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611

50
Holtrop and Mennen’s Method

In the late s and early s, J. Holtrop and G.G.J. Mennen developed a resistance
and propulsion prediction method based on the regression analysis of model tests and
trial data of MARIN, the model basin in Wageningen, The Netherlands (Holtrop, ;
Holtrop and Mennen, , ; Holtrop, , ). All necessary equations are
presented in their newest published form and an example data set with intermediate
results allows readers to check their own implementations.

Learning Objectives

j At the end of this chapter students will be able to: j

• understand applicability and limitations of Holtrop and Mennen’s resistance and

propulsion estimate

• implement the method as a computer program or spreadsheet

• apply the method in design projects

50.1 Overview of the Method

Holtrop and Mennen’s method is arguably the most popular method to estimate resis-
tance and powering of displacement type ships. It is based on the regression analysis of
a vast range of model tests and trial data which give it a wide applicability. It is – to the
best of the author’s knowledge – the only method that adopted the use of the ITTC
form factor 𝑘. Resistance is calculated as a dimensional force. The method also provides
formulas to estimate the hull–propeller interaction parameters thrust deduction, full
scale wake fraction, and relative rotative efficiency.

50.1.1 Applicability

Not much information is provided in the publications about the range of application Range of
of the method. Holtrop () provides a table with ranges for prismatic coefficient, application
length to beam ratio, and Froude number of the ship types considered in the original

Fundamentals of Ship Hydrodynamics: Fluid Mechanics, Ship Resistance and Propulsion, First Edition.
Lothar Birk.
© 2019 John Wiley & Sons Ltd. Published 2019 by John Wiley & Sons Ltd.
Companion website: www.wiley.com/go/birk/hydrodynamics

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612 50 Holtrop and Mennen’s Method

Table 50.1 Required and optional input parameters for Holtrop and Mennen’s method

Parameter Symbol Remarks

required parameters
length in waterline 𝐿𝑊𝐿
molded beam 𝐵
1( )
molded mean draft 𝑇 typically 𝑇 = 2
𝑇𝐴 + 𝑇𝐹
molded draft at aft perpendicular 𝑇𝐴
molded draft at forward perpendicular 𝑇𝐹
volumetric displacement (molded) 𝑉 alternatively use the block coefficient as
𝐶𝐵 = 𝑉 ∕(𝐵 𝑇 𝐿𝑊𝐿 )
prismatic coefficient (based on 𝐿𝑊𝐿 ) 𝐶𝑃
midship section coefficient 𝐶𝑀 or use 𝐶𝑀 = 𝐶𝐵 ∕𝐶𝑃
waterplane area coefficient 𝐶𝑊𝑃 may have to be estimated in early design
stages
longitudinal center of buoyancy 𝓁𝐶𝐵 positive forward; with respect to 𝐿𝑊𝐿 ∕2
in percent of 𝐿𝑊𝐿
area of ship and cargo above waterline 𝐴𝑉 projected in direction of 𝑣𝑆
immersed transom area 𝐴𝑇 measured at rest
transverse area of bulbous bow 𝐴𝐵𝑇 measured at forward perpendicular
height of center of 𝐴𝐵𝑇 above basis ℎ𝐵 has to be smaller than 0.6𝑇𝐹
j propeller diameter 𝐷 j
propeller expanded area ratio 𝐴𝐸 ∕𝐴0
stern shape parameter 𝐶stern typical values provided with Equa-
tion (.) below
optional parameters
wetted surface (hull) 𝑆
wetted surface of appendages 𝑆𝐴𝑃 𝑃𝑖 bilge keels, stabilizer fins, etc.
half angle of waterline entrance 𝑖𝐸
diameter of bow thruster tunnel 𝑑𝑇𝐻

regression analysis. Summarizing the numbers, reasonable estimates can be expected

for cases that fit the following conditions:

𝐹𝑟 ≤ 0.45
0.55 ≤ 𝐶𝑃 ≤ 0.85 (.)
𝐿
3.9 ≤ ≤ 9.5
𝐵

50.1.2 Required input

Input to Holtrop and Mennen’s method consists of principal dimensions and a few
basic hull form parameters. The necessary parameters are listed in Table ..

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50.1 Overview of the Method 613

Note that the method uses the length in waterline 𝐿𝑊𝐿 as the characteristic length of Characteristic
the vessel. Do not forget to recompute the block coefficient 𝐶𝐵 and prismatic coefficient length
𝐶𝑃 based on 𝐿𝑊𝐿 . ( )
𝐿𝑃𝑃
𝐶𝐵(w.r.t 𝐿 ) = 𝐶𝐵(w.r.t 𝐿 ) (.)
𝑊𝐿 𝐿𝑊𝐿 𝑃𝑃

Do the same for the prismatic coefficient, if it is provided on the basis of length between
perpendiculars 𝐿𝑃𝑃 .
In early design stages some input parameters may still be unknown. They may be Missing
initially derived from design formulas and later replaced with the actual values. parameters

If, for instance, the longitudinal center of buoyancy is not yet known, the following Longitudinal
suggestion for the optimum 𝐿𝐶𝐵 location by Guldhammer and Harvald () may be center of
buoyancy
used. ( )
𝓁𝐶𝐵 = − 0.44 𝐹𝑟design − 0.094 (.)
It is important to enter 𝓁𝐶𝐵 as a percentage. Say a ship with a waterline length of
𝐿𝑊𝐿 = 182 m has its longitudinal center of buoyancy 𝐿𝐶𝐵 = 1.5 m aft of 𝐿𝑊𝐿 ∕2. Thus
𝓁𝐶𝐵 will be negative (aft of 𝐿𝑊𝐿 ∕2) and

𝐿𝐶𝐵 1.5 m
𝓁𝐶𝐵 = − ⋅ 100 = − ⋅ 100% = −0.8242%
𝐿𝑊𝐿 182 m

Only the value −0.8242 will be entered into the formulas. If 𝐿𝐶𝐵 is given with respect
j to 𝐿𝑃𝑃 ∕2, it first has to be referenced to 𝐿𝑊𝐿 ∕2. j
A regression equation based on a graph by Jensen () may help with the midship Midship section
section coefficient: coefficient
1
𝐶𝑀 = (.)
1 + (1 − 𝐶𝐵 )3.5
The waterplane area coefficient 𝐶𝑊𝑃 is often unknown until the lines plan is completed. Waterplane area
Bertram and Wobig () offer this formula for initial estimates: coefficient

⎧0.763 (𝐶 + 0.34) for tanker, bulk carrier, general

⎪ 𝑃
⎪ cargo with 0.56 < 𝐶𝑃 < 0.87
𝐶𝑊𝑃 = ⎨ ( ) (.)
⎪3.226 𝐶𝑃 − 0.36 for container ships with
⎪ 0.57 < 𝐶𝑃 < 0.62
⎩

Similar formulas may be found in Watson () and Papanikolaou ().

The wetted surface of the hull at rest 𝑆 may be estimated by the following formula, if it Wetted surface
is not yet known from hydrostatic analysis (Holtrop and Mennen, ).
√ 𝐴
𝑆 = 𝑐23 𝐿𝑊𝐿 (2𝑇 + 𝐵) 𝐶𝑀 + 2.38 𝐵𝑇 see also Equation (.) (.)
𝐶𝐵

with the factor

[ ]
𝐵
𝑐23 = 0.453 + 0.4425 𝐶𝐵 − 0.2862 𝐶𝑀 − 0.003467 + 0.3696 𝐶𝑊𝑃 (.)
𝑇

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614 50 Holtrop and Mennen’s Method

Equation (.) was later updated to provide a more accurate prediction, especially for
slender hull forms with small midship section coefficients (Holtrop, ).
[
√ 3
𝑆 = 𝐿𝑊𝐿 (2𝑇 + 𝐵) 𝐶𝑀 0.615989 𝑐23 + 0.111439 𝐶𝑀
]
𝑐23
+ 0.000571111 𝐶stern + 0.245357
𝐶𝑀
( )
𝐴𝐵𝑇 0.5839497
+ 3.45538 𝐴𝑇 + 1.4660538 + (.)
𝐶𝐵 𝐶𝑀

Waterline For the half angle of the waterline entrance, Holtrop and Mennen () provide the
entrance angle following formula:
𝑖𝐸 = 1 + 89 e𝑎 (.)
The necessary exponent 𝑎 is found by evaluating
[( )
𝐿𝑊𝐿 0.80856( )0.30484 [ ]0.6367
𝑎 = − 1 − 𝐶𝑊𝑃 1 − 𝐶𝑃 − 0.0225 𝓁𝐶𝐵
𝐵
( )0.34574 ( )0.16302 ]
𝐿𝑅 100 𝑉
(.)
𝐵 𝐿𝑊𝐿 3
j j
Note that the angle 𝑖𝐸 is returned in degrees like it is needed in formulas below.
Length of run The length of the run 𝐿𝑅 is required as an additional input for Equation (.). It may
be estimated by the following formula (Holtrop, ):
( )
1 − 𝐶𝑃 + 0.06 𝐶𝑃 𝓁𝐶𝐵
𝐿𝑅 = 𝐿𝑊𝐿 (.)
4 𝐶𝑃 − 1

50.2 Procedure
The Holtrop () method computes a dimensional total resistance which is broken
down into several components:

• frictional resistance 𝑅𝐹 ,

• appendage resistance 𝑅𝐴𝑃 𝑃 ,

• wave resistance 𝑅𝑊 ,

• resistance due to bulbous bow near the water surface 𝑅𝐵 ,

• pressure resistance due to immersed transom 𝑅𝑇 𝑅 ,

• model–ship correlation resistance 𝑅𝐴 , and

• air resistance 𝑅𝐴𝐴 .

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50.2 Procedure 615

As mentioned, Holtrop and Mennen’s method is the only early design estimate for Form factor is
resistance and propulsion that has adopted the ITTC form factor approach. Since the used
use of a form factor affects the estimate of the residuary resistance, or, in this case, the
wave resistance, the method should not be used without a form factor.
Resistance components will be computed as functions of Froude and Reynolds numbers Froude and
for the range of speeds in question. Reynolds
number
𝑣𝑆 𝑣𝑆 𝐿𝑊𝐿
𝐹𝑟 = √ 𝑅𝑒 = (.)
𝑔 𝐿𝑊𝐿 𝜈

Note that both are based on the length in waterline 𝐿𝑊𝐿 in the context of this method.

50.2.1 Resistance components

The frictional resistance 𝑅𝐹 is computed on the basis of the ITTC  model–ship Frictional
correlation line coefficient 𝐶𝐹 (.) as the resistance of a flat plate with wetted surface 𝑆. resistance

1 2
𝑅𝐹 = 𝜌 𝑣 𝑆 𝐶𝐹 (.)
2 𝑆
Do not forget to convert density 𝜌, ship speed 𝑣𝑆 , and wetted surface 𝑆 into a consistent
set of units.
j The flat plate resistance 𝑅𝐹 is later augmented by a form factor 𝑘 when the resistance Form factor j
components are assembled into the total resistance. First, a constant labeled 𝑐14 has to
be found which captures the influence of the aft body shape.

Aft body shape 𝐶stern

pram with gondola −25
𝑐14 = 1.0 + 0.011 𝐶stern with V-shaped sections −10 (.)
normal sections 0
U-shaped sections +10

Using the constant 𝑐14 , the length of run 𝐿𝑅 (.), and input values from Table .,
the hull form factor 𝑘 may be estimated (named 𝑘1 in Holtrop, ).
[( )1.06806 ( )0.46106
𝐵 𝑇
𝑘 = −0.07 + 0.487118 𝑐14
𝐿𝑊𝐿 𝐿𝑊𝐿
( ) ( )0.36486 ]
𝐿𝑊𝐿 0.121563 𝐿𝑊𝐿 3 ( )−0.604247
1 − 𝐶𝑃 (.)
𝐿𝑅 𝑉

The original formula for the form factor provided by Holtrop () computes (1 + 𝑘).
In a later update, Holtrop () introduced a speed dependent correction for the form
factor. However, this only seems to yield improvements for very fast vessels (𝐹𝑟 > 0.5).
A method to estimate the appendage resistance 𝑅𝐴𝑃 𝑃 is provided in Holtrop and Men- Appendage
nen (). The form factor values for appendages in Table . have been updated in resistance
Holtrop (). Appendages mostly affect the viscous resistance. As discussed at length,

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616 50 Holtrop and Mennen’s Method

Table 50.2 Approximate values for appendage form factors 𝑘2𝑖 according to Holtrop (1988)

Appendage 𝑘2𝑖 value

rudder behind skeg .–.
rudder behind stern .
twin screw rudder (slender) .
twin screw rudder (thick) .
shaft brackets .–.
skeg .–.
strut bossing .–.
hull bossing .
exposed shafts (angle with buttocks about  degrees) .
(angle with buttocks about  degrees) .
stabilizer fins .
dome .
bilge keels .

Reynolds numbers are considerably smaller in model tests than at full scale. Conse-
quently, model tests are not best suited to quantify appendage resistance. Unfortunately,
they are often the only option. In addition, effects of appendages are usually registered
as a whole and not individually. Practice has shown that reasonable estimates can be
j made based on the individual form factors listed in Table .. A single, equivalent j
form factor is determined for the calculation of appendage resistance (.).
∑
(1 + 𝑘2𝑖 )𝑆𝐴𝑃𝑃𝑖
( ) 𝑖
1 + 𝑘2 eq
= ∑ (.)
𝑆𝐴𝑃𝑃𝑖
𝑖

The resistance due to a bow thruster tunnel opening may be computed according to

𝑅𝑇𝐻 = 𝜌 𝑣2𝑆 𝜋 𝑑𝑇𝐻

2
𝐶𝐷𝑇𝐻 (.)

The drag coefficient 𝐶𝐷𝑇𝐻 for the thruster tunnel takes values between . and
.. The smaller values are for thrusters which are in the cylindrical part of the
bulbous bow, i.e. the rim of the opening is fairly parallel to the midship plane. See also
Equation (.).
The appendage resistance is calculated as the sum of thruster resistance and all consid-
ered appendages.

1 2( ) ∑ ∑
𝑅𝐴𝑃 𝑃 = 𝜌 𝑣𝑆 1 + 𝑘2 eq 𝐶𝐹 𝑆𝐴𝑃𝑃𝑖 + 𝑅𝑇𝐻 (.)
2 𝑖

𝐶𝐹 is the ITTC  model–ship correlation line coefficient which was already com-
puted for the frictional resistance 𝑅𝐹 .
Wave resistance Wave resistance is a function of Froude number 𝐹𝑟. For the estimate of 𝑅𝑊 , Holtrop

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50.2 Procedure 617

() subdivided the range of Froude numbers into three sections.

⎧
⎪𝑅𝑊𝑎 (𝐹𝑟) Equation (.) if 𝐹𝑟 ≤ 0.4
⎪
𝑅𝑊 (𝐹𝑟) = ⎨interpolation, see Equation (.) if 0.4 < 𝐹𝑟 ≤ 0.55 (.)
⎪
⎪𝑅𝑊 𝑏 (𝐹𝑟) Equation (.) if 𝐹𝑟 > 0.55
⎩

The wave resistance for Froude numbers 𝐹𝑟 < 0.4 is computed from (Holtrop, )
[ ( )]
𝑅𝑊𝑎 (𝐹𝑟) = 𝑐1 𝑐2 𝑐5 𝜌 𝑔 𝑉 exp 𝑚1 𝐹𝑟𝑑 + 𝑚4 cos 𝜆 𝐹𝑟−2 (.)

The expression exp[𝑥] is used here for the function e𝑥 to make the formula more readable.
Equations for the coefficients in Equation (.) are provided in Table ..
The wave resistance for Froude numbers 𝐹𝑟 > 0.55 is computed from (Holtrop, )
[ ( )]
𝑅𝑊 𝑏 (𝐹𝑟) = 𝑐17 𝑐2 𝑐5 𝜌 𝑔 𝑉 exp 𝑚3 𝐹𝑟𝑑 + 𝑚4 cos 𝜆 𝐹𝑟−2 (.)

Formulas for the coefficients in Equation (.) are provided in Tables . and ..
For the remaining range of Froude numbers 0.4 > 𝐹𝑟 ≤ 0.55, a linear blending between
Equations (.) and (.) is performed (Holtrop, ). Ships typically do not
operate in this uneconomical speed range for prolonged periods of time.
j (20 𝐹𝑟 − 8) [ ]
j
𝑅𝑊 (𝐹𝑟) = 𝑅𝑊𝑎 (0.4) + 𝑅𝑊 𝑏 (0.55) − 𝑅𝑊𝑎 (0.4) (.)
3
The expressions 𝑅𝑊𝑎 (0.4) and 𝑅𝑊 𝑏 (0.55) mean that the wave resistance is evaluated
with the equation for 𝑅𝑊𝑎 or 𝑅𝑊 𝑏 at Froude number 𝐹𝑟 = 0.4 or 𝐹𝑟 = 0.55 respectively.
Do not forget to recompute the factor 𝑚4 with the respective Froude numbers 𝐹𝑟 = 0.4
or 𝐹𝑟 = 0.55.
Holtrop () presents additional reduction factors to capture the effect of bulbous
bow and transom on the ship’s wave resistance. However, only few data sets were
available where models had been tested with and without bulbous bow or transom. For
early design purposes one should venture on the side of caution not to underpredict
the wave resistance.
The formula for the pressure resistance of a bulbous bow close to the water surface was Resistance of
updated in Holtrop () to include the effects of forward sinkage ℎ𝐹 and local wave bulbous bow
height at the bow ℎ𝑊 .
𝐵𝑇 ( )
ℎ𝐹 = 𝐶𝑃 𝐶𝑀 136 − 316.3 𝐹𝑟 𝐹𝑟3 but ℎ𝐹 ≥ −0.01𝐿𝑊𝐿 (.)
𝐿𝑊𝐿
𝑖𝐸 𝑣2𝑆
ℎ𝑊 = but at most ℎ𝑊 ≤ 0.01𝐿𝑊𝐿 (.)
400 𝑔
The values of ℎ𝐹 and ℎ𝑊 are used in the definition of an immersion Froude number
𝐹𝑟𝑖 for the bulbous bow.
𝑣𝑆
𝐹𝑟𝑖 = √ (.)
( √ )
𝑔 𝑇𝐹 − ℎ𝐵 − 0.25 𝐴𝐵𝑇 + ℎ𝐹 + ℎ𝑊

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618 50 Holtrop and Mennen’s Method

Table 50.3 Coefficients for the wave resistance computation in Equation (50.20) if 𝐹𝑟 ≤ 0.4
(Holtrop, 1984)

⎧ ( )(1∕3)
⎪0.229577 𝐵
if 𝐵∕𝐿𝑊𝐿 ≤ 0.11
⎪ 𝐿𝑊𝐿
⎪ 𝐵
𝑐7 = ⎨ if 0.11 < 𝐵∕𝐿𝑊𝐿 ≤ 0.25
⎪ 𝐿𝑊𝐿
⎪ 𝐿𝑊𝐿
⎪0.5 − 0.0625 if 𝐵∕𝐿𝑊𝐿 > 0.25
⎩ 𝐵
( )1.07961 ( )−1.37565
𝑇
𝑐1 = 2223105 𝑐73.78613 90 − 𝑖𝐸
𝐵
𝐴1.5
𝐵𝑇
𝑐3 = 0.56 [ ( √ )]
𝐵 𝑇 0.31 𝐴𝐵𝑇 + 𝑇𝐹 − ℎ𝐵
√
𝑐2 = e(−1.89 𝑐3 )

𝐴𝑇
𝑐5 = 1 − 0.8
𝐵 𝑇 𝐶𝑀

⎧ 𝐿𝑊𝐿 3
j ⎪−1.69385 if ≤ 512 j
𝑉
⎪ 𝐿𝑊𝐿
⎪ −8
𝐿𝑊𝐿 3
𝑐15 = ⎨−1.69385 + 𝑉 (1∕3) if 512 < ≤ 1726.91
⎪ 2.36 𝑉
⎪
⎪0 𝐿𝑊𝐿 3
⎩ if > 1726.91
𝑉
{
8.07981 𝐶𝑃 − 13.8673 𝐶𝑃2 + 6.984388 𝐶𝑃3 if 𝐶𝑃 ≤ 0.8
𝑐16 =
1.73014 − 0.7067 𝐶𝑃 if 𝐶𝑃 > 0.8

𝑑 = −0.9

⎧ 𝐿𝑊𝐿 𝐿𝑊𝐿
⎪1.446 𝐶𝑃 − 0.03 𝐵 if ≤ 12
𝜆 = ⎨ 𝐵
⎪1.446 𝐶𝑃 − 0.36 𝐿
⎩ if 𝑊𝐿 > 12
𝐵
𝐿𝑊𝐿 𝑉 (1∕3) 𝐵
𝑚1 = 0.0140407 − 1.75254 − 4.79323 − 𝑐16
𝑇 𝐿𝑊𝐿 𝐿𝑊𝐿
−3.29 )
𝑚4 = 0.4 𝑐15 e(−0.034 𝐹𝑟

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50.2 Procedure 619

Table 50.4 Additional coefficients for the wave resistance computation in Equation (50.21) if
𝐹𝑟 > 0.55 (Holtrop, 1984)

𝐴𝑇
𝑐5 = 1 − 0.8
𝐵 𝑇 𝐶𝑀
( )2.00977 ( )1.40692
−1.3346 𝑉 𝐿𝑊𝐿
𝑐17 = 6919.3 𝐶𝑀 − 2.0
𝐿𝑊𝐿 3 𝐵
( )0.326869 ( )0.605375
𝐵 𝑇
𝑚3 = −7.2035
𝐿𝑊𝐿 𝐵
−3.29 )
𝑚4 = 0.4 𝑐15 e(−0.034 𝐹𝑟

The parameter 𝑃𝐵 quantifies the emergence of the bulb from the still water line.
√
𝐴𝐵𝑇
𝑃𝐵 = 0.56 (.)
𝑇𝐹 − 1.5 ℎ𝐵 + ℎ𝐹
The additional resistance 𝑅𝐵 is computed with (Holtrop, ):
j j
(√ )3 𝐹𝑟3𝑖 (−3.0 𝑃𝐵−2 )
𝑅𝐵 = 0.11 𝜌 𝑔 𝐴𝐵𝑇 e (.)
1 + 𝐹𝑟2𝑖

Again, these formulas should be applied with caution since they are based on a limited
number of data points (Holtrop, ).
The effects of a bulbous bow are only captured in a very broad way. One should refrain
from optimizing the bulbous bow based on the presented formulas. This task should
be done with a nonlinear wave resistance code in later design stages (see for instance
Raven, ).
An immersed transom may cause an additional pressure resistance 𝑅𝑇𝑅 . It is a function Transom
of a depth Froude number 𝐹𝑟𝑇 which considers the immersion of the transom. If a resistance
transom area 𝐴𝑇 > 0 is given as input, 𝐹𝑟𝑇 is defined by
𝑣𝑆
𝐹𝑟𝑇 = √ (.)
2 𝑔 𝐴𝑇
(𝐵 + 𝐵 𝐶𝑊𝑃 )

The expression 𝐴𝑇 ∕(𝐵 + 𝐵 𝐶𝑊𝑃 ) is a measure for the average draft of the transom. If
this average draft is small compared to the speed, the flow will separate cleanly at the
transom edge and the additional transom drag vanishes. This is expressed with the
coefficient 𝑐6 .
{ ( )
0.2 1 − 0.2 𝐹𝑟𝑇 if 𝐹𝑟𝑇 < 5
𝑐6 = (.)
0 if 𝐹𝑟𝑇 > 5

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620 50 Holtrop and Mennen’s Method

The transom drag 𝑅𝑇𝑅 is deemed negligible above the limit 𝐹𝑟𝑇 = 5.
1 2
𝑅𝑇𝑅 = 𝜌𝑣 𝐴 𝑐 (.)
2 𝑆 𝑇 6

Correlation The correlation allowance considered here includes effects of roughness and additional
allowance phenomena not captured in other resistance components. Note that correlation al-
resistance
lowance and roughness effects have been separated in the current ITTC performance
prediction procedure (ITTC, ). First, we need the additional coefficient 𝑐4 .
⎧ 𝑇𝐹
⎪ if 𝑇𝐹 ∕𝐿𝑊𝐿 ≤ 0.04
𝑐4 = ⎨ 𝐿𝑊𝐿 (.)
⎪0.04 if 𝑇𝐹 ∕𝐿𝑊𝐿 > 0.04
⎩
𝑇𝐹 is the draft at the forward perpendicular.
Then, the correlation allowance coefficient follows from Equation (.) below (Holtrop,
).
( )−0.16
𝐶𝐴 = 0.00546 𝐿𝑊𝐿 + 100 − 0.002
√
𝐿𝑊𝐿 4
+ 0.003 𝐶 𝑐 (0.04 − 𝑐4 ) (.)
7.5 𝐵 2
The coefficient 𝑐2 is found in Table .. Holtrop () states that with modern hull
j coatings, values of 𝐶𝐴 may be achieved that are 0.1⋅10−3 lower than predicted. However, j
this will not make a significant difference for early design estimates. The effect of surface
roughness higher than the standard value of 𝑘𝑆 = 150 𝜇m may be estimated by an
addition to 𝐶𝐴 (Holtrop and Mennen, ).

⎧0 if 𝑘𝑆 = 150 𝜇m
⎪
Δ𝐶𝐴 = ⎨ 0.105 𝑘(1∕3) − 0.005579 (.)
𝑆
⎪ if 𝑘𝑆 > 150 𝜇m
⎩ 𝐿𝑊𝐿 (1∕3)
In contrast to other formulas in Holtrop and Mennen’s method, Equation (.) is not
dimensionless. 𝑘𝑆 and 𝐿𝑊𝐿 have to be entered in meters to obtain correct results.
The correlation resistance is then given by
1 2( )[ ∑ ]
𝑅𝐴 = 𝜌 𝑣𝑆 𝐶𝐴 + Δ𝐶𝐴 𝑆 + 𝑆𝐴𝑃𝑃 (.)
2

Air resistance The resistance caused by moving the ship above the waterplane through air at rest is
calculated according to the standard ITTC procedure.
1
𝑅𝐴𝐴 = 𝜌 𝑣2 𝐶 𝐴 (.)
2 A 𝑆 𝐷𝐴 𝑉
𝐴𝑉 is the area of the lengthwise projection of hull and superstructure above the water-
line. The density of air is 𝜌𝐴 = 1.225 kg/m3 for standard atmospheric pressure and a
temperature of 15 ◦ C. The default air drag coefficient is 𝐶𝐷𝐴 = 0.8. Note that 𝐶𝐷𝐴 itself
cannot simply be added to the other ship resistance coefficients since it is not based on
the wetted surface.

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50.2 Procedure 621

50.2.2 Total resistance

The resistance components from the previous subsection are assembled into the total
resistance.

𝑅𝑇 = (1 + 𝑘) 𝑅𝐹 + 𝑅𝐴𝑃 𝑃 + 𝑅𝐴 + 𝑅𝑊 + 𝑅𝐵 + 𝑅𝑇𝑅 + 𝑅𝐴𝐴 (.)

This calm water resistance should be augmented by a service margin before it is used
to select an optimum propeller for the ship.

50.2.3 Hull–propeller interaction parameters

Holtrop () provides different sets of formulas of the propulsion parameters for Single screw
single and twin screw vessels. The formulas for single screw vessels are more complex vessels
and are discussed first.
In both cases a viscous resistance coefficient 𝐶𝑉 is needed, which combines all fric- Viscous
tion related components of the resistance and the correlation resistance from Equa- resistance
coefficient
tion (.).
(1 + 𝑘) 𝑅𝐹 + 𝑅𝐴𝑃 𝑃 + 𝑅𝐴
𝐶𝑉 = ∑ (.)
1 2( )
𝜌 𝑣𝑆 𝑆 + 𝑆𝐴𝑃 𝑃𝑖
2 𝑖

j The effect of the hull onto propeller inflow is expressed as a wake fraction 𝑤𝑆 for the Full scale wake j
full scale vessel. fraction

[ ]
𝐿𝑊𝐿 𝑐11 𝐶𝑉
𝑤𝑆 = 𝑐9 𝑐20 𝐶𝑉 0.050776 + 0.93405
𝑇𝐴 1 − 𝐶𝑃 1
√
𝐵
+ 0.27915 𝑐20 + 𝑐19 𝑐20 (.)
𝐿𝑊𝐿 (1 − 𝐶𝑃 1 )

Formulas for the necessary coefficients are listed in Table ..

Thrust deduction fraction for single screw vessels is estimated as Thrust deduction
fraction
()0.28956 ( √ )0.2624
𝐵 𝐵𝑇
0.25014
𝐿𝑊𝐿 𝐷
𝑡 = ( )0.01762 + 0.0015 𝐶stern (.)
1 − 𝐶𝑃 + 0.0225 𝓁𝐶𝐵

Finally, Holtrop () states the following formula for the relative rotative efficiency of Relative rotative
single screw vessels. efficiency

𝐴𝐸 ( )
𝜂𝑅 = 0.9922 − 0.05908 + 0.07424 𝐶𝑃 − 0.0225 𝓁𝐶𝐵 (.)
𝐴0

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622 50 Holtrop and Mennen’s Method

Table 50.5 Coefficients for the full scale wake fraction of single screw vessels in Equation (50.38)
(Holtrop, 1984)

⎧ ( )
⎪ 𝑆 𝐵
if 𝐵∕𝑇𝐴 ≤ 5
⎪ 𝐿𝑊𝐿 𝐷 𝑇𝐴
⎪ ( )
⎪
𝑐8 = ⎨ 𝑆 7 𝐵 − 25
⎪ 𝑇𝐴
⎪ ( ) if 𝐵∕𝑇𝐴 > 5
⎪𝐿 𝐵
𝐷 − 3
⎪ 𝑊𝐿 𝑇𝐴
⎩

⎧𝑐8 if 𝑐8 ≤ 28
⎪
𝑐9 = ⎨ 16
⎪32 − if 𝑐8 > 28
⎩ 𝑐8 − 24

⎧ 𝑇𝐴 if 𝑇𝐴 ∕𝐷 ≤ 2
⎪𝐷
𝑐11 = ⎨ ( )3
𝑇𝐴
⎪0.0833333 + 1.33333 if 𝑇𝐴 ∕𝐷 > 2
⎩ 𝐷
j ⎧ 0.12997 0.11056 j
⎪ − if 𝐶𝑃 ≤ 0.7
⎪ (0.95 − 𝐶𝐵 ) (0.95 − 𝐶𝑃 )
𝑐19 = ⎨
⎪ 0.18567
− 0.71276 + 0.38648 𝐶𝑃 if 𝐶𝑃 > 0.7
⎪ (1.3571 − 𝐶𝑀 )
⎩

𝑐20 = 1 + 0.015 𝐶stern

𝐶𝑃 1 = 1.45 𝐶𝑃 − 0.315 − 0.0225 𝓁𝐶𝐵

Twin screw The respective formulas for twin screw vessels are:
vessels

𝐷
𝑤𝑆 = 0.3095 𝐶𝐵 + 10 𝐶𝑉 𝐶𝐵 − 0.23 √ (.)
𝐵𝑇
𝐷
𝑡 = 0.325 𝐶𝐵 − 0.1885 √ twin screw vessels (.)
𝐵𝑇
( ) 𝑃
𝜂𝑅 = 0.9737 + 0.111 𝐶𝑃 − 0.0225 𝓁𝐶𝐵 − 0.06325 (.)
𝐷

With the stated estimates for resistance and hull–propeller interaction parameters, a
power prediction can be completed following the procedure outlined in Section ..

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50.3 Example 623

50.3 Example
As an example, we repeat the resistance estimate for the container ship from Section .
and add an estimate for the powering requirements.

50.3.1 Completion of input parameters

The basic input parameters from Table . are used again to facilitate a comparison.
However, block coefficient and prismatic coefficient have to be recomputed with respect
to the length in waterline 𝐿𝑊𝐿 as explained in Section ...
The waterline length is taken as the sum of length between perpendiculars and the aft Length in
overhang, assuming that the waterline reaches all the way to the unwetted transom waterline
(𝐴𝑇 = 0 m2 ).

𝐿𝑊𝐿 = 𝐿𝑃𝑃 + 𝐿aft = 145 m + 2.7 m = 147.7 m (.)

Based on this length in waterline, we obtain for block and prismatic coefficients: Block and
prismatic
𝑉 coefficient
𝐶𝐵 = = 0.6492 (.)
𝐿𝑊𝐿 𝐵𝑇
𝑉
𝐶𝑃 = = 0.6659 (.)
𝐿𝑊𝐿 𝐴𝑀
j j
The position of the longitudinal center of buoyancy also has to be stated as a fraction of 𝐿𝐶𝐵 position
length in waterline. The given 𝐿𝐶𝐵0 position of .% 𝐿𝑃𝑃 ∕2 before midships translates
into
𝓁𝐶𝐵 = 1.3067% forward of 𝐿𝑊𝐿 ∕2. (.)
Furthermore, Holtrop and Mennen’s method requires the waterplane area coefficient Waterplane area
𝐶𝑊𝑃 . With the help of the first case in Equation (.), we estimate: coefficient

𝐶𝑊𝑃 = 0.7675 (.)

For consistency, the presented results are based on the given wetted surface of 𝑆 = Wetted surface
4400 m2 . Equation (.) yields a slightly smaller value of 𝑆 = 4380.5947 m2 , but we
rather employ given data when it is available.
For the air resistance estimate, a transverse area above the waterline of 𝐴𝑉 = 383.76 m2 Air drag input
has been used. The air drag coefficient is 𝐶𝐷𝐴 = 0.8, and air density is . kg/m3 .
With the provided data, Equations (.) and (.) predict a half angle of the waterline Half angle of
entrance and length of run of 𝑖𝐸 = 19.231 degree and 𝐿𝑅 = 53.982 meters. entrance

The propulsion estimate is based on the propeller data from Table . and open water Propeller data
characteristics according to the 𝐾𝑇 and 𝐾𝑄 polynomials presented in Section ..

50.3.2 Resistance estimate

A resistance and powering estimate is executed using the equations presented in this Computational
coefficients

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624 50 Holtrop and Mennen’s Method

Table 50.6 Propeller data for powering estimate; see Propeller data
also Table 31.5
number of blades 𝑍 5
diameter 𝐷 4.9000 m
pitch–diameter ratio 𝑃 ∕𝐷 0.9924
expanded area ratio 𝐴𝐸 ∕𝐴0 0.7692

Table 50.7 Holtrop and Mennen resistance and powering estimate example; speed
independent procedural coefficients

𝑐1 =2.045485 𝑐7 = 0.162492 𝑐15 =−1.693850 𝑑 =−0.900000

𝑐2 =0.707301 𝑐8 =17.793996 𝑐16 = 1.293587 𝜆 = 0.778264
𝑐3 =0.033572 𝑐9 =17.793996 𝑐17 = 1.731558 𝑚1 =−2.135451
𝑐4 =0.040000 𝑐11 = 1.673469 𝑐19 = 0.042998 𝑚3 =−2.076076
𝑐5 =1.000000 𝑐14 = 1.000000 𝑐20 = 1.000000 𝑃𝐵 = 2.555278
𝐶𝑃 1 = 0.621151

Table 50.8 Holtrop and Mennen resistance and powering estimate example; speed dependent procedural
coefficients

𝑣𝑆 𝐹𝑟 𝐹𝑟𝑖 𝐹𝑟𝑇 𝑐6 𝑚2 𝑚3 𝐹𝑟𝑑 𝑚4 𝑚4 cos(𝜆∕𝐹𝑟2 )

[𝑘𝑛] [−] [−] [−] [−] [−] [−] [−] [−]
j 15.00 0.20275 1.36572 0.00 0.20 −0.06596 −8.72909 −0.00104 −0.00104 j
15.50 0.20951 1.39805 0.00 0.20 −0.07697 −8.47525 −0.00202 −0.00088
16.00 0.21627 1.42948 0.00 0.20 −0.08855 −8.23651 −0.00359 0.00214
16.50 0.22303 1.46001 0.00 0.20 −0.10060 −8.01153 −0.00595 0.00594
17.00 0.22979 1.48968 0.00 0.20 −0.11303 −7.79915 −0.00926 0.00524
17.50 0.23655 1.51848 0.00 0.20 −0.12576 −7.59831 −0.01369 −0.00310
18.00 0.24331 1.54644 0.00 0.20 −0.13869 −7.40808 −0.01933 −0.01617
18.50 0.25006 1.57358 0.00 0.20 −0.15177 −7.22764 −0.02627 −0.02608
19.00 0.25682 1.59991 0.00 0.20 −0.16491 −7.05623 −0.03452 −0.02485

chapter. Table . lists values for all procedural coefficients that do not depend on
ship speed. Table . presents intermediate coefficients which are a function of ship
speed.
Form factors Equation (.) yields an ITTC form factor of 𝑘1 = 0.193743. The appendage resistance
is based on the surface of the bilge keels 𝑆𝐴𝑃𝑃 = 52 m2 and a form factor of 𝑘2 = 0.4.
Correlation The estimate for the model–ship correlation coefficient (.) results in 103 𝐶𝐴 =
coefficient 0.433837.
Resistance Based on the input and the coefficients listed in Tables .and ., resistance com-
components ponents and total resistance have been computed for trial conditions. Holtrop and
Mennen’s method computes dimensional resistance values rather than resistance coef-
ficients. Table . states resistance values for the same set of Froude numbers that has
been used in Section .. The values lie about % above the estimate from Section .
but the gap closes for higher speeds.

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50.3 Example 625

Table 50.9 Holtrop and Mennen resistance and powering estimate example; resistance
components and total resistance

𝑣𝑆 𝐹𝑟 𝑅𝐹 𝑅𝐴 𝑅𝑊 𝑅𝐵 𝑅APP 𝑅𝐴𝐴 𝑅𝑇
[kn] [−] [kN] [kN] [kN] [kN] [kN] [kN] [kN]
15.00 0.20275 206.82 58.31 34.60 32.56 3.42 11.20 386.98
15.50 0.20951 219.94 62.27 44.93 33.87 3.64 11.96 419.21
16.00 0.21627 233.44 66.35 57.61 35.15 3.86 12.74 454.37
16.50 0.22303 247.31 70.56 72.88 36.39 4.09 13.55 492.70
17.00 0.22979 261.56 74.90 90.61 37.61 4.33 14.38 534.07
17.50 0.23655 276.18 79.37 110.48 38.79 4.57 15.24 578.14
18.00 0.24331 291.18 83.97 132.61 39.93 4.82 16.12 625.06
18.50 0.25006 306.55 88.70 158.08 41.05 5.07 17.03 675.88
19.00 0.25682 322.29 93.56 188.80 42.13 5.33 17.97 732.51

Table 50.10 Holtrop and Mennen resistance and powering estimate example; wake fraction and self propulsion
point analysis

𝑣𝑆 𝑣𝑆 𝐹𝑟 𝑤𝑇𝑆 𝑣𝐴 𝑇req 𝐶𝑆 𝐽𝑇𝑆 𝐾𝑇𝑆 10𝐾𝑄𝑇𝑆

[kn] [m∕s] [−] [−] [m∕s] [kN] [−] [−] [−] [−]
15.0 7.717 0.2028 0.2696 5.636 482.69 0.61677 0.6108 0.2301 0.3790
15.5 7.974 0.2095 0.2694 5.826 522.89 0.62544 0.6082 0.2314 0.3807
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16.0 8.231 0.2163 0.2693 6.015 566.75 0.63591 0.6052 0.2329 0.3827
16.5 8.488 0.2230 0.2691 6.204 614.56 0.64813 0.6016 0.2346 0.3850
17.0 8.746 0.2298 0.2690 6.393 666.15 0.66156 0.5978 0.2365 0.3874
17.5 9.003 0.2365 0.2688 6.583 721.13 0.67555 0.5940 0.2383 0.3899
18.0 9.260 0.2433 0.2687 6.772 779.64 0.69009 0.5900 0.2403 0.3924
18.5 9.517 0.2501 0.2685 6.961 843.04 0.70616 0.5858 0.2423 0.3952
19.0 9.774 0.2568 0.2684 7.151 913.68 0.72532 0.5808 0.2447 0.3983

50.3.3 Powering estimate

The powering estimate starts with the computation of thrust deduction fraction and Constant
relative rotative efficiency. Both are treated as constants in this method. hull–propeller
interaction
parameters
thrust deduction fraction 𝑡 = 0.1983
relative rotative efficiency 𝜂𝑅 = 0.9940

With the thrust deduction fraction, the required thrust can be computed via Equa-
tion (.). Once the estimate for the wake fraction is completed, the procedure in
Section . is followed to predict the necessary delivered power for trial conditions.
Table . shows the results for wake fraction estimates and the self propulsion point Delivered power
analysis based on the propeller characteristics provided in Table .. Table .
summarizes propulsive efficiencies, the propeller rate of revolution, and the necessary
delivered power 𝑃𝐷 .

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626 50 Holtrop and Mennen’s Method

Table 50.11 Holtrop and Mennen resistance and powering estimate example; efficiencies,
propeller rate of revolution, and delivered power

𝑣𝑆 𝑣𝑆 𝐹𝑟 𝜂𝐻 𝜂𝑂 𝜂𝐷 𝑛 𝑛 𝑃𝐷
[kn] [m∕s] [−] [−] [−] [−] [1∕s] [rpm] [kW]
15.0 7.717 0.2028 1.0976 0.5902 0.6440 1.883 112.990 4637.23
15.5 7.974 0.2095 1.0974 0.5884 0.6418 1.955 117.277 5208.37
16.0 8.231 0.2163 1.0971 0.5861 0.6392 2.028 121.700 5850.65
16.5 8.488 0.2230 1.0969 0.5835 0.6363 2.104 126.269 6573.49
17.0 8.746 0.2298 1.0967 0.5808 0.6331 2.182 130.949 7378.31
17.5 9.003 0.2365 1.0965 0.5780 0.6299 2.262 135.703 8263.98
18.0 9.260 0.2433 1.0963 0.5750 0.6265 2.342 140.542 9239.76
18.5 9.517 0.2501 1.0961 0.5717 0.6229 2.425 145.520 10328.13
19.0 9.774 0.2568 1.0959 0.5680 0.6187 2.512 150.747 11573.40

References
Bertram, V. and Wobig, M. (). Simple empirical formulae to estimate main form
parameters of ships. Schiff & Hafen, ():–.
Guldhammer, H. and Harvald, S. (). Ship resistance – effect of form and principal
dimensions (revised). Akademisk Forlag, Copenhagen.
j Holtrop, J. (). A statistical analysis of performance test results. International j
Shipbuilding Progress, ():–.
Holtrop, J. (). A statistical re-analysis of resistance and propulsion data. Interna-
tional Shipbuilding Progress, ():–.
Holtrop, J. (). A statistical resistance prediction method with a speed depen-
dent form factor. In Scientific and Methodological Seminar on Ship Hydrodynamics
(SMSSH ’), Varna, Bulgaria.
Holtrop, J. and Mennen, G. (). A statistical power prediction method. International
Shipbuilding Progress, ():–.
Holtrop, J. and Mennen, G. (). An approximate power prediction method. Inter-
national Shipbuilding Progress, ():–.
ITTC ().  ITTC performance prediction method. International Towing Tank
Conference, Recommended Procedures and Guidelines .---.. Revision .
Jensen, G. (). Moderne Schiffslinien. In Keil, H., editor, Handbuch der Werften,
volume XXII, pages –. Schiffahrts-Verlag Hansa.
Papanikolaou, A. (). Ship design – Methodologies of preliminary design. Springer,
Dordrecht, The Netherlands.
Raven, H. (). A solution method for the nonlinear ship wave resistance problem.
PhD thesis, Technical University Delft, Delft, The Netherlands.
Watson, D. (). Practical ship design. Elsevier Ocean Engineering Book Series.
Elsevier Science, Oxford, United Kingdom.

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50.3 Example 627

Self Study Problems

. Discuss the principal difference between Guldhammer and Harvald’s method for
the resistance estimate and Holtrop and Mennen’s method.
. For a ship design project, the following data is provided:

Ship data
length between perpendiculars 𝐿𝑃𝑃 = . m
length in waterline 𝐿𝑊𝐿 = . m
molded beam 𝐵 = . m
molded draft 𝑇 = . m
block coefficient (based on 𝐿𝑃𝑃 ) 𝐶𝐵 = .
prismatic coefficient (based on 𝐿𝑃𝑃 ) 𝐶𝑃 = .

Compute the input values for block coefficient 𝐶𝐵 and prismatic coefficient 𝐶𝑃
for Holtrop and Mennen’s method.
. Implement the Holtrop and Mennen method as a program in Python, Matlab, or
similar, and test it with the data presented in the last section.

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