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For example, one method might give empirical formulas for C, for desuoyer-type ships, while another might give formulas for C, for large oil tankers. The trick, of course, is to choose a method appropriate for the type of ship you are analyzing. A typical range for C, for large displacement hulls is from l. While these three resistance components-friction, pressure and wave-are the most important for typical displacement-type ships, they aren't the only ones.
Since a ship operates at the air-water interface, a large part of its structure is above the water surface, exposed to the air. This means that the ship will also experience air resistance. C,i, typically ranges from 0. Tankers and large cargo ships tend to be These methods are quite involved, and rhere are far too many to discuss here, so I've includedsame references in the bibliography for you.
In lieu of enough information to calculate the projected transverse area of the ship, you can approximate it by where B is the beam width of the ship.
Ships experience other forms of resistance as well depending on their age, the sea conditions, and their t s e of service. For example, when a ship has been operating in seawater for a long time without havingits hullcleaned, it will build up a layer of marine growth that will increase its frictional resistance. If a ship were to operate in shallow water or a restricted channel, its resistance might be increased owing to restricted flow effects, which cause thc ship to sink deeper in the water.
If the sea conditions are very rough, with heavy winds ahd large waves, then the ship will experiencegreater resistance as it encounters these sea conditions. All of these components are very specific to the situation under consideration and must be treated on a case-by-case basis.
Virtual Mass The concept of virtual inass is important in calculating the acceleration of a ship in a real-time simulator. Virtual mass is equal to the mass of the ship plus the mass of the water that is accelerated with the ship.
Back in Chapter 6 I told you about the viscous boundary layer, and I said that the relative velocity relative to the moving body of the fluid particles near the moving body's'surface is zero at the body surface and increases to the free stream velocity as distance from the body surface increases.
Essentially, some of the fluid sticks to the body as it moves and is accelerated with the body Since the velocity of the fluid varies within the boundary layer, so does the acceleration. The addedmass, the mass of water that gets accelerated, is a weighted integration of the entire mass of fluid that is affected by the body's acceleration.
Therefore, when doing any sort of analysis that involves the acceleration of the ship, you need to consider added mass too. The calculation of added mass is beyond the scope of this book. I should also point out that, unlike mass, added mass is a tensor, that is, it depends on the direction of acceleration.
Further, added mass applies to both linear and angular motion. Added mass is typically expressed in terms of an added mass coefficient, which equals the added mass divided by the mass of the ship.