166

AN APPROXIMATE POWER PREDICTION METHOD

by
1. Holtrop" and G.G.J. Mennen"

I. Introduction R TR additional pressure resistance of immersed

In a recent publication [I] a statistical method was transom stem
presented for the determination of the required pro- RA model-ship correlation resistance.
pulsive power at the initial design stage of a ship. This
method was developed through a regression analysis For the form factor of the hull the prediction for-
of random model experiments and full-scale data, mula:
available at the Netherlands Ship Model Basin. Because l+k =c )o.92497
1 13{O.93+c 12(BIL R
the accuracy of the method was reported to be insuf-
ficient when unconventional combinations 'of main (0.95 - Cp }-o·521448 {1 - Cp + 0.0225 Icb)o.6906}
parameters were used, an attempt was made to extend
the method by adjusting the original numerical predic- can be used.
tion model to test data obtained in some specific cases. In this formula Cp is the prismatic coefficient based
This adaptation of the method has resulted into a set on the waterline length L and lcb is the longitudinal
of prediction formulae with a wider range of applica- position of the centre of buoyancy forward of 0.5L as
tion. Nevertheless, it should be noticed that the given a percentage of L. In the form-factor formula L R is a
modifications have a tentative character• only, because parameter reflecting the length of the run according
the adjustments are based on a small number of ex- to:
periments. In any case, the application is limited to
hull forms resembling the average ship described by
The coefficient c 12 is defined as:
the main dimensions and form coefficients used in the
method. c
12
= (TIL}o.2226446 . when TIL > 0.05
The extension of the method was focussed on im-
c 12 = 48.20( TIL - 0.02)2.078 + 0.479948
proving the power prediction of high-block ships with
low LIB-ratios and of slender naval ships with a com-
when 0.02 < TIL < 0.05
plex appendage arrangement and immersed transom C 12 = 0.479948 when TIL < 0.02
sterns.
In this formula T is the average moulded draught.
Some parts of this study were carried out in the
The coefficient CB accounts for the specific shape of
scope of the NSMB Co-operative Research programme.
the afterbody and is related to the coefficient Cu ern ac-
The adaptation of the method to' naval ships was
cording to:
carried out in a research study for the Royal Nether-
lands Navy. Permission to publish results of these C 13 = I + 0.003 C n ern
studies is gratefully acknowledged. For the coefficient CSle~ the following tentative
guidelines are given:
2. Resistance prediction
Afterbody fonn
The total resistance of a ship has been subdivided
into: V-shaped sections - 10
Normal section shape o
U-shaped sections with
where: Hogner stem + 10
RF frictional resistance according to the [ITe-
The wetted area of the hull can be approximated
1957 friction formula well by:
1+ k 1 form factor describing the viscous resistance
of the hull fonn in relation to R F S=L(2T+Bb/C~(0.453+0.4425 Cs +
•
RA. pp resistance of appendages - 0.2862 CM - 0.003467 BIT + 0.3696 C""p) +
R k' wave-making and wave-breaking resistance
Ra additional pressure resistance of bulbous bow + 2.38 AsTICs .
near the water surface
In this formula CM is the midship section coef-
.) NCUln'WldI Ship Model BuitL, (Mw), Wqcninlcn, The Ncthcrlands. ficient, Cs is the block coefficient on the basis of the
waterline length L. C w» is the waterplane area coef- c7 = BIL when 0.11 < BIL < 0.25
ficient and A BT is the transverse sectional area of the c7 - 0.5 - 0.0625 LIB when BIL > 0.25
bulb at the position where the still-water surface inter-
sects the stem.
c2 - exp(- 1.89 vc)

The appendage resistance can be determined from: Cs - I-O.8A T /(BT CM )

RAP? = 0.5 p VZSAPP(l + kz)eqCF In these expressions c 2 is a parameter which accounts

for the reduction of the wave resistance due to the ac-
where p is the water density, V the speed of the ship, tion of a bulbous bow. Similarly, c 5 expresses the in-
SA pp the wetted area of the appendages, I + k z the fluence of a transom stern on the wave resistance. In
appendage resistance factor and CF the coefficient of the expression AT represents the immersed part of
frictional resistance of the ship according to the IITe- the transverse area of the transom at zero speed.
1957 formula. In this figure the transverse area of wedges placed at
In the Table below tentative 1 + k z values are the transom chine should be included.
given for streamlined flow-oriented appendages. These In the formula for the wave resistance, Fn is the
values were obtained from resistance tests with bare Froude number based on the waterline length L. The
and appended ship models. In several of these tests other parameters can be determined from:
turbulence stimulators were present at the leading
edges to induce turbulent flow over the appendages, = 1.446 Cp - 0.03 LIB when LIB < 12
<: 1.446 Cp - 0.36 when LIB> 12
Approximate 1 + k z values
m l = 0.0140407LIT-1.752S4v l13/L+
rudder behind skeg 1.5 - 2.0 - 4.79323 BIL - c I6
rudder behind stem
twin-screw balance rudders
1.3 -
2.8
1.5
c 16 <: 8.07981 Cp - 13.8673 ct + 6.984388 ct
shaft brackets 3.0 when Cp' < 0.80 .
•
skeg 1.5 - 2.0 c l6 = 1.73014 - 0.7067 Cp when Cp > 0.80
stru t bossings 3.0
hull bossings 2.0
m z = c lS e; exp(-O.1 F;~)
shafts . 2.0 -
•
4.0 The coefficient C IS is equal to - 1.69385 for L 3 /.V <
stabilizer fins 2.8 512,whereasc1S =0.OforL 3/V> J727. .
dome 2.7 For values of 512 < L 3/v .< 1727, c 15 is determined
bilge keels 1.4 from:
c lS = -1.69385 + (L/V 113_.8.0)/2.36
The equivalent I + k z value for a combination of
d = -0.9
appendages is determined from:
The half angle of entrance 'e is the angle of the
1:(1 + kZ)SAfP
(l + k z) =-----:---:.........:.;;.;....:.... waterline at the bow in degrees with reference to the
eq r,SAPP
centre plane but neglecting the local shape at the stem.
The appendage resistance can be increased by the If iE is unknown, use can be made of the following
resistance of bow thruster tunnel openings according formula:
to: if: = 1 + 89 exp {- (LIB )0.80856 (l - C w p )0.30484

(I - Cp - 0.0~~51cb)O.6367(LR IB)0.34574

where d is the tunnel diameter. (100 VIL 3 )0.16302}

The coefficient CBm ranges from 0.003 to 0.012. For
openings in the cylindrical part of a bulbous bow the This formula. obtained by regression analysis of over
lower figures should be used. 200 hull shapes, yields 's values between I" and 90".
The wave resistance is determined from: The original equation in [11 .sometimes resulted in
negative if: values for exceptional combinations of
R w = cl czc s Vpg exp {m l ~ + In z cos(),F; 2)}
hull-form parameters.
with: The coefficient that determines the influence of the
cl = 2223105 c;-78613(TIB)t.07961 (90 - iE )-1.37565 bulbous bow on the wave resistance is defined as:

C
7
= 0.229577 (BIL )0.33333 when BIL < 0.11
168

where 11 8 is the position of the centre of the trans- increase CA = (0.105 k sl /3 - 0.005579)/L 1/3
verse area A S T above the keel line and T F is the for-
In these formulae Land ks are given in metres.
ward draught of the ship.
The additional resistance due to the presence of a
3. Prediction of propulsion factors
bulbous bow near the surface is determined from:
The statistical prediction formulae for estimating •

R8 = 0.11 exp( - 3 Po 2) F:i .41-J. pg/(l + F;) the effective wake fraction, the thrust deduction frac-
where the coefficient PB is a measure for the emer- tion and the relative-rotative efficiency as presented in
gence of the bow and F nl is the Froude number based [J] could be improved on several points.
on the immersion: For single-screw ships with a conventionaJ stem ar-
rangement the following adapted formula for the wake
PB = 0.56.JA Bi/(TF - 1.5 h8 )
fraction can be used:
and L Cv
W = c9 Cv T 0.0661875 + 1.21756 "11 +
F nl = y/Jg(TF - hB - 0.25 JA B T ) + 0.15 y2 A (l - Cp()

In a similar way the additional pressure resistance + 0.24558 j B _ 0.09726 + O.J 1434 +
due to the immersed transom can be determined: L(I - CPl ) 0.95 -Cp 0.95 -CB •

R TR := 0.5 p y 2 A T c6 + 0.75 C.ternCV + 0.002 C.tem

The coefficient c9 depends on a coefficient CB defined
The coefficient '6 has been related to the Froude
as:
number based on the transom immersion:
C = 0.2(1 - 0.2 Fn T ) when Fn T <5 whenB/TA <5
6
or
or
C8 = S(7B/TA - 2S)/(LD(B/TA - 3»
C 6- -0 when Fn T '? 5 whenB/TA >5
Fn T has been defined as: c9 =c 8 when cB < 28
F n T = V/"/2gAr!(B +0 C w p ) or
In this defmition C wp is the waterplane area coeffi- C9 = 32 - 16/(c8 - 24) when c8 > 28
•
cient. c l1 C TA/D when T..(/D <2
The model-ship correlation resistance RA with
or
RA = ~pV2SCA
C ll = 0.0833333(TA /D )3 + L33333
is supposed to describe primarily the effect of the hull when TA/D >2
roughness and the still-air resistance. From an analysis
In the formula for the wake fraction, Cv is the vis-
of results of speed trials, which have been corrected to
cous resistance coefficient with Cv = (l + k) CF + CA'
ideal trial conditions, the following formula for the
Further:
correlation allowance coefficient CA was found:
CP I = 1.45 Cp - 0.31 S - 0.0225 lcb .
CA = 0.006(L + 100)-0.16 - 0.00205 +
In a similar manner the following approximate for-
+ 0.003-1£/7.5 C; c 2 (0.04 - c.. ) mula for the thrust deduction for single-screw ships
with a conventional stem can be applied:
t = 0.001979 L!(B - BCn } + 1.0585 c lO +

or - 0.00524 - 0.1418 D 2/(BT) + 0.0015 C sI ern

c.. = 0.04 when TF/L > 0.04
The coefficient c lO is defined as:
In addition, CA might be increased to calculate e.g. c 10 = 81L when LIB> 5.2
the effect of a larger hull roughness than standard. To
or
this end the ITIC-1978 fonnulation can be used from
which the increase of CA can be derived for roughness C IO = 0.25 - 0.003328402/(B/L - 0.134615385)
values higher than the standard figure of k s := 150 pm when L/B < 5.2
(mean apparent amplitude): The relative-rotative efficiency can be predicted
 169

well by the original formula: C

O. 75
is the chord length at a radius of 75 per cent and
flR ::: 0.9922 - 0.05908 AEIA o + Z is the number of blades.

+ O.074~4(Cp - 0.0225/cb) I:J.CD = (2 + 4( I/C)0.75 ){0.003605 - (1.89 + 1.62

log (cO.75 /kp » - 2.5}
Because the formulae above apply to ships with a
conventional stem an attempt has been made to in- In this formula tic is the thickness-chordlength ratio
dicate a tentative formulation for the propulsion fac- and k p is the propeller blade surface roughness.
tors of single-screw ships with an open stem as applied For this roughness the value of k p = 0.00003 m is
sometimes on slender, fast sailing ships: used as a standard figure for new propellers.
w:::0.3Cs + IOCvCs -0.1 The chord length and the thickness-chordlength ratio
can be estimated using the following empirical for-
t « 0.10 and fl R::: 0.98 . mulae:
These values are based on only a very limited num-
ber of model data. The influence of the fullness and
and
the viscous resistance coefficient has been. expressed
•

in a similar way as in the original prediction formulae (t/C)O.75 = (0.0185 - 0.00125 Z) D/cO.7S'
for twin-screw ships. These original formulae for twin- The blade area ratio can be determined from e.g.
screw ships are : Keller's formula:
w::: 0.3095 CB + 10 CvCs - 0.23 DIvOT" AE/A o = K + (1.3 + 0.3 Z) T/(D 2 (po + pgh - pp»
I::: 0.325 CB - 0.1885 DIvOT
In this formula T is the propeller thrust, Po + pgh is
flR ::: 0.9737 + O.III(Cp - 0.0225lcb) + the static pressure at the shaft centre line, Pp is the
vapour pressure and K is a constant to which the
- 0.06325 P/D following figures apply:
K = 0 to 0.1 for twin-screw ships
4. Estimation ofpropeUer efficiency K = 0.2 for single-screw ships
For the prediction of the required propulsive power For sea water of 15 degrees centigrade the value of
-the efficiency of the propeller in open-water condition 2
Po - Pp is 99047 N/m •
has to be determined, It has appeared that the charac- The given prediction equations are consistent with a
teristics of most propellers can be approximated well shafting efficiency of
by using the results of tests with systematic propeller
flS:::PD/PS = 0.99
series. In [2] a polynomial representation is given of
.
the thrust and torque coefficients of the B-series and reflect ideal trial conditions, implying:
propellers. These polynomials are valid, however, for a
- no wind, waves and swell,
Reynolds number of 2.106 and need to be corrected
- deep water with a density of 1025 kg/m 3 and a
for the specific Reynolds number and the roughness
temperature of IS degrees centigrade and
of the actual propeller. The presented statistical pre-
- a clean hull" and propeller with a surface roughness
diction equations for the model-ship correlation al-
according to modem standards.
lowance and the propulsion factors are based on
Reynolds and roughness corrections according to the The shaft power can now be determined from:
ITTC-1978 method, [3]. According to this method I - t
Ps :::p£ / (flRflofls l - w )
the propeller thrust and torque coefficients are cor-
rected according to:
5. Numerical example
The performance characteristics of a hypothetical
single-screw ship are calculated for a speed of 25 knots.
CO. 75 Z
K O.ship = Ko_a.series - 6CD 0.25 D The calculations are made for the various resistance
components and the propulsion factors, successively.
Here 6CD is the difference in drag coefficient of the The main ship particulars are listed in the Table
profile section, P is the pitch of the propeller and on the next page:
170

Main ship characteristics The calculations with the statistical method re-
suIted into the following coefficients and powering
length on waterline L 205.00 m ... A

characteristics listed in the next Table:

length between perpendiculars Lpp 200.00 m
breadth moulded B 32.00 m, F" =0.2868 Fn T = 5.433
draught moulded on F.P. TF 10.00 m •
Cp =0.5833 Rr R = 0.00 kN •

draught moulded on A.P. TA 10.00 m LR =' 81.385 m c4 = 0.04

displacement volume moulded V 37500 m 3 lcb = - O. 75% ({~~ir~ CA :: 0.000352
longitudinal centre of buoyancy 2.02% aft of ~p~ c 12 :: 0.5102 RA = ~.21.98 kN
transverse bulb area ABr 20.0 m c 13 = 1.030 R tOlal = 1793.26 kN
centre of bulb area above keel line liB 4.0 m 1+ k 1 = 1.156 PE = 23063 kW
midship section coefficient CM 0.980 S ::: 7381.45 m 2 Cv = 0.001963
waterplane area coefficient Cw p 0.750 CF :: 0.001390 c9 = 14.500
transom area 16.0 m 2 RF = 869.63 kN cn = 1.250
AT
wetted area appendages SA pp 50.0 m 2 1+ k 2 = 1.50 Cn = 0.5477
stem shape parameter Cs1cm 10.0 RA pp = 8.83 kN w = 0.2584
propeller diameter D 8.00 m ~7 ::: 0.1561 c lO :: 0.15610 •
•
number of propeller blades Z 4 'E .. 12.08 degrees ( ::: 0.1747
clearance propeller with keel line a.20m Cl ::: 1.398 T .. 2172.75 kN
ship speed V 25.0 knots c3 ::: 0.02119 A£/A o ::: 0.7393
c2 = 0.7595 TlR .. 0.9931
Cs =0.9592 cO•7S :: 3.065 m
m1 = - 2.1274 (!c0.7S =0.03524
c15 =....1.69385 C.CD = 0.000956
m2 = - 0.17087
References >.. :: 0.6513 From the B-series
1. Holtrop, J. and Mennen, G.GJ., 'A statistical power predic- Rw =: 557.11 kN polynomials:
tion method', International Shipbuilding Progress, Vol. 25, Ps "" 0.6261 K Ts ::: 0.18802
October 1978.
2. OoslcrveId. M.W.C. and Oossancn. P. van; 'Further computer r; = 1.5084 n "" 1.6594 Hz
analyzed data of the Wageningen B-screw series' .Jnternatlon- Rs =: 0.049 kN KQo ::: 0.033275
al Shipbuilding Progress, July 1975. 1}o =: 0.6461
3. Proceedings 15th rrrc, The Hague, 1978. Ps = 32621 kW