ITTC – Recommended Procedures and Guidelines
Performance, Propulsion 1978 ITTC Performance Prediction Method

© All Rights Reserved

10 views

ITTC – Recommended Procedures and Guidelines
Performance, Propulsion 1978 ITTC Performance Prediction Method

© All Rights Reserved

- Elemantary Naval Tactics
- Propeller Cup
- Design for Bulk Soilds Handling
- Centrifugal Compressor Degree of Reaction
- ACD505 Session 10
- Glossary of Nautical and Shipbuilding Terms
- Power Plant Question Papers
- Propeller Cup
- Tubine Balancing
- Vector Control of Ac Drives
- prop_tips_03
- Report Project
- 56871861 Final Report
- Cad Regional Drawings 2012 Parts
- Synth Es
- Transient effects of compressor outage
- 1-s2.0-095183399290014G-main
- PDR-AUE
- Presentation1.
- Considerations Regarding the Electric Propulsion

You are on page 1of 9

5 02

03 01.4

Procedures and Guidelines Page 1 of 9

Performance, Propulsion

1978 ITTC Performance Prediction Effective Date Revision

2008 01

Method

Table of Contents

1978 ITTC Performance Prediction Propeller Characteristics.................6

Method .................................................... 2 2.4.3 Full Scale Wake and Operating

Condition of Propeller ....................7

1. PURPOSE OF PROCEDURE.............. 2 2.4.4 Model-Ship Correlation Factor ......8

2. DESCRIPTION OF PROCEDURE .... 2 3. VALIDATION .......................................9

2.1 Introduction .......................................... 2 3.1 Uncertainty Analysis ............................9

2.2 Definition of the Variables ................... 2 3.2 Comparison with Full Scale Results ...9

2.3 Analysis of the Model Test Results ..... 3

2.4 Full Scale Predictions ........................... 4 4. REFERENCES ......................................9

2.4.1 Total Resistance of Ship................. 4

Edited by Approved

25th ITTC 2008

Prediction of 25th ITTC 2008

ITTC Recommended 7.5 02

03 01.4

Procedures and Guidelines Page 2 of 9

Performance, Propulsion

1978 ITTC Performance Prediction Effective Date Revision

2008 01

Method

1. PURPOSE OF PROCEDURE

at the temperature of the self

The procedure gives a general description propulsion test

of an analytical method to predict delivered CNP Trial correction for propeller

power and rate of revolutions for single and rate of revolution at power

twin screw ships from model test results. identity

CP Trial correction for delivered

power

2. DESCRIPTION OF PROCEDURE CN Trial correction for propeller

rate of revolution at speed

2.1 Introduction identity

CR Residual resistance coefficient

The method requires respective results of CT Total resistance coefficient

a resistance test, a self propulsion test and the D Propeller diameter

characteristics of the model propeller used FD Skin friction correction in self

during the self propulsion test, propulsion test

J Propeller advance coefficient

The method generally is based on thrust JT Propeller advance coefficient

identity which is recommended to be used to achieved by thrust identity

predict the performance of a ship. It is sup- JQ Propeller advance coefficient

posed that the thrust deduction factor and the achieved by torque identity

relative rotative efficiency calculated for the KT Thrust coefficient

model remain the same for the full scale ship KQ Torque coefficient

whereas on all other coefficients corrections KQT Torque coefficient achieved by

for scale effects are applied. thrust identity

k Form factor

In some special cases torque identity kP Propeller blade roughness

(power identity) may be used, see section NP Number of propellers

2.4.4. n Propeller rate of revolution

nT Propeller rate of revolution,

2.2 Definition of the Variables corrected using correlation fac-

tor

CA Correlation allowance P Propeller pitch

CAA Air resistance coefficient PD, PP Delivered Power, propeller

CApp Appendage resistance coeffi- power

cient PDT Delivered Power, corrected

CD Drag coefficient using correlation factor

CF Frictional resistance coefficient

ITTC Recommended 7.5 02

03 01.4

Procedures and Guidelines Page 3 of 9

Performance, Propulsion

1978 ITTC Performance Prediction Effective Date Revision

2008 01

Method

power 2.3 Analysis of the Model Test Results

Q Torque

RC Resistance corrected for tem- The calculation of the residual resistance

perature differences between coefficient CR from the model resistance test

resistance- and self propulsion results is found in the procedure for resistance

test test (7.5-02-02-01).

Re Reynolds number

RT Total resistance Thrust TM, and torque QM, measured in the

S Wetted surface self-propulsion tests are expressed in the non-

SBK Wetted surface of bilge keels dimensional forms as in the procedure for

T Propeller thrust propulsion test (7.5-02-03-01.1).

t Thrust deduction factor

V Ship speed TM QM

VA Propeller advance speed KTM = and K QM =

M DM4 nM2 M DM5 nM2

w Taylor wake fraction in general

wQ Taylor wake fraction, torque Using thrust identity with KTM as input data,

identity JTM and KQTM are read off from the model pro-

wR Effect of the rudder(s) on the peller open water diagram, and the wake frac-

wake fraction tion

wT Taylor wake fraction, thrust

identity J TM D M

Z Number of propeller blades wTM = 1

VM

Appendage scale effect factor

CF roughness allowance

and the relative rotative efficiency

CFC Individual correction term for

roughness allowance KQTM

wC Individual correction term for R =

wake KQM

D Propulsive efficiency or quasi-

propulsive coefficient are calculated. VM is model speed.

H Hull efficiency

0 Propeller open water efficiency Using torque identity with KQM as input

R Relative rotative efficiency data, JQM is read off from the model propeller

Water density in general open water diagram, and the wake fraction

wQM = 1

Subscript S signifies the full scale ship VM

VM is model speed.

rotative efficiency

ITTC Recommended 7.5 02

03 01.4

Procedures and Guidelines Page 4 of 9

Performance, Propulsion

1978 ITTC Performance Prediction Effective Date Revision

2008 01

Method

coefficient for the model CTM are determined

The thrust deduction is obtained from as described in the ITTC standard procedure

7.5-02-02-01.

TM + FD RC

t= The correlation factor for the calculation

TM

of the resistance has been separated from the

where FD is the towing force actually applied roughness allowance. The roughness allow-

in the propulsion test. RC is the resistance ance CF per definition describes the effect of

corrected for differences in temperature be- the roughness of the hull on the resistance.

tween resistance and self-propulsion tests: The correlation factor CA is supposed to allow

for all effects not covered by the prediction

RC =

(1 + k ).CFMC + CR R method, mainly uncertainties of the tests and

the prediction method itself and the assump-

(1 + k ).CFM + CR TM tions made for the prediction method. The

separation of CF from CA was proposed by

where CFMC is the frictional resistance coeffi- the Performance Prediction Committee of the

cient at the temperature of the self-propulsion 19th ITTC. This is essential to allow for the

test. effects of newly developed hull coating sys-

tems.

2.4 Full Scale Predictions

The 19th ITTC also proposed a modified

2.4.1 Total Resistance of Ship formula for CA that excludes roughness al-

lowance, which is now given in this proce-

The total resistance coefficient of a ship dure.

without bilge keels is

- CF is the roughness allowance

CTS = (1 + k )CFS + CF + CA + CR + CAAS k 3

1

1

C F = 0.044 S 10 Re 3 + 0.000125

LWL

where

where kS indicates the roughness of

-k is the form factor determined from the hull surface. When there is no meas-

resistance test, see ITTC standard pro- ured data, the standard value of

cedure 7.5-02-02-01. kS=15010-6 m can be used.

of the ship according to the ITTC- CA is determined from comparison of

1957 model-ship correlation line model and full scale trial results.

When using the roughness allowance

- CR is the residual resistance coefficient as above, the 19th ITTC recommended

calculated from the total and frictional using

resistance coefficients of the model in

the resistance tests:

CA = (5.68 0.6 log Re) 103

CR = CTM (1 + k )CFM

ITTC Recommended 7.5 02

03 01.4

Procedures and Guidelines Page 5 of 9

Performance, Propulsion

1978 ITTC Performance Prediction Effective Date Revision

2008 01

Method

CTS = [(1 + k )CFS + CF + CA ] + CR + CAAS

proximates the values of CF of the SS

original 1978 ITTC method. It is rec- + CAppS

ommended that each institution main-

tains their own model-full scale corre- There is not only one recommended

lation. See section 2.4.4 for a further method of scaling appendage resistance to full

discussion on correlation. scale. The following alternative methods are

well established:

- CAAS is the air resistance coefficient in full

scale 1) Scaling using a fixed fraction:

1 A CAppS = (1 ) CAppM

CAAS = AVS2CDA VS

2 SS

where (1-) is a constant in the range

where, AVS is the projected area of the 0.6-1.0.

ship above the water line to the trans-

verse plane, SS is the wetted surface 2) Calculating the drag of each append-

area of the ship, A is the air density, age separately, using local Reynolds

and CDA is the air drag coefficient of number and form factor.

the ship above the water line. CDA can n

Si

be determined by wind tunnel model CAppS = (1 wi ) 2 (1 + ki ) C FSi

tests or calculations. Values of CDA are i =1 SS

typically in the range 0.5-1.0, where

where index i refers to the number of

0.8 can be used as a default value.

the individual appendices. wi is the

If the ship is fitted with bilge keels of wake fraction at the position of ap-

modest size, the total resistance is estimated pendage i. ki is the form factor of ap-

as follows: pendage i. CFSi is the frictional resis-

tance coefficient of appendage i, and Si

SS + S BK

CTS = [(1 + k )CFS + CF + CA ] + CR + CAAS is the wetted surface area of appendage

SS i. Note that the method is not scaling

where SBK is the wetted surface area of the the model appendage drag, but calcu-

bilge keels. lating the full scale appendage drag.

The model appendage drag, if known

When the model appendage resistance is from model tests, can be used for the

separated from the total model resistance, as determination of e.g. the wake frac-

described as an option in the ITTC Standard tions wi. Values of the form factor ki

Procedure 7.5-02-02-01, the full scale ap- can be found from published data for

pendage resistance needs to be added, and the generic shapes, see for instance Ho-

formula for total resistance (with bilge keels) erner (1965) or Kirkman and Kletsli

becomes: (1980).

ITTC Recommended 7.5 02

03 01.4

Procedures and Guidelines Page 6 of 9

Performance, Propulsion

1978 ITTC Performance Prediction Effective Date Revision

2008 01

Method

Characteristics.

where

The characteristics of the full-scale propeller P cZ

are calculated from the model characteristics as KT = CD 0.3

follows: D D

cZ

KTS = KTM KT KQ = CD 0.25

D

ITTC Recommended 7.5 02

03 01.4

Procedures and Guidelines Page 7 of 9

Performance, Propulsion

1978 ITTC Performance Prediction Effective Date Revision

2008 01

Method

The difference in drag coefficient CD is The wake scale effect of twin screw ships

with open sterns is usually small, and for such

CD = CDM CDS ships it is common to assume wTS = wTM.

rection is recommended. A correction like the

one used for single screw ships may be used.

t 0.044 5

C DM = 2 1 + 2 1 2

c (Rec 0 )6 (Rec 0 )3 The load of the full-scale propeller is ob-

tained from

and

KT S CTS

2.5 = S2

t c J 2

2 DS (1 t ) (1 wTS ) 2 N P

CDS = 2 1 + 2 1.89 + 1.62 log

c kP

where NP is the number of propellers.

In the formulae listed above c is the chord

length, t is the maximum thickness, P/D is the With this K T / J 2 as input value the full

pitch ratio and Rec0 is the local Reynolds num- scale advance coefficient JTS and the torque

ber with Kempfs definition at the open-water coefficient KQTS are read off from the full scale

test. They are defined for the representative propeller characteristics and the following

blade section, such as at r/R=0.75. kP denotes quantities are calculated.

the blade roughness, the standard value of

- the rate of revolutions:

which is set kP=3010-6 m. Rec0 must not be

(1 wTS ) VS

lower than 2105. nS = (r/s)

J TS DS

2.4.3 Full Scale Wake and Operating Condi- - the delivered power of each propeller:

tion of Propeller K

PDS = 2 S DS5nS3 QTS 10 3 (kW)

The full-scale wake is calculated by the fol- R

lowing formula using the model wake fraction

wTM, and the thrust deduction fraction t obtained - the thrust of each propeller:

as the analysed results of self-propulsion test: K

TS = T2 J T2S S DS4nS2 (N)

J

(1 + k )CFS + CF

wTS = (t + wR ) + ( wTM t wR )

(1 + k )CFM - the torque of each propeller:

K QTS

where wR stands for the effect of rudder on the QS = S DS5 nS2 (Nm)

wake fraction. If there is no estimate for wR, the R

standard value of 0.04 can be used.

- the effective power:

If the estimated wTS is greater than wTM, wTS 1

should be set as wTM. PE = CTS SVS3 SS 10 3 (kW)

2

ITTC Recommended 7.5 02

03 01.4

Procedures and Guidelines Page 8 of 9

Performance, Propulsion

1978 ITTC Performance Prediction Effective Date Revision

2008 01

Method

N P trial data are calculated as follows:

D = P DS

PE

KT S CTS + CFC

= S2

- the hull efficiency: J 2

2 DS (1 t ) (1 wTS + wC ) 2 N P

1 t

H = With this KT/J as input value, JTS and KQTS

1 wTS

are read off from the full scale propeller char-

acteristics and the following is calculated:

(1 wTS + wC ) VS

2.4.4 Model-Ship Correlation Factor nT = (r/s)

J TS DS

The model-ship correlation factor should be K

based on systematic comparison between full PDT = 2 S DS5nT3 QTS 10 3 (kW)

R

scale trial results and predictions from model

scale tests. Thus, it is a correction for any sys-

tematic errors in model test and powering pre- (3) Prediction of full scale rates of revolutions

diction procedures, including any facility bias. and delivered power by use of a CNP correction

In the following, several different alternative

concepts of correlation factors are presented as For prediction with emphasis on stator fins

suggestions. It is left to each member organisa- and rudder effects, it is sometimes recom-

tions to derive their own values of the correla- mended to use power identity for the predic-

tion factor(s), taking into account also the actual tion of full scale rates of revolution.

value used for CA.

At the point of KT-(J)-Identity the condi-

(1) Prediction of full scale rates of revolutions tion is reached where the ratio between the

and delivered power by use of the CP - CN propeller induced velocity and the entrance

correction factors velocity is the same for the model and the full

scale ship. Ignoring the small scale effect KT

Using CP and CN the finally predicted trial on the thrust coefficient KT it follows that J-

data will be calculated from identity correspond to KT- and CT-identity. As

nT = CN nS (r/s) a consequence it follows that for this condition

the axial flow field in the vicinity of the pro-

for the rates of revolutions and peller is on average correctly simulated in the

model experiment. Also the axial flow of the

PDT = CP PDS (kW)

propeller slip stream is on average correctly

for the delivered power. simulated. Due to the scale effects on the pro-

peller blade friction, which affect primarily the

torque, the point of KQ-identity (power iden-

(2) Prediction of full scale rates of revolutions tity) represents a slightly less heavily loaded

and delivered power by use of CFC - wC propeller than at J-, KT- and CT-identity. At the

corrections power identity the average rotation in the slip-

stream corresponds to that of the actual ship

and this condition is regarded as important if

ITTC Recommended 7.5 02

03 01.4

Procedures and Guidelines Page 9 of 9

Performance, Propulsion

1978 ITTC Performance Prediction Effective Date Revision

2008 01

Method

tests on stator fins and/or rudders are to be done 3.2 Comparison with Full Scale Results

correctly.

The data that led to 1978 ITTC perform-

In this case, the shaft rate of revolutions is ance prediction method can be found in the

predicted on the basis of power identity as fol- following ITTC proceedings:

lows:

(1) Proposed Performance Prediction Factors

KQ 1000 CP PDS for Single Screw Ocean Going Ships

3 =

J T 2 S DSVS (1 wTS )

2 3 3

(13th 1972 pp.155-180) Empirical Power

Prediction Factor ( 1+X )

KQ 0 K

3

= Q3 RM (2) Propeller Dynamics Comparative Tests

J J T

(13th 1972 pp.445-446 )

(1 wTS ) VS

nS = (3) Comparative Calculations with the ITTC

J TS DS

Trial Prediction Test Programme

nT = CNP nS (14th 1975 Vol.3 pp.548-553)

(17th 1984 Vol.1 pp274-291)

4. REFERENCES

3. VALIDATION

(1) Hoerner, S.F. (1965) Fluid-Dynamic

3.1 Uncertainty Analysis Drag. Published by the author.

Not yet available (2) Kirkman, K.L., Kletsli, J.W. (1980)

Scaling Problems of model appendages,

19th American Towing Tank Conference,

Ann Arbor, Michigan

- Elemantary Naval TacticsUploaded byMel Spence
- Propeller CupUploaded byShengte Hsu
- Design for Bulk Soilds HandlingUploaded byWONG TS
- Centrifugal Compressor Degree of ReactionUploaded byNihanth Wagmi
- ACD505 Session 10Uploaded byKarthik Abhi
- Glossary of Nautical and Shipbuilding TermsUploaded bymimi_chan_17
- Power Plant Question PapersUploaded byRowan Rodrigues
- Propeller CupUploaded byTrung Phong Ha
- Tubine BalancingUploaded byAdnan2957
- Vector Control of Ac DrivesUploaded bysureshy-ee213
- prop_tips_03Uploaded bySwapneel Kulkarni
- Report ProjectUploaded byHardeep Penugonda
- 56871861 Final ReportUploaded byRachel McDonnell
- Cad Regional Drawings 2012 PartsUploaded byclive.swindells2959
- Synth EsUploaded byFrank Quitian
- Transient effects of compressor outageUploaded byPGP
- 1-s2.0-095183399290014G-mainUploaded byParthipan Jayaram
- PDR-AUEUploaded bysanthosh Kumar R
- Presentation1.Uploaded byRajib Debnath
- Considerations Regarding the Electric PropulsionUploaded byVasiMacovei
- Standard Test Method for Methanol Wall Wash of Marine Vessels Handling Polyester Grade Monoethylene GlycolUploaded byhutsonianp
- Global VibrationUploaded byRahim Khan
- Wall Mounted Prop Axial Fans Csi Spec 3-20-17Uploaded bysiva ramakrishnan
- MAN Circular Fuel PumpsUploaded byMohamed Ashfaq
- 1969 - 0413Uploaded byproxymo1
- torsional vibUploaded bywaleed yehia
- Cascade Design CFDUploaded byFilip Stojkovski
- An Interactive Algorithmic Procedure for Promoting Individualized Environmental TutoringUploaded byΟδυσσεας Κοψιδας
- final capstone presentation originalUploaded byapi-464231881
- 01302_NEWUploaded byaloktom

- QTI0MI9BMJQYTQ__Uploaded byquiensabe0077
- Lyons_DG_T_2014Uploaded byxeyran
- Guidance for Preparing Vessels for SurveyUploaded byUmaira Salsabila
- Jachris_241-244Uploaded byxeyran
- WP 2 - Report 4 - Resistance and Propulsion Power - FINAL - October 2012Uploaded byjimmyy90
- Fender Marine CatalogueUploaded byAndre Blue
- Memo Escort DutiesUploaded byPietGebruiker
- Japan Style - Architecture, Interior and DesignUploaded bylethanhkhiem
- Fatigue Resistant Detail Design Guide for Ship StructuresUploaded byMahdi
- Certification of Container Securing Systems AbsUploaded byFederico Babich
- Rec 47 (Rev 6 may 2012)_CLN1 (3)Uploaded byJosé Alberto Gonzales Ochoa
- TSCF_IP_004_2013_HTSUploaded byxeyran
- AluminiumEngineering Handbook AlumCityUploaded bySamik Mukherjee
- V66_N4_P1_C1055_2015_OSP_BegovicUploaded byxeyran
- p803639_A1bUploaded byxeyran
- Donnelly_Chussion.pdfUploaded byAnonymous XRTXluf25P
- CAE Team Analysis Project AssignmentUploaded byIman Satria
- Computational Ship Hydro Nowadays and Way Forward 2013Uploaded byxeyran
- 101174973.pdfUploaded bytonysawan
- 7.3-1-ChopraUploaded byxeyran
- ProE Best Practices 2012 ENGUploaded byxeyran
- The Analysis of Motion Dynamics and Resistance of the Multipurpose Boat Operating in Shallow WaterUploaded byxeyran
- Icoe2010 w.shengUploaded byxeyran
- UseofCFDinDesign-ATutorial.pdfUploaded bySeyfullahYıldız
- MB1-1-Bose - Reliability and Accuracy of Ship Powering Performance ExtUploaded byJayasankar Pillai
- theoryofseakeepi00korv_bwUploaded byxeyran
- Trim Stability Gui 00 WalsUploaded byxeyran
- SSC 418Uploaded byLenin Valerio

- Uputstvo Renault Laguna IIUploaded byzikiczile
- Shopper 0203Uploaded byWolfRiverMedia
- Mining attachment final reportUploaded bytkubvos
- Argumentative EssayUploaded byTeuku M Arief Yamin
- transportation planning system context.pptUploaded byJA Ramoneda
- catalogo_fuel_pumps_air_flow.pdfUploaded byRaúl Martínez
- BW211D-40_PDUploaded byDsn Sarma
- CASES DIGESTS IN CONSTITUTIONAL LAW II AY2017-18 Atty Randolph A. Sarmiento (Fundamental Powers and Bill of Rights Sec1-5).pdfUploaded bydbateris
- Analysis of Aeromedical EvacuationUploaded bylobosolitariobe
- gibidi f4Uploaded byanon_741411698
- Panouri solareUploaded byGargarita Valentin
- Chartering an Aircraft Specifically SuitedUploaded byRodneyMashamba
- Outsourcing Workers in Indonesia Port Corporation II _ a Cost EfUploaded bysatriaafif
- Xsara and Xsara Picasso BSI Operating PrinciplesUploaded byAdrianRamiro
- lab 2Uploaded byian renz
- Economic Analysis Thailand-3Uploaded byDaniela Quiros
- Airbag OperatioUploaded byMabelRinaldi
- Project on Excitration SysremUploaded byVigneshwaran Kandaswamy
- Mobile Crane 80tUploaded bymoha19841
- FY2018-38 FAA Aerospace ForecastUploaded byYang
- BP Retail Function List V1600Uploaded bymizraim
- Retailer MRP List PDF FormatUploaded byshiva
- GHHUploaded bydiego
- Whitley-Landgraf_9-20-17Uploaded bySpaceRef
- TCM-4122 Toyota U140F Aisin (All).pdfUploaded bymasakp
- Tunnel MethodsUploaded byBabar Akbar
- ANS ST PLAN Version1 0 Final December14Uploaded byener
- Help Crr 01333Uploaded byGirish Palve
- 14Thermal Expansion of materials_227-249_.pdfUploaded byredroom31
- Primo Stealth Q88Uploaded bykiyotakaaya