Ship Resistance 1

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SHIP RESISTANCE

1. SHIP RESISTANCE COMPONENTS

The domain of navigation is defined in function of the „nabla” Froude

number (Fn), calculated with the volumetric displacement ( ):

. (1.1)

May be possible three domains of navigations:

- if Fn  1, the ship there is in the displacement domain (the ship weight
force is equal with the buoyancy force);
- if 1  Fn  3, the ship there is in the transient domain (the draughts and
the trim are different at the design speed versus zero speed condition);
- if Fn  3, the ship there is in the planning domain ((the ship weight
force is equal with the planning force).

The ship resistance calculation methods depend of the navigation domain!

The general decomposition of the bare hull resistance, in the dispalacement

domain, is presented in Fig. 1 [Larsson and Baba, 1996].
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Bare hull resistance, R

(hydrodynamic part)

Rezidual resistance, RR Skin friction resistance, RF0

I (equivalent flat plate)

Form effect on skin

friction

II Pressure resistance, RP Friction resistance, RF

Wave resistance, RW Viscous pressure resistance,

RPV

Wave making resistance, Wave braking Viscous

III
RWM resistance, RWB resistance, RV

Bare hull resistance, R

(hydrodynamic part)

Fig. 1 Bare hull resistance components

 Ship Resistance 3
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The components situated in the left part of the figure depend of the Froude
number:

. (1.2)

The components situated in the right part of the figure depend of the
Reynolds number:

. (1.3)

On the first level (Froude hypothesis), the bare hull resistance is determined
on the basis of the skin friction resistance and the rezidual resistance RR:

. (1.4)

On the second level, the bare hull resistance is determined on the basis of
the friction resistance and the pressure resistance RP:

. (1.5)

On the third level (Hughes hypothesis), the bare hull resistance is

determined on the basis of the viscous resistance and the wave resistance
RW:

. (1.6)

The total resistance may be determined on the basis of the bare hull
resistance, appendages resistance, wind resistance and added wave
resistance:

. (1.7)
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The skin friction resistance can be determined with the relation:

(1.8)

where is the skin friction resistance coefficient and S is the wetted

surface without appendages.

The domain of the flow is turbulent and the skin friction resistance
coefficient can be calculated on the basis of the following relations:

 formula I.T.T.C.-1957

; (1.9)

 formula Prandtl-Schlichting

; (1.10)

 formula Schoenherr

; (1.11)

 formula Hughes

. (1.12)

The most utilised relation is I.T.T.C.-1957. The percentage difference

between the ITTC-1957 and the Hughes relations is generated by the form ef-
fect on skin friction (equal with 12%).
We can observe that the friction resistance may be determined on the
basis of the coefficient calculated with ITTC-1957 relation:
 Ship Resistance 5
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(1.13)

The viscous pressure resistance, CPV , may be defined with relation:

. (1.14)

The coefficient CPV can be calculated with the relation of the Pappmel:

(1.15)

where AM is the midship section area and LK is the length of the non-cylindrical
aft part of the ship (the distance between the aft perpendicular and the first
cylindrical section from the aft part of the ship).
In the Holtrop-Mennen method, the viscous pressure resistance is
determined on the basis of the form factor coefficient (1 + k):

. (1.16)

The wave resistance, Cw , may be defined with relation:

. (1.17)

where is the wave resistance coefficient.

The appendages resistance RAPP can be defined on the basis of the specific
coefficient CAPP , with relation:

(1.18)

where SAPP is the total area of the appendages.

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If the model experimental method is used in order to obtain the

appendages resistance, the experimental model tests with and without
appendages should be performed!

The wind (aerodynamic) resistance may be determined with relation:

(1.19)

where CAA is the aerodynamic coefficient, is the air density and Sv is the
ship area above the water level, on the resulting air speed direction, v r. The
component vr is determined in function of the ship speed , the wind speed
and the incident wind-ship angle , using the following relation:

. (1.20)

The aerodynamic coefficient CAA may be determined with experimental

methods in Aerodynamics Tunnels, for incident angles .

The added resistance of a ship in a seaway may be determined by

computational methods (Jinkine-Ferdinande) or model experimental tests in the
specific towing tanks, with wave generators.

The additional resistance in shallow water condition may be also

considered. The frictional resistance and the wave resistance strongly increase,
near the critical depth Froude number given by relation

. (1.21)

where H is the water depth.

A significant increase of the viscous resistance may be possible, when the
following condition (between the water depth and the ship draught) is carried
out:

(1.22)

When the ship is running with critical speed, given by relation:

 Ship Resistance 7
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(1.23)

than the wave resistance stongly increses. In the bow part of the ship transverse
waves can be generated!
Also, the squat effect may be produced, if the folowing condition is
carried out:

. (1.24)

Near the critical speed, the ship trim is modified and the aft part of the ship can
touch the sea bottom!