Department of Naval Architecture

Faculty of Mechanical Engineering University of Belgrade

Report BR01/2006
TECHNICAL SOLUTIONS: NEW METHOD and ORIGINAL SOFTWARE

PREDICTION OF
WAVE-MAKING RESISTANCE OF FAST SHIPS
IN SHALLOW WATER
and
COMPUTER PROGRAM ShallowRes®

Milan Hofman
SUMMARY
The Report PREDICTION OF WAVE-MAKING RESISTANCE OF FAST SHIPS IN SHALLOW
WATER and COMPUTER PROGRAM ShallowRes® summarizes more than fifteen years of
author’s investigation in the field of shallow water ship hydrodynamics. The tools to be
explained in the following text consist of two parts: innovative method for resistance
assessment, and the accompanying software for the practical calculations. The
investigation is completed as a part of the project “Development of new generation of
inland cargo vessels” financed by Serbian Ministry of Science (Project TR-006317A, 2005-
2008) and participated by Yugoslav River Shipping (JRB) and Danube Project Centre
(DPC). On some parts of the software development contributed post graduate students
of Naval Architecture, Faculty of Mechanical Engineering: Vladan Kozarski, Branislav
Gligorov and Zoran Šovagović, while they were engaged on the Project.
The method predicts wave making resistance of monohull and multihull ship forms in
shallow unrestricted waters and shallow channels. It combines, in a novel way, two
different approaches: theoretical calculations and the data from ship model experiments.
Ship making resistance in shallow and restricted waters is, from one side, calculated from
Michell-type integrals, based on the assumptions that ship is thin, ship waves are linear,
and the flow is inviscid and potential. It gathers all the existing Michell-type formulas
(Sretensky’s integral, Lakhovitsky’s integrals) in one tool, and also introduces a novel
integral formula for predictions of wave making resistance in deep and shallow
rectangular cannels. In addition, ship-form discontinuity at the transom stern is treated in
a new way, which proved adequate for the fast ships with dry transom.
Apart from other (well known) shortcomings of applied simplified theoretical approach, it
was found that the procedure, in the case of extremely shallow waterways,
overestimates the increase of wave making resistance in the critical region. That is a
principle error of the method: it predicts waves of large amplitudes, which cannot be
treated by the linear theoretical approach. To overcome the problem without applying
complicated non-linear wave theory, the present method corrects the linear theory by
experimental results. It uses extensive empirical data from different sources (mostly from
unpublished reports of European Development Centre for Inland and Coastal Navigation,
Duisburg) to predict the part of resistance curve in the critical region of extremely
shallow waterways. It exploits the fact that, in such critical regions, the resistance is
governed mostly by the ratio L/h, and not by the details of the ship form.
Such innovative combination of theoretical calculations with the empirical correction
proved to be a most useful tool for resistance prediction of fast, slender, displacement
ships in shallow waterways. It is much more accurate than the classical engineering
methods, but much less demanding than contemporary CFD methods. It was found
especially valuable for the comparison of wave making resistance of different ships, and
for the similar studies involving extensive variations of ship forms, water depth and ship
dimensions.
 INTRODUCTION
The author began to investigate the problems of ship hydrodynamics in shallow and restricted
waterways in mid ninetieth (see [1]-[5]). Some years later, he was invited on a study and research
visit to European Development Centre for Inland and Coastal Navigation (former VBD), Duisburg,
Germany, which is one of the leading institutions in the field of shallow water experimental
research. There, he had free access to extensive archive of of this eminent institution. The author
continued to analyze the problem, and used his long term experience to develop the present,
practical method and accompanying software for the prediction of wave-making resistance of
fast ships in shallow and restricted waters. The research was completed as a part of the project
“Development of new generation of inland cargo vessels” financed by Serbian Ministry of Science
(Project TR-006317A, 2005-2008). On some parts of research and software development
contributed post graduate students of Naval Architecture: Vladan Kozarski, Branislav Gligorov
and Zoran Šovagović, while they were engaged on the Project.
It is well known that the influence of water depth on ship resistance is technically important and
challenging problem of ship hydrodynamics. Most striking phenomenon is a high increase of
wave-making resistance in so called critical region Fh ≈ 1, Fh being “depth” Froude number
defined as
v
Fh = ,
gh

where v is vessel speed, g gravitational acceleration and h waterway depth*. The most dominant
influence on the resistance increase has the ratio L/h, where L is vessel length. Square root of
that ratio is equal to the ratio of the two Froude numbers involved

Fh v gL L
= ⋅ = .
FL gh v h

Physical explanation of the dominant influence of such parameter is clear. There are two systems
of ship waves: transversal and longitudinal. In the shallow water critical region the transversal
waves increase and, in supercritical region disappear. If this phenomenon takes place at low ship
speeds (small length Froude number) where the transversal waves are prevailing, the influence of
shallow water on the resistance in the critical region is large, and in some extreme cases,
dramatic. If the phenomenon takes place at high ship speeds (large length Froude number) where
transversal waves are small, the effect of shallow water is also small and could be negligible.
Therefore, the increase of L/h directly increases the the shallow water resistance peak.
Some old, but valuable experimental results of the explained phenomenon, found in the archives
of VBD, are presented in Figure 1.
High increase of resistance in the critical region was always a serious limitation for fast
transportation on restricted inland waterways. The increase of speed and length of new seagoing
ships, made this problem significant even for the open sea transportation.
There are several practical, semi-empirical methods for calculation of ship resistance in
shallow and restricted waters (Schlichting’s, Lackenby’s, Karpov’s, Apuhtin’s, see e. g. [1]). There
is also number of numerical (CFD) methods suitable for shallow water resistance prediction, all
having their advantages, but also serious deficiencies for the practical, engineering use (see e.g.
[6]). The present method combines, in an innovative way, two different approaches. From one
side, ship wave making resistance in shallow and restricted waters is calculated from Michell-type

*
The full nomenclature is given at the end of this text

1
integrals, based on theoretical assumptions that ship is thin, ship waves are linear, and the flow
inviscid and potential. Apart from the known shortcomings (and some advantages) of such
simplified theoretical approach, the method has the following serious deficiency connected to
the influence waterway depth. Namely, in the critical region, in case of extremely shallow
waterways (typically for L/h > 6), the theory predicts high increase of wave making resistance,
much higher that observed in the model or full scale measurements. It is a principle error of the
method: it predicts waves of large amplitudes, which cannot be treated by the linear theoretical
approach. To overcome the problem without applying complicated non-linear wave theory, the
present method combines linear theory with experimental data. It uses extensive empirical data
from different sources (mostly from unpublished reports of European Development Centre for
Inland and Coastal Navigation, Duisburg) to predict the part of resistance curve in the critical
region of extremely shallow waterways. It exploits the fact that, in such critical regions, the
resistance is governed mostly by the ratio L/h, and not by the details of the ship form. Such novel
combination of theoretical calculations and empirical correction (in the region the theory was
found inadequate) proved to be a useful tool for resistance prediction of fast ships in shallow
waterways, much more accurate than classical engineering methods, but much less demanding
than the contemporary CFD tools.

Fig. 1. Experimental results of specific residually ship resistance in shallow and deep water. VBD
model 220 - Taylor Standard Series ship, from VBD Report No. 270 (1963).

2
Apart from the empirical correction of the theoretical approach, the method introduces two
other important novelties. As said, the theoretical approach is based on Michell-type integrals for
shallow waterways. More precisely, it uses Sretensky’s integral [7] for the calculation of wave-
making resistance of monohull ships, and Lakhovitsky’s integrals for calculation of wave-making
resistance of catamarans and trimarans [8], [9]. However, the method also introduces a new
formula for monohull ships in shallow channels. The formula is based on the same theoretical
approach (potential flow, thin ship approximation, linear waves), and obtained from the analysis
of flow along ship with large (infinite) number of hulls. In addition, the present method treats the
complex problem of ship transom stern in a new, simplified way, which proved to be adequate
for fast ships with dry transom.

THEORETICAL BACKGROUND
A linear approximation of specific wave-making resistance Rh /g∆ of thin ship advancing with
speed v in inviscid water of arbitrary depth h is given by the integral
∞

∫
Rh 2Fh h ⎡ P 2 (γ ) + Q 2 (γ ) ⎤ γ
Rh′ = = ⎣ ⎦ dγ .
g Δ πδ BT cosh 2 γ h Fh2γ 2 h 2 − γ h tanh γ h
γo

That is, so called, Sretensky’s integral [7]. Its lower limit γo is defined by
γo = 0 , for Fh > 1 ,

tanh γ o
= Fh2 , for Fh < 1 ,
γo
where functions P(γ), Q(γ) are given by the integrals over ship lateral surface

∫∫
∂f ⎛ x ⎞
P(γ ) = cos ⎜ γ h tanh γ h ⎟ ⋅ cosh ⎡⎣γ ( z + h ) ⎤⎦ dx dz ,
∂x ⎝ hFh ⎠
S

∫∫
∂f ⎛ x ⎞
Q(γ ) = sin ⎜ γ h tanh γ h ⎟ ⋅ cosh ⎣⎡γ ( z + h ) ⎦⎤ dx dz .
∂ x ⎝ hFh ⎠
S

The expressions are given in non-dimensional form, with scales being vessel length L and vessel
speed v. So, x and z are non-dimensional longitudinal and vertical co-ordinates respectively, f(x, z)
is function defining the ship’s hull, S is ship lateral surface, and h is non-dimensional water depth.
Sretensky’s integral is a generalisation of Michell’s integral, so in the deep-water case (h→ ∞), the
above expressions reduce to the well known Michell’s integral formula.
A linear approximation of specific wave-making resistance of a catamaran with thin side hulls at
(non-dimensional) distance b, advancing in inviscid water of arbitrary water depth is given by the
integral

( )
∞

∫
γ Ps2 + Qs2 ⎡ ⎛ 2b F 2 h 2γ 2 − γ h tanh γ h ⎞⎤
Rh Fh ⎢1 + cos ⎜ ⎟⎥ dγ .
Rh′ = = h h
g Δ πδ BT cosh γ h Fh h γ − γ h tanh γ h ⎢⎣
2 2 2 2 ⎜ Fh h ⎟⎥
γo ⎝ ⎠⎦

That is, so called, Lakhovitsky’s integral for catamarans [8], [9]. In that formula Ps and Qs are
given by the expressions

3
 0 1

∫∫
2
∂f s ⎛ x ⎞
Ps = cosh γ ( z + h )cos ⎜ γ h tanh γ h ⎟dxdz ,
−T −1
∂x ⎝ Fh h ⎠
2

0 1

∫∫
2
∂f s ⎛ x ⎞
Qs = cosh γ ( z + h )sin ⎜ γ h tanh γ h ⎟dxdz .
−T −1
∂x ⎝ Fh h ⎠
2

A linear approximation of specific wave-making resistance of thin-hulled trimaran, sailing in

inviscid water of arbitrary depth is given by the expression

∫
∞
R 2Fh h γ
R′ = h = ⋅
gΔ 3πδ BT cosh 2 γ h Fh2γ 2 h 2 − γ h tanh γ h
γ0

⎪⎧ ⎡ ⎛ 2b ⎞⎤
(
⋅ ⎨ Pc2 + Qc2 + 2 Ps2 + Qs2 ) ( ) ⎢1 + cos ⎜ Fh2γ 2 h 2 − γ h tanh γ h ⎟ ⎥ +
⎪⎩ ⎣⎢ ⎝ Fh h ⎠ ⎦⎥
⎛ b ⎞ ⎪⎫
+4 ( Pc Ps + Qc Qs ) ⋅ cos ⎜ Fh2γ 2 h 2 − γ h tanh γ h ⎟⎬ d γ ,
⎝ Fh h ⎠ ⎭⎪

That is, so called, Lakhovitsky’s integral for trimarans [8], [9]. The functions Pc,s and Qc,s are given
by the integrals

∫∫
∂f c , s⎛ b ⎞
Pc , s =
∂x
cos ⎜ Fh2γ 2 h 2 − γ h tanh γ h ⎟ ⋅ cosh ⎡γ z + h ⎤ dxdz
⎣ ⎦ ( )
⎝ Fh h ⎠
Sc , s

∫∫
∂f c , s ⎛ b ⎞
Qc , s =
∂x
sin ⎜ Fh2γ 2 h 2 − γ h tanh γ h ⎟ ⋅ cosh ⎡γ z + h ⎤ dxdz
⎣ ⎦ ( )
⎝ Fh h ⎠
Sc , s

where b is non-dimensional transversal spacing of side hulls to the centreline, fc,s are centre and
side hull shape functions, while Sc,s are centre and side hull lateral surfaces.
A linear approximation of specific wave-making resistance of thin vessel advancing in rectangular
channel of non-dimensional width b and non-dimensional depth h , is given by the integral
∞
(
γ P2 + Q2 )
∫
R 2Fh h
Rh′ = h = ⋅
g Δ ( 2N + 1)πδ BT γo cosh γ h
2
Fh2 γ h − γ h tanh γ h
2 2

∑∑
N N
⎡b Fh2γ 2 h 2 − γ h tanh γ h ⎤
⋅ cos ⎢ ( j − k ) ⎥d γ
⎢ Fh h ⎥
j =− N k =− N ⎣ ⎦
where N is an arbitrary large number, N » 1. This formula is original, introduced for the first time
in the present method. It is obtained from Lakhovitskiy’s analysis of multi-hulled ships, supposing
that the number of hulls tends to infinity. There also exists another approximate formula for
wave-making resistance in shallow channels (see Sretensky [7], page 492). It was found, however,
that the Sretensky’s formula gives infinite results for wave-making resistance in the case of Fh
→1. Therefore, it is not technically useful for resistance prediction in the shallow water critical
region and is not used in the present procedure.

4
The present method introduces also an original treatment of the transom stern. It is well known
that the effects of discontinuities in ship form such as transoms are very difficult to incorporate
into general hydrodynamic calculations. Therefore, the relatively simple theoretical approaches,
such as thin ship approximation used in the present method, usually neglect this complicated
effect. The present procedure, however, uses the fact that the integrals over ship surface
appearing in the resistance formulas have the general forms

∫∫
∂f
P(γ ), Q(γ ) = ⋅ F ( x, z, h , Fh , γ ) ⋅ dx dz ,
∂ x P ,Q
S

so the integration in longitudinal (x) direction could be formally performed over the transom
discontinuity by the use of the partial integration. The value of the integrals at the transom is
obtained
PT (γ ), QT (γ ) = ST ⋅ FP ,Q ( xT , z, h, Fh , γ ) ,

where ST is area, and xT is longitudinal coordinate of the transom stern. The values of wave
making resistance with such transom terms added, has proved to be an adequate approximation
in the case of fast ships with dry transoms (see experimental validation in later text). In the case
of slow ships that have wet transom, the method highly overestimates the results, so the
transom terms should be neglected.

NUMERICAL SOLUTIONS – SOFTWARE SallowRes+

All presented Michell-type integral formulas for ship wave-making resistance in water of arbitrary
depth were programmed to obtain their numerical solutions. This was far from strait forward job.
Namely, in each formula, several different integrations have to be performed. Firstly, the
integrations over ship underwater surface (integrals noted P, Q) have to be accomplished, and
secondly the main infinite resistance-integral has to be solved. Another difficulty is that all infinite
integrals do have a singularity at their lower limit. The first integration over the underwater
surface is much simplified if the ship has mathematical form. Then, such integrations could be
performed analytically, and only the infinite integrals have to be solved numerically.
The computer program consists of several modules, each solving one of the resistance problems:
a) Prediction of shallow and deep water wave-making resistance of monohulls (solution
of Sretensky and Michell integrals) for mathematical ship forms.
b) Prediction of shallow and deep water wave making resistance of monohulls (solution
of Sretensky and Michell integrals) for real ship forms. The calculation is based on ship
offset tables.
c) Prediction of shallow and deep water wave making resistance for catamarans (solution
of Lachovitsky “catamaran” integral for shallow and deep water) for mathematical ship
forms.
d) Prediction of shallow and deep water wave making resistance for trimarans (solution
of Lachovitskii “trimaran” integral for shallow and deep water) for mathematical ship
forms.
e) Prediction of shallow and deep water wave making resistance for ships in channels
(solution of novel integral formula for shallow and deep water), for mathematical ship
forms.
In all the above procedures, the calculations could be performed with, or without the transom
stern terms.

5
Modules a and b are programmed Microsoft Visual Basic, so the programmes work under
Microsoft Excel, as one of the Excel’s macros. Alternatively, all modules (except b, covering real ship
forms) are programmed by the tools Mathematica. On some parts of the software development
contributed post graduate students of Naval Architecture, Faculty of Mechanical Engineering:
Vladan Kozarski, Branislav Gligorov and Zoran Šovagović, while they were engaged on the
Projects of Ministry of Science.
Some of the typical solutions obtained by the software are given on the following Figures.
Figure 2 presents some typical numerical results obtained by the module a – Prediction of
shallow and deep water wave making resistance of monohulls for mathematical ship forms. It
gives specific wave-making resistance Rh /g∆ and the ratio Rh/R∞ for different values of L/h for
mathematical Wigley form with parabolic waterlines and rectangular cross sections.

Fig. 2. Calculated results: Specific wave making resistance Rh /g∆ and the ratio Rh/R∞ for different
values of L/h. The ship is mathematical Wigley form with parabolic waterlines and rectangular
cross sections.

Figure 3 present typical numerical results obtained by the module b – Prediction of shallow and
deep water wave making resistance of monohulls (solution of Sretensky and Michell integrals) for
real ship forms. It gives specific wave making resistance Rh /g∆ for different ratios L/h of some
(old) ship models found in the archive of VBD. The experimental results of these models would be
used (later in the text) for the validation of numerical solutions.

6
Fig. 3. Calculated results: Specific wave making resistance Rh /gΔ for different values of L/h. Ships
are VBD model 220 (Taylor ship form) and VBD model 311 (twin screw ship with transom).

Figure 4 presents comparison of numerical results obtained by the modules c, d – Prediction of

shallow and deep water wave making resistance for catamarans and trimarans (solution of
Lackovitsky “catamaran” and “trimaran” integral) for mathematical ship forms.
Figure 5 presents typical numerical results obtained by the module d – Prediction of shallow and
deep water wave making resistance for trimarans (solution of Lakhovitsky “trimaran” integral for
shallow and deep water) for mathematical ship forms.
Figure 6 and 7 present typical numerical results obtained by modul e – Prediction of shallow and
deep water wave making resistance for ships in channels (novel formula introduced in the
present investigation), for mathematical ship forms.

7
Fig. 4.
4 Calculated mparison of wave-makong resistance in shallow water for monohull.
d results: Com m
catammaran and trimaran.
t All hulls are eq
qual, and haave mathem
matical (Wigleey) form. Caatamaran
and trimaran
t havve the same breadths. Notice the pro onounced efffect of shallo
ow water go
oing from
mono ohull to cataamaran and trimaran.
t

Fig. 5.
5 Calculated pecific wave making resistance of trrimarans witth different side-hull
d results: Sp
confiiguration

8
Fig. 6. Calculated results: Specific wave-making resistance in channel for different water depths.
Results are obtained by novel formula introduced by the author.

Fig. 7. Specific wave-making resistance in shallow channel for different channel widths. Results
are obtained by novel formula introduced by the author.

EXPERIMENTAL VALIDATION
Apart from the usual (published) sources, the author had an unique opportunity to use extensive
and unpublished experimental data from the archive of European Development Centre for Inland
and Coastal Navigation (former VBD), Duisburg, Germany. Only a small part of that comparison
would be presented in the following Figures.

9
 0.05

R∞
0.07
Deep water
0.06
R∞ 0.04
Deep water
0.05
0.03

0.04
0.02
0.03 Experim ent Experim ent
Calculations
Calculations 0.01
0.02

0.01
FL
0
FL 0
0 0.2 0.4 0.6 0.8 1

0 0.2 0.4 0.6 0.8 1

0.05

Rh Rh
0.07
L/h = 3
0.06 0.04
L/h = 3
0.05
0.03

0.04
0.02 Experim ent
0.03 Calculation
Experiment
Calculations 0.01

FL
0.02

FL
0.01 0
0 0.2 0.4 0.6 0.8 1
0
0 0.2 0.4 0.6 0.8 1

0.05

Rh
0.07
L/h = 4.8
0.06
Rh 0.04

L/h = 4.8
0.05
0.03

0.04

0.02
0.03 Experim ent
E xperim ent C alculation
0.02 0.01
C alculations
FL
FL
0.01
0
0 0 0.2 0.4 0.6 0.8 1
0 0.2 0 .4 0.6 0.8 1

0.05
0.07
Rh L/h = 6
0.06
Rh 0.04
L/h = 6
0.05
0.03

0.04

0.02
0.03 Experim ent
Experim ent
Calculations C alculations
0.02
0.01

0.01
FL FL
0
0 0 0.2 0.4 0.6 0.8 1
0 0.2 0.4 0.6 0.8 1

0.05
0 .0 7

Rh L /h = 8 Rh L/h = 8
0 .0 6 0.04

0 .0 5
0.03

0 .0 4

0.02
0 .0 3
Experiment
E x p e r im e n t Calculations
0 .0 2 C a lc u la tio n s 0.01

FL
FL
0 .0 1
0
0 0 0.2 0.4 0.6 0.8 1
0 0 .2 0 .4 0 .6 0 .8 1

Fig. 8. VBD model 220 - Taylor Fig. 9. VBD model 311 - twin screw
Standard Series ship. Experimental ship with transom stern.
results from VBD Report No. 270 Experimental results from VBD
(1963) Report No. 270 (1963)

10
Fig. 10. Experimental values of specific residual resistance of VBD Models 437 and 453 (Report
No. 405, 1969) compared to the calculated specific wave making resistance

11
The presented comparison of the results of the program with experimental data (and additional
extensive comparison not presented here) proved that the calculations based on thin ship
approximation give reasonable good accuracy for fast slender displacement ships, at least in the
critical and super-critical region for moderate water depth. It is interesting that the resistance
prediction is considerably better in shallow than in deep water. Physically, it is due to the relative
insensitivity of shallow water critical region to the details of the ship form.
The programme gives the best agreement with the experiments for length to water depth ratio
L/h = 3 – 6. The best agreement is, typically, obtained for L/h ≈ 6. For such values of water depth
(which are technically very significant) the accuracy of the method is acceptable for most of the
engineering applications. The programme is, as said, much more accurate than classical
engineering methods, but much less demanding than modern CFD calculations. It is therefore
applicable for the comparisons of different ships and for the other analysis that involve numerous
variations of ship forms.
For sub-critical region, as well as in deeper waters (L/h < 3), the accuracy of the programme is
reduced to the one of classical Michell’s integral. In extremely shallow water (L/h > 6), the
programme, because of non-linear terms neglected, overestimates the critical resistance peak,
but otherwise gives a reasonable results.
The programme gives also a small shift of critical resistance curve to the higher speeds. This
effect, which is increased in extremely shallow waters, could be connected to wall effects, and it
should be analysed further.
In the case of ships with transom stern, the programme gives a large overestimation of results for
low speeds (for wet transom), but in the case of dry transom gives an acceptable resistance
prediction.
It was found that the mathematical Wigley hulls can give rough, but useful resistance prediction,
also. For the typical displacement hull, Wigley form with rectangular cross sections should be
used. The resistance curves of slender semi-displacement hulls are best fitted by Wigly form with
parabolic cross sections.

IMPROVEMENT OF THEORETICAL CALCULATIONS ON THE BASIS OF EXPERIMENTAL DATA

Apart from the known shortcomings of the linear thin-ship approach, the comparison with
experimental data showed that, in case of extremely shallow waterways, the theory predicts high
increase of wave making resistance, much higher that observed in the model experiments. As
said, it is a principle error of the method: it predicts waves of large amplitudes, which cannot be
treated by a linear theoretical approach.
To overcome the problem without applying complicated non-linear wave theory, the present
method combines linear theory with experimental data. It uses extensive empirical data from
different sources (mostly from unpublished reports of European Development Centre for Inland
and Coastal Navigation, Duisburg) to predict the part of resistance curve in the critical region of
extremely shallow waterways. It exploits the fact that, in such critical regions, the resistance is
governed mostly by the ratio L/h, and not by the details of the ship form. So, it uses the
approximate presentation of wave-making resistance in the form of polynomials of L/h and Fh
obtained from experimental investigation in critical region of extremely shallow waterways. Such
novel combination of theoretical calculations and the empirical correction (in the region the
theory was found inadequate) proved to be a useful tool for resistance prediction of fast ships in
shallow waterways, much more accurate than classical engineering methods, but much less
demanding than contemporary CFD tools.

12
Some of the theoretical results of wave making resistance in extremely shallow waterways,
corrected with empirically-based polynomials, are presented in Figures 11.

Fig. 11. Wave-making resistance of VBD models 220 and 311 in extremely shallow
waterways. Comparison of theoretical results, experiments, and the present (corrected) method

13
 SOME TYPICAL RESISTANCE ANALYSIS PERFORMED BY SOFTWARE ShallowRes®

As explained, the software ShallowRes® proved to be more reliable for resistance prediction of
fast displacement ships in shallow water the classical methods. Still, it is much less demanding
than CFD tools, so it is very applicable for different type of resistance analysis involving numerous
variations in ship form. Some examples of such analysis obtained by the software would be
presented in the following figures.
Figure 12 gives a 3D presentation of shallow water resistance ratio r = Rh/R∞ as a function of
Froude number and the ratio h/L . It is calculated for mathematical Wigley form, but, because of
relative insensitivity of the resistance ratio on the details of ship form, it could be applied
(roughly) to all other slender displacement ship forms also. So the charts that follow from such 3D
presentation (Figures 13 and 14) proved to be very useful in the preliminary ship design. The
charts enable, in the earliest stages of design, to judge whether the influence of water depth on
the wave-making resistance would be negligible (sub-critical region), unfavorable (critical region)
or favorable (super-critical region). In that way, the charts enable the designer to avoid the critical
region and to exploit the benefits of the supercritical region by altering the vessel speed or length.

Fig. 12. Typical 3D diagram of shallow water resistance ratio obtained by computer procedure
Sretenski. The given example is for Wigley hull form with parabolic cross-sections and T/L=0.05.

Figures 15, 16, 17 give the analysis of wave-making resistance of trimarans ship in shallow
waterways. In Fig. 15 the interference coefficient of trimaran in shallow water ri = Rh / ΣRh (the
ratio of trimaran resistance to resistance-sum of three separate hulls) is presented as a function
of side hull locations. The results are given for sub critical, critical and supercritical speeds. Fig. 16
gives a comparison of shallow water resistance coefficient of typical monohull and two
favourable trimaran configurations. Finally, Fig. 17 presents the dependence of wave interference
coefficient on side hull dimensions in case of supercritical speeds. This, and similar analysis
enable the designer to find favourable trimaran configuration for the shallow waters and,
especially, to exploit in the best way the favourable resistance decrease in the supercritical region
of ship seeds.

14
FL
0.70

super-critical region

0.60 1.5
2.0
3.0
4.0

0.50

critical region

0.40

1.0
0.30
5.0

sub-critical region
0.20

0.10
Fig. 13. Shallow water resistance chart -
resistance ratio r as function of h/L and Fh
0.00
0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45 0.50

h/L

Fh
1.40

super-critical region
3.0
1.20
2.0
1.5
1.0

1.00

0.80
critical region
5.0

4.0
0.60

0.40 sub-critical region

0.20
Fig. 14. Shallow water resistance chart -
resistance ratio r as function of h/L and FL
0.00
0.10 0.15 0.20 0.25 0.30 0.35 0.40 0.45 0.50

h/L

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Fig. 15.
1 Interfereence coefficieent in shallo ow water ri = Rh / Rh as a function o
of side hull lo
ocations,
for suub critical, critical and su
upercritical speeds.
s The hulls are equ
ual, and the water depth h defined
by L//h = 6.25. No ote the similaarity for the supercritical
s speeds.

16
Fig. 16.
1 Comparison of shallo ow water reesistance coeefficient for a typical mo onohull and the two
favou he case of trimarans.
urable trimaran configurations. Notee the deeper supercritical valleys in th

17
Fig. 17.
1 Dependeence of wavve interferen
nce coefficie
ent ri on side hull dimen
nsions, for Fh = 1.25,
L/h = 6.25.

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 REFERENCES
[1] Hofman, M., Radojcic, D., ‘Resistance and Propulsion of Fast Ships in Shallow Water’ (in
Serbian), Faculty of Mechanical Engineering, Belgrade 1997.
[2] Hofman, M., ‘On Optimal Dimensions of Fast Vessel for Shallow Water’, The 7th International
Symposium on Practical Design of Ships and Mobile Units (PRADS), Developments in Marine
Technology, Vol. 11, pp. 477-484, Elsevier, 1998.
[3] Hofman, M., ‘Report on the Research Visit to VBD’, European Development Centre for Inland
and Coastal Navigation VBD, Duisburg, 1999.
[4] Hofman, M., Kozarski, V., ‘Shallow Water Resistance Charts for Preliminary Vessel Design’,
International Shipbuilding Progress, Delft University Press, Vol. 47, No. 449, pp. 61-76, 2000.
[5] Gligorov B., Hofman M., ‘RESISTANCE CHARACTERISTICS OF HIGH-SPEED TRIMARANS IN SHALLOW
WATER’, Proceedings of FAST 2001, Southampton 2001.
[6] Proceedings of FAST 2009, Athens 2009.

[7] Sretensky, L.N., THEORY OF WAVE MOTION OF LIQUIDS”, In Russian, Nauka, 1977.
[8] Basin A.M., Veledintsky I.O., Lakhovitsky A.G., ‘HYDRODYNAMICS OF SHIPS IN SHALLOW WATER’, In
Russian, Sudostroenie, 1976.
[9] Anatoly Lyakhovitsky, ‘SHALLOW WATER AND SUPERCRITICAL SHIPS’, Backbone Publishing
Company, 2007.
[10] Unpublished VBD Reports, European Development Centre for Inland and Coastal Navigation,
Duisburg.

NOMENCLATURE
R∞ Wave-making resistance
a Longitudinal location of trimaran side- rh Shallow water resistance coefficient,
hulls (distance between midships of rh = Rh / R∞
centre and side hull), ri Interference coefficient in shallow water
b Transversal location of trimaran side- ri = Rh / ΣRh
hulls (distance between centreplanes of ri∞ Interference coefficient in deep water
centre and side hull), ri∞ = R∞ / ΣR∞
B Ship beam, S Ship lateral surface of centre/side hull,
Bs Side-hull beam, Sc,s Lateral surface of centre/side hull,
Fh Froude number based on water depth, T Ship draught,
Fh = v / gh = FL L / h Ts Side-hull draught,
FL Froude number based on ship length, v Vessel speed,
Δ Ship displacement,
FL = v / gL = Fh h / L
Δs Side hull displacement,
f (x,z) Functions defining hull form, ρ Water density,
fc,s (x,z) Functions defining centre/side hull form, ΣΔ Trimaran displacement, Σ Δ = Δ + 2Δs
g Gravitational acceleration, Σ Rh Non-interference wave-making
h Water depth, resistance of trimaran in shallow water
L Ship length, (resistance-sum of three isolated hulls),
Ls Side hull length, Σ R∞ Non-interference wave-making
Rh Wave-making resistance in shallow resistance of trimaran in deep water
water, (resistance-sum of three isolated hulls).

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