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 / - 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< ./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

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

A S T A T I S T I C A L R E - A N A L Y S I S O F R E S I S T A N C E AND PROPULSION DATA

by

J . Holtrop*

I . Introduction

In a recent publication [1] a power prediction 1+^j 0.93 + 0.487118 Cj,, ( B / L ) ' ( 7 y i ) 0 ''"s
method was presented which was based on a regression
(L/L^ )0.121563 (^3 )0.364a6( 1 _ q , ) - 0.604247
analysis of random model and full-scale test data.
F o r several combinations of main dimensions and form In this formula B and T are the moulded breadth and
coefficients the method had been adjusted to test draught, respectively, L is the length on the wateriine
results obtained in some specific cases. In spite of these and V is the moulded displacement volume. Cp is the
adaptations the accuracy of the method was found to prismatic coefficient based on the waterline length,
be insufficient for some classes of ships. Especially is defined as:
for high speed craft at Froude numbers above 0.5 the
Lji=L(l -Cp + 0.Q6Cp IcbKACp - 1))
power predictions were often wrong. With the ob-
jective to improve the method the data sample was where Ich is the longitudinal position of the centre of
extended covering wider ranges of the parameters of buoyancy forward of 0.5 i as a percentage of I .
interest. I n this extension of the data sample the The coefficient c^^ accounts for the stem shape. It
published results of the Series 64 hull forms [2] have depends on the stem shape coefficient Cj,^j^ for which
been mcluded. The regression analyses were now based the following tentative figures can be given:
on the results of tests on 334 models. Beside these
analyses of resistance and propulsion properties a
method was devised by which the influence of the Afterbody form c
propeller cavitation could be taken into account. I n Pram with gondola -25
addition some formulae are given by which the effect V-shaped sections -10 1+0.011C
of a partial propeller submergence can tentatively be Normal section sliape 0
U-shaped sections
estimated. These formulae have been derived in a study
with Hogner stem 10
carried out in a M A R I N Co-operative Research pro-
gramme. Permission to publish these results is grate-
fully acknowledged. As regards the appendage resistance no new analysis
was made. F o r prediction of the resistance of the ap-
pendages reference is made to [ 1 ] .
2. Re-analysis of resistance test results
A re-analysis was made of the wave resistance. A
The results were analysed usmg the same sub-divis- new general formula was derived from the data sample
ion into components as used in [ I ] : of 334 models but calculations showed that this new
prediction formula was not better in the speed range
up to Froude numbers of about = 0.5, The results
5^ere:
of these calculations indicated that probably a better
Rp = frictional resistance according to the prediction formula for the wave resistance in the high
l T T C - 1 9 5 7 fomiula speed range could be devised when the low speed data
1 + fcj = form factor of the hull were left aside from the regression analysis.
RjlPP ~ appendage resistance By doing so, the foUowing wave resistance formula
= wave resistance was derived for the speed range F^ > 0.55.
= additional pressure resistance of bulbous
bow near the water surface
Rj-j^ = additional pressure resistance due to
transom immersion where:
R^ = model-ship correlation resistance. c = 6919.3 C ^ i - " ( V / Z , ^ ) 2 - 0 9 " ( / , / 5 _ 2 ) i - ' ' M 9 2

A regression analysis provided a new formula for

= - 7 . 2 0 3 5 ( f i / i ) 0 - 3 2 6 8 6 9 (7-/5)0.605375
the form factor of the hull;

The coefficients c^,c^,d and X have the same definit-

) Maritime Research Institute Netherlands, Wageningen, The Nether-
lands. ion as in [ 1 ] :

* (MARIN, Wageningen, The Netherlantds, Reprintetd from International

Shipbuilding Progress, Volume 31, Number 363)
 = expC-l.SVcj) "If
Rw-A,,^OQF-A){R^_. Rl ,)/l.S
0.55
Cj = (1 -0.8Aj:/(BTC^)
Here R "'-'4 n 4 '^^ '^we resistance prediction for
\ = l A46 Cp-0.03 L/B
when i / f i < 12
0.55 according to the respective formulae.
X = 1.446C^-0.36
No attempts were made to derive new formulations
w h e n / - / > 12
for the transom pressure resistance and the additional
cf = -0.9
wave resistance due to a bulb near the free surface.
C3 = 0 . 5 6 / l ^ f / { 5 n 0 . 3 1 V The available material to develop such formulae is
rather scarce. As regards the height of the centre of
w,, = 0.4 e x p ( - 0 . 0 3 4 F - 3 - 2 9 )
the transverse bulb area it is recommended to obey
C j j = - 1.69385 the upper limit of 0.6 Tp in the calculation of the ad-
wheniVv < 512 ditional wave resistance due to the bulb.

= - 1.69385 + (Z,/V "3 _ 8 ) / 2 , 3 6

3. Re-analysis of propulsion data
when 512 < iVv < 1726.91
The model propulsion factors and the model-ship
wheniVv > 1726.91 correlation allowance were statistically re-analysed
The midship section coefficient and the trans- using the extended data sample. This data sample in-
verse immersed transom area at rest Aj. and the trans- cluded 168 data points of full-scale trials on new built
verse area of the bulbous bow Agj. have the same ships. In the analysis the same structure of the wake
meaning as in [ 1 ] . The vertical position of the centre prediction formulae in [1] was maintained. By the
o f / l ^ ^ above the keel plane is/ig. The value of regression analyses new constants were determined
should not exceed the upper limit of 0.6 T^. which give a slightly more accurate prediction.

Because attempts to derive prediction formulae for A point which has been improved in the wake predict-

the wave resistance at low and moderate speeds were ion formula is the effect of the midship section coef-

only partially successful it is suggested to use for the ficient C^j for full hull forms with a single screw.

estimation of the wave resistance up to a Froude num- The improved formula for single screw ships with a

ber of 0.4 a formula which closely resembles the orig- conventional stem reads:

inal formula of [ 1 ] . The only modification consists

of an adaptation of the coefficient that causes the 0.050776 + 0.93405 c
" (1 'Cp^)i
humps and hollows on the resistance curves. This
formula, which is slightly more accurate than the + 0.27915 c,
original one reads; 2 Vi(i -c^i) ' ^ " ^ 2 "

^w-A = ^1 ('"1 ^ + '"4 c o s ( X F ; 2 ) ) The coefficient depends on the coefficient Cg

with; defined as;
C^ = 2223105 c / ' 8 ' ' 3 ( 7 - / ) 1 . 0 7 9 6 1 ( g o _ , . ^ ) - ) . 3 7 5 6 5
= BS/{LDT^)
c, = 0.229577(fi/i)0""3 when B/T^ < 5

when B/L < 0.11 or

C7 = B/L Cg = S{,1B/T^ -25)KLD{B/T^ -3))

when 0,11 < B/L < 0.25 when B/T^ > 5

Cj = 0.5 - 0 . 0 6 2 5 1 / 5
when B/L > 0.25 when c < 28
m. = 0.0140407 Z , / r - 1.75254 v'^V^ -
Co = 32 - I 6 / ( c - 24)
4.79323 B/L-c^^
when Cg > 28

= 8.07981 C 1 3 . 8 6 7 3 C 2 + 6.984388C/ TJD

"16
when Cp < 0.8 when T^/D<2

= 1.73014 - 0.1061 Cp
when Cp > 0.8 c = 0 . 0 8 3 3 3 3 3 ( 7 ; ^ / i ) 3 + 1.33333
when T^/D>2
in^ ; as in the R^^ formula for the high speed range.
= 0 . 1 2 9 9 7 / ( 0 . 9 5 - C g ) - 0.11056/(0.95 - C ^ )
For the speed range 0.40 < F,, < 0,55 it is suggested
when Co < 0.7
to use the more or less arbitrary interpolation formula: or
 C j , = 0.18567/(1.3571 - q ^ ) - 0.71276 + 0.38648 C^,
when Cp > 0.7

c,= 1 + 0 . 0 1 5 C^,

Cp^ = 1.45 - 0.315 - 0.0225 kb .

The coefficient Cy is the viscous resistance coef-

ficient with

Cy = (1 +A:)C^ + C ,

As regards the thrust deduction of single screw

ships a new formula was devised of comparable ac-
curacy :

; = 0.25014(5/I)0-286(^/^)0.2624 /

/ ( I -Cp +0.0225 lcb)"^^ + 0.0015 C^,^,

For the relative-rotative efficiency an altemative

prediction formula was derived but because its ac-
curacy is not better than that of the original one it is
suggested to use the prediction formula of [ 1 ] :

t)g = 0.9922 - 0.05908/I^/>1^ +

+ 0.07424(C^ - 0.0225 Icb)

For multiple-screw ships and open-stem single-screw

ships with open shafts the formulae of [ 1] were main-
tained.
The model-ship correlation allowance was statis-
tically analysed. It appeared that for new ships under
ideal trial conditions a C j -value would be applicable
which is on the average 91 per cent of the -value
according to the statistical formula of ( 1 ] . Apparent-
ly, the incorporation of more recent trial data has
reduced the average level of C^ somewhat. It is sug-
gested, however, that for practical purposes the origin-
al formula is used.