156 andProPulsion

ShipResistance Wakeand Thrust

8.8 EmpiricalDatafor Wake Fractionand Thrust DeductionFactor

8,8.1 Introduction
Empiricaldatafor wakefractionw7 andthrustdeductionfactor/ suitablefor pre-
liminarydesignpurposesaresummarised.It shouldbenotedthat thefollowingdata
are mainly for models.The data are generally nominal values and are not strictly
correct due to scaleeffectsand dependenceon detail not included in the formulae.
Empirical data for ryp,the third component of hullgopeller interaction, are
included in Chapter 16.

a.A.2 SingleScrew
A.8.2.7 Wake Fractionw7
Wake fraction data attributable to Harvald for single-screwvessels,reproducedin
[8.3],are shownin Figure 8.12.This illustratesthe dependenceof w7 orr Cs, LlB,
hull shapeand propeller diameter.
A satisfactoryfit to the Harvald single-screwdata is the following:

- 3.4c
w,: fr.oes a+3scll.1w6ff;!nl, (8.14)

suitable for Cs range 0.525-0.75and LIB range5.0-8.0.

An earlier formula, attributable to Taylor [8.14],is the following:

wr :0.50Cn - 0.05, (8'15

noting that Equation (8.15)tendsto give low valuesof w7 at high Cp'

The British Ship ResearchAssociation(BSRA) wake data regression[8.1
8.161givesthe following:
- 0.8635Fr* 1'.4773Fr2, (8.1
wr : -0.0458+ 0.3745C]+ O.LSSOOr4'

where Dszis the wake fraction parameterdefined as

Dw:

suitablefor Cp range0.55-0.85and Frrange0.12-0.36.

Holtrop wake data regression[8.17]givesthe following:

wr : csczocv(o.oso',',
6+ 0.93405cn cn: Te/D v
fi T+;j) : 0.0833
B cD:012997 t
t 0.27915c2s t c19c2g.
L(r - cP) : 0,1856
czo:7 + 0.0
The coefficientcedependson the coefficientca,defined as:
Cpt:1.45CP
c8: B Sl& D Zn) whenBlTn < 5 percentage
: S ( 7B l T e - 2 5 ) l & D ( B l T e - 3 ) ) w h e n B l T a > 5 Cy is the viscr
cs: cswhenca< 28 correlation
: 32 - I6lks - 24) when cs > 28 (103a).S is
 and ThrustDeduction 157
I Propulsion

ior
Nominalwake factor
for single-screwships

rble for
llowing
: not str
p formu
eractron.

eproduced
on C6.

Conectionin the wake factorfor of theframesections

Conectionin the wake factor

for the propellerdiameter
gresslon

ll t .

o.o3 - 0.04 D/L 0.05

0.06 0.07

8.12. Wake fractiondata for single-screwvessels.

r:T;.lDwhenTnlD < 2
: 0.0833333 when TaI D >2
(Tdl D)3 + 1'.33333
: 0.12991 I Q.95 CB) 0.11056/(0.95- Cp) when Cp < 0.7
- -
: 0.18567 /(1..357L- Cu) - 0.71276+ 0.38648Cp when Cp > 0'7
-1+0.015C,t",n
: L.45Co- 0.315- 0.0225LCB fuhere LCB is LCB forward of 0.5L as a
percentageof L)
is the viscousresistancecoefficient with Cv: (1 + k)Cr * Ca and C,ais the
correlation allowancecoefficient, discussedin Chapters 5 and 10, Equation
(10.34).S is wetted area,D is propeller diameter and Tn is draught aft.
158 Ship Resistanceand Propulsion

Table 8.1. Cn"rnparameter

Afterbody form Gt"*

Pram with gondola -25

Ca=(
V-shaped sections -10
Normal section shape 0
U-shaped sectionswith Hogner stern 10

4.4,2.2 Thrust Deduction(t) Cs=0

For single-screwvesselsa good first approximation is the following:

t : kn. wr, (8.18)

where ftp variesbetween0.5 for thin rudders and 0.7 for thick rudders [8.3].
Twin
BSRA thrust deductionregression[8.16]givesEquation (8.19a)which is the
preferred expressionand Equation (8.19b)which is an alternative if the pitch ratio lWa
(P/D) is not available. fracti
, are sh
t : -0.2064+ 0.3246C3- 2.1504C8(LCB/LBp) followinl

+ 0.170s(Blv1l3)+ 0.1s04(PlD). (B.1ea)

ble for (
t : -05352 - 1.6837
CB + 1.4%5C28 An earlir
- 1.6625(LCB/Lnp)+ 0.6688D/, (8.1eb)
that E
whereDr is the thrust deductionparameterdefinedu, #.&,8 is the breadth(m) The Holr
and v is the displacedvolume in m3. Equations are suitable for Cn range 0.55-0.85
andP/D range0.60-1.10.
Holtrop thrust deduction regression[8.i7] givesthe following:

t : 0.250L4(8lL\o'zwsa l(t - cp * 0.0225LC8)0.01762

(J ar1pyo.z62o re Cy is tl
form facto
+ 0.0015C.1".' (8.20)
Chapters 5
where Ct"., is givenin Table 8.1.
The Flikk
following:
8.a.2.3 Tug Data
Typical approximate mean values of u7 and / from Parker - Dawson [8.18] and
Moor [8.19] are given in Table 8.2. Further data for changesin propeller diameter
and hull form are givenin [8.18and 8.19]. 8.3. Wakt
'tion
for trd
8.4.2.4 Trawler Data
SeeBSRA [8.20]-[8.22]. j
Typical approximatevalues of ra7 and / for trawler forms, from BSRA [8.21 {
are given in Table 8.3. Speedrange Fr : 0.29-O.33.The influence of L lVrl3, B 1 c
LCB and hull shapevariations are given in BSRA lB.Z0and8.ZTl. 0
 ThrustDeduction
159
Wakefraction and thrust deduction
for tugs
Fr wT
Case
0.34 0.2r 0.23 Free running
0.21 0.12 Towing
U.IJ
0.10 Towing
0.09 0.07 Towing
0 (bollard) 0.02 Bollard
0.36 0.2s Free running
0.21. 0.15 Towing
0.I2 0.12 Towing
0 (bollard) 0.07 Bollard

TwinScrew
I WakeFraction(ro7)
fraction data attributable to Harvald for twln-screw
vessels,reproducedin
shown in Figure 8.13.A satisfactoryfit to
the Harvald twin-screwdata is

w7 : [0.71_ 2.39C8 + 2.TC3] + [0.12C;(6.s _ L/ B)], (8.21)

for CBrange0.525-0.675 andL/B range6.0_7.0.
earlierformula,attributableto Taylor
iS.l+1i, thefollowins:
wr=0.55Cn-0.20, (8.22)
that Equation (8.22)tendsto give high values
at high C6.
Holtrop [8.17]wake dararegressionanalysis
for twin_screwshipsgivesthe

ur :0.3095Ca* I}CvC,- -L.

(8.23)
JM'
Cy is the viscousresistancecoefficientwith
Cy: (1 + k)Ce + Ca, (1* k) is
m factor, chapter 4, and,Cnis the correlation
allowan""
rs 5 and 10,Equation (10.34)).Equation "o"ffl"i"ni ldis"urs"d
(g.23)is suitable for CB range
seeTable 10.2.
et at' [B'23]wake data regressionanalvsis
If.:t:::"-a for podded units gives

vurp : -0.21"035
+ 0.18053C8
+ S6j24C.CB

8.3. Wakefraction and thrust

ion for trawlers

WT t

0.153 0.195
0.178 0.200
0.200 0.230
160 Ship Resistanceand Propulsion Wake and Thrust Dr

8.4. Wakefracr
bilge semi-disp

range Frr

< 0.45 0.6

1,.
2.6

0.6
t.4
2.2

The Flikkema t
the following:

RoundBil
ROUND BILGE I
/ for round bilg
round bilge forn
Fry : 9.165
ion equatio

BILGE SKLAI
Cn < 0.45,

Figure8.13. Wakefractiondata for twin-screwvessels.

+ 0.18s66-a+ O.OqOrqSclp, Cn < 0.45,

JBT I)
where Cy is as defined for Equation (8.23) and C1;p is the tip clearance which
introduced to account for the degree in which the pod is embeddedin the h
boundary layer; atypical value for CrnlD is 0.35(Z/D in'table 1,6.4).

8.8.3.2 Thrust Deduction(f)

For twin screws,a suitablefirst approximationis asfollows:

t:wT. Effectsof 51
The Holtrop [8.17] thrust deduction regressionanalysisfor twin-screw I Speed
givesthe following: fraction tends
for prelimi
t :t).325Cn- 0.1885+. of speed(
JBT
 and Thrust Deduction
161

8.4. Wakefraction and thrust deductionfor

bil ge semi-disp Iacement forms

Frv WT t

0.6 0 0.r2
I,4 -0.04 0.07
2.6 0 0.08
0.6 0.08 0.15
1.4 -0.02 0.w
2.2 0.04 0.06

The Flikkema et al. [8.23]thrust deduction regression

analysisfor podded units
s the followins:

tp : 0.21593
+ 0.0gg7
6BC
B- 0.56056_4_. (8.27)
4BT

RoundBilgeSemi-displacement
Craft
ROUNDB'LGE SERTES(BArLEy I8-24r- Typical
approximate mean values of u7
lfor round bilge forms are given in Table g.4.
The data are generally applicable
rd bilge forms in associationwith twin screws.
SpeedrangeFry :0.5g_2.76,,
F:, :0J,65 V16U6 1V in knots, A in tonnes)
and Cs ,urrg" is 0.37_0.52.
equationsare derived for w7 and r in
[g.24].
BILGESKLADSERIES(GAMULIN
T8.250.
Cp < 0.45,

SpeedrangeFry - 0.60_1.45
uz : 0.056-0.066
Fry, (8.28)
Frv - 1.45-3.00
Speed'range
wr :0.04 Frv - 0.10. (8.2e)
Cn < 0.45.

SpeedrangeFrv - 0.60-1.45
t : 0.15-0.08Fry, (8.30)
SpeedrangeFrv - 1.45-3.00
t : 0.02Frv. (8.31)

Effects of Speed and Ballast Condition

I Speed
fraction tendsto decreasea little with increasing
speed,but is usually assumed
nt for preliminary carcurations.Equation (g.16)provides
an indication of the
of speed(Fr) for single-screwvessels.
162 ShipResistance
and Propulsio.

4.8.4.2 Ballast(or a Part Load)Condition

The wake fraction in the ballast,or a part load, conditiontendsto be 5-15%
than the wake fraction in the loaded condition.
Moor and o'connor [8.26]provideequationswhich predictthe changein
fraction and thrust deduction with draught ratio (T)p, asfollows:
(l - rr) n : 1 + [(7)n - 11Q.2882+0.10549),
where d is the trim angleexpressedasd : (100 x trim by bow)l Lsp.

(1- r)n : 1 + [(Z)n- 1](0.4322-

0.4880C8),
where
(1 - ,r)euruu
(1- u7)p:
(1 - ur)roua
(1-r)n:F#and(z)p:(*)
Example: Considera ship with L Bp : 150m, Cn : 0.750 andw 7 and / values
the loadedconditionof w7:0.320 and /: 0.180.
In a ballastcondition,the draughtratio (z)p : 0.70and trim is 3.0m by the stern.
Trim angled: 100x (-31150): -2.0
Using Equation (8.32),
(1- *r)n: 1 + [0.70- 1](0.2882 + 0.1054x (- 2.0)):0.977
(1 - ,r)euilurt: (1 - 0.320)x 0.977:0.664 and u7su1ur1: 0.336
UsingEquation (8.33),
(1 - r)n : 1 + [0.70- 1](0.4322*0.4880x 0.750): 0.980
(1 - /)namst: (1 - 0.18)x 0.980: 0.804and /suuu.t
: 0.196

8.9 TangentialWake

8.9.1 Origins of TangentialWake

The precedingsectionsof this chapterhave consideredonly the axial wake asthis
the predominant componentasfar asbasicpropeller designis concerned.Ho
in mostcases,thereis alsoa tangentialflow acrossthe propellerplane.For exa
in a single-screw vessel there is a general upflow at the aft end leading to an axi
componentplus an upwardor tangentialcomponentVT,Figureg.1,4.

Figure8.'14.Generalupflow at aft end of single-screwvesset.

8.17