UNIVERSITY OF KUALA LUMPUR

Malaysian Institute of Marine Engineering Technology

LNB 30203 SHIP RESISTANCE AND PROPULSION

ASSIGNMENT 1

Name

: Anwar Faris Bin Sobri

(56267112212)

Group

: L02

Lecturer

: Mr. Samsol Azhar Bin Zakaria

Table of Contents

1.0 Objective

2.0 Introduction

3.0 Software Equipment

4.0 Vessel Particulars

4.1 Introduction of the topic

4.2 Vessel Data

5.0 Result

5.1 Lines Plan (Autocad)

5.2 Hydrostatics data of the vessel (Maxsurf Stability)

5.3 Hydrostatic by using Maxsurf Resistance Software

5.4 Resistance analysis by using NavCad Software

6.0 Discussion

16

7.0 Conclusion

18

8.0 Recommendation

18

9.0 References

19

LNB 30203 SHIP RESISTANCE AND PROPULSION |

1.0 OBJECTIVES
The objectives that supposed to be achieved:
1) Widens the knowledge and understands more on using Bentley Maxsurf and NavCad
software.
2) Runs analysis and predict the vessel speed and power performance by using the
software related.
3) Obtain the total resistance and the effective power of the vessel.

2.0

INTRODUCTION
Nowadays, the wide-spread use of computers in combination with the increase of

computer power, made simulation a very useful tool in every field of science. The benefits
are simple and can be summarized in the fact that experiments can be done without wasting
great amounts of resources, human labor and time.
To calculate the propulsion power for a ship, the resistance and the total propulsive
efficiency have to be determined with the highest possible accuracy. As empirical methods
are normally used for these calculations, it is worthwhile at least to know the accuracy of the
different elements in the calculation procedures such that the propulsive power can be
predicted in combination with an estimate of the uncertainty of the result.
In the extrapolation of the resistance test result Froudes hypothesis and similarity law
is followed. According to Froudes hypothesis the resistance of a ship (or of its model) can be
split up into two independent components, one (the viscous component) being proportional to
the (friction) resistance of a flat plate of the same length and wetted surface area when towed
at the same speed and another component RW which follows Froudes similarity law. The
proportionality factor between the viscous component and the flat plate resistance is called
the form factor (1+k) because it corrects for the effect of the three dimensional hull form.

LNB 30203 SHIP RESISTANCE AND PROPULSION |

3.0

SOFTWARE EQUIPMENTS

i.

Bentley Maxsurf (Modeler, Stability and Resistance)

ii.

NavCad Software

iii.

Lines Plan Drawing (in AutoCad .dwg)

4.0

VESSEL PARTICULARS
4.1

Introduction of the topic

A transonic hull having a bow, a stern, a longitudinal length there between, side
surfaces extending from the bow to outboard portions of the stern, a lower surface extending
between the side surfaces, the transonic hull having a submerged volume with an
approximately triangular shape in plan view with apex adjacent the bow and a base adjacent
the stern, and an approximately triangular shape in side view when in motion with a base
adjacent the bow and an apex adjacent the stern.
Hydrodynamics theory establishes that wave making resistance of displacement hulls
originate from their body shape, especially from shoulders, midbody, and rear quarter
curvatures of their waterplane at the water-air interface. These curvatures create bow waves,
midbody troughs, and stern waves, which set the hull speed limit when the distance
between bow and stern wave equal the boats length. Above hull speed, resistance grows at a
high exponential rate. Transonic Hull technology eliminates this problem by using a slender
triangular waterplane with apex at the bow, and rectilinear sides, free of curvatures, extending
from bow to a maximum beam at the stern. This shape also generates the sharpest possible
entry angle at the bow.

LNB 30203 SHIP RESISTANCE AND PROPULSION |

4.2

Vessel Data

Figure 1: Transonic Hull lines plan in Maxsurf software

LNB 30203 SHIP RESISTANCE AND PROPULSION |

5.0

RESULT
The prediction of resistance of a vessel in calm water can be obtained through the

software of Maxsurf Modeler, Maxsurf Stability, Maxsurf Resistance and Navcad. By

combining the use of Maxsurf Modeler and Maxsurf Stability, the resistance can be found by
using certain method. In Maxsurf, the hull is recreated by using new NURB surfaces. Then,
the hull is exported into the Maxsurf resistance and to get the hydrostatic data.
On the other side, the combination of Maxsurf Modeler, Maxsurf Stability and
NavCad can produce the effective power resulting from inserting the suitable engine and
propeller to the Transonic Hull. From the hull that has been recreated in the Maxsurf
Modeler, it is exported in the Maxsurf Resistance and Maxsurf Stability to obtain hydrostatic
data to be put into NavCad.

5.1

Lines Plan (AutoCad)

The hull form in the Maxsurf is exported to the Autocad 2013 that are consists of
profile, body plan and plan of the hull. All of them are combined to form a lines plan.

Figure 2: Transonic Hull lines plan in AutoCAD

LNB 30203 SHIP RESISTANCE AND PROPULSION |

5.2

Hydrostatics data of the vessel using Maxsurf Stability

When the designs have been modeled using Maxsurf Modeler, their stability and the
strength characteristics can be assessed using the Maxsurf Stability analysis module. Mazsurf
Stability provides with a range of powerful analysis capabilities to handle all types of stability
and strength calculations. Precise calculations are performed directly from the trimmed
Maxsurf NURB surface model without the offsets or batch file preparation.

Hydrostatics - FSV Transonic Hull AFS

Stability 20.00.02.31, build: 31
Model file: L:\Resistance\FSV Transonic Hull AFS (Highest precision, 63 sections, Trimming on, Skin thickness
not applied). Long. datum: User def.; Vert. datum: Baseline. Analysis tolerance - ideal(worst case): Disp.%:
0.01000(0.100); Trim%(LCG-TCG): 0.01000(0.100); Heel%(LCG-TCG): 0.01000(0.100)
Damage Case - Intact
Fixed Trim = 0 m (+ve by stern)
Specific gravity = 1; (Density = 1 tonne/m^3)
Draft Amidships m
Displacement t
Heel deg
Draft at FP m
Draft at AP m
Draft at LCF m
Trim (+ve by stern) m
WL Length m
Beam max extents on WL m
Wetted Area m^2
Waterpl. Area m^2
Prismatic coeff. (Cp)
Block coeff. (Cb)
Max Sect. area coeff. (Cm)
Waterpl. area coeff. (Cwp)
LCB from zero pt. (+ve fwd) m
LCF from zero pt. (+ve fwd) m
KB m
KG m
BMt m
BML m
GMt m
GML m
KMt m
KML m
Immersion (TPc) tonne/cm
MTc tonne.m
RM at 1deg = GMt.Disp.sin(1) tonne.m
Max deck inclination deg
Trim angle (+ve by stern) deg

1.700
295.4
0.0
1.700
1.700
1.700
0.000
49.415
9.915
343.325
288.662
0.572
0.355
0.636
0.589
17.827
18.614
1.087
1.700
4.535
142.711
3.922
142.097
5.622
143.797
2.887
8.394
20.216
0.0000
0.0000

LNB 30203 SHIP RESISTANCE AND PROPULSION |

5.3 Resistance analysis by using Maxsurf Stability

Maxsurf Resistance will estimate the resistance and power requirements for any
Maxsurf design using industry standard prediction techniques. Calculation methods provided
in Maxsurf Resistance include: Savitsky pre and post planing; Lahtiharju for planing vessels;
Holtrop for fast displacement hulls; Series 60 for large ships; Van Oortmerssen for full form
hulls such as tugs and trawlers; and Delft systematic yacht series for sailing yachts. The
Naval Vessel design is then being tested in the Maxsurf Resistance to calculate the total
resistance (RT) and the effective power (PE). The results are as shown below:

Figure 3: Maxsurf Resistance data

LNB 30203 SHIP RESISTANCE AND PROPULSION |

5.4 Resistance analysis by using NavCad Software

NavCad provides a broad range of estimated values for many data items. While
reviewing the available estimates for a given field, NavCad provides you with the appropriate
range of hull parameters for each estimate. This will help in selecting the most suitable and
accurate choice. The data also been added to NavCad software to calculate the resistance and
the effective power. The results are shown below:

Step 1: Put in all of the condition data in the space provided.

LNB 30203 SHIP RESISTANCE AND PROPULSION |

Step 2: Put in also the vessel data such as shown below.

Step 3: Compute the Vessel Drag of the vessel.

Step 4: Choose the type of method used.

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LNB 30203 SHIP RESISTANCE AND PROPULSION |

11

Step 5: Select analysis window and click calculate resistance.

The graph will be produced.

Figure 3: Total Resistance vs Speed

Figure 4: Power effeciency vs Speed

LNB 30203 SHIP RESISTANCE AND PROPULSION |

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LNB 30203 SHIP RESISTANCE AND PROPULSION |

13

Anwar Faris Sobri

Monohull/Resistance
FSV Transonic Hull AFS

Page 1
20 Mar 2014 11:27 PM
Project: FSV Transonic Hull AFS.nc5

Analysis parameters
[Calc] NTUA
Bare-hull
ITTC
Friction line
Prediction
Technique
[Off]
Align to
[Off]
Align by
0.00045
Correlation allowance
[Off] 0.0
Roughness (mm)
[On] 1.1835
3D form factor
Speed dependent correction [Off]

Appendage
Wind
Seas
Channel
Misc: Margin
Water type
Mass density
Kinematic viscosity

[Calc] Holtrop 1988

[Off]
[Off]
[Off]
[Off]
Standard Salt
1025.86 [kg/m3]
1.1883e-06 [m2/s]

Prediction results
Vel [kts]
16.00
18.00
20.00
22.00
24.00
26.00
28.00
30.00
32.00
34.00

Fn
0.374
0.421
0.467
0.514
0.561
0.608
0.654
0.701
0.748
0.795

Rn
3.42e+8
3.85e+8
4.28e+8
4.71e+8
5.13e+8
5.56e+8
5.99e+8
6.42e+8
6.85e+8
7.27e+8

Cf
0.001757
0.001729
0.001706
0.001684
0.001666
0.001648
0.001633
0.001618
0.001605
0.001593

[Cform]
0.000322
0.000317
0.000313
0.000309
0.000306
0.000302
0.000300
0.000297
0.000295
0.000292

[Cw]
0.005187
0.005026
0.004663
0.004167
0.003610
0.003062
0.002578
0.002198
0.001939
0.001795

Vel [kts]
16.00
18.00
20.00
22.00
24.00
26.00
28.00
30.00
32.00
34.00

Rw/W
0.02139
0.02623
0.03004
0.03248
0.03349
0.03334
0.03256
0.03187
0.03199
0.03343

Rr/W
0.02272
0.02789
0.03206
0.03489
0.03633
0.03663
0.03634
0.03617
0.03684
0.03887

Rbare/W
0.03181
0.03926
0.04595
0.05153
0.05596
0.05948
0.06264
0.06616
0.07074
0.07691

Rw [N]
63505
77889
89211
96455
99458
98995
96677
94628
94983
99264

Rr [N]
67452
82806
95198
103610
107877
108775
107912
107412
109409
115425

Rbare [N] PEbare [kW]

94469
778
116578
1080
136437
1404
153021
1732
166159
2052
176622
2362
186013
2679
196451
3032
210067
3458
228379
3995

Vel [kts]
16.00
18.00
20.00
22.00
24.00
26.00
28.00
30.00
32.00
34.00

Rapp [N]
0
0
0
0
0
0
0
0
0
0

Rwind [N]
0
0
0
0
0
0
0
0
0
0

Rmisc [N]
0
0
0
0
0
0
0
0
0
0

Rtotal [N] PEtotal [kW]

94469
778
116578
1080
136437
1404
153021
1732
166159
2052
176622
2362
186013
2679
196451
3032
210067
3458
228379
3995

Report ID20140320-2327

Anwar Faris Sobri

Monohull/Resistance

Rseas [N] Rchan [N]

0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0

Cr
0.005509
0.005343
0.004976
0.004476
0.003916
0.003364
0.002878
0.002495
0.002234
0.002088

Ct
0.007715
0.007523
0.007132
0.006610
0.006031
0.005463
0.004961
0.004564
0.004289
0.004131

HydroComp NavCad 9.05.0132.NC31.S666

Page 2
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Project: FSV Transonic Hull AFS.nc5
LNB 30203 SHIP RESISTANCE AND PROPULSION |

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FSV Transonic Hull AFS

Hull data
General:
Length between PP
WL bow pt aft FP
Length on WL
Max beam on WL
Max molded draft
Displacement bare
Wetted surface
Chine type
Parameters:
Lwl/B
B/T
Cb
Cws

Ct-based:
49.000 [m] Max section area
0.000 [m] Waterplane area
49.415 [m] Trim by stern
9.923 [m] LCB aft of FP
1.699 [m] Bulb ext fwd FP
302.80 [t] Bulb area at FP
352.336 [m2] Bulb ctr above BL
Round bilge
Transom area
Transom beam
Transom draft
4.9798
Half ent angle
5.8405
Bow shape
0.3543
Stern shape
2.9174
Cx
Cw
LCB/Lpp
At/Ax
Bt/Bx
Tt/T

10.465 [m2]
0.000 [m2]
0.000 [m]
17.826 [m]
0.000 [m]
0.000 [m2]
0.000 [m]
0.004 [m2]
9.922 [m]
0.000 [m]
36.880 [deg]
Average flow [Normal]
Buttock flow [V-shape]
0.6207
0.5887
0.3638
0.0004
0.9999
0.0000

Parameters:NTUA
Fn(Lwl)
0.2...1.1 0.37
Fn-high
0.2...1.1 0.79
Cvol(Lwl)
6.2...8.5 7.42
Lwl/Bwl
4.3...7.5 4.98
Bwl/T
3.2...6.2 5.84
Cb(Lwl)
0.34...0.54 0.35
Appendages
Wetted areas (ex. thruster):
Rudders
Shaft brackets
Skeg
Strut bossing
Hull bossing
Exposed shafts
Stablizer fins
Dome
Bilge keel
Bow thruster diam

0.000 [m2]
0.000 [m2]
0.000 [m2]
0.000 [m2]
0.000 [m2]
0.000 [m2]
0.000 [m2]
0.000 [m2]
0.000 [m2]
0.000 [m]

[Drag coefficient]
[0.000]
[0.000]
[0.000]
[0.000]
[0.000]
[0.000]
[0.000]
[0.000]
[0.000]
[0.000]

Parameters:Holtrop 1988
None given
Report ID20140320-2327

Anwar Faris Sobri

Monohull/Resistance
FSV Transonic Hull AFS

HydroComp NavCad 9.05.0132.NC31.S666

Page 3
20 Mar 2014 11:27 PM
Project: FSV Transonic Hull AFS.nc5

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Environment data
Wind:
Wind speed
Angle off bow
Tran hull area
VCE above WL
Tran superst area
VCE above WL
Total Longl area
VCE above WL
Wind speed
Arrangement

0.00 [kts]
0.000 [deg]
0.000 [m2]
0.000 [m2]
0.000 [m2]
0.000 [m]
0.000 [m2]
0.000 [m]
Free stream
Cargo ship

Seas:
Sig. wave height
Modal wave period

0.000 [m]
0 [sec]

Channel:
Channel width
Channel depth
Side slope
Wetted hull girth

0.000 [m]
0.000 [m]
0.000 [deg]
0.000 [m]

Symbols and values

Fn = Length Froude number
Rn = Reynolds number
Cf = Frictional resistance coefficient
[Cform] = Viscous form resistance coefficient
[Cw] = Wave-making resistance coefficient
Cr = Residuary resistance coefficient
Ct = Total bare-hull resistance coefficient
Rw/W = Wave-making resistance-weight merit ratio
Rr/W = Residuary resistance-weight merit ratio
Rbare/W = Bare-hull resistance-weight merit ratio
Rw = Wave-making resistance component
Rr = Residuary resistance component
Rbare = Bare-hull resistance
PEbare = Bare-hull effective power
Rapp = Additional appendage resistance
Rwind = Additional wind resistance
Rseas = Additional sea-state resistance
Rchan = Additional channel resistance
Rmisc = Miscellaneous resistance
Rtotal = Total vessel resistance
PEtotal = Total effective power
* = Exceeds speed parameter
Report ID20140320-2327

HydroComp NavCad 9.05.0132.NC31.S666

LNB 30203 SHIP RESISTANCE AND PROPULSION |

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6.0 DISCUSSION

From the analysis using NavCAD, the method that suitable for FSV Transonic Hull
AFS is NTUA (National Technical University of Athens).
The resistance of the ship is defined as the force, which opposes the movement of the
ship. Thus, its direction is always opposite to the ships direction. For ahead movement of the
ship the resistance is negative in vice versa. Usually it is calculated in calm water. In this
model, apart from the resistance in calm water, the effect on resistance of maneuvering
through shallow water is considered.
The calculations were done according to the Holtrop method (Holtrop,
Mennen, 1982) (Holtrop, 1984), which is the most frequently used method for such
applications. This method was developed through a regression analysis of random model
experiments and full-scale data. The total resistance of the ship has been subdivided into:

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Where is the water density, u the ships speed, S the wetted area of the ship and CF the
frictional resistance factor. The latter is calculated as (ITTC 1957 formula):

LNB 30203 SHIP RESISTANCE AND PROPULSION |

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7.0

CONCLUSION

The model is successfully recreated through Maxsurf Modeler and then Maxsurf
Resistance (Holtrop Method) in order to determine resistance. It is continued in Maxsurf
Stability and the hydrostatic data has been gained to be put into the NavCad. From the
NavCad, the NTUA method is the most suitable for the FSV Transonic Hull AFS. The
resistance and effective power is successfully gained through NavCad. The engine and
propeller chosen accorded with each other and intersected in the graph.

8.0

RECOMMENDATION

From the result data, it shows that the project is successful by using NTUA method.
This type of vessel is suitable for the vehicles and supply vessel. The total resistance at the
speed of 20 knots is 148 kN. Meanwhile, the total effective power for 20 knots of speed is
equal to 1400 kW.

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9.0

REFERENCE

Book
1)

Ship resistance & Propulsion (Molland, Turnock, Hudson)

Internet

1)

www.ntua.gr index en.html

2)

transonichullcompany.com/

3)

www.marinelink.com/news/article/transonic-hull

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