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Chap 7 Resistance and Powering of Ship

Objectives
Prediction of Ships Power
- Ships driving system and concept of power
- Resistance of ship and its components
frictional resistance
wave-making resistance
others
- Froude expansion
- Effective horse power calculation
Propeller Theory
- Propeller components and definitions
- Propeller theory
- Cavitation 2
 Ship Drive Train and Power

Ship Drive Train System

EHP

Engine Reduction
Gear Strut Screw
Bearing Seals

THP

BHP SHP DHP

3
 Ship Drive Train and Power

Horse Power in Drive Train

Brake Horse Power (BHP)
- Power output at the shaft coming out of the engine before
the reduction gears

Shaft Horse Power (SHP)

- Power output after the reduction gears
- SHP=BHP - losses in reduction gear

4
 Ship Drive Train and Power

Delivered Horse Power (DHP)

- Power delivered to the propeller
- DHP=SHP losses in shafting, shaft bearings and seals
Thrust Horse Power (THP)
- Power created by the screw/propeller
- THP=DHP Propeller losses

BHP SHP DHP THP EHP

E/G R/G Shaft Prop. Hull
Bearing

Relative Magnitudes

BHP>SHP>DHP>THP>EHP 5
 Effective Horse Power (EHP)
EHP : The power required to move the ship hull at a given
speed in the absence of propeller action
(EHP is not related with Power Train System)
EHP can be determined from the towing tank experiments at
the various speeds of the model ship.
EHP of the model ship is converted into EHP of the full scale
ship by Froudes Law.
Measured EHP
V
Towing Tank Towing carriage

6
 Effective Horse Power (EHP)

E ffe c tiv e H o rs e p o w e r, E H P (H P )
POWER CURVE
YARD PATROL CRAFT

1000

800

600

400

200

0
0 2 4 6 8 10 12 14 16
Ship Speed, Vs (Knots)

Typical EHP Curve of YP

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 Effective Horse Power (EHP)
Efficiencies
Hull Efficiency
EHP
H
THP
- Hull efficiency changes due to hull-propeller interactions.
- Well-designed ship : H 1
- Poorly-designed ship : H 1

Well-designed

- Flow is not smooth.

- THP is reduced.
Poorly-designed
- High THP is needed
8 designed speed.
to get
 Effective Horse Power (EHP)

Efficiencies (contd)
EHP
Propeller Efficiency Screw
THP
propeller
DHP THP
SHP DHP
Propulsive Coefficients (PC)
EHP
p
SHP
p 0.6 for well designed propeller
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 Total Hull Resistance
Total Hull Resistance (RT)
The force that the ship experiences opposite to the motion of
the ship as it moves.
EHP Calculation
ft
RT (lb) VS
EHP(H P ) s RT total hull resistance
ft lb
550 VS speed of ship
s HP

ft lb ft J
RT V S lb Watts : Power
s s s
1 Watts 1 / 550 H P
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 Total Hull Resistance (cont)
Coefficient of Total Hull Resistance
- Non-dimensional value of total resistance

RT lb
CT 2
non - dimension
0.5 Vs S
2
lb s 2 ft 2
4 ft
ft s
CT Coefficient of total hull resistance in calm water
RT Total hull resistance
Fluid density
VS Speed of ship
S wetted surface area on the submerged hull
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 Total Hull Resistance (cont)

Coefficient of Total Hull Resistance (contd)

-Total Resistance of full scale ship can be determined using

CT , , S and VS
2
RT (lb) 0.5SVS CT
CT : determined by the model test
: available from water property table
S : obtained from Curves of form
VS : Full scale ship speed
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 Total Hull Resistance (cont)

T o t a l R e s is t a n c e , R t ( lb )
Relation of Total Resistance Coefficient and Speed
TOTAL RESISTANCE CURVE
YARD PATROL CRAFT

20000

15000

10000

5000

0
0 2 4 6 8 10 12 14 16
Ship Speed, Vs (knots)
2 2
RT CT VS EHP RTVS CT VS VS
n n
VS VS
n from 2 at low speed n from 3 at low speed
to 5 at high speed to 6 at13
high speed
 Components of Total Resistance
Total Resistance

RT RV RW RA
RV : Viscous Resistance
RW : Wave Making Resistance
RA : Air Resistance
Viscous Resistance
- Resistance due to the viscous stresses that the fluid exerts
on the hull.
( due to friction of the water against the surface of the ship)
- Viscosity, ships velocity, wetted surface area of ship
generally affect the viscous resistance.
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 Components of Total Resistance
Wave-Making Resistance
- Resistance caused by waves generated by the motion of the ship
- Wave-making resistance is affected by beam to length ratio,
displacement, shape of hull, Froude number (ship length &
speed)
Air Resistance
- Resistance caused by the flow of air over the ship with no
wind present
- Air resistance is affected by projected area, shape of the ship
above the water line, wind velocity and direction
- Typically 4 ~ 8 % of the total resistance

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 Components of Total Hull Resistance
Total Resistance and Relative Magnitude of Components

Air Resistance
Resistance (lb)

Hollow
Hump Wave-making

Viscous

Speed (kts)
- Low speed : Viscous R
- Higher speed : Wave-making R
- Hump (Hollow) : location is function of ship length
16 and speed.
 Why is a Golf Ball Dimpled?
Lets look at a Baseball (because thats what I have numbers
for)
At the velocities of 50 to 130 mph dominant in baseball the air passes
over a smooth ball in a highly resistant flow.
Turbulent flow does not occur until nearly 200 mph for a smooth ball
A rough ball (say one with raised stitches like a baseball) induces
turbulent flow

A baseball batted 400 feet would only travel 300 feet if it was smooth.
A non-dimpled golf ball would really hamper Tiger Woods long game

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 Coefficient of Viscous Resistance
Viscous Flow around a ship

Real ship : Turbulent flow exists near the bow.

Model ship : Studs or sand strips are attached at the bow
to create the turbulent flow.
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 Coefficient of Viscous Resistance (cont)

Coefficients of Viscous Resistance

- Non-dimensional quantity of viscous resistance
- It consists of tangential and normal components.
CV Ctangential Cnormal CF KCF
l a
norm
ia l
en t
flow g
bow ta n ship stern

Tangential Component : CF
- Tangential stress is parallel to ships hull and causes
a net force opposing the motion ; Skin Friction
- It is assumed CF can be obtained from the experimental
data of flat plate.
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 Coefficient of Viscous Resistance (cont)

Tangential Component of CV CF
0.075
CF Semi-empirical
(log10 Rn 2) 2 equation
LVS
Rn

Rn Reynolds Number
L L pp (ft)
VS Ship Speed(ft/s )
Kinematic Viscosity (ft 2 /s)
1.2260 10-5 ft 2 /s forfresh
water
1.2791 10-5 ft 2 /s for20
saltwater
 Coefficient of Viscous Resistance (cont)
Tangential Component (contd)
- Relation between viscous flow and Reynolds number
Laminar flow : In laminar flow, the fluid flows in layers
in an orderly fashion. The layers do not mix transversely
but slide over one another.
Turbulent flow : In turbulent flow, the flow is chaotic and
mixed transversely.

Flow over
flat plate
Laminar Flow Turbulent Flow

Rn about5 10 5 Rn about
5 105
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 Coefficient of Viscous Resistance (cont)

Normal Component
- Normal component causes a pressure distribution along the
underwater hull form of ship
- A high pressure is formed in the forward direction opposing
the motion and a lower pressure is formed aft.
- Normal component generates the eddy behind the hull.
- It is affected by hull shape.
Fuller shape ship has larger normal component than slender
ship.
large eddy
Full ship
Slender ship
small eddy
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 Coefficient of Viscous Resistance (cont)

Normal Component (contd)

- It is calculated by the product of Skin Friction with Form Factor.

Normal Component of Cv K CF
CF Skin Friction Coeff.
K Form Factor
2
(ft ) 3
B( ft )
K 19
L( ft ) B( ft )T ( ft ) L( ft )

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Summary of Viscous Resistance Coefficient

CV Ctangential Cnormal CF K CF
0.075 (ft )
3
B( ft )
2

CF 2 K 19

(log10 Rn 2) L( ft ) B( ft )T ( ft ) L( ft )
LVS
Rn K= Form Factor

Rn Reynolds Number
L L pp (ft)
VS Ship Speed(ft/s)
Kinematic Viscosity (ft 2 /s)
1.2260 10-5 ft 2 /s forfresh
water
1.2791 10-5 ft 2 /s for saltwater 24
 Summary of Viscous Resistance Coefficient
Reducing the Viscous Resistance Coeff.
- Method :
Increase L while keeping the submerged volume constant

1) Form Factor K Normal component KCF

Slender hull is favorable. ( Slender hull form will create

a smaller pressure difference between bow and stern.)

2) Reynolds No. Rn CF KCF

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 Wave-Making Resistance
Typical Wave Pattern

Stern divergent wave Bow divergent wave

L
Transverse wave Wave Length
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 Wave-Making Resistance

Transverse wave System

It travels at approximately the same speed as the ship.
At slow speed, several crests exist along the ship length
because the wave lengths are smaller than the ship length.
As the ship speeds up, the length of the transverse wave
increases.
When the transverse wave length approaches the ship length,
the wave making resistance increases very rapidly.
This is the main reason for the dramatic increase in
Total Resistance as speed increases.

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 Wave-Making Resistance (cont)

Transverse wave System

Vs < Hull Speed Slow

Speed
Wave
Length
Vs Hull Speed High
Speed
Wave Length

Hull Speed : speed at which the transverse wave length equals

the ship length. 29
 Wave-Making Resistance (cont)

Divergent Wave System

It consists of Bow and Stern Waves.
Interaction of the bow and stern waves create the Hollow or
Hump on the resistance curve.
Hump : When the bow and stern waves are in phase,
the crests are added up so that larger divergent wave systems
are generated.
Hollow : When the bow and stern waves are out of phase,
the crests matches the trough so that smaller divergent wave
systems are generated.
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 Wave-Making Resistance (cont)

Calculation of Wave-Making Resistance Coeff.

Wave-making resistance is affected by
- beam to length ratio
- displacement
- hull shape
- Froude number
The calculation of the coefficient is far difficult and inaccurate
from any theoretical or empirical equation.
(Because mathematical modeling of the flow around ship
is very complex since there exists fluid-air boundary,
wave-body interaction)
Therefore model test in the towing tank and Froude expansion
are needed to calculate the Cw of the real ship.
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 Wave-Making Resistance (cont)

Reducing Wave Making Resistance

1) Increasing ship length to reduce the transverse wave
- Hull speed will increase.
- Therefore increment of wave-making resistance of longer
ship will be small until the ship reaches to the hull speed.
- EX :
FFG7 : ship length 408 ft Which ship requires more
hull speed 27 KTS horse power at 35 KTS?
CVN65 : ship length 1040 ft
hull speed 43 KTS

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 Wave-Making Resistance (cont)

Reducing Wave Making Resistance (contd)

2) Attaching Bulbous Bow to reduce the bow divergent wave
- Bulbous bow generates the second bow waves .
- Then the waves interact with the bow wave resulting in
ideally no waves, practically smaller bow divergent waves.
- EX :
DDG 51 : 7 % reduction in fuel consumption at cruise speed
3% reduction at max speed.
design &retrofit cost : less than $30 million
life cycle fuel cost saving for all the ship : $250 mil.
Tankers & Containers : adopting the Bulbous
33 bow
 Wave-Making Resistance (cont)

Bulbous Bow

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 Coefficient of Total Resistance

Coefficient of total hull resistance

CT CV CW C A
C F ( 1 K) CW C A
C A: Correlation Allowance
Correlation Allowance
It accounts for hull resistance due to surface roughness,
paint roughness, corrosion, and fouling of the hull surface.
It is only used when a full-scale ship prediction of EHP is made
from model test results.
For model, C A 0 Since model surface is smooth.
For ship, empirical formulas can be used.
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 Other Type of Resistances
Appendage Resistance
- Frictional resistance caused by the underwater appendages
such as rudder, propeller shaft, bilge keels and struts
- 224% of the total resistance in naval ship.
Steering Resistance
- Resistance caused by the rudder motion.
- Small in warships but troublesome in sail boats
Added Resistance
- Resistance due to sea waves which will cause the ship
motions (pitching, rolling, heaving, yawing).

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 Other Resistances

Increased Resistance in Shallow Water

- Resistance caused by shallow water effect
- Flow velocities under the hull increases in shallow water.
: Increment of frictional resistance due to the velocities
: Pressure drop, suction, increment of wetted surface area
Increases frictional resistance
- The waves created in shallow water take more energy from
the ship than they do in deep water for the same speed.
Increases wave making resistance

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 Basic Theory Behind Ship Modeling
Modeling a ship
- It is not possible to measure the resistance of the full-scale ship
- The ship needs to be scaled down to test in the tank but
the scaled ship (model) must behave in exactly same way
as the real ship.
- How do we scale the prototype ship ?
- Geometric and Dynamic similarity must be achieved.

prototype ship
?
model ship

prototype Dimension Model

Speed
38
Force
 Basic Theory behind Ship Modeling
Geometric Similarity
- Geometric similarity exists between model and
prototype if the ratios of all characteristic dimensions
in model and prototype are equal.
- The ratio of the ship length to the model length is typically
used to define the scale factor.
Scale Factor
LS (ft) S : full scale ship
: Length
LM (ft)
M : Model
2 S S (ft 2 )
: Area
S M (ft 2 )
3 S (ft 3 )
: Volume
M (ft 3 )
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 Basic Theory behind Ship Modeling
Dynamic Similarity
- Dynamic Similarity exists between model and prototype
if the ratios of all forces in model and prototype are the
same.
- Total Resistance : Frictional Resistance+ Wave Making+Others
CV f ( Rn ), CW f ( Fn )
RnS RnM , FnS FnM
LSVS LMVM VS VM
,
vS vM gLS gLM
vM LS LM
VM VS , VM VS
vS LM LS
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 Basic Theory behind Ship Modeling
Dynamic Similarity (contd)
- Both Geometric and Dynamic similarity cannot be achieved
at same time in the model test because making both Rn and
Fn the same for the model and ship is not physically possible.

Example
Ship Length=100ft, Ship Speed=10kts, Model Length=10ft
Model speed to satisfy both geometric and dynamic similitude?
LM vM LS
VM VS VM VS
LS vS LM
10 ft 100 ft
10( kts ) 10( kts ) (assume vM vS )
100 ft 10 ft
1( kts ) 100( kts ) 41
 Basic Theory behind Ship Modeling

Dynamic Similarity (contd)

- Choice ?
Make Fn the same for the model.
Have Rn different
Incomplete dynamic similarity
- However partial dynamic similarity can be achieved by
towing the model at the corresponding speed
- Due to the partial dynamic similarity, the following
relations in forces are established.

CWM CWS
CVM CVS
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 Basic Theory behind Ship Modeling
Corresponding Speeds
VS VM
FnS FnM ,
gLS gLM

VS (ft/s) VM (ft/s)

LS (ft) LM (ft)
- Example :
Ship length = 200 ft, Model length : 10 ft
Ship speed = 20 kts, Model speed towed ?
LM 1 1kt.=1.688 ft/s
VM VS VS
LS LS / LM
1 1
VS 20kts 4.47 kts
20 43
 Basic Theory behind Ship Modeling
Modeling Summary
CT CV CW C A CF (1 K ) CW C A
1) CTM CFM (1 K M ) CWM C AM Measured in tank

Froude CWM CTM CFM (1 K ) C AM

Expansion

2) CTS CFS (1 K S ) CWS C AS

3) RTS VS
EHP ( hp ) ( RTS CTS * 0.5 S S SVs 2 )
550
CWS CWM ( FnS FnM , VS / gLS VM / gLM )
CFM , CFS (calculate d)
KS K M (due to scale factor . Calculated or given)
C AM 0 (Model is smooth)
C AS 0 (given, or calculated) 44