九州大学学術情報リポジトリ

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DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING

AND PITCHING (continued)
TASAI, Fukuzo
Research Institute for Applied Mechanics, Kyushu University

https://doi.org/10.5109/7164783

出版情報：Reports of Research Institute for Applied Mechanics. 8 (31), pp.39-69, 1960. 九州大
学応用力学研究所
バージョン：
権利関係：
 Reports of Research Institute for Applied Mechanics
Vol. VIII, No. 31, 1960

DAMPING FORCE AND ADDED MASS OF SHIPS

HEAVING AND PITCHING
(continued)

By Fukuz6 TASAI

Abstract
In this paper the author shows convenient figures of A and C 0 K 4 which
can be used for calculating the damping force, added mass and added mo-
ment of inertia of a ship heaving and pitching.
The added mass and damping coefficient of nine ships were calculated
by the Strip Method. It was found that the results by the Strip Method
give a good approximate value. Three dimensional correction for the damp-
ing coefficient of heave was about 20% in the neighbourhood of the natural
period. Practical formulIB which give good approximate values of added
mass and damping coefficient in the neighbourhood of natural period were
obtained.

1. Introduction

M. D. Baskind [1] *, [2], T. Hanaoka [3], [4], H. Maruo [5] and J. N.

Newman [6], [7] have dealt with the problem in three dimensions. For the ef•
fect of forward motion of a ship, the results of Newman [7] showed a fairly good
qualitative agreement with the Golovato's experiments.
These three dimensional calculations, however, have not arrived at any ge-
neral useful numerical results. On the other hand, two dimensional values for cy-
linders have been given by F. Ursell [8] and 0. Grim [9].
Making use of the "Strip Method" K. Kroukovsky and Jacobs [10] calcu-
lated heaving and pitching motions for some widely different ship forms, and
these calculations were compared with the results of tank experiments in regular
waves. In many cases a reasonable agreement was found between theory and
experiment, but in the case of yacht model some significant differences were found.
In respect to the evaluation of added mass and damping force, F. Ursell's K4 and
0. Grim's A [9] were used. 0. Grim [9] had some doubtful results, which was
alluded to by the author in [11]. The author exactly calculated the added mass
and progressive wave height for Lewis-Form cylinders heaving on the free surface
[11], and then compared this theoretical results with the experiments in our water
tank [ 12]. In general, the measured A was in good coincidence with the theo-

* Numbers in brackets designate References at the end of this paper.

39
40 F. TASAI

retical one. In that paper Wedge Effect correction for non wall-sided sections
were given. In the next place the free heaving of cylinders and effect of the
bilge keel were investigated [13]. In [11] with the aid of the Strip Method mak-
ing use of the exact values of A and K4, the author calculated the damping force
and added mass of the two ships which had been respectively put to test by P.
Golovato [14] and J. Gerritsma [15]. The added mass and added moment of
inertia gained by Ship Method showed good coincidence with the results of Gol-
ovato's and Gerritsma's experiments. In the damping coefficient of pitch also, a
good agreement was found between calculation and experiment. But calculated
values of damping coefficient for heave were 20 per cent smaller than the experi-
ments at the natural period of heave. Though we should take into consideration
the effect of ship speed and three dimensional effects, it is thought that the Strip
Method gives a good approximate value than the three dimensional method in ge-
nerally.
In this paper the author discussed a practical calculating method of Strip
Theory making use of the author's A- and K 4, and for nine ships calculations were
carried out.
Then calculated values of the added mass and damping coefficient for pitch
and heave were compared with the experiment of J. Gerritsma [16], P. Golovato
[14] and S. Motora [17]. Moreover a calculating method of natural period for
pitch and heave was given. Finally taking into consideration the three dimension-
al effect, practical formulre which give good approximate values of the damp-
ing coefficient, added mass and added moment of inertia in the neighbourhood of
the natural period of pitch and heave were given.

2. Strip Method

Taking into consideration the hydrodynamic coupling between pitching and

heaving, coupled equations may in general be written as follows [10], [18] and
[19] :
ay + by + cy + de"+ ell + g0 = F,,,eiwt
io + BO +ce + Dy+ Ey+Gy=Mpeiwt. } (1)

Though inertia term, damping term and coupled term in the above equa-
tions can be calculated by the Strip Method, in this paper the coupling effect don't
be dealt with. Except the coupled term and changing the symbol, the equation
( 1) was written as follows :

(M+M1i) y+ N1iy + pgAwY = F,,, cos(wt+c1i) }

(2)
(Jp+lp')B+Np0+pgVGML0=Mp cos(wt+c 6),

where
M=mass of ship, M1i=heaving added mass
JP= longitudinal mass moment of inertia
I/= added mass moment of inertia
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 41

N1,,=damping coefficient of heave

Np=damping coefficient of pitch
Aw= water plane area, V = displacement of volume
GML =lingitudinal metacentric radius
w = circular frequency of external force
F1,,, M1i=amplitude of external force and moment

In order to calculate the added mass and damping force by Strip Method
we must divide the length of ship into several sections. At first two dimensional
values are calculated for each sections and the total damping force and added
mass of a ship are then obtained by integrating the results throughout the length
of a ship.
Two dimensional damping coefficient N and added mass AM are expressed
as follows:

j (3)

For the calculation of N and AM it is necessary to know the X and C 0K 4 •

These values are given by the calculations (11] for the Lewis-form sections.
Wedge Effect correction and Bilge Keel effect are given in (12] and (13]. From
Grim's diagram (9], G. Vossers (20] has given graphs in which A-.;, for four dif-
ferent value of t B (0.25, 0.5, 1.0, 1.5) are expressed as functions of s = ~ and
of the section coefficient /3.

1·2

l·I •1·5
I Ho•l-25
t"---r:;-Ho=l·O

0·
_.+-:, I I I
I
0·8

0· -q.
O·
A Ho•j T"'· --+--.-l-"---l--'-'-----1

l
0·5
ii
OA
0·

0·2

0·I ---o-
0
1,4 0·5 0·5 0·6 0·7 0·8 0·9 l·0

Fig. l(b).
42 F. TASAI

'-5 8 =0· 5 0 ·Grim

---- 1·6
58 =1·0 O· Grim

,6'= area coefficient

1-4
S= Beam draft ratio (/a:l
S= I 4

1·2 5=1·2

'l I· W-. _,,-S=I-~ l·0.

~~10

0-8~
= 12

08
A,
ki~ll
I

06~
Az
06
I ---t
I
o-i f--r--~ :::;----....__~ 0-4

0·2 0·2

-f -iS
06 0·7 08 0·9 l·0 0·6 07 0·8 09 l·0

Fig. l(a).

Graphs for fB=0.5 and 1.0 are shown in Fig. l(a)**. Author's calculations
[11] also are shown in Fig. l(b). These A are expressed against the frequency
parameter fB= 1=- •~ in which B is the breadth of the cylinder on the free sur-
face. At each sections of the ship B has different value respectively. Therefore
on a circular-frequency w, f B is not the same throughout the length of a ship,
On the other hand when a ship floats at a even keel, as the draught of a
ship d has almost constant value over the length, it is convenient to express A-
2
against a parameter f d = (JJ___ • d. Since it is sufficient to calculate for several f d,
g
actually, the values of A for five different values of fa (0.25, 0.5, 1.0, 1.5 and 2.0)

are calculated from [ 11] as functions of Ho= fd and of the section coefficient a
(Figs. 2(a)-(e)). For a very high frequency w it is possible to calculate Co by
means of the F. M. Lewis' formula given in [21]. These are shown in Fig. 3.
Moreover CoK4 also are expressed against the parameter fa (Figs. 4(a)-(e)).
When a ship has a large trim, as the draught d and f d vary at each sec-

** Very recently 0. Grim published new graphs.

It is said that his new calculations are in good coincidence with the author's. As I
have not received his new paper until writing this paper, the comparison of his results
[9] and the author's calculations was shown.
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 43

tion calculating procedure is same whichever parameter we take.

A example of the calculation making use of the Figs. 2-4 is briefly express-
ed as follows :
The cargo ship "T" has displacement of 18,000t and sea speed of 18 kts.
Properties of the ship are given Table 1. The beam draft ratio at midship, H 0 * =
1; , equals 1.0725. Therefore in addition to the midship section we choose six sec-
tions of which Ho are 1.0, 2/3 and 0.2 respectively. Sectional coefficient a and the
distance from the midship of these sections are obtained from the Lines. The am-
plitude ratio A and CoK4 are, for each section, read as a function of a and Ho
for values of fd=0.25, 0.5, 1.0 and 1.5 from Fig. 2 and 4.
Substituting these values into equation (3) N and AM for each section are
obtained, and therefore M1i, N1i, Ip' and Np may be calculated from the next equ-
ations.
f L/2 fL/2

l
Mil= AMdx, Ip'= AM-x2dx
-L/2 -L/2

Nil=
f L/2
Ndx, Np'=
JL/2
N-x 2 dx.
(4)

-L/2 -L/2

Practically the procedure is as follows :

Values of the sectional added mass AM for heaving, damping coefficient N, pitch-
ing added mass moment of inertia AM-x2 and damping coefficient N-x 2 at each
section are written graphically along the length of the ship. With the aid of Simp-
son's numerical integration (with 10 sections or 20 sections), then, total heaving
added mass M1i etc. were obtained.
Following non-dimensional symbols are used.

I (5)

'
M1i
K, = ----
L:o./g'
Ir/ 2
K p= (0.25L) M
K
or Y
'IL • I
)

where L=length of ship, L:o.=displacement of ship

Ky'=added radius of gyration for pitching= JI~g } (6)

The results concerning the "T" ship are shown in Fig. 5(a) and (b). Kp
value doesn't show a large variation in the range of 0.25<f,t<2.0, but K1i, N1i' and
Np' varies considerably with fd.

3. Values of Nii' etc. at the Natural Period

By exciting the model in stillwater, S. Motora [17] measured N1i', NP', K1i
and KP with 10 models of which parent model is Kunikawa-Maru (145.0 m x 19.5
m x 12.2 m x 8.03 m). Then N1i' etc. at the natural period were shown as functions
of Cb, L/B* and d/B*. He, moreover, calculated heaving and pitching motions
44 F. TASAI

making use of these values for natural period and comparing it with the results
making use of N,,,' etc. for each frequency he showed that so much error had
not been found.
With the aid of this approximate method roughly estimation of heaving and
pitching motions of various ships can be done. In order to know N,,,' etc. at the
natural period of heaving or pitching motion with the aid of the Strip Method,
following method were adopted in this paper.
The natural period are obtained by solving the equation of the free oscil-
lation.
For heaving, the well-known equation is as follows :
(M+M,,,)y+N,,,j,+pgAwy=O. (7)

Putting v2__ pgAw__ N1i

2/z= -M+Mn
o= 21C_h_
-M+Mn' (J)

natural circular frequency w can be calculated by the next equation

w2 _ 1 pgAw __ _
- ( 02 ) • (M + Mn) . (8)
1+ 47[2

As the value of a is about 1.0 at the neighbourgood of the natural period,

so that approximately we may use the followinn formula.

(J) ~ V= ✓ /i~AMh . (8)'

Aw and M+M,, are expressed as follows making use of the Cb and water plane
coefficient Cw, Aw=LB*Cw
6
M+MTL= --(l+Kn)=pCbLB*d(l+Kh),
g
From (8)' and the above equation we obtain
2 Cw•g
(J) =~~~~--
C,,d(l+K,,)
Cw
and therefore __c,i_2__
g • d= fa= Cn(l+Kh) (9)

(9) is the equation which is obtained from the definition of the natural period. As
Cw, Cb and d are known, we can indicate K,,, as a function of !;d• On "T" ship
this is shown in dotted line (Fig. 5(a)).
From a point of intersection of the above dotted· line and the K1i curve
which were calculated with the aid of the Strip Method, we can obtain fd1i=0.72
and Kn= 0.68. From fa1i=0.72 we obtain circular frequency w and consequently
natural heaving period T,,,.
Therefore Nn' at the natural heaving period is determined. This is shown
in Fig. 5 with double circle; For pitching also the same calculation can be carri-
ed out. Though mass moment inertia Jp varies with the distribution of weight,
we assume, as a mean value, that the radius of gyration approximately equals to
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 45

"T" Ship "T" Ship

Added Mass and 2·5 Damping Coefficient
1·2 Moment of Inertia
K,. (w-OO)
l•I

1·0 2·0

O·

0·8 ~~I Kp(w- 00) 1·5 0•15

0·7

0·6 Np
"II>
0·5

0·4

.0·3
K,
. '
K,
1·0

I 0·10

0·5 0·05
0-2

0·1 -!;,=y·d
0 I· I· 0 0·5 1·0 1·5

Fig. 5(a). Fig. 5(b).

L/4, that is to say

(10)

With the approximation GML~BML= 1; one finds the following equa-

tion for pitching,

I; lw (11)
dp= (0.25L) 2Cb·LB*(l+Kp)

where lw=longitudinal water plane inertia.

For "T" ship it becomes /; dp =0.82 and KP =0.42. From these values the
natural pitching period KP and damping coefficient Np' can be calculated. Putting
now l;d = tan 0, KP and K,. have been indicated as a function of 0 (Fig. 5(c)).
From Fig. 5(c) added mass and moment of inertia are, for a certain frequency
parameter, easily obtained. By the above mentiond method we calculated N,.',
Np', Kp and Kh, as a function of /;d, for nine ships indicated in Table 1, and the
values for the natural period were also obtained. For " C " ships, which is a oil
tanker, we also calculated the added mass for the case with bilge keel making
use of the experiments [12]. Owing to bilge keel, the increase of the added mass
was few percent. For all nine ships /;dp was larger than l;d,,,, such as wp>wh, and
then natural period of heaving was larger than the natural period of pitching (T,,,
<Tp). Difference between T,. and TP was 7-10 % in case of Cb~ 0.8 and about
2% in Cb~0.60. The fuller a ship is, the larger the difference becomes.
This was a similar tendency with the experiments by J. Gerritsma [16] (Cb
=0.8, 0.7, 0.6) and also the value of difference was nearly the same.
In the next place, values of N,,,' etc. for the natural period were shown in
Table II and III, in which Cp and Clll are prismatic coefficient and midship sec-
 ~
O'l
Table I.

Ship i LXB*Xd D Ho* c,, Cp II ell! Cw L/B* 'I d/B' 1[Ho*-c.,, 1

1,__ Ho*·Cv2\(Ho:-__~) Cw ✓Ho'
1 , Cp - Cr
,,
T
"
I m m m
145.0X19.4X9.044
K. TiI
17,950 I 1.0725
,-~I-'
,
0.686 I 0.699 I 0.978 I 0.810
i

7.474
I
0.46621 0.869
I
0.523 I
I 1.239 1.190

" ,, m m m K.T
I
1

I -1
C 211.86X31.7Xll.265 61,038 1.407 0.786 0.791 0.994 0.860 6.683 0.3553 1.210 0.880 1.530 1.290
I---

Series 60

Cb L.T
o:~o 400,x 53 _33 ,x 2 u 3, 7,807 / 1.25 0.60 o.614 o.977 I 0.106 7.5 o.4 o.8825 I 0.411 I I.437; 1.280

Cb

0.65
II 400' X 55.17' X 22.07' LTI
9,o5'i 1.25 o.65 o.661 o.982 I o.746 I 7.25 o.4 o.9325 I o.546 I 1.409 1.260
'.'Il
;;:rn
I I '

, o!~o I 400'X57.14'x22.86' 10,4~l j 1.25 0.10 I 0.110 I o.9861 o.7851 1.0 o.4 o.98131 o.630 1.382 1.236 -
>

• 0.75
~b I 400'X59.26'X23.70' I 12,048
L. T I 1·
1.25 I 0.75 0.758 I 0.990
I
I 0.827 I 6.75 0.4 1.034 I. 0.718 1.365 1.221
----- -~-~ ----~--~--~!
c,,
II I 400' X 61.54 X 24.62' 13,8',;' I 1.25 I 0.80 I 0.805 I 0.9941 0.871 6.50 I 0.4 1.089 0.810 1.352 1.209
0.80

P. Golovato's model
136"Xl6"X6.4" I ,:;s 11.25 I 0.64 0.6651 0.962J I 0.6671 8.5 0.4 0.83 I 0.553 1.250" 1.120

"S" m
K.T
I

' m mi4.083 da
_
1
--. 54.0X9.432 3.333 dm 1,000 1.415 0.584 0.648 0.901 0.761 5.72 0.353 1.077 0.595 1.660 1.394
Trawler 1 2.583 df I

I
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 47

Taable II
I
K1i Kp Ky'/L
Ship
Strip js. Motoraj Gerritsrna jGolovato Strip I Strip
js. Motora j Gerritsma

"T"
I 0.68
I
0.72
I I I 0.42
I 0.162 I
I
0.162 I

"C" 0.94
1r89 I 0.94 I I 0.73 i 0,214 0.213
(B.K) I i I I I I
i Co=0.60 0.73 0.77 0.75
I
0.40 0.157 0.145 0.157
- - - --- - - - -··----·--·-
I
Cb=0.65 0,75 0.80 0.438 0.165 0.162
-·--- I ---- ----
Todd ------ - -- -"·---- - - - ----

Series Cb=0.70 0.775 0.83 0.84~0.75 0.505 0.178 0.179 0.18~0.17

60 - - - - ·------ - - ----- - - ----- - - - - -- ------- ---- ----

Cb=0.75 0.81 0.86 0.583 0.191 0.195

---- I --------- ----1 -----
Cb=0.80 0.84 0.89 0.88~0.84 0.700 0.207 0.197 0.21~0.18
---
I I

--
Golovato's model
- - - - - - - - - - - - ------
I -

I 0.88
0.67
-- I
0.77
------- - -

0.89
L ------ I 0.68
------ - ----

0.518
I
I
- - --

0.180
I ----------

0.175
I
-i--
-

"S"
I I '
! I

Table IU.

Sihp
Strip js. Motora[ Gerritsma f Golova~ ', Strip j S. Motora j Gerritsma
- ~..-T-" ~~'-I-1.3_6_1 -1.40 I I-- -- -I o.087 I o.o9o I

"C" I 1.84 i 1.88 I I 0124 ! 0.110

_Cb=_o_.6_0__ ,___2_.o______
2~2O _ j_2_.4_ _ _ 1-----I--0.095___o_._o9_3____
o._o9_4_ _
1.75 1.90
Todd, _ _ _ _ _ _ ,________ I._ _ _ _ _ _ _ _ _ .____
0.098 0.098
,_ _ _ _ _ ._____
Series Cb=0.70 1.63 1.75 I 2.1~2.0 I 0.095 0.098 0.085~0.IO
60 - - - - - - 1 - - - 1 - - - - 1 - - ------- 1-- -1---- -- - - - 1 - - - - -
Cb=0.75 1.55 ~-~ -- i ! 0.102 I 0.098
-C\-~080 ---1.-54- 1.45 I 1.90 - - - -- --1 0.100 i 0.0995 0.095~0.11
1-----'--------'--------:--- ---,-------'-------~I-------:------'------
Golovato's 1.60
1.40 2.35 (mean value)
model

"S" 2.30 2.20 0.120 0.105

tion coefficient respectively. The results of experiments have been included in

Tables I-III, those obtained with the three Series-60 models having been taken
from a publication by Gerritsma [16], those for a mathematical model from a
publication by Golovato [14] and those with ten models from a publication by
S. Motora [ 17] . Since the results of the experiments by Gerritsma and Golovato
varied as the forward speed of ships, we adopted a mean value respectively.
First for the K1t, agreement between the calculations by the Strip Method
and the three experiments were good, but S, Motora's values were generally a little
48 F. TASAI

12

I I
,,
,,,. ... ,_
I

l·0

0·9

~h 0·8
Kp
0·7 i--'7:","
., ,
0·6 .,/ I I
.,
,,
0·5

0·4

0·3

0·2

o-,l~=o-25 0·5 l;0 00

O 10 20 30 40 50 60 70 80 90°

---0=.tCffl-,~. degree
Fig. 5(c).

larger and especially its error was large for the Golovato's model. For a certain
ship which has considerably different form from the model med in S. Motora's
experiments, it is supposed that his chart should be med with attention. General-
ly speaking, it was found that Kh by the Strip Method gave a good approximate
value, as can be seen in Table IL In the next place, for the pitching, S. Motora
adopted the ratio K,/ / L instead of added mass moment of inetria coefficient Kp,
From equations (6) and (10) we obtain
Kv'/L=0.25 ✓Kv. (12)
Therefore, calculating Kv by the Strip Method we can obtain K/ / L by means
of the equation (12). The values by the Strip Method, by the S. Motora's chart
and results of experiments by J. Gerritsma were all in good coincidence. For
N,/, the values by the Strip Method was smaller than the results of experiments.
The difference between the values by the Strip Method and by the Motora's chart
was few percent, but Gerritsma's values were about 20 % larger than the calcu-
lated values. Motora's chart has given a very large value for the Golovato's
model.
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 49

Finally for Np', the values by the Strip Method, by Motora's chart and by
Gerritsma's experiments were in good coincidence, as was seen in the case of Kv.

4. Three Dimensional Effect

In the neighbourhood of the natural period of heave, effect of forward speed

of ship has not been so large, as was seen from the Golovato's and Gerritsma's
experiments. Then it is considered to be due to the three dimensional wave pat-
tern around the ship that N,,,' obtained by the experiments .were 15-20 % larger
than the values by the Strip Method.
As for the three dimensional effect, calculations by T. Fi. Havelock [22] and
G. Vossers [23] had been carried out. The former calculation was made for a
spheroid with L/B=S, the latter was for a thin Ship with L/B=6, 7 and 8. These
are shown in Fig. 6. In this figure E 8 /E88 and NH/NHs are the ratio of the
damping for heaving according to a three dimensional theory to the damping ac-
cording to a two dimensional Strip Theory. EP/EPs and NP/NPS are also for pit-
ching.
Both ships have Ho*= 1.0, but the tendency of the ratio, EH! EHs etc., are
considerably different. Namely, on the f L which Vossers' curve gives maximum
values (NH/NHs..:.-1.2 and Np/Nps..:.-1.4), Havelock's curve has EH/EHs..:.-Ep/EPs:
1.0. The fL at which Havelock's result gives a maximum value is larger than the
Vossers', and also maximum value of N 8 /N88 by Vossers is about 20 % larger
than the one by Havelock.

I·
1·4 ,¼=6·0
1·vossers

1·2
l__ j__j__j

1-oi----vt7fil,t-ri---t---;--=r'7""'"+~~~=·a;s=~l_:§_~J~L~
I N' ,--, - I
O·
==JG·Vossers (Ho=l·0, Michell-Ship)

PS - - - - T· Havelock (Ho•l·0, Spheroid}

O·

6 8 10 12 14 16 18 20 22
Fig. 6,
50 F. TASAI

It will be found that with the same Ho*, owing to the difference of the
form, three dimensional effect differs considerably. In table III Motora's N,,,' are
not the results for the model of the ship for which calculations by the Strip Me-
thod has been done. Gerritsma's and Golovato's N 1,,' are the results of experi-
ments for the same model with the calculation. From NHs, Nrs obtained by the
Strip Method and NH, Np by Golovato's and Gerritsma's experiments, we calcu-
lated the three dimensional effect. A mean value was adopted for the value of
experiment. In Fig. 7 NP/ N Ps and Nrd N Hs are given as a function of the dimen-
sionless frequency parameter f L = _w_:__ •L. The black points in Fig. 7 corresponds
g
to the one for natural period. It is clear that these curves are much different
from the Havelock's and Vossen:' curves.

Three Dimensional Effect

~j

J
,: -~™J--UW±ff I
Heaving

;t(,,- I I I I ,,-·
1-1 - , 1 - ~"'--
I ; I I I I~~
I I I I
32
I I I I I 28

0·8

1•4

Pitching
·,
1-2· 1 I,

'tH=r:·~
l·I

~-9-~j-- ~0 IJJ
0·8--
zli 1~
--o--
c.=o-so I Value at I
c.=0-10
-O-·C•=0·80
---{)-- ~~i'8:i°to's
;J natural
period

~-L..
-i
4 8 12 16 20 24 28 32

Fig. 7.
I
Results which are found in Fig. 7 are as follows :
(1) In the case of Cb=0.60 and C1,=0.80, fL for maximum Nn/NHs is smaller
than fL for maximum Np/NPS. This tendency is the same with Havelock's and
Vossers' results. But for the case of Cu=0.70 it is adverse.
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 51

(2) eL for the natural period of eight ships were shown in Table IV. At these
fL, 8-15, N11/NHs was larger than Np/Nrs.
(3) NP/Nrs generally showed a smaller variation than NH/ Nm,. This shows an
adverse tendency with Havelock's and Vossers' results.
(4) ln the neighbourhood of the natural period Np/Nsp is nearly 1.0 and NnfNHs
is 1.15-1.25.
Table IV.
',,
Heaving Pitching
", i L/d
Ship - ',
', /;dn I
f;Ln I /;dp /;Lp
I I I i
I
''T" 0.720 11.37 0.820 13.14 16.03
I ,,,-~
I I I
"C"
I 0.540
I 10.16
I
0.583
I 10.96
I 18.806

Cb=0.60 0.680 12.75 0.740 13.88 18.75

I I ! I I
! I I
Cb=0.65 0.660 I 11.96 I 0.690 12.50 18.12
: I I
I
Cb=0.70
I
0.630
I 11.03 I
I
0.680
I 11.90
I 17.50
I
Ci,=0.75 0.615 10.38 0.660 11.14 16.88
I ------ I I I
Cb=0.80 0.590 9.59 0.683 11.11 16.26
I I I I I
Golovato's 0.640 13.60 21.25
model
I I I I I
On the other hand, for the added mass of heaving and added mass moment
of inertia of pitching, except for small w, three-dimensional effect is small.

5. Practical Formula
In order to estimate the increase of resistance, bending moment and sea-
keeping qualities among waves, we must know the ship motion of pitch and heave.
N,,,', Np', Kri and KP used in the calculation of the heaving and pitching motion
of ships, were approximately obtained by the Strip Method. When we estimate
the ship motion in the first approximation making use of the N,,,' etc. for the
natural period, though these coefficients depend on the frequency of external force,
it is convenient to express these in brief formula.
In the first place we take up the Kn.
LlM for each section is given by the equation (3) and is modified into the
following form,

LlM= ! p1rH0 *(C:K4 ) (1* )B·d•a.

Therefore Kn is expressed as follows :

p rB-d-adx.
52 F. TASAI

As can be seen from Fig. 4, !;_oK4 does not vary, for H 0 = 1.0~ 1.5, in the
a
range of fd=0.5~1.0 but it has almost constant value.
Therefore it will be found that

f(-J,.) B d-adx
K1icx: Ho*
r B-d adx

Then it is considered that the K1i is roughly proportional to Ho*Cw. The re-
sults of calculation in Table III was plotted as a function of Ho *Cw and shown in
Fig. 8. Taking a mean line so as to K1i-'?O with Ho*-o, K1i is approximately ex-
pressed by following formula,
K;,=0.SHo*Cw. (13)
In the next place, with the aid of the Strip Method we can calculate KP
by the following equation

Kp= f 2l (B)2
L
2 •Co•K4•X ·dX
p1r 2

(0.25L) 2M
Considering similary as the case of K1i, it will be assumed that Kv depends

Coefficient of Added Mass

and Added Moment of Inertia
1·0

0·9

a
0·8 1 "I
::ie: ::ie:
"
"'"
0·7

0·6
[ •
•
/-
., [
-::ie:
...
0·5 ~· "
"'
I
10·5

dV
~-~--,----~,c--~--~--~--~~-~---1,0 2
-----H:c.,.
~0-4

0·3

0·6 0·7 0·8 0·9 • l·0 1·1 1·2

--HoCf
0·3 0'4 0·5 0·6 0·7 0·8 0·9

Fig. 8.
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 53

on Cv. Then making use of a parameter, H 0 *Cp 2 we obtain

Kv=0.83Ho*Cv2. (14)
Added moment of inertia at the natural period for pitching may be appro-
ximately estimated by the above formula, as is shown in Fig. 8.
The equation in calculating Np' is

✓-IL pg2
N '- _gL ·A2·x2dx ·
P - 6£2 w3

From the Motora's chart [17] it is seen that Np' does not so much depend
on Cb and the effect of B* / L is small except for small B* / L. As a first approxi-
mation, drawing a mean line for the calculations and results of experiments in
Table III we have the following formula
Np'=0.08Ho*. (15)
This is shown in Fig. 9.

Damping Coefficient of Pitching

0·15

-z...

O·I
1 I 0

-r,
. ~t::Joe,Y'-•
~? •--• ·STRIP METHOD
o----S • MOTOR A

0-05,...__ __,__ ___,___ _..___ __,__ _--'-_ _ _ ~ __._ _

0-9 1·2 1·3 1·4

Fig. 9.

Finally N,,,' can be calculated, with the aid of the Strip Method, by the fol-
lowing equation

It seems that Na' depends on Ho*, Cw, C 0 and Cp.

Now making use of a parameter (Cw~~) the results of calculations in

Table III were shown in Fig. lo with the black points.
Golovato's model is a mathematical ship-form and is slightly different from
the practical ship-form. From the above point of view, except for the Golovato's
54 F. TASAI

result we take a mean of the calculations, and then it is expressed by the follow-
ing equation,

N,,,/=4.5 (Cw~:0 *) -3.9.

As was found in the section 5, the value of N,,' is larger than N,,., owing
to the three dimensional effect. From the comparison between Golovato's, Gerri-
tsma's N,,' and N,,s' by the Strip Method, assuming that N1i' is about 20 % larger
than N,,,' we do not make a large error. Consequently taking into consideration
of 20% correction for the three dimensional effect we had, for N,/ at the natural
period, the following formula

N11'-=a= 1.20N1is'=5.4 (C,,,~~) -4.7 (16)

This is shown with a full line in Fig. 10.

Damping Coefficient of Heaving

•----STRIP METHOD
<1 c,/o<o
\~~,
3 0---- S MOTOR A 5J 1/
3·0

b---- GERRI TSU MA I <,·I). \.:,---,-------+/---t---1

"----GO LOVATO
2·5
I
0
Nh

r
'1
2·0

.--+-L✓-(-l /f~ ~
1·5 1·5

~ -, , I
(
Cw-.W
C-p···
)
l·0
l·0 ' 1·1 1·2 1·3 1·4

Fig. 10.

For the Golovato's model, the value by the formula (16) is coincidence
with the value by the Strip Method. This value corresponds to the experiment of
which Froude number is about 0.27, and therefore we take about 15% under value
in low-speed of this model.
These practical formula, (13), (14), (15) and (16), give the value for the
natural period. However, it may not be suitable that these formula were applied
to a full ship with a large L/ B* and a ship of particular form and draft-condi-
tion.
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 55

6. re1,, and re P

The heaving equation (2) has the solution:

Y=Yo cos(wt+ 0 ) ,
where

A= -5'!___ v z = pgAw 2h = __f'!_h,__ (17)

v1,,' "' M+M1,,' M+M1,,'

Therefore we obtain
2h I N1,,2
re1,,=--;; = tV (M+M1,,)pgAw (18)

With the aid of N1,, 1, re1i can be written as follows:

(19)

where
(20)

For the pitching, with the approximation GML~BML= -~- in the equa-
tion (2), we obtain, for rep, the following formula

rep= ✓~J~:f::)pglw · (21)

Put Jp=C(0.25L) 2M l
(22)
lw=CLB*L3, )
With the aid of Ip'= (0.25L) 2 MKP making use of Np', rep will then become
(23)
where
(24)

Putting C = 1.0, for the nine ships, we calculated the rer,, and re P at natural
period.

In the above calculation we used Nr,, 1 by the formula (16) and Np' by the
Strip Method. These results are shown in Table V and Fig. 11.

It was plotted against the CvR*

w Cp O
for re1i and (d)
L · (cb)
2 2
CL Ho* 4 for rep,
As is shown in the Table V, reh>rep for every ship.
K. Kroukovsky has given the damping coefficient IC of Rolling for several
ships in Table II-1, Chapter II of his MONOGRAPH. The mean value of IC for
ships with bilge keel was 0.082.
Making use of the symbol rer for the non-dimensional damping coefficient of
rolling like re1i and rep, it becomes rer=21C.
Accordingly the mean value of rer given by K. Kroukovsky is resulted 0.164.
It will be then found that the non-dimensional damping coefficient for heaving
56 F.TASAI

and pitching is considerably larger than the one for rolling.

Table V.

Cw✓Ho*
Cp
\ re,,, I( f y(g: r Ho* 4 I rep

"T"
I 1.190
I 0.315
I 0.970
I 0.270

"C"
I 1.290
I 0.376
I
I
2.24
I
0.328

Cb=0.60
I 1.280
I 0.361
I
1.65
I 0.291

Cb=0.65 1.260 0.352 1.92 II 0.308

I I
I
Cb=0.10 1.236 0.338 1.92. 0.292
I I I
Cb=0.15
I
1.221
I 0.329
I 2.0
I 0.310

Cb=0.80
I 1.209
I 0.326
l 1.74
I 0.282

Golovato's
I 1.120
I 0.235
I I
"S" 1.394 0.478 3.19 0.368
I I I

0 5

0 4

o.:~

02
l·0 l·I
~
Cp
IA I 5
1·2 I· 3

2·0 3 0
l·0
_ ·(A.~.H:
L Ci.
2
1
2

Fig. 11.
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 57

7. Conclusions

As mentioned above, we showed conventional figures for A and CoK4 and

calculated Kh, Kv, N11, 1 and Np' by the Strip Method for nine ships, which have
different form. Then comparison between these calculation and experiments was
done. As a practical method taking into consideration the three dimensional effect
we obtained a practical formula for the natural period. From the present work,
general appearances of the natural period of heave and pitch, damping force, add-
ed mass for heaving and added mass moment of inertia for pitching were roughly
found.
That is summarized as :
(1) K11,, Kv, N11, 1 and Nv' calculated by the Strip Method give reasonable and good
approximate values.
(2) Three-dimensional effect for the damping force is extremely different from the
Havelock's and Vossers' results. In the neighbourhood of the natural period, this
effect for Np' is generally small and N11, 1 is about 20 % larger than N11,/ by the
Strip Method.
(3)

=
N p ' = 0.os no * and N11, 1 =5.4 (Cw,:;~) -4.7

These practical formula: may be used for usual merchant ships.

Of course these give the values for the natural period of heaving and pit-
ching.
( 4) Another nondimensional damping coefficient re 11, and rep is considerably larger
than rer for rolling.

* * * * *
Acknowledgment
The encouragement and helpful suggestions of Dr. Watanabe and Prof. Ku-
rihara are greately appreciated. The assistance of Mr. Arakawa is acknowledged
in calculations of this work.

References

[1] M. D. Haskind: "Hydrodynamic methods in the problem of the behaviour of

ships in waves". Trudy C.A.G.I., 603, 1947.
[2] M. D. Haskind: "Two papers on the hydrodynamic theory of heaving and pitch-
ing of a ship". Technical and Research Bulletin No. 1-12, S.N.A.M.E., 1953.
[3] T. Hanaoka: "On the mutual action of pitching and heaving oscillations". J.
Zos~n Kyokai, No. 99, 1956.
[4] T. Hanaoka: "Theoretical investigation concerning ship motion in regular waves".
J. Zosen Kyokai, No. 100, 1957.
[5] H. Maruo: "On the increase of the resistance of a ship in Rough Seas (1) ".
J. Zosen Kyokai No. 101, 1957.
[6] J. N. Newman: "On the damping of Pitch and Heave". Journ. of Ship Re-
search, 1, No. 2, 1957.
58 F. TASAI

[7] J. N. Newman: "The damping and wave Resistance of a Pitching and Heaving
Ship". Journ. of Ship Research, 3, No. 1, 1959.
[8] F. Ursell: "on the heaving motion of a circular cylinder on the surface of a
fluid". Q.J.M.A.M., 1949.
[9] 0. Grim: " Berechnung der <lurch Schwingungen eines Schiffskorpers erzeugten
hydrodynamischen Krafte ". J.S.T.G., 47, 1953.
[10] K. Kroukovsky and Jacobs: "Pitching and heaving motions of a ship in regular
waves". S.N.A.M.E., 1957.
[11] F. Tasai: " On the Damping Force and Added Mass of Ships Heaving and Pit-
ching". J. Zosen Kyokai, No. 105, 1959, or Reports of Research Institute for
Applied Mechanics, Vol. VII, No. 26, 1959.
[12] F. Tasai: "Measurement of the Wave Height Produced by the Forced Heaving
of the Cylinders". J. Zosen Kyokai, No. 107, 1960 or Reports of R.I.A.M. Vol.
VIII, No. 29, 1960.
[13] F. Tasai: " On the Free Heaving of a Cylinder floating on the Surface of a
Fluid". J. Seibu-Zosen Kyokai, No. 21, 1960.
[14] P. Golovato: "The Forces and Moments on a Heaving Surface Ship", Journ.
of Ship Research, 1. 1957.
[15] J. Gerritsma: "Experimental determination of Damping, Added Mass and Add-
ed Mass Moment of Inertia of a Ship model. " Report of Netherland's Research
Centre, T.N.O. No. 25, 1957.
[16] J. Gerritsma: "Ship motions in Longitudinal Waves". International Shipbuild-
ing Progress, No. 66, 1960.
[17] S. Motora: " On the measurement of Added Mass and Added Mass Moment of
Inertia for ship motions, (4) & (5) ". J. Zosen Kyokai, No. 107, 1960.
[18] K. Kroukovsky: "Investigation of ship motions in regular waves". S.N.A.M.E.
1955.
[19] Y. Watanabe: "On the Theory for Heaving and Pitching of a ship" Kogaku-
Shuho, Kyushu University, Vol. 31, No. 1, 1958.
[20] G. Vossers: "Fundamentals of the behaviour of Ships in Waves". International
Shipbuilding Progress, No. 65, 1960.
[21] F. M. Lewis: "The inertia of the water surrounding a vibrating ship". S.N.A.
M.E., 1929.
[22] T. H.Havelock: "The Damping of Heave and Pitch: A comparison of Two-di-
mensional and Three dimensional calculations." T.I.N.A. 1956.
[23] G. Vossers: Discussion in [22].

APPENDIX-Natural period, T,,, and TP

For heaving, from the equation (9) putting r,,,= T,,, j ~ (i)

we obtain the following formula

r,,,=Zn- j Cb(l+Kh)
Cw
(ii)

Making use of the equation (13) for Kh, r,,, will become

r,,,=2n- j Cb
Cw
B*
+ 0.4 d Cb (iii)

For pitching with the aid of the Bauer's formula which is

 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 59

C _ (5.55Cw+1) 3
L- 3450

-rp=Tp J1- can be expressed as follows:

_![___ ✓ (C+Kp)CL
'rp= 2 Cb • (iv)
In the case of C = 1.0, the radius of gyration of the mass moment of iner-
tia for pitching is 0.25L.
Making use of the approximate formula (14) -rp will become

-rp = 3-_ .I ( +0.83 f;)

C Cb X 3450 (v)
.2 r (5.55Cw+l) 3

(Received Dec. 21, 1960)

0·7

O·

0·5

0·4 Ho=l·O
I I
A
0·3

Ho~ 2/3 I
11
0·2 I I

I I Hf21 I I i -1
0-
0 L-..---'-----'----.L.---....L...--___,1---......_
0·4 0·5 I 0•6 0·7 0·8 0·9 l·O
Fig. 2(a).
60 F. TASAI

fa=0.5

1·2

I• I

l·0

0·9
o-e· A
0·7
0·6

0·5
Hll='2/3
0·4

0·3

0·2
, Ho=0·2 J J j I I I
O·I I I I I I I I I :=;,..._
- - -0"
0 ,___ _....__ __,__ ____.__ _ _,____ _....__ ___
0·4 0·5 0·6 0·7 0·8 0·9 l·0
Fig. 2(b).
DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 61

1·8

1·7

1·6

1·5

1·4

1·3

1·2

I· I

l·0

0·9

0·8
0·7

0·6

0·5

0·4

0·3

0-2

0·I

0
0·4 0·5 0·6 0·7 0·8 0·9 l·O
Fig. 2(c).
62 F. TASAI

.;d=l.5

1·8

1·7

1·6

1·5

1·4

1·3

1•2

I· I

l·0

0·9~-~--+~-t

0·8
7S.
0·7

0·6 I
0·5

0·4

0·3

0·2

0·1
=:T2mi
o.___..._.....____,_.....,___...____,__ _...__.._____._,_....,____.'---..........- - -
0-4 0·5 0·6 0·7 0·8 0·9 l·0
Fig. 2(d).
DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 63

1·6

I· 5

1·4

1·3

I· I

0·9
-
0·8 A

0·7

0·6

0·5

0-4

0·3

0·2

O·I
0 ._____.,_ __.__..J..__L..____.,_ __.__..J..__L..____._ __.__ __.__..,__
0·5 0·6 0·7 0 8 0·9 l·O
Fig. 2(e).
64 F. TASAI

Co

2·0 ---,

Ho=0·2
1·8

1·6 Ho= 2/3

t---~~ Ho=l·0
Co Ho=l·25
1·4

I·

1·2

I· I
Ho=2·0

1·01 _:~~
0·9

0·8 ~ ~ - ~ \ _ j - Ho=0·2
0=213
0·7 o=l· O
~ -o=l·25
0·6

0·5
---o-
0-4 0·5 0·6 0·7 0·8 0·9 1·0
Fig. 3.
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 65

fa=0.25
1·5

1·4

1·3
Ho=0·2

1·2

'It
~
I• I
0
(._)

l·O
1
O·
Ho=2·0

0·7 ---0-

0,4 0·5 0·6 0·7 0·8 0·9 l·O

Fig. 4(a).
66 F. TASAI

cd=0.5
1·0
I I' J..-L
Ho=0·2
Ho= 2/3
0-9~ ~f-1-IL
Ho=l·0
Ho=l-25

~ -H,•1·5
oaf .~l~H.-2-0
0·7
I'-I I I I

0·6
'
J' \..Ho=2·0
• ' I '\. y \.

0-5~ ,J_J)i~\\ Ho=l·5

Hc,c: 1·2 5
...
O·* ~ I -1' I \_Ho=O·~ \_Ho= l·0
0
(.)

l
\.._Ho=2/3
0·31--

0-2~
0-

Q.4 0·5 0·6 0·7 0·8 0·9 l·O

Fig. 4(b).
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 67

1·2

I· I
Ho= 2;3
Ho=l·O
1·0 Ho= 1·25
Ho=l•5

0·9 Ho=2·0

0·8

0 Ho=2·0
(._)
0·7

0·6
Ho=0·2

_J Ho= 2/3

0·5 Ho=l·O
· Ho=l·25
. Ho=-1·5
0·4

0·3

0-

0-4 0·5 0·6 0·7 0·8 0·9 1·0

Fig. 4(c).
 ·(p)t, '3fd
0-1 6-0 8·0 L-0 9·0 9·0

,{} -----
17·0

9·0
9Z·l=O
0·1= 0
£/z=o 9·0

L·O

80
(')
0

~
,ll>
6·0

Z·0= 0 H
0·I
£/z= H
0

0·1= 0 H
9Z·l:;PH
I· I
9·i= 0 H

IVSVJ.. "d. 89
 DAMPING FORCE AND ADDED MASS OF SHIPS HEAVING AND PITCHING 69

,a=2.0
1-4

I ·3

1·2

Ho= 1·25
I· I
~· Ho=l·0

_1 Ho=2/3
l·0
Ho=0·2

0·9

0·8

0·7

Ho=l·25

0·6 _J Ho= l·0

0·5
2t Ho= 2/3

H,•0·2

0-4
---0-

0·4 0·5 0·6 0·7 0·8 0·9 l·0

Fig. 4(e).