Ocean Engineering 29 (2002) 16631681 www.elsevier.

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Overall stability performance of alternative hull forms

M. Taylan
Faculty of Naval Architecture and Ocean Engineering, Istanbul Technical University, Maslak 80626, Istanbul, Turkey Received 8 March 2001; accepted 20 June 2001

Abstract In this paper, two alternative corvette hull forms namely, the round bottom and deep V have been comparatively analyzed in terms of intact and damaged stability and roll performance in beam waves. The boat is planned to operate in the Navys coastal water missions. Even though both forms are considered to comply with the design requirements, slight differences in displacement and principal dimensions are found to be inevitable due to the intrinsic characteristics of the specic forms. First part of the study concentrated on determining the conventional intact and damaged stability qualities whereas the second part was devoted to nonlinear rolling behavior of the vessels in synchronous beam waves. Nonlinear rolling amplitudes are thought to be quite important especially for resonance condition since they tend to peak in capsize conditions. Various combinations of loading conditions and damaged cases are taken into account to analyze the effects of them. Comparative results are presented graphically depicting the advantages/disadvantages of the selected forms over each other. 2002 Published by Elsevier Science Ltd.
Keywords: Nonlinear stability; Hull forms; Flooding; Damaged stability

1. Introduction Starting a new design from scratch is always a big challenge since there are so many parameters involved which, most of the time, are in conict with each other. Therefore it is the designers responsibility to come up with a common ground that compromises all conicting parameters. In naval ship design, the design itself and operational requirements are even more stringent leaving the designer a smaller margin of room to work in. Hydrodynamic and hydrostatic aspects of a new design are
0029-8018/02/$ - see front matter 2002 Published by Elsevier Science Ltd. PII: S 0 0 2 9 - 8 0 1 8 ( 0 1 ) 0 0 1 0 2 - 0

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Nomenclature f f f fa Ixx dIxx B(f,f) C(f) M(t) we wf am BL BN bL bN l fv Afv GZ GM roll displacement angular velocity angular acceleration roll response amplitude mass moment of inertia added mass moment of inertia nonlinear damping moment nonlinear restoring moment exciting moment by wind and waves frequency of encounter natural frequency of the motion maximum wave steepness linear damping term nonlinear damping term nondimensional linear damping term nondimensional nonlinear damping term nondimensional inertia term displacement angle of vanishing stability area under GZ curve up to fv righting arms metacentric height

of paramount importance since they are directly related to the operational and mission requirements of a ship De Kat and Paulling (1989). Besides, hull form is also very inuential on the type of machinery and propulsion system. Thus in this study two hull form candidates, namely round bottom and deep V, for the Navys corvette design project are analyzed in terms of static and dynamic stability. There can be found similar studies in the literature taking into account different aspects of the problem Ferreiro and Stonehouse (1991). Burcher (1980), for example, has investigated the inuence of hull shape on transverse stability of ships. For this purpose, he selected several hull shapes, round bilge and hard chine along with various ared forms, and ran a thorough analysis in light of the effects of the metacentric height, trim, geometric factors and are. His analysis was based on the socalled the quasi-statical method neglecting the dynamic effects. Graham (1987) studied the effects of hull form changes on the roll damping of warships. He pointed out that the separation of appendages from the center of gravity and the form of bilges affected roll damping and eventually roll motion stability of ships. He also concluded that the bilge radius should be kept as small as possible and appendages should be located as far as possible from the center of gravity to reduce roll responses

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in severe weather. Zborowski and Chu (1992) discussed the seakeeping and stability performance of the BSRA trawler series comparing two hull forms as well. The present study carries the hull form comparison analysis a step forward with dynamic evaluation. Statical stability analysis is based on the conventional method, which is only based on the various characteristics of the righting arms curve. In addition, tighter weather criterion and moments due to turning gain more importance in warships when compared to commercial vessels. Most of the national Navies developed their own intact and damaged stability criteria. Within the context of this work, German Navys intact and damaged stability criteria (BV-1033) are selected to justify validity of the results realistically. Unlike most commercial ships, naval vessels are not subjected to so many loading conditions. The loading condition spectrum running from the minimum service condition to full load is relatively narrower. Distribution of weights on the other hand is quite important since it affects the vertical and longitudinal centers which predominantly in turn control the relative motions. Damaged stability can be assessed in accordance with the criteria regarding one or two compartment damage depending on the damage length. The nature of the damage i.e. symmetrical or unsymmetrical may also alter the nal equilibrium condition and the ultimate safety of the vessel. The vessel in question has 12 main watertight compartments and several loading conditions, which present a number of various damage scenarios. All possible damage scenarios have been analyzed separately, however for the sake of brevity only the most critical case, two aft compartment damage including the engine room, is presented here in details as an example. The above-mentioned stability criteria have been applied to the damage stability evaluation. Most of the time, the intermediate ooding stages (such as 25%, 50% and 75% ooded volumes of the damaged compartments) may reveal worse results than full ooding for a particular damage case. Apart from the dynamic action of water ingress, this situation may be explained as the effect of continuously changing weight and centers and free surface effects of the damaged compartments. Therefore, three intermediate ooding stages have also been calculated for all damage cases. Another overriding aspect of the damage stability, also valid for intact stability, is the weather condition. In the present study, the vessel is assumed to be subjected to a 70-knot wind pressure from beam and its corresponding wave effects. Finally, roll motion performance of the vessels, being the primary constituent of dynamic stability, has been evaluated by a nonlinear roll motion model. In the present roll motion model, coupling effects of other modes of motion such as sway and heave are disregarded. It is further assumed that the ship is in synchronous regular sinusoidal beam waves. The added mass and damping characteristics of the ships were determined by the SMP (Ship Motions Program) program package. Two loading conditions namely minimum service and full load conditions are considered separately. In order to observe the effect of appendages, an identical set of bilge keels and rudders is included in the round bottom and deep V hull forms. Even though it is not a common practice to use bilge keels in V hull forms, it has been done so solely for comparison purposes. Then both hulls are investigated unappended under the same conditions. The inuence of forward speed has a paramount importance

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on rolling performance of a ship. The effect of forward speed has been simulated by considering three speed values 0, 10 and 25 knots. A signicant wave height of 3 m is chosen throughout the analysis. Eventually the predicted roll responses are presented schematically on the same graphs for two forms to depict the differences if any, Soliman and Thompson (1992).

2. Hull forms The question arises from the advantages and disadvantages of round bottom and deep V hull forms over each other. There are so many areas of comparison that can be made. Practically, deep V hull form demonstrates relatively low construction and labor cost due to its geometric simplicity at the rst glance. However, one needs far more input data about pros and cons of the forms to make a sound decision. Thus, hydrodynamic performance becomes strongly deterministic in this context. Initially two hulls were considered and analyzed with all their hydrostatic and hydrodynamic aspects to come up with the nal form of the corvette. The main characteristics of the forms are very similar and given in Table 1. The slight differences in displacement and main hull parameters stem from the space and volume requirements. The forms have taken their present geometry after several revision processes to satisfy the minimum resistance criteria. The appended forms are tted with a set of rudders and bilge keels. Although, the application of bilge keels are not necessary for deep V, they are considered for academic purposes. The rudders are of spade type and reach approximately up to the keel. The bilge keels on the other hand run about 20% of the ship length and are attached to the hull with an angle of 46. The bilge keel conguration is prelimiTable 1 Particulars of the hull forms Round bottom LBP (m) LWL (m) LOA (m) Beam, B (m) Draft, T (m) Depth, D (m) Block coefcient, CB Sectional area coefcient, CM Prismatic coefcient, CP Roll period, Tf (s) Natural roll frequency, wf (rad/s) LCG (m) (- aft) KG (m) Displacement, (tons) 79.10 79.86 86.30 12.6 3.15 7.30 0.473 0.738 0.641 7.42 0.847 2.87 4.62 1330 deep V 76.9 79.18 86.15 13.0 3.25 7.26 0.483 0.608 0.795 7.05 0.891 2.60 4.80 1373

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Fig. 1. Preliminary general arrangement of the corvette.

nary and may be rened later after model tests for better performance. Since this is a comparative analysis, other appendages are not taken into account at this stage. A tentative general arrangement of the corvette is shown in Fig. 1 and the body plans of U and V forms are shown in Figs. 2 and 3 respectively.

3. Statical stability evaluation Two cases are considered here as the minimum service condition and the full load condition. Since the loading conditions do not vary drastically for warships, these two conditions will be sufcient to analyze the stability of the vessels from the operational point of view. The vessels are exposed to 70-knot gusting wind creating large wind heeling moments. Thus the nal intact stability of the vessel will be the

Fig. 2.

Body plan of the round bottom form.

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Fig. 3.

Body plan of deep V form.

difference between righting and wind heeling arms. Figs. 4 and 5 compare the GZ curves of two forms for the minimum service condition and full load condition respectively. As can be seen from the gures there is not much difference between GZ curves for both hull forms. The angle of vanishing stability is slightly higher for the round bottom whereas the deep V form has a small edge over round bottom in terms of the area under GZ curve and the metacentric height GM. As far as the effect of loading is concerned, the full load condition improves the maximum GZ values and GM to a degree for both forms. As was mentioned earlier, BV-1033 German Navy stability standards are employed for compliance check. For the intact condition, the standards require the following:

Fig. 4.

Intact stability comparison for minimum service condition.

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Fig. 5.

Intact stability comparison for full load condition.

1. Statical heel angle will not exceed 15. 2. At a 35 heel angle, at least 0.1 m positive righting arm will exist. Both of the above requirements are met for two loading conditions and hull forms by quite comfortable margins.

4. Damaged stability evaluation Survivability of a vessel in case of an underwater damage is ensured by transverse and longitudinal watertight bulkheads to accommodate her with sufcient reserve buoyancy. The corvette has 12 watertight compartments (Fig. 6). Like the hydrostatic and intact stability calculations, damaged stability calculations have been performed by SHCP computer program. There have been 15 damaged scenarios generated and evaluated for a single loading condition. The results of one of the worst damage cases, two aft compartment damage, have been demonstrated and lengthy outcome of the other conditions were not included. Sometimes intermediate stages of ooding may be more critical than the nal damaged condition. This may be explained by the free surface effects and changing vertical and longitudinal centers of gravity. Therefore, three intermediate ooding stages of 25%, 50% and 75% are also carried

Fig. 6.

Watertight subdivision of the vessel.

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out for all damage scenarios. The calculations are based on the added weight method for intermediate ooding stages whereas the lost buoyancy scheme is utilized for the full ooding case. The permeabilities for liquid tanks are assumed to be 9598% and 85% for the engine room and other machinery spaces. The vessel is assumed to be subjected to a 70-knot wind pressure and its effect is calculated with respect to changing heel angle and corresponding projection areas. BV-1033 stability criteria enforce the following requirements for damage stability: without wind pressure: 1. Statical heel angle should not exceed 25. 2. The minimum residual righting arm should be at least 0.05 m. 3. With symmetrical ooding the ship must oat upright. with wind pressure: 1. The openings in undamaged compartments should not immerse in water. 2. The static heel may not exceed 25, even with unsymmetrical ooding. A residual righting arm of at least 0.05 m should exist. 4.1. Effect of intermediate ooding Figs. 710 reveal comparative results of the damaged righting arms plotted against heel angles. The curves represent the nal equilibrium residual righting arms including all free surface, wind heeling and other heeling effects. As can be concluded from the gures that whole damage scenarios including intermediate ooding stages comply with the above-mentioned damage stability criteria by comfortable margins including the worst case. In the middle stage of ooding (50%), the stability is reduced by a small margin with compared to the rest. However, it does not suggest any danger for the vessel. The numerical details of the damaged stability are tabulated comparatively including intermediate stages in Table 2.

Fig. 7.

Intermediate damaged stability, 25% ooding.

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Fig. 8.

Intermediate damaged stability, 50% ooding.

Fig. 9.

Intermediate damaged stability, 75% ooding.

Fig. 10.

Final damaged stability, 100% ooding.

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Table 2 Damaged stability comparison for intermediate ooding stages

Flooding stage 0.70 62 0.87 16.6 100 0.357 97 0.357 94 0.434 1.00 17.0 1.28 11.6 1.2 12.4 92 0.367 0.75 60 0.90 57 0.77 54

Round bottom 25% 75% 100% 50% 75%

50%

Deep V 25%

100%

0.87 60

0.78 62

0.71 56 1.15 12.8 92 0.328

0.87 53 1.50 12.9 90 0.393

0.95 14.1

0.90 15.6

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GZmax (m) f @ GZmax (deg) GM (m) List angle (deg) fv (deg) Area (up to fv) (m.rad)

103 0.462

97 0.384

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5. Roll motion stability A nonlinear roll motion model is utilized to calculate roll responses of the hull forms, Nayfeh (1988) and Nayfeh and Khedir (1986). A brief outline of the roll motion model is supplied in Appendix A. The model includes a number of ships and environmental characteristics such as the metacentric height, wave steepness, and area under GZ curve. Therefore the model can be considered realistic enough to simulate roll responses in beam waves. The validity of the model has been demonstrated by comparing the outcome with the experimental results (Taylan, 1996). One of the most important elements of roll responses is the determination of roll damping coefcients. This task was overcome by the SMP program package, which separates various parts of the roll decay coefcients into groups. The damping coefcients are divided into two groups as linear (potential) and nonlinear (viscous). Then two groups are calculated from the roll decay coefcients from SMP. The added mass moment of inertia enters the nonlinear roll equation in a nondimensional form (see Appendix A). Therefore numerical values were also obtained from the same computer code indirectly. Having obtained all the necessary input data, another computer program was utilized to calculate nonlinear rolling behavior of the forms. As before, two loading conditions are considered as bare hull and appended hull. Same calculations are repeated for three different forward speed values: 0, 10 and 25 knots. The results are depicted in Figs. 1122 comparatively for both forms considering the effect of forward speed and appendages. 5.1. Roll damping Determination of the roll damping coefcients is always a difcult task since there is no existing straightforward and dependable method, Wright and Marsheld (1979). The existing methods should be used with caution and veried with model tests if possible. A revised version of SMP is tested whether or not it is giving reasonable results for damping and added mass coefcients. As stated earlier, the roll damping coefcients were calculated from roll decay data from SMP. The damping was separ-

Fig. 11.

Roll responses, minimum service condition, 0 knot and appended.

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Fig. 12.

Roll responses, minimum service condition, 10 knot and appended.

Fig. 13.

Roll responses, minimum service condition, 25 knot and appended.

Fig. 14. Roll responses, minimum service condition, 0 knot and unappended.

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Fig. 15.

Roll responses, minimum service condition, 10 knot and unappended.

Fig. 16.

Roll responses, minimum service condition, 25 knot and unappended.

Fig. 17. Roll responses, full load condition, 0 knot and appended.

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Fig. 18.

Roll responses, full load condition, 10 knot and appended.

Fig. 19.

Roll responses, full load condition, 25 knot and appended.

Fig. 20.

Roll responses, full load condition, 0 knot and unappended.

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Fig. 21.

Roll responses, full load condition, 10 knot and unappended.

Fig. 22.

Roll responses, full load condition, 25 knot and unappended.

ated as linear (potential) and nonlinear (viscous) parts. The linear part is composed of wave making and lift roll decay coefcients whereas the nonlinear part is made up of the skin friction and eddy making roll decay coefcients. For further discussion of roll damping, the reader is referred to Bikdash et al. (1994), Schmitke (1978, 1980) and Taylan (1996). 5.2. Effect of forward speed The positive effect of forward speed in reducing roll responses has been known for a long time, Tamiya and Komura (1972). This fact was also exhibited within the framework of this analysis. The peak roll amplitudes were reduced by approximately 25% at each step advancing from standstill to 10 and 25 knots at two loading conditions for deep V form. A similar trend has been observed for the round bottom having lower peak amplitudes compared with that of deep V. For the minimum service condition, the roll responses are plotted with respect to the encountering frequencies in Figs. 1113 and Figs. 1416 for appended and unappended hull

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respectively. Figs. 1719 and Figs. 2022 show comparative roll responses for the appended and unappended hulls at full load condition respectively. 5.3. Effect of appendages Realistically, although no ships operate unappended, this situation was examined just to demonstrate the effect of appendages on roll responses. The hull forms were appended with the same rudder and bilge keels set. In particular, bilge keels are designed to damp the transverse motion of the ship. The rudder on the other hand serves for the same purpose simultaneously along with its maneuvering function. The combined damping effects of these two appendages were determined to be approximately half of the peak responses regardless of loading condition, forward speed and hull form. This situation is presented schematically in Figs. 1122 for both loading conditions.

6. Conclusions The purpose of the paper was to compare statical and dynamical stability qualities of two hull forms considered for a warship. These two nearly identical forms in terms of dimensions showed relatively small differences in terms of intact statical stability, both satisfying the selected stability criteria. Zborowski and Chu (1992) presented similar results for a trawler series. As far as the damaged stability is concerned, we are also faced with a similar situation. This time the righting arms curve is shifted right for the round bottom hull giving comparatively higher list and vanishing angle. However, the areas under the GZ curves are almost comparable. That means both vessels possess the same amount of residual potential energy to surmount the heeling effects. Roll motion behavior of the forms does not show any signicant discrepancy. However, a similar shift can also be observed between the response curves. The deep V form gives slightly higher roll responses at and beyond the peak amplitudes. Nonetheless, for the unappended case this situation reverses showing the jump phenomenon more characteristically. Although a bare hull is not practically feasible in reality, it gives an idea, at least theoretically, about roll responses of different geometrical forms. It should also be noted that bilge radius has a signicant importance on the roll responses of a ship. Thus this problem itself must be taken into consideration as a separate study, Sellars and Martin (1991). After the analysis, one can conclude that both forms are very much the same and dependable in terms of stability qualities in waves. Other design aspects must be evaluated to decide on a particular form.

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Appendix A A nonlinear equation of roll motion with quadratic nonlinear damping and quintic representation of nonlinear restoring is suggested Stoker (1966) and Taylan (1999, 2000). The equation incorporates various ship and environmental characteristics to simulate a ships behavior more realistically in synchronous beam waves. The coefcients of the equation can be obtained numerically by well-known techniques. f bLf bNf|f| w2 f f m3f3 m5f5 lw2amcoswet e (A1)

The solution procedure is carried out by Dufngs method. Eq. (A1) can be rewritten in a special case of Dufngs equation with quadratic damping and quintic restoring terms as follows: f bLf bNf|f| w2 f f m3f3 m5f5 Hcoswet Gsinwet (A2)

It is assumed that the coefcients bL, bN, m3 of the equation are small in the order of m5. By an appropriate choice of the time origin to eliminate the phase lag, the initial approximation for the solution f facoswet is chosen. Substitution of this solution into Eq. (A2) and utilizing the series expansions of the following identities: cos3wet cos5wet and f|f| f2w2sinwet|sinwet| a e 8f2w2 1 1 a e sinwet sin3wet sin5wet 3p 5 35 Eq. (A2) becomes; 1 1 8f2w2 a e faw2coswet bLfawesinwet bN sinwet sin3wet sin5wet e 3p 5 35 faw2coswet f 5cos3wet 3 m3f2 coswet a 4 cos5wet) 1 cos3wet 4 m5f5 a 1 (10coswet 16 (A6) (A5) 3 coswet 4 1 cos3wet 4 5cos3wet cos5wet] (A3) (A4)

1 [10coswet 16

Hcoswet Gsinwet

After neglecting the terms sin3wet, sin5wet, cos3wet and cos3wet which are associated with higher harmonics and rearranging, Eq. (A6) takes the form; faw2 e faw2 f 3 m f3 4 3 a 10 m f5 coswet 16 5 a bLfawe (A7)

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8f2w2 a e bN sinwet 3p The right hand side of the equation may be written as Z solution of the nonlinear roll motion equation becomes; 25 2 10 mf 64 5 a 15 m m f8 16 3 5 a 5 m (w2 w2) e 4 5 f [(w2 w2)2 f e 9 2 6 m f 16 3 a lamw2, therefore the e 3 m (w2 w2) e 2 3 f 0

(A8)

64w4b2 416 e N fa bLbNw3f3 e a 9p2 3p

b2 w2]f2 (lamw2)2 L e a e

Eq. (A8) is a tenth order polynomial whose roots can be found by a root nding algorithm since the coefcients may easily be calculated for a particular ship. A computer program has been utilized for this purpose.

References
Bikdash, M., Balachandran, B., Nayfeh, A., 1994. Melnikov analysis for a ship with a general rolldamping model. Nonlinear Dynamics 6, 101124. Burcher, R.K., 1980. The inuence of hull shape on transverse stability. Transactions RINA 122, 111128. De Kat, J.O., Paulling, J.R., 1989. The simulation of ship motions and capsizing in severe seas. Transactions SNAME 97, 139168. Ferreiro, L.D., Stonehouse, M.H., 1991. A comparative study of US and UK frigate design. Transactions SNAME 99, 147175. Graham, R., 1987. The effects of hull form variations on the roll damping of warships. Naval Engineers Journal 41, 5561. Nayfeh, A., 1988. On the undesirable roll characteristics of the ships in regular seas. Journal of Ship Research 32 (2), 92100. Nayfeh, A.H., Khedir, A.A., 1986. Nonlinear rolling of biased ships in regular beam waves. International Shipbuilding Progress 33, 8493. Sellars, F.H., Martin, J.P., 1991. Selection and evaluation of ship roll stabilization systems. Marine Technology 28 (2), 147175. Schmitke, R.T., 1980. The inuence of displacement, hull form, appendages, metacentric height and stabilization on frigate rolling in irregular seas. SNAME Star Symposium, pp. 203217. Schmitke, R.T., 1978. Ship sway, roll and yaw motions in oblique seas. Transactions SNAME 86, 2646. Soliman, M.S., Thompson, J.M.T., 1992. Transient and steady state analysis of capsize phenomena. Applied Ocean Research 13 (2), 8292. Stoker, J.J., 1966. Nonlinear Vibrations. Interscience Publishers, New York. Tamiya, S., Komura, T., 1972. Topics on ship rolling at advance forward speed. Journal of the Society of Naval Architects Japan 132, 159168. Taylan, M., 1996. Nonlinear roll motion of ships in beam waves. Bulletin of the Technical University of Istanbul 49, 459479. Taylan, M., 1999. Solution of the nonlinear roll model by a generalized asymptotic method. Ocean Engineering 26, 11691181. Taylan, M., 2000. The effect of nonlinear damping and restoring in ship rolling. Ocean Engineering 27, 921932. Wright, J.H.G., Marsheld, W.B., 1979. Ship roll response and capsize behavior in beam seas. Transactions RINA 122, 129148.

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Zborowski, A., Chu, H., 1992. Hard chine versus round bottomcomparison of stability in waves and seakeeping performance of small displacement ships. Transactions SNAME 100, 345376.