N PS ARCHIVE 1965

BERMEJO,

R.

Thesis

Department of Naval Architecture and Marine Engineering

ADDED MASS AND DAMPING COEFFICIENTS FOR SHIPS HEAVING

IN

SMOOTH WATER
by

Rodolfo Tupas Bermejo

May

21,

1965

Supervisor, Professor M. A. Abkowitz

'.

irw Mj-i

ADDED MASS AND DAMPING COEFFICIENTS FOR SHIPS HEAVING IN SMOOTH WATER
by

RODOLFO TUPAS BERMEJO

S.

Lieutenant, Philippine Navy United States Naval Academy B.

,

(195*0

SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENTS FOR THE DEGREE OF NAVAL ENGINEER
and

FOR THE DEGREE OF MASTER OF SCIENCE

in

NAVAL ARCHITECTURE AND MARINE ENGINEERING

at the

MASSACHUSETTS INSTITUTE OF TECHNOLOGY

May
19 65

(j. s.

'"'

Potg

11

Monterey, California

DUDLEY KNOX LIBRARY NAVAL POSTGRADUATE SCHOOL MONTEREY, CA 93943-5101

ADDED MASS AND DAMPING COEFFICIENTS FOR SHIPS HEAVING IN SMOOTH WATER
by
Lieutenant Rodolfo Tupas Bermejo,

PN

Submitted to the Department of Naval Architecture and Marine Engineering on May 21, 19 65 in partial fulfillment of the requirements for the degree of Naval Engineer and the degree of Master of Science in Naval Architecture and Marine Engineering.

ABSTRACT
Theoretical predictions of the added mass and damping coefcurves for ships performing small vertical oscillations in calm water are determined. Calculations are made for the following ships:
1.

ficient

2. 3.

Series 60 Block Coefficient 0.70 Series 60 Block Coefficient 0.60 Golovato's Surface Ship (Weinblum)

Model

A method for the inversion of a power series xype transform which conformally maps a unit circle into cylinders and ship-like forms is shown. Using this method, the transform coefficients corresponding to the sections of the ships considered are obtained. From these transform coefficients, plots of the sectional added mass and damping coefficients against frequency of vibration are derived using Porter's analytical solution to the problem. Comparisons are made between these curves and Grim's predictions.
Finally, by virtue of strip theory, the two-dimensional values for each cross section are integrated over the length of the ship to obtain the ship's added mass and damping coefficients at each frequency considered. No correction is made for three-dimensional effects. The resultant curves for each ship are compared with the corresponding published experimental results.

Thesis Supervisor:
Title:

Martin A. Abkowitz
of

Professor

Naval Architecture

1U

ACKNOWLEDGMENTS
am

sincerely grateful for the encouragement, continued

interest,

and guidance provided by Professor M. A. Abkowitz,

Thesis Supervisor.
I

was introduced to the problem by Commander W. R. Porter,

of

USN, Associate Professor

Naval Engineering, and

wish

to

express

my

deep appreciation and thanks for his

many

helpful suggestions and

advice, and for the use of his computer programs.

To Captain W. M. Nicholson, USN, Professor

struction,
I

of

Naval Con-

wish

to

express

my

profound gratitude for his inspiration

this

and confidence in

me which made

work possible.
Computation Center
at

This work was done in part

at the

M.I. T.

Cambridge, Massachusetts.

IV

TABLE OF CONTENTS

Page

I.

INTRODUCTION

II.

PROCEDURE
2.
1

5
5

2. 2 2. 3

Problem Statement Solution to the Problem Numerical Calculations

General
Selected Fits

III.

RESULTS
3.
1

3. 2

3. 3
3.

Grim

3. 5
3. 6

Added Mass and Damping Ship's Added Mass and Damping

Fits to Sections Sectional Added Mass and Damping Ship's Added Mass and Damping

Fits Fits to a Bulbous Section Longitudinal Distribution of

16 16 16 16 17 17 18

IV.

DISCUSSION OF RESULTS
4.
1

48 48
49 50
52

4. 2
4. 3

V.
VI.

CONCLUSIONS

RECOMMENDATIONS

53

NOMENCLATURE
REFERENCES
VII.

54
56
57 58

Procedure A-l A Method of Inverting a Conformal Transformation A-2 Procedure to Derive Grim's a, and Appendix B - Original Data
of

APPENDICES Appendix A - Details

a,

58 63

64

LOCATION OF TABLES AND FIGURES

Tables

^
Transform Coefficients for Series
Block
0. 70

Table

60
10

Ship
60

Table

II

Transform Coefficients for Series

Block
0. 60

Ship

11

Table

III

Transform Coefficients for Weinblum Model

12
0.

Table IV

Grim Parameters
Ship

for Series 60 Block

70
13

Table

Grim Parameters
Ship

for Series 60 Block

0.

60 14

Table VI

Grim Parameters

for

Weinblum Model
1

15

Table VII

Transform Coefficients for Station Mariner

of the

27

Table VIII
Table IX

Grim Parameters
Sectional Added Series 60 Block
0.

for Station

of the

Mariner

27

Mass

Coefficients (kJk ) for 70 Ship due to Selected Fits

)

28

Table

Sectional Added Mass Coefficients Ik k for Series 60 Block 0. 60 Ship due to Selected Fits
Sectional Added

29

Table XI

Weinblum
Table XII

Coefficients (kk Model due to Selected Fits

Mass

for
30

Sectional Added Series 60 Block

Sectional Added Series 60 Block

Mass
0.

70 Ship due to

Coefficients (k ? k

Grim

for Fits
)
)

31

Table XIII

Mass
0. 60

Coefficients (k k for 2 Ship due to Grim Tits

(k k
2

32

Table XIV

Sectional Added Mass Coefficients Weinblum Model due to Grim Fits

for
33

Table

XV

Sectional Damping Coefficients (c) for Series 60 Block 0. 70 Ship due to Selected Fits Sectional

34

Table XVI

Block

0.

Damping Coefficients (c) for Series 60 60 Ship due to Selected Fits

35

VI

Tables

Page
Sectional

Table XVII

Damping Coefficients
to Selected Fits

(c)

for

Weinblum
36

Model due
Table XVIII

Block
Table XIX
Table

Sectional Damping Coefficients (c) for Series 60 0. 70 Ship due to Grim Fits

37

Sectional Damping Coefficients (c) for Series 60 Block 0. 60 Ship due to Grim Fits Sectional

XX

Damping Coefficients
to

(c)

for

Weinblum
39

Model due
Table XXI
Table XXII

Grim

Fits
0. 0.

Table of Offsets for Series 60 Block Table of Offsets for Series 60 Block

70 Ship 60 Ship

65
67

FIGURES
Figure
1

Selected Fits to Sections of Series 60 Block 0.70 Ship Selected Fits to Sections of Series 60 Block 0.60 Ship Selected Fits to Sections of

21

Figure

22
23

Figure

Weinblum Model
Block
0.

Figure 4

Grim
Ship

Fit to Station 19 of Series 60

70

24
Fit to

Figure

Grim
0.

Midship Section of Series 60 Block

25

70 Ship

Figure

6 7

Fits to a Bulbous Section

26

Figure

Comparison of Sectional Added Mass Coefficient Curves for Typical Sections of Series 60 Block
0.

70 Ship

40

Figure

Comparison of Sectional Damping Coefficient Curves for Typical Sections of Series 60 Block
0.

70 Ship
of

41

Figure

Comparison

Predicted Values
0.

of

Added Mass for

42

Series 60 Block Results

70 Ship with Experimental

Vll

FIGURES
Figure 10

Page

Comparison

of

Predicted Values

of

Added Mass
43

for Series 60 Block 0. 60 Ship with Experi-

mental Results
Figure
11

Comparison

of

Coefficient for

Predicted Values of Added Mass Weinblum Model with Experi44

mental Results
Figure 12

Comparison

of

Predicted Values

of

Damping
45

Coefficient for Series 60 Block 0.70 Ship with

Experimental Results
Figure
13

Comparison

of

Predicted Values

of

Damping
46

Coefficient for Series 60 Block 0.60 Ship with

Experimental Results
Figure 14

Comparison

of

Coefficient for

Predicted Values of Damping Weinblum Model with Experi47

mental Results

I.

INTRODUCTION

The naval architect

is

confronted with the problem

of

predict-

ing the forces that will act on a given ship

moving

in a

given seaway in

order to design for these forces.

solution to this
into a

It

has long been recognized that the

it

complex problem can only be attained by breaking

sub-problems, each one simple enough

down

number

of

to hopefully

permit an analytical solution.

One such problem mentioned

that of a rigid ship

in the

preceding paragraph

is

made

to oscillate vertically by an externally-applied

is initially still. is of the

harmonic force
equation
of

in

water that
in this

The linearized force

motion

case

form:

m(l+k

)y + b

y + c gy

F Q sinM+ a)

(1)

This is a second order linear differential equation with constant coefficients

whose solution

is

well known.
,

However, k

the added

mass

coefficient of the ship, and b

the ship's

damping

coefficient, are usually

not known.

The problem

is

thus reduced to that of determining these coef-

ficients for any particular ship at all frequencies of interest.

The product

mk

is called the

added

mass

of the ship
in

and accounts for the component

of the

hydrodynamic force acting

of the

phase with the heave acceleration.

is the

The other component

which
is the

hydrodynamic force

damping force

product b y and acts in phase with velocity.

Efforts to study the behavior of this complex hydrodynamic force

led to a

number

of

experiments.

In particular,

experimental results have

been made available for Series 60 Block

[

0.

70 by

Gerritsma and Beukelman

[

1]

2]

for Series 60 Block 0. 60 by

Gerritsma
[

3]
.

and for a ship model

Calculations

with mathematically-defined lines* by Golovato

this

4]

made

in

work are for these ships.

In parallel

with these experimental studies, considerable effort

In this field,

has been done to theoretically predict these quantities.

the

problem

is

further simplified from a three-dimensional ship form to that

of an infinitely long cylinder with a ship-like

cross section.

With the

acceptance

of the validity of "strip

theory", work along these lines for two-

dimensional forms gained even greater importance.

interest are those

The cylinders

of

mapped by conformal transformation

of a unit circle

by

N
n=0
dn +
L
'

(2)

The coefficients

of this

transform determine the shape

of the section.

Lewis

5]

initiated the idea of fitting ship sections with

forms from

two- parameter family of more or less ship -like forms which he generated
by using this transform with chosen values of
a,

and

a.,.

Landweber and

Macagno

6]

extended the generality of the sections generated by using a

,

third coefficient, a c

for a three-parameter family of forms thereby

of

making possible

wider variation

forms

This model shall be referred to as the Weinblum Model in this paper.

The work most often referred

predictions for the added

to,

at

present, when theoretical

mass and damping

due
to

coefficients of two-dimensional

forms are desired,

hensive set
of

is that

Grim

[7]

Grim generated

compre-

curves from which these quantities can be estimated for

a given ship section using the beam-draft ratio and section area coefficient as the entering

arguments.
i.

This
,

is

equivalent to approximating
only.

the section by a

Lewis form,
of

e.

by a shape defined by a, and a

of

Since a

number

shapes can be defined by just one set

it

beam-draft
in

ratio and area coefficient,

appears that two parameters would

general be insufficient to describe a particular ship section.

guity leads one to question the correctness of

This ambi-

Grim's predictions.

Now

available

is

Porter's [8] analysis to the hydrodynamic problem which,

Since Porter's

within the limits of linearized potential theory, is exact.

solution does not restrict the
in fact

number

of

transform coefficients, we have

something that promises to give more accurate predictions.

The

author seeks an answer by using both methods.

Porter's analysis assumes that these transform coefficients

are known.

Hence

the need for a

method

to

determine these coefficients

first

for a given cylinder shape is called for.

The

known method
.

of in-

verting this conformal transformation

is that

due to Plant [9]

This

was further improved by Porter.

in

While this method proved satisfactory

many

cases,

it

was evident

that a

more accurate

and less time-

consuming method would be desirable.

aeronautics, the problem of conformally mapping an arbiC\ re I c trary airfoil shape into a "" ^SHHsHP ^ as been solved by
In

Theodorsen

10].

His exact analysis requires the evaluation of a non-

linear definite integral for numerical results.

Naiman

[11] reported a

procedure for the numerical evaluation

devised a method
of

of this integral.

The author

determining the transform coefficients for an arbi-

trary ship section by an application of Theodorsen's method.

The pro-

cedure

is

outlined in this paper.

II.

PROCEDURE

2.

Problem Statement

Consider a rigid ship floating

of the

in

smooth water.

The depth
infinite.

water

is infinite

and

its lateral

dimensions are likewise

We now impress

upon the ship a vertical simple harmonic force so

that the ship oscillates up and

down

in

simple harmonic motion with a

small amplitude.

Assume

that steady-state conditions have

been at-

tained so that the amplitude of the outgoing waves generated by the

ship motion remains constant with time

at

any point on the water surface

Required for any given frequency are:

a.

The distribution

of the

added mass and

the length of

damping coefficients along

the ship.
b.

The ship's added mass and damping

coefficients.

2. 2

Solution to the

Problem

Since the problem as formulated is not solved, we approxi-

mate

a solution by "strip theory".

of stations

We

divide the ship into a convenient

number

with end stations at the forward and after perpen-

diculars.

To be

definite,

we

will call the station at the

forward perpen-

dicular "Station 1" and

number succeeding

stations consecutively up to

the last station at the after perpendicular.

Since in a later process

we

will integrate over the length using an arbitrarily

chosen method

of

integration, namely, Simpson's First Rule, the

number

of stations

must

be odd and the station spacings

must be equal.

We now proceed
damping coefficients.
Section
2.
1

to solve for the sectional added

in the

mass and
in

The conditions stated

problem statement

apply except that we replace the ship with an infinitely-long

cylinder whose lower half cross-section is that of the ship's section up to

its

free- floating draft at a particular station.

It

The axis

of the

cylinder is

on the free surface of the water.

is

clear that we need to consider as

many cylinders

as there are stations.

Two-dimensional conditions and

potential flow are implied.

We
the added

define an added

mass

coefficient, k k
?

as the ratio

of

mass

of the cylinder to the

of

mass

of the fluid

displaced by a
b,

circular cylinder
the free surface,

equal beam.

For a cylinder with a half-beam,

at

Porter showed that

k k
~

24

MB
A
Z

+
+

NA
B
2
<

3>

and the corresponding damping coefficient, referred to the

cylinder, is
c

same circular

-P-2 A + FT
Z

'

(4)

For

a given section, A, B,
6 =

M
gj

and

are functions of only the nonco

dimensional frequency,
of oscillation

b/g, in which

is the

circular frequency

and g

is the

acceleration of gravity.

A numerical proPorter's

cedure to evaluate these functions

is outlined in detail in
(2)

paper [8].

Since the coefficients of the transform

determine the

shape of the given section, we note that the added mass and damping

coefficients are functions of the frequency and transform coefficients

only.
It is

clear that the

number

of

these transform coefficients

the solution to the

fixes the value of

in (2).

Thus we have

problem

provided we know these "a's".

The determination
tutes a separate problem.

of

these transform coefficients constiinfers fitting with two parameters.

Grim

Landweber and Macagno propose three parameters.

the use of the

We

introduce
a

method described

in

Appendix A-l which gives us

N.

more
for

accurate

fit

by a proper choice
at

of

The theoretical value

of

any given shape

present

is still

undetermined.

We

therefore

arbitrarily set a reasonable criterion for our "best

fit",

and hence for

our selection

of

N.
the be am -draft ratio and the
of a,

Knowing
cylinder,

area coefficient

of the

we can solve for unique values

and a^ (see Appendix

and
(4),

A -2).

By applying

these values to equations

(3)

we obtain

Grim's predictions.
case
of

We

note therefore that Grim's method is a special

Porter's general solution.

We now have two

and damping coefficients
at

sets of values for the sectional added

mass

any frequency for each ship's station,

fit"

namely, those derived from our "best

of

and those due to the method

Grim.

We compare

these two sets of results which are the predicted

curves for the longitudinal distribution of the added mass and damping
coefficients.

On

the basis of "strip theory", the ship's added

,

mass,

mk

and damping coefficient, b

can be obtained by integrating over the

ship's length the corresponding two-dimensional quantities.

station at each frequency,

For each

we

first multiply the k k

?

4
b

value obtained
.

by pS where

is the

density of the water and S

pSoo.

Likewise, we

multiply the c value by

We

then integrate the resulting values

over the length

ship's added

of the ship

using Simpson's First Rule to obtain the

coefficient at each frequency.

mass and damping

We

compare these curves with

the published experimental results.

2. 3

Numerical Calculations

Numerical results were obtained for

1.

the following ships:

Series 60 Block

0.

70
60

2.

Series 60 Block

0.

3.

Weinblum Model

For uniformity, twenty one stations and twenty one waterlines from
the keel to the designer's waterline

were used for each

ship.

The

offsets used for the Series 60 ships are those punched in

computer

cards available

in the

Department

of

Naval Architecture and Marine

Engineering Library.
those generated by the

The offsets used for the Weinblum Model are

IBM

709 4 computer at the Computation Center,

lines.

M. I.T. using the mathematical definition for the model's

offsets are

All

normalized with respect

to the

maximum half-beam

and

given up to the third decimal place.

The section-fitting method allows one

of

to

choose the number

transform coefficients

to use.

In

these calculations, no

more

than

five coefficients

were used solely

for the reason of saving on

in the fit

computer

time.

In

each case where the improvement

was

not substantial,

a lesser

number

of coefficients

was used.

The method was programmed

by the author thereby allowing calculations to be done by the

digital
of the

IBM 7094

computer.

The transform coefficients selected for each station

I,

three ships are shown in Tables

In

II,

and

III.

solving for Grim's a, and

a,,,

the

parameter

A.

draft

half-beam

was used instead

of the

beam-draft

ratio.

This obviously did not

change the end results.

coefficient,

The other parameter used was the section area

section area x half-beam x draft

For

the Series 60 ships, the values of

In the

or

were derived from the published

the section area coefficients
of

ones.

case

of the

Weinblum Model,

were obtained by analytical integration.

A computer program

Professor Porter which takes X and a as input data was used to calculate a, and
a,,.

The values

of \,

c,

a,,

and a, are presented in

Tables IV, V, and VI.

Numerical calculations for

the sectional added the

mass and

damping coefficients were likewise done by

puter using Professor Porter's program.

IBM

7094 digital com-

The data for the models used by the experimenters were also
used in calculating the ships' added

mass and damping

be

coefficients in
the published

order that the resultant curves

experimental results.

may

compared with

10

TABLE

Transform Coefficients for Series

60 Block 0. 70 Ship

Station

2
3

-.

58924
28865
10604

03769

.00647 .00595 .01227

.01031

.00548

-.

05512 06690

4
5

.00152
-.00186
.

.00771

.00286
.06121

08005
09 564

.00698

6
7 8 9

.00662
.00370 -.00249

00458

.00526

.08877
.09 604
.

11214
12 545

-.00091

.00358

10543
10543

13671
13671

-.00928
-.00928

.00533 .00533 .00533

10
11

10543
10413

13671

-.00928 -.00808
-.00391

12
13

13545
12610
10551

.00402

10047

14
15

.09419

.00486
.01288

-.00525
-.00260

.08197 .05187 .00480

.

08109

16
17

04343

.02686
.04346
.06217 .09148
.09670

00432
06381
11763

18
19

10876

.00847
.02231
.00311

.31290 .70043

20
21

12650

.05817

.02740

11

TABLE

II

Transform Coefficients for Series

Station
1

60 Block 0. 60 Ship

a
9

2
3

77186
55189

02877

.00656

.00522

03135
02787

.00364
.00069
00619

4
5

34603
18343

03758
05339

.00410
.00617

00206
00165 00620 00838
00641

.00658

6
7

06696
01148
05821
08669
09 729

.00744
.00469

06992

.00582 .00412

8
9

08784
10264
11366

.00381

.00265
.00043

10
11

00475

10190

12402 11822
10342

-.00566

12
13

09832
09 603

-.00126
.00293
.00919

00488
00601

14
15
16 17 18
19

08899

07995 05008 00606 04386

09183
11966
09 866

00679

07168
03123

.01944
.03972 .05626
00038 00212
01083
.00687 .00430

02575
13091

.07244
.09513
.09761

32985 64328
05123

03366
05619

20
21

.02954

16732

.00725

01821

12

TABLE

III

Transform Coefficients for Weinblum Model

Station

2
3

-.58026
-.34470
-.

-.04867 -.07217
-.08429
-.09191

-.00944
-.01064
-.01010 -.00877 -.00712

.00639

.00440

4
5

19658

-.00024
-.00340

.00360
.00450

-.09651

6 7 8
9

-.02668

-.09738
-.

-.00564
-.00700
-.00760
-.00771

.00476
.00460

.02263
.05703

10174
10531

-.00552
-.00421

-.

.00424
.00383

.07986
.09 29 5

-.

10808

-.00330 -.00280

10
11

-.

10988
11051

-.00760

.00352
.00339

.09724

-.

-.00264

-.00752

13

TABLE
Grim Parameters
Station

IV

for Series 60 Block 0. 70 Ship

cr

a^

a^

2
3

3.941

.801

-.59129

-.00659

1.814
1.198
.955
.848

.827

-.28221

-.02443 -.04381

4
5 6 7

.855
.888

-.08598

.02167 .07488 .09368

-.06583
-.08731

.922

.810
.800
.800 .800

.956 .976
.985 .986 .986 .985 .980
.963 .929

-.10908
-.12231
-.12829

8
9

.09752
.09686

10
11

.09678
.09678 .09686
.09723

-.12896 -.12896
-.12829

.800
.800 .800

12
13

-.12496

14
15 16
17 18

.800
.811

.09847 .09508

-.11374
-.09138

.844
.920

.978
.808
.723
.619

.07416
.04131

-.12412
-.01441

1.080
1.465

-.03982
-.20811

.04002 .10280
.14533

19*
20
21

2.857

.493

-.55146

See text paragraph ^jjp for alternate values.

14

TABLE V
Grim Parameters
Station

for Series 60 Block

0.

60 Ship

<r

a
l

a^

2
3

7.921 3.509

.822
.823

-.76856
-.54729 -.33923
-.

-.00934
-.01642 -.01218
-.02583

4
5
6

2.046
1.426
1.

.807 .827 .857

.89 6

17107

114

-.05155

-.04572
-.07057
-.

7 8
9

.951

.02322
.06739

.862
.817 .800

.926
.953

09020
10719

.08983

-.

10
11

.967 .977
.973

.09818

-.

11634
12288 12026
10792

.800
.800

.09746
.09775

-.

12
13

-.

.800 .805
.820
.

.955 .922

.09912

-.

14
15 16
17 18
19

.09876
.09418
.07961

-.08670
-.04961

.864
.781

853

.00267
.05863
.

.932
1.

.693

.03703

103
5

.600
.489

-.05505
-.

11930

1.49

23533 54751

18555

20
21

2.597
1.076

.346 .582

-.

.23302
.

-.04138

13109

15

TABLE
Grim Parameters
Station
1

VI

for

We mblum Model
a
l

cr

a
3

2
3

4.
2.

211

.905
.917

-.58706
-.35199

04723
.07202

222

4
5

1.569

.927
.937

-.20218
-.

.08672
.09613
.

1.250

10043

6
7

1.067
.952
.879

.944
.951

-.02896
.02179

10241

10670 10960

8
9

.956
.9 59

.05728

.833

.08077
.09 420 .09 857

.11149
.

10
11

.808 .800

.961

11254
11289

.962

16

III.

RESULTS

3.

General

It

has been stated in Chapter

II

that the offsets

used for the

Series 60 ships are those that have been previously punched in

com-

puter cards.

These offsets are tabulated

in

Appendix B (Tables XXI

and XXII).

On

the other hand, the section area coefficients used are

It

those published in David Taylor Model Basin Report No. 1712.

to be

is

made clear

that the

numerical results presented

in this

paper are
is

based on these data unless otherwise specified.

This clarification

necessary because

it

was discovered

late in the

process

of this investi-

gation that there were differences in

in the

some

of the offsets

used and those

above-mentioned publication.

3. 2

Selected Fits

The resulting

fits

due to the selected transform coefficients

of

are shown for all stations on the body plan

and
fits
3.

each ship

in

Figures

1,

2,

The solid lines are the actual ship sections and the corresponding
Since the

are in broken lines.

Weinblum Model
body plan
is

is

symmetrical about

the

midship section, only half

of the

shown.

3. 3

Grim

Fits

The

fits

due to Grim's

a,

and a^ are shown (broken lines) for

17

representative sections (solid lines) of Series 60 Block

0.

70 ship only.

Figure 4 shows the two-parameter

fit

for Station 19 which is a vee-

shaped section and Figure

the offsets for Station 19

for Station 11, the midship section.

to be different

Since

were seen

from

the published

ones, the area coefficient of this section was recalculated by integration

(using Simpson's Rule) of the offsets used.
coefficient
(cr

Based on
(a,
=
-.

this section
a.,

area
.

506), a

new set

of a,

and a

ZZ185;

17562)
5.

was derived

for this station to determine the

Grim

fit

shown

i.n

Figure

3.4

Fits to a Bulbous Section

A
bulbous.
this kind.

special type of
is

form found on

the forebody of

many

ships is

Such a shape

certainly of great interest in an investigation of

Since none of the three ships considered has a section of this

at the

form, the section

for study.

forward perpendicular
fit

of the

Mariner was chosen

fit

five-coefficient

(dotted line) and a

Grim

(broken
6.

line)

are both shown with the actual section (solid line) in Figure

The

corresponding transform coefficients and

Tables VII and VIII, respectively.

Grim parameters

are listed in

3. 5

Longitudinal Distribution of Added

Mass and Damping

The calculated sectional added mass and damping coefficients

are presented
in

tabular form for each station of the three ships at

different values of a non-dimensional frequency,

18

W b
g

2,

in

which

is the

maximum

half-beam

of the ship. ^

The sectional added

in

mass

coefficients due to the selected fits are

shown

Tables IX, X,

and XI and those due to the

Grim

Fits in Tables XII, XIII, and XIV.

fits

The sectional damping coefficients derived from the selected

are

shown

in

Tables XV, XVI, and XVII and those due

to the

Grim

Fits in

Tables XVIII, XIX, and XX.

6

Values

of k k

and

are plotted against

for typical sections of Series 60 Block 0. 70 ship in order to have a

the

comparison between

two methods.

Stations 11 and 19

were again

chosen as the representative sections.

Figure
8 the

shows the sectional

added mass coefficient curves and Figure

ficient

sectional damping coeffits

curves.

Curves derived from the Grim

fits

are labelled "Grim"

and those due to the selected

k k
a,
all

are labelled "Porter".

The values

of

and
a.,

for the Station 19

Grim curves

are based on the new set of

and

calculated for this station.

The numerical computations for

added mass and damping constants used Porter's program, simulat-

ing

Grim's results for two-parameter

fits

and used in the general way

for

forms using more coefficients.

3.6

Ship's

Added Mass and Damping

The theoretical predictions for the ship's added mass and

damping coefficients are plotted against frequency on the same graph

19

with the corresponding experimental curve for comparison.

These

curves are labelled

in the

same manner

as that in the preceding section.

off the

The experimental curves were plotted by using points picked

published ones.
In

order

to

conform with

the values obtained by experiment,

the results due to the selected fits and the

Grim

fits for the

Series 60

ships were

made dimensional.
,

The Block 0.70 ship's added mass,

(in

mk

(in

kg-sec /m)

and damping coefficient, b

u>(in

kg-sec/m), are

plotted against the circular frequency,

radians/sec), and shown in

Figures

and 12, respectively. are shown in the

The corresponding quantities for the

Block

0. 60 ship

same manner

in

Figures

10

and

13.

Since the experimental results for the Block 0. 60 ship are available only
for several values of forward speed and none for pure heaving motion,
the curves given for the lowest speed (Froude

number, Fn

= 0. 15)

were used.
In the

case of the Weinblum Model, the predicted curves

are presented in non-dimensional form to agree with the published

results.

Figure

11

shows the predicted and experimental curves for

coefficient, k
,

the ship's added

mass

plotted as a function of the non-

dimensional frequency

Likewise, the corresponding values

of the

dimensionless ship's

damping

coefficient,

20

gL

where A

is the

displacement and L the length

i

of the ship,

are

plotted against 6

in

Figure

14.

21

o
Q.

CO

c
+-

o
CD

CO

a!
CO'

o
CD

c
-.I

T!
CD

u o

5
O
CO
Sh
!

sO
CO CD
I

CD
too CO CD

CO

CO

faH

c
.2

o
0/
i

COj

^1
"O
t

U O
<D

CO

f-.

tuO,

2Z

X! CO

'

PQ
CO

U
CD

O O
W
CD

c
03

CO
*-.

o o

cd

CO

CO

-c

d
+-=

cu
'a!

CO

CD

bJO

23

Designer's Waterline

Actual Section
Selected Fit

Figure

3.

Selected Fits to Sections of

Weinblum Model

2k
Designer's Wo.terline

*~.i.v*~ (..-Lw-

* +++

* -fc-4-^-^- 1

wji.J n

mn ^p

.|.

* hi .i

(m

ill

4 "* 4 " j

" if <*

MjfjfofML

25

Actual Section

Grim

Fit

Selected Fit

Designer's Waterline

alSSJ'
T

Figu re 5. Grim Fit to Midship Section of Serfes 60 Block Q. 70 Ship (Selected fit is also

shown

in

Figure

1)

",.'';

,"

..:;:-.::;

v;;

,:;.:"

26

Designer's Waterline

Actual Section

Grim

Fit

Selected Fit

.,-,

_._
:

..

<fc

Figure
1

6. Fits to a of the Mariner)

Bulbous Section (Section

27

TABLE
Transform Coefficients for
a
l

VII
Station
of the

Mariner

.85868

-.11785

-.1892

.00633

-.00054

TABLE
Grim Parameters

VIII
of the

for Station

Mariner

a
l

133.333

7.407

-.85971

-.12730

28

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i

o ro No Mhh
i

(M

g
Fh

a
o
--

f-J

o
4-l

tfH

0)

o m
ro

i i

cu

U
nr
r-i

3
a

o m r- o m o m ro ro 00 fM oo

O l

vO vO
1

00 r i i1 I
1

o oo

O
t*-

i^> s-

*
hi-H

8 T3 O
6 c

<

PQ

^
cd

o o o

oo

o 00 mo ro ^f

in "^ ro ro

ro ro ^F oo 00 00 t*ro ro 00 oo 00

oO

ro roo

Q
ii

3
J3

aJ

O
a
(73

ti

^j <V

o o 00
o o

sO CO vD
00 a- ro

1
1

xO

m m^

CO ro sO in ro ^

oo ^ rO
O

<tf

t^

m
ro

oo
00

oj

ocor>
xo

00 00

vD

ON CO

mm

O
o

00
.
1

vO 00
in o-

oo

O 00

00\O

Lfl

00 00

m oo

rO

r-\

o PO

r^ oo o o 00 ro omO

rrti

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i-h ro rO 00 t^^f ro ro ro ro
1

O i
ro

Sh

O
'

00 ro

^ m

r^ oo

oo

<

CO

40

$M
;fcH^Tfi
o2
-: :

Porter

-:14:!^Iff

A-

Grim
..

Figure

7. Comparison of Sec t tonal Adde d Mass_ Coefficient "C urves for Typ m ical Fe^tions of Series 6b' BlocklT 70' Ship

41

Porter

Grim

.,1,:

J,.,,. ,

J, ,:.

...

:..

m+Jk~mi*,lm k X+.>...

,.i*im*mL L n,,l, ~ M
ll

ll

,i

,* *..

..

42

Grim
Experiment (Fn
(Ref.
10
1)

= 0)

mk

(kg-sec /m) r

10

12

(rad/sec)

Comparison of Predicted Values Added Mass for Series 60 Block 0. 70 Ship with Experimental Results
"

of

43

Experiment^ Fn
(Ref.
3)

~ 0. 15)

Porter
\
30

Grim
Experi mpnt
(Ref.
1)

(Vrt

20

b 10
-

(kg-sec/m)

10

12

oj(rad/sec)

igure 12. Comparison of Predicted Values of Damping Coefficient for Series 60 Block 0. 70
Ship with Experimental Results

Willi

ilBlL^xAlM23h^Jj~. --I

'

--

".ti_.

j.

.:.~J.i^\

J...:L-j;w

A L 46

Porter

^
-

Grim
Experiment (Fn
= 0. 15)

50

(kg-sec/m)

(Ref.

3)

40

30

20

fc

a)(rad/sec)

Figure .13. Comparison DampTng Coefficient for

ith

of

Predicted Values

of

Series" 60 Block~0. 60

Experimental Results

ami

47

&

Grim
Experi merit
(Ref.
<

(Fi 1

= 0)

M
44+

V
^M

$.'ii:
'

'>

of Predicted Values of Model w ith Tor Weinblum Da mping Coefficient Experimental Results

Figure

14.

Comparison

jj|;i j] M|;j[j[jjii|

ffii-J-

,liliJLiiiii.:.

>

J,.J:ll;ILl.:....iJiL;l;illljI.lLi:

48

IV.

DISCUSSION OF RESULTS

4.

Fits to Sections

It

is evident

from Figures
in this

1,

2,

3,

and

6 that the

section-

fitting

method introduced

paper gives very close

fits to all
fit is

the

forms considered.

We

note that the accuracy of the

greater

for sections that are

of the

somewhat

elliptical as in the case of the sections

Weinblum Model and

the sections in the middle body of the

of

Series 60 ships.

However, the loss

accuracy

is

small for

fits to

more general shapes such

Series 60 ships.

as those at the

bow and stern

of the to the

The inaccuracies may be largely attributed

nature of the numerical procedures employed and possibly due to the

limited

number

of

transform coefficients used.

4,
5,

Figures

and

show

that the fits due to the

method

of

Grim

are not as close as those due to the new procedure used in this

paper.

We

observe

in

Figure 4 that the slope

at the

waterline of the

actual section is inclined at an angle of aboutforty-five degrees

the waterline while that of the
that

from

Grim

fit

is vertical.

Since

it

is

known

Grim's method

is

restricted to Lewis forms, this result is to be

expected.
fit,

On

the other hand, the slope of the corresponding selected

1,

as shown in Figure

is

more

or less the

same

as that of the
at

actual section near the waterline and fits as well as

any other point.

Comparing Figures 4 and

fit to

5,

we note

that a

two-parameter

the midship section of Series 60 Block 0. 70 ship is relatively a

fit

better

than a two-parameter

fit

to Station 19 of the

same

ship.

The slope at the waterline of the selected fit is also infinite but for infinitesimal draft.

49

This

is

again to be anticipated since a closer approximation with a

to the

Lewis shape can be done

The
fits to the
It

midship section than

to Station 19.
in

Mariner's bulbous bow section

is to be

Figure
fit is

are quite interesting.

as close a
is
fit

noted that while the

Grim
it

not

as that of the corresponding selected

fit,

nevertheless

surprisingly a good one.

This result

is

rather unexpected since

such a form has heretofore been considered to be beyond the limits

of

even the three-parameter family of forms of Landweber and

It

Macagno.
field.

seems, therefore, that more work need be done

in this

Since any further investigation is beyond the scope of the

present work, we leave this worthy endeavor to future research.

4. 2

Sectional Added

Mass and Damping

It

has been pointed out that Porter's solution to the problem

was used

to calculate the values for the sectional added

mass and

damping coefficients from the selected transform coefficients and

Grim's parameters.

We

bring up the question as to how

many

transform coefficients or parameters are necessary

describe the shape
of the

to adequately

cylinder considered.

It

had been noted that

to the

two-parameters may give a reasonable approximation

provided the actual section
as
is
I,

form

somewhat
II,

of a
at

Lewis shape.

However,

may

be seen

from Tables

and

III,

least three transform

coefficients

were selected for

all the

sections considered.

This

is

due to the fact that relatively

much

better fits are obtained by using

more

than two "a's".

In

cases where two transform coefficients might

50

have been considered to give reasonably good

that those "a's" did not differ

fits,

it

was observed
The

much from Grim's

a,

and a..

Weinblum Model bore

this conclusion out rather convincingly.

As we might therefore have

show
to the

anticipated,

Figure

and 8

that the values of the

added mass and damping coefficients due

11) of

two methods for the midship section (Station

Series 60

Block 0.70 ship are not very different.

in

On

the other hand, bearing

fit

mind

the fact that

Grim's

a,

and a~ do not very well

Station 19,

one would expect a pronounced difference in the curves for this

section.

However, such an expectation

It

is

not fully realized as

shown

by the plots of these values.

gation is necessary and
just be

seems

that a

more thorough

investi-

we

will not

make any conclusions

that

might

premature.

4. 3

Ship's

Added Mass and Damping

Comparing

the curves of the predicted values of the ship's

added mass and damping due to the two methods, we note that the
difference is small for every case.

We

also observe that these

theoretical curves are in good agreement with the corresponding

experimental results.
0. 70

This

is

especially so for the Series 60 Block

ship as

may

be seen in Figures 9 and 12.

it

Since the experiment

was performed

quite recently,

is

reasonable to assume that the

for the other two ships

values obtained are

more accurate than those

due to improved techniques and better instrumentation.

These en-

couraging results indeed reaffirm the correctness and practicability

51

of

Porter's solution.

A comparative study
not quite reassuring.

of

Grim's method and

its

results is

We

have noted from the

Grim

fits that

two

parameters may give a very different form from

Hence one has reason
to feel unsafe

the actual section.

when using

the procedure.

Nevertheless, the predicted curves are very similar to those due to

the selected fits, at least for these three ships considered.

On
to

the other hand,

we have seen how closely we were

able

approximate the ship form by properly selecting the transform

coefficients of the ship's sections.

Hence we are more assured

that

we are making calculations

for the correct ship by this

more general

application of Porter's solution.

52

V.

CONCLUSIONS

In this chapter,

we summarize

the conclusions stated or

implied in the discussion of results (Chapter IV).

We

conclude that accurate

fits to

ship sections can be

obtained by a procedure such as that introduced in this paper.

We

further conclude that in general, two parameters are not sufficient

to adequately

describe the shape of the section.

is

The conclusion that one

in calculating the

more assured

of

correct results

added mass and damping coefficients of a heaving

application of Porter's solution than that
is

ship by a

more general

associated to Grim's procedure

certainly valid.

53

VI.

RECOMMENDATIONS

The results
done

of this study

show

that

more work needs

to be

in certain specific

aspects of this subject.

in this

The study on a bulbous section done

a brief beginning of what

work

is just

may

be done in an investigation of the

hydrodynamic properties
however,
in that a

of this

important ship form.

It

is significant,

good

fit

to the section

was obtained even with

fits

just

two parameters.

This seems to indicate that good

It

could be ob-

tained to a wide variety of bulbous forms.

would certainly be
coefficients of such

interesting to see how the added

mass and damping

to

forms would behave with respect

frequency
of oscillation.
It

change

of

shape as well as to the

that further

is

therefore

recommended

research along these lines be conducted.

Likewise, a more detailed study on shapes with inclined
slopes
at the

waterline is called for.

To establish

the effect of such

slopes on the sectional added

mass and damping

coefficients would

certainly be an important contribution.

The effect

of the

goodness

of fit

on the estimation of the hydroto be studied.

in

dynamic forces

in

sway motion and

roll

motion remains

Similar procedures as those used

in this

paper could be used

applying

Porter's solution.

54

NOMENCLATURE

a2n +
b b

transform coefficient;
half-beam of section

n = 0,

...

damping coefficient
I

of the ship

b
s

dimensionless damping coefficient

of the ship

maximum half-beam

of the ship

sectional damping coefficient

buoyant force coefficient

acceleration of gravity

of the ship

k?k k

sectional damping coefficient

added mass coefficient

s

of the ship

m
t

mass
time

of the

ship

y y

heave displacement heave velocity

y
z

heave acceleration
a

complex variable

F
Fn

amplitude of externally-applied vertical

harmonic force

Froude number
length of the ship

L
S

submerged area
half-beam, b

of a circular cylinder with

55

a
6

phase angle
a a

non-dimensional frequency
non-dimensional frequency

non-dimensional frequency

go

circular frequency of oscillation

mass density
draft to

of

water

\
cr

half-beam ratio

section area coefficient

A
L,

displacement of the ship

a

complex variable

56

REFERENCES

1.

Gerritsma, J. and Beukelman, W. "The Distribution of the Hydrodynamic Forces on a Heaving and Pitching Shipmodel, with Zero Speed in Still Water, " Shipbuilding Laboratory, Technological University, Delft, Publication No. 1Z4, February 1965.
,

2.

Gerritsma, J. and Beukelman, W. "Distribution of Damping and Added Mass along the Length of a Shipmodel, " International Shipbuilding Progress, Vol. 10, No. 103, March 1963, pp. 73 - 84.
,

3.

Gerritsma,

J.,

"Experimental Determination
of Inertia of a
4,

of

Damping Added

Mass and Added Mass Moment

national Shipbuilding Progress, Vol. pp. 505 - 519.

4.
,

Shipmodel, " InterNo. 38, October 1957,

Golovato, P. "A Study of the Forces and Moments on a Heaving Surface Ship," DTMB Report 1074, September 1957.

5.

Lewis, F. M. "The Inertia of the Water Surrounding a Vibrating Ship," Transactions of SNAME, Vol. 37, 1929, pp. 1 - 20.
,

6.

Landweber, L. and Macagno, M. "Added Mass of a Three parameter Family of Two-dimensional Forms Oscillating in a Free Surface," Journal of Ship Research, Vol. 2, No. 4, 1959,
,

pp.
7.

36

48.
,

Grim, O.

"A Method for

More Precise Computation

of

Heaving

and Pitching Motions in Both Smooth Water and in Waves, " Proc. of Third Symposium on Naval Hydrodynamics, Office of Naval Research, Department of the Navy, ACR-55, I960, pp. 483 - 524.
8.

Porter, W. R. "Pressure Distributions, Added-Mass and Damping Coefficients for Cylinders Oscillating in a Free Surface," Institute of Engineering Research, University of California, Report, July I960.
,

9.

"An Application of Linear Programming to the J. B. Problem of Inverting a Conformal Transformation, " M.I. T. Department of Naval Architecture and Marine Engineering,
Plant,
,

January 1964, (unpublished document).

10.

Theodorsen, T. "Theory of Wing Sections of Arbitrary Shape, " National Advisory Committee for Aeronautics, Report No. 411,
,

1932.
11.
I., "Numerical Evaluation by Harmonic Analysis of the -Function of the Theodorsen Arbitrary-Airfoil Potential Theory, e National Advisory Committee for Aeronautics, Wartime Report No. 153, September 1945.

Naiman,

"

57

VII.

APPENDICES

Appendix A

Details of Procedure A-l A Method of Inverting a Conformal

A-2

Transformation Procedure to Derive Grim's a, and a.

Appendix B

Original Data

58

APPENDIX A

DETAILS OF PROCEDURE

A-l

A Method

of Inverting a

Conformal Transformation

A-l.

The Problem
Consider the two complex planes shown below

plane-

^e

plane

5>x

where

L,

= ipe

and

z =

x + iy

ire

Given

points on the

ship section as shown in the z plane, determine the coefficients of

the

transform

N
z =
t,

+
rvTO

-(2n + l)

2n+l

which will conformally

map

the unit circle

.
,

in the

t,

plane into the

ship section in the z plane

*Only the quadrant

<

<

tt/2 is of

interest.

59

A-l.

Solution

We
parts.

separate the transform into

point of the

its

real and imaginary

For

the

known

offsets,

we have

N
x.
]

peine
J

5H
n=0

(-l)

~|^
o

sin (2n + l)6

J

(5)

N
y
J

cos9 i+
J

X!
n=0

n+1
("l)

-|^TTCOs(2n + l)e
p

(6)
J
i

half-beam The 3ni draft

ml

ratio, H, is a

TT

known constant and

_ .. ... ,, relationthe following to

ship

n=0

E
N

(a

2n+1

2n+1 /p

'V Z^
n=0

("I)
/ i \

n+1

(a

2n+l

2n + i/p

N )

(7

can be derived.

Hence we have from

(5),

(6),
p,

and
a.,

(7) a set of 2

M+

simultaneous equations.
i

The unknowns are

j

and

9.

where

...

2N

and

...

M.
0..

We

first

determine the angles,

,

By an

application of

Theodorsen's method'

the angle in the

plane corresponding to any

given point in the z plane can be calculated.

'
'

This is done by using

=

an intermediate z

plane (not shown) where z

ae x

>|i+iv

The

transformation
*

The interested reader of the method.

is

referred to Reference 10 for the details

60

z = z

j
z
1

maps

the ship section in the z plane into a curve in the z

to differ greatly

plane

which may be expected not

y.
J

from

a circle.^- an d

can be solved from the following developed relationships:

sin

/ P+/P

-J<

+ (|-

,y .2
)

sinh

41

-p +/ p

where

=1

-<-2ir

"

<^r>
map
the curve in the z

Next, we wish to
circle in the
L,

plane into a

plane using the general transform

oo

Z(An
n=l
z
- t,e

+iB

n'

&

Theodorsen showed

that

2tt

(0-0.)
j "

Y =
j

-2^ /
^/o

4j(9)COt

^-

d6

'

61

If

we know

ijj

as a function of

0,

we can evaluate the integral by

Specifying the values of
\\>

Naiman's

[11] numerical procedure.

at

2h

equally spaced intervals in the range

n

<

<

2tt,

the

method gives

k=l

S
dj(e

4 H

COt

TrT^-kA'

where the summation

is

for odd values of k only and

ik

+ i^L). n

However, we only know

to differ but little

i)j

as a function of

y.

Since y

may

be expected

from 9

we take

\\t(y)

as a first approximation of ^(0)\\>

A second approximation
4j(9+).

to the

dependence between

and 9
of e
\\)
.

is

given by

This enables us to calculate a better estimate

Thus we see
and
e

that an iteration

process

is

necessary
e(9),

to

determine both

as a
e

function of 9 correctly.

Knowing

we can

get (7) and therefore

This enables us to determine the angle,

9. = v.
3

for each of the given offsets.

Substitution of these now

(7)

known angles,
the

9.,
1

into (5), (6),

and

leaves us

+ 2

unknowns

(p

and

d.) in

2M

simultaneous and now

linear equations

where
2n+l = -^ rT

d.
1

,j

2n+l

n = A 0,

__
.

N.

62

We now

solve this set of over-determined equations for these unknowns

of the
i

minimizing the sum

to get p = p

squares
=
1,

of the residuals (or individual errors)

.

and
of

d.

= d.

3,

2N

1.

Since we have a choice

over the value

total

N, we

may choose N

to be that value that gives the least

squared error.

We
seen that

are interested in the values of

a.
i

for

p =

1.

Hence

it

is

p r o is in fact the

scale factor and the desired normalized

transform coefficients are

i

a.

Po

d.

= 1,

3,

2N

This numerical procedure has been

author in order that the calculations

programmed by

the

may

be done by

IBM

7094 digital

computer

at the

Computation Center, M.I.T.

This program has been

submitted to the Department of Naval Architecture and Marine Engineering Library of this school so that
it

may

be available for general use.

63

A-Z

Procedure

to

Derive Grim's

a,

and a

It

is

known
a

that

Grim's method

is

restricted to Lewis

cylinders only.

For

Lewis shape,

the following relationships hold:

+ a

=
1

+ a, + a

v a
4

3a
-

(1+a,)

Knowing

\ and

o-,

we can solve

for unique values of a, and a

64

APPENDIX B

ORIGINAL DATA

The only purpose

of this

appendix

is to

include the offsets

out in the text,

used in this work for the Series 60 ships.

As pointed

some differences

exist between these offsets and those published in

DTMB

Report No. 1712.

The offsets for the Series 60 Block

in

0.

70 ship are tabulated

0.

Table XXI.
in

Likewise, the offsets for the Series 60 Block

60 ship
to

are listed
the

Table XXII.
half-beam.

These values are normalized with respect

The waterlines are numbered from
1

maximum

at the

designers waterline down to 21 at the keel.

waterlines are distances from the
all

The values given for the

DWL

and are in error.

They should

be multiplied by

0. 8 to

obtain the correct values.

in

These offsets have been punched

are available for general use
at the

computer cards and

of

Department

Naval Architecture

and Marine Engineering Library, Massachusetts Institute of Technology.

65

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