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Ability to predict the added resistance of ships in waves has matured


Over the last five years the RAW working groups in CRS have investigated the nature of the added resistance of ships at sea and the merits of alternative ways to predict its magnitude. Reint Dallinga, r.dallinga@marin.nl


T


he investigation made use of MARIN’s potential flow Rankine source code FATIMA, and CFD contributions from DNV GL, Lloyd’s Register, ABS, Bureau Veritas,


Chantiers de ‘l Atlantique, Navantia and MARIN. CETENA examined the impact of course-keeping. These numerical results were compared with scale model tests at MARIN and DGA.


In the first years, the work focused on the added resistance of a container ship, a full block tanker and a fast, naval hull in waves from four directions. We learned that the added


resistance is not always described adequately in terms of a quadratic transfer function, and the work in later years has focused on deviations from this concept.


Prediction techniques The dispersion of the reflected and radiated waves at forward speed is a key element in the relative wave elevation in the diverging flow at the bow and the associated contribution to the added resistance. To account for this, the potential flow calculations were performed with a Rankine source code.


Figure 1: Quadratic transfer function of the added resistance of a cruise ship, Fn=0.150, in head waves, comparison of results from a Rankine source code (MARIN), CFD (ABS, MARIN) and experiments (DGA) 30 report


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