Behavior of a proposed oceanographic research vessel in waves

Report 1055
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NAVY DEPARTMENT Bad
THE DAVID W. TAYLOR MODEL

WASHINGTON 7, D.C.

_BEHAVIOR OF A PROPOSED OCEANOGRAPHIC RESEARCH
VESSEL IN WAVES

by

F.V. Reed

RESEARCH AND DEVELOPMENT REPORT

August 1956

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Report 1055

Na)
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no. 1055

BEHAVIOR OF A PROPOSED OCEANOGRAPHIC RESEARCH

VESSEL IN WAVES

by

F.V. Reed

August 1956

Report 1055

TABLE OF CONTENTS

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LIST OF ILLUSTRATIONS

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Figure 2 - Model of Oceanographic Research Vessel ..............:ce:cessceceresecenecenes

Figure 3 - Reduction of Speed with Constant Tow Force and

Wavelength/Waveheight | ROBY FIICG) coacosopnoscoDacbadnno0adaonocOcHNDEOSaboCOHONdOCEDCEOCONCEC

Figure 4 - Plots of Pitch and Heave versus Speed for Constant Wavelength

Figure 5 - Total Resistance of Model in Still Water .............:c:ccesssssssesseeseseeeeee

LIST OF TABLES

Table 1 - Design Characteristics of the Oceanographic Research Vessel ...

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NOTATION

Maximum beam

Block coefficient

Longitudinal prismatic coefficient
Coefficient of maximum sectional area
Draft

Waveheight

Length of ship

Amplitude of wave

Ship speed producing resonant period of encounter
Amplitude of heave

Maximum slope of wave

Wavelength

Amplitude of pitch

lV

ABSTRACT

A 5-foot model of a proposed oceanographic research vessel was
tested for seaworthiness. Measurements of speed, pitch, and heave were
made in a variety of wave conditions with the model heading into the waves,
and qualitative observations were made in several wave conditions with the
model in following seas.

INTRODUCTION
BACKGROUND

The broad definition of oceanography as ‘‘the science which is done at sea’’! may be
taken to epitomize the notion that it is the science which results when the naval architect,
the hydrodynamicist, the meteorologist, the seismologist, the biologist, and the chemist turn
their attention to the study of the sea.

The diversified character of the studies means that a ship designed to conduct such
research must meet, specifically or by compromise, needs which may be common to or con-
flicting among the various branches. To list but a few of the items of equipment and facilities
which must be available at one time or another, there are echo-sounding gear, explosives for
seismological work, trawls of various kinds, snappers, dredges and corers for bottom-sampling,
means of taking water samples and temperature, and laboratories and stowage facilities for

samples and specimens.

THE PROBLEM

The problem of designing a ship specifically for oceanographic research is far from
simple. Should she be large like the Russian hydrographic ship WITJAS, purportedly of
5500 tons displacement,” or small like the 380-ton ATLANTIS, should she be a 12 or a 16
knot ship, and should it be attemped to provide for all types of acoustical work — these are
only a few of the difficult questions that must be answered.

The per-diem cost of an oceanographic expedition is quite high and is one of the more
important factors which put an upper limit on the size of the research ship. The ship must be
large enough to carry sufficient personnel and equipment to make an expedition scientifically
profitable, and yet her requirements as to crew, rations, and fuel—not to mention maintenance
cost between cruises—must be modest.

Seaworthiness is of course a basic requirement of any vessel intended for long periods
of blue-water sailing, but more is desired of the research ship than mere ability to survive
heavy weather. It is desirable to reduce the sea-excited motion of the ship as muchas possible.

Excessive motion not only means misery and consequent inefficiency for personnel but adds

References are listed on page 9,

to the difficulty of handling gear and, most important of all, hampers the conduct of even the
most routine scientific work. In addition it might be mentioned that for certain types of work
it would be a great advantage to be able to control the heading of the ship at speeds below
steerageway and even while lying to.

Precise criteria for satisfactory performance do not exist, but there is obvious benefit

in a vessel which will permit operations which have previously been prevented by a state 5 sea.

PROPOSED HULL DESIGN

A hull which has been proposed to meet the many and diverse requirements of ocean-
ographic research was designed by CDR R.T. Miller, USN. The lines and outboard profile are
shown in Figure 1 and several views of a 5-foot model of this vessel are shown on Figure 2.

Pertinent design particulars are listed in Table 1.

TABLE 1

Design Characteristics of the Oceanographic Research Vessel

Length, overall, feet 181

Length, waterline, feet 170

Length between perpendiculars, feet 163

Draft (design waterline), feet 14.75
Displacement (design waterline), tons 1000 (salt water)
Design speed’(still water), knots 12

Longitudinal prismatic coefficient Cp 0.53

Coefficient of maximum sectional area Cy 0.80
Block coefficient Cp 0.423
Ratio of ship length to maximum beam L/B 5.2
Ratio of maximum beam to draft B/H 2.2

The values of Cy, Cp, L/B, and B/H are typical of tugs and trawlers of the same
approximate size as the proposed ship; the same is true of the deadrise.

The level of the forecastle deck terminates farther forward on the starboard side than
on the port side; see Figures 2a and 2b. This affords 100 feet of clear working space on the
starboard side for streaming equipment. The rubrail on the starboard side is faired into the
hull down to the waterline, starting at the after end of the deck house and extending fotward
some 14 feet. This arrangement preserves the function of the rubrail without offering an
obstruction to gear being worked overside.

The model was ballasted to the design waterline to give a radius of gyration of 0.22L,
resulting in a pitching period (determined experimentally) of 0.738 seconds or 4.3 seconds

full scale. The figure 0.22 L for the radius of gyration is somewhat smaller than that usually

————
Dk. Camber

Figure 1a - Preliminary Lines

DWL - Stbd. Only

Figure 1b - Outboard Profile (Rev. 2)

Figure 1 - Oceanographic Research Vessel

DWL

NP21-63892

Figure 2a - Starboard Side

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4603

NP21-63891

Figure 2b - Port Side

Figure 2c

Bow View Figure 2d - Quarter View Figure 2e - Stern View

Figure 2 - Model of Oceanographic Research Vessel

assumed in the absence of specific data for such tests at the Taylor Model Basin. The smaller
value was chosen in view of the intended location of most of the massive items of equipment—
the winch and stowage reel for deep-sea cable and the main propulsion plant. These, with

most of the fuel, will be located in the middle half-length of the ship.

MODEL TESTS

The tests were conducted in the 140-foot basin, using a pneumatic wavemaker and a
gravity-type dynamometer.

Wavelengths corresponding to 127.5, 170, 204, and 340 feet QWik = Oss LO, 12, 20)
were used, each with A/h/ values of 20, 30, and 40. The model was tested in head seas using
tow forces corresponding to still-water speeds of 6 and 12 knots. Pitch, heave, and speed
were measured for these conditions.

The model was also run in several sea conditions with her stern to the sea, viz.,

h =0.75L, 1.0L, 1.2L, and 2.0L, all at A/h =20. These tests were for qualitative results,
no measurements of pitch and heave being taken.

The measurements of total resistance in still water were obtained incidentally in order
to determine the data necessary to carry out the tests. It is considered that scaling of resis-
tance data from a 5-foot model to full scale is of doubtful validity. The resistance curve is

given , Figure 5, page 9, merely to indicate the reproducibility of the data.

RESULTS AND DISCUSSION

The results of the tests are presented in Figures 3 and 4 and Table 2. Figure 3 shows
the reduction of speed in waves; the tow force and the \/A/ ratio are constant for each curve;
speed is plotted against wavelength. The magnitude of pitch and heave are shown in Figures
4a through 4d; each figure involves a single wavelength and each curve represents amplitude
of motion plotted against speed for a constant ratio of A/h. The speed Vp which would pro-
duce resonance in pitch—the most violent motion for a given wavelength should be expected
at this speed—is shown for each wavelength.

As the curves show, reduction of speed in waves is in some cases quite drastic. How-
ever, in heavy weather, ship speed is more likely to be determined by the master, in the interest
of safety and comfort, rather than by lack of power. digh speed is useful mainly in traveling
to and from station, so that a ship which can make 7 or 8 knots in a state 4 sea would probably
be quite satisfactory from the standpoint of speed.

As to the observed pitching and heaving, they, too, are quite drastic on occasion, and
are considerable throughout most of the conditions investigated. Unfortunately this behavior
is characteristic of small ships in large waves. Table 2 shows that the pitch amplitude re-
ferred to the maximum slope of the exciting wave (column w,,/W_,) is never larger than 1.12,

and the nondimensional heave Z,,/?,, does not exceed 1.3. In view of the fact that values of

Tow Force corresponding to
12 knots in still water

8 Tow Force corresponding to
r 6 knots in still water ------
ge =|
c
= =
=
36 Sa ae |
a ‘|
n N
= ‘
a 4 {—\

een ise ate fh
40 80 120 160 200 240 280 320 360
Wavelength in feet

ia [Tow Force corresponding to a
IL 12 knots in still water
*
Tow Force corresponding to
Ig ail 6 knots in still water -----~
a
cs
= .
Sel
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Ltt —— ee eee
oO 40. 80 120 160 200 240 280 320 360
Wavelength in feet
le Tow Force corresponding to
L 12 knots in still water
Tow Force corresponding-to
10 F 6 knots in still water ----——
n ee er =|)
2 8 Se
Sb /b=40
6S
og N
Qa \
Oa \
2 ‘
nt ra
\ =
eb lk dae: —_—
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2 -
L at a —t it 4 4 1 tt
(0) 40 80 120 160 200 240 280 320 360

Wavelength in feet

Figure 3a - \/h = 20

Figure 3b -A/h = 30

Figure 3c -A/h = 40

Figure 3 - Reduction of Speed with Constant Tow Force and Wavelength/Waveheight Ratio

Length of ship equal to 170 feet.

Ym in degrees

Zm in feet

vm in degrees

Zm in feet

HE d=170' A/L=1
: al ee aa = oA/h= 20
é [real | L +/h = 30
| 6 x/h = 40
[ala 5 =>
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ae eh jauszeseeezca
’ : pebece
asi L 33 H+
X=1275 X/_= 0.75 c
Se elateeale own20 | im HOU
+ d/n=30 me
Po soe Se 18 ce
j

Ship Speed in knots
Figure 4a - Wavelength 127.5 Feet

»=204 Ys 12

o Wh =20
9

+ d/h =30
8 x Wh =40
‘ Bee:
6 +
5
4
3

t—]

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Ht

5
4
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: HEE
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Vp 212.17 knots
Sa
fo) 6 8

Ship Speed in knots

Figure 4c - Wavelength 204 Feet

¥,, in degrees

2
2
<
i=
N
Ship Speed in knots
Figure 4b - Wavelength 170 Feet
eee
—r i
£ tt SS se ae
sa Le LL
= es 1 1 iE all
| i
h=340' d/L=2
It
im © \/h=20
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X d/h=40

4 6 8
Ship Speed in knots

Figure 4d - Wavelength 340 Feet

Figure 4 - Plots of Pitch and Heave versus Speed for Constant Wavelength

in VR=22.l knots a

iKe)

1.6 and 2 for v/o, and z,,/r,, are not unusual for other vessels, it appears that the values
recorded here are by no means excessive.

Throughout the tests in head seas, the bow was dry except for an occasional bit of
splashing; the stern shipped water only in the steepest waves—i.e., X/h = 20—of lengths
dh =0.75L, 1.0L and 1.2L.

The model rode easily and was dry in following seas at speeds of 6 and 12 knots. When
lying to, she took water at the stern in seas of } = 0.75L, A/A = 20, and also A = 1.0L, \/A = 25
and steeper, and was dry otherwise.

TABLE 2

Tabulation of Test Results

ft

127.5 6.30 | 20.24 | 2.85 : 0.284 0.321
127.5 4.31 | 29.22 | 2.07 : 0.339 0.336 Zero
127.6 3.25 | 39.20 6 0.316 0.337

127.5 | 4.30 | 29.60 0.598 6 knots
127.5 | 3.17 | 40.20 j 0.915 Stillwater
127.5 | 6.52 | 19.60 | 1.33 | 0.67 | 9.52 | 0.310 Diay

127.5 | 4.36 | 29.20 | 0.73 | 0.37 | 10.70 | 0.417 Stillwater
127.5 | 3.19 | 40.00 | 1.55 | 0.78 | 11.25 | 0.420

170 8.36 | 20.6 4.80 2.01 0.482 0.549

170 5.46 | 30.1 3.55 1.78 0.574 0.594 Zero

170 4.02 | 42.2 2.50 1.14 0.568 0.586

170 3.67 0.826 6 knots
Stillwater

170 8.66 | 19.6 4.45 | 4.34 2.97 1.000 0.485 12 knots
170 5.7/8 | 29.4 4.90 5.94 1.183 0.800 Stillwater

3.21
170 | 4.26 | 39.9 | 3.02 | 2.07 | 8.74 | 0.972 | 0.670

204 | 10.20 | 20.00 | 5.40 | 3.95 0.772 | 0.600

204 6.97 | 29.30 | 4.15 | 2.87 0.824 | 0.676 | Zero

204 5.36 | 38.90 | 2.80 | 1.59 0.595 | 0.605

204 6.86 | 29.75 | 5.35 | 2.85 | 2.075 | 0.833 | 0.884 | 6 knots
204 5.13 | 39.80 | 3.67 | 2.69 | 2.860 | 1.050 | 0.812 | Stillwater
204 | 10.30 | 19.78 | 9.30 | 4.99 | 3.830 | 0.969 | 1.020

204 6.77 | 30.10 | 6.55 | 4.54 | 6.120} 1.195 | 1.095 | 22 knots

3.00

204 5.10 | 40.20 | 5.00 7.580 | 1.177 | 1.117 | Stillwater

340 16.90 | 20.05 | 9.35 | 8.78 1.040 1.065
340 11.24 | 30.20 | 5.70 | 5.25 0.934 0.956 Zero
340 8.50 | 40.00 | 4.42 | 3.70 0.871 0.982

1.063 6 knots
Stillwater

340 | 17.30 | 19.67 | 8.50 | 8. 7.49 | 0.925 | 0.928
340 | 11.33 | 30.00 | 6.49 | 5. 8.96 | 0.982 | 1.083 | 12 ie
340 | 8.75 | 38.90 | 4.55 | 5. 9:78 |) 1-290) | 01983, Stillwater

0.6

fe}
a

9
3B

9
w

fo)
nN

Total Resistance in pounds

fo)

(0) 0.5 1.0 LS 2.0 2.5 3.0
Speed in knots

Figure 5 - Total Resistance of Model in Still Water

CONCLUSION

Within the limitations of the tests conducted, the model of the proposed oceanographic
research vessel rode easily, was reasonably dry and showed motions which were on the average

somewhat less than those observed on models of other types of vessels.

REFERENCES

1. ‘‘Oceanographic Instrumentation,’? Edited by John D. Isaacs and Columbus O.D. Iselin,
Division of Physical Sciences, National Academy of Sciences, National Research Council,
Publication No. 309 (Jun 1952).

2. Castle, .C., ‘‘USSR/iydrographic Research Ship ‘WITJAS,’’’ Intelligence steport 57-56,
U.S. Navy Forces Germany (9 Feb 1956).

3. Minot, F., ‘‘Report on a Pre-Design Engineering Study of the Development of Superior
Ships for Oceanographic Research,’’ Woods Hole Oceanographic Institution Reference No.
53-26 (May 1958).

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“SSOL “Hdey “uso japow 40jAD4 “4 plang

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“A YOWEpery “peoy “]
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980} [SPOW =
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GaIHISSVTONN
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488} [OpoW —
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480} [Opow —
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pus ‘yoq1d ‘poads jo syuoweinsve~p) “SSOUTYyJIOMBES JO} pozsey

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480} [OPO —
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pus ‘yoqztd ‘poeds jo squewioinseep| “SSOUTYIIOMVES JO} pozsey

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GdI4ISSVTONNA
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"SSOL “Wdey “ursog japow 40jAD] + plang

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