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MAJOR DTNSRDC ORGANIZATIONAL COMPONENTS

DTNSRDC
COMMANDER
TECHNICAL DIRECTOR
01

OFFICER-IN-CHARGE OFFICER-IN-CHARGE
CARDE ROCK 05 ANNAPOLIS 04

SYSTEMS
DEVELOPMENT
DEPARTMENT
11

I PAVIATION AND
SHIP PERFORMANCE SURFACE EFFECTS
DEPARTM ENT DEPARTMENT
15 16

STRUCTURES 1COMPUTATION, MATHEMATICS AND

DEPARTMENT
DEPARTMENT _ LOGISTICS DEPARTMENT
17 18

PROPULSION AND
SHIP ACOUSTICS
AUXILIARY SYSTEMS
DEPARTMENTDEPARMENTDEPARTMENT
19 27

SHIP MATERIALS CENTRAL

ENGINEERING INSTRUMENTATION
DEPARTMENT DEPARTMENT
28 29

0
 UNCLASSIFIED
,ECU ITY CLASSIFICATION OF THIS PAGE (When Date Entered)

REPORT DOCUMENTATION PAGE READ INSTRUCTIONS

BEFORE COMPLETING FORM
I. REPORT NUMBER 2. GOVT ACCESON NO 3. IPIENT'S CATALOG NUMBER

DTNSRDC-83/ 085 ''044/~

4. TITLE (and Subtitle) S. TYPE OF REPORT & PERIOD COVERED

EXTENSION OF THE BALES SEAKEEPING Final

RANK FACTOR CONCEPT '6 PERFORMING ORG. REPORT NUMBER

7. AUTHOR(#) a. CONTRACT OR GRANT NUMBER(s)

D.A. Walden

9. PERFORMING ORGANIZATION NAME AND ADDRESS 10. PROGRAM ELEMENT. PROJECT. TASK
AREA G WORK UNIT NUMBERS
David W. Taylor Naval Ship Research
and Development Center (See reverse side)
Bethesda, Maryland 20084
II. CONTROLLING OFFICE NAME AND ADDRESS 12. REPORT DATE

Naval Sea Systems Command October 1983

Code 05R 13. NUMBER OF PAGES

Washington, D.C. 20362 13

14. MONITORING AGENCY NAME & ADDRESS(f different from Controlling Ofi1ce) IS. SECURITY CLASS. (of thim report)

UNCLASSIFIED
1So. DECL ASSI FICATION/ DOWNGRADING
SCHEDULE

16. DISTRIBUTION STATEMENT (of this Report)

APPROVED FOR PUBLIC RELEASE: DISTRIBUTION UNLIMITED

17. DISTRIBUTION STATEMENT (of the abtreact entered In Block 20, It different from Report)

18 SUPPLEMENTARY NOTES

Presented at the 20th American Towing Tank Conference, Davidson Laboratory,

Stevens Institute of Technology, Hoboken, New Jersey, August 1983

IV KEY WORDS (Continue on revere* aide it necessary and Identify by block number)

Seakeeping

20 A04TRACT (Continue on reverese ide ifneceeary aid identify by block number)

An additional term for the equation used to predict the Bales sea-
keeping rank factor R is described. This new term incorporates the
effect of displacement, thus extending the usefulness of the predictor
equation. Discussion and example applications of the new equation are
given.

DD , 1473 EDITION OF I NOV 65 IS OSOLETRE UNCLASSIFIED

S 'N 0102-LF-014.6601
SECURITY CLASSIFICATION OF THIS PAGE (P9hen Dota Erntered)
 777 7- .7 75.

UNCLASSIFIED
* ~SECURITY CLASSIFICATION OF THIS PAGE (We ee ttmre4

(Block 10)
Project Number 62543N
Sub-Proj ect SF-43-421-301
Work Unit 1506-103

UNCLASSIFIED
SUCURItY CLASSIFICATION OF THIS PAGI(Wmen Vmle Entoied)
 TABLE OF CONTENTS

Page

FIGURE.................................. .. ..

ADMINISTRATIVE INFORMATION.....................
. .. .... ...
.. .. . . . ...

ABSTRACT...............................
. .......... . . ....
. .. .. .. .. .... 1

INTRODUCTION.............................. .. ........... . ....

. .. .. .. .... 1

R FACTOR CALCULATION. ................................ 3

VARIATION OF RWITH DISPLACEKENT .. ........................ 3

EXTENDED RFACTOR ................................. 5

CONCLUSIONS .................................... 6

ACKNOWLEDGMENTS .................................. 6

REFERENCES. .................................... 7

Figure 1 -Variation of R with Displacement. ................... 8

ADMINISTRATIVE INFORMATION

Funds were provided by the Surface Ship Hydromechanics Program under Project

Number 62543N, Block Number SF-43-421-301. The work was performed at the David W.

* Taylor Naval Ship Research and Development Center (DTNSRDC) where Work Unit Number

1506-103 was used to identify the work. Accession For

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 EXTENSION OF THE BALES SEAKEEPING
RANK FACTOR CONCEPT

by

David A. Walden
David W. taylor Naval Ship Research and Development Center

ABSTRACT

An additional term for the equation used to predict the Bales

seakeeping rank factor R is described. This new term incorporates
the effect of displacement, thus extending the usefulness of the
predictor equation. Discussion and example applications of the new
equation are given.

INTRODUCTION

The original work of Bales I on the seakeeping rank factor, R, was a

milestone paper of particular interest to the naval architect, since it

represented a breakthrough in an area for which no essential progress had been

reported over the last 20 years. A means was now available for evaluating,

and in fact ranking, ships in a quantitative sense, more specifically ship

underwater hulls, on the basis of their seakeeping characteristics. (It

should be noted that the seakeeping characteristics included in the R factor

are vertical relative and absolute motions and accelerations of various

stations and a slamming index, all calculated in head seas for a range of

speeds and sea states.) Adding further to the value of the R factor, an

equation was developed to predict R factor values based on six ship underwater

hull characteristics. The previous work dealt with a group of 20 destroyer

type ships all normalized to 4300t displacement. Based on the R factor

predictor equation and the limits of the six ship characteristic values for

"
-
 the group of 20 ships, values for the six characteristics were chosen that

*: defined an 'optimum' ship.

Subsequent work by Bales and Cieslowski 2 describes the generation

of an 'anti-optimum' hull. In that work, extensive calculations were carried

out using the Navy Standard Ship Motion Program, for a range of speeds,

headings, and sea states, of nine responses. These calculations were done for

a series of geosims of the 'optimum' and 'anti-optimum' hull. These results

- were then used to establish ranges of operability index values as a function

" of displacement.

The operability index values are a function of the particular

responses chosen and especially of the limiting values chosen for each

response which are based on specified operations. However, for many

applications the R factor may prove to be of value particularly when the

* details of ship missions and systems, which are required for the calculation

-" of operability indices, are not available.

The present work will discuss a means of calculating R factors based

on a more complete hull form description, rather than predicting R using only

* six ship hull characteristics. This method will then be used in an

investigation of the effect of displacement on R factor values. Thus a means

will be developed of comparing the seakeeping characteristics of different

size destroyer type ships. This will make possible quantitative studies of
the effect of increased displacement on improving seakeeping characteristics.

* Further, the present work will extend the R factor predictor equation to

include the effect of displacement.

2
- .. =-. *
*
 R FACTOR CALCULATION

For both the present effort and planned future work, a means of more

quickly and efficiently calculating R factor values based on a hull form

description was required. Since, as described in Bales, the R factor

essentially includes only pitch, heave, and related motions in head seas; a

simple seakeeping program is entirely adequate. That chosen is described in

3
Loukakis. Lewis forms, and the MIT bulb are used to describe the hull

form. Comparison with results for ships using Lewis forms in Bales shows

excellent agreement, e.g., an R factor of 6.53 for Bales Hull 14 which

corresponds to R factor of 6.56 for the same ship using the present

calculation.

The present program requires ship length as well as beam, draft and

sectional area for 20 stations. Also included as a variable is a scale factor

which allows R factors for geosims of a parent hull to be calculated. The

results of interest are R factors and calculated displacements. It should be

1
noted that the R factors are calculated as described in Bales. Except for

(Cs) 3 , the average responses are inverted after being divided by their

respective minima. This was also done in producing the results shown in

I
Bales although not fully clarified in that text.

VARIATION OF R WITH DISPLACEMENT

Using the program described in the previous section, the variation of R

with displacement for a number of ships was studied. Seakeeping computations

were carried out and R's based on these results were then calculated. The R

predictor equation was not used. Figure 1 shows the results. Each line

represents R factor values for a series of geosims of a parent hull. 21N is

3
 an 'optimum' hull form, Hull 14 is a representative modern destroyer hull

,. form, and 22N is an 'anti-optimum' hull. The normalization factors used here

*. are the same as those used in the original work, thus R factors greater than

* 10 and less than 1 are to be expected.

The figure indicates a 8000t version of each of the hulls would have the

following R's:

Hull R
21N (Optimum) 23.7
14 (Destroyer) 18
22N (Anti-optimum) 8.5

. Hull 14 is seen to be closer to the optimum then the anti-optimum, but

improvement is still possible in seakeeping performance.

Of perhaps even greater interest is the interpretation of the figure which

shows the displacement required to achieve a desired R value, for example, if

* an R value of 9 is desired the hulls would require the following displacement:

Hull Displacement
21N 3620t
14 5030t
22N 8210t

This shows quite dramatically the difference between the seakeeping

performance of a very good hull form compared to that of a very bad hull

form. A 3620t version of the good hull form would achieve the same seakeeping

4
 s-WI0 s-.7W - 7

performance as an 8210t version of the bad hull form; the bad ship requiring

'* more than twice the displacement for the same performance.

Since calculated R's rather than predicted R's are being used, it is

possible to compare R's for different displacement, that is non-normalized

ships. For example,

Ship Hull Geosim Displacement R

A 21N 4000 10.4
B 14 6000 11.8
C 22N 7000 6.3

Here Ship B would have the best seakeeping performance as measured by the R

factor. Ship A is second, even though it has the best hull form, because the

additional displacement of Ship B more than makes up the difference. Ship C

is worst, its greater displacement not being able to overcome the disadvantage

of its hull form.

EXTENDED R FACTOR

Using the results shown in Figure 1, an additional term can be added to

the R factor predictor equation to incorporate the effect of displacement. In

order to maintain consistency with the other terms, a linear term in a

nondimensional ship characteristic is required. Using normalized displacement

variation and the average of the slopes of the 21N and 22N curves, this

additional term is given by:

12.9 (A - 4300)
4300

5
 where displacement A is in tonnes. The R factor predictor equation thus

becomes:

R= 8.422 + 45.104 CWF + 10.078 CA - 378.465 T/L + 1.273 c/L

- 23.501 CVpF - 15.875 C.A + 12.9 - 4300)

14300

where all notation is as in Bales. The range of displacement is limited to

3000t to 9000t.

CONCLUSIONS

The usefulness of the R factor has been increased by extending the

predictor equation to include displacement. It should however, be remembered

that it is always dangerous to attempt to summarize such a complicated

phenomenon as seakeeping in a single number. All the caveats concerning the R

I
factor cited in Bales still apply and should be carefully reviewed before

any application is attempted. Using R factors based on seakeeping

computations avoids the problem of the limited range of the input parameters

associated with the predictor equation, but caution is still required.

ACKNOWLEDGMENTS

Funds were provided by the Surface Ship Hydromechanics Program under

Project Number 62543N, Block Number SF-43-421-301. The work was performed at

the David W. Taylor Naval Ship Research and Development Center (DTNSRDC) where

Work Unit Number 1506-103 was used to identify the work.

.4 . . . . . . . . ..
 REFERENCES

1. Bales, N.K., "Optimizing the Seakeeping Performance of Destroyer-Type

Hulls," 13th Symposium on Naval Hydrodynamics, Tokyo, Japan (1980).

2. Bales, N.K. and D.S. Cieslowski, "A Guide to Generic Seakeeping

Assessment," Naval Engineers Journal (1981).

- 3. Loukakis, T.A., "Computer Aided Prediction of Seakeeping Performance

: in Ship Design," MIT Report No. 70-3 (1970).

-o,

7
 30

OPTIMUM

25

DESTROYER

20

15

R
ANTI-OPTIMUM
10

Pe 0

-5
0 2 4 6 8 10
DISPLACEMENT (METRIC TONS)X 103)

* Figure 1I Variation of R with Displacement

........................................
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