Ship Studies II: Lecture 2

Types of Resistance
Rudder is added at a later stage. Although the rudder will be running with the same Froude number as that of the model, however it has a different Reynolds number, since it is found below the water line. It is for this reason scaled according to the Re number. It is below the water line and so it is not affected by the wave making resistance. It is thus determined by its frictional resistance which depends on the Reynolds number. Wind resistance, in relation to the rest of the other resistances, it is not the most important and is relatively small, and does not create too much of an effect. It is important to consider the relative velocity of the wind. Frictional Resistance: scale up according to the Reynolds Number Residual Resistance: scale up according to the Froude Number Add up together to get the Total Resistance (Pressure and Velocity Distribution along a 2D Body) Pressure difference is what stimulates the resistance. Sizing of a ship: Different attributes netted together.

Calculation of Resistance
It is possible to scale up the wave making resistance according to the displacement. Speed and kinematic viscosity depend upon the type of fluid used. It is also possible to scale up the wave making resistance using the LENGTH3. By having the wave making and frictional resistance for that of the model, we can scale it up to that of the ship and obtain the total resistance. Problem given the form factor (k) and multiply by the friction coefficient to obtain the viscous coefficient. At lower speed, frictional resistance is more dominant (eg. 80%) and vice versa. Model test: obtain the total resistance. RT

To obtain RR (more difficult to scale up) RF is easier to scale up Calculate CF or RF. Subtract RF from RT to get RR. Scale RR according to displacement or the length and from there we are on the ship side. (by using length cubed ratio or displacement ratio) Work out frictional resistance of equivalent flat plate for the ship. Add to R R for ship and obtain the RT for the ship. The RF can be obtained by two means depending on what is given. (check if roughness is involved) Roughness can result from structural, corrosion and fouling. Fouling are organic organisms which stick at the bottom of the ship hull. This increases resistance drastically. Copper sheets used to be twisted and attached to the hull, in order to improve fouling resistance; however it was stopped since it was lethal to the organisms.

Form Parameters
The longer the ship is, the more it will bends. Therefore it must be structurally supported. By increasing the length, the wave making resistance would decrease however the frictional resistance would increase. Overall the total resistance would vary. Prismatic Coefficient has a considerable effect on the wave making resistance. The slimmer the hull is, the wave making resistance will be smaller. The fuller the hull is, the higher the tendency for the wave making resistance to increase. At higher speeds the wave making resistance is more important. Longitudinal centre of buoyancy has an effect on the pressure distribution, and thus the resistance characteristics of the ship. Section shape has so many different effects on structure, stability and resistance. During the parametric analysis, the length and beam are determined. Bulbous Bow alters the position of the bow wave. The bulbous bow accelerates the water upwards.

Model Experiment
Stops at the point where you have measured the total resistance. The problem with tow tanks are the waves. During the experiment, the resistance is measured at constant speed in a critical space.