Numerical study of propagation of ship waves on a sloping coast

The aim of this paper is to investigate the propagation of ship waves on a sloping coast on the basis of results simulated by a 2D model. The governing equations used for the present model are the improved Boussinesq-type equations. The wave breaking process is parameterized by adding a dissipation term to the depth-integrated momentum equation. To give the boundary conditions at the ship location, the slender-ship approximation is used. It was verified that, although ship waves are essentially transient, the Snell's law can be applied to predict crest orientation of the wake system on a sloping coast. Based on simulated results, an applicable empirical formula to predict the maximum wave height on the slope is introduced. The maximum wave height estimated by the proposed method agrees well with numerical simulation results.     

Maximum entropy principle and statistical distribution of ocean wave heights

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Uncertainty in the analysis of speed and powering trials

Full-scale speed trials of a ship have been questioned for the uncertainty of speed and power measurements especially when the sea conditions differ from the ideal calm water conditions. Such uncertainty has been investigated by utilizing ITTC standard speed/powering trial analysis procedure through Monte Carlo simulations. A case study was conducted for a set of sea trials with 12 sister ships for which sea trial data were available for a range of displacement, water depth, water temperature, wind speed and wave height values. Precision errors were observed as the most influential error source for the whole speed range, even though their effects were more substantial at low speeds. Beaufort scale was observed as the most important elementary error source indicating the need for the best weather conditions for the most reliable sea trail predictions.     

Air-sea CO<Subscript>2</Subscript> flux by eddy covariance technique in the equatorial Indian Ocean

Direct measurements of the air-sea CO₂ flux by the eddy covariance technique were carried out in the equatorial Indian Ocean. The turbulent flux observation system was installed at the top of the foremast of the R/V MIRAI, thus minimizing dynamical and thermal effects of the ship body. During the turbulent flux runs around the two stations, the vessel was steered into the wind at constant speed. The power spectra of the temperature or water vapor density fluctuations followed the Kolmogorov −5/3 power law, although that of the CO₂ density fluctuation showed white noise in the high frequency range. However, the cospectrum of the vertical wind velocity and CO₂ density was well matched with those of the vertical velocity and temperature or water vapor density in this frequency range, and the CO₂ white noise did not influence the CO₂ flux. The raw CO₂ fluxes due to the turbulent transport showed a sink from the air to the ocean, and had almost the same value as the source CO₂ fluxes due to the mean vertical flow, corrected by the sensible and latent heat fluxes (called the Webb correction). The total CO₂ fluxes including the Webb correction terms showed a source from the ocean to the air, and were larger than the bulk CO₂ fluxes estimated using the gas transfer velocity by mass balance techniques.     

世界大洋长历时局地风速和有效波高的统计与分析

本文基于美国海军测地卫星高度计提供的全球范围长历时局地平均风速和有效波高资料进行统计分析,结果表明,世界大洋长历时局地平均风速和有效波高有明显的相关性,其散布点系统地位于Wilson提出的深水充分成长风浪平均风速和有效波高经验曲线之上;并从能量叠加平衡方程,近似定量估计出大洋中长历时涌浪有效波高与局地平均风速的关系。     

Statistics of Wind and Waves off Tsuyazaki, Fukuoka, in the Eastern Tsushima Strait

The variability of the sea surface wind and wind waves in the coastal area of the Eastern Tsushima Strait was investigated based on the hourly data from 1990 to 1997 obtained at a station 2 km off Tsuyazaki, Fukuoka. The annual mean wind speed was 4.84 m s⁻¹, with strong northwesterly monsoon in winter and weak southwesterly wind in summer. Significant wave heights and wave periods showed similar sinusoidal seasonal cycles around their annual means of 0.608 m and 4.77 s, respectively. The seasonal variability relative to the annual mean is maximum for wave heights, medium for wind speeds, and minimum for wave periods. Significant wave heights off Tsuyazaki turned out to be bounded by a criterion, which is proportional to the square of the significant wave period corresponding to a constant steepness, irrespective of the season or the wind speed. For terms shorter than a month, the significant wave height and the wave period were found to have the same spectral form as the inshore wind velocity: white for frequencies less than 0.2 day⁻¹ and proportional to the frequency to the −5/3 power for higher frequencies, where the latter corresponds to the inertial subrange of turbulence. The spectral levels of wave heights and wave periods in that inertial range were also correlated with those of the inshore wind velocity, though the scatter was large. This revised version was published online in August 2006 with corrections to the Cover Date.     

Experimental Investigation of the Decay from A Ship’s Propeller

In the present study,an experimental investigation of the decay of the maximum velocity and its turbulent characteristics behind a ship propeller,in "bollard pull" condition(zero speed of advance),is reported.Velocity measurements were performed in laboratory by use of a Laser Doppler Anemometry(LDA) measurement system.Earlier researchers described that the maximum axial velocity is constant at the initial stage of a ship’s propeller jet(Fuehrer and Rmisch,1977;Blaauw and van de Kaa,1978;Berger et al.,1981;Verhey,1983) as reported in a pure water jet(Albertson et al.,1950;Lee et al.,2002;Dai,2005),but a number of researchers disagreed with the constant velocity assumption.The present study found that the maximum axial velocity decays in the zone of flow establishment and the zone of established flow with different rates.The investigation provides an insight into the decays of both the maximum velocity and the maximum turbulent fluctuation in axial,tangential and radial components and the decay of the maximum turbulent kinetic energy.Empirical equations are proposed to allow coastal engineers to estimate the jet characteristics from a ship’s propeller.     

Temporal variation of modulated-wave-train geometries and their influence on vertical bending moments of a container ship

A towing experiment was conducted using a modulated wave train to investigate the vertical bending responses of a hydro-structural container ship model. In the experiment, a spatially periodic modulated wave train, as a model of a freak wave in successive high waves mimicking the so-called three sisters, was generated by the recently established higher-order spectral method wave generation (HOSM-WG) method. HOSM-WG enables us to control the location and timing of the maximum crest height in a wave tank. With precise control of the towing carriage, an experiment was conducted in which the timing of the encounters between the ship model and the modulated wave train was accurately determined. The maximum sagging moment (SM) was found to increase in proportion with the encounter wave height. However, because of differences in the relative depth of the fore and aft troughs, the maximum SM is highly variable for a given wave height. The temporal wave-geometry evolution caused the relative trough-depth to vary significantly within a wave period in the vicinity of the maximum crest height. As a result, depending on the encounter timing, the SM varied considerably for a given wave height. The temporal variation of the wave geometry is a robust feature of a modulated wave train and is common between the spatially periodic and temporally periodic modulated wave trains.     

Stochastic inversion for the roll gyradius second moment mass property in ships at full-scale and model-scale

In current Naval Architecture practice, employing static considerations is an important and necessary step in assessing ship stability and seakeeping properties (e.g. inclining experiments, load line regulations, range of stability calculations). However, damaged vessels and vessels operating in heavy weather or in conditions where topside icing is a concern may require an additional assessment of stability that considers dynamic effects. Within such contexts, the actual (i.e. current) second moment properties of the vessel mass become very important in the associated equations of motion for a given ship. One such critical second mass moment property is the roll gyradius, as it is closely related to the occurrence of capsizing. The present paper furnishes a means for reckoning the actual roll gyradius of a given ship operating within a seaway. The approach hinges on the formulation and solution of a stochastic inverse problem that leverages existing seakeeping software against the shipboard inertial measurement unit (IMU) telemetry. The method is demonstrated at full-scale and validated at model scale.     

基于现场和卫星有效波高数据评估WAVEWATCH III的输入/耗散项

基于WAVEWATCH III,在输入相同的风场条件下,评估了三个输入耗散项WAM3,WAM4以及TC96在是否考虑大气稳定性时的模拟能力。通过5组实验,用南海的测波雷达数据以及研究区域内HY-2高度计的有效波高数据对不同源项的模拟结果进行了比较分析,研究区域为100-135°E,0-35°N。对TC96中的风速校正参数进行了敏感性分析。结果表明,这几种源项在涌浪占主导时的模拟效果都不太理想;考虑大气不稳定性的TC96源项模拟的效果最好;大气不稳定性的影响是以一种所谓的“高效风速”的策略来反映的,其中最重要的一个参数为风速转换参数,这个参数非常敏感,在对特定区域进行模拟之前,应先分析出这个参数的最优值。     

One-dimensional modelling of individual waves and wave-induced longshore currents in the surf zone

A probabilistic model ( -model) was developed to describe the propagation and transformation of individual waves (wave by wave approach). The individual waves shoal until an empirical criterion for breaking is satisfied. Wave height decay after breaking is modelled by using an energy dissipation method. Wave-induced set-up and set-down and breaking-associated longshore currents are also modelled. Laboratory and field data were used to calibrate and verify the model. The model was calibrated by adjusting the wave breaking coefficient (as a function of local wave steepness and bottom slope) to obtain optimum agreement between measured and computed wave height. Four tests carried out in the large Delta flume of Delft Hydraulics were considered. Generally, the measured H_1/3-wave heights are reasonably well represented by the model in all zones from deep water to the shallow surf zone. The fraction of breaking waves was reasonably well represented by the model in the upsloping zones of the bottom profile. Verification of the model results with respect to wave-induced longshore current velocities was not extensive, because of a lack of data. In case of a barred profile the measured longshore velocities showed a relatively uniform distribution in the (trough) zone between the bar crest and the shoreline, which could to some extent be modelled by including space-averaging of the radiation force gradient, horizontal mixing and longshore water surface gradients related to variations in set-up. In case of a monotonically upsloping profile the cross-shore distribution of the longshore current velocities is reasonably well represented.     

Geophysical Model Function for Wind Speed Retrieval from SARAL/AltiKa

With the launch of SARAL/AltiKa altimeter, efforts have been made to develop wind speed retrieval algorithms. Here we present two algorithms for estimating and validating wind speed from AltiKa. The first method is based on a theoretical Geophysical Model Function (GMF) using forward model simulations for Ka band specifications. The second is the model function developed using the matched database of input and output vectors of Normalized Radar Cross Section (NRCS) from AltiKa and wind speed measurements from concurrent Jason-2 altimeters. Since the NRCS depends on both the surface roughness due to surface wind speed and on mean square slope of the surfaces, the significant wave height is used along with wind speed for model development as an proxy variable. Both the theoretical and empirical GMFs are evaluated for retrieval of wind speed from AltiKa and validated with NDBC buoys data. The empirical model provide wind speed retrieval accuracy of 1.4 m/s. The accuracy of wind retrievals from theoretical model is also in the similar range (1.6 m/s), indicating the sound physical basis applicable for the future altimeters with various incidence angles. The retrieved wind speed is applied for various case studies, bringing out all the regional and global features quite well.     

Numerical Simulation of Icing on Nrel 5-MW Reference Offshore Wind Turbine Blades Under Different Icing Conditions

Offshore wind energy resources are operational in cold regions, while offshore wind turbines will face the threat of icing. Therefore, it is necessary to study icing of offshore wind turbines under different icing conditions. In this study, icing sensitivity of offshore wind turbine blades are performed using a combination of FLUENT and FENSAP-ICE software, and the effects of liquid water content (LWC), medium volume diameter (MVD), wind speed and air temperature on blade icing shape are analyzed by two types of ice, namely rime ice and glaze ice. The results show that the increase of LWC and MVD will increase the amount of ice that forms on the blade surface for either glaze ice or rime ice, and an increase of MVD will expand the adhesion surface between ice and blade. Before reaching the rated wind speed of 11.4 m/s, it does not directly affect the icing shape. However, after reaching the rated wind speed, the attack angle of the incoming flow decreases obviously, and the amount of ice increases markedly. When the ambient air temperature meets the icing conditions of glaze ice (i.e., −5°C to 0°C), the lower the temperature, the more glaze ice freezes, whereas air temperature has no impact on the icing of rime ice. Compared with onshore wind turbines, offshore wind turbines might face extreme meteorological conditions, and the wind speed has no impact on the amount of ice that forms on the blade surface for most wind speeds

     

Eventual stability of flooded ships

This paper deals with stability investigations of forced nonlinear rolling motion of a ship with a flooded compartment. The mathematical stability analysis has been realized in the sense of Eventual Stability. Two stability regions have been constructed through two Lyapunov functions generated by using Variable Gradient Method and the method of Puri. Having obtained stability conditions for the governing equations of the motion, dissipativeness of the motion, and maximum rolling angles have been obtained by using a theorem given by Bibikov and Sanovskii (1971).     

人工船礁铺设模式优选方法研究

以人工船礁水动力学特征及优化组合方式为主要研究内容,采用数值研究的方法,探讨了人工船礁的不同组合及其规模大小对于形成上升流与背涡流的效果、促进海水的上下混合与交换的影响,并在此基础上建立了人工船礁铺设方式优选模式。结果表明,从船礁的相对效果看,铺设模式以大型单体船礁为最佳;不同类型船礁组合产生的最大上升流流速为来流速度的0．05—0．15倍;随来流速度的增加,产生的上升流及背涡流影响效果显著增强,在不同来流速度下,上升流影响范围与礁宽之比为1．1—5．0,流影高度与礁高之比为1．4—2．0,背涡流流影长度与礁高之比为4．5—13．0;不同礁体及其组合对“冲淤”影响差异较大,船礁因流线型形状,其“冲淤”影响较小。文中建立的人工船礁铺设方式优选模式,可为人工船礁水槽试验和现场铺设提供理论依据。     

Statistical properties of successive wave heights and successive wave periods

Two successive wave heights are modeled by a Gaussian copula, which is referred to as the Nataf model. Results with two initial distributions for the transformation are presented, the Næss model [Næss A. On the distribution of crest to trough wave heights. Ocean Engineering (1985);12(3):221–34] and a two-parameter Weibull distribution, where the latter is in best agreement with data. The results are compared with existing models. The Nataf model has also been used for modeling three successive wave heights.Results show that the Nataf transformation of three successive wave heights can be approximated by a first order autoregressive model. This means that the distribution of the wave height given the previous wave height is independent of the wave heights prior to the previous wave height. Thus, the joint distribution of three successive wave heights can be obtained by combining conditional bivariate distributions. The simulation of successive wave heights can be done directly without simulating the time series of the complete surface elevation.Successive wave periods with corresponding wave heights exceeding a certain threshold have also been studied. Results show that the distribution for successive wave periods when the corresponding wave heights exceed the root-mean-square value of the wave heights, can be approximated by a multivariate Gaussian distribution.The theoretical distributions are compared with observed wave data obtained from field measurements in the central North Sea and in the Japan Sea, with laboratory data and numerical simulations.     

豪华邮轮耐波性及救生艇砰击载荷特性研究

利用基于三维势流理论的Wasim软件,系统研究了在不同海况下大型豪华邮轮的耐波性能及作用在救生艇上的砰击载荷。首先计算豪华邮轮在规则波和不规则波中的运动响应,分析航速、浪向和海况对豪华邮轮运动响应的影响规律,然后计算救生艇在不同海况下砰击载荷的变化规律,根据变化规律评估救生艇在实际航行中的安全性。结果表明：豪华邮轮运动响应幅值随着航速和海况的增大整体呈增大趋势,规则波中横摇运动响应幅值在浪向90°时最大;当豪华邮轮处于4级和6级海况时救生艇不发生砰击;当豪华邮轮处于8级海况且航速大于10.29 m/s时救生艇发生砰击,为保证救生艇的安全,邮轮应避免在浪向120°和浪向150°下航行,此时建议邮轮以低于12.35 m/s的航速迎浪180°航行。     

基于高斯烟羽模型的船舶尾气扩散研究

为有效对港区大气污染进行治理、分析船舶尾气,本文详细介绍了一种基于高斯烟羽模型,通过MATLAB模拟仿真模型,其包括实验仿真过程、技术原理及理论模型对船舶尾气扩散进行的研究。该模型是在传统的高斯烟羽模型的基础上,通过对实源像源进行加权选择输入参数;通过矢量合成确定了气体扩散的方向,利用合成后的"风速"进行计算仿真,有效模拟了船舶尾气在港区或者海洋环境中的气体扩散模型。其模型简单且可以有效模拟船舶尾气扩散。并且进一步对后续模型的精确优化进行分析。