Evaluation of the Effect of Container Ship Characteristics on Added Resistance in Waves

Abstract

Added resistance in waves is one of the main causes of an increase in required power when a ship operates in actual service conditions. The assessment of added resistance in waves is important from both an economic and environmental point of view, owing to increasingly stringent rules set by the International Maritime Organization (IMO) with the aim to reduce CO2 emission by ships. For that reason, it is desirable to evaluate the added resistance in waves already in the preliminary ship design stage both in regular and irregular waves. Ships are traditionally designed and optimized with respect to calm water conditions. Within this research, the effect of prismatic coefficient, longitudinal position of the centre of buoyancy, trim, pitch radius of gyration, and ship speed on added resistance is investigated for the KCS (Kriso Container Ship) container ship in regular head waves and for different sea states. The calculations are performed using the 3D panel method based on Kelvin type Green function. The results for short waves are corrected to adequately take into account the diffraction component. The obtained results provide an insight into the effect of variation of ship characteristics on added resistance in waves.

Experimental and Numerical Analysis of Wave Drift Force on KVLCC2 Moving in Oblique Waves

“…Martic et al [21] calculated the added resistance on KCS by applying the 3D panel method based on the Kelvin-type Green function. The added resistance in short-wavelength was compensated using the National Maritime Research Institute (NMRI) method (Kuroda et al [22] and Tsujimoto et al [23]), and a sensitivity study of added resistance according to prismatic coefficient, longitudinal center of buoyancy, trim, pitch gyration, and ship speed was conducted.…”

Energy, Economic and Environmental Effects of the Marine Diesel Engine Trigeneration Energy Systems

“…The overall navigational resistance increased by the amount of propulsion reduction for a given ship's loading condition T lo = R tot / 1 − t , which is charged to the propeller, except for the navigation speed → v s and the continuous increase in resistance due to hull pollution and fouling, depends on the occurring vector quantities: wind → v w , sea currents → v sc , and waves → v sw [39,40], which according to (3) are dependent on t Y = t + τ 0 and ϕ r . The propeller-generated thrust force T p required to balance this load and the required torque of the propeller Q p , in addition to its speed n or wing pitch p, depend on the average sea inflow speed into the propeller disk v a = v s (1 − w), which depends on the modulus of sailing speed v s and the mean coefficient of wake w, whose functional dependence as well as ship's thrust deduction coefficient t are defined by the expression:…”

Computational Analysis for Estimation of Mooring Force Acting on Various Ships in Busan New Port

“…The study revealed that steady-state CFD analysis reliably estimates the wind forces and moments on the superstructure of different ship models in wind tunnel tests, showing good agreement with measurement data and outperforming regression formulas in certain cases. Martić et al [28] conducted a study on the influence of the prismatic coefficient, the longitudinal position of the center of buoyancy, the trim, the pitch radius of gyration, and the ship speed on the added resistance in waves for the KCS ship under regular head waves and different sea conditions using the 3D panel method based on the Kelvin-type Green function. The research findings provide insights into how variations in ship characteristics affect the added resistance in waves.…”