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a-) Calculate the corresponding speed for the ship with the bilge keel and,
b-) Calculate the effective power at the corresponding speed.
(The bilge keel has the section shown in the below figure and its length is %30 of ship
length.)
A t F u ll ( S h ip ) S c a le :
H ul
l S u
rfa c
cm
e
5
2
B ilg e K e e l
(Hint: Include the appendage effect into the calculations both in model scale and in
full scale.)
SOLUTION:
Model:
Vs=Vm(α)0.5=1.5x5=7.5 m/sec,
RFm=(20-0.165)*0.6=11.901 N
DBilgeKeel=0.5CFρSV2(2-2z/(x+y))=0.5*CF*1000*((0.01*(0.3*1))*2)*1.52*(2-0)
=0.165 N
CF=0.075/(LogRn-2)2
RnBilgeKeel=1.5*(1*0.3)/1.5*10-5=30000⇒CF=12.223*10-3
RRm=19.835-11.901=7.934⇒RRs=7.934*253*(1025/1000)=127 kN
Ship: DBilgeKeel=0.5CFρSV2(2-2z/(x+y))=0.5*CF*1025*(0.25*(0.3*25))*2*7.52*(2-0)
)= 756.1 N
CF=0.075/(LogRn-2)2
RnBilgeKeel=7.5*25*0.3/1.5*10-5=3750000⇒CF=3.585*10-3
RTs=(RRs/0.4)+0.7561≅318.5 kN⇒PE=2389 kW
18 January 2010
GEM341E - SHIP HYDRODYNAMICS FINAL EXAM (2009-2010)
2. Explain the meaning of form factor (1+k). How do you calculate it by model
experiments? (10 pnts)
The 3-D model (or ship) viscous resistance for arbitrary Rn can be written as
CVm=(1+k)CF0m where CF0m is the equivalent flat plate frictional resistance
coefficient. The factor k accounts for the 3-D form (separation, cross flow, vortices
etc.), and is appropriately called the form factor.
The form factor is determined on an experimental basis as:
C Tm cFn n
= (1 + k) +
C F0m C F0m
where n is some power of Fn number, 4 ≤ n ≤ 6, and c and k are coefficients, chosen
as to fit the measured CTm, Fn data points as well as possible. (This requires that the
resistance of the model be measured at very low speeds, generally at Fn ≤ 0.1).
3. Why can it take more power to do the same speed in shallow water than in deep
water? (10 pnts)
The flow around the bottom of the hull is restricted in shallow water, therefore the
water flowing under the hull speeds up. The faster moving water increases the
frictional resistance and also lowers the pressure under the hull which tends to suck
the ship deeper into the water therefore increasing wave resistance.
4. Propeller open water test results are represented by KT, 10KQ, J and η0 given as:
T Q V J KT
KT = , KQ = , J = A and η 0 =
ρn D
2 4
ρn D
2 5
nD 2π K Q
Draw a typical open water diagram and show the above parameters on this
diagram. If the followings are known, then, explain how to obtain optimum
propeller diameter. (10 pnts)
Known parameters: Delivered power (PD), propeller rate of rotation (N), wake
fraction (wT) and ship speed (VS).
10KQ η0
KT
J
0 1
18 January 2010
GEM341E - SHIP HYDRODYNAMICS FINAL EXAM (2009-2010)
In this case the unknown variable optimum diameter, Dopt, can be eliminated from the
diagrams by plotting KQ/J5 versus J instead of KQ vs J. KQ/J5 can be written as:
KQ Q ND 5 QN 3
= ( ) =
J5 ρN 2 D 5 V A ρV A5
KQ PD N 2 NPD1 / 2
= ≈ 2.5 = B p
J5 2πρV A5 VA
1 ND
This parameter Bp is plotted against =δ = and these diagrams are called Bp-δ
J VA
diagrams. On these diagrams optimum η0 and δ are read off at the intersection of
known Bp value on the optimum efficiency line. Dopt is then calculated.
b) Tip vortex cavitation: The vortex type of cavitation occurs at the blade tips of
the propeller and it is generated from the core of these vortices where the
pressure is very low. When this pressure is lower than the vapour pressure
“Vortex” cavitation occurs. The tip vortex cavitation is normally first
observed some distance behind the tips of the propeller blades which is said to
be “unattached” but as the vortex becomes stronger, either through higher
blade loading or decreasing in σ, it moves towards the blade tip and
ultimately becomes attached.
c) Trial condition: Clean new ship usually in light displacement, calm water,
weather and wind conditions.
d) Service condition: Fouled hull in full displacement and rough waves, weather
and wind conditions.
18 January 2010
GEM341E - SHIP HYDRODYNAMICS FINAL EXAM (2009-2010)
6. Design a propeller for a single screw containership in trial condition with the
following details. (30 pnts)
Bp δoptimum ηοoptimum
45 227 0.610
50 235 0.595
55 243 0.580
60 256 0.570
VS Vs RT PE(trial)=RTxVs
knots m/s kN kW
15 7.716 344 2654.30
16 8.2304 516 4242.78
17 8.7448 835 7304.10
18 9.2592 1388 12851.07
19 9.7736 2279 22269.27
20 10.288 3632 37366.02
21 10.8024 5593 60421.87
18 January 2010
GEM341E - SHIP HYDRODYNAMICS FINAL EXAM (2009-2010)
VS(trial) = 21 knots
PE(trial) = 60421.87 kW
ηD = 0.69
PD =PE/ηD 87567.923 kW
VA = VS(trial) (1-wT) 14.805 knots
Bp=1.158(NxPD1/2/VA2.5)
δ=3.2808(NxD0/VA)
Bp 60.947
P0/D0=0.5(0.03Bp+0.003δoptimum)
P0/D0= 1.30
P0= 10.123 m
ηH =(1-t)/(1-wT)= 1.092
PB=PD/ηS= 89355.02 kW
18 January 2010
GEM341E - SHIP HYDRODYNAMICS FINAL EXAM (2009-2010)
VS Vs RT PE(trial)=RTxVs
knots m/s kN kW
15 7.716 344 2654.30
16 8.2304 516 4242.78
17 8.7448 835 7304.10
18 9.2592 1388 12851.07
19 9.7736 2279 22269.27
20 10.288 3632 37366.02
21 10.8024 5593 60421.87
VS(trial) = 20 knots
PE(trial) = 37366.02 kW
ηD = 0.69
PD =PE/ηD 54153.646 kW
VA = VS(trial) (1-wT) 14.1 knots
Bp=1.158(NxPD1/2/VA2.5)
δ=3.2808(NxD0/VA)
18 January 2010
GEM341E - SHIP HYDRODYNAMICS FINAL EXAM (2009-2010)
Bp 54.146
P0/D0=0.5(0.03Bp+0.003δoptimum)
P0/D0= 1.17
P0= 7.901 m
ηH =(1-t)/(1-wT)= 1.092
PB=PD/ηS= 55258.82 kW
7. Determine the blade surface area, BAR, and risk of cavitation on the selected
propeller for a containership using the equation τc=-0.114σR2+0.346σR+0.039
(τc is thrust loading coefficient and σR is cavitation number) extracted from the
curve for suggested upper limit for merchant ships in Burril’s cavitation
diagram. (30 pnts)
SOLUTION:
Total Resistance of the Ship obtained from Model Tests:
VS Vs RT PE(trial)=RTxVs
knots m/s kN kW
16 8.2304 560 4609.02
17 8.7448 722 6313.75
18 9.2592 899 8324.02
19 9.7736 1171 11444.89
20 10.288 1533 15771.50
Referring to the equation extracted from Burrill's diagram for upper limit @ σR,
the load coefficient, τc is obtained as:
τc=-0.114σR2+0.346σR+0.039
τc 0.175
By definition
T/Ap=τcqT = 56639.161
T=PDη0ηR/Va= 1568182.868 N
A p= 27.687 m2
Selected BAR= 1
Calculated BAR= 1.201
THEREFORE PROPELLER WILL HAVE HIGH RISK OF
Calculated BAR > Selected BAR CAVITATION