:
Torque Q Tow rope FD
Thrust T
Rate of revolutions n

Dynamometer

T
Thrust coefficient KT =
ρ ⋅ n 2 ⋅ D4
Q
Torque Coefficient Q
K =
ρ ⋅ n2 ⋅ D5
14
 Open Water Test

Measurement of:
Torque Q Efficiency η
Institutt for marin teknikk

KT, 10*KQ
Thrust T
Rate of revolutions n 10*KQ
Speed V
KT

T
KT = thrust coefficient
ρ ⋅ n2 ⋅ D4

Q
KQ = torque coefficient
ρ ⋅ n 2 ⋅ D5 VA
Advance number J =
n⋅D
KT ⋅ J
ηO = propeller efficiency in open water
KQ ⋅ 2π
15
 Analysis of Propulsion Test

Open water diagram:

Results:
Efficiency η0
Institutt for marin teknikk

KT, 10*KQ

JO
Wake fraction: w =1 −
10*KQ V
n⋅ D
KQ0 KT KQO
Relative rotative efficiency: ηR =
KQ
Enter with KT
from propulsion test 1− t
Hull efficiency: ηH =
1− w
to find J0

Quasi-propulsive coefficient: ηD = ηO ⋅ηH ⋅ηR

RT − FD
Thrust deduction fraction: t = 1−
T

VA
Advance number J =
16
n⋅D
 Performance Prediction

• ηR and thrust deduction t are assumed free of scale effects

Institutt for marin teknikk

• Wake of single-screw vessels is scaled according to:

C + ∆CF
ws = wo + (wm − wo ) Fs where wo = 0.04 + t
CFm
• The full scale propulsion point J* is found from solving the
equation:
From towing test
KT RTs
From open water test =
J 2 ρ ⋅ (1 − t ) ⋅ D2 ⋅Vs2 ⋅ (1 − ws )2

From propulsion test

17
 Performance Prediction (cont.)
60⋅ (1 − ws ) Vs
• Rate of revolutions RPM = ⋅
D J*
Institutt for marin teknikk

This KQ is found from the full scale open water diagram for J
2π RPM 3 KQ
• Delivered power PD (kW ) = ⋅ ρ ⋅ D ⋅(
5
) ⋅
1000 60 ηR

PD
• Brake power PB (kW ) =
ηM

A procedure for powering prediction is given in Annex E in the lecture note

18
 Load-varied propulsion tests – British
method
• Thrust T, torque Q and propeller speed n in model scale is
Institutt for marin teknikk

known as functions of the tow rope force FD

• Interpolate (or extrapolate linearly) to find the model resistance:
RTM=Thrust when FD=0
• Calculate correct FD for each speed and find actual values of
Thrust T, Torque Q, and propeller speed n.
– From here on the procedure is the same as for the continental
method

19
 Multiple-screw propulsion

• If the propulsors are equal: use average values of thrust and

torque when calculating propulsive factors and determining the
Institutt for marin teknikk

propulsion point
• If the propulsors aren’t equal: do a separate analysis of each
propulsor, finding it’s full scale RPM and power
– Problem: special tests are generally required to determine the part
of the resistance carried by each propeller
Possible solution: make an assumption about how the thrust
deduction is distributed between the propulsors
– Example: A double-ended ferry using both forward and aft
propulsors during transit.
The forward propulsor will have much higher thrust deduction that
the aft propulors. Tests running each propulsor separately can be
used to determine the thrust deduction of each unit

20