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Resistance Test

Table of Contents

3.4.3 Sinkage and trim transducers ....... 6

Table of Contents ........................................... 1
3.4.4 Speed ............................................ 6
Resistance Test ............................................... 2 3.4.5 Thermometer ................................ 6
3.4.6 Signal conditioning and Data
1. PURPOSE OF PROCEDURE.............. 2 acquisition system ........................ 6
2. PARAMETERS ..................................... 2 3.5 Test Procedure and Data
Acquisition…………………………..7
2.1 Data Reduction Equations ................ 2
3.5.1 Method ......................................... 7
2.2 Definition of Variables ...................... 2 3.5.2 Range and Interval ....................... 7
3. DESCRIPTION OF PROCEDURE .... 3 3.5.3 Speed ............................................ 7
3.5.4 Measured Quantities..................... 8
3.1 Model and Installation ...................... 3
3.1.1 Model ........................................... 3 3.6 Data Reduction and Analysis ........... 8
3.1.2 Test condition ............................... 3 3.6.1 Analysis of Model Scale Results.. 8
3.1.3 Installation .................................... 3 3.6.2 Form Factor .................................. 9
3.6.3 Blockage and Finite Depth
3.2 Measurement Systems ....................... 4
Corrections ................................... 9
3.3 Instrumentation ................................. 4
3.7 Documentation ................................. 12
3.3.1 Resistance ..................................... 4
3.3.2 Speed ............................................ 4 4. VALIDATION ..................................... 12
3.3.3 Sinkage and Trim ......................... 5 4.1 Uncertainty Analysis ....................... 12
3.3.4 Temperature ................................. 5 4.2 Benchmark Tests ............................. 12
3.4 Calibration ......................................... 6
3.4.1 General remarks ........................... 6 5. REFERENCES .................................... 12
3.4.2 Resistance dynamometer .............. 6

Updated Approved

Resistance Committee: of 25th ITTC 2008 25th ITTC 2008

Date 2008 Date 09/2008

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Resistance Test

V
1. PURPOSE OF PROCEDURE Depth Froude Number Frh =
gh
The purpose of the procedure is to ensure VL
consistency of methodology for towing tank Reynolds Number Re =
tests and the acquisition of correct results for ν
deep-water resistance, sinkage and trim. ΔV
Speed correction due to blockage
V
The procedure addresses conventional dis-
placement vessels only. Vessels with design AX
Blockage Parameter m=
speeds which correspond to Froude numbers A
greater than to 0.45, and/or vessels with speeds
which are above 3.7∇ 1/6 (m/s), as well as dy-
2.2 Definition of Variables
namically supported vessels and vessels for
which high trim angles are expected, are ad- AX Maximum sectional area of the model
dressed by procedure 7.5-02-05-01. (for blockage correction) (m2)
A Sectional area of the tank (m2)
The procedure addresses model scale only
B Breadth (m)
and does not consider extrapolation and full
scale prediction. CB Block coefficient
g Gravity constant (m/s2)
h Depth of water (m)
2. PARAMETERS
k Form factor
2.1 Data Reduction Equations L Representative length [normally LWL for
Fr and LOS for Re] (m)
RT
Total Resistance Coefficient CT = LCB Longitudinal centre of buoyancy
1
2 ρ SV2
LOS Length overall submerged (m)
Residual Resistance Coefficient
CR = CTM − CFM (1 + k ) LPP Length between perpendiculars
LWL Length on waterline (m)
Frictional Resistance Coefficient; ITTC 57 RT Total resistance (N)
Model-Ship Correlation Line S Wetted surface area (m2)
0.075 V Speed (m/s)
CF =
( log10 Re − 2 )
2
∇ Moulded displacement volume of the
model (m3)
V
Froude Number Fr = ρ Mass density of water (kg/m3)
gL
ν Kinematic viscosity (m2/s)
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Subscript M signifies model scale value 1. Model hull without any appendages (naked
model). This test is intended to determine
the resistance coefficients of the basic form.
3. DESCRIPTION OF PROCEDURE If any appendage is included as a part of the
hull it should be clearly stated. Rudders
Resistance tests are conducted to provide should be present in the resistance test if
data from which the resistance of the model they form a streamlined extension of a skeg,
hull at any desired speed may be determined. and might also be included in other cases.
For this purpose, the model resistance and its
speed through the water are simultaneously 2. Model hull with appendages. This test is
measured. The running attitude of the model - intended to determine the increase in resis-
i.e. the sinkage fore and aft, or the running trim tance coefficients due to the appendages.
and sinkage - is usually also measured. All fixed appendages, except those which
are considered as propulsors, should be fit-
The resistance (or drag) is the horizontal ted to the model. Movable appendages or
component of the force opposing the steady control surfaces should not be included in
forward motion of the model hull. The resis- the standard inclusive resistance test. Bilge
tance is determined by measuring a towing keels should not be fitted in the inclusive
force. test if their resistance is expected to be
small; their wetted area will however be in-
3.1 Model and Installation cluded in the subsequent prediction proce-
dure. A clear statement should be made of
3.1.1 Model the appendages fitted for any specific test.

The model should be manufactured accord- 3.1.3 Installation

ing to the ITTC Recommended Procedure 7.5-
01-01-01, Ship Models with particular attention The model should be run at the correct cal-
being paid to model manufacturing tolerances, culated displacement. For model installation
surface finish, appendage manufacture, and the and trimming see ITTC Recommended Proce-
size and positioning of turbulence stimulation. dure 7.5-01-01-01, Ship Models.

The model should generally be as large as The tow force should, where possible, be
possible for the size of the towing tank taking applied in the line of the propeller shaft and at
into consideration wall, blockage and finite the LCB in order to avoid artificial trim effects.
depth effects (as discussed in section 3.6.3), as Alternative approaches may be necessary for
well as model mass and the maximum speed of vessels with steeply-raked shafts or heavy run-
the towing carriage. ning trim, and for those which have no defined
shaft line.
3.1.2 Test condition
The model should be attached to the meas-
Models should be tested in one or both of uring head of the resistance dynamometer by a
the following conditions: connection which can transmit and measure
only a horizontal tow force, even though raked
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propeller shafts or heavy running trim would • Water temperature (for calculation of vis-
result in the line of action of the propeller cosity and density)
thrust not being horizontal.
3.3 Instrumentation
Guides may be fitted to prevent the model
from yawing or swaying: these should not re- The quoted bias accuracies are for indica-
strain the model in any other direction of tive purposes only. Uncertainty analysis should
movement, nor be able to impose any force or be used to derive the actual requirements.
moment on the model which would cause it to
roll or heel. The arrangement of any such
guides that include sliding or rolling contacts 3.3.1 Resistance
should be such as to introduce the least possi-
The resistance dynamometer should meas-
ble friction forces. Guides may be used to re-
ure the horizontal tow force to within 0.2% of
strain the model in heel in cases where trans-
the maximum capacity of the dynamometer or
verse stability is low.
0.05 N, whichever is the larger. This does not
The model should be positioned such that it necessarily imply that the resistance itself is
is in the centreline of the tank and parallel to measured to within the same tolerance of its
the carriage rails. Transverse alignment errors true value.
at FP and AP should both be less than 0.05%
The range of the resistance dynamometer
LPP.
should be selected to be appropriate to the ex-
If any instruments carried in the model are pected maximum resistance of the model.
linked to the carriage by flexible cables, great
care should be taken to ensure that the cables 3.3.2 Speed
do not impose any force on the model: in prac-
tice the cables should therefore hang vertically Ideally the speed of the model through the
from the carriage. Care should also be taken to water should be measured directly throughout
balance any instruments that must have at- the measuring run. Since this is in general im-
tachments to both the model and the carriage practical, one of the following two methods
(e.g. mechanical trim recorders). may be employed:
(i) the speed of the towing carriage relative to
3.2 Measurement Systems the ground should be measured. This may
be measured using a trailing wheel with en-
Fig. 1 shows a typical measurement system. coder or similar, direct from the carriage
drive, using optical/proximity sensors with
The following quantities are measured: a counter/timer, or by another appropriate
• Model speed method.
• Total resistance (ii) the speed of the towing carriage relative to
• Sinkage fore and aft (or running trim and the water should be measured by a current
sinkage) meter far in front of the model. In this case
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the current meter wake and waves should The speed of the model should be measured
be minimised. to within 0.1% of the maximum speed or to
within 3 mm/sec, whichever is the larger.

ENVIRONMENTAL
CARRIAGE HULL MODEL CONDITIONS

SPEED SINKAGE and

RESISTANCE TEMPERATURE
MEASUREMENT TRIM
DYNAMOMETER MEASUREMENT
TACHOMETER/ MEASUREMENT
THERMOMETER
PROBE DEVICES

RESISTANCE / SINKAGE TANK WATER

MODEL SPEED
EXTERNAL and TEMPERATURE
TOW FORCE TRIM

SIGNAL CONDITIONING and

DATA ACQUISITION

COMPUTER

Figure1 Typical measurement system

3.3.3 Sinkage and Trim

3.3.4 Temperature
Sinkage fore and aft may be measured with
mechanical guides, potentiometers, encoders, The water temperature should be measured
LDVTs, optical tracking systems or with re- at a depth near half of the model draught using
mote (laser or ultrasonic) distance meters. The a thermometer.
running trim is calculated from the measured
running sinkage fore and aft. The sinkage fore
and aft should be measured to within 1.0 mm.
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3.4 Calibration 3.4.3 Sinkage and trim transducers

The calibration of linear measuring devices

3.4.1 General remarks
should be performed with a calibrated ruler or
All devices used for data acquisition should other appropriately calibrated device such as a
be calibrated regularly. For calibration, the length bar, or Vernier height gauge.
measured quantities should be either substi-
tuted by calibrated weights and pulses or 3.4.4 Speed
checked by other measuring devices which
have already been calibrated. Calibration dia- The calibration of the carriage speed will
grams, where the measured quantities (output depend mainly on how the carriage speed is
values) are plotted versus the calibration units measured. The carriage speed should be cali-
(input units), may be useful to check the cali- brated regularly and respective records should
bration itself as well as the linearity of the in- be stored.
struments. Calibration should generally be in
accordance with ITTC Recommended Proce- Where possible the carriage speed meas-
dure 7.6-01-01. ured with the primary speed measurement sys-
tem should be checked with an alternative
The calibration of the resistance dyna- measurement system.
mometer and the sinkage and/or trim sensors
should be checked immediately prior to the 3.4.5 Thermometer
testing. The calibrations should preferably in-
clude as much of the measurement chain as Thermometers should be calibrated accord-
possible (amplifier, filter, A/D converter). If ing to common standards and/or following the
the check indicates that the required accuracies advice of the manufacturer.
cannot be met, the calibration should be re-
newed or the instrument replaced and the check 3.4.6 Signal conditioning and Data acquisi-
repeated. Daily checking of a pulse counter for tion system
speed measurements is usually not required.
Instead, the check on this device is covered by The various components of the signal con-
calibrations carried out at regular intervals. ditioning and data acquisition system (e.g. am-
plifies, filters, A/D converters) should be
Where the gravitational constant g is used checked and calibrated according to the manu-
in calculations, the value chosen should be ap- facturers recommended schedule. Key features
propriate to the location of the tank. of the system, such as cut-off frequencies of
filters employed, and resolution and sampling
3.4.2 Resistance dynamometer rate of A/D converters should be recorded.

The calibration of the resistance dyna-

mometer should be carried out by the use of
calibrated weights as an input to the instrument.
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3.5 Test Procedure and Data Acquisition 4π V g

3.5.1 Method Maximum and minimum values together

with mean and standard deviations should be
Before each run begins zero readings of all stored for each run.
instruments must be taken, over a period long
enough to give a representative mean value. This process is repeated at other selected
speeds covering the required range, avoiding
The model is towed at speeds giving the continuous progression from one limit to the
same Froude numbers as for the full scale ship. other. For example, runs at alternate speeds
from the lowest speed to the highest followed
The model speed is selected and the model by highest speed to the lowest filling in the
accelerated to that speed. gaps.

It is important to minimise “overshoot” of There should be sufficient waiting time be-

speed, since this will result in waves overtaking tween consecutive runs to achieve similar con-
the model. ditions for each of the runs and to obtain con-
sistency in results. This waiting time will de-
If the model has been held during initial ac- pend on the geometry of the test facility, the
celeration, it is released as soon as the selected type and size of model and model speed. The
speed has been reached. waiting times should be recorded.
It is recommended that the data acquisition
may either begin after a steady speed has been 3.5.2 Range and Interval
reached; or, alternatively, data acquisition may
The speed range should extend from at least
take place continuously from the time at which
5% below the lowest speed at which reliable
the zero readings are logged (in order to allow
data is required to at least 5% above the highest
the entire speed profile to be determined).
speed required. This range should be covered
The mean values are derived afterwards by a suitable number of speeds. Low speeds
from a section of the time series during which may also be used for the derivation of form
the speed was steady. In some cases unsteady factors (see section 3.6.2). Care should be
oscillations (related to unsteady wave resis- taken to ensure that there is sufficient number
tance effects) may be observed in the meas- of speeds to define humps or hollows and other
urements even when the model speed is con- rapidly changing features of the curve.
stant. Where these oscillations have a signifi-
cant magnitude, it is important to calculate the 3.5.3 Speed
mean values of parameters of interest over an
integer number of oscillation cycles; where The following aspects should be noted
possible, it is desirable to use at least five oscil- when measuring speed:
lations to find the mean. Note that the period of • Attention should be paid to residual cur-
these oscillations in an unbounded fluid may be rents in the towing tank near the surface,
estimated as: which are caused by previous tests. It is not
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unusual to exclude the first run of the day if frequencies (and harmonics) of noise sources
no active artificial circulating device is such as electrical mains interference.
available. This has however not always
shown to be necessary and can be tested Water temperature should be measured at a
with uncertainty analysis. For more infor- depth near half of the model draught. If there is
mation see Uncertainty Analysis, Example a non-homogeneous temperature in the tank it
for Resistance test, provided in QM 7.5-02- should be recorded. Temperature measure-
02-02. ments should be recorded at the beginning and
end of each test sequence or at least on a daily
• It is essential that the speed of the model basis.
through the water should be constant
throughout, and for a significant distance
before, that part of the time series used for 3.6 Data Reduction and Analysis
the calculation of the mean values of the
The speed, resistance, sinkage and trim and
parameters of interest.
any other continuously recorded quantities of
• Steadiness of carriage speed is an essential the test should be presented as mean values
element in achieving steady model speed, derived from an integration of the instantane-
but is not necessarily sufficient since the ous measured values over the same measuring
rate of change of the initial acceleration and interval (chosen according to the guidelines in
the moment and manner of release of the section 3.5.1 and 3.5.2), with the appropriately
model may interact with the model- averaged zero measurements subtracted from
dynamometer system and cause it to oscil- the average values.
late.
Total resistance and residuary resistance
• During the measuring run, the carriage coefficients, together with Froude Number, are
speed should normally not vary by more calculated for each speed using the data reduc-
than 0.1% of the mean speed or 3 mm/s, tion equations given in Section 2.1.
whichever is the larger. The cyclic charac-
teristics of the carriage speed control sys-
tem should be such as not to synchronise 3.6.1 Analysis of Model Scale Results
with the natural frequency of the model dy-
namometer system. Resistance RTM measured in the resistance
tests is expressed in the non-dimensional form
3.5.4 Measured Quantities R TM
CTM = 1
2 ρ M SMVM 2
During each run the measured values of
model speed and resistance (and when neces- Model wetted surface area, to be used in the
sary sinkage and trim) should be recorded con- analysis, is calculated from the model body
tinuously. plan to the still waterline. The transom area is
not included in the wetted surface area. The
The sampling rate for A/D converters surface areas of the appendages are calculated
should be chosen to give adequate definition of separately and added to model surface area for
any oscillatory phenomena, and should avoid appended resistance tests. The speed should, if
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necessary, be corrected for blockage according by Prohaska. If no separation is present, the

to the equations given in Section 3.6.3. Values total resistance can be written, to a first ap-
of water density and viscosity should be deter- proximation, as
mined according to ITTC Recommended Pro-
CTM ( Re, Fr ) = (1 + k )CFM ( Re) + CW ( Fr )
cedure 7.5-02-01-03.

The residuary resistance of the ship is cal- If the wave-resistance component in a low
culated from the model resistance tests assum- speed region (say 0.1 < Fr <0.2) is assumed to
ing the form factor to be independent of scale be a function of Fr 4 , the straight line plot of
and speed. The residuary resistance can there- CTM/CFM versus Fr 4 / CFM will intersect the
fore be calculated as:
ordinate (Fr =0) at (1+k), enabling the form
CR = CTM − CFM (1 + k ) factor to be determined. In the case of a bul-
bous bow near the water surface these assump-
where CFM is derived from the ITTC – 1957 tions may not be valid and care should be taken
correlation line. If appendages are present and in the interpretation of the results.
their resistance scaled separately the residual
resistance can be calculated as: It should be noted that Prohaska’s method
CR = CTM − CAppM − CFM (1 + k ) should not be used for vessels with substantial
transom sterns for which the transom runs wet
at the speed range for the Prohaska test but runs
CAppM is the model appendage resistance
dry at the design speed.
coefficient and can be derived by calculation or
from the difference in resistance by testing with When using form factor methods for scal-
and without appendages. ing the drag of appendages, the form factor
increase due to fitting appendages should be
The form factor is determined from low
determined from test results at higher speeds to
speed tests as described in Section 3.6.2.
avoid laminar flow.
The CR or CT curve is the best basis for
judging if a sufficient number of test points Δk = d ( CTM (appended) − CTM (barehull) ) / dCFM
have been obtained in order to define humps This procedure avoids the need for low speed
and hollows. The resistance curve should be testing to determine the form factor.
faired in order to facilitate reliable interpolation
to obtain the resistance at the required speeds. 3.6.3 Blockage and Finite Depth Correc-
The smoothing should be carried out with care tions
in order not to remove humps and hollows. An
acceptance criterion for the test might be de- The dimensions of the towing tank should
rived based on the scatter in the CR or CT curve. be reported with the test result documentation
(see Section 3.7).
3.6.2 Form Factor
The dimensions should be large enough to
The recommended method for experimental avoid significant wall, blockage, and finite
evaluation of the form-factor is that proposed depth effects.
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The importance of these effects depends 2. Scott

upon a range of factors; key parameters include ∆
the blockage parameter, m, defined as the ratio
of model cross section area, AX, to tank cross
section area, A, the Froude number, Fr, and the The first term is the empirically improved
depth Froude Number Frh . version of Scott's original formula with K1 as a
function of Re and the form-parameter
The following formulae are recommended
for carrying out blockage corrections if they are B / as shown in Fig. 2. The second
necessary. For easy use and comparison the term is a function of Fr and form from experi-
correctors are listed in their simplest form as ments deduced to extend the range of applica-
given by the respective author, after neglecting bility up to Fr = 0.38. K2 is given in analytical
second order terms or being simplified other- form
wise. Detailed information may be found in the
K 2 = 2.4 ( Fr − 0.22 ) for 0.22 < Fr <0.38
2
original papers. The formulae are based on
mean-flow theory: K2 = 0 for Fr < 0.22
The validity of the formula is confirmed for
1. Schuster the range of model size 3.5 m < L < 9 m, tanks
ΔV m ⎛ R ⎞2 of approximately 2:1 breadth to water depth
= + ⎜ 1 − V ⎟ Frh10 ratio and speed range between 0.08 < Fr < 0.4.
V 1 − m − Frh ⎝
2
RT ⎠ 3
where m = AX/A, and RV/RT is the ratio of 3. Tamura
viscous to total resistance. 3
ΔV ⎡ L ⎤4 1
= 0.67.m. ⎢ ⎥ .
⎣ B ⎦ (1 − Frh )
2
The second term is the finite depth influ- V
ence on wave making resistance, converted to a
AX
speed correction where Frh10 is a good ap- where m =
A
proximation of the hyperbolic function of the
finite depth wave velocity within the range 0<
Frh <0.7.
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Resistance Test

K1

Figure 2 Correction factor K1 (Scott)

4. Discussion Tanks of approximately 2:1 breadth to water

depth ratio, model lengths between 3.5 m and
It is generally preferable for a blockage cor- 9.0 m and Froude number 0.08 to 0.4.
rection to be expressed as a correction factor
for speed, as this form of correction is well Based on the successful application of
suited to resistance and propulsion tests. mean-flow theory in connection with finite
depth wave theory, with no need for empirical
The influences on wake blockage or pres- adjustment and its easy employment, the
sure defect at the propeller are however un- Schuster corrector is also recommendable as a
known and are not separately considered. blockage correction formula with good overall
qualities, up to say Fr = 0.3.
Of the different correctors the Scott correc-
tor tends to fit most of the data best but its Another method commonly used is that due
theoretical base may not be universally ac- to Tamura which also includes finite depth ef-
cepted. It does however seem to be the best fects.
method available and may be recommended for
general use with the following limitations:
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All the previous comments are related to 4. VALIDATION

normal routine tank work. For blockage correc-
tions in shallow water tanks essentially diverg- 4.1 Uncertainty Analysis
ing from 2:1 breadth to water depth ratio,
blockage ratios much larger than 0.03 and Uncertainty analysis should be performed
model tests at depth Froude numbers higher in accordance with ‘Uncertainty Analysis in
than 0.7, the proposal by Graff (1969) may be EFD, Uncertainty Assessment Methodology’
suggested as a useful guide. as described in QM 7.5-02-01-01 and ‘Uncer-
tainty Analysis in EFD. In addition to the
3.7 Documentation above an example ‘Uncertainty Analysis, Ex-
ample for Resistance Test’ is provided in QM
The results from the test should be collated 7.5-02-02-02.
in a report, which should contain at least the
following information: 4.2 Benchmark Tests
• Model specification:
Identification (model number or similar) Benchmark data are described and collected
Loading condition in ‘Benchmark Database for CFD, Validation
Turbulence stimulation method for Resistance and Propulsion’, ITTC QM 7.5-
Model scale 03-02-02
Main dimensions and hydrostatics, in-
cluded static wetted surface area (see 5. REFERENCES
recommendations of ITTC Standard
Procedure 7.5-01-01, Ship Models) (1) Graff, W., 1969, Untersuchung des Modell-
Towing Point location, Model condition tankeinflusses an einem Flachwasserschiff,
• Particulars of the towing tank, including Rep. No. 100 of Versuchsanstalt für Bin-
length, breadth and water depth nenschiffbau, Duisburg..
• Test date (2) ITTC 1960, 9th International Towing Tank
• Parametric data for the test: Conference, Paris, Proceedings, p 237-258.
Water temperature
(3) ITTC 1972, 13th International Towing Tank
Water density
Conference, Berlin, Proceedings Vol.1, p
Kinematic viscosity of the water
209-240.
Form factor (even if (1+k)=1.0 is appli-
cable, this should be stated) (4) ITTC 1975, 14th International Towing Tank
• For each speed, the following data should Conference. Form factor according to Pro-
be given as a minimum: haska.
Resistance of the model
Sinkage fore and aft, or sinkage and (5)ITTC 1999a, Resistance, Resistance test,
trim 22nd International Towing Tank Conference,
Seoul/Shanghai, Quality Manual, Procedure
4.9-03-02-01, Revision 00
 ITTC – Recommended 7.5-02
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(6) ITTC, 1999b, Uncertainty Analysis in EFD, (8) ITTC, 1999d, Uncertainty Analysis, Exam-
Uncertainty Assessment Methodology, 22nd ple for resistance Test, 22nd International
International Towing Tank Conference, Towing Tank Conference, Seoul/Shanghai,
Seoul/Shanghai, Quality Manual, Procedure Quality Manual, Procedure 4.9-03-02-02.
4.9-03-01-01.
(9)ITTC 1999e, Benchmark Database for CFD,
(7) ITTC, 1999c, Uncertainty Analysis in EFD, Validation for Resistance and Propulsion,
Guidelines for Resistance Towing Tank 22nd International Towing Tank Conference,
Tests, 22nd International Towing Tank Con- Seoul/Shanghai, Quality Manual, Procedure
ference, Seoul/Shanghai, Quality Manual, 4.9-04-02-02.
Procedure 4.9-03-01-02.