Basic Ship Theory Vol.2 Tupper, Notas de estudo de Engenharia Naval

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Basic Ship Theory

Butterworth-Heinemann Linacre House, Jordan Hill, Oxford OX2 8DP 225 Wildwood Avenue, Woburn, MA 01801- Adivision of Reed Educational and Professional Publishing Ltd

Amember of the Reed Elsevier plc group

First published by Longman Group Limited 1968 Second edition 1976 (in two volumes) Third edition 1983 Fourth edition 1994 Fifth edition 2001

# K.J. Rawson and E.C. Tupper 2001

All rights reserved. No part of this publication may be reproduced in any material form (including photocopying or storing in any medium by electronic means and whether or not transiently or incidentally to some other use of this publication) without the written permission of the copyright holder except in accordance with the provisions of the Copyright, Designs and Patents Act 1988 or under the terms of a licence issued by the Copyright Licensing Agency Ltd, 90 Tottenham Court Road, London, England W1P 0LP. Applications for the copyright holder's written permission to reproduce any part of this publication should be addressed to the publishers

British LibraryCataloguing in Publication Data Rawson, K. J. (Kenneth John), 1926± Basic ship theory. ± 5th ed. Vol. 2, ch. 10±16: Ship dynamics and design K. J. Rawson, E. C. Tupper

1. Naval architecture 2. Shipbuilding I. Title II. Tupper, E. C. (Eric Charles), 1928± 623.8^01

Libraryof Congress Cataloguing in Publication Data Acatalogue copy of this book is available from the Library of Congress

ISBN 0 7506 5397 3

For information on all Butterworth-Heinemann publications visit our website at www.bh.com

Typeset in India by Integra Software Services Pvt Ltd, Pondicherry, India 605005; www.integra-india.com

Contents

Volume 1

Foreword to the ®fth edition

Acknowledgements

Introduction

Symbols and nomenclature

1 Art or science?

2 Some tools

3 Flotation and trim

4 Stability

5 Hazards and protection

6 The ship girder

7 Structural design and analysis

8 Launching and docking

9 The ship environment and human factors

Bibliography

Answers to problems

Index

Volume 2

Foreword to the ®fth edition xi

Acknowledgements xiii

Introduction xiv

References and the Internet xvii

Symbols and nomenclature xviii

General xviii Geometryof ship xix Propeller geometryxix Resistance and propulsion xix Seakeeping xx Manoeuvrabilityxxi Strength xxi Notes xxii

v

• 10 Powering of ships: general principles
  • Fluid dynamics
  • Components of resistance and propulsion
    • E€ective power
    • Types of resistance
    • Wave-making resistance
    • Frictional resistance
    • Viscous pressure resistance
    • Air resistance
    • Appendage resistance
    • Residuaryresistance
    • The propulsion device
    • The screw propeller
    • Special types of propeller
    • Alternative means of propulsion
    • Momentum theoryapplied to the screw propeller
    • The blade element approach
    • Cavitation
    • Singing
    • Interaction between the ship and propeller
    • Hull eciency
    • Overall propulsive eciency
    • Ship±model correlation
  • Model testing
    • Resistance tests
    • Resistance test facilities and techniques
    • Model determination of hull eciencyelements
    • Propeller tests in open water
    • Cavitation tunnel tests
    • Depressurized towing tank
    • Circulating water channels
  • Ship trials
    • Speed trials
    • Cavitation viewing trials
    • Service trials
    • Experiments at full scale
  • Summary
  • Problems
• 11 Powering of ships: application
  • Presentation of data
    • Resistance data
    • Propeller data
  • Power estimation
    • Resistance prediction
    • Appendage resistance
    • 1978 ITTC performance prediction method
    • E€ect of small changes of dimensions
    • Variation of skin frictional resistance with time out of dock
    • Resistance in shallow water
    • Calculation of wind resistance
    • Propeller design
    • Choice of propeller dimensions
    • Propeller design diagram
    • Cavitation
    • In¯uence of form on resistance
    • Reducing wave-making resistance
    • Boundarylayer control
    • Compatibilityof machineryand propeller
    • Strength of propellers
    • E€ect of speed on endurance
  • Computational ¯uid dynamics
  • Summary
  • Problems
• 12 Seakeeping
  • Seakeeping qualities
  • Ship motions
    • Undamped motion in still water
    • Damped motion in still water
    • Approximate period of roll
    • Motion in regular waves
    • Presentation of motion data
    • Motion in irregular seas
    • Motion in oblique seas
    • Surge, swayand yaw
  • Limiting seakeeping criteria
    • Speed and power in waves
    • Slamming
    • Wetness
    • Propeller emergence
    • Degradation of human performance
  • Overall seakeeping performance
  • Acquiring data for seakeeping assessments
    • Selection of wave data
    • Obtaining response amplitude operators
  • Non-linear e€ects
  • Frequency domain and time domain simulations
  • Improving seakeeping performance
    • In¯uence of form on seakeeping
    • Ship stabilization
  • Experiments and trials
    • Test facilities
    • Conduct of ship trials
    • Stabilizer trials
  • Problems
• 13 Manoeuvrability
  • General concepts
    • Directional stabilityor dynamic stabilityof course
    • Stabilityand control of surface ships
    • The action of a rudder in turning a ship
    • Limitations of theory
  • Assessment of manoeuvrability
    • The turning circle
    • Turning ability
    • The zig-zag manoeuvre
    • The spiral manoeuvre
    • The pull-out manoeuvre
    • Standards for manoeuvring and directional stability
  • Rudder forces and torques
    • Rudder force
    • Centre of pressure position
    • Calculation of force and torque on non-rectangular rudder
  • Experiments and trials
    • Model experiments concerned with turning and manoeuvring
    • Model experiments concerned with directional stability
    • Ship trials
  • Rudder types and systems
    • Types of rudder
    • Bow rudders and lateral thrust units
    • Special rudders and manoeuvring devices
    • Dynamic positioning
    • Automatic control systems
  • Ship handling
    • Turning at slow speed or when stopped
    • Interaction between ships when close aboard
    • Broaching
  • Stability and control of submarines
    • Experiments and trials
  • Design assessment
    • Modifying dynamic stability characteristics
    • Eciencyof control surfaces
  • E€ect of design parameters on manoeuvring
  • Problems
• 14 Major ship design features
  • Machinery
    • Air independent propulsion (AIP)
    • Electrical generation
  • Systems
    • Electrical distribution system
    • Piping systems
    • Air conditioning and ventilation
    • Fuel systems
    • Marine pollution
    • Cathodic protection
  • Equipment
    • Cargo handling
    • Replenishment of provisions
    • Life saving appliances
  • Creating a ®ghting ship
    • General
    • Weapons and ®ghting capabilities
    • Integration of ship, sensors and weapons
  • Accommodation
  • Measurement
  • Problems
• 15 Ship design
  • Objectives
    • Economics
    • Cost e€ectiveness
  • Boundaries
    • Economic, ethical and social boundaries
    • Geographical, organizational and industrial boundaries
    • Time and system boundaries
  • Creativity
  • Iteration in design
    • Design phases
    • Prime parameters
    • Parametric studies
    • Feasibilitystudies
    • Full design
    • Computer-aided design (CAD)
  • Design for the life intended
    • Design for use
    • Design for production
    • Design for availability
    • Design for support
    • Design for modernization
    • The safetycase
  • Conclusion
• 16 Particular ship types
  • Passenger ships
  • Ferries and RoRo ships
  • Aircraft carriers
  • Bulk cargo carriers
  • Submarines
    • Commercial submarines
  • Container ships
  • Frigates and destroyers
  • High speed small craft
    • Monohulls
    • Multi-hulled vessels
    • Surface e€ect vehicles
    • Hydrofoil craft
    • In¯atables
    • Comparison of types
  • O€shore engineering
  • Tugs
  • Fishing vessels
  • Yachts
• AnnexÐThe Froude `constant' notation (1888)
• Bibliography
• Answers to problems
• Index

Forewordto the ®fth edition

Over the last quarter of the last centurythere were manychanges in the

maritime scene. Ships maybe now much larger; their speeds are generally

higher; the crews have become drasticallyreduced; there are manydi€erent

types (including hovercraft, multi-hull designs and so on); much quicker and

more accurate assessments of stability, strength, manoeuvring, motions and

powering are possible using complex computer programs; on-board computer

systems help the operators; ferries carry many more vehicles and passengers;

and so the list goes on. However, the fundamental concepts of naval architec-

ture, which the authors set out when Basic Ship Theory was ®rst published,

remain as valid as ever.

As with manyother branches of engineering, quite rapid advances have been

made in ship design, production and operation. Manyadvances relate to the

e€ectiveness (in terms of money, manpower and time) with which older proced-

ures or methods can be accomplished. This is largelydue to the greater

eciencyand lower cost of modern computers and the proliferation of infor-

mation available. Other advances are related to our fundamental understand-

ing of naval architecture and the environment in which ships operate. These

tend to be associated with the more advanced aspects of the subject; more

complex programs for analysing structures, for example, which are not appro-

priate to a basic text book.

The naval architect is a€ected not onlybychanges in technologybut also by

changes in societyitself. Fashions change as do the concerns of the public, often

stimulated bythe press. Some tragic losses in the last few years of the twentieth

centurybrought increased public concern for the safetyof ships and those

sailing in them, both passengers and crew. It must be recognized, of course,

that increased safetyusuallymeans more cost so that a con¯ict between money

and safetyis to be expected. In spite of steps taken as a result of these

experiences, there are, sadly, still many losses of ships, some quite large and

some involving signi®cant loss of life. It remains important, therefore, to strive

to improve still further the safetyof ships and protection of the environment.

Steady, if somewhat slow, progress is being made by the national and interna-

tional bodies concerned. Public concern for the environment impacts upon ship

design and operation. Thus, tankers must be designed to reduce the risk of oil

spillage and more dangerous cargoes must receive special attention to protect

the public and nature. Respect for the environment including discharges into

the sea is an important aspect of de®ning risk through accident or irresponsible

usage.

A lot of information is now available on the Internet, including results of

much research. Taking the Royal Institution of Naval Architects as an example

xi

Acknowledgements

The authors have deliberatelyrefrained from quoting a large number of

references. However, we wish to acknowledge the contributions of manyprac-

titioners and research workers to our understanding of naval architecture, upon

whose work we have drawn. Manywill be well known to anystudent of

engineering. Those earlyengineers in the ®eld who set the fundamentals of

the subject, such as Bernoulli, Reynolds, the Froudes, Taylor, Timoshenko,

Southwell and Simpson, are mentioned in the text because their names are

synonymous with sections of naval architecture.

Others have developed our understanding, with more precise and compre-

hensive methods and theories as technologyadvanced and the abilityto carry

out complex computations improved. Some notable workers are not quoted as

their work has been too advanced for a book of this nature.

We are indebted to a number of organizations which have allowed us to draw

upon their publications, transactions, journals and conference proceedings.

This has enabled us to illustrate and quantifysome of the phenomena dis-

cussed. These include the learned societies, such as the Royal Institution of

Naval Architects and the Societyof Naval Architects and Marine Engineers;

research establishments, such as the Defence Evaluation and Research Agency,

the Taylor Model Basin, British Maritime Technology and MARIN; the

classi®cation societies; and Government departments such as the Ministryof

Defence and the Department of the Environment, Transport and the Regions;

publications such as those of the International Maritime Organisation and the

International Towing Tank Conferences.

xiii

Introduction

Volume 1 of Basic Ship Theory has presented fundamental work on ship shape,

static behaviour, hazards and protection and upon ship strength. It has also

described in detail the environment in which marine vehicles have to work and

the properties of the sea and the air. Now we are in a position to discuss the

dynamic behaviour of ships and other vehicles in the complex environment in

which theyoperate and how those surroundings can be controlled to the

maximum comfort of vehicle and crew. We can also enter upon the creative

activityof ship design.

Familiaritywith Volume 1 has been assumed throughout but for conveni-

ence, certain conversion factors, preferred values and symbols and nomencla-

ture are repeated here.

Special names have been adopted for some of the derived SI units and these

are listed below together with their unit symbols:

Physical quantity SI unit Unit symbol

Force newton N ˆ kg m=s^2 Work, energyjoule J ˆ N m Power watt W ˆ J=s Electric charge coulomb C ˆ A s Electric potential volt V ˆ W=A Electric capacitance farad F ˆ A s=V Electric resistance ohm ˆ V=A Frequencyhertz Hz ˆ s^1 Illuminance lux lx ˆ lm=m^2 Self inductance henryH ˆ V s=A Luminous ¯ux lumen lm ˆ cd sr Pressure, stress pascal Pa ˆ N=m^2 megapascal MPa ˆ N=mm^2 Electrical conductance siemens S ˆ 1 = Magnetic ¯ux weber Wb ˆ V s Magnetic ¯ux densitytesla T ˆ Wb=m^2

In the following two tables are listed other derived units and the equivalent

values of some UK units respectively:

Physical quantity SI unit Unit symbol

Area square metre m^2 Volume cubic metre m^3 Densitykilogramme per cubic metre kg =m 3 Velocitymetre per second m =s Angular velocityradian per second rad =s

xiv

Pre®xes to denote multiples and sub-multiples to be axed to the names of

units are:

Factor bywhich the unit is multiplied Prefix Symbol

1 000 000 000 000 ˆ 1012 tera T 1 000 000 000 ˆ 109 giga G 1 000 000 ˆ 106 mega M 1 000 ˆ 103 kilo k 100 ˆ 102 hecto h 10 ˆ 101 deca da 0 : 1 ˆ 10 ^1 deci d 0 : 01 ˆ 10 ^2 centi c 0 : 001 ˆ 10 ^3 milli m 0 :000 001 ˆ 10 ^6 micro  0 :000 000 001 ˆ 10 ^9 nano n 0 :000 000 000 001 ˆ 10 ^12 pico p 0 :000 000 000 000 001 ˆ 10 ^15 femto f 0 :000 000 000 000 000 001 ˆ 10 ^18 atto a

We list, ®nally, some proposed metric values (values proposed for density of

fresh and salt water are based on a temperature of 15 C (59 F).)

Item Accepted Imperial figure

Direct metric equivalent

Preferred SI value

Gravity, g 32 :17 ft=s^2 9 :80665 m=s^2 9 :807 m=s^2

Mass density64 lb =ft^3 1 :0252 tonne=m^3 1 :025 tonne=m^3 salt water 35 ft 3 =ton 0 :9754 m 3 =tonne 0 :975 m^3 =tonne

Mass density62 :2 lb=ft^3 0 :9964 tonne=m^3 1 :0 tonne=m^3 fresh water 36 ft 3 =ton 1 :0033 m 3 =tonne 1 :0 m^3 =tonne

Young's modulus, E (Steel)

13 ;500 tonf=in 2 2 : 0855  10 7 N=cm 2 209 GN=m^2 or GPa

Atmospheric 14 :7 lbf=in^2 101,353 N=m^2 105 N=m^2 or Pa pressure 10 :1353 N=cm^2 or 1:0 bar

TPI (salt water)

Aw 420

tonf=in 1 : 025 Aw tonnef=m 1 : 025 Aw tonnef=m

Aw (ft 2 ) Aw (m^2 )

NPC Aw (m 2 ) 100 : 52 Aw (N=cm) NPM 10,052 Aw (N=m) 104 Aw (N=m)

MCT 1^00 (salt water)

GML

12 L

tonf ft in (Units of tonf and feet)

One metre trim moment (^) GM L L

MN m m

GML

L

MN m m

( in MN or

tonnef/m m

,  in tonnef)

Force displacement  1 tonf 1.01605 tonnef 1.016 tonnef 9964.02 N 9964 N

Mass displacement  1 ton 1.01605 tonne 1.016 tonne

Weight density: Salt water 0 :01 MN=m^3 Fresh water 0 :0098 MN=m 3

Speci®c volume: Salt water 99 :5 m^3 =MN Fresh water 102 :0 m^3 =MN

xvixvi Introduction

Of particular signi®cance to the naval architect are the units used for dis-

placement, densityand stress. The force displacement , under the SI scheme

must be expressed in terms of newtons. In practice the meganewton (MN) is a

more convenient unit and 1 MN is approximatelyequivalent to 100 tonf (100.

more exactly). The authors have additionally introduced the tonnef (and,

correspondingly, the tonne for mass measurement) as explained more fully in

Chapter 3.

REFERENCES AND T HE INTERNET

References for each chapter are given in a Bibliographyat the end of each

volume with a list of works for general reading. Because a lot of useful

information is to be found these days on the Internet, some relevant web sites

are quoted at the end of the Bibliography.

Introduction xvii

G E O ME TR Y O F S H I P

AM midship section area AW waterplane area Ax maximum transverse section area B beam or moulded breadth BM metacentre above centre of buoyancy CB block coecient CM midship section coecient CP longitudinal prismatic coecient CVP vertical prismatic coecient CWP coecient of ®neness of waterplane D depth of ship F freeboard GM transverse metacentric height GML longitudinal metacentric height IL longitudinal moment of inertia of waterplane about CF IP polar moment of inertia IT transverse moment of inertia L length of shipÐgenerallybetween perps LOA length overall LPP length between perps LWL length of waterline in general S wetted surface T draught  displacement force  scale ratioÐship/model dimension r displacement volume  displacement mass

PROPE LLER GEOMETRY

AD developed blade area AE expanded area AO disc area AP projected blade area b span of aerofoil or hydrofoil c chord length d boss or hub diameter D diameter of propeller fM camber P propeller pitch in general R propeller radius t thickness of aerofoil Z number of blades of propeller angle of attack  pitch angle of screw propeller

RESISTANCE AND PROPULSION

a resistance augment fraction CD drag coe€. CL lift coe€. CT speci®c total resistance coe€. CW speci®c wave-making resistance coe€. D drag force F (^) n Froude number I idle resistance J advance number of propeller K (^) Q torque coe€. K (^) T thrust coe€. L lift force

Symbols and nomenclature xix

PD delivered power at propeller PE e€ective power PI indicated power PS shaft power PT thrust power Q torque R resistance in general Rn Reynolds' number RF frictional resistance RR residuaryresistance RT total resistance RW wave-making resistance sA apparent slip ratio t thrust deduction fraction T thrust U velocityof a ¯uid U 1 velocityof an undisturbed ¯ow V speed of ship VA speed of advance of propeller w Taylor wake fraction in general wF Froude wake fraction Wn Weber number appendage scale e€ect factor advance angle of a propeller blade section  Taylor's advance coe€.  eciencyin general B propeller eciencybehind ship D quasi propulsive coecient H hull e€. O propeller e€. in open water R relative rotative eciency  cavitation number

SEAKEE PING

c wave velocity f frequency fE frequencyof encounter Ixx, Iyy, Izz real moments of inertia Ixy, Ixz, Iyz real products of inertia k radius of gyration mn spectrum moment where n is an integer ML horizontal wave bending moment MT torsional wave bending moment Mv vertical wave bending moment s relative vertical motion of bow with respect to wave surface S (!), S(!), etc. one-dimensional spectral density S (!; ), S(!; ), etc. two-dimensional spectral density T wave period TE period of encounter Tz natural period in smooth water for heaving T natural period in smooth water for pitching T natural period in smooth water for rolling Y (!) response amplitude operatorÐpitch Y (!) response amplitude operatorÐroll Y (!) response amplitude operatorÐyaw leewayor drift angle R rudder angle " phase angle between anytwo harmonic motions  instantaneous wave elevation A wave amplitude

xx Symbols and nomenclature