Full scale trials with MS Hollandia. Part I: Wave and wind measurements

TECHNISCHE HOGESCHOOL DELFT

AFDELING DER SCHEEPSBOUW. EN SCHEEPVAARTKUNDE

LABORATORIUM VOOR SCHEEPSHYDROMECHANICA

801085

Deift University of Technology

Ship Rydromechanics Laboratory

Mekelweg 2

2628 CD DELFT

The NetherIands Phone 0-15 -Th6882

FULL SCALE TRIALS WITH m.v.HOLLANDIÀ

PART I: WAVE ND WIND MEASUREMENTS

by: J.M.J. Journée and M. Buitenhek

June 1980

ALLN

RPtDWI

Contents. page: Introduction. i Instrumentation. 2 Experimental results. 4 Acknowledgement. 8 References. 9 Figures 1 - 19. Tables I - XV. Chronological table

-1-1. Introduction.

In t:he beginning of 1979 and 1980 full scale seakeeping trials have

been carried out with m.v. Hollandia, a Dutch container vessel owned by the Royal Netherlands Steamship Company at Amsterdam. The experi

rnents have been carried out by. a staff of the Shiphydromechanics Laboratory of the Delft University o.f Technology in co-operation

with Lloyds Register of Shipping on two normal service voyages of the ship from Northern Europe to the Caribbean.

During these trials Lloyds Register of Shipping has tested an opera-tional performance system, installed on the ship. This project is

an investigation, financed jointly by the. Netherlands Maritime

Institute , Lloyds Register of Shipping and Applied Dynamics Europe.

The aim of the. project is to investigate the feasibility of a

com-puter based shipboardnioñitoring and prediction system to ensure safe and economic ship operation.

The Delft Shiphydromechanics Laboratory assisted this project by

delivering a speed-r.p.m.-powe'r-sea state data base of m.v. Holla.n-dia and measuring the required. information of the sea and wind con-ditions during the. experiments. At the same time the .Delft

Ship-hydromechanics Laboratory has also carried out their project to get experimental data on ship motions, speed-loss, power and

fuel consumption of a large container ship in different seastates

with known ene.rgy spectra.

On the first voyage, a double trip during January and the

begin-fling of February 1979, the David Taylor Naval Ship Research and

Development Centre has offred a valuable assistance with regard to the choice of suitable wave conditions for the seakeeping

trials. For this purpose wave and wind fore casts have been pro-vided on the intended ro.ute of the ship. These fore casts, made by the Fleet Numerical Weather, Central at Monterey, California, have been transmitted to the' ship through the Royal Netherlands

Navy.

On the outward voyage only small he'ad waves and acceptable high

following waves have been met. This was mainly caused by the followed least time route, adviced by the routeing Office of the

Royal Netherlands Meterorological Institute (K.N.M.I.).. Because

theshipwas on_a normal

service_trip,_it_was

not permitted to

make considerable deviations from the intended route. Onthe

with heights of over 11 meter.

Because of the lack of experimental data in head waves a new

attempt has been made in February 1979, but agaih without suitable head waves. No experiments hve been carried on this voyage.

In January 1980 new experiments have been carried out to get the missing experimental data in head waves. Thanks to the co-operation of the ship's owner it was possible to òhoose a route with suitable head waves. The decision to qo or not to go with regard to the

expected weather has been made in deliberation with the routeing office of K.N.M.I. They also have provided advices for the ship's route in such a way that waves between 5 and 7 meter height could

be expected. This co-operation has been very uccesful, the

re-quired waves have been met.

The sea and wind conditions, measured on both voyages, are

des-cribed in this report.

2. Instrumentation.

The experiments require. accurate information about the sea- and

windconditions. The seaconditions have been measured by means of

disposable wave buoys, developed at the Deift Shiphydrornechanics

Laboratory [i] . A scheme of the buoy is showed in figure 16.

The disposable wave buoys are equiped with a linear vertical

accelerometer of an inductive type with a natural frequency of

35 Hz. The required stabilization, to keèp the buoy in a vertical

oosition, has been achieved by means of a simple mechanic

stabi-lizer, consisting of a tail under the buoy connected with a

stabilization weight by means of a 4.0 meter long wire. During

the transoort and the launching procedure of the buoy the wir.e

is fitted around a cardboard cil.inder. The spherical _{buoy is half}

immersed when floating and follows the _{wave surface with}

suffi-cient accuracy.

The voltage output of accelerometer, _{so in fact the acceleration}

signal, has been put into a voltage to frequency _{converter. This}

results into a signal which is independent of _{variations in the}

power suoply, see figure 17. The frequency modulated signals, of which amplitudes and frequencies vary with the time, have

been transmitted continuously to the ship by means of a wireless

transmitter and an antenna fitted on top of the wave buoy.

a distance of over 40 miles in 5 meter waves, a 12 meter high antenna has been installed on the aft deck. The frequency

modu-.lated signais have been recorded by an instrumentation tape

recorder, together with a reference signal from a crystal oscillator to get a real time base independent of variations in the tape

speed.

A digital data reduction method has been used to derive the power spectra of the vertIcal wave displacement, see figure 18.

The demodulation of the frequency modulated signais has been.

derived by counting the rumber of zero-crossings during fixed time intervals (1.4. seconds). This digital information of the

counter, transformed into unch tape data, is inout.to the

digi-tal I.B.M. 370/158 computer of the Deift University of

Technolo-gy Computation Centre for the calculation Of the autocovariané

functions and the power spectra. A band-pass filter function has

been used to cut of undesirable frequencies [3] . The tranfer

function of this band-pass filter is showed in figure 19. The

vertical displacement of the waves has been derived by _{a double}

numerical integration of the acceleration data by means of the

rectangular rule.

The Delft wave buoy measures only the vertical accelerations of

the wave surface at the location of the buoy. No information _can

be obtained with this buoy about the dominant ware directions

and the directional spreading of the wave energy of one or more

wave systems.

The dominent wave directions have to be estimated visually. Indeoendent observations, carried out by different ship's

officers, shows only small relative differences of 1.0 degrees or

less. This doesn't mean that all dominant wave directions can

always be distinguished visually. Hardly or not visual _wave

systems in bi-modal seas can have an important effect.on the

shin's responses. This is discussed by Gerritsrna in [2] with

respect to the Tdeman-trials.

The directional spreading of the energy of wave systems cannot

be estimated _{visually. Sometimes a cosine-squared dividing is}

assumed, but this is only an assumption, which is certainly not

va].id for each particular seastate.

The relative wind soeeds and directions have been measured by

T2

4

shin. This anemometer has been calibrated in a wind-tunnel. The measured signals have been recorded by a pen recorder. With the from the recordings derived mean values and the measured ship's speed and heading the true wind speed and direction can be

cal-culated easily.

3. Experimental results.

Areview of the wave and wind measurements, with respect to location, time and measured values, is given in table I. The

true windsoeed V and the true winddirection a are mean values

- w w

during approximately half an hour.

Two expressions for the significant wave height are given:

H

/3

'

Figures 1-1, 1-2, 1-3 and 1-4 show the results of the analyses of the 1979 and 1980 wave and wind measurements. The results

will h

_{discusaad hdayhyy.}

1/3

4\/(m

in which:

rn

S() dw

(spectral moments)

where:

w circular wave frequency

S sprectral value

Normally 111/3 will be used for the significant wave height.

includes a correction for the breadth of the spectrum and has been used by Lloyds Register of Shipping in the opera-tional performance system, reason why this value is given

here too.

:1-l-1979. (45°N 23°W)

Between 16.20 and 19.00 G.M.T. seakeeping trials have been

carried out at normal operating power. Two wave systems have been observed: a head swell from 250 degrees with a height of 3-4

meters and a low following sea from 070 degrees with an observed

height of 1 meter or less.

At 17.15 G.M.T. wave buoy 18 has been launched. Two analyses are given here, one at 18.00 G.M.T. and the other at 19.00 G.M.T. The significant wave height decreased from 4.0 to 3.7 meter by a decrease of long period waves. The wave spectra are given in figure 2 and table II-1 and II-2.

During the experiments there was a variable wind, coming from directions between north and east, with a speed of about il knots.

4-1-1979. (30°N 46°W).

Seakeeping trials at 100 and 75 percent of the normai engine speed have been carried out between 10.30 and 16.10 G.M.T. A somewhat confusd following sea and swell has been observed. The

seaS. coming from 080 degrees, had a visual height. of about. 2

mc--ters and the swell was estimated on 5-6 memc--ters, coming from 090 degrees. It may be noted that sea and swell were certainly not uni-directional. The estimated dominant wave direction was

085 degrees.

Two wave buoys have been launched; buoy 22 at 17.35 G.M.T. and

buoy 16 at 20.25 G.M.T. The analyses are given here at 18.10 G.M.T.

and at 21.00 G.M.T. and show a significant wave height of 5.2 and 5.7 meter. The signal of the second wave buoy has not the quality that it should have, the energy in the low frequency

part is somewhat, doubtful. The wave spectra are given in figures 3 and 4 and in the table,s III and IV.

The measured true wind was reasonable constant, 31 knots coming

from 095 degrees.

2-2-1979. (30°N', 53°W)

The seakeeping triaIs have been carried out at 100 and 75 percent

of the normal engine speed between 1440 and 20.. 30 G.M.T. in very

high followiPg seas. At about 14.00 the seastate ws suddenly increasing up to extreme observed wave heights of 11-12 meter.

The first wave buoy, buoy 8 launched at 14.30 G.r4.T., gives at

15.15 G.M.T. a significant wave height of 11.1 meter. However an analysis 35 minutes later, shows a decreased wave height of 9.8 meter. Another wave buoy, buoy 9 launched at 18.00 G.M.T., shows also a wave height of 9.8 meter.

The visual observed sea came from 260 to 270 degrees with wave height of 4 up to even 8 meter. The swell came from 275 to 285 degrees with visual observed wave heights of 8 to 10 meters. The dominant wave direction has been estimated on 275 degrees and the waves were somewhat short-crested. The analysed wave spectra are given in figures 5 and 6 and in the tables V-1, V-2 and VI.

The true winddirection was varying between 270 and 280 degrees with a true speed of 37 to 41 knots.

5-l-1980. (50°N., 11°W)

The seakeeping trials at normal operating power are carried

out between 10.00 and 13.35 G.M.T. in head seas.. The seastate was strongly decreasing during the. experiments. At 10.00 G.M.T. 6 to 7 meter waves have been observed, coming from 300 degre.es.

At the end of the experiments the. visual observed ave, height

was about 4 meter and the seadirection started to shift to 285 degrees. During the main part of the experiments the dominant wave direction was 300 degrees and no other wave systems could be

observed.

Two wave buoys have been launched:

buoy 29 at 10.55 G.M.T. and buoy 15 at 12.10 G.M.T.

The analyses of the wave buoy signals confïrm the visual observa-tians. The first wave buoy gives at 11.15 G.M.T. a significant wave

height of 6.7 meter and the second one gives at 12.3.0 G.M.T. a .significan.t wave height of 4.2 meters. The, higher long period waves have been decreased considerably in a little mor.e than

one hour. The resu1ts of the wave analyses àre showed in figures 7 and 8 and in the tables VII and VIII.

The measured true wind was varying between 295 and 300 degrees

with a speed of 2.2 to 24 knots.

6-1-1980. (4.50N, 22°W)

During this day many seakeeping trials in head waves have been carried out: at 75 and 50 percent of the normal operating engine

speed during daylight between 16.25 and 19.10 G.M.T. and at

the normal operating engine speed at night between 21.35 and 23.45

G.M.T. The waves have been classified by the ship's officers as

"constant", "unusual unidirectional" and even "off and on long crested". During daylight the visually observed wave height varied from "not more than 5 meter" to "5 meter, sometimes 6 meter" and the wave direction was estimated on 270-275 degrees.

The estimated dominant wave direction during daylight was 275

de-grees. At night the dominant wave direction was estimated from the seaclutter on the ship's radar: 270 degrees.

Four wave buoys have been launched: buoy 20 at 16.20 G.M.T., buoy 10 at 18.00 G.M.T., buoy 17 at 21.25 G.M.T. and buoy 11 at 22.45 G.M.T. The analysed signals show significant wave heights varying

between 4..6 and 5.4 meter. All spectral forms are less or more

equal. This is showed in the figures 9, 10, 11 and 12 and in the

tables IX-i, IX-2, X-1, X-2, XI, XII-1 andXII-2.

During daylight the measured true windspeed was about 26 knots with a true wind direction increasing from 280 to 300 degrees. At night the windspeed was decreasing until 18 knots at a winddirec-tion between 310 and 330 degrees.

8-1-1980. (37°N, 36°W)

At normal operating power a few sea keeping trials in beam to

quartering seas have been carried out between 12.00 arid 13.45

G.M.T. According to the visual observations during the trials the sea consists of three wave systems:

- a swell, coming from 270 degrees, decreasing from 4-5 meter to

3 meter.

- a swell, coming from 330 degrees, decreasing from 4-5 meter to

4 meter.

- a coming on sea from 030 degrees.

The dominant wave direction should have been 330 degrees, but this-was difficult to estimate.

Two wave buoys h'ave been launched: buoy 13 at 12.20 G.M.T. and

buoy 14 at 13.10 G.M.T. During the reception of buoy 13 there

was a lot of radio interference. Two analyses with _{a time shift}

of 5 minutes show significant wave heights of 5.1 and 4.1

meter resnec±iveiy. Concidering

_{eresults ofbuoy}

_{445.0 meter)}

the first analysis. seems to be the best, but certainty can't be

given. The results are showed in the _{figures 13 and 14 and the}

The measured true wind varied between 025 and 035.degrees, _with

a speed of 30 to 32 knots.

9-1-1980. (32°N, 43°W)

One experiment in quartering seas at normal operating _{power has}

been carried out between 14.15 and 14.4.5 G.M.T. According to

visual observations a 4-4½ meter swell was coming from 340-35.0

degrees and a 2-3 meter sea came from 350-355 _{degrees. There was}

also a very small swell from 270 degrees. _{For the dominant wave}

direction 350 degrees has been estimated.

Wave buoy 7 has been launched at i4.10 G.M.T. The _measured

signi-ficant wave height was 4.7 meter. Also the _{spectral form suggests}

that more than one wave system was present. The results are given in figure 15 and table XV.

The measured true wind came from 353 degrees _{with a speed 26 knots.}

In total 16 wave buoys have been used for these _experiments.

In spite of some radio interference., 14 _{wave buoys have worked}

very well, but theresults of the analyses of buoy 13 and 16 are

somewhat doubtfull.

One wave buoy was damaged when hitting the _{water surface and}

another was lost by a.misunderstandiig during _{the launching}

procedure.

4. Acknowledgement.

The authors wish to express their appreciation to the owner,

officers and crew of m.v. Hollandia for their _{co-operation and}

intere.st during the trials. _{Moreover they are greatful to}

D.T.N.S.R.D.C. who offered the detailed weather-predictions _during

the 1979 voyage. Last but not least the authors wish _{to thank}

the roueing office of _{K.N.M.I. for givïng excellent}

routeing

advices during the 1980 _voyage.

5. References.

9

Ei] M. Buitenhek and J. Ooms,

An updated design of a disposable wave buoy.

Shiphyciromechanics Laboratory of the Deift University of Technology.

Report no. 464, May 1978.

J. Gerritsma and W. Beukelman,

Sakeeping trials with HNIJMS "Tydeman".

Shiphydromechanics Laboratory of the Deift University of

Technology.

Report no. 494, March 1980.

F.J. Pasveer,

Speed-corrected demodulation and on line processing of data

from analog tape.

Deift University of Technology Computation Centre. Proceedings of 7th A.I.C.A. Congress, Praag 1973.

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Chronological table.

In behalf of Lloyds Register of Shipping, who used the local time during their experiments, the time differences between G.M.T. and the local time on shipboard are given here.

Local time = G.M.T. - AT date tT (hours) 1-1-1979 1 4-1-1979 3 2-2-1979 4 5-1-1980 ½ 6-1-Í980 1½ 8-1-1980 2½ 9-1-1980 3