Southampton Solent University

Marine Craft Hydrodynamics

Marine Craft Hydrodynamics Laboratory: Scaling Wave Resistance from Model Scale to Full Size for
a Polydata Hull
Summary:
The purpose of this laboratory was to calculate the full size upright wave resistance of a Polydata model
hull in different sea states. A 1:5 scale model is used to measure the total resistance in both calm water
and several wave conditions, including a Jonswap sea state. The ITTC 1978 method is then used to scale
the results. Then an appropriate engine powering is selected in order to motor the yacht to harbour in any
of the tested wave conditions. Additionally, Gerritsmas algorithms are compared against the scaled ITTC
1978 results.
1.0 Introduction
This laboratory involved towing a 1:5 scale model of a Polydata hull in the Southampton Solent
University towing tank. The tank was of 60m length, 3.7m width, and 1.8m depth. The resistance was
measured using the carriages on-board electronics for a range of Froude Numbers from ~0.25-0.35 and in
a variety of sea states with two different model gyradii. Using these measured total resistances, the
frictional, viscous, and wave-making resistances were calculated, along with their pertinent coefficients.
Froude number and the resistance coefficients were used to create a Prohaska plot, from which form
factor was taken. Using the ITTC 1978 method and this form factor, the results were scaled up to full size.
The individual wave resistances were then separated out by subtracting the calm water resistance from
each sea state resistance. Quoting a total propulsive system efficiency of 50%, the total required power
was calculated.

2.0 Theory & Discussion

Ratios and parametric data for the waves used in the towing tank must be scaled accordingly, otherwise
the resistances produced by these waves will not be accurate.
Mass Moment of Inertia This factor must be scaled if model pitch or heave are to be representative of a
full scale condition

LFull
Full

Full

I
I model
5

modelLmodel 5

More usefully, one can calculate the necessary model gyradius using this same equation due to the fact
that [Mass moment of Inertia = Mass * Gyradius 2]

Publish Date 23.4.2015

Adrian Van Benthuysen

Southampton Solent University

Marine Craft Hydrodynamics

L Full
Full

Gyradius full

full
Mass
Massmodel Gyradiusmodel 2
5

model Lmodel5

However, for the purposes of this laboratory, the mass moment of inertia and therefore gyradius was
calculated by swinging the model along a pendulum of known length and measuring the average time it
took for the model to complete one sine revolution. The gyradius is then backed out of the average time.
Given that on a compound pendulum, that the Inertial Couple (I.) must equal the restoring moment
(mgh.) where [(small angle)=a.sin(t)] and a is the maximum swing amplitude.
[Angular velocity of the swing = .a.cos(t)]
[Angular acceleration of the swing () = -2.a.sin(t)]
[Mass moment of inertia for compound pendulum (I) = m.(k 2 + h2)] (where k = gyradius)
Thus the [Total inertial couple of the pendulum = -2.m.(k2 + h2).a.sin(t)]

This must match the restoring couple (equation above), rewritten as [Restoring couple = mgh.a.sin(t)]
And remembering that [Inertial Couple = Restoring Couple], gh = 2.(k2 + h2)
Given that the variable needing to be calculated is the gyradius (k), the equation can be arranged as
follows:

k model =

( Tp2gh )
4

h2

Upon swinging the model to obtain the missing variable (Tp), weights were used to bias the gyradius into
a (0.23*LWL) condition and a (0.31*LWL) condition. Note the 23% and 31% gyradius divisions on the
table provided in the appendix.
Wave Height Wave height is scaled directly in proportion to the scale factor of the model. For example,
if the full size boat will encounter a wave of 1 meter in height, a 1:5 scale model must encounter a wave
of 0.2 meters in height.
Wave Frequency The model wave frequency increases in proportion to the scale factor as follows

Publish Date 23.4.2015

Adrian Van Benthuysen

Southampton Solent University

Marine Craft Hydrodynamics

full SF
Lfull thus model =
g

full
Lmodel
model
=
g

Wave Period As wave period is calculated using [T = 2 / ]

Full
SF
T
T model =
Using these scaling techniques, one is able to use a towing tank equipped with a wave-making machine to
create waves which are scaled correctly in amplitude, frequency, and period.

Publish Date 23.4.2015

Adrian Van Benthuysen

Southampton Solent University

Marine Craft Hydrodynamics

3.0 Results
Scaled Wave Data:

Model Condition
State 1:
Wavelength 2.9m
Ht 5.6cm
Period 1.5s
Frequency 1.61 hz
State 2:
Wavelength 5.8m
Ht 10.0cm
Period 2.56s
Frequency 0.943 hz
Jonswap 1:
Period 5s
H1/3 103.9mm
Jonswap 2:
Period 4s
H1/3 84.2mm

Full Size Condition

State 1:
Wavelength 14.5m
Ht 28cm
Period 3.35s
Frequency 0.72 hz
State 2:
Wavelength 29m
Ht 50cm
Period 5.72s
Frequency 0.435 hz
Jonswap 1:
Period 11s
H1/3 0.52m
Jonswap 2:
Period 8.9s
H1/3 0.42m

Wave Probe Calibration

60
40

f(x) = 24.49x + 3.65

20
-4.000

-3.000

-2.000

0
0.000
-20

-1.000

-40
-60
-80
-100

Wave Probe Calibration

Y-AXIS
Height
40

X-AXIS
voltag
e
1.586
Publish Date 23.4.2015
Adrian Van Benthuysen

Southampton Solent University

Marine Craft Hydrodynamics

0
0
-40
-40
-80
Slope
Factor
Knock of

-0.270
-0.215
-1.715
-1.802
-3.378
24.48
9
3.652
6

The wave probe is calibrated using several dry runs of the wave-maker, during which the probe is lowered
to known depths (height, y-axis), and then the resultant voltage is measured. Ideally, the line presented on
the graph above should intersect the y-axis at (0,0). It is necessary to use the probe to check the height of
the waves being produced by the wave-maker, so that the gain may be set properly.

Publish Date 23.4.2015

Adrian Van Benthuysen

Southampton Solent University

Marine Craft Hydrodynamics

Added Wave Resistance

Over standard calculated calm water resistances, there was a range of increase due to wave resistance of
between 28 and 140 percent. The highest increase (of 140%) was found in the [L=2.9m, Ht=5.6cm, 31%
gyradius] sea state, with the lowest increase (of 28%) found in the Jonswap [Tp=4s, H13=0.5m, 28%
gyradius] sea state. Most of the other added wave resistances fall neatly dispersed between these two
extremes. The 23% gyradius condition yielded a range of 28%-55% increase in resistance, where the 31%
gyradius condition yielded a range of 45%-140% increase in resistance.
The highest increase of 140% is due to the short, choppy sea state created by the wave-maker for that
condition. This increase in added wave resistance is due to the longer gyradius of the model. During such
a short, quick, choppy sea state, the 31% gyradius model wants to
have a slower, longer natural period of pitch than the sea state
allows. Essentially, the forward end of the model comes down off
of a wave, and begins to pitch downward into the trough, but the
peak of the next wave is too close ahead to allow it to complete a
natural motion, and thus the bow slams into the forward side of
the next wave and rises up again, increasing residuary resistance.
In the 23% gyradius model, even the largest increase of 55% in
resistance is less than half the 140% increase found in the 31%
gyradius model in the same sea state. This is due to the fact that
the shorter gyradius allows a quicker, sharper movement of the
boat to accommodate a shorter, choppier sea state.

This speaks volumes to how important gyradius is in terms of a

yachts seakeeping ability.
It should be noted that in both the 23% and 31% gyradius models,
the additional resistance over a calm sea state due to waves is less
in either Jonswap sea state than in the regular patterned waves.

Publish Date 23.4.2015

Adrian Van Benthuysen

Southampton Solent University

Marine Craft Hydrodynamics

Required Power
In order to make the yacht able to motor to harbour in any one of the sea states tested, it needs to be able
to overcome the greatest resistance found, being 636 N. To calculate required power

Power Required full load @ 5 k =

Power Required full load@ 5 k =

Rt FSV B

6362.574
0.5

Power Required full load @ 5 k =4.9 kW

Gyradius 31%

Calm Water

Gyradius 23%

PowerR

L=
2.9m
L=
5.8m

Ht =
5.6cm
Ht =
10cm

Tp = 5s, H1/3 =
0.8m
Tp = 4s, H1/3 =
0.5m
L=
Ht =
2.9m
5.6cm
L=
Ht =
5.8m
10cm
Tp = 5s, H1/3 =
0.8m
Tp = 4s, H1/3 =
0.5m

Rtfs

RWAVE

RWAVE %

QD

205

0%

1.432

254

0%

1.964

277
371

0
0

0%
0%

2.137
3.227

412

147

55%

3.18

344

79

30%

2.66

381

115

43%

2.94

359
340
343

93
74
78

35%
28%
29%

2.77
2.62
2.7

636

370

139%

4.9

499
409
457
391
386

233
143
191
125
120

88%
54%
72%
47%
45%

3.9
3.2
3.5
3.0
3.0

4.0 Conclusions
The greatest resistance posed in the experiment was found in an un-naturally repetitive sea state when the
model had a 31% LWL gyradius. When the models gyradius was decreased to 23% LWL, the added
resistance due to waves was less than half that of the 31% LWL gyradius condition when tested in the
same sea state. The models natural period of pitch is shorter with the smaller gyradius than in the 31%
LWL condition; this is because the mass moment of inertia for the 23% LWL condition is less than the
Publish Date 23.4.2015
Adrian Van Benthuysen

Southampton Solent University

Marine Craft Hydrodynamics

mass moment of inertia for the larger gyradius model. With a smaller mass moment of inertia, more
weight localized to the centre of the yacht as opposed to the bow and stern, and therefore a smaller natural
period of pitch, the model can react more quickly to the oncoming waves and slide more easily up the
front of the next wave as opposed to ploughing through it. This decreases both frictional and form drag,
and leaves the yacht with a smaller Rt for the shorter gyradius.

The Jonswap sea states yield a smaller increase in wave resistance in comparison to the repetitive sea
states tested. However, the Jonswap sea states are much more realistic in terms of what the yacht will
actually encounter in the real world. In open ocean, the waves encountered are likely to be long swells,
with wavelengths tens or hundreds of meters long. In close quarters, such as in the Bay of Biscay, it may
be likely to encounter short, steep waves; however the likelihood of an extended exposure to the repetitive
short and steep waves tested in the towing tank is small. It can be assumed, then, that there is a reasonable
reserve factor on the quoted Power Required of 4.9kW, as the yacht is going to experience sea states
much closer to a Jonswap model.

Publish Date 23.4.2015

Adrian Van Benthuysen

Gyradius 23%
Gyradius 31%

Appendix A: Tank Test Full Results

1.448 7.24

0.305

0.276

0.0087 1461972 0.00432 2.012

0.0058 1320982 0.00442 1.313

0.0100 2.315
0.0103 2.437
0.0134 3.103
0.0117 2.708
0.0126 2.918

2.935 0.0094 2.185

2.400 0.0095 2.143

1.34 2.64 0.296 2.574

1.12 2.20 0.199 2.326

1.34 2.64
1.34 2.64
1.34 2.64
1.34 2.64
1.34 2.64
1.34 2.64
1.34 2.64
1.34 2.64
1.34 2.64

1.111 2.574
0.961 2.574
0.991 2.574
3.271 2.574
2.203 2.574
1.501 2.574
1.876 2.574
1.361 2.574
1.321 2.574

16050028 0.0028 110

14502197 0.0028 91

Rnfs

110
137
110
110
110

216
270
216
216
216

216

180

Rvfs

359
340
343
636
499
409
457
391
386

277
371
412
344
381

254

205

Rtfs

Rffs
0.00078 25

0.0028
0.0027
0.0028
0.0028
0.0028

216
216
216
216
216
216
216
216
216

Cffs
0.00095 38

16050028
18099858
16050028
16050028
16050028

0.0028 110
0.0028 110
0.0028 110
0.0028 110
0.0028 110
0.0028 110
0.0028 110
0.0028 110
0.0028 110

Rwfs

0.00151
0.00199
0.00492
0.00321
0.00412

16050028
16050028
16050028
16050028
16050028
16050028
16050028
16050028
16050028

60
101
196
128
164
0.00358 142
0.00309 123
0.00319 127
0.01053 419
0.00709 282
0.00483 192
0.00604 240
0.00438 174
0.00425 169

Ctm/Cfm Rfm Rvm Rwm Speedfs Cwfs

1.448 7.24

3.110
4.060
4.168
3.638
3.920

0.0121
0.0116
0.0117
0.0190
0.0156
0.0133
0.0145
0.0129
0.0127

Ctm

1.040

2.012
3.336
2.012
2.012
2.012

3.750
3.600
3.630
5.910
4.84
4.14
4.52
4.00
3.96

Fn^4/Cf Rtm

1.151

0.00432
0.00422
0.00432
0.00432
0.00432

2.012
2.012
2.012
2.01
2.01
2.01
2.01
2.01
2.01

Cfm

0.0087
0.0141
0.0087
0.0087
0.0087

0.00432
0.00432
0.00432
0.00432
0.00432
0.00432
0.00432
0.00432
0.00432

2.574
2.902
2.574
2.574
2.574
0.305
0.344
0.305
0.305
0.305

0.0087 1461972
0.0087 1461972
0.0087 1461972
0.0087 1461972
0.0087 1461972
0.0087 1461972
0.0087 1461972
0.0087 1461972
0.0087 1461972

2.64 0.471
3.27 0.786
2.64 1.529
2.64 0.999
2.64 1.281
7.24
7.24
7.24
7.24
7.24

0.305
0.305
0.305
0.305
0.305
0.305
0.305
0.305
0.305

1.34
1.67
1.34
1.34
1.34
1.448
1.448
1.448
1.448
1.448

7.24
7.24
7.24
7.24
7.24
7.24
7.24
7.24
7.24

1461972
1648688
1461972
1461972
1461972
1.151
1.298
1.151
1.151
1.151

1.448
1.448
1.448
1.448
1.448
1.448
1.448
1.448
1.448

2.792
2.680
2.703
4.400
3.605
3.082
3.362
2.978
2.948
1.151
1.151
1.151
1.151
1.151
1.151
1.151
1.151
1.151

Run Speedm LWLm LWLfs Froude Nm Fn^4 Rnm

5.0 Appendices
2
3
L =2.9m Ht =5.6cm 4
L=5.8m Ht =10cm 5
6
Tp =5s, H1/3 =0.8m
7
8
Tp =4s, H1/3 =0.5m
9
L=2.9m Ht =5.6cm 10
L=5.8m Ht =10cm 11
12
Tp =5s, H1/3 =0.8m
13
14
15

Calm Water

Tp =4s, H1/3 =0.5m

Southampton Solent University

Marine Craft Hydrodynamics

93
74
78
370
233
143
191
125
120

0
0
147
79
115

RWAVE

35% 2.8
28% 2.6
29% 2.7
139% 4.9
88% 3.9
54% 3.2
72% 3.5
47% 3.0
45% 3.0

0%
0%
55%
30%
43%

0%

0%

RWAVE%

2.1
3.2
3.2
2.7
2.9

2.0

1.4

PowerRQD

Publish Date 23.4.2015

Adrian Van Benthuysen

Southampton Solent University

Marine Craft Hydrodynamics

6.0 References

1. Giles Barkley (2014). Resistance & Propulsion. Southampton.

2. Giles Barkley (2014). Marine Craft Hydrodynamics. Southampton.

Publish Date 23.4.2015

Adrian Van Benthuysen