ITTC Trials Analysis
ITTC Trials Analysis
1.
PURPOSE
2.
DEFINITIONS
3.
RESPONSIBILITIES
4.
ANALYSIS PROCEDURE
4.1. Measured and observed data prior to the trials
4.2. Data on each run
4.3. Analysis procedure
4.3.1. General remarks
4.3.2. Description of the analysis procedure
4.3.2.1. Evaluation of the acquired data
4.3.2.2. Correction of the ship's resistance
4.3.2.3. Correction of the ship's speed
4.3.2.4. Calculation of the brake power
4.3.2.5. Presentation of the trial results
4.3.3. Correction methods
4.3.3.1. Correction of the ship's resistance
4.3.3.2. Correction due to the ship's resistance due to the effect of waves
4.3.3.5. Effects of steering and drifting
4.3.3.6. Effects of hull- and propeller surface roughness
4.3.3.7. Correction of the ship's speed due to shallow water effects
4.3.3.8. Correction of the performance due to displacement and trim
5.
REFERENCES
6.
ATTACHMENTS
1. Purpose
This procedure concerns the method of analysing the results obtained from the speed trials.
This method follows a methodology similar to the one recommended by ISO 15016)
The primary purpose of speed trials is to determine ship performance in terms of speed, power
and propeller revolutions under prescribed ship conditions, and thereby verify the satisfactory
attainment of the contractually stipulated ship speed.
The purpose of this procedure is to define procedures for the evaluation and correction of
speed trials covering all influences which may be relevant for the individual trial runs.
The applicability of this procedure is limited to commercial ships of the displacement type.
Ship Speed is that realized under the contractually stipulated conditions. Ideal conditions
to which the speed would be corrected would be
no waves (or waves with maximum wave heights and wave periods according
to Beaufort 1)
no current
deep water
3. Responsibilities
The trial team is responsible for carrying out the trials and for correcting the data received.
Preferably before the sea trials start, but at the latest when the trial area is reached and the
environmental conditions can be studied, agreement between trial team, shipyard and
shipowner should be found concerning the limits of wind forces, wave heights and water
depths up to which the trials should be performed. Agreement should be found concerning the
methods used to correct the trial data.
4. Analysis Procedure
4.1. Measured and observed data prior to the trials
Prior to the trial, the data specified below shall be recorded, based on measurements where
relevant:
Date
Trial area
Weather conditions
Mean water depth in the trial area
Water temperature and density
Draughts
Corresponding displacements
Propeller pitch in the case of a CPP
It is recommended to retain a record of the following factors, which should prove useful for
verifying the condition of the ship at the time of the speed trial:
Data such as ships speed, frequency of revolutions of the propeller, torque, rudder angle and
drift angle to be used for the analyses shall be the average values derived on the measured
distance. The conditions such as wind speed and direction, wave height and direction, water
depth and rudder angle should not change considerably during a single run, and average value
should be utilised in the corrections.
4.3.Analysis procedure
4.3.1.General Remarks
The recommended procedure for the analysis of speed trials (see flow chart in the annex,
Fig.2) is based on thrust identity and requires thrust deduction factors, the wake fractions and
the relative rotative efficiencies as input values. Further, reliable propeller open water
characteristics of the full scale propeller in use should be available. Such propeller open water
characteristics may be derived either from model tests or from calculations received from the
propeller manufacturer *)
4.3.2. Description of the Analysis Procedure
The analysis of speed-power-trials should follow the flow chart given in the annex (Fig 2) and
should consist of
P = R/D (1)
As the propeller thrust normally is not measured during speed-power-trials the thrust value
associated with the measured torque should be determined by use of the propeller open water
characteristics of the actual full scale propeller. To estimate KT related to the KQ value
derived from the trial measurements either the knowledge of R is necessary, which can be
obtained either from model tests or from statistics, or torque identity (R = 1) has to be
assumed to calculate KQ according to (3). With KQ as an input to the propeller open water
characteristics KT can be determined and the respective thrust value can be calculated; the
required resistance value follows from the calculated thrust by use of the thrust deduction
factor which can be derived either from model tests or from statistics.
The formulae to be used are as follows:
KQ = Q/(nD5)
with
Q
n
:
:
:
:
(2)
with
with
:
:
:
with
R
t
:
:
(4)
(4a)
(5)
resistance
thrust deduction fraction derived either from model tests or from
statistics; the thrust deduction factor may vary as a function of different
propeller loads.
4.3.2.2. Correction of the resistance data derived from the acquired data
The resistance values of each run should be corrected for environmental influences and effects
such as
wind
waves
water temperature and water density
steering (R)
drift (R)
displacement and trim
Tcorr :
RTcorr :
t
:
(6)
with
Tcorr
ve
:
:
:
corrected thrust
mass density of the sea water
speed of advance:
ve = vs(1-w)
with : vs : speed of the ship measured at each run
w : effective wake fraction, to be derived either from
model tests or from statistics;
Jcorr = ve/(ncorrD)
ncorr = ve/(JcorrD)
with
ve
J
D
:
:
:
(7)
speed of advance
advance coefficient
propeller diameter
(8)
(8a)
PD = 2.ncorrD5KQcorr
with
PD
ncorr
D
KQcorr
:
:
:
:
:
shaft power
mass density of the sea water
corrected propeller revolution [1/s]
propeller diameter [m]
corrected KQ [-]
PB = PD/m
with
PB
m
:
:
(9)
(10)
brake power
mechanical efficiency; considers mechanical losses
in the shafting(s) and gear box(es)
:
:
:
:
:
:
The wind resistance coefficient in head wind and the directional coefficient of wind resistance
shall be based on data derived from model tests in a wind tunnel.
In cases where data are available covering ships of similar type, such data may be used
instead of carrying out model tests.
A wide range of statistical data concerning wind resistance coefficients of various ships are
given by Blendermann (22). A good initial estimate for such a coefficient for head- and
following wind is 0,9.
4.3.3.2. Correction of the ships performance due to the effects of waves
The most reliable way to determine the loss of speed of a ship in waves is to carry out sea
keeping tests in regular head seas of constant wave height and different wave lengths at
various speeds. Overlapping the response function of the resistance increase (or thrust
increase) in waves and the energy spectrum of the sea state during sea trials leads to the
resistance (or thrust-) increase due to the effect of waves.
An analysis method calculating the resistance increase based on these measurements is given
in the ISO 15016.
A very simple but nevertheless very useful formula to estimate the resistance increase in
waves from the bow only is given by Kreitner:
RT = 0,64 W B cB 1/L
with
W
:
:
:
The methods, however, are not scientific and the resulting performance should not be utilized
for any purpose beyond general guidance.
A method to correct for the effects of steering and drifting is given in the ISO 15016, annex C.
4.3.3.6. Effects of hull and propeller surface roughness
If the trial is performed within a reasonable period of time after final hull painting and
propeller polishing, changes in the surface roughness should be minimal and their effect on
ship performance negligible.
For particular cases, where the trial takes place after a lapse of a considerable period
following final docking, and the effect of surface roughness can no longer be neglected, it
may be necessary to correct for such effects using the best available techniques.
Such methods, however, should only be used with caution.
4.3.3.7. Correction of the ships performance due to the effects of shallow water.
It is recommended to use the method given by Lackenby (Fig. 1).
Using Lackenby for the correction of shallow water effects results in a correction to the ships
speed.
vS/vS = 0,1242(Am/h - 0,05) + 1 (tanh(gh/vS)1/2
with
AM
g
h
vS
vS
4.3.3.8. Correction of the ships performance due to the effects of displacement and trim
Displacement and trim are, in general, factors that can be adjusted to stipulated values at the
time of the trial but there may be substantial reasons for discrepancies.
Ideally the difference of the actual displacement during the individual trial from the specified
value should not exceed 2% and trim shall be maintained within very narrow limits, i.e. the
deviation from the specified trim shall be less than 1% of the midship draught. Often this is
not possible.
Where the impact of displacement variations is larger, it is recommended to use the method
given in the ISO 15016, Annex E.
A very simple formula which can be applied either to resistance- or power figures, is the
Admiral-formula, the use of which is recommended in case the displacement changes within
narrow limits.
P1 / (v1 D12/3) = P2 / (v2 D22/3)
with
P1
P2
V1
V2
(17) Lackenby, H., "The Effect of Shallow Water on Ship Speed", Shipbuilder, 70, No. 672,
1963.
(18) ITTC Performance Committee, "Hull Roughness", Report of the ITTC Performance
Committee, 19th ITTC, 1990.
(19) Vossers, G., Swaan, W. A. & Rijken, H., "Experiments with series 60 Models in Waves",
Tran. SNAME, Vol. 68, 1960.
(20) ITTC Powering Performance Committee, "An Updated Guide For Speed/Powering
Trials", Report of the ITTC Powering Performance Committee, Appendix I, 21st ITTC, 1996.
(21) Japan Ship Research Association, "SR208: New Speed Trial Analysis Method", Report
of the SR208 Committee, 1993.
(22) Blendermann, W: The Wind Forces on Ships; Report No. 467, Institute of Naval
Architecture, University of Hamburg
6. Attachments
Figure 2