5.5.4. Guldhammer’s and Harvald’s Diagrams In the publication Ship Resistance (Guidhammer and Harvald, 1965, 1974) an assembly of published 20 NUMBER OF MODELS 15 10 -10 -5 0 5 10 PERCENTAGE DIFFERNCES Figure 5.5.3. Frequency distribution of errors in the NSMB method of approximating the resistance.116 DETERMINATION OF SHIP RESISTANCE results from towing tests have been coordinated. The analysis of the collected basis material has been carried out in the following way: 1. All data have been referred to the model area, and the model resistance (R7,,) has been deter- mined as a function of speed. The specific total resistance coefficient of the model (Cz) has been determined: R Tm 3p Vi Sm Crm = (5.5.5) where p is the mass density, V,, is velocity of model, S,, is wetted surface of model (= mean girth x length on waterline). The specific residual resistance coefficient has been determined from Cea = Crm — Crm (5.5.6) where Crm is the specific frictional resistance coefficient. The “ITTC 1957 model-ship corre- lation line’’ has been used to determine the fric- tional resistance coefficient 0.075 Cr = GogoR, = 2) (5.5.7) where R, is the Reynolds Number (VL/v, where v is coefficient of kinematic viscosity and L is the length on waterline). In Fig. 5.5.4 con- tours of Cr are given for different values of V and F,. The abscissa is the length L of the model. The diagram corresponds to v = 1.139 x 10-6 m s~!, p = 1.000 m3, and T = 15°C. The diagram may therefore be used at other condi- tions, that is, other densities and temperatures, only if the length is altered before entering the diagram to (5.5.8) Ca has been expressed as a function of Froude number Ye VeL (the speed-length ratio V/V L , where V is mea- sured in knots and L is in feet, is found as a subscale on the Cg diagrams). F, = (5.5.9) Figure 5.5.4, The frictional resistance coefficient Cr (according to ITTC 1957) as a function of ship-model length L and speed V.5. The results have been arranged in groups ac- cording to length-displacement ratio L/V!? and the prismatic coefficient » of the model. Here V is the volumetric displacement and Vv ¢ = TBTB (5.5.10) where B is breadth, T is draught, and 8 is mid- ship section area coefficient. 6. The main diagrams have been drawn giving the mean curves of Cr for the breadth—draught ratio BIT = 2.5. The diagrams are shown in Figs. §.5.5-5.5.13. In some places in the diagram the curves are dotted in order to indicate that they have been based either on very few test results or determined by extrapola- tion. The uncertainty is therefore comparatively great in these areas. Furthermore, it should be noted that the uncertainty is also great in and near the areas where the curves have pronounced humps, especially where the slope becomes nega- tive. Small alterations in the hull form in these areas can considerably influence the Cz value. It must also be mentioned that the resistance curves correspond to vessels with a standard form, that is, a standard position of the center of buoy- ancy, standard B/T, normally shaped sections, mod- erate cruiser stern, and raked stem. The resistance R and the effective power Pz fora new ship can then be calculated by R= Cr(tpV7S) (N) Pe=RV (kW) (5.5.11) (5.5.12) where the total ship resistance coefficient is Cr=Crt+ Cr+ Ca (5.5.13) where Cr = residual resistance coefficient, which for the ‘standard’ ship form can be taken from the diagrams (Figs. 5.5.5-5.5.13) Cr = frictional resistance coefficient, which can be calculated by 0.075 Cr = TogeR, = 2P (5.5.14) USE OF DIAGRAMS 117 or can be taken from Fig. 5.5.14 where contours of Cr are given from different values of V. The abscissa is the length LZ of the ship. The diagram corresponds to vy = 1.188 x 10-° ms7!, p = 1.025 tim}, and ¢ = 15°C. The diagram may therefore be used at other conditions, that is, other densities and temperatures, only if the length is altered before entering the diagram to: 1.188 I= 10% L (5.5.15) C4 = incremental resistance coefficient, which is a coefficient correcting for roughness of the sur- face and scale effect on the results from the model experiments. In this way Cy, will depend on the way in which Cr and Cr are fixed. If the ship has to tow, R must be replaced by R + F, where F is the two-rope pull. As ships are generally different from the stan- dard to a greater or lesser extent, the following cor- rections should be taken into account, when the ship resistance of the ship and the environments had to be taken into account. BIT As the diagrams have been prepared for a breadth—- draught ratio corresponding to BIT = 2.5 (5.5.16) a correction must be made if Ce is desired for a ship with a larger or smaller breadth-draught ratio. Examination of the present test material has shown that the following correcting formula can be recommended: 10Cg = 10°Cacra2.) + 0.16 (BIT — 2.5) (5.517) The correction may be positive as well as negative. LCB The Cg curves are intended to correspond to ves- sels with a longitudinal position of center of buoy- ancy (LCB) near to what is today considered the best possible position. The optimum LCB is a quan- tity that is in some doubt, and the available litera- ture shows differences of opinion that make the pic- ture rather confused. The dependence of ship12 ee ee PPP eee eee i Ee | | a CL oT Ty eT a Y | yt Ltt tot ee ee Poy a OT A OA PTV IA VE ae TTY pat Pk Pr PT TV VINE A if || TATA IAF} L. Po [| | 7 || Li pp AS || EG [| | | . [| | | [ rT i 3 Lt | | PT 0 LT Ree EE EH} ]}{ +]# ]H{_ [# H#_| +4 v 035 0,20 025 Q30 935 O40 Fr=- 048 I as 06 07 08 09 10 " 12 13 wt Le [ts | 1S Figure 5.5.5. Residuary resistance coefficient versus speed-length ratio for different values of longitudinal prismatic coefficient. LV"? = 4.0.10°C, W ( [| a ae 1 [tI HH] Ct IS, a x ao iS | lt] No Poy Tt tt CEH Po [———4 Yt yt ey t+} PFS EE LYE a a / ee To ee [|| ton t_ oa CT vu Lt Te rrst rt_ _ TU tet Ct r_ Ty ett | vy st TY Zt 4 rf fr Vie Ar it pt ee TT CTlTTETLE LI CPTI 7 ig Cee ea OO A 7, sR EA a es ee ee a rey yT tT yt to Ce 7a oa Lr ry = eS LT Pf rt [1 a a a a r_| (OOOO ee Co Ze Co we A AA) CoOL LLL SAAN ie age ST Err Si WINEDT AEA 3 VAT ATTA be Adg + TT rr a OR [ t { Ctr IMAI Ik TT rrr STOTT TT OEE eT Ma bog + tr ttt oho eo yr a a ee Corey yy rr LL eoee ert Ppp r_| a a a Ppt Prprprpee sey yr rT ee a A OO CTTETTLEEEELCE EPP PT Qe 0,20 25 030 a3s 040 Fr=-~ 05 Vgu 0s 06 a7 i) og 10 ow 12 ya 1a janets| 15 vt Vit Figure 5.5.6. Residuary resistance coefficient versus speed-length ratio for different values of longitudinal prismatic coefficient. LV = 4.5,fh mt eH SEE eS py eet ly | jr Pts 18h a nN MAN WA V KN WY WV ais 0,20 ZAG Be, f | o L 4 E ht 7 SS SESS SSS Ses SRA AS \ WY : C c ort A TA % MTN? AZ CM MM Lg 7a TNS a a | fe | yd REE EEE EEE EEE 0 CTT TTP tT ry te tt tt tt Q30 Q35 +4 HY it Sgt Noe | er Ley VAI Tt ee SSR = 7 i) er g/t tt iH Coot ro. ft Td voy | . | | tT tT TT REE EEE a a ee EAA Pee a __¥ Q40 Fn= Tar 145 OS 06 o7 10 ul 12 3 4 1 [knots) 15 ‘ Se] Figure = a Residuary resistance coefficient versus speed-length ratio for different values of longitudinal prismatic coefficient. LV" =12 a]. 3 2 o} oo oo 10°C, |} | — " + : | 1 =55 | = 4% : Eerly ro arial 2 N LT 7a So + glit 8 ' 7 — ~ xs | [= 4 7 | 1 ; 1S) fps | 6 (ne 1 7 i i | 5 afl > | fi} 4 - L » ' & f - f oy ° s ae f : 8 | 2 —e S | Or | | | ' eo | i | { . os 20 : 0:30 040 Fa= 4 015 Q Q2 035 i n= O45 TDI I_O—JI_— Jao as os ar: 08 ag 10 ul 12 13 ¢ 1A nats | 1s Figure 5.5.8. Residuary resistance coefficient versus speed—length ratio for different values of longitudinal prismatic coefficient. LVS = 5.5.ae bt 4 REE HEE PSE SEES | | | =e : q . S S a +H rH PTT AT | d PT Ae | | Po TN eT PT Ye ie PT TT me || PTS 7 ALgf ld PE TINT 7 CT TTT AS er | [7a j7) go MER ZA ee a a ee 4 [1 3 AML NAN LLL A f I LENT Np || A OLA TOLUENE OSA ete | TT Ce ee Bere | | | ee eee | 1 <. 4 + OS Fg S452 5— l i = “J LN \ \ S r Hf Hh ro cll A q Py a 9 Scere rt a —_— ape TE 0 ee ee eee ais 0,20 a2s 30 a3s Q40 Fa=—— 045 rc O_O oT Orrrr—v—r e—oerwee rvvbeee_—5c—vxv ll TT TT SS as as a7 as as 10 M 2 Bo os [enate| 1s . L Figure 5.5.9. Residuary resistance coefficient versus speed—length ratio for different values of longitudinal prismatic coefficient. LIV) = 6.0,eT Pg I++ 0 Ao HH | 4 LLG FOC a ee a | ft | 7 0. 70) will show aremarkablé décréase in resistance, the corrections having two to three times these values, whereas the resistance for fine forms (¢ < 0.60) generally will tend to increase. 0.27 0.30 0.33 0.36 F, = 0.15 0.18 0.21 0.24 _ +0.2 0 +0.2 0 +0.2 0 -0.2 +0.1 0 -0.2 ° -0.2 -0.4 —0.4 —0.4 0.50 —0.2 —-0.3 —0.3 0.60 —0.3 -0.3 0.70 0.80 (5.5.21) ° Cm mt130. DETERMINATION OF SHIP RESISTANCE APPENDAGES Rudders No correction. The standard form is in- tended to include a rudder. Bilge keel No correction. (5.5.22) ~~ Bossings For full ships add 3-5% to Cr. hf For fine ships add 5-8% to Cr. a Shaft brackets _and shafts | INCREMENTAL RESISTANCE For many years it has been general practice to apply a correction to the Crs for the ship, in order to include the effect of the roughness of the surface of the ship, which will never be ‘‘model-smooth’’ even when brand-new and freshly painted. This incre- mental resistance coefficient for model—ship corre- lation has very often been fixed at Cy, = 0.0004. More recent experience has shown that this cannot be true in all cases. Therefore, the following correc- tion for roughness and scale effect is proposed for the trial condition: For vessels with S$ 100m, 10°C,= 0.4 = 150m = 0.2 = 200m = 0 = 250m = -0.2 2 300m = -0.3 (5.5.23) Some find the corrections given in Section 5.2.4 more suitable, that is, Displacement 1 000 t Ca= 0.6 x 1073 10 000 t 0.4 x 1073 (5.5.24) 100 000 t 0 1 000 000 t —0.6 x 10-3 It must be mentioned that these corrections of the frictional resistance coefficients are still rather un- certain. APPENDAGES The correction of Cr for appendages is made by simply increasing Cr proportionally to the wetted surfaces of the appendages. Thus Cr = cr (5.5.25) where § is the wetted surface of the hull and S$, is the wetted surface of the hull and appendages. AIR RESISTANCE AND STEERING RESISTANCE The air resistance may be determined by use of data for the abovewater structure and the air. The mag- nitude of the air resistance is, however, very often of minor importance and the expenditure of effort in making an accurate calculation may not be justified. Therefore, in the absence of knowledge of the wind- age of a ship design it is suggested that 10°Cp be corrected by 10-C4, = 0.07 (5.5.26) The correction for steering resistance may be about 10Cys = 0.04 (5.5.27) but may for course stable ships under favorable conditions be negligible. It can be seen that both corrections are small and that for a preliminary design they may be assumed to be included in the incremental resistance. THE SERVICE CONDITION The resistance and the effective power calculated by use of the diagrams given here correspond to the values for a ship in the trial condition, that is, for ideal conditions as regards winds and waves, deep sheltered water, and smooth hull. For the mean service condition an extra allowance has to be made for the resistance and the effective power because of wind, sea, erosion, and fouling of the hull. This extra allowance is dependent on the shipping route. The following average service allowances (some- times called sea margin or service margin) on the calculated resistance or effective power are pro- posed:North Atlantic route, eastward, 15- 20% in summer and winter, respec- tively North Atlantic route, westward, 20- 30% in summer and winter, respec- tively Pacific route, 15-30% South Atlantic and Australian routes, 12-18% East Asiatic route, 15-20% (5.5.28) The total resistance has to be calculated from R; = C7(kpV’S) (5.5.29) where S is the wetted surface of the hull. Numerous methods for approximate determina- tion of S exist. Use of one of the following two methods is recommended: 1. The publications FORMDATA I-V (Guldham- mer, 1962, 1963, 1967, 1969, 1973) contain hy- drostatic data for a comprehensive series of systematically varied ship forms. The wetted surface of these forms are mapped (volumes III-V) using the coefficient 5 = Tes Ua (5.5.30) If the actual form for the preliminary ship de- sign largely coincides with one of the FORM- DATA forms, an error of less than 1% in the determination of § will be obtained. 2. Fornormal merchant ship forms the wetted sur- face can be obtained from the following formula (a version of Mumford’s formula): S = 1.025Lpp(SppB + 1.77) (5.5.31) The FORMDATA [5S] diagrams and the preceding formula correspond to ship forms having a vertical stern and stem at the perpendiculars. Most ships will have a wetted surface corresponding to this as- sumption as the plus and minus areas will balance each other. For ships with a large underwater over- USE OF DIAGRAMS 131 hang or with large cutouts, these conditions ought to be allowed for in the calculations. The calculations of the resistance and the effec- tive power can be carried out as shown in Sample Form for the Calculation of Effective Power (see p. 132). The calculations can be performed using mini- computers. Many naval architects now have com- puter programs for such calculations. In the design stage the main question to be set- tled is the type and size of the engine (e.g., number and dimensions of cylinders if diesel machinery). The determination of the resistance must be suffi- ciently exact so that, on the basis of effective power Pg, itis possible to determine the shaft power accu- rately enough to arrive ata safe solution to this vital question. On the other hand, trying to attain greater accu- racy than needed to solve this problem makes little sense. The uncertainty of the factors involved is considerable, and readers are warned against wast- ing time in attempting to squeeze the last ounce of accuracy out of a calculation that can only be an . estimation. In diesel-engined ships a change in the number of cylinders from, say, 6 to 7 or from 11 to 12 means that the power is changing by about 17% or 8%, respectively. By modifying the mean effective pres- sure and number of revolutions it is possible to vary the continuous output by about 10%. Turbine manufacturers have corresponding steps between types. On the basis of these considerations perhaps the required accuracy in the determination of Pe, for a preliminary ship design can be fixed at 1 up to 5%. This accuracy will be easily obtained in many cases by using the diagrams and the calculation forms in this section. The diagrams and the formulas can also be used in the following manner. Every time the naval archi- tect has a result from his or her own towing experi- ments the results are pricked in on the diagrams. Then when making an estimation of the resistance for a proposal for a new ship, the naval architect uses his or her own data as basis material and uses the diagrams and the formulas in this section to cor- rect the data. Often the results will be very good when using such a procedure.132 DETERMINATION OF SHIP RESISTANCE Sample Form for the Calculation of Effective Power Dimensions Coefficients, etc. Length between perpendiculars Lep ——____m Breadth-draught ratio BIT Length on waterline L Hm Block coefficient 5 Vel m/s Midship-section coefficient B Breadth B Wm Longitudinal prismatic Draught T Mm coefficient ¢ Displacement A Ht Length-displacement ratio Liv (1000 kg) Liv sim Volume yo mm Longitudinal position of Center of buoyancy Vl —_____ percent of L aft of % (Lpp/2) Wetted surface 5S mm ALCB = LCBacua — LCBsrandara = ———_—-. percent tp§ —__ NN 8°/m? Shape of sections: Aft: Forward: Wetted surface (appendages included) §, — mm Lines: 5/5 Shape of bow: | oc, | Corrections to 10°C, for Vel Speed Append- woe TT ne | tc RY a | N Note! The figures in parentheses indicate formula numbers in the text. Columns 20-22 are intended to be used for supplementary resistance calculations for air, steering, etc. In a preliminary estimate the calculations in columns 9-14 and 20-22 may be wholly or partly omitted. pete Tete Peeps fe ff Resul- tant 10Cr 10°C, ITTC 57 | 10Cp | 10°C, 10C; 8+9+ 10 + 114+ 12 10-6 VE VL | Fig, 5.5.14 Soy 15 + 18 + 19 an +13+14 vy | or (5.5.14) |S (5.5.24) 20 + 21 + 22 | 10-°(5] x [23] | [2] x [24] hp m/s (or ys) (or Ow) (metric) i = 15S soe aint hp = 0.7355 lor force measured in kN Source (Formula)SYMBOLS AND ABBREVIATIONS Ship Dimension Dimensionless Coefficients and Ratios L = length on waterline 8 = ns = block coefficient L = length between perpendiculars qa B= breadth on vaterline Spp “Tpppr ~ dleck coefficient T = draught - A o Ay |* immersed midship section area B = a = midship section -- coefficient Apr = section area of bulbous bow v: (measured at FP) 2 = 1 = prismatic coefficient - Ay . : s = vetted surface (L x mean girth) L = length-breadth ratio (including rudder) B . S, = wetted surface as S but B . including appendages 7 = breadth-draught ratio A = displacement - L * . v = volumetric displacement “F = length-displacenent ratio LCB = longitudinal position of centre . v of buoyancy (also used to denote the distance of CB abdaft amid- = =F a > ships (®)) Fo ; Vet roude number 2 © amidships (15,/2) : - a speed-length ratio Suffix , denotes that the quantity vL (V in knots and L in ft) concerned is valid for model only Ro = 2 = Reynolds nunber Rp specific Cy => 77 frictional resistance dov?s coefficient Kinematic and Dynamic Symbols r : . R specific Cp = — Fk = residual resistance jpv’s coefficient v = speed of ship . oe . . Rp specific R = resistance Cy =—— = total resistance Ry, = air resistance jpv's ,coefficient Ry © frictional resistance Cy = incremental resistance Rp = residual resistance coefficient for model-ship correlation . Rs = steering resistance Rp = total resistance Pp = brake power Pe = effective power p = density of water v = kinematic viscosity of waterUNITS AND CONVERSION FACTORS Metric units (the SI-system) are used throughout with the following exceptions: The speed length ratio v/YL and the length L in feet have been added as sub scales, W24Nm/s hp (metric) = 75 kp m/s 4m (metre) = 3,281 ft . 4 t (metric ton) = 1000 kg = 0,984 tons (4 ton Britisn = 2240 1b) 4 knot (metric) : 4852 m/hour = 0,999 British knots = 0,5144 m/s 4 N (Newton) unit for force. 1 kN = 1000 N 4 W (Watt) unit for power. 1 kW = 1000 W 4 4 735,5 W = 0,986 British hp If the mass unit ton (4 t 41000 kg) is used, the corresponding force unit will be kilo-Newton, KN, which will correspond to the power unit kilo-Watt, kW, being a convenient unit. It must be emphasized that the units t and kg are mass, and N (Newton) is force. The units are connected by the equations: : ‘ Force = Mass * Acceleration . or with units: -2N=4 kg * 4 m/s? Sa . Readers using the old “technical” metric system use the force unit 1 kp (kilo- pond) and the mass unit is derived thus: , 4 kp =i mass unit * g = 4m.u. * 9,8066 m/s? Therefore 4 kp = 9,8066 N By utilizing non-dimengional coefficients it is possible to use any system of consistent units: e.g. Meter/Kilogram/Second, or Meter/Kilopond/Second, or Poot/Pound-mass/Second (ft/lb/s), or Foot/Pound-force/Second (ft/lbf/s). Confusion may arise from the different systems, and care must be taken to use = within the same expression - units belonging to one system only; i.e. when the Mass kKilozram is used the specific mass will be in kg/m’ and the force must be meas- ured in N but if the Force kilopond is used the specific mass p must be measured z . in Kp _s m* The following values have been used: ., 2 2 p , density of sea water: 1025,9 kg/m? or 104,64 kes (or 41,990 pfs ) . : m 2 2. 2 p , density of fresh water: 999,0 kg/m’ or 104,87 kp 8 (or 4,938 mee ) . m v , kinematic viscosity of sea water: 1,194 40-'m? s7? (24,28 10-*rt?s-") tais*e. v , kinematic viscosity of fresh water! 4,141 107* m? s~) (= 4,23 407% ft? s-?)