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On the scale effect of thrust deduction in a judicious self-propulsion procedure for a moderate-speed containership

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Abstract

We studied the scale effect of the thrust deduction factor on an innovative self-propulsion procedure. In contrast to the International Towing Tank Conference (ITTC) committee documents, which adopt a skin friction corrector and also state that the thrust deduction factor is the same for both the model and full scales, complex interaction remains unresolved. Since the skin friction corrector is always calculated by an equation, to date no verifications of this equation have been published. In addition, the scale effect of the thrust deduction factor has seldom been studied because it is minor compared to that of the wake fraction. In the first section of this paper, the existence of the scale effect on the thrust deduction factor is proven and the misinterpretation of the equality is highlighted. Second, a balanced self-propulsion procedure, which does not use the skin friction corrector to isolate the propeller loading effect is proposed and compared to the conventional standard ITTC procedure. The study derived a simplified model for predicting the full-scale values for the thrust deduction factor correction. The new procedure was applied to a moderate-speed containership by CFD software and several characteristics were demonstrated. The scale correction model was verified from the computational results.

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Abbreviations

\(\otimes\) :

Midship symbol

AP:

Aft perpendicular

FP:

Fore perpendicular

SA:

Sectional area (m2)

GL:

Girth length of a section (m)

Re :

Reynold’s number

Superscripts :

Full-scale value

Superscriptm :

Model-scale value

R T :

Hull resistance when towed (N)

R :

Hull resistance when propelled (N)

R w :

Wave-making resistance (N)

R aug :

Augmented resistance (N)

ΔC F :

Roughness allowance

K :

Form factor

w n :

Nominal wake fraction

J :

Advance coefficient

K T :

Thrust coefficient

K Q :

Torque coefficient in open water

K Qb :

Torque coefficient behind hull

n :

Rotational speed (rev/s)

SFC:

Skin friction corrector, also denoted R A (N)

F D :

Carriage dynamometer force (N)

w e :

Effective wake fraction from thrust identity method

t :

Thrust deduction factor

\(\delta\) :

Scale-effect multiplier of thrust deduction factor

\(\eta_{\text{H}}\) :

Hull efficiency

\(\eta_{\text{R}}\) :

Relative rotative efficiency

\(\eta_{\text{O}}\) :

Open-water propeller efficiency

References

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Acknowledgments

The authors wish to thank Professor Jing-Fa Tsai and Professor Jeng-Lih Hwang for the technical discussions. We also thank Chi-Chaun Chen, Bo-Yen Chen and Yun-Shan Wang for their great contributions to the experimental and computational references. In addition, the authors wish to thank Bryan Nelson for English proofreading and grammatical revision supports of an early edition of the manuscript. The authors would like to thank the National Science Council of Taiwan, R.O.C. for the financial support under the grand no. NSC102-3113-P-002-020.

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Authors and Affiliations

  1. Department of Engineering Science and Ocean Engineering, National Taiwan University, No. 1, Sec. 4, Roosevelt Road, Taipei, 10617, Taiwan, ROC

    Tsung-Yueh Lin & Jen-Shiang Kouh

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  1. Tsung-Yueh Lin
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  2. Jen-Shiang Kouh
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Correspondence to Jen-Shiang Kouh.

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Lin, TY., Kouh, JS. On the scale effect of thrust deduction in a judicious self-propulsion procedure for a moderate-speed containership. J Mar Sci Technol 20, 373–391 (2015). https://doi.org/10.1007/s00773-014-0289-7

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  • DOI: https://doi.org/10.1007/s00773-014-0289-7

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