7.

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Regular Waves

Table of Contents

Predicting Power Increase in Irregular 3.3 Resistance and Thrust Identity

Waves Based on Model Method (RTIM) ........................... 6 
Experiments in Regular Waves ...... 2 
4.  PARAMETERS TO BE TAKEN
INTO ACCOUNT ............................ 7 
1.  PURPOSE OF PROCEDURE ........ 2 
5.  VALIDATION ................................. 8 
2.  INTRODUCTION ........................... 2 
5.1 Uncertainty Analysis ................... 8
3.  SUMMARY OF CALCULATION
5.2 Benchmark Tests ......................... 8
METHODS ....................................... 2 
3.1 Torque and Revolution Method 6.  REFERENCES ................................ 8 
(QNM) ........................................... 2
3.2 Thrust and Revolution Method
(TNM) ........................................... 3

Updated by Approved

Seakeeping Committee of 25th ITTC 25th ITTC

Date 2008 Date 09/2008

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Predicting Power Increase in Irregular Waves Based on Model

Experiments in Regular Waves

1. PURPOSE OF PROCEDURE Several methods have been proposed

The purpose of this procedure is to
provide guidelines on physically accurate
prediction of power increase in irregular
waves based on response curves obtained
from routine model tests in regular waves
and in still water.
and are in broad use at various laboratories
to predict power increase in irregular
waves from response functions obtained
from model tests in regular waves and
using basic results from performance tests
in still water.

The Seakeeping Committee of 25th

2. INTRODUCTION
For the purpose of predicting power
increase in realistic seas, conducting
self-propulsion tests in irregular waves is
the most direct and simplest approach.
However this is not in general a
satisfactory solution, because the results
are less precise than those obtained in
regular waves and apply only to the
particular wave spectra for which the
experiments were carried out. In order to
design ships or to analyze the measured
data of ships at sea, it is necessary to be
able to predict ships’ power performance in
various irregular wave conditions. The
common approach relates to the application
of linear spectral analysis, for which
purpose it is necessary to have the basic
data on ship’s response functions in regular
waves. In particular, by using these data
and the irregular wave spectra, power
increase in various kinds of irregular waves
can be calculated and evaluated.
ITTC made Comparison of four methods,
and the results obtained for various ships
show that all methods explained below
give almost the same results in the case of
full load conditions. (See the Seakeeping
committee report and reference 4)
3. SUMMARY OF
CALCULATION METHODS
In the following sections three different
methods for calculation of added power in
irregular seas based on regular wave test
results, mostly used in model basin’s
practice worldwide, are described. Table 1
summarizes successive steps in application
of these methods, including brief
description of their advantages and
disadvantages.
3.1 Torque and Revolution Method
(QNM)
In this method, model tests in still water
and in regular waves are carried out at the
ship SPP(Self-Propulsion Point), applying
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Regular Waves

SFC(Skin Friction Correction) force, and
response curves of torque and revolutions
in regular waves are obtained. The mean
propeller torque increase and revolutions
increase in irregular waves are calculated
by equations (1) and (2), at assumption that
propeller torque increase and revolutions
increase in regular waves are proportional
to the square of the incident wave
amplitude:
∞ δQ(ω) M
δQM = 2 ⋅ ∫ ⋅ S (ω) ⋅ dω (1)
0 ς A2
δn(ω) M
δnM = 2 ⋅ ∫
∞
⋅ S (ω) ⋅ dω
0 ς A2
The mean power increase in irregular
waves is then calculated by using these
mean torque and rate of revolution
increases according to the equation (3):
π
δPM = ⋅ {(QSW + δQM )(nSW + δnM ) − QSW.nSW}
30
(3)
The power increase of the ship in
irregular wave, then, is obtained by the
equation (3) under the assumption that the
result in model scale can be simply scaled
by λ3.5.
Similarly to above, the advantage of
this method is that only self-propulsion
tests in still water and in regular waves are
to be conducted, and that consideration of
propeller performance is not necessary.
3.2 Thrust and Revolution Method
(TNM)
By this method, preliminary SPT are
carried out in still water at the ship SPP,
measuring the thrust and revolutions, and
then estimating the wake fraction, (1-w) SW .
From the tests in regular waves, the
mean thrust increase and propeller
revolution increase in irregular waves are
calculated by equations (4) and (5)
separately:
∞ δT (ω) M
(2) δTM = 2 ⋅ ∫ ⋅ S (ω) ⋅ dω (4)
0 ς A2
∞ δn(ω) M
δnM = 2 ⋅ ∫ ⋅ S (ω) ⋅ dω (5)
0 ς A2
The assumption is that thrust increase
and revolution increase in regular waves
are proportional to the square of the
incident wave amplitude.
The total thrust and propeller revolution
in irregular waves are given as the sum of
those in still water and mean added values
in irregular waves:
TM = TSW , M + δTMl (6)
n M = nSW ,M + δn M (7)
Once thrust and propeller revolution in
irregular waves are obtained as above, the
power increase in irregular waves is
calculated according to the following
procedure using the propeller open chart in
still water.
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Table 1

Torque & Revolution Thrust & Revolution

Type of Tests
Method (QNM) Method (TNM)
Resistance Tests
Self-Propulsion Tests at
model point (w/o SFC)
Still Water Self-Propulsion Tests at Q SW , n SW T SW , n SW
ship point (with SFC)
Prop Open Water Tests POC
Power (1-w) SW
Resistance Tests
Self-Propulsion Tests at
Regular model point (w/o SFC)
Waves Self-Propulsion Tests at Q(ω), n(ω) T(ω), n(ω)
ship point (with SFC) δQ(ω), δn(ω) δT(ω), δn(ω)
Power Increase
Wave Spectrum S(ω) S(ω)
Irregular δQ δn
Power Increase δT δn
Waves
δP M δP S POC δP S
Additional Test Needed s SPT SW m SPT SW , POC
Skin Friction Correction Yes Yes
Additional Effects Can not be considered Can not be considered
Features & Scaling δP, δQ, δn ∝ ζ A 2 δT, δn ∝ ζ A 2
Assumptions
Propeller Open-Water
In waves In waves = In still water
Characteristics
Self Propulsion Factors In waves In waves = In still water
ISO Wave Correction Inconsistent Inconsistent
Notes

Tests to be conducted continued …..

Table
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1 (continued)

Resistance & Thrust

Type of Tests
Identify Method (RTIM)
Resistance Tests R SW
Self-Propulsion Tests at
model point (w/o SFC)
Still Water Self-Propulsion Tests at T SW , Q SW , n SW
ship point (with SFC)
Prop Open Water Tests POC
Power (1-w) SW , (1-t) SW
Resistance Tests R(ω)
δR(ω)
Self-Propulsion Tests w/o
Regular SFC (model SPP)
Waves
Self-Propulsion Tests
with SFC (ship SPP)
Power Increase
Wave Spectrum S(ω)
Irregular
Power Increase δR
Waves
POC δP S
Additional Test Needed s SPT SW , POC
Skin Friction Correction Yes
Additional Effects Can be considered
Features & Scaling δR ∝ ζ A 2
Assumptions
Propeller Open-Water
In waves = In still water
Characteristics
Self Propulsion Factors In waves = In still water
ISO Wave Correction Consistent
Notes 24th ITTC AC comment

Tests to be conducted
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performance data in still water are also

First, the thrust coefficient KT is necessary, but these tests are basically
calculated by: anyway conducted for predicting power in
still water.
T
KT = s M
(8)
ρ⋅ n ⋅ D4
2
s M The main assumption of this method is
that the propeller characteristics and the
On the K T curve, advance ratio J is self-propulsion factors such as wake fraction
obtained: factor (1-w) in waves are identical to those in
still water. This assumption seems valid only
for mild wave conditions. Further
(1 − w) ⋅V investigation on this issue seems desirable.
J= (9)
n⋅D 3.3 Resistance and Thrust Identity
Method (RTIM)
At this J value, power coefficient K P is obtained
on the K P curve: This method assumes detailed
KQ Q investigation of model performance in still
KP = 3 = 2 5 3 =
J ρn D J water, including resistance and SPT at ship
(10) SPP and evaluation of propulsion factors.
nQ
= In regular waves, towing tests are performed
ρ (1 − w)3V 3 D 2 for obtaining the transfer function of added
resistance:
By using this K P value, the power in
irregular waves is calculated by: ∞ δR(ω) M
nπ Q δRS = 2 ⋅ ∫ s
⋅ S (ω) ⋅ dω (13)
PS = Q= 2 5 3 = 0 ς A2
30 ρn D J
(11) TFR = δR(ω) M / ζ A 2
nπ
K P ρ (1 − w ) V D
3 3 2
=
30 Then, the added resistance in irregular
The power increase in irregular waves can be seas of given energy spectrum is calculated
obtained by subtracting the power in still by:
water:
R S = R SW,S + δR S (14)
s δPS = PS − PSW,S (12)
To calculate power increase in irregular
waves, use is made of:
To apply this method, besides
self-propulsion tests in still water and in
regular waves, propeller open water
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RS The most advantaged issue of this method

TS = is that it allows consideration of other
1 − tSW
resistance increase components, i.e. due to
wind or manoeuvre, in ship design and/or
T analysis of the ship performance at sea. For
KT / J 2 =
ρ s D V (1 − wSW ) 2
2 2
instance, the same procedure is used by ISO
15016 [1] to correct the wave effect on the
ship speed trial results.
(1 − w) V
J=
nD The main assumption of this method is
the same as in “Thrust and Revolution
Method (TNM)”, which is that the propeller
KQ characteristics and the self-propulsion factors
Kp =
J3 such as wake fraction factor (1-w) and thrust
deduction factor (1-t) in waves are identical
from where, the total power in waves is to those in still water.
calculated as:

P S = Q.ω = Q n π/30 = π/30 K P ρ(1-w)3 V3 4. PARAMETERS TO BE TAKEN

INTO ACCOUNT
D2

(15) D Propeller diameter

H W1/3 Significant wave height
The power increase in irregular waves is n(ω) Propeller rate of revolutions in
obtained by subtracting the power in still waves
water from the above power in irregular n SW Propeller rate of revolutions in still
waves: water
Q(ω) Torque in waves
δP S = P S – P SW,S (16) Q SW Torque in still water
R AW
R Added resistance in waves
The advantage of this method is that only
R SW Resistance in still water
resistance tests in regular waves are to be
R

conducted, which is easier to perform rather S(ω) Wave energy spectrum

than self-propulsion tests in regular waves. T0 Zero-up-crossing wave period
Resistance tests, self-propulsion tests and T SW Thrust in still water
propeller open test in still water are also
T(ω) Thrust in waves
necessary to be conducted, but they are
principally carried out for power prediction w Wake fraction
in still water, as mentioned above. δn Added rate of revolutions in
irregular seas
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δn(ω) Added revolutions in regular waves Recommended Procedure 7.5-02-02-02 –

δР Added power in irregular seas Uncertainty Analysis, Example for
δP(ω) Added power in regular waves Resistance Test, Revision 2000
δQ Added torque in irregular seas 5.2 Benchmark Tests
δQ(ω) Added torque in regular waves
Three conditions are imposed on a certain
δT Added thrust in irregular seas
set of experimental data to be accepted as a
δT(ω) Added thrust in regular waves benchmark, namely:
ζА Regular wave amplitude - Availability of ship geometry and inertia
ζW Regular wave height data
λ Model scale - Availability of experimental procedures
and uncertainty evaluation
ω Wave frequency
- Availability of complete set of measured
data
Subscript: So far, two data sets can be recommended
S ship (ship self-propulsion point) for use, as described in References [2] and [3].
M model (model self-propulsion point)
SW still water 6. REFERENCES
1) ISO15016:2002 – Ships and marine
Abbreviations: technology. Guidelines for the assessment of
POC Propeller Open Water Characteristic speed and power performance by analysis of
speed trial data
RT Resistance Test
SFC Skin Friction Correction 2) J.M.J. Journée – Motions, Resistance and
Propulsion of a Ship in Regular Head Waves –
SPT Self-Propulsion Test
DUT Report 0428, 1976, Reprinted 2000
SPP Self-Propulsion Point
3) Moor, D.I., Murdey D.C. – Motions and
Propulsion of Single Screw Models in Head
Seas, Part I Trans. RINA, Vol. 110 (1968) and
5. VALIDATION Part II –Trans. RINA, Vol. 112 (1970)
4) Pedersen, B.P. – 50,000 dwt Oil Tanker
5.1 Uncertainty Analysis Propulsion in waves analyzed with four
different methods, FORCE 107-24345.14.20
Uncertainty analysis of methods outlined
(2007)
above has to be done, following ITTC