1989:428 number 428publication no. 428 Ship waves and the stability of armour layers protecting slopes Paper presented at the 9th International Harbour Congress, Antwerp, Belgium, 20-24 June 1989 HJ. Verhey and M.P. Bogaerts November 1989 ee delft hydraulicsSHIP WAVES AND THE STABILITY OF ARMOUR LAYERS PROTECTING SLOPES by H.J. VERHEY, Senior Project Engineer, Rivers, Navigation’ and Structures Division, Delft Hydraulics, Delft, the Netherlands, and M.P. BOGAERTS, Head Navigation Fairvays, Transportation and Traffic Engineering Division, Ri jksvaterstaat, Dordrecht, the Netherlands ABSTRACT Equations are presented for predicting the height and length of ship waves, which take into account the influence of ship speed, distance to the sailing Line and shape of the ship's bow. The equations are based upon small-scale physical experiments and full-scale measurenents. Stability criteria are given for riprap bank protection and block revetments attacked by ship waves. The in- Fluence of the vave length and the oblique angle of incidence relative to the normal of the slope fare taken into account. A reliability function is presented for riprap bank protection to enable probabilistic calculations to deteraine the probabilities of occurrence for a particular number of stones transported. Finally, equations are given for determining the extent of the area attacked by ship waves. All equations related to the stability of the armour layers are based upon extensive tests. An important conclusion, concerning these equations, is that ship waves are very similar to wind waves despite the different origin. INTRODUCTION Ships eailing in canale, entrance channels and harbour basing, induce a water motion which exerts Joads on the banks. Secondary ship waves are one of the components of thie induced water motion, others being, for example screw race, return current and water level depression. The height of these waves depends mainly on the ship speed, but also on the distance from the sailing line and the ship's shape. Ships sailing at high speeds can produce high waves. Tugs, and patrol and pilot boats, for instance,can cause wave heights of about 0.50 m and even 0.75 m on occasions-Container ships and ferries sailing in almost unconstrained waters may even generate wave heights up to 1.0 . Obviously, these waves should be taken into account when designing arnour layers for banks along navigation fairvays or harbour basins. Scarcely any general equations are available for predicting wave height and wave length of Secondary ship waves at a particular distance of the ship with parameters related to ship and canal characteristics. The equations presented in literature are usually valid for the vave height near the ship or for a particular ship type only ( see [2]{3][4][5][10]), although the basic theory vas published in 1887 by Lord Kelvin [17]. Besides, measured vave height data have often been used in connection with resistance and propulsion problens. Research carried out by Delft Hydraulics using small-scale physical models and wave height data presented in Literature, has resulted in general equations which make it possible to predict the characteristics of secondary ship waves. These equations are presented in this paper, together with the results of full ~scale investigations carried out by Rijksvaterstaat and Delft Hydraulic Secondary ship waves primarily attack the surface layer of bank protection at about the water Jevel. These surface layers can, for instance, consist of loosely packed coarse aaterial or block revetuents. The stability of surface layers against wave attack is usually checked against stabiltty criteria such as the well-known Hudson or Iribarren equations or their derivatives. These criteria, however, have been developed for a large aumber of vind vaves propagating in a direction normal to the bank. In contrast to wind waves the number of secondary ship waves is limited and the direction of propagation is at an angle to the bank. Taking into account these particular conditions a modified Hudson equation has been developed for checking the stability of cover Layers attacked by secondary ship vaves. In addition, an equation has been developed which enables the number of stones displaced by secondary ship waves to be computed. This transport equation is one of the transfer functions needed for probabilistic calculations which aim at computing the damage to a structure on, for instance, a yearly base. Equations are presented in this paper which enable the upper and lower level of the protection zone against secondary ship waves to be determined with respect to the undisturbed water level.EQUATIONS FOR SHIP WAVE CHARACTERISTICS General theory and test_setup Secondary ship waves aanifest thenselves as transverse waves and interference peaks, see Figure 1. These peaks, referred to here briefly as “ship waves", are the result of interference between transverse and diverging waves, which are generated by the dynamic pressure distribution on the hall of @ ship under way. Ship waves,or interference peaks, are of special interest in relation to bank attack. Transverse waves are relatively less important than ship waves in this context. Attention 18, therefore, focussed on ship waves. iene i verging waves angie of ineidence 98 direction ot propagation ae oe of acotion pressure ae St sp woes Interterence oaks Seas soiling Hine Kelvin wove pettern for a moving point pressure eisturbonce Figure 1 Ship wave characteristics Lord Kelvin deduced the theory of ship waves using a surface point pressure disturbance moving on deep water[17]. The pressure point generates a system of diverging and transverse waves known as the Kelvin wave pattern (see Figure 1). As already mentioned these waves meet to form interference peaks or ship waves located along lines which makes an angle of 19.5 degrees to the satling line. Ship vaves, being the dominant phenomenon, have to be considered as a stationary wave pattern vith regard to the moving pressure point. This is only possible if the propagation angle of these waves taskes an angle of 35.3 degrees with the sailing line. Havelock developed a relationship for the relative wave height of ship waves in deep water conditions using Lord Kelvin's theory[6]- The relationship can be transformed into the equation + ay 5)-0.33 |p a pea @ +P, a with = y,/Cany?-s @ in which Hy = height of ship wave(a), h = water depth[m], s = distance between ship's side and beok[a], virehip specd[a/s}, graccelration due to gravity [a/s?] and F,=Froude auaber based on ship speed and water depth [-]. The exponent 0.33 corresponds to the angle of 19.5 degrees nentioned above and has been confirmed by the test results of, for tastance, Sorensen[16]. The coefficient a1 and the exponent a3 have to be determined by carrying out small-scale physical tests fand also using results of full-scale tests and results presented in literature. The same theory and the theory about deep water waves result in the following equation for the wave Tength Ly: 1, weg 7 2H + 6082 (35.3") « vE/g = 0667 5 2n «Ble. @ ‘The wave period can easily be calculated using the equation Ly; = 8 - TY/2r-Experiments to confirm Equations (1) and (3) were carried out in a towing tank with different ship types representing tugs,inland motor vessels and European barges (sge Figure 2). The model ships used their om propulsion systems together with an additional towing férce to compensate for scale effects. The length scale varied between 10-5 and 25. Wave heights and wave lengths wore measured at regular intervals from close to the sailing line up to a distance equivalent to 100 m. Ship speed vand water depth vere varied. Figure 2 Ship waves produced by a tug Calculation formulas for wave height and wave length ‘The results of the tests suggested a value of 4.0 for the exponent a, in Equation (1)+ A re~ analysis of full~scale measurements (see [14]), together with an anaiysis of test results of Brebner et al{2],Dand{3], Hay{7] and Sorensen{i6] confirmed the value of a, = 4.0. ‘The coefficient 4, was then determined to be: a, = 1.0 for tugs,patrol boats and loaded conventional inland motor vessels a] = 065 for empty European barges (wave heights produced by loaded barges are relatively small and can be neglected) a, = 0.35f0r empty conventional motor vessels. A’ comparison between measured and calculated wave heights is presented in Figure 3; the figure also includes results of full-scale tests. It should be noted that a stailar equation, | [Z| presented by Delft Hydraulics for the wave height, ssiegemen. gave aj = 0.35 and aj = 2.67 in the case of ugs(i]. This equation te still correct, tut, the equations presented in the present paper are based fon many more test results and are therefore reconnended. An attempt has been made to incorporate the ship! shape in the coefficient a,, in particular the ship's bow as the origin of ship waves. An analysis of the results given in literature I clearly indicated the importance of the ratio ship draught to entrance length (T = ship draught [a], L, = entrance length or distance from the ship's bow to the beginning of the parallel midship sec~ tion {m]). Consequently, a, is given ata. T/L, “ Figure 3. Comparison between measured and calculated wave heights, equation (1) The value of a, was determined for the different ship types for which information vas available, for example passenger ships, freighters, tankers, supply boats, ferries and container ships. In many cases the value of L, had to be estimated which led to variations in the result, @, Lying betveen 1.5 and 4.0. 2 Calculated and measured wave heights are presented in Figure 4 for all avatlable test results.a T Investigations carried out at both full-seale and at a reduced scale have confirmed that wave heights on banks with slopes in the range 1:2 to 1:4 can be predicted by Equations 1 and 4, Investigations have also confirmed Equation 3 for wave lengths (see Figure 5)- : i I irom me ae th. igure 4 cospattson of ehe vave height equations, _—*Figure 5 Coafiraation of the vave length cquation (1) and (2) uskng avaliable dace Cquation, equation (3) using test results ' The equations presented here can be used for predicting of height and length of ship waves. Generally,ship types such as tugs and patrol boats will produce the highest waves because of their higher speeds. The most accurate values will be obtained by using a, = 1-0, but for a safe upper Liste a value of a) ~ 1-2 should be used. In the case of waves prodiced by other ship types a cos~ servative predictidn should be made by using a, = 4.0, and an accurate value will be obtained by using the different values of a, belonging to the particular ship types. The applicability of the equations {s restricted to conditions corresponding with deep water, that is conditions fulfilled im practice if the Froude nuaber F, is less than 0 ‘The second restriction is imposed by the water depth criterion that waves should not break, thus Hy/h should be less than 0.6. STABILITY CRITERTA FOR BANK PROTECTION Experimental set-up Lote’conctece flocks Tee sestios teow coptacted with" graged geared tare Sey esta» fester y= S38 talc and edb otmiapteTooee 1380 kg/m?) on different subsoils: The (ier tagutd hake deagth eaie of ote investigations [14]. Figure 6 Test section used to determine scourin which the value of 1.8, corresponding to the value of Kyg recommended by Hudson, proved to be too conservative. Sinilar results vere obtained for slopes 1:2 and 1:3 and vith full~scale measurements, see Figure 8. The influence of the eubsoil and the surface roughness of the riprap on the stability could not be determined. ‘The eqitations presented do not take into account the wave length, despite the fact that its influence on the stability has been established by various researchers. The wave length can be incorporated in Equation (6) by using the surf similarity paraneter ¢ [15]: 04s By + (coss)"* 0.50 SER « 2.25 (cosa + sina). ¢ «@) P50 with © = cane -(ig/Ly JOS o in which Dagg * (Wso/0g)%+23, Weg = SOX value of mass distribution curve [kg]- ‘The relationship between Dsy and Dasy is: - 0.38 Paso” 50° (Se) «oy Equation (8) is valid for values of € less than (0.05 - cota)"+5, which | ee generally will be the case. For greater =) | | values of & the righthand tern of i. Equation (8) changes. Test results for a slope 1:4 are \ presented in Figure 9 and confira Equation (8). However, for a slope 1:3 Na the equation seems too optimistic. \ Nevertheless, when dinensfoning riprap 4 Equation (8) should be preferred to Equation (7) because of the possibility to take nto account the influence of the wave length in the latter. eee en Figure 9 Riprap stability test results for a slope of 1:4 with the {afluence of the wave length Design formulas for block revetment The design criterion for block revetments 1s thit the Lifting of individual blocks by pressure forces perpendicular to the slope is unacceptable. A bank protection consisting of a block revetment derives its strength from the mass of each individual block. Friction between individual blocks increases the strength of the protection in the same vay as cables connecting the blocks together or interlocking blocks. Iuperaeable sublayers also contribute to the strength of 2 slope revetment, because the pressure underneath the blocks cannot be built-up as easily as in the case of permeable sublayers. Hovever, it is stressed that care has to be exorcised when considering these additional strength forces, because the lifting of one individual block my introduce pro~ gressive scourA black-box equation has been determined on the basis of full-scale and reduced scale favestigation, by Pilarczyk [13]. Modifted for ship waves, this reads 065 + (088) 7 < creosa «E065 ay in which D = block thickness [a] and c= coefficient [-]- Equation (11) can be transformed for slopes not steeper than 1:2 and £ < 3, into: + (0688)068 a cee EOS a2) 19, Tt should be noted that the factors which increase strength nentioned above, fare taken into account implicitly in the coefficient ¢ in Equations (11) and (12). Average values for c are: c = 3, loose blocks; c= 4, cable-connected blocks and blocks interlocked by friction [13] (see also Figure 10). Figure 10 Stability test results for block revetwents shown schematically The stability tests with ship waves resulted in one block being lifted out of the revetuent- In this particular case the stability criterion, according to Equation (12), was exceeded. With the loads exerted on the blocks during the other test runs, however, the stability criterion was also ‘exceeded aany times. Apparently, the blocks not being iifted out during these test runs could obilize the mass of the block to withstand the wave loads and, in addition, also friction factors. The results of full-scale investigations did not add any new {nformation (see [1] and [14])+ The Matted results of the experiuents do not allow final conclusions to be drawn about Equation (12)+ Nevertheless, this stability equation 1s recommended because of the similarities between wind Waves and ship waves and because stability equations for riprap bank protection attacked by wind Waves have also proved to be valid for ship waves. PROBABILISTIC DESIGN CRITERIA Design technique Ié the strength of a surface layer is higher than the load, there will be little or no transport of aaterial: However, if the load is greater than the strength, surface material will be displaced, Rithough this displacenent may be acceptable. The probabilistic design approach makes it possible fo take Into account these material displaceaents by calculating the probability of failure of a Structure using @ failure mechaniea based upon bank protection material displacesent. A transport equation vas, therefore, determined. The probabilistic approach also gives a clear view of the veak points of a structure and the various ways in which it can be optimized and also takes into account the stochastic character of input variables. Transport equation for riprap surface layers ‘A great nuuber of stones can be transported by ship waves as can be seen from Figures 7,8 and 9. The results of enali-scale and full-scale experiments are presented in Figure 11 and on the basis of these results, the following equation was deterained:Ay = 06022 + (Hy (eoss)eS 6068/4 Ds 15-0 a3) in which o = number of stones transported [-]- Figure 11 Transport related to ship wave paraneters In the case of wind vaves attacking a riprap bank protection with an angle of incidence of = 0, an equation can be derived based on a'danage level S (see [11] [12]). Substitution of the factor (cos 8)0.5 for the influence ' of the angle of incidence @, the equation can be modified into: + (e058)°** P50 ay Sm 0.43.1073 . 770.90 , wn in which H, = significant wind vave height (a), ? = permeability coefficient of the bank protection {-], 8 = ddnage level [-], $= A/(Dgso)® (see Figure 12), A = erosion area in a cross-section {m2}, N= number of vaves [-]- The equation has been determined for breaking waves (¢ < 2.5 to 3.5) anda Dose storm duration corresponding to N= 1000 to 7000. The same danage level 1s S=A/0Rs0 obtained as that used by Hudson for a value of § equal to 2 for slopes 1:2 and 1:3 and a value of § equal to 3 for slopes 1:4 or less. sw. Figure 12 Erosion area and damage level § The similarity between Equations (13) and (14) will be obviously. The differences can be explained by the limited number of ship waves in contrast to wind waves and the different definition ef damage.Reliability equation A reliability funetion has to be deterained in order to carry out probabilistic calculations. Ta general, the reliability function can be expressed as a function of the strength and load Conponents. Strength paraneters are Dep, 6 and cota. Load paraneters are li, coof and Hy /Ly, (see Equations (9) and (13))- The reliability function Z for ship vaves is then‘deseribed by feaFranging Equation (13): 22.15 6 nO. cotal’S . aD = [H . (eoss)S + FH] CH /L)70"2S as) . sot ota we in which Fi, is a parameter to account ora] for the uncertainty in the reduced wave height H,(cos#)®+5. Using Equation (15) the probabilities of failure can be 0.08 calculated now for different numbers of ‘stones transported. In fact, the pare neter n, is equivalent to the failure 0.08 criterién for the reliability function Z. The results of the calculations will give the probability of occurrence in one year for a particular level, that is, number of stones to be transported (ste Figure 13). The probability of exceedance for a period of X years, ytcaadonce in one yaar corresponding, for instance, to the life _ tine of a bank protection follows with: 468 | 2 14 ° damage leve! Figure 13. Probability curve for a particular bank protection P [Z < 05 X years} = 1~ (1 - P [2 < 0; 1 year})* as) —— The result of calculations using =e Equation (16) is shown in Figure 14. Such probability curves, as shown in - Figures 13 and 14, are of great tmpor- tance for management and maintenance of bank protection, because they can be used to make a cost optimization for the bank protection during its life tine. Figure 14 Failure probability for a particular bank pro- tection and a predetermined danage level EXTENT OF AREA ATTACKED BY SHIP WAVES ‘The lover boundary of a surface layer attacked by chip waves relative to and below the undisturbed water level was determined using a similar equation to those mentioned in literature (see for Instance [9])- Using the test reeults of snall-scale and full-scale tovestigations the following equation could be deterained for a slope 1:4 Hy + (coss)%-5 yt it gh 0 « tana + 0.5) $5 ay) P50 450Bis aptlccolteyac beat tee CEN 16 sires Ep roqtrenat chit an damage eu ba atlored Bic he wee oe hptennht Ege rae eee Setar nate ae, emear Nop ot he Lovee 25788 at | ON ot ; Figure 15 Lowest level at which 2 sce ten eo transport occurs for a slope 1:4 Wave run-up determines the upper of boundary of the area attacked by ship = waves. Full~scale experinents with ship waves have established the applicability of run-up prediction formulas for wind + waves. The result for ship waves running a up smooth slopes is given by: Rg ig + (€088)965 = (18 to 2.25). € ae) The effective run-up follows fron: ReR ret as) in which r, = factor for the surface roughness [-] and x, = factor to take tato account a bere [-]- Values for'these factors are given in literature (see (15). ACKNOWLEDGEMENT The research activities presented in this paper were carried out by Delft Hydraulics for the Rijkswaterstaat (Transportation and Traffic Bagineering Division) of the Dutch Ministry of Transport and Public Works, within the framework of systematic research into the wave and current attack on the bottom and banks of inland navigation fairways. Notarron AS erosion area in a cross-section 2 © coefficient 5 D - block thickness Acharacteristic dianeter of riprap nominal dianeter of riprap Froude number based upon ship speed and water depth wave height uncertainty paraneter 50 percent value of mase distribution curve acceleration due to gravity ali height of ship wave water depth stability factor entrance length : length of ship wave nunber of wind waves number of stones transported permeability coefficient effective wave run-up wave run-up on a smooth slope factor to take into account a berm factor to take into account a surface roughness danage level shape factor distance between ship's side and bank draught of ship period of ship wave ship speed als number of years years vertical distance Between undisturbed water level and = lower boundary of protected area reliability function a slope angle degrees coefficients in wave height equation = exponent in wave height equation - angle of incidence of waves degrees relative density - surf similarity parameter > density of stones kg/m? density of water kg/a? so 250 NOE AEE EME BM espe tttimmtitesips Shoo [REFERENCES 1 BLAAUW, H.G., KNAAP, F-C-M. van der, GROOT,M.T. de, and PILARCZYK, K.W. 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