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Drag, Boundary Layer and Hull Roughness on Ship Hull Surface

Drag, Boundary Layer and Hull Roughness on Ship Hull Surface

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Summary about Theoretical Ship Resistance and Main Test...
Summary about Theoretical Ship Resistance and Main Test...

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06/07/2013

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SMK3363 SHIP RESISTANCE AND PROPULSION
Assignment 1:Drag, Boundary Layer and Hull Roughness on Ship hull surface
NAME: FIRDAUS BIN MAHAMADI/C NUMBER: 870821-02-05475LECTURER: IR. DR MOHAMAND FAUZIFaculty of Mechanical EngineeringDepartment Of Marine TechnologyUNIVERSITY TEKNOLOGI MALAYSIA

CONTENTSCHAPTER TITLE PAGE1

INTRODUCTION
1.1

Background 11.2

Drag (Resistance) 21.2.1

Total Hull Resistance (R
T
) 41.2.2

Components of Total Hull Resistance 51.2.2.1

Dimensionless Coefficients 61.2.2.1.1

Dimensionless Resistance and Velocity 61.3

Boundary layer 91.3.1

Separation Resistance 121.3.2

Viscous Pressure Drag 121.4

Hull Roughness on Ship Hull Surface 141.4.1

Relation of hull form to resistance 14
2

MAIN TEST
21

2.1

Theory behind Ship Modeling and Tank Testing 212.1.1

Geometric Similarity 212.1.2

Dynamic Similarity 222.1.3

The Law of Comparison and Tow Tank Testing 232.2

Resistance test 25
3

CONCLUSION
27
REFERENCE
28

Ship Resistance and Propulsion1
CHAPTER 1INTRODUCTION1.1 Background
One of the most important considerations for a naval architect is the poweringrequirement for a ship. Once the hull form has been decided upon, it is necessary to determinethe amount of engine power that will enable the ship to meet its operational requirements.Knowing the power required to propel a ship enables the naval architect to select a propulsion plant, determine the amount of fuel storage required, and refine the ship’s center of gravityestimate.Throughout history, naval architects have endeavored to increase the speed of ships.Increased speed would enable a warship to close with its opponent, or conversely, to escape froman attack. Increased speed enables merchant vessels to reach port sooner and maximize profit for its owner.Until the early 1800’s, wind was the force used to propel ships through the water andships could only go as fast as the wind would propel them. Additionally, because ships wereconstructed of wood, the structural limitations of wooden hull configurations drove hull designsto primarily meet the structural needs while hydrodynamics was only a secondary concern. Withthe advent of steam propulsion in the early 1800’s, naval architects realized that ship speeds wereno longer constrained by the wind and research began into the power required to propel a hullthrough the water using this new propulsion medium.Testing of full-scale ships and models determined that the power required to propel a shipthrough the water was directly related to the amount of resistance a hull experiences whenmoving through the water.As the resistance of full scale ship cannot be measured directly, our knowledge about theships resistance has to be gathered from model tests. The measured calm water resistance isusually decomposed into various components, although all these components usually interact andmost of them cannot be measured individually. The concept of resistance decomposition help in

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