Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
J.M.J. Journée
Summary
A computer program has been developed to calculate speed and behaviour of a ship in a
seaway. In this stage the program is suitable for seagoing vessels in head waves. In
determining the speed, two factors are considered: the natural speed reduction due to added
resistance caused by wind and waves and the voluntary speed reduction by the ship's captain,
in order to prevent severe motions.
1
this speed in a seaway with head waves. where the relation between Va and V is
This method has been worked out into an given by:
Algol’60 computer program, named Va = V ⋅ {1 − w(V )}
ROUTE, which enables a practical use.
At a certain engine setting these two
2 Calculation of Speed equations are solved in the program
ROUTE for every wind and sea condition
Apart from wind and sea conditions, the as shown in Figure 1.
speed of a ship in a seaway mainly
depends on three aspects:
- dimensions and form of the ship's hull
and superstructure,
- dimensions and characteristics of the
propeller and
- output and characteristics of the
propulsive machinery.
The energy flow of a ship in operation is
given in the following scheme.
( )
which can be achieved by propeller and
RT V , VW , α W , H 1 / 3 , T , µ = T (Va , n ) ⋅ engine, as a function of the ship’s speed. If
⋅ {1 − t (V , n )} the total resistance of the ship for a
number of speeds is known by calculation
the actual speed of the ship can be found.
2
Some parts needed for the determination method can be used for most normal
of the speed are discussed in the following and full ships in full load condition.
parts of this chapter. With less accuracy a ship in light load
condition can be considered as a ship
in full load condition with a large
2.1 Resistance breadth - draught ratio.
The total resistance of a ship in a seaway is Both methods are valid for single-screw
divided into three parts: ships with a limited speed range. For too
- still water resistance: RSW (V ) low a speed the resistance is extrapolated
- wind resistance: RW (V , VW , α W ) with a second-degree polynomial and for
too high a speed with a third degree
- added resistance due to waves:
( )
polynomial. No allowances are made for
R AW V , H 1 / 3 , T , µ fouling or a bulbous bow. In the program
however, it is possible to multiply the still
So the relation between resistance and water resistance with a correction factor.
thrust can be written as:
3
conformal transformation. The resulting fit frequently used in practice. At present
to the actual cross sectional form is about 120 propeller models of the B-series
satisfactory for the present purpose [7]. have been tested at the Netherlands Ship
The increase of resistance in regular waves Model Basin.
is calculated with the method of Gerritsma The thrust and torque coefficients are
and Beukelman by determining the expressed by Oosterveld and Van
radiated energy of the damping waves as Oossanen [9] as polynomials in the
described in [8]. number of propeller blades, blade area
The calculation in an irregular sea is based ratio, pitch ratio and advance coefficient.
on the superposition principle for the With the aid of a multiple regression
components of the wave, motion and analysis the significant terms of the
resistance spectra as well as on the polynomials and the values of the
assumption of linearity for the ship’s corresponding coefficients are determined.
response. In regular waves the added The polynomials are valid for open-water
resistance varies as the square of the wave propeller models with Reynolds number
amplitude. In a wave spectrum the mean Rn = 2 ⋅ 10 6 .
added resistance would then be calculated Oosterveld and Van Oossanen [10] also
from: give polynomials to correct thrust and
∞
R torque coefficients for the actual Reynolds
R AW = 2 ∫ AW2 (ω e ) ⋅ S ζ (ω e ) ⋅ dω e number of the full-size B-series open-
0 ζa
water propeller. These polynomials are
used in the program.
The program TRIAL has been adapted to For the propeller behind a ship the
this special problem in the program calculated torque must be corrected for
ROUTE. For the description of the sea this behind condition:
surface two parameter Pierson-Moskowitz
Qopen water
wave spectra are used. For each wave ηR =
spectrum, the mean added resistance is Qbehind ship
calculated as a function of the ship’s
speed. For single-screw ships 1.04 is a good mean
value for this relative rotative efficiency,
while for twin-screw ships 0.97 is advised.
2.2 Propeller Characteristics
4
single-screw ship: In this connection two important types of
w = w(C b , L / B, D / L, hull form ) engines for ship's propulsion are
twin-screw ship: distinguished.
w = w(C b , L / B )
• A given value of the wake fraction. 2.4.1 Turbine
Thrust deduction fraction: Usually it is accepted that at an increasing
• Weingart: engine loading and a constant engine
single-screw ship: setting the power remains constant. This
C means a hyperbolic relation between
t = w ⋅ 1.57 − 2.30 ⋅ b + 1.50 ⋅ C b
C wp torque and number of revolutions:
n
twin-screw ship: Q = c ⋅ η m ⋅ Q0 ⋅ 0
n
C
t = w ⋅ 1.67 − 2.30 ⋅ b + 1.50 ⋅ C b According to some authors like Geisler
C wp
and Siemer [13] and Goodwin et. al. [14]
• A given value of thrust deduction in practice there is a linear relation
fraction - wake fraction ratio. between torque and number of revolutions:
• A given value of the thrust deduction n
Q = c ⋅ η m ⋅ Q0 ⋅ a − (a − 1) ⋅
fraction. n0
where the coefficient a depends on the
The above mentioned values are valid in
type of the turbine:
still water. Model tests in still water
a = 2 .0 − 3 .0
showed that wake fraction and thrust
If one takes into consideration that the
deduction fraction are practically
number of revolutions of the propeller of a
independent of speed. It can be shown
ship in a sea-way will not reduce more
from overload tests in still water that at an
than 10-15 percent at a constant steam
increasing propeller loading and a constant
inlet ratio, the assumption of a constant
number of revolutions, the wake fraction
power is sufficiently accurate for
keeps constant and the thrust deduction
calculating the ship’s speed. The relations
fraction is approximately linearly
between torque and rpm mentioned above
decreasing with the model speed.
are shown in figure 2.
Experiments at the Delft University of
Technology with a model of a fast cargo
ship showed no difference between still
water and regular waves for both fractions
at the same average loading of the
propeller [28].
5
2.4.2 Diesel Engine
6
{ } {
N z a > z a = Pr z a > z a ⋅
* *
} 3600 good agreement between the measure-
ments and this empirical formula. For
m0 z
2π ⋅ calculating the probability of deck wetness
m2 z at the forward perpendiculars the
in which the second moment of the heave geometrical freeboard is decreased with
spectrum is given by: the static swell-up obtained from Tasaki's
∞
formula.
m2 z = ∫ S zζ (ω e ) ⋅ ω e ⋅ dω e
2
Generally, the probability of slamming
0
will be calculated at station 17 or 18. It is
The significant amplitude of the heave assumed that the static swell-up at these
motion is given by: stations is zero at the instant of re-entry of
z a1 / 3 = 2 ⋅ m0 z the forefoot in the water in case of
slamming.
In this way the program TRIAL calculates Dynamic phenomena increase the
the significant amplitudes of heave, pitch, amplitude of the relative motion at the
absolute and relative motions and bow; there is a dynamic swell-up. When
accelerations and the probability and the bow immerses, the water surface will
number per hour of exceeding a certain rise and when the bow emerges, the water
value by the relative motion. surface will fall. Tasaki [15] has carried
out forced oscillation tests with a towed
ship model in still water to measure the
3.1 Relative Motions displacement of the water surface relative
to the bow of the model. From the results
Neglecting the wave disturbance by the of these experiments he has obtained an
ship the relative motion at a longitudinal empirical formula to estimate the dynamic
distance xb from the centre of gravity is swell-up at the bow:
given by: ∆s a C b − 0.45 L
= ⋅ ⋅ωe
s = ζ xb − z + xb ⋅ θ sa 3 g
where ζ xb is the vertical wave displace- with the restriction:
0.60 < C b < 0.80
ment at position xb .
So the amplitude of the relative motion at
Significant amplitudes and probabilities of
the bow is:
exceeding a given value are calculated as
∆s
showed for the heave motion. Because of s a = s a ⋅ 1 + a
*
7
here a dynamic swell-up of roughly double 4 Voluntary Speed Reduction
the value of the dynamic swell-up at the
bow. For calculating the probability of When a ship encounters a severe storm the
slamming it is assumed that the dynamic ship’s captain will reduce speed in order to
swell-up at station 17 or 18 is double the ease severe motions.
value of Tasaki at the bow. More
investigations are necessary to estimate a The most important phenomena for this
good mean value. decision are the probability of occurrence
and severity of:
{ }
Pr v!!a > v!!a = e
* 2 m 0 !v!
hull.
According to Ochi [18] the probability
of occurrence of slamming is the joint
It is also possible to determine the probability that the bow emerges and
probability of exceeding a certain value by that the relative velocity exceeds a
the significant amplitude of the certain magnitude at the instant of re-
acceleration. entry. He found a critical relative
As Ochi and Motter have shown in [17], velocity between the bow and waves,
the probability expression: below which slamming does not occur
Pr{v!!a1 / 3 > a} ≤ b and recommends as a good threshold
is the same expression as: value:
1 s!cr = 0.093 ⋅ g ⋅ L
Pr v!!a ≥ ⋅ a ⋅ − 2 ⋅ ln b ≤ b
2 The probability of slamming is
This expression will be used in chapter 4. expressed by:
T2 s! 2
− + cr
Pr{slamming} = e
2 m0 s 2 m0 s!
8
in which mos and m0 s! include the sign. ampl.
dynamic swell-up. deck of bow
wetness
and/or acc. will ≤ 0.07
Pr
at
3. Propeller racing
The time-dependent immersion of the Station 20
exceed
propeller results in a fluctuating torque 0.4 ⋅ g
and thrust of the propeller. Although
the rpm governors greatly reduce
2. Light load condition
possible damage to the propelling
Slamming at station 17 and bow
machinery due to racing, large torque
acceleration are in this condition
and thrust fluctuations are observed in
reasons for voluntary speed reduction.
waves, even at constant rpm.
Aertssen [19] analysed a lot of full-
scale trials and defined for propeller sign. ampl.
slam of bow
racing: there is racing - or the propeller impact
will be called emergent - on every Pr and/or acc. will ≤ 0.03
occasion when the decrease of torque at
is in excess of 25 per cent. Neglecting Station 17
exceed
0.4 ⋅ g
a static and dynamic swell-up at the
stern, Fukuda [22] has adopted
occurrence of propeller racing when Relative motion and velocity are both
the propeller emergence exceeds one- normal random processes, so they are
third of the diameter of the propeller. treated as statistically independent.
4. Accelerations For two statistical independent events A
Too high accelerations can also be a and B may be written:
reason to reduce speed. The magnitude Pr{A and/or B} =
of the accelerations is strongly
dependent on the ship’s length. = 1.0 − Pr{(not A) and/or (not B )}
Aertssen [20] measured on the trawler = 1.0 − Pr{not A}⋅ Pr{not A}
“Belgian Lady” even accelerations of
2.75 ⋅ g at the forward perpendiculars. So the probability function:
Gerritsma showed the same in [21]. Pr{A and/or B} ≤ c
1 − e 2 m0 s ⋅ 1 − e 2 m0 v!! ≥ 0.93
9
• Light load condition: - from ordinate zero until forward, for
every ordinate:
+ cr
T2 2
s! − (0.5296⋅ g )
2
−
2 m0 s 2 m0 s!
≥ 0.97 - ordinate number
1 − e ⋅ 1 − e
2 m0 !v!
10
- type of estimation method of the thrust in which:
deduction fraction: ω wave frequency and
- 1 = method of Weingart A, B coefficients.
- 2 = a given value of t / w
- 3 = a given value of t If statistical information is available on the
- if type = 2: value of t / w characteristic wave period T and the
- if type = 3: value of t significant wave height H 1 / 3 , a two-
- relative rotative efficiency parameter spectral formulation can be used
- number of propellers by defining:
- number of propeller blades
173 ⋅ H 1 / 3
2
691
- diameter of propeller A= 4
and B = 5
- blade area ratio T T
- pitch ratio in which:
- boolean: English horsepower H 1 / 3 = 4 ⋅ m0
(1 hp = 76 kg m/sec)
- for every input of power: m0
T = 2π ⋅
- type of machine: m2
1 = power is constant This period is based on the spectral centre
2 = torque-rpm is linear of gravity and it can be taken as the
- steam or fuel inlet ratio observed period. The spectral formulation,
- mechanical efficiency of the shaft mentioned above, is used in the program.
bearings
- power in design condition If the only information available is the
- rpm in design condition significant wave height, the 12th ITTC re-
- if type = 2 : linear coefficient commends for the coefficients A and B :
of torque-rpm relation 3.11
- boolean: ballast condition A = 0.78 and B = 2
- if this boolean is true: H 1/ 3
- change of draught at ordinate zero This means in the two-parameter spectral
- change of draught forward formulation a relation between significant
- ratio of gyradius and length wave height and characteristic wave
between perpendiculars. period:
T = 3.86 ⋅ H / 3
The dimensions of the different values are:
length: meter The 12th ITTC also recommends a relation
time: second between wind speed and significant wave
speed: knots height in an open ocean when no data are
power: horsepower available:
angle: degree
VW H 1/ 3
(kn) (m)
5.2 Sea and Wind Conditions
20 3.05
The recommendations of the twelfth 30 5.25
I.T.T.C., Rome, 1969, are used for the 40 8.10
description of sea and wind conditions. 50 11.15
The wave spectra are defined by: 60 14.65
−B
S ζ (ω ) = 5 ⋅ e ω
A 4
11
5.3 Calculations and Full Scale It may be noted that differences between
Measurements predictions and measurements, apart from
possible disagreements between theory
For six ships calculation results of and practice, can be caused by different
program ROUTE are compared with full- reasons. All measurements have a certain
scale measurements: 4 ships with a diesel error depending on measuring techniques
engine and 2 ships with a turbine and accuracy of the measuring equipment.
propulsion plant. The main dimensions of There is always a difference between the
these ships are shown in Table 1. actual wave spectrum and the wave
Only measurements in head waves spectrum derived from a spectral
( 150 0 ≤ µ ≤ 180 0 ) are observed to com- formulation with a measured, estimated or
pare them with calculations of the assumed significant wave height and
behaviour of these ships in head wind and average wave period. The input values in
the program, like engine setting
waves ( 180 0 ).
corresponding to a certain torque or power,
In calculating the wave spectra the relation
wave direction, wind direction and wind
between significant wave height and
speed are mean values. Deviations from
average wave period is defined by:
these mean values result in differences
T = 3.86 ⋅ H 1 / 3 between predicted and measured beha-
as mentioned before. The corresponding viour of the ship.
wind speed as recommended by the
twelfth I.T.T.C. is used.
12
Firstly the calculation results for the four maximum rpm belonging to it, the engine
ships with a diesel propulsion plant will be setting is assumed to be 100 per cent.
discussed and after that the results for the The comparison between predictions and
two ships with turbine propulsion plant. measurements are shown in Figures 6, 7, 8
In the last two decades, Aertssen has and 9. The predicted speeds are in
carried out experiments with several ships reasonably good until very good
to study the behaviour of these ships in a agreement with the mean values of the
seaway. The measurement results of 4 measurements. In rough seas however the
ships are used to compare them with the predicted speeds are a little bit too low, but
predictions in head waves: the measurement points scatter more than
m.s. Lukuga [23] two knots. The predicted number of
m.s. Lubumbashi [24, 25] revolutions is somewhat too high; in mild
m.s. Jordaens [19] weather conditions even higher than the
m.s. Dart Europe [26]. maximum value limited by the governor of
The first three ships are conventional the engine. Figure 11 shows that this can
cargo liners and the last one is a partly be caused by the estimated wake
containership, all owned by the and thrust deduction fraction. Another
Compagnie Maritime Belge in Antwerp, reason can be a possible difference
Belgium. between the characteristics of the actual
Aertssen gives in his papers much propeller and the characteristics of the
information and data. The following are Wageningen B-series propeller used in the
used to compare them with the predictions: calculations. The predicted significant
power delivered at the propeller, number amplitudes of pitch and heave motions and
of revolutions per minute of the propeller, vertical bow accelerations are in good
speed, significant wave height and the agreement with the measurements by
significant amplitudes of pitch and heave Aertssen.
motions and vertical bow acceleration. The calculated limits of speed and
For m.s. Lukuga, m.s. Lubumbashi and significant wave height for voluntary
m.s. Jordaens, the increase of power due to speed reduction due to the two criteria of
fouling is assumed to be 8 per cent of the Ochi and Motter are also plotted in the
power in still water at the same speed. In Figures 6, 7, 8 and 9. There was no bad
calculating the still water resistance of m.s. weather in head seas during the
Dart Europe no allowance is made for the experiments of m.s. Lukuga in full 1oad
bulbous bow, so it is assumed that increase condition and m.s. Lubumbashi in both
of power due to fouling will be nullified loading conditions. The criteria could not
by decrease of power due to a bulbous be checked in these cases.
bow. The criterion for full load condition (in the
In order to get a good comparison it is Figures marked by SH) with a maximum
necessary to use the actual torque-rpm probability of shipping water and
relation in the calculations. Figure 5 shows exceeding 0.4 ⋅ g by the significant ampli-
these relations for the torque measured at tude of the bow acceleration of 7 per cent,
the propeller. Those measurements are seems to be too low for m.s. Jordaens and
divided into groups having broadly the m.s. Dart Europe.
same torque. Assuming a constant torque The criterion for light load condition (in
at a constant engine setting, this means the Figures marked by SL) with a
groups of a constant engine setting. For a maximum permitted probability of
torque equal to the torque derived from the slamming and exceeding 0.4 ⋅ g by the
break horsepower of the engine and a significant amplitude of the bow
acceleration of 3 per cent, appears also to
13
be too low. The criterion valid in full load course this is depending on the ship’s
condition seems to be better here. More length.
investigations are necessary to get good In designing a ship, much attention will be
mean values for these percentages used in paid to the still water resistance in relation
the program. to bull form and expensive bulbous bows.
The predictions of this computing method On the North Atlantic however, a sea state
are also compared with measurements on of Beaufort 6 is exceeded in 70 per cent of
turbine ships. In 1972 Beukelman and the time during the winter season. In the
Buitenhek carried out experiments on the summer season this percentage is 45 [21].
containership Atlantic Crown [27]. In the Considering this, it is worth while to pay
calculations it is assumed that the still more attention to added resistance and
water resistance of this twin-screw ship motions in a seaway.
with a bulbous bow, including fouling, is The program ROUTE can be an expedient
equal to the still water resistance for investigating this problem. This
calculated by the method of the program can be made suitable for
Shipbuilding Research Association of calculating the fuel consumption of a ship
Japan for single-screw ships with a in a seaway after which it can be used for
conventional bow, excluding fouling. The routing a ship with a minimum use of fuel,
agreements between predictions and predictions of fuel consumption, etc.
measurements of speed, number of Except for routing purposes, this program
revolutions and pitch and heave motions can be used for the determination of
are very good as is shown in Figure 10. needed machine power at a service speed
The routing office of the Royal in a certain state and choice of a propeller
Netherlands Meteorological Institute made in the regular design procedure of a ship,
speed loss graphs available for a group of in lengthening of ships, etc. In the near
turbine ships. For one of these ships, t.s. future this program will also be made
Kelletia, predictions are made in full load suitable for following waves.
condition. The increase of power due to
fouling is assumed to be 8 per cent of the
power in still water at the same speed. The 7 Acknowledgement
predictions and observations are shown in
Figure 10. Maximum observed speeds are The author wishes to thank Prof. ir. J.
in good agreement with the predicted Gerritsma and Mr. W. Beukelman for their
speeds at 7500 horsepower. The maximum stimulating attention paid to this work and
continuous number of revolutions of the their valuable advises and remarks.
propeller, 100 rpm, is in very good The conversations with Ir. D. Moens of the
agreement with the predicted value. Royal Netherlands Meteorological Insti-
tute about routing problems are very much
appreciated.
6 Final Remarks Last but not least the preparation of the
graphs by Mr. P. de Heer is gratefully
The calculation of the three components of acknowledged.
the total resistance and the speed of a ship,
at a constant engine setting in a seaway,
shows in Figure 12 for m.s. Lubumbashi 8 References
that added resistance due to waves can be
a considerable part of the total resistance. [1] W. D. Moens, Meteorological Route-
At a significant wave height corresponding ing (in Dutch).
with Beaufort 6 the added resistance is
equal to the still water resistance. Of
14
[2] Design Charts for the Propulsive [11] W. J. Luke, Experimental Investi-
Performances of High Speed Cargo gation on Wake and Thrust Deduction
Liners, The Shipbuilding Research Values, Trans. of the Inst. of Naval Arch.,
Association of Japan, 1964. 1910, 1914, 1917.
[3] A. J. W. Lap, Diagrams for Deter- [12] S.A. Harvald, Wake of Merchant
mining the Resistance of Single Screw Ships, Doctor's Thesis, The Danish Tech-
Ships, International Shipbuilding Progress, nical Press, Copenhagen, 1950.
Vol. 1, No. 4, 1954.
[13] 0. Geisler and G. Siemer, Dynamische
[4] W.H. Auf ‘m Keller, Extended Dia- Belastung von Schiffsdampfturbinen-
grams for Determining the Resistance and anlagen bei Umsteuer-Manövern, Schiff
Required Power for Single Screw Ships, und Hafen, Heft 3, 1974.
International Shipbuilding Progress, Vol.
20, No. 225, 1973. [14] A.J.H. Goodwin, et. al., The Practical
Application of Computers in Marine Engi-
[5] W. Beukelman and E.F. Bijlsma, Des- neering.
cription of a Program to Calculate the
Behaviour of a Ship in a Seaway (named [15] Shipment of Water in Waves, The
TRIAL), Report 383, Delft University of Society of Naval Architects of Japan, 60th
Technology, Ship Hydromechanics Labo- Anniversary Series, Vol. 8, Par. 6.4, 1963.
ratory.
[16] M.F. van Sluys and Tan Seng Gie,
[7] J. Gerritsma and W. Beukelman, Behaviour and Performance of Compact
Analysis of the Modified Strip Theory for Frigates in Head Seas, International
the Calculation of Ship Motions and Wave Shipbuilding Progress, Vol. 19, No. 210,
Bending Moments, Netherlands Ship February 1972.
Research Centre TNO, Shipbuilding
Department, Report 96-S. [17] M.K. Ochi and E. Motter, Prediction
of Extreme Ship Responses in Rough Seas
[8] J. Gerritsma and W. Beukelman, of the North Atlantic, International
Analysis of the Resistance Increase in Symposium on the Dynamics of Marine
Waves of a Fast Cargo Ship, International Vehicles and Structures in Waves.
Shipbuilding Progress, Vol. 19, No. 217, London, 1974, Paper 20.
1972.
[18] M.K. Ochi, Prediction of Occurrence
[9] M.W.C. Oosterveld and P. van Oos- and Severity of Ship Slamming at Sea, 5th
sanen, Recent Developments in Marine Symposium on Naval Hydrodynamics,
Propeller Hydrodynamics, International Bergen, Norway, 1964.
Jubilee Meeting 1972, NSMB, Wagen-
ingen. [19] G. Aertssen, Service Performance and
Seakeeping Trials on m.v. Jordaens,
[10] M.W.G. Oosterveld and P. van Oos-
sanen, Representation of Propeller [20] G. Aertssen, Laboring of Ships in
Characteristics Suitable for Preliminary Rough Seas, SNAME, Diamond Jubilee
Ship Design Studies, International Con- International Meeting, New York, 1968.
ference on Computer Applications in the
Automation of Shipyard Operation and [21] J. Gerritsma, Sustained Sea Speed,
Ship Design, Tokyo, 1973. 12th ITTC, Rome, 1969.
15
[22] J. Fukuda, Y. Ono and G. Ogata, P power
Determination of Fore and After Draught Va speed of advance
of Ballasted Bulk Carriers Associated with V ship’s speed
the Criteria of Slamming and Propeller t thrust deduction fraction
Racing, 11th ITTC, Tokyo, 1966. w wake fraction
VW true wind speed
[23] G. Aertssen, Service Performance and
Seakeeping Trials on m.v. Lukuga. αW true wind direction
H 1/ 3 significant wave height
[24] G. Aertssen, Sea Trials on a 9500 Ton
T average wave period
Deadweight Motor Cargo Liner.
µ wave direction
[25] G. Aertssen, Further Sea Trials on the c steam or fuel inlet ratio
Lubumbashi. ηm mechanical efficiency of the shaft
bearings
[26] G. Aertssen and M.F. van Sluys, Ser- KT thrust coefficient
vice Performance and Seakeeping Trials KQ torque coefficient
on a Large Containership, TRINA, Vol.
114, 1972. ρ density of water
D diameter of propeller
[27] W. Beukelman and M. Buitenhek, J advance coefficient
Full Scale Measurements and Predicted ηR relative rotative efficiency
Seakeeping Performance of the Container- L length
ship Atlantic Crown, TNO Report 185S. B breadth
T draught
[28] J.M.J. Journée, Motions, Resistance Cb block coefficient
and Propulsion of a Ship in Longitudinal C wp water plane coefficient
Regular Waves, Report 428, Delft Univer-
sity of Technology, Ship Hydromechanics θ pitch motion
Laboratory, February 1976. z heave motion
v absolute vertical motion
v!! vertical acceleration
9 List of Symbols s relative vertical motion
xb longitudinal distance to centre of
RSW still water resistance gravity
RW wind resistance ζa wave amplitude
R AW added resistance due to waves ωe frequency of encounter
RT total resistance S .. spectral value
T trust of the propeller m.. variance or spectral moment
Q torque at the propeller f geometric freeboard
Qm torque at the engine fe effective freeboard
Q0 torque at the engine Pr{ } probability
(design maximum) g acceleration of gravity
n number of revolutions ω circular wave frequency
n0 number of revolutions
(design maximum)
a coefficient for the torque-rpm
relation
16
Figure 5 Measured and Assumed Torque-RPM Relation for Diesel Propelled Ships
17
Figure 6 Predicted and Measured Behaviour of m.s. Lukuga in a Seaway (Head Waves)
18
Figure 7 Predicted and Measured Behaviour of m.s. Lubumbashi in a Seaway (Head Waves)
19
Figure 8 Predicted and Measured Behaviour of m.s. Jordaens in a Seaway (Head Waves)
20
Figure 9 Predicted and Measured Behaviour of m.s. Dart Europe in a Seaway (Head Waves)
21
Figure 10 Predicted and Measured Behaviour of 2 Turbine Ships in a Seaway (Head Waves)
22
Figure 11 Influence of Estimated Wake and Thrust Deduction Fraction on Calculated Speed
and RPM
23
Figure 12 Division of the 3 Components of Total Resistance at a Constant Engine Setting of
a Ship in a Seaway (Head Waves)
24