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Breadth on DWL
Block coefficient
Propeller diameter
Wave energy
Depth Froude number = V/(gh)1/2
Length Froude number = V/(gL)1/2
Volume Froude number = V/(g1/3)1/2
Acceleration due to gravity
Water depth
Wave height
Length on DWL
Length Overall
Slenderness ratio
Propulsor shaft speed
PB
PE
PD
RT
Rw
RF
RR
RT
SWPF
SWRF
T
T
T
t
V
Vw
w
x
D
H
J
O
P
R
w
0.7R
Subscripts:
h - finite water depth
d or - infinite water depth (deep water)
INTRODUCTION
Already a decade or so ago some remarkable (although
probably not all commercially successful) high speed
monohulls, which deserved special attention concerning
V w2
* tanh
2
w
For extremely shallow water cases where water depth
(h) is significantly smaller compared to wave length w, the
equation can be simplified, as:
WAVE PATTERNS
2h 2h
tanh
w w
so
Vw gh
WAVE WASH
Fast vessels produce wave wash that is different than
that of conventional ships and natural waves; they have
long periods and significant energy. The amplitude of the
leading wave produced by high speed craft is not so large
(when compared to storm waves, for instance) but it does
have a relatively long wave period. When these waves
reach (get into) shallow water their height increases
rapidly, often causing large and damaging surges on the
beaches. They also arrive unexpectedly, often long after
the high speed craft has passed out of view. This further
increases the potential danger because the large waves are
not expected by the public when they arrive.
Deep Water
Shallow Water
The characterization of shallow water waves is more
complicated because wave period also varies with distance
from the sailing line. Longer and faster waves travel on the
outside of the wash and have a larger Kelvin angle than the
shorter and slower waves. When the waves are in very
shallow water and the supercritical region, the first wave in
the group is usually the highest. However, as depth
increases, the second or third wave typically becomes the
highest.
The appropriate measure of wave wash in shallow
water seems to be both the wave height and wave energy.
As expected, the largest waves occur around Fnh=1 as
shown in Figure 5. Most of the energy is contained in a
single long-period wave with little energy decay at a
distance. The decay rate in shallow water is smaller than in
deep water and is a function of h/L ratio; the hull form
itself has very little impact. Further, the decay ratio at
critical speeds is different than that in supercritical region,
as shown in Figure 6. This is a contributing factor to
unexpectedly large waves in shallow water at a larger
distance from a vessels track. If ratio h/L>0.5, the waves
are more or less the same as in deep water.
Figure 7 - Wash wave trace for chine and round bilge hull
for the same vessel design (Phillips and Hook, 2006)
Fh
1.40
super-critical region
3.0
1.20
2.0
1.5
1.0
1.00
0.80
critical region
5.0
4.0
0.60
sub-critical region
0.40
0.20
0.00
0.10
0.15
0.20
0.25
0.30
0.35
0.40
0.45
0.50
h/L
FL
0.70
super-critical region
1.5
0.60
2.0
3.0
4.0
0.50
critical region
0.40
1.0
0.30
5.0
sub-critical region
0.20
0.10
0.00
0.10
0.15
0.20
0.25
0.30
0.35
0.40
0.45
0.50
h/L
80
70
VESSELSPEED(kts)
60
50
SUPERCRITICALREGION
40
CRITICALREGION
30
SUBCRITICALREGION
20
Fnh =1.20
10
Fnh =0.70
0
0
10
20
30
40
50
60
70
80
90
100
110
WATERDEPTH(m)
0.3
0.2
0.1
w
0
-0.1
-0.2
-0.3
0.5
Fnh
0.55
0.6
0.65
0.7
0.75
0.8
0.85
0.9
0.55
0.6
0.65
0.7
0.75
0.8
0.85
0.9
Fnh
0.55
0.6
0.65
0.7
0.75
0.8
0.85
0.9
Fnh
0.6
0.5
0.4
t
0.3
0.2
0.1
0.5
0.6
0.5
0.4
0.3
0.2
0.1
0.5
1
MAXIMUMTHRUSTLOADING
LIMITTAKENFROMBLOUNT&
FOX(1978)
CALCULATEDPROPELLER
OPERATING CHARACTERISTICS
0.1
CURVE INDICATES
INCEPTIONOFCAVITATION
THRUST BREAKDOWN
ISPRESENT
0.01
0.01
0.1
0.7R
Figure 21 - Typical water jet performance map (RRKaMeWa prospectus, Allison 1993)
From Figure 21 it is obvious that for properly sized
water jet for deep water, in shallow water: a) zone III may
be easily reached, and b) operation at poor efficiency
around the hump is unavoidable. Therefore, the usual
practice of choosing the smallest water jet size which meets
the thrust design point at high speed, and which operates in
RRh/RRd = a+b*Fnhc
EQ 1
a = EXP [(-0.00370+0.00265*(L/h))/
(1-0.33444*(L/h)+0.03037*(L/h)2)]
b = 1/[-3.5057+0.0312*(L/h)2+14.7440/(L/h)]
c = 2.0306+10.1218*(atan[((L/h)-4.6903)/
0.7741]+/2)/
(RRh/RRd)max = 0.97476+0.01495*(L/h)3
(RRh/RRd)critical = (RRh/RRD)max-(L/h)/20
EQ 2
EQ 2a
(Fnh)max = 0.92226-0.30827/(L/h)1.5
(Fnh)critical = 0.95
EQ 3
EQ 3a
ACKNOWLEDGEMENTS
REFERENCES
Allison, J., "Marine Waterjet Propulsion", SNAME
Transactions, Vol. 101, 1993.
Radojcic, D., Power Prediction Procedure for Fast SeaGoing Monohulls Operating in Shallow Water, The Ship
for Supercritical Speed, 19th Duisburg Colloquium, 1998.
Radojcic, D., Princevac, M. Rodic, T., Resistance and
Trim Predictions for the SKLAD Semidisplacement Hull
Series, Oceanic Engineering Int., Vol. 3, No. 1, 1999.
Radojcic, D., Grigoropoulos, G. J., Rodic, T., Kuvelic, T.,
Damala, D.P. The Resistance and Trim of SemiDisplacement, Double-Chine, Transom-Stern Hull Series,
FAST 2001, Southampton, 2001.
Savitsky, D. Hydrodynamic Design of Planing Hulls,
Marine Technology, Vol. 1, 1964.
Sturtzel, W., Graff, W.,"Investigation of Optimal Form
Design for Round-Bottom Boats", Forschungsbericht des
Landes Nordrhein-Westfalen, Nr. 1137, 1963. (in German).
Svensson, R., "Waterjets Versus Propeller Propulsion in
Passenger Ferries", Vocational Training Centre,
Hongkong, 1998.
Toro, A., Shallow-Water Performance of a Planing Boat,
Trans. SNAME, 1969.
APPENDIX 2 - Influence of length Froude number and depth Froude number on wave pattern and height
To investigate the combined influence of length Froude number and depth Froude number on wave height, the Michlet
Software - Version 8.07 ( Leo Lazauskas) was employed to calculate surface wave patterns for various length Froude
numbers and depth Froude numbers.
An 86 x 11.5 m NPL hull form, generated with Delft Ship, was used in the calculations. The full scale dimensions
were selected to correspond to the Yacht Ectasea. The results are presented in Figure A2. The images in the center vertical
column are for a constant length Froude number (FnL 0.43), while depth Froude number increases from 0.65 to 1.5
(corresponding to Figures 1 through 3 of main text). On the other hand, the images in the horizontal row have a constant
depth Froude number (Fnh=0.90), while length Froude number increase from 0.26 to 0.61.
The progression from the top to bottom of the vertical figures illustrates the wave pattern changes associated with
transitioning from the subcritical regime to the supercritical regime. Relative to this, the horizontal figures, all evaluated
for the same depth Froude number, depict somewhat different wave patterns and heights with the different length Froude
numbers. Diverging bow wave angle (Kelvin angle) however, is the same for all horizontal figures. The middle figure has
the maximum wave height as Fnh=0.9 and FnL0.4.
Wave pattern of the same hull form as discussed above but for much higher Fnh and FnL (hence the supercritical
regime regardless of water depth) is depicted in Figure A3.
Deep water resistance RTd is calculated from the original NPL systematic series model data using the Froude
extrapolation method. The ITTC 1957 model-ship friction line was used with CA = 0.0000 (see Table Figure A1). The
appendage resistance was calculated according to RAPP = (RF + RRd) * 0.10.
RRh/RRd (SWRF) is determined from the Equation 1 in the main text. The equation is used to calculate the shallow
water resistance in subcritical range only for speeds up to Fnh = 0.90 for the assumed shallowest expected water depth on
route.
FnL
0.30
0.35
0.40
0.45
0.50
0.55
0.60
0.65
V
kts
16.0
18.7
21.4
24.0
26.7
29.4
32.1
34.7
Fnh
0.67
0.78
0.89
1.01
1.12
1.23
1.34
1.45
RRd
kN
131
202
342
583
817
938
990
1039
RF
kN
59
80
102
127
154
185
217
252
RAPP
kN
19
28
44
71
97
112
121
129
RTd
kN
210
310
488
780
1069
1235
1328
1421
RRh/RRd
1.28
1.70
2.89
RRh
kN
168
344
987
RTh
kN
246
452
1133
Table A1 - Deep water and subcritical shallow water resistance (shallowest water depth h=15 m, L/h=5.1)
To develop a conservative resistance envelope, the resistance curve based on shallowest water depth and critical
peaks for other, deeper water depths (h>15 m, corresponding to L/h<5) should be determined. Critical peaks are calculated
from Equation 3 in the main text (see Table A2). The data from Tables A1 and A2 are then combined to yield the
resistance envelope curve as shown in Figure A4.
Maximal Peak s
L/h
(Fnh)max
(RRh/RRd)max
RRd
RF
RAPP
RTh
5
4
3
2
0.8950
0.8841
0.8633
0.8136
m
15.4
19.3
25.7
38.5
kts
21.4
23.6
26.6
30.7
2.844
1.932
1.378
1.094
kN
346
545
815
969
kN
102
123
154
201
kN
44
66
96
117
kN
1129
1242
1373
1379
RRd
kN
457
714
937
1062
RF
kN
114
141
184
269
RAPP
kN
57
85
112
133
RTh
kN
1357
1462
1448
1459
Critical Peak s
L/h
5
4
3
2
(Fnh)critical
0.9500
0.9500
0.9500
0.9500
h
m
15.4
19.3
25.7
38.5
V
kts
22.70
25.38
29.31
35.89
(RRh/RRd)critical
2.594
1.732
1.228
0.994
Table A2 - Shallow water resistance maximal and critical peaks for incremental L/h values
1600
CRITICAL PEAKS
1400
MAXIMAL PEAKS
1200
1000
SHALLOW WATER
RESISTANCE
800
RESISTANCE @ L/h = 4
600
SUB CRITICAL DATA
RESISTANCE @ L/h = 3
400
V(kts)
16.0
18.7
21.4
22.7
25.4
29.3
35.9
200
RT (kN)
246
452
1133
1357
1462
1448
1459
0
5
10
15
20
25
30
35
40
45
SPEED (kts)
Zone 2
Zone 1
2 * 22000 BKW
P = 2 X 14mw
V = 21 KTS
RTh = 1100 KN
d = 0.42
1400
2 * 20000 BKW
1200
2 * 18000 BKW
2 * 16000 BKW
1000
P = 2 X 14mw
V = 27 KTS
RTd = 1100 KN
d = 0.54
800
2 * 14000 BKW
2 * 12000 BKW
2 * 10000 BKW
600
SHALLOW WATER RESISTANCE
2 * 8000 BKW
2 * 6000 BKW
400
2 * 4000 BKW
200
2 * 2000 BKW
0
5
10
15
20
25
30
35
40
45
SPEED (kts)
Figure A5 Plot of deep and shallow water resistance on a typical Rolls-Royce water jet performance map