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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 ............................................ 8
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 ................................. 10
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 ................................. 6 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

26th ITTC Resistance Committee 26th ITTC

Date 05/2011 Date 09/2011

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Resistance Test

1. PURPOSE OF PROCEDURE
V
Froude Number Fr =
The purpose of the procedure is to ensure gL
consistency of methodology for towing tank
tests and the acquisition of correct results for V
Depth Froude Number Frh =
deep-water resistance, sinkage and trim. gh
The procedure addresses conventional dis- VL
Reynolds Number Re =
placement vessels only. Vessels with design ν
speeds which correspond to Froude numbers
greater than to 0.45, and/or vessels with speeds ∆V
Speed correction due to blockage
which are above 3.7∇ 1/6 (m/s), as well as dy- V
namically supported vessels and vessels for
AX
which high trim angles are expected, are ad- Blockage Parameter m=
dressed by procedure 7.5-02-05-01. A

The procedure addresses model scale only 2.2 Definition of Variables

and does not consider extrapolation and full
scale prediction. AX Area of maximum transverse section of
the model (for blockage correction)
(m2)
2. PARAMETERS A Sectional area of the tank (m2)
B Breadth (m)
2.1 Data Reduction Equations CB Block coefficient
RT
Total Resistance Coefficient CT = g Acceleration of gravity (m/s2)
1
2 ρ SV2
h Water depth (m)
Residual Resistance Coefficient
k Form factor
CR =CTM − CFM (1 + k )
L Representative length [normally LWL for
Fr and LOS for Re] (m)
ITTC 57 Model-Ship Correlation Line
LCB Longitudinal centre of buoyancy (m)
0.075 0.067 LOS Length, overall submerged (m)
CF = = (1 + 0.1194)
(log 10 Re− 2) 2
(log 10 Re− 2) 2 LPP Length between perpendiculars (m)
LWL Length of waterline (m)
RT Total resistance (N)
S Wetted surface area (m2)
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V Speed (m/s) 3.1.2 Test condition

∇ Displacement volume of the model (m3)
Models should be tested in one or both of
ρw Mass density of water (kg/m3) the following conditions:
ν Kinematic viscosity (m2/s)
1. Model hull without any appendages (naked
Subscript M signifies model scale value model). This test is intended to determine
the resistance coefficients of the basic form.
If any appendage is included as a part of the
3. DESCRIPTION OF PROCEDURE hull it should be clearly stated. Rudders
should be present in the resistance test if
Resistance tests are conducted to provide they form a streamlined extension of a
data from which the resistance of the model skeg, and might also be included in other
hull at any desired speed may be determined. 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.
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ning trim, and for those which have no defined The following quantities are measured:
shaft line. • Model speed
The model should be attached to the meas- • Total resistance
uring head of the resistance dynamometer by a • Sinkage fore and aft (or running trim and
connection, which can transmit and measure sinkage)
only a horizontal tow force, even though raked • Water temperature (for calculation of vis-
propeller shafts or heavy running trim would cosity and density)
result in the line of action of the propeller
thrust not being horizontal.
3.3 Instrumentation
Guides may be fitted to prevent the model
The quoted bias accuracies are for indica-
from yawing or swaying: these should not re-
tive purposes only. Uncertainty analysis should
strain the model in any other direction of
be used to derive the actual requirements.
movement, nor be able to impose any force or
moment on the model, which would cause it to
roll or heel. The arrangement of any such 3.3.1 Resistance
guides that include sliding or rolling contacts
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
necessarily imply that the resistance itself is
The model should be positioned such that it measured to within the same tolerance of its
is in the centreline of the tank and parallel to true value.
the carriage rails. Transverse alignment errors
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-
pected maximum resistance of the model.
If any instruments carried in the model are
linked to the carriage by flexible cables, great 3.3.2 Speed
care should be taken to ensure that the cables
do not impose any force on the model: in prac- Ideally the speed of the model through the
tice the cables should therefore hang vertically water should be measured directly throughout
from the carriage. Care should also be taken to the measuring run. Since this is in general im-
balance any instruments that must have at- practical, one of the following two methods
tachments to both the model and the carriage may be employed:
(e.g. mechanical trim recorders).
(i) the speed of the towing carriage relative to
the ground should be measured. This may
3.2 Measurement Systems be measured using a trailing wheel with en-
coder or similar, direct from the carriage
Fig. 1 shows a typical measurement system. drive, using optical/proximity sensors with
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a counter/timer, or by another appropriate The speed of the model should be measured

method. to within 0.1% of the maximum speed or to
within 3 mm/sec, whichever is the larger.
(ii) the speed of the towing carriage relative to
the water should be measured by a current
meter far in front of the model. In this case
the current meter wake and waves should
be minimised.

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

running trim is calculated from the measured

3.3.3 Sinkage and Trim running sinkage fore and aft. The sinkage fore
and aft should be measured to within 1.0 mm.
Sinkage fore and aft may be measured with
mechanical guides, potentiometers, encoders,
LDVTs, optical tracking systems or with re-
mote (laser or ultrasonic) distance meters. The
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3.3.4 Temperature 3.4.2 Resistance dynamometer

The water temperature should be measured The calibration of the resistance dyna-
at a depth near half of the model draught using mometer should be carried out by the use of
a thermometer. calibrated weights as an input to the instru-
ment.
3.4 Calibration
3.4.3 Sinkage and trim transducers
3.4.1 General remarks
The calibration of linear measuring devices
All devices used for data acquisition should should be performed with a calibrated ruler or
be calibrated regularly. For calibration, the other appropriately calibrated device such as a
measured quantities should be either substi- length bar, or Vernier height gauge.
tuted by calibrated weights and pulses or
checked by other measuring devices, which 3.4.4 Speed
have already been calibrated. Calibration dia-
grams, where the measured quantities (output The calibration of the carriage speed will
values) are plotted versus the calibration units depend mainly on how the carriage speed is
(input units), may be useful to check the cali- measured. The carriage speed should be cali-
bration itself as well as the linearity of the in- brated regularly and respective records should
struments. Calibration should generally be in be stored.
accordance with ITTC Recommended Proce-
dure 7.6-01-01. Where possible the carriage speed meas-
ured with the primary speed measurement sys-
The calibration of the resistance dyna- tem should be checked with an alternative
mometer and the sinkage and/or trim sensors measurement system.
should be checked immediately prior to the
testing. The calibrations should preferably in- 3.4.5 Thermometer
clude as much of the measurement chain as
possible (amplifier, filter, A/D converter). If Thermometers should be calibrated accord-
the check indicates that the required accuracies ing to common standards and/or following the
cannot be met, the calibration should be re- advice of the manufacturer and should have an
newed or the instrument replaced and the check accuracy of not less than 0.1° C.
repeated. Daily checking of a pulse counter for
speed measurements is usually not required. 3.4.6 Signal conditioning and Data acquisi-
Instead, the check on this device is covered by tion system
calibrations carried out at regular intervals.
The various components of the signal con-
Where the gravitational constant g is used ditioning and data acquisition system (e.g. am-
in calculations, the value chosen should be ap- plifies, filters, A/D converters) should be
propriate to the location of the tank. checked and calibrated according to the manu-
facturers recommended schedule. Key features
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of the system, such as cut-off frequencies of possible, it is desirable to use at least five oscil-
filters employed, and resolution and sampling lations to find the mean. Note that the period of
rate of A/D converters should be recorded. these oscillations in an unbounded fluid may be
estimated as:
3.5 Test Procedure and Data Acquisition 4π V g

Maximum and minimum values together

3.5.1 Method
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
This process is repeated at other selected
enough to give a representative mean value.
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 3.5.2 Range and Interval

may either begin after a steady speed has been
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
by a suitable number of speeds. Low speeds
The mean values are derived afterwards may also be used for the derivation of form
from a section of the time series during which factors (see section 3.6.2). Care should be
the speed was steady. In some cases unsteady taken to ensure that there is sufficient number
oscillations (related to unsteady wave resis- of speeds to define humps or hollows and other
tance effects) may be observed in the meas- rapidly changing features of the curve.
urements even when the model speed is con-
stant. Where these oscillations have a signifi-
cant magnitude, it is important to calculate the
mean values of parameters of interest over an
integer number of oscillation cycles; where
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3.5.3 Speed 3.5.4 Measured Quantities

The following aspects should be noted During each run the measured values of
when measuring speed: model speed and resistance (and when neces-
sary sinkage and trim) should be recorded con-
• Attention should be paid to residual cur-
tinuously.
rents in the towing tank near the surface,
which are caused by previous tests. It is not The sampling rate for A/D converters
unusual to exclude the first run of the day if should be chosen to give adequate definition of
no active artificial circulating device is any oscillatory phenomena, and should avoid
available. This has however not always frequencies (and harmonics) of noise sources
shown to be necessary and can be tested such as electrical mains interference.
with uncertainty analysis. For more infor-
mation see Uncertainty Analysis, Example Water temperature should be measured at a
for Resistance test, provided in QM 7.5-02- depth near half of the model draught. If there is
02-02. a non-homogeneous temperature in the tank it
• It is essential that the speed of the model should be recorded. Temperature measure-
through the water should be constant ments should be recorded at the beginning and
throughout, and for a significant distance end of each test sequence or at least on a daily
before, that part of the time series used for basis.
the calculation of the mean values of the
parameters of interest. 3.6 Data Reduction and Analysis
• Steadiness of carriage speed is an essential The speed, resistance, sinkage and trim and
element in achieving steady model speed, any other continuously recorded quantities of
but is not necessarily sufficient since the the test should be presented as mean values
rate of change of the initial acceleration and derived from an integration of the instantane-
the moment and manner of release of the ous measured values over the same measuring
model may interact with the model- interval (chosen according to the guidelines in
dynamometer system and cause it to oscil- section 3.5.1 and 3.5.2), with the appropriately
late. averaged zero measurements subtracted from
• During the measuring run, the carriage the average values.
speed should normally not vary by more
than 0.1% of the mean speed or 3 mm/s, Total resistance and residuary resistance
whichever is the larger. The cyclic charac- coefficients, together with Froude Number, are
teristics of the carriage speed control sys- calculated for each speed using the data reduc-
tem should be such as not to synchronise tion equations given in Section 2.1.
with the natural frequency of the model dy-
namometer system. 3.6.1 Analysis of Model Scale Results

Resistance RTM measured in the resistance

tests is expressed in the non-dimensional form
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R TM 0.075 0.067
CTM = CFM = = (1 + 0.1194)
2 ρ M S MVM
1 2
(log 10 Re− 2) 2
(log 10 Re− 2) 2

Model wetted surface area, to be used in the If appendages are present and their resistance
analysis, is calculated from the model body scaled separately the residual resistance can be
plan to the still waterline. The transom area is calculated as:
not included in the wetted surface area. The
CR =CTM − CAppM − CFM (1 + k )
surface areas of the appendages are calculated
separately and added to model surface area for
appended resistance tests. The speed should, if CAppM is the model appendage resistance
necessary, be corrected for blockage according coefficient and can be derived by calculation or
to the equations given in Section 3.6.3. Values from the difference in resistance by testing with
of water density and viscosity should be deter- and without appendages.
mined according to ITTC Recommended Pro-
The form factor is determined from low
cedure 7.5-02-01-03.
speed tests as described in Section 3.6.2.
The residuary resistance of the ship is cal-
The CR or CT curve is the best basis for
culated from the model resistance tests assum-
judging if a sufficient number of test points
ing the form factor to be independent of scale
have been obtained in order to define humps
and speed. The residuary resistance can there-
and hollows. The resistance curve should be
fore be calculated as:
faired in order to facilitate reliable interpolation
to obtain the resistance at the required speeds.
CR =CTM − CFM (1 + k )
The smoothing should be carried out with care
in order not to remove humps and hollows. An
where CFM is derived from the ITTC – 1957
acceptance criterion for the test might be de-
correlation line. It needs to be noted that the
rived based on the scatter in the CR or CT
ITTC-1957 correlation line already contains a
curve.
form factor correction. The value of this de-
pends on the actual turbulent flat plate friction
values, which today are still not known exactly. 3.6.2 Form Factor
All turbulent flat plate friction values are based
on experimental results which contain uncer- The recommended method for experimental
tainty. evaluation of the form-factor is that proposed
by Prohaska. If no separation is present, the
The ITTC-1957 correlation line was based total resistance can be written, to a first ap-
on the Hughes version of a flat plate friction proximation, as
line. The Hughes flat plate line is given by CTM ( Re, Fr ) =
(1 + k )CFM ( Re) + CW ( Fr )
0.067
CF =
(log 10 Re− 2) 2 If the wave-resistance component in a low
speed region (say 0.1 < Fr <0.2) is assumed to
and the ITTC-1957 line is given by: be a function of Fr 4 , the straight line plot of
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CTM/CFM versus Fr 4 / CFM will intersect the section area, A, the Froude number, Fr, and the
ordinate (Fr=0) at (1+k), enabling the form depth Froude Number Frh .
factor to be determined. In the case of a bul-
bous bow near the water surface (either being The following formulae are recommended
immersed or emerged) or in case of a partly for carrying out blockage corrections if they are
submerged bulbous bow in partial loaded con- necessary. For easy use and comparison the
ditions these assumptions may not be valid and correctors are listed in their simplest form as
care should be taken in the interpretation of the given by the respective author, after neglecting
results. In the above CFM should be a true tur- second order terms or being simplified other-
bulent flat plate friction value. wise. Detailed information may be found in the
original papers. The formulae are based on
Further it should be noted that Prohaska’s mean-flow theory:
method should not be used for any vessel with
substantial transom sterns for which the tran- 1. Schuster
som runs wet at the speed range for the Pro-
haska test. ∆V m  R 2
= +  1 − V  Frh10
V 1 − m − Frh 
2
RT  3
When using form factor methods for scal-
ing the drag of appendages, the form factor where m = AX/A, and RV/RT is the ratio of
increase due to fitting appendages should be viscous to total resistance.
determined from test results at higher speeds to
avoid laminar flow. The second term is the finite depth influ-
ence on wave making resistance, converted to a
=∆k d ( CTM (appended) − CTM (barehull) ) / dCF speed correction where Frh10 is a good ap-
This procedure avoids the need for low speed proximation of the hyperbolic function of the
testing to determine the form factor. finite depth wave velocity within the range 0<
Frh <0.7.
3.6.3 Blockage and Finite Depth Corrections
2. Scott
The dimensions of the towing tank should
be reported with the test result documentation
(see Section 3.7).
The first term is the empirically improved
The dimensions should be large enough to
version of Scott's original formula with K1 as a
avoid significant wall, blockage, and finite
function of Re and the form-parameter
depth effects.

The importance of these effects depends

upon a range of factors; key parameters include as shown in Fig. 2. The second term
the blockage parameter, m, defined as the ratio is a function of Fr and form from experiments
of model cross section area, AX, to tank cross deduced to extend the range of applicability up
to Fr = 0.38. K2 is given in analytical form
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=K 2 2.4 ( Fr − 0.22 ) for 0.22 < Fr <0.38 3. Tamura

2
3
K2 = 0 for Fr < 0.22 ∆V  L 4 1
= 0.67.m.   .
 B  (1 − Frh )
2
The validity of the formula is confirmed for V
the range of model size 3.5 m < L < 9 m, tanks AX
of approximately 2:1 breadth to water depth where m =
A
ratio and speed range between 0.08 < Fr < 0.4.

Figure 2 Correction factor K1 (Scott)

The influences on wake blockage or pres-

4. Discussion
sure defect at the propeller are however un-
It is generally preferable for a blockage cor- known and are not separately considered.
rection to be expressed as a correction factor
Of the different correctors the Scott correc-
for speed, as this form of correction is well
tor tends to fit most of the data best but its
suited to resistance and propulsion tests.
theoretical base may not be universally ac-
cepted. It does however seem to be the best
method available and may be recommended for
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Resistance Test 2011 03

general use with the following limitations: • Particulars of the towing tank, including
Tanks of approximately 2:1 breadth to water length, breadth and water depth
depth ratio, model lengths between 3.5 m and
• Test date
9.0 m and Froude number 0.08 to 0.4.
• Parametric data for the test:
Based on the successful application of Water temperature
mean-flow theory in connection with finite Water density
depth wave theory, with no need for empirical Kinematic viscosity of the water
adjustment and its easy employment, the Form factor (even if (1+k)=1.0 is appli-
Schuster corrector is also recommendable as a cable, this should be stated)
blockage correction formula with good overall
qualities, up to say Fr = 0.3. • For each speed, the following data should
be given as a minimum:
Another method commonly used is that due Resistance of the model
to Tamura which also includes finite depth ef- Sinkage fore and aft, or sinkage and
fects. trim

All the previous comments are related to

normal routine tank work. For blockage correc- 4. VALIDATION
tions in shallow water tanks essentially diverg-
ing from 2:1 breadth to water depth ratio, 4.1 Uncertainty Analysis
blockage ratios much larger than 0.03 and
model tests at depth Froude numbers higher Uncertainty analysis should be performed
than 0.7, the proposal by Graff (1969) may be in accordance with ‘Uncertainty Analysis in
suggested as a useful guide. EFD, Uncertainty Assessment Methodology’
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-
The results from the test should be collated ample for Resistance Test’ is provided in QM
in a report, which should contain at least the 7.5-02-02-02.
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
recommendations of ITTC Standard 5. REFERENCES
Procedure 7.5-01-01, Ship Models)
Towing Point location, Model condition (1) Graff, W., 1969, Untersuchung des Modell-
tankeinflusses an einem Flachwasserschiff,
 ITTC – Recommended 7.5-02
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Procedures and Guidelines Page 13 of 13
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Resistance Test 2011 03

Rep. No. 100 of Versuchsanstalt für Bin- Seoul/Shanghai, Quality Manual, Procedure
nenschiffbau, Duisburg.. 4.9-03-01-01.

(2) ITTC 1960, 9th International Towing Tank (7) ITTC, 1999c, Uncertainty Analysis in EFD,
Conference, Paris, Proceedings, p 237-258. Guidelines for Resistance Towing Tank
Tests, 22nd International Towing Tank Con-
(3) ITTC 1972, 13th International Towing Tank ference, Seoul/Shanghai, Quality Manual,
Conference, Berlin, Proceedings Vol.1, p Procedure 4.9-03-01-02.
209-240.
(8) ITTC, 1999d, Uncertainty Analysis, Exam-
(4) ITTC 1975, 14th International Towing Tank ple for resistance Test, 22nd International
Conference. Form factor according to Pro- Towing Tank Conference, Seoul/Shanghai,
haska. Quality Manual, Procedure 4.9-03-02-02.
(5)ITTC 1999a, Resistance, Resistance test, (9) ITTC 1999e, Benchmark Database for
22nd International Towing Tank Confer- CFD, Validation for Resistance and Propul-
ence, Seoul/Shanghai, Quality Manual, sion, 22nd International Towing Tank Con-
Procedure 4.9-03-02-01, Revision 00 ference, Seoul/Shanghai, Quality Manual,
Procedure 4.9-04-02-02.
(6) ITTC, 1999b, Uncertainty Analysis in EFD,
Uncertainty Assessment Methodology, 22nd
International Towing Tank Conference,