Resistance calculations for Ships –
Use of Diagrams
Prof. TVK Bhanuprakash
p
Dept of Marine Engineering
A dh U
Andhra University
i it
p
Visakhapatnam - 530003
Guldhammer and Harvald
attempted to coordinate a great
part of the published test data
within
ithin the area that is of
importance in the design of the
merchant ships,
p ,
Guldhammer's and Harvald's Diagrams
g
1. An assembly of published results from towing tests have
b
been coordinated.
di t d
2. The analysis of the collected basis material has been carried
out in the following way.
3. All data have been referred to the model area and the model
resistance (RTm) has been determined as a function of speed
4 The specific total resistance coefficient of the model CTm has
4.
been determined where is the mass
density Vm is the velocity of the model, Sm is the wetted
surface of the model (mean girth x length on waterline)
Guldhammer'ss and Harvald
Guldhammer Harvald'ss Diagrams (contd)
9. CR is expressed as a function of the Froude number
10. The results have been arranged in groups according to length‐
displacement ratio and the prismatic coefficient of the
model.
11 Here
11. is the volumetric displacement and where B is
the breadth, T is the draught and is the mid ship area
coefficient
12. The main diagrams have been drawn giving the mean curves of
CR for the breadth‐draught ratio B/T = 2.5. The diagrams are
shown in figures 5 ‐13
13
Guldhammer's and Harvald's Diagrams (contd)
12. Dotted curves indicate that they have been based either on very
few tests or determined by extrapolation. The uncertainty is
greater in these areas.
13 Uncertainty is also more in and near the areas where the
13.
curves have pronounced humps especially where the slope
b
becomes negative. Small
ll alterations
l in the
h hull
h ll form
f in these
h
areas can considerably influence the CR value.
14. It must also be mentioned that the resistance curves
p
correspond to vessels with a standard form,, that is,, a standard
position of the center of buoyancy, standard B/T, normally
shaped sections,
sections moderate cruiser
cr iser stern and raked stem.
stem
Guldhammer's and Harvald's Diagrams (contd)
15. The Resistance ‘R’ and the effective power ‘PE’ for a new ship
can then be calculated by where the total ship
resistance coefficient is CT = CR + CF + CA where CR = Residual
resistance coefficient which for standard ship can be taken
from diagrams, CF = Frictional resistance coefficient which can
b calculated
be l l d by b or
16. The diagram corresponds to = 1.188 x10‐6 m/s, = 1.025 t/m3
and t = 15oc. For other conditions, we can use
Guldhammer's and Harvald's Diagrams (contd)
17. CA = incremental resistance coefficient, which is a coefficient
correcting for roughness of the surface and scale effect on the
results from the model experiments.
18 In this way CA will depend on the way in which CR and CF are
18.
fixed.
19. Iff the
h ship
h has
h to tow, R must be
b replaced
l d by
b R+F where
h F is the
h
tow rope pull.
20. As ships are generally different from the standard to a greater
or lesser extent,, the following
g corrections g
given in the next
slides must be taken into account
Guldhammer's and Harvald's Diagrams (contd)
B/T
21. Since the diagrams are made for B/T =2.5,
2.5, corrections
must be made if CR is desired for a different B/T.
22 The
22. Th correction
ti may be
b positive
iti or negative.
ti
Guldhammer's and Harvald's Diagrams (contd)
LCB Position
21. The CR curves are intended to correspond to vessels
with LCB near to what is considered best possible
position
iti
22. The optimum LCB is a quantity that is in doubt and the
available literature is confusing.
p
23. The dependence of the ship
p on LCB is however, evident
at higher speeds. (Fig 15).
Guldhammer's and Harvald's Diagrams (contd)
LCB Position (contd)
24 The standard LCB has in this way been defined as a linear
24.
function of the Fn.
25. As no safe dependency on other parameters have been
recorded, the standard LCB is represented in the diagram by a
single line and the shaded area around this line illustrates the
spread
sp ead o
of tthe
eeexamined
a ed material.
ate a
26. As the standard position of LCB is as mentioned earlier,
assumed
d to
t give
i the
th smallest
ll t resistance,
i t all
ll other
th positions
iti i
in
principle must give larger resistances.
Guldhammer's and Harvald's Diagrams (contd): LCB Position (contd)
27. The increase in resistance can be found by multiplying the
deviation of LCB from standard by a factor of
Guldhammer's and Harvald's Diagrams (contd)
LCB Position (contd)
28 The values of the factor may be obtained from Fig 16 which is
28.
valid for the case where LCB is forward of LCB standard.
29. When LCB is aft of the LCB standard, the sources are very
contradictory. and as the tendencies are very slight, no serious
error will be introduced by neglecting the correction in such
cases
cases.
30. The corrected residual resistance coefficient for a ship with
LCB forward
f d off standard
t d d isi consequently
tl determined
d t i d by
b
Guldhammer's and Harvald's Diagrams (contd): LCB Position (contd)
31 The
31. Th hull
h ll form
f d l with
dealt i h in
i Ship
Shi Resistance
R i i the
is h hull
h ll form
f
that was common for merchant ships around 1960. This hull
form has aft perpendicularly placed in the axis of the rudder
stock and the fore p
perpendicular
p in the fore end p
point of the
design waterline. Nowadays various bulbous bows have been
designed.
designed
32. To use the above formulas, L and LCB definitions must be
suitably modified.
Guldhammer's and Harvald's Diagrams (contd): LCB Position (contd)
33 The
33. Th calculation
l l i length
l h L is
i defined
d fi d as the
h length
l h between
b the
h
fore and aft limits of the displacement, that is, the ultimate
length of the submerged part of the hull, LOS according to ITTC
standard.
34. For ships of traditional form with no bulb this is exactly the
waterline length.
length
35. LCB defines the longitudinal position of the centre of
buoyancy as the distance from this point to the midship
section, positive aft of this section.
Guldhammer's and Harvald's Diagrams (contd): LCB Position (contd)
36 The
36. Th midship
id hi section
i isi defined
d fi d as the
h section
i at a distance
di off
48.5% L from the fore limit of the displacement.
37. L is the calculation length described above.
p section thus defined is therefore the midpoint
38. The midship p
between the auxiliary perpendicuars AP1‐FP1.
39 AP1‐FP
39. FP1 for a normal form will coincide with the
perpendiculars defined in the usual way AP – FP.
Definition of L and LCB.
(a) Normal form. Length
of the stern in the
waterline is normally
approximately 3% of
L.
(b) Hull with no sternpost.
AP is often placed in
th endpoint
the d i t off DWL.
DWL
For LCB correction AP1
3% of L before the
endpoint of the
waterline is used.
(c) Hull with stern of
extreme length.
length For
the LCB correction AP1
3% before the
endpoint of waterline
is used.
(d) Hull with bulbous bow,
FP1 is the fore limit of
Figure 17 the displacement
Guldhammer's and Harvald's Diagrams (contd):
H ll Form
Hull F (Sh
(Shape and
d Section
S ti off Bow)
B )
1. As previously stated it is assumed that the resistance curve
applies to a ship having a standard form that is the sections
are neither distinctly U shaped nor V shaped.
2. Therefore in calculating the effective power of a preliminary
ship design,
design it should not normally be necessary to make a
correction for the shape of hull sections.
3. If the sections are extremely U or V shaped, the 103 CR values
may be corrected as follows.
Guldhammer's and Harvald's Diagrams (contd):
H ll Form
Hull F (C td)
(Contd)
4. These corrections cover the speed range Fn = 0.2‐0.25.
5. Furthermore it must be considered that the standard form is
a form with well‐designed lines.
6. It is necessary to alter the lines due to the operating
requirements of the ship,
ship or allowance to power must be
made, it is recommended that CR be increased by 10% and
perhaps 20% or more for non‐optimal lines..
Guldhammer's and Harvald's Diagrams (contd):
H ll Form
Hull F (C td)
(Contd)
7. Concerning the bow, the standard form must be regarded as
having an orthodox non bulbous bow,
8. For a vessel with bulbous bow having ABT/AX >=0.1 (ABT is the
cross sectional area of the bulbous bow at the fore
perpendicular and Ax is the area of the midship section)
9. The following corrections to 103 CR are suggested.
Guldhammer's and Harvald's Diagrams (contd):
H ll Form
Hull F (C td)
(Contd)
10. With ABT/Ax = 0.1 the bulbous bow is rather pronounced.
11. For 0<ABT/Ax the corrections are assumed to be proportional
to the size of the bulb.
12. These corrections are valid for loaded conditions only.
13 At ballast conditions the corrections due to bulbous bow will
13.
give an opposite picture.
14. Full forms ( > 0.7) will show a remarkable decrease in
resistance, the corrections having two to three times these
values whereas the resistance for fine forms (f<0.6) generally
will tend to increase.
Guldhammer's and Harvald's Diagrams (contd):
I
Incremental
t l resistance
i t
1. For many years it has generally been the practice to apply a
correction to the CFS for the ship, in order to include the effect
of the roughness of the surface of the ship, which will never be
model smooth even when brand new and freshly painted.
2 This incremental resistance coefficient for model ship
2.
correlation has often been fixed at CA = 0.0004.
3. More recent experiments show that this cannot be true in all
cases.
Data given in previous section can also be used.
Guldhammer's and Harvald's Diagrams (contd):
A
Appendages
d
1. The correction of CF for appendages is made by simply
increasing CF proportionally to the wetted surfaces of the
appendages.
2. Thus where S is the wetted surface area of the
hull and the S1 is the wetted surface area of the appendages
Guldhammer's and Harvald's Diagrams (contd):
Ai Resistance
Air R i t and
d Steering
St i resistance
i t
1. Air resistance may be determined by use of the data for the
above water structure and the air.
2. The magnitude of the air resistance is however very often of
minor importance and the expenditure of effort in making an
accurate calculation is not justified.
justified
3. Therefore in the absence of any information, it is suggested
that 103CR be corrected by
4. The correction for steering resistance is about
Guldhammer's and Harvald's Diagrams (contd):
S
Service
i Conditions
C diti
1. The given values are in trial condition that is for ideal
conditions as regards winds and waves, deep sheltered water,
and smooth hull.
2. For the mean service condition an extra allowance has to be
made for the resistance and the effective power because of
wind sea erosion and fouling of the hull.
3. This extra allowance is dependent on the shipping route. The
following average allowances (called sea margin or service
margin) on the calculated resistance or effective power are
proposed.
