WAVE RESISTANCE DETERMINATION

The prediction of resistance for an arbitrarily given ship hull form is an important problem in the
design of ships which are defined by ship lines or offsets. The investigation of the so-called
residuary resistance as a function of hull parameters and speed are carried out by model tests.
However, the number of form parameters which influence the resistance characteristics is too
large to enable us to find out an optimum form by the experimental means alone. Progress in
this domain can only be expected when both theoretical and experimental methods are adopted
simultaneously.
An attempt has been made to show how far one can predict the wave resistance for both
analytical and empirically developed ship forms with the help of presently available theoretical
knowledge. The first part deals with the wave resistance calculation of empirically developed
models of the different series, namely from DTMB, BSBA and the Goteberg Experimental Basin
by Weinblums polynomial method for Michell integral.This part is not discussed here as more
and more systematic series have been developed for a range of vessels till to date. As such these
databases could be used to determine resistance with a reasonable accuracy. The second part
considers ships of any arbitrary form which is represented by exact singularity distribution at
zero speed whereas the last section is devoted to the more exact determination of the wave
resistance for any given hull form at all speeds with the help of Guillotone refined method based
on the process of finding the real hull for which the linearised computation of Michell theory is
exact.

COMPUTATION OF WAVE RESISTANCE FOR NORMAL SHIP FORMS

Small changes in ship forms, as have been found by the calculation of analytical hull forms and
afterwards verified by experiments, can cause a considerable amount of difference in the wave
resistance. The shipbuilding practice has always encouraged developing hull forms out of
experience and aesthetic viewpoints. That is how the renowned empirical series forms have been
designed and resistance tests have been conducted. The theory of wave resistance should have
been utilized in the determination of the form parameters.
The computation of wave resistance for empirical forms demands
mathematical representation of the sectional area curve.
setting up an expression for wave resistance for such analytically approximated sectional area
curves.
The least square method is mathematically the best for approximating the empirically designed
section al area curves
Two different sections of the sectional area curves (fore and after body) should be expressed by
different polynomial equations.

The characteristic parameters for the sectional area curve consist of the ordinates, length of
entrance and run, and also the length and position of the parallel middle body. In addition to
these the following geometrical quantities have been satisfied as secondary conditions.
Prismatic coefficient.
Longitudinal center of buoyancy location.

Taylors tangent values for fore and after body.

The vanishing curvature of the entrance and run at both ends of the parallel middle body.
e)
The maximum ordinate at both ends of the parallel middle body, i.e.
or -A

= 1, when

= 1, when = F

= 0.

f)

The same condition also at the midship section, i.e.

g)

The zero ordinates at both ends, i.e. = 0, when = + 1.

Fig.

Asymmetrical Sectional area curve (non-dimensional) with parallel middle body.

The non-dimensional sectional area curve can be represented as:

= a 0 + a1 + a 2 2 ......... + a n 1 n 1 + a n n
So that when i is the approximate value at
form:
m

[( ) ]

= i , the weighted least square is given by the

gi

i =1

Note: The mathematics here has been deliberately deleted to avoid the complexity or
confusion.

MICHELL INTEGRAL ACCORDING TO INUI

In the range of small Froude numbers, the undulations of the wave resistance curves appear
more frequently than at higher speeds. The calculations for wave resistance for normal ships
should, therefore, be made at a closer interval of Froude numbers so that the crests and troughs
of the curve can be properly located. An asymptotical expression of the Michell-Integral allows
us to obtain the wave resistance in an easier manner.

As long ago as 1942 WIGLEY suggested that the wave resistance curve be divided into two parts,
namely,

CW =

RW
= CW 1 + CW 2
0.5V 2 B 2

where
CW1 (normally a monotonous part) =

and

CW2

(oscillating part) =

RW 1
0.5 V 2 B 2

RW 2
0.5V 2 B 2

According to Havelock, the expression of wave resistance for a singularity distribution on the
center plane is given as:

V 2 B 2

RW =

/2

(M

+ N 2 U 2 cos d where

M = m( ) sin ( 0 sec )d and

1
1

N = m( ) cos( 0 sec )d
1

U = 1 exp 0 K sec 2

2T
L
1
0 =
2 Fn2
K=

d ( )
= m( )
d
Since for the parallel middle body -A < < F, m=0

CW =

/2
RW
2
=
M 2 + N 2 U 2 cos d
2
2

0
0 .5 V B

After partial integration for M and N and the asymptotic expansion according to INUI one obtains
the expression for CW. From these expressions CW can be split up into CW1 and CW2 where CW1
is formed from the number 1 of the right-hand sides of the above expressions and CW2, which is
oscillating in nature, contains all the other terms of the right-hand side expressions.
For the oscillating part CW INUI has given two asymptotic expressions as follows:

1/ 2

U 02 cos 2 0 +
cos(2 0 sec )d
4

4 0

/2

A)

2m+1

cos

1/ 2

/2

B)

2 m+2

cos

U 02 sin 2 0 +
sin(2 0 sec )d
4

4 0

Where U has been defined earlier

and

U0 = 1 exp( 0 K)
For low and medium speeds Inui has given asymptotical expression for CW. The calculated results
according to INUIs expression show a very good agreement with those obtained by the exact
evaluation of the Michell integral by polynomial method of Weinblum.
EXTENSION OF THE INUIS ASYMPTOTIC METHOD FOR SHIPS WITH PARALLEL MIDDLE BODY
The wave formation between the bow, stern and shoulder wave systems can be divided from the
equation for CW in the following way:
Bow waves
Stern waves
Forward shoulder waves
After shoulder waves
Interaction between bow and forward shoulder

after

stern

forward shoulder and after shoulder

stern

after shoulder and stern

The terms a) to d) form the fundamental term CW, whereas the rest of the terms go to form the
oscillating part CW2 of the total resistance coefficient CW . The final expression of wave
resistance
2 coefficient CW for a ship with parallel
1 middle
2 body is given as follows [1]:
1
CW 1 = 2 m 02 (1) A1U 1 + m12 (1) 2m 0 (1)m 2 (1) A2U 2 2 + 2 m 02 ( 1) A1U 1 + m12 ( 1) 2m 0 ( 1) m 2 (1) A2U 2 2
0
0 0
0

/2

Am U m =

cos 2 m +1 d

U = 1 exp( 0 k sec 2 )
2T
, where T is draft and L is length
L
1
0 =
2 Fn2
k=

Fn =

V
gL


4
1
m0 (1)m0 (1) {m0 (1)m2 ( 1) m1 (1) m1 (1) + m2 (1)m0 (1)}
CW 2 =

2

02 4 0
0

2
0

1/ 2

U 02 cos 2 0 +
4

1/ 2

m (1)m ( 1) m (1) m ( 1) 1 {m (1)m (1) m (1)m (1) + m (1)m ( 1) m (1)m (1)} 1 U 2 sin 2 +
1
1
0
0
3
1
2
2
1
3
0
0
0

0
4
0

03 4 0

/2

AmU m =

cos2 m +1 d

U = 1 exp( 0 k sec2 )
2T
, where T is draft and L is length
L
1
0 =
2 Fn2
k=

Fn =

gL

Non-dimensional sectional area curve is given by:

d
d 2
d 3
= m0,
=
m
,
= m2
1
d
d 2
d 3
m 0 = 2 , m 0 ( + 1) = 2 ( + 1) = 2
m 0 = 2 , m 0 ( 1) = 2 ( 1) = + 2
m 1 = 2 , m 1 ( + 1) = 2 , m 1 ( 1) = 2
The resistance calculations for various sectional area curves of different methodical series have
been made using the procedures as outlined above. Along with the increase of the size of bulk
carriers, the extent and the fore and aft position of the parallel middle body play a very
significant role in the determination fo a hull form. A study, both theoretical (as outlined above)
and experimental, should be investigated to determine an optimum parallel middle body
depending on the speed and the prismatic coefficient. Besides the effects of the parallel middle
body, other characteristics of the sectional area curves, namely, the shape of the entrance and

run of the sectional area curve, can be studied systematically when a computer program is
available for calculating the wave resistance of any given sectional area curve. But this procedure
does not allow us to consider the effect of the difference in station shapes of different hulls.
However, it has been pointed out in various publications of Weinblum and others that the wave
resistance is primarily dependent on the longitudinal distribution of displacement, i.e. on the
sectional area curve and the vertical distribution of displacement has only a secondary effect.
Example: Carry out an exercise to determine the wave resistance coefficient CW of a vessel with
following parameters:
Length of waterline L

120

Breadth B
Draught T

17.5
7

m
m

Wetted surface area S

2950

m2

Service speed V

knots