166

A N A P P R O X I M A T E POWER P R E D I C T I O N M E T H O D

by

J. H o l t r o p * and G.G.J. Mennen*

1. I n t r o d u c t i o n R TR additional pressure resistance o f immersed

I n a recent p u b l i c a t i o n [ 1 ] a statistical m e t h o d was transom stern
presented f o r the determination o f the required pro- R, model-ship correlation resistance.
pulsive power at the i n i t i a l design stage o f a ship. This
m e t h o d was developed t h r o u g h a regression analysis F o r the f o r m factor o f the h u l l the p r e d i c t i o n f o r -
of random model experiments and full-scale data, mula: '
available at the Netherlands Ship Model Basin. Because 1 + ^ j = C l 3 {0.93 + c^^{B ILj^f-''^^''^
the accuracy o f the m e t h o d was reported to be insuf-
ficient when unconventional combinations o f main (0.95 - C ^ r O - ^ l ' t ^ S (1 _ + 0.0225 Icbf-^^^^ }
parameters were used, an attempt was made to extend
the m e t h o d by adjusting the original numerical predic- can be used.
t i o n model t o test data obtained i n some specific cases. I n this f o r m u l a Cp is the prismatic c o e f f i c i e n t based
This adaptation o f the m e t h o d has resulted i n t o a set on the waterline length L and Icb is the l o n g i t u d i n a l
o f p r e d i c t i o n formulae w i t h a wider range o f applica- position o f the centre o f buoyancy f o r w a r d o f Q.5L as
t i o n . Nevertheless, i t should be noticed that the given a percentage o f L. I n the f o r m - f a c t o r f o r m u l a is a
modifications have a tentative character o n l y , because parameter reflecting the length o f the r u n according
the adjustments are based on a small number o f ex- to:
periments. I n any case, the application is Umited to
Lj^lL=\-Cp + 0.06 CplcbliA C p - l )
h u l l f o r m s resembhng the average ship described by
the m a i n dimensions and f o r m coefficients used i n the The c o e f f i c i e n t defined as:
method. = (r/i)°-2228446 ^ h e n TIL > 0.05
The extension o f the m e t h o d was focussed o n i m -
= 4 8 . 2 0 ( 7 / 1 - 0.02)^•''^^ + 0.479948
proving the power p r e d i c t i o n o f high-block ships w i t h
when 0.02 < r / Z < 0.05
l o w Z / Ö - r a t i o s and o f slender naval ships w i t h a com-
plex appendage arrangement and immersed transom = 0.479948 when T/L < 0.02

stems.
In this f o r m u l a T is the average m o u l d e d draught.
Some parts o f this study were carried o u t i n the
The c o e f f i c i e n t c^g accounts f o r the specific shape o f
scope o f the N S M B Co-operative Research programme.
the a f t e r b o d y and is related t o the c o e f f i c i e n t C^j^^j^ ac-
The adaptation o f the m e t h o d to naval ships was
cording t o :
carried o i i t i n a research study f o r the Royal Nether-
c,3 = l + 0 . 0 0 3 C^,,^
lands Navy. Permission t o publish results o f these
studies is g r a t e f u l l y acknowledged. F o r the c o e f f i c i e n t C^j^^^^ the f o l l o w i n g tentative
guidelines are given:
2. Resistance p r e d i c t i o n
Afterbody form '^stern
The t o t a l resistance o f a ship has been subdivided
into: K-shaped sections - 10
N o r m a l section shape 0
[/-shaped sections w i t h
where: Hogner stern + 10

Rp f r i c t i o n a l resistance according to the I T T C -

The wetted area o f the h u l l can be a p p r o x i m a t e d
1957 f r i c t i o n f o r m u l a
well by:
I+ATJ f o r m f a c t o r describing the viscous resistance
o f the h u l l f o r m i n relation to Rp S = Li2T + B) V C ^ ( 0 . 4 5 3 + 0.4425 C^ +
R^PP resistance o f appendages
- 0.2862 C^ - 0.003467 B/T + 0.3696 C^p) +
R^^i wave-making and wave-breaking resistance
Rg additional pressure resistance o f bulbous b o w + 2.38Agj./Cg .
near the water surface
In this f o r m u l a is the midship section coef-
*) Netherlands Ship Model Basin, (Maiin), Wageningen, The Netherlands. f i c i e n t , Cg is the block c o e f f i c i e n t o n the basis o f the
 167

waterline length L, C^^p is the waterplane area coef- c^ = B/L . when 0.11< .Ö/Z < 0.25
f i c i e n t and A^j. is the transverse sectional area o f the
= 0.5 - 0.0625 L/B when B/L > 0.25
bulb at the p o s i t i o n where the still-water surface inter-
sects the stem. C2 = exp(- 1.89 VC3)

The appendage resistance can be determined f r o m : = I-0.8 ApKBTC^)

R
APP = O.SpV^S^pp{l^k,X^Cp I n these expressions is a parameter w h i c h accounts
f o r the r e d u c t i o n o f the wave resistance due t o the ac-
where p is the water density, V the speed o f the ship, t i o n o f a bulbous bow. Similarly, expresses the i n -
S^PP the wetted area o f the appendages, 1 + k.^ the fluence o f a transom stern on the wave resistance. I n
appendage resistance f a c t o r and C „ the c o e f f i c i e n t o f the expression Aj, represents the immersed part o f
r
the transverse area o f the transom at zero speed.
f r i c t i o n a l resistance o f the ship according t o the I T T C -
I n this figure the transverse area o f wedges placed at
1957 f o r m u l a .
the transom chine should be included.
In the Table below tentative 1 + k.^ values are
In the f o r m u l a f o r the wave resistance, F^^ is the
given f o r streamlined flow-oriented appendages. These
Froude number based on the waterline length L. The
values were obtained f r o m resistance tests w i t h bare
other parameters can be determined f r o m :
and appended ship models. I n several o f these tests
turbulence stimulators were present at the leadmg
1.446 C„ -0.03 L/B when L/B < 12
edges t o induce t u r b u l e n t f l o w over the appendages.
\ = 1.446 Cp -0.36 w h e n Z / 5 > 12
A p p r o x i m a t e 1 + /c, values
= 0.0140407 L / r - 1.75254 V ^ ' ' V Z +
rudder behind skeg 1.5 -- 2.0, - 4.79323 -Cjg
rudder behind stern 1.3 -- 1.5
twin-screw balance rudders 2.8 = 8.07981 Cp - 13.8673 + 6.984388 C |
shaft brackets 3.0 when Cp < 0.80
skeg 1.5 -- 2.0 c^g = 1.73014- 0.7067 w h e n Cp > 0.80
strut bossings 3.0
h u l l bossings 2.0 m^= C | exp(-0.1 F-^)
shafts 2.0 --4.0 The coefficient is equal t o - 1.69385 f o r i ^ / V <
stabilizer fins 2.8 512, whereas =O.OforZ,Vv> 1727.
dome 2.7 F o r values o f 512 < Z ^ / V < 1727, is determined
bilge keels 1.4 from:

= - 1.69385 + (L/sj 1 / 3 - 8.0)/2.36

The equivalent 1 + k.^ value f o r a c o m b i n a t i o n o f
appendages is determined f r o m : d=-0.9

The h a l f angle o f entrance i^. is the angle o f the

2^eq yr. waterline at the b o w i n degrees w i t h reference t o the
centre plane b u t neglecting the local shape at the stem.
The appendage resistance can be increased b y the I f ip, is u n k n o w n , use can be made o f the f o l l o w i n g
resistance o f b o w thruster t u n n e l openings according formula:
to:
' = 1 + 89 e x p { - ( i / 5 ) ' ' - 8 0 8 S 6 (1 _ c^^^^.30484

(1 - C ^ - 0.0225 / c ö ) 0 "67(L^/5)0-34574
where d is the tunnel diameter.
(100 y/L^f-^^^°^}
The c o e f f i c i e n t C g ^ ^ ranges f r o m 0.003 t o 0.012. For
openings i n the cylindrical part o f a bulbous b o w the This f o r m u l a , obtained by regression analysis o f over
lower figures should be used. 200 h u l l shapes, yields ip. values between 1° and 90°.
The wave resistance is determined f r o m : The original equation i n [1] sometimes resulted i n
negative ip, values f o r exceptional c o m b i n a t i o n s o f
h u l l - f o r m parameters.
with: The c o e f f i c i e n t that determines the i n f l u e n c e o f the
Cj = 2223105 C 7 " 8 6 1 3 ( r / £ ) 1 07961 ^,-^)-1.37565 bulbous b o w on the wave resistance is d e f i n e d as;

= 0.229577 {B/Lf-^^^^^ when B/L < 0.11 C3 = 0.56 4 - | / { 5 r ( 0 . 3 1 s/AT^+Tp

168

where /7„ is the position o f the centre o f the trans- increase = (0.105 kjl^ - 0.005579)/i
verse area A^j, above the keel line and Tp is the for-
I n these formulae L and are given i n metres.
ward draught o f the ship.
The additional resistance due to the presence o f a
3. Prediction o f propulsion factors
bulbous bow near the surface is determined f r o m :
The statistical p r e d i c t i o n formulae f o r estimating
Rj, = 0.11 e x p ( - 3 P - 2 ) F 3 . 4 - | p ^ / ( l the effective wake f r a c t i o n , the thrust deduction frac-
t i o n and the relative-rotative efficiency as presented i n
where the coefficient is a measure f o r the emer-
[ 1 ] could be i m p r o v e d on several points.
gence o f the bow and F^^^ is the Froude number based
F o r single-screw shipS' w i t h a conventional stern ar-
on the immersion:
rangement the f o l l o w i n g adapted f o r m u l a f o r the wake
Pg =0.56VA^KTp - 1.5 hp) f r a c t i o n can be used:

and
w = cg C j , ^ 0.0661875 + 1.21756 c^^ — ^
= V/^g(Tp - hp - 0.25 s / Z ^ ) + 0.15 T^\ U - J

B 0.09726 , 0.11434
I n a similar way the additional pressure resistance + 0.24558
L{\-Cp^) 0.95-Cp 0.95-Cp
due to the immersed transom can be determined:
+ C,,,^„C^+0.002 c
R 0.5 pV'ApC^ stem
The c o e f f i c i e n t Cg depends on a coefficient Cg defined
The coefficient Cg has been related to the Froude
number based on the transom i m m e r s i o n : as;
Cg = BS/{LDT^ ) when B/T^ < 5
cg = 0 . 2 ( 1 - 0 . 2 F „ ^ ) when F^^j. < 5
or
or
c^=S{lB/T^ - 25)KLD(B/T^ - 3))
cg=0 when F^^p ^ 5 when B/T^ > 5

F^^P has been defined as: CQ = Co w h e n Co < 28

= V/^2gApKB+BC^^p) or
Cg = 3 2 - 16/(Cg - 2 4 ) when Cg > 28
I n this d e f i n i t i o n C^^,p is the waterplane area c o e f f i -
cient. when T^/D<2

The model-ship correlation resistance R^ with

or
R^ =V2pV^SC^ Cji = 0 . 0 8 3 3 3 3 3 ( 7 ^ / i 3 ) 3 + 1.33333
is supposed to describe p r i m a r i l y the e f f e c t o f the h u l l when T./D>2
roughness and the still-air resistance. F r o m an analysis
I n the f o r m u l a f o r the wake f r a c t i o n , Cy is the vis-
o f results o f speed trials, w h i c h have been corrected to
cous resistance c o e f f i c i e n t w i t h Cj^ = (1 + A:) + .
ideal t r i a l conditions, the f o l l o w i n g f o r m u l a f o r the
Further:
correlation allowance c o e f f i c i e n t was f o u n d :
Cp^ = 1.45 C^ - 0.315 - 0.0225 Icb .
C, = 0.006(7: + 1 0 0 ) - ° - i ^ - 0.00205 +
I n a similar manner the f o l l o w i n g approximate f o r -
+ 0.003^/LpJC^ €2(0.04-c^) mula f o r the thrust deduction f o r single-screw ships
w i t h a conventional stern can be applied:
with

when Tp/L ^ 0.04 t=0.00\919 L/{B -BCp^)+ 1.0585 c^^ +

C4 = Tp/L
- 0.00524 - 0.1418 D^liBT) + 0.0015 C^j^^„

C4 = 0.04 w h e n T p / i > 0.04

The c o e f f i c i e n t CJQ is defined as:
I n addition, might be increased t o calculate e.g. B/L when L/B > 5.2
-10
the e f f e c t o f a larger h u l l roughness than standard. T o
this end the ITTC-1978 f o r m u l a t i o n can be used f r o m
Cjo = 0.25 - 0 . 0 0 3 3 2 8 4 0 2 / ( 5 / Z - 0.134615385)
w h i c h the increase o f can be derived f o r roughness
when Z / 5 < 5.2
values higher than the standard figure o f = 150 jum
(mean apparent amplitude): The relative-rotative efficiency can be predicted
 169

well by the original f o r m u l a : Cg 75 is the c h o r d length at a radius o f 75 per cent and

= 0.9922 - 0.05908'Ap/A^ + Z is the number o f blades.

+ 0.07424(C^ - 0.0225 Icb) A C ^ = ( 2 + 4(^^)0 {0.003605 - ( 1 . 8 9 + 1.62

Because the formulae above apply t o ships w i t h a log(co.75//^p))-"}

conventional stern an attempt has been made t o i n - I n this f o r m u l a t/c is the thickness-chordlength ratio
dicate a tentative f o r m u l a t i o n f o r the propulsion fac- and is the propeller blade surface roughness.
tors o f single-screw ships w i t h an open stern as applied For this roughness the value o f = 0.00003 m is
sometimes on slender, fast sailing ships: used as a standard figure f o r new propehers.

w = 0.3Cp + \OCyCg -0.1 T h e chord length and the thickness-chordlength ratio

can be estimated using the f o l l o w i n g empirical f o r -
/ = 0.10 and T)^ = 0 . 9 8 . mulae:

These values are based on o n l y a very l i m i t e d n u m - c^j^ = 2.013(Ap/A^)D/Z

ber o f model data. The influence o f the fullness and
and
the viscous resistance c o e f f i c i e n t has been.expressed
i n a similar way as i n the original p r e d i c t i o n formulae (?/c)o.75= (0.0185 - 0.00125 Z)Dlc^^^ .
f o r twin-screw ships. These original f o r m u l a e f o r t w i n -
The blade area ratio can be determined f r o m e.g.
screw ships are:
Keller's f o r m u l a :
w = 0.3095 Cp + lOCyCp - 0.23 Dls/W
AplA^ =K+(1.3 +0.3 Z)T/(D\p^ +pgh-p^))
t = 0.325 Cp - 0.1885 D/sfBT
I n this f o r m u l a T is the propeller thrust, + pgh is
Vj^ = 0.9737 + 0.11 l(Cp - 0.0225 Icb) + the static pressure at the shaft centre line, p^ is the
vapour pressure and TsT is a constant t o w h i c h the
- 0.06325 P/D
f o l l o w i n g figures a p p l y : 1

AT = 0 t o 0.1 f o r twin-screw ships

4. E s t i m a t i o n o f propeller efficiency
J5r= 0.2 f o r single-screw ships
F o r the p r e d i c t i o n o f the required propulsive power
F o r sea water o f 15 degrees centigrade the value o f
the efficiency o f the propeller i n open-water c o n d i t i o n
p^ - p^ is 99047 N/m^.
has t o be determined. I t has appeared that the charac-
The given p r e d i c t i o n equations are consistent w i t h a
teristics o f most propellers can be approximated w e l l
shafting e f f i c i e n c y o f
b y using the results o f tests w i t h systematic propeller
series. I n [ 2 ] a p o l y n o m i a l representation is given o f
the thrust and torque coefficients o f the B-series and reflect ideal t r i a l conditions, i m p l y i n g ;
propellers. These polynomials are valid, however, f o r a
— no w i n d , waves and swell,
Reynolds number o f 2.10^ and need t o be corrected
— deep water w i t h a density o f 1025 k g / m ^ and a
f o r the specific Reynolds number and the roughness
temperature o f 15 degrees centigrade and
o f the actual propeller. The presented statistical pre-
— a clean h u l l and propeller w i t h a surface roughness
d i c t i o n equations f o r the model-ship correlation al-
according t o m o d e r n standards.
lowance and the propulsion factors are based o n
Reynolds and roughness corrections according t o the The shaft power can n o w be determined f r o m :

I T T C - 1 9 7 8 m e t h o d , [ 3 ] . A c c o r d i n g t o this m e t h o d
the propeller thrust and torque coefficients are cor-
rected according t o :

5. N u m e r i c a l example
^r-ship = ^r-5.senes + ^ ' ^ - ^ ^ The performance characteristics o f a h y p o t h e t i c a l
single-screw ship are calculated f o r a speed o f 25 k n o t s .
The calculations are made f o r the various resistance
-^e-ship= -^e-B-series ^ ^^D 0.25-5:^
components and the p r o p u l s i o n factors, successively.
Here A C ^ is the difference i n drag c o e f f i c i e n t o f the The m a i n ship particulars are listed i n the Table
p r o f i l e section, P is the p i t c h o f the propeller and o n the n e x t page:
170

Main sliip cliaracteristics The calculations w i t h the statistical m e t h o d re-

suited m t o the f o l l o w i n g coefficients and powering
lengtli on waterline L 205.00 m
characteristics listed i n the next Table:
length between perpendiculars 200.00 m
hp
breadth moulded B 32.00 m = 0.2868 = 5.433
PUT
draught moulded on F.P. Tp 10.00 m Cp = 0.5833 RTR
= 0.00 k N
draught m o u l d e d on A.P. TA
10.00 m LR = 81.385 m = 0.04
displacement volume moulded V 37500 m^ Icb = 0.000352
CA
longitudinal centre o f buoyancy 2.02%aftofy2L = 0.5102 RA
= 221.98 k N
^12
transverse bulb area 20.0 m ^ = 1.030 ^total
= 1793.26 k N
"^13
centre o f bulb area above keel hne hp 4.0 m = 1.156 PE
= 23063 k W
midship section coefficient CM
0.980 s = 7381.45 m^ Cy = 0.001963
waterplane area coefficient r 0.750 = 0.001390 = 14.500
WP
transom area 16.0 m ^ = 869.63 k N = 1.250
Rp ^11
w e t t e d area appendages 50.0 m ^ = 1.50 Cpi = 0.5477
^APP 1+^2
stern shape parameter 10.0 = 8.83 k N w = 0.2584
^stern R-APP
propeller diameter D 8.00 m = 0.1561 ^10
= 0.15610
number o f propeller blades Z 4 = 12.08 degrees t = 0.1747
clearance propeller w i t h keel line 0.20 m = 1.398 T = 2172.75 k N
ship speed V 25.0 knots C3 = 0.02119 = 0.7393
= 0.7595 = 0.9931
= 0.9592 = 3.065 m
^0.75
mj = -2.1274 = 0.03524
^/^0.75
= 1.69385 = 0.000956

^2
= -0.17087
References X = 0.6513 F r o m the B-series
= 557.11 k N polynomials:
1. Holtrop, J. and Mennen, G.G.J., 'A statistical power predic-
tion method', International Shipbuilding Progress, Vol. 25, = 0.6261 = 0.18802
October 1978. = 1.5084 n = 1.6594 Hz
2. Oosterveld, M.W.C. and Oossanen, P. van, 'Further computer Fni
= 0.049 k N = 0.033275
analyzed data of the Wageningen B-screw series'. Internation- Rp ^Qo
al Shipbuilding Progress, July 1975. = 0.6461
3. Proceedings 15th ITTC, The Hague, 1978. = 32621 kW
Ps