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the International Journal Volume 8

on Marine Navigation Number 3


http://www.transnav.eu and Safety of Sea Transportation September 2014

DOI:10.12716/1001.08.03.08

Coefficients of Propeller-hull Interaction in


Propulsion System of Inland Waterway Vessels with
Stern Tunnels
J.Kulczyk&T.Tabaczek
WrocawUniversityofTechnology,Wrocaw,Poland

ABSTRACT: Propellerhull interaction coefficients the wake fraction and the thrust deduction factor play
significant role in design of propulsion system of a ship. In the case of inland waterway vessels the reliable
methodofpredictingthesecoefficientsinearlydesignstageismissing.Basedontheoutcomesfrommodeltests
andfromnumericalcomputationsthepresentauthorsshowthatitisdifficulttodetermineuniquelythetrends
in change of wake fraction and thrust deduction factor resulting from the changes of hull form or operating
conditions.
Nowadaystheresistanceandpropulsionmodeltestsofinlandwaterwayvesselsarecarriedoutrarelybecause
of relatively high costs. On the other hand, the degree of development of computational methods enables to
estimatethereliablevaluesointeractioncoefficients. The computations referred to in the present paper were
carriedoutusingtheauthorsownsoftwareHPSDKSandthecommercialsoftwareAnsysFluent

1 INTRODUCTION coefficientthataccountsfortheinfluenceofpropeller
hull hydrodynamic interaction on the efficiency of
For correct design of propulsion system with screw propulsion system. Hull efficiency greater than 1.0
propeller for inland waterway vessel the precise means that there is the beneficial mutual fit of
determination of propellerhull interaction propellerandhull,andincreasestheoverallefficiency
coefficients is required. These coefficients are the ofpropulsionsystem.
wake fraction (denoted with w) and the thrust Errors in determination of values of interaction
deduction factor (denoted with t). The former coefficients in the course of ship design are bad for
coefficient describes the actual inflow velocity to operation of propulsion system in real operating
propeller, that is usually lower than ship speed conditions [8]. The error in determination of wake
becauseofwakebehindtheship.Thelatterdescribes fraction results in errors in advance speed VA and in
the increase in hull resistance due to the suction of open water efficiency of propeller 0. The difference
propeller, and is used to determine the thrust between assumed and actual value of efficiency is
requiredtoachievetheassumedshipspeed.Propeller determinedbythefollowingequation:
thrustatgivenshipspeedisusuallygreaterthanthe
resistanceoftowedshiphull.
do w dw 1 K Q 1 KT 1 (1)
The proportion (1t)/(1w) in naval architecture is J
o 1 w w K Q J KT J J
called the hull efficiency. Actually, it is not the
efficiency in meaning of technology. It is rather the

377
andaffectstheshipspeed: the reliable empirical formulae are missing due to
much less number of model tests carried out in the
dV w dw past..
(2)
V 1 w w Thedeterminationofthrustdeductionfactorbased
on data from model tests or results of numerical
where: computations of ship flow (with operating propeller
0 openwaterefficiencyofpropeller, and without propeller) is straightforward. Using
J advancecoefficientofpropeller, valuesofhullresistanceRandpropellerthrustTthe
w wakefraction, value of thrust deduction factor is calculated
KT thrustcoefficient, accordingtoitsdefinition:t=(TR)/T.
KQ torquecoefficient, Twowakecoefficientsareusedindesignofscrew
V shipspeed. propellers: the nominal wake fraction (in propeller
When w<0.5 the relative error in speed dV/V is disk behind the hull towed without propeller,
smallerthantheerrorinwakefractiondw/w.Positive denotedwithwn)andtheeffectivewakefraction(for
value of dw/w results in higher actual speed. In propeller operating in ship wake, denoted with we).
predictionofshipspeedtheunderestimatedvaluesof Thenominalwakefractionrepresentstheactualmean
wakefractionmaybecomebeneficial,especiallywhen velocity of wake flow in propeller disk Vn. It is
thehighestpossibleshipspeedisthegoalofpropeller defined as proportion wn=(VSVn)/VS, and is
design. determined based on direct measurements or
computations of flow velocity. The effective wake
For seagoing ships there is a number of reliable fraction represents the men inflow velocity to the
empiricalformulaeintheliteraturefordetermination propeller operating in ship wake or, otherwise the
of values of interaction coefficients. Those formulae advance speed of propeller VA. It is defined as
arebasedontheresultsofsystematicmodeltestswith proportion we=(VSVA)/VS, and accounts for the
varioushullforms.Forinlandwaterwayvesselssuch influence of the running propeller on flow in hull
formulae are missing because of lack of systematic boundary layer and wake. Effective wake fraction is
model tests. The effects of water depth, ship speed determined using the magnitudes measured in
(propeller loading) and height of stern tunnel(s) on propulsion test and the open water hydrodynamic
wake fraction and thrust deduction factor have not characteristics of propeller. Performance of propeller
been sufficiently investigated. The outcomes from operatinginshipwake(thrustortorque)iscompared
tests carried out with motor cargo vessel GUSTAW to the performance of the same propeller in open
KOENIGS[1]showthattheeffectofstreaminwater water, with assumption of thrust identity or torque
on wake fraction and thrust deduction factor is also identity, in order to determine advance speed VA.
significant. Thrust identity is usually applied in model tests.
Available outcomes from model tests and results Torqueidentityisappliedtofullscalemeasurements
ofnumericalcomputationsarenotnumerousenough when only torque is measured on propeller shaft.
topredictthevaluesofinteractioncoefficientsreliably Values determined with the assumption of torque
inthecaseofnewlydesignedvesselsorinthecaseof identity may differ considerably from values
variableoperatingconditions. determined with the assumption of thrust identity.
Recommended procedures prepared by the
International Towing Tank Conference [9]
standardize the methodology of determination of
2 DETERMINATIONOFINTERACTION propellerhullinteractioncoefficients.
COEFFICIENTS In the following sections the authors present the
analysis of the influence of operating conditions (i.e.
Wake fraction and thrust deduction factor for given shiploading,waterdepthandshipspeed)andheight
ship are determined using the results of resistance of stern tunnel on propellerhull interaction
and propulsion model tests, the results of numerical coefficientsforinlandwaterwayvessels.Theanalysis
computations,orempiricalformulae. isbasedonoutcomesfrommodeltestsandresultsof
numerical computations. It refers to conventional
Modeltestsaretimeconsumingandexpensive.In
inland waterway cargo ships with stern tunnels
thecaseofinlandwaterwayvesselthecostsofmodel
motorcargovesselsandpushedbargetrainsmadeup
tests are high in comparison to the costs of ship
ofdumbbargescoupledwithapushboat.
design and construction. Therefore they are carried
outrarely.
Numerical computations using the commercial
CFD software provide reliable results, but are also 3 INTERACTIONCOEFFICIENTSFORMOTOR
labourconsumingandrequiretheefficienthardware. CARGOVESSELS
Computationsarealsoexpensive.
Mainparticularsand hull forms of considered motor
Empirical formulae based on outcomes from
cargovesselsarepresentedinTable1andinFigures1
numerousmodeltestsandondatafromoperationof
and2.
real vessels, are commonly used in early design
stages, as well as in realtime control of propulsion ModeltestsofmotorcargovesselBMDUISBURG
system. The methods developed for seagoing ships [3] included the measurements of flow velocity in
are precise enough owing to numerous experimental propellerdiskwithoutpropeller(nominalwake)and
data from model tests. For inland waterway vessels themeasurementsofflowvelocityinplanelocatedin

378
distance 0.4 of propeller diameter in front of assumption of thrust identity as well as torque
operating propeller (Fig. 1). Effective wake fraction identity, in wide range of ship speed, for the vessel
was determined with assumption of thrust identity. sailingalone(solo)andcoupledwithasingledumb
Testswerecarriedoutatvariousoperatingconditions barge (kombi). Model tests of OBM in both
(shipdraught,waterdepthandshipspeedseeTable arrangements were also reproduced in numerical
1). computations [7]. Tests and computations were
carried out at two values of draught, in deep and in
Conventionalresistanceandpropulsiontestswere shallow (h/T=1,56) water. Results are presented in
carried out with motor cargo vessel OBM [2]. Table2.
Effective wake fraction was determined with the


Figue1.HullformofmotorcargovesselBMDUISBURG


Figue2.HullformofmotorcargovesselOBM

Table1.Mainparticularsandoperatingconditionsofmodelships,[3],[2]
__________________________________________________________________________________________________
Vessel BMDUISBURG OBM
Scale 1:12.5 1:16
LWL[m] 6.604 6.760 6.768 6.604 4.239 4.329
B[m] 0.757 0.757 0.757 0.757 0.558 0.558
T[m] 0.200 0.224 0.256 0.200 0.100 0.148
CB[] 0.874 0.875 0.876 0.874 0.876 0.899
h[m] 0.40 0.28 0.156 0.156
V[m/s] 1.336 1.267 1.171 1.100 0.417 0.417
Propellers
type screwpropeller ductedpropellerKa455
D[m] 0.120 0.0813
P/D[] 0.65 0.90
A E/AO[] 0.56 0.55
__________________________________________________________________________________________________

379
Table2.Resultsofmodeltestsandnumericalcomputations
__________________________________________________________________________________________________
Vessel BMDUISBURG OBM
Scale 1:12.5 1:16
T[m] 0.200 0.224 0.256 0.200 0.100
h[m] 0.40 0.28 0.156
h/T 2.00 1.79 1.56 1.40 1.56
V[m/s] 1.336 1.267 1.171 1.100 0.417 0.556 0.695
Fnh 0.67 0.64 0.59 0.66 0.34 0.45 0.56
n[rps] 26.22 26.10 26.00 25.80
Coefficientsofpropellerhullinteraction
Test wn 0.276 0.245 0.232 0.438
weT 0.27 0.23 0.20 0.26 0.143 0.054 0.020
weQ 0.685 0.2462 0.1565
wzp 0.09 0.06 0.01 0.11
t 0.245 0.270 0.270 0.292 0.320 0.274 0.244
Comput.wn 0.223 0.220 0.217 0.234 0.335 0.332 0.312
Fluent we
wzp 0.383 0.309 0.260 0.276 0.304 0.382 0.391
t 0.267 0.243 0.262 0.288 0.345 0.326 0.353
Comput.wn 0.234 0.240 0.300 0.322 0.275 0.270 0.270
HPSDKwe 0.172 0.200 0.258 0.213
wzp 0.126 0.161 0.211 0.148
t
__________________________________________________________________________________________________
weT - effective wake fraction based on thrust identity
weQ - effective wake fraction based on torque identity
wzp = (VS-Vzp)/VS where Vzp denotes the mean velocity in front of operating propeller, and VS is the corresponding ship speed

wzp = (VS-Vzp)/VS where Vzp denotes the mean velocity in front of operating propeller, and VS is the corresponding ship speed

OBM OBM : T=1.60m, deep water

0,2 0,2

0,15 0,15

0,1 T=1.60m, deep w. 0,1 'solo'


T=2.36m, deep w.
'kombi'
we

0,05
we

0,05 T=1.60m, h=2.5m

0 0
0 5 10 15 20 0 5 10 15 20
-0,05 -0,05

-0,1 -0,1
VS [km/h] VS [km/h]

OBM OBM : T=1.60m, deep water

0,6 0,6

0,5 0,5

0,4 0,4
T=1.60m, deep w. 'solo'
0,3 0,3
T=2.36m, deep w. 'kombi'
0,2 T=1.60m, h=2.5m 0,2
t
t

0,1 0,1

0 0

-0,1 0 5 10 15 20 -0,1 0 5 10 15 20

-0,2 -0,2

VS [km/h] VS [km/h]

OBM : T=2.36m, deep water
Figure3.Wakefraction(weweT)andthrustdeductionfactor
(t)formotorcargovesselOBM(inmodelscale) 0,2

0,15

0,1 'solo'
'kombi'
we

0,05

0
0 5 10 15 20
-0,05

-0,1
VS [km/h]

380
OBM : T=2.36m, deep water
vesselOBMsailingalone(solo)andcoupledwithasingle
dumbbarge(kombi)
0,6
0,5
0,4 BM-DUISBURG
0,3 'solo'
'kombi' 0,3
0,2
t

0,1 0,25

0 0,2

-0,1 0 5 10 15 20

we
0,15
-0,2
0,1
VS [km/h]
0,05
OBM : T=1.60m, h=2.5m 0
2 2,5 3 3,5
0,2
T [m]
0,15
BM-DUISBURG
0,1 'solo'
'kombi' 0,3
we

0,05
0,25
0
0 5 10 15 20 0,2
-0,05
0,15

t
-0,1
0,1
VS [km/h]
0,05

OBM : T=1.60m, h=2.5m 0


2 2,5 3 3,5
0,6
T [m]
0,5
0,4
Figure6.Theeffectofshiploading(shipdraught)onwake
0,3 'solo'
'kombi'
fraction(we)andthrustdeductionfactor(t)formotorcargo
0,2 vesselBMDUISBURGatconstantdepthofwaterh=5.0m(in
t

0,1 modelscale)
0
-0,1 0 5 10 15

-0,2 BM-DUISBURG
VS [km/h]
0,3

Figure 4. Comparison of wake fraction (weweT) and thrust 0,25


deduction factor (t) for motor cargo vessel OBM sailing 0,2
alone (solo) and coupled with a single dumb barge
we

0,15
(kombi)
0,1

0,05

OBM 'soko' 0
2 3 4 5 6
0,7
h [m]
0,6
weT, T=1.60m, deep w.
0,5 BM-DUISBURG
weT, T=2.36m, deep w.
0,4 weT, T=1.60m, h=2.5m
weQ, T=1.60m, deep w. 0,35
we

0,3 weQ, T=2.36m, deep w.


weQ, T=1.60m, h=2.5m 0,3
0,2
0,25
0,1
0,2
0
t

0,15
-0,1 0 5 10 15 20

VS [km/h] 0,1

0,05
OBM 'kombi' 0
2 3 4 5 6
0,7
h [m]
0,6
weT, T=1.60m, deep w.
0,5
weT, T=2.36m, deep w. Figure7.Theeffectofwaterdepthonwakefraction(we)and
0,4 weT, T=1.60m, h=2.5m
weQ, T=1.60m, deep w.
thrust deduction factor (t) for motor cargo vessel BM
we

0,3 weQ, T=2.36m, deep w. DUISBURGatconstantdraughtT=2.50m(inmodelscale)


weQ, T=1.60m, h=2.5m
0,2
0,1
When ship speed increases the effective wake
0
fraction is getting weaker (Fig. 3). In deep water, at
-0,1 0 5 10 15 20
speedshigherthan12km/hbecomesalmoststeady.In
VS [km/h]
shallow water (h/T=1.56) the wake fraction decreases
Figure5.Comparisonofeffectivewakefractiondetermined faster, and at speed of 12km/h (Fnh=0.67) is
with assumption of thrust identity (weT) and determined considerably less than in deep water, because of
with assumption of torque identity (weQ) for motor cargo intensive sinkage and trim by stern. The change of
draught in deep water does not affect the wake

381
fractionasfarastopofsterntunnelisbelowthefree tworows,atbargedraughtof3.0m(0.188minmodel
surface in calm water. In arrangement with dumb scale). Numerical computations were carried out
barge (kombi) both values and trends in change of using theoretical model described in [6], at the same
the effective wake fraction are almost the same as operating conditions as in model tests. Main
whensailingalone(Fig.4). particularsofpushboatsanddumbbargeEUROPAII
are given in Table 3. Hull forms of considered
When ship speed increases the thrust deduction pushboatsareshowninFigures8and9.
factor also increases (Fig. 3). In shallow water the
values are greater than in deep water. The effect of
draught at highest speed in deep water is negligible. Table 3. Main particulars of tested pushboats and dumb
Based on data shown in Fig. 4 one can not conclude barges[4],[5]
_______________________________________________
the changes in thrust deduction factor caused by Vessel Twin Triple Dumbbarge
enlargement of ship length (by coupling with a screw screw EUROPAII
barge). _______________________________________________
pushboat pushboat
The diagrams shown in Fig. 5 illustrate the Scale 1:16 1:16 1:16
difference between values of wake fraction LOA[m] 2.1875 2.1875 4.7813
LWL[m] 2.1188 2.1181 4.565 4.587 4.611
determined with the assumption of thrust identity
B[m] 0.875 0.9344 0.706 0.706 0.706
and determined with the assumption of torque T[m] 0.1093 0.10625 0.175 0.1875 0.200
identity. CB[] 0.622 0.6426 0.947 0.946 0.945
The extent of model tests with the motor cargo Screwpropeller
vesselBMDUISBURGallowstoidentifythevariation z 4 4
D[m] 0.13125 0.13125
of interaction coefficients caused by change of P/D[] 1.052 1.052
draught in shallow water (1.56h/T2.00; see Fig. 6). Ag/A0[] 0.71 0.71
When ship draught increases the wake fraction h[m] 0.3125
evidently decreases due to decreasing underkeel _______________________________________________
clearance between ship and bottom of waterway. At
the same time the thrust deduction factor slightly
increases. Table4.Resultsofmodeltestsandnumericalcomputations
_______________________________________________
Reductionofwaterdepthatconstantshipdraught Vessel Twinscrew Triplescrew
caused the weakening of wake and intensification of _______________________________________________
pushboat pushboat
propeller suction (Fig. 7). Reduction of underkeel h[m] 0.3125 0.3125
clearance is considerable and one might expect T[m] 0.1093 0.10625
greater difference between values of wake fraction. (pushboat)
However, the trends are the same as in the case of TB[m](dumb 0.1750.200 0.188
reduction of underkeel clearance by increasing ship barges)
draught at constant water depth, or in the case of h/TB 1.79 1.56 1.67
V[m/s] 0.8880.835 0.873
transition from deep to shallow water in tests with
Fnh 0.51 0.48 0.50
motorcargovesselOBM. n[rps] 16.0716.13 15.20
Central Side Side
propellerpropeller propeller
(screw (ducted
4 INTERACTIONCOEFFICIENTSFORPUSHED prop.) prop.)
BARGETRAINS Modeltestwn 0.4380.471 0.625 0.520 0.520
we 0.3180.324 0.39 0.46
Model tests of pushed barge trains with twin wzp 0.0720.090 0.064 0.029 0.4126
t 0.20 0.21
propeller pushboat and triplepropeller pushboat
Comput. wn 0.4090.463 0.628 0.629 0.629
were carried out in research centre in Duisburg [4], (HPSDK) we 0.2110.244 0.657 0.543 0.543
[5]. The twinpropeller pushboat was tested in train wzp 0.1070.113 0.253 0.125 0.188
with 4 dumb barges arranged in two rows, at barge t 0.1110.107 0.268 0.239 0.344
draught of 2.8m (0.175m in model scale) and 3.2m _______________________________________________
KT 0.3710.383 0.440 0.424 0.435
(0.200minmodelscale).Thetriplepropellerpushboat
was tested in train with 6 dumb barges arranged in

382

Figur8.Hullformoftwinscrewpushboat


Figure9.Hullformoftriplescrewpushboat

The results of model tests and numerical forvirtualpushboatofsimplifiedhullform[7].Main


computationsarepresentedinTable4. particulars of virtual pushboat are given in Table 5.
Thesectionalongthesterntunnelofvirtualpushboat
Inthecaseoftestedpushedbargetrainsinshallow isshowninFig.6.Accordingtothepracticeindesign
watertheincreaseofbargedraughtatconstantwater ofinlandwaterwayvessels,thetunnelheightof1.3m
depth caused increase of wake fraction. The trend is is considered the maximum applicable at ship
opposite to that observed in the case of motor cargo draughtof1.0m.
vessels and described in the preceding section. The
reason is that the draught of pushboat remained
unchangedand,infact,itwasthechangeofhullform Table5.Mainparticularsofvirtualpushboat[7]
_______________________________________________
and not only of ship draught. Some regularities in Length,L[m] 20.0
variation of interaction coefficients observed in the Beam,B[m] 9.0
case of motor cargo vessel do not refer to pushed Draught,T[m] 1.0
bargetrains. Heightoftunnel,hw[m] 1.1;1.3;1.5
Slopeoftunnel, [deg] 25
_______________________________________________
Moreover,inthecaseofpushboatsthatoperateat
almostconstantdraught,regardlessofthedraughtof
barges, the height of tunnels is usually greater than
draught, in order to accommodate propeller of
sufficientdiameter.Thatiswhythevaluesofnominal
and effective wake fraction are, in general, greater
thaninthecaseofmotorcargovesselswherethetop
ofsterntunnelisbelowthefreesurfaceofwater.
The effect of tunnel height on coefficients of Figure 6. Section along the stern tunnel of virtual pushboat
propellerhull interaction was studied theoretically

383
Three values of tunnel height were considered decreases until depth Froude number (Fnh =
(Table 6). For each height the diameter of ducted VS/(gh)1/2) reaches the value of 0.65. Operation of
propeller was determined with assumption, that cargo vessels at higher speed is unprofitable and
nozzleisintegratedwithshiphull.Usingthetestdata may cause grounding due to intensive trim and
of Ka470 screw series in nozzle 19A the propeller sinkageofship.
pitchwasdesignedsoastoachievemaximumthrust Change of ship loading (and corresponding
atgivenadvancespeedVA=2.1m/s.Thrustofpropeller change of ship draught) in deep water does not
and mean pressure gradient in propeller disk were affectthepropellerhullinteractioncoefficients.
determined for three values of ship speed, based on Inshallowwaterboththereductionofwaterdepth
propulsive characteristics. The results are presented as well as the increase of ship draught result in
inTable6. decrease of underkeel clearance and in the same
trendsinvariationofinteractioncoefficients:when
the distance between hull and waterway bottom
Table6.Diameterandthrustofductedpropellersdesigned
(or h/T ratio) decreases, wake fraction also
forvirtualpushboat
_______________________________________________ decreasesandthrustdeductionfactorincreases.
hw D Z0 n VS T p The effective wake fraction determined with
[m] [m] [m] [rps] [m/s] [kN] [kPa]
_______________________________________________ assumption of torque identity differs significantly
1.1 0.91 0.64 12.0 0.10 37 56.9 from that determined with assumption of thrust
1.56 33 50.7 identity.
3.12 24 36.9
1.3 1.08 0.75 7.5 0.10 44 48.0 In the case of pushed barge trains the change of
2.31 35 38.2 barge loading (or change of barge draught) does nor
3.47 31 33.8
1.5 1.24 0.87 6.67 0.10 48 39.7
affect the draught of pushboat, and implies the change
2.36 37 30.6 of hull form. Regularities in variation of interaction
_______________________________________________
3.54 32 26.5 coefficients observed in the case of motor cargo vessel
may not obey in the case of pushed barge trains.
The results of model tests and numerical computa-
UsingCFDsoftwareAnsysFluentandtheactuator
disk with pressure gradient to simulate the action of tions also show that the height of stern tunnels affects
propeller a series of numerical computations were the flow around ship considerably, and, in conse-
carriedoutatwaterdepthof1.5and3.0m.Thevalues quence, the value of thrust deduction factor.
ofnominalwakefractionandthrustdeductionfactor
determined for virtual pushboat are presented in
Table7. REFERENCES

Table7.Nominalwakefractionandthrustdeductionfactor [1]Graff, W.: Untersuchungen ber nderungen von Sog


determinedforvirtualpushboat und Nachstrom auf beschrankter Wassertiefe in
_______________________________________________
stehendenundstromendernWasser,Schiffstechnik,Bd.
hw[m] VS[m/s] h/T wn t
_______________________________________________ 8,H.44,1961
1.1 3.12 1.5 0.837 0.302 [2]Badania modelowe OBM, Centrum Techniki Okrtowej,
3.0 0.679 0.285 Gdask1975
1.3 3.47 1.5 0.861 0.299 [3]Luthra, G.: Untersuchung der Nachstromverteilung an
3.0 0.752 0.320 einem 2SchraubenBinnengutermotorschiff,
1.5 3.54 1.5 0.899 0.394 Versuchsanstalt fr Binnenschiffbau E.V., Duisburg,
_______________________________________________
3.0 0.733 0.403 BerichtNr.788
[4]Luthra,G.:UntersuchungderNachstomverteilungeines
imVerbandschiebendenSchubbootsinPontonformmit
einer zwecks Verbesserung zum Propeller genderten
5 CONCLUSIONS ZwierumpfUnterwasserformgebung, Versuchsanstalt
frBinnenschiffbauE.V.,Duisburg,BerichtNr.702
Due to the little amount of data the conclusions are [5]Luthra,G.:UntersuchungderNachstromverhltnissean
ratherqualitativethanquantitativeandrefertomodel DreiundVierSchraubenSchubbooten,Versuchsanstalt
frBinnenschiffbauE.V.,Duisburg,BerichtNr.919
scale,however,shallbevalidalsoinfullscale. [6]Kulczyk, J.: Modelowanie numeryczne oddziaywa
The results of model tests and numerical hydrodynamicznych w ukadzie napdowym statku
computations show that operating parameters rdldowego, Prace Naukowe Instytutu Konstrukcji i
considered in this paper, i.e. ship loading (or Eksploatacji Maszyn, Politechnika Wrocawska, Seria:
Monografie,Nr17,Wrocaw,1992
corresponding ship draught), water depth and ship [7]Kulczyk, J., Tabaczek, T., Zawilak, M., Zieliski, A.,
speed, affect the values of both wake fraction and Werszko, R.: Numeryczne modelowanie przepywu
thrustdeductionfactor. lepkiego wok kaduba statku rdldowego na
Considering inland waterway vessels with stern ograniczonej drodze wodnej, Instytut Konstrukcji i
EksploatacjiMaszyn,PolitechnikaWrocawska,Raportz
tunnels that do not rise above free surface of water seriiPreprinty,NrS043/03,Wrocaw,2003
(hw<h), as motor cargo vessels with full or partial [8]Kulczyk, J.; Winter, J.: rdldowy transport wodny,
loading,onemayexpectthat: Oficyna Wydawnicza Politechniki Wrocawskiej,
The increase of ship speed in deep as well as in Wrocaw,2003
shallowwatercausesthedecreaseofwakefraction [9]InternationalTowingTankConference:QualitySystems
and increase of thrust deduction factor. At higher Manual, Version 2011, ITTC Recommended
speeds in deep water the wake fraction becomes ProceduresandGuidelines
steady. In shallow water the wake fraction

384