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Validation of The Strip Theory Code SEAW
Validation of The Strip Theory Code SEAW
Introduction
Besides the strength aspect, also the ship motions induced by the waves deserve full
attention. Large roll motions may cause capsizing and can therefore jeopardise ship
safety. If the bow leaves the water due to extreme motions relative to the water
surface, slamming can occur, causing additional vibration loads. Alternatively,
relative vertical motions may cause shipping of water by the bow, resulting into
damage to deck and superstructures and affecting safety.
The navigating officer has only limited means to influence the ship's response to
waves. In high waves, steering the ship towards the dominant wave direction can
reduce roll motions. In these conditions, reduction of speed in general results into a
decrease of the relative vertical motions of the bow and, therefore, of the frequency of
occurrence of slamming and/or shipping of water. However, such measures, if applied
frequently, are detrimental for fulfilling the ship's operational mission. For a container
ship, as an example, it is of great importance that the speed can be maintained in
severe seas, without the occurrence of excessive motions forcing the master to speed
reduction.
1
Professor, University of Ghent, Maritime Technology Department
2
Associate Professor, Delft University of Technology, Ship Hydromechanics Laboratory
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E
MARC VANTORRE & JOHAN JOURNEE
VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
effect of disturbances – such as wind, current, other ships and bank effects – causing
deviations from the desired track becomes more important. In many navigation areas
the command is in fact taken over by a pilot, who is informed about the local
conditions. As an additional complication, the limitations of the depth of the access
channel may significantly affect the manoeuvring behaviour of a ship.
A ship's behaviour in waves is affected by water depth restrictions as well, for many
reasons. In the first place, the presence of the bottom yields a new boundary
condition, affecting the kinematics of and the pressure distribution in the wave. Also
the hydrodynamic characteristics – damping and inertia – are strongly dependent on
water depth. Due to the combinations of these influences, response functions (RAO’s
or Response Amplitude Operators) obtained in shallow water may deviate
considerably from those obtained in deep water conditions.
Although in both ship and channel design a similar question is raised – how does the
ship respond to the governing wave climate? –, the boundary conditions are
essentially different. Obviously, techniques developed for ship design are not
immediately applicable for waterway design. In this paper, consideration will be
given to the oldest, but certainly not the least numerical technique that has been
developed for calculating responses of ships in waves: strip theory. Within this
approach, the ship is divided into a number of cross sections; the hydrodynamic
coefficients and exciting wave forces are calculated for each section and integrated
over the ship's length. The computer program SEAWAY, developed by the second
author, is based on this principle. More specifically, the feasibility of applying this
program for shallow water problems will be discussed.
Numerical calculation methods can only be considered as reliable if they have been
validated by comparison with experimental results. For deep water conditions
sufficient data are available for validation of the numerical results. For shallow water
conditions, on the other hand, the number of available data is much more restricted.
The six ship motions of and about its centre of gravity G have been defined in the
Figure 1.
According to Newton’s second law, the equations of motion for six degrees of
freedom of an oscillating ship in waves in a earth-bound axes system have to be
written as follows:
ij for: i = 1,...6
j =1
Because a linear system has been considered here, the forces and moments in the right
hand side of these equations consist of a superposition of:
• so-called hydromechanic forces and moments, caused by harmonic oscillations of
the rigid body in the undisturbed surface of a fluid being previously at rest, and
• so-called exciting wave forces and moments on the restrained body, caused by the
incoming harmonic waves.
With this, the system of a with six degrees of freedom moving ship in waves can be
considered as a linear mass-damping-spring system with frequency dependent
coefficients and linear exciting wave forces and moments:
ij for: i = 1,...6
j =1
In here, x i with indices i = 1,2,3 are the displacements of G (surge, sway and heave)
and x i with indices i = 4,5,6 are the rotations about the axes through G (roll, pitch
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E 3
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VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
and yaw). The terms with indices ij (with i ≠ j ) present for motion i the coupling
with motion j .
In the so-called strip theory, the ship will be divided in 20 to 30 cross sections, of
which the two-dimensional hydromechanic coefficients and exciting wave loads will
be calculated. To obtain the three-dimensional values, these values will be integrated
over the ship length numerically. Finally, the differential equations have to be solved
to obtain the motions. All calculations will be performed in the frequency domain.
It was in 1949 that Ursell published his 2-D potential theory for determining the
hydrodynamic coefficients of semicircular cross sections, oscillating in the frequency
domain in the surface of a fluid with infinite depth. Using this, for the first time a
rough estimation could be made of the motions of a ship in regular waves at zero
forward speed.
Shortly after that, Tasai, Grim, Gerritsma and many other scientists have used various
already existing conformal mapping techniques (to transform ship-like cross sections
to a semicircle) together with Ursell’s potential theory, in such a way that the motions
in regular waves of more realistic hull forms could be calculated too. Most popular
was (and still is) the 2-parameter Lewis conformal mapping technique.
The exciting wave loads were found from the loads in undisturbed waves – the so-
called Froude-Krilov forces or moments – completed with diffraction terms,
accounting for the presence of the ship in these waves. When calculating these
diffraction terms, use had been made of – by Haskind in 1957 for zero forward speed
derived and by Timman and Newman in 1962 generally confirmed - relations between
the diffraction potentials and the radiation potentials, the so-called Haskind relations.
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E 4
MARC VANTORRE & JOHAN JOURNEE
VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
However, these potential theories provided the motions at zero forward speed only. In
1957, Korvin-Kroukovski en Jacobs published a method - which was improved in the
sixties - to account for the effect of forward ship speed too.
So at the end of the fifties, all components for an elementary ship motions computer
program for deep water were already available.
Fukuda published in 1962 a calculation technique for the internal sheer forces and
bending moments in a cross section of a ship.
Frank published in 1967 his pulsating source theory to calculate the hydrodynamic
coefficients of a cross section of a ship in deep water directly, without using a
mapping technique. The potential coefficients of fully submerged cross sections (at
bulbous bows) and sections with a very low area coefficient (often present in the aft
body) could be calculated now too.
Using the Lewis conformal mapping technique, Keil [6] published in 1974 his theory
for obtaining the potential coefficients in very shallow water.
Very useful theories to calculate the added resistance of a ship due to waves were
given by Boese (integrated pressure method) in 1970 and Gerritsma and Beukelman
(radiated energy method) in 1972.
So far, all hydrodynamic coefficients had been determined with the potential theory.
In this context, references to the large amount of work of Tasai in the sixties and the
well-known 1970 report of Salvesen, Tuck and Faltinsen should not be absent here.
However, in particular roll required a viscous correction. Ikeda, Himeno and Tanaka
published in 1978 a very useful semi-empirical method for determining viscous roll
damping components.
The introduction of PC’s in the early eighties increased the accessibility for carrying
out ship motion calculations considerably; even non-specialists could become users
too. From then on, computer capacity and computing speed increased very fast. Also
three-dimensional theories could be developed much easier and cheaper now.
Because of the complex problem of forward speed in 3-D theories however, the 2-D
approach (strip theory) is still very favourable when calculating the behaviour of a
ship at forward speed. Faltinsen and Svensen have discussed in 1990 the many
advantages and few disadvantages of 2-D, when comparing with 3-D, very clearly.
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E 5
MARC VANTORRE & JOHAN JOURNEE
VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
Based on the linear strip theory, SEAWAY calculates for six degrees of freedom in
the frequency domain the hydromechanic loads, wave loads, absolute and relative
motions, added resistance and internal loads of displacement ships, barges and yachts
in regular and irregular waves. When ignoring interaction effects between the two
individual hulls, the behaviour of catamarans and semi-submersibles can be calculated
too. The program is suitable for deep water as well as for very shallow water. Viscous
roll damping, bilge keels, free-surface anti-roll tanks, external moments and (linear)
mooring springs can be added.
Because free accessible results of model experiments on ship motions in very shallow
water are occasional, the validations mentioned above were mainly related to the
behaviour of the ship in deep water. Only one report on experiments in very shallow
water could be used for validation - see Chapter 7 of reference [2] - with very
promising results, however.
However for a short time now, this program - and particularly Keil’s potential theory
[6] in it - could be validated well with results of extensive model tests in very shallow
water [4]. These experiments and the validation of the theory will be described here.
In the scope of the project "Ship motions in the Scheurpas" [4] the seakeeping
characteristics of four ship models were investigated in shallow water: two normative
ships (D, E) and two critical ships (F, G), see Table 1.
Model D E F G
Scale (-) 1/75 1/85 1/50 1/50
Length over all Loa (m) 300.00 343.00 200.00 190.00
Length between perpendiculars L pp (m) 291.13 325.00 190.00 180.00
Moulded breadth B (m) 40.25 53.00 32.00 33.00
Maximum draught T (m) 15.00 21.79 11.60 13.00
CB
Block coefficient at max. draught (-) 0.60 0.85 0.60 0.85
Table 1: Ship models examined on behalf of project "Ship motions in the Scheurpas"
(Flander Hydraulics – Ghent University)
The purpose of this experimental program consisted of generating a database for the
development of a calculation procedure for estimating the probability of bottom touch
by a ship during her passage through the Scheurpas and/or the Pas van het Zand (see
Figure 4).
This calculation procedure takes account for the following parameters: ship
characteristics, tide, waves (including swell) and ship speed. The project was executed
for supporting a probabilistic access policy for shipping traffic in these channels, [5].
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
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VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
Figure 4: Access channels to the mouth of the Western Scheldt and to Zeebrugge
The normative ships are the largest ones in their category expected to frequent the
harbours of Antwerp, Ghent and Zeebrugge in long term. As ship shape parameters
influence the motion responses, two normative ship types were considered: a slender
ship type (model D, container carrier) and a full one (model E, tanker / bulk carrier).
Taking account for the wave characteristics in the southern part of the North Sea - see
Figure 5 - it can be expected that these normative ships will not be subject to the
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DUT-SHL REPORT 1373-E 8
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VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
largest motions; smaller types may have a larger probability of bottom touch. For this
critical category, two ship models were selected as well. A slender (model F,
panamax container carrier) and a full ship (model G, panamax bulk carrier) were
selected.
The four ship models were examined at a number of loading conditions, water depths,
ship speeds and incident wave directions, as shown in Table 2. The frequency range
of the regular waves varied between 0.3 and 1.2 rad/s, with special attention to the
values between 0.6 and 1.2 rad/s. The models were free to heave, pitch and roll, and
fixed in the other modes of motion.
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E 9
MARC VANTORRE & JOHAN JOURNEE
VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
In 2001 these model test results became available for validation of the seakeeping
program SEAWAY. The validation described in the next sections is based on two
specific series of experiments, viz. FA and GA (see Table 2), carried out at a water
depth – draft ratio h T ≈ 1.17 .
The principal ship characteristics during these test series are listed in Table 3; the
frames of the two ship models are represented in Figure 6. The mean experimental
natural roll period has been used to determine the radius of inertia for roll of the solid
mass of the model.
The general transformation formula of a ship-like cross section to the unit semicircle
of Ursell as used by Tasai et al for deep water – and later with N = 2 used by Keil for
deep to very shallow water - is given by:
{ }
N
z = M s ⋅ ∑ a2 n −1 ⋅ ζ − (2 n −1)
n= 0
where:
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DUT-SHL REPORT 1373-E 10
MARC VANTORRE & JOHAN JOURNEE
VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
For a specific Lewis transformation ( N = 2 ), the scale factor M s and the coefficients
a1 and a3 will be determined such that the breadth B , the draught T and the area As
of the re-mapped and the actual cross section are similar.
For the more general N -parameter transformation, the wetted length of the cross
section contour will be divided in 32 line elements of equal length. Then, M s and a1
until a2 N −1 will be determined such that the sum of the squares of the deviations of the
33 offsets on the contour are minimal. De RMS (Root Mean Square) value of the
deviations is an indication of the accuracy of the performed transformation.
These transformation techniques provide for cross sectional area coefficients in the
range of ± 0.5 ≤ As ( B ⋅ T ) ≤ ±1.2 - see the white region in Figure 9 – very acceptable
results, where the accuracy increases with an increasing N . In case of a cross section
with an area coefficient in the grey region, this area coefficient will be shifted to the
boundary of the white and valid region, for the determination of the Lewis
coefficients in SEAWAY.
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E 11
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VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
The deep to very shallow water potential theory of Keil [6] uses this Lewis
transformation technique of cross sections. Compared with 10-parameter close-fit
conformal mapping, this transformation technique provides for both models rather
large RMS values of the contour deviations. Besides this, the bulbous sections in the
fore body ( As (B ⋅T ) > ±1.2 ) en wedge-shaped sections in the aft body
( As ( B ⋅ T ) < ±0.5 ), actually require a straightforward approach with a distribution
pulsating sources on the contour, as done by Frank.
Figure 10 presents the longitudinal distribution of the RMS values of the calculated
deviations for the two ships, given in Figure 6.
Ship F5 18-F A
2 .0
RMS of deviations (m)
1 .5
2-param eter L ewis t ansfo rm ation
10-param ete r co nfo rm e tran sforma tion
1 .0
0 .5
0
0 50 100 15 0 2 00
APP FPP
Distrib ution over ship le ngth (m )
Ship G5 18-GA
2 .0
RMS of deviations (m)
1 .5
1 .0
0 .5
0
0 50 100 15 0 2 00
APP F PP
Distrib ution over ship le ngth (m )
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E 12
MARC VANTORRE & JOHAN JOURNEE
VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
Given the relatively large contour deviations in Figure 10, the question arises whether
the Lewis transformation in Keil’s theory suits for these ships. This can be
investigated with program SEAWAY for deep-water cases only.
For both ships travelling in deep water, Figure 11 and Figure 12 show, using the
classical strip theory and:
• Ursell’s theory and 2-parameter Lewis conformal mapping (solid line),
• Ursell’s theory and 10-parameter conformal mapping (dashed line) and
• ditto, with – where required - locally Frank’s theory (dotted line),
a mutual comparison of the calculated heave, pitch and roll motions.
Starting point here is the harmonic incoming wave, defined in the centre of gravity G
of the ship by:
ζ = ζ a ⋅ cos(ωe ⋅t )
The resulting harmonic heave, roll and pitch motions of the ship are:
x3 = x3 a ⋅ cos ωe ⋅ t + εx3ζ ( )
x 4 = x4 a ⋅ cos (ω ⋅ t + ε )
e x4ζ
x5 = x5 a ⋅ cos (ω ⋅ t + ε )
e x5ζ
where ωe is the circular frequency of encounter of the waves, t is the time and εxiζ is
the phase shift between the (angular) displacement xi and the wave elevation ζ .
The three response amplitudes have been presented here in a non-dimensional format:
x3 a x4 a x5 a
, en .
ζa 2⋅ζa B 2 ⋅ ζ a L pp
0 0 0
8 kn / 180 8 kn / 180 0 kn / 090
2.0 2.5 5
2 par. Lewis
10 par. Conf.
10 par. Conf. +Frank 2.0 4
Amplitude heave (-)
1.5
Amplitude roll (-)
1.5 3
1.0
1.0 2
0.5
0.5 1
Deep water
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
Phase pitch ( )
0
Fase roll ( )
0
90 90 90
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E 13
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VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
0 0 0
8 kn / 180 8 kn / 180 0 kn / 090
2.0 2.5 5
2 par. Lewis
10 par. Conf.
10 par. Conf. +Frank 2.0 4
0.5
0.5 1
Deep water
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
Phase pitch ( )
Phase roll ( )
0
0
180 180 180
90 90 90
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
The figures show generally rather small mutual differences between the calculated
motions in deep water. Only roll shows with a Lewis transformation a somewhat
higher peak at the natural frequency, which could be expected because of the lower
potential damping (see Figure 8, for the extreme case of a rectangle). Assuming a
comparable behaviour in shallow water, it can be concluded that the conformal
transformation in Keil’s theory does not require an extension of 2 to 10 parameters, at
least from a practical point of view. Also, only a very small the effect of a local use of
Frank’s theory has been found for these ships.
These conclusions apply for phenomena following from total – so over the full ship
length integrated - values. It does not necessarily apply for local values like local
pressures, sheer forces and bending moments.
Besides this, the method of Keil has been verified for the deep-water case with the
Ursell-Lewis method; see Figure 13 en Figure 14. Both methods provide almost fully
identical results (solid line and the almost invisible dotted line behind this), which
confirms that both methods within the strip theory have been implemented in
SEAWAY correctly.
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DUT-SHL REPORT 1373-E 14
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VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
0 0 0
8 kn / 180 8 kn / 180 0 kn / 090
2.0 2.5 5
Lew is deep water
Keil deep water
2.0 4
0.5
0.5 1
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
Phase pitch ( )
Phase roll ( )
0
0
180 180 180
90 90 90
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
0 0 0
8 kn / 180 8 kn / 180 0 kn / 090
2.0 2.5 5
Lewis deep water
Keil deep water
Keil shallow water 2.0 4
Amplitude heave (-)
1.5
Amplitude roll (-)
1.5 3
1.0
1.0 2
0.5
0.5 1
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
Phase pitch ( )
Phase roll ( )
0
90 90 90
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
From the foregoing can be concluded that Keil’s potential theory has been
implemented in SEAWAY correctly and that – at least from a practical point of view -
Keil’s theory with a 2-parameter Lewis transformation does not require an extension
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VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
with the more accurate N -parameter conformal transformation with for instance
N = 10 .
At the same time, Figure 13 and Figure 14 show the calculated results for very
shallow water (dashed line) too. These figures show here for the two extreme cases
( h T = 1.17 en h T = ∞ ) a significant influence of water depth on the ship motions.
The wave forces and moments on the ship consist of forces and moments in the
undisturbed wave (the so-called Froude-Krilov contribution) and a correction that
accounts for the disturbance of the wave by the presence of the ship (the diffraction
contribution).
This diffraction part can be calculated (estimated should be a better word for the strip
theory) in two different ways by the computer code SEAWAY:
• The classical strip theory method.
With this, the 2-D diffraction part has been found from the hydrodynamic mass
and damping of the cross section and the velocity and acceleration of the water
particles. However, the amplitudes of these water motions are not constant in a
wave; they decrease downwards exponentially. Required equivalent or average
values have been found here from the Froude-Krilov part.
• An approximating 2-D diffraction method.
With this, the amplitudes of the 2-D wave loads will be obtained from the
diffracted energy of the incoming wave. Using theories in principle valid for the
low and high frequency part of longitudinal end beam waves only has
approximated the phase shifts. A practical and satisfying solution has been found
for the transition zones.
Both methods have been described in detail in reference [1].
Comprehensive validation studies, carried out in the past for the deep-water case [2],
show that – generally - the approximating 2-D diffraction method provides somewhat
better results than the classical strip theory method. But, is this true for the shallow
water case too?
Using both methods for a water depth to draught ratio of h T = 1.17 , the by Keil’s
potential theory in SEAWAY calculated motions have been compared here with the
experimental data of the first author. The viscous roll damping has been estimated by
using the semi-empirical method of Ikeda, Himeno en Tanaka.
Figure 15 and Figure 16 compare the heave behaviour of both ships in head waves at
three forward speeds and Figure 17 and Figure 18 show this for the pitch behaviour.
Figure 19 and Figure 20 show the heave, pitch and roll behaviour in beam waves at
zero forward speed.
Excluding the phase shifts in the (practically often less important) region with
response amplitude operators decreasing to a minimum value, the differences between
the results of both methods are very small.
Comparing all experimental data of the FA and GA series in Table 2 with calculated
results, hardly any preference for one of the two theoretical wave load approaches
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VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
could be found. Only a slight trend has been found that amplitudes will be calculated
somewhat better by the classical strip theory approach (especially at the higher
frequencies) and phase shifts somewhat better with the approximating 2-D diffraction
method.
Overall, it may be concluded that the results of both calculation methods agree “quite
well to good” with the experimental data.
Especially in the framework of the project “Ship motions in the Scheur channel”
however, preference would be given to the classical strip theory. Somewhat better
agreements have been found here for frequencies above 0.6 rad/s. This means for
h T = 1.17 waves with a length not exceeding 110 m, so less than about half the
ship’s length. Nevertheless the small responses at these frequencies, the spreading in
the experimental data is rather small. Larger spreading has been found for frequencies
less than 0.6 rad/s, which can be explained by tank wall interference. At a full-scale
frequency of 0.4 rad/s, the FA and GA tests had a wavelength to tank width ratio of
about 0.5.
Conclusions
Based on the results of the investigations described here, the following conclusions
may be drawn for ship motions at shallow water:
1. The two-dimensional potential theory of Keil has been implemented correctly in
the computer code SEAWAY.
2. An extension of the Lewis transformation of the section contour in Keil’s theory
to a 10-parameter close-fit transformation is not required.
3. When using the classical wave loads and the 2-D diffraction wave loads, the
mutual differences between the computed motions of both ships are rather small.
4. The results of both computational methods agree “quite well to good” with the
experimental data. However, in the higher frequency region at shallow water, a
slight preference for the classical method has been found.
5. Taking this into account and the slight preference found in the past for the
approximating 2-D diffraction method in deep-water cases, a general preference
for this method can be maintained; this with a reservation for the shorter
wavelengths at very shallow water.
Acknowledgements
The model tests have been carried out at Flanders Hydraulics Research at Antwerp on
behalf of the “Ministerie van de Vlaamse Gemeenschap, Departement Leefmilieu en
Infrastructuur, Administratie Waterwegen en Zeewezen, Afdeling Waterwegen Kust”.
The authors are very grateful for the permission using these test data for this
validation study.
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DUT-SHL REPORT 1373-E 17
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VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
0 0 0
0 kn / 180 8 kn / 180 12 kn / 180
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
90 90 90
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
0 0 0
0 kn / 180 8 kn / 180 10 kn / 180
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
90 90 90
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E 18
MARC VANTORRE & JOHAN JOURNEE
VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
0 0 0
0 kn / 180 8 kn / 180 12 kn / 180
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
90 90 90
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
0 0 0
0 kn / 180 8 kn / 180 10 kn / 180
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
90 90 90
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E 19
MARC VANTORRE & JOHAN JOURNEE
VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
0 0 0
0 kn / 090 0 k n / 090 0 k n / 090
2.0 2.5 5
2-D diffrac tion
C lass ic
2.0 4
0.5
0.5 1
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
Phase pitch ( )
0
Phase roll ( )
0
0
180 180 180
90 90 90
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
0 0 0
0 kn / 090 0 k n / 090 0 k n / 090
2.0 2.5 5
2-D diffrac tion
Class ic
2.0 4
Amplitude heave (-)
Exp.
Amplitude pitch (-)
1.5
Amplitude roll (-)
1.5 3
1.0
1.0 2
0.5
0.5 1
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
Phase pitch ( )
0
Phase roll ( )
0
90 90 90
0 0 0
0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00 0 0.25 0.50 0.75 1.00
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E 20
MARC VANTORRE & JOHAN JOURNEE
VALIDATION OF THE STRIP THEORY CODE SEAWAY BY MODEL TESTS IN VERY SHALLOW WATER
References
[5] Marc Va ntorre, Erik Laforce, Guido Dumon and Bart Wackenier
Development of a Probabilistic Admittance Policy for the Flemish Harbours
30th PIANC Congress, Sydney, September 2002.
FLANDERS HYDRAULICS RESEARCH , N UMERICAL MODELLING COLLOQUIUM, ANTWERP , BELGIUM, 23-24 O CTOBER 2003
DUT-SHL REPORT 1373-E 21