Recent developments in “added-mass” planing theory

Payne, Peter R.

doi:10.1016/0029-8018(94)90002-7

Cited by 29 publications

(4 citation statements)

References 14 publications

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“…(e.g., Pierson [195o], Pierson et al 195o, 1954. Payne, 1988, 1994 There is a close analogy between the flow in Fig. 1 and the flow under a flat planing plate, shown in Fig.…”

Section: Water Rise and Splash-upmentioning

confidence: 88%

The water rise in front of a model planing hull

Payne¹

1994

Experiments in Fluids

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It is known that the water "splashes-up" or rises above the undisturbed surface immediately in front of a planing surface. This rise is greatest in front of a flat planing plate and a number of attempts have been made to reduce the experimental measurements of this phenomenon to some kind of order. Since it was first independently proposed by both Schnitzer and Smiley in 1952, all attempts to correlate the flat plate splash-up have started with the assumption that splash is only a function of the immersed length of the plate and is independent of trim angle at least below about 2o% In part, this was because the three early studies which compared this hypothesis with experimental data omitted those portions of the data which did not support the hypothesis.The present paper concludes that this forty year old hypothesis is fallacious and that the water rise in front of any prismatic planing surface is best approximated by k sin2z where d is the vertical water rise at the water/keel intersection; b is the beam; l is the submerged length of the keel; z is the trim angle; k is a constant determined from experiment, approximated by; k=ze -263, where fi is the deadrise angle in radians.It might be thought that this is a slight contribution, of little practical import, but for one thing. Starting in the 195o's most towing tank experimenters in the United States abandoned the difficult measurement of model draft and obtained only the "actually wetted length" from underwater photographs. But theoretical planing force calculations require a knowledge of the relationship between a hull and the undisturbed water plane. Thus if modern experimental data is to be compared with theory, it is necessary to estimate what the undefined splash-up or water rise was during each experiment, in order to estimate the model's true position in space.The paper concludes by criticizing the format of some modern reports of experiments with model planing hulls and suggests that, in addition to the usual graphical presentations, measured data should always be reported numerically. Also, that when relevant data is omitted from a plot, the facts of such omission should be clearly stated. Water rise and splash-upThe fastest boats are planing craft. As the name implies, the dynamic forces developed on the relatively straight (fore and aft) bottom of such a craft lift it up in the water, so that its actual wetted surface area on calm water is only a small fraction of its total plan area. Ideally, the wetted surface area varies inversely as the square of the boat's speed, so that the high speed resistance is roughly independent of speed. The total hydrodynamic resistance of such a craft is the sum of the skin friction on its bottom and a pressure drag term. For the simplest case of a prismatic planing surface, the pressure drag is R sinz, so that the energy input associated with this drag component is uoR sinz. Half this energy is dissipated in the downwards deflection of the water which produces the dynamic force R and the other half appears ...

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“…(e.g., Pierson [195o], Pierson et al 195o, 1954. Payne, 1988, 1994 There is a close analogy between the flow in Fig. 1 and the flow under a flat planing plate, shown in Fig.…”

Section: Water Rise and Splash-upmentioning

confidence: 88%

The water rise in front of a model planing hull

Payne¹

1994

Experiments in Fluids

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“…The underwater surface was recorded and both models were found to experience instability when the wetted surface remained close to the keel (the waterplane became narrow). Katayama et al developed a sectional heel-restoring moment equation based on formulas proposed by Smiley (1952) and Payne (1994) that showed the heel-restoring force decreased as a result of the point of action Manuscript received at SNAME headquarters May 3, 2012; revised manuscript received October 12, 2012. approaching the keel line. Lewandowski (1996) developed the heel-restoring moment for a planing hull as a static restoring moment combined with a dynamic restoring moment.…”

Section: Introductionmentioning

confidence: 99%

Measurement of Hydrodynamic Coefficients on a Planing Hull Using Forced Roll Oscillations

Judge¹,

Judge²

2013

Journal of Ship Research

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For planing hulls, dynamic lift reduces the submergence of the hull, allowing small motions to result in large changes in hydrodynamic forces and moments. This article explores various modeling assumptions associated with transverse plane dynamics in roll and the hydrodynamic forces in the planing regime. The significance of nonlinearities in the roll hydrodynamic forces for planing hulls was investigated with regard to roll amplitude, model speed, model displacement, and roll oscillation frequency. A wooden 20 deadrise prismatic planing hull was tested at steady roll angles and in dynamic roll at various roll amplitudes and frequencies. Two displacements, three model speeds, three roll amplitudes, and four roll oscillation frequencies were tested. The measured wetted lengths, roll-restoring coefficient, roll-added inertia coefficient, and roll-damping coefficient are presented. The roll-restoring moment is found to be nonlinear with roll amplitude, the added inertia coefficient shows some dependence on model speed, and the roll-damping coefficient shows some amplitude dependence.

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“…It is worth noting that V accounts for the wave vertical orbital velocity, thus implicitly including the wave elevation. The crossflow drag term, typically adopted in 2D+t models in order to account for the increase of the added mass in wet-chine conditions, is not included since the incremental added mass coefficient of Payne [20] is considered. This assumption leads to the following formulation of the sectional added mass:…”

Section: 21mentioning

confidence: 99%

“…where r is the wave elevation, θ is the pitch angle and zk is the vertical position of the keel line. The formulation of Payne [20] is adopted for the pile-up coefficient. It is worth pointing out that, dealing with a 3-DOF model, the wave direction (with respect to the boat horizontal axis), µ, is accounted in the wave elevation: / = / 012 3012 − 4…”

Section: 21mentioning

confidence: 99%

Towards the development of smart weather routing systems for leisure planing boats

Ciampolini

Balduzzi

Romani

et al. 2022

J. Phys.: Conf. Ser.

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Weather routing (WR) systems are widely adopted in the maritime transport since safety of goods and saving of fuel are crucial for shipping companies. However, the need of protecting the local coasts and reducing CO2 emission is making WR attractive even for the market of leisure boats, especially if comfort and safety are also accounted. In the present study, a prototype of a WR system is presented. The developed tool implements the Dijkstra’s algorithm to find the fuel-optimal path while ensuring comfort and safety. A computationally efficient digital twin of a planing boat, based on a 2D+t model and a powertrain mapped model, has been implemented for the estimation of the fuel consumption and the evaluation of vertical accelerations. The methodology for the acquisition of online weather data is presented, together with the strategy for the assessment of comfort and habitability. The application of the WR tool in a typical path of the Tuscan Archipelago shows improvements in fuel usage and comfort even in moderate weather conditions. The influence of each weather variable on fuel efficiency is assessed, highlighting the requirement of an accurate dynamic modelling. Criteria for the graph design are also outlined, showing a wrong estimation of comfort and fuel usage in case of low-definition graphs. The paper proves the potential and the effectiveness of the developed tool, moving toward a greener and more comfortable navigation in local seas.

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Recent developments in “added-mass” planing theory

Cited by 29 publications

References 14 publications

The water rise in front of a model planing hull

The water rise in front of a model planing hull

Measurement of Hydrodynamic Coefficients on a Planing Hull Using Forced Roll Oscillations

Towards the development of smart weather routing systems for leisure planing boats

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