81

SHIP M O T I O N S I N R E G U L A R A N D I R R E G U L A R SEAS
by

PROF. B . V. K O RV I N - K R O L J K O V S K Y a n d E D W A R D V. L E W I S
Experimental Towing Tank, Stevens Institute o f Technology, Hoboken, New Jersey

SUM Mary and Introduction

The present paper'''') i s w r i t t e n as a record o f an informal lecture delivered b y the authors a t the O ff i c e o f
Naval Research i n Washington, D.C., on May 3, 1954. I t consists o f t w o distinct parts: t h e f i r s t describes t h e
application of a theory of rigid body motions to a ship moving in a regular head or following sea; the second part deals
with the problem o f the representation o f an irregular storm sea and o f the theory o f ship motions in irregular seas.
The theory o f ship motions in a regular sea, which is presented first, can be considered as the continuation o f the
work originated by K r i l o ff in 1896 and represented recently in the most developed form in papers by Weinblum and
St. Denis. The new development consists in the introduction o f coupling between heave and pitch motions, and i n
the more complete discussion and evaluation of various coefficients i n the coupled differential equations o f motions,
particularly those o f the cross-coupling terms. Recent experimental data obtained a t E . T. T. on forcing functions
due to waves show them to be much smaller than was previously assumed on the basis of the Froude-Kriloff hypothesis.
A comparison o f computed and experimentally determined ship motions shows quite good correlation.
In the second part, some significant features o f recent theories f o r the study o f ship motions in irregular seas arc
discussed. I t is shown that progress in this phase of seakeeping research does not need to await the complete solution
of the problem of motions in simple seas.

Part tects in 1896 and 1898 [Reference 3 ] , and was f o l -

Hearing and pitching response o f a ship to a lowed by Hazen and Nims [Reference 4 ] and Bull
regular sea [Reference 5 ] , and by Weinblum and St. Denis in
two S.N.A.M.E. papers o f 1950 and 1951 [ R e f e r -
Equations o f Motion ences 6 and 7]. The subject and the methods of the
The obvious d i ff i c u l t y o f obtaining quantitative present paper can be considered as a direct con-
tinuation and development o f the last mentioned
data on the state of the sea and on the resulting ship
work.
motions makes it necessary to investigate the subject
by means o f laboratory research. The problem can The case o f a simple linear oscillator acted upon
be attacked in three different ways: by a harmonic f o r c i n g f u n c t i o n o f m a x i m u m
a. b y direct model experiment in a towing tank; amplitude 1; is represented b y the following equa-
tion:
b. analytically, using the simple theory o f forced
+ i + = - - I : COS ( i ) t , ( )
oscillations, w i t h independent estimates o f the
various coefficients; where the coefficient a represents the mass involved
in the motion, b is the damping f o r c e p e r u n i t
c. analytically, treating the subject as a boundary
value problem a n d evaluating t h e boundary velocity e., and c is the resoring force per u n i t o f
condition at the hull, taking into account both displacement, A p p l i c a t i o n of equation ( I ) to, say,
the prescribed wave motion and the (originally the heaving triotion o f a ship excited b y a simple
unknown) ship motion. head sea, considering t h e upward velocity o f the
Examples o f the last method are found I 11 the ship and water surface as being positive, results i n
recent w o r k o f Stoker and Peters Reference E l , [mfi + ///, + b + c:z =-- — P . , ) cos cot
and i n t h e previous w o r k o f Elaskind translated (2)
by t h e Society o f N a v a l Architects and Marine
Here, t he •mertial tC1.111 is ShOWIi t o consist o f the
Engineers I Reference 2 j. For the present, emphasis
will be placed on the second method; the first - mass o f a siti p i n , multiplied b y i t s acceleration,
the expel imental — method will be discussed later. and the iii ass Of the entrained water, in,, times
between
The second method was originated by K r i t o ff in
papers read before the Instatnion o f Naval A rchi- hatrelative
that of the acceleration
ship, 7-.;,which
of theiswave
the difference
so rface, b
Like-
the coefficient o f the damping force is multi
) Paper prerared i n p a r t u n d e r U . S . N a v y O t I u e o l N a v a l
Research a n d presented i n 4iccasion nil t h e - S e tent It International plied b y the relative vertical CIOCity o f ship and
'rowing 1 an k (onference... wave — : T h e excit itt g force is shown t o
• ) h i t m a t e r i a l contained m I his paper was tollectc, I as t h e
result 0 1 i i teeurrent t e t i v i l s I l i t . i t i t hors i n t he :held o f t h e
consist o f two terms, I t --- due to changes o t dis-
seakeeping qualities o t ships, most u n d e r t h e sponsorship o f t h e plaecnictit — and — due to the pressure gradient
S-3 and I 1-7 panels u i t he Hydrodynamics o m m i t tee o f die Society in t h e waves, usual1 v ref-fere,' t o as t h e - s m i t h
of N a s a l A r c h i t e c t s a n d M a r i n e luiginteers, a n d o f t h e O f f i c e o t
NaN at ReSCArdi. I t s i , O r d e r, \ . i n d V o f Contract N6onr.-247. Effect-.

IS. - V i ii. 2 -
82
The present problem is t o f i n d t h e ship motion
resulting from a specified wave form, which there-
fore is assumed t o be known. The first step in the
solution is t o separate the known wave motion and
the unknown ship motion terms o f equation ( 2 ) ,
which leads to
(m + + + = • . , ) cos rot m + the force and moment, respectively, and their phase
( 3 ) relationships w i t h respect t o cl"'t F o r instance, i f
The l e f t - h a n d side o f t h e above equation r e -
presents n o w t h e m o t i o n o f a ship oscillating i n
smooth water, and t h e right-hand side represents
the exciting force due t o waves acting o n a r e -
strained s h i p w h i c h is f o u n d t o consist o f f o u r
terms representing forces due to:
change o f buoyancy due t o wave profile,
change o f pressure gradient i n t h e undisturbed
wave (Smith E ff e c t ) ,
acceleration o f t h e "added mass'' due t o wave
motion,
water velocity i n wave affected b y the presence
of the ship's hull.
The consideration o f only t h e f i r s t t w o terms on
the r i g h t - h a n d s i d e i n equations o f m o t i o n i s
known as the " F r o u d e - K r i l o ff hypothesis-. I n this
hypothesis, the pressures acting on the ship surface
due t o t h e undisturbed w a v e s a r e considered,
neglecting completely the added water disturbance
due t o t h e presence o f the ship's hull. T h e latter
two terms i n t h e definition o f exciting force re-
present the effect o f this distortion or interference.
Equation ( 3 ) i s written f o r the heaving motion
and a similar equation i s easily w r i t t e n f o r t h e
pitching m o t i o n . I n a l l previous w o r k ( e x c e p t
Haskind's), the equations o f motion were written
and solved separately f o r heaving a n d pitching,
and the coupling effect between these t w o motions
was neglected. Ye t i t is k n o w n f r o m other fields
of activity t h a t t h e coupling effects can be very
important.
A coupled system o f pitch and heave motion is
represented b y a p a i r o f simultaneous differential
eqUations o f the usual f o r m :
+ (IN -1- e N
(4)
I + 14-) H- + + I M
•rhc first three terms o f each equation are identical
with h tile original noncoupled equations. • I h e last
two tcrms on t h e left-hand side o f each equation
are coupling tel fls i f ' ) is -a heaving 101-Ce due t o
pitching yeli city, 0 ; c H is the heaving force due
to pitching displacement, " , and Oil, and a r e tile
pitchnig moments d u e t o heaving velocity a n d
hemv ing displacement, respecti vet y. ' F i l e cross-
coupling i n e r t 111 terms a r e o m i t t e d i n v i e w o f
previous experience w i t h .iirpl.miles and seaplanes in
porpoising, it1 w huh cases I hey were shown t o be
negligibly small. t h e harmonic f o r c i n g functions
on the right-hand sides of equations ( 4 ) , which are
equivalent to the right-hand sides of equation ( 3 ) ,
are represented in complex form in order to simpli-
fy t h e subsequent algebraic operations, and i t is
understood that the real part is to be taken. F- and
NI— are complex amplitudes o f f o r c i n g functions,
ix., they indicate both the absolute magnitudes o f
a convention is established that time t is zero when
the wave crest is at the midship section, and i f i t
is observed t h a t the heaving force has a maximum
value o f I l b . a t this instant, then F = = 1.
However, i f t h e m a x i m u m pitching moment of,
say, 3.3 f t . l b . occurs 90 e a r l i e r in the cycle, i.e.,
when the wave crest is a t Station 5 (considering
the ship length t o be divided i n t o 20 parts), and
the nodal point at the midship section, then M =
= 3.31, where i I . I n the present work, the
forcing functions have been determined as a whole
from experiments on a completely restrained model.
Solution o f Me Equations o f A/lotion
It w i l l be assumed that equations ( 4 ) are linear,
and that all coefficients are constant and are inde-
pendent o f time. I t w i l l be f u r t h e r assumed that
the ship is m o v i n g i l l a u n i f o r m sea and that a
steady state o f pitching and heaving is established.
In such a case, t h e transient responses have been
damped o u t , and only, t h e particular solution Of
equations ( 4 ) is needed. Since the forcing functions
are harmonic, the resultant motion can be expected
to be likewise harmonic, and t h e solution can be
assumed t o be in the form
Zei"'' and 0 = ( 5 )
where Z and ( - ) a r c complex amplitudes o f the
form
2 Z „ c i " and - - = „ e l l ' .
Here, 7„ is the absolute value of heaving amplitude,
H., is that o f pitching, and a n d -it are the phase
lags o f motion w i t h respect t o ci"".
Substitution o f the assumed solutions ( 5 ) i n t o
equations ( 4 ) leads, a f t e r a f e w simple algebraic
operations, t o t h e evaluation o f complex a m p l i -
tudes:
A10
( ( )
QR - - PS
— P
R — PS
(7)
• rhe capital letters in the abpve expressions represent
the groupings o f t h e coefficients o f differential
equations ( 4 ) as follows:
//Ho + c
0 id,/ -1- c
F.
(8)
S + C.

In this form, the numerical solution o f the coupled
equations ( 4 ) can be carried out quite convenient-
ly. First, the values o f all the coefficients o f equa-
tions ( 4 ) are listed, then groupings o f those shown
by equations ( 8 ) are computed, then the complex
amplitudes ( 6 ) arid ( 7 ) , and f r o m these, finally,
the absolute amplitudes Z . and H „ and the phase
lag angles a n d —13 o f heave a n d p i t c h , r e -
spectively, are computed.
Eratuation o f Coefficients
The solution o f the coupled equations o f motion
(4) is shown above to be quite simple and suitable
for the analysis of ship motions. The practical value
of the calculations hinges now entirely on whether
it is possible t o estimate the values o f the various
coefficients o f equations ( 4 ) . T h e simplest and
most definite coefficients w i l l be treated first: t h e
restoring force and moment coefficients c and C
and the cross-coupling coefficients c and E due to
changes o f displacement in pitch and heave. A l l o f
these a r e i n r e a l i t y quite nonlinear, b u t w i t h a
linearizing assumption t h e y are computed on the
basis o f the waterplane offsets y as follows:
• I.12
2.(2g 1
–z I
- • 1,12
1.12
•( ) a
C — (91 • ( ( ) . V )
- • 1.12
(9)
-1 1,12
9
e velocity.
I ( 0 X ) t I V
•. 1 , 1 2
2eg dv
In the above, x is the distance from the midship
section, y denotes the half-breadth o f the water-
plane a t a given x , and equations ( 4 ) define the
motion as t h a t o f translation o f t h e center o f
gravity in heave, and the rotation of the ship about
it i n pitch. T h e usual small displacement o f the
C.G. f r o m t h e midship section w i l l be neglected
here f o r simplicity, and the origin o f coordinates
-:-- 0 w i l l be taken a t the midship section. T h e
quantity (ig is the weight o f water per cubic foot.
The arbitrarily assumed displacements a n d (9 are
shown only f o r completeness of form, but in practi-
cal computations they call be taken as unity, so that
the integrand has the general form of yx" IX, where
it = 0 , 1 , o r 2. Following the usual practice i n
displacement calculations, t h e integration can be
readily performed by Simpson's rule.
- V o l . 2 - N o . t; 1 9 5 5
83
In the case of the 5-ft. model of D.T.M.B. Series
60, with a block coefficient o f 0.60, the evaluation
of the above integrals gives
c = 146 lb. per f o o t o f heaving displacement
C = 202 f t . - l b . p e r r a d i a n o f p i t c h i n g d i s -
placement
c — E = - —28 l b . p e r radian o r f t . - l b . p e r
foot o f displacement.
Next i n order o f simplicity are the mass coef-
ficients a and A . Here, a = i n 1 + k , ) , and A =
=J 1 + ) , where in and I arc the mass and
the longitudinal moment o f inertia o f a ship, re-
spectively, and k,, and k. o a r e the coefficients o f
added mass o f entrained w a t e r o r accession t o
inertia. Following the common practice, these are
assumed on the basis of comparison with submerged
ellipsoids, and i n t h e present w o r k were actually
read f r o m the charts given i n the Weinblum and
St. Denis S.N.A.M.E. paper of 1950 [Reference 6].
A t this point, i t is well t o remember t h a t t h e
natural angular frequencies o f oscillation o f a ship
in still water are given b y the expressions
anti =
m (1 + k,) (1 k e )
( 10)
Since the restoring force and moment coefficients
are known f r o m equations ( 9 ) , the correctness o f
the assumed coefficients o f accession to inertia can
be verified b y comparison o f the computed and
experimentally observed natural periods. The cor-
relation ill this case was found to be very good, and
appears t o b e independent o f m o d e l f o r w a r d
Next are the four coefficients b, B, I , and D o f
the terms Which are dependent On the velocity o f
motion. The basic building block i n evaluating all
of these is tile expression derived b y St. Denis i n
his 195 l S.N.A.M.F. paper [Reference :
u!,) sin ' ( k y )
N ) I I )
Where
N (x) i s the force acting on a unit length o f a
prismatic floating b o d y d u e t o a u n i t
heaving velocity, t h i s expression was
derived bv considering the dissipation o f
energy ill plane waves caused by the -
ing oscillations of a prismatic body ,4 the
beam 2 i and the mean draft a (here, the
frequency o f oscillation i s equal t o the
frequency o f encounter w i t h t h e sea
waves);
is the offset a t the load waterline ( a
function o f
is wave number 2.7
84
is the length o f the waves generated b y
the ship's oscillation o f circular frequen-
cy, (,);
is the mean depth o f the section o f the
ship considered, ( s e c t i o n a l area), 2y.
Various coefficients f o r the entire ship are now
evaluated b y the strip theory method i n which i t
is assumed t h a t each element o f ship length acts
independently' o f the adjacent ones, as though i t
were a p a r t o f an infinitely l o n g prismatic body.
The contribution o f all elements are then integrated
by Simpson's rule. The simple integrals are:
b I N( ( I v ( 1
in lb. per f t . sec. o f heaving velocity,
1,12
B = I N ( ).v d x ( 1
- - 142
in ft.-lb. per rad. sec. o f pitching velocity,
! 1,12
d = D = / N ( x ) . v tLv ( 1
— 1,12
in lb. per rad.. sec. of pitching velocity', H,
and in ft.-lb. per f t . 'sec. o f heaving velo-
city,
The curves representing the computed values o f
the above integrals plotted vs. circular frequency
of encounter, ,,,, are given on Figure 1.
▪ 2
▪N ' J I
f-T t t
a 7 6 , 9 / 0 //
C e ? ? . / E / l e
Fig. I ( : o m p u l e d r o e ' I icieol, I r r i n i I . 13(1) , 1 and
requend I t r a t c c m - o n nler - w r i t , 6 0 , Q e m
In t h e case o f the coefficient b , the largest part
of its value is contributed b y t h e middle p a r t o f
the ship's length i n w h i c h t h e w a t e r f l o w i t n o t
too different f r o m t h a t o f a long prismatic body.
Whatever small deficiency o f force results from the
cross f l o w f r o m one ship section t o a v e r y similar
neighboring one is compensated f o r by the addition
of a viscous or eddvmaking force resulting from the
water flow around the bilges. The coefficient b can
therefore be assumed to be correctly represented by
t he integral ( 12).
In the case of the integral ( 1 3 ) , f o r the moment
coefficient B , a d i ff e r e n t situation exists. T h e
largest part o f the contribution to the value of this
integral comes from sections at the ends of the ship
where the true three-dimensional f l o w differs con-
siderably from the two-dimensional flow postulated
by' equation ( I I ) and by the integral ( 1 3 ) ; there-
fore, t h e true value o f the coefficient B must be
much smaller than t h a t indicated by' the •integral.
The exact three-dimensional solution is available ill
the case of an elongated submerged spheroid [Refer-
2 )
ences 8 and 9 I, and comparison o f it with the strip
theory integral ( 1 3 ) indicates that one-half of the
'al ue o f the latter must be used. I t is assumed i n
the present work t h a t the same factor o f one-half
3 ) will also be applicable in the case o f surface ships.
• Integral ( 1 4 ) f o r the cross-coupling coefficients
d and D contains x ill the first power in the inte-
grand as against zero power for b, and square for B.
It w i l l b e assumed, therefore, t h a t 7 5 Ye o f t h e
4 ) calculated value o f the integral ( 1 4 ) is t o be used
as compared t o 100 (/'; a n d 50 (/1( f o r b and B., re-
spectively. I t w i l l later be shown that, w i t h these
assumptions, there is very good correlation between
the corn puted and experimentally measured ampli-
tudes o f ship motions.
T h r 1'orcin,f4 Flinclious
It remains now to consider the forcing functions
on the right-hand side o f equations ( 4 ) , which, in
the case o f heave, f o r instance, are equivalent t o
the right-hand side o f equation ( 3 ) . The first t w o
terms o f equation ( 3 ) , due to displacement changes
and changes o f pressure gradient, comprising the
"Fronde-Kt-doff hypothesis'', are readily calculable
by t h e familiar methods o f buoyancy calculation.
It is believed t h a t the other t w o terms can also be
computed by' methods indicated i n t h e St. Denis
S.N.A.M.F. paper o f 1951 1 Reference 7 ] , b u t this
work has not yet been done. Instead, the entire forc-
ing function was measured experimentally b y sup-
porting a restrained model i n the towing tank b y
/2
means o f dynamometers having small deflections,
since the first part o f the problem is defined as that
IS.
of verifying the correctness of the MC Of the coupled
, 5 - m e a d
equations ( 4 ) , and o f the evaluation o f their coef-
ficients. Suffice i t to say' here that the total heaving
force was found t o be o f the order o f SO r/c, and
the total pitching moment o f the order o f 75 ',/1(
of those computed o n t h e basis o f t h e Froude-
K riloff hypothesis. T h e measurement o f these
forcing functions was made under the sponsorship
of the H - 7 panel o f the S . N . A . M . I . ; t h e prelim-
inary data are given in Reference
 85

Comparison o f Calculations w i t h Experimental /.6

Results CAL Ctit A 7E0
– — + — /1-/ / T T E S T
— o — ,07-NB, TEST 1 • -----°r-----
1.2
So far, the calculations have been applied to one •
model of D.T.M.B. Series 60, having a 0.60 block
[Reference 11], at one wave length equal to the IMErAir
model length and a height of 1/48 of its length.
06 =RIM '111=
Since this is the wave height chosen by the Inter-
k 0.4 E N T I I I I M I
national Conference on Ship Hydrodynamics f o r
comparative tests of models in many tanks, a large
amount o f experimental data should soon become
available for comparison with theoretical calcula-
•••4 02

0
PP'
III / 5 2 0 2.5
I 3.0
A/00EZ S P E E D /-77/1A-c.
tions. F o u r American laboratories have kindly
Fig. 3. H e a r i n g o f series 6 0 , 0.60 block, parent model ft. long
furnished their test data to the authors. Figure 2 I,: 5 f t . X 1.25 i n . wares
shows the computed curve of pitch amplitudes, and
/0 however, that a shift of resonance to a lower speed
CALCULATED
AZ I. T T E S T
will be generally found as in the present case.
arm's TEST D Figure 3 shows a similar correlation for heaving
amplitudes. I t can be seen that the disagreement of
the experimentally measured heave, even i n the
4so case of the t w o laboratories having the closest
agreement of data, is very large, and therefore a
complete verification o f the computational p r o -
cedure is not possible. Nevertheless, good agreement
3 as to the order of magnitude o f the maximum
heaving amplitude i s evident, as well as general
similarity of the shapes of the computed and ex-
1
perimental curves. The experimental data indicate,
00 as 2.0 30
however, the shift of the apparent resonance i n
Afoz7z-z spEes, PT/SEC heave to a much higher speed, i.e., in the direction
Fig. 2 . P i t c h i n g o f 3cries 6 0 , 0.60 bloc/c parent model 5 f t . l o n g
opposite that of the pitching resonance. The com-
in 5 P. X 1.25 i n . waves puted curves show correctly the direction of the
trend i n separating the speeds o f apparent r e -
sonances in pitching and i n heaving, but fail to
the experimental data of the two laboratories which
were most consistent both with each other and with show the shift of heaving resonance to such a high
speed as is shown experimentally.
the computed curve. I t will be observed that good Figure 4 shows the phase relationships. The upper
agreement is obtained throughout the speed range
part of the Figure indicates the phase lags of the
from zero to a speedlength ratio of nearly 1.0. This
good correlation throughout the speed range can
be taken as a confirmation of the validity of the /60

computation o f the coefficients o f the velocity /40 R a d

terms shown in Figure 1, as well as the application 110"°-
/20
of correction factors o f 1.0, 0.75, and 0.50 for 0/ 0
er
coefficients /), et and D, and B, respectively.
SO
P i Tc AI A
A peculiar feature of the experimental data, the
occurrence of the maximum amplitude of pitch at
•
60

very low speed, is also confirmed by the calculated

curve. The natural period of the model oscillation
40
P i P r REA,
d r
in pitch indicates the resonant speed to be at about 'c 0
20
UIII.
1.8 ft. sec., whereas the apparent resonance of the
actual motion is shown to be at about 1.5 ft./sec. 4 . /00
, , 111
This shift of the apparent resonance t o a lower N

speed is now seen to be the effect o f the cross- 60

coupling coefficients d, D, c, and E. A different 40
i
amount, and possibly a different direction of shift, 0 0.5 /0 /3- 20 25 30 3.5
N O DEL 5.z3Z-E0 Fr/sec
can be expected with different values of these coef-
ficients for another hull. The usual characteristics
Fig. 4. Computed phase relationships of series 60, 0.60 block, parent
of conventional ship forms makes one expect, model 5 f t . long in 5 f t . X 1.25 in. !caves

I . S . P. - V o l . 2 - N o . 6 - 1955
86
heave a n d p i t c h amplitudes with respect t o the
amplitudes o f heaving force and moment. T h e
maximum heaving force occurs when the wave
crest is close to the midship section. The maximum
amplitude o f heave, however, is delayed until the
wave crest rolls further aft. For instance, at the
time of apparent resonance in heave, at a speed of
1.8 ft., 'sec., the phase lag is 90c; i n the present
case, this is equivalent to 1/4 o f the ship's length.
The maximum height o f the heaving motion will
therefore occur when the wave crest is at Station
15, and the following wave through is at Station 5.
The lower part o f Figure 4 shows t h e l a g o f
heaving amplitudes with respect to pitching ampli-
tude. The experimental data on phase relationships
are not yet available, but some preliminary infor-
mation indicates that the low value of this lag at
low speed is found experimentally also. I t can be
added here that, in the past, few experimental data
on ship motions have been published, and then
often only i n the form o f heaving and pitching
data separately, without any information on the
phase relationship between the two. I n such form,
the information given does not describe completely
the ship motions, and does not permit the deriva-
tion of other properties of motion, as, for instance,
the vertical acceleration a t the bow o r stern. I n
order to completely describe the motion, all three
quantities — the amplitudes of heave and of pitch,
and the phase relationship between the two, are
necessary. These three quantities will describe the
absolute motion o f a ship, b u t they still do not
permit judgment o f the degree o f bow o r stern
immersion. For this purpose, it is necessary to relate
the ship motion to the wave motion by giving these
phase relationships also, as shown by the computed
ones in the upper part of Figure 4.
A question can be asked at this stage as to what
has been gained by the use of the coupled equations
of motion a s compared t o the simpler separate
equations for pitch and heave. I t has already been
mentioned that coupling has brought the calculated
resonance in pitch t o a lower speed, correctly re-
presenting t h e experimental data. Comparative
coupled and uncoupled calculations were made at
one speed of 2.1 ft.., sec., which is somewhat above
the uncoupled resonance speed, with the following
results:
Computed f r o m
per 'nein al
Uncoupled C o u p l e d Val tics
Equations E q uations
Heave Amplitude 0.42 in. 1.1 i n . about 1.15 in.
Pitch A m p l i t u d e 10.9 6 . 2 a b o u t 6.3
The high damping in heave and small magnitude
of the measured heaving force indicate a very small
heaving amplitude, i f computed as uncoupled
motion, leaving the large experimental heave utterly
unexplainable. O n the other hand, low damping
and high exciting pitching moment tend to give an
exaggerated pitching motion when calculated i n
the single mode. The effect of taking the coupling
into account is to hold down the pitching and to
increase the heaving, thus bringing both to a much
better correlation with the experimental data.
It is interesting to note here that in all cases of
previously published calculations o f ship motions,
such as those o f Kriloff i n 1898 [Reference 3],
Hazen and Nim [Reference 4] and Bull [Reference
5], no experimental verifications of the calculations
are made. The indicated pitching motions, however,
appear b y examination t o be exaggerated. This
exaggeration is now seen to be the result of two
factors: the use of the Froude-Kriloff hypothesis
leads to exaggerated values o f forcing functions,
and the use of uncoupled equations likewise tends
to exaggerate the pitching amplitude. I n the case
of the St. Denis paper of 1951 [Reference 7], the
calculated amplitudes do not appear to be abnormal.
In the Introduction to that paper, it is stated that
the Froude-Kriloff hypothesis was used, b u t i n
reality, in the development of the paper, all terms
of equations (2) and (3) of the present work were
taken into account. Hence, the exaggeration o f
forcing functions was probably avoided. The ex-
aggeration o f the pitch due t o the use o f the
uncoupled equation of motion was likewise balanced
by not considering the reduction o f the damping
coefficient B due t o three-dimensional flow. I n
fact, the assumed damping was effectively taken
as double the probable actual one. However, since
no experimental check was available i n this case
either, a more detailed discussion is not possible.
It must be clear from what has been said above
that a verification of a theory at one test speed for
either pitch or heave alone is quite meaningless. I f
a theory is to be valid, i t must show a reasonable
agreement i n p i t c h a n d heave simultaneously
throughout the entire practical speed range. I f this
stringent requirement is fulfilled, as i t appears to
be in the present case, the agreement can hardly
be called fortuitous, and can be accepted as a valid
verification. Further verification is needed in the
present case f o r waves o f other lengths and f o r
ships of other forms, but at the moment it appears
that a practical engineering tool is near at hand
for the prediction o f ship motions on the basis of
ship hull geometry, and a known or specified sea
of simple form. 'File extension to irregular seas will
be discussed in the second part of this paper.

Concluding Remarks
In concluding the first section o f this paper,
the bearing of the theory on the interpretation of
experiments can be briefly discussed. Theoretical
calculations indicate that the effect of the heave
and pitch coupling is to bold down the pitching
amplitudes, or it may be thought of as effectively
increasing the damping i n pitch. This makes the
pitching motions less sensitive to odd disturbances,
and, indeed, the experimental pitching data are
found t o be reasonably consistent. O n the other
hand, the effect of coupling is to increase heaving
amplitudes, i.e., effectively, to decrease the damping
in heave, making it much more sensitive to unfore-
seen excitations. I n fact, t h e experimental dis-
crepancy in the heave data, even between the labo-
ratories having the best agreement, is disappoint-
ingly high.
So f a r, only, t h e coupling between pitch and
heave has been considered theoretically. I t is ex-
tremely desirable to consider the entire motion in
a plane o f symmetry, i.e., surge as well as heave
and pitch, and particularly to investigate the effects
of surge coupling and of variation in test conditions
in regard to surging motion. This will indicate to
what extent i t is necessary to provide the correct
freedom i n surge i n laboratory tests. A t present,
although efforts have been made to have the test
conditions correct with respect to heave and pitch,
apparently no control is exercised as to the masses
involved in surging motion. I t would be of interest
to check, both experimentally and by calculation,
the extent t o which this may affect the heaving
motion, in which the discrepancies are most con-
spicuous.
Part I I
Theoretical and experimental investigation o f ship
motions i n irregular, long-crested seas
Impm-lance o f Irregular Waves
It is generally recognized that regular waves of
the type discussed in Part I of this paper are not
representative of actual storm seas, although they
may approximate a smooth regular swell. Of course,
swell conditions are often encountered at sea after
a storm has passed o r as the result o f a distant
storm; t h e y arc more common on some o f the
ocean routes than on others. But the problem which
is usually more serious, and certainly more difficult,
is that of ship motions in storm seas while a strong
wavegenerating wind is blowing. The sea is then
characterized b y great apparent irregularity, i n -
cessant change of appearance, and by the fact that
waves are "short-crested'', i.e. looking along a crest,
one may see that i t seems to disappear at a short
- Vo l . 2 - N o . 6 - 1955
87
distance, perhaps in a hollow of another wave. The
motion o f a ship i n such a sea likewise is quite
irregular, w i t h pitching, rolling, yawing, etc. all
combined. Concentrating on pitching, for example,
the continually changing apparent periods, lengths,
and heights o f the waves result i n continually
fluctuating periods and amplitudes o f pitching.
Thus, it is clear that the use of average waves for
the study of motions is inadequate, and the present
knowledge o f behavior i n regular waves i s n o t
directly applicable to the problem o f motions i n
irregular storm seas.
A very promising approach to the irregular sea
motion problem has been set forth by St. Denis and
Pierson ill Reference 12, and in the work of Fuchs
and MacCamy [Reference 13]. The essential idea
is that motions in irregular waves can be accounted
for on the basis of motions in regular waves of a
variety of lengths. It is first shown that the irregu-
lar surface o f the ocean i n a storm can be con-
sidered as t h e combined effect o f a n infinite
number of component waves o f different length,
height, and direction. The hypothesis is then ad-
vanced that ship responses to such irregular waves
in pitch, heave, roll, etc. may be considered as the
sum o f the responses t o each o f the component
waves. This means that studies o f regular waves
become more, rather than less, important than i n
the past.
The theory has far-reaching consequences, for,
if confirmed, i t means f o r one thing that when
satisfactory analytical solutions for ship motions in
regular waves are obtained, they may be applied at
once to obtaining the complete analytical solution
of the irregular sea case. However, this goal is not
within immediate possibility o f achievement. A
second consequence i s o f more immediate i m -
portance: t h e possibility o f obtaining t h e ship
responses to regular waves experimentally, and ap-
plying them to the irregular wave problem without
waiting for the complete analytical solution. I t is
this second aspect that will be considered here.
To start with, it must be realized that successful
completion of any research requires a certain simpli-
fication of the problem. On the one hand, it must
be stripped of unimportant elements, so that atten-
tion can be concentrated on tile most significant
features, and on the other hand, certain important
features must be segregated for investigation first,
independently o f t h e others. F o r t h e present
problem, the complete ship motion i s separated
into the three component rotations o f pitch, roll,
and yaw, and the three translations of heave, sway,
and surge. Experience with ship motion studies -
as well as with comparable work i n aeronautical
engineering — has shown that i t is feasible t o
segregate the three motions in the plane of sym-
metry — heave, pitch, and surge - and t o i n -
88
vestigate these first, postponing the study o f all
six until later. Physically, this means that motions
in head or following seas can be investigated inde-
pendently of motions in waves of other directions.
This is clear enough in a regular wave or swell, but
in the case of an irregular sea, it implies the further
assumption that all irregularity i n the transverse
direction is neglected. I n short, t h e problem i s
considered as being completely two-dimensional.
This t y p e o f two-dimensional, o r long-crested,
irregular sea will be further discussed later. Suffice
it to say at this point that the current development
of the analytical and experimental techniques for
ship motion studies is not yet adequate to deal with
the problem satisfactorily unless so simplified o r
limited.
Characterizing the Ocean Surface
The question o f ship motions i n irregular seas
leads first t o the problem o f characterizing t h e
complex surface pattern o f the ocean. I t is com-
paratively easy to create a completely confused sea
in the model tank, and this has been done by the
use of baffles, allowing reflections from the ends
and sides of the tank, and by introducing irregular
paddle motions. None i f these methods is desirable,
for the resulting confusion is not like the irregu-
larity of the sea, and it is not subject to satisfactory
analysis or repetition.
The significance o f recent w o r k i n physical
oceanography [Reference 14] is that the confusion
of a storm sea is found to be more apparent than
real and that the application of statistical methods
can b r i n g a certain degree o f order out of the
apparent chaos. These methods received their initial
impetus f r o m the need during the last war f o r
( b ) SWELL
l'ig• 5 a l o Ill
predicting surf conditions at landing beaches. Work
has been continued in the United States under the
sponsorship o f the Beach Erosion Board and the
Office of Naval Research, leading to the extension
of the knowledge and techniques for application to
ship motion problems [see Reference 12].
Sample records o f the ocean surface at a fixed
point are shown i n Figure 5 . Such records are
obtainable from a pressure recorder on the bottom
in shallow water, for example, or by means of a
long floating " w a v e pole" i n deep water, with
instruments f o r recording the water elevation in
relation to it. The first record (a) is typical of the
sea surface i n a storm area, where the wind has
been blowing for some length of time. I t is charac-
terized by an appearance of great irregularity and
confusion, with wide fluctuations in the intervals
between crests and in the wave heights. Record (b)
is typical of a "swell", the sea surface after a storm
has passed or at some distance from a storm. I t is
irregular, but not nearly so irregular as the other
record.
Both records of Figure 5 - even the apparently
chaotic first one — are found to be amenable to
analysis statistically because o f a very important
observed fact. To explain this fact, the record is
first marked o f f at equal small intervals o f time,
as shown in Figure 5, and the deviations o f the
point f r o m t h e average line are classified and
plotted on the basis of frequency of occurence. I t
is found then that the result is very close t o a
typical "normal" o r Gaussian distribution curve,
as shown in Figure 6. The distribution curves will
be different for different wave records, but they
are always found t o be very close to the typical
shape. Starting from this important characteristic
of ocean wave records, Pierson [Reference 14] has
r e t "1.1 1 , , , 1 1'miil
 89

position of one of the narrow rectangles along the

+ R O / l / T S O B TAW I E D " R O N .4NAZYS/S
ordinate scale of frequencies, co (or period, T), and
the amplitude of each component is given by the
square root o f the area o f the same rectangle.
Figure 7(b) shows the 14 components correspond-
/YORAML P/STR/Z31/170/1
(-4/RYE
ing to each o f the rectangles — the "corrugated
plates" previously mentioned. Summing u p t h e
heights of these components at successive instants
will give a typical wave pattern similar to Figure
5 (a). The greater the number of components taken,
the more exactly will the pattern approximate a
possible ocean wave record. However, no two re-
cords — either artificial o r real — will ever be
S C A U E O F D E V 1 4 7 7 0 / Y S O F R 0 / M 7 S O h ' R E C O R D T A OA, R E 4 / Y
exactly alike, even though their statistical properties
may be identical.
Fig. 6. Scale of deflations o f points on record from mean Thus, the apparent irregularity of the sea and of
Note: T h i s graph was prepared f r o m data given i n R e f . 1 4 , based ship motions in it may be considered simply to be
on 200 points i n a 2 - m i n . record obtained f r o m a pressure- the sum of a very large number of regular waves
type wave recorder.
and motions superimposed.
The energy spectrum is different from the ideal,
found that the sea surface can be represented as an however, i f the wind has not blown long enough
infinite number of infinitesimal sine waves super- for the sea to be fully developed, or if the open sea
imposed in random fashion, so that all of the crests distance or "fetch" over which the wind has blown
never coincide. As a practical matter, the elevation is limited. The spectrum grows from the high fre-
at any instant may be considered as the sum o f quency end, and, i n incomplete form, i t would
points on a large number — instead of an infinite terminate at some frequency — say (o, in Figure 7
number — of sine waves of very small amplitude. — determined b y the duration or fetch. Hence,
This picture may be visualized by assuming a large the spectrum o f a simple storm appears t o be a
number of corrugated plates, each with a different fairly definite function of wind velocity, duration,
sized corrugation, stacked on top of one another. and fetch.
The composite wave pattern can then be obtained So far, no mention has been made of the direction
by adding the heights of the points on the plates of motion of the waves. Actually, it appears that
vertically i n line. Each o f the component waves the wave components are not all travelling in the
possesses the well-known characteristics o f simple same direction — as a result of fluctuations in the
surface waves whereby the wave is completely storm winds which created them; that is, the cor-
specified b y i t s frequency ( o r period) and i t s rugated plates previously mentioned lie at different
height, since wave length and velocity are known angles to one another. This results in the character-
functions of frequency (or period). However, these istic "short crestedness" o f ocean storm waves in
component waves are not directly visible in a sea- a direction at right angles to their motion. How-
way o r a record; they can be found only by a ever, i t is believed that the directions of most o f
rather complicated analytical method. the components lie within 3 0 ' o f that o f the
dominant crests — when the disturbance created by
The frequencies o r periods o f the component
a single storm is considered. The theoretical form
waves and their relative importance in an actual of three-dimensional spectra has been tentatively
wave record are described by the "energy spectrum"
worked out, thus permitting the mathematical re-
of the seaway. For the case of a reasonably steady
wind blowing over an initially calm sea for a suf- presentation of the sea surface over an area as well
as at a fixed point [see Reference 12].
ficient length of time in the open ocean, Neumann
[Reference 15 ] has obtained a mathematical ex- The work discussed has dealt entirely with an
pression f o r this spectrum, which can be worked idealized spectrum o f a single, simple storm. A n
out f o r a n y desired w i n d velocity. A typical actual sea spectrum may be much less smooth and
example is shown i n Figure 7(a), i n which the regular than the spectrum shown in Figure 7. Many
curve simply indicates the relative amplitudes or more observations a t sea are needed, using the
heights o f the many wave components present in statistical theory as the basis f o r analyzing the
a typical ideal seaway. I n this Figure, i t is shown resulting data. Meanwhile, the idealized spectrum
how the wave pattern is approximated by taking appears t o be quite satisfactory f o r the present
the sum of say 14 component waves, neglecting the analytical and experimental work. Even though
low waves at each end. The frequency, and hence actual storms may differ somewhat, they will cer-
length, o f each component is indicated b y the tainly be of the same general character.

I . S . P. - V o l . 2 - N o . 6 - 1955
90

C4i2 a i 3 6614 W 3 - (416 1 7 C I - ) el t • 6 4 1 / 0 C'')/ w i e c ( - 1 / 3 (A--1/4

S c A L E o r F R E CP C167YC U . / = 2 r

( C O A f r O V E N 7- h / / 11E-5.

E 1 Y 6 71/ o r 7 C-1/ 5 : / 2 7- 2 = 2,90A,J2 f/L-/G//r-

C.c./

6.4
e.4_19 ---
-

6c1//

(A-j/2

C'j/3

641//,

SC o r 7-1/VE O R D / 5 7 - 4 NCL-

Fig. 7 T y p i c a l energy spectrum - showing approximation b y a i n i t c sum of ,oni pone,' i‘

 91

Significance o f Short-Crestedness form given i n Reference 12 f o r an ideal short-

crested sea. This was done by assuming the short-
I f the study is limited first to the symmetrical
motions o f pitch, heave, and surge, as discussed crested sea_ to be made up of groups of components
differing from each other by headings of ] 0'. The
above, the next step is to determine how important spectrum for all components at each different angle
the characteristic o f short-crestedness i s t o the
was then calculated, corrected f o r the effect o f
present problem. Short-crested beam seas, contain- speed on frequency o f encounter, and integrated
ing components o f many different directions, by equation 1.23 o f Reference 12. The result is
obviously produce greater longitudinal forces and also plotted in Figure 8.
moments than long-crested seas, no matter how
irregular, if parallel to the ship's course. Hence, for It may be seen that the difference between the
this case, short-crestedness is very important. As the two spectra for a moving point is very small, and
ship's heading is shifted more and more toward right hence the use of a long-crested sea for experimental
angles t o the dominant direction o f the sea, the and analytical work on symmetrical motions is cer-
effects o f the variation i n direction w i l l become tainly justified. As a matter of fact, the two curves
less and less. I n order to determine exactly what could be made practically to coincide by using a
the effect would be in a typical case of a head sea, fictitious wind velocity f o r the long-crested sea
some calculations were carried out on the basis of somewhat higher than the specified 30 knots. This
the three-dimensional spectrum given i n Refer- would give a sea almost exactly equivalent to the
ence 12. The results are shown in Figure 8. short-crested sea, insofar as the spectrum is con-
cerned. This refinement, however, is hardly neces-
sary in view of the degree of accuracy with which
sea spectra are known.
SPECTRA A T P O I N T

IDEA. S TO R M SPECTRUM A r
MOVING A T 1 5 / u y o r s
INTO W I N O
It is important also t o consider wave lengths
FIXED P O I 11 T, 3 0 K N O T Wit10
(NEUMAI111,REFERENCE 1 6 )
t O N G • CRESTED when comparing different irregular seas in relation
SHORT-CRESTED to ship motions. The spectrum characterizes the
periods and heights of component waves, but great
care is required to obtain information regarding the
lengths of the component waves. The difficulty is
that periods or frequencies are changed by move-
ment o f the point o f observation, b u t effective
L
02 0 , 2 0 , 4 0 . 5 0 . 6 0 , 7 0 . 6 ' 0 . 9 1 . 0 12 wave lengths are changed only by differences in
w = 2 IT
direction. 'When a ship encounters a short-crested
head sea, the effective length ( i n relation to sym-
H . 8 . C o i n parison o f p o w e r spectra f i r e d a n d 17107 ing points
in long- and short -crested seas
metrical ship motions) o f each component wave is
the actual length divided by the cosine of the angle
between its direction and that of the ship. Hence,
One of the curves in Figure 8 shows Neumann's it is clear that the average length of a short-crested
ideal storm spectrum at a fixed point, correspond- head sea must be somewhat longer than that of a
ing t o a 30-knot wind [Reference 16]. When long-crested sea having the same spectrum at a fixed
taking a record at a fixed point, it makes no dif- point, i t would be possible to work out the average
ference whether o r not a long- o r short-crested wave length for the long- and short-crested seas,
sea produced the record. However, a ship MONTS but it will suffice to note in this case that if a some-
through the sea, and therefore i t is convenient to what higher fictitious wind velocity were assumed
consider the spectrum which would be recorded at in order t o bring about agreement between the
a moving point. In this case, it does make a differ- two spectra in Figure 8, then, at the same time,
ence whether or not the sea is long- or short-crested. the average wave lengths would_ be brought into
The spectrum for the long-crested case is obtained closer agreement. In the case of following seas, on
by shifting points on the original spectrum so as to the contrary, the corrections to spectrum and to
correct for the period of encounter. The spectrum wave length work in opposite directions.
corresponding to a point moving at 15 knots in a The significance o f all this is that i f a long-
direction opposite that o f the waves is shown in crested sea is adopted for studies o f symmetrical
Figure 8. To obtain it, values of the relative ampli- motions, a legitimate simplification is obtained and
tude [r(,,))] f o r different values of (,) have simply not merely a rough approximation having n o
been replotted at the (,) value corresponding to the theoretical foundation. I t simplifies both analytical
frequency of encounter. and experimental problems greatly, and opens the
Finally, the corresponding spectrum was deter- way to the possibility of a straightforward verifica-
mined f o r a point moving at 15 knots into the tion and evaluation of the St. Denis-Pierson theory
wind, with a three-dimensional spectrum o f the [Reference 12].

- Vo l . 2 - N o . 6 - 1955
92
0
2[ 3
f
Fig. 9 . P o r t i o n o f record o f irregular l a n k 'Wale
Recorded a t p o i n t o n carriage moving a t 1.42 knots
In simplifying the problem o f ship motions by
neglecting short-crestedness as described above, i t
must not be forgotten that there are conditions of
the sea in which wave directions are very important
to the symmetrical motions. These are cases which
cannot be approximated by a single simple storm,
such as
1. t h e combined effect of two or more storms at
some distance apart;
2. t h e effect o f a storm sea building up on an
existing swell (although, in time, the swell may
be destroyed by the storm wind [Reference 16],
the combined effect may be apparent for some
time);
3. t h e effect of circular storms or sudden shifts of
wind direction [Reference 1 7 ] ; conditions at
the eye of a hurricane, for example, defy ana-
lysis by present methods.
Conditions such as the above can produce very
extreme cases o f short-crestedness, with pyramidal
crests and deep holes. Data o n such conditions
are certainly needed, and the corresponding ship
motions must in due course be studied analytically
and experimentally.
Creating Irregular Long-Crested Wares in a Model
Tank
There are two possible methods o f creating ir-
regular long-crested waves in a model tank. One is
to superimpose a finite number o f components, a
process which becomes increasingly complex as the
number o f components is increased. The other is
to vary continuously the frequency and amplitude
of the wave-generating mechanism. A variation of
the second method looks particularly promising at
S T I L L W AT E R L I N E
the E.T.T. a t the present time. A sample record
of the irregular wave produced is shown in Figure 9.
The analysis of typical experimental records has
shown that the distribution of points at successive
time intervals are very nearly Gaussian, as required,
and that the distribution of apparent periods can,
by suitable control, be made to correspond closely
to the distribution observed a t sea, as given b y
Neumann [Reference 16]. A comparison o f the
period distributions f o r a typical case is given in
Figure 10. "Apparent period" is defined here as the
time between successive crests of the irregular wave
record, which o f course gives no direct indication
of the periods of the component waves. A n energy
spectrum analysis o f a 11/2-minute record is now
being made on the Univac machine at the David
Taylor Model Basin, but it is not yet available.
The irregular wave method being developed at
the F.T.T. is very simple in principle. Use is made
of floats a t the wavemaker end o f the tank to
control wave amplitude, and of a continually vary-
ing paddle frequency to provide a wide range of
wave frequencies. The object is to make the period
of each paddle stroke different, and hence the motor
speed control rheostat is changed manually after
each stroke. O f course, without some control o f
amplitude, the short strokes produce higher waves
than the long ones, and an unrealistic sea results.
By using a light "polarfoam" float, 36 in. long and
4 in. thick, extending the width of the tank, the
heights of all waves less than 36 in. long are reduced
almost to the height of the 36-in. waves. The exact
proportions, number, and ballasting of the floats to
give the best results requires further study, but the
basic idea seems to be sound.
It would undoubtedly be possible to apply the
 93

to
" F U L LY A R I S E N " SEA.
3 5 - KNOT WIND
(NEUMANN,REFERENCE 16)
9 H

E. r T. TA N K No. 1
1 % - Hit RECORD
7

*
SEA T A N K
AVE. -7-- 1,0 Sec. 1 , / Sec.
AVE. HT. 2 . 4 /17 2 , 6 if?
1-----
HIGHEST 4 , 9 / n 4 , 9 //7 .
AVE 7 : .3.4 F T 5 , 2 " - T.
2 ------,L.,,._,,.,,,,,.
* R E D U C E D TO MODEL S C A L E

--,........„.......,„,.........
—

0,6 0.7 1,5 1 . 6 1 7 1 8 1 . 9 210 2,1

00 0 9 1 0 1 1 1 2 1 , 3 _ 1 . 8
APPARENT PERIOD. 7 SEC.

Fig. 1 O. A natysis o f i r r e g u l a r w a r e record, Stevens E . T. T. d i s t r i b u t i o n o f apparent periods

above method t o the operation o f a random-sea
generator, thereby producing a different wave
pattern every time i t is operated. This is not the
aim, however, because an important feature of the
method is that i t appears to lend itself to making
a reproducible sea. T h e objective is t o provide
mechanical-electrical control whereby the wave-
maker w i l l repeat a t w i l l a sequence o f strokes
of approximately 3 minutes' duration. This corre-
sponds to about 30 minutes o f a full-scale ocean
record, which, as indicated b y Pierson's work,
should provide a satisfactory sample f r o m t h e
statistical point o f view [Reference 14]. I f this
reproducibility is successful, i t will permit one or
more wave patterns to be analyzed once and for all,
and thus eliminate the need for multiple analysis of
wave records. I t is also hoped that direct com-
parative tests of different models can be made in
the same wave pattern for either head or following
seas. Of course, a model run in the tank usually
requires much less than 3 minutes, and therefore a
large number of runs will be required in different
parts of the wave pattern.
It must be clear from the first part of this paper,
however, that ship motions are governed by a large
number of characteristics (expressed as coefficients
of the coupled differential equations), and that it
is not probable that the best combination of these
for improved ship performance i n waves can be
obtained b y pure cut-and-try methods. Further
development o f analytical methods will also have
to be pursued for irregular as well as regular seas.
In the irregular case, References 12 and 13 represent
the pioneering work; b u t the first is completely
devoid of experimental verification, while the ex-
perimental part in the second one is rather brief.
It will be necessary, therefore, t o devote a con-
siderable amount o f effort t o the experimental
verification and further analytical development of
the theory of calculating the complex sea motions
from the known ship responses to simple seas.
The experimental application of irregular waves
to the problem of bending moments in a ship model
was described in a recently presented paper by one
of the authors [Reference 18].
The Present N a r y Project at the E.T.T.
The work on irregular waves now being carried
out at the Experimental Towing Tank is being done
under sponsorship o f the Bureau o f Ships, under
the technical cognizance o f t h e David Ta y l o r
Model Basin. Briefly, the project has two aims:
1. t o make a direct comparison of the resistance
and motions of two extreme hull forms in both
regular and irregular long-crested tank waves;
and

I.S.I'. - Vo l . 2 - N o . 6 - 1955
94

2. t o check on analytical methods o f calculating

ship responses t o irregular waves on the basis
of the responses to regular waves of a wide range
of frequencies,
a. b y means of statistical methods (St. Denis-
Pierson, [Reference 12]), and
b. b y point-by-point calculation (Fuchs-Mac-
Gamy [Reference 13 ] ).
It is expected that the statistical study, item 2(a),
will yield the motion spectra and the average and
maximum amplitudes o f motion. The point-by-
64,_ 2 77-
point calculation, item 2 (b), will result in the time r

history of motion in relation to the wave, in order Fig. 1 1. A m pill tide spectra o f m o t i o n ash! p i t c h i n g
to provide a picture of wetness of decks, propeller From Fignre 14 o f Reference 13
emersion, slamming, etc. I t will be noted that the
problem o f ship motions in regular waves, instead ameliorated b y the fact that synchronism occurs
of becoming secondary to the problem o f irregular only with the shorter waves which produce com-
wave motions, now becomes an essential part of it.
paratively small pitching moments.
The simple sea studies provide the necessary building
blocks from which i t is hoped the irregular sea
motion can be constructed. Coii liSiO

Work to date on this project has been on prob- The above considerations suggest that improve-
lems o f instrumentation and background theory, ments in the seakeeping qualities o f ships may be
and therefore there are no concrete results to re- sought in the following directions:
port. However, the indications are that the new 1. Radical shifts of natural frequencies of oscilla-
theory accounts for sea observations in a qualitative tion, in order to avoid synchronism as much as
way. Whichever type o f motion is considered — possible, through modifications t o proportions
for example, rolling or pitching t h e ship seems or weight distribution. I n the case of pitching
to select the resonant frequencies from the broad and heaving, shorter periods are distinctly bene-
band o f frequencies present in the seaway and to ficial in this respect.
respond most violently to them. This is illustrated 2. Changes i n hull form o r the use o f auxiliary
in Figure 11, which is based on t w o Figures i n devices which will reduce motions when reso-
Reference 13. I t can be seen that the calculated nance w i t h certain wave components is un-
response spectrum involves a radical shift o f the avoidable.
sea spectrum, with a peak at the natural pitching 3. Changes i n hull form or the use of auxiliary
frequency. This is confirmed b y sea observations devices which will improve the phase relation-
[Reference 19]. Insofar as pitching is concerned, ship between the waves and the ship motions.
normal ship proportions seem t o be such that, at It is hoped that the work on motions in irregular
ordinary speeds in head seas, ships experience syn- seas being undertaken at the E.T.T. will not only
chronism with the longer wave components, which clarify the theory involved but will shed some light
results in erratic but occasionally violent pitching. directly on the above possible improvements in the
At reduced speeds or hove to, conditions are usually seakeeping qualities of ships.

References
1 Stoker. 1 . f . a n d A . S . Peters: T h e M o t i o n o f a S h i p as a
floating R i g i d B o d y i n a Seaway'', N e w Y o r k U n i v e r s i t y.
1 nstitute o f Mathematical Sciences Report N o . I M M -NYL.1
213, January 1954.
11,141nd, 11. w o Papers o n t h e H y d r o d y n a m i c T h e o r y
of Heaving and Pitching Ship'', Society o f Naval A r c h i t e c t ,
and M a r i n e Engineers • l e c h n i c a l a n d Research B u l l e t i n
No. 1 - 1 2 , A p r i l 1 9 5 3 .
K ritof 1, A . :
a. " A N e w T h e o r y o f t h e P i telling M o t i o n o f Ships o n
Waves a n d o f t h e Stresses Produced b y t h i s M o t i o n .
Transactions o f t h e I n s t i t u t i o n o f N a v a l A r c h i t e c t s ,
Vol. 3 7 , 1 896, p p . 326-3 59.
b. A General T h e o r y o f t h e Oscillations o f a S h i p o n
Waves", a n d O n Stresses Experienced b y a Ship i n a
Seaway'', Transaction,, o f t h e I n s t i t u t i o n o f N a v a l A r c h i -
tects, Vo l . 4 0 , 1898.
4. I la:1•11, I I , I - a n d P. T . N i m N : " C a l c u l a t i o n o f M o t i o n a n d
Stresses o f a P i t c h i n g a n d H e a v i n g S h i p " , Transaction o f
t he Society o f N a v a l A r c h i t e c t s a n d M a r i n e Engineers,
4%, 1940, p p . 94-1
1. ' S . S . O c e a n V u l c a n Sea T r i a l s - ; A p p e n d i x : C a l c u l a t i o n o f
Theoretical B e n d i n g Moments'', A d m i r a l t y S h i p We l d i n g
Committee Report N o . P. 8, pp. 1 34-168, E L M . Stationery
Office, 1 9 5 3 .
6. W I einbl u , a n d M . S i . Denis: O n t i l e Motions o f Ships a t
Sea'', Transactions o f t h e Societ y o f N a v a l Architects and
Marine Engineers, 1950.
7, S t . Denis, N I . : " O n Sustained Sea Speed'', Transactions o f t h e
Society o f N a v a l A r c h i t e c t s a n d M a r i n e Engineers, 1951.
8 1 1 al clock, 1 . homy, T h e Forces o n a Submerged B o d y
Moving U n d e r Waves'', Transactions o f t h e Institution o f
Naval A rchitects, January 1914.

9. C U M W i l l i a m E . :
a. T h e Forces and Moments A c t i n g on a Body Moving i n
an A r b i t r a r y Potential Stream", D a v i d Ta y l o r M o d e l
Basin R e p o r t N o , 7S0, June 1953.
b. " H y d r o d y n a m i c Forces a n d M o m e n t s A c t i n g o n a
Slender B o d y o f Revolution M o v i n g U n d e r a Regular
Train o f Wa v e s " , D a v i d Ta y l o r M o d e l Basin R e p o r t
No. 9 1 0 , December 1954.
10. K o r u i n - K r o u k o r s k y, B . V. : "Progress Report o n Determination
of Forces and Moments Exerted b y Waves o n a Restrained
Ship M o d e l " , Experimental To w i n g Ta n k L e t t e r R e p o r t
No. 5 2 5 , J a n u a r y 1954.
1 1. To d d , F . H . : " S o m e F u r t h e r Experiments o n Single-Screw
Merchant S h i p F o r m s - Series 6 0 " , Transactions o f t h e
Society o f N a v a l A r c h i t e c t s a n d Marine Engineers, 1953.
12. S t . Denis, M a n l e y and W i l l a r d J . Pierson: " O n t h e M o t i o n o f
Ships i n Confused Seas", Transactions o f t h e Society o f
Naval A r c h i t e c t s a n d M a r i n e Engineers, 1953.
13. F u c h s , R . A . a n d R . C . MacCamy: " A Linear Theory o f Ship
Motion i n I r r e g u l a r Wa v e s " , U n i v e r s i t y o f C a l i f o r n i a ,
Institute o f Engineering Research, Te c h . Report Series 61,
Issue 2 , J u l y 1 9 5 3 .
- V o l . 2 - N o . 6 - 1955
95
14. Pierson J r. , W . I . : - A U n i f i e d M a t h e m a t i c a l T h e o r y o f t h e
Analysis Propagation a n d R e f r a c t i o n o f S t o r m Generated
Ocean Surface Waves - Parts I a n d I I " , N e w Yo r k U n i -
versity, Research D i v i s i o n , College o f Engineering, 1 9 5 2 .
15. N e u m a n n , G.: " O n Ocean Wave Spectra and a N e w Method o f
Forecasting Wind-generated Sea", Te c h n i c a l Memorandum
No. 4 3 , Beach E r o s i o n B o a r d , O f f i c e o f t h e C h i e f o f
Engineers, D e p a r t m e n t o f t h e A r m y , U . S . A . , December
1953.
16. Pierson J r. . W . J . . G . Neumann a n d R . W . James: " P r a c t i c a l
Methods f o r Observing a n d Forecasting Ocean Waves b y
Means o f Wa v e Spectra a n d Statistics", N e w Y o r k U n i -
versity, P r o j e c t A R O W A , D e p a r t m e n t o f Meteorology,
July 1953.
17. K e n t , J . L . : " S h i p Propulsion U n d e r Adverse We a t h e r C o n -
ditions", Transactions o f t h e N o r t h East Coast I n s t i t u t i o n
of Engineers a n d Shipbuilders, 1936-37.
IS. L e w i s . E d w a r d V . : " S h i p M o d e l Te s t s t o Determine Bending
Moments i n Waves", Paper presented at the Fall Meeting o f
the Society o f Naval Architects and Marine Engineers, 1954.
19. W i l l i a m s , A . " A n Investigation i n t o the Motions o f Ships a t
Sea", Transactions o f t h e I n s t i t u t i o n o f N a v a l Architects,
1952.