tr’ Varna - Bulgaria, Paper presentect af SSS @ ck. rg der} Jo? [A STATISTICAL RESISTANCE PREDICTION WETHOD ¥ETH ‘A SPEED OBPENDENT FORM FACTOR J. Holteop Maritine Research Institute Netherlands P.0, Box 28, 6700 AA Vageningen, The Netherlands ansteact ‘A. prediction method is presented for the resistance of ‘2 ship on the basis of a regression analysis of experi- ent data. A Froude muaber dependency of the form fac tor vas introduced vith the object’ to improve the accuracy of the prediction. By means of a statistical analysis a tentative subdivi- ‘lon of Reynolds and Froude muuber dependent resistance components, vas derived for speeds belov the main hump ‘ata Froude nuaber of 0-5. At high speeds the form face tor (isk) vas supposed to be 1. ‘The paper also includes formlae for the prediction of effects of bulbous bovs. These formulae vere also Secived by means of a regression analysis. In this analysis pereneters vere Introduced vhich reflect the forvacd sinkage of the ship. A vorked example is given at the end of this paper. soneteuarins 7 Ate expoed eeaneverse fate Ra Neeset Lee ae babes ow fir Tetted"Teanten’erea then eat 3 Breadth & Rodel-abip correlation alovance Gh. Gaettictemt for stili-ale dag cM Block coefficient based on vaterLine Length é Coeffietent of frtetional resistance & Hldship section coeffielent a Prlonatie coefticient based on waterline Jength Cpy-Gpg Palness parameters eEleeEA Stern shape costficiont Waterplone ares coefflcdent FHP Froude nunber"taned on votecline length Fn, Froude mnber based on bulbous boy Iameesion pacaneter Fog rote 'musber based on teanson depth « Acceleration due to gravity ‘, Height of centzotd of tyr above Keel WEny Patameters to account (SF forward sinage Sod bow waver fe HaLE angle of vatertine enteance {degrees} ater Form factors Tskz Appendage resistance factor L Length on the vaterline Teh Longitudinal position of the centre of boovaney . Monber of data in sosple , Bulbous tow tonersion fac BALA etree nip ALTovanes resistanc Te eee at tes ie hE - ee eH seme 1, aerRopuctiax Form (actors vere “inteedveed_shost_ 15 yeare ago in Creevéay toring” tank ‘wprks Acer the Inteouuction fe Took “consldecatle efforts to prove thet the ase of the form factor’ Lek” Smproved. the cecaracy ef the speeds Dover predictions on the sacks of model tests: Extensive modelnahip correlation studies carried out by the ITT “inthe period 1972-1578, {iS]y have shown that the use of 1sk Feduced the dlapecticn in the pover correlation’ coctticients beyond cousty bucsthe differ fice tn. the scatter of the pover corcelailon coetéi~ Stent ‘seeeeccin two. and these: isenaional methods ap- peared “not. to be Anpressive. the form factors used ty these. correlation svusies voce cetetvined Oy means of Frohaska’s. eethod and vere Consiceted to be dntfected by the speeds This iaplies that relther Feoule nosbery nor ‘Reynolds nunbec effete on Lok vere supposed to be Presents "The "small Inprovenent cf the accuracy of the over” prediction by the introduction ot a constant Lak Invconparison to putting ke0, indicates that it vill be ven ore” diffseule to show that snail adaptatfors of the” form factor sathod vill Lead to better predictions by" analysing the cortelation of samples of model teste ha Ship’ eels estas ‘Also in statistical pover prediction methods the fora factor concept has played a certain role because also here the various resistance cesponents are commonlydescribed es a function of their respective governing Daraneters. For the viscous resistance of a ship's Mull the fat ‘plate resistance multiplied ty an empirical form Eactor ds usually” taken as e-g. in [3,4]. Also here Froude mumber and Reynolds number effecte-are Ignored. In this paper a tentative Froude nunber dependency of the forn factor is derived and the results are used In a statistical resistance prediction aethod: This statistical prediction method vas developed by means of regression analysis of the vave resistance for various Froude nusbecs, including effects of bulbous dove. 2. INFLUENCE OF, SPEED ON THE FORK FACTOR 1s recognised on the basis of results of voke sur- that Froude number effects, and probably Reynolds number effects as vell, are present on the form factors Miso geosin tests and model tests in tank water of varying temperature Indicate that lok should probably pot be regacded as a constant. Hovever, until nov a generally accepted. procedure has not cone forvard for erdel-ship extrapolation vith a speed depenéent Corn seatistical checks on correlation data analysed by a method vith a speed dependent form factor,vill probably not show spectacular inprovenents due’ to the spall Froude number ranges covered 1m most comnetcial test programmes and the probably veak and form dependent Reynolds number effects on Isk. Horaover, the seatter in the ship trial data is rather lacge and big samples of correlation data are needed to prove statistically the significance of the Inprovenents of the form Eactor adaptation: Therefore, it vill be extrenely difficult to convin the clients of toving tanks that the introduction of & certain speed dependency in the form factor vill ulti- nately improve the accuracy of the pover predictions. Apart from these considerations there 1 the fundanen= tal question vhether or. not the form factor can be Wweated as a constant. Caleulations, geosin measures ents, vake surveys and scale effects on the extent and the typa of flow separation Indicate that the form factor vill depend on the Reynolds nunber. Despite this evidence there 1s no general trend of influence and probably ynolds number effect on Isk will change fea hall form to hull fora, The Liability to senacs- n is thought to play an important. tole in the » ‘These argunents suggest a Froude number dependency of the form factor as shovn in Fig. 1. In this figure the arbitrary assusption is incorporated te put irkel at ‘speeds beyond the main hump, the nein practical reason for thts simplification being the dgnorance of the low speed form factor of this class of ship vhich has large transom aceas- In principle, the curve shova in Fig. 1 can be estab= Lshed “(rom ‘a sutticiently large sasple of model test results and corresponding ship trial data by minialsing the “deviations betveen predicted and measured propuly sive pecformance. In the present study en alternative ‘spproach vas Colloved, because the sanple of wodel-chip correlation data available at MARIN, vhich is being extended steadily does not yet cover sufficiently the range of high Froude numbers.tion the Instead of optinising the wodel-ship corveloth Ee“3E nasil sedel forthe Cesttance ae opt tance, The fotai aodel rerletance Rivas subdieigel ato the foLLov ing. component Re Rg(LAT KY + Rygy * Bret Py t Be ci : ter = fetetions) ceststance Tir n> fore factor ee aesener eects LE ganar rerporaeainr suet OME far ESOS inmersion fave resistance RR = additional pressure resistance of bulbous boy near the surface The coefficient Y vas varied for s of the Froude numbers and regression analysis of the vave tesistance vas nade in to natch the nurerieal model to the measured Ragpr Bre and Ry vere calculated according to feral Eixed values for each Froude nunber Te stondard deviation ggg between the total measured and calculated wodel restStance vas used to determine te value ‘of ¥ for each Frovde number analysed. Tt te used thats approach LL]. show Sncateect cenit ae wrong paraneters are used in the vegression model. the wave’ reristance,” Moreover, the’ sqppie of Fandon model test. data should be large enough to discern the various “components of viscous and vave resistance. Sor data. of “models of various sizes should preferably be included in the sample: In addition, It is a prerequisite that the vave resis~ tance and the form effect depend on bull form paren eters vilch are statiatically independent. Probably, this 15" not true, In. fig. 2 the standacd deviation betveen measured and calculated resistance gg, 13 shovn for varlous Froude nusbers investigated as"% function Y. the variation of Y shove clear miniaa for most Froude nunbers “examined, particularly at the lovest speeds. "As could” be expected, the choice of the fore factor has a larger effect on the representation of the total cesistonce at speeds vhere the viscous cesistance, 45 “predominant. The curves for a Froude munber of 0-3 and “higher are very flat and hardly give an indication of the most sultable level of ¥. It 1s to be noted that at these high speeds the data sample 1s comparatively seal. In order to investigate the sensitivity of the alnina of the curves of the standard deviation as a function Y sone alternative sets of variables in the regress on nodal of the vave resistance vete investigated for a Limited “nusber” of Froude minders, It appested that diferent combinations "of paraneters led to satin vartation of roughly 0.2 in the f-value vhere the winic nue standard deviation vas found. This sensitivitys.& gether’ vith the seater in the T-optimun values’ as function of the Froude number, iLlustrates that'a 2 Ustical analysis of a sample of tandon model test can only give a tentative Influence of the Froude Au tee on the: form factor: the table belov the standard deviation of the nodel resistance, the value and the mmber of data points in the sample are given. Fa Y [ee @] a ‘0.100 | 0.9300 | 3.09 | aaa o-125 | 019395 | 3.41 | 207 0.150 | 0.9513 | 3.93 | 236 0:200 | 0-950} 3:73 | i67 01250 | o-avea | aan | 192 0-300 | 0.7500 | 6:38 | 151 0.350 | 0.5625 | 7:40 | 112 o.400 | 0.3600 | 4:69 | "75, 0.450 | 0.2846 | 3.59 | 60 0.500 | 0.2200 | 3.17 | 49 0.600 | o:1000 | 2:07 | 45, 0.800 | 0.0000 | 292 | 43 ‘The T-values in the table reflect the sean lee vhich approximates the points of aininur standard deviation. The standard deviation of the nocel resistance of the vhole sample ascunts to 4.4 per cent (nel460). It is noted that in the calculations of the sodel resistance the experinental zero-Froude orm factor vas Used as detersined by means of Prohaska’s procedure. If, hov- fever, this experimental figure vould have been replaced ty a statistical value as obteined by s regression analysis. the standard deviatiors vould have been Iighee, In particular for the lover Froude nuabers. hen Yo and the statistically determined relationship between the Froude number is compared vith the curve shown in the first figuce it is concluded that the re- duction of the form Factor vhich vas expected to ocese lose to the main hump speed of Fn-0.5 42 {ound at much lover Froude numbers. Another conclusion is that” the expected Increase of 1sk at lov Froude numbers is quite odest. Apparently, the best data fit slightly reduced forn factors, Froude nuabers. The statistical evidence for most of these tendencies is, hovever, rather poor. It iz exe pected that a large sample of good corcelation date ViIl show similar effects in'a sore decisive manner, Because nodel-ship correlation studies have not been made it 4s too early to promote the Froude tunber in. fluence as derived being applied in the extrapolation of results of modal experinents. fs attained by using even at the Lovest 3. EFFECTS oF BULBOUS Hows The design of bulbous bovs and the prediction of the effects of a bulbous bov on the resistance is In many cases still a non-raticnal procedure. Efforts to Prove this situation elther concern the use of computer Prograns based on source panel nethods a3 developed by Dawson (see e.g. Raven, [6]) or the systenatic geonct Fieal description and’ classit{eation of experinental results vith derived schenes for the design of bulbous bows, 7]. It is expected that a successful prediction of elfects of a) bulbous bov con not be made on the basis of a very limited nunber of global fore coctfi= cients. The results presented in this section should therefore not be treated as an accurate description of the effects of a bulbous bor, but rather asa first gstination, vhich should be refined and verified by further calculations and model experinents. Attenpts to define optinun bulb parameters on the basis of earlier work on regression, [3,4], have shovn unsatisfactory results in many casas. Antinproveront of the desctip. Hon of the effect of a bulbous bov vas the introdue- tlon of hull form parameters vhich ceflect the forvard stnkage of the ship, [8]. An enpicical formulation has been developed but’ after sone experience vith this method it vas found that strange solutions for soae of the coefficients sed could result, In this empirical nodel_ the effectivendss of the bulbous bov vas Pelated to" tie coertierent ae) Here Aye te the transverse area of the bulb at the sta- tion Were the still vaterline crosses the tery Te ig the forvacd draught, and hy is the height of the fen= told of Agy above the keel”plane. ‘The use of this con efficient 1Bplied that a very seali WIb of almost zero Wansverse area if located just belov the {ree suttace vould be as effective az a lacge tulb vell immersed Because this is inconceivable a different coeificient is nov introdvced to exclude uncenventional combina Uons of bulb design paraneters: G95 = Ayy (C015 B (Tp ~ 5) Here 8 1s the breadth of the ship, while the other Detanaters have the sane neaning as in the other coef. Helent. The reduction of the wave resistance conponent1 supnsed to, depend primary on this coefttctet Chas Beene ‘algg the shops a herentnseee Te ge wWnave sone “effect several experimental deta vith Vacied "bol conflguracions vere eee age tah Sltves were tied to thant deat ree at roe sete anneed hat thee ta'ee option ones ee ay sitcedtenene tnetdiclent "ey aame egiet oF 0 be Teoh, (Ed sodleeed ty ne defence Wee For ip < 22° Cy 4-opt=0.081818 4, and. Bee SEP QUST bsth a. The reduction of the vave resistance vas tentatively related to ip and Cy, dy aeans of a curve fltting proe cess. It ts efasonable to Incorpocate the resulte found in the regression analysis of the vave cesistance for various Froude numbers and” to include in the final analysis also effects of local vaves which are genet ated vhen the bulb is ‘close to the vater surface. ‘The curve fLtting of the Limited number of bulb data Fesulted into the definition of a parameter R. is used in the regression model of the vave te ) ehich Letance. ° 0.718 For 1g¢22° =2.91378 55(1-655/(0.163636 4,))45° foe 5 p22” nyx0.06609620.002555034 14-0.0002129160 12. ) +0.1882394 Cy, +0.005838941 tp Cyy 2 -0.08796235 C3, (provided fy > 0) The additional pressure resistance due to the presence of bulbous bow near the vater surface is detersined from the folloving formula, which is identical to that used in earlier vork: + 0.1 oer(-3 42) soP ake? er (tered) Here, the coefficient Pay vhich accounts for the ener— gence of the bulb and Pay, vbich is the Frovde number based on the teaersion of the bulb, ace determined. In a slightly ditferent manner because nov effects of the forvacd sinkage and the local vave height are taken into consideration. To this end the pacametets he (for- vatd sinkage) and h, the folloving manne: wth a sinimum of hy = Fucther: 4, REGRESSION ANALISIS OF AVE RESISTHICE ‘As discussed in the chapter on the Froude umber in- Eluence on the form factor « regression analysis of the vave resistance vas used In combination with the stare dacd deviation of the total model resistance asa sels tecion to determine the proper value of T. The regres ston analysis of the vave tesistance component vas'ca ried out for a number of fixed values of the Prose umber. Earlier vork on rogression analysis of vave resistance, [3,4], has revealed that the contribution of the varie ous full form coefficients and ratios of main diners sions varies significantly over the speed tange, the ost remarkable changes occucring near the aain me Speed, Also at speeds further beyond the main hunp the signidicance of several hull form paraneters changes and in the semi and Cully planing condition: totally, differant pacaneters govern the magnitude ot the wave resistance, ‘The present analysis vas carvied out for the Frode numbers 0.1; 0.125, 0.15, 0.2, 0.25, 0.3, 0.35, Oi, 0.45, 0.5, 0:6 and 0:8. For several Froude numbers more than one formula vas found in the analysis. It appeared extremely difficult fo Judge the quality of the various formlae becagee, asin ‘most regi Selose data Cit dock it and stable prediction fovsula. In particular, the prospect of som unvanted Limited’ extrapolation " beyond the pataneter, range covered by the data in the sample requires simple and stable formlations. The prediction formula derived for Fas0.45 appeared be unstable and hence 1t vas decided to delete it her Ir ts proposed to deternine the vave resistance et this Froude number by Interpolation. For sone other Froude ‘numbers sore than one formula is given. In these cases At ts suggested to use as prediction formula a veighted combination of the various alternative formulations. In the folloving tables the exponents of the variables used in the regre ¢ given together vith some of the constants. re] one om [es] ea [aesewana amano” | Reaases aren Seas nm -vpeye and the spee test data In the range up to Fne0.5. In the regression analysis of which included the “determination of the fora factor correction factor 1, the vave tesistance reduction face tor "Ry vaz included. As expected, Ry proved to be Sige nitteaht, particularly at" speeds Geil belov the sain thump. It" ts Impossible to deav conclusions on a statis teal basis on the range of speeds vhere a bulbous bow is effective, because the dats sample did not include test data of ship models vith s bulbous bov tested at high speeds. fasta Sate height ave deat Io ise 3a 7 |o.0770877 | o.ogo09s0 by 2 BT Gy (6916.3 Fo oan Lee foamer [oeame [ or vm pew, [ORE : Bred Sy 9 Ag/600 6) wth apee tate 0.01 70:25 Figg Het By 0078 vewwveees | saenacene] a= 0056 Bani (tp = 18 By + hp) Pines gaa, [ane Im these definitions 2 As he breadth, Ty te the fo ssn bab, [a ward draught, L is the length on the vaterline and V is 1.3706 locaresss | .casen 1 felted thet the tovtue for the facratd i Eat | SER tUikage" tas obtained ‘by cegceston aeigsle sf cose oa ee aenL oe oe oar [en cose pia frevenve] vaaveeee] net women |-9:398195 lero" “1.70301 [er ssa The fullness coettictents cpl, cp2, pd am SeCined in the folloving sannec:” “2” SPP and Cré are GPL = Gp 0.0225 eb (0.3 Ap, + 0.2 Agp)/(B T Gy) p2 = (¢p1-0.55)? C93 = 1.05 ~ Gy - 0.6225 1b + 0.3 Hy /CB F Gy) Cd = 1.05 - Cp + 0.15 Apg/CB T Gy) Further: Rye = hag /B T Gy) J) vave resistance calculated with the product formule, 0 In the tables is the vave resistance per unit Uisplacenent veight. For Fae0.6 the veight factors 0.2, 0.4" and 0.4 are suggested for the three focmlee 10 their respective order. For Fne0.6 the weight factors should be 0.4 and 0.6. For Fre0.8 the veight factors 0.75, 0.2 and 0.05 are suggested for the thee formulae in theft respective order. For the determination of the vave reristance at speeds between those for vhich one or more formulae have been given a higher order interpolation process should be Seed. Experience learned that a spline in through the vave resistance divided by the speed to the Uhicd pover yields vave resistance curves vhich agree suffictently in character vith experinentally deter— ined curves. O€ course, this applies only to a coabl- nation “of parameters vhich is vell vithin the range of the data sanple used in the regression analysis. An irregular vave-resistance relationship as a function ‘of ‘the speed points tovards an unusual cosbination of ‘hull form parameters or to a common bull form for vhich the resistance is caleulated at speeds far belov of far beyond the design speed. 5. OTHER RESISTANCE COMPONENTS Fetetional Resistance The frictional resistance Rp te the major part of the total viscous resistance of a ship. Tts magnitude ie determined by the area of the vetted surface S and the coefficient of the frictional resistance Cp. The latter is deterained here by neans of the ITTC-1957 formula, although this tz not = real formulation Eor the drag of fat plates: Cp = 0.075/(?%tog¢any - 2)? where Rn is the Reynolds number based on the lei the vaterline. For the area of the vetted suc face a nev analysis vas made because it vas known that the earlier espitical equation for the vetted surface area, [3], vas not sufficiently accurate in the case of very slender forms vith lov midship section coefficients ‘Aso the incorporation of the transom area at rest ‘andthe stera shape coefficient C-stera have improreé the accuracy stant fieancly Seth = (0.615989 €,500-111639 ce o.000571111 c-ateen + 10.265357 Cpy/Cy)L(2 THB)TGye 3.49538 Ap, + 2a! i © + (14660538 + 0.5839497/6,)Ayy/C; or! e where: Cy = 0-493 + 0.4025 Cy ~ 0.2862 Cy -0.003467 8/T $+ 0:3696 yp, In these formulae Cyp is the vaterplane aces coef ti- cient and Agr ie the'Wransverse bulb area. Further, T is "the Umean®Tdraught and Cy ts the block coefficient. The standard deviation of this formule appeared to be 1.9 per cent. For the coeffictent C-stern the folloving able gives the appropriate values: ‘After body form Gia Barge type forms “25 ox -20 Vishaped’ sections “10 Normal sections 0 U-shaped sections Sor 10 U-shaped sections vith Hogner stern 10 Typleal values of C-stern are shovn in Fig. 3 5.2. Pressure drag caused by transom Imerston The additional pressure drag vhich 12 generated by a transom can be calculated from! 2 Rye O15 0 Age Oy hace Gy = 0:2 (1 = 0.2 Faq) ee Here Pay = WEEE B GS Although this formula seems to exaggerate the addi- tlonal pressure deag of transom type ships of great fullness'no nev formula was derived for this resistance ‘conponent. It is noted that the value of the coetfi- elent” Gy = 0-2 for zero-Froude number agrees vell with data présented Ia [9] for the drag of two-dinensional vedges having an inclination angle of 26 for fn, <5 and for Prt > 5. The form factors as obtained from lov speed sesistance neasurenents by neane of the sethod of Prohaska vere Statistically analyzed. ‘Prior to regression analyeis the. empirical “form factors vere corrected for the ele fect of an Immersed transom if presents To. this purpose Whe model resistance. vas: reduced. ty the calculated additional pressure drag as detersined by mesns of the formulation given in the pyevious paragcaphe ‘The regression analysis learned that the original for- mula for the form factor as published in [4] 1s about the best that can be developed with the available data sonple and set of variables. The addition of sone test results “of “experiments on” aquace Lunes has. provided reasonable form {actor values in very extrene cases. For extremely full foras vith Gp > 0.9 the original prediction equation was extended. ek) 5 0.93 + 0.487138 Cy, (B71) 1+6808 (4130-46106 (111492235693 90 20606, ~0.608267 Gp #09) bq = b (1-Cp46740.06 Cp Leb/(4 Cp-1)) fy =O if, < 0.9 Gq + O-kECy -0.9) ‘and Af cp > 0.9. Band T are the noulded breadth ané deaught, 1 is the’ length on the vaterling, 4s the moulded dis- placenent volume, Cp tz the longitudinal prismatic cou efficient based ‘on™ the Length on the vaterline. In addition, cb is the position of the centre of buoyancy expressed az a percentage of the vaterline length tela {ive “to 1/2 Ly positive values corresponding to pest Mons forvard of 1/2 L. The coefficient Cj, 1s definedCy, = 1+ 0.011 cstern The ‘coefficient Costern has the same meaning as ex- plained earlier. The effect of the Froude numter, the Contribution of the dag of streamlined spp. the influence of the hull roughness should’ b for to determine the total viscous tesistane 2 Vise ARCUTIO + Byys + 0.50 ¥? (Schull » Sapp) cy Mace Y is the Froude nuaber dependent form factor cor- Fection factor as given in the table In section 2, 4. Appendage drag ‘The resistance of streamlined, Elov ot tented appends gan be calculated by means of the lek, factor as intese duced’ in earlier vork on statistical2pover prediction, Although this Is a,cather coarse method, good expece lence vas obtained vith this approach. The published values for Tsk, have been conticmed on several occasions. In sost expatinental programmer onl) the equivalent isk, value could be deteratned, Expert fence” learned that“in sual ‘high speed crate the BEE sured total appendage drag ie geeater than calculated. ‘This suggests the Colloving adaptation and extension of the table of L+k,-values: ‘Approximate Y0k,-values Rudder behind skeg Rudder behind stern [Tvin-secev rudder (slender) [tvin-serev cudder (thick) Shaft brackets Shes Strut bossing Hull bossing Exposed shafts: ‘Angle vith buttocks about 10 degrees} Angle vith buttocks about 20 degrees| Stablliser fins Done Bilge keels ‘The drag of a conbination of these appendages can be determined from: 2 Rapp ~ 0-30 V7 Cok Deg Cp25-anp Were Cp is the frictional resistance coefficient of the hull Tand (irky)o. ds the equivalent appendage resistance factor“dilermined from: (skg)gg = HCC+e,) Soapp)/E S-app ‘The drag of non-streaslined o¢ als-aligned appendages can not be deterained vith this method. 5.5. Hud roughness By considering the elx cesistance asa separate conpo- nent the model-ship correlation allovance Cy is re garded to reflect primarily the effect of the rdughness Of the hull surface. Recent studies have revealed that in the mimerical for~ ulations more than one parameter ic required to char— acterise the roughness 'vhen describing Its effect on the resistence. Nevertheless, the formila in this para graph does not include one single roughness pacanete: ‘The given formula applies to nev-built ships vith a voughness mean anplitude in the order of 150 im over a cutsoft length of 2 inches. Modern painting systens can Produce appreciably less” rough eurfaces (100-120 um) ‘aiid Cy-values vhich are 0.0001 below those according to the given formula ace quite feasible. 0.16 Cy = 0.00566 (L+100)""6 _ 9.002 + 0.003 {O7TS cf c,(0.06-,). where: Cy = T/L LF T/L 0.05 oF Gy 0.08 AE TL > 0.08 is a parameter vhich accounts for the tbibeus “bov, see [3]. For simplicity sake one can take Cy+0.6 for ships vith's bulb and Gel for ships vithout a7 vulb. “In the formula above Lie the length on the As the block coefFleient based and Tp 4s the forvard draught. stance Ry is"determined from: 2 Ry = 0.5 9 V? (Shull + Sapp) cy Ale rested Previous vork on regression analysis of ship resistance ‘and propulsion data Integrated the still ait resistance in the sodel-ship correlation allovance C,. It is theo- etically more justified to distinguish this component explicitly because particularly in high speed ships ‘the ratio of the vetted surface area to the air exposed Ransverse area deviates considerably from Snip to ship. Moreover, Reynolds number effects are itkely to play a certain cole in the effect of hull roughness, but the still air drag vill be dependent merely of the ship speed squared. Folloving the simple cule incorporated in the ITTC-1978 sethod It 1s suggested to deteraise the still air drag Eom 8 ie Mate Cate vere, Cyye = 0:8 foe noceal ships and supecsteuctuces: Fhesgdondlly” o€! the ale ayye de weuahly tes ae U3 ire WORKED EXAMPLE For the folloving hypothetical ship the still vater resistance is calculated for the trial condition: The speed considered here Is 25.826 knets. This corresponds in this case vith a Proule number of Fa=0.6. the main particulars are L = 30.00" gy B = 200m i T= Rey T+ 330m ah ’ = 900 Sapp = 50m? vk = 3 Costern = 0 Gp = 08 Mate + 200 Related coefficients: c= 0.60096 = 0.46875 ty = 14.1728 mw Shull » 62:.02 Sy = 0.000689 op, 0.39951 Resulter Low speed hull form tactor (Lok) + be2Q (024% Ry = (0.4R10.66R02) 9g? Bul = 2.725113 » cuyyl/3y~2 14243 Rd = 3.63607. + (ure2/3)-1-94918 0.776757 Ry + ok Fa, = 4.40908, Rog = 214 ONRye 8-7 AN Y= 0.10 R,(1eTh)= 92.781.0297 © 95.6 ka Rjpp = 224 kw Re 273 aN R= 866 aN 7 17. REFERENCES u Report of the Performance Comittee, 1éth Interna tional Toving Tank Conference, Ottava 1975. [2] Report of the Performance Comittee, 15th Interna- tonal Toving Tank Conference, The Hague 1978. [3] Woltrop, J and Mennen, G.G.J.; An Approximate Power Prediction Method, International Shipbul ding Progress, Vol.29, July 1982. Holtrop, Jui A” Statistical Re-anelysis of Resis~ tance and Propulsion Data, International Shipbuilé— ing Progress, Vol. 31, Novenber 1984. Lindgeen, H. and Dyne, Go; Ship Performance Predic~ ton, Tateraatlonal 5 Technology, Trondheim 1979. Raven, l-C.; Variations on a Thene by Davson, 17th ‘Symposium on Naval Hydrodynamics, The Hague, ‘August-September 1968. 7 Keacht, A.M} Design of Bulbous Bove, SNAME 1978. {| Statistical Predietion of Fropulsive Pover, MARIN Report No. 23, Septenber 1983. , 19] Vatplnski, N:R. and Chow, Wile; Base Pressure As~ soclated 'Vith Incompressible Flow Past Vedges at High Reynolds Mumbers, ASME Journal of Applied Mechanics, Vol. 46, Septenber 1979. 16 ts 6 Fig. 1 aterm =