J. Journee. The Behaviour of Ships in A Seaway

THE BEHAVIOUR OF SIIIPS
IN A SEAWAY
J.M.J. Journée
Report No. 1049 May 1996
TIJDe1ftacit. of Mechanical Engineering and Marine Technology

Ship Hydromechanics Laboratoiy
Deift University of Technology
CIP-DATA KOMNKLUKE BIBLIOTHEEK DEN HAAG
Journee, Ir. J.M.J.
The Behaviour of Ships in a Seaway - Ir. J.M.J.. Journee - Deift:

Faculty of Mechanical Engineering and Marine Technology,
Deift University of Technology.
With ref.
ISBN 90-370-0142-4
Subject headings: Seaway; Ship Motions; Strip Theory;
Technische Universiteit Deift, Faculteit der Werktuigbouw-

kunde en Maritieme Techniek,
Bibliotheek WbMT
Mekelweg 2,
2628 CD Deift
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pagina van het bock, mcl. het kopje
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Abstract
This course book is written in behalf of a, course on. free-surface waves for PhD students
(AlO's) of the "J.M. Burgersçentrum" of the Deift University of'Technology, held at 20-24
May 1996 in Deift.
It is the responsability of a naval architect to insure not only that the ship can safe ride
out the roughest storms but that it can proceed on course under severe conditions with
a minimum of delay or carry out ther specific missions succesfully. 'So knowledge about
the wave inçluced motions of ships, sailing in a seaway, is' important. 'both in design and
in operational studies.
This course book deals with the, problem 'of predicting these motions, using the' linear
two-dimensonal 'strip theory.
A 'brief'survey of the general aspects of free-surfáce fluid problems based on the pötential
theory is given. The determination of t'he hydromechanic, potential coefficients and the
exciting wave 'loads are treated in détail. For surge and roll motions, non-li:iîear viscous
'effects 'are accounted' for. Wi'th' this, the 'equations of'rnotion for six dgrees of freedom of
the ship can be solved and the responses in regular waves are' known. Attention 'is 'paid
to the determination of the added resistance due waves and the shear forces and 'bend'i'ng
and torsional moments. 'As a consequence of t'he linear theory, the results in irregular
waves are obtained by adding together results from regular waves of different amplitudes,
frequencies and propagation directions, A review of 'the statistics of the' irregular sea ,and'
the resulting irregular motions and structural loads is given Finally, attention is paid to
operation of ships and operability limiting criteria.
C ont ent;s
i Introduction i
2 Potential flow theory 7
3 Principle of equations of motion 19
4 Hydrodynamic coefficients 29
4.1Experimental determination 32
4.2Theoretical determination 41
43 'Non-linear damping 48
5 Hydromechanic loads 55
6 Exciting wave. loads 75
7 Responses in regular waves 91

7.1 Motions 92
7.2 Added .resitances 101
73 Shear forces and bending, moments 107
8 Responses in irregular waves 115

8.1 Wave spectra and statistics 116
8.2 Response spectra and statistics 12:7
9 Behaviour of ships in a. seaway 135

.9.1 Shipping water and slamming . 137
9.2 Roll stabilisation . 145
93 Sustained sea speed .
156
A Conformal mapping of cross. sections 169
B 2-D theory of Ursell and Tasai 175
C 2-D theory of Frank 189
References 197
Chapter 1
introduction
This course book is written in behalf of a course on freesurface waves for 'PhD students
(AlO's) of the "JM. Burgerscentrum" of the Deift University of 'Technology, held at 20-24
May 1996 in Deift.
In the second part of the last century William Froude proposed to built what would
become the the world's first towing tank at Torquay in Great Brittain. He had recently
developed scaling laws for predicting the resistance of ships from tests on ship models
and he intended to use this tank for the required scale model experiments. The British
Admiralty accepted Froude's proposal oi the condition that he also used the tank to
investigate the ways: of reducing the rolling motion of ships.
At March 3 in 1872 the first indoor professional model test in the world had been carried
out in a basin of85 x 11 x 3 metre.
Figure 1.1: World's first towing tank of William Froude in Tórquay
In due course towing tanks were built in many countries. These were often fitted with
wave makers, which allowed the study of the behaviour of Ship models in waves. These
early model experiments results in some limited developments in the study of seakeeping
Introduction 2
in regular waves. However, these experimental results could not 'be used to predict the
actual performance of ships at sea, because no technique for relating the behaviour of the
model in the regular waves of the Iaboratory to the behaviour of the ship in the chaotic
environmental conditions of the real ocean was available.
This situation prevailed for many decades until 1953. Then, St Denis d Pierson showed
how this problem could be solved using the techniques of spectral analysis borrowed from
the field of electromagnetic communications.
About the same time theòretical methods of predicting the behaviour of ships in regular
waves were being developed. A real breakthróugh came in 11949 with Ursell's theory for
predicting the characteristics of the flow around a circular cylinder, oscillating in the free
surface of a fluid. Classical transformation techniques allowed these results to be applied
to a wide range of shapes of ship-like cross sections.
The fundamentals of modern ship motion theory was born and fast developments in
computer hardware since then enabled scientists to produce reliable and practical tools
for predicting and judging the behaviour of a ship, sailing in a seaway..
Since that time seakeeping has remained an active field of research. Possibilities for
the prediction of long-term motion statistics and operational effectiveness and critria
determination have been added to the tools of the naval architect. Seakeeping performance
prediction should be a routine now in any ship design office
These developments have been accompanied by specialist papers and publications of the
learned societies and research institutes.
Readily obtainable literature on seakeeping,. covering most of the essential aspects in some.
detail, can be found in the following three references:
Principies of Naval Architecture,
Volume III: Motions in Waves and Controllability
by E.V. Lewis (editor).
The Society of Naval Architects and Marine Engineers,
601 Pavonia Avenue, Jersey City, New Jersey, USA, 1989,
ISBN 0.939773-02-3.
Seakeeping, Ship Behaviour in Rough Weather
by A.R.J.M. Lloyd.
Ellis Horwood Limited, Market Cross House, Cooper Street,
Chichester, West Sussex, P019 1EB England, UK, 1989,
ISBN 0-7458-0230-3.
Sea Loads on Ships and Offshore Structures
by O.M. Faltinsen.
University Press, Cambridge, UK, 1990 / 1993,
ISBN 0-521-37285-2 / ISBN 0-521-45870-6.
This course book show an overview of the most relevant parts of the 2-D theory on ship
motions in regular and irregular waves, as used nowadays For this, used has been made
of the previous references.
Introduction.
For a considerable part also use has been made of a previous report of the aUthor, titled:
Strip Theory Algorithms
by J.M.J.. Journée.
Deift UnIversity of echnology, Shiphydrornechanics Laboratory,
Mekeiweg 2',, 2628 CD DeIft, the Netherlands, Report 912, March 1992,
ISBN 90-370-0068-i.
Some examples of nowadays important seakeepi:ng and wave 1ad problems for ships as
given by Faltinsen (1990/1993), are illustrated in figure 1.2 and follÒwed here by his
comments on these phenomena.
Local motions Accelerations
Slamming Water on deck
Effect of breaking waves Liquids(oshing in tanks
Wove bending moments and shear forces
Figure 1.2: Some seakeeping aiid wave load prôblems for ships'
(Faltinsen, 199C/1993)
introduction 4
In particular, vertical accelerations and relative vertical motiöns between the ship and the
waves are j:rnportant responses. Accelerations détermine loads on cargo and equipment
and are an important reason for seasickness. The relative vertical motions can be used
to evaluate the possibility and damage due to slamming and water on deck. Slamming
means an impact between the ship and the water, Fôr a ship it is important to avoid
slamming as well as water on deck because of theresulting local damage of the structures.
Rolling may be a problem from an operational point of view of fishing vessels, crane
vessels, vessels with high deck cargo, passenger ships and naval vessels.
Means to reduce the rolling of a ship are therefore of interest. Examjiles are bilge keels,
anti-rolling tanks and actiye fin stabilisers. For smaller ships, roiling in combination with
either wind, water on déck or motion of the cargo can cause the ship to capsize. Another
important reason for capsizing of smaller ships is breaking waves. 'Several accidents at
sea have been explained by breaking waves.
Following seas can cause different critical capsizing situations. If the wave profile is
stationary relative to the ship, the ship may be statically unstable in roll relative to the
waterline defined by the w ave profile. The ship may also lose its directional stability in
following waves. This can happen when the frequency of encounter between the ship arid
the waves is small. The result is an altered course relative to the waves. This situation is
called "broaching" and is most critical with respect to capsizing of ships with small static
stability.
Liquid sloshing in tanks may be a problem for bulkships, combination ships OilBulk'Ore
(OBO), Liquid Natural Gas (LNG) carriers and tankers loading at offshore terminals.
There are two reasons why the fluid motion in a tank can be violent. One is that ,a
natural frequency of the fluid motion in the tank is in a frequency domain where there' is.
significant ship motion. The other reason is that there is often little damping connected
with fluid motion in a tank. If the excitation frequency is close to a natural frequency of
the tank motion, a strong amplification of the fluid motion in a tank will occur. Liquid
slòshing can cause high local pressures as well as large total forces. Both effects may be
important in ship design.
For larger ships, wave-induced bending moments, shear forces and torsional moments
are important. Especially, for open container vessels the torsional moments can play an
important role. '
More specific problems are whipping and springing. Whipping is transient elastic vibra-
tion of the ship hull girder caused for instance by slamming. Springing is steady-state
elastic vibration caused by the waves and is of special importantce for larger oceangóing
ships and Great Lake carriers. Springing is due to both linear and non-linear excitation
mechanisms. The linear exciting forces are associated with waves of small wavelengths
relative to the ship length.
Introduction 5
Ship motions and sea 1òads can influence the ship speed significantly .due to voluntary
and involuntary speed reduction.
Voluntary speed reduction means that the ship's master reduces the speed düe to heavy
slamming, water on deck or large accelerations. involuntary speed redùction is the result
of added resistance of the ship due to wind and waves and changes in the propeller
efficièncy due to waves.
Information like this nay be used to choose optimum ship routes based on rèlevant criteria
like the lowest fuel consumption or the shortest time of voyage.
Criteria for acceptable levels of ship motions have been discussed in literature. Also con-
siderations have been given to hull safety, operation of equipment, cargo safety, personnel
safety and efficiency.
Chapter 2
Potential flow theory
Suppose a rigid body, floating in an ideal fluid with harmonic waves. The time-averaged
speed of the body is zero in all directions. To get simple notations it is assumed here that
the O(x, y, z) system is identical to the S(xo, Yo, za) system. The z axis and z0 axis are
positive upwards.
The linear velocity potential of the fluid is splitted into three parts:
(x,y,z,t) = + +
in which:
= the radiation potential for the oscillatory motion of the body in still water
the incident undisturbed wave potential
the diffraction potential of the waves around the restrained body
Boundary conditions of the velocity potentials

From the definition of a velocity potential c1 follows the velocity of the waterparticles in
the three translational directions:
vs -aôx- vy -
a
a
V2 -, -
az
As the fluid is homogeneous and incompressible, the continuity cindition:

a a a
ax ay az
results into' the equ3tion of 'Laplace for potential flows:

2 2
a2
ax ay2 az2
=0
The pressure in a point P(x, y,z) of the fluid is given by the linearised equation of
Bernoulli:
Potential flow theory 8
p = p-- - pgz or: + g( =p-
At the free surface of the fluid, so for z x, y, z, t), the pressure p is constant.
Because of the linearisation, the vertical velocity of a waterparticle in the free surface
becomes:
dz
dt - ôz
8( dx a dy 8c dz
- ôxdt + +
¿iy dt 9z dt
at
With this, the boundary condition at the free surface can be written as:
ô2 a
=0 for: z = 0
This boundary condition at the free sirface applies :for the sum of the velocity potentials
as well as for each individual component.
The boundary coiidition on the bottom, following from the definition of the velocity
potential, is given by:
=0 for:z=h
The boundary condition at the surface of the rigid body plays an important role too. The
velocity of a waterparticle in a point at the surface of the body is equal to the velocity of
this point of the body itself.
The outward normal velocity v,, in a point P(x, y, z) at the surface of the body (positive
in the direction of the fluid) is given by:
= v(x,y,z,t)
Because of the linearised problem, this can be Written as:
= vfl(x,y,z,t) = Evjfj
Potential flow theory . 9
with the (generalised) direction-cósiñes on the surface of the body:
fi - cos(n, x)
f2 = cos(n, y):
f cos(n, z)
f ycos(n,.z') - z cos(n,, y)
fs=zcos(n,x)xcos(n,z)
f6 = x cis(n, y), - y,cos(n, x).
Finally the radiation cóndition states that when the distance R of a waterparticle to the
oscillating body tends to infinity, the potential value tends to zero:
um =O
Roo
Forces and moments,

The forces, P and. moments M follow from an integration of the pressure on the submerged
surface of the body:
P= -f f(p.ñ)dS
(xdS
The pressure follows, according to the linearised equation of Bernoulli, from the velocity
potentials by:
p = p-- - pgz
= ' íô 8
+ öt +
«9d\ - pgz
The hydromechanic forces P and moments M can be spiitted up into four parts:
F1r±Ftb+Fd+FS
MMr+Mw+Md.+Ms
Potential flOw theory 10
or:
F= JJI--+
f 84,. ô
ñdS
_ f ör &1W
M=pjJ_5-± ¿it
x il)dS
in which P. and ü are the hydrostatic parts.
Hydrornechanic forces and moments

The radiation potential 1r belongs to the oscillation of the body in still Water.
It can be written:
6
y, )- (x,y,z,t)
j=1
= j(X,y,Z) v(t)
in which v(t) is the oscillatory velocity in direction j.
The normal velocity on the surface of the body can be written as:
The generalised direction-cosines are given by:

Oçb
¿in
With this the radiation terms in the hydromechanic forces and moments are:
F=jjf ---)fldS
pJj ildS
=
and:
Âi = j;f (or) (x il)'dS
(ô 6.
jj x i)'dS
The components of these radiation forces and moments are defined by:
= (Xrì,Xr2,Xr3)
A'I = (X,.4 , Xr5, X,.6)
with:
Xrk fdS
= Jj
(36) thfkdS for: k=1,...6
In this expression j and k are not time-depending, so the expression reduces to:'
Xrk = > for: k=1,...6

j=1
with:
Xrki = 1d5
This radiation load Xrkj in the direction k is caused by a forced harmonic oscillation of
the body in the direction j.
Suppose a motion:
s, = Sa
The velocity and acceleration of the oscillation are:'

= V, =
dv
'ZW25a e_2C?t
dt
The hydromechanic force can be splitted into a force in phase with the acceleration and
a force in phase with the velocity:
Xrk = Mk - Nk.3
(SajW2Mkj
+ SajWNkj) et
= (_aj2pj r-ds) e_Wt
s
So in case of an oscillation of the body in the direction j with a velocity potential j, the
hydrodynamic mass and damping (coupling)coefficients are defined by:
= _e{Jfds} N, = _m{PwJJbidS}
In case of an oscillation of the body in the direction k with a velocity potential k, the
hydrodynamic mass and damping (coupling) coefficients are defined by:
= _e{PJjctkids} = _rn{PwiJcikds)
s
Suppose two velocity potentials j and k and use Green's second theorçma for these
potentials:
JJ J (qj V2q5k - V) dV*

= J J (q k)
In these expressions S is a closed surface, with a volume V, consisting of the wall of a
vertical circular cylinder with a very large radius and inside this cylinder the seabottom,
the watersurface and the wetted surface of the floating body; see figure 2.1.
The Laplace opçrator is given 'by:

82 82 82
So according to the equation of Laplace, it can be written:
V24j: = V2k = O
q' +o.
R'-' -
Figure 2.1: Boundary conditions
This results into:

adS
6
= J çb,;--2-dS
The boundary condition on the wall of the cylinder, the radiation condition, is:
hrn =O
R+oo ch
The boundary ;condition on the seabottom is:
an
for: z = h
The boundary condition at the free surface:

ô2 a
=o for: z =0
becomes for 'I' =

_w2g =O for: z =0
or with k = for deep water:
for: z=O
z
So for the free surface of the fluid can be written:

achk ôchk
and
ôz an Ôz -
When taking these boundary conditions into account, the integral equation over the sur-
face S* reduces to:
in which S is the wetted surface of the body only.

This means also that:
Mk Mk and Nk = Nk
Because of the symmetry of a ship some coefficients are zero. See also Timman and
Newman (1962) for the forward speed effects.
The two matrices with the existing hydrodynamic coefficients are given below.
¡M11 O M13 0 M15 O \
0 M22 '0 M24 O M26
M31 0 M33 0 M35 O
Hydrodynarnic mass matrix:
O M42 0M44 O M46
M51 0 M53 O M5 0
\ O M62 0 M64 O M66j
IN O N13 O Ni O \
O N22 O N24 O N26
Hydrodynarnic damping ¡ntrix:
N31 O N33 0 N5 O
0 N42 0 144 0 P46

1Y51 0 N53 '0 N55 O
O N62 O N64 O N66)
Wave potentiál
The velócity potential ' of the harmonic waves has to fulfil three boundary conditions:
- the equation of Laplace:
a2 a2
ax + ay
az
- the boundary condition on the bottom:
aw =0 for: z = h
öz
- the dynamic boundary 'condition 'at thefree surface, which f011ows from the linearized
equation of 'Bernoulli:
aw for: z O
With this the corresponding wave potential', dpending on the waterdepth h, is' given by
the relation:
g coshk(h+z)
a sin(wt - kx cos/ - ky sin p)
cosh(kh)
The dispersion relation follows fröm the kinematic boundary condition at the free surface:
= kgtanh(kh)
With a known definition 'of the wave potential, the' pressures in the fluid and the orbital
motions of the waterparticles can be obtained.
Some examples of 'the effect of the waterdepth on the paths' of individual waterparticles
u'nder a wave are presented in figure 2.2.
Depth2 m Depth 10m Depth 100m

S,f ace
-,
Bonem
Figure 22; Orbit shapes under a 100' metre' wave

('lloyd, 1989)
When calculating the hydromechanic forces and the wave exciting forces on a ship, it is
assumed:
X Xb YYb ZZb
in case of a forward ship speed, the wave frequency w has to be replaced by the frequency
of encounter of the waves e
This leads to' 'the' following expressions for the wave surface 'and the first order wave
potential in the G(xb,yb, zb) system:
C 'Ca0(et - kxbcosiz - kybsinít)

and
-- w:1_. coshk('h'±zb) a SIfl( Wet - kxb cos ji - kyb sin jz)
cosh(kh)
Wave and diffraction forces and moments
The wave and diffraction terms in the hydrornechanic fórce and moment are:
Fd = Pf j
and:.
Mw+Md=PJj 1w +--
ôd x il)dS
¿t
For the determination of these wave forces and moments it is supposed that the floating
body is restrained at zerO forward speed.
Then the boundary conditión on the surface f the body reduces to:
= aW+ad =o
ön ¿in
Define now:
b(x,y,z,t).= çb(x,y,z) .
y, z, t) = 7d(X, y, z) .
This results into:

öÇbd
an - - an
With thisand the expressions for the generalised direction-cosines it is found for the waye
forces and moments on the restrained body in waves:
Xwk = _ipe_2wt + Çbd)fkdS

fj
for: k= 1.6
s,
The potential of the incident waves is known and the diffraction potential d has to
be determined.
Green's second theorema delivers:
Jjçb-idS f jk--dS
With:
ôn
it is found:
Jjdzls.= _fjkdS
which results into the so-called Haskind relations:
ipeJJ (ak ± dS for: k=1,...6
With this the problem of the diffraction potential has been eliminated, because the ex-
pression for X. is depending on the Wave potential and the radiation potential
only.
These Haskind relations are valid for a floating, body with a zero time-averaged speed in
ali directions only.
Newman (1962) however, has generalised these Haskind relations for a body with a con-
stant forward speed. He derived equations which differ only slightly from those found by
Haskind. According to Newman's approach the wave potential has to be defined in the
moving 'O.(x, y, z)i.system.. The radiation potential has to be determined for the constant
forward speed case, taking into account an opposite sign.
These Haskind relations are very important They underlies the relative motion (displace-
ment-velocity-acceleration) hypothesis, used in the strip theory
The corresponding wave potential. at an infinite waterdepth is given by the relatiöns:
= g- kz
e sin(wt - kx'cosfL - kysin i)
Zag ekz eik(cosL+Y'sin1)e_iwt
and
i(ag
e
w
The velocity 'of the Waterparticles in the direction of the outward normal n on the surface
of the body is:
íO .OX
On
=ç5ki z(cosp±--sin'
\On 'On On
- - i(fi cos. + f2 sin
Then the wave loads are given by:

jiwt JJ çbthfkdS
s
+ipet'k Jf (3 - i(fi cos ,a+ 12 sin))dS for: k=1,...6
The first term in this expression for the wave forces and moments is the socaI1ed Froude-
Krilov force or moment. The second term is caused by the disturbance because of the
presence of the body.
Hydrostatic forces and moments

These are given by:
xwk=pgff.zfkds for: k=1,...6
Chapter 3
Principie of equations of motion
A right-handed coordinate system S(xo,yo,zo) is fixed in space. The (XÖ, yo)-piane lies in
the still water surface, x0 is directed as the wave propagation and z0 is directed upwards.
Another right-handed coordinate system O(x, y,, z) is moving forward with a constant ship
speed 'V. The directions of the axes are: x in the direction of the forward speed V, y in the
lateral port side direction and z upwards. The ship is supposed to carry out oscillations
around this moving O(x, y, z) coordinate 'system., The origin O lies above or under' the
tine-averaged position of the centre of gravity G. The (x, y)-plane lies in the still 'water
surface.
A third right-handed coordinate system G(xb, Yb, zb) is connected to the ship with G' at":..
the ship's centre of gravity. The directions 'of the axes are: xb in tbe.'longitudinai forward
direction, Yb in the lateral port side directin and' zb upwards. In still water, the (xb, Yb)-
plane is parallel to the still water surface. '
Figure .3.1: Coördinate systems

Principie of equations of motion 20
The harmonic elevation of the wave surface (is defined in the space-fixed coordinate
system by:
C (acos(wt - k )
in which:
wave amplitude
k 2ir/.A =. wave number
wave léngth
w .= circular wave frequency
t = time
The wave speed c, defined in a direction with an angle t relative to the ship's speed vector
V, follows from:
Cz
The righthanded coordinate system O(x, y, z) is moving with the ship's speed V, which
yields:
= Vt cos fi + x cos p + y sin t
From the relation between the frequency of encounter We and the wave frequency w:
= w - kV cosfi
f011Ows:
C (a COS( Wet - kx cos ¡t ky sin ¡i)
The resulting six shipmotions in the O(x, y, z) system are defined by three translations of
the ship's centre of gravity in the direction of the x-, y- and z-axes and three rotations
about them:
surge: X = Xa cos(wet + cc)
sway.: y Ya cos(wt + )
heave: z = za 05( Wet + ZC)
roll: = Çba COS(Wet +
pitch: O = Oa cos(wt .+ g)
yaw: = a cos(wt + )
The phase lags of these motions, are related to the harmonic wave elevation, at the origin
of the O(x, y, z) system, the average position of the ship's centre of gravity:
wave: C= (a cos(wt)
.Principiè f equations of motion 2l
The harmonic velocities and accelerations in the O(x,y,z) system are. found by taking the
derivatives of the displacements,. for instance:
roll displacement: çbacos.(wet + c)

roll veloci:ty: = WÇba Sifl( Wet + c)
roll accelèration: = WÇba cos(wet + )
0cos.(wt+)
TV
Figure. 3.2:. Harmonic wave and roll signal
The equations of motions in a space fixed system of a r.igid body follow from Newton's
law of dynamics.
The vector .equations .for the translations of and the rotatjons about the .centre of gravity
are respectively given by:
and
in which:
F resulting external force acting in the centre of gravity
rn = mass of the rigid body
U = instantaneous velocity of the centre of gravity
M = resulting external moment acting about the centre of gravity
H = instantaneous angular niomentum about the centre of gravity
t = time
The .tötal mass of the body and its distribution over the body is considered to be constant
with time. This assumption is normally valid during a time which is large relative to the
period of the. motions.
Principle of equations. of motion 22
When assuming small motions, symmetry of the body and the axès x, ,y and z to be
principal axes,. it canj be. written for the motions of a ship:
Surge: =pVx =Xh1+X1

Sway:. =pV? = Xh2 + X2
Heave: =Xh3+X3
Roll: =I-1.b =Xh4+X4
Pitch: = lxx Ö = Xh5 + Xw5
Yaw: = 'zz - 'za; X6 + X6

in' which:
p density of water
V = volume of displacement of the ship
I, = solid mass moment of inertia of the ship
X,3, Xh2.,. Xh3 = hydromechanic fOrces in the x-, y- and z-direction tespectivèl'
XF4, Xh5, Xh6 = hydromechanic moments about the x-, y- and z-axis respectively
X1, X2, X,3 = exciting wave forces' in the x-, y- and z-direction respectively
X4, X6 = exciting wave moments about the s-., y- and z-axis respectively
The solid mass matrix is given below.
(pV 0 0 0 0 0
pV 0 0 0 0'
pV
Solid mass matrix:
0
o
O
0
o
0
o
0
0
:0
oi
0 0
\ 0. O O Izx O
When the distribution of the solid mass of the ship is unknown, the moments of inertia
in here are often expressed in the radii of inertia and the ship's mass:.
i = L2pV with: k'0.35B - '0.45 B
I=k,2.pV with: k0.22.L - 0.28 L
pV with: ]ç 0.22 L 0.28 L
xz = 'za; = 0.0
Generally, in the full load condition of normal ships the radii of inertia and kzz are
smaller than in the ballast condition.
Principle of equations of motion 23
Because of symmetry and asymmetry'of motions, this results into two sets of three coupled
equations of motions:
Surge: pV - Xh1 = X,
Heave: pV - Xh3 =
Pitch: i O - Xh5 = X
Sway: pV - Xh2 Xw2
Roll: 1x1xz4 Xh4X4

Yaw: izz.Izx. Xh6=X5
After the determination of the in and out of phase terms of the hydromechanic and the
wave loads, these' equations can be solved with a numerical method,
Right hand terms

The so-called strip theory solves the three-dimensional problem of thé hydrornechanic
and exciting wave forces and moments on the ship by integrating the twodirnensionaI
potential' solùtions over the ship' 1ngth. Interactions between the cross sections are
ignored for the zero-speed case. So each cross section of the ship is considred to be: part
of an infinitely lông cy1inder see figure3.3.
Figure 3.3: Representation of hullform section shape by an infinite cylinder

(Lloyd, 1989)
Then the loads are:

Xh
=
j X. dx,, and Xi,,,
=
j X. dx,,
in which:
X. = sectional hydromechanic force or moment
XL,, = sectional exciting wave force or moment
Two assumpions are made Tor these loads:'

- the hydromechanic forces and moments are induced by the harmonic oscillations of
the rigid body, moving in the undi'sturbed surface of the fluid
- the wave exciting forces and moments are produced by waves coming in on the
restrained ship.
Due to linearity, the hydromechanic loads and the exciting wave loads can be added to
obtain the total loads, see figure 3.4.
motions in oscillation in restrained in

waves stili water in waves
Figure 3.4: 'Superposition of hydromechanic loads and wave loads
'Relative to an oscillating ship, moving forward 'in the undisturbed surface of theLfluid, the
equivalent displacements, velocities 'and' accelerations in the direction j 'of a waterparticle
in a cross section are defined by:
h' and
Dç.
} - Dt Ch
Relative to a restrained ship, moving forward in waves, the equivalent displacements,

velocities and accelerations in the directiön j of 'a waterparticle in a cross section are
defined' by:
Iw3,
D
3Wj - Dt 13t0j and ,*
Wj. -
_"f,*
Dt l'""i
In here:
D ça ô
Dtlat
is an operator, which transforms '(xo,yo,zo, t) to (x,, y, z,
Principle of equations of motiön 25
Accôrding to the "Ordinary Strip Theory", a moreor1essintiitive approach aspublished

by Korvin-'Kroukovsky and Jacóbs (1957) and others, the uncoupled two-dimensional
potential hydromechanic loads and wave loads in the direction j are defined by:
x.
xc,.
According to the "Mòdified Strip Theory", as published by Tasai (1:969) and others, these
loads become:
= -
= (i - --N) .
}+X
{
In the definitions of the two-'dimensional hydromechanic loads, the non-diffraction part

X,3. is the two-dimensional quasi-static restoring spring term, generally present for heave,
roll and pitch only.
In the definitions of the two-dimensional wave loads, the non-diffraction part Xk. js the
two-din ensional Froude-Krilov force or moment which is calculated by an integration of
the directional pressure gradient iii the undisturbed wave over the cross sectional area
of the hull. 'Equivalent directional components of the orbital acceleration and velocity,
derived from these 2-D Froude-Krilov forces, are used to calculate the diffraction parts of:
the total wave forces and moments.
Hydrodynamic potential coefficients

The two-dimensional potential hydrodynamic coefficients for sway, heave and roll can be
derived by a two-dimensional potential theory for the zero forward speed case, as for
instance given by Ursell (1949), Tasai (1959), Tasai (1960) and Tasai (1961).
This theory can be used after a conformal mapping of the cross sections to the unit
circle. The simplest way here is to use two mapping coefficients derived from the local'
breadth to draught ratio and the seçtional area cöefficient, the "Two-Parameter Lewis
Transformation Method".
When including information on the vertical location of the centròid of the cross section,
three mapping coefficients can 'be found, the "Three-Parameter' Lewis Transformation
Method".
Also a more accurate conformal mapping, based on a least squares method, with up to
10 mapping coefficients' can be used, the "Close-lit Conformal Mapping Method".
Another suitable method to determine the two-dimensional potential hydrodynamic co
efficients for' sway, heave and roll is the "Frank Close-Fit Method" (Frank (1967)). T'his
method determines the velocity potential of a floating or a submerged oscillating cylinder
of infinite length by the integral equation method utiliing the Green's fünctjon,, Which
represents: a pulsating .source. below the free sirface
For the surge motion, a moreor lessempiric procedure has followed by the author (Journée
(19.92)). An equivalent loiïgitudinai cross section has been defined.. For each frequency, the
two-dimensional potential hydodynamic sway coefficient of this equivInt cross section
is translated to two-dimensional potential hydrod:ynamic surge coefficients by an empiric
method, which i based on theoretical results of three-dimensional. calculations.
End-terms
From the previous, it is obv:iòus that in the equations of motion longitudial derivatives of
the two-dimensional potential mass M1Ç. and will appear
From a mathematical point of view, these derivatives have to be determined numerically
in such a manner that the following relation is :fúlfifled.:
Vb(L)
i .df(x) 4f@r,,)
dx,, f(L) =
I
J dx,,
aXb
f(0).+ J o
Xb(0)
with:
x,,(L) - Xb(0) and f(x,,) = Mt(x) or f(x,,) = N(xò)
All numerical integrations in strip theory calculations are carried out in the region:
x(0) <Xb x,,(L.)
Figure 3.5 Integration of longitudinal derivatives

Principle o equations of motion 27
In literature, the terms f(0) and f(L) are called "end-terms", defined by:
Xb(0)
df(x,) df(x)
fO)
f dxb, and f(L)
f
Vb(L)
dx6
Especially for high speed vessels, these end-terms can play an important role,
In case of an exclusion of end-terms in the hydrodynamic loads, the integration of the

derivatives has to be carried out in the region:
Xb(0) - Xb <xb(L) +
Then the integral, the first and second .order moments of the derivatives are given by:
'f' df(x,,) dxb = O

J dxi,
Xb(L)
[ df(x,
J
Xb(0)C
dx6
Xb dxb =
- j f(x) dx
Xb(L)
fdf(x)
dxb
dxb=-2 f f(x b dxb
Vb(0)
In case of an inclusion of end-terms in the hydrodynamic loads, the integration of the

derivatives has to be carried out in.the region:
Xb(0) xb <Xb(L)
Then the integral, the first and second order moments of the derivatives are given by:
Xb(L)
jdf(x6) dxb = f(0) + 1(L)

1b(0)
Xb(L) x(L)
f df(xi,
Xb dxb = j f(xb) dx - I(0) + f(L).. xb(L)
J
2b(0)
dxb - xb(0)
Xb(0)
Xb(L) Xb(L)
df(x,,
J dxb
dxb 2 j f(x) Xb dxb - 1(0) x(0) + 1(L) x(L)
Vb(0) Vb(0)
Principie of equations' oÍmotion 28
For the wave loads, these expressions can not be used, because these derivatives are
multiplied there 'ith xb-depending orbitai motion terms. In case an exclusion of end-
terms in the left hand side of the equations .of motion extra terms at x,O) and xb(L) have
to be introduced in the wave loads in the right hand side of the equations of motion,
Mark that the expressions exclusion and inclusion of the end-terms' are confusing.
When determining the total' load's in the following, chapters, the end-terms are excluded.
Chapter 4
Hydrodynamic coeffcients
Damping of ship motions is caused by the generated waves whith dissipates the energy, of
the moving ship and by viscous effects such as skinfriction, vortices, etç.
For sway, heave, pitch and yaw motions the majör part of the dathping is caused by the
wave or potential damping. Then the contribution of the viscous damping can be 'ignored.
But for roll motions the contribution of 'the Viscous damping in the total damping is
important. Generally, the wave damping component for roll is relatively small.
Also for surge, the viscous damping can play an important role.
Observe a floating cylinder, carrying out a vertical harmonic oscillation in still water.
z zsinwt
-- W '
t c)
Figure 4.1: Oscillating 'floating 'cylinder

Hydródynamic coefficients '30
When supposing a small steepness of the radiated Waves the linear equation of the heave
motion is given by:
Z = Za51flWt
(pV+A22,).+B22.ì+C22 z=±F(t)
with:
w = circular frequency
t time
p = density of water
V volumeof displacement
A22 potentiail mass coefficient
B22 = potential damping coefficient
C2 = pgA = restoring spring coefficient
g = acceleration 'of gravity
A = waterline area
The work done by the mass, damping and spring force components in this equation per
unit of time T (one period of oscillation) is:
Za2(pV+
f(pV + 4) dt Jsinwt coswt dt = O
T T
i za2 B22w2 ¡
To
=
T
jcoswt.dt
2
= B22u2z2
i - z2ngAw'
J:sin wt coswt dt
o - o
with:
T' = 27r/w = 'oscillation period
dt = dz covered distance in dt seconds
It is obvious that only the speed-dependent potential damping term B22 dissipates
energy. The energy delivered by this damping force is equal to the energy dissipated by
the waves:
dt = BzzW2Za2 =2 pg2 L
Because the Wave velocity c = g/w, the right hand side of this equation becomes:
1 C pg2a2L
2.pg(a 2
2
L
2 2w
Then the potential damping coefficient per unit 'of length is defined by:
B22 pg2 (ca\2
L wza)
Rydrodynamic cóefficients 31
For the roll motions of a ship the wave damping is relatively small. The relation With the
breadth-draught ratio has been illustrated in figure 4.2.
2.5.
breadth.draught ratio
Figure 4.2: Roll damping
At a. breadth-draught ratio. of about 2.5., the average cross section of the ship approaches
a circular cross section, which has' no wave damping.
For very low breadthdraught ratios (paddle-type wave maker in a towing tank) and very
high breadth-draught ratios (wave damper of a towing carriage in a towing tank) the wave
damping component is very high.
4.1 Experimental determination
The hydrodynamic coefficients in the equations of motion can be obtained experimentally
by decay tests or by forced oscillation tests with ship models.
Free decay tests with a ship model in still water can be carried out for those motions only
which have a restoring ability, so the heave, pitch and roll motions. For these motions
the hydrodynamic mass and damping can be obtained from the decaying motions itself
at one frequency only: the natural frequency.
For the other ship motions surge, sway and yaw, this can be done by using external springs.
Then, the hydrodynamic coefficients can be found for a restricted range of frequencies,
by varying the stiffness of these springs.
With forced oscillation tests in still water the hydrodynamic mass and damping coefficients
can be obtained at any frequency of oscillation from the measured exciting loads. Also
the coupling coefficients between the motions can be obtained.
Experimental determination 33
Free decay tests

In case of pure free heaving in still water, the linear equation of the uncoupled heave
motion of the centre of gravity G is given by:
(pV ± A) . + B2 + czz z = O
This equation can be rewritten as:
+2v+wo2z=.O
in which the damping coefficient and the undamped natural frequency are defined by:
2v= ZZ
and w02 = ZZ
pV+A pV+A2
When defining a non-dimensional heave damping coefficient by:

u
WO
the equation of motion is given by:

2
+2,cwo ..+ z=O
Suppose that this system is deflected to sorne initial vertical displacement za in still water
and then reléased.
The solution of the equation of this decay motion becomes:
f V
Z = zac (coswzt+ _Siflwzt
Wz
Then the logarithmic decrement of heave is:
uT = icwoT = ioge{}
z(i) L
Because of the r.elation w2 'w02 u2 for the natural frequency and the assumption
u2 wo2 it can be written w2 w0, which leads to:
w0T wT = 2ir
Then, the non-dimensiönal heave damping is given by:

i f z(t) ) w0
=
+ T) 2C
Experimental determination '34
These ic-values can easily ben found when results of decay tests with a model in still
water are available.
TZ Tz
Z
Z0 e
Zat Z02 Za3
zzaeVt (coswt + -j SlflWt)

Figure 4.3: Determination of logarithmic decrement
Mind you that this damping coefficient is determined here by assuming an' uncoupled heave
motion. Strictly, this damping coefficient is not valid for the actual 'coupled motions.
Often the results of these free heave' decay tests are presented by:
as a function of
Za
with the' absolute value of the average of two successive positive or negative maximum
heave displacements, given by:
Za + Zai+i
Za 2
and the absolute value of the difference of the average of two successivepositive or negative
maximum displacements, given by:
= Za - Za
Then the non-dimensional heave damping coefficient becomes:
i
tc=log
27r
za
To avoid spreading, caused by a zero shift of the measuiing signal, double amplitudes can
be used toö:
- Za+i + Zai+2 - Za.+3
Za =
4
and the non-dimensional heave, damping coefficient becomes:
i I
ic =logÇ
27r
Za. - Za.+i
t - Za.+3
The decay coefficient ic can therefore be estimated from the decaying oscillation by deter-
minig the ratio between any pair of successive (double) amplitudes. When the damping
is very small and the oscillation decays very slowly, several estimates of the decay can
be obtained from a single r cord. The thethod is not really practical when u is much
greater than about 0.2 and is in any case strictly valid only for small values of ti, which
is generally the case.
With the previous, the potential mass and damping at the natural frequency can be
obtained:
and =
wo
The decay tests deliver no informatiön about the relation of the potential coefficients with
the frequency of oscillation.
For roll motions the successively found values for ic, plotted on base of the average roll
amplitude, will often have a noii-linear behaviour as illustrated in figure 4.4.
A behaviour like this can be desribed' by:
ic1 + ic2a + ic3
This holds that during frequency dOmain calculations, the damping term is depending on
the solution for the roll amplitude With a certain wave amplitude, this problem. can be
solved in an iterative manner.
A less accurate method. is to use a fixed Ça.
Product crrier, V = OEkiots
first experiment, positive angles

o first experiment, negative angles
secondexperiment, positive angles
.03 D second'experiment, negative angles
meanlinear and quadratic damping
C meanilinear and cubicdamping
a,
.0 7-
¿3 .02
O)
C
O-
E .7.0
ce
O
L.
Ì
.01
1 2 3 4 5 6
mean roll amplitude (deg)
Figure 4.4: Non-linear behaviour of roll dampirg coefficients
From free decay experiments with rectangular barge modèls at an even keel condition and:
with the centre of gravity in the waterline, it is found by Journée (1991) that the roll
damping 'coefficients can be' approximated by:
(B)2
= 0.00130
K2 = 0.500
in which B is the breadth and T is the draught of the barge.

Experimental determinatiòn. 37
Forced oscillation tests'
By means of forced: oscillation tests with ship rnodls, the relatiön between the potential
coefficients and the frequency of oscillation can be found.
The model is mounted on two vertical struts, spaced equally about the centre of gravity.
If the struts are oscillated 'in unison, so that', the strut motions aft and forward are the
same, the model executes a sinusoidal heave motion. 1f the strut motions are opposite,
so' a phase lag of 180 degrees, the model executes a sinusoidal pi'tch motion. All other
motions are restrained and the forces, necessary to impose t'he 'heave or pitch oscillation
are measured by transdúcers at the end's of the struts'and recordedLon suitable apparatus.
To avoid internal stresses, the aft transducer is fitted with a swinging link or mounted on
a horizontal sled.
A scheme of the experimental set-up for forced heave and pitch oscillations' is given in
figure 4.5.
Figure 4:5: Forced 'heave 'oscillation experiment
During the 'forced heave or pitch oscillations the' vertical motions of the transducer aft
and forward are zA(t) and ZF(t) respectively, with equal amplitudes' Za.
Then the motions of the model are defined by:
heave oscillations: z(t) ZA(t) = 'ZF(t) Za SiflWi
pitch oscillations:'
I ZA(t) - ZF(t)
0(t) = arctan1
j -
Za .
sinwt = Oa sinwt
During both type of oscillations, the heave forces and pitch moments can be obtained
from the measured forces in the'transducer aft F(t) and' the transducer forward F,p'(t):
heave force: F2(t) = FA(t) + FF(t) F si'n(t + EFE)
pitch moment: = r(FA(t) - FF(t)) JVIaSjfl:(Wt +Mz)
The linear equations during the heave oscillations are given by:
ai + b + cz = Fa sin(wt +.Fz)
d + e + fz Ma sin(wt + EMZ)
The components of the force and moment which are in phase with the heave motion are
associated with the inertia and stiffnes coefficients, while the quadrature components are
associated with damping.
W.ith:
Z = ZaSflWt Z = ZaWCO5Wt = ZaW2SflWt
we obtain:
Za (_aw2 + sin wt + ZabWCOS wt = Fa COS Fz Sfl wt + Fa sin Fz COS wt
Za
(_,2 . f) sinwt ± zaewcos wt = Ma COS'fMz Sjfl wt + Ma Sjfl Mz COS
which delivers:
C- COS Fz
a = pV +
w2
b- p ZZ
Fa
Za
sin Fz
w
C= CZZ = pgA
d=
- MCOSM
AOZ
M.511 Mz
Bo= Z
w
f= Co,pgS
To obtain the stiffness coefficients cand f, use has to be made of A (area of the waterline)
and S,, (first order moment of the waterline), which can be obtained from the geometry
of the ship model.
Also it is possiblé to obtain the stiffness coefficients from static experiments:
z=O and z=O delivers: c = FZ- and f =MZ-

The linear equations during the pitch oscillations are given by:
aO + bO + cO = Fa sin(wt + EFe)
dû + eO + f0 = Ma sin(wt + EMe)
The components of the force and moment which are in phase i'th the pitch rnotiòn are
associated with the inertia and stiffness coefficients, while the quadrature components are
associated with damping.
With:
O O 5fl wt aW CoSWt O 0aW2 sinwt
we obtain:
Oa,(_aw2 + sinwt + OabW cos.wt = Fa cos'EFO sjflWt + Fa sin 1F9 coswt
Oa(_dW2 + f)sinwt + OaE'JCO5Wt MacoscMe.sinwt + Ma Slfl EMGcoSwt
which delivers:
C- CO5 F9
a= A0= w2
&SjñFO.
B9= Ga
w
c= CepgS
f- COS EJ%,J9
d=I,±A99
Sin M9
e= .B99= a
w
f= Ceo = pgVGMjL,
To obtain the stiffness coefficients e and f, use have been made of S (first order moment.
of the 'waterline) and CML (longitudinal' m tacentric height),, which can be obtained from
the geometry of the ship modèl.
Also it is possible to obtain the stiffness coefficients from static experiments:
Ö = 0 and O =0 delivers; c=Ç and' f=

The in and out phase parts of the measuring signal can be found easily from an integration
over a whole number n of periods T of the measuring signals multiplied with cos wt and
sin wt,, respectively.
For the heave oscillations, this results in:
Fasi1F = J (F4t) + FF(t)). coswt dt

Fa CO5 Fz = J (FA(t) + FF(t)) sin wt dt
MasinfMz =
J (F(t) - FF(t)) coswt dt
Ma cosEM = J (FA(t) - FF(t:)) sinwi dt
-
and for the pitch oscillations in:
Fa in EFO =
L
f (F(t) + FF(t)) coswt dt
J
o
Fa cosF9 =
J (F(t) ± FF(t)) sinwt dt
o
Ma sin MO =
- J (F(t) - FF(t)) coswi dt
nT
Ma CO5 MO = J (FA(t) - FF(t)) in wt' dt
o
With the measured hydromechanic coefficients, the coupled linear equations. of heave and
pitch motions in still water are given by:
(pV+A) +B& +Cz ±A0Ö +B9Ò +Cg8 = O

(i ± A99)Ö ± B99Ó + C900 + A9 + + Cez = O
4.2. Theoretical determination
Consider a cylinder, oscillating in or blow the free surace of a fluid. The fluid is assumed
to be incompressible, inviscid and irrotational, without any effects of surface tension. The
water depth was assumed to be ifinite.and the motion of the cross section was taken to
be harmonic.,
The cylinder is forced to carry out a simple harmonic motion cos(wt) with a pre-
scribed frequency of oscillation w. The superscript m may take on the values 2, 3 and
4, denoting swaying, heaving and rolling motions,, respectively. It is assumed that steady
state conditions have been attained.
Take thex axis to be coincident with the. undisturbed free surface and the y axis being
the axis of symmetry of the cross section, positive upwards.
A velocity potential has to be found:

et}
satisfying the following six conditions:
Equation of Laplace.
The velocity potential must satisfy to the equation of Laplace:
ô2(rn) 82
V2(m) =
ax öy
Symmetry or antisyinmetry conditiön.
Becausê both the sway and the roll motion of the fluid are antisymmetrical and the heave
motion is symmetrical, these velocity potentials have the following relation:
(2)(_x,y) = _(2)(+x,y) for sway
= for heave
y) (+x,.y) for roll
Free surface condition.
The linearized free surface condition in deep water is expressed .as follows:
a2(m) a(m)
- ot 2
+g O for: =O
oy
on the free surface outside the cy1indr, in which g is the acceleration of gravity.
Bottom condition.
For deep water, the boundary m the bottom is expressed by:
ô(m)
ay
- for: y = 00
Theoretical determination 42
Kinematic boundary conditïòn.

The normal velocity component of the fluid at the surface of the cylinder is equal to the
normal component of the forced velocity of the cylinder.
if v is the component of the forced velocity of the cylinder in the' direction of the outgóing
unit normai vector n, thena kinematic boundary condition 'has to be satisfied at the mean
or rest position of the cylindricaJ' surface:
Radiation condition.
At a large distance from the cylinder the disturbed surface of the fluid has to take the
form of a regular progressive outgoing gravity wave.
The motion amplitudes and velocities are small enough, so that aJi but the' linear terms
of the free surface condition, the kinematic boundary condition on' the cylinder and the
Bernoulli equation may be neglected.
With known velocity potentials, the hydrodynamic pressures on the surface 'of the cylin-
der can be 'obtained from the linearised equation of Bernoulli. An integration' of these'
pressures in the 'requ'ired di'rection delivers t'he hydrodynamic force or moment.
T'bis 'force ore moment can also 'be expressed in potential mass and damping terms.
Comparisons of t'he in 'and out phase' parts of' these two expressions deliver the potential
mass and damping coefficients.
Analytical' solution of Ursell
= Ya CoS(øt + 'ô)
Waves' radiate
away from the r
cylinder
Figure 4.6: Circular cylinder heaving in the free surface
Ursell (1949) made t'he first step towards sob ing the generai problem of calculating the
two-dimensional flow around a cylinder of arbitrary shape floating in a free' surface.
He derived' an analytical solution for' an' oscillating circular cylinder, semi-immersed in 'a
fluid, as shown for heave in figure 4.6..
The forced oscillation of the cylinder causes a surface disturbance of the fluid. Bécause
the cylinder is supposed to be infinitely long, the generated waves will be two-dimensional.
After initial: transients have died away, the oscillating cylinder generates a train of regular
waves which radiate away to infinity on either side of the cylinder, serving as a mechanism
for the dissipation of energy.
Two kinds of waves will be produced: a standing wave system and a regular progressie
wave system.
The standing wave system can be described by an infinite number of pulsating multipoles
aligned with the y-axis. The arnplitudes.ofthese waves decrease strongly with' the distance
to the cylinder.
The progressive wave system can be described by a pulsating. source at the origin for the
heave motion and by a horizontal doublet at the origi for the antisymmetric sway and
roll motion. These waves dissipate energy. At a distance of a few wave lengths from
the cylinder, the. waves on each side can be described by a singlé regular wavetrain The
wave amplitude at infinity is proportional to the amplitude of oscillation of the cylinder,
provided that these amplitudes are sufficiently small compared with. the radius of the
cylinder and the wave length is not much smaller than the diameter of the cylinder.
Ursell defined the stream and the potential functions,, satisfying the boundary conditions.
Then the potential mass and damping coeffiçients are obtained by considéring the pres-
sure fluctuations in the surface of the cylinder, obtained with the linearised equation of
Bernoulli.
Theory of Tasai
For the determination of the two-dimensional added mass and dampIng in the sway,
heave and roll mode of the .motions.of.sh:ip-like cross sections, Tasai (1959) mapped t'hese
cross sections, conormaIly to the unit circle. Then Ursell's theory was used for a ci:rcu:lar
cylinder to obtain the potential coefficients.
The advantage of conformal mapping is that the velocity potential of the fluid around ari
arbitrary shape of a cross section in a corn.p1e plane can be derived from the more conve-
nient circular section in another complex plane. In this manner hydrodynarnic problems
can be solved directly with the coefficients of the mapping function.
Conformal mapping of a cross section to the unit circle

The general transformation formula, which requires an intersection of the cross section
with the waterline, is given by:
z = M3 E{a2n,iC_(2n_1)}
n=O
Theoreticai determination 44
with:
z = x + iy = plane of the ship's cross section
C= = plane of the unit circle
M5 = scale factor
a1 =+l
a2_1 cônformal mapping coefficients (n = i, ...,N)
N = number of parameters
Ç - plane
r is r is
O is cons tan t
cons tant
r' constant
Figure 4.7: Mapping relation between two planes
From this follows thereiation between thecoordinates in the z-plane and the variablew in
the (-plane:
x = M5 2n1)c sin((2n - 1)9) }
y = +Ms{(_1)fla2n_ie_(2n_1cos((2n -'- i)0)}
When putting =O, the contour of the by conformal mapping mathematical described
cross section is found.
The scale factor M5 and the conformal mapping coefficients a2_1, with a maximum value
of n varying from N=2 until N=lO, can be determined succesfully from the offsets of
a cross section in such .a manner that the mean squares of the deviations of the actual
cross section from the mathematical described cross section is mininized. A simple and
straight on iterative least squares method to determiné the ClOse-Fit conformal: mapping
coefficients is given by Journée (1:992).
A very simple and in a lot of cases also a more or less realistic transformation of the cross
section will be obtained with N = 2 in the transformation formula, the well knoWn Lewis
transformation (Lewis (I 929)).
The contour of this so-called Lewisform is. expressed by
= M5 ((i + ai) sinO - a3 sin30)
Ya = M3 ((i ai):cos O + a cs30):
Theoretical determinatión 45
Now the coefficients a1 and a3, and the scale factor M3 will be determined in such 'a
manner that the sectional breadth, draught and 'area of the mathematical described' and
the actual cross section of the ship are equal.
Some typical' Lewis forms are presented in figure 4.8..
Figure 4.8: Typical Lewis forms

(L'lóyd, 1989),
An example of conformal mapping results is given here for' the midship cross section of
a containervessel, with a breadth of 25.40 metre and' a draught of 9.00 rne'tre. For the
least squares method in the 'conformal mapping method, 33 new offsets at equidistant
length intervals on the contour of thi's cross section can be determined by a second' degree
interpolation routine.
The calculated data of the two-parameter Lewis and the N-parameter 'Close-Fit conformal
mapping of this 'midship section are tabled below., At the last line the RMS-values are
given of the' dèviations of 'the 33 'equidistant points on the contour 'of this cross section.
Theóreticai determination 46
Lewis
Conformal N'Parameter Close Fit 'Conformal Mapping
Mapping
'N (-) 2 2 3 4 5 6 9 10'

2N-1 (-) 3 3 5 7 .9 ii 7
13 i 15
8 '
17 19
M ('m) 12:2400 12:2457 1212841 12.3193 123186 12.3183 12.3191 12.3190 12.3195 12.3i94
a_ (-) +1.0000 +1.0000 +1.0000 +1.0000' +1.0000 +1.0000' 'f-1.000Ò +1.0000 +1.0000 +1.0000
aj (-)
(:-)
+0 1511 +0 1511 +0 1640 +0 1634 +0 1631 +0 1633 +0 1633 i +0 1632 +0 1632 +0 1632
03 ' -0.1136 -0.1140 -011167 -0.1245.011246 -0.1243 -0.1244 -0.1245 -0:1245 -0.1245
as ('-) -010134 ' -0.0133 O:01O5 -0.0108 -00108 -0.0108 -010107 -0:0107
ai ('-)' ' +0.0053 +0:0054 +00031 +0.0030 ' +0.0032 +0:0031 +0.0030
09 '(-) -010024 -0.0023 -00024 -0.0026 -00O29 -0.0029
a11 (-) . +0:0021 +0.0022 +0.0012 +010014 +0.0015
a13 '('-) ' ' +00002 ' +0.0002 +0:0021 +0.0020
°15 ,(-) ' +00009 +0:0007 +0.0000
°iî (-)
'
-0:0016 -0.0015
019 (-) ' +0.0006
RMS' (im) 0.181 0:180 0.076 ' 0.039 0i027 0.019 0.018 0:017 0:009 0.008
Figure 4.9 shows the differences between a Lewis transformaticn anda 10-parameter close-
fit conformal mapping of a rectangular ross' section with a breadth of 20.00 metre 'and a.
draught of 10.00' metre.
Lew
tran9ormatic(l
P!óse-f
cohfbrmarnappi
\
NActüal
form
-12
0 4 8 12
half breadth(m)
Figure 4.9: Lewis and close-fit confçrmal mapping of a 'rectangle'
Pulsating source theory of Frank

Frank (1967) considered' a cylinder in or below the freesuraçe'öf the ifuid, which carries out
a 'forced simple h'arnonic sway, heave or roll motion. The cross section of this cylinder is
supposed to 'be a simply connected region, whi'çh is fully or partially immersed 'boriontaJ'1y
in a previously undisturbed fluid of' infinite depth. On each contour segment acts a
pulsating source of unit strength and a velocity potential, satisfying to: the 'hoindary
conditions, was defined. it is assumed that over an individual segment the complex source
strength remains constant, although it 'varies, from segment to segment. The potentials
are to be evalúated at the midpit of each segment.
Comparison of the theoriès of UPse11-Tasàï and Frank
In figure 4.10 a comparison is given of the calculated.coeffidents for a midshipeross section

of a container vessel with the three methods:
- the Urseli-Tasai nethod with. Lewis conformal mappiñg
the Urseil-Tasai method with iOparameter conformal mapping,
- the pulsating, source method of Frank.
300 4250'
Sw&y
RçO - Ssyoy
.8
4000 u!12
'i
r200
.8
'1- 30O°
8
.5
3750' -_
i I
I -- clous-10
NNsI1Ip s.dlç.I
I -Fomd
r20 8
lOO
3000'.
0' .5 1.0' 1:5 2.0 2.3 .5 10 IS 20 20 .5 1.0 IS 2.0 2.5 .5 1.0' IS 20 25
Fosqusosy ( a00) Fmqu.o (mdli) Amy (mds) 'Fr.qusuoy (mdli)
200 ISO 300

Sw.y.RdI
i)33
'I
.1044
i. Ro0.6733y
.8
r i lOO
ISO
T---1- LT ....
-S.
.8 S
('.\
loo
I 1T +r'v\
- -----t- I.'
1 o, 'S"'
j1±.
--
-Amd
.5 IO IS 2.0 2.0 .5 IO 15 20 2.0 0 .5 1.0 1.0 2.0 2.5 .5 1.0 1.5 20 25
.Fosqu000y (md's) Fmqu.riy (mdli) Fi.quiuày (mdli) Fmqsus (mdli)
Figure 4.10: Cbmparison of calculated coéfficients
With the exception of the roll motiòns the three results are very close..
The deviation of the roll motions, predicted with the. Lewis conform' mapping method,
is caused' by the description of the bilge by 'the simple Lewis transformation, as can be
seen in figure 4.9.
The disadvantage of Frank's method is the large computing time, when compared With
Ursell-Tasai's method'. Generally, it 'is advised to use Urseil-Tasai's method with 110
parameter close-fit conformal mappi.r4g. For submerged sections, 'bulbous sections and
sections with an area coefficient less' than 0.5, Frank's pulsating source' method should be
used.
4.3 Non-. 1inear damping
A non-linear damping is demonstrated clearly by the skinfriction contribution to the
damping for roll, which is proportional to the quadrature of the tangential velocity of the
water particles relative to the hull:
14 =
So on an element ds of the contour acts a friction force, which is proportional to (, see
figure 4.11.
/
JFJ
Figure 4; 11': Frictional damping
Then the non-linear damping moment can be approximated by: B(2 The absolute
sign is used here because the damping force is opposite to the direction of the velocity,
which alternates sign during an harmonic oscillation.
A non-linear roll damping can't be used n frequency domain calculations' so an equivalent
linear roll damping coefficient has to be determined., This can be Obtained by requiring
that an equivalent linear roll damping dissipates an equal amount of energy as the non-
linear roll damping.
This results for a quadratic roll damping. i:n:
jdt = B(2 . j . çi.dt

o o
So:
B(') = J)aW 8(2)
Non-linear damping 49
Viscoüs damping for surge
For the estimation of a total surge damping b11 at forward ship speed, the resistance speed
curve of the ship instill water R3(V) can be used:
dR3(V)
- dV
For a rough estimation of the still Water resistance-useLcanLbe rnadeofamodifiedempiric.
formula of Troost (1955), in principle valid at the ship's service speed for hul'lforms with
a blockcoefficient G'B between 0.60 and 0.80:
IL = pV2V CA
with:
0.0304
0.0072 + (with L in metres)
1og10{L} + 0.60
in which:
V = Volume of displacement of the ship in m3
L = Length of the ship in m
V = Forward ship speed in rn/s.
CA = Admiralty constant.
Then the total surge damping coefliçient at forward! ship speed V becomes:
b11 = pVV CA
This total damping coefficient includes a visçous part., which can be derived from the
frictional part of the ship's resistance, defined by the TTTC-line:
0.075 VL
R1(V) = 1pv2S with: Rn =
2 (loge{Rn} - )
u
in which:
u = Kinematic viscosity of seawater
S Wetted surface of the hull of the ship
Rñ = Reynolds number
From this empiric formula. föllows the vicous part b11 of the damping coefficient at
forward ship speed V, which can be obtained by a numerical method
dRf(V)
b ilv' dV
Non -liñ ear damping 50
Viscous damping for roll
According to the strip theory the damping of motions arises because the oscillating hull
radiates waves away from the ship. For most motions thi constitutes the major mech-
anism for the dissipation of energy. Só strip theory estimates of motion damping are
generally adequate and reasonable motion predictions are usually obtained.
Rolling is unfortunately an exçeption to this generai ru1e The wave-making damping
predicted for the potential flow around most hull forms is only a small fraction of the
total roll' damping which js experienced in reality. Additional important contributions are
illustrated in figure 4.12.
o
Wave making
o
Eddies
o'
Skin friction
k'. I,
o
Appendage
forces
Figure 4A.2: Sources of röll damping

(Lloyd, 1989)
For the estimation of the additional (viscous) the roll damping, use has been madé of
work published by Ikeda, Himeno and Tanaka (1978).
This empiric methód is called t'he Iked'a method, which estimates the following components
of the additional roll damping coefficients b44 of a ship:
Forward speed effect on potential roll damping

Ikeda obtained an empirical formula for the three-dimensional fòrward speed correction
on the zero speed potentil roll damping by making use of the general characteristics of
a doublet flow model. The rolling ship has been represented by two doublets, one at the
stern and one at the bow of the ship.
With this, the forward speed effect on the linear potential damping coefficient is approx-
imated as a fraction of the potential roll damping coefficient.
Frictional roll damping

Kato deduced semi-empirical formulas for the frictional roll damping from experimental
results of submersed circular cylinders. He defined an effective Reynolds number of the
roll motion and for ship forms the average distance between the roll axis and the hull
surface was approximated. i
The frictional roll damping component increases slightly with forward speed. Semi-
theoreticdly, Tamiya deduced a modification coéfficient for the effect of forward speed
on the friction compOnent and an empiric formula for the speed dependent frictional
damping was found.
Ikeda confirmed the use of this formula for the three-dimensional turbulent boundary
layer over the hull of an oscillating ellipsoid in roll motion.
Eddy making roll damping

At zero fòrward speed the eddy making roll damping of the naked hull js mainly caused
by vortices, generated by a twö-dimensional separation. From a number of experiments
with two-dimensional cylinders it was found that for a naked hull this component of the
roll moment is proportional to the roll frequency squared and the roll amplitude squared..
This means that the corresponding quadratic roll damping does not depend on the period
parameter but on the huliform only.
When using a simple form for the pressure distribution on the hull surface, it appeared
from experimental roll damping data of two-dimensional models that the pressure is a
function of the ratio of the maximum relative velocity and the mean velocity on the hull
surface. This velocity ratio was approximated by using the potential flow theory for a
rotating Lewisform cylinder in an infinite fluid. For the local maximum distance between
the roll axis and the hull surface and the local radius of the bilge circle approximations
were used.
With this a quadratic sectional eddy making damping coefficient for zero forward speed
has been found. The three-dimensional roll damping follows from an integration over the
ship length.
This eddy making roll damping decreases rapidly with the fOrward speed by a non-linear
correction of the lift force on the ship with a small angle of attack. Ikeda has analysed this
forward speed effect by model experiments and the result has been given in an empirical
formula for the eddy making damping at forward speed.
Lift roll damping

The röll damping due to the lift force is descibed by Ikeda as a modified fòrmula of
Yumuro, in which the slope of the lift curve is defined as a function of the midship section
coefficient.
Bilge keel roll damping

The quadratic bilge keel roll dmping can be divided in two components: a component
due to the normal force on the bilge keels and a component due to the pressure on the
hull surface created by the bilge keels.
The normal force component of the bilge keel damping can be deduced from experimental
results of oscillating flat plates. The drag coefficient depends on the period parameter or
the Keulegan-Carpenter number. Ikeda measured this non-linear drag, by carrying out
free rolling experiments with an ellipsoid with and without bilge keels. This resulted in
ä quadratic sectional damping coefficient. For this, approximations of the local distance
between the roll axis and the bilge keel and the local radius of the bilge circle have been
used.
Assuming a pressure distribution on the hull caused by the bilge keels, a quadratic sec-
tional roll damping coefficient was dèfined. ikeda carried out experiments to measure the
pressure on the hull surface created by bilge keels. He found that the pressure on the
front face of the bilge keel does not depend on the period paraneter, while the pressure
on the back face of the bilge keel and the length of the negative pressure region depend on
the period parameter. Ikeda defined an equivalent length of a constant negative pressure
region over the height of the bilge keels. The pressure coefficient on the front face of the,
bilge keel was given by a constant, while the pressure coefficient on the back face of the
bilge keel was fitted in an empiric formula. With this a sectional pressure moment was
defined.
'The total bilge keel damping was obtained by integrating these twó sectional: roll damping
coefficients over the length of the bilge keels.
Experiments of Ikedashowed that the effect of forward speed on the bilge keel roll damping
can be ignored.
Example with calculated roll damping components

Ikeda, Himeno and Tanaka claim fairly good agreements between their prediction method
and experimental results. They conclude that the method can be used safely for ordinary
ship forms. But for unusual ship forms,, for very full ship forms and for ships with a large
breadth to draught ratio the method is not always. accurate sufficiently.
in figure 4.13, an example is given of the different roll damping components as derived
with. Ikeda's method for the S-175 containership design, In this. case, the skin friction
part and the eddy making part of of the roll damping are very small.
.075
Containershipj
I '
L=175mette
w0=O35radIp
.050
w
Q
w
o y 'waye + frlçtion + eddy +iif +
o
D) 'lige keel damping
C
a-
E
m
"wave + tricjtion + eddy + lift, damping
.025
wave +lrl tion + eddydaping
L
wave tfrictiondiipin wave daming
I
O
O 5 10 15 20 25
Ship speed (kn)
Figure 4.13: Example of roll damping components of a ship model,

calculated with the Ikeda method
Chapter 5
Hydrornechanic loads
With an approach as mentioned before, a description will be given here of the determi-
nation of the hydromechanic forces and moments for all six modes of motions.
According to the "Ordinary Strip Theory", as published by Korvin-Kroukovsky and Ja-
cobs (1957), the uncoupled two-dimensional potential hydromechanic loads in the direc-
tion j are defined by.:
; + X.
According to the "Modified Strip Theory", as published for instance by Tasai (1969),
these: loads become:
}±
In these definitions of the two-dimensional hydromechanic loads,, (. is the harmonic

oscillatory motion, and are the two-dimensional potential mass and damping, and
the non-diffraction part XRSj is the two-dimensional quasi-static restoring spring term.
At the following pages, the hydromechanic loads are calculated in the G(xb, yb,.zb) axes
system. All two-dimensional potential coefficients will be defined in an axes system with
the origin 0 in the water plane. Sb for the moments bout G, an correction 'for 0G is'
reqiui red,
Some of the terms in the hydromechanic loads are outlined there. The "Modified Strip
Theory" includes these outlined terms When ignoring these outlined terms the"Ordinary
Strip' Theory" is presented.
Hydromechanic loads 56
Hydromechanic forces lcr surge
Neverthelèss it js physically not correct, in a strip theory program the exciting wave forces
for surge can be 'obtained with fair reasonab1 results in a similar way as will 'be treated
further on for sway. The potential coefficients are found from a Lewis transformation of
a cross section with an area coefficient equal to the block coefficient to the unit circl
and the 2-D theory of TJrsell and Tasai. A correction for 3-D effects and the distribu-
tion of the coefficients over the ship length are based Qn analyses of the results of 3-D
computerprograrns.
The hydromechanic forces for surge are fòund by an integration over the ship length of
the two-dimensional values:
Xh1 =Jx1 dxb
L
When assuming that the cross sectional hydromechanic force' hold at a plane through the
local centroid of the cross section b, parallel to (xb,,yb),, equivalent longitudial motions of
t'he waterparticles, relative to the cross section of an oscillating ship' in still water, are
defined by:
hir x --bG O'
+.Ó aXb
i +bGÓ
Ó+V2a2 O
ôXb
+bGÖ
In. here, bG is' the vertical distance of the centre'of gravity of the ship G above the centroid
b of the local submerged sectional area.
According to the "Ordinary Strip Theory" the two-dimensional potential hydromechanic

force on a surging cross section in still water is defined by:
x, = {1 }+N
+(Nl_v.d1) z1
According to the "Modified Strip Theory" this hydromechanic force becomes:
x,
(M1 +
,dN1
(N1 - dhi)
.
This results into the following expression with the coefficients for the coupled surge equa-
tion:
Xhi =+aii +b11 +cii.x
+a3 +b13 +c13.z
+a150 +b15Ò +crsO
with:
a11 +i
V j dN
WeJ dxb
dM1
dx,, + bi1
dx,,
CII = O
a13 = 0
b13 =0
C13 = 0
a15 = dx
VJdNli iidxb
J M1
- We dx,,
bi5=_J(N1_V. dMi) b&.dxb b11

C15 = O
The "Modified Strip Theory" includes the outlined terms. When ignoring the outlined
terms the "Ordinary Strip Theory" is presented.
A small viscous surge damping coefficient b11 derived from the empiric formula of Troost
(1955) for the still' water resistance, has been added here.
After simplification, the expressions for the total hydromechanic coefficients in the coupled
surge equation become:
aïi = dx6
b11 = dxb + b11
cil = O
a13 = O
b13 = O
C13 = O
VjdN1
a15
JMI dx We dxb
.dx6
b15 = - V. 4u1) dx, bnv BG

C15 = O
Hydromechanic ioids 59
'Hydromech'anic forces for' sway
The hydromechanic forces for sway are found by an integratiòn over the ship 1ngth of
Xh2 f x2 dx
The lateral and roll rotions of the waterparticles, relative to the cross section of an
oscillating ship in still water, are defined by;
C2=y Xbb ÛQq ;h4
Ch2Y Xbb +Vb -g

2
= -i?' Xbb +2V.b
According to the "Ordinary Stiip Théory" the.two-dimensional'potential hydromechanic

force on a swaying cross section in still water is defined, by:
x;12 {M } + N22
-
+{M4.4} ±N44
dM2)
- A,f1
22 /* (N2 .
±M4.4 . (h4
According to the "Modified Strip Theory" thi's hydromechanic force becomes:
X;12 =
h4
= (M2
+.d2) ch2 + (N2 y
dM2
'(112
+ (M4 + i 4
Hydromechanic loads 60.
This results into the following expression with the coefficients for the coupled: sway equa-
tion:
Xh2 = +a22y +b22 +c22.y
+a24q +b24!ç +c24q
+a26& +b26 +c26.5
with:
a22 = + M2 dx,,
¡
dM2)
b22 = +f(N2 _.v. dx,,
C22 = O
V ¡dN dN2
a24 + / M4 dxb + j
f M, dx,, +iI
We j dx,,
V
dxb+-We i
.i
L
¡
dx6
dx,,
b24 + J(N4 y. dM4) dx,, v.1M2

dx,,
dxi,
C24 = O
a26=+JM2.xb.dxb +-YJ (N2_v.

d2) dx,,
dM2) V2 ¡ dN2
b26 = +J (N2_v. x,,dx,, 2VJM2.dxb ±--J dx,,
WeJ dx,,
C26 = O
sway equation become:
a22 = + M2 dxb
¡
b22 = N2 dxb
+f
C22 =O
a24 = +JM4 dxb +JM2 dxb
b24 = + N4 dxb + N2 dxb

¡
C24 =O
a26=+JM2.xb.clb +JN.dxb
b26= +jN2.b.4zb VJM2.dx6

L L
C26 =O
So no terms are added for the"Modified Strip Theory".

Hydrornechanic forces for heave
The hydrornechanic forces for heave, are found by an integration over the ship length of
Xh3 X,3
= J
The vertical motions of the waterparticles, relative to the cross section of an oscillating
ship in still water, are defined by:.
Ch3Z + 5b
Ch3--Z ± Xb O - V.0
(h3Z + Xb Ö 2V O

force on a heaving cross section in still water is defined by:
X3 = {M } + N3 + 2pg
- AA1
IVI33
t*
"h3 (N_V. dM3) +2PYYw (h3
x3 ={ (M3__.N3) Ch3} ±2pgy,3
=
dl3) + (N3_v. dM3) +2pgy3
(M3+.Ç.
This results into the following expression with the coefficients for the coupled heave equa-
tion:
Xh3 = + a31 ± b31 d + C31 X
+a33)z +b33. +c33.z

+a350 +b35 ±.c35O
with:
a31 = O
b31 = U
C31 O
dN3
a33 = ± J M3 dx,, dx,,
dx,,
dM3)
b33 =.+j(N3 - V. . dx,,
C33 = +2pgJ Yw dx,,
a35 = _JM3 x dx,, - d13)

. dxb
dxb
H/N43.dxb Jdxb dx,,
A TtT/
V2
b35 = _J(N3 - V s dx + 2VJ M3 dxi,
ULV33
ax
+ dxb
C35 = _2pgJyw.x.dxò
The "Modified Strip Theory Method" includes the outlined terms. When ignoring the
outlined terms the "Ordinary Strip Theory" is presented.
Hydrornechanic loads 64
After simplification, the expressions for the total hydrornechanic coefficiénts in the coupled
heave equation becörne:
a31 = O
b31. = O
C31 =0
a33 = + jM dxi,,
b33 = +JN3 dxb
C33 = +2P9/Y.w dxb
a35 =_JM3.xb.dxb _-JN3.dx6

b35 J N3 Xb dxb + V M3 dx
- ¡
c35 = _2pgJy xb
So no terms are added for the "Modified Stri:p»Theori".

Hydromechanic moments for roll
The hydromechanic moments for roll are found by an integration over the ship length cf
the two-dimensional values;
= ¡X;4.
The roll and lateral motions of the waterparticles, relative to the cross sectión of an
oscillating, ship in still water, are defined by:
t' OG-
. ±v.I, oG.
- Xb +2V-
According to 'the "Ordinary Strip Theory" the two-dimensional potential hydromechanic

moment on a rolling cross section in still Water is dflned by:
x4 = {M:4.4} +N:44 +2 (-) C4

+{M:2.2} +N:22
M- +(N44_V.d) Ch4
+M:2.2 (N2_V.2) Ch2
For the "Modified Strip Theory" this :hydrornechanic moment becomes:
N:4) - C4 } + 2pg (-
42) '
}
d1V4) dM4)
= (M4 + Ch4 -f (N:4 - .
h4
+2pg (-).c
dM2\
H: (M:2 + + (N:2
) dxb ) Ch2
This results into the following expression with the coefficients for the coupled roll equation:
X,4 = +a42y +b42 +c42.y

±a445 +b44q +c4.4.
+a46 +b46 +c46b
with;
a42 + / M2 . dx,, + 0G. a22

J
L
+VIrdN2 dx,,
dx,,
dM2)
b42 = + J (v2 - dxb + 0G. b22
C42 = O + 0G £22
a44 = +JM4.dxb +0G fM:2. dx,, + 0G. a24
+-;
dN4
j
WeL dxb
dx,, + -
We .
x;j dN2 dxb
dx,,
L
dx,, +OGJ(N2 V
dM) +b44 +b24
Xb
L
C44 = +2pgf )dx,, +pgVGM

(:f -
dM2)
a46=+fM2.xb.dXb +J(N:2_ dx,,
dx,, +0G' a26
V V
+JN2.dx -
+
dNh2
dx,,
dx,,
dM2
b46 = +J(N2 - V
dx,,
X,, dx 2VjM2.dx +b26 V2
+--
We
dN2
dx,,
dxb
L
C46 = O ± 0G. e26
The "Modified Strip Theory" includes the outlined terrns. When ignoring the outlined
terms the "Ordinary Strip Theory Method" is presented.
A viscous roll damping coefficient b44, drived for instance with the empiric method of
Ikeda et aI. (1978), has been addéd here.
Hydromchanic loads 67
After simplification, the expressions for the total hydrornechanic coefficients in the coupled
roll equation become:
a42 = dxi, + a22
b42=-i-JN2.dxb +b22
C42 O
a44 = + M4 . dxi, + M2 . dx, + OG a24

¡
b44=--JN4.dxb+JN2.dxb +b44 +b24
c44=+pgVGM
a46 = + + 0G. a26

¡
M2 X dxb
J N2 dxb +
b46 = +JN2 . Xb dxb - VJM2 dxb +OG b26

L L
C46 = O
So no terms are added for the "Modified Strip Theory".

Hydromechanic moments for pitch
The hydromechanic moments for pitch are found by an integration over the ship length
of the two-dimensional contibutions of surge and heave into the pitch moment
Xh5 =Jx5 dxb with: X5 = Xi, X3 xb

moment on a pitching cross section in still water is defined by surge and heave contribu-
tions:
X5 = M1 h1
(N1_V.''1)
M3xb.3 _(N3 2pgyxb3

According to the "Modified Strip Theory" this hydromechanic moment becomes:
dNi) - (N1_v. dMI)
(M1+-Y.
dN3)
- (M3 + Xb Ch3 - v dM3) bC3 2pgy Xb h3
This results into the following expression with the còefficients for the coupled pitch equa-
tion:
Xh5 =±asi.i+b5i+c5i.x
±a53 +bs3z ±C53Z
+a550 +b55Ò +c550
with:
V fdN1
a51
fMi..dxb 2
bGdx,,
We J dx,,
b51 - v dMi) bGdxb bii BG

C51 =0
a53= JM3.xb.dxb y -fl'T,

(1.V33
dx,,
X dx,,
dM
b53= _f(N3 dx6
Xb dx,,
C53 = 2piJ u Xb dxb
V ídN
a55 = + J M1 dxb
dx,,,
1d2dxb
L
+JM3.x.dxb +J(N3 y. dM3.

dx,,
Xb dx,,
b55 = +J(N1 - v dMh) dx + bii . I
dM3
dx 2VJM3
V2
¡ dN,
J( dx,,
dx,,
wJ x,,dxb
dx,,,
C55 = +2pgJ Yw dX
pitch equation become:
a51 bG dxb
dM,1
b51 y. dxb
bG. dx6 - b11 BG
C5j =
a53 M3 dxb +-JN3 dxi,

= -!
b53 JN3.xb.dxb -v M3 . dxi,
C53 -2pg Xb dxb

J
L
a55 = +/Mi 2dxb +YJdN:l 2dxb

eL dx6
+JM3. dxb +-ÇjN3 Xbdxb 3 dxi,
b55 ± f(N1 - y.
d1) 2
dxi, + bii
±JN3.x.dxb +fN3.dXb
= +2pgJ Yw x .dxb
Hydromechanic moments for yaw
The hydromechanic moments for yaw are found by an integration over the ship length of
the two-dimensional! contibutions of sway into the yaw moment:
Xh6 J X6 dx with: X6 = +X2

=

force on a yawing cross section in still Water is defined by sway contributions
x6.= -{M2.xb.4 +N2 h2
= M2.xb.(2+(N2_V dM2) *
h2
dM''
+ M4 (+
(iv 24
dxb I
Xb (h4
+{(M4_.N) .xb.z4}
= (M2+-Y..
dJ\T2)
XL,C2 + (N2_v. dM2 Xb (2
(N4_v. dM4)
Hydromechanic loads. 72
This results into the following expression with the coefficients for the coupled yaw equa-
tion:
Xh6 = +a62ij +b62.ù +C62y
+ a64 4 + b64 Çb + 64
+a66b +b66 +c66b.

with:
dN2
a62 = + M2 Xb dxb +-V xdx,
J axb
dM2
b62 +J(N2 dxb
Xb dxb
L
C62 = O
a64=+JM4.Xb.dXb +öaJM2.xb.dXb
+-YJd1N4 XbdXb+_j.OGJ 22
XbdXb
We dXb We dxb
L
b64=+J(N4_V. dM4) Xb.dxb v dM2) dxb

dx
L
C64 = O
a66 = +JM2 2
dxb +J(Nb_V dM2)
dxb,
+-YJN2.xb..dxb +j'2 xdxb
b66 = + J(N2
L
-'M'
(L
22'\
dxb )
dxb 2VJM2.xb.dxb +i V2 r dN2
W2J
eL dxb
xbdxb
C66 = O
The "Modified Strip Theory" inçiudes the outlined terms When ignoring the outlined
After simplification, the expressiOns for the total hydromechanic coefficients in the coupled
yaw equation become:
a62 Xb dxb
b62 = XbdXb +VJM dxb
C62 O
a64 = + J M Xb dxb ± M2 X dxb
±JN4.dxb --.JN2.dxb
b64 =--JN4.xb.dxb +VJM4dxb +OCJN2.xb.dxb +v.öJ 22 dx6
L
C64 = O
a66=+JM2.x.dxb +_jJN2 dxb +JM2.dxb

Y.JN2 Xb dxb
b66 = +JN2 x dx
e66 = O
Chapter 6
Exciting wave loads
Displacements, velocities and accelerations in .the direction j of waterparticles in waves
have to be defined.
The first order wave potential for an arbitrary waterdèpth fi is given by:
g çoshk(h ± zb)
Ca sin( wt - kxb cos ¡L - ky1, Sifl p4
w cosh(kh)
The local relative orbital velocities of the waterparticles in a certain direction follow from
tie derivative of the wave potentiI in that direction.
From these velocities, the local surge, sway, heave and roll components of the orbital
accelerations of the waterparticles are obtained by:
D1»
'3Wi -
with:
= V a} and: j 1,2,3,4
With this, the relative velocitis and accelerations in the different directions can be found.
Surge direction:
.,
(wi -
±kgcosji coshk(h + zb)
a CO5(wt - kxb cos ¡t - kyb sin p.)
= w cosh(kh)
coshk(h± Zb)
= kgcosp. cosh(kh)
a sin(Wet - kxb cosL - kyb Sjfl p.):
Sway direction:
Cw2
ôYb
+kgsin p. cosh k(h + zb)

- w cosh(kh)
cos(wt - kb cosp. - kyb sin p.)
C,2 = kgsinji coshk(h+zb) Ca5'11('et - kXbCOSp. - kyb,sinp.)

cosh(kh)
Exciting wave loads 76
Heave direction:
C,w3 '-'i
OZb
kg sinhk(h + Zb)
w cosh(kh)
sin(wet - kxb cosp - kysin p)
= kg. sinhk(h+zb)
cosh(kh) C3 CO5( Wet kxb COS/.L kyb sin p)
Roll direction:
w4
a2 = O (fluid is free of rotation)
azb 8Yb
1'
w4
The pressure in the fluid follows from the linearised equation of Bernoulli:
p pgzb + pg coshk(h+zb) Ca cos(w kx CO5 /1 kyb sin p)

cosh(kh)
öp ôp
= Po + ---- dxi, + -;:-- dyb + -;;--- dzb
OXb °Yb OZb
with the following expressions for the pressure gradients:

ap coshk(h--zb)
= +pkgcosp Ca sin(wt kxbc05 p kyb sin p)
cosh:(kh)
ap
= +pkgsinp coshk(h+zb) Ca 511('et
.
kx6 cos p - kyb sin p)
cosh;(kh),
ap
= pg + pkg. sinhk(h-I-zb Cacos(wet kxbcosp kybsinp)
9Zb cosh(kh)
This can be expressed in the orbital accelerations too:
ôXb1
ap
= p(g+3)
Exciting wave forces for surge
Nevertheless it is physically not correct, in a strip theory program the exciting wave forces
for surge can be obtained with fair reasonable results in a similar way as will be treated
further on for sway. The potential coefficients are found from a Lewis transformation of
a cross section with an area coefficient equal to the block coefficiént to the unit circle
and the 2-D theory of Ursell and Tasai., A correction for 3-e: effects and the distribu-
tion of the coefficients over the ship length are based on analyses of the results of 3-D
computerprograms.
The exciting wave forces for surge are föund by an intcgratiön over the ship length of the
two-dimensiona1 values:
x, =fx,1 dxb
According to the "Ordinary Strip Theory" the exciting wave forces for surge on a re-
strained cross sectiön of a ship in waves are defined by;
x,'u' ={M1.1} +N11 +Xk1

=M1C1 +(N;l_v.T1) V,
'tf k,
According to the "Modified Strip Theory" these forces become:
= -{ (ví1 - -- Nh) . }+X
dNh)
=(M;1 ±{N;1 _v. dMh) I
The Froude-Krilov force in the surge direction is given by:

+yb
Xk1 = ff
- Tyb - dy,, dzb
C +1fb
= TfYbj dz,
After neglecting the second order terms, the Froude-Krilov force can be written as a cross
sectiön1 mass and an acceleration:
Xk = {pA}. {_c1 kgcos ¡L Ca sin(wt - kxb cos
with:
sin(k,sini) coshk(h+zb)
dZb
kybsin cosh(kh) Yb
A= 2f Yb . dzb and
-'T
o
f Yb dzb
T
Exciting wave loads
T'
Figure '6.1: Wave pressure distribution for surge on a restrained cross section of a'ship
in deep water with longer waves (\> 2ir and ) > 2ir T),, it can be written:
Cj'e' or T
- in c1.
k
Then, T is the draught at which the average orbital' acceleration of the waterparticles
around the cross section has been détermined.
When expanding C1 in series, it is found:
Ci=1 +k.- +k2. +

with:
SY=2JYb.zb.dzb IY=2JYb.zdb
So,. for very long waves C1 tends to 1.0 and kT tends' to zero.
The term C1 . kgcosj c is the amplitude of the effective longitudial component of the
orbital' acceleration around the cöntour of the cross section in the undisturbed' wave.
Só, the effective longitudial components of the orbitai acçeierátions and velocities in undis-
turbed waves can be determined from the values at z6 O' in a wave with a reduced
amplitude ,:
,* ÇY ,
(kgcos p) C, sin(wet - kx6 cosp)
a1 - w1
+kgcosp *
Cai COS( Wet - kx6 cos p)
Exciting. waVe loads 79
These equivalent accelerations and velodities in the undisturbed wave will be used to
determine the wave force due to the diffracted waves.
From this follows the total waye loads for surge:.
X»)'
"Alf,
IV11 - 17
V
ii
1< We
+
¡ Xk1
Exciting wave, loads 80
Exciting wave forces fòr sway
The exciting wave' forces for sway are found by an integration over the ship 'length of the
twodimensional values:
Xw2 =JX,2.dx
According to the "Ordinary Strip Theory" the exciting wave forces 'for sway on a restrained
cross section of a ship in waves are defined by:
V,
x:02 = { M2 } + N2 CW2 ' f k2
+{M4.4} -i-iv44
dM
= M2 + (N2 - 3W2 - -fk2
According to the "Modified Strip Theory" these forces become:
x:02 = +Xk2
±{(M4__-.N4) 'CW4}
dN2) dM2
= ± 'We dx,,
(N2 -
The Froudé-Krilov force in 'the sway direction is given by:

c +vb
dy dz
k2, = T
-JJ '
Yb
C
=jR112 dy,, dz6

T Yb
After neglecting the second order terms, the Froude-Krilov force can be written as a cross
sectional mass and an acceleratiòn:
Xk2 = {pA}. {_c2. kg.sin Ca5fl( Wet - kxòcos'1u)}
with:
n
sin(ky sin M) coshk(h-4-zb) dzb
A = 2f Yb
4 kysint cosh(kh) Yb
dzb and C2= fU
dz6
T Yb
Figure 6.2: Wave pressure distribution for sway on a restrained cross section of a ship
In deep water with longer waves (\ » 2ir Yw and ,\ » 2ir . T), it can be written:
- in C2
C2 or T
k
Then, T is the draught at which the average orbital acceleration of the waterparticles
around the cross section has been determined.
When expanding C2 in series, it is found:
with:
C -1,2I+++ Sy ¡2 'Y
Sv=2JYb.zb.dzb Iy=2jyb..dzb
So, for very long waves C2 tends to LO and kT tends to. zero.
The term Cr2. kg sin ji is the amplitude of the effective ltera1 component of the orbital
acceleration around the contour of the cross section in the undisturbed wave.
So, the effective lateral components öf the orbitai accelerations and. velocities in undis-
turbed waves can be determined from the values at Zb O in a wave with a reduced
amplitude Ca2:
,* ç.!
= (kgsin )
a2 = ''2 C sin(wt - kxb cos ji)
+kgsin
CW2 L COS(4)et - kxb COS
These equivalent accelerations and velocities in the undisturbed wave will be used to
From this follóws the total wave loads for sway:
Xw2 + M . L2 dxb
J
1< We
N2 _V.2) dx6
+ JX . dxb
Exciting wave forces for heave
The exciting wave forces for heave are found by an integration over the ship length of the
two-dimensional values:
x3 J x:03 dxb
=
According to the "Ordinary Strip Theory" the exciting wave forces for heave on .a re-
strained cross section of a ship in waves are defined by:
x03 = CW3.} ± N3 + Xk3
= M3 L + (N3 -v L V,
f k3
According to. the "Modified Strip Theory" these forces become:
+x3
= (M3 +
VdN' (N3_V.3)
dXJ L L +Xk3
The Froiidë-Krilov force in the heave direction is given by:

C +Yb
Xk3 = - TJ YbJ ;
dy, dzb
C +Yb
=J J(g+3).dyb.dzb
T Yb
After neglecting the second order terms, the Froude-Krilov force can be written as a spring
term:
Xk3 = 2pgy C3 - (a COS(Wt kx6 cos.i)
with:
sin(ky sin.ít) k 7 sin(kyb sin ¡) sin!h k(h + Zb)

ky sin /2 ybdzb
Yw cyb sin /2 cosh(kh)
T
Figure 6.3: Wavepressure distribution for heave on a restrained cross section of.a ship
In deep water with longer waves (\> 27r Yw and X> 2r T), it can be written:
- in C3
G13e _kT* or *
T3
Then. T is the draught at which the average, pressure on the cross section has been
determined.
When expanding C3. in series, it is found:
C=1 k-4-- _k2._

'2Yw 2Yw
k 4Yw
with:
A = 2f Yb dzb S = 2f Yb Zb dzb 4= 2f Yb dz
So, for very long waves C3 tends to 1.0 and kT tends to zero.
The term C3Ca is the am1itudeof the effective vertical displacement of the wave surface.
So, the effective yertical components of tie orbital accelèrations and velocities in undis-
turbed waves can be determined from the values at Zb = 0 in a wave with a reduced
amplitude (3
Ca3 = C3 ca L = (kg). C CO5(Wet - kxbcosj)

g
Ca3 sin( Wet - kxb cos p)
=
These equivalent accelerations and velocities in the undisturbed wave will be used to
From this follows the total wave loads for heave:
V rdN3
+JM:3.c.. dxb ± C3'dxb
w.wJj dxb
xw3
d AÍF
IV33 ¡j
V
IA,.L 133
dxb
we ax6 3
+ dxb
¡ Xk3 .
Exciting wave moments for roll
The exciting Wave moments for roll are found by an integration over the ship length. of
x4 dx,,
= ¡ :04
.ccording :to the "Ordinary Strip Theory" the exciting wave moments for roll on .a re
strained cross section of a ship in waves are defined by:
x114 +:4.4 +Xk4

{M:4.4}
+{M:2.2} +N2.2 +0G .X2
V,
-' f k4
+ (iv:2 - dM2
dx,,) 2
According to the "Modified Strip Theory" these moments become:
x:04 = {(M:4___.N:4.) .} +X4
- V,
fk4
f / V dN2 dM2)
+ ( M42 +
w dxi, 2
+ (iv:2_v.
As defined for sway, the effective lateral components of the orbital accelerations and
velocities in undisturbed waves are:
i*
'SW2 = (kg sin i). 2
sin(wet - kxb cos) sa2 = /Y'2 J.
Ç,a
+kg sin ¡L
2 C2(et kxb cos.it)
Because the fluid is free of rotation, the roll components of the orbital accelerations and
velocities are zero:
4=0
Figure 6.4: Wave pressure distribution for roll on a restrained cröss section of a ship
The Froude-Kri1ov moment in the roll direction is given by:
V,
f k4 = -
TJ YbJ (-
zb + Yb) . dyb . dz
ôZb
C +Yb
t'w2 +(Y+3)Yb) dyb.dzb
=Ji(
T Yb
Zb
After neglecting the second order terms, this can be written as:
Xk4 = p. (cfk4 S k4 + k. 1/k) (kgsin ¡i) ( Slfl( Wet kxb cos
with:
sin(kyw sin ¡)
cos(ky sin p)
C1 k4 = 2 kv
(ky sin p)2
sln(kyb smp) cosh k(h + zb)
k4 =2
f
-J
kyb sin cosh(kh) Yb dz
fO sin( kybsin L)
kysiuj cos ( - kyb sin ,) coshk(h+zb)
'fk4 dzb
= (kyb.sin p)2 cosh( kh) Y
From this foilows the total wave 1oads for roll:
X,114 = ± X4 . dx6
¡
+JM22.dx
W dM2
l'142 W2 dxb
We dxb
+OGX
Exciting Wave loads 89
Exciting wave moments for pitch
The exciting wave moments for pitch are found by an integration over the ship length óf
the two-dimensional conti:butiòns of surge and heave into the pitch moment:.
XW5JX:05.db
with:
Xj)5 -x:0, . -
In here, bG is the vertical distance of the centre of gravity of the ship G above the centroid
b of the local submerged sectional area.
From this follows the total wave loads for pitch:
X5 =
- jM1 dx6
w
-/( We
dxj,
bG . dxb
JM3. dx6
We
N3, V. dM3) Xb!C,3 dx6
Xb dxb
The "Modified Strip Theóry" includes the outlined terms. When ignoring the outlined
Exciting wave moments for yaw
The exciting wave moments for yaw are found by an integration over the ship length öf
the two-dimensional contibutions of sway into the yaw moment:
xW6=fx6.dxb
with:
= +X2
From this follows the total wave lòads for yaw:
=+JM.xò. dx6
W
N2 _v.d2) x62.dxb
We
L
+JXk2
bb
terms the "Ordihary Strip Theory" is presented.
Chapter 7
Responses in regular waves
In the previous, the thre&-dimensional problem of the hydromechanic and exciting wave
forces and moments on the ship is solved by integrating the two dimensional potential'
solutions Over the ship's length. Two assumptions were made for these loads: the by-
dromechanic forces and moments are induced by the harmonic oscillations of the rigid
body, moving in the undisturbed surface Of the fluid and the wave exciting forces and
moments are produced by waves coming in on the restrained ship. Due to linearity, these
two hydromechanic loads can be added to obtain the total hydromechanic loads.
Then, for six degrees of freedom the equations of motion can be solved by .a numerical
method for a number of regular wave frequencies, which results in a set of:
- six regular motion amplitudes per metre regular wave amplitude: the amplitude char-
acteristics, also called transfer functions or response amplitude operators (RAO).
- six phase lags of the motions' with respect to the regular wave elevation at the centre of
gravity of the ship: the phase characteritics.
'Together, they are called the frequency characteristics of the motions of and about the
centre of gravity G of the ship.
With the harmonic wave elevations and these frequency characteristics, the frequency
characteristics of the (angular) displacements, velocities and accelerations in the three
directions and the vertical motions of the ship relative to the waves can be obtained in
any point of the ship.
Also, Che amplification of the incoming Waves by the diffracted damping waves of the
oscillating ship (dynamic swell up), the added resistance due to the waves and the hon
zontal en vertical shear forces and 'bending moments and the torsional moments in any
cross section Of the ship can be obtained.
7.1 Motions
With the known hydromechanic and wave exciting loads, the equations of motions for 6
degrees of freedom in regular waves are available.
The coupled surge, heave and pitch equations are:
(pV+a11).ñ +b11 +ciix

+a13 +b13 ±c13..z
+a15 Ö + b15 è + c15 . O = X,1 (surge)
a31 X + b31 th + c31

+(pV+a33)'. +b33. +c33.z
+a35 O + b35 Ô +c35 . O = (heave)
a51 ?ñ +b51 +c51.x

+a53 +b53 +c53.z
+(J+a&s)Ö -i-b55Ò +c550 Xw5 (pitch)
The coupled sway, roll and yaw equations. are:
(pV +.a22) ì ± b22. + c22 y
+a24 4 +b24 +c244

+a26 + b26 + c26 X2 (sway)
a42 j +b42 +c42y

+(I+a44) +b44 +c44.
+(Ixz+a46)4 +b46 +c46b Xw4 (roil)
a62 + b62 ! + C62 li
+(I+a64) +b64q +c64

+(+I2+a6) +b66 +c66b = Xw8 (yaw)
Motions 93
Each equation can be splitted into an equation with in phase parts and an equation wIth'
out phase parts, After dividing the left. and right hand terms of these equatiolls. by the
wave amplitude Ca, two sets of SIX coupled equations of motion are available
The variables in the coupled equations for the vertical plane motions are;
'surge: cos « and sin
heave: cos and sin
pitch: cos and sin
The variables in the coupled equations for the horizontal plane motions are:
sway: cos c, and sin
roll: ' cos and sin ig
yaw: cos « and sin
These sets df motions 'have to be solved by a numerical method
From the solutions. of these in and out of phase terms follow the transfer fùnctions of the
motions, which is the motion amplitude to wave amplitude ratio, and the phase lags of
the motions relative to the wave elevation at the ship's centre of gravity:
Xa Ya a °a a 'ÇL'a
Ca Ca Ca Ca 'Ca
The associated phase lags with respect to the wave elevation in the centre of gravity of
the ship are:
fy( zC ec g
The transfer functions of the translations are non-dimensionai.
The transfer functions f the rotations can be made non-dimensional. 'by dividing the
amplitude of the rotatons by the amplitude of the wave slope kC in lieu of the wave
amplitude a:
Ya Za Oa 'Çl'a Çba
Ca Ca Ca ka kCa /CCa
With these transfer functions and the corresponding. phase lags, the transfer functions of
the motions in the X, Yb and zb, direction in 'any point P(xb, Yb, zb) on the ship can be'
calculated.
Motions 94
An example of predicted and measured transfer functions of the motions in all six degrees
of freedom of an aircraft carrier,, sailing at 25 knots, is given in figure 7.1.
SHIP HEADING ANGLE

(FOLLOWING) (BEAM) (HEAD)
00 30! 60 90° 120° 1500 1800
1 2 0 1 2 0 1
WAVELENGTH/SHIP LENGTh
Figure 7.1: Measured. and predicted: transfer functions of the motions of an aircraft carrier
(Principles of Nava1 Architecture, P989)
Figure 7.2: shows the speed dependent transfer functions of the roll motions in beam
waves and the pitch motions in head waVes of a containership. Mark the opposite effect
of forward speed on these two angular motions.
Motiöns: 95
15 1:50
RAOohot
RAOofh
V ..0 knot
Beam waves Headway1
1:25
)V_2ob
10
V 10 aiots
1.00 :adllÍk V.10 kiot3
0 V - O knots
e
t
:1
o
.75
V-20 mots
E
z g
z
.50
Containeroiip
Lw 175 Containership
L-,llSmelre
.6 .8 10 .4 .6 .8 10
wave frequency (rad/s) wave frequency (radis)
Figure 7.2: RAO's of roll and pitch motions of a containership
Displacements in three directions

The harmonic longittidinal displacement is given by:
x=x .ybr+z.O
Xp COS(Wet +
The harmonic lateral displacement is given by:
=Y+x - Zb
-y . cos(wet +
The harmonic vertical displacement is given by:
Zp = Z - Xb .0 - Yb
= Z;00 CO5 Wet + zi:)
Velocities in three directions

The harmonic velocities in :thexb, Yb and Zb direction in point p(xb,yb,zb) on the ship are
obtained by taking the derivative of the three harmonic displacements.
Motions 96
The harmonic longitudinai velocity is given by:
=X Yb P + Zb O
We Xpa SiiÏ( Wet + p)

thpa cos(wt.+ c)
The harmonic lateral velocity is given by;
= Y + Xb Zb
= We sin(,wt + yp)
= YPa COS(Wet + jip)
The harmonic vertical velocity is given by:
= Z - Xb 0 + Yb
= We Sfl( Wet + fc)
= ZPa cos(wt + )
Accelerations in three directions

The harmonic accelerations in the xb, Yb. and zb direction in point p(xb,,yb, Zb) on the
ship are obtained by taking the second derivative of the three harmonic displacements.
However, in 'the longitudinal and lateral direction a component of the acceleration of
gravity g has to be added.
The harmonic longitudinal acceleration is given by:
p=i Yb' -I-zbOgO

w cos(wt + - g °a cos(wt + e)
= XPa cos(wt + c)
The' harmonic lateral' acceleration is given by:
f=y ±Xbb zb.;4±g..çb.

= W YPa cos(wet + +g a cos(w't +
= fì. cos(wet
Motions 97
The harmonic vertical acceleration is given by:

= - b 0 + Yb Ç/)
WZ cos(wet + f Zp)
= cos(wt ± c)
Vertical relative displacements
The harmonic vertical relative displacement with respect to the undisturbed wave surface
of point p(xb, Yb, zb) connected to the ship can be obtained too:
8pCpZ +XbO YbÇ6

cos(wt + E8)
with:
= Ca cos(wet - kxb cosji - kybsin
It may be noted that the sign of the relative motion is chosen here in such a way that a
positive relative displacement implies a decrease of the freeboard.
5 5
RAO of absolute bow matons RÀOofrelabve bowmabons
Head waves Head waves V 20 knots
E V20 knots E
w
a a
2 V. 10 knots
a
I
2
0s-
- _4ii
RAO tends tatO
1
RAO tends ta tO
ContainersHp
RAo tends toO ti toO.0 L.175meUe
.5 10 15 .5 10 15
wave frequency (rad/s) wave frequency (rad/s)
Figure 7.3: Absolute and relative vertical motions of the bow of a containership
Figure 7.3 shows the speed dependent transfer functions of the absolutc and the relative
vertical bow motions of a containership in head waves. Mark the opposite characteristics
of these two motions for very short and very long waves.
Motions 98
Dynamic swell-up
An oscillating ship will produce waves and these: phenomena will change the relative
thotion A dynamic swell-up should be taken into account.
Tasaki (1963) carried: out forced oscillation tests with ship modéls in still water and
obtained an empirical formula for the dynamic swell-up at the forward perpendicular in
head waves:
CO.4'5 /wL
Sa 3 Vg
with the restrictions:
blockcoefficient: 0.60 < CB <0.80
Froude number: 0.16 < F <0,29
frequency of encounter: 1.60 < wL/g < 2.60
In this 'formula 8a is the amplitude of the relative motion at the forward perpendicular as
obtained in head' waves, calculated from the heave, the pitch and the wave motions.
Then the actual amplitude of the relative motions becomes:

= Sa +
Another simple but more fudanenta1 method to dtermine the dynamic swell' up forward
is given by Journée and van 't Veer (1i995).
Let an oscillating bódy produce damping Waves, (, with' amplitude ca. When the
vertical relative motions of a point fixed to the vessel with respect to the wave elevation are
calculated, the influence of the radiated damping waves must be 'added to the undisturbed
incoming wave.
Then the vertical relative moticns s at a point (xb, y) can be calculated using:
s(b,yb,) C(xi, y) + ¿( - z(xb, Yb)

where is 'the incoming wave elevation and z(xb, Yb) is the vertical motion' f the vessel
in (xb, Yb) and where the radiated wave elevation 'is given by:
C=ca.cos(wtkIybI+7r)
For zero forward speed, the amplitude ratio of the local 'heave motion Za(Xb,) at cross
section Xb of the body and the produced transverse radiated waves (a follows from:
Za(Xb) i /pg.c
Ca VN33
Using this equation, the ratio of t'heampiitudes'frorn t:he radiated waves due'to the heaving
Cross section and the incoming wave becomes:
(a Za(Xb)
Ca Ca V pgc
Motions 99
In case of a forward ship speed V,. the section is oscilláting with the encounter freqiency
Wé and therefore the wave velocity c of the radiated waves is depending on this frequency:
Ce =g-
Due to the forward speed the radiated waves are swept back in the wake.
waveThe
elevation at a certain point (xv, yr,) in the vessel fixed reference system is now a result of
the radiated waves from a more forward located cross sction.
The xb-positiOfl of this cross section can simply be calculated, using:
Xb = Xp + II V- Ce
The amplitude of the radiated waves by a non-zero forward speed can now be calcu-
lated using the damping coefficient based on the encounter frequency and the previous
expression for x:
/N33(xb)
1Ca
(a
- Za(Xb)
Ca
We,
y pgc
This calculation method has been verified with some results of experiments of Journée
(1976a), carried out with a self propelled 1:50 model of a fast cargoship in regular head
waves. In the ballast condition of the model, the vertical relative motions have been
measured at four ship speeds at 10 % of the length aft the forward perpendicular.
Figure 7.4 shows the results in head waves.
8.1811 00811
n.0.l8l Fn_0. i
St0I0110 SSlo,bO
ambos wave
20 b0
wevsçmleripIaçoi 0000 Io,0l 8*,bobl,
Bebo
F0.025 I
SOtol lb
20 20'
w' 0.00 Ier8th0lhpI0,l,
Figure 7.4: Vertical relative motions forward of a fast cargo ship
Especially at resonance frequencies, the figures show a strongly improved agreement be-
tween the measured .and the predicted relative motions.
Motions loo
Vertical relative velocities
The harmonic vertical relative velocity with respect to the undisturbed wave surface of a
certain point p(xb, Yb, zb), connected to the ship, can be obtained by:
D
= {CPz±xb.o _ybÇb}
=p_i +XbOVO YbÇ
with:
= W CaSlll(Wet kx6cosj. kYbsin/1)
7.2 Added resistances
An oscillating ship will produce waves. Because the radiated waves dissipate energy, an
added resistance will be' introduced
Figure 7.5 shows the resistance'in regular waves as a function of the time: a constant part
due the calm water resistance and a oscillating part due to the motions of the ship, relative
to the incoming regular waves The time-averaged part of the increase of resistance is
called: the 'added resistance due to waves Raw..
2500
Sti!Iwater'resistanOe
+ I
Meanaddediresistance AW
A AH
Resistance
z
2000
Aw
Still'water resistance
(n
1000
500
10 20 30
Time (s)
Figure 7.5: Increase of resistance in regular waves
Two theoretical methods have been used for the estimation of the time-averaged addèd
resistance of a ship due to the waves and the resulting ship motions:
- .a radiated wave energy method, as introduced by Gerritsrna and Beukelman (1972),
suitable for head to beam waves.
- anintegrated pressure. method, as introduced by Boese (1970), suitable for all wave
directions.
Because.of the added resistance of a ship due to the waves is proportional to the relative
motions squared, its inaccuracy will be gained strongly by' inaccuracies in the predicted
motions.
The transfer function of the mean added resistance is presented as:

D,, Raw
(2
Added resistances 102
In a non-dimensional way the transfer function of the mean added resistance is presented
as:
R" - pgCB2/L
in which:
L = length between perpendiculars
B' = maximum breadth of the waterline
Both methods will be described here
Radiated energy method

The radiated wave energy during one period of oscillation of a ship in regular waves is
defined by Gerritsrna and Beukelman (1972) as;
P=JJb3.V*2.dxb.dt
in which:
b3 = hydrodynamic damping coefficient of the vertical' motion of the cross section
= vertical average velocity of the waterparticles, relative, to the cross sections
Te = period of vertical oscillation of the cross secIion
The speed dependent hydrodynamic damping. coefficient for the vertical motion of :a cross
section is defined here as shown before:
¡
'u33
rr,
AV33 ,
V
U,A 133
'axb
The harmonic vertical relative velocity of a point on the ship with respect to the water
particles is defined by:
D
_{z x...O +YbÇt}
-( b0 +VO' +Yb)
For a cross section of the ship, an eq.uivlent 'harmonic vertical relative velocity has to be
found.
This equivalent relative velocity is defined by:
.v:= (xb.Ó+V.o)
= cos(wet + Ev;.)
With this the radiated energy during one period of oscillation is given by:
p= - J('sr3 - V. dM) V2 dxi,
To maintain a constant forward ship speed,. this energy ,shoúld be delivered by the ship's
propulsion plant. A mean added resistance Raw has to be gained.
The energy delivered to the surrounding water is given by:

P=Raw(V_C )Te COS
2ir
Ra
- k cos
From this the transfer function of the mean added resistance according to Gerritsma and
Beukelman can be found:
Raw kcos ji dM3,1 a2
- 2w J
1('N' - dXi,
dxb
This method gives good results in head to beam waves. However, in following waves this
method fails.
When the wave speed in following waves approaches the ship speed the frequency of
encounter in the denominator tends to zero. At these low frequencies, the pOtential
sectional mass i very high and the potential sectional damping is almost zero. The
damping multiplied with the relative velocity squared in the nominator does not tend to
zero, as fast as the frequency of encounter. This is caused by the presence of a natural
frequency för heave and pitch at this :lØW w, so a high motion peak can be expected. This
results into extreme pósitive and negative added resistances.
Integrated pressure method

Boese (1970) calculates the added resistance by integrating the longitudinal components
of the oscillatng pressures on the wetted surface of the hull. A second 'small contribution'
of the longitudinal component of the vertical hydrodynamic and wave forces has been
added.
The wave elevation is given by:

( (a cos(wet - kxbcos ¿L kybsin p)
The pressure in the undisturbed waves is given by:

p--pgz +pg cosh'k(h+zb)
cosh(kh) C
pgz + pg'S coshk(h+zb) (a CQS(Wt - kx6 cos - kyb sin

cosh (kh.)
The horizontal force on an oscillating cross section is given by:
f(xb,t)
J p dz.
D3+z
_(2+(_D+z
=p.( 2
C
+ tanh(.kh)
with: z z - XbO.
As the mean added resistance during one period will be calculated, the constant term and
the first harmonic term can be ignored. So:
(2+ 2 (.(C-
.f*(xòt)=pg. ( 2 tanh(kh)
The vertical relative motion is dfined by $ = Ç zr,, so:

((2+z2 (.3
f *(x,t)=pg 2 +:th(kh)
The averagé horizontal force on a cross section follows from:
f ) = J f*(x
t). dt
pg( r 2s cos(kxbcos1L -
+ +
4 " (a tanh(kh)
The added resistance due to this force is:.
Rawi = 2f J(xb.) /t---1:

dy\4x6
\ dx,,j
= PiCf(i 2Sa cos(kx6 COSjL -
(2 tanh(kh) J dx
Ca
'or deep water, this part of the mean added resistance reduces to;
Raw1 = - J.s dx,, (as given by Boese for deep water)
The integrated verticl hydromechanic and wave forces in the shipborne.-axis system varies
not only in time but also in direction with .the pitch angle.
Added resistances t05
From this follows a second contribution to the mean added resistance:
Raw2 = f(x3 (t) + x3 (t)) 0(t) dt
-'7v(t') .0(t) .dt
For this' second contribution can be written:
Raw2 pV Za O cos(fzC - e)
So the transfer function of the total mean added resistance according to Boese is given
by:
--=
Raw' 1 2 Za
+ 2pgj1(1 2sacos(kxbcosii)' dy
dx b
atanh(kh) ) dxb
Figure 7.6 shows. a cornparion of calculated (radiated energy method) and measured
added resistance data of a containervessel.
IS
- m.Thod
IO
8
0 .5 1,0 1.5 2.0 2.8
'it
IS
IO
0 .5 1.0 15 2.0 2.5'
Lit
Figure 7.6: Calculated and measured added resistance data

7.3 Shear forces and bending moments
To obtain the vertical and lateral shear forces and bending moments and thç torsioni
moments the following information, over a length Lm on the solid mass distribution of the
ship including its cargo is required:
m'(xb): distribution over the ship length of the solid mass of the ship
per unit length, as illustrated in figure 7.7
z(xb.): distribution over the ship length of the vertical z6 values of the centre of
gravity of the solid mass of the ship per unit length
k(xb): distribution over the ship length of the radius of inertia of the solid mass
of the ship per unit length, about a horizontal longitudinal axis
through the centre of gravity
21
22
.1250 tun
16
1
18 19 1000 tini
20
750 tini 23 24
4 15
27
500E tini 28
12
10 ..250 tini
4
2 25 6
*293O
APP 50 100 150 200 250 300
(ni) D- distribution along
ship' length
Figure 7.7: Distribution of solid mass properties
The total mass of the ship rn is ound by an integration of the masses per unit length
m'(xb):
m =J m'(xb) . dxb
It is obvious that this integrated mass should be equal to the mass óf displacement,
calculated from the underwater huliform:
m=pV
Shear forces and bending moments 108
The longitudinal pOsition of the centre of gravity SG is found from the mass and the
distribution of the masses over the length:
m'(xb) 5b dxb
=m
An equal longitudinal position of the ship's centre of buoyancy 5B is required, so:
The transverse radius of inertia is found from the mass and the distribution of the
radii of inertia of the masses k(xb) over the length:
mf m'(xb) k(xb) dx
For relative slender bodies, the longitudinal gyradii of the mass k and k is found from
the mass and the distribution of the masses over the length:
k2 - k2ZZ
!IY
mf
The position in hèight of the centre of gravity ZG is found from the mass and the distri-
bution of the heights of the centre of gravities z(xb) over the length:
= m.i- ( ) z(x) dx6

Lm
it is obvious that this value should be zero for an axes system with the origin in the centre
of gravity G.
Consider a section of the ship with a length dxb, as illustrated in figure 7.8, to calculate
the shear forces and the bending and the torsional moments.
When the disk is loaded by a load q(xb), this implies for the disk:
dQ(xb)
q(xb) dxb = dQ(x6) so: = q(xb)
UX6
¿M (xò)
Q(xb) dxi, = +dM( ) so: 2 = +Q(xb)
UXb
in which Q(x&) is the shear force and M(x6) is the bending moment.
Shear forces and bending moments 109'
M Q+dQ )M+dM
Figure 7.8: Loads on a cross section
The shear force and the bending moment, in a cross section s1 follow from an integration
of the loads from the aftmost part of the ship to this cross section s1:
Q(xi) :idQ(xb') dxb
M(x / dM'(xb dx6

J
Xo
dxi,
+JQ(xb). dxb
XØ
So, the shear force Q(xi) and the bending moment M(xi) in a cross section can be
expressed in the load q(xb) by the fo11owirg integrals:
Y
= f q(s)
X0
Xi
M(xi) = +Jq(x ) - Sb) . 'dxb
= +f q(xb) Sb dxb, x,1 .fq.(xb) dxi.
Fór the torsional moment, a similar approach as given for the shear force is used.
Shear fòrces and bending moments 110
Still water loads
Consider the forces acting on a section of the ship with a length dxb, as illustrated: in
figure 7.9.
pgA.
Q3 I Q5 + dQ3
W/; $+);+
U
X0 Q, X' Q + dQ5
Figure 7.9: Vertical loads on a cross section in still water
According to Newton's second law of dynamics, the vertical forces on the unfästened disk
of a ship in still water are given by:
(rn'. dxb.) (g) = dx,,
with:
= pA3g - m'g
where A3 is the sectional area.
So, the vertical shear force Q33(x1) and the bending moment Q5(x1) in still water in a
cross section can be obtained from the vertical load q38(x,,) by the fcllowing integrals:
XI
Q3(x1)
- J q33(x) . dx,,
X0
Q53(x1) =
y s X,, dx,, - xiJq33(x) dx,,
X0
Lateral dynamic loads
Consider the forces acting on a section of the ship with a length dxb, as illustrated in
figure 7.10.
h
f 1f
Qv dQ Q6 Q6 z
Figure 7.10: Lateral dynamic loads on a cross section in waves
According to Newton's second law of dynamics, the harmonic lateral dynamic löad per
unit length on the unfastened disk is given by:
q2(xb) +X2(xi,) +X(xi,) +pgA3çb
rn'(xò).(+x +g)
where A3 is the sectional area and X. (xi,) and X,..(xi,) are the sectional hydromechanic
and wave loads, respectively.
Then the harmonic lateral shear forces Q2(xi) and the bending moments Q6(xi) in waves
in cross section x1 can be obtained from the horizOntal load q2(xb) by the following inte-
grals:
Q2(xi) = Q2a cos(wet + EQ2) -J q2 dxi,

=
Xi
Q6(xi) = Q6 cos(wet + cQ6) =
- J q2(xb) Xb dxi, + x1 Jq2(x) dxi,
Xo
Shear forces and bending moments '112.
Vertical dynamic loads
Consider the forces acting on a section of the ship with a length dxb,, as illustrated in
figure 7.11.
Q5 (Q34 Qj + dQ3Q5 + dQ5
dx
Figure 7.11: Vertical dynamic loads on a cross section in waves
According to Newton's second law of dynamics, the. harmonic longitudinal and vertical
dynamic loads per unit length on the unfastened disk are given by:.
q.1(xb) = + X1 (xb) + X1(xb,) m'(xb) .(.

. ö)
q3(xb) = + X3 (xb)' + X3 (x,) - m'(xb) .

- Xb e)
where (xb) is the distance of 'the centroid of'the cross section to the xb axis and X(x )
and X.(x6) are the sectional hydromechanic and wave loads,' respectively.
Then the harmonic vertical shear forces' Q3(xi) and the bending moments Qs(xi) in waves
in cross section x1 can be. obtained from the longitudinal and vertical load q.i(xb) and q3(xb)
by the following integrals:
XI
Q3(xi). = Q0 cos(wt H = - jq3(xb) dx

X0
Qs(xi) = Q5a cos(wet + Q) = + Jqi( ). bG(.xb.) . dxb

XO
Xi ' Xi
+fq3(xb) Xb dx,, .xif q3
Figure 7.12 shows a comparison between measured and calculated distribution of the wave
bending moment amplitudes over the length of the ship.
20
10
FÍrg... -
20
o
2
Fn0
20
10
o ?
8
uz
io
Y 20
lo e
En
Fn;..30
Fo 2C1,41. %
EXPERIMENT . 2,4- 1%
.LEWISFORM P4.2
CALCÜLATION {_ CLOSE FIT N10
Figure 7..12: Distribution of wave bending moment amplitudes

Torsional dynamic loads
Consider the forces acting on a sction of the ship' with 'a length drb, as illustrated in
figure 7.13.
Figure' 7.13: Torsional' dynamic löads' on a cross section in waves
According to Newton's second law of dynamics, the harmonic torsional dynamic load per
unit length on the unfastened disk about a longitudinal axis at a distance z1 above the.
ship's centre Of 'gravity is given by:
q4(xb, z1) = +X4(xb) + X,4(xb) + z1 q2(xb)
rn'(xb)'.(k. z.(fi +xbb+g))

where X. (xb) and X,. (xb) are the' sectional' hydomechanic and wave loads., respectively.
Then the harmonic torsional moments Q4(xi, zi) in waves in cross section x1 at a distance
z1 above the ship's centre of gravity can be obtained from the torsional, load q4(xb, zi) by
the following integral:
XI
Q4(x.i, zi) = Q cos(wet + Q4C) =fX0

q4(xb,zi) . dx
Chapter 8
Responses in irregular waves
As a consequence of the linear theory,, the results in irregular waves are obtained by adding
together results from regular waves of different amplitudes, frequencies and propagation
directions. With knowh wave energy spectra and the calculated transfer functions of the
responses of the ship, the response energy spectra and the statistics of these responses
can be found..
Generally, the fre4uency ranges of the energy spectra of t:he waves and the responses of
the ship on these waves are not very widè. Then the Rayleigh distributiOn can be used to
obtain a probability density function of the maximum and minimum values of the waves
and the responses. With this probability density function, the probabilities on exceeding
certain limiting threshóld values by the ship motions can. be calculated. A review of the
statistics of the irregular sea and' the. resulting irregular motions and structurai loads is
given
To compare the calculated behaviour of different ship .dsigns or to get an impression of

the behaviour of a specific ship design in a seaway, standard representations of the wave
energy distributions are necessary.
Two very well known types of normalised wave energy spectra are described here: the
Bretschrìeider or (modified) Pierson-Moskowitz wave spectrum for open ocean areas nd
the JONSWAP wave spectrum, designed with respect to the offshore activities in the
northern part of the North Sea.
8.1 Wave spectra and statistics
According to St. Denis and Pierson (1953), the linear theory is used to obtain an irreg-
ular sea and statistical estimates of the the wave surface elevation. They defined the
irregular sea by the sum of a large number of regular waves, each with an individual
heading, frequency, amplitude and a random phase lag, a method borrowed from the field
of electromagnetic communications.
Figure 8.1: A sum of many simple waves makes a sea

(Pierson et.al.)
The wave elevation of a long-crested irregular, sea propagating along the positive x axis,
can be written as the sum of a large number of regular wave components:
C(t) = cos(wt - kx +
Wave spectra and statistics 117
Here can, w,, k and c,1 are the wave amplitude, circulr frequency, wave number and
ran.orn phase angle of wave corn' ponent number n..
The random phase angles , are uniformly distributçd between O and 2r and constant
with time. The frequency and the wave number k. are related by the dispersion
c
relation, for deep water: w = kg.
Suppose a time history of the wave elevation during a sufficient long period:
r=Nzt
The instantaneous wave elevation is Gaussiaú distributed with zero mean.
The. amplitudes Can can be obtained by a Fourier analysis of the sign1:. But,, each little
shift in time of the. time history with length r will result in a new series: of amplitudes
Can However, an average, value of C can be found: a2n
When C(t) is an irregular signal without prevailing frequencies, the average valuesCn
close to w will not change much as a function of the frequency. The character of C is
continuously.
The variance of this signal equals:
221{C2}
= N.t1{Ct}
= / C(.t) . dt
= J{{an
'n=1
cos(wt kx + dt
=
n=1
The wave amplitude an can be expressed by a Wave spectrum S(w):

Wn+LW
S(w). = )
where w is a constant difference between two successive frequencies.

Muitplied with pg., this expression is the energy per unit area of the waves in the frequency
interval w.
Letting w - O, the dfithtion of the wave energy spectrum S(w) becomes.:
S(w) . d = Cn
Wave spectra and statistics 1 18
and the variance or TnOÇ equals to:
2
= moC = S( ).dw
£
S Ri1
FREQUENCY DOMAIN
TIME
WAVE SPECTRUM
REGULAR WAVE
//
/ COMPONENTS WITH
RANDOM PHASE
ANGLES
TIME DOMAIN
RANDOM WAVE ELEVATION
Figure 8.2: Relation between wave spectra parameters

(Fältinsen, 1990/1993)
Rayleigh probabilty density function

För a narrow spectrum the probability density of the maxima and minima is given by the
Rayleigh distribution:
X
f(x)=.c
ru0
2mo
This holds that the probability that an amplitude exceeds a threshold value a is givn
by:
P{a >a}j.e
a
m0
'o dx
2m0
Wave spectra andstatistics 119
RayIeihprobabIiity deisiLy fu cflon
---------
X
:1
C
o
C
.2
U)
C
a)
P(x>a) = exp (-a2/2m0)
a 4 6 a lo
X(rn)
Figure 8.3; Rayleigh probability dnity function
The Rayleigh probability density function is illustrated in figure 8.3. Analòg to this
definitión, the probability that a wave amplitude Ca exceeds a threshold value a cán be
found by:
a2
P{a> } = e 2mo
The Rayleigh próbability density fùnction can be used to obtain the significant wave
amplitude aj/3 defined by the mean value of highest i/.3 part of the wave amplitudes.
Choose a value a in such a way that the interval a - oo on a histogram of the wave
amplitudes of a time history ((t) contains the highest 1/n part of these amplitudes.
With:
i --g-
-=e
n
2m
or ä =2rno inn
the mean value of the highest 1/ n part of the wave amplitudes is:
i 7Ix. ex 2m0 dx
1/nJ moC
00
r X2 __a
=n JI e 2mo dx
With n iu the previous expression, the significant amplitude a1/3 can be found:
Standard wave spectra

To compare the calculated behaviour of different shi:p designs or tO get an impression of
the behaviour of a specific ship design in 'a seaway, standard representations of the wave
energy distributions can be found in literature.
Two, well known types. of normalised wave energy spectra are described here:
- the Bretschneider wavespectrum, awavê spectrum frequently used in open sea areas
- the JONS WAP wave spectrum, a wave spectrum frequently used in North Sea areas.
The mathematical' formulations of these normalised uni-directional wave energy spectra
are based on two parameters:
- the significant wave height H1,3.
- the average wave period T1,, based on the centroid of the spectral area curve.
To obtain 'the average zero-crossing period T2 or the spectral peak period T, a fixed
relation with T1 can be used not-truncated spectra.
The significant wave height is defined by:
H1,3 = 4.
and the definitions of t'he average wave' periods, are:
T = peak or modal Wave periOd,

corresponding to the' peä'k of the' spectral curve
T1 = 2ir-
moC
= 'average wave period based on
the centroid of the spectral curve area
¡maC
I'2 = 2ir ' = average. zero-crossing wave period based on
y m2C
of i'ilertia of the spectral curve area
with:
mnc=JSc(w).w".dw
Bretschneider wave spectrum

A very well known two-parameter wave spectrum of open seas is defined by Bretschneider
as:
173 H13
w5.exp{
692
T14 T14
For not-truncated mathematically defined spectra, the theoretical relations between the
periods are tabled below:
T1 = 1.086I'2 ±: 0.772T
0.921 T1 = T2 = 0.711 T
l.296T1 = 1.407T2 = T
Another name of this wave spectrum is the Modified Two-Parameter Pierson-Moskowitz

Wave Spectrum.
This formulation is accepted by the 2nd International Ship Structures Congress in 1967
and the 12th International Towing Tank Conference in 1969 as a standard for seakeeping
calculations and model experiments. This is reason why this spectrum is also called' the
ISSC Wave Spectrum or the ITTC Wave Spectrum.
The original One-Parameter Pierson-Moskowitz WaveSpectrum for fully developed seas

can be obtained' by using a fixed relation 'between' the significant wave height and the
average wave period in the Bretschneider dflnition;
T1 = 3.861
JONSWAP wave spectrum

In 19.68 and 1969 an extensive wave measurement program, known as the Joint North
Sea Wave Project (JO.N.SWAP) was carried out along a line extending over loo miles.
into the North Sea from Sylt Island. From analysis of the measured spectra, a spectral
formulation of wind generated seas with a fetch limitation was found.
The following definition of a Mean JONSWAP wave spectrum is advised by the .17th
ITTC i.n 1984 for fetch limited situations:
320.Hj,. f-1950
.w .eXp
T
with:
3.3 (peakedness factor)
A=exp1f
(-l\2
= 2ir- (circular frequency at spectral peak)
-'P
= a. step function of w : if w <w then o = 0.07
if w > w then o = 0.09
Taking 1A = 1.522 results in the formulation of the Bretschneider wave spectrum with
the peak period T,
For not-truncated mathematically defined spectra, the theoretical relations between the
periods are tabled blow:,
T1 = 1.0.73T2 = 0.834.T
0932T1 = T2 = 0.777T
1.199.T1 = 1.287.T2 = T
Sometimes, a third free parameter is introduced in the JONSWAP wave spectrum by

varying the peakedness factor y.
In figure 8.4 a cOmparison of the Bretschneider and the mean JONSWAP wave spectra
is given for seastates with a significant wave height H1,13 of 4 metres and average zero-
crossing wave periods 2 of 6, 8 and 10 seconds, respectively.
= 10 sec
H113= 4.0 m
2
= 8 sec
= sec
Bretschneider Wave spectrum

JONSWAP Wavespectriim
.5 1.0 15 2.0
wave frequency (rad/s)
Figure 8.4: Comparison of two spectral formulations
Truncation of wave spectra during numerical calculations, can cause differences betwen
input and calculated wave periods. Generally, the Wave heights will not differ much.
Wave spectra and statistics i24
In reality the spectral form difrers from these formulae and gives only a mean distribution.
Figure 8.5 shows a comparison between a measured wave spectntm and the corresponding
Bretschneider (Pierson-Moskowitz) wave spectrum during a storm in the Atlantic Ocean
on 4 February 1979.
Measuredwave spectrum
Bretschnelder wave spectrum
o
0 .25 .50 .75 1.00 1.25
wave frequency (rad's)
Figure 8.5 Comparison between a measured and a normalised wave spectrum
Another important factor is the distribution of the wave energy over all directions ji.
Often a cosine-squared spreading will be used:
S(w, ii) . cos(ji - )} . S(w)

{
with:
where i is the dominant wave direction.
Each contribution is essentially a scaled down version of the total wave energy spectrum.
So, for each direction the ji shape of the eliergy distribution over the frequency range w
is the same.
in reality this distribution depends on the mornentaneous local weather situation (sea)
and the weather in the whole ocean in the recent past (swell). So deviations of these
distributions will certainly appear as for instance when sea and swell come in from different
directions.
In the table below, for "Open Ocean Areas" and "North Sea Areas" an indication is given
of a possible average relation between the scale of Beaufort or the wind velocity at 19.5
metres above the sea level and the significant wave height "1/3 and the average wave
periods T1 or T2.
This table gives an. indication only, a generally applicable fixed .relticn between wave
heights and wave periods does not exist.
Indication of Wave Spectra Parameters
Scale of Wind Speed Open Ocean Areas North Sea Areas

Beaufort at 19.5 m (Bretschneider): (JONS WAP)
above'.sea
H113 T1, T2 H13 T1 T2 .

-y
(kn) (rn), i
(s) (s) (rn) (s) (s) (-)
H,
1 2.0 1.10 5.8 53 050 3.5 3.3 3.3
2 5.0 1.20 5.9' 5.4 0.65 3.8 3.5 3.3
3 ' 8.5 1.40 6.0 5.5 0.80 4.2 3.9 3.3
4 . 13.5 1.70 6.1 5.6. 1.10 4.6 4.3 3.3.
'5 19.0 2.15 L 6.5 '' '60 1.65 5.1 4.8 .3.3
6 24.5 2.90 L 7.2'' 6,6 2.50 :
5.7 '53 3.3
7 30.5 3.75.Y 7.8 7.2.. '3.60 '6.7 6.2 3.3
8 37.0 4.90, 8.4 77 =
4.85. 7.9 7.4 3.3

9 44.0 '
6.10 9.0 . '8.3' 6.10 8.8 8.2 3.3
10 .51.5 7.45 9.6 ' 8.8 7.45 9.5 8.9 3.3
11 59.5 8.70 10.1 9.3' 8.70 10.0 9.3 3.3
12 >64.0 ' 10.25 10.5 9.7 '1.0.25 105 9.8 ' 33
Other open ocean definitions for ;the North Ät1&iticand the North Pacific, obtained from
Bales (1983). and adopted by the .17th 'ITT.C' (1984), are given in the tables below.
The modI or central periods in these tables correspond with the peak period T.
For not-truncated spectra, the relations between T, T and T2 are defined 'before.
Open Ocean Annual Sea State Occurrences of Baies (1983)

of the North Atlantic and the North Pacific
Sea Significant Sustained Probability Modal

State Wave Height H1,3 Wind Speed 1) of Sea State Wave Period T
Number (m) ..(kn) (%.) '(s)
(-)
Range Mean Range Mean Range 2) Most 3)
Probable
North Atlantic
Q-1 0.0 - 0.1 0.05 0-6 3 0 :
2 0.1-0.5 03 7-10 8.5 7.2 3.3-12.8 7.5

3 0.50 - 1.25 0.88 11 - 16 13.5 22.4 5.0 - 14.8 7.5
4 1.25- 250 L88 17- 21 19 28.7 H 6.1 - 15.2 8.8
5 2.5 -4.0 3.25 22-27 24.5 15.5 8.3.- 15.5 97
6 4-6 5.0 28 - 47 37.5 18.7 H 9.8 - 16.2 12.4
7 6-9 7.5 48 - 55 51.5 6.1 11.8 - 18.5 15.0
8 9 14 11.5 56 - 63 59.5 1.2 14.2 - 18.6 16.4
>8 >14 >14 >63 >63 <0.05 18.0 23.7 20M
North Pacific
0-1 H .0.0-0.1 0.05
H 0-6 H 3 0 -
2 0.1-0.5 0;3 7-10H 8.5 4.1 .3.0-15.0 7.5
3 0.50 - 1.25 0.88 .11 - 16 H 13.5 16.9 5.2 15.5 7:5
4 L25 2.50 H 1.88 17-21 19 27.8 5.9 - 15.5 8.8
5 2.5 - 4.0 3.25 22 - 27 24.5 23.5 7.2 - 16.5 97
6 4 6 5M 28 - 47 '37.5 16.3 9.3 - 16.5 13.8
7 6-9 7.5 48 - 55 51.5 9.1 10.0 - 17.2 15.8
8 9 - 14 11.5 56- 63 59.5 2.2. 13.0 - 18.4 18.0
>8 >14 >14 >63 ' >63 0.1 20.0 20.0
Note:
it) Ambient wind sustained' at. 19.5 rn .aböve surface to 'generate fully-developed seas.
To convert to another altitude h2, apply V2 = Vi (h2/19.5)1/7.
2) Minimlim is 5 percentile, and maximum is 95 percentile' for periods given wave
height range.
3) Based on periods associated with. central frequencies included in Hindcast Clima-
to'logy.
8.2 Response spectra and statistics
The wave energy spectrum is defined by:
S(w).dw =
Analog to this definitiOn, the' energy spectrum of the response r(, t)' can be defined by:
= 12
i
(r)2 S(w) dw
So, the reponse spectrum of a motion can be found from the transfer function of the
motion and the wave spectrum by:
Sr() (r) S(w)
The energy spectrum of the responses r(we, t) of a 'sailing ship on the irregular waves L
follows from the transfer' function of the response and the wave energy spectrum by 'i
Sr(We)
(Ta())2 S(w)
The moments of the response spectrum are given by;
mnr with n = 0,1,2,...

= J Sr(We)
From the spectral density function of a response the significant amplitude can be calcu-
lated.
The significaiit amplïude is defined to be 'the mean value of' the highest one-third part :f
the highest wave heights, so:
ra113 = 2Thi
Response spectra and statistics 128
A mean period can be found from the centroid of the spectrum by:
m0,.
Tir 2it
mir
An other definition, which is equivalent to the average zero-crossing period., is found from
the spectral radius of inertia by:
¡mor
T2=2i'-1,j---
m2,.
Figure 8.6 shows an example of the striking influence of the wave per.io.d on a response
spectrum This response is the heave motion of a containership, sailing with a speed of
20 knots in head waves with a significant wave height of 5 0 metres
i 4,
'i i4
ï I
j2 I
'2
L 1.0 16 -5 1.0 IL
wv. hIq*ny(d/) . h.q.y(s) wv.l,.qo..cy (rd($'
1.5
T,a,d..notIon h.
1.0
1
.6
j L.
20 Irnd,
£ 10 15
Wav.Ir.qu..ty(ra4s)
A
.5' 1.0 1.5
wv.fr.W.ny(,l,)
Figure 8.6: Effect of wave period on heave motións

The probaibili'ty density functiön of'the maxiinim and' minimum valües, 'in case' of a spec-
trum with a frequency range' which is: not too wide, is given by 'the Rayleigh distribution:
f (,r) = ra exp '1

rn'0,. i 2mo,.
This implies' that the probäbility of exceeding a threshold value a by the response arnp1i
tude 'ra becomes:
2
'I !a 'a
P{ra> .'j ni0,.
exp.
, I
' ' dra
i 2mo,.
I _a2
=expÇ
i 2mo,.
The number of times per hoùr that this happens follows from:
3600
Nho,. P{ra > a}
T2r
The spectral value of the waves S(w), based on We, 'is iot equal to the spectraiL value
S(w), based on w.
Because of the requirement of an equal amount of energy in the frequency bands w and:
awe, it follows:
Sc(w) dWe = S(w) dw'
From this the following relation is found:
S'(w)
S(We) =
This transformation rule is demonstrated in figure 8.7.
The relation between the frequency of encounter and 'the wave frequency in deep water,
of which an example is illustrated. in figure .8', is' given by:
COS.,/L
From the. relation between We and w fcllows for deep Vater:
dw'
1 2wV.cosjz
g
The calculation procedures based on the wave frequency or on the frequency of encounter
and the relation between these two procedures are presented in figure' 8.9.
125 t25
BF6 H BF=6
Head waves
H V=l6knots
too loo
.75 .75
i .50
Area = A
25 .25
2 2 3
Wave frequency (radis) Frequency of encounter. (rad/s)
Figure. 8.7: Transformation f the wavespectrum into an encounter spectrum
1.5
V = 16'knots /Head
J waves
Beam
k.V waves
O
-
g/2V gIV
- N
O .5 10 15
Wave frequency (radis)
Figure 8.8: Example of relations between w and w

5
Wave epcttum
4 H1.5.00m-
10_5.000
fr3
12
.5 1.0 1.5 20 .5 1.0, 1.5 20

wave fra ncy (ra*r4 frequency al encorurteq (r&/s)
1.5
Trensler fraicHon hrve
t.
Co
Lpp .I75 ines.
Head wave.
V.20 knyls
20
frequancyol encounter (rad's)
Hauvaspaunurn Heave sp905um
Z -l.2m
t.
T.7.74e
4.------. ---+-............
4- r -4 '4
o
1:0 1:5 20 o 1.0 1.5 20
wave fr.cpiancy (Ieri!.) frequency of .ncowrtai (rail's)
Figure 8.9: Calcuiatión of heave spectra at forward speed in i:rregiiiar Waves,

in the wave 'frequency and the frequency of encounter domain
As can be seen in figure 8.8, in following waves the derivative dwe/dw can approach from
both sides, a positive or a negativeside, to zero. As a result of this, around a wave speed
equal to twice the:forward ship speed component in the direction of the wave propagation,
the transformed spectral values will range from plus infinite to minús infinite. This implies
that numerical problems will arise in the numerical integration routine, see 8.10.
This is the reason why the spectral morn ents have to 'be written in the follöwing format:
00 00
mo,. Sr(we) . dw Sr(w) dw'

= f .= f
= 7s1(we) W,. dwe ' Jsr(W) w,. dw
m2,. ÏSr(w = JSr(w) . w

with:
ra
Sr(W) = Sc(w)
tE 2
BF6 BF6
Foflowing wavés
V- 16 kn
1.0
t
E uu-gl2V
.5
-1
o -2
o .5 1.0 is 2 .3 .4 .5
Wave frequency (ladis) Frequency of encounter (radis)
Figure 8.10: Transformed wave spectrum in following waves
If Sr(We.) has to be known, for instance for a comparison of the calculated response spectra
with measured response spectra, these values can be obtained from this Sr(W) and the
derivative dw0/dw. So, an integration of S(w0) over We has to be avoided.
Because óf the linearities, the calculated significant values can be presented by:
r0113
versus T1, T2 or T
H113
with:
111/3 = significant. wave height
T1, T2, T averagç wave periods
The mean added resistance in a frequency range Lw can be written as:
D aw
/2 'a
=2 Sc(')
Then, the total mean added resistance in a seaway is given by:
RAW Sè(w)dw
Because of the linearities in the motions, the calculated mean added resistance values can
be presented by:
RAW
versus T1, T2 or T
H2i /3
Response spectra and statisticà 134
Ghapter 9
Behaviour of ships' in a seaway
Ship motions and sea loads can influence the behaviour operabilityof the ship significantly.
The ship's speed will be redüced due to an involuntary speed reduction and can be re-
duced by a voluntary speed reduction. Involuntary .speed redúction is the result 'of added
resistance of the ship due to wind' and waves ad changes in the propeller efficiency due
to the waves and the loading of the propel1er Voluntary speed reduction means that the
ship's master reduces the speed due to (green) water on deck, heavy slamming or large
acce1'erätions Also, these phenomena can lead to an involuntary change of the ship's
couse
'In literature, criteria for acceptable levels of ship motions can be found. Considerations
have been given to hull safety, operation of equipment, cargo safety, personnel safety and
efficiency.
Some general operability limiting criteria for ships, taken from Faltinsen (1990/1993'), are
tabled blow..
General operability limiting criteria for ships

(NORDFO;RSK, 1987)
Description Merchant ships Naval Fast small

vessels craft
RMS of vertical acceleration at F.P.;P. 0.275 g (L 1100m) 0.275 g 0.65 g

0.050 g (L 330m)
RMS of vertical acceleration at bridge 0.15 g 0.20 g 0,275 g
RMS of lateral acceleration at bridge 0.12 g 0i0 g 0.10 g
RMS of roll 6.0 dey 4.0 dey 4.0 deg
Probability on slamming 0.03 (L 100m) 0.03 0.03
'0.01 (L 3ÙOm)
Probability on deck wetness 0.05 0.05 0.05
Behaviour of ships in a seaway 136
For intermediate lengths in the criteria for the vertical acceleration forward and the criteria
for slamming, a linear interpolation can be used
Criteria with regard to accelerations and roll for special types of work and for passenger
comfort are given in the following table.
Criteria with regard to accelerations and roll

(NORDFORSK, i98T)
Description RMS vertical RMS lateral RMS roll

acceleration acceleration
Light nianual work 0.20 g 0.10 g 6.0 deg

Heavy manual work 0.i5 g 0.07 g 4.0 deg
Intellectual work 0.110 g 0.05 g 3.0 deg
Transit passeligers 0.05 g 0.04 g 2.5 deg
Cruise liner 002 g 0.03 g 2.0 deg
The limitingcriteria for fast small craft are oniy indicative of trends., A fast craft is defined
as a vessel under about 35 metres in length with a speed in excess of 3O knots. A reason
why the vertical acceleration level for fast small craft is set higher than for merchant
ships and navaJ vessels, is that personnel can tolerate higher vertical acceleration when
the frequency of oscillation is high.
9.1 Shipping water and slamming
The relative motions between the ship and the water surface are generally largest at the
ends of the ship. In high waves the motions may be so large that the forefoot and propeller
are exposed and the deck submerged. This occûrs most frequently at high speed in head
waves although it is not unknown in other conditions.
Shipping water
The effective dynamic freeboard will differ from the results obtained from the geometric
freeboard at zero forward speed in still water and the calculated vertkai relative motions
of a sailing ship in waves.
When sailing in still water, sinkage, trim and the ship's wave system will effect the local
gecmetri freeboard. A static swell up should be taken into acçount.
1(0
Containerphip
= 1 75 pietre
ow
'V = 20'kn
still water level - ___S.

s.
\
//
'S
S.'
S.' S' S'
S' S'
S'
s..
, S'
V-15kn
TA, P
-lo EFP
0 25 50 75 100 125 150 175
Figure 9.1: Distribution of static swell up, according to Takaki

Shipping water and slamming 138
An empirical formula, based on modelexperiments, for the static swell up at the forward
perpendicular is given by Tasaki (1963).:
fe=fCB with CB=075BF,

LE
with:
fe = effective freeboard at the forward perpendicular
f = geometric freeboard at the forward perpendicular
CB = bow wave
L = length of the ship
B = breadth of the ship
LE = length of entrance of the waterline
F = Froude number
Takaki (1996) approximates the disturbance of the stilli water surface by thé bow wave
over the shiplength by:
= CB cos(27r - (0.0050 + O.002F) Lppcos(ir)

0 78-72Fj
In here = 2x/L, where x L/2 is the aft perpendicular and x = +L/2 is the
forward perpendicular, so:
1.0e.+i.0
The amplitude Sa of the relative motion f an oscillating ship in undisturbed waves can be
calculated from the heave, the pitch and the wave motions. Biït, an oscillating, ship will
produce waves and these dynamic phenomena will influence the amplitude of the relative
motion.
A dynamic swell up ca should be taken into account as presented before and the actual
amplitude of the relative motions becomes:
= Sa + /Ca
Then, shipping green water is defined by:

9 > fe at the forward perpendicular
The spectral density of the vertical reltïve motion at the forward perpendicular is given
by:
(s*)2
. S(w)
The spectral moments are given by:
m3. Jss.('w).w with: n = 0, ii, 2,

When using the Rayleigh distribution the probability of shipping green water is given by:
exp[ Je
> fe} 2m03
The average zero-crossing period of the relative motion is found from the spectral radius
of inertia by:
T23. = 2/fm28.
The number of times per hour that green water will be shipped follows from the probability
on shipping green water and the number of oscillations per hour:
3600
Nhour
T28.
{s: > f6}
Slamming
Slamming is a two-node vibration of the ship caused by suddenly pushing the. ship by the
waves. A complete prediction of slamming phenomena is a complex task, w:hich is beyond
the scope of any existing theory.
Slamming impact pressures are affected by the lota! hull 'sectionshape, the reative velocity
between ship and waves at impact, the relative angle between the keel and thç water
surface, the local flexibility of the ship's bottom plating and the overall flexibility of the
ship's structure.
Criterium of Och
Ochi (1964) translated slamming phenomena iflto requirements for the vertical relative
motions of the ship.
He defined slamming by:
- an emergence of the bow of the' ship at 10 percentileof the length aft of the forward
perpendiculars
- an exceed énce of a certain critical v!ue at the. instance of impact 'by t'he vertical
relative velocity, without forward speed effect, between the' wave surface and the
bow of the ship
'Ochi defines the vertical relative displacement and: velocfty of the water particlès with
respect to the keelpoint 'of t'he ship by:
s Cxb - Z + X O
- Z + Xb O
with:
Cxb Ca cos(wt - kxb COS fi)
Cxb = WeCa sin(wt - kxb cos fi)
So, a forward' speed effect 'is not included in Ochi's definition of the vertical relative
velocity.
The spectral moments of the vertical 'relative displacements and velocities are defined by
mo8 and moe.
Emergence of the bow of the ship happens when: the vertical relative displacement ampli-
tude Sa at 0.90 L is larger 'than the. ship's :draught D3 at 'this location.
The probability of emergence of the bow folls from:'
P{a> D} = exp
The second requirement states that the .vertica relative velocity exceeds a threshold value..
According to Ochi, 12 feet per 'second can be taken as 'a threshold' value fór a ship with a
length 'of 520 feet. . '
Scaling results into:

cr = 0.0928
The probability of exceeding this threshold value is:
>
= eicP{;;}
Both occurrences, emergence of the bow and çxceeding the threshold velocity, are statis-
tically independent. In case of slamming both occurrences have to appear at the same
time.
So the probability on a slam is the product of the both independent probabilities:
P{slam} = P{a > Ds} . P{.a > .
=exp 1 D, + cr
i 2mo3 2moa
Criterium of Cono1'ly
Conolly (1974) translated slamming phenomena into requirements for the peak impact
pressure of the ship.
He defined slamming by:
- an emergence of the bow of the ship
- an exceedence of a certain critical value by the peak impact pressure at 'this location
The peak impact pressure is defined by:
p= P3r
The coefficient G, has been taken from experImental data of slamming drop tests with
wedges and cones, as given in literature.
Some.of these data, as for instance presented by Lloyd (1989) as a function of the deadrise
angle ß, are illustrated in figure 9.2.
An equivalent deadrise angle ß is' defined here 'by the determination of an equivalent
wedge.
The contour of the cross section inside 10 percentile of the half breadth B/2 of the ship
has been used to define an equivalent wedge with a half breadth: b = 0.10 . B/2,
The accessory draught t of the wedge follows from the section contour.
In the forebody of the ship, this draught can be larger than 10 percentiieof the midship
draught T. If so,. the section contour below 0.10 . T has been used to define an equivalent
wedge: t = 0.10 . T.
If this' draught. is 'larger than the local draught, the local 'draught has been used.
'u Wagner theoy (1932)

A S Curved Wedge, Haglwaraand Yuhara (1974)
A 2-D wedge, Chúang(i 970)
4 Cone, ChuangandMIIne (1971)
As used In program SEAWAY (1992)
10 20 30 40
'Deadriseangle (deg)
Figure 9.2: Peak impact pressure coefficients
equivalent wedge
Figure. 9.3: Definition of an equivalnt w: edge
The accessory half breadth b of the' wedge follows from the' section contour,.
Then the. sectional area A3 below locail daught. t has. to be ca1cu1ted.

Now the equivalent 'deadrise angle ß fòllöws from:
/3 = arctan() o<ß<
a 2(b.t A3)b
Critical peak impact pressures pc, have been taken from Cònolly (1974). He gives mea-
sured impact pressures at a ship: with a length of 112 metre over 30 per cent of the ship
length from forward. From this, a boundary between slamming an no slamming of p
has been assumed. This boundary iä presented in figure 9.4.
500
112m
measured pressure
400 at a slammi ng ship
Pcritical
E -
300
Q. -
a)
(o -
o,
E
o
200--
Cs
SLAMMING
Q. -
NO SLAMMING
i00
o
'60 70 80 90 100
F.P.P.
% of
Figure 9.4: Measured impact pressures and assumed ower limits fOr a 112 metre ship
These values have to be scaled to the actual ship size. Bow emergence and exçeedence of
this limit is supposed to cause slamming.
This approach can be translated into local hulishape-depending threshold values of the
vertical relative velocity too:
/2per
V pc
The vertical relative velocity, including a forward speed effect, of the waterparticles with
respect to the keelpoint of the ship is defined by
D
S
= - + b0VO
with:
Cxb = Ca COS( Wet - kxb COS ¡i)
Coeb = ')Ca sin( Wet - kxb COS ¡L)
Then:
P{slám} =exp
+
Note that, because of including the forward speed effect, the spectral moment of the
velocities does not follow from the spectral density of the relative displacement as showed
in the definition of Ochi.
The average period of the relative displacement is found by:
T23 = 2/.! = 2ir

v m23, V moe
Then the number of times per hour that 'a slam will occur follows from:
3600
Nhour P{slam}
9.2 Roil stabiiisation
Since the disappearence of sails on oceangoing ships, with their stabilising wind effect on
the rolling motions, naval architects have been concerned in reducing the rolling of ships
among waves. With bilge keels they performed a first successful attack on the problem of
rolling, but in several cases these bilge keels did not prove to be sufficient.
Since 1880, numerous other more or less successful ideas have been tested and used.
Here, four types of anti-rolling devices and its contribution to the equations of motion are
described:
- bilge keels
- passive free-surface tanks
- active fin stabilisers
- active rudder stabilisers.
Bilge keels
Bilge keels can deliver an important contribution to an increase the damping of the rolling
motions of ships. A reliable method to determine this contribution is given by Ikeda et
al. (1978), as described before. The two-dimensional quadratic bilge keel roll damping is:
divided in a component due to the normal force on the bilge keels arid a component due
to the pressure on the hull surface, created by the bilge keels.
The normal force component of the bilge keel damping has been he deduced from ex-
perimental results of oscillating flat plates. The drag coefficient CD depends on the
period:pararneter or the Keulegan-Carpenter number. I'keda meastired the quadratic two-
dimensional drag by carrying out free rolling experiments with an ellipsoid with and
without bilge keels.
Assuming a pressure distribution on the hull caused. by the bilge keels, a quadratic two-
dimensional roll damping can be defined. Ikeda carried' out experiments to measure the
pressure on the hull' surface created by bilge keels. He found that the coefficient of
the pressure on the front face of the bilge keel does not depend on the period parameter,
while the coefficient C of the pressure on the back face f the bilge keel and the length of
the negative pressure region depend on the period parameter. Ikeda defines an equivalent
length of a constant negative pressure region So over the height of the bilge keels and a
two-dimensional roll damping component can be found.
The total 'bilge keel: damping has been obtained by integrating these two two-dimensional
roll damping components over the length of the bilge keels.
Experiments of 'I'keda showed that the effect of forward speed on the roll damping due t
the bilge keels can be ignored.
The equivalent linear total bilge keel damping 'has been obtained by linearising the result,
as has been shown previously.
Roll stabilisation 146
Passive free-surface tanks
V(O[ITY OF HYDRAULIC
JUMP
EPRESSURE FORCE
-
j t tt I? n Ii.
1
IoII teahon
FREE SURFACE TANK

b'tantr breadth. h mean wate, depth)
Figure 9.5: Passive anti-roil stabiliser and hydraulic jump

(Faitinsen, 11990/11993)
The roll damping, caused: by a passive free-surface 'tank, is essentially based on the exis-
tence of a hydraulic jump or bore in the tank, as showed in figure 9 5
Bosch and Vugts (1966) have described the physical behaviour of passive free-surface
tanks, used as an anti-rolling device. Extended quantitative information on the counter-
acting moments, caused by the water transfer in the tank, has been provided.
With their symbols, the roll motions and the exciting moments cil an oscillating rectan-
gular fre&-surface tank, äre defined by:
= 'Pa cos(wt)
= cos,(wt + c)
and' the dimensions òf the rectangular free-surface tank are given by:
= length of the tank
b = breadth of the' tank
s = distance of tank bottom bove rotation point
h = water depth in the tank at reSt
= mass density of the flüid in the tank
Röll stabilisation 147
00100
s/b =O.40
01 .iO.10
h..lOff'. ob
00075
IL1
00050
00025
Os to wV
-leo
dogras.
IINaWVi
90 iau
P
O
05 to
Figure 9!6: An example of experimental data on .anti rolling free-surface tanks

(Van den Bosch and Vughts, 1966)
A non-dimensional frequency range is defined by:
0.00 <w < 1.60
In this frequency range, Bosch and Vugts (1966) have presented extended experimental
data of:
and Et
p gio"
for:
'Pa = 0.0333, 0.0667 and 01000 radians
s/b = -0.40, -0.20, 0.00 and +0.20
h/b = 0.02, 0.04, 0.06, 0.08 and 0.10
An example of a part of these exerimenta1 data has been shown for s/b 0.40 and
'Pa = 0.1000 radians in figure 9.6, taken from the report of Bosch and Vugts (1966).
When using these experitnetitai data, theexternal roil moment due to an, with a frequency
w., oscillating free surface tank can be written as:
K =a4,çc +b4çb +c4,'P
with:
a4W = O
b4=
c4=Kta
Pa
cos
It is obvious that for an anti-rolling freesurface tank, build into a ship, it holds:
aÇ0a and We = W
So it can be written:
= Ç6a cos(wt + E1)
K1 = Kta Cos(wì + E + Et)
Foi1 stabilisatïón 149
Then, an additional moment has to be added to the right hand sid of the equations of
motion for roll:
Xtank4. = a44(ank + i b44 k ± C44 k
with:
a44tana - O
4a
irì E
b44k =
We
C440a = cosc
This holds that the anti-rolling coefficients a44flk,, b44Qflk and C44tGflk have to :be..subtracted
from the coefficients a4, b44 and c44 in the left hand side of the equations of notion for
roll.
In figure 9.7 shows a significant reduction of the roll transfer functions by a free surface
tank fOr a trawler.
40
Trawler 'Trawler
L = 23.90 metre L = 23.90: metre
25 Wth1outlank'
E 20
D) -D
o
D
o
D-
C E
o
C-)
20 --.-----t--- 15
C o
C 'fr
o
u)
C
ce C
D)
F- (n lo
.With lank
10
o
.5 1.0 1.5 2.0 25 0 2 3 4 5 6
circular wave frequency (lis) Si9nilicafllwave heighl (m)
Figure 9.7: Effect of a free surface tank on the roll motions

Active fin stabilisers
To determine the effect of active fin stabilisers on ship motions, use has been made here
of reports published by Schmitke (1978) and Lloyd (1989).
TWO-DIMENSIONAL
z
STRIP
WAVES WAVES
TWOOIMENSIONAL STRIP
Figure 9.8: Active fin stabilisers

(Lloyd, 1989)
The ocillatory angle of the portside fin is given by:
fi ßaC08(Wet + p)
The exciting. forces and moments, caused 'by an oscillating fin pair are given by:
X1 = a2 + b2 / + c2ß
X14 = a4 ß + b4 ¡- + c4ß ß
X = a6ß i + b6 /+c ß
with:
a2ß 2:sin y aß
b2 = 2sin'y. bß
2'sin y Cß
a4ß = +2(yb11 COS y + Zb11 sin y) aß
= +2(yb11 COS y + Zb1 sin y) bß
C4ß = +2(yb1 cos 'y + .Zb1 sin y)

a6ß = 2Xb11 Sifl'y aß
= 2Xb sin.'y. bß
c6 = 2Xb11 sin'y Cß
and:
aß=psfin. ffin\
i
2 )
bß = ,pVA,j,-!1
(
2)
ôafin C(k)
1 ,ÔCL
Cß = pV 2A1in. C(k)
In here:
y = angle of port fin
(ÔCL\
\O/fin = lift curve slope of fin
C(k) = circulation delay fùnction
WeCr
k = reduced' frequency
Ajin = projected In' area

in = span of fin
c'in = mean chord of fin.
= Xb coordinate, of the cent'roid of fin forces
Yb1 = Yb cOordinate of the centroid of port fin, forces
= zb coordinate of the centroid of fin forces
Roll stabilisation 152,
The nominal lift curve slope of a fin profile in a uniform flow is approximated by:
1.801r(ARE)
2
1.80 +cosA. +4.0
with:
A = sweep angle of fin profile
(ARE) effective aspect ratio of fin profile
Of normal fins, the sweep angle of the fin profile is zero, so A=0 or cos Ä=1.
The fin acts in the boundary layer of the. ship, which will reduce the lift. This effect is.
translated into a reduced lift curve slope of the fin.
The velocity distribution in the hull boundary layer is estimated by the following two
equations:
y(o) = V. with: S < 8BL
'5BL 0.377 . 0.2 with: Ra, =

Vx
a,
Il
in which:
V(5) = flow velocity inside boundary layer
V = forward ship speed
5 = normal distance from hull
8BL = thickness of boundary layer
= distance aft of forward perpendicular of fin
Ra, = local Reynolds number
u = kinematic viscosity of fluid
It is assumed here that the total lift of the fin can be found from:
L= PCL J v2(s) . c(0) . dO = V2 A

O
where c(S) is the chord at spanwise-location S.
For rectangular fins, this is simply an assumption of a uniform loading.

Roil stabilisation 153
Because:
c(5) = Crj - (e,.,, -
S1
in which:
Crj. = root chord of fin
= tip chord of fin
rj + Cjm
Cf mean chord of fin
= 2
the correction to the lift curve slope is:
EBL----- I 1- 28BL
rj,o C,.11 - Cj1
(i
£2
UBL
Cf in 9Sfinî
. 2C1 in 8f in
Then the corrécted lift curve slope óf the fin is:

L80 ir (ARE)f
in
= EBL
8 1.80 + (ARE»iTh + 4.0
Generally a fin is mounted close to the hull, so the effective aspect ratio is about twice
the geometric aspect ratio:
fAD\
VlflEJfin '" f.I111)fin
k =h
Sf in
Cf in
Active rudder stabilisers

For the determination of theeffect of rudder stabilisers on ship motions, reference isgiven
to reports of Lloyd (11989) and Schmitke (1978).
The ocillatory rudder angle is given by:
S S COS(Wet +fs)
with 5 is pOsitive in a counter-clockwise rotation of the rudder.

So a positive 5 results in a positive sideforce, a positive roll moment and a negative yaw
moment.
The exciting forces and frioments, caused by this oscillating rudder are given by:;.
Xr2 = a25 + b25 6 + c2 5

X4 = a4 S +b45 . ± c .5
Xr6 =a658 +b65 +c658
with:
= +as
b25
= +C&
a45 = bdder a
= b5
C5 = Zj, C
= +Xbrudder a
b65 = +Xbrudder b5
C65 = +Xbrudder C
and:
1 (Crtdder\
a = jPrudder 2 1
1V
i rudder 0CL'
b5 =
2
P"udder Are,, -
2
(kir +
rudder
f aCL\
P1'Çudder Arnciier
y)rudder
in here:
Vrlhdder 1.125 V = equivalent flow velocity at rudder
I.ÔcL\
' j
/ rudder
lift curve slope of r:udder
= circulation delay function

We Crudder
k reduced frequency
= 2V
A rudder = projected area of rudder
3rudder = span of rudder
Crudder = mean chord of rudder
= xb coordinate of the centroid of rudder forces
Zbdd z coordinate of the centroid of rudder forces
The lift curve slope of the rudder is approximated by:.

ÔCL 1.80 . . (ARE)rudder
8a )rudder 1.80 + \Vt(ARE)r2udder + 4.0
Generally a rudder is not mountéd close to the hull. Then the effective aspect ratiO is
equal to the geometric aspect ratio:.
3rudder
(ARE)rudder = - (AR)rudder
Crudder
9.3 Sustained sea speed
In the last four decades ship's officers have been able to makeuse of räuteing advices from
weather routeing cilIces, often connected with meteorological institutes. With a known
or expected rough weather pattern on the ocean, an optimum ship's route with respect
to a minimum travelling time, fuel consumption or risk of damage can be found.
The forecast of wind and waves is a meteorological problem.
The prediction of the ship's reactiOn to wind and waves, in particular the ship's speed,
can be' based on routeing experience with the ship under consideration or with similar
ships. But, for an accurate routeing of ships the routeing officer needs reliable speed loss
information for every sea condition. Developments in the last decades make it possible to
calculate the speed in a seaway.
The 'speed of a ship in a seaway depends on the ship's resistance, the characteristics of
propeller and engine and the behaviour of the ship in waves.
In determining the speed in a seaway two factors are considered: natural' speed reduction
due to added resistance 'caused by wind, waves, etc. and the voluntary speed reduction
by the ships captain, in order to prevent severe motions.
RESISTANCE
The total resistance of a ship in a seaway 'can divided in several parts and contributions,
the most important of which follow below.
Still water resistance

Until now it is not possible to make theoretical calculations of the ship's resistance in
still water. For the estimation of the required power in a design stage, use must be
made of model experiments carried out in a towing taflk. These experimental results are
extrapolated to full scalé by techniques based on physical laws and experience. The
accuracy of the achieved results is generally acceptable. During the ship's trial this
prediction can be checked by measuring the ship's speed and power,
Numerous empirical methods can be found to estimate the still water 'resistance, based
on model experiments and trial data. Bést known are:' the method' published by Taylor
in 1943 and reanalysed by Gertler in 1954, the method' by Lap published in 1954 and
extended for full ship forms by Auf 'm Keller in 1973, and Guidhammer and Harvald's
method ptiblished in 1974 HOltrop's method published' in 1977, has the advantage that
the results are presented in empirical formulae suitable for computer' use For high speed'
cargoliners the Shipbuilding Research Association of Japan published' in 1964 a method
with polynomials for three different loading conditions, obtained from model experiments
with systematically varied hull forms.
The resistance can only be obtained by these methods for fully loaded ships with a
breadth-draught ratio of about 2.5. If no other information is available a rough estimation
can be made for other loading conditions, with for instance the. assumption that the still
water resistance is proportional to the third order root of the volume of displacement
squared.
Sustained sea speed 157
It may be noted that for high breadth-dmtigbt ratiós,, as found with gastankers and ships
in ballast condition, these methods can give less accurate results. Also the effects of trim
and bulbous bows at several draughts cannot be taken into account, accurately.
Wind resistance
For ships with high superstructures or with a lot of cargo on deck, such as containerships,
the wind resistance can be considerable.
A reliable method for estimating the wind resistance was published by Isherwood in
1973. He has analysed the results of wind resistance experiments carried out at different
laboratories with models covering a wide range of merchant ships. He gives empirical
formulae for the determination of the twö horizontal components of the wind force and
the wind-induced yawing moment on any merchant ship form for a wind comming from
any direction.
In calculations, the following relation between the absolute windspeed V and the signif-
icant wave height H1,3 based on ITTC recommendations can be used:
V,,, = 10 H113213
with V,,, in knots and' 111/3 in metres.
Added resistance due to waves

The relative motións of a ship with respect to the water surface cause an added resistance.
In 1970 Boese published a theory to calculate the added resistance fröm the water pres-
sures on the hull caused by the relative motions in regular waves. He showed a close
agreement between theory and experiments in regular waves from all directions.
J:
1972 Gerritsmaand Beukelman published, another theory based on the relation between
the radiated energy of the damping waves and: the added resistance. A close agreement is
shown between theory and experiments iu head to beam regular waves. In quartering and
following waves :however, the agreement is rather poor, probably as a result of inaccurate
values for the calculated damping at iow frequencies.
These calculations are based on the assumption of the linearity of the ship's response.
The added resistance varies with the wave amplitude squared. The calculation in irregular
waves is based on the superposition principle for the components of the wave, motion and
resistance spectra.
Added resistance due to steeriiig

In a seaway the ship's heading will be disturbed' by wind and waves. To maintain a
heading at a beam wind, rudder angles are necessary to counteract the wind moment
at any instant. For instance, a beam wid with a strength of 9 on the Beaufort scale
can cause rudder angles of 15 dégrees or more. This results in an increase in the ship's
resistance.
In waves, the ship will, sail with yaw motions caused by the sea and the correcting au-
topilot. These yaw motions cause centrifugal forces, of which the components in the
longitudinal direction mean an added resistance; see figure 9.9.
Sustained sea speed i58
Track
Pivot
point
Dr/ft angle
Figure 9.9: Resistance due to steering
Assuming a fixed position of the pivot point at IO % from the frrward perpendicular and
an added mass of 80 % of the ship's mass, the mean added resistance during a harmonic!
yaw motion will be in the order of:
RST O!030 . VL4a2
with:
RST = steering resistance in kN
V = volume of displacement in m3
L = length of the ship in rn
rate of turn atnplitude in deg/min
This means for a 200 metre container vessel, with rate of turn amplitudes of 30 degrees
per minute at the service speed in following waves, resistance increase of 20 % of the still
water value. Thecourse deviations in this example are less than 2 degrees. This shows
that the setting of the autopilòt is important.
Sway motions mean an increased covered distance with, as a result, a redüçed average
speed along a given track.
Added resistance due to fòullng

Fouling of the ship's hull can cause a considerable increase im the ship's resistance. The
extent of fouling depends on the sailing röutes and the time during, which the ship will
sail in areas with large fouling effects. As fouling, is a biologic1 process, depending on the
paint used, it is not easy to give accurate mean values for all ships, seasons and areas.
Moreover, the effect of fouling depends on the docking period and the time since the last
docking of the ship..
Sustained sea speed 1:59
Fouling will only áffect the friction part R of the hip's resistance Aertssen carried out
full scale experiments to investigate the problem of fouling. From his results it, appears
that, for a ship sailing on the Altantic route,, the effect of fouling will be in the order of:
100% = 3.6Ya+ 40Yd

R1 i+2Yd
in which:
Ya = age of the ship in years
Yd = years since the last docking
This means for instance, an increase of the frictional resistaiice. 'by about 30 % for a 'ship
with an age of' five years and a last docking one year previously.
However, the overall: effect on the' total resistance is smaller and depends on speed. and
'ship type. With low speeds and full ship forms, e.g. tankers, the frictional resistance is
the major part of the total' resistance, whereas in the case of high speed container ships
the wavemaking resistance is in excess of the frictional part. This means that the effect
of fouling is much larger for tankers than' for container ships.
Io IS
(kn I,
Figure 9.10: Increase of power due to fouling' of a tanker in still water

An investigation made by the author from log. dta of a 200,000 tdw tanker, sailing from
Europe to the Persian Gulf, showed an increase of the still water resistance for full load
and ballast condition as 26 to 29 % one year after the last docking and 47 to 52 % two
years after the last docking. After the oil crisis these ships reduced power by 50 %,
resulting in a speed reduction'for the clean hull of 16 to 13 knots. To maintain this speed
two years after the last docking the power of a fully loaded ship had to. be increased from
50 to over 80 '%; see figure 9.10.
So fouling is a factor in speed calculations, which should not be neglected.
PROPULSION
The propeller behind a shi.p can be considered as an energy transformer: torque with
engine speed will be transformed into, thrust with a speed of advance of the propeller,
relative to the mean velocity of the incoming water. At a constant engine setting there
should be an equilibrium between the engine speed and the ship's speed in such a way that
two conditions are fulfilled the torque required by the propeller must be in equilibrium
with the torque delivered by the engine and the thrust delivered by the propeller must be
in equilibrium with the total resistance of the ship in the selfpropel'led condition.
Propeller
The characteristics of a propeller in its normal operating range are usuF1y given by the
thrust constant KT and the torque constant. KQ as a 'function of the speed ratio J;
T la
KT= D4 n2 KQ=pD5n2
Q
J=;jj
In these definitions:
T = thrust
Q = torque
p = density of water
D= diameter
n = revolutions per second
Va = relative speed of advance
These characteristics depend on the. number of propeller blades, the pitch ratio and the
expanded blade.area ratio and çan be obtained by means of open water model experiments'.
Resú'lts
f such experiments with 'systematically varied propeller series can be found in
various publications.
One .of. the best known is the Wageningen B-propeller series of MARIN.. Over 120 system
atically varied propeller models have been tested and the results are given in polynomiails,
together with a correction for scale effect. These. results' are valid for the open water con-
dition.
For the "behind the ship condition" the torque must be divided by the relative rotative
efficiency 7R:
Qopen wajer
71R
Q behind 3hip
which varies from about 1/R = 1.04 for for single screw ships to about iR = 0.97 for twin
screw ships.
The relative speed of the water la into the propeller disc is not equal to the forward ship
speed. V. A wake fraction w should be taken into account:
VaV(1W)
This wake fraction varies from 0.2 to 0.4 and can be obtained 'directly from model experi-
ments, taking, into açcount the scale effect, or from empirical formulae given in literature.
From model experiments it appears that the make fraction is hardly 'affected by an increase
of the propeller loading, caused by some resistance increase.
The thrust of the propeller T is not equal to t'heship's resistance R, as defined by rsistance
tests. A thrust deduction fraction t should be taken into account:
T. (1t)
The thrust deduction fraction in still water is usually 60 to 80 % of the wake fraction aiid
can be obtained from model experiments or empirical formulae.
This fraction however, will decrease with increased loading of t'he propeller. In the bollard
condition, at zero forward ship speed, this fraction will be about 0.03 to 0.05. From
model experiments it appears that, at a constant number -f revolutions per minute of the
propeller, the thrust deduction fraction decreases at an increasing loading 'of the propeller
quadratically with the speed to the value at the 'bollard' condition.
The influence on the efficiency of oscillations öf the prOpeller behind a ship in waves can
b.e neglected for practical purposes.
Engine'
The relation 'between the delivered torque of an engine and' the engine speed 'at a constant
setting and an increased loading in a seaway is also important. In t'his connection two
different types of engi'nes are distinguished: a turbine and a diesel engine. For a turbine
it is often accepted that, at an increasing 'loading and a const'ant setting' of the engine,
the delivered power remains constant.
This means a hyperbolic relation between the torque at t'he propeller and the engine
speed:
Qono
n
in which:'
C = engine setting
777m mechanical efficiency of the shaft bearings
2irQono' maximum continuous rating power with n in rev/see.
According to several authors there is a linear relation in practice between torque and
engine speed:
Q=c7] Qo. {a - (a -
.
in which the coefficient a depends on the type of the turbine: (2 a 3).

If one takes into account that at a constant setting the engine speed will not reduce by
more than 15 %, the assumption of constant power is sufficiently accurate for practical
purposes such as the calculation of the ship's speed.
For a diesel engine it is mostly accepted that the torque remains constant at an increasing
loading of the engine at a constant setting:
QCiìmQ0
This means that the coefficient a, mentioned above, is 1.0.
In practice, there are some deviations from this assumption.
At a constant 'engine setting and an increasing loading of the engine the torque will
increase first, then obtain a maximum value and afterwards will decrease again. This can
be approximated by a linear relation between torque and engine speed, provided that the
number of revolutions per minute will not reduce by more than 15 %. Then the linear
relation mentioned before can be used, with for instance a = 1.0 - 1.5.
Often the engine speed will be kept constant. This means that the value a goes to infinity.,
It may be noted that the engine setting e no longer has a meaning in the formula; n will
be equal to n0.
SPEED CALCULATION
At the Shiphydromechanics Laboratory of the Deift University of Technology a computer

program named ROUTEwas developedby. Journée (1976b), to calculate the ship's speed
in seaway at a given engine setting. The program includes all' elements mentioned 'before,
except the yaw motions due to steering. Comparisons with published full scale data have
shown a reasonable agreement between "theory" and experiments.
For a number of ship speeds, the relation between the torque required by the propeller and
the number of revolutions per minute are calculated from the torque characteristics of the
assumed B-series propeller behind the ship and a wake fraction. The relation between the
torque delivered by the engine to the propeller .and the number of revolutions per minute
is known from engine characteristics and shaft losses. These relations give a relation of
equilibrium for speed and number 'of revolutions per minute which, together with the
thrust deduction faction, results in a resistance that can be overcome by propeller and
engine as a function of the speed. The actual total resistance of the ship in a seaway as
a function of the speed is known by calculations carried out with the program and the
required equilibrium yields the ship's speed; see figure 9.11.
If high accuracies of the calculated speed are required, speed, number of revolutions per
minu'te and power data, for instance derived at the ship's trial, can be used to 'adapt the'
resistance curve and the propeller characteristics.
In figure 9.12 a result of calculations in head waves given for a 200,000 tdw tanker. This
figure shows a striking' influence of t'he wave period on the ship's 'speed.
In addition to the speed, the program ROUTE also calculates t"he vertical motions and
the probabilities of shipping green water, slamming, propeller racing and of the exceeding
of certain limits by the relative motions and accelerations.
Figure 9.11: Scheme of speed calculation
a
2OOOOOI ftnhir
P-ZO600kW
o
's
t'O
(An,
.5
o
IO - "o
laici w
Figure 9.12: Speed loss of a tanker in head waves

Figure 9.13 shows the sustained sea speed of a ship in sea staté 7 as a function of the
wave direction.
Head sea
Design
'speed
H113 82m
lSea stole 7)
io
8
ActUal
6 speed
4
1"
Beam eo
"1111
12
14
16
w,,
Following seo
Figure 9.13: Sustained sea speed in sea state 7

(Faltinsen, 1990/1993)
Another example is given in figure 9.14. The concentric' circles indicate ships speed in
knots. Heart shaped lines are wave héights in metres.
30 o
40
ki1I
,I
l+4J0
140
¡so o
Figure 9.14: Sustained sea speed in sea state 7

(Moens, 1980)
VOLUNTARY SPEED REDUCTION
When a ship enters a severe storm the ship's captain can reduce speed or change course
to reduce severe motions.
Figure 9.15 shows for instance the considerablè influence of the forward ship speedon' the
vertical accelerations forward of a container vessel.
'.0.
l,,j
¡OES
fue
o,
o 'o 'o
C) r,
Figure 9.15: Vertical accelerations forward
Phenomena that are impOrtant for the decision to reduce speed are:. shipping of green
water, slamming, heavy vertical acceieratiöns forward and racing of the propeller.,
Shipping of green water is defined here as an exceeding of the effecti:ve freeboard fe by

the relative motion of the bowi This probability has been defined before.
Slamming occurs in rough seas when the forefoot of the ship emerges from the. water as
a result of large heave and pitch motions and then violently impacts the water surface as
it reenters. The ship's forward bottom thereby sustains a heavy impulsive pressure from
the water and this impulsive force. produces a shudder throughout the hull. According to
Ochi, the probability of occurrence of slamming is the joint probability that the bow at
10 % of the ship length from forward emerges and that the relative vélocity here exceeds
a threshold value at the moment of re-entry. This probability has been defined beföre.
Accelerations forward, exceeding certain limits, can damage ship or cargo and can also be
a reason to reduce speed. Propeller racing is largely prevented nowadays by revolutions
per minute gvernors. However, large thrust and torque fluctuations occur in waves, even
at a constant number of revolutions .per minute.. Aertssen defined racing as an emergence
of the propeller which causes a decrease of torque in .excess of 25 %. Fukuda défined
racing of the propeller as an emergence of the. propeller by one third of the diameter.
In various, publications, criteria for reducing speed can be found; commonly expressed in
probability limits for theoccurrence'of the'shipping of green water and slamming, between
3 and '7 %.
For the estimation of a limit below which no voluntary speed reduction is expected, Ochi
and Motter distinguish between two loading conditions of the ship:
Full load condition:
P{dck wetness forwrd and/or a113(bOW) 0.4g } 7%
Light load condition:
P{slam impact at 0.85 L an4/or a113(.bW) > 0.4g } 3%
'Mind you that this are somewhat moderate criteria1 In fact these' criteria should also
depend on the ship's type and on' the cargo.
In figure 9.16 an example of the sustained sea speed as a function of the Beafort scale 'is,
given for "Victory" class ships.
u , I
POWER REDUCED
'a
i"
,
'
:1 I
UARThRING AND
Ib
'i
'4 ',JL
SEAI
12
10 ' 'bWDEMTE1
BOW SEA
8
'
V ROUGH1 HEAD SEA'
H L'
2 L VERY
'
r ROUGH
2 3 4 '5 6 7 ,A In
BEAUFORT SCALE
'Figure 9.16: Sustained sea speed of "Vi'ctory" class ships

REMARKS
in designing a ship, much attention will be paid to the still water resistance with respect
to hull form, expensive bulbous bows and design of the propeller. On the North Atlantic
however, a seastate of Beaufort 6 ïs exceeded 70 % of the time during the winter season
and 45 % during, the summer season Depending on the ship's size, the added resistance,
caused by vertical ship's motions, can be considerable. In a seastate of Beaufort 6 a ship
with a length of 136 metre and a speed of 16 knots in stili water will have an added
resistance equal to the still water resistance at the speed which is reduced to 12 knots. So
it is worthwhile to pay attention to the added resistance caused by vertical ship motions
in a seaway.
Speed and power calculations of a ship in a seaway can be used to support the work of .a
routeing officer. Together with his meteorological information, accurate speedloss graphs
will help him to. give well founded routeing advice to the ship's captain. This is not only
of importance for the economy of the ship's operation but also for its safety.. Ship motions
can be calculated with a fair acctuacy but ther insight in the limits with. respect to the
voluntary speed reduction lags: behind.. The L :Tculations give moderate limits, if derived
from the available 1iteratiire These limits can be adjusted aboard to those permitted by
the ship's captain.
This kind of calculation can also be used in developing operational performance systems
on board ships. The calculated speed, power, and motion data can be used in these
systems with respect to decisions for course deviations or speed reductions. Calculated.
fuel consumption data can be added easily,
Another application of these calculations can be. found in economical studies of the oper-
ation of ships with respect to travelling, time, 'fuel consumption, etc.
Appendix A
Conformal mapping, of cross sections
The general transformation formula is given by:
z= Ms{a2n_iÇ(
with:
z = x + iy = plane of the ship's cross section
= iee0 plane of the unit circle
M3 = sc1e factor
a1 =1
a2_l = conformal mapping coefficients (n 1, ..., N)
N = number of parameters
- plane z -plane
x,y)
r, O)
r is O is costant
z. is
O is cons tant
constant
n constant
Figure A.i: Mapping, relation between two planes
From this follows the relation between the coordinates in the z-plane and the váriables in
the e-plane:
N
X M3 {(_1)a2n_ie(21) si ( (2n - 1)0) }
y= - 1)O)}
Conformal. mapping of cross. sections . 170
When .putting a=0, the contour of the by conformal mapping mathematical described
cross section is expressed as follows:
= _M3{ -Iîi.\na_.i sin((2n - 1)0)}

1.
Yo cos ((2n - 1)0))

Then the breadth on the waterline and the draught of the Ly conformal mapping mathe-
matical described cross section are defined by:
N
B
b0 = 2M3Àb = B3 with: \b So: M3 =
n=0
N
D'
d0 = M3Ad = D.3 with: Ad = '{(_.1')n'a2i} So M3 =
n=O Ad
'Lewis transformation
A very simple and in a lot of cases also a more or less realistic transformation of the cross
section will be obtained with N = 2 in the transformation formula, the well known Lewis
transformation (Lewis (1929));
The contöur of this so-.clled Lewisform is expressed by:
= M3 ((i +.ai) sinO - a3sin3'O)
l/o= M3
((i _ai)cos0+a3ços3.0)
with the scale factor:
B3/2 . D3
M3 = or: M3 =
1+a1-I-a3 1'ai+a3
and:
b0 = B3 = sectional breadth on the load water line
d0 D3 sectional draught
Now the coefficients a1 and a3. and the: scale factor M3 will be determined 'in such a
manner that the sectional breadth, draught 'and area of .the rnathematkal described and
t:he actual. cross section of the ship are equal.,
The 'half breadth to draught ratio H0 is given by:
H0 B3/2 - i+ai+a3
D3, iai+a3
An integration' òf the Lewisform delivers the sectional' area coefficient o;
A3 ir 1a12-3'a32
= B3 D3 4 (1 + a3)2 - a12
Conformal mapping of cross sections 171
in which A5 is the area of the cross section.
Putting a1,, derived from the expression for H0, into the expression for o delivers a
quadratic equation in a3:
c1a32 + c2a3 + Ç3 = O
in which:
4T f
c1=3±--+(1 4ô3\ f Ho - 1l\2
ir '. in
j,
\iI+i
C2 2c1 - 6
C3 = C1 4
The solutions for a3 and a1 will become:
a3 =
cl + 3 + /9 - 2c
cl
a1 = +1)
H0.±i
The other solution of a3 in the. quadratic equation is:
c1 + 3 - - 2c1
C
Lewisforms with this last solution are not considered because they are looped, which
means that they intersect themselves at a point within the fourth quadrant.
In some cases the Lewis transformation can give more or less unacceptable results. The
ranges of the half breadth to draught ratio H0 and the area coefficient o for the. different
typical Lewisforms are shown in figure A.2.
Not-acceptable forms of ships aresupposed to .be the re-entrant forms and the asymnetric
forms. .Soconventiònaifòrms, bulbous forms and tunneled forms areconsidered to be vlid
forms here. Then, the area coefficient o is bounded by a lower limit to ommit re-entrant
Lewisforms and by an upper limit to ommit non-symmetric Lewisforms:
for H0<l.0: (2_H0) < o < .1(i0+Ho-i--_)

for Ho1.O: (2_-j_) < o-S <
If a value of o is oUtside of this range it has to be set to the value of the nearest border
óf this range, to calculate the Lewis coefficients.
Numericl problems with bulbous or shallow cross sections can be avoided by the require-
ment:
0.01 < H0 <100.0
Conformal mapping of cross sections 172
1.5
nonsymnetricíorms
bü!boús and'tunneled forms

1.0
b'° bulbous forms iiieled f os
o
o
o
conventional forms
.5
re-entrantforms
o
o 1 2
Aspect Ratio H0
Figure A.2: Ranges of Lewis-parameters H0 and o
Close-fit conformal mapping
A moreaccuratetransformation of the cross section can be obtained with agreater number

of parameters N.
The scalé factor M3 and the conformal mapping coefficients a2fl_1, with a maximum value
of n varying from N=2 until N=1O, can be determined succesfully from the Offsets of a
cross section in such a manner that the mean squares of the deviations of the actual cross
section from the mathematical described cross sectión is minimized.
A very simple and straight on iterative least squares method to determine the Close-Fit
conformal' mappiñg coefficients is given by Journée (1992).
The procedure starts with initial values for [M3 . a2_i]. The' initial values of M3, a1 and
a3 are be obtained with the Lewis method, while the initial values of a5 until a2Ñ_1 are
set to zero.
With these[M3 . afl_i] values, for each offset a O-va1ue is determined in such a manner that
the actual offset (Xj,yj) lies on the norma'! of the contour cf the mathematical described
cross section in (Xoj,.yoj).
Now O has to be determined. Therefore a function F(9) ill be defiñed by the distance of
the offset (xj, yj) to the nornial of the contour of the actual cross section' through (x01, yo),
see figure A.3.
These offsets have to be selected at approximately equal mutual circumférential lengths,
eventually with somewhat more dense offsets at sharp corners.
Gon formal mapping of crOss sections 173
Then a is defined by:

±xi+i xi_i
cos a =
sinq Yti + Iii-i

xi x_)2 + (yj+i - yi-i)2
o
X
\,'p
\O
Xat,7o
;j,
Xj_i,Yj..,.I
Y 'Yo
Figure A.3: Close-fit conformal mapping definitions
With this O-value, the numerical value. of the square of the deviation of (x, y) from
(Xoj, yoi) is calculated:
6 (x.1 .x0.)2 + (Yi -
After doing this for all 1+1 offsets, the numerical value of he sum of the squares 'of
deviations is 'known:
I
E={ej
The sum of the squares of these deviations can also be expressed as:
E
{
(+ {(_iy[M8 .afl_i] sin,((2n - 1)O)})
± (Yi_ .{(-1r[M3.. a2n_i]cos(2n - i)O) })'

}
Then new values of [M3 a2fl_I] have to be obtained in such a manner that E. reaches
its minimum value. This means that the driaties of' this equation to the coefficients
[M3 a2fl_1] are zero.
Conformai mapping of cross sections 174
So:
ÔE
O{M32_1}
=0 for:j=0,...N
From these requirernentsfollow N+'1 equatiòns:
{(_1y'[M8 a2n_i]{cos((2j - 2n)Oi)}}
=É{_xsin((2i._ 1)o) +ycos((2i - i)O)}

forj=0,...N
To obtain the exact breadth and draught, the last two equations are replaced by the
equations for the breadth. at the waterljne and the draught:
a2ni]{cos((2j - 2n)Oi)}}
=É{_xsin((2i - i)O) +ycos((2j - i)O)}

forj=0,...N-2
[M3 a2n_i]} =B3/2
(-1)[M8 afl.4']} =D3

n=O
These N+1 equations caii be solved by a numerical method.

So new values for [M3 a2fl_1J can be obtained. These new values are used instead of the
initial values to obtainnew Oj-values of the 1+1 offsets again, etc.
This procedure will be repeated several times and stops when the difference between the
numerical E-valués of two subsequent calculations becomes less than a certain threshold.
value, depending on the dimensions of the cross section.
In this iterative manner, the N+ values for [M3 a2fl_,1i are obtained.
Because of the 'definition a_i=±i the scale factor M3 is equal to the final solution of the
first cOefficient (n=0).
The N other coefficients a2...1 can be found by dividing the final sOlutions of [M3 . a2n_l:]
through this M3-value.
Attention has to be paid to divergence in the calculation routines and re-entrant forms.
In these cases the number N will be increased until the divergenge or re'#entrance Vanish.
In the most worse case a "maximum" value of N will be .attained without succes. Then
can be switched to Lewis coefficients with an area coefficient of the cross section set to
the nearest border of the valid area for Lewis coefficients.
Appendix. B
2-D theory of Urseil. and Tasai.
The determination of the hydrodynamic coefficients of a swaying, heaving or rolling cross
section of a ship in deep and still water at zero forward speed, is based here on work
published by Tasai (1959) and Tasai' (19.61). Tasai made use of the theory of Urséll
(1949) for circular cylinders, heaving in the surfáce of a fluid A detailed description of
the algorithms for conformal mapped cross sections. is outlined by Journée (1992)..
2-D sway and roll coefficients
Suppose an infinite long cylinder in the surface of a fluid, of which the oscillating cross
sections are given in figure B.1.
z - plane ç - piane
Y Yo
Figure B.1: Axes' system for sway an4 roll oscillations as used by Thsai
The cylinder is forced to carry out a simple harmonic lateral or roll motion with a fré-
2-D theory of Ursell and Tasai 176
quency of oscillation w and a small amplitude of displacement Xa or ßa:
Sway: X = X cos(wt ± e)
Roll: ß= ßacos(wt+'y)
in which and ' are phase angles.
Respectively, the lateral and angular velocity and acceleration of the cylinder are:
Sway: th = WXa sin(wt + e) and 3 = w2x0 cos(wt + e)
Roll: /9 = W/3a sin(w + -y) and /3 = W2ßa cos(wt + y)
Böth forced oscillations of the cylinder cause a surface disturbance of the fluid.
Because the cylinder is supposed to be infinitely long, the generated waves will be two-
dimensional. These waves travel away from the cylinder and a stationary state is rapidly
attained.
Two kinds of waves Will be produced:

A: a standing wave system.
This standing wave system can be described by an infinite number of pulsating
multipoles aligned with the y-axis.
The amplitudes of these waves decrease strongly with the distance to the cylinder;
i: a regular progressive wave system.
This progressive wave system can be described by a pulsatiûg horizontal doublet at
the origin.
These Waves dissipate energy. At a distance of a few wave lengths from the cylinder,
the waves on each side can be described by a single regular wavetrain. The wave
amplitude at infinity 7a is proportional to the amplitude of oscillation of the cylinder
Xa or ß, provided that these amplitudes are sufficiently small compared with the
radius of the cylinder and the wave length is not much smaller than the diameter
of the cyliñder.
The total velocity potential and stream function to describe the waves generated by a
swaying or rolling cylinder are:
=A+B
W = WA + WB
2-D theory of Urseli and Tasai 177
For both oscillations, the two-dimensiònal velódty ptenials of the fluid have to fülfil the
follöwing. six requirements:
i. Equation of Laplace.
a a
8x2
=0
ôy
Antisymmetry condition.
Because both the sway and the roll motion of the fluid are not symmetrical, these velocity
potentials have the following relatiön:
cI(x,y') = (+x,y)

The linearized free surface condition in deep water is expressed as follows
for: and 1/=0

ay
with:
In consequence of the conformal mapping,, this last equation, results into
{(2n _i)a2n_.i _(2n_1)} + = U for: 0 and O =

Ab
in which:
W
2
W.0
21.
b
Ab
= M8
g
or: =
2g
(non-dimensional frequency squared)
4. Bottom condition..
For deep water, the boundary condition on the bottom isexpressed by:
01/
= 0 for: ...oo
Kinematic boundary condition on the swaying cylinder.

From the definition of the velocity potential follows the boundary conditiön for sway on
thesurface S cf the cylinder fär a = O::
a(0)
an ôn
in which n. ia the outward' normal of the cylinder surface S.
Using the stream function 'I', this boundary conditiOn, for. sway reduces to:
ö4'(9) .OXo
ao
Integration results into the following requirement for the stream hinction on the surface
of the cylinder, in which C(t) is a function of 'the time only:
W0(0) M8 {(i)'a2fl_i cos'((2n - 1)0) } + C(t)
Kinematic boundary condition on t:he rolling cylinder.

From the definition of the velocity potential follows the boundary condition for roll on
the surface S of the cylinder for a O:
a0(o)
an
- roß-
as
in which n is the outward normal of the'cyli'nder surface S and r0 is the radius from the
origin' to the surface' of the cylinder.
Using the stream function W, this boundary condition reduces to
2 2
aw0(o) ., a o -1- Y0
s 2
Integration results into the following requirement or the 'stream function on the surface
of the cylinder, in which C(t) is. a fùnction of the time only:
i)0)})2 +
= -'H(+b n=0
(.{1)n2fl1 cos((2i 1)0)})2} + C(t)
6. Radiation condition
At a large distance from the cylinder the disturbed surfaçe of 'the fluid has to take the
form of a regular progressive outgoing gravity Wave. This means that the standing wave
system has to tend to zero as a tends' to infinity.
2-D theory of Ursell: and Tasai. 179
The following set of velocity poteûtials,, analog to. those of Urseil (1949) for heavïug
circular cylinders and given by Tasai (1961) for swaying and rolling Lewisforms, fulfil
these requirements for sway and roil of conformal mapped cross sections:
4A
=
{P2mçbÀ2m(a,O) cos(wt) + Ê {Q2mA2m:(,o)sin(ot)})
m=i m=1
= TJ?Ja (çb(0) (t) + $8(Q.9)sin(Wt))

g7af ¿
= -;:;- B(X, y)cos(wt) + B8:(x, y.) sin(wt)

in which:
çbA2m(a,0) = + e_(2m+1)sin((2m + 1)0)
{(_i)n2 a2n_ie_(2m±2Thsii((2m + 2n)0)

b }
çB(x, y) - ire_ky sin(kx)

qB(X,y) = +ii7re_kYcos(kx) jkcos(vY)+vsin(v) _LIISIdy +
X
x iì2+k2 k(x2 + y2)
The set of conjugate stream functions is expressed as:
'WA (Ê { P2mIbA2m(, 0) cc(ct)} ± Ê {Q2mbA2m(a, 0) sin(wt)}).

m=i m=1
= (b(a, 0) cos(wt) + bB(c, 0) siu(wt))
yI'B(x y) cos(t) + iI'B3(x, y,)'sin(wt)

-;j;-
in which:
I'A2m.(a,O) = - e_(21)0cos((2m+ 1)9)
±
¿b
4-1) 2n-1
'ç'Íí
2m+2na2n_1
-(2m+2n)a cos ((2m
+ '2n)0) }
= + ire'cos(kx)
7ksin(vy) - zícós(vy) y
bB3.(x,y) ±: + ire'sin(kxI)
J tì2+k2 k('x2 + y2)
o
2-D theory of Ursell and Taai. 180
Then, the stream function on the surface of the cylinder.,. so a = 0, equals:
'I'(0) 'iI)BO(0) + .{12 102m(0)}) cos(wt)

m=1
+ ('cbBo. (0) + {Q2m1/AO2m (9)) sin(wt))

m=1
in which:
'ÇbAO2rn(0) ccs((2rn + 1)0)
- {(i)n a2n_l .cos((2m + 2n)0) }
where o(.0) and î/'B03(O.) are the values of /'B.(a,O) and 1'B3(a, 0) at the surface.of the
cylinder.
The previous expression för the stream function should be equal to the stream function
that satifies the kinematic boundary condition 5:a or 5b on the surface of the. swaying or
rolling cylinder.
When using this condition, the P2m and Q2rn series can be solved with a numerical method.
Mind you that sway and röll deliver different solutions of these .series.
Then the amplitude ratios xa/'qa or ßa/k7la and the phase lags r 'y can be found.
With these P2m and Q2m series, the velocity potentials for sway or roll are known too:
YTÌa
(.(Boo + > {Pmq4j2 (0)}') cos(wt)
m1
+ (°)}) sin(wt))
?n= i
in which:
Ç'AO2m(0) =sin ((2m + 1)0)
e N
cb 2n-1
- 'bTn=OLi1) 2m + 2n
a2_1 sm (2m + 2n)0)}
With knöwn velocity potentials, the hydrodynamic pressure on the surface 'of thecylinder
can be obtained from the linearised equation of Bernoulli:
a0(e)
= ai
P91a
(çbBo8(0) + '{Q2rnAo2m(0)}): cos(wl)
ir ( m=1
- (Bo(0) + m=1 {PmAo2(0)})'sin(wt))

It is obvious that this pressure is skew-symmetric in O
The two-dimensional hydrodynamic lateral force and roll moment, obtained from integra-
tions of these pressures, can be expressed iii potential mass and damping terms:
ir
F' = 2f (0)J dû
=-M221N22'i. for a swaying cyllndr
=M24' N24'.ß for a rolling cylinder
ir
MR' 2 p(0)(xoI +
¡
=M421.ñ N42'. for a swaying cylinder
=M44'.f3 N44'.,3 for a rolling cylinder
wi th:
M22' 2-D hydrodynamic mass coefficient of sway
N22' 2-D hydrodynamic damping coefficient öf sway
M42' = 2-D hydrodynamic mass couling coefficient of sway into roll
N42' = 2-D hydrodynamic damping coupling coefficient of sway into roll
M24' = 2-D hydrodynamic mass coupling coefficient of roll into sway
N24' = 2-D hydrodynamic damping coupling coefficient of róll into sway
M44' = 2-D hydrodynamic mass moment of' inertia coefficient of roll
N44' 2-D hydrodynamic damping coefficient of roll
Comparisons' of the in and out phase parts of t-hese expressions for sway and roll deliver
the potential coefficients.
2-D heave coefficients
Suppose an infinite long cylinder in the surface of a fluid, of which a cross section is given
in the next figure.
z - plane - piane
B3 /2
o
X,, X0
Ds
P,
I y,Yo
Figure B.2: Axes system for heave oscillations as used by Tasai
The cylinder is forced to carry. out a simple harmonic vertical motion with a frequency of
oscillation w and a small amplitude of displacement ya:
'Y Ya coS(wt+ S)
in which S is a phase angle.
Respectively, the vertical velocity and acceleratión of the cylinder are:
wya sin(wt + S)
W2Ja cos(w + S)
This. forced vertical oscillation of the cylinder causes a surface disturbance of the fluid.
Because the cylinder is supposed to be inflitely long, the generated waves Will be two-
dimensional. These waves travel away from the cylinderand a stationary state is rapidly
attained.
Two kinds of waves will be produced:

a standing wave system.
This standing wave system can be described by an infinite number of pulsating
multipoles aligned with the y-axis.
The amplitudes of these waves decrease strongly with the distance to the cylinder.
a regular progressive wave system.
This progressive wave system can be described by a pulsating source at the origin.
These waves dissipate energy. At a distance of a few wavelengths from the cylinder,
the waves on each side can be described by a single regular wavetrain. The wave
amplitude at infinity is proportional to the amplitude of oscillation of the cylinder
Ya, provided that this amplitude is sufficiently small compared with the radiüs of the
cylinder and the wave length is not mùch smaller than the diameter of the cylinder.
The total velocity potential and stream function to describe the waves generated by a
heaving cylinder are:
«Ii A +B
The twó-dimensional velocity potenials òf the fluid have to fulfil the following six require-
ments:
Equation of Laplace.
The velocity potential must satisfy to t:he equation of Laplace:
Ox2 8y2
Symmetry condition.
Because the heave motion of the fluid is symmetrical about the y-axis, this velocity
potential has the following relation:
'I(x,y) =
from which follws:
for: 0=0

The linearized free surface conditiön in deep water is expressed as follows:
k+=O
OcI
ôy
for: ixi4 and yO
w2
with:
g
In consequence of the conformal mapping, this last equation results into:
- 1)a2_ _(2n_1)a}±0 for: c0 and

b n=o
in which:
t 2
W
21.
Çb
Ab
= M3
g
or: =
2g
. .
(non-dimensional frequency squared)'
4. Bottom condition.
For deep water, the boundary OEndition on the bottom is expressed by:
O for: y
ay
5. Kinematic boundary condition on the heaving cylinder.

From the definition of the velocity potential follOws the boundary condition for heave on
the. surface S of the cylinder for = O:
.OYo
an
in which n is the outward normal of the cylinder surface S..
Using the stream function 'Il, this boundary condition for heave reduces to:
ô'J/0(0) . 9Yo
ÔO.
Integration results into the following requirement for the stream function on the surface
of the cylinder, in which C(t) is a function of the time only:
= M3 {(lYa2fl_I cos((2n - 1)0) } + C(t)
6.. Radiation conditiOn

At a large distance from the cyHnder the disturbed surface of the fluid has to take. the
form .of a regular progressive outgoing gravity wave. This means .that the standing wave
system has to tend t.o zero as a tends to infinity.
2-D 'theory of Urseli and Tasai 186
The following set of velocity potentials, as they are given by Tásai (1959) and Tasai (1960),
fulfil these requirements:
= ?( m=1
{ P2mçbA2m(a, 9)cos(wt)} +
m=1
{Q2mçb2( O) sin(wt)})
91a
(B:(a, O)cos(wt) + B3 (a, O) sin(wt))
'10
(6(x, y) cos(c&t) ± 5.(x y') sin(wt))
in which:
QA2 (a, O) = + e_2m& cos(2m0)
- 1a2_ie_(2m+2Th_1 cos (2m + 2n - 1)O)}

2n2+
B(X, y) = + ire' cos(kx)
B5(X, y) = + ire in(kI'xI) +7 k sin(vy - v'cos(vy) _vIxId
The set of conjugate stream functions is expressed as:

00 00
WA
1( {P2mL'A2 (a, O)cos(wt)} + {Q2mI'A2m(a, O) sin(wt)})
= m=1
i
m=1
J/B = --(1/)B(a,O)cos(w) + bB.(a,O)sin(Wt))

iL(B(x y') cos(wi) + ibB8(x,y) sin(wt))
in which:
1)A2m(a, O) = ± e_2m sin(2mO)
- {(_1)fl2
1
a2_ie_(2?+2fl_1si'n((2m + 2n - i)O)}
+ ire_ky sin(kIxI)
00, ,
, cosuyj + ;in(iìy)
= - ire1" cos(kx) +f _LIIXId,)
o
Then, the stream function on the surface of the cylinder, so a = O, equals:
Wo(0) ((bBoco) + {i'2mO (°)}) cos(wt)

m=1
+ (/'BoO)+ {Q2rn,bAO2m(0)}) sin(wt))

m=1
in which:
I'AO2m(°) = sin(2m0)
N
)_1J 2n-1
- _isin((2m + 2n - 1)O)}
2rn+2n
where I'Bo(0) and I'Bo3(0) are the values of 'I'B(a,O) and I'B3(a, O) at the surface of the
cylinder.
The previous expression for the stream function should be equal to the stream function
that satifiës the kinematic boundary condition 5 on the surface of the heaving cylinder.
When using this condition, the P2m and Q2m series çan be solved with a numerical method.
Then the amplitude ratio Ya/71a and the phase lag S can be found.
With these P2m and Q2m series, the velocity potentials are known too:
Y7la
(( + {P2qAO2 (0))) cos(wt)
m=1
--(Bo8(0) { Qrnqo2m (0) }) sin(wt))

+,
in which:
4AO2m(°) = cos(2m0)
t N
_5v'f "
2n-1 1a2_1 cos (2m + 2n - 1)O)}
\b 2m ± 2n
With known velocity potentials, the hydrodynamic pressure on the surface of the cylinder
can be obtained from the linearised equation of Bernoulli:
at
Pa ((3o
ir
+ {Q2rnqAo2m(0)}) cos(t)
m=1
- (BOo + {PmAO2(0)})sll(Wt))
m=1
J:t is obvious that this pressure is symmetric in O
The two-dimensional hydrodynamic vertical force, obtained from integrations of these

pressures, can also be expressed in potential mass and damping terms:
F' = 2 f p(9) °dO

O
=M331. N331
with:
1A
IVI 33
#
= 2-D hydrodynamic mass coefficient of heave
N33' = 2-D hydrodynamic damping coefficient of heave
Comparisons of the in and out phase parts of these two expressions for the heave force
deliver the potential coefficients.
Appendix C
2-D theory of Fúank
Frank (1967) considered a cylinder, whose cross section is a simply connected region,
which is fully or partly immersed horizontally in a previously undisturbed fluid of infinite
depth.
Figure C.1: Axessystem and notatins. a used by Frank

(Frank, 1967)
The cylinder is forced to carry out a simple harmonic motion. 4(m) cos(wt with a Pre-
scribed frequency of oscillation w. The superscript m may take on the values 2, 3. and
4, denoting. swaying, heaving and rolling motions respectively. It is assumed that steady
state cönditions have been attained.
2-D theory of Frank 19.0
The fluid is assumed to be incompressible, inviscid and irrotational, without any effects
of surface tension The motion amplitudes and velocities are small enough, so that all
but the linear terms of the free surface condition, the kinematic boundary condition on
the cylinder and the Bernoulli equation may be neglected.
A velocity potential has to be found:
y, t) = e(m)'(x,
)
e}
satisfying the following six conditions:
i. Equation of Laplace.
a2(m) a(m)
V2(m) ± =
ôx By
Symmetry or antisymmetry condition.
Because both the sway and the roll motion of the fluid are antisymmetrical and the heave
motion is symmetrical, these velocity potentials have the following relation:
2(+x, y) for sway

= ±3(+x,y) for heave
= (±x,y) fèr roll
The linearized free surface condition in deep water is expressed as follows:
32(m) B(m)
' 2
üt
+g oy =O for: y=O
on the free surface outside the cylinder, in which g is the acceleration of gravity.
Bottom condition.
For deep water, the boundary on the bottom is expressed by:
a(m)
By
=0 for: y=òo
Kinematic boundary condition
The normal velocity component of' the fluid at the surface of the cylinder is equal to the
normal component of the forced velocity of the cylinder.
if v, is the component of the forced velocity of the cylinderin the direction cf the outgoing
unit normal vector n, then a kinematic boundary condition has to 'be satisfied at the mean
or rest position' of the cylindrical urface
Radiation condition
At a large distançe from the cylindèr the disturbed surface of the fluid: 'has to take the
form of a regular progressive outgoing gravity wave.
2-D theory cf Frank 1191
A potential function, based. on pulsating sources and satisfying these six conditions, has
been given by Frank (1967).
Based on earlier work of Wehausen and Laitone, the complex potential at z of a pulsating
point source of unit strength at the point (in the lower half plane, as defined in figure
was defined by Frank as:
i ek(z)
= _{log(z - C) - log(z - ) + 2f ii - k
dk} .
sinwt
where
+iy C=+ii7
00
et Z_ -
while f , k dk is a principle value integral.
o
Then, the real point source potential is defined by:
H(x,y,,q,t). Re{G*(z,(,t.)
Lettitig
1 f-- - - ik(z)
o
vk dk H
i.
two expressions for the point source potential, satisfying ll six boundary conditions, are
found:
H(x,y,,i,t ) = Je{ G(z,() .
H(x, y, , i, t -r-) = e{i . G(z, C) . e_t}
Since the problem is linear, a superposition of these two valid expressions for the point
source potential H results in the velocity potential:
y, t) = Re Q(s) . G(z,, () e" d.s}
where Co is the submerged contour of the cylind:rical cross -section at its mean or rest
position and Q(s) represents the complex source density as a function of position along
Co.
2-D theory of Frank 192:
Application of the kinematic boundary condition on the cylinder at z yields:
V)J Q(s). G(z, ) ds}' = O
{(n. V) j Q(s) G(z,() ds} = A(m) . (m)

.
co
where A(m) denotes the amp1itud of oscillation and (m) the. direction cosine of the
normal velocity z on the cylinder. Both A(m) and (m) depend on the mode of motion of
the cylinder, as will be shown further on..
The fact that Q(s) is complex implies that the last two equatións represent a set of
coupled integral equations for the real functions e{ Q (s) } and rn.{ Q(s.)). The solut ion
.
of these integral equations will be discussed For the evaluation of the kernel and potential
integrals reference is given to Frank (i967).
Solution of the problem

Take the x axis to be coincident with the undisturbed free surface Let the cross sectional
contour C0 of the submerged portion of the cylinder be in the lower half plane. .and the y
axis, positive upwards, being the.axis. of symmetry of Co.
Select N + i points (ej, ijj) of to lie in the fourth quadrant.
Connect these N + i points by successive straight 1ines Then N straight line segments
are obtained which, together with their reflected images in the third quadrant, yield an
approximation to' the given contour .as shcwn in figure C.I.
The coordinates, length and anglè associated with the j-th segment. are. identified 'by
the subscript j, whereas the cor.responding quantities for the reflècted image in the third
quadrant are denoted by the subscript -j, so that by symmetry j = - and ij -
fori <j N+i.
Potentials and pressures are to be evaluated 'at the midpöint of each segment and for
i i N the coordinates of the midpoint of the i-th segment are:
lii
2
The length of the i-th segment and the angle made by this segment with the. positive x
.axis are:
)2
II - + (7i+i = .arctan { 71i+i -
- }
The outgoing unit vector normal to the cross sectjon at the i-th midpoint (X.j,yj) is:
= isi.naj jcoscj
where i and j are unit vectors in the directions x and y', respectively.
2-D theory of Frank 193
The cylinder is forced into simple harmonic motion with radian frequency w,, according
to the displacement equation:
S(m) = A(m) coswt
for m = 2, 3 or 4, corresponding to sway, heave or roll, respectively. The rölling motions

are about an axis through a point O,yo) in the symmetry plane of the cylinder.
in the translational modes, any point on the cylinder moves with the velocity:
(2)
±± iA2w sinwt for sway
jAw sinwt for heave
The rolling motion is illustrated in figure C.1 and considering a point (xi, y) on CO3 an
inspection of this figure yields:
R= + (Yi - yo)2 and: O = arctan {Yi_ Yo
=arcsin{
, }
I xi
= arccos
Therefore, by elementary two-dimensional kinematics,, the unit vector in the direction O

is:
= isinO +jcosO
YiYo. Xi.
= D
tLj ij
so that:
= R1S4T
= wA(M{(y1 - Yo) - xj}sinwt
The normal components of the velocity v(m) = ri at the midpoint of the i-th segment
(Xj,yj) are:
= wÄ2 sin a sinwt for sway

= +wÄ3 cos a sin wt for heave
= +wA{ (yi - yo) sin'a + xj cosai} sinwt for roll
Defining:
A(m)w sinw
then, consistent with the previously mentioned notation, the directin cosines for the
three modes of motion are:
= - sin a fór sway
= +cos a for heave
= +(yi - Yo): 5fl a + for roll
These equations illustrate that heaving is symmetrical: _(3) (3)

Swaying aid
rolling, howe\er are antisymetrical modes; _(2) = _(2) and _(4) =
The set of two coupled integral equations for the real functions e{Q(s,} and rn{Q(s)},
given before, are applied at the midpoints of each of the N segments. It is assumed that
over an invidual segment the complex source strength Q(s) remains constant, although it
varies from segment to segment
With these, stipulations, the set of coupled integral equations becomes a set of 2N linear
algebraic equations in the unknowns:
e{Q(m) (s,)}= Q(m) and': m{Q(m). (s)} QN+(m)
Thus, fori =1,2, , N:
+ j(tn)} + j(r)} =
(rn), A(rn) (m)

+
where the subscript (m) denotes the' mode of motion.
The influence coefficients j(') and .J.») and the potential (')(x,y1, t) have been evah
uated by Frank (196r7).
The resulting velocity potential consists of a term in phase with the displacement and a
term in phase with the velocity.
The hydrodynamic pressure at (xj, y) alông the cylinder is obtained from the velocity
potential by means of the linearised equation of Bernoulli;
p"(xj, j,W, t) =p (Xj,yj, w, t)
as:
= pa(m)(Xi,yj,) ± pV(m)(X y,w) sinwt
where pa(m) and pa(m) are the hydrodynamic pressures in phase with the displacement
and in phase with the velocity, respectively.
As indicated by the previous expressions, the potential as well as the pressute is a function
of the oscillation frequency w.
The hydrodynamic force or moment, per unit length on the cylinder, necessary to sustain
the oscillations, is the integral of p(m) .(m) over the submerged contour of the cross section
co.
It is assumed that the pressure at the i-th midpoint is the mean pressure for the i-th
segmçnt, so that the integration reduces to summation, whence:
M(m)(w) = (em)
. Id
N(m)(w) = (m)
i=1
for the potential mass and damping forces or moments, respectively.

References
Bales, S. L. (11983), Wind and Wave Data for Seakeeping Performance Assessment, Tech-
nical report, Prepared for Seakeeping Committee ITTC, Athens, Greece.
Boese, P.. (19.70), Eine Einfache Methode zur Berechnung der Wiederstandserhöhung eines
Schiffes in Seegang, Technical Report 258, Institüt für Schiffbau der Uni'versi.tt Ham-
burg, BRD.
Bosch, J. J. y. d. and Vugts, J. H, (1966), Roll Damping by 'Free Surface Tanks, Technical
Report 83-Si Netherlands Ship Research Centre TNO, Shipbuilding Department, Delft,
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Technical Report 2375, Naval Ship Research and Development Centre, Washington DC,
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of a Fast Cargo-ship', International Shipbuilding Progress.
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1197
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THE BEHAVIOUR OF SIIIPS

Report No. 1049 May 1996

TIJDe1ftacit. of Mechanical Engineering and Marine Technology

Journee, Ir. J.M.J.

The Behaviour of Ships in a Seaway - Ir. J.M.J.. Journee - Deift:

Technische Universiteit Deift, Faculteit der Werktuigbouw-

Deze CIP-gegevens ongewijzigd afdrukken op de copyright-

3 Principle of equations of motion 19

6 Exciting wave. loads 75

7 Responses in regular waves 91

8 Responses in irregular waves 115

9 Behaviour of ships in a. seaway 135

A Conformal mapping of cross. sections 169

B 2-D theory of Ursell and Tasai 175

C 2-D theory of Frank 189

Figure 1.1: World's first towing tank of William Froude in Tórquay

Local motions Accelerations

Slamming Water on deck

Effect of breaking waves Liquids(oshing in tanks

Wove bending moments and shear forces

Boundary conditions of the velocity potentials

As the fluid is homogeneous and incompressible, the continuity cindition:

results into' the equ3tion of 'Laplace for potential flows:

p = p-- - pgz or: + g( =p-

Because of the linearised problem, this can be Written as:

with the (generalised) direction-cósiñes on the surface of the body:

Forces and moments,

in which P. and ü are the hydrostatic parts.

Hydrornechanic forces and moments

in which v(t) is the oscillatory velocity in direction j.

The generalised direction-cosines are given by:

A'I = (X,.4 , Xr5, X,.6)

Xrk = > for: k=1,...6

The velocity and acceleration of the oscillation are:'

JJ J (qj V2q5k - V) dV*

The Laplace opçrator is given 'by:

So according to the equation of Laplace, it can be written:

Figure 2.1: Boundary conditions

This results into:

The boundary ;condition on the seabottom is:

The boundary condition at the free surface:

becomes for 'I' =

or with k = for deep water:

So for the free surface of the fluid can be written:

in which S is the wetted surface of the body only.

0 N42 0 144 0 P46

O N62 O N64 O N66)

Depth2 m Depth 10m Depth 100m

Figure 22; Orbit shapes under a 100' metre' wave

C 'Ca0(et - kxbcosiz - kybsinít)

Wave and diffraction forces and moments

This results into:

Xwk = _ipe_2wt + Çbd)fkdS

ipeJJ (ak ± dS for: k=1,...6

Then the wave loads are given by:

+ipet'k Jf (3 - i(fi cos ,a+ 12 sin))dS for: k=1,...6

Hydrostatic forces and moments

Figure .3.1: Coördinate systems

roll displacement: çbacos.(wet + c)

Surge: =pVx =Xh1+X1

Yaw: = 'zz - 'za; X6 + X6

The solid mass matrix is given below.

Sway: pV - Xh2 Xw2