367

THE BEHAVIOUR OF A SHIP IN HEAD WAVES

AT RESTRICTED WATER DEPTHS *
by

Dr. Ir. J. P. HOOFT

Summary

In this paper results will be presented of tests with models sailing in head waves at restricted water depths of 1.875, 2.5 and 3.75
times the ship's draught. Also results will be given of calculated ship motions in deep water. No attention will be paid to ship
motions in shallow water.
A discussion will he given about the influences of the water depth on the ship motions. It will be shown how the ship motions at
restricted water depths can he determined from the ship motions in deep water.

I Introduction been compared with the results of theoretical investiga-

From a point of view of ship motions, three areas can
be distinguished in which large ships sail.
a. Deep water (infinite depth: water depth > 4 times
the draught) where a ship sails at a service speed
which can be influenced by the condition of the
sea
b. Water with restricted or finite depth (4 times the
draught > water depth > approx. 2 times the
draught), where a ship still sails at as large a speed
as possible, during which an influence of the sea
bottom can be noticed.
c. Shallow water (water depth < approx. 2 times the
draught), where the ship speed has to be decreased
to avoid bottom contact due to the ship's velocity
or due to the ship's motions as influenced by
shallow water waves.
With respect to the ship motions in the first and third
area extensive research has already been performed
(see [1], [2], [3]). For the second area, however, little
is known. For this reason an investigation has been
tions.
The model tests have been carried out in the shallow
water basin of the Netherlands Ship Model Basin at
three water depths (1.875, 2.500, 3.750 x draught) in
still water and in regular head waves. The width of
the basin amounts to 15.75 m being about 25 times
the ship's breadth.
2 Description of ship model
The dimensions of the wooden model are given in
Table I. A body plan with the outlines of the bow and
the stern is shown in figure 1. The model 'was fitted
with a stock propeller according to figure 2 and Table
II, a rudder and bilge keels. The bow of the model was
provided with a row of studs to stimulate a turbulent
flow about the hull.
Table I. Particulars of model
designation symbol unit model
29402

performed to determine the behaviour of a ship in Length between perpendiculars 45 to 4.289

waters with finite depth. The results of this investiga- Length on waterline L„.1 m 4.360
tion are given in the present paper. Breadth moulded 0.613
When sailing in areas with restricted water depth, Draft moulded (even keel) T in 0.245

the following will occur. Displacement volume moulded m3 0.5152

Longitudinal centre of
I. The squat and trim will change in comparison to buoyancy abaft of FP FB m 2.037
the values at deep water. Block coefficient CB 0.800
2. The ship motions will change in comparison to the Midship section coefficient Cm 0.994

motions at deep water. Prismatic coefficient Cp 0.805

3. The external loadings on the ship will change in Designed load waterline
coefficient 0.871
comparison with the loadings at deep water.
Centre of gravity above keel KG 0.218
In order to determine these changes tests have been Metacentric height GM m 0.0307
carried out with a model of the "series 60" with a Longitudinal radius of 1.030
gyration for pitching ( = 0.24 x L„)
block coefficient of 0.80. The results of these tests have

Report No. 188 S, Netherlands Ship Research Centre TNO, Delft, the
Netherlands.
368

Fig. 1. Body plan with bow and stern outlines of tested "series 60" model.

PITCH DISTRIBUTION
8.8
76.8
80.4 ....._,
.—j- ._ , __
il 83 3
87 4 I
1 I \
89.4 __.......•meSMmmo...
I 1
at 88.9 I ---i
------__1,,, \
86.6 \
,,, \
85.0
79.3
ma
y -

‘„,„.-
,\ l-----
_, ),i

401
.....1....,„,4
ii 75.6 _ _

G
74.5
ifIn Ai0
„i 4
N cu

7.6 11.8 4.6

1
19.0 19.4

Fig. 2. Propeller model used during self-propulsion tests in still water and waves.

Table II. Propeller data at zero speed. As a result of the passing ship, the
designation symbol unit model fluid particles in the vicinity of the ship's hull are
accelerated from zero to a certain velocity, which
Diameter D mm 119.00
induces, according to Bernoulli, a decrease of the
Pitch at blade tip mm 76.80
mm
pressure resulting in a downward displacement of the
Pitch at 0.7 radius Po.71? 89.40
Pitch at root mm 74.50 vessel. It will be clear that the distribution of the pres-
Pitch ratio Pn.7RID 0.751 sure over the length of the ship generally induces a
Boss-Diameter ratio cl/D 0.173 change of trim of the vessel as well.
Expanded blade area ratio AE/AO 0.463 As the propeller induces an additional velocity field
Number of blades 4 in the vicinity of the aft part of the ship, the mean
sinkage and trim will also be affected by the propulsion
system. A reduction of the underkeel clearance will
3 Squat and trim of ship in still water
constrict the effective channel of flow (blockage effect)
The squat of a ship is defined as the mean sinkage of resulting in a greater velocity of the water particles
the centre of gravity due to the forward speed. The underneath the ship which leads to an increase of
trim is defined as the mean change of longitudinal sinkage.
inclination of the ship with respect to the inclination During the squat tests in still water the vertical
 369

motions at the fore and aft perpendicular were

-CALCULATED ACCORDING TO TUCK
measured with respect to a carriage running above the d/T r 1 875 •
d r WATER DEPTH
self-propelled model. The number of revolutions of d/T o 2 500 +
T r DRAUGHT
the propeller required to propel the model at the d/T . 3 750 A
05
desired speed, was kept constant during a test run. I
I

d/.1. o 1 875
WATER DEPTH 04
d/T . 2 500
T DRAUGHT
d/o. t 3 750 a
>
20

E
E
41
a L9 0 3
La

a.
a.
Pr 5
a

02
•
a
'Etj. 10
kro
0 •

0 o1
~~ 5
cr +
•
A

0
0 01 02 03 04
05 075 10 125 15 20
MODEL SPEED IN rn/sec (Fnd )2 (
V
)
2
vgd
Fig. 3. Relationship between model speed and propeller RPM
for several d/T ratios. Fig. 5. Measured and calculated mean sinkage (squat).

The RPM — speed relationship for the various water

depths is given in figure 3. The model was accelerated -CALCULATED ACCORDING TO TUCK
d/T r 1 875 •
by the carriage and released after the required speed d . WATER DEPTH
d/T r 2 500 +
had been reached. During all tests the model was kept T = DRAUGHT
d/T r 3750 A
on a straight course by means of a "trimming" device 05

which allows the model to move freely in the vertical

plane see figure 4.

04
Pint °grade
Pantograph

nJ A

C
C
O 03
0
ro
Model

a
I-
Fig. 4. Test set-up for squat measurements. A
02

The results of the model tests confirm (especially

for shallower water) the results of the study by Tuck
and Taylor [4] as can be seen from figures 5 and 6 in 01 A -
which the model test results are plotted in comparison +
with the calculations, the equations given by Tuck A .

being used.
•
Tuck and Taylor deal with the problem of a ship 00 01 02 03 4
sailing in an infinite expanse of water in a two- (Fnd )2 (
V
)
2
Vgd
dimensional way. The velocity potential for the flow
around the ship is derived from which the pressure Fig. 6. Measured and calculated trim.
370

decrease is determined. Integration of the vertical From equations (1) and (2) it can easily be seen that
component of the pressure over the ship's hull leads the squat and the trim are proportional to the block
to the change of upward force which can easily be coefficient of the ship and inversely proportional to
translated into a change of sinkage. The same holds the length/breadth ratio and the water depth/draught
true for the trimming moment and consequently the ratio. The good agreement between the theory of
change of trim. Tuck and the measurements seems to demonstrate
From the investigations by Tuck the following the lack of scale effect in the tests. However, it should
equations are obtained: be noted that this theory does not take the induced
The squat (mean sinkage of centre of gravity) can velocities of the propeller into account and assumes
be written as no flow separation at the aft body. Tests reported by
2 Stumpf [6] and Bazilevsky [7] show clearly that during
F (d) V
Imean = — n • C, •• (1) resistance tests (no propeller action) separation of the
V1— FRd) LPP boundary layer occurs.
This separation disappears for the greater part
while (assuming that MLG = M L B) the change of trim during propulsion tests in the range of low advance
satisfies ratios J (heavy propeller loads). Diminishing the
boundary layer separation will generally increase the
0 F2 (d) . . V
Co 3 (2) pressure at the aft body, but due to the extra velocities
1/1— FRd) L pp induced by the screw, the total pressure decreases
in which considerably which was clearly shown by Bazilevsky.
Fn(d) = Froude number based on the water depth = The good agreement between the mean measured
sinkage and the sinkage calculated according to the
vmh/gd
= model speed potential theory will therefore most probably be
Urn
= water depth caused by the prevention of boundary layer separation
d
due to the heavy load of the propeller.
cz., co = dimensionless shape factors of ship's hull
The lack of boundary layer separation was one of
„ the assumptions of the calculations.
21/Lpp dx fd • /3 x) • ,S 4) • log (x —
0 0
cz = (3)
Awi •V 4 Equations of motions of ships in waves

L pp L pp For the present study tests have been performed in

27TL pp f dx f g(Boo •xr • S('0 • log(x — regular head waves. As a consequence the ship motions
co = 0 0 (4) can be described as a combination of pitch and heave,
1„,i • V which can be written in a general way by
in which
L pp = length of ship between perpendiculars (m+azz)i+ bzzi C zz z azoij+b zo0+cthe =
13(x) = breadth of ship on waterline at station x
Soo = area of cross section at station x = Za cos(coet +az )
Awt = waterline area oo+ aeo)0 + NO+ coo° + ao.f +boz 2+co. 0 =
= moment of inertia of waterline area
V = volume of displacement = Ma cos(coet+cro) (5)
MLG = longitudinal metacentric height in which
MLB = height of longitudinal metacentre M L above m = mass of the ship
centre of buoyancy. loo = moment of inertia of ship about the transverse
axis
According to Tuck cz varies between 1.40 and 1.53 aiibii hydrodynamic coefficients of the ship intro-
over a wide range of ship forms of which the value ducing the reaction forces
cz = 1.46 is recommended. When using the value co = = added mass coefficient
I for the calculations of the change of trim a good = damping coefficient
agreement between calculations and model measure- cif = restoring force coefficient (hydrostatic coeffi-
ments was found (Fig. 6). For a better determination cient)
of the cz and co values from the equations (3) and (4) Za = wave excited vertical force
the approximations given by Vermeer [5] are re- M„ = wave excited pitching moment
commended. we = circular frequency of wave encounter
 371

The circular frequency of the waves is defined by w. V = speed of ship

It will be obvious that the ship motion frequencies are = wave direction
equal to the beat frequency of the waves on the moving
ship which is defined by the frequency of encounter. The relationship of (6) is represented in fig. 7 for
Therefore the frequency of the ship motions will be dIT = oo, 3.75, 2.50, 1.875.
indicated further on by co,. In order to analyse the ship motions (see [8]) as a
The relationship between the frequency of encounter response to the wave action it should be noted that
and the wave frequency follows from
1. The ship coefficients au, bu, c1 depend on
—the ship's form
W e = w — I: V COS /1 (6)
—the frequency of oscillation of the ship
in which —the ship speed
K = wave number = 2772 —the water depth

20 20
4 2.500 /T r 1 875
L nn Lno
= 17.5 r 17 5

15

10

Vop
we

21 3 4 5 6 7
\17p71)
w

Fig. 7. Relationship between the wave frequency (w) and frequency of encounter (roe) for several ratios of water
depth (d) and draught (T); wave direction 180' (head waves).
372

2. The wave excited forces and moments depend on
—the ship's form
— the frequency and height of the waves
—the ship speed
—the water depth
—the wave length relative to the ship length
3. The response operator, being the ratio of motion
amplitude to wave amplitude depends on the ratio
of frequency of oscillation of the ship to the
natural frequency of oscillation of the ship: The
natural frequency is defined to be the frequency at
which the total reaction force is minimal or in
other words the frequency at which the ship
motion will be maximal at a given exciting force.
cross section of the ship the local hydrodynamic coeffi-
cients depend on the form of this cross section.
Instead of analyzing the hydrodynamic coefficients
separately the overall effect of the influence of the
frequency of oscillation and the ship speed on the
reaction of the ship to an exciting force will be elab-
orated here by means of computer programmes
developed at the Netherlands Ship Model Basin by
C. Flokstra [10].
Equation (5) can be rewritten as
WzzZ(t) WzO0( t ) = Z(t )
(6)
WOzZ( t) W000(() = M()

in which
5 Hydrodynamic coefficients of the ship
d2
The influences of the ship speed and the frequency of Wmn
oscillation on the hydrodynamic coefficients mentioned = (6mnMm+ amn)dt 2 bum dt cmn
before were discussed extensively by Vugts [I]. Also
the determination of the total hydrodynamic coeffi- When the exciting heave force and pitching moment
cients by integration of the local hydrodynamic coeffi- change sinusoidally in time, equation (6) is transformed
cients over the ship length is mentioned. At a given in

• DJ'

Fig. 8. Uncoupled reaction function A,e72 , of the heave motion Fig. 9. Coupled reaction function 13,(43, of the heave motion
z„e"= to an oscillating vertical force with amplitude Z„ zaen= to an oscillating pitching moment with amplitude
and frequency (,),. M„ and frequency w1,.
 373

V.7.7:00)4- liz0°(c0) = Z Orol - Z •

(7)
:2- el" = A e'''°e'+.8,eipi Ma ioAf
Ca a
VOz z (,0)± V000(10) = M (01)
(9)
= A2ei22 eia:.-± B2e1112 M a eicm
in which Z
yy
Ca Ca Ca

V,,,„ = (6„,„Al „,+ a „1„)(i co) ' + b„,„(iw)+ c,01, in which

= heave amplitude
The solution of equation (7) is 0„ = pitch amplitude
Ca = wave amplitude
V00 7 V ur As = phase difference between heave and wave motion
—
—D (w) E0 = phase difference between pitch and wave motion
(8) Za = amplitude of wave excited heave force
V_ = amplitude of wave excited pitch moment
(w) D (w) Z
D ( w) 0-,. = phase difference between heave force and wave
motion
in which o-m = phase difference between pitch moment and wave
motion
D = Vzz Voo — Voz Vzo
From figures 8, 9, 10 and 11 the reaction functions
From equation (8) the following solution of the heave At e`"', Bi ei P', A 2ela 2 and B2ei fi2 of the ship motions to
and pitch response to waves is found a unit exciting force or moment as a function of the

012
a)
0 14
0 14
0 16
0 16 011
018
0 18
CO 0 20
0 20

.e vpg.2 We LpD
9

Fig. 10. Coupled reaction function il,eia2 of the pitch motion Fig. 11. Uncoupled reaction function B2ei#2 of the pitch motion
0„e'0 to an oscillating vertical force with amplitude Z„ Oaeieo to an oscillating pitching moment with amplitude
and frequency we. M„ and frequency co,.
374

ship speed and the frequency of oscillation we can be

derived.
From these figures the following conclusions can be
CB z 070 THEORETICAL CALCULATION
drawn
070 EXPERIMENT
1. Except for a frequency range around the natural
Tz NATURAL PERIOD OF HEAVE
frequency the uncoupled functions A l e`' (fig. 8)
16
T t : NATURAL PERIOD OF HEAVE
ON DEEP WATER and B2ei132 (fig. 11) are mainly determined by the
frequency of oscillation of the ship (frequency of
encounter) and are independent of the ship's
14 velocity.
2. The natural frequency is hardly influenced by the
ship's velocity.
12
3. At the natural frequency the reaction functions are
influenced by the ship speed. From this it can be
seen that the ship speed does influence the damping
10
of the ship.
15 20 25 30

WATERDEPTH / DRAUGHT Id/T) At changing water depths the hydrodynamic coeffi-

Fig. 12. Influence of water depth on natural period of heave
according to Tasai [9].
cients will change. From ref. [9] the influence of the
water depth on the natural heave period has been
obtained and plotted in figure 12. From this figure it
can be concluded that at water depths larger than

TLF Ve 1rlPC
P q

Fig. 13. Influence of ship speed on wave excited vertical force Fig. 14. Influence of ship speed on wave excited pitching
Z„eztir in deep water; wave direction 180' (head waves). moment M,,e"TM in deep water; wave direction 180'
(head waves).
 375

about two times the draught the influence of the water
depth on the added mass is negligible.
6 Wave-excited forces on the ship
In order to analyse the influences of the ship speed
and the wave frequency on the wave excited forces as
mentioned earlier, the wave excited heave force and
pitching moment acting on the ship model being
studied have been calculated for deep water by means
introduce maximum and minimum values of the wave
excited force and moment. In figure 15 and 16 the
estimated factors f, and f2 for a ship with a cross-
section changing over the length of the ship has been
plotted for different d/T ratios. For such a ship an
equivalent length I has to be taken. In this case for the
"series 60" ship I = 0.854, has been chosen.
d = WATER DEPTH d/T c 1.875 ---

of a computer programme [10]. T c DRAUGHT d/T = 2.500 ---

1-43. c 17 50 /T
d s 3750
The results of these calculations are presented in
0 85 C'3
figures 13 and 14. app

From these Figures it can be found that the tenden-

cies (locations of maximum and minimum values) of
the forces as functions of the wave frequency are not
influenced by the ship's velocity which can be explained
by the fact that these maximum and minimum values
occur at frequencies for which

a. the wave length has a specific value relative to the

ship length
b. the inertia forces cancel the Froude-Krilov force.

Both effects are hardly influenced by the ship's velocity.

However, the maximum and minimum values of the
wave excited force and moment are influenced by the
ship speed. Referring to the frequencies mentioned
under item a. it will be obvious that for a ship with a
constant cross section over the length (1) the total
Fig. 15. Influence of water depth on the factor f1 = { sin (O))/
vertical force on the ship can be found from (10 in which 1 is taken to be 0.854 4.
+1/
Z= $ ,Z;„Idx (10)
- jl
in which
Z4x) = wave force per unit length on a cross section of
the ship located at a distance x of the centre of
the ship
Za' sin (cot — Kx)

From equation (10) one finds

Z = Z 'a .1. sin (cot — k-x)dx = Z„ sin cot (11)

-11
in which

sin 11.- /
Z a Z'a / (12)
IKI
2

In the same way one finds

/ sin (10)1
M„ = Z.:, • • Icos ( ——
itcl

From equation (12) it will be clear that the factors

Fig. 16. Influence of water depth on the factor = i/K/ [cos
1 sin(lid)) (pc!) - {sin &MAW)] in which I is taken to be
= (sin IKOilk/ and f 2 = •icos(10) — —17(71
0.85Lpv.
376

In figure 13 the frequencies at which factor f, in 1. Due to a change of the coefficients and /12 (see
figure 15 becomes zero have been indicated. It can be equation (13) and (14)) the pressure variation
seen that these values correspond well with the fre- (Froude-Krilov force) and the inertia forces will
quencies at which the wave excited vertical forces change the amplitude of the wave excited force at
become minimal. some locations of the ship according to figure 17.
Referring to the frequency mentioned under the 2. Due to a change of the added mass at a changing
above item b the location c of the minimum value in water depth, the inertia force will change (see
figure 13 can be explained by the fact that at a given equation (14)) on account of which the wave
cross section of the ship the wave force per unit length excited force at some locations of the ship will
Z„' (see equation 11) becomes minimal because the change. However, the influence of the waterdepth
wave excited inertia force and the wave excited on the added mass can be neglected when the
Froude-Krilov force cancel each other. These com- water depth is more than two times the draught as
ponents of the total wave excited force per unit length is the case in the present study.
amount to 3. Due to a change of wave length at the same wave
frequency the effective wave excited force will
it i o,g13Ca sin(cot) (13) change at a varying water depth as can be seen
for the Froude-Krilov contribution from figure 15 and 16.

= —p2dzzco2Ca sin(cot) (14) 5

d WATER DEPTH , 875

for the inertia force.
DRAUGHT -2 500 —._

in which •100

= wave number
,c.
z
9e

w = wave circular frequency AMP, ,uoE F

2..0 f3:E PEP LEN3TH
= wave amplitude 5 (.5n k c • T az: ft. Do 5, nn I)
V\ '3 CnSh 9 s•nh rC
T = ship's draught \\\
\\‘, ,• 0 0525
B = ship's breadth
\\\
az, = vertical added mass per unit length •0 50 \\\\\
cosh(d— T) - KT if d 00 \\
= cosh K d —> e
\. \
sinh (d— T) \
\,

112 = sinh x d e — KT if d -4 co -025 \

\

d = water depth

From figure 8 a natural heave frequency of about '3 0

PP
3.1 \,I g IL is found from which also the added mass a22
of the ship is obtained.
Combining equations (13) and (14) it will be found
that in deep water the vertical wave excited force will
Fig. 17. Influence of water depth on the amplitude of the
be minimal at about dimensionless vertical wave excited force per unit
length of the ship.
IM+azz (15)
= coz
a22 7 Motions of a ship in waves at restricted water depth
in which
In figures 18 and 19 the heave and pitch motions of the
toz = natural heave frequency
ship being studied are given for deep water. These
M = mass of ship
motions are a result of the above discussed reaction
For the ship being studied it is found from fig. 13 that and exciting forces (see equations (8) and (9)) as will
be elucidated in the following. From figure 8 it
= 4.35 -./g/L pp follows that he natural heave frequency amounts to
3.1 \ig/L pp rad/sec. For zero speed the dimensionless
From the above given analysis of the wave-excited reaction function at this natural frequency amounts
force it will be obvious that the influence of the water to 4,42 according to figure 8. According to figure 13
depth on the wave excited force is felt in several ways: the dimensionless wave excited force amounts to 0.095
 377

- 10

- 200

- 30

1 Or: 1 00

V V
Fn Fn 51717p

0 0 75 0

0 12 012

0 14 0 14

0 16
0 16
0 18
0 50 0 18 0 50
0 20
0 20

NATURAL HEAVE FREQUENCY

(A1 ZERO SPEED) NATURAL PITCH FREOUENCY
(AT ZERO SPEED)
0 25 025

0
O 2 3 4 5 6 2 3 4 5

dLip wff

Fig. 18. Influence of ship speed on heave response function for Fig. 19. Influence of ship speed on pitch response function for
deep water. deep water.

at the wave frequency of 3.1 \ glL pp rad/sec. The heave 8 Conclusions

response to waves therefore amounts to 0.42 which
corresponds to the peak value at w = 3.1 NigIL„p rad/
sec in figure 18 for zero speed of the ship.
At increasing ship speeds the frequency of encounter
corresponding to the wave frequency of 3.1 • I glL pp
rad/sec, will increase as indicated in figure 7. At
increasing frequencies of encounter the reaction func-
tion will decrease according to figure 8. From this the
reduction of heave response for wave frequencies of
3.1 N./g/L pp rad/sec at increasing ship speeds can be
explained.
I n the same way the reduction of the wave frequency
at which the heave response has a maximum value
can be deduced from the increment of the ship speed.
Taking the earlier findings into account the ship
motions a restricted water depths can now be deduced
from the ship motions in deep water (see Appendix I).
The motions of a ship sailing at restricted water depths
can be deduced from the ship motions at deep water.
This statement is based on the following conclusions
1. The reaction forces at a given frequency of oscilla-
tion of the ship will hardly be influenced by the
water depth if this depth is greater than about two
times the ship's draught (d> 2T).
2. Due to the restricted water depth the wave fre-
quency will change when a given frequency of ship
oscillation is regarded (figure 7).
3. Due to the restricted water depth the relationship
between wave length and wave frequency will
change, on account of which at a given wave fre-
quency the wave excited force or moment will
change accordingly (figures 15 and 16).
4. Due to the restricted water depth the wave action
will increase at a given wave period, on account of
which the wave excited force will change according-
ly (figure 17).
378
References
1. VUGTS, J. H., The hydrodynamic forces and ship motions
in waves, Thesis of the Technical University Delft 1970.
2. KIM, C. H., The influence of water depth on the heaving
and pitching motions of a ship moving in longitudinal
regular head waves, Chalmers University of Technology,
Division of Ship Hydromechanics, Report No. 44, Gote-
borg 1968.
3. FREAKES, W. and K. L. KEAY, Effects of shallow water on
ship motion parameters in pitch and heave, M.I.T. Depart-
ment of Naval Architecture and Marine Engineering —
Report No. 66-7, Cambridge 1966.
4. TUCK, E. 0. and R. J. Taylor, Shallow water problems in
ship hydrodynamics, 8th Symposium on Naval Hydro-
dynamics, Pasadena 1970.
5. VERMEER, H., Gedrag van een schip in beperkt water, M.S.
thesis, Technical University Delft.
6. STUMPF, V. M. et al., A study of hull form effects on the
resistance of large tankers, International Marine and Ship-
ping Conference, London 1969.
7. BAZILEVSKY, Y. S. et al., Modern means to control flow
separation on full model forms, 12th International Towing
Tank Conference, Rome 1969.
8. Hoorr, J. P., The dynamical behaviour of a floating drilling
platform, Report of the Post Graduate Course, May 1969,
H. Veenman en Zonen N.V. Wageningen.
9. TASAI, F. and C. H. KIM, Effect of shallow water on the
natural period of heave, Research Institute of Applied
Mechanics, Kyushu University, Volume XVI, No. 54, 1968.
10. FLOKSTRA, C., Ship motions in regular waves, Report No.
70-229-WO, Netherlands Ship Model Basin Wageningen,
1973.
 379

LIST OF SYMBOLS

ao Added mass in the i-direction due to a motion in the j-direction

1)11 Damping coefficient in the i-direction due to a motion in the j-direction
Spring constant in the i-direction due to a motion in the j-direction
c Some coefficient
• water depth
e 2.72
f Some coefficient
g Acceleration due to gravity
—1
in Mass of body
Time
Forward speed
x Longitudinal motion
Lateral motion
z Vertical motion
Ai, B. Response functions of motion in i-direction due to a unit vertical force
(A) and pitching moment (B)
B Breadth of ship
Fn Froude number
/ii Moment of inertia of body about axis in i-direction
LPp Length between perpendiculars
M Wave excited pitching moment
T Draught of ship
V„,„ (S„,„m„,+ a,„„) (i0))2 b „,„(i(o) c„,„
Wmn d2 /Cit 2 b„,„dldt+ cm.
Z Wave excited vertical force
• Phase difference between wave motion and ship motion in i-direction
cric Phase difference between wave motion and wave excited force in 1-
direction
w Wave circular frequency
We Circular frequency of wave encounter = circular frequency of oscillation
of ship
Wave motion
0 Pitch angle
K Wave number = 27r/2
A Wave length
• Wave direction relative to ship direction (positive when turning counter-
clockwise)
• Some coefficient
mn I when rn = n
0 when m n
380

APPENDIX I in which f2 follows from figure 16.

Once Z and M are known one determines
Determination of the motions of ships sailing at and Bl ei fl' from figures 8 and 9. The amplitude of the
restricted water depths heave motion then follows from

According to equation (9) one finds for the heave Z. = N/Z21 Z; (5A)
motion

in which
La e`` = M eia"
Aei' + B1 ei fla Ta (IA)
(ba (sa
z, = za cos sz = A,Za cos(1,+cr:)+B,M a cos(fl,± 0-m)

in which the wave excited vertical force Za and pitching z 2 = za sin c: = A,Za sin (x i +cr,)+B,Ma sin (P I +am )
moment Ma depend on the wave frequency. Since the
heave motion za has to be determined for some fre- The phase difference c, follows from
quency we, co, as a function of w and the ship speed
(see figure 7) is first determined. Ez = arctan

= we — V K cos 11 (2A)
CO
In the same way one finds for the pitch motion

The wave excited force at some waterdepth d now (6A)

0„ = N/Of +0.;
follows from equation (12)
Eo = arctan 0210,
f l(d) ..f3(d) (3A)
Z(d) = Z(

I ( co) .f3( ao ) in which

in which the subscript co indicates the values at 01 = 0a cos so = A 2 Za cos (a 2 + az) + B2 Ma cos (fi2 + am)
infinite deep water. The values f, and f3 are given in (132 + QM )
02 = 0a sin g o = A2Za sin (12 +0'0+ B2 M a
figure 15 resp. figure 17.
In the same way one finds
In figures 20 to 29 the heave and pitch motions as
measured earlier are given in comparison with the
J2(d) • J3(d) (4A)
Md = M(x) . f estimated values according to equation (5A) and (6A).
.12(M)13(CC)
 381

APPENDIX II Pp and Tp are the power and the thrust in smooth

water with skin friction correction.
Measurements of thrust and power
The power increase and the thrust increase due to
During the model tests the thrust and power have also
waves are
been measured. In figure 30 the thrust and power
deduced from the self propulsion model test (without
skin friction correction) are presented. From figure 30 Ph = Pw -PO
the thrust and power prediction for full scale (a skin
Th = - To
friction correction being used) have been determined
and presented in figure 31. These increases were made dimensionless as follows
From figures 30 and 31 it can be seen that the
effect of the water depth becomes only noticeable at Ph
higher ship speeds. For the prediction of the thrust It h — 2 2
Qiga(B ILp
and power in waves from the results of the model
tests, use is made of the assumption (mh-method), that Th
Th = 2 2
Qgt;p(B IL pp)
Ps = P,,.—Po —Pp and Ts = T„,—To +Tp
in which These dimensionless values are plotted in figures 32
and Ti,. are the power and the thrust in waves with- through 37 on base of Froude number for various
out skin friction correction. values of aA/Lpp/g.
Ps and Ts are the power and the thrust with the fric- As can be seen the largest thrust and power increases
tion correction. generally occur for a value of coN/L pp/g = 2.285.
Po and To are the power and the thrust in smooth This is valid over a large range of Froude numbers
water without skin friction correction. and for each water depth investigated.
382

1 75
1 75

1 50
1 50

1 25
1 25

1 00
1 00

0 75
0 75

0 50
0 50

0 25
0 25

number 0.12.
Fig. 20. Comparison of estimated and measured heave and pitch motions as a function of the water depth at Froude

1 75

V
Fn : 014

1 50 • % 875

~~ d4 = 2 500

• s 3750

125

depth at Froude number 0.14.

Fig. 21 Comparison of estimated and measured heave and pitch motions as a function of the water
 383

1 75

1 50

1.25

100

075

0 50

0 25

-F45
Fig. 22. Comparison of estimated and measured heave and pitch motions as a function of the water depth at Froude number 0.16.

Fig. 23. Comparison of estimated and measured heave and pitch motions as a function of the water depth at Froude number 0.18.
384

1 75 [
1 /5

fire
Fig. 24. Comparison of estimated and measured heave and pitch motions as a function of the water depth at Froude number 0.20.

WV PD

F ig 25. Comparison of estimated and measured vertical motions of the bow and stern as a function of the water depth at Froude
number 0.12.
 385

35

W LDP
-R
Fig. 26. Comparison of estimated and measured vertical motions of the bow and stern as a function of the water depth at Froude
number 0.14.

35 - 35

V
Fn 11T7,i; 016

30 • d/T • 1 875 30
• dir 2.500
• ••••• d/y 3.750

25 2.5

20 2.0

15

05

00 2 3 6
4 2

-0Fr
Fig. 27. Comparison of estimated and measured vertical motions of the bow and stern as a function of the water depth at Froude
number 0.16.
386

- FT
Fig. 28. Comparison of estimated and measured vertical motions of the bow and stern as a function of the water depth at Froude
number 0.18.

35

V V
Fn 7,p : 020 Fn 5T. pp s 020
• d/i1 875 30 • d/7 1 875
• '/T=2500 • --- dtr 2 500
• — d/r : 3 750 • -- d/T 3 750
diT
tT
25 25
\

II
Ii

0 20

15

10

05

2 6

-\FIP - Pu

Fig. 29. Comparison of estimated and measured vertical motions of the how and stern as a function of the water depth at Froude
number 0.20.
 387

1 875
WATER DEPTH 2 500
DRAUGHT
3 750

150 200000

,00 150 000 500

THRUST
RPM DHP
in
( Pp) metric tons

50 100 000 250

0 50000 - -0

10 15 20 25
SHIP SPEED in knots

Fig. 30. Power-thrust-speed relationship for smooth water in

the self-propulsion condition of a 100,000 TDW tanker.

WATER DEPTH
DRAUGHT

150 200 000 750

100- 150000 500

THRUST
RPM DHP (Tp)
(Pp) in
metric tons

50. 100000 250

0 50000 0

05 10 15 20 25
SHIP SPEED in knots

Fig. 31. Power-thrust-speed relationship for smooth water in

the self-propulsion condition of model.
388

17'D/g DESIGNATION
1 014 WATER DEPTH
3 750
1 483 DRAUGHT

1 870
30 2.285
O
••
2 805
3 233
3.536
3.960
20
o
nh
7 0/-, 4
- 71
_ ..:-/---: '---?/.
.- ,
- _...,---7"-- V
10 ------
- .'=••-• V ''' -72
....6----- / -...G.: .-----; )\
........
.4----
-.L /..............
.______,,..
........

-- .0-

.
, ...‘;:-.. /: . .............
.-...--. ........ ..„...."
./.
0

10
0 075 0100 0125 0150 v 0175 0 200
FROUDE NUMBER Fn = pp

Fig. 32. Dimensionless power increase due to waves as a function of the Froude number and the
wave frequency for a water depth of 3.75 / draught.

r u'App/g DESIGNATION

1 051 WATER DEPTH

2 500
1 475 DRAUGHT

1 870
— 2 285
2 809
3.237
3.536
3 960 ./4( 7•
20 +• •

10

10
0 075 0100 0125 0150 v 0175 0 200
FROUDE NUMBER Fri

Fig. 33. Dimensionless power increase due to waves as a function of the I roude number and the
wave frequency for a water depth of 2.5 / draught.
 389

-17,Ty9 DESIGNATION
\17
1 051 WATER DEPTH - 1 875
DRAUGHT
1 457
1 870
30 2 285
2 819 V
3 233

20

nn

-10
0 075 0100 0125 0150 v 0175 0 200
FROUDE NUMBER Fn s 9

Fig. 34. Dimensionless power increase due to waves as a function of the Froude number and the
wave frequency for a water depth of 1.875 x draught.

„/I_Dgyg DESIGNATION
1
1 014 WATER DEPTH - 3 750
1 483 DRAUGHT
1 870 ---b---
20 2 285
2 805
3 233
3 536
3 960
15

V.

10-

•
•

5 •

0 075 0100 0125 0150 v 0175 0 200

FROUDE NUMBER Fn s pp

Fig. 35. Dimensionless thrust increase due to waves as a function of the Froude number and the
wave frequency for a water depth of 3.75 x draught.
390

V—
LI:7-
3/9 DESIGNATION
1 051 WATER DEPTH
- 2 500
1475 DRAUGHT

1 870
20 2 285
2 809 /
3.237 1/
3.536
3 960
/ /
/ I

7" /
..V /
V -,

...."4-".... /,...---
/. —, ........." ../
...--'
./.
--''. ....A"' ,....„,.......... ...........--....-..
.,....•.=-..
-:=- 4,----
....„...„..... ......:.—-
- _,t..........
.... ..............
.../.... ,,,,.../..2.. ...A. .....,.....
.....,............_ ------°"....
. .....!....................? ....-4 - --
,6
..../..............„ ../e..... ....'...
.
_,,,.....-..'". .....,''
......”
-.:-.7:111................Ae...-
:1--J . .-.---.-
------
<.. ......"'.--
------
''.4e...
.'"..4.'

0 075 0100 0125 0150 0 200

FROUDE NUMBER Fn ; F
2 TI
VT ID
0175

Fig. 36. Dimensionless thrust increase due to waves as a function of the Froudc number and the
wave frequency for a water depth of 2.5 / draught.

wIFIDiTg DESIGNATION
1 051 WATER DEPTH
1 875
1 457 DRAUGHT

1 870

20 2 285
2.819
3233

15

.
j
10

-
— 0 /

5 V
/C V 7L-42

OL
0070 0100 0125 0150 v 0175 0200
FROUDE NUMBER Fn 3 ,
Vg PP

Fig. 37. Dimensionless thrust increase due to waves as a function of the Froude number and the
wave frequency for a water depth of 1.875 / draught.