ITTC - Recommended Procedures and Guidelines: Preparation, Conduct and Analysis of Speed/Power Trials

ITTC – Recommended 7.
5-04
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Procedures and Guidelines Page 1 of 76
Preparation, Conduct and Analysis of Effective Date Revision
Speed/Power Trials 2017 05
ITTC Quality System Manual
Recommended Procedures and Guidelines
Procedure
Preparation, Conduct and Analysis of Speed/Power Trials
7.5 Process Control
7.5-04 Full Scale Measurements
7.5-04-01 Speed and Power Trials
7.5-04-01-01.1 Preparation, Conduct and Analysis of Speed/Power Trials
Updated / Edited by Approved

Specialist Committee on Performance of
28th ITTC 2017
Ships in Service of the 28th ITTC
Date 04/2017 Date 09/2017
ITTC – Recommended 7.5-04
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Table of Contents
7.6.1 Ship’s track and speed over ground

1. PURPOSE .............................................. 5 .................................................... 13
2. DEFINITIONS ....................................... 6 7.6.2 Torque ........................................ 13
7.6.3 Wind ........................................... 13
3. RESPONSIBILITIES............................ 7 7.6.4 Water depth ................................ 14
3.1 Shipbuilders’ responsibilities ........... 7 7.6.5 Waves ......................................... 14
3.2 The Trial Team’s responsibilities..... 7 7.6.6 Density and temperature............. 14
7.6.7 Current ........................................ 14
4. TRIAL PREPARATIONS .................... 8
4.1 Installation & Calibration ................ 8 8. CONDUCT OF TRIAL....................... 14
4.2 S/P trial agenda and pre-trial 8.1 Initiation ........................................... 14

meeting................................................ 9 8.2 Trial trajectory ................................ 15
5. SHIP CONDITION ............................... 9 8.3 Run duration and timing ............... 15
5.1 Displacement ...................................... 9 8.4 Trial direction .................................. 15
5.2 Trim .................................................. 10 8.5 Steering ............................................. 15
5.3 Hull &propeller ............................... 10 8.6 Approach .......................................... 15

8.7 Power settings .................................. 16
6. TRIAL BOUNDARY CONDITIONS 10
8.8 Number of speed runs ..................... 16
6.1 Location ............................................ 10 8.8.1 ‘Iterative’ method ....................... 16
6.2 Wind.................................................. 10 8.8.2 ‘Mean of means’ method............ 16
6.3 Sea state ............................................ 11 8.8.3 Sister ships.................................. 16
6.4 Water depth ..................................... 11 8.8.4 Additional runs due to limiting
wave height ................................ 16
6.5 Current ............................................. 11
8.9 Test sequence ................................... 17
7. TRIAL PROCEDURES ...................... 12
9. DATA ACQUISITION ....................... 17
7.1 Parameters that shall be recorded . 12
9.1 Acquisition system ........................... 17
7.2 Primary parameters ........................ 12
9.1.1 System requirements .................. 17
7.3 Secondary parameters ..................... 12 9.1.2 Location ...................................... 18
7.4 General information ........................ 13 9.2 Manual data collection .................... 18
7.5 Model test information .................... 13 9.3 Sign convention ................................ 18
7.6 Scope and conduct of the
measurements .................................. 13 10. ANALYSIS PROCEDURE ................ 19
10.1 General Remarks ............................. 19
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10.2 Description of the Analysis : PROPULSIVE

Procedure ......................................... 19 EFFICIENCY CORRECTION BASED
10.2.1 Resistance data derived from the ON LOAD VARIATION TESTS....... 36
acquired data............................... 21 D.1. Propulsive efficiency correction ...... 36
10.2.2 Evaluation of the acquired data .. 21
D.2. Correction of shaft rotation rate –
10.2.3 Evaluation based on Direct Power effect of added resistance and of
Method ...................................... 21 shallow water ................................... 36
10.2.4 Correction of the measured ship’s
speed due to the effect of current 22 : EVALUATION OF WIND
10.2.5 Prediction of power curve from DATA .................................................... 38
trial condition to other loading E.1. Averaging process for the true wind
condition ..................................... 23 vectors ............................................... 38
10.3 Calculation methods for resistance E.2. Correction for the vertical position of
increase and other corrections........ 23 the anemometer ............................... 39
10.3.1 Resistance increase due to the
effects of wind ............................ 23 : CORRECTION METHODS
FOR RESISTANCE INCREASE DUE
10.3.2 Resistance increase due to the
TO WIND ............................................. 41
effects of waves .......................... 24
10.3.3 Resistance increase due to water F.1. Wind resistance coefficients by wind
temperature and salt content ....... 25 tunnel test ......................................... 41
10.3.4 Correction of the ship performance F.2. Wind resistance coefficients by CFD ..
due to the effects of shallow water. ....................................................... 41
...................................... 25 F.3. Data sets of wind resistance
10.3.5 Correction of the ship’s coefficients ........................................ 41
performance due to the effects of
displacement ............................... 26 F.4. Regression formula by Fujiwara et al.
....................................................... 52
11. PROCESSING OF THE RESULTS .. 26
: CORRECTION
12. REPORTING ....................................... 29 METHODS FOR RESISTANCE
INCREASE DUE TO WAVES .......... 54
13. REFERENCESAND G.1. Simplified correction method for
BIBLIOGRAPHY................................ 30 ships with limited heave and pitch
during the speed runs (STAWAVE-
: GENERAL SHIP AND 1) ....................................................... 54
TRIAL DATA ...................................... 32
G.2. Empirical correction method with
: BEAUFORT SCALE OF frequency response function for ships
WIND .................................................... 33 with heave and pitch during the
speed runs (STAWAVE-2) ............. 54
: FORMAT S/P TRIAL LOG
SHEET .................................................. 35
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G.3. Theoretical method with simplified : RAVEN SHALLOW-

tank tests in short waves or empirical WATER CORRECTION ................... 71
formula ............................................. 56 K.1. Calculation of viscous resistance .... 71
G.4. Seakeeping model tests .................... 59 K.2. Shallow-water correction of viscous
re-sistance ......................................... 72
: EFFECT OF CURRENT 60
K.3. Estimate additional sinkage............. 72
H.1. ‘Iterative’ method ............................ 60
K.4. Estimate resulting additional
H.2. ‘Mean of means’ method ................. 61
displacement..................................... 72
: CONVERSION FROM K.5. Estimate resistance increase caused
TRIAL SPEED/POWER TEST by additional sinkage in shallow
RESULTS TO OTHER STIPULATED water ................................................. 72
LOAD CON-DITIONS ....................... 63
K.6. Correct measured power ................. 72
: EXTENDED ANALYSIS K.7. Check validity of calculated viscous
OF DIRECT POWER METHOD resistance .......................................... 72
(INFOR-MATIVE) .............................. 64
K.8. Limits of applicability: ..................... 73
J.1. Propulsive efficiency correction ....... 64
NOMENCLATURE ........... 74
J.2. Application of load variation test
results ................................................ 70
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• the trial procedure,

• the execution of the trial,
1. PURPOSE
• the measurements required,
The primary purpose of speed-power trials is • the data acquisition and recording, and
to determine ship performance in terms of speed, • the processing of the results.
power and propeller revolutions under pre-
scribed ship conditions, and thereby verifying The contracted ship’s speed and the speed
the satisfactory attainment of the contractually for EEDI shall be determined for stipulated con-
stipulated ship’s speed and power and to provide ditions which are defined at specific draughts
the ship’s speed and power for the calculation of (contract draught and EEDI draught) and usu-
the Energy Efficiency Design Index (EEDI) as ally for ideal environmental conditions i.e. no
required by IMO. wind, no waves, no current, deep water.
The present Recommended Procedure con- Normally, such stipulated conditions are not
cerns the preparation and execution of speed- experienced during the actual trials. In practice,
power trials, as well as the method of analysing certain corrections for the environmental condi-
the results. It has been defined by the 27th and tions, such as water depth, wind, waves, current
the 28th ITTC Specialist Committee on the Per- and deviating ship draught from specified
formance of Ships in Service. In this work the draught have to be considered. For this purpose,
Committee took into account: not only the shaft power and ship’s speed are
measured, but also relevant ship data and envi-
• ITTC 7.5-04-01-01.1 &.2, 2014, ronmental conditions shall be recorded during
• ISO 19019, 2002, the speed-power trials.
• ISO 15016, 2015, In case it is physically impossible to meet the
• Sea Trial Analysis JIP, 2006; (Boom, 2008). conditions in these Guidelines, a practical docu-
mented approach mutually agreed among
The descriptions for the calculation methods Owner, Verifier and Shipbuilder can be allowed.
of the resistance increase due to wind and waves,
as well as guidelines for analysis and speed cor- The applicability of these Guidelines is lim-
rections are based on relevant research results ited to commercial ships of the displacement
and modified from ITTC 7.5-04-01-01.2/2005 type.
to meet the IMO EEDI requirements.
All trial procedures and measurements shall
• The purpose of this document is to define be conducted in such a way that the speed at
and specify: Contract power and the speed at EEDI Power
• the responsibility of each party involved, are derived within 0.1 knots and the shaft power
• the trial preparations, within 2%.
• the vessel’s condition,
• the limiting weather and sea conditions,
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2. DEFINITIONS • Ship’s speed: speed that is realised under

the stipulated conditions. “Contract Speed”
• Brake power: power delivered by the output refers to the contractual conditions agreed.
coupling of the propulsion machinery before “EEDI Speed” refers to the conditions spec-
passing through any speed reducing and ified by IMO. The ship’s speed during a
transmission devices. speed run is derived from the headway dis-
• Contract power: shaft power that is stipu- tance between start and end position and the
lated in the newbuilding or conversion con- elapsed time of the speed run.
tract between Shipbuilder and Owner. • Sister ships: ships with identical main di-
• Docking report: report that documents the mensions, body lines and propulsor system
condition of the ship hull and propulsors built in a series by the same Shipbuilder.
(available from the most recent dry-dock- • S/P trials: speed-power trials to establish a
ing). speed-power relation of the vessel.
• Double run: two consecutive speed runs at • Speed run: ship’s track with specified head-
the same power setting on reciprocal heading, distance and duration over which ship’s
ing. speed and shaft power are measured.
• EEDI: Energy Efficiency Design Index as • S/P trial agenda: document outlining the
formulated by IMO. scope of a particular S/P trial. This document
• EEDI power: shaft power that is stipulated contains the procedures on how to conduct
by the EEDI regulations. the trial and table(s) portraying the runs to be
• Ideal conditions: ideal weather and sea con- conducted.
dition; deep water of 15°C，no wind, no • Trial baseline: the track of the first S/P run.
waves and no current. • The Trial Leader is the duly authorised
• Owner: party that signed the newbuilding or (Shipbuilder’s representative) person re-
conversion contract with the Shipbuilder. sponsible for the execution of all phases of
• Parties involved: Shipbuilder, Ship Owner the S/P trials including the pre-trial prepara-
and EEDI Verifier. tion.
• Power setting: setting of engine throttle and • Trial log: for each speed run, the log con-
propeller shaft speed for fixed pitch propel- tains the run number, the times when the
lers and setting of the pitch angle for control- speed run starts and stops, and the data as de-
lable pitch propellers scribed in Section 9.2 and Appendix C of
• Propeller pitch: the design pitch, also for these Guidelines.
controllable pitch propellers. • The Trial Team consists of the Trial Leader,
• Running pitch: the operating pitch of a the Owner’s representative, the appointed
CPP. persons responsible for the S/P trial meas-
urements and if required, the Verifier.
• Shaft power: net power supplied by the pro-
pulsion machinery to the propulsion shafting • Verifier: third authorized party responsible
after passing through all speed-reducing and for verification of the EEDI.
other transmission devices and after power
for all attached auxiliaries has been taken
off.
• Shipbuilder: ship yard that signed the new-
building or conversion contract with the
Owner.
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3. RESPONSIBILITIES • It is the Shipbuilders responsibility that all

ship data relevant for the S/P trials prepara-
3.1 Shipbuilders’ responsibilities tion, conduct, analysis and reporting are
made available to the Trial Team prior to the
The Shipbuilder is responsible for planning, S/P trials. This data shall include the infor-
conducting and evaluating the S/P trials: mation requested in Appendix A as well as
the results of the model tests for this ship at
• The Shipbuilder is responsible for appoint- trial draught and trim, EEDI draught and
ing an authorized Trial Leader. trim and contract draught and trim.
• The Shipbuilder is responsible for that speed • The Shipbuilder is responsible for the over-
and shaft power measurements and analysis all trial coordination between the ship's crew
are conducted by persons acknowledged as and Trial Team. A pre-trial meeting between
competent to perform those tasks, as agreed the Trial Team and the ship’s crew shall be
between the Shipbuilder, the Owner and the held to discuss the various trial events and to
Verifier. resolve any outstanding issues.
• The Shipbuilder has to provide all permits • The Shipbuilder has to arrange for divers to
and certificates needed to go to sea. inspect the ship’s hull and propulsor if nec-
• The Shipbuilder is responsible for ensuring essary.
that all qualified personnel, needed for oper-
ating the ship, all engines, all systems and The Trial Leader maintains contact with the
equipment during the sea trials are on board. Trial Team on the preparation, execution and re-
• The Shipbuilder is responsible for ensuring sults of the S/P trials.
that all regulatory bodies, Classification So-
ciety, Owner, ship agents, suppliers, subcon- 3.2 The Trial Team’s responsibilities
tractors, harbour facilities, departments or-
ganising the delivery of provisions, fuel, wa- The Trial Team is responsible for correct
ter, towing, etc., needed for conducting the measurements and reporting of the S/P trials ac-
sea trials, have been informed and are avail- cording to this document and for the analysis of
able and on board, when required. the measured data to derive the ship’s speed and
• It is the Shipbuilder’s responsibility that all power at the stipulated conditions.
safety measures have been checked and that
all fixed, portable and individual material The Trial Team is responsible for the follow-
(for crew, trial personnel and guests) is on ing:
board and operative.
• It is the Shipbuilder’s responsibility that • Conducting inspection of ship including hull
dock trials of all systems have been executed and propeller condition.
and all alarms, warning and safety systems • Providing, installing and operating all re-
have been checked. quired trial instrumentation and temporary
• It is the Shipbuilder’s responsibility that an cabling.
inclining test has been performed and/or at • Providing the ship master and Owner’s rep-
least a preliminary stability booklet includ- resentative with a preliminary data package
ing S/P trials condition has been approved, and preliminary analysis before debarking.
in accordance with the SOLAS Convention. • Providing a final report after completion of
the trials in accordance with Chapter 12.
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4. TRIAL PREPARATIONS Shaft torque shall be measured by means of

permanent torque sensor or strain gauges on the
The success of the S/P trials largely depends shaft. The measurement system shall be certi-
on the preparations. In this chapter, the most im- fied for power measurements on a test shaft with
portant steps are summarised. a bias error smaller than 1% so that an overall
bias error smaller than 2% (on board of the ac-
4.1 Installation & Calibration tual ship) can be achieved.
Assembling of all trials instrumentation in Alternative shaft torque measurement de-

the configuration that will be used on the ship. vices with a certified accuracy equal to or better
Testing of the instrumentation system on mal- than the above figures are acceptable.
functioning or any other complications.
As part of the S/P trial preparation, the tor-
Apart from the obvious signals such as shaft sion meter’s zero torque readings shall be deter-
torque, rpm and DGPS, it is important to check: mined since there is a residual torque in the shaft,
which is resting on the line shaft bearings. The
1. Gyrocompasses torsion meter zero setting is to be done accord-
2. Anemometer system ing to its maker’s instructions. If not specified
3. Speed log system otherwise, the zero torque value is determined
4. Propeller pitch (of each propeller) with the ship at rest by turning the shaft ahead
5. Ship’s draught measurement system (if avail- and astern and taking the mean of these two
able) readings as the zero value.
6. Water depth measuring system
The shaft material properties e.g. the G-
Prior to the S/P trials all shipboard signals Modulus shall be fully described and docu-
that will be recorded during the S/P trials shall mented by the Shipbuilder. If no certificate
be calibrated after the instrumentation has been based on an actual shaft torsional test is availa-
installed. For this purpose, the sensors shall be ble, the G-Modulus of 82,400 N/mm2 shall be
cycled throughout the full operating range of the used. The shaft diameter used in the power cal-
system. culation shall be derived from the shaft circum-
ference measured at the location of the torsion
This is accomplished by: meter. In the case of controllable pitch propel-
ler(s) the drilling diameter must to be taken into
• Slewing the gyrocompasses account (to be supplied by Shipbuilder).
• Changing the propeller pitch
When shaft torque measurement is not pos-
sible, an alternative power measurement method
Prior to departure on S/P trials, the ship’s
recommended by the engine manufacturer and
draught measurement system (if available)
approved by Owner and Verifier is acceptable.
needs to be verified by directly reading all
draught marks, seawater temperature, specific As part of the pre-trial calibration for a ship
density and the internal draught system at the equipped with controllable pitch propellers, the
same time. procedure shall be as follows:
The shaft power will be derived from torque
and rpm.
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1. Prior to dock-out the oil distribution The S/P trial agenda is a document prepared
mechanism showing the Propeller Pitch by the Shipbuilder, outlining amongst others the
shall be checked for zero pitch; scope of a particular Speed/Power trial. This
2. Check zero pitch reading in the measure- document contains the procedures on how to
ment system against the mechanical conduct the trial and table(s) portraying the runs
reading in the oil distribution box; to be conducted. It outlines the particular re-
3. Determine the maximum ahead pitch, sponsibilities of the Trial Leader, Trial Team,
design pitch, and maximum astern pitch ship’s crew/ Shipbuilder, and the Owner’s rep-
and then adjust the ship indicators to re- resentative. The scope of the S/P trials shall be
flect the measurements. Determine the in line with this document.
corrections to account for changes in
pitch due to shaft compression as thrust Preferably before the sea trials start, but at
increases and temperature effects on the the latest when the trial area is reached and the
Propeller Pitch control rod. environmental conditions can be studied, agree-
4. Verify the weight of the propulsor and ment between the Trial Team, Shipyard and
hub from the manufacturer’s specifica- Ship Owner and Verifier shall be obtained con-
tions for making thrust measurement cerning the limits of wind forces, wave heights
corrections. and water depths up to which the trials shall be
performed. Agreement shall be obtained con-
An important deliverable of this stage is a cerning the methods used to correct the trial data.
document describing the test set-up including The measured data, analysis process and the re-
evidence of the calibrations that have been car- sults shall be transparent and open to the Trial
ried out. Team.
It is important to note that there are two

stages to consider in performing instrumentation 5. SHIP CONDITION
checks, viz. the pre-trial check procedures and
the post-trial check to verify the calibration re- 5.1 Displacement
sults.
The difference between the ship's actual dis-
4.2 S/P trial agenda and pre-trial meeting placement and the required displacement shall
be less than 2% of the required displacement. If
Before departure, a pre-trial meeting shall be model test results are used for the analysis of the
held to fix the S/P trial agenda. During this S/P trials, the deviation of the actual displace-
meeting two items shall be addressed. ment during the S/P trials shall be within 2% of
the displacement used during the model test.
• Approval of the S/P trial agenda,
The ship’s draught at the perpendiculars,
• Approval of the procedures and the conse-
midships port and starboard, trim and displace-
quential correction methods to be used to
ment are obtained immediately prior to the S/P
calculate the trial speed and to deliver the
trial by averaging the ship draught mark read-
speed trial report i.e. this Recommended
ings. In the event that reading the draught marks
Procedure.
is unsafe or provide an inaccurate result, dis-
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placement determination shall be conducted ei- The objective during the S/P trial is to minimize
ther by reading the internal draught measure- the number of influencing factors.
ment system or by evaluating all tank soundings.
Although there are correction methods for
Displacement shall be derived from the certain deviations from the contract condition,
Bonjean data or using quadratic equations with these methods are only valid up to certain limits.
hydrostatic data, taking into consideration the
hog/sag using the draught data (forward, aft and In order to arrive at reliable S/P trial results
at half length) and the density of the water. the boundary conditions shall not exceed the
values given in this chapter.
The ship shall be brought into a loading con-
dition that is as close as possible to contract con- 6.1 Location
dition and/or the condition at which model tests
have been carried out. The loading condition High wind and sea state in combination with
shall be confirmed at zero ship’s speed. a heading deviating from head waves and fol-
lowing waves, can require the use of excessive
5.2 Trim rudder deflections to maintain heading, and thus
cause excessive fluctuations in propeller shaft
The trim shall be maintained within very torque, shaft speed and ship’s speed.
narrow limits. For the even keel condition, the
trim shall be less than 0.1% of the length be- The S/P trial shall be conducted in a location
tween perpendiculars. For trimmed trial condi- where the environmental conditions are ex-
tions, the forward draught shall be within ± 0.1 pected to be constant and to have only the small-
m of the ship condition for which model test re- est possible impact on the vessel in order to
sults are available. avoid unexpected environmental effects in the
S/P trial results.
5.3 Hull &propeller This means that the speed trial range shall be
located in a sheltered area (i.e. limited wind,
The ship shall have clean hull and propel-
waves and current). Furthermore, the area shall
ler(s) for the sea trial. Hull roughness and ma-
be free from hindrance by small boats and com-
rine growth can increase the resistance of the
mercial traffic.
ship significantly but are not corrected for in S/P
trials. Therefore, it is recommended that the hull
and propeller(s) be carefully inspected before 6.2 Wind
the sea trial, and cleaned as needed and as per
coating manufacturer's recommendation. The During the S/P trial the wind speeds shall not
dates of last docking and hull and propeller be higher than:
cleaning are to be recorded in the S/P trials re-
port.
6. TRIAL BOUNDARY CONDITIONS
During the S/P trial, there are many condi-

tions that deviate from the contract condition.
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• Beaufort 1 number 6, for vessels with 6.4 Water depth

LPP>100 m or
• Beaufort number 5, for vessel with LPP≤100 There are correction methods that compen-
m sate for shallow water (see 10.3.4). However, it
is preferable to avoid the corrections by a suita-
ble choice of the S/P trial location. If the water
depth in the S/P trial area is less than the larger
of the values obtained from the following two
formulae, shallow water correction may be ap-
plied:
2
VS
h = 3 B ⋅ TM and h = 2.75 (2)
g
where
h water depth [m],
B ship’s breadth [m],
Figure 1. Limits for allowable wave height TM draught at midship [m],
𝑉𝑉s ship’s speed [m/s],
6.3 Sea state G acceleration of gravity [m/s2].
The total significant wave height H1/3, de- The value of water depth to be used for cor-
rived from the significant wave heights of local rection shall not be less than the larger value ob-
wind driven seas (wind waves) HW1/3 and swells tained from the following two formulae:
HS1/3 , by 2
V
h = 2 B ⋅ TM and h = 2 S (3)
2
H1/3 =�HW1/3 2
+HS1/3 (1) g
shall satisfy the following criteria: Furthermore, areas with significant varia-
tions in the bottom contours shall be avoided.
H1/3 ≤ 1.5𝑥𝑥 when the wave height is derived The actual water depth during each speed run
from visual observations, shall be read from the ship’s instruments and
documented in the trial log.
H1/3 ≤ 2.25𝑥𝑥 when the wave spectrum encoun-
tered during the S/P trials is measured,
6.5 Current
with 𝑥𝑥 = �𝐿𝐿PP /100, Ideally S/P trials shall be conducted in a lo-
cation where current speed and direction are es-
See section 7.6.5 for definition of “observations” sentially uniform throughout the trial area.
respectively “measurements” in this context.
In cases of current time history deviating
The above limits are illustrated in Figure 1. from the assumed parabolic / sinusoidal trend
1
The Beaufort scale is given in Appendix B.
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and the change of the current speed within the Table 1 Primary parameters
timespan of one double run is more than 0,5 Acceptable measurement Unit
knots/hour*timespan, neither of the correction devices
Ship Track DGPS [Latitude,
methods in Appendix H are applicable. Areas Longitude]
where this may occur shall be avoided for S/P or [m]
trials. Speed over DGPS [Knots]
Ground
Shaft Torque Torsion meter with [kNm],
or shaft power calibrated permanent
7. TRIAL PROCEDURES torque sensor or strain
gauges.
Power calculated from
7.1 Parameters that shall be recorded torque and RPM [kW]
Shaft RPM Pick-up, optical sensor,
In this chapter, an overview is given of the ship revs counter [RPM]
Propeller Pitch Bridge replicator
parameters that influence the trial speed. All Time GPS Time [hh:mm:ss]
these parameters shall be measured as accu- Water depth Ship echo sounder + [m]
rately as possible and recorded. nautical charts
Ship heading Gyro compass, or [deg]
compass- DGPS
For this purpose, a split has been made be- Relative wind, Ship anemometer, [m/s],
tween primary and secondary parameters. For speed and dedicated trial [knots],
each of the parameters the preferable measure- direction anemometer [deg]
ment methods are given. Height, period and Wave measuring device [m],
direction of wind such as wave buoy, radar, [sec],
waves and swell or lidar. Observation by [deg]
multiple Marinners.
7.2 Primary parameters Bow acceleration Calibrated acceleration [m/s2]
(for wave corr gauges
The primary parameters to be measured dur- method G.1))
ing each run and the accepted measurement de- Date [YYYY-
MM-DD]
vices are given in Table 1.
Table 2 Secondary parameters
It is recommended to record the wave height,
wave direction and period, absolute wind speed Acceptable measurement Unit
devices
and direction at station(s) in the vicinity of the Date [YYYY-
speed trial site. MM-DD]
Seawater density Salinity sensor, [kg/m3]
Conductivity Density
7.3 Secondary parameters Temperature (CDT) sensor
Seawater temperature Thermometer, CDT sensor [ºC]
Air temperature Thermometer [ºC]
The secondary parameters listed in Table 2
Air pressure Barometer [hPa],
shall be measured and recorded at the trial site [mBar]
at least once during the S/P trial. Sea trial area Geographical position by [Latitude,
DGPS Longitude]
Draughts, fore, Physical observation and / [m]
amidships and aft at or calibrated draught
zero speed gauges
Displacement According to draught [metric
readings and water density tons]
Torsion meter zero Torsion meter with kNm
setting calibrated torque sensor or
strain gauges
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7.4 General information scale. In case different empirical coefficients are

used for the different draughts, these shall be
Prior to the trial, the data specified in Appen- documented in full detail and documentation
dix A shall be recorded, based on measurements must include justification by means of full scale
where applicable. S/P trial data for the specific ship type, size,
loading condition, model test facility and evalu-
7.5 Model test information ation method. Refer to Guideline on the use and
the determination of CA- and CP-correlation fac-
The quality and accuracy of model tests play tors used in ITTC Recommended Procedures
a large role in the outcome of full scale S/P trials. (2017).
For some ship types, sea trials are normally car-
ried out in ballast condition, whereas the con- The model test report shall be transparent
tractual condition normally is defined in loaded and give sufficient information to enable the au-
design condition. For the conversion from bal- thorized party to check the model test results.
last trial results to loaded condition, the differ- This means that in the model test report, the
ence between the ballast and loaded model test measured data, the predicted full scale data and
curves is used. Therefore, an accurate model test a detailed description of the extrapolation
and validated consistent extrapolation method to method and the coefficients used have to be
full scale is required. given.
For the analysis of the S/P trials, i.e. to in- 7.6 Scope and conduct of the measure-
clude the effect of the propeller loading in non- ments
ideal conditions on the propulsion efficiency
and rpm, it is required that the model tests data
include the results of propeller load variation 7.6.1 Ship’s track and speed over ground
measurements as defined in [used in ITTC rec-
The ship’s position and speed shall be meas-
ommended procedures 7.5-04-01-xx (2017)]" )
ured by a global positioning system such as
or Appendix D.3.
DGPS. The DGPS system shall operate in the
Based on ITTC recommendations, the model differential mode to ensure sufficient accuracy.
tests shall be conducted according to the follow- Position and speed shall be monitored and
ing criteria: stored continuously.
Model tests shall be conducted at the con- 7.6.2 Torque

tract draught and trim, the EEDI draught and
trim as well as the trial draught and trim. The calibration of the torque measurement
shall not be altered during the S/P trials.
Model tests shall be conducted according to
the ITTC Recommended Procedures for Re- 7.6.3 Wind
sistance and Propulsion Model Tests (2017), in-
cluding load variation tests. The ship’s own sensor or a dedicated trial an-
emometer is to be used. The anemometer shall
For all draughts and trims, the same methods, be as clear as possible from the superstructure.
procedures and empirical coefficients shall be
used to extrapolate the model scale values to full
-01-01.1
7.6.4 Water depth height, period and direction into relevant equa-
tion (see section 10.3.2).
Measuring the water depth can be done by
using the ship echo sounder. It is important that 7.6.6 Density and temperature
the echo sounder is calibrated before the speed
run in combination with the check of the water The local seawater temperature and density
depth given on the charts and that the vessel’s at the trial site shall be recorded to enable the
draught is taken into account. Continuous re- calculation of the ship’s displacement and cor-
cording of water depth is recommended. rections with regard to viscosity. The water tem-
perature shall be taken at sea water inlet level.
7.6.5 Waves Air temperature and pressure shall be measured
at the trial location using a calibrated thermom-
The wave spectrum can be derived either by eter and barometer.
measurements or by observations.
7.6.7 Current
Wave measurements
Current speed in the direction of the ship’s
Preferably, the spectrum of waves induced
heading shall be derived as part of the evaluation
by local wind and swell originating from remote
of each run, either using the ‘Mean of means’
wind, shall be measured during the S/P trials.
method (Appendix H-2) or the ‘Iterative’
The spectrum is derived from a spectral analysis
method (Appendix H-1). See also section 10.2.4.
of the measured wave elevation as a function of
time. For this purpose, wave buoys in the speed
trial area or ship born equipment such as wave 8. CONDUCT OF TRIAL
radar or lidar can be used. The wave measure-
ment equipment shall be calibrated and the ac- On the day of and during the S/P trial, a num-
curacy shall be validated and documented. ber of prerequisites shall be met in order to ar-
rive at reliable trial results. In this chapter, an
The directions of the waves and swells may overview is given of the minimum requirements.
be derived from visual observations. Measure-
ment of directional wave spectrum is preferable.
8.1 Initiation
Wave observations
Prior to the S/P trials, the weather forecast
In case the wave spectrum encountered dur- shall be studied.
ing the S/P trials is not measured, the wave
height, direction and period shall be derived Whenever possible, the runs at EEDI power
from visual observations by multiple experi- shall be conducted in daylight to enable a clear
enced mariners, including the Owner’s repre- visual observation of the wave conditions. For
sentative and the Verifier. In addition to the trials in which the encountered wave spectrum
wave observations, wave now- or hind- cast data and the wave direction (both wind waves and
provided by an experienced and independent swells) are derived by measurements, these runs
weather office may be used. The wave spectrum may also be conducted without daylight.
is then obtained by entering the observed wave
-01-01.1
It is important to check that the engine plant 8.3 Run duration and timing
configuration during the S/P trial is consistent
with normal ship operations. The S/P trial duration shall be long enough
to accommodate a speed/power measurement
Prior to the S/P trials, the following actions within the required accuracy. The run duration
shall be taken at the vessel's zero speed through shall be the same for all speed runs with a mini-
the water: mum of ten (10) minutes. The speed runs for the
same power setting shall be evenly distributed
1. draught reading as described in section in time.
5.1 and calculation of displacement,
2. measurement of wind speed and direc- 8.4 Trial direction
tion,
3. zero setting of shaft torque meter, The speed runs shall preferably be carried
4. measurement of water temperature and out by heading into and following the dominant
density. wave or wind direction, depending on which
effects the ship’s speed most.
8.2 Trial trajectory
Consequently, once the heading for the
The S/P trial runs need to be conducted over speed run and the reciprocal heading for the re-
the same ground area. For each base course, turn run are fixed, the selected heading shall be
each speed run will be commenced (COMEX) maintained very precisely throughout the S/P
at the same place (within reason). trial. However, if the ’Mean of means’ method
is used for current correction, the trial direction
can be changed between each power setting ac-
cording to change of weather condition.
8.5 Steering
An experienced helmsman or adaptive auto-

pilot will be required to maintain heading during
Figure 2 Trial trajectory of one double run each speed run. Minimum rudder angles are to
be used while maintaining a steady heading.
Modified Williamson turns or similar types
of manoeuvre will be executed between each During the speed run, the maximum single
run to return the ship to the reciprocal heading amplitude of rudder angles shall be not more
on, or parallel to, the trial baseline. Parallel than five (5) degrees.
means within one ship length of the trial base-
line (see also 8.6). This procedure is used to 8.6 Approach
avoid different sea states or different wind con-
ditions. Engine throttles, rpm setting(s) or pitch The S/P trial approach shall be long enough
setting(s) shall not be moved during this period. to ensure a steady state ship’s condition prior to
The rudder angle used in this manoeuvre shall commencement (COMEX) of each speed run.
be such that ship’s speed loss and time loss are During the approach run, the ship shall be kept
minimised. on course with minimum rudder angles.
-01-01.1
No fixed approach distance can be given. In • Two (2) double runs (at the same power set-
order to verify that the vessel reached the steady ting) below the EEDI/Contract power,
ship’s condition the measured values of shaft ro- • Two (2) double runs (at the same power set-
tation rate, shaft torque (if available) and ship’s ting) around the EEDI/Contract power,
speed at the control position shall be monitored. • Two (2) double runs (at the same power set-
When all three values are stable the ship's con- ting) above the EEDI/Contract power.
dition shall be deemed "steady".
Two (2) double runs compensate for the ef-
8.7 Power settings fect of current and second order current varia-
tions. In order to obtain sufficient accuracy, the
A minimum of three (3) different power set- time intervals between each run at the same
tings are required. These shall be adequately dis- power setting shall be more or less the same
tributed within the power range of 65% MCR (time interval deviation of 25% between single
and 100% MCR. runs is acceptable).
8.8 Number of speed runs 8.8.3 Sister ships
All S/P trials shall be carried out using dou- If the results of the S/P trials of the first ship
ble runs, i.e. each run shall be followed by a re- of a series are acceptable, sister ships may be
turn run in the exact opposite direction per- subjected to a reduced speed trial program. The
formed with the same engine settings. runs shall comprise at least:
8.8.1 ‘Iterative’ method • One (1) double run below EEDI / Contract
power,
When the current correction is carried out • One (1) double run around EEDI / Contract
using the ‘Iterative’ method (Appendix H.1), the power,
runs shall comprise at least: • One (1) double run above EEDI / Contract
power.
• One (1) double run below EEDI / Contract
power, Additional runs – sister ships
• Two (2) double runs (at the same power set-
ting) around EEDI / Contract power, If ‘Mean of means’ method is used for sister
• One (1) double run above EEDI / Contract ships and a current variations of above 0.2 knots
power. within a double run are encountered, one (1) ad-
ditional double run at that power setting shall be
The EEDI / Contract power runs shall be conducted.
conducted not as the first or the last power set-
ting in the trial sequence. 8.8.4 Additional runs due to limiting wave
height
8.8.2 ‘Mean of means’ method
For the first of a series or a sister ship at any
When the current correction is carried out power setting, when the wave height is around
using the ‘Mean of means’ method (Appendix the limiting conditions and significant wave-in-
H.2), the runs shall comprise at least: duced ship motions are observed then one (1)
-01-01.1
additional double run at that power setting shall shall always be to record as many parameters as
be conducted. possible by means of the measurement computer
in order to increase the level of accuracy of the
8.9 Test sequence S/P trials.
1. Fixing of speed run heading (see section 9.1 Acquisition system

8.4);
2. Navigating through the approach dis- The acquisition system shall record time his-
tance on direct course; tories of the measurements described in chapter
3. Prepare all measurements to start; 7.2 to assure quality control and to provide in-
4. Start speed run. Control levers shall re- formation that will allow for the development of
main unchanged, maximum rudder an- uncertainty analysis.
gle shall not be more than 5 deg. port and
starboard. After agreed duration (mini- 9.1.1 System requirements
mum of 10 minutes) stop speed run. De-
termine the achieved speed and power; The data acquisition system shall:
5. During S/P trial run make environmental
observations; • Record all available parameters simultane-
6. Turn ship with small rudder angles to ously.
navigate the counter run covering the • Perform a time trace recording with a sam-
same geographical track as the first run; pling rate of at least 1 Hz.
7. Repeat steps 2 to 6. • Display time traces of the trial parameters
specified in section 7.2.
• Calculate statistics (mean min, max, stand-
9. DATA ACQUISITION
ard deviation).
During the speed/power trial, accurate re-
cording of the speed and power relationship is At the end of each run, the data acquisition
of great importance. system shall be able to present all recorded time
histories to evaluate the quality and consistency
Apart from this, an accurate quantification of of the acquired trial data and be stored for sub-
the boundary conditions is necessary since the sequent graphical presentation.
ship’s speed and powering characteristics are
extremely sensitive to conditions such as hull Furthermore, the acquisition system shall
and propeller condition, ship displacement, present the following values for each of the
shallow water effects, sea state and wind veloc- measured data:
ity. Consequently, these factors shall be moni-
tored and documented to the greatest possible 1. Trial start time
extent. 2. Number of samples taken
3. Maximum value
During the S/P trials, two types of data ac- 4. Minimum value
quisition shall be used: Automated acquisition 5. Average value
by means of a data acquisition system (measure- 6. Standard deviation
ment computer), and manual recording of infor- 7. Trial end time
mation by means of a log sheet. The objective
-01-01.1
Filtering of the run data is recommended to

avoid “spikes” in the recorded time histories.
Chauvent’s criterion that provides a ratio of
maximum acceptable deviation to precision in-
dex as a function of the number of readings, (N)
is to be used. Readings are automatically re-
jected from use in the data analysis when they
fall outside of the selected mean value band-
width.
9.1.2 Location
The data acquisition system shall be located Figure 3. Sign conventions

on the bridge.
9.2 Manual data collection
For those parameters that cannot be meas-

ured and recorded automatically by means of the
data acquisition system, manual data collection
is required using a log sheet (see Appendix C).
The log sheet is important for two aspects:
1. Firstly, to complete the dataset.

2. Secondly, to provide a backup for the au- Figure 4. Sign convention for wind directions
tomated measurements and give a writ-
ten overview of the measurements. The wind direction is defined as the direction
from which the wind is coming.
It is important that the parameters that are Zero (0) degrees on the bow and positive to star-
varying in time is recorded every few minutes board (clockwise).
so that the average can be determined over the
run period. Input parameters:
ψ Heading of the ship [deg]
9.3 Sign convention VWR Relative wind speed [m/s]
ψWR Relative wind direction relative to the
The sign conventions to be used for wave bow, ship fixed; 0 means head winds
and wind direction are presented in Figure 3, [deg]
Figure 4 and Figure 5. VG Measured ship’s speed over ground
[knots]
Computed parameters:
ΒWT True wind angle in earth system [deg]
VWT True wind speed [m/s]
-01-01.1
10.2 Description of the Analysis Procedure
The analysis of speed/power trials shall con-

sist of
• evaluation of the acquired data

• correction to ship power for resistance in-
crease due to wind, waves, water tempera-
ture and salt content
• correction to ship’s speed at each run for the
effect of current
• correction to ship’s speed at each run for the
effect of shallow water
• correction to ship power for displacement
• presentation of the trial results
Figure 5.Sign convention for wave directions Details of the methods are given in the fol-
lowing chapters. For wave and wind corrections
The wave direction is defined as the direc- the methods depend on the level of information
tion relative to the ship's heading from which the which is available to the conducting party of the
wave fronts are approaching. speed/power sea trials. The analysis and correc-
tion method to be followed is prescribed below
Input parameters:
and summarized in Table 3.
ψ Heading of the ship [deg]
HW1/3 Significant wave height (wind waves) Evaluation
[m], For the evaluation the Direct Power Method
HS1/3 Significant wave height (swell) [m], in combination with the propulsive efficiency
α Angle between ship heading and wave correction based on load variation tests (refer to
direction relative to the bow; 0 means ITTC 7.5-02-03-01 (2017)) shall be used.
head waves [deg]
VG Measured ship’s speed over ground Wind Correction
[knots] In calculating resistance increase due to
wind, four methods can be used, depending on
whether there are wind tunnel measurements
10. ANALYSIS PROCEDURE available or not:
10.1 General Remarks If wind tunnel measurements are available:
This section describes the methods to ana- • Wind resistance coefficients from model test
lyse the results of speed/power trials as con- are used (Appendix F.1).
ducted according to the previous sections. The
method to be used depending on situation and If CFD simulations are available:
available data is given in Table 3.
• Wind resistance coefficients from simula-
tions are used (Appendix F.2).
-01-01.1
If wind tunnel measurements or simulations • Under the condition that heave and pitch
are not available: motions are small, the direct correction wave
method based on wave reflection prescribed
• Wind resistance coefficients from standard in Appendix G.1 or G.2 shall be used.
data set (Appendix F.3) • In case significant heave and pitch is ob-
served during the trials, the empirical formu-
or lation of the response function prescribed in
Appendix G.2, shall be used for the analysis.
• Regression formula by Fujiwara et al. (Ap- This empirical transfer function covers both
pendix F.4). the mean resistance increase due to wave re-
flection and the motion induced added re-
are(is) used. sistance.
Wave correction
In calculating resistance increase due to

waves, the following procedure shall be used:
If ship’s geometry cannot be made available

to Verifier:
Table 3. Evaluation method to be followed. The numbers identify the method by the chapters or Appendix in which the
methods are described.
Evaluation / Correction Method
Condition Air Temp. & Water Displ. &
Evaluation Waves Wind Current
Resistance Density Depth Trim
Heading Yes H.1
changed be-
tween power
no H.1 or H.2
settings
Load Yes D
Variation
Test No D
available
G.1 or Included in
heave No
No G.2 method 10.3.3 10.3.4 10.3.5
Ship geome- and pitch
Yes G.2
try
available to G.1 or
Yes
Verifier G.2,G.3
Full Seakeeping
G.4
Model Tests available
Dataset of Wind Tunnel Tests
E.1/E.2
wind re- /CFD
sistance coef- Data set E.3
ficients
No E.4
Available
-01-01.1
10.2.2 Evaluation of the acquired data

Provided that the ship geometry is availa-
ble to Verifier The evaluation of the acquired data con-
sists of the calculation of the resistance value
• The theoretical method with tank test in associated with the measured power value sep-
short waves or empirical formula as pre- arately for each run of the speed trials.
scribed in Appendix G1, G2 or G.3 shall be
used. The reason that the associated re-
• In the case transfer functions of added resistance/power shall be calculated for each run
sistance in waves derived from seakeeping is that a careful evaluation shall consider the
tank tests are available for the specific ves- effects of varying hydrodynamic coefficients
sel at the relevant draught, trim, speed with varying propeller loads. The recom-
range and relative wave direction, these mended correction methods except for the ones
shall be used in combination with the wave used for current effect, for shallow water effect
spectrum (Appendix G.4). and for displacement and trim are applicable to
resistance values.
Shallow water
10.2.3 Evaluation based on Direct Power
To correct for shallow water effect the Method
method proposed by Raven (2016) and speci-
fied in Appendix K shall be applied to the To derive the speed/power performance of
ship’s speed measured during each run. the vessel from the measured speed over
ground, power and rpm, the Direct Power
10.2.1 Resistance data derived from the ac- Method is to be used. In this method the meas-
quired data ured power is directly corrected by the power
increase due to added resistance in the trial
The resistance values of each run shall be conditions. The analysis is based on the deliv-
corrected for environmental influences by esti- ered power.
mating the resistance increase ΔR as,
More details are given in Appendix D.
∆R = RAA + RAW + RAS (4)
The delivered power in the trial condition
is derived by:
with
RAA resistance increase due to relative wind 𝑃𝑃Dms = 𝑃𝑃Sms 𝜂𝜂S (5)
(see Appendix E and F),
RAS resistance increase due to deviation of when the measured power is shaft power
water temperature and water density
(see section 10.3.3), 𝑃𝑃Dms = 𝑃𝑃Bms 𝜂𝜂M (6)
RAW resistance increase due to waves (see
Appendix G). when the measured power is brake power
with
PSms shaft power measured for each run
-01-01.1
ηS shaft efficiency (0.99 for conventional VS ship’s speed through water [m/s], see
shaft) 10.2.4
PBms brake power measured for each run 𝜉𝜉𝑛𝑛 , 𝜉𝜉𝑣𝑣 overload factors derived from load var-
ηM transmission efficiency iation model test (Appendix D)
Δ𝑉𝑉 speed correction due to shallow water
The corrected delivered power PDid is ob- [m/s], determined according to 10.3.4.
tained as follows (under condition 𝑃𝑃Dms −
∆𝑅𝑅𝑉𝑉S The extended analysis in Appendix J,
> 0):
𝜂𝜂
Did which is included informatively, is useful for
model test correlation purposes since it in-
1
PDid = volves the full-scale wake fraction.
2
  ∆RVS 
2 
 ∆RVS ∆RVS  10.2.4 Correction of the measured ship’s
 PDms − +  PDms −  + 4 PDms ξP  speed due to the effect of current
 ηDid  ηDid  ηDid 
(7) The ship's speed through water (VS) is the
measured speed over the ground (VG) corrected
VS ship’s speed through water [m/s], see
for the current speed (VC) at each run, VS=VG-VC.
10.2.4
ηDid propulsion efficiency coefficient in The current correction can be achieved by
ideal condition, from model test. two (2) different methods: either the ‘Iterative’
ξP overload factor derived from load vari- method or the ‘Mean of means’ method. The
ation model test. details are given in Annex H.
ΔR resistance increase due to wind, waves
and temperature deviations [N] (eq. 4 ). a) ‘Iterative’ method
PDid is the power in ideal conditions, i.e. no Based on the assumption that the current
wind, waves or other disturbances. For shallow speed varies with a semi-diurnal period, a cur-
water a speed correction is applied according rent curve as a function of time is created. In
to 10.3.4. Deviations in displacement are cor- the same process a regression curve represent-
rected for according to 10.3.5. ing the relationship between the ship’s speed
through the water and corrected power is de-
The correction of the propeller frequency
termined. The current curve and the regression
of revolution is also carried out considering
curve are created in one process. The regres-
load variation effect (Appendix D). The cor-
sion curve has no relation with the
rected shaft rate nid is
speed/power curve from the tank tests.
nms
nid = (8) The analysis of the direct power method as
PDms − PDid ΔV
ξn + ξv +1 described in Appendix D shall be repeated af-
PDid VS ter the value of VS has been derived by the cur-
rent correction analysis.
with
nms measured propeller frequency of revo- b) ‘Mean of means’ method
lution [1/s],
-01-01.1
ρ ACDA (ψ WRref ) AXVVWRref 2 +

Based on the assumption that for a given 1
power setting, the current speed varies para- RAA =
2 (9)
bolically, the influence of current is accounted 1
for by applying the ‘Mean of means’ method − ρ ACDA ( 0 ) AXVVG 2
for each set of runs with the same power set- 2
ting. (Principles of Naval Architecture, 1988)
with
‘Mean of means’ method gives one cor- AXV area of maximum transverse section
rected ship’s speed for each power setting as exposed to the wind [m2],
described in Appendix H.2. Therefore, for CDA wind resistance coefficient
each power setting, the values of corrected
power and corrected propeller rate of revolu- Note: CDA = -CX for method F.3
tions shall be combined and averaged to derive VG measured ship’s speed over ground
the final results. [m/s],
VWRref relative wind speed [m/s] at reference
10.2.5 Prediction of power curve from trial height,
condition to other loading condition ρA mass density of air [kg/m3],
ψWRref relative wind direction at reference
For dry cargo vessels it is difficult to con- height; 0 means heading wind.
duct speed trials at full load condition. For
such ships speed trials are performed at ballast By nature, the wind speed and direction
condition and the power curve is converted to vary in time and therefore these are defined by
that of full load or of stipulated condition using their average values over a selected period.
the power curves based on the tank tests for
these conditions. For speed/power trials it is assumed that the
wind condition is stationary i.e. that the speed
The tank test results shall be provided by and direction are reasonably constant over the
the Shipbuilder. These tank test results shall be duration of each run. The average speed and
obtained in full compliance with the require- direction during the run are then determined
ments given in Section 7.5. for the duration of each measurement run.
The conversion method to be followed to The wind speed and direction are usually
convert the trial results for trial condition to re- measured by the on-board anemometer, posi-
sults for the contractual or stipulated condition tioned mostly in the radar mast on top of the
is given in Appendix I. bridge. Both wind speed and direction at this
location may be affected by the geometry of
10.3 Calculation methods for resistance the vessel in particular the shape of the super-
increase and other corrections structure and the wheel house.
The true wind vector for each speed-run is

10.3.1 Resistance increase due to the effects found from the speed and heading of the vessel
of wind and the measured wind speed and direction. By
averaging the true wind vectors over both
The resistance increase due to relative wind
speed-runs of the double run, the true wind
is calculated by:
-01-01.1
vector for the run-set at vertical position of an- α angle between ship heading and com-
emometer is found. The wind speed as meas- ponent waves; 0 means heading waves,
ured by the anemometer shall be corrected for VS ship’s speed through the water,
the wind speed profile taking into account the E directional spectrum.
vertical position of the anemometer and the
reference height for the wind resistance coeffi- If the directional spectrum is measured at
cients (normally 10 m) according to Appendix sea trials by a sensor and the accuracy is con-
E.2. This averaged true wind vector is then firmed, the directional spectrum is available. If
used to recalculate the relative wind vector for the directional spectrum is not measured it is
each speed-run of the set. This procedure is ex- calculated by the following relation:
plained in detail in Appendix E.1.
E = Sη(ω)G(α) (11)
The wind resistance coefficient shall be
based on the method according to Appendix F. with
G angular distribution function.
10.3.2 Resistance increase due to the effects Sη frequency spectrum.
of waves
The standard form of the frequency spec-
The most reliable way to determine the de- trum and the angular distribution function are
crease of ship’s increase of resistance in waves assumed for the calculation.
is to carry out sea keeping tests in regular
waves of constant wave height, at different For ocean waves the modified Pierson-
wave lengths and directions and at various Moskowitz frequency spectrum of ITTC 1978
speeds, and according to ITTC 7.5-02-07-02.2. is used:
Irregular waves can be represented as lin- Afw  B 

Sη (ω ) = exp − fw4  (12)
ear superposition of the components of regular ω 5
 ω 
waves. Therefore, the mean resistance increase
in short crested irregular waves RAW is calcu- with
lated by linear superposition of the directional
wave spectrum E and the response function of H
2
mean resistance increase in regular waves Afw = 173 W14/ 3 (13)

Rwave. T01
2π ∞ Rwave (ω ,α ;VS ) 691

RAW = 2 ∫ ∫ E (ω ,α )dωdα (10) Bfw = (14)
ζA 2 4
0 0 T01
with Other spectra can be used if appropriate for

the specific location and environment, given
RAW mean resistance increase in short
that it can be supported by public references.
crested irregular waves,
Rwave transfer function of mean resistance in- For the angular distribution function the
crease in regular waves, cosine-power type shown in formula (15) is
ζA wave amplitude, generally applied; e.g. s=1 for wind waves and
ω circular frequency of regular waves, s=75 for swells are used in practice.
-01-01.1
22 s Γ 2 ( s + 1) 1
G (α ) cos 2 s (α − θ m ) (15) RT0 = ρ 0 SVS 2CT0 (19)
2π Γ(2 s + 1) 2
π π where
for − ≤ α − θm ≤
2 2 CF frictional resistance coefficient for ac-
tual water temperature and salinity,
where CF0 frictional resistance coefficient for ref-
s directional spreading parameter, erence water temperature and salinity,
Γ Gamma function, ΔCF roughness allowance associated with
θm primary wave direction; 0 means head- Reynolds number for actual water tem-
perature and salinity,
ing waves.
ΔCF0 roughness allowance associated with
For wind waves and swells, RAW is calcu- Reynolds number for reference water
lated for each run with the relevant wave temperature and salinity,
height, period and direction. CT0 total resistance coefficient for refer-
ence water temperature and salinity,
The resistance increase due to waves shall RAS resistance increase due to deviation of
be determined by tank tests or formulae shown water temperature and water density
in Appendix G. [N],
RF frictional resistance for actual water
temperature and salt content [N],
10.3.3 Resistance increase due to water tem- RF0 frictional resistance for reference water
perature and salt content temperature and salt content [N],
RT0 total resistance for reference water tem-
Both water temperature and salt content,
perature and salt content [N],
affect the density of the sea water and thus the
S wetted surface area [m2],
ship resistance. Usually, speed trials are cor-
VS ship’s speed through the water [m/s],
rected to a sea water temperature of 15°C and
a density of 1026 kg/m³. The effects of water 𝜌𝜌S water density for actual water tempera-
ture and salt content [kg/m3],
temperature and density that differs from these
values are calculated as follows: ρ0 water density for reference water tem-
perature and salt content.
ρ   C + ∆CF0  CF, CF0, ΔCF and ΔCF0 are derived according
=
RAS RT0  S − 1 − RF  F0 − 1 (16)
 ρ0   CF + ∆CF  to ITTC Recommended Procedures 7.5-02-03-
01.4, latest version, using the same roughness
with kS for ideal and actual condition.
1
=RF ρS SVS 2 ( CF + ∆CF ) (17) 10.3.4 Correction of the ship performance
2 due to the effects of shallow water.
1
=RF0 ρ 0 SVS 2 ( CF0 + ∆CF0 ) (18) Within the restrictions on water depth stip-
2 ulated in section 6.4, the results of
speed/power trials in restricted water depth
-01-01.1
may be corrected according to the Raven Shal- where

low Water Correction Method (2016) for P1 power corresponding to displacement
which the calculation procedure is specified in
volume∇1,
Appendix K.
P2 power corresponding to displacement
If agreed among builder, owner and verifier, volume∇2,
then the corrections for power on shallow wa- ∇1 displacement volume during the
ter may be derived from propulsion model tests speed/power trial,
for the specific vessel on deep and shallow wa- ∇2 displacement volume used in the tank
ter corresponding with the water depth during test.
the speed/power trials. Such model tests have
to be conducted in a towing tank with suffi- 11. PROCESSING OF THE RESULTS
cient width for which results have been vali-
dated with full scale trials on shallow water. After completion of the S/P trials the meas-
The recommended basin width is: ured data shall be processed in the following
sequence, also illustrated in Figure 6:
• blockage (midship sectional area / tank
cross section) < 2.0%, 1. Derive the average values of each
• 2.0 model lengths for FnH <= 0.5 measured parameter for each speed
• 2.7 model lengths for 0.5 < FnH < 0.7 run. The average speed component in
the heading direction is found from the
Extrapolation of the model test results to DGPS recorded start and end positions
full scale shall be done using the ITTC Recom- in the heading direction of each speed
mended Procedure 7.5-02-03-01.4 including run and the elapsed time;
the form factor, with the form factor deter- 2. Correct ship’s speed for current by
mined for the water depth considered. For deep ‘Mean of means’ method in case of two
and shallow water, the same methods, proce- double runs (Appendix H) or mean
dures and empirical coefficients shall be used speed in case of one double run. (If ‘It-
to extrapolate the model scale values to full erative’ method is used, this is the ini-
scale(Raven 2012). tial speed.);
3. Derive the true wind speed and direc-
10.3.5 Correction of the ship’s performance tion for each double run by the method
due to the effects of displacement described in Appendix E;
4. Derive the resistance increase due to
If the displacement of the vessel at the wind (Appendix F);
speed/power trial differs from the specified 5. Derive the resistance increase due to
displacement within the limits mentioned in waves (Appendix G);
section 5.1, the following equation, based on 6. Derive the resistance increase due to
the Admiralty formula, shall be applied to the effect of water temperature and salinity
power values: (10.3.3);
7. Correct power using the Direct Power
∇ 
2/3 Method (Appendix D);
P2 = P1  2  (20) 8. Correct ship speed for current if ‘Itera-
 ∇1  tive’ method is used.
-01-01.1
9. If ‘Iterative’ method is used, repeat

item 7;
10. Correction of power for the difference
of displacement from the stipulated
contractual and EEDI conditions
(10.3.5);
11. Correction of speed for the effect of
shallow water (10.3.4);
12. Correction of propeller revolution;
13. Use the speed/power curve from the
model tests for the specific ship design
at the trial draught. Shift this curve
along the power axis to find the best fit
with all corrected speed/power points
according to the least squares method.
When more than three (3) power set-
tings, all above 50% MCR, are meas-
ured, it is acceptable to use a polyno-
mial curve of degree one less than the
number of power settings, fitted to the
corrected points using least squares
method.
14. Intersect the curve at the specified
power to derive the ship’s speed at trial
draught in ideal conditions;
15. Apply the conversion from the trial
condition to other stipulated load con-
ditions according to 10.2.5 and appen-
dix I;
16. Apply corrections for the contractual
weather conditions if these deviate
from ideal conditions.
-01-01.1
Preparation
Conduct
Measured data
VG, Pms, nms
Correction of ship’s
speed for current
by ‘MoM’ or mean
Correction of power
for resistance increase
Wave data
‘Iterative’ method No
Wind data for current correc-
tion?
Yes
Water
temperature,
Water density Correction of ship’s
speed for current
Correction of power
for resistance increase us-
ing revised ship’s speed
Speed and power evalua-

Water depth tion
Correction of power
Displacement for displacement
Final performance
Figure 6. Flowchart of speed/power trial analysis

-01-01.1
wind direction, wind velocity, air temperature,

water temperature, water density etc.
12. REPORTING
S/P trial agenda. This shall give a complete
In the trial report, an overview of the trial and chronological order of the trial programme
conditions and all corrections that have been (both planned and actual) with specification of
applied to arrive at the contract speed and the the duties of the different recording/monitor-
EEDI speed shall be given. ing stations on board.
The trial report shall contain all relevant in- Trial Results of each speed run
formation to carry out the data analysis. It shall
be written in such a way that all results can be • Date and Time at start of speed run
reprocessed. • Run number
The trial report shall contain the following • Ship’s position
sections: • Ship’s heading
• Run duration
Trial Report Summary comprising details • Mean values of measured ship's speed
of • Mean value and standard deviation of
torque (per shaft)
A) Ship particulars (including trial draughts • Mean value and standard deviation of shaft
and displacement) rpm (per shaft)
B) Propeller details • Mean value and standard deviation of shaft
C) Engine data power (per shaft)
D) Details of hull appendages and rudder • Relative wind speed and direction
• Significant wave height, mean period and
Contract conditions including contract direction
speed, power, and displacement. • Mean water depth
EEDI conditions including EEDI speed, Analysis and Correction methods. The
power and displacement. analysis and correction of the measured trial
data shall be conducted in compliance with
Description of Instrumentation describing
these Guidelines.
the instrument set-up, calibration procedure,
data acquisition interfacing details, location of Conclusions. Speeds and powers on the
sensors (e.g. strain gauges on shaft, anemome- contractually specified point and in the EEDI
ter etc.), etc. condition, derived from the S/P trial analysis,
have to be reported.
Description of Trial Site. This will give in-
formation on geography, distance from land,
water depth etc.
Environment Parameters. This shall list the

measured/observed environmental conditions
at the site during S/P trials such as wave height,
wave period, wave direction, air pressure,
-01-01.1
13. REFERENCESAND BIBLIOG- ITTC Powering Performance Committee, "An

RAPHY Updated Guide For Speed/Powering Tri-
als", Report of the ITTC Powering Perfor-
Boom et al., "Speed/Power Performance dur- mance Committee, Appendix I, 21st ITTC,
ing Trials and In-Service" Proceedings 1996.
SNAME, Athens, September 2008.
ITTC 7.5-04-01-01.2;“Recommended Proce-
Boom, H.van den, Huisman, H. and Mennen, dures and Guidelines for Speed/Power Tri-
F.:”New Guidelines for Speed/Power Tri- als”, 23rd ITTC 2002.
als” SWZ/Maritime, Jan./Feb.2013;
ITTC “Recommendations and Guidelines for
BSRA,"BSRA standard method of Speed Trial Resistance & Propulsion Model Tests”,
Analysis", Report NS 466, 1978. 23rd ITTC, 2002.
Deng Rui, Li Chao, Dong Guoxiang, etc. "Op- Japan Ship Research Association, "SR208:
timization of the superstructure and fore- New Speed Trial Analysis Method", Re-
castle fairing of a multi-purpose ship" port of the SR208 Committee, 1993.
OMAE 2017-61256.
JTTC, "A proposal for a standard method of
Fujiwara, T., Ueno, M. and Ikeda, Y.: "A New speed trial analysis", Bull. SNAJ, No.262,
Estimation Method of Wind Forces and 1944.
Moments acting on Ships on the basis of
Physical Component Models", J. JTTC, "A tentative guide for the operation of
JASNAOE, Vol.2, 2005. speed trials with large vessels", Bull. SNAJ,
No. 442, 1966.
Hansa Int. Maritiem Journal 150th Year, No. 4,
April 2013, Hansa-online.de/STA-JIP.pdf. Kaiser, M., Ph.D. (2016), Results of aerody-
namic model tests for Handy Size Bulk
ISO 15016;”Guidelines for the assessment of Carrier, Technical Report No. RH-2016/T-
speed and power performance by analysis 104E, CTO.S.A.
of speed trial data”, 2002.
Maruo H., "On the increase of the resistance of
ISO 19019; “Guide for Planning, Carrying out a ship in rough seas (2nd report)", J. SNAJ,
and Reporting Sea Trials”, 2002. Vol. 108, 1960.
ITTC Performance Committee, "ITTC guide Ministry of Transport, "Guaranteed speed

for measured-mile trials", Report of the specifications and the analysis procedure",
ITTC Performance Committee, Appendix I, Notification No. 174, Japan, 1955.
12th ITTC, 1969.
Principles of Naval Architecture, Volume
ITTC Performance Committee, "Hull Rough- II,Section II, Ship Standardization Trials;
ness", Report of the ITTC Performance published by SNAME 1988.
Committee, 19th ITTC, 1990.
Raven, H.C.: “A Computational Study of Shal-
low-Water Effects on Ship Viscous Re-
-01-01.1
sistance”, 29th Symposium on Naval Hy- SRAJ, "A Study of ship speed trials", No. 2
drodynamics, Gothenburg, Sweden, Au- Standardization Panel, , Res. Rep. No. 12R,
gust 2012. 1972.
Raven, H.C.: “A New Correction Procedure Taniguchi, K. & Tamura, K., "On a new
for Shallow-Water Effects in Ship Speed method of correction for wind resistance
Trials”, Proceedings of PRADS2016, Co- relating to the analysis of speed trial re-
penhagen, 2016. sults", 11th ITTC, 1966.
Sea Trial Analysis JIP; “Recommended Prac- Tsujimoto, M, Kuroda, M. and Sogihara, N.,
tice for Speed Trials”, 2006, Public docu- “Development of a calculation method for
ment from www.marin.nl. fuel consumption of ships in actual seas
with performance evaluation”, Proceedings
The Ship Testing and Trial Trip Committee of of OMAE 2013, OMAE2013-11297, 2013.
the Association of Ship Technical Societies
in Norway, "Standardization code for trials World Meteorological Organization: Manual
and testing of new ships", 2nd Edition, 1971. on Codes, International Codes, Volume I.1,
Part A-Alphanumeric Codes, WMO-No.
SNAME, "Code for Sea Trials", 1989. 306 (1995 edition).
-01-01.1
: GENERAL SHIP AND TRIAL DATA
Hull condition
Last date of cleaning hull
Hull appendages and Rudder
Geometry
Type
Rate of Movement during speed trials
Wind fetch
Height of anemometer above
waterline
Transverse Projected area above the
waterline including superstructures at
trial draught
Lateral projected area above the If F.3 method is used
waterline including superstructures at
trial draught
Propeller(s)
Type (FPP/CPP)
Pitch (FPP)
Direction of rotation
Number of blades
Shaft(s)
G modulus
Diameter (inside)
Diameter (outside)
-01-01.1
: BEAUFORT SCALE OF WIND

Velocity equivalent at a standard height of 10
Specifications
metres above open flat ground
Beafort number
Probable Probable
Descriptive wave wave
term Mean veloc- height* in height* in
m s-1 km h-1 m.p.h. Land Sea Coast
ity in knots metres feet
0 Calm <1 0-0.2 <1 <1 Calm; smoke rises vertically Sea like a mirror Calm - -
1 Light air 1-3 0.3-1.5 1-5 1-3 Direction of wind shown by Ripples with the appearance of Fishing smack just 0.1 ¼
smoke drift but not by wind scales are formed, but without has steerage way (0.1) (¼ )
vanes foam crests
2 Light 4-6 1.6-3.3 6-11 4-7 Wind felt on face; leaves Small wavelets, still short but of smacks which then 0.2 ½
breeze rustle; ordinary vanes more pronounced; crests have a travel at about1–2 (0.3) (1)
moved by wind glassy appearance and do not knots
break
3 Gentle 7-10 3.4-5.4 12-19 8-12 Leaves and small twigs in Large wavelets; crests begin to Smacks begin to ca- 0.6 2
breeze constant motion; wind ex- break; foam of glassy appear- reen and travel about (1) (3)
tends light flag ance; perhaps scattered white 3–4 knots
horses
4 Moderate 11-16 5.5-7.9 20-28 13-18 Raises dust and loose pa- Small waves, becoming longer; Good working 1 3½
breeze per; small branches are fairly frequent white horses breeze, smacks carry (1.5) (5)
moved all canvas with good
list
5 Fresh 17-21 8.0-10.7 29-38 19-24 Small trees in leaf begin to
Moderate waves, taking a more Smacks shorten sail 2 6 (8½)
breeze sway; crested wavelets pronounced long form; many (2.5)
form on inland waters white horses are formed(chance
of some spray)
6 Strong 22-27 10.8-13.8 39-49 25-31 Large branches in motion; Large waves begin to form; the Smacks have double 3 9½
breeze whistling heard in telegraph white foam crests are more ex- reef in mainsail; care (4) (13)
wires; umbrellas used with tensive everywhere (probably required when fishing
difficulty some spray)
7 Near gale 28-33 13.9-17.1 50-61 32-38 Whole trees in motion; in- Sea heaps up and white foam Smacks remain in 4 13½
convenience felt when from breaking waves begins to harbour and those at (5.5) (19)
walking against wind be blown in streaks along the di- sea lie to
rection of the wind
8 Gale 34-40 17.2-20.7 62-74 39-46 Breaks twigs off trees; gen- Moderately high waves of All smacks make for 5.5 18
erally impedes progress greater length; edges of crests harbour, if near (7.5) (25)
begin to break into the spindrift;
the foam is blown in well-
marked streaks along the direc-
tion of the wind
9 Strong 41-47 20.8-24.4 75-88 47-54 Slight structural damage High waves; dense streaks of - 7 23
gale occurs (chimney pots and foam along the direction of the (10) (32)
slates removed) wind; crests of waves begin to
topple, tumble and rollover;
spray may affect visibility
10 Storm 48-55 24.5-28.4 89-102 55-63 Seldom experienced inland; Very high waves with long over- - 9 29
trees uprooted; considera- hanging crests; the resulting (12.5) (41)
ble structural damage oc- foam, in great patches, is blown
curs in dense white streaks along the
direction of the wind; on the
whole, the surface of the sea
takes on a white appearance;
the tumbling of the sea becomes
heavy and shock- like; visibility
affected
11 Violent 55-63 28.5-32.6 103-117 64-72 Very rarely experienced; Exceptionally high waves (small - 11.5 37
storm accompanied by wide- and medium-sized ships might (16) (52)
spread damage be for a time lost to view behind
the waves); the sea is com-
pletely covered with long white
patches of foam lying along the
direction of the wind; every-
where the edges of the wave
crests are blown into froth; visi-
bility affected
12 Hurricane 64 and 32.7 and 118 and 73 and - The air is filled with foam and - 14 45
over over over over spray; sea completely white with (-) (-)
driving spray; visibility very seri-
ously affected
-01-01.1
* This table is only intended as a guide to show roughly what may be expected in the open sea, remote from land. It
shall never be used in the reverse way; i.e., for logging or reporting the state of the sea. In enclosed waters, or when
near land, with an off-shore wind, wave heights will be smaller and the waves steeper. Figures in brackets indicate the
probable maximum height of waves. (ref World Meteorological Organization, 1995)
State of the sea
Code Descriptive terms Height*

figure in metres
0 Calm (glassy) 0
1 Calm(rippled) 0 – 0.1
2 Smooth(wavelets) 0.1 – 0.5
3 Slight 0.5 – 1.25
4 Moderate 1.25 – 2.5
5 Rough 2.5 – 4
6 Very rough 4 – 6
7 High 6 – 9
8 Very high 9 – 14
9 Phenomenal Over 14
Notes:
(1)*These values refer to well-developed wind waves of the open sea. While priority shall be given to the descriptive
terms, these height values may be used for guidance by the observer when reporting the total state of agitation of these
resulting from various factors such as wind, swell, currents, angle between swell and wind, etc.
(2) The exact bounding height shall be assigned for the lower code figure; e.g. a height to f4 miscoded as 5.
-01-01.1
: FORMAT S/P TRIAL LOG SHEET
Speed - Power Trials Log Form
Ship name: Date:
Ship Environment Propeller shaft Measurement location:
Tfwd m Tair ⁰C outer dia D1 mm Lat
Taft m Twater ⁰C inner dia D2 mm Lon
Displacement tons ρwater kg/m3 steel type N/mm2 Description
Height of anemometer above water line: m
Rel a ti ve wi nd Wi nd dri ven wa ves Swel l Propel l er PS Propel l er SB
Forwa rd Speed
Run No. Ti me Hea di ng UKC Speed Di recti on Hei ght Di recti on Peri od Hei ght Di recti on Peri od Torque Power Revs Torque Power Revs
/ Return (SOG)
[-] [-] [F / R] [deg] [kn] [m] [kn] [m/s ] [deg] [m] [deg] [s ] [m] [deg] [s ] [kNm] [kW] [RPM] [kNm] [kW] [RPM]
-01-01.1
: PROPULSIVE EFFICIENCY The propulsive efficiency is assumed to

CORRECTION BASED ON LOAD vary linearly with the added resistance accord-
VARIATION TESTS ing to:
η ∆R
D.1. Propulsive efficiency correction =
Dms
ξP +1 (D-3)
ηDid Rid
The ship’s propulsive efficiency is affected
by the added resistance. This has to be taken where
into account when correcting the power. ξP overload factor derived from load vari-
ation model test, according to ITTC
The delivered power corrected to ideal con- Recommended Procedure 7.5-02-03-
dition is derived by 01.4（2017）
Rid resistance in ideal condition
P=
Did PDms − ∆ P (D-1)
This leads to the expression for the cor-
with rected delivered power:
ΔP correction of delivered power due to
the increased resistance and the ∆ RVS  PDms 
PDid =
PDms − 1 − ξ  (D-4)
changed propulsive efficiency ηDid  PDid P 
ΔP can be written as: This is expressed explicitly as:
∆ RVS  η  1
∆P = + PDms  1 − Dms  (D-2) PDid =
ηDid  ηDid  2
 ∆ RVS 
with  PDms − η +  (D-5)
 Did

PDms delivered power derived from shaft  2 
power or break power measured on  +  P − ∆ RVS  + 4 P ∆ RVS ξ 
  Dms η 
board for each single run [W],   Did 
Dms
ηDid P 
which can be obtained by the ‘Iterative’
method or the ‘Mean of means’ method, D.2. Correction of shaft rotation rate – ef-
Δ𝑅𝑅 resistance increase from relative wind, fect of added resistance and of shal-
waves and deviation of water tempera- low water
ture and water density for each run. The
value is computed according to section With the PDid found as described above the
10.3 in these Guidelines, [N], correction on shaft rate is:
ηDid propulsive efficiency coefficient in
ideal condition obtained from standard= ∆n P −P ∆V
ξ n Dms Did + ξ V (D-6)
towing tank test and interpolated to the nid PDid VS
speed VS,
ηDms propulsive efficiency coefficient dur- where
ing sea trial.
-01-01.1
∆=
n nms − nid (D-7)
with
nm measured shaft rate [1/s],
nid corrected shaft rate [1/s],
ξn, ξv overload factors derived from load var-
iation model test,
ΔV speed correction due to shallow water
[m/s], determined by equation (K-10)
and Pd-Vs curve from model test.
From this follows that the corrected shaft

rate nid is:
nms
nid = (D-8)
P −P ∆V
ξ n Dms Did + ξ V +1
PDid VS
-01-01.1
: EVALUATION OF WIND VWT= 2

VWR + VG2 − 2VWRVG cosψ WR (E-2)
DATA
VWR sin (ψ WR + ψ ) − VG sin (ψ )
ψ WT = tan −1
E.1. Averaging process for the true wind VWR cos (ψ WR + ψ ) − VG cos (ψ )
vectors
for VWR cos (ψ WR + ψ ) − VG cos (ψ ) ≥ 0
−1 VWR sin (ψ WR + ψ ) − VG sin (ψ )
The true wind vectors in each run are found
= ψ tan + 180
from the ship’s speed over ground and heading VWR cos (ψ WR + ψ ) − VG cos (ψ )
WT
and the measured relative wind speed and di-

rection. By averaging the true wind vectors for VWR cos (ψ WR + ψ ) − VG cos (ψ ) < 0
over both runs of the double run, the true wind (E-3)
vector for the run-set is found. This runs-set
averaged true wind vector shall be used to re- where:
calculate the relative wind vector for each run VG measured ship’s speed over ground
of the set.
[m/s];
VWR mean value of the measured relative
wind velocity at the vertical position of
the anemometer in [m/s];
VWT true wind velocity at the vertical posi-
tion of the anemometer in [m/s];
ψ ship’s heading in [degrees];
ψ WR mean value of the measured relative
wind direction at the vertical position
of the anemometer [degrees];
ψ WT true wind direction at the vertical posi-
tion of the anemometer [degrees].
The true wind velocity and direction are

corrected by an averaging process over both
runs of the double run.
2
 VWT ( i ) cosψ WT ( i ) + VWT ( i+1) cosψ WT ( i+1) 
 
 2 
'
VWT(i/i+1) = 2
Figure E-1 True wind vectors and relative wind vec-  VWT ( i )sinψ WT ( i ) + VWT ( i+1)sinψ WT ( i +1) 
+ 
tors.
 2 
The true wind velocity and direction at the (E-4)
vertical position of the anemometer are calcu-
lated by:
-01-01.1
VWT ( i )sinψ WT ( i ) + VWT ( i+1)sinψ WT ( i+1) The true wind velocity VWT( i ) , true wind di-
ψ WT(i/i+1)
'
= tan −1
VWT ( i ) cosψ WT ( i ) + VWT ( i+1) cosψ WT ( i+1) rection ψ WT(i) , relative wind velocity VWR ( i )
for VWT ( i ) cosψ WT ( i ) + VWT ( i+1) cosψ WT ( i+1) ≥ 0 and relative wind direction ψ WR(i) can then be
ψ =
( i ) , ψ WT(i) , VWR ( i ) and ψ WR(i) .
' ' ' ' '
WT(i/i+1) replaced by VWT
VWT ( i )sinψ WT ( i ) + VWT ( i+1)sinψ WT ( i+1)
tan −1 + 180
VWT ( i ) cosψ WT ( i ) + VWT ( i+1) cosψ WT ( i+1)
E.2. Correction for the vertical position of
for VWT ( i ) cosψ WT ( i ) + VWT ( i+1) cosψ WT ( i+1) < 0 the anemometer
(E-5)
The difference between the vertical posi-
tion of the anemometer and the reference
(i) =
'
VWR
height is to be corrected by means of the wind
(E-6)
= '2
VWT ( i ) + VG(i) + 2VWT ( i )VG(i) cos ψ WT(i) − ψ (i)
2 ' '
( ) speed profile given by formula (E-8).
1
ψ WR(i)
'
= tan −1
V '
WT ( i )
sin ψ( '
WT(i)
− ψ (i) ) VWTref
 Z 9
= VWT  ref  (E-8)
VG(i) + V '
WT ( i ) (
cos ψ '
WT(i)
− ψ (i) )  Za 
for VG(i) + VWT
' '
(
( i ) cos ψ WT(i) − ψ (i) ≥ 0 ) where
ψ WR(i)
'
tan −1
V '
WT ( i )
sin ψ( '
WT(i)
− ψ (i) ) + 180
VWTref true wind velocity at the reference
VG(i) + V '
WT ( i ) (
cos ψ '
WT(i)
− ψ (i) ) height [m/s];
for VG(i) + V '
WT ( i )
cos ψ ( '
WT(i)
− ψ (i) < 0 ) VWT true wind velocity at the vertical posi-
(E-7) tion of the anemometer in [m/s];
Z ref reference height for the wind resistance
where: coefficients in [m];
'
VWT averaged true wind velocity at the ver-
Za vertical position of the anemometer in
[m].
tical position of the anemometer [m/s];
'
VWR corrected relative wind velocity at the The reference height for the wind re-
vertical position of the anemometer sistance coefficients, 𝑍𝑍ref is selected as the cor-
[m/s]; responding height for the wind resistance coef-
ψ WT
'
averaged true wind direction at the ver- ficient from wind tunnel tests (normally 10m).
tical position of the anemometer [de-
The relative wind velocity at the reference
grees];
height is calculated by:
ψ WR
'
corrected relative wind direction at the
+ VG2 + 2VWTrefVG cos (ψ WT − ψ )
vertical position of the anemometer =
VWRref 2
VWTref
[degrees];
(i ) run number. (E-9)
The relative wind direction at the reference

height is calculated by:
-01-01.1
VWTref sin (ψ WT − ψ )
ψ WRref = tan −1
VG + VWTref cos (ψ WT − ψ )
for VG + VWTref cos (ψ WT − ψ )≥0
ψ WRref = (E-10)
VWTref sin (ψ WT − ψ )
tan −1 +
180
VG + VWTref cos (ψ WT − ψ )
for VG + VWTref cos (ψ WT − ψ )<0
where:
VWRref relative wind velocity at the reference
height [m/s];
VWTref true wind velocity at the reference
height in [m/s];
ψ WRref relative wind direction at the reference
height [degrees];
-01-01.1
: CORRECTION METHODS For the use of these coefficients the vessel

FOR RESISTANCE INCREASE DUE type, shape and outfitting shall be carefully
TO WIND evaluated and compared with the geometry of
the vessel from the data set. The data provided
For calculating the resistance increase due are limited to the present-day common ship
to wind one of the following methods are to be types. For special vessels such as tugs, supply
used: ships, fishery vessels and fast crafts, the geom-
etry of the vessel is too specific to make use of
the available database. Wind tunnel results for
F.1. Wind resistance coefficients by wind the specific ship type are required.
tunnel test
Table F-1 Ship type for the wind resistance data set
If wind resistance tests for the specific, or
Ship type LC Superstructure Vessel Reference
similar, vessel have been performed in a qual- Tanker con- WT
L normal 280kDWT (Boom 2013)
ified wind tunnel, the wind resistance coeffi- ventional bow
Tanker con- WT
cients derived by these measurements shall be ventional bow
B normal 280kDWT (Boom 2013)
used to compute the wind resistance of the ves- Tanker cylin- WT
B normal 280kDWT (Boom 2013)
sel in the trial condition. The coefficients drical bow
CFD
should be derived based on projected frontal LNG carrier A prismatic integrated 125k-m3 (Boom 2013)
area. prismatic extended CFD
LNG carrier A 138k-m3 (Boom 2013)
deck
CFD
LNG carrier A spherical 125k-m3
(Boom 2013)
F.2. Wind resistance coefficients by CFD Container WT
L with containers 6800TEU (Boom 2013)
ship
Container without containers, WT
Wind resistance coefficients derived from L 6800TEU (Boom 2013)
ship with lashing bridges
a CFD viscous flow solver is acceptable pro- Container WT
B with lashing bridges 6800TEU (Boom 2013)
ship
vided that the CFD code and the user have Container without lashing WT
B 6800 TEU (Boom 2013)
demonstrated verification and validation ship bridges
CFD
against qualified wind tunnel results for similar Car Carrier A normal Autosky
(Boom 2013)
ships using ITTC Recommended Procedures Ferry/Cruise
A normal
WT
ship (Boom 2013)
7.5-03-01-01 and with a required uncertainty
General Cargo WT
of the derived RAA corresponding to 2% on the A normal (Boom 2013)
ship
total power. The simulation corresponding to Handy size WT
B Cranes (Kaiser 2016)
bulk carrier
the actual speed trial case has to use the same Handy size WT
grid structure, grid density, degree of geomet- B No cranes (Kaiser 2016)
bulk carrier
rical resolution and modelling (e.g. turbulence Multi-purpose L With containers 19000D WT
carrier WT car- (Deng,2017)
models and boundary conditions) as used for rier
the validation demonstration. Multi-purpose B With partly contain- 19000D WT
carrier ers WT car- (Deng,2017)
rier
F.3. Data sets of wind resistance coefficients LC = Loading Condition WT = Wind tunnel
L = Laden CFD = CFD computations
B = Ballast
Data sets of the wind resistance coefficient A = Average
CX are available for certain ship types shown in
Table F-1. These are based on projected frontal
area and wind speed at 10 m reference height.
-01-01.1
280 KDWT TANKER CONVENTIONAL BOW

1.5 Angle Cx [-]
Ballast of
Laden attack Ballast Laden
1.0 [°]
0 -0.86 -0.96
10 -0.76 -0.93
20 -0.62 -0.85
0.5
30 -0.45 -0.73
40 -0.32 -0.62
50 -0.21 -0.47
Cx [-]
0.0 60 -0.13 -0.34

70 -0.06 -0.17
80 -0.04 -0.06
-0.5 90 0.02 0.05
100 0.08 0.14
110 0.19 0.22
120 0.29 0.29
-1.0 130 0.38 0.40
140 0.47 0.53
150 0.56 0.66
-1.5 160 0.61 0.75
0 30 60 90 120 150 180 170 0.66 0.79
180 0.63 0.77
angle of attack [°]
280 KDWT TANKER CYLINDRICAL BOW

1.5 Angle Cx [-]
of
Ballast
attack Ballast
1.0 [°]
0 -0.86
10 -0.75
20 -0.62
0.5
30 -0.45
40 -0.27
50 0.00
Cx [-]
0.0 60 0.31
70 0.47
80 0.48
-0.5 90 0.29
100 0.18
110 0.18
120 0.29
-1.0 130 0.37
140 0.47
150 0.56
-1.5 160 0.61
0 30 60 90 120 150 180 170 0.65
angle of attack [°] 180 0.63
-01-01.1
LNG CARRIER
1.50
Angle Cx [-]
Prismatic integrated of
Prismatic
attack
integrated
1.00 [°]
0 -1.02
10 -0.99
0.50 20 -0.93
30 -0.83
40 -0.67
50 -0.48
Cx [-]
0.00 60 -0.30
70 -0.14
80 -0.03
-0.50 90 0.05
100 0.11
110 0.24
120 0.41
-1.00
130 0.56
140 0.68
150 0.79
-1.50 160 0.88
0 30 60 90 120 150 180 170 0.92
LNG CARRIER
1.50
Prismatic extended deck Angle Cx [-]
of Prismatic
Spherical attack extended Spherical
1.00 [°] deck
0 -0.81 -1.11
15 -0.79 -0.79
0.50 30 -0.93 -0.70
45 -0.55 -0.56
60 -0.27 -0.37
75 -0.12 -0.12
Cx [-]
0.00
90 -0.20 0.30
105 0.00 0.58
120 0.19 0.83
-0.50 135 0.80 0.61
150 1.06 0.79
165 1.03 0.96
-1.00 180 0.60 0.74
-1.50
0 30 60 90 120 150 180
-01-01.1
6800 TEU CONTAINERSHIP

2.0
Angle Cx [-]
Laden without containers, with lashing bridges of Without containers
attack with lashing bridges
1.5 Ballast without containers, with lashing bridges
[°] Laden Ballast
0 -1.01 -0.97
15 -1.11 -1.06
1.0
30 -1.11 -0.90
45 -0.95 -0.79
0.5 60 -0.74 -0.65
75 -0.46 -0.46
Cx [-]
90 -0.13 -0.25
0.0 105 0.28 0.12
120 0.77 0.49
135 1.09 0.91
-0.5 150 1.18 1.04
165 1.19 1.08
180 0.94 0.93
-1.0
-1.5
0 30 60 90 120 150 180
6800 TEU CONTAINERSHIP

2.0
Angle Cx [-]
Laden with containers of Ballast Laden
Ballast without containers, without lashing bridges attack without with
1.5
[°] containers containers
0 -0.86 -0.67
15 -0.89 -0.76
1.0
30 -0.69 -0.66
45 -0.68 -0.40
0.5 60 -0.60 -0.25
75 -0.46 -0.21
Cx [-]
90 -0.28 -0.26
0.0 105 0.04 -0.04
120 0.41 0.36
135 0.81 0.69
-0.5 150 0.99 0.90
165 1.00 0.85
180 0.89 0.67
-1.0
-1.5
0 30 60 90 120 150 180
-01-01.1
CAR CARRIER
1.50
Angle Cx [-]
Average of
1.00 attack Average
[°]
0 -0.52
15 -0.50
0.50
30 -0.40
45 -0.20
Cx [-]
60 -0.07
0.00
75 -0.04
90 0.12
105 -0.28
-0.50
120 0.17
135 0.68
150 0.90
-1.00
165 0.86
180 0.76
-1.50
0 30 60 90 120 150 180
CRUISE FERRY
1.50
Angle Cx [-]
Average of
attack Average
1.00 [°]
0 -0.69
15 -0.73
30 -0.69
0.50
45 -0.34
50 -0.24
60 -0.26
Cx [-]
0.00 75 0.00
85 0.19
90 0.04
-0.50 95 -0.03
100 -0.04
110 0.10
120 0.24
-1.00
140 0.57
155 0.84
160 0.82
-1.50 170 0.73
0 30 60 90 120 150 180 180 0.67
-01-01.1
-01-01.1
GENERAL CARGO
1.50
Angle Cx [-]
Average of
attack Average
1.00
[°]
0 -0.60
10 -0.87
0.50 20 -1.00
30 -1.00
40 -0.88
Cx [-]
0.00 50 -0.85
60 -0.65
70 -0.42
-0.50 80 -0.27
90 -0.09
100 0.09
-1.00 110 0.49
120 0.84
140 1.39
-1.50 150 1.47
0 30 60 90 120 150 180 160 1.34
170 0.92
Angle Cx [-]
HANDY SIZE BULK CARRIER of Heavy
attack Ballast, Ballast,
1.50 [o] No
No
Cranes
Cranes
Heavy Ballast, No Cranes 0 -0.68 -0.59
1.00 10 -0.67 -0.63
Ballast, No Cranes
20 -0.66 -0.56
30 -0.62 -0.55
0.50
40 -0.58 -0.50
50 -0.45 -0.36
Cx [-]
60 -0.31 -0.21
0.00
70 -0.13 -0.06
80 -0.10 0.01
-0.50 90 -0.13 0.00
100 -0.05 0.02
110 0.08 0.04
-1.00 120 0.21 0.09
130 0.39 0.28
140 0.57 0.44
-1.50 150 0.65 0.56
0 30 60 90 120 150 180
160 0.71 0.61
Angle of attack [°] 170 0.71 0.64
180 0.80 0.64
-01-01.1
Angle Cx [-]
HANDY SIZE BULK CARRIER of Heavy
Ballast,
attack Ballast,
1.50 Cranes
Cranes
[o]
0 -0.75 -0.71
Heavy Ballast, Cranes 10 -0.91 -0.84
1.00
Ballast, Cranes 20 -0.94 -0.89
30 -0.87 -0.82
0.50 40 -0.80 -0.70
50 -0.59 -0.49
Cx [-]
60 -0.34 -0.23
0.00 70 -0.18 -0.12
80 0.02 0.01
90 0.11 -0.02
-0.50
100 0.10 0.02
110 0.22 0.12
-1.00 120 0.44 0.36
130 0.65 0.55
140 0.78 0.71
-1.50 150 0.81 0.76
0 30 60 90 120 150 180
160 0.85 0.79
Angle of attack [°] 170 0.82 0.80
180 0.70 0.68
Angle Cx [-]
MULTI-PURPOSE CARRIER of
With partly With
attack containers containers
1.50 [°]
0 -0.81 -0.84
With partly containers 15 -0.76 -0.93
1.00
With containers 30 -0.71 -0.96
45 -0.59 -0.76
60 -0.47 -0.52
0.50
75 -0.22 -0.33
90 0.04 -0.14
Cx [-]
0.00 105 0.44 0.23

120 0.83 0.64
135 0.92 0.81
-0.50 150 1.00 0.97
165 0.94 0.81
180 0.89 0.62
-1.00 130 -0.81 -0.84
140 -0.76 -0.93
150 -0.71 -0.96
-1.50
160 -0.59 -0.76
0 30 60 90 120 150 180
170 -0.47 -0.52
Angle of attack [°] 180 -0.22 -0.33
Figure F-1 Wind resistance coefficients for various ship types.

-01-01.1
-01-01.1
-01-01.1
Figure F-2 Ship types

-01-01.1
CDA ψ = 90(deg.)
=
WR
F.4. Regression formula by Fujiwara et al.

=
1
2
CDA ψ =
WR
(
90(deg.) − µ
+ CDA ψ =
WR
90(deg.) + µ )
A general regression formula based on
model tests in wind tunnels for various ships where
has been developed by Fujiwara et al (2005).
AOD lateral projected area of superstructures
CDA = CLF cosψ WR etc. on deck,
AXV area of maximum transverse section
 1 
+CXLI  sinψ WR − sinψ WR cos ψ WR 
2
(F-1) exposed to the winds,
 2  AYV projected lateral area above the water-
sinψ WR cosψ WR + CALF sinψ WR cos ψ WR
3 line,
B ship breadth,
with CDA wind resistance coefficient,
CMC horizontal distance from midship sec-
for 0 ≤ ψ WR < 90(deg.) tion to centre of lateral projected area
AYV,
hBR height of top of superstructure (bridge
A C
CLF = β10 + β11 YV + β12 MC (F-2) etc.),
LOA B LOA hC height from waterline to centre of lat-
eral projected area AYV,
AYV AXV LOA length overall,
CXLI =δ10 + δ11 + δ12 (F-3)
LOA hBR BhBR μ smoothing range; normally 10(deg.),
ψWR relative wind direction; 0 means head-
A B ing winds.
CALF =+ ε10 ε11 OD + ε12 (F-4)
AYV LOA
The non-dimensional parametersβij, δij and
εij used in the formulae are shown in Table F-
for 90 < ψ WR ≤ 180(deg.)
2.
AYV A B
δ 20 δ 21
CXLI =+ + δ 22 XV + δ 23 + Table F-2 Non-dimensional parameters
LOA hBR AYV LOA
(F-5) j
A
+δ 24 XV i
0 1 2 3 4
BhBR
1 0.922 -0.507 -1.162 - -
βij -
B h A
β 20 β 21
CLF =+ + β 22 C + β 23 OD2 + 2 -0.018 5.091
10.367
3.011 0.341
LOA LOA LOA
(F-6) 1 -0.458 -3.245 2.313 - -
A δij
+ β 24 XV 2 1.901 - - 40.310 5.481
B2 12.727 24.407
1 0.585 0.906 -3.239 - -
εij
AOD
= ε 20 + ε 21
CALF (F-7) 2 0.314 1.117 - - -
AYV
for ψ WR = 90 (deg.)
-01-01.1
The system of co-ordinates and the sign

conventions and explanation of the input pa-
rameters are shown in Fig F.2
AOD AYV AXV

center of AYV
HBR upper deck
CMC
HC
LOA B
midship
Figure F.2 Input parameters for regression formula by Fujiwara

-01-01.1
B beam of the ship [m]

HW1/3 significant wave height of wind waves
: CORRECTION METHODS [m],
FOR RESISTANCE INCREASE DUE LBWL length of the bow on the water line to
TO WAVES 95% of maximum beam as shown in
Figure G-1 [m],
All method mention below shall satisfy the
ρs water density for actual water tempera-
significant wave height criterion stated in Sec-
tion 6.3. ture and salt content [kg/m3],
g acceleration of gravity [m/s2].
G.1. Simplified correction method for ships

with limited heave and pitch during
the speed runs (STAWAVE-1)
95%B LBWL
Specifically for speed trial conditions with
present day ships a dedicated and practical
method has been developed by STA-JIP
(Boom, 2013) to estimate the added resistance
in waves with limited input data.
Figure G-1 Definition of LBWL
Speed trials are conducted in low to mild
STAwave-1 has been extensively validated
sea states with restricted wave heights. In short
for the following conditions:
head waves the encounter frequency of the
waves is high. In these conditions the effect of
1. Heave and pitch during speed/power
wave induced motions can be neglected and
trial are small (vertical acceleration at
the added resistance of the vessel is dominated
bow <0.05g).
by the wave reflection of the hull on the water-
2. Head waves. Wave directions within 0
line. The water line geometry is approximated
to ±45 degrees from bow are corrected
based on the ship beam and the length of the
as head waves .
bow section on the water line (Figure G-1).
Formula G-1 estimates the resistance in- G.2. Empirical correction method with fre-
crease in head waves provided that heave and quency response function for ships
pitch motions are small. The application is re- with heave and pitch during the
stricted to waves in the bow sector, within +/- speed runs (STAWAVE-2)
45 deg. off the bow. For wave directions out-
side this sector no wave correction is applied. The empirical method STAWAVE-2
(Boom, 2013) has been developed by STA-JIP
1 B to approximate the transfer function of the
RAWL = ρs gH W1/3
2
B (G-1)
16 LBWL mean resistance increase in heading regular
waves by using the main parameters such as
where ship dimensions and speed, see Figure G-2.
For this purpose, an extensive database of sea
B beam of the ship [m]
-01-01.1
keeping model test results for a large popula- 11.0 for ω < 1
tion of ships has been used to derive parametric b1 =  (G-7)
transformation functions.  −8.50 elsewhere
Rwave 14.0 for ω < 1


ff(Fn,Cb)
(Fr, CB) d1 =   LPP 
−2.66
(G-8)
 −566  B  elsewhere
  
Added resistance
f(L/B) f (Fr, CB) and

f(Fn,Cb)
1
f (Lpp, B) RAWRL = ρ S gζ A 2 Bα1 (ω ) (G-9)
2
2 1 1/2 1/4 1/8
Wave length / Ship Length
wave length / ship length
π 2 I12 (1.5kTM )
α1 (ω ) = f1 (G-10)
π 2 I12 (1.5kTM ) + K12 (1.5kTM )
Figure G-2 Parametric transfer function of mean re-
sistance increase in regular waves.
0.769
 V 
=
This empirical transfer function 𝑅𝑅wave co- f1 0.692  S  + 1.81CB (G-11)
 T g
vers both the mean resistance increase due to  M 
wave reflection 𝑅𝑅AWRL and the motion induced
resistance 𝑅𝑅AWML . where:
CB block coefficient,
=Rwave RAWRL + RAWML (G2) VS ship’s speed in m/s
k yy non-dimensional radius of gyration in
where,
lateral direction,
L PP ship length between perpendiculars,
RAWML = 4 ρS gζ A 2 B 2 / LPP raw (ω ) (G-3) TM draught at midship,
I1 modified Bessel function of the first
with kind of order 1,
K1 modified Bessel function of the second
raw (ω ) = kind of order 1,
b
(
b1 
)
ω exp  1 1 − ω  a1Fr1.50 exp ( −3.50 Fr )
b1
 d1 
with the following restrictions:
(G-4) 1. 50m ≤ LPP ≤ 400m ,

Lpp
LPP 3 2. 4.0 < < 9.0 ,
k yy B
g
ω= ω (G-5) 2.2 <
B
< 9.0 ,
1.17 Fr −0.143 3.
TM
4. 0.10 < Fr < 0.30 ,
a1 = 60.3CB1.34 (G-6)
5. 0.39 < CB < 0.90 and
-01-01.1
6. wave direction within 0 to ±45deg.

1.
50m ≤ LPP ,
from bow.
Lpp
4.0 < < 9.0
The method is applicable to the mean re- 7. B ,
sistance increase in long crested irregular head B
2.2 < < 9.0
waves RAWL, formula (G-12). The wave cor- T
rections are thus restricted to wave directions 8. M ,
in the bow sector to ±45(deg.) off bow. Waves 9.
0.39 < CB < 0.90
within this sector are corrected as head waves.
Waves outside the ±45 (deg.) sector are not The expression of RAWM is given in the fol-
corrected for. lowing formulae:
∞ Rwave (ω;VS ) 1
RAWL = 2 ∫ Sη (ω )dω (G-12) for τ ≥
0 ζA 2
4
G.3. Theoretical method with simplified

RAWM= 4πρ S − ∫ + ∫ ( m3
−∞
∞
m4 ) H ( m)
1
2
(G-14)
tank tests in short waves or empirical ( m + k0τ )2 ( m + k cos α )
formula dm
( m + k0τ )4 − m2 k0 2
Applying the theoretical method, the mean
resistance increase in regular waves Rwave is 1
calculated from the components of the mean for τ <
4
resistance increase based on Maruo's theory
RAWM and its correction term which primarily
is valid for short waves RAWR. (
RAWM= 4πρS − ∫ + ∫ + ∫
m3
−∞
m2
m4
∞
m1 ) H ( m)
1
2
(G-15)
=
R RAWM + RAWR (G-13) ( m + k0τ ) ( m + k cos α )
2
wave dm
( m + k0τ )4 − m2 k0 2
where
RAWM: mean resistance increase in regular with
waves based on Maruo's theory (Maruo,
ωEVS
1960), which is mainly induced by ship τ= (G-16)
motion. g
RAWR: mean resistance increase due to wave
reflection for correcting RAWM. ω2
k= (G-17)
RAWR should be calculated with high g
accuracy because the mean resistance
increase in short waves is predominant g
one. k0 = 2
(G-18)
VS
This theoretical method is valid for all ship
types with the following restrictions: ωE= ω + kVS cos α (G-19)
-01-01.1
m1 =
(
k 0 1 − 2τ + 1 − 4τ ) (G-20)
αT effect of draught and encounter fre-
2 quency,
ζA wave amplitude.
m2 =
(
k 0 1 − 2τ − 1 − 4τ ) (G-21) with
2
π 2 I12 ( keTdeep )
m3 = −
(
k0 1 + 2τ + 1 + 4τ ) (G-22)
αT =
π 2 I12 ( keTdeep ) + K12 ( keTdeep )
(G-26)
2
(
k 1 + 2τ − 1 + 4τ
m4 = − 0
) (G-23)
k=
e k (1 + Ω cos α )
2
(G-27)
2
ωVS
Ω= (G-28)
H 1 ( m) = ∫ σ ( x ) e imx
dx (G-24) g
L
 sin 2 (α + β w ) sin β w dl + 
where
1 I
∫ 
g gravitational acceleration, Bf =   (G-29)
B  + sin 2 (α − β w ) sin β w dl 
H1(m) function to be determined by the distri-
 II
∫ 
bution of singularities which represents
periodical disturbance by the ship,
where
VS ship’s speed through the water,
α encounter angle of incident waves (0 I1 modified Bessel function of the first
deg. means head waves), kind of order 1,
ρS density of fluid, K1 modified Bessel function of the second
ω circular wave frequency, kind of order 1,
ωE circular wave frequency of encounter. k wave number,
Tdeep draught; for a trim condition Tdeep is the
The expression of RAWR is given by Tsu- deepest draught,
jimoto et al. (2013). The calculation method βw slope of the line element dl along the
introduces an experimental coefficient in short water line and domains of the integra-
waves into the calculation in terms of accuracy tion (I&II ) are shown in Figure G-3.
and takes into account the effect of the bow
shape above the water.
1 fore
=RAWR ρS gζ A 2 BBf αT (1 + CU Fr ) (G-25) aft II
X
2 G α I
βw
waves
where Y
B ship breadth,
Bf bluntness coefficient, Figure G-3 Coordinate system for wave reflection.
CU coefficient of advance speed,
Fr Froude number, The coefficient of the advance speed in
oblique waves CU(α) is calculated on the basis
-01-01.1
of the empirical relation line shown in Figure of advance speed CU is determined by the least
G-4 2, which has been obtained by tank tests of square method through the origin against Fr;
various ship types following to the procedures see Figure G-6.
in the next paragraph. When CU(α=0) is ob-
70
tained by tank tests the relation used in oblique CU
60
waves is shifted parallel to the empirical rela-
tion line. This is illustrated in Figure G-5 for 50
both fine and blunt ships. 40
30
|CU | head waves bow waves 20

quartering waves empirical line
80 10
70
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7
60 Bf
50 Exp. in heading waves empirical relation
relation used in oblique waves
40
30 70
CU
20 60
10
50
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 40
|Bf | 30
20
Figure G-4 Relation between the coefficient of advance 10

speed on added resistance due to wave reflection and
the bluntness coefficient for conventional hull form 0 0.1 0.2 0.3 0.4 0.5 0.6
Bf
0.7
above water. Exp. in heading waves empirical relation

relation used in oblique waves
The aforementioned coefficient CU(α=0) is

determined by tank tests which should be car- Figure G-5 Shift of the empirical relation in oblique
ried out in short waves since RAWR is mainly waves (upper; for fine ship Bf < 58 / 310 , lower; for
effected by short waves. The length of short blunt ship Bf ≥ 58 / 310 ).
waves should be 0.5LPP or less. The coefficient
2
The empirical relation line in Figure G-4 was obtained as
follows. CU is derived from the result of tank tests and RAWM, In calculating RAWM the strength of the singularity σ is
as formula (G-30). calculated by the formulation of slender body theory as for-
  mula (D-30) and the singularity is concentrated at depth of
CVPTM.
1  Rwave
EXP
( Fr ) − RAWM ( Fr ) 
CU  − 1 (G-30) 1  ∂
Fr  1 ρ gζ 2 BB α  −  iωE − VS {Z r ( x ) B( x )} (G-31)
σ=
 2
s A f T
 4π  ∂x 
with with
EXP B(x): sectional breadth,
Rwave : mean resistance increase in regular waves meas- CVP: vertical prismatic coefficient,
ured in the tank tests. t: time,
TM: draught at midship,
x: longitudinal coordinate,
Zr: vertical displacement relative to waves in steady mo-
tion.
-01-01.1
αU=CUFr
(ii) B f (α= 0) ≥ B fc and B f (α= 0) ≥ B fs
F=
S 68 − 310 B f (α ) (G-36)
= U (α
FC C= 0) (G-37)
and B fs = 68 − CU (α = 0) .
Fr 58
where B fc =
310 310
ship’s speed in
the sea trial con-
ditions in this
range
G.4. Seakeeping model tests
Figure G-6 Relation between effect of advance speed Transfer functions of the resistance in-
(αU=CUFr) and Froude number Fr. crease in waves (Rwave) may be derived from
the tank tests in regular waves. The tank tests
The tank tests should be conducted for at have to be conducted for the specific vessel ge-
least three different Froude Numbers Fr. The ometry at the trial draughts and trim, and at
Fr should be selected such that the speeds dur- contractual draughts if required. A minimum
ing the sea trials lie between the lowest and the of two different ship’s speeds VS covering the
highest selected Fr. speed range tested in the speed/power trials
have to be tank tested.
When tank tests are not carried out, the co-
efficient of advance speed in head waves CU(α As trials are not always conducted in head
=0) is calculated by the following empirical re- seas and following seas, the tank tests should
lations, formulae (G-31), shown in Figure G-4. not only comprise head and following waves
The formulae are suitable for all ships. but also the relevant oblique wave conditions.
( ) +
CU (α ) = sgn B f (α ) ⋅ CU (| B f (α ) |)
(G-32)
A maximum interval of incident wave angle
shall be 30° for head to beam seas (0°-90°) but
may be larger for beam to following seas (90°-
with 180°).
CU + ( B f (α )) = Max[ FC , FS ] (G-33) These tests shall be performed for a combi-

nation of circular frequency of regular waves
(i) B f (α= 0) < B fc or B f (α= 0) < B fs (ω), angle between ship heading and incident
regular waves (α) and ship’s speed through the
0) 310{B f (α ) − B f (α =
0)}
water (VS) based on the following: A minimum
CU (α =−
FS = of 5 wave lengths in the range of 0.3LPP or less
(G-34) to 2.0LPP. The test set-up and procedure shall
follow ITTC 7.5-02 07-02.2.
= =
FC Min [CU (α 0), 10] (G-35)
ITTC – Recommended 7.5-04-01-01.1
Effective Date Revision

2017 05
speed through the water and its power cor-

rected in accordance with clause 10.2.3 and is
: EFFECT OF CURRENT defined as follows:
Considering the nature of currents, the cur- Stage 1: first approximation of ship’s speed
rent speed shall be estimated from the meas- through the water
ured ship’s speed at each run.
P(VS ) = a + bVSq P = a + bVS p (H-2)
There are two methods to account for the
effect of current:
Therefore:
• The ‘Iterative’ method, where the current P(VS ) − a p P-a
speed is assumed as a semi durational phe- VS = q VS = � b
(H-3)
b
nomenon.
• The ‘Mean of means’ method, where the where:
current speed is assumed to vary paraboli-
cally within a given power setting. P(VS) is the regression curve,
VS is the ship’s speed through the water in
knots.
H.1. ‘Iterative’ method
and unknown factors a, b and q.
In the ‘Iterative’ method, the current speed
is assumed to vary with, inter alia, the semidi- The initial value of VS shall be taken as the
urnal period. A current curve is determined as mean of the measured ship’s speeds V’G of a
a function of time as follows: double run. As a first approximation of the re-
gression curve representing the relationship
 2π   2π  between ship’s speed and power, a mean curve
=VC VC,C cos  t  + VC,S sin  t  + VC,T t + VC,0 is derived by determining the unknown factors,
 TC   TC  a, b and q of formula (H-2) by fitting the for-
(H-1) mula (H-2) to combinations of the initial value
of VS and averaged corrected power P’id by the
where:
‘least squares’ method.
VC is the current speed in knots,
TC is the period of variation of current The ship’s speed on the mean curve at the
speed, corrected power for each run is calculated as
t is the time for each run. the updated ship’s speed through the water VS
VC,C, VC,S, VC,T,VC,0 unknown factors from the formula (H-3) applying the coeffi-
cients obtained as described above.
The most dominant period is the lunar sem-
idiurnal period of 0,517 53 day (12 hours, 25 Stage 2: calculation of current velocity
minutes and 12 seconds).
Current speed at the time for each run V’C
The ship’s speed through the water VS is de- is calculated by subtracting the updated ship’s
rived from a regression curve (H-2) which rep- speed through the water VS from the measured
resents the relationship between the ship’s ship’s speed over the ground VG.

2017 05
VC′ = VG − VS (H-4) This method assumes that the current speed

varies parabolically over the time, and the fol-
A current speed curve is obtained by deter- lowing formula is used to account for the cur-
mining the unknown factors VC,C, VC,S, VC,T and rent effect:
VC,0 of formula (H-1) by fitting the formula (H-
1) to the combinations of time and current VG1 + 3VG2 + 3VG3 + VG4
VS = (H-6)
speed obtained from formula (H-4) by the 8
‘least squares’ method.
where:
The current speed on the current curve at VS is the ship’s speed through the water in
the time for each run VC is calculated as the up- knots,
dated current speed from the formula (H-1) VG1 is the measured ship’s speed over the
and applying the coefficients obtained as de- ground on the first of four runs in knots,
scribed above. VG2 is the measured ship’s speed over the
ground on the second of four runs in
Stage 3: calculation of ship’s speed through
knots,
the water
VG3 is the measured ship’s speed over the
The ship’s speed, corrected for current V’S, ground on the third of four runs in knots,
is calculated by subtracting the updated current VG4 is the measured ship’s speed over the
speed VC from the measured ship’s speed over ground on the fourth of four runs in
the ground VG. knots.
VS′ = VG − VC Assuming that the current speed varies par-

(H-5)
abolically, a current curve is defined as a quad-
ratic function of time.
The updated regression curve representing
the relationship between ship’s speed and
power is obtained by determining new factors VC = VC,2t 2 − VC,1t + VC,0 (H-7)
of formula (H-2) by fitting the formula (H-2)
to the combination of ship’s speed obtained where:
from formula (H-5) and corrected power by the
‘least squares’ method again. VC,0, VC,1 and VC,2 are unknown factors.
The ship’s speed through the water at the If two double runs, i.e. four runs, are con-
corrected power for each run VS is recalculated ducted, the following relationship is derived
as the updated one from the formula (H-3), and for each run from formula (F.7).
the processes of Stage 2 and Stage 3 are then
repeated until ∑ (P(VS′)i − Pidi ) is minimized.
2 { }
VG1 = VS + VC,2 (t + 3∆t ) 2 − VC,1 (t + 3∆t ) + VC,0 (H8)
{ }
VG2 = VS − VC,2 (t + ∆t ) 2 − VC,1 (t + ∆t ) + VC,0 (H-9)
H.2. ‘Mean of means’ method
If the ‘Mean of means’ method is used, two

{
VG3= VS + VC,2 ( t − ∆t ) 2 − VC,1 ( t − ∆t ) + VC,0 } (H-10)
double runs shall be performed at each power
setting.

2017 05
{
VG4 = VS − VC,2 (t − 3∆t ) 2 − VC,1 (t − 3∆t ) + VC,0 } t is the start time of the first speed run of
a power setting,
(H-11) Δt is half of the elapsed time between two
successive runs.
where:
VS is the ship’s speed through the water in The current speed is accounted for by sub-
knots, stituting the above four formulae from (H-8) to
VG1: is the measured ship’s speed over the (H-11) for the formula (H-6). The ship’s speed
ground on the first of four runs in knots, through the water is the ‘Mean of means’ of the
VG2 is the measured ship’s speed over the two double runs.
ground on the second of four runs in
knots, The propeller shaft speed and power shall
VG3 is the measured ship’s speed over the be averaged over the two runs of each double
ground on the third of four runs in knots, run and then over the other double runs for the
VG4 is the measured ship’s speed over the same power setting.
ground on the fourth of four runs in
knots,
, ,
Converged?
DPM
Refer to Section 11.
Figure H-1 Flow chart of the ‘Iterative’ method

-01-01.1
defined in formula (I-1). The adjusted power at

the stipulated condition (PFull,S) shall be calcu-
: CONVERSION FROM TRIAL lated by formula (I-2).
SPEED/POWER TEST RESULTS TO
OTHER STIPULATED LOAD CON- PTrial,Pi
DITIONS α Pi = (I-1)
PTrial,Si
For dry cargo vessels it is difficult or unfea-
sible to conduct speed trials at full load condi- PFull,Pi
PFull,Si =
tion. For such cases speed trials at ballast condi- α Pi (I-2)
tion are performed and the result of the speed
trials is converted to that of full load/stipulated where
condition using model tank test results.
PTrial,P predicted power at trial condition by tank
The power curve at full load/stipulated con- tests,
dition is obtained from the results of the speed PTrial,S power at trial condition obtained by the
trials at trial condition using the power curves speed trials,
predicted by model tank tests. The tank tests PFull,P predicted power at stipulated condition
should be carried out at both draughts: trial con- by tank tests,
dition and another stipulated condition. PFull,S power at stipulated condition,
αP power ratio.
Using the speed/power curve obtained by the i index of each power setting.
speed trials at trial condition as described in
chapter 10 and 11, the conversion on ship’s Figure I-1 shows an example of the conver-
speed from trial condition to the other stipulated sion to derive the resulting ship’s speed at full
condition to be carried out by the power ratio αP load condition (VFull,S) at 75%MCR.
Figure I-1 Example of conversion from trial condition to other stipulated load condition at 75% MCR
-01-01.1
J.1. Propulsive efficiency correction
: EXTENDED ANALYSIS OF The ship’s propulsive efficiency is affected

DIRECT POWER METHOD (INFOR- by the added resistance. This has to be taken into
MATIVE) account when correcting the power.
The delivered power corrected to ideal con- The propulsive efficiency coefficient, ηD, is
dition, PDid, is derived by calculated as follows:
P= PDms − ∆ P (J-1) 1− t
Did
ηD = ηOηR (J-3)
1 − wS
with
PDms delivered power derived from shaft where:
power or brake power measured on ηO propeller open water efficiency, which is
board for each single run [W], derived from propeller open water char-
ΔP correction of delivered power due to the acteristics of the actual propeller, con-
increased resistance and the changed sidering the propeller load,
propulsive efficiency [W]. ηR relative rotative efficiency,
t thrust deduction factor,
The correction of delivered power, ΔP, can wS full-scale wake fraction.
be written as:
The self-propulsion factors relative rotative
∆ RVS  η  efficiency, ηR, thrust deduction factor, t, and
∆P = + PDms  1 − Dms  (J-2)
ηDid  ηDid  model wake fraction, wM, are obtained from
model self-propulsion tests. Between full-scale
with wake fraction, wS, and model wake fraction, wM,
it is generally assumed that there is the follow-
ΔR Resistance increase [N], which is de- ing relationship:
rived from the data measured during sea
trial, 1 − wS =(1 − wM ) ei (J-4)
which can be obtained by the ‘Iterative’
with:
method or the ‘Mean of means’ method,
ηDid propulsive efficiency coefficient, ηD , in ei: scale correlation factor of the wake frac-
ideal condition, tion.
ηDms propulsive efficiency coefficient, ηD,
during sea trial. Calculation of ηDms
The propulsive efficiency coefficients, ηDid The propulsive efficiency coefficient in the
and ηDms obtained as outlined in the following trial condition, ηDms, is obtained as follows, by
sections. rewriting the formula (J-3):
1 − tms
ηDms = ηOmsηRms (J-5)
1 − wSms
where:

ηOms propeller open water efficiency in the Rid resistance in the ideal condition [N],
trial condition, which also can be derived from the
ηRms relative rotative efficiency in the trial measured data during sea trial.
condition,
tms thrust deduction factor in the trial condi- The self-propulsion factors in the ideal con-
tion, dition, ηRid, tid and wMid, are obtained from stand-
wSms full-scale wake fraction in the trial con- ard self-propulsion test and interpolated to the
dition. speed, VS.
Each self-propulsion factor in the trial con- The deviations of the self-propulsion factors
dition, ηRms, tms and wMms, is obtained by adding ΔηR, Δt and ΔwM are considered as the functions
the deviation of each factor between the trial and of ΔR/Rid. The details of the functions are de-
the ideal condition, ΔηR, Δt and ΔwM, to each scribed in Appendix J.2.
factor for the ideal condition, ηRid, tid and wMid,
respectively, as follows: It is acceptable that ΔηR, Δt and ΔwM are set
to zero, because these values are negligibly
= ηRid + ∆ηR ( ∆ R / Rid )
ηRms (J-6) small in comparison with the deviation of ηO due
to the load variation effect.
tms= tid + ∆t ( ∆ R / Rid ) (J-7) Propeller efficiency ηO and full-scale wake
fraction wS are determined using propeller open
w=
Mms wMid + ∆wM ( ∆ R / Rid ) (J-8) water characteristics for the ship's fitted propel-
ler, i.e. curves of thrust coefficient, torque coef-
where: ficient and load factor, according to the follow-
ing procedure.
ηRms relative rotative efficiency in the trial
condition, Thrust coefficient, torque coefficient and
tms thrust deduction factor in the trial condi- load factor can be written as follows:
tion,
wMms model wake fraction in the trial condi- KT = aT J 2 + bT J + cT (J-9)
tion,
ηRid relative rotative efficiency in the ideal
KQ = aQ J 2 + bQ J + cQ (J-10)
condition,
tid thrust deduction factor in the ideal con-
dition, τP =
aT + bT / J + cT / J 2 (J-11)
wMid model wake fraction in the ideal condi-
tion, where:
ΔηR(ΔR/Rid) deviation of relative rotative effi- KT thrust coefficient,
ciency corresponding to ΔR/Rid, KQ torque coefficient,
Δt(ΔR/Rid) deviation of thrust deduction fac- τP load factor equal to KT/J2,
tor corresponding to ΔR/Rid, J propeller advance coefficient,
ΔwM(ΔR/Rid) deviation of wake fraction corre- aT, bT, cT factors for the thrust coefficient
sponding to ΔR/Rid, curve,
ΔR resistance increase [N], which is derived aQ, bQ, cQ factors for the torque coefficient
from the data measured during sea trial, curve.

These factors, aT, bT, cT and aQ, bQ, cQ are J ms KTms

ηOms = (J-15)
obtained by fitting the formula (J-9) and (J-10) 2π KQms
to the propeller open characteristics data for the
ship’s fitted propeller with the least square where:
method.
Jms propeller advance coefficient in the trial
The torque coefficient in the trial condition, condition,
KQms, is calculated by the following formula: KTms thrust coefficient in the trial condition,
KQms torque coefficient in the trial condition.
PDms
=KQms ×ηRms (J-12)
2πρSnms
3
D5 The speed of flow into propeller, VA, is:
where: VA = J ms nms D (J-16)
PDms delivered power in the trial condition where:

[W],
ρS water density [kg/m3], Jms propeller advance coefficient in the trial
nms measured propeller shaft speed [rev./s], condition,
D propeller diameter [m], nms measured propeller shaft speed [rev./s],
ηRms relative rotative efficiency in the trial D propeller diameter [m].
condition.
And the full-scale wake fraction in trial con-
The propeller advance coefficient, Jms, is de- dition, wSms, is:
termined with the following formula derived
VA
from the formula (J-10): 1 − wSms = (J-17)
VS
−bQ − bQ2 − 4aQ ( cQ − KQms )
J ms = (J-13) where:
2aQ
VA speed of flow into propeller [m/s],
VS ship's speed through the water [m/s].
where:
KQms torque coefficient in the trial condition. In addition, the total resistance in the trial
condition, Rms, is also estimated using the load
The thrust coefficient in the trial condition, factor in the trial condition, τPms.
KTms, is obtained as follows, by rewriting the
formula (J-9): The load factor in the trial conditon, τPms, is:
KTms = aT J ms
2
+ bT J ms + cT (J-14) τ Pms =
KTms
(J-18)
2
J ms
where:
Jms propeller advance coefficient in the trial where:
condition, Jms propeller advance coefficient in the trial
condition,
Therefore, the propeller efficiency in the KTms thrust coefficient in the trial condition.
trial condition, ηOms, is:

Then, the total resistance in the trial condi- ηRid relative rotative efficiency in the ideal
tion, Rms, is: condition,
tid thrust deduction factor in the ideal con-
Rms = τ Pms (1 − tms )(1 − wSms ) ρ V D
2
S S
2 2
(J-19) dition,
wSid full-scale wake fraction in the ideal con-
where: dition.
τPms load factor in the trial condition, The self-propulsion factor in the ideal condi-
tms thrust deduction factor in the trial condition, ηRid, tid and wMid, is obtained from standard
tion, self-propulsion test and interpolated to the speed,
wSms full-scale wake fraction in the trial con- VS.
dition,
ρS water density in kilograms per cubic me- The full-scale wake fraction in the ideal con-
tre, dition, wSid, is calculated by the following for-
VS ship's speed through the water in metres mula obtained by rewriting the formula (J-4):
per second,
D propeller diameter in metres. 1 − wSid =(1 − wMid ) ei (J-20)
The total resistance in the ideal condition, Rid, The scale correlation factor of wake fraction,
is obtained by subtracting the resistance increase, ei, included in the above formula is obtained us-
ΔR, from the total resistance in the trial condi- ing the full-scale and model wake fractions in
tion, Rms: the trial conditions:
=
Rid Rms − ∆ R (J-22) 1 − wSms
ei = (J-21)
1 − wMms
where:
ΔR resistance increase [N], which is derived where:
from the data measured during sea trial.
wMid model wake fraction in the ideal condi-
The total resistance in the ideal condition, Rid, tion,
is also used when the self-propulsion factor in wSms full-scale wake fraction in the trial con-
the trial condition are calculated with the formu- dition derived from the formula (J-17),
lae (J-6) to (J-8). wMms model wake fraction in the trial condi-
tion derived from the formula (J-8).
Calculation of ηDid
The load factor in the ideal condition, τPid, is
The propulsive efficiency coefficient in the calculated by the following formula:
ideal condition, ηDid, is obtained as follows, by
Rid
rewriting the formula (J-3): τ Pid = (J-23)
(1 − tid )(1 − wSid ) ρSVS2 D 2
2
1 − tid
ηDid = ηOidηRid (J-5)
1 − wSid where:
Rid resistance in the ideal condition [N],
where tid thrust deduction factor in the ideal con-
ηOid propeller open water efficiency in the dition,
ideal condition,

wSid full-scale wake fraction in the ideal con- where:

dition, VS ship's speed through the water [m/s],
ρS water density [kg/m3], wSid full-scale wake fraction in the ideal con-
VS ship's speed through the water [m/s], dition,
D propeller diameter [m]. Jid propeller advance coefficient in the ideal
condition,
The propeller advance coefficient, Jid, is de-
D propeller diameter [m].
termined as follows:
Applying the analysis process in Figure J.1,
−bT − bT2 − 4 ( aT − τ Pid ) cT the value of VS, and thus the values of ηRid, tid
J id = (J-24)
2 ( aT − τ Pid ) and wMid are known after the analysis of the cur-
rent velocity.
where:
Additionally, the value of ΔR/Rid, and thus
τPid load factor in the ideal condition, the values of ΔηR, Δt and ΔwM are known after
the extended analysis. Therefore, this analysis
Once Jid can be obtained, the thrust coeffi- shall be repeated after the value of VS is obtained
cient in the ideal condition, KTid, and the torque by the current analysis.
coefficient in ideal condition, KQid, are also ob-
tained as follows, by rewriting the formula (J-9) For the evaluation described above, the
and (J-10): mean value of VG for double run or 'Mean of
means' value of VG for two double runs shall be
KTid = aT J id2 + bT J id + cT (J-25) used as the initial value, and the values of ΔηR,
Δt and ΔwM are set to zero.
KQid = aQ J id2 + bQ J id + cQ (J-26)
Therefore, the propeller efficiency in the

ideal condition, ηOid, is:
J id KTid
ηOid = (J-27)
2π KQid
where:
Jid propeller advance coefficient in the ideal
condition,
KTid thrust coefficient in the ideal condition,
KQid torque coefficient in the ideal condition.
The correction for the propeller shaft speed
Finally, the corrected propeller shaft speed,

nid, is derived as follows:
VS (1 − wSid )
nid = (J-28)
J id D

VG, PDms, nms and ΔR
VS For trial condition
ηRid(VS) 𝜂𝜂Rms = 𝜂𝜂Rid (𝑉𝑉S ) + ∆𝜂𝜂R

DPM VS is set as a mean value of measured VG in each Double Run
tid(VS) 𝑡𝑡ms = 𝑡𝑡id (𝑉𝑉S ) + ∆𝑡𝑡 Initial values of ΔηR, Δt, ΔwM are set as zero
𝑤𝑤Mms = 𝑤𝑤Mid (𝑉𝑉S ) + ∆𝑤𝑤M
wMid(VS) Current correction
𝑃𝑃Dms VS, ΔηR, Δt, ΔwM are obtained from the result of the above process
𝐾𝐾𝑄𝑄ms = 3 × 𝜂𝜂Rms DPM
2𝜋𝜋𝜌𝜌S 𝑛𝑛ms 𝐷𝐷5
Current correction Final “VS” is determined
−𝑏𝑏𝑄𝑄 − �𝑏𝑏𝑄𝑄2 − 4𝑎𝑎𝑄𝑄 �𝑐𝑐𝑄𝑄 − 𝐾𝐾𝑄𝑄ms �

𝐽𝐽ms =
2𝑎𝑎𝑄𝑄
𝑉𝑉A = 𝐽𝐽ms 𝑛𝑛ms 𝐷𝐷
2
𝐾𝐾𝑇𝑇ms = 𝑎𝑎 𝑇𝑇 𝐽𝐽ms + 𝑏𝑏𝑇𝑇 𝐽𝐽ms + 𝑐𝑐𝑇𝑇
𝐾𝐾𝑇𝑇ms 𝐽𝐽ms 𝐾𝐾𝑇𝑇ms 𝑉𝑉A

𝜏𝜏Pms = 2
𝜂𝜂Oms = 1 − 𝑤𝑤Sms =
𝐽𝐽𝑚𝑚𝑚𝑚 2𝜋𝜋 𝐾𝐾𝑄𝑄ms 𝑉𝑉S
𝑅𝑅ms = 𝜏𝜏Pms (1 − 𝑡𝑡ms )(1 − 𝑤𝑤Sms )2 𝜌𝜌S 𝑉𝑉S2 𝐷𝐷2
𝑅𝑅id = 𝑅𝑅ms − ∆𝑅𝑅
ΔηR(ΔR/Rid) 𝜂𝜂Rms = 𝜂𝜂Rid + ∆𝜂𝜂R (∆𝑅𝑅⁄𝑅𝑅id ) 1 − 𝑡𝑡ms

Δt(ΔR/Rid) 𝑡𝑡ms = 𝑡𝑡id + ∆𝑡𝑡(∆𝑅𝑅⁄𝑅𝑅id ) 𝜂𝜂Dms = 𝜂𝜂Oms 𝜂𝜂Rms
1 − 𝑤𝑤Sms
ΔwM(ΔR/Rid) 𝑤𝑤Mms = 𝑤𝑤Mid + ∆𝑤𝑤M (∆𝑅𝑅⁄𝑅𝑅id )
𝑅𝑅id For ideal condition 1 − 𝑤𝑤Sms

𝜏𝜏Pid = 𝑒𝑒𝑖𝑖 =
(1 − 𝑡𝑡id )(1 − 𝑤𝑤Sid )2 𝜌𝜌S 𝑉𝑉S2 𝐷𝐷2 1 − 𝑤𝑤Mms
−𝑏𝑏𝑇𝑇 − �𝑏𝑏𝑇𝑇2 − 4(𝑎𝑎 𝑇𝑇 − 𝜏𝜏Pid )𝑐𝑐𝑇𝑇

𝐽𝐽𝑖𝑖𝑖𝑖 = 1 − 𝑤𝑤Sid = (1 − 𝑤𝑤Mid )𝑒𝑒𝑖𝑖
2(𝑎𝑎 𝑇𝑇 − 𝜏𝜏Pid )
2 𝐽𝐽id 𝐾𝐾𝑇𝑇id
𝐾𝐾𝑇𝑇id = 𝑎𝑎 𝑇𝑇 𝐽𝐽id + 𝑏𝑏𝑇𝑇 𝐽𝐽id + 𝑐𝑐𝑇𝑇 𝜂𝜂Oid =
2𝜋𝜋 𝐾𝐾𝑄𝑄id
2
𝐾𝐾𝑄𝑄id = 𝑎𝑎𝑄𝑄 𝐽𝐽id + 𝑏𝑏𝑄𝑄 𝐽𝐽id + 𝑐𝑐𝑄𝑄
1 − 𝑡𝑡id
𝜂𝜂Did = 𝜂𝜂Oid 𝜂𝜂Rid
1 − 𝑤𝑤Sid
∆𝑅𝑅𝑉𝑉𝑆𝑆 𝜂𝜂Dms
∆𝑃𝑃 = + 𝑃𝑃Dms �1 − �
𝜂𝜂Did 𝜂𝜂Did
Propeller shaft speed

𝑉𝑉S (1 − 𝑤𝑤Sid ) Corrected delivered power
𝑛𝑛id = 𝑃𝑃Did = 𝑃𝑃Dms − ∆𝑃𝑃
𝐽𝐽id 𝐷𝐷

2
J.2. Application of load variation test results  ∆R  ∆R
∆ηR ξ R 
=  +ζR (J-25)
In order to determine each component of  Rid  Rid
propulsive efficiency coefficient ηD, propeller
2
open water tests, resistance and self-propulsion  ∆R  ∆R
tests are carried out at trial draught and evalu-= ∆t ξ t   +ζt (J-26)
ated according to the tank's normal procedures.  Rid  Rid
In addition, a self-propulsion test with load var- 2
iation effect may be carried out at the trial  ∆R  ∆R
draught and, as a minimum, one speed close to= ∆w ξ w   +ζw (J-27)
 Rid  Rid
the predicted EEDI speed (75% MCR). This
speed shall be one of the speeds tested in the where:
normal self-propulsion test.
ΔηR deviation of the relative rotative effi-
The self-propulsion test with load variation ciency,
effect includes at least 4 self-propulsion test Δt deviation of the thrust deduction factor,
runs, each one at a different propeller shaft ΔwM deviation of the wake fraction,
speed while keeping the model's speed constant. ΔR resistance increase in newtons,
The propeller shaft speed is to be selected such Rid resistance in the ideal condition in new-
that: tons,
∆R and ξR, ξt, ξw, ζR, ζt and ζw are unknown factors

≈ [ −0.1, 0,0.1,0.2] (J-29) and determined by fitting the formulae (J.25),
R0
(J.26) or (J.27) to the results of the load variation
where: tests with the 'least squares' method.
ρS
∆=
R ( FD − FM ) λ 3 (J-30)
ρM
where:
ΔR resistance increase [N],
Rid full scale resistance at the actual speed
from resistance test [N],
FX external tow force measured during load
variation test [N],
FD skin friction correction force same as in
the normal self-propulsion tests [N],
λ scale factor,
ρS water density in full scale [kg/m3],
ρM water density in the model test [kg/m3].
Each self-propulsion factor obtained from

the procedure mentioned above shall be ex-
pressed as a function of ΔR/Rid as follows:

: RAVEN SHALLOW-WATER K.1. Calculation of viscous resistance

CORRECTION
A) The flat plate friction coefficient is found
The computation of the power correction for from the ITTC 57 line:
trials conducted in shallow-water consists of
two parts: 0.075
CF =
( log10 Re − 2 )
2
1. The first is a correction for the increase (K-1)

of the viscous resistance in shallow wa- VS LPP
e=
ter. This requires to estimate the magni- ν
tude of the viscous resistance in deep
water at equal speed. Its increase in shal- where
low water is found from the formula Re Reynolds number
given in Raven 2016. ν kinematic viscosity for sea water at the
2. The second is a correction for the re- temperature measured [m2/s].
sistance increase caused by the addi-
tional dynamic sinkage in shallow water. B) The form factor 1+k is found from the ex-
This correction is based on a constant pression by Gross&Watanabe:
Admiralty coefficient.
k 1.017 + 20CB ( B / LPP ) (TM / B )
1 +=
2 1/2
The input required to the computation are: (K-2)
LPP length between perpendiculars [m]
B breadth [m] c) The roughness resistance is found from the
TM draught at midship [m] Townsin’s formula:
CB block coefficient [-]
AW water plane area [m2]  1
1
  ks  3
− 10 Re 3  + 0.000125
−
∆CF 0.044 
=
 LWL 
S wetted surface hull (at the zero speed tri-

als condition) [m2]  
h water depth [m]
(K-3)
ηDid propulsion efficiency coefficient in ideal
condition, from model test [-] with a minimum of 0.0.
VS ship’s speed through water as derived
from the previous steps in the trial eval- LWL can in this case be approximated as LPP.
uation process [m/s]
PDshallow trial power corrected and aver- Here 𝑘𝑘s is the ‘Average Hull Roughness’ or
aged through the previous steps in the Mean Apparent Amplitude. The value to be used
trial evaluation process but not corrected for delivery trials and EEDI trials is 0.00015 m.
for shallow water [W]
The power correction is computed according d) The viscous resistance coefficient thus be-
to the following steps: comes:
CV 1.06CF (1 + k ) + ∆CF
= (K-4)
The viscous resistance in deep water is:


1 K.4. Estimate resulting additional displace-

RVdeep = CV ρSVS 2 S (K-5) ment
2
with The additional displacement due to sinkage

is computed as:
𝜌𝜌s density of the sea water, for actual tem-
perature & salt content [kg/m³] δ∇ = d ( sinkage ) AW /∇
It is noted that the viscous resistance coeffi- with the restriction (K-8)
cient is multiplied by a factor 1.06, to incorpo- δ∇ ≤ 0.05
rate the relevant part of the correlation allow-
ance. I.e. the displacement increase due to addi-
tional sinkage is limited to 5% of the displace-
ment. For larger sinkages the correction is based
K.2. Shallow-water correction of viscous re- on the maximum displacement increase of 5%
sistance of displacement.
The viscous resistance is corrected accord-
ing to K.5. Estimate resistance increase caused by
additional sinkage in shallow water
( h)
1.79
TM
ΔRV = RVdeep 0.57 (K-6) Assuming constant Admiralty coefficient,
the resistance increase caused by additional
sinkage is estimated as:
K.3. Estimate additional sinkage
Rsink= (1 + δ∇ )
2/3
(K-9)
The increase of the dynamic sinkage due to
shallow water is found from the formula given
in Raven 2016: K.6. Correct measured power
d ( sinkage ) = The power corrected for sinkage effect and
for shallow-water effect on viscous resistance is:
∇  Frh 2 Frhd 2  (K-7)
1.46  − 
LPP 2  1 − Frh 2
 1 − Fr hd 
2
 PDshallow ΔRVVS
=
PDdeep − (K-10)
rsink ηDid
with a minimum of 0.0 and with
VS K.7. Check validity of calculated viscous re-

Frhd = sistance
0.3gLPP
Finally, we confirm that the calculated deep-
V
Frh = S water viscous resistance from step K.1, is less
gh than the total resistance deduced from the deep-
water power as found in step K.6:
and
PDdeepηDid
RVdeep ≤ (K-11)
∇ = LPP BTMCB VS

If this constraint is not satisfied, 𝑅𝑅Vdeep is

reduced to this upper limit, and the procedure is
redone starting with step K.2.
K.8. Limits of applicability:
Water depth and ship’s speed as stipulated in

section 6.4.

NOMENCLATURE Fr Froude number [-]

Frh Depth Froude number [-]
AE/AO blade area ratio [-]
Frhd Depth Froude number deep water [-]
AX transverse area above water [m2]
G angular distribution function [-]
AM: midship section area under water [m²]
g gravitational acceleration [m/s²]
AR rudder area
h waterdepth [m]
AT submerged area transom [m2]
hANEMOheight anemometer above water [m]
AW water plane area [m2]
hR rudder height[m]
AXV area of maximum transverse section ex-
HS1/3 sum of significant wave height of swell
posed to the wind [m²]
and wind waves[m]
B ship breadth [m]
Bf HS1/3 significant wave height of swell [m]
bluntness coefficient [-]
HW1/3 significant wave height of wind waves
bR: rudder span[m]
[m]
C coefficient for starboard and port rudder
I1 modified Bessel function of the first kind
[-]
of order 1[-]
CDAjj measured wind resistance coefficient at
wind tunnel [-] J propeller advance ratio [-]
̂ KQ propeller torque coefficient [-]
𝐶𝐶𝐷𝐷𝐷𝐷𝐷𝐷𝐷𝐷 estimated wind resistance coefficient [-]
KT propeller thrust coefficient [-]
CDA(ψWR) wind resistance coefficient K1 modified Bessel function of the second
CB block coefficient kind of order 1[-]
CF frictional resistance coefficient for ac- k circular wave number [rad/s]
tual water temperature and salt content k form factor
[-] kS hull roughness
CF0 frictional resistance coefficient for refer- kyy non dimensional longitudinal radius of
ence water temperature and salt content gyration [% of LPP]
[-] LCB longitudinal centre of buoyancy forward
CM midship area coefficient [-] of midship [% of LPP]
Cnmargin rpm margin in percent rpm at NCR [%] LBWL distance of the bow to 95% of maximum
CPA prismatic coefficient of aft part (from breadth on the waterline [m]
midship to A.P.)[-] LPP length between perpendiculars [m]
CSEAMAR sea margin in percentage NCR LWL length at waterline [m]
[%] MCR maximum continuous rating [kW]
CT0 total resistance coefficient for reference NCR nominal continuous rating [kW]
water temperature and salt content,[-] nMCR rpm at MCR [rpm]
CU coefficient of advance speed [-] nNCR rpm at NCR [rpm]
CV viscous resistance coefficient [-] NP number of propellers [-]
CVP vertical prismatic coefficient [-] NS number of ships[-]
CWA water plane area coefficient of aft part Nψ number of wind directions[-]
(from midship to A.P.)[-] n: measured rate of revolution of propeller
CWL prismatic waterline coefficient [-] at each run
CX Wind resistance coefficient nC corrected rpm (RPMC) [rpm]
D diameter of the actual full scale propeller n(i) propeller frequency of revolutions at (i)th
[m] run [rpm]
D depth, moulded, of a ship hull [m] n(i+1) propeller frequency of revolutions at
d(sinkage) increase of the dynamic sinkage (i+1)th run [rpm]
due to shallow water [m] P propeller pitch at 0.7 R[m]
E: directional sea spectrum [m2s]

PB break horse power [kW] VS ship’s speed (VS) [knot]

PD delivered power at propeller [kW] VSC. corrected ship’s speed (VSC) [knot]
PDshallow trial power averaged and cor- VWR apparent wind speed, relative wind ve-
rected for all effects but for shallow wa- locity [m/s]
ter [W] VWRref relative wind velocity at the reference
PDdeep trial power averaged and corrected for height [m/s]
shallow water [W] '
VWR corrected relative wind velocity at the
P/D pitch/diameter ratio at 0.7R[-] vertical position of the anemometer [m/s]
PS ship shaft power [kW] VWT true wind velocity [m/s]
PSC Corrected ship power (PSC) [kW] '
RAA resistance increase due to relative winds VWT averaged true wind velocity at the verti-
[N] cal position of the anemometer [m/s]
RAS resistance increase due to deviation of VWTref true wind velocity at the reference height
water temperature and water density [N] [m/s]
RAWL mean resistance increase in short crested w wake fraction [-]
irregular waves [N] wm mean wake fraction
RAWM mean resistance increase in regular Z number of propeller blades [-]
waves based on Maruo's theory(4) [N], 𝑍𝑍a vertical position of the anemometer in [m]
RAWR mean resistance increase due to wave re- 𝑍𝑍ref reference height for the wind resistance
flection for correcting RAWM [N] coefficients in [m]
Re Reynolds number [-] α: wave direction relative to bow, angle be-
RT total resistance in still water [N] tween ship heading [deg] and incident
RT0 resistance for reference water tempera- regular waves; 0 means head waves.
ture and salt content [N] αT: effect of draught and encounter fre-
RVdeep viscous resistance in deep water quency [-]
Rwave mean resistance increase in regular β drift angle [deg]
waves [N] βw slope of the line element dl along the wa-
Rsink resistance increase caused by additional ter line [deg]
sinkage [N] βWR apparent wind direction relative to bow
S wetted surface hull [m2] [deg]
Sη frequency spectrum for ocean waves 𝛻𝛻 displaced volume [m3]
[m2s] Δ displacement [t]
SAPP wetted surface appendages [m2] ΔCF roughness allowance associated with
TA draught at aft perpendicular [m] Reynolds number for actual water tem-
Tdeep for a trim condition, the deepest draught perature and salinity [-]
[m] ΔR resistance increase [N]
TF draught at forward perpendicular [m] ΔRV viscous resistance increase due to shal-
TM draught at midships [m] low water [N]
t thrust deduction fraction [-] Δref reference displacement [m3]
tAref reference air temperature [°C] ΔVS decrease of ship’s speed due to shallow
tSref reference sea water temperature [°C] water [knot]
VFM mean current velocity [m/s] Δτ load factor increase due to resistance in-
VG′(i+1):ship’s speed over the ground at (i+1)th crease [-]
run [m/s] δ rudder angle [deg]
VG ship’s speed over ground [m/s] δn correction factor for RPM (DRPM) [-]
VKN ship’s speed over ground [knot]

δPA power correction factor for wind

(DPWIN) [kW]
δPt power correction factor for temperature
(DPTEM) [kW]
δPρ power correction factor for density
(DPDEN) [kW]
δPΔ power correction factor for displacement
(DPDIS) [kW]
δVH speed correction factor for depth
(DVDEP) [knot]
δ∇ additional displacement due to sinkage
[-]
ζA wave amplitude [m]
ηR relative rotative efficiency by use of the
thrust identity [-]
ηS mechanical efficiency in shafting(s) and
gear box(es) [-]
ηDid propulsion efficiency coefficient in ideal
condition, from model test [-]
ν kinematic viscosity for sea water at the
temperature measured [m2/s]
𝜌𝜌s density of the sea water, for actual tem-
perature & salt content [kg/m³]
ρA mass density of air [kg/m³]
ρWSref sea water density according to contract
[kg/m3]
ρWS sea water density [kg/m3]
ρ0 water density for reference water tem-
perature and salt content[kg/m³]
ψ heading of ship; compass course [deg]
ψWR relative wind direction [deg]
ψ WR'
corrected relative wind direction at the
vertical position of the anemometer [deg]
ψ WRref relative wind direction at the reference
height [deg]
ψWT true wind direction the vertical position
of the anemometer [deg]
ψ WT averaged true wind direction the vertical
'
position of the anemometer [deg]

ξp ξn, ξv overload factor derived from
load variation model test [-]
ω circular frequency of incident regular
waves [rad/s]

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ITTC – Recommended 7.

ITTC Quality System Manual

Recommended Procedures and Guidelines

Preparation, Conduct and Analysis of Speed/Power Trials

7.5 Process Control

7.5-04 Full Scale Measurements

7.5-04-01 Speed and Power Trials

7.5-04-01-01.1 Preparation, Conduct and Analysis of Speed/Power Trials

Updated / Edited by Approved

7.6.1 Ship’s track and speed over ground

4.2 S/P trial agenda and pre-trial 8.1 Initiation ........................................... 14

5. SHIP CONDITION ............................... 9 8.3 Run duration and timing ............... 15

5.1 Displacement ...................................... 9 8.4 Trial direction .................................. 15

5.2 Trim .................................................. 10 8.5 Steering ............................................. 15

5.3 Hull &propeller ............................... 10 8.6 Approach .......................................... 15

10.2 Description of the Analysis : PROPULSIVE

G.3. Theoretical method with simplified : RAVEN SHALLOW-

Preparation, Conduct and Analysis of Speed/Power Trials

• the trial procedure,

2. DEFINITIONS • Ship’s speed: speed that is realised under

3. RESPONSIBILITIES • It is the Shipbuilders responsibility that all

4. TRIAL PREPARATIONS Shaft torque shall be measured by means of

Assembling of all trials instrumentation in Alternative shaft torque measurement de-

It is important to note that there are two

6. TRIAL BOUNDARY CONDITIONS

During the S/P trial, there are many condi-

• Beaufort 1 number 6, for vessels with 6.4 Water depth

7.4 General information scale. In case different empirical coefficients are

Model tests shall be conducted at the con- 7.6.2 Torque

An experienced helmsman or adaptive auto-

8.8 Number of speed runs 8.8.3 Sister ships

1. Fixing of speed run heading (see section 9.1 Acquisition system

Filtering of the run data is recommended to

The data acquisition system shall be located Figure 3. Sign conventions

9.2 Manual data collection

For those parameters that cannot be meas-

The log sheet is important for two aspects:

1. Firstly, to complete the dataset.

10.2 Description of the Analysis Procedure

The analysis of speed/power trials shall con-

• evaluation of the acquired data

10.1 General Remarks If wind tunnel measurements are available:

In calculating resistance increase due to

If ship’s geometry cannot be made available

10.2.2 Evaluation of the acquired data

ρ ACDA (ψ WRref ) AXVVWRref 2 +

The true wind vector for each speed-run is

Irregular waves can be represented as lin- Afw  B 

mean resistance increase in regular waves Afw = 173 W14/ 3 (13)

2π ∞ Rwave (ω ,α ;VS ) 691

with Other spectra can be used if appropriate for

may be corrected according to the Raven Shal- where

9. If ‘Iterative’ method is used, repeat

Speed and power evalua-

Figure 6. Flowchart of speed/power trial analysis

wind direction, wind velocity, air temperature,

Environment Parameters. This shall list the

13. REFERENCESAND BIBLIOG- ITTC Powering Performance Committee, "An

ITTC Performance Committee, "ITTC guide Ministry of Transport, "Guaranteed speed