Professional Documents
Culture Documents
R o b e r t L. J a c k 1
The paper discusses some of the common errors committed in conducting sea trials on commercial
vessels. Precautions that are covered in the T&R Bulletin C2, Code for Sea Trials, soon to be published by the Society, have been purposely omitted. The author has attempted to call attention to
many accepted practices that can, and often do, produce inaccurate trial results. In addition, there
are discussions and recommendations on several long-standing controversies associated with sea
trials such as the necessity for shaft calibrations and the allowable factors used in the correction of
fuel rates and turbine water rates.
Introduction
MARINE TECHNOLOGY
Table
T Ir:IE
DOD AM
DEPART SHIPYARD
4:00 PM
class
EVENTS
EVENT No
of a
5:00 PM
D:45
PM
10:4~ PM
I I : l D PM
IR:lD AM
2:00 AM
]O
R:O0 AM
CONDUCT AHEADSTEERING
11
6:30 AM
CONDUCT EMERGENCYSTEERbNG
DRAG SHAFTFOR ZEROTORSIONMETER READING
]2
6:45 AM
13
?:45 AM
CONDUCT CRASHAHEADFROMASTERN
14
D:OO A~
]5
8:15 AM
16
9:]5 AM
CONDUCT ASTERNSTEERING
f7
10:30 AB
1B
]:OD PM
CONDUCT AUTOMATIONDEMONSTRATION
2:30 P~
20
2:30 PM
2;
22
ARRIVE SHIPYARD
has shown, however, that the actual time for merchant ship
trials often approaches 3 days for the first ship of a class.
With proper pretrial preparation, the agenda in Table 1
could easily be met. Factors that could affect the agenda are:
1. Time to travel to trial area.
2. Location of radiometric operating area.
3. Location of anchor handling test area.
4. Additional demonstration other than standard trial tests.
5. Delays due to unsatisfactory trial tests.
6. Weather conditions.
7. Rest periods.
Actual trials begin with the shaft drags (event 4) to determine the torsionmeter zero which will be necessary for the
standardization runs, fuel and water rate tests (events 5, 8
and 9). After the final standardization run the ship will be at
full power. Since radiometric equipment will probably be
used in this event, there would be a smooth transition to
conduct the turning circles and "Z" maneuver (events 6 and
7), which also require the radiometric equipment and the
ship at full power. The plant will have had ample time to
warm up and balance out in preparation for the important
water rate and fuel rate tests. These events and the ahead
steering test (events 8, 9 and 10) will then follow with the
ship still at full power.
While slowing and cooling down to conduct the shaft drags
(event 12), the emergency steering test (event 11) will be
conducted when 50 percent of the m a x i m u m ahead rpm is
reached. After the shaft drags with the ship dead in the
water, astern power is built up, and the crash ahead (event
13) will then be conducted. Following this event and with the
ship again at full power ahead, the crash astern (event 14)
will be accomplished followed by the astern endurance run
(event 15) and the astern steering test (event 16). It will be
noted that by this scheduling the turbine is subjected t o
minimal thermal stress and expansion during these severe
power maneuvers.
The ship must then be brought slowly ahead to allow for
OCTOBER
1973
Trial supervisor
All trials should be under the direction of a trial supervisor
for the contractor. He should have full authority and should
be in charge of the trials and all trial personnel, including
the captain and chief engineer of the ship. Failure to establish this clear line of authority can result in poor trial results.
For example, practically every trial captain tends to follow
the same course on every trial regardless of the purpose of
the trials or the prevailing weather. One captain navigated
solely by radar and refused to go beyond range of land. Consequently, these trials were conducted in waters of varying
depths, much of it quite shallow and with many course
changes. The accuracy of the torsionmeter readings and resulting horsepower calculations under such conditions are
greatly impaired.
After the ship is safely at sea, the trial supervisor should
have full say as to which course should be followed, the
power to be developed, the scheduling of events, the directions to the helmsman during maneuvers, etc., unless overruled by the captain solely for safety reasons. The captain, of
course, must ensure that the safety of the ship is never compromised, but other than that he should be there as a
"chauffeur" to operate the ship as directed by the trial supervisor.
Likewise, the engine room should be under the control of
the operating engineers but only as directed by the trial supervisor. Except for emergency situations, no changes in
plant operating conditions should be undertaken by the engine crew unless so directed by the technical supervisor in
charge of the trials. This applies to minor plant adjustments
as well as operation of auxiliary systems, i.e., ballasting,
transfer of fuel, distillers, tank heating, etc. Switching from
one fuel oil settling tank to another is a routine matter for
any operating crew, but this can cause serious consequences
during a fuel economy trial since the composition of the fuel
of one tank might be quite different from that of the other.
Shaft calibration
The question has often been raised as to the necessity for
the calibration of shafts as a prerequisite for accurate horsepower determination. A study on this subject was conducted
several years ago by the David Taylor Model Basin, now the
Naval Ship Research and Development Center, which was
summarized in a paper by Brandau [2].
It was the Navy practice to provide a special six-foot stub
section in the line shafting for the installation of the torsionmeter. As part of the above study, carefully controlled call381
Table 2
Shaft calibrations--MarAd
TORSIONAL MODULUS
SHIP
TORSIONMETER
MECHANIDA
~; DEVIATION FROM 1 1 . 9
TORSIONMETER
x 10 B
MECHANICAL
INDEPENDENCEP
INDEPENDENCE S
CONSTITUTION P
CONSTITUTION S
BARRETT
OEIGER
UPSHUR
S 0 BLAND
UNITED STATES ~I
UNITED STATES ~2
UNITED STATES ~3
UNITED STATES :4
G#LDEN MARINER
OLD COLONY MARINER
FREE STATE MARINER
KEYSTONE MARINER
GARDEN MARINER
LONE STAR MARINER
THOMAS NELSON
WILLIAM PATTERSON
BENJAMIN CHEW
SANTA ROSA P
SANTA ROSA S
COMET P
COMET S
BRASILP
BRASIL S
ARGENTINA P
ARGENTINA S
POINT BARROW P
POINT BARROW S
SANTA PAULA P
SANTA PAULA S
SAVANNAH
SURVEY0R
MORMACPRIDE
EXPORT AGENT
EXPORT AIDE
PRESIDENT LINCOLN
NANCY LYKES
JEAN LYKES
MORMACCOVE
JAMES LYKES
EXPORT BANNER
WASHINGTON MAIL
PHILIPPINE BEAR
SANTA MABDALINA
CHINA BEAR
CALIFORNIA
PIONEER MOON
BRINTON LYKES
SHIRLEY LYKES
AFRICAN COMET
AMERICAN COURIER
EXPORT ADVENTURER
SEA WITCH
ALASKAN MAIL
MORMACSEA
LASH ITALIA
AUSTRAL ENVOY
I ~ 9 0 0 000
1 2 0 0 0 000
11980000
1 1 9 7 0 000
11 957 579
12 020 694
11884239
11902000
12 0 7 3 0 0 0
1 1 8 7 7 000
1 2 0 0 4 000
11 8 3 7 0 0 0
II882000
11 9 4 0 0 0 0
] l 880 000
11691000
1 1 8 9 0 O00
1 1 8 6 7 000
1 1 6 4 0 OOO
11 713 175
1 2 6 2 4 600
12 109 000
11 985 000
11813104
1 1 7 7 6 137
11 893 OOO
11 8 9 2 9 0 0
11837000
11742000
l I T O O 560
1! 787 355
12192053
Ii 9 4 1 5 0 0
12070552
1 1 7 1 7 452
~2 119 560
11 9 3 9 1 0 0
I~996408
11 893 400
1 1 7 7 4 672
l ' 890 361
1 i 9 0 2 028
11892000
11958485
1206~700
11 8 3 8 5 8 4
11 572 304
1 1 8 2 0 144
12 0 6 0 1 0 0
11 9 4 0 0 0 0
]1 768 199
11941 012
11 8 6 1 6 1 0
1 1 8 8 8 430
I I 9g8 903
I~ 812 OOO
12 1 9 3 0 0 0
1 2 0 8 7 000
11997000
11967000
11 880 000
11 8 2 0 0 0 0
I1965000
11840000
l l 707 808
11950759
12071562
I1 851000
1I 9 8 6 0 0 0
12042000
12 0 5 7 0 0 0
11973000
11 841 000
I1 8 7 0 0 0 0
11 7 7 0 0 0 0
1 1 6 3 0 000
11890000
11 670 OOO
1~ 790 O00
II 780 008
12 046400
12 008 500
12 llOgO0
11880645
I1 876 479
11778000
1 1 0 8 5 500
11929900
11934000
11 8 4 7 4 2 5
12 3 5 3 8 4 5
12121360
11 9 9 0 9 0 0
11 683 188
II 3 1 8 1 7 0
11 8 5 1 9 7 3
12 1 5 7 4 4 8
12001725
11 7 5 1 8 0 0
ll 802228
11 887 268
11 855 73i
11 9 5 5 0 0 0
12079465
12 004 100
1 1 6 1 5 344
1 1 4 5 8 710
1 1 6 8 1 082
12 157 500
12 070 O00
11 787 875
11 895 953
11 889 540
I1 8 3 8 5 2 7
1 2 0 0 1 733
11835000
12 0 1 3 0 O 0
12042000
11935000
11997000
*0 67
+0 59
+O 48
-1 01
-0 13
+0 01
l 45
- 0 19
+0 87
- 0 53
- 0 15
+0 34
-O 17
-I 76
- 0 08
- 0 28
- 2 10
-1 57
* 6 08
+I 76
+0 71
-0 73
-1 04
-I 73
-0 06
-053
-~ 33
-1 20
-0 95
*245
+035
.143
-I 53
+1 84
+0 33
+0 81
-1 7 4
- I 05
-0 08
+0 02
-O 07
+0 49
+1 36
-0 52
-2 75
-0 87
+1 34
*O 34
- I 01
+0 35
- 0 32
- 0 97
+0 83
-0 74
4-2 46
+1 57
+082
+0 56
34
67
55
50
95
43
44
-0 41
*0 72
+1 19
+1 32
+0 61
-0 50
-O 25
-1 09
-2 27
-O 08
-1 93
-O 92
-I 01
+8 26
+089
.1 77
-0 11
-020
-I 02
+072
+025
+0 29
-045
+380
+I 85
+078
-198
-4 88
-040
+216
+0185
-124
-0 82
-0 11
-O 37
*0 46
+1 51
+0 88
- 2 39
- 3 71
-184
+2 !6
+143
-095
-003
-009
-052
*0 85
-0 55
*095
*119
+029
+082
AVERAGE
li
I]
+0 114
+0074
913 571
908 823
programs
ODD
+0 84
!; DEVIATION
TORS. vs MECH.
-0
-0
+0
-0
-0
*0
.1
0 34
1 50
012
09
1 42
057
1 08
0 43
072
1 38
0 45
14
0 35
0 59
0 92
051
0 O0
85
I 20
0 58
018
087
108
0 62
082
071
078
078
162
080
475
060
041
341
3.35
224
1 83
004
050
023
0 [)3
039
053
1 02
0 48
87
0.96
1 17
082
1 09
006
0 38
0 23
045
0 02
0 18
151
038
0 53
026
0 909
TECHNOLOGY
6.0
SHAFT C A L I B R A T I O N BY TORSIONMETER
PERCENT D E V I A T I O N FROM
5.0
STANDARD MODULUS OF 1 1 , 9 O O , O O 0
4.0
Z
O
_~
>
3.0
2.0
.
1.O
.O
0%
~.o.o
10%
20%
30%
..
40%
50%
60%
70%
80%
90%
100%
PERCENTAGE
Fig. 1
Torsionmeters
Unless the propulsion system is electric drive, the horsepower must be determined by a torsionmeter attached to the
propeller shaft. The variable mutual inductance-type instrument should be used exclusively for trial purposes, and descriptions of its design, installation, calibration and zero determination are clearly presented in Section 5.5 of T&R Bulletin C2. Other types of horsepower meters have been installed for permanent ship's instruments but, because of
troublesome calibration and zero determination as well as
other problems, they are considered not to have sufficient
accuracy and reliability for use as trial instrumentation.
After each installation, the torsionmeter must be calibrated to determine the relationship between a measured movement of the i n s t r u m e n t mounted on the shaft to the resulting
reading of the remote indicator. The Navy has modified the
commercial version of this instrument to give it a greater
range of sensitivity and to provide a sophisticated calibration
procedure utilizing accurately machined gage blocks for measuring the displacement of the transformer core. This movement of the transformer core simulates the displacement
caused by the twisting of the shaft under torque. However,
this procedure requires the removal of the instrument from
the husk on the shaft, calibration in a special calibration
stand and then replacement in the husk. It was discovered
on one MarAd trial that this calibration is very sensitive to
the instrument being in an identical alignment in the calibration stand as installed in the husk. The Navy has subseOCTOBER 1973
poses, but the automatic followup mechanism should be disconnected and the meter operated in the manual mode as
described above.
Fig. 2
F u e l oil m e t e r s
If fuel economy trials are to be conducted, reliable and accurately calibrated twin fuel oil meters must be used. Experience has proven beyond any doubt that these meters must
be calibrated with fuel of approximately the same flow, temperature, and viscosity as that to be used on trials. Attempts
have been made to calibrate such meters with water or other
fluids and applying correction factors for viscosity. Without
exception, such calibrations have proven to be worthless. It is
believed that the only facility with the capability of calibrating with Bunker C fuel is the Naval Ship Engineering Center, Philadelphia Division. Fortunately, this facility also has
a supply of reliable meters that are available to any ship
contractor on a loan basis for a reasonable fee. These meters,
or others calibrated by NAVSEC Philadelphia, must be used
where accurate fuel measurement is a factor.
Although the fuel meters are not complicated, serious errors are often made in reading them due primarily to the arrangement of the dials. Figure 2 illustrates the problem. This
is a typical fluid flowmeter where the units, one to ten, are
measured by a rotating indicator at the top of the dial and
the remainder of the total is indicated by a worm-driven
counter. The tens indicator continuously revolves as in an
automobile odometer so that when the unit indicator is approaching zero the number shown is ahead of the actual
count. In Fig. 2 the correct reading is 2 3 4 8 7 5 9 but is
often misread as 2 3 4 8 7 6 9.
In order to minimize such errors, the data taker should (1)
be coached in reading the meters before the start of trials
and (2) be instructed to provide a time delay of one minute
by stop watch between reading one meter and the other. This
will permit reading both meters on exact time intervals, one
on the signal and the other one minute later, with plenty of
time to make an unhurried and accurate reading of each.
Fig. 3
Radiometric equipment
Radiometric equipment was first used on commercial ship
trials twenty years ago for the standardization of the SS
United States. Since then this equipment has revolutionized
the procedures used in conducting not only standardization
trials but also such maneuvering tests as turning circles, Zmaneuvers, and crash stops. The result has been greater accuracy with less effort and a significant saving of expensive
trial time. An excellent treatise on the system and the associated equipment can be found in a paper prepared by Hastings and Comstock [3].
Figure 3 is a simplified chart for such a system having two
shore-based stations, which may either be fixed or portable.
As can be seen, the distances are measured by concentric circles from each station in increments called "lanes." The
length of a lane is constant but varies with the ratio frequen384
15 SECOND~'EVENT"MARKERS.
" '--04oo
r~rrE~vAts
. . . . .
~X
. . . . . . . . . .
-
HEAD NG J
"'-~GYROI
Fig. 4
080
"
:,
.-7
~
o~o-
" 'I
~--
" I
"
iI
ther calm or high seas the radar return usually lacks sufficient definition for plotting. At best, the results from this
procedure will be limited to a rough estimation of the diameter of the turning circle and will be completely lacking in
such elements as ship's headings, advance, and transfer.
A second method is to conduct the turning circle near a
fixed radar target such as a lighthouse or a floating target
dropped by the ship. As the ship circles, the target indication is marked on a clear plastic cover over the radar tube
with a grease pencil. Points are marked every second or third
sweep of the radar, and simultaneous readings are taken of
ship's heading and bearing to the target. The result is a
crude plot of the relationship of the fixed target to the moving ship. In order to obtain the desired plot of the ship to the
fixed target, each point must be reoriented by tedious trigonometric calculations.
The results obtained from either of these methods are so
unreliable and subject to error that it is questionable whether the time and effort of conducting the test can be justified.
It is the author's opinion that if radiometric equipment is not
available, no attempt should be made to conduct turning-circle tests.
Turning circles
Figure 5 is a typical turning circle plotted from data taken
from such a chart. With the accuracy afforded by this method the actual position of the ship can be shown at any desired spot and a circle can be developed from the locus of
points corresponding to any location on the ship. In this case,
the circle has been drawn through the ship's center of gravity.
Before the use of radiometric equipment, turning circles
were generally determined by measuring the range of the
ship from an object of known height, such as a lighthouse, by
means of a stadimeter. Simultaneously, heading and bearing
readings were also taken. Even with the best of weather conditions, these exercises could best be described as chaotic,
and the results were very inaccurate.
After the advent of radar, attempts were often made to use
this equipment for turning-circle plotting. The simplest
method is to trace the wake of ship as it appears on the radar
tube. This is most effective with a choppy sea, but with eiOCTOBER 1973
TACTICAL DIAMETER 2 5 7 6
--
TRANSFER 1 0 0 6
1oh40m30 s
10h41
mOoS
loh4omoo s
1 oh46m30s
41m30 s
1oh47mo0 s
loh46mo0s J
oh39m30 s
Ioh45m30 s
10h42m00s
Initiate
loh39mOoS
10h42m30 s
oh43m00 s
10h44m30s
o~
LONG
loh38m30 s
BASE
COURSE
500
o9oOpgc
Fig. 5
0
I----4 }--4
500
I
Scale
1000
I
in feet
in close proximity to the bridge. This permits intimate communication with the bridge so essential for maintaining
proper position, direction, and heading during the standardization trials. The torsionmeter and counter on the other
hand are generally at a much lower level to minimize the
cable lengths to the instruments on the shaft.
Because of this difference in location, the following communication and signaling systems are essential:
Between radiometric equipment and torsionmeter indicator.
Between torsionmeter indicator and torsionmeter husk.
Between torsionmeter indicator and engine room.
Between bridge and radiometric equipment if remotely
located.
Ideally, the torsionmeter indicator would be in a control
386
~.t- 8903'I3
TECHNOLOGY
Initiate
23h44m49s
~ 1 0 1 5 rpm
" ~ . 23h45mo0s
BASE
COURSE
# ~ 2 3 h 4 5 m 3 0
"%
"r#'4Ox/
4"/04"2./,ZEROpm~23h45m51
r
s
'/~ ~p
" ~ 2 3 h46mo0s
~,/
as
~47mOoS
t%s~d,
65 rpm
(astern)/
lh47ro30s/23h5
'/
23h48mo0s
23h48m30~
0s
lm30s
~23h51mo0 s
~23h5omo0 s
I~'23 h49m30s
(Dead in w a t e r >
Fig. 6
Operating
1973
500
1ooo
Scale in feet
conditions
Fuel analysis
Experience has proven to the MarAd Trial Board by several dramatic cases that the average commercial laboratory
cannot be relied upon to provide the consistent accuracy required in the determination of the higher heating value
(HHV) of the fuel.
For this reason, this value used in calculating the official
fuel rate should be determined by the National Bureau of
Standards if at all possible. Unfortunately, the quality service provided by NBS is limited to other government agencies and is presently available only to those Contractors
building ships under MarAd or Navy programs. Unless these
services are available, it is the author's opinion that a guaranteed fuel rate is meaningless and should not be specified.
Obviously tilere must be a preliminary fuel analysis made
prior to the trials to provide an HHV for calculating purposes
during the trials. This is often provided by the oil company
supplying the fuel to the ships and naturally it represents the
fuel as received and not as burned in the boiler. However, for
the most part, the accuracy of these analyses has been adequate for preliminary calculations.
Since the individual yards generally obtain their fuel from
one source, the characteristics of the fuel do not vary significantly from trial to trial. In the interest of developing expected values of the fuel oil used by the yards in different
locations, the Trial Board made an evaluation of the values
determined by the Bureau of Standards over a period of
about eight years. Included was a verification that there was
no time trend insofar as the heating value of fuel was concerned. The following are the developed averages:
Sun
Sparrows Point
Ingalls
Avondale
National Steel
HHV
18,495
18,170
18,216
18,257
17,934
LHV
17,582
17,382
17,372
17,416
17,212
Sp. Gr.
0.(`)642
0.(,)840
0.(,)928
0.9830
1.0039
Sampies Years
4
6
5
5
4
8
4
4
5
5
S t e a m rate c o r r e c t i o n s
As in the case of fuel rate determinations previously discussed, every effort should be made to have steam and vacumn conditions at design values. However, if this is impractical, corrections should be applied to all values. This apparently inconsistent opinion regarding the application of correction factor for fuel rate versus steam rates is perfectly logical when it is realized that in the case of the fuel rate the
objective should be to determine the true capability of the
complete propulsion system as constructed and not as designed. As for the steam rate, what is desired is to verify that
the turbine manufacturer provided a unit meeting the design
expectations, and he should neither be penalized nor given
an advantage for reason of off-design operating conditions.
Similarly, a correction factor should be provided for any deviation of rpm from the design value since this will certainly
have an adverse effect on the steam rate, and it is a factor
over which the turbine manufacturer has no control.
M A R I N E TECHNOLOGY
Spiral m a n e u v e r test
T&R Bulletin C2 states that this test "should be conducted only in relatively calm seas and winds of less than 5
knots." It is the author's opinion that the test should not be
attempted except in a flat calm and zero wind, and these
conditions must remain throughout the entire test, which
usually requires 3 or 4 hr. The odds against finding such conditions coincident with the trials are astronomical.
To my knowledge the only time that this test has ever
been conducted on any ship under the MarAd program with
any degree of success was on the NS Savannah. In this instance the test was started before sunrise with flat seas and
no wind. However, before the test was completed, a slight
breeze developed so that a true correlation of all data was
lost.
Subsequently, attempts were made to conduct spiral maneuvers on several ships built for the Coast & Geodetic Survey,. but favorable conditions never prevailed during the
trials and so the tests were never accomplished. To be of any
value, this test must be conducted under the ideal conditions
described above, and no attempt should be made to draw
conclusions from data taken from tests run otherwise.
Since the validity of this test is so dependent on extremely
improbable environmental conditions, the author questions
whether it should ever be specified or even included in the
Code for Sea Trials.
S t a n d a r d i z a t i o n trials
The use of radiometric equipment permits great latitude in
the conduct of standardization trials with reference to direction, distance from shore, time of day, weather conditions,
etc. Daylight free of haze and fog is no longer essential, and
in fact many of the recent standardizations have been conducted at night. But equally important is the flexibility in
selecting the course, thus permitting a heading to be chosen
that will minimize the effect of wind and sea.
For simplicity, the course selected for standardization is
usually directly to and from either of the two shore-based
stations. The distance of each run is readily determined by
counting the lanes traveled in relation to that station. The
other station is used only for positioning the ship and making
minor corrections to the course. Each run can be accomplished by either timing the interval to travel a predetermined number of lanes or measuring lanes traveled during a
fixed period of time.
T&R Bulletin C2 gives an empirical formula for the minim u m depth of water for standardization trials based on
draft, speed, and length of the ship. Since distance from
shore is no longer a constraint, it is recommended that all
such trials be conducted beyond the 60-fathom curve to
eliminate any possibility of shallow-water effect.
C o r r e l a t i o n w i t h model tests
For the past ten years, beginning with the American Challenger class ships for U. S. Lines, practically all of the ships
of the MarAd ship replacement program have proven slower
on trials than predicted by model tests. It is interesting to
note that the David Taylor Model Basin (NSRDC) changed
their correlation allowance from 0.0004 to 0.0002 at about the
same time.
Wilson and Roddy [5] touched on this subject in a paper
they prepared in regard to wind resistance of commercial
ships. After comparing the trial results with model tests on a
n u m b e r of MarAd designs, they came to the conclusion that
the correlation allowance should be raised from the current
figure of 0.0002 to 0.0003.
OCTOBER 1973
This study also emphasized that if there are sizeable differences in displacement (more than 10 percent) or trim
(more than 5 ft), a correlation between the ship trials and
model tests is meaningless. It is therefore essential that the
model be tested at drafts corresponding to those estimated
for the ship at trial conditions, based upon the tankage available for ballast plus fuel bunkers and the requirement that
the propeller be properly submerged. This often results in
light displacement and unusual trim conditions for cargo
ships.
The MarAd standard specifications include a requirement
that a ship must be drydocked not more than 20 days prior
to sea trials to ensure that trials are conducted with clean
bottom conditions. This is purely an arbitrary time limit in
use for many years as it is recognized that the fouling rate
varies widely at the different shipyards of the country.
Several months ago, trials were conducted on a 20,000-dwt
containership of the MarAd program. The speed at maxim u m power was more than 2~/2 knots below that predicted by
model tests, and the propeller rpm was about 6 turns slow.
Since the ship had been out of drydock about 50 days, or 30
days beyond the specified limit, the contractor was required
again to drydock the ship, clean and paint the bottom, and
rerun the standardization trials.
Figure 7 presents the results of these two trials together
with those of the model tests. Curves A-A and B-B are the
speed/power and speed/rpm curves respectively developed
from model tests. Curves C-C and D-D are similar curves
from data taken during the first trials. Curve E-E is the
speed/power curve from the second trials, the speed/rpm
curve being found to coincide precisely with the model curve,
B-B.
The curves of the ship trials are a plot of raw data, no correction being made for wind, sea, or other factors. Actually
the first trials were conducted under almost ideal conditions
whereas the weather was somewhat more adverse during the
second trials. Also, the ship suffered some bottom damage
while proceeding from the yard to sea for the second trials.
For these reasons, the improvement in speed of the second
trials is even greater than the 13/4knots as indicated.
George G. Sharp Co. prepared a comprehensive analysis of
the results of the second trials. The correction for wind,
water temperature, rudder, waves and bottom damage resulted in an increase in speed at full power estimated to be
about 0.4 knots. It is realized that the results of the first
trials should also be similarly corrected if comparisons are to
be made. However, due to the difference in weather and no
bottom damage, such first trial corrections should be significantly less. It is believed safe to say that the improvement in
speed due to cleaning and painting the bottom was very close
to 2 knots.
This is dramatic documentation of the significant reduction in speed that can result from excessive time at the outfitting pier after drydocking in certain yards where fouling is
a problem. At such yards, the standard 20 days may be excessive and if an accurate speed/power determination is desired, consideration should be given to specifying that the
trials should be conducted immediately after drydocking.
Several years ago, standardization trials were conducted on
another class of ship from the same yard, and the speed was
nearly 2 knots slow with the data uncorrected. It seems more
than coincidental that due to technical delays this ship also
was at the yard about 50 days after drydocking before going
on trials.
Trial reports
The trials cannot be considered complete until they have
been documented by a comprehensive but concise report. As389
NOBEL
TRIM ! LEBG[ND
28 3"
7 n'
FIRST TRIAL
22 I'D
7' 0
SECOND TOIAk
22' ] 1 '
6 2
120
--,
,//
//
110
/>
26,000
4,000
]00
00
22000
20000
80
70
60
ff / / "
//
60
/,/
/
18,000
1600D
14000
12000
DO
IO,O00
8 000
40
J
ff
30
20
..
6. 000
4000
~O
0
30.000
2000
i
i
I
12
13
la
i
I~
i~
]7
10
10
20
21
22
23
24
25
28
SPEED(KNOTS)
Fig. 7
Model
and standardization
Summary
This paper has attempted to call attention to a wide variety of problem areas associated with ship trials together with
precautions to be taken to avoid erratic data or erroneous
conclusions As a summary, the author would reemphasize
the following:
T r i a l supervision. Trials must be under one supervisor
for the contractor who shall have full authority as to supervision of trials and operation of the ship.
F u l l economy trials. For accurate results, (1) the shaft
must be calibrated, preferably with the torsionmeter to be
390
curves
Acknowledgments
The author wishes to express his appreciation to Mr. E.
Scott Dillon, Mr. Ronald K. Kiss, Mr. William G. Bullock,
Mr. David H. Specht, Mr. John J. Davis, and Mr. Edward S.
Karlson, all of the Maritime Administration, for their helpful
suggestions and constructive comments on the draft Sincere
thanks are due Miss Shirlene Barr for typing the drafts and
final copy and Mr. Eugene Coffman for the preparation of
the tables, charts, and graphs.
MARINE
TECHNOLOGY
References
1 "Code for Sea Trials 1971," SNAME T&R Bulletin C2.
2 Brandau, John H., "Propulsion Shaft Calibration for Torsional Modulus of Rigidity," David Taylor Model Basin, March 1962.
3 Hastings, Charles E. and Comstock, Allen L., "Pinpoint Positioning of Surface Vessels Beyond Line-of-Sight," Hastings-Raydist
Co., Hampton, Virginia, Nov. 4, 1969.
4 "Supplementary Procedure for Testing Machinery," MarAd,
March 15, 1964.
5 Wilson, C. J. and Roddy, R. F., Jr., "Estimating the Wind
Resistance of Cargo Ships and~Tankers," May 1970.
6 "Requirements for Reporting Sea Trial Data," MarAd, revised
Jan. 1, 1966.
7 "Economy and Endurance Trials Code," SNAME, 1950.
8 "Standardization Trials Code," SNAME, 1949.
9 "Code on Maneuvering and Special Trials and Tests,"
SNAME, 1950.
10 "Recommended Practices for Correcting Steam Power Plant
Trial Performance," SNAME T&R Bulletin 3-17.
OCTOBER 1973
11 "A Recommended Practice for the Testing of Ships by Raydist," Hastings-Raydist, Inc., March 1965.
12 Bayles, B. E., "Instruction Manual for the TMB Torsionmeter
and Electric Revolution Counter," David Taylor Model Basin Report
1127.
13 Handler, J. B., Wilson, C. J., and Beal, A. L., "Ship Standardization Trial Performance and Correlation with Model Predictions," Dec. 7, 1971.
Discussers
Charles Zeien
Q. R. Robinson
C. J. Wilson
J o h n O. R. B r e e d e n
C . L . Long
H . M . Burford
Robert P. Giblon
J.W. Steadman
R. P. Meric, Jr.
391