13th Congress of Intl. Maritime Assoc.

of Mediterranean
IMAM 2009, İstanbul, Turkey, 12-15 Oct. 2009

Effects of wave-induced ship motion on propeller-hull interaction

with application to fouling estimation and propulsion optimization

K.A. BELIBASSAKIS
Dept. of Naval Architecture, Technological Educational Institute of Athens, Greece ([email protected])

ABSTRACT: In this work we examine the effects of ship wave-induced vertical oscillatory motion on the
modification of propeller’s thrust deduction and relative rotative efficiency, obtained by means of a non-
linear BEM for unsteady propeller analysis (Belibassakis & Politis 1998, 2002). Results from the present
analysis, in conjunction with predictions of the added resistance obtained by strip theory and the radiated
energy method (see, e.g., Arribas 2007), are then used to illustrate applicability in the case of an
AFRAMAX 105000tn DWT tanker, for which continuously measured data are available including ship’s
load and speed, shaft RPM, thrust and torque, environmental conditions etc. The present analysis could
support ship and fleet monitoring systems integrated with engine and control systems aiming to maximize
operating efficiency and optimize ship’s planning of docking for hull cleaning and propeller polishing.

resistance of a ship may be reduced by injection of

1 INTRODUCTION
micro bubbles, using air films and polymers, super
In the last period, requirements and inter- water repellent coatings, magneto hydrodynamics
governmental regulations related to vehicle and surface shaping; details can be found in ITTC
technology for reduced pollution and environmental (2005, sec.8.5). However, the ships rarely operate in
impact (e.g. Kyoto treaty) have become strict, and calm sea, and in realistic sea states and adverse
response to the demand of greening of transport has conditions additional components come into play, as
been recognized to be an important factor e.g., added wave and wind resistance, as well as the
concerning global warming and climatic change. On effect of ship’s stern motion on the propeller-hull
the other hand, the efficiency and economy of interaction (see also Kyrtatos et al, 1999). Moreover,
shipping against land and air transport supports the propellers and ship hulls get fouled. Recent studies
growth of the fleets. The important role of shipping (Muntean 2008) report achievable gains of ship
is clearly underlined by the fact that, today, about energy losses of the order of 5% by exploiting accu-
90% of the world trade is being transported by ship. rate sensing to better control the propulsion train.
Thus, environmentally friendly technical solutions
In this work we examine the effects of ship wave-
with reduction of exhaust gases are requested.
induced vertical oscillatory motion on the
Additionally, the increased competition in the field
modification of propeller’s thrust deduction and
of maritime technology requires even more
relative rotative efficiency, obtained by means of a
economical vessels. Therefore, minimization of ship
non-linear BEM for unsteady propeller analysis
resistance/drag reduction has become a central
(Belibassakis & Politis 1998, 2002). Results from
issue.
the present analysis, in conjunction with predictions
The wave resistance of a ship can be reduced by of the added resistance obtained by strip theory and
model testing and systematic application of modern the radiated energy method (see, e.g., Arribas 2007),
design Computational HydroDynamics tools; see, are then used to illustrate applicability to the case of
e.g., ITTC (1999, 2002, 2005). The frictional an AFRAMAX 105000tn DWT tanker, for which

1
 continuously measured data are available
including ship’s load and speed, shaft RPM, thrust
and torque, environmental conditions etc. The data
were provided by Thenamaris (Ships Mana-
gement) Inc, that is gratefully acknowledged.
The present analysis could support ship and
fleet monitoring systems integrated with engine
and control systems aiming to maximize operating
efficiency and optimize ship’s planning of
docking for hull cleaning and propeller polishing.

2 SHIP & PROPELLER DATA

The present analysis focuses on the case of an
Figure 1. General arrangement of AFRAMAX tanker. AFRAMAX class tanker ship of 234m length (BP)
LBP=234m, L=238.5m (total), B=42m, T=14.9m (scantling). and 105000 tn DWT; see Fig.1, where also rest of
In this loading condition, Δ=122770tn, cb=0.81, KB=7.76m,
KG=12m, LCG=6.8m, GM=5.6m, and the radii of gyration
main data are listed. For this ship, daily operation
about transverse and longitudinal axes passing through the data were available spanning a 9-month period
center of gravity are estimated: Ryy=63m, Rxx=12m. from Sept 2007 to May 2008. The recorded data
concern ship loading (aft and fwd drafts), ship
speed (GPS and Speed Log), weather conditions,
T=14.9m including wind relative speed and direction (as
(scantling) well as air temperature and pressure), and engine
data, i.e. shaft RPM, in conjunction with shaft
T=13.6m
thrust and torque. From this data set a subset of
about half size was considered in the present
study, referring to full-load or almost full-load
conditions, with drafts ranging in T=12.5-14.9m.
This data set has been filtered out for obvious
errors or missing values concerning various
Figure 2. Calm-water resistance vs. ship’s speed at two drafts. recordings and its final usable length was reduced
to 97 entries, constituting the long-term time
(a) series of the present study.
The above ship is equipped with one Diesel
engine (6S60MC type, MCR 15400BHP@
97RPM), directly coupled to the propeller. The
engine is capable of driving the ship (clean hull)
at about 14.2kn, in calm water and scantling draft
loading condition (T=14.90m), with a 10-15%
power margin for real sea conditions.
For this ship hydrostatic and stability data are
available, as well as bare-hull resistance through
(b) (c) model tests at 1/34.715 scale, shown in Fig.2.
Also, propeller data are available Fig.3(a),
including open-water characteristics as obtained
by tests; see Fig.3(b). This low-pitch propeller
(with pitch ratio P/D=0.695 at r/R=0.7) has been
designed as a wake adapted one, based on the
axial flow survey data shown in Fig.3(c). The
global wake fraction has been estimated by self
propulsion tests, and at scantling draft is 1 − w =
Figure 3. (a) 4-bladed propeller data: z=4, AE=0.5, 0.645. Moreover, thrust deduction and relative
P/D=0.695 at r/R=0.7, D=7.2m, tip skew=18.75o, no rake. rotative efficiency have been estimated to be
(b) Open water characteristics. (c) Axial wake distribution
on the propeller plane. 1 − t =0.770 and η R = 1.037 , respectively. From
2
the above data the hull efficiency is estimated to to obtain the added resistance in waves of a ship,
be η H = 1.19 . As obtained from the experiments, and the validity of the results obtained by each
the above values present relatively small variation method is not always good enough for different
for ship speeds in the interval 13-15kn and drafts types of ships. In a recent work (Arribas 2007),
in 12.5-15m, and thus, in the present study, these several available methods are studied and
interaction coefficients are treated as constants. validated against seakeeping tests of some
In the following, we will consider and present monohull models, focusing on head seas, that is
seakeeping results permitting us (i) to obtain usually the most severe situation concerning
predictions of added resistance of the ship in the added resistance. The analysis shows that radiated
above loading condition in waves, and (ii) the energy method (Gerritsma & Beukelman, 1972)
vertical stern motion at the propeller plane, for is a method leading to relatively good-quality
various sea-states. The former information, in results in many cases, although it could present
combination with calm water resistance (Fig.2) at numerical stability problem in short waves. In the
ship’s speed, open-water propeller data (Fig.3) at present study we employ the radiated energy
propeller revolutions, and propeller-hull hydro- method, as extended by Loukakis & Sclavounos
dynamic interaction coefficients, will finally (1978) for the prediction of head-to-beam seas, in
permit us to estimate the shaft thrust and torque, conjunction with strip theory (Salvensen et al
from the point of view of the force and power 1970), for the calculation of the added resistance
required to overcome total resistance in real sea- and the vertical ship motion at the stern; see also
states. It is noted here that wind action and rudder Lewis (1988, Sec. 3.4). As concerns the added
motion (and perhaps also other factors) contribute mass and damping coefficients of various ship
to the total ship resistance, however these sections, as well as the Froude-Krylov and
components have been considered of secondary diffraction forces, a low-order hybrid panel
importance in comparison with calm-water and method, as described in Belibassakis (2008,
wave-added resistance and are left to be included Sec.4), is used to calculate the involved 2D
in future extensions of the present approach. potentials. This method is based on domain
On the other hand, the vertical ship motion at decomposition (see Fig.4), in conjunction with
the propeller plane could be used, in conjunction boundary integral formulation based on simple
with shaft rpm, ship’s speed and axial wake source distribution for the representation of the
wave potentials in the middle domain D( ) , and
2
distribution, in an unsteady propeller analysis
method, enabling the direct estimation of the normal-mode expansions of the potentials in the
propeller mean and vibratory forces and moments. two semi-infinite strips D(1) , D ( 3) . The
Both approaches will eventually permit us to formulation is completed by means of matching
obtain a picture of the long-term behaviour of the conditions, ensuring continuity of all the potentials
ship and its propulsion system, and compare with on the vertical boundaries separating the three
measured data concerning thrust and torque, that subdomains (shown by dashed lines in Fig.4).
is directly connected to fuel consumption. Except Although the present analysis is for the ship
of drawing conclusions concerning predictability floating in deep water, the main advantage of the
of the present method and its applicability to previous hybrid method is its applicability also to
support ship and fleet monitoring systems, we will cases of limited waterdepth, permitting us to
be also able to examine the long-term trends of the obtain seakeeping analysis results also in areas of
difference between the two above predictions in finite depth, either constant or presenting variation
the 9-month period spanned by the data. Such a along the tranverse direction (as shown in Fig.4).
trend, if observed and consistently repeated (in
similar future long time intervals), could be
attributed to other factors, as e.g., indication of
hull and propeller fouling effects.

3 SEAKEEPING ANALYSIS
An important factor concerning ship operation in
realistic sea-states, closely connected to ship
dynamics, is added resistance in waves. This could
Figure 4. Domain decomposition and boundary integral
also have a strong economical effect on ship representation in middle domain D( 2) containing the bottom
exploitation. There are not many simple methods (with possible variation) and the floating body.
3
 Table 1: Added Resistance (% of calm water resistance at same ship speed) vs. BF and Vs, for T=14.9m and head waves
Vs(kn) 11.5 12.5 13.5 14.5 15.5
BF Uw(m/s) Hs(m) Tp(s)
2 2.0 0.2 2.24 1.31 1.10 0.94 0.57 0.50
3 4.4 0.6 3.87 3.93 3.31 2.46 1.71 1.49
4 6.7 1.0 5.00 6.54 5.51 3.78 2.85 2.49
5 9.3 2.0 7.07 12.80 9.53 7.08 5.70 4.97
6 11.8 3.0 8.66 17.38 13.39 10.38 8.55 6.99
7 15.3 4.0 10.00 40.87 32.99 26.76 21.90 18.03
8 19.0 5.5 11.73 129.30 109.37 92.12 78.39 67.38

Vs=14kn
Fn=0.15 β=90ο

BF=5,6
BF=2,3,4
β=120ο

β=60ο
BF=7,8
β=30ο β=150ο
ο
β=0

β=180ο

Figure 5. Relative direction effects on the added resistance Figure 6. RAO stern relative vertical velocity wrt relative
frequency, for various wave directions (β).
The latter could be found important in cases of Moreover, the variation of the added resistance
ship routes in limited waterdepths (as e.g. in some with the relative wave direction (taken to coincide
routes in the Baltic sea) and/or in channels, where with the recorded mean wind direction) has been
the effects of waterdepth and its side variation (for studied for the present ship, as shown in Fig. 5.
ship routes parallel to coastline and bottom Results in the interval 90o<β<180ο are calculating
contours) on added resistance and ship motions by using the approach by Loukakis & Sclavounos
could be important, similarly as happens to be the (1978). We observe in Fig.5 that, for low seas
case with the calm water resistance, and especially (where the peak wavelength to shiplength ratio
for high-speed ships near critical conditions; see, λ p / L < 1 ), the max added resistance is observed
e.g., Suzuki et al (2009).
Numerical results concerning the AFRAMAX in head-to-beam seas ( β ≈ 30o − 40o ), in contrast
tanker are presented in Table 1 concerning the with high seas λ p / L ≥ 1 where this happens for
mean added resistance, for various ship speeds, head waves. Results in the interval 0o<β<90ο
from Vs=11.5kn-15.5kn, in head waves. Weather (following-to-beam seas), where strip theory fails
conditions are expressed through the Beaufort to provide reasonable predictions for added
scale (BF), used for describing sea conditions in resistance (that is however insignificant for the
terms of wind speed (that was the recorded AFRAMAX case), are obtained by extrapolating
quantity in our case). The relation used to connect and matching the above distribution with empi-
BF with wind speed (Uw), significant wave height rical relations; see, e.g., Rosander & Bloch (2000).
(Hs) and peak period (Tp) is provided by the first Moreover, numerical seakeeping analysis
4 columns in the above table. A unidirectional results concerning the vertical ship motion at the
JONSWAP wave spectrum (with peak- stern (propeller position) are presented in Fig.6,
enhancement parameter γ=3.3) has been used to for various directions of the incident waves. In this
model the wave spectrum from the above figure, for the ship at the scantling draft and speed
parameters. Our results indicate, in the case of the Vs=14kn (Fn=0.15), the Response Amplitude
most severe sea conditions considered (BF8), an Operator (RAO) associated with vertical motion
increase (due to head waves) of the calm-water relative to the free-surface is plotted, for directions
resistance, at ship speeds in the above interval, of ranging from following waves (β=0ο) to beam
the order 70%-130%, which is quite significant.
4
 G G
(β=90ο) and head waves (β=180ο), vs. the relative component AAW ( x;t ) , and at higher orders the
frequency. The latter is given by
corresponding tangential and radial components.
ω = ωo − (ωo2 / g ) VS cos β , (1) In the present study, except of the above, another
G G
in terms of the absolute wave frequency ωo , ships component AVM ( x;t ) is included, associated with
speed VS and wave direction β. From Eq. (1), the the flow generated on the propeller plane due to
spectral density vs. relative frequency is obtained the ship and wave motions. Since the
as folows submergence of the propeller is relatively small,
as compared with the characteristic (peak)
S (ω ) = S (ωo ) (1 − 2 (ωVS / g ) cos β ) ,
−1
(2)
wavelengths of the various sea-states considered,
where, as already discussed, a standard G G
we decided to approximate AVM ( x;t ) by the time
JONSWAP model is used for S (ωo ; H S ,Tp ) .
derivative of the relative vertical ship motion at
the stern. The latter, at each relative frequency, is
4 UNSTEADY PROPELLER ANALYSIS obtained from the solution of the seakeeping
For simulating the unsteady propeller response, a analysis problem; see Fig. 6. Subsequently, a
G G
modified version of a velocity based panel short-term time series simulation of AVM ( x;t ) ,
method, developed by Belibassakis & Politis with reference to a particular wave condition
(1998, 2002) for the analysis of marine propellers
in unsteady flow conditions, is used in the present
( H S ,TP ; β ) , can be obtained, by considering a
study. The previous method is based on a stationary process characterized by the narrow
boundary integral equation formulation band spectrum of the response response
(Fredholm type, second kind), involving surface
SV (ω ) = ∫ RAO (ω ,θ ) S (ω ,θ ; H S ,Tp , β ) dθ , (5)
2

vorticity distributions (as boundary unknowns)

θ
and source distributions, modelling the unsteady
where H S ,Tp , β stand for the significant wave
marine propeller performance. Pressure type
Kutta condition is satisfied along the trailing edge height, peak period and mean wave direction,
of the blades. The modelling includes hub and respectively. For simplicity, in the present study
finite blade thickness effects. the wave spectrum is modeled as a unidirectional
In accordance with the above formulation, the one: S = S (ω ; H S ,Tp ) δ (θ − β ) , representing
total velocity field, in the propeller-fixed frame of
long-crested seas. From the motion spectra the
reference, consists of the following components:
G G G G G G G G corresponding ones associated with various
( )
w = −Ω× x − VS + A ( x;t ) + v ( x;t ) , (3) motion derivatives are easily obtained. For
G G G G example, the spectrum of the vertical relative
where x is the position vector, −Ω × x and − VS
velocity is obtained as
are the relative velocities due to propeller rotation
SVM (ω ) = ω 2 SV (ω ) . (6)
and translation
G G (with ships speed), respectively,
and A( x ; t ) represents the disturbance of the Numerical results concerning a particular sea state
(head waves, Hs=2m, Tp=7s) and for ship speed
incoming flow to the propeller due to ships wake Vs=14kn are presented in Fig.7 (left subplot). The
G G
and any other factors. Finally, v ( x ; t ) is the calculation concerning the vertical relative
propeller-disturbance velocity field, modelled as velocity spectrum is based on the RAO of the
an irrotational/incompressible component given corresponding relative vertical motion, which in
by the gradient of propeller disturbance potential: this case is also shown in Fig.7 (right subplot).
G G G
v ( x; t ) = ∇ x Φ ( x; t ) , in Ω e \ SW , (4) Subsequently, the model by Pierson (see, e.g., St.
where SW denotes the trailing vortex sheets and Denis & Pierson,1953) and Longuet-Higgins
(1952) is applied to obtain a short-term time series
Ωe the exterior (to the propeller) domain. of vertical flow velocity on the propeller plane due
G In
G
unsteady propeller analysis problems, to ship and wave motions (in ship-fixed
A( x ; t ) usually represents the inhomogeneity coordinates), as follows
N
induced to the translational/rotational motion of w ( t ) = ∑ An cos (ωnt + ε n ) , (7)
the fluid relative to the propeller, due to the ship n =1
(effective) wake distribution. This disturbance where ε n are random variables uniformly
flow contains, at the leading order, the axial distributed in [0,2π), the amplitudes An are given
5
 S(ωο)

η
SVM(ω)

S(ω)

Figure 7. Various spectra for the ship at a sea state (Hs=2m, T=7s, β=180o and Vs=14kn (left).
RAO of relative vertical motion (right)

Kt(t)

10Kq(t)

w(t)

Figure 8. Short-term time series of propeller thrust and torque coefficients Kt, 10Kq vs. the simulated vertical (relative)
oscillatory velocity w(t), in the case of the tanker travelling at Vs=14kn, in a sea state (Hs=2m, Tp=7s, β=180o) and the propeller
operating at 92RPM.

by An = 2 SVM (ωn ) Δωn , and the set of discrete parts (blades/hub/shaft etc) of the solid boundary
G G G G K
frequences {ωn } are appropriately selected in
G G
( )
n ⋅∇ x Φ ( x;t ) = −n ⋅ q ( x ) + A ( x;t ) , combined also

order to cover the essential support of the spectra with Kutta-type condition, necessitating continuity
and to represent the energy distribution around the of pressure along the trailing edge of the propeller
peak frequency. blades (and the rest of the blade-edges where flow
On the basis of all the above, the propeller separation is modelled to occur using vortex
disturbance potential is obtained as a solution to sheets). The solution is obtained through the
G boundary integral equation formulation,
Laplace equation ∇ 2x Φ ( x;t ) = 0 , in Ωe \ SW , the
automatically satisfying the condition at infinity
no-entrance boundary condition at the various G G
concerning the propeller induced field v ( x; t ) .
6
Figure 9. Long_term time series of mean propeller thrust and torque (solid lines) compared with measured data (thick dashed
lines). In the last subplot the calculated difference of propeller thrust obtained from the resistance (including the added resistance)
minus the one obtained from the unsteady propeller analysis (including the effect of relative vertical motion at the stern of the
tanker) is plotted showing a long-term increase from a level -7.7tn to +2 tn (dashed lines), which could be due to hull fouling.

After the solution is obtained, at each time step, downstream the propeller blades with the local
the pressure distribution on the blades and other flow velocities, similarly as described in
parts of solid boundaries is calculated by means of Belibassakis & Politis (1997).
a modified Bernoulli’s theorem, of the form As an example of the above approach,

(
∂Φ p − p ( I ) 1 G 2 G G 2
)
numerical results are presented in Fig 8, for the
+ + w − q + A = 0, (8) AFRAMAX tanker in a particular sea condition
∂t ρ 2
Hs=2m, T=7s, β=180o, and ships speed Vs=14kn.
where p ( ) stands for the onset flow pressure
I
Specifically, in the last subplot of this figure a
distribution on propeller plane (without propeller small part of the short-term simulation is plotted
G
interference). In the present case the field A is as concerns the vertical ship motion at the stern
composed by w(t), obtained by Eq. (7). In the upper two
G G G G G G subplots the corresponding time series concerning
A( x ; t ) = AAW ( x;t ) + AVM ( x;t ) , (9)
G the thrust and torque coefficients (Kt, 10Kq) are
G
where AAW ( x;t ) comes from the wake survey plotted, for the propeller operating at 92RPM, in
G G G
G
data and AVM ( x;t ) is obtained from w ( t ) which the ships axial wake AAW ( x;t ) , subjected moreover
G G
is easily converted from the ship-fixed to the to vertical oscillatory motion AVM ( x;t ) calculated
rotating frame of reference. Finally, forces and from w(t). The result shown in these two subplots
moments and their history are obtained by is obtained after filtering out the vibratory loads at
pressure integration on the blade surfaces. More the blade frequency (which in the case considered
details can be found in Belibassakis & Politis is 6.1Hz) and higher harmonics. We note that the
(1998) and as concerns the corresponding overall mean values of the propeller coefficients in
boundary integral formulation in Belibassakis & this sea/ship condition are Kt,0=0.186, 10*Kq,0=
Politis (1995). We note here that a main difference 0.208, while the first-order vibratory loads, at the
of the present model with the former works is the blade frequency are calculated to be Kt,4=0.012,
addition of a free-wake analysis, based on 10*Kq,4=0.012 (as obtained by the 4-th harmonic
kinematics and dynamics of free vortex sheets of the blade forces analysis). The magnitudes of
modeled by of quadrilateral free vortex rings the latter are indicated for comparison in Fig.8 by
convected and deformed as they travel using thick double arrows. We presume that these
7
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