Institutt for marin teknikk

Making speed-power predictions

from model tests
Sverre Steen

ITTC57 Correlation Line

0.02
0.018

ITTC'57 Friction line CF

Institutt for marin teknikk

0.016
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

Reynolds number Rn

1.0E+08

1.0E+09

1.0E+10

Friction lines
(formulas to calculate the frictional coefficient)
Turbulent flow

Institutt for marin teknikk

3

Institutt for marin teknikk

Scaling of Resistance
Institutt for marin teknikk

= Calculated from
empirical formulas
Total Resistance, ship

=
Measured resistance of model

Correlation allowance

Viscous resistance, model

Viscous resistance, ship

Air resistance, model

=
Residuary resistance, model

Air resistance, ship

Residuary resistance, ship

Ship Resistance Scaling

Viscous resistance

Residual resistance model

Residual resistance ship

Full scale
resistance components

Institutt for marin teknikk

CRm = CTm (1 + ko ) CFm CAAm CBDm = CRs

Correlation coef. Transom stern drag

CTs = CRm + (CFs + CF ) (1 + ko ) + CA + CAAs + CBDs

Full scale resistance

Air resistance Transom stern drag

Model scale
resistance components

Measured model resistance

Viscous resistance

Air resistance

Calculated resistance components

Institutt for marin teknikk

7

Total resistance coef., model CTm =

m
2

RTm
Vm2 Sm
AT C 0.8
D
S

Air resistance coefficient

CAA = 0.001

Transom stern resistance

0.029 (SB / S )3/ 2

CBD =
(CF )1/ 2

Appendage resistance

Viscous Resistance

Institutt for marin teknikk

8

Frictional Resistance

CF =

0.075
(log Rn 2)2

(ITTC57)

Form factor

2
Roughness allowance CF = 110.31 ( H Vs )0.21 403.33 CFs

Determining the form factor

Institutt for marin teknikk

9

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

from total resistance, you are left with viscous resistance

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

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

By running at low speed so that CR0 (typically Fn=0.1)
By using Prohaskas method
By using an empirical method

Prohaskas metode for finne

formfaktor
1.8

1.4
y = 62.981x + 1.251

1.2
CT/CF

Institutt for marin teknikk

1.6

1
0.8

(1+k)=1.251

0.6
0.4
0.2
0
0

0.0005

0.001

0.0015

0.002

0.0025
Fn4/CF

10

0.003

0.0035

0.004

0.0045

0.005

Prohaskas
method
Institutt for marin teknikk
11

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

MARINTEK Form Factor

Institutt for marin teknikk

12

Based on a regression, instead

of measurements on each
model

Intentionally excludes viscous

pressure resistance, since
pressure resistance should be
scaled as wave resistance

ko = 0.6 + 75 3

Form factor
where = CB

LWL

(TAP + TFP ) B

Correlation Coefficient CA
Institutt for marin teknikk
13

Accounts for systematic errors in the scaling method

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!

Propulsion Test
Institutt for marin teknikk
14

Measurement of:
Torque Q
Thrust T
Rate of revolutions n

Tow rope FD

Dynamometer

T
n 2 D4
Q
K
=
Torque Coefficient Q
n2 D5

Thrust coefficient KT =

Open Water Test

10*KQ
KT

V
KT =

T
n2 D4

thrust coefficient

KQ =

Q
n 2 D5

torque coefficient

KT J
KQ 2

propeller efficiency in open water

O =
15

Efficiency

KT, 10*KQ

Institutt for marin teknikk

Measurement of:
Torque Q
Thrust T
Rate of revolutions n
Speed V

Advance number J =

VA
nD

Analysis of Propulsion Test

Efficiency 0

10*KQ
KQ0

Enter with KT
from propulsion test

Advance number J =
16

Results:

VA
nD

JO
V
n D

Wake fraction:

w =1

Relative rotative efficiency:

R =

Hull efficiency:

H =

Quasi-propulsive coefficient:

D = O H R

Thrust deduction fraction:

t = 1

KT

to find J0

Institutt for marin teknikk

KT, 10*KQ

Open water diagram:

KQO
KQ
1 t
1 w

RT FD
T

Performance Prediction
Institutt for marin teknikk
17

R and thrust deduction t are assumed free of scale effects

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

From open water test

RTs
KT
=
J 2 (1 t ) D2 Vs2 (1 ws )2
From propulsion test

Performance Prediction (cont.)

Rate of revolutions

RPM =

Institutt for marin teknikk

60 (1 ws ) Vs

D
J*

This KQ is found from the full scale open water diagram for J

Delivered power

Brake power

RPM 3 KQ
2
5
D (
)
PD (kW ) =
R
1000
60
PB (kW ) =

PD

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

18

Load-varied propulsion tests British

method

Institutt for marin teknikk

19

Thrust T, torque Q and propeller speed n in model scale is

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

Multiple-screw propulsion

Institutt for marin teknikk

20

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

torque when calculating propulsive factors and determining the
propulsion point
If the propulsors arent equal: do a separate analysis of each
propulsor, finding its 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