Resistance and Propulsions of Ships

Course No: NAME 353

Course Teacher
Name: Dr. Muhammad Rabiul Islam
Rank: Major
Position: Instructor Class B
Mobile: 01769024092
Email: mrabi77@yahoo.com
 Introduction to
Resistance and Propulsions of Ships
 Dimensional Analysis
D. A is based on the principle that an equation which
expresses a physical relationship must be dimensionally
homogenous.

In other words, the physical units of all terms at both sides of an

equation must be the same. In general, all physical units can be
expressed by 3 fundamental units, such as mass-length-time or
force-length-time

Buckingham Theory: if there are n dimensional variables

in a physical equation, described by m fundamental
dimensions, they may be grouped into n – m dimensionless
variables.
 Dimensional Analysis
Applying dimensional analysis to the ship resistance problem, the
resistance R could depend upon the following:
(a) Speed, V.
(b) Size of body, which may be represented by the linear dimension, L.
(c) Mass density of fluid, (mass per unit volume)
(d) Viscosity of fluid,
(e) Acceleration due to gravity, g
f) Pressure per unit area in fluid, p

It is assumed that the resistance R can now be written in terms of

unknown powers of these variables:
Dimensional Analysis
 Dimensional Analysis
a  3b  c  d  e  f  1 (1)
b  d  f 1 (2)
 c  d  2e  2 f   2 (3)
We have 6 parameters and 3 eq.s relating
them, thus b  1 d  f ,
c  2  d  2e  2 f , a  2  d  e.
R  f  L2  d  e p1 d  f V 2  d  2 e  2 f  d g e p f 

R   d
    Lg   p 
e f


 f    2  2  ,
1
V L2 2

 LV   V    V  

2
 /    ,  is the dynamic viscosity
&  the kinematic viscosity
Dimensional Analysis
 Dimensional Analysis

R  VL V 
CT   f 

, 

 f  Re,Fr 
1
2  SV 2
  Lg 

When a model and its prototype are geometrically similar

and their two dimensionless coefficients (Re, Fr) are the
same, their resistance coefficients (CT) should be the same.
 The Resistance of a Ship
The resistance of a ship at a given speed is the force required to tow
the ship at that speed in smooth water, assuming no interference
from the towing ship.
If the hull has no appendages, this is called the bare-hull resistance.
The power necessary to overcome this resistance is called the
towrope or effective power and is given by
PE = RTV

where PE = effective power in kWatt (kW)

RT = total resistance in kNewton (kN)
V= speed in m / sec
Again ehp = RTVk
where ehp = effective power in English horsepower
RT = total resistance in lb
Vk = speed in knots

To convert from horsepower to S.I. units

hp (English) x 0.746 = kW
hp (metric) X 0.735 = kW
Speed in knots x 0.5144 = m/sec
 The Total Resistance
This total resistance is made up of a number of different
components, which are caused by a variety of factors and which
interact one with the other in an extremely complicated way. In
order to deal with the question more simply, it is usual to consider
the total calm water resistance as being made up of four main
components.
(a) The frictional resistance, due to the motion of the hull through a
viscous fluid.
(b) The wave-making resistance, due to the energy that must be
supplied continuously by the ship to the wave system created on the
surface of the water.
(c) Eddy resistance, due to the energy carried away by eddies shed
from the hull or appendages.
Local eddying will occur behind appendages such as bossings, shafts
and shaft struts, and from stern frames and rudders if these items
are not properly streamlined and aligned with the flow. Also, if the
after end of the ship is too blunt, the water may be unable to follow
the curvature and will break away from the hull, again giving rise to
eddies and separation resistance.
(d) Air resistance experienced by the above-water part of the main hull
and the superstructures due to the motion of the ship through the
air.

The resistances under (b) and (c) are commonly taken together
under the name residuary resistance.
 Wake pattern generated by a small boat.
A wake is the region of disturbed flow (usually turbulent) downstream
of a solid body moving through a fluid, caused by the flow of
the fluid around the body
 Propeller Behind The Hull Works In
A Wake Field
When the ship is moving, the friction of the hull will create a so called
friction belt or boundary layer of water around the hull. In this friction
belt the velocity of the water on the surface of the hull is equal to that
of the ship, but is reduced with its distance from the surface of the hull.
At a certain distance from the hull and, per definition, equal to the outer
“surface” of the friction belt, the water velocity is equal to zero.

The thickness of the friction belt increases with its distance from the
fore end of the hull. The friction belt is therefore thickest at the aft end
of the hull and this thickness is nearly proportional to the length of the
ship. This means that there will be a certain wake velocity caused by the
friction along the sides of the hull. Additionally, the ship’s displacement
of water will also cause wake waves both fore and aft. All this involves
that the propeller behind the hull will be working in a wake field.
An Eddy Is The Swirling Of A Fluid And The
Reverse Current Created When The Fluid Flows
Past An Obstacle.
The moving fluid creates a space devoid of downstream-
flowing fluid on the downstream side of the object. Fluid
behind the obstacle flows into the void creating a swirl of
fluid on each edge of the obstacle, followed by a short
reverse flow of fluid behind the obstacle flowing upstream,
toward the back of the obstacle. This phenomenon is most
visible behind large emergent rocks in swift-flowing rivers.
Ship Power Estimate
Ship Power Estimate
Ship Power Estimate
COMPONENTS OF THE SHIP POWER ESTIMATE
The
The
The model-ship correlation propeller
totalis
allowance
quasi-propulsive
calm water
coefficient factor,
included as a single-ship correlation (QPC),
resistance is
or ηD, is made up
SCF, applied to the overall made
of upopen
delivered
the of
the hullmore
water,
power. Current practice recommends hull
and
relative
naked rotative
detailed corrections to individual
efficiencies.
resistance, The
hull efficiency is
components of the resistance together with
derived estimate as
the resistance
and to the components(1−t)/(1−w T),
of propeller
of
where t is the
efficiency. thrust deduction
appendages
factor
and and the wTairis
the wake
resistance.
fraction.
COMPONENTS OF THE SHIP POWER ESTIMATE
 Model Tests of Ship Resistance

• Model tests are widely used in the design and study of large
engineering constructions, such as harbor, breakwater, bridge
constructions, and ship buildings.

• A ship model is geometrically similar to its prototype. The size of the

model is usually much smaller than that of the ship.

• Ship model tests are employed to predict the resistance, the

interaction between the hull and the propeller, sea keeping
properties of a ship, etc. Therefore, model tests are very important in
ship design and ship research. Here we focus on model resistance
tests.
Ship Resistance and Model Test

Model resistance tests are usually carried out in a towing tank. A

towing tank is a long and narrow basin. Small towing tanks are about
200-300’ long, 15-30’ wide, 5-9’ deep. Large ones, e.g. U.S. Navy, the
David Taylor Model Basin has a length of 2775’, a width of 51’ and a
depth of 22’.

A ship model (at a fixed displacement and a naked hull (no

appendage, 4-7’ for small towing tank, 12-30’ for large one) is towed
at a constant velocity by a mechanically propelled towing carriage.
The resistance of the model at the constant velocity is recorded by
the instruments on the carriage.

Usually the test is carried at a number of constant velocities, and

a resistance curve is thus obtained.
 V
gL
A typical resistance curve in a model test
A Towing Carriage and A Ship Model
A Towing Carriage
Overview of MarinTek’s Shop Model Tank (Norway)
 Propeller Geometry, Coefficients, Characteristics
Skew
Viewed from aft, the
projected blade outline
is not normally
symmetric about the
generator line but is
given some skew or
throw round to help
clear debris and
improve vibration
characteristics.
With skew, the blade sections meet any wake concentrations in a
progressive manner, with possible reductions in vibration loading. Skew
and rake generally do not have any great effect on performance.
 Modern Propulsion Systems
Fixed pitch propellers (FPP)

 This kind of propellers has traditionally formed the basis of propeller

production;
 They cover the majority proportion of propellers and design types
and sizes ranging from propellers for small powerboats to those for
large tankers and bulk carriers;
 It is easy to manufacture.
 Modern Propulsion Systems
Ducted Propellers
 Modern Propulsion Systems
Ducted propellers

 Ducted propellers consist of two components:

1- An annular duct having an aerofoil cross section;
2- A propeller inside the duct.
 The presence of duct would reduce the pressure forces induced on
the hull;
 This kind of propellers sometimes is referred to as Kort nozzles by
way of recognition of the Kort Propulsion Company’s initial patents
and long association with this type of propeller;
 Propeller efficiency is increased depending upon the propeller
loading;
 A duct protects propeller against damage.
 Modern Propulsion Systems
Contra-Rotating Propellers
 Modern Propulsion Systems
Contra-Rotating Propellers

 This kind of propellers has two coaxial propellers sited one behind
the other and rotating in opposite directions;
 They have the hydrodynamic advantage of recovering part of the slip
stream rotational energy which would otherwise be lost to a
conventional single screw system. This leads to an energy saving
about 15% in power;
 Improved efficiency but higher drag and cost;
 It is usually applied to small outboard units operating at around
1500 to 2000 RPM due to the mechanical problems associated with
longer line shafting systems of larger vessels.
 Modern Propulsion Systems
Overlapping Propellers
 Two propellers are not mounted coaxially but are each located on
separate shaft systems;
 The system has rarely been used in practice;
 Although the propulsion efficiency of this system is higher than a
single propeller, this system causes vibration and cavitations.
 Modern Propulsion Systems
Controllable pitch propellers (CPP)

 The choice of a CPP to a FPP is due to flexibility of its control rather

than propulsion efficiency at service condition;
 CPP provides an extra degree of freedom in its ability to change
blade pitch;
 It is especially used for ferries, tugs, trawlers, and fisheries due to
better manoeuvrability than FPPs.
 Manufacturing cost is very high and it requires more maintenance
and repairment.
 Modern Propulsion Systems
Controllable pitch propellers (CPP)
 The Summary
 The resistance of a ship and its four main components;
 Towrope or effective power and effective horse power;
 Dimensional analysis of resistance of a ship;
 The total resistance coefficient;
 Wake in case of a moving ship;
 Eddy incase of a moving ship;
 Sketch showing the different resistances at different parts of a
vessel with their percentages;
 Definition of powers and efficiencies;
 Sketch showing the generation of forces, velocities, powers and
resistances at different locations of the vessel;
 Description of the overall concept of powering in a vessel with
sketch;
 The Summary
 Description of the factors that drive the improvements of
efficiency of a propeller with necessary table;
 Determining the resistance of a ship based on its model test;
 Requirement for the assessment of marine propulsion system;
 Definitions;
 Parts of estimations of power;
 Flowchart of the ship power estimate.
 CT-01 (02/08/2015)
 The resistance of a ship and its four main components;
 Towrope or effective power and effective horse power;
 Dimensional analysis of resistance of a ship;
 The total resistance coefficient;
 Wake in case of a moving ship;
 Eddy incase of a moving ship;
 Sketch showing the different resistances at different parts of a
vessel with their percentages;
 Definition of powers and efficiencies;
 Sketch showing the generation of forces, velocities, powers and
resistances at different locations of the vessel;
 Description of the overall concept of powering in a vessel with
sketch;
 CT-01 (02/08/2015)
 Description of the factors that drive the improvements of
efficiency of a propeller with necessary table;
 Determining the resistance of a ship based on its model test;
 Requirement for the assessment of marine propulsion system;
 Definitions;
 Parts of estimations of power;
 Flowchart of the ship power estimate.
 CT-02/Assignment (Not Mandatory)
(Equivalent to a 20 Marks Class test)

 Download a suitable software for Propeller Designing;

 Submit a complete report on Propeller Design
combining your theoretical knowledge and your own
propeller.
 CT-02 (23/08/2015)
 Laws of Comparison: Geometrical Similarity, Kinematic
Similarity, Dynamic Similarity;
 Dynamic Similarity in case of Incompressible
Frictionless Fluid And No Free Fluid Surface;
 Three Dimensional Viscous Resistance Formulation;
 Calculation of resistance and effective power by three-
dimensional extrapolation procedure;
 Calculation of resistance and effective power by two
dimensional extrapolation procedure;
 Corresponding Speeds;
 Relation of Residuary Resistance with Displacement;
 Types of modern propulsion systems and
characteristics.
Propeller Geometry (Continued)
If we consider a section of the
propeller blade at a radius with a
pitch angle Φ and pitch P and
imagine the blade to be working in
an unyielding medium, then in
one revolution of the propeller it
will advance from A to A', a
distance P. If we unroll the
cylinder of radius r into a flat
surface, the helix traced out by A
will develop into the straight line
AM, and
Propeller Geometry (Continued)
If the screw is turning at n-revolutions If
the screw is turning at n-revolutions in
unit time, The n in that time it will
advance a distance Pn and we can obtain a
velocity diagram for the section.
In a real fluid, there will be a certain amount
of yielding when the propeller is developing
thrust and the screw will not advance a
distance LM, equal to Pn, in unit time, but
some smaller distance LS, the distance MS
being called the slip, and the ratio MS/ML = sR
is called the real slip ratio and MAS the slip
angle or geometrical slip angle. From Fig. 10,
it is seen that
 Propeller Geometry (Continued)
Face: The side of a propeller blade
which faces downstream during
ahead motion is called face or
pressure side (when viewed from
aft of a ship to the bow the seen
side of a propeller blade is called
face or pressure side).

Back: The side of a propeller blade which faces generally direction of ahead
motion is called back or suction side (when viewed from aft of a ship to the
bow the unseen side of a propeller blade is called back or suction side).

When the propeller rotating the edge piercing water is called leading
edge. When the propeller rotating the edge trailing the leading edge is
called trailing edge.
 Propeller Geometry (Continued)

Where • θ0 is the effective pitch angle of the propeller;

• θnt or θ is the geometric pitch angle of the propeller;
• βi is the hydrodynamic pitch angle;
• α is the angle of attack of section.
Propeller Geometry (Continued)
If the propeller works in a solid medium (has no
slip), i.e. if the water which the propeller
“screws” itself through does not yield (i.e. if the
water did not accelerate aft), the propeller will
move forward at a speed of V = p × n, where n is
the propeller’s rate of revolution.

The similar situation is shown for a corkscrew,

and because the cork is a solid material, the slip
is zero and, therefore, the cork screw always
moves forward at a speed of V = p × n. However,
as the water is a fluid and does yield (i.e.
accelerate aft), the propeller’s apparent speed
forward decreases with its slip and becomes
equal to the ship’s speed V, and its apparent slip
can thus be expressed as p × n – V.
Propeller Geometry (Continued)

It is the angle between the mid-chord

position of a section and the directrix (θs).
• The propeller skew angle (θsp) is defined
as the greatest angle measured at the shaft
centre line which can be drawn between
lines passing from the shaft centreline
through the mid chord position of any two
sections.

The displacement from the

propeller plane to the
generator line in the direction
of the shaft axis is called rake.
 Propeller Outlines and Areas
The area of
the circle
swept out by
the tips of the
blades of a
propeller
diameter (A0
= πD2/4).

Projected Area (Ap )outline: It is the view of the propeller blade that is
actually seen when the propeller is viewed along the shaft centerline
normal to y-z plane (when viewed forward).
 Propeller Outlines and Areas
Expanded
Blade Area (AE):
It is a plotting of
the chord
lengths at their
correct radial
stations about
the directrix.
Such that the
outline is
constructed by
laying off at each radius r, the chord length along a straight line. The outline is
formed by the locus of the end points of the chord lines laid out in the above
manner.
Developed Area (AD): It is a helically based view, but the pitch of each
section has been reduced to zero. The intersection of the blade with the
axial cylinder is rotated along the blade reference line into a plane parallel
to the propeller. The amount of rotation is equal to the pitch angle at every
radius.
 TOTAL RESISTANCE & EFFECTIVE POWER
(2-D Extrapolation Procedure)
A model 5.2 m in length has a total resistance of 67 N when towed at
3.5 knots. The wetted surface area of the model is 4.25 m2. Determine
the total resistance and effective power of a geometrically similar ship
having a length of 131 m at the corresponding speed.[ Use ITTC-'57, 2-
D Extrapolation procedure]. {Basin Temperature 160 C}

The value of the correlation allowance factor CA to be used in

conjunction with two-dimensional extrapolation procedures has not
been analyzed as thoroughly as has been for the three-dimensional
case.
 AIR & WIND RESISTANCE

The "true" wind is termed to be the wind which is due to natural

causes and exists at a point above the sea whether or not the ship is
there. Zero true wind is still air.

The "relative" or "apparent" wind is the vectorial summation of

the velocities and directions of the ship and the true wind
 SHALLOW WATER EFFECTS
The resistance of a ship is quite sensitive to the effects of shallow water
In Schlichting’s method, the effect of lateral restriction is neglected
 SHALLOW WATER EFFECTS
When the shallow water is restricted laterally, as in an estuary, river or
canal, the increase in resistance or the loss of speed will be enhanced
 SHALLOW WATER EFFECTS

The cross-sectional area of the canal 968.3 m2

Wetted Parameter 112.6 m
The maximum cross-sectional area of the ship is 104.0 m2
The girth 30.17 m
SHALLOW WATER EFFECTS
SHALLOW WATER EFFECTS
 SHALLOW WATER EFFECTS

Compare with Schlichting’s method. Find percentage of variation

 CLASS TEST – 04
Date: 04/10/2015
Time: 0800 AM
 The Momentum Theory including Angular Motion;
 Blade Element Theory of Screw Propeller;
 Air & Wind resistance calculation;
 Shallow Water Effect;
 Shallow water with narrow channel effect;
 Cavitation, Cavitation Number, Local Cavitation
Number;
 PROBLEM SOLVING – (CAVITATION)
•A ppr of diameter 5.5m and pitch ratio 1.0 has its axis 4.0m
below the waterline. The ppr has a speed of advance of 7m/s
when running at 120 rpm and produces a thrust of 520 kN.
Determine the expanded blade area ratio of the ppr using the
Burril Cavitation Criterion (c =0.0321+0.38860.7R –
0.198420.7R + 0.050130.7R) for merchant ship propellers.
Given:
 PROBLEM SOLVING – (MOMENTUM THEORY)
•A propeller of 2.0 m diameter produces a thrust of 32.0 kN
when advancing with a speed of 4.5 m/s in sea water.
Determine the power delivered to the propeller, the velocities
in the slipstream at the disc and at a section far astern, the
thrust loading coefficient and the ideal efficiency.

PROBLEM SOLVING – (BLADE ELEMENT THEORY)

•A propeller of diameter 4.0 m has an rpm of 180 when

advancing into sea water at a speed of 6.2 m/s. The element
of the propeller at 0.7R produces a thrust of 200 kN/m.
Determine the torque, the axial and rotational inflow factors
and the efficiency of the element