J Mar Sci Technol (2003) 8:76–87

DOI 10.1007/s00773-003-0156-4

PIV velocity field measurements of flow around a KRISO 3600TEU

container ship model
Sang-Joon Lee, Min-Seok Koh, and Choung-Mook Lee
Department of Mechanical Engineering, Pohang University of Science and Technology, San31, Hyoja-dong, Nam-ku, Pohang 790-784, Korea

Abstract The main purpose of this investigation was to dem- Hoffman2 measured the flow structure of turbulent
onstrate a useful application of the particle image velocimetry boundary layers on ship hulls. Löfdahl3 measured the
(PIV) method to analyze the complex flow characteristics mean velocities and Reynolds stresses in the stern re-
around a ship. For a sample illustration, the KRISO 3600TEU gion of an SSPA 720 liner. Knaack et al.4 measured
container ship model was chosen. The flow structure in the
turbulence data for an HSVA tanker in the stern and
stern and near-wake region of the model has been investi-
near-wake regions. For a Wigley hull form, Patel and
gated experimentally in a circulating water channel. Instanta-
neous velocity fields measured by the PIV velocity field Sarda5 carried out a wind-tunnel test using a double-
measurement technique have been ensemble-averaged to give decker model, in which they measured pressure, mean
details of flow structures such as the spatial distributions of the velocities, and Reynolds stresses in the region from
local mean velocity, vorticity, and turbulent kinetic energy. midship to almost a ship-length downstream. However,
The free-stream velocity was fixed at Uo = 0.6 m/s, and the since the hull forms used in these previous studies were
corresponding Reynolds number based on the length between somewhat simple and idealized,6,7 the flow structures are
perpendiculars was about 9.0 ¥ 105. The container ship model different from those of modern hull forms.
shows a complicated three-dimensional flow structure in the Recently, there has been noticeable progress in nu-
stern and near-wake regions. The PIV results clearly revealed merical analysis by predicting the details of ship stern
the formation of large-scale bilge vortices in the stern region
and wake flows. For example, the Gothenburg 2000
and their effect on the flow in the near-wake. The results
Workshop on computational fluid dynamics (CFD) in
shown here provide valuable information for hull form design
and the validation of viscous ship flow codes and of turbulence ship hydrodynamics dealt with three different ship mod-
models. els.8 In addition, several workshops on numerical simu-
lation have been organized to assess the accuracy of
Key words Ship wake · PIV · Longitudinal vortex numerical models and predictions, and to identify re-
search areas in need of further study. To develop reli-
able numerical methods and a better understanding of
the flow around a real ship, it is necessary to accumulate
reliable experimental bench-mark data on practical hull
1 Introduction forms of modern ships.
Most previous experimental studies on ship hydrody-
The flow around a ship is very complex, and an accurate namics have been carried out in a towing tank. Re-
analysis is important for modern ship design. For a cently, Kim et al.9 measured flows around modern
better understanding of the flow around a modern ship, commercial ship models. However, it was difficult to get
it is necessary to obtain reliable experimental data. turbulence statistics from the towing tank experiment.
Several numerical and experimental studies have In order to investigate the turbulent structure of flow
been carried out to investigate the flow around rela- around modern ship shapes, Lee et al.10 carried out
tively simple and idealized hull forms. Larsson1 and wind-tunnel experiments for a double-decker KRISO
3600TEU container ship model.
In this investigation, the flow characteristics over the
Address correspondence to: S.-J. Lee stern and near-wake regions of a modern container hull
(e-mail: sjlee@postech.ac.kr) form have been investigated experimentally using the
Received: December 25, 2001 / Accepted: May 12, 2003 particle image velocimetry (PIV) method. The main
S.-J. Lee et al.: Flow around a container ship model 77

objective of this study was to investigate the flow char- delay generator, and an IBM PC, as shown in Fig. 3. The
acteristics around a container ship model in detail, and Nd : YAG laser has two heads, which were specially
accumulate experimental data for validating numerical designed for PIV measurement. Its maximum energy
predictions. The spatial distributions of the mean veloc- output is larger than 25 mJ per pulse, and the maximum
ity, turbulent kinetic energy, and vorticity at several pulse repetition rate of each laser is 20 Hz. Since the
transverse sections and longitudinal stations are pre- laser pulse has a short pulse-width of about 7 ns, the
sented, and relevant discussions are made. highly turbulent flow motions can be frozen in a clear
particle image. The Kodak 2 K ¥ 2 K CCD camera can
capture digital particle images at a frame rate of 4 f.p.s.
2 Experimental apparatus and method (frames per second). A delay generator was used to
synchronize the Nd : YAG laser and the 2 K ¥ 2 K CCD
2.1 Ship model camera. The time-interval Dt between two laser pulses
was controlled by the delay generator.
The experiments were carried out in a circulating water
Figure 4 shows the timing diagram for synchronizing
channel (CWC) with a test section of 1.0W ¥ 1.0H ¥ 4.5L.
the CCD camera and the pulsed Nd : Yag laser. The
The maximum speed of the circulating water channel
synchronizing circuit plays an important role in captur-
was about 2.2 m/s, and the surface-flow accelerator was
ing clear particle images for velocity-field measure-
operated to provide a uniform flow at the CWC test-
ments. When a laser sheet is formed in the flow, some
section.
particles move in and out of the laser light sheet during
A container model, with a length (LPP) between two
the time-interval Dt. Therefore, it is important to adjust
perpendiculars of 1.5 m, a breadth (B) of 0.21 m, a draft
the thickness of the laser light sheet appropriately, and
(T) of 0.07 m, and a block coefficient (CB) of 0.65, was
to make the time-interval as short as possible. However,
made of fiberglass-reinforced plastics (FRP) to a 1/153
scale of the KRISO 3600TEU container ship (hereafter
called the KCS). The principal dimensions of the ex-
perimental model are given in Table 1. Figure 1 repre-
sents the body plan of the KCS prototype. Figure 2
shows photographs of the front, rear, and side views of
the KCS model. When the ship model was installed in
the CWC, the blockage ratio, defined as the ratio of the
projection area of the KCS model to the CWC cross-
sectional area, was about 1.47%. Therefore, no velocity
correction was made since the blockage effect can be
neglected.11 The free-stream velocity was fixed at Uo =
0.6 m/s, and the corresponding Reynolds number based
on the model length (LPP = 1.5 m) was about Re = 9.0 ¥
105. Fig. 1. Body plan of the KRISO 3600TEU container ship

2.2 PIV velocity-field measurement system

The PIV velocity-field measurement system consists of
an Nd : YAG laser, a CCD camera, a frame-grabber, a

Table 1. Principal dimensions of the prototype and model of a b

the KRISO 3600TEU container ship
Parameters Full-scale CWC model

LPP 230.0 1.5

B 32.2 0.21
D 23.0 0.15
T 10.8 0.07
CB 0.65 c
Re — 9 ¥ 105
Fig. 2. a Front, b rear, and c side views of the KRISO
CWC, circulating water channel 3600TEU container ship model
78 S.-J. Lee et al.: Flow around a container ship model

Transverse sections of
the wake region (Station -0.5767, -1, -3)

Z
Longitudinal sections of Transverse sections of
the wake region Y the stern region
(Z/(B/2)=0, 0.1, 0.2, 0.4, 0.6) (Station 0, 0.35, 1, 2, 4, 6)

Fig. 5. Velocity-field measurement sections and coordinate

system

Fig. 3. Schematic diagram of the PIV experimental set-up and

system region. These PIV velocity field measurement sec-
tions were defined by Cartesian coordinates, not by
boundary-layer coordinates.
The fields of view for the transverse sections in the
stern and near-wake regions were 140 ¥ 140 mm2 and
150 ¥ 150 mm2, respectively. The longitudinal sections
in the wake region consisted of two consecutive cross-
sections of 120 ¥ 120 mm2. A region of about 10 mm
overlapped between the two measurement sections.
The interrogation window was fixed at 48 ¥ 48 pixels2 in
size. A total of 400 instantaneous velocity fields were
measured at each measurement plane. They were
ensemble-averaged to get the spatial mean velocity
field. The fluctuating-velocity vector fields were ob-
tained by subtracting the mean velocity field from the
instantaneous velocity vector fields. All the fluctuating
velocity vector fields were statistically averaged to get
Fig. 4. Timing diagram of synchronization for the PIV the spatial distributions of the turbulence statistics,
velocity-field measurements including turbulent kinetic energy.
The stream-wise component of vorticity in the trans-
verse section was calculated using the following
the time-interval Dt depends mainly on the maximum equation:
particle displacement in the interrogation window. The
thickness of the laser light sheet used for velocity-field 1 Ê ∂w ∂v ˆ 1 Ê wi +1. j - wi -1. j vi . j +1 - vi . j -1 ˆ
measurements in the transverse sections was 3 mm. wx = Á - ˜ª - (1)
2 Ë ∂ y ∂ z ¯ 2 ÁË 2 Dy 2 Dz ˜
¯
Velocity fields of flow around the KCS model were
measured using a 2-frame cross-correlation PIV tech- Here, the central difference numerical scheme was
nique. Figure 5 shows the coordinate system and used, and Dy, Dz indicate the grid dimensions.
measurement planes used in this study. The positive The turbulent kinetic energy k in the longitudinal
directions of coordinates X, Y, Z were the downstream sections was calculated from the following two-
direction from the bow to the stern, from the dimensional approximation:
waterplane toward the keel, and from the center-plane
toward the starboard side, respectively. The measure- 1 3
ment planes were divided into three regions: six trans- k= r(u -2 + v -2 + w -2 ) ª r(u -2 + v -2 ) (2)
2 4
verse sections (stations 0, 0.35, 1, 2, 4, 6) in the stern
region, three transverse sections (stations -0.5767, -1, This assumption uses the concept of isotropic flow struc-
-3) in the near-wake region, and five longitudinal ture. Therefore, the real turbulent kinetic energy will be
planes (Z/(B/2) = 0, 0.1, 0.2, 0.4, 0.6) in the near-wake a little different from this result.
S.-J. Lee et al.: Flow around a container ship model 79

A plane mirror of 300 ¥ 300 mm was located at X = the upper wake region (0.2 < Y/T < 0.4) expands, and
0.67 LPP to illuminate the thin laser light sheet for mea- the cross-flow converges strongly to the concave hull
suring velocity fields in longitudinal sections. It was also surface. However, the magnitude of the cross-flow de-
used to capture particle images for the transverse sec- creases gradually as the flow goes down stream. The
tion measurements. vertical velocity component of cross flow is nearly zero
in the region 0 < Y/T < 0.2. However, as the flow ap-
proaches the hull surface, the flow moves slightly up-
3 Results and discussion
ward due to the decrease in the cross-sectional area in
this region. This causes a vortex flow near the waterline.
3.1 Flow characteristics in the stern region
At station 0.35, commonly named the propeller plane,
3.1.1 Mean velocity the cross flow was divided into two parts. One was di-
The mean velocity field was obtained by ensemble- rected to the waterline, and the other moved downward
averaging 400 instantaneous velocity fields. The in- toward the propeller boss. The latter caused a longitudi-
plane coordinates Y and Z in the transverse sections are nal vortex rotating counter-clockwise in the region
nondimensionalized by draft (T ) and half-beam (B/2), above and outward from the propeller boss. The former
respectively. Figure 6 shows the spatial distributions of enhances the secondary clockwise vortex located near
the mean velocities V and W non-dimensionalized by the waterline. In particular, the longitudinal vortex lo-
the free-stream velocity Uo at six down-stream locations. cated near the propeller boss can cause serious prob-
In order to show the flow direction clearly, the cross- lems such as cavitation, noise, and vibration. This flow
flow streamlines are depicted on the mean velocity structure is maintained at station 0.
fields. The right-hand sides show the equivelocity con-
tours of cross-flow defined as the square root of mean 3.1.2 Vorticity distribution
velocities V and W. Figure 7 shows vorticity contours at several transverse
At station 6, the cross-flow is weak at the turn of the sections in the stern region. The black and white gray
bilge, and nearly zero in the region near the waterline levels indicate the clockwise and counter-clockwise
(Y = 0). However, a clockwise (looking toward the bow) rotating vorticities. At station 6, a strong counter-
vortex is formed at the bottom of the ship hull. A large clockwise vortex formed by cross-flow in an elongated
velocity gradient caused by the cross-flow is locally dis- shape from the hull side toward the bilge. The strength
tributed at the corner of the bilge. At station 4, a little of the vorticity was particularly large at the corner of
down-stream from station 6, the flow converges above the bilge. It is interesting to note the existence of a
the lower bilge. However, the clock-wise vortex at the small clockwise vortex at the bottom near the bilge. Its
bottom of station 6 has disappeared owing to the inclin- strength is rather small, compared with the vorticity
ing contour of the cross section. As the flow goes down- around the bilge corner. At station 4, the strength of the
stream, the area of dominant cross-flow expands around clockwise rotating vortex was increased, and its center
the concave hull surface at a depth of (0.6 < Y/T < 1.0). was located at the lower bilge of the hull. The strength
At station 2, the cross-sectional area was drastically of the counter-clockwise vortex was decreased, and its
reduced and has a concave hull shape. As shown in Fig. center was still located near the upper bilge. When go-
6c, the speed of cross-flow is increased and the flow ing downstream, this vortex moves upward along the
moves toward the concave hull surface. hull surface and forms a secondary vortex near the
According to wind-tunnel tests12 which were con- waterline.
ducted for a double-decker KCS model in the speed- As the cross-sectional area changes largely at station
regime of Re = 3.3 ¥ 106 the maximum magnitude of 2, a longitudinal vortex of the greatest strength is
cross flow is about 20% of the free-stream velocity at formed at the bottom bilge. This results from the evolu-
station 2.0. The flow pattern and cross-flow size shown tion of the clockwise rotating vortex formed at the bilge
in Fig. 6c are in good qualitative agreement with the corner of upstream stations, and increases in intensity
wind-tunnel results. Since the present PIV measure- due to an abrupt converging flow caused by the reduc-
ments were confined to two-dimensional planes, only tion of the cross-sectional area of the hull form. The
the in-line two-velocity components could be measured, upper and lower vortices have their maximum strength
i.e., the main-stream component U was not measured in at station 2. The location and strength of these two
the transverse sections. In the region 0 < Y/T < 0.2 near vortices play an important role in determining the nomi-
the free-surface at station 2, there is a region having nal wake distribution and the resulting propulsive
a large W velocity component whose magnitude in- efficiency.
creased to 70% of that at station 4.0. As the flow proceeds to consecutive downstream sta-
At station 1, the general flow structure is similar to tions, the strength of these two vortices is gradually
that at station 2.0. The retarded velocity zone formed in decreased. In particular, the main longitudinal vortex at
80 S.-J. Lee et al.: Flow around a container ship model

c
Fig. 6. Mean velocity distributions and equivelocity contours equivelocity contours. a Station 6, b station 4, c station 2, d
of cross flow at several transverse stations in the stern region. station 1, e station 0.35, f station 0
Left-hand side, mean cross-flow vectors. Right-hand side,

the propeller plane (station 0.35) is concentrated 3.2 Transverse sections of near wake
around the propeller boss, and its strength near the
upper side of the propeller boss is relatively weak. How- The near-wake formed behind a ship is very important
ever, this longitudinal vortex may cause some adverse in the design of high-performance ships. In order to
propeller performance. The secondary vortex near the understand the wake structure, the mean velocity fields
waterline is very diffusive and its strength has decreased and vorticity contours were measured at the three cross-
noticeably. At station 0, the general shape of the vortic- sectional planes in the near-wake region (station
ity distribution is similar to that at station 0.35. -0.5767, station -1, and station -3). Figure 8a shows the
 S.-J. Lee et al.: Flow around a container ship model 81

Fig. 6. Continued

mean velocity distribution and vorticity contour at sta- tributed to the flow separation from the hull surface
tion -0.5767. As before, the gray levels indicate the due to the rapid reduction of the cross-sectional area.
clockwise and counter-clockwise rotating vorticity. Two The strength of the main longitudinal vortices separated
counter-rotating longitudinal vortices of nearly the from the propeller boss is much larger than that of the
same strength are centered at the location of Z/(B/2) = secondary vortices near the waterline. At station -1, the
±0.1. They are symmetric with respect to the wake strength of both the longitudinal vortices and the sec-
center-plane (Y/T = 0). Another secondary vortex exists ondary vortices is reduced somewhat compared with
near the waterline at the lateral locations of Z/(B/2) = those at station -0.5767. Approaching the station -3,
±0.6. The formation of these secondary vortices is at- their strength is noticeably reduced to about 40% of
 82 S.-J. Lee et al.: Flow around a container ship model

a b

c d

e f
Fig. 7. Vorticity contours in the stern region. a Station 6, b station 4, c station 2, d station 1, e station 0.35, f station 0.0
 S.-J. Lee et al.: Flow around a container ship model 83

c
Fig. 8. Mean velocity field (left) and vorticity contours (right) at transverse planes of the near-wake. a Station -0.5767, b station
-1, c station -3
 84 S.-J. Lee et al.: Flow around a container ship model

a b

c d

Fig. 9. Instantaneous velocity fields subtracted by mean velocity in the longitudinal planes of the near-wake region. a Z/(B/2) =
0. b Z/(B/2) = 0.1. c Z/(B/2) = 0.2. d Z/(B/2) = 0.4

that at station -0.5767. With going downstream, the figure out the three-dimensional flow characteristics,
lateral distances between two longitudinal vortices and the velocity fields at five longitudinal sections in
the secondary vortices near the waterline increase the near-wake region were measured using the PIV
gradually. The evolution of these vortical structures can technique. The coordinates X and Y were non-
be explained by turbulent diffusion and viscous dissipa- dimensionalized with the length between perpendicu-
tion. However, the general shape of the vortex structure lars (Lpp) and the draft (T ) of the model.
is maintained over the wake region tested in this study. Figure 9 shows the spatial distributions of the fluctu-
These flow phenomena represent typical flow character- ating velocity fields in the axial planes at Z/(B/2) = 0, 0.1,
istics of the near-wake of the KCS hull form. 0.2, 0.4. For the purpose of displaying the vortex struc-
tures, the mean velocity field was subtracted from the
instantaneous velocity vector fields to establish the
3.3 Longitudinal planes of near wake
fluctuating velocity structures.
3.3.1 Instantaneous velocity field At the wake center-plane (Z = 0), the shear flow
The wake behind the KCS model has a very compli- separated from the bottom of the ship hull is dominant,
cated three-dimensional flow structure. In order to and becomes diffusive as the flow goes downstream. The
S.-J. Lee et al.: Flow around a container ship model 85

center of the main longitudinal vortices which greatly than Y/T = 0.63, the flow has a larger velocity gradient
affect the wake structure behind the ship model is lo- than that in the upper region. At the downstream loca-
cated in the longitudinal plane at Z/(B/2) = 0.1, as shown tion of X/LPP = 0.13, the stream-wise velocity at the
in Fig. 8. At Z/(B/2) = 0.1, the longitudinal vortex is height of Y/T = 0.63 is increased to 75% of the free-
centered at Y/T = 0.63, and the axial velocity component stream velocity.
is dominant compared with other longitudinal sections. In the longitudinal plane at Z/(B/2) = 0.1, where the
At the height between Y/T = 0.4 and 0.7, the flow shows centers of the longitudinal vortices exist, the general
a wavy pattern along the downstream direction. This shape of the mean velocity profiles is similar to the case
seems to be related to the spiral motion of the main of Z/(B/2) = 0, but, the magnitude of the mean stream-
longitudinal vortices, which has a large vorticity in that wise velocity is greater than that at the center plane of
region, as shown in Fig. 8a. When going toward the the wake. As was the case at the center plane (Z/(B/2) =
starboard, the fluctuating flow motion is largely reduced, 0), the velocity defect is large at the height Y/T = 0.63,
and the shear flows and longitudinal vortices decreased. since the radial velocity component of the longitudinal
vortices is relatively larger than the stream-wise veloc-
3.3.2 Stream-wise mean velocity profiles ity. In the other three longitudinal planes Z/(B/2) = 0.2,
The mean stream-wise velocity fields were obtained by 0.4, and 0.6, the vortex-free flow is dominant, and the
ensemble-averaging 400 instantaneous velocity fields in stream-wise mean velocity profiles have nearly the same
each of four longitudinal planes. Figure 10 shows the shapes.
variation in the stream-wise mean velocity profiles ex-
tracted from the mean velocity field data at five down- 3.3.3 Turbulent kinetic energy
stream locations (X/LPP) = 0.01, 0.04, 0.07, 0.1, and 0.13. The fluctuating velocity vector fields were obtained by
The wake region behind the ship model is divided into subtracting the mean velocity field from the instanta-
two regions: the viscous flow region (0 < Y/T < 1.0) and neous velocity fields. All the fluctuating velocity fields
the inviscid flow region (Y/T > 1.0). It is of interest that were statistically averaged to get the spatial distribution
the stream-wise velocity profiles at Z/(B/2) = 0 and 0.1 of the turbulent kinetic energy. Figure 11 shows the
are quite different from the others. In the central wake spatial distributions of turbulent kinetic energy in the
plane (Z = 0), the magnitude of the stream-wise velocity longitudinal planes at Z/(B/2) = 0, 0.1, 0.2, 0.4.
component is very small at the propeller location of X/ In the center plane (Z = 0), the strong turbulent ki-
LPP = 0.01 and Y/T = 0.63. The stream-wise mean veloc- netic energy is distributed in the lower wake region 0.6
ity is about 50% of the free-stream velocity. This is < Y/T < 1.0. As the flow goes downstream, the turbulent
mainly attributed to the large velocity deficit of the kinetic energy is gradually decreased due to turbulent
center of the wake behind the bluff-body shape of the diffusion and the entrainment of shear flow into the
model. In particular, the flow separated from the pro- wake region.
peller boss has a relatively high speed owing to the In the longitudinal plane of Z/(B/2) = 0.1, the turbu-
longitudinal vortices. As the flow goes downstream, the lent kinetic energy is concentrated in the region 0.35 <
stream-wise velocity behind the model recovers gradu- Y/T < 0.9. This is directly related to the presence of the
ally to the free stream velocity UO. In the region lower main longitudinal vortices. In this plane, in which the
center of the longitudinal vortices passes, the wake flow
has a large turbulent kinetic energy at the height of the
propeller boss (Y/T = 0.63) owing to the strong rota-
tional motion of the longitudinal vortex. It was found
that the turbulent kinetic energy was distributed more
densely in the region lower than Y/T = 0.63 than in the
upper region. This may be attributed to the flow interac-
tion between the longitudinal vortices and the shear
flow separated from the bottom surface of the model.
At the outer longitudinal planes of Z/(B/2) = 0.2 and 0.4,
the turbulent kinetic energy distributions do not show
distinguishable turbulence production.
Figure 12 represents variations of the turbulent ki-
netic energy profiles at several downstream locations in
five longitudinal planes. At the downstream location X/
LPP = 0.01 in the central wake plane (Z = 0), the turbu-
Fig. 10. Variation of the mean stream-wise velocity profiles in lent kinetic energy has a local maximum value in the
the near-wake region lower wake region at Y/T = 0.75. At the same down-
 86 S.-J. Lee et al.: Flow around a container ship model

a b

c d

Fig. 11. Turbulent kinetic energy distributions at four longitudinal planes in the near-wake region. a Z/(B/2) = 0. b Z/(B/2) = 0.1.
c Z/(B/2) = 0.2. d Z/(B/2) = 0.4

stream location X/LPP = 0.01 in the next longitudinal flow characteristics in the stern region of a ship model.
plane Z/(B/2) = 0.1, the turbulent kinetic energy has a The KRISO 3600TEU container ship model was experi-
maximum value at the center of the longitudinal vorti- mentally investigated in a circulating water channel.
ces. As the flow goes downstream, the turbulent kinetic The mean velocity field, turbulent kinetic energy, and
energy is decreased slowly by viscous dissipation and vorticity contours in the stern and near-wake regions
turbulent diffusion. The turbulent kinetic energy were measured.
profiles in longitudinal planes other than Z/(B/2) = 0 The mean velocity distributions show the develop-
and 0.1 have very similar shapes. In the middle plane of ment of cross-flow, and the evolution of longitudinal
Z/(B/2) = 0.2, the flow seems to be affected by the free- vortices. The strength of the longitudinal vortices in the
stream velocity, and the wake formed behind the ship concave stern region is very large due to the entrain-
model is narrow compared with the wake at the center. ment of inviscid fluid into the region. The cross-flow
in the propeller plane was divided into two parts. One
is directed downward and forms longitudinal vortices
4 Concluding remarks
around the propeller boss. The other moves upward
We have described the use of the two-frame PIV veloc- along the hull surface, with a secondary vortex rotating
ity field measurement technique to analyze the detailed near the waterline.
S.-J. Lee et al.: Flow around a container ship model 87

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Ministry of Science and Technology (MOST), Korea. ment Center, Bethesda, Rep No. DTNSRDC-81/093