Trans RINA, Vol 157, Part A3, Intl J Maritime Eng, Jul-Sep 2015 4. DISCUSSION 4.1 METHODOLOGY a) LIGHT


The developed methodology using CFD with full-scale Froude and Reynolds numbers delivered consistent results for all the parameters under investigation to draw conclusions on hull from performance in calm water. Comparing the results of resistance non-dimensionalised by displacement force at model-scale showed good agreement between the simulation and experimental


predictions for varying speeds and


displacements and a deviation of only 5% may be expected. The resistance of the full-scale ship was not experimentally validated but the values of shear stress were found to be in good correlation with both the ITTC and Grigson ship model correlation lines, which provided sufficient confidence towards the validity of the results of the full-scale simulation.


b) MEDIUM


c) HEAVY


Figure 13: Transport efficiency for light (a), medium (b) and heavy (c) displacement cases with respect to speed.


Figure 14: Speed ranges of each vessel configuration is within 10% (top) and within 5% (bottom) of highest achieved transport efficiency.


Table 4: Appropriate speed range for different hull lengths and loading conditions within 10% and 5% of the highest achieved transport efficiency


110 m 20 – 24 130 m 20 – 26 150 m 20 – 35 170 m 20 – 35 190 m


N/A


Most appropriate speed range [kn] Within 10% of highest transport efficiency LIGHT MEDIUM N/A


20 – 26 20 – 35 20 – 35 20 – 35


HEAVY N/A


22 – 26 20 – 35 20 – 35 20 – 35


Within 5% of highest transport efficiency LIGHT MEDIUM N/A


20 – 25 20 – 35 29 – 35 N/A


N/A N/A


20 – 28 20 – 35 30 – 35


HEAVY N/A N/A


23 – 27 20 – 33 20 – 35


A-170


©2015: The Royal Institution of Naval Architects


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