china, October 21-24, 2022 215 3) the tek ntti! confereen on rodmanie Prediction of the Added Resistance of Ships in Natural Seaways Shukui Liu", Apostolos Papanikolaou’, Jinbao Wang" 1.School of Mechanical and Aerospace Engineering, Nanyang Technological University, Singapore 2.School of Naval Architecture & Marine Engineering, National Technical University of Athens, Attiki, Greece 3.Marine Design and Research Institute of China, Shanghai, China ABSTRACT Recent drastic developments of intemational regulations on the energy-efficiency and safety of ships and their impact on marine operations and on the environment, are driving ship design to new fron- tiers. In this context, the accurate prediction of the added resistance of a ship in seaways became a research subject of priority. In this study, we apply a recently developed, fully transparent semi-em- pirical method to predlict the added resistance in regular waves. In-depth discussion is made on the added resistance in relatively long and/or short waves of arbitrary directions, the effect of ballast condition, the effect of navigational speed, ete. For deriving the mean added resistance in natural seaways, alternative seaway spectra are assumed and angular wave spreading functions are also eon- sidered, to represent accurately the swell and wind-driven seas, respectively. A new form of empiri- cal diagrams for the added resistance in waves is presented. This work is intended to contribute to the discussion on and the establishment of a “common understanding” , when discussing on the mean added resistance exerting on a ship in actual seaways. Keywords Added resistance in waves; sea trial analysis ting. minimum propulsive power assessment; weather rou- In practice, there are several typical see- narios for which the mean added resistance analyzing the sea trial results of a ship to derive her ax The added resistance in waves is an insep- speed/power (180, arable component of the total resistance experi» 2015; IPTC, 2021a) , assessing the minimum 1 INTRODUCTION needs to be calculated. For instanc chieved performance enced hy a ship navigating in natural seaways. While it is a characteristic seakeeping quantity , there are _many possible methods of different granularity for its prediction, which can be roughly classified into; physical model experi solving the Navier- Stokes equations, potential flow theory-based methods, analytical approaches for mathemati~ cal shiplike bodies and semi-empirical methods ments, CFD simulations D.Carespning Autor, alive ot ag propulsive power of « ship (IMO, 2021) , and analyzing the monitored data onboard of a ship to understand her actual speed/power perform- ance and to optimize her operation and mainte~ nance (Liu et al,, 2010; Orihara & Tsujimoto, 2018; Liu et al., 2020; Guo et al., 2021), weather routing (Kuroda & Sugimoto, 2022) , etc. When only global hull form information is216 The 14th International Conference on Hydrodynamics available (main dimensions and hull form coef= ficients) , several approximative approaches are available, for instance, the Jinkine & Ferdi- nande method (1974), the Kreitner method (CITTC, 2005), the STAWAVEI and STA- WAVE2 methods (Van den Boom et al., 2008) , while when the shiplines are available , the NMRI method (Tsujimoto et al., 2008 ) may be used, The Kreitner and STAWAVEL methods are applicable to very mild bow waves, when no ship motion is experienced. The STA~ WAVE2 method approximates the quadratic transfer function of the added resistance in reg- ular bow waves, while there is not required in- put parameter to account for the influence of trim, which is often observed on ships in opera- tion and sea trials. As revealed in ITTC studies (2017), the performance of the STAWAVEL and STAWAVE2 methods is often unsatisfacto- ry. The NMRI method is generally applicable to arbitrary wave conditions, but the required in- put is more complicated and often not easily ac~ cessible, while the method is not transparent. Recently, more stringent regulations applic cable to both existing and new ships were intro- duced and this forces the industry to apply more accurate methods to the analysis of the perform- ance of ships, while the shiplines are often un- available, especially for existing ships that may have changed ownership over the years. Ac- counting for the limitations of existing methods and the urgent demand of the industry, re- searchers devoted considerable effort to the de= velopment of new methods (Li & Duan, 2013; Duan et al., 2015; Lin & Papanikolaou, 2016; Yang et al., 2018). The 29" ITTC Spe~ cialist Committee on Ships in Operation at Sea (SOS) validated the SHOPERA-NTUA-NTU- MARIC (SNNM) method (Liu & Papaniko- Jaou, 2017a & 2020) , which is an off-spring of the EU funded project SHOPERA ( 2013- 2016). As concluded by the ITTC-SOS commit- tee, the SNNM method has a broader applica- bility and higher accuracy than other compara- ble methods (Wang et al., 2021). Subsequent- ly, the SNNM method was adopted in the latest version of IPPC recommended procedures for ‘Wuxi, China, Ortober 21-24, 2022 analyzing sea trial results, With this update, the previously mentioned technical issues are satisfactorily resolved. Noting that it is also an optional method for the determination of the minimum power in waves in relation to the new EEDI/EEXI regulations of IMO (2021). Final- ly, the SNNM method is also presently consid- ered for inclusion in the ISO 15016 standard pertaining to the analysis of sea trials This paper will analyse the features of the SNNM method and discuss the challenges of calculating the mean added resistance in actual seaways, which can be described as longe and/ or short-crested irregular waves: 2. CALCULATION OF THE MEAN ADD- ED RESISTANCE OF A SHIP IN NAT- URAL SEAWAYS seaway condition can be deseribed as a combination of wind waves and swells, which can be represented by short~ and long-erested irregular waves that are linear superposition of elementary regular waves coming from arbitrary directions, as shown in Fig. 1. Subsequently, tance in seaways is calcu- lated by the linear superposition of the direc~ tional spectrum and added resistance in regular the mean added =e Rayo, ¥5) Ry = 2) | We Slo ,H,) Cla) dood a) Ry sean added resistance in short eres ted waves, [N] Rays added resistance in regular waves, N] E,:wave amplitude, [m] ‘o;cireular frequency of elementary regular angle between ship heading and inci- dent waves; Ve:ship speed through water, [m/s]; Ssfrequeney spectrum; angular distribution function ;4, Primary wave Secon Figure 1 and the direton of elementary waves, Schematic diagram of the primary wave direetion The full-developed seaway condition in ‘open sea is often expressed by the ITEC two-pa- rameter (significant wave height H, and the mean period ',) spectrum as follows «1B 691 Sto) = en | T; In addition, other characteristic wave periods Q) may be encountered, such as peak period 7, , vero-crossing period 7, . They can be converted by the following relationships 1, = 0.7737, G) T,=0.7107, oo) Some regions, such as the North Sea, are bounded by geographical boundaries and the fetch in these regions is very limited, which leads to different wave characteristies and these aay condit be described using the following spectrum: a Rat S(Hy ,T,.7) = —exp (s) oe 0.0624 © 0.23 + 0.0336y — 0.1857(1.9 + y) (6) _ [0.070 <0, [0.090 > w, Noting that this spectrum function requires an additional parameter -y, which is called the peak enhancement factor. Setting y = 3.3, the above expressions are reduced to; 3) the tek ntti! confereen on rodmanie Wuxi, China, Oetober 21-24, 2022 217 oe 0.0624 “ O.185 123 933-2 0.23 + 0.0336 aa = 0.2044 a sult 33) 318.6 x Hy Sills Toy =33) = enn [P82 FSH] (8) ee [OO This is the so-called JONSWAP spectrum, which features a narrower and higher peak. No~ ting that, the expression of (3) and (4) are not valid for these confined regions. Setting y = 1, et = 03123 23 + 0.0336 - ——— 0.28 + 0.0336 - TF (9) stat, ty = 1) = 88:78 1948.2} ) = exp| ST rar lat | (10) ‘This expression is essentially the same as Eq. Q) ‘The angular distribution function typically takes a cosine-funetion form as follows (ITI 200282021 ) 2 Ped Gla) =) PQs +1) 0, otherwise cos" (er) ,|G-a| < #/2 ap where I’ is the Gamma-function, @is the primary wave direction, s is the angular distribution pa- rameter. In practice, s=1 for wind seas and s= 75 for swells are used, For simplicity , the mean added resistance in swell can be approximated using the mean added resistance long-crested waves, without considering the angular distri« bution. It is seen from the expressions of the above frequency spectra that the significant wave height Hy is a constant input value and it ean be moved outside of the double integral of Eq. (). The quadratic transfer function of added resistance in regular waves Ryy(@,a;V,)_ will be estimated using the SNNM method, whose218 The L4th International Conference on Hydrodynamics features will be discussed in the next section. 3. THE SNNM METHOD In the framework of practical approaches, the added resistance in regular waves Ryy is u- sually calculated as the sum of a motionsine duced component and a correction term, Mathe- matically, it is expressed as follows: Ryp(@,03 V9) = Ryzy + Raye (12) where Ryyy is mainly the contribution of ship motions, and Ry is the correction term, In rel= atively short waves, the correction is primarily due to wave reflection. For the motion-induced contribution, Jinkine and Ferdinande (1976) proposed an empirical formula by analyzing the experimental results of several fast cargo ships al moderate to high speeds in head waves. Re~ cently, Liu & Papanikolaou (2016, 2017a, 2020) extended the formula to cover a wider speed range, more ship types, and arbitrary wave headings. For the correction term, Liu et al. (2015) improved the asymptotic formula of Faltinsen et al. (1980) to form a simplified ex- pression that is generally applicable to various types of ships. Mourkogiannis & Liu (2021) farther investigated the diffraction contribution. The specific expressions of the SNNM method can be found in previous publication (Liu and Papanikolaow, 2020) and will not be repeated here Fig. 2 shows the prediction of the added resistance of a containership using the SNNM formula. waves, as the motions of the ship relative to the wavy surface approaches zero, the added resist- ance due to motion effect Ryyy approach Noting that the expression due to motion effect in the SNNM formula uses only main ship di- In relatively short and very long mensions, thus, it is in line with the fact that the seakeeping performance (motion in long waves) of a ship is mainly a funetion of main ship dimensions, but to a less degree of local ship forms ( geometric nonlinearity) The characteristics of the SNNM method are discussed in the next. ‘Wuxi, China, Ortober 21-24, 2022 Figure 2. Decompesitons of the added resistance on oot tuinerhip under ballast condition in bow quartering (op) ‘nd beam (down) waves, versus rlative wavelength, Fa= 0.20 3.1. Applicable to Loading Conditions with Trim and Significant Variation of Draft In eanlier studies (Lin and Papanikolaon, 2020), dedicated validation has been conduc~ ted on the prediction of added resistance of ships under ballast condition, which is impor= tant for the sea trial and daily operation of a ship. As shown also in Fig. 2, the SNNM meth- od predicts satisfactorily the added resistance of a containership under ballast condition. Fig. 3a shows the performance of three practical methods, when applied to the predic~ tion of the added resistance of the S-Cb87 mod- el in laden condition, ‘The experim ntal results of S-Cb87 model have been published by Ya~ sukawa et al. (2016). The tank tests were exe~ cuted using a model of 2.909 m. Different wave heights have been tested. The NMRI resultswere published by Yasukawa and Tsujimoto (2020). For this case, both SNNM and NMRI methods yield satisfactory prediction, while the STAWAVE2’ s pred is not satisfactory. F tion of the peak location 3b shows the prediction of the added resistance of the $-Cb87 model in ballast condition, STAWAVE2 has no parame- ters to describe the ballast condition , using on- ly the average draft T_, not trim, Therefore, it is not suitable for this case. Only the results hased on SNNM and NMRI are presented Finally, it is worthy to note that the added resistance in ballast condition is comparable to that in laden condition. This is an important ob servation, i ‘—— “4 — Figure 3. Added resistance of the S-CB87 mel in ull oad condition at Fa=0.142 () and in ballast condition at Fa 0.187 (1) in opal head waves preted by various mathe oe 3.2 Performance in Relatively Short Waves Another important feature of the SNNM method lies at its performance in relative short 3) the tek ntti! confereen on rodmanie Wuxi, China, Oetober 21-24, 2022 219 waves, namely, in small A/Typ region. As shown in previous graphs Figs. 283, in very relatively short waves, the nondimensional add ed resistance increase as the wavelength de~ creases. This is different from what other meth- ods, say STAWAVE2 and NMRI methods, pro= pose. In the SNNM method, the formula for add~ ed resistance in short waves is developed based on the asymptotic theory developed by Faltinsen et al. (1980) , which takes the following form in head waves. where the normal average force per unit length on the waterline F, is expressed 1 af, , 200) ype tit + \sin*0 (13) CED where o is the circular frequency of the regular Apparently, the hydrodynamic phenomenon is a function of wl. At zero speed, Ryy/ Cis constant. When ship speed is NOT zero, the theory stated clearly that the Rw/ G, should NOT converge to a constant val- ue at higher frequencies or in short waves. In« stead, it should increase with the increase of wave frequency. Both experimental and numeri= cal observations have been reported by different research groups (Kashiwagi et al., 2004; Bun- nik et al, 2010; Guo & Steen, 2011; Valanto & Hong, 2015; Yang et al, 2018; Iwashita et al., 2020). More experimental studies have been planned by ITC (2021b) to advance this fundamental research in added resistance in incident waves. Fig. 4 shows such a case with Ray/ (2 plotted against circular frequency of wave @ . This is a more appropriate way to present the RAO of the added resistance, which is required in the integration for calculating the mean add~ away with respect to wave frequeney, when recalling Eq. (1) ed resistance in a However, validation of this behavior in very small X/Lyp region is extremely challeng- ing. A balance between tank facilities, model size and model speed is required to obtain relia« ble results. For instance, when using 6-7 m long models, it is possible to obtain respectful220 The [4th International Conference an Hydrodynamics Figue 4. Added resistance of a bulk cartier in ballast condi- tion at Fr=0.18 in rgular waves predicted by various meth- ls measured results for N/Lyp= 0.10-0.15. Steen and Faltinsen (1998) noted this point and pro- posed to assume the RAO of added resistance to be constant for A/Lyp = 1/7, due to lack of ex- perimental results, hence validation. In the fol- lowing, we will examine the influence of setting the RAO to be constant for M/Ly» = 0.15, which is more or less the threshold value at which respectfal measurements can be ob- tained. Fig. 5 shows the RAO of the $175 ship at Fn=0.15 in head and how quartering waves, with the constraint implemented. An example spectrum is also shown. Fig. 6 shows the mu- merical results of the ship in long-crested waves represented by Pierson-Moskowitz spectrum of various periods and constant significant wave height of 2 m. It is observed that even for very mild sea conditions where short component waves comprise a significant share, the differ- ence originated from implementing the short- wave constraint is not significant. The seenario right be different when a larger ship is studied. 3.3. Applicable to Arbitrary Wave Head- ings As shown in Figs. 2 & 4, the SNNM meth= od predicts satisfactorily the added resistance of a containership and a bulker in waves of various directions with good accuracy. Kalbarczyk and Biclicki (2020) reported the validation results ‘Wuxi, China, Ortober 21-24, 2022 Figure 5. Added revista ofthe SITS ship at Fr=0.15 in regular waves predicted bythe SNNW method, wth the con Mint xe at /Lyp O15. Te Figure 6. Added resistance ofthe S175 ship at Fn=0.15 in Tong-erested waves, with or without the constrain set at / Tye O18, of the standard KCS containership in following ‘waves. This is a unique feature, in comparison with other available empirical methods, sueh as Kreiner’ s method, STAWAVEL and STA- WAVE2 methods, which are applicable only to bow waves. ‘The maximum value of the added resist- ance in regular waves is observed in head waves. When wave direction changes, the fre- quency where the peak value is observed will changes to as line with the classic seakeeping theory, name~ ly, the peak of the added resistance is due to the motion effect and the peak of the ship mo- tion is observed when the frequency of eneoun- ter is close to the natural frequency of the ship. Ii is also observed that, in relatively short ter wave position. ‘This is inBa ee 1h rere Canterans on trode waves the added resistance in bow quartering waves is larger than that in head waves. Thus, when a ship is navigating in oblique higher mean added resistance will be encoun- tered, thus a higher power requirement The STAWAVE2 method has no parame- ters to describe wave heading as it assumes that RAO within 45° from head direetion remains unchanged. This is against the sense” that the seakeeping behavior of a ship changes with wave direction (Vossers, 1962) Model tests results collected at ITTC during val- idation also demonsteated that, peak position of Rip in regular bow quartering waves is quite different from that of O°. 3.4 Performance at relatively low speeds The ITTC benchmark study validated the SNNM for the speed range of Fn=0.09 ~0.30. However, this does not mean that the SNNM. method is applicable to Fn=0.09. One of the original motivations to develop the SNNM meth- od was to establish a method for low speed, which is required by the IMO guidelines (2021). ‘The method is valid from zero speed and has been extensively validated (Liu & Pa- panikolaou, 201682017a&2020) 3.5 Using the Main Particulars as Input All the afore-mentioned characteristics of the SNNM method are realized by using eight ship specific parameters, as listed in Table 1 The versatile capability of the new method meets the diverse demands of the industry while the simple input ensures a broad applicability incering problems in relation to energy ef performance analysis, safe navigae ficiency tion, ete. ‘Table 1. Ship parameters required by the SNNM formula Lent between perpence be | om Be ® | im 2022-221 ae Leth bewoen peel aio Dall t AP, te | a Teaph af entnce othe conceal wate | ty | Lo Teng of on af the concerned watice [ty Li 4 NUMERICAL RESULTS OF THE, MEAN ADDED RESISTANCE IN IR- REGULAR WAVES Liu & Papanikolaow (2016 & 2017b), Liu et al. (2019) discussed on the calculation of mean added resistance in irregular waves. ‘The importance of considering both the length of the concerned ship and the target trum was highlighted in these works Fig. 7 shows the ocean sea spectrum with several peak periods of 4, 6 and 8 seconds and unit significant wave height, together with the RAO of two ships, one is for a 385 m ship while the other is for a 150 m ship, in head waves. It is clear from this graph that when the wave period changes different sections of the ng. spec- RAO will contribute to the estimation of mean added resistance For the experimental prediction of mean added resistance in waves, ITTC procedure rec~ ommended “A maximum interval of incident wave angle shall he 30° for head to beam seas but may be larger for beam to following seas.” In this work, we follow this procedure and pre- dict the RAO of a ship in waves coming from bow to stern direction with a step of 30° using the SNNM_ method. the ITTG spectrum with peak period ranging from 4 sec to 15 see is defined to calculate the For each wave direction, mean added resistance of a ship in long-erested irregular waves. Fig. 8 shows the contour of the caleulated results, Due to the symmetry of the hull of the ship, the mean added resistance in long-crested waves is an even function with respect to inci-222 The I4th International Conference on Hydrodynamics Figure 7, Added resistance of two ship at P=0.2 in egular waves predited by the SNNME method, together with the three wave spect, dent wave direction, As such, the mean added tance in long-crested waves of arbitrary di- ubsequently, the Simp- son’ s method can be applied to complete the integration with respect to waves direction to obtain the mean added resistance in short rection is determined, ted waves, Fig. 9 shows the contour of the cal- culated mean added resistance of a ship in short An interpolation scheme can then be applied in practice for waves coming from arbitrary direction at certain peri= od. For instance, if the ship sailing at Fn= 0.25 ed waves, encounters @ seaway condition with T, i, 5 = 1.5 m, coming from 150° direction, we can read from Fig. 9 = 0.36. pe, Ry = 0.36 py H,? B°/ Lp = 30KN . This type of empirical diagram ean be prepared for a spe- cific ship for a vatiety of speeds for practical ue 5 SUMMARY & CONCLUSIONS The accurate prediction of the added re- ance of a ship in actual seaways heca research subject of high engineering value dure ing the last decade. The presented work discus ses the features of the newly developed SNNM empirical method for the determination of the added resistance in both regular waves and ir- Win, china, Ortaber 2-24, 2022) regular waves, whose main features are summa= rized below 1) Applicable to loading conditions with trim and significant variation of draft 2) Good performance in relatively short 3) Applicable to arbitrary wave headings 4) Applicable to relatively low speeds 5) Required input is simple and easy to obtain For deriving the mean added resistance in actual seaways, altemative seaway spectra, in- cluding the ITTC two parameter spectrum and the JONSWAP spectrum, are assumed spreading functions are also considered, corre- Wave sponding to swell and wind-driven seas, re~ spectively. A new form of empirical diagrams is pres ented for practical applications. g 8 i ; i i Figure 8, Mean added ceistance ofthe SITS ship in long- creted waves, C,= 0.57, I/B = 6.9, W/T= 2.7, Fo 02s, ACKNOWLEDG! ‘The authors are grateful to Prof, Sheming Fan (MARIC) and Dr. Peiyuan Feng (MAR- IC) for their valuable discussion on the subject.©) te rh ternational Conferenenon Hydrodynamics tenead ya harn a3 ret rene, Figure 9. Mean added resistance of the S175 ship in shore cxested waves, C,= 0.57, L/B = 69, B/T= 2.7, Fa = 025, REFERENCES Bunnik T.H.J., Daalen B.F.G. van, Kapsene berg G.K., Shin Y., Huijsmans RH. M., Deng G, Delhommeau G., Kashiwagi M. and Beck B. (2010). “A comparative study on state-of-the-art prediction tools for seakeep- ing” , Proc. 28th Symposium on Naval hy- drodynamies, Pasadena, United States, pp. 242-255. Duan W. Y., Chen J. K. (2015). 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