THE ANNALS OF DUNAREA DE JOS UNIVERSITY OF GALATI

FASCICLE XI SHIPBUILDING. ISSN 1221-4620

2011

MODEL TESTS ON THE KRISO HULL FOR THE

POWERING PERFORMANCE ASSESSMENT
Oana Marcu

Dan Constantin Obreja

University Dunarea de Jos of Galati,

Faculty of Naval Architecture, Galati, Domneasca
Street, No. 47, 800008, Romania,
E-mail:oana.marcu@ugal.ro

University Dunarea de Jos of Galati,

Faculty of Naval Architecture, Galati, Domneasca
Street, No. 47, 800008, Romania,
E-mail:dan.obreja@ugal.ro

ABSTRACT
The paper presents the experimental results of the propulsion model tests, done on the
KRISO Container Ship (KCS hereafter), at the towing tank of the Faculty of Naval
Architecture from the University Dunarea de Jos of Galati. All measured physical
quantities are depicted in order to provide informations about the propulsive
performances developed by a modern commercial ship with low block coefficient.

Keywords: Kriso Container Ship, model tests, propulsion

1. INTRODUCTION
Providing accurate information about the
propulsive performances developed by a
modern container ship with bulbous bow is
the main objective of the the present study,
wvich describes the experimental results of
the propulsion model tests, which were done
at the towing tank of the Faculty of Naval
Architecture from the University Dunarea
de Jos of Galati, on the Kriso Container
Ship (KCS hereafter).
Widely used as a benchmark ship, KCS
was designed, by the former Korea Research
Institute for Ships and Ocean Engineering
(now MOERI) with the purpose to provide
data for both explication of flow physics and
CFD validation for the class of ships
represented by it. Being a credible reproduction of the contemporary commercial hull
forms, with moderate speed and low bloc
coefficient, KCS is characterized by a
significant bulbous bow, a flat overhang and
a transom stern, as Fig. 1. shows. Chosen as
a subject at the Gothenburg 2000 Workshop
on CFD in ship hydrodynamics, at the CFD
Galati University Press, 2011

Workshop Tokyo 2005 and at the Gothenburg

2010 Workshop, the 3600 TEU container
ship has a generous experimental database.

Fig.1. KCS hull form

Local velocity field and surface pressure
distribution, with or without an operating
propeller, were measured at the Ship
Research Institute of Japan (Fujitsawa et al.
2000; Tsukada et al. 2000), the same institute
at which were performed the self propulsion
tests (Hino, 2005), resistance and free surface
wave pattern measurements were done by
MOERI (Van et al. 1998; Kim et al. 2001),
while data for pitch, heave and added
resistance was made available by FORCE/
DMI (Simonsen et al. 2008).
The present report offers a punctual
insight of the results of the KCS propulsion
tests, which were done at the University
Dunarea de Jos of Galati, the reported
work standing for a better unravel of the

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Author
_______________________________________________________________________________________________

propulsion efficiency of a single screw

container ship.

2. EXPERIMENTAL APPARATUS

2.1. Towing Tank

The towing tank, which hosted all propulsion tests, has the main dimensions of 45
x 4 x 3 meters. The maximum towing speed
of 4 m/s can be achieved by the carriage for a
model with 4 meters length and 200
kilograms mass, the carriage is automatically controlled and uses a performant
system for the acquisition and analysis of the
experimental data.

Fig.2. Components of the experimental

equipment for self propulsion tests
For the propulsion tests, the experimental equipment, shown in Fig. 2., consists of a
self propulsion dynamometer and a dummy
propeller dynamometer which are conected
to a standard distribution gearbox and a drive
motor.

Procedure 7.5-01-01-01 [1]. Fig. 3. presents

the KCS ship model. Table 1 tabulates the
main dimensions of the full and model scale
KCS container ship.
Table1. Main dimensions of the KCS
full
model
Variable
scale
scale
Scale ratio
Speed [Nd]
Froude number
Length over all [m]
Length of waterline [m]
Length between
perpendiculars [m]
Length of waterline [m]
Maximum beam of
Waterline [m]
Depth [m]
Draft [m]
Longitudinal center of
buoyancy measured from
the aft perpendicular [m]
Displacement [m3]
Hull wetted surface [m2]
Block coefficient
Midship section
coefficient

1.0
24
0.26
243.84
232.5

1/65.67
2.96
0.26
3.713
3.54

230.0

3.502

232.5

3.54

32.2

0.49

19.0
10.8

0.289
0.164

111.596

1.699

52030
9424.0
0.6505

0.1837
2.185
0.6505

0.985

0.985

A Wageningen B stock propeller was

fitted to the experimental model at 0.0175L
upstream from the aft perpendicular. Fig. 4.
shows the geometry of the propeller model
while its principal particulars are given in
Table 2.

Fig.3. KCS experimental model

2.2. Experimental Models
The propulsion tests are based on an
1/65.67 experimental model which was built
according with the ITTC Recommended
22

Galati University Press, 2011

THE ANNALS OF DUNAREA DE JOS UNIVERSITY OF GALATI

FASCICLE XI SHIPBUILDING. ISSN 1221-4620
2011

3. METHODOLOGY

Fig.4. Wageningen B propeller

Table2. Main dimensions of the Wageningen
B propeller
full
model
dimension
scale
scale
Scale ratio
1.0
1/65.67
Propeller diameter [m]
7.9
0.1203
Expanded area ratio
0.7
0.75
Pitch ratio
1.0
0.89
Number of blades
5
5
Direction of rotation
left
left
The propeller open water characteristics,
thrust coefficient, kT , torque coefficient, kQ
and propeller open water efficiency, 0 ,
determined during the propeller open water
test, carried at the University Dunarea de
Jos of Galati, are represented in Fig. 5.

Fig.5. Propeller open water characteristics

Galati University Press, 2011

The
propulsion
experimental
methodology is in complete accordance with
the ITTC Recommended Procedure 7.5-0203-01.1 [2], free sinkage and trim conditions
are imposed to the ship model which has no
rudder and no appendages. During the tests,
the propulsion dynamometer measures the
following physical quantities: propeller
thrust, Tm , propeller torque, Qm and
propeller revolution, nm . The resistance
dynamometer measures the external tow
force, Fm .
The propulsion tests are performed at
different propeller revolutions, estimated by
means of preliminary design programs, for
every considered speed. The propulsion data
derived experimentally, namely external tow
force, Fm , thrust, Tm , and torque, Qm , are
to be plotted against nm . Using the diagrams
and imposing the condition given by relation
(1) the rate of revolution corresponding to
the model scale self propulsion point, nm ,
is correctly determined.
A

Fm FD

(1)

is the skin friction correction force

defined by the following expression:
FD

1
2
FD cFD
m vm
S
m
2

(2)

where cF is the skin friction correction

force coefficient, m is the density of the
water, at the measured temperature, vm is the
speed of the carriage and S m is the wetted
surface of the experimental model. The skin
friction correction force coefficient is
calculated with:
D

cFD cFm cFs cF

cFm

(3)

and cF - the frictional resistance

coefficients of the model and of the ship,
obtained with ITTC57.
D

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Author
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The thrust, TmA and the torque QmA
ws t 0.04 ( w m t 0.04)

corresponding to the model scale self

propulsion point are determined by
interpolation, from the Tm f nm and
Qm f nm diagrams, using the nm value.
Applying the subsequent formulas, the value
of the thrust coefficient, kT and the torque
coefficient, kQ , defining the model scale
self propulsion point, are found.

1 k cF cF
s

1 k cF

kTm

kQm
A

Tm A
2
4
m nm

Dm
A

Qm A
2
5
m nm

Dm
A

(4)

(5)

RC FD
TmA

1 t
1 ws

(11)

In order to achieve the final objective of

the propulsion tests the determination of
the propulsion efficiency, D - the
subsequent stages must be completed:
extrapolation of propeller open water
characteristics, determination of the full scale
thrust and torque coefficients, corrected for
the self propulsion condition, kT , kQ
respectively, determination of full scale
propeller revolution, ns , determination of
propeller thrust and torque appropriate for
the self propulsion condition, Ts , Qs .
Propulsion efficiency is computed in
two different ways, applying:
s

Having the results of the propulsion

tests, as well as the outcome of the resistance
test and the propeller open water curves, the
next quantities can be calculated: the model
and full scale thrust deduction factor (6), the
model and full scale relative rotative
efficiency (7), the model and full scale wake
fraction (9), respectively (10) and the full
scale hull efficiency (11).
t 1

(10)

(6)

where RC is a function of the total resistance

of the model, RT , being equal with this one
if the resistance and the propulsion tests are
done at the same temperature.

D1

PE
PD

D2 0S R
H s

(12)
(13)

For the effective power, PE , relation

(14) is considered, whereas the delivered
power , PD , is calculated with (15).

R
kQ0m

kQ0m
kQm

(7)

kT0m

wm 1
v Am

22

v Am
vm

(14)

PD 2
ns Q
S

(15)

Where RT is the total resistance of the

ship and vs is the speed of the ship.
An accurate computation leads to:
s

is determined by applying the thrust

identity analysis, method which involves the
condition that:
kTm

PE RTs vs

(8)

D1 D2

(16)

Following the presented steps propulsion

efficiency of the KCS was correctly
determined.

(9)

is the speed of advance.

Galati University Press, 2011

THE ANNALS OF DUNAREA DE JOS UNIVERSITY OF GALATI

FASCICLE XI SHIPBUILDING. ISSN 1221-4620
2011

4.

EXPERIMENTAL RESULTS

The present paper returns the

experimental results of the propulsion model
tests, which were done on the KCS, at the
towing tank of the Faculty of Naval
Architecture from the University Dunarea
de Jos of Galati. The experimental tests
were performed at 14o C temperature, at five
different speeds, the same speeds that were
considered at the resistance test, five rates of
revolution being covered for every imposed
speed. Tabel 3 depicts the speeds and the
revolutions which were taken into account at
the propulsion tests, whereas Fig. 6. shows
the results of the propulsion tests, namely:
Fm f nm , Tm f nm , Qm f nm .
The resistance test was done at 14 o C
temperature, for the five considered speeds.
The evolution of the total resistance of the
experimental model with the imposed
carriage speed is shown in Fig. 7.
Table 3. Considered speeds and revolutions
for propulsion test
vm [m/s]
nm [rpm]
0.889
450
1.142
550
1.333
650
1.523
850
1.651
1050
Based on the propulsion tests results, on
the propeller open water experimental results
and on the resistance experimental results,
the propeller efficiency could be accurately
determined. Table 4 gives the thrust deduction factor, the relative rotative efficiency, the
full scale wake fraction, and the full scale
hull efficiency. Values for the propulsion
efficiency computed in the two different
ways , are given in Table 5.

Fig.6. The external tow force, Fm , the thrust,

Tm , and the torque, Qm , plotted against
propeller revolution

Fig.6 (cont). The external tow force, Fm , the

thrust, Tm , and the torque, Qm , plotted
against propeller revolution

Galati University Press, 2011

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Author
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5. CONCLUDING REMARKS
The reported work contains the
results of the KCS propulsion tests
which were done at the University
Dunarea de Jos of Galati. All results were
extrapolated according to the the ITTC78
Recommended Procedure.

Acknowledgements
Fig.7. Total resistance of the KCS model
Table 4. Hull propeller interaction
vm

[m/s]
0.889
1.142
1.333
1.523
1.651

ws

0.324
0.261
0.27
0.205
0.226

1.081
0.984
1.018
1.156
1.241

0.303
0.239
0.234
0.188
0.216

0.97
0.971
0.953
0.979
0.988

The research was supported by CNCS

UEFISCDI, project number PNII IDEI
code 790/2008, for which it is greatly acknowledged.

REFERENCES
[1].

[2].

Table 5. Propulsion efficiency

vm [m/s]

D1

D2

0.889
0.526
0.525
1.142
0.549
0.546
1.333
0.581
0.577
1.523
0.674
0.67
1.651
0.702
0.702
In the end, Fig. 8. reproduces the
variation of the delivered power with the
speed of the ship.

[3].

[4].

[5].

[6].
[7].

Fig. 8. Delivered power of the KCS

ITTC Recommended Procedures and

Guidelines 7.5 01.01.01, Ship models,
26th ITTC 2011
ITTC Recommended Procedures and
Guidelines 7.5 02.03.01.1, Testing and
Extrapolation Methods. Propulsion, Performance Propulsion Test, 23rd ITTC 2002
ITTC Recommended Procedures and
Guidelines 7.5 02.03.01.4, Performance,
Propulsion 1978 ITTC Performance Prediction Method, 22nd ITTC 1999
Van, S. H., Kim, W. J., Yim, G. T., Kim, D.
H., Lee, C. J., Experimental Investigation
of the Flow Characteristics Around
Practical Hull Forms, Proceedings 3rd
Osaka Colloquium on Advanced CFD Applications to Ship Flow and Hull Form Design, Osaka, Japan, 1998b
Kim, W. J., Van, D. H., Kim, D. H.,
Measurements of Flows around Modern
Commercial Ship Model, Experiments in
Fluids, Vol. 31, pp 567-578, 2001
Hino, T., Proceedings of CFD Workshop
Tokyo 2005, NMRI report, 2005
Simonsen, C., Otzen, J., Stern, F., EFD
and CFD for KCS heaving and pitching in
regular head waves, Proceedings of the 27th
Symposium on Naval Hydrodynamics, Seul,
Korea, 2008

Paper received on October 15th, 2011

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Galati University Press, 2011