Sei sulla pagina 1di 17

Marine Structures 16 (2003) 469485

Wave loads on ships sailing in restricted


water depth
Jelena Vidic Perunovic, J^rgen Juncher Jensen*
Maritime Engineering Section, Department of Mechanical Engineering, Technical University of Denmark,
DK-2800 Kgs. Lyngby, Denmark
Received 11 February 2003; received in revised form 30 May 2003; accepted 4 August 2003
Abstract
The effect of shallow water on the vertical wave-induced loads acting on the hull is studied
by a modied linear frequency domain deep water strip theory. A more general form is applied
for the diffraction force and the incident wave. The trends in motion and load responses with
water depth are discussed for two particular ships.
r 2003 Elsevier Ltd. All rights reserved.
Keywords: Shallow water wave loads; Potential ow theory; Strip theory
1. Introduction
The wave-induced bending moment in ships is the most important sea load
parameter for ships larger than 100 m in length. Hence, any rational ship design
procedure must include a reasonably accurate determination of this load, and a large
number of various hydrodynamic formulations have been published, ranging from
semi-empirical formulas to three-dimensional non-linear procedures. A review of the
state of the art is found in [1]. These procedures must be combined with operational
and sea state information to predict the probability distribution of the maximum
wave-induced bending moment a ship may be subjected to during its operational
lifetime. While the inuence of forward speed and ship heading with respect to the
waves is usually accounted for, the effect of water depth is seldom considered, except
ARTICLE IN PRESS
*Corresponding author. Tel.: +45-45-251-362; fax: +45-45-884-325.
E-mail address: jjj@mek.dtu.dk (J. Juncher Jensen).
0951-8339/$ - see front matter r 2003 Elsevier Ltd. All rights reserved.
doi:10.1016/j.marstruc.2003.08.001
in non-linear time domain formulations where a conned water domain
must be specied anyhow. Usually, two-dimensional strip theories, either linear or
non-linear, are applied to actual design cases and these theories are normally
based on incident deep-water waves and furthermore apply added mass and
damping calculations based on innite water depth. Only a few papers have in the
past addressed the inuence of water depth on the ship response. In an early
work Kim presented results for the variation of the added mass, the hydro-
dynamic damping, the heave and pitch motion for a Series 60 model [2], heaving
and pitching motions and the midship bending moments of a T-2 tanker model in
head waves [3] using a relative motion strip theory formulation. A signicant
reduction in ship motion and increase in loads with decreasing keel clearance was
observed.
In the present paper a rigorous implementation of nite water depth in the
consistent linear strip theory by Salvesen et al. [4] is presented together with results
for the variation of the motion and wave-induced bending moment with water depth
for a container vessel. The results show that if the water depth is less than twice the
draught of the vessel, the wave-induced bending moment becomes signicantly
larger than in deep water with the same sea state description. The peak in the
frequency response function for the wave bending moment furthermore shifts
towards lower frequencies with decreasing water depth and thus the inuence of the
water depth also depends on the wave energy spectrum.
2. Incident wave potential
Before calculating the wave loads, it is important to decide whether the ship is
sailing in deep- or shallow-water wave conditions. According to Young [5] (see
Table 1), the following classication can be applied:
For a given water depth d and wave number k = 2p=L
w
; it is the relative depth
parameter kd which determines the type of waves. The inuence of the water depth is
negligible at water depths greater than approximately L
w
=2; where L
w
is the
wavelength of the waves. In the present paper, wave loads at intermediate depths
d=L
w
>
1
20

are considered.
In linear strip theory it is usually assumed that the uid is incompressible and
irrotational and oscillatory motions of the ship are small. The time-dependent linear
ARTICLE IN PRESS
Table 1
Depth classication of linear waves in terms of the relative depth kd
Range of kd Range of d=L
w
Type of waves
0 to p=10 0 to 1=20 Shallow-water waves
p=10 to p 1=20 to 1=2 Intermediate depth
p to N 1=2 to N Deep-water waves
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 470
velocity potential is written as
f
T
= f
w
f
D

X
6
j=2
B
j
f
j
; (1)
where f
w
is the incident wave potential, f
D
the diffraction potential and f
j
the
radiation velocity potential due to the jth motion component with the unit
amplitude. The amplitude of each motion component is denoted by B
j
: The surge
motion j = 1 is neglected here and in the following since the forward speed of the
ship is assumed constant.
The prole of the simple harmonic surface wave is a sine or a cosine function and
the motion of the water particle in the wave depends on the distance from the still
water level. The velocity potential of the harmonic wave f
w
(X; Z; t) has to satisfy the
Laplace equation and the bottom and free surface boundary conditions. Here, XYZ
is coordinate system with the XY plane coinciding with the still water surface and Z
pointing upwards. The equations read
Df
w
= 0 for Zo0; (2)
@f
w
@Z
= 0 at Z = d; (3)
@f
w
@t
gz = 0 at Z = 0; (4)
@f
w
@Z
=
@z
@t
at Z = 0; (5)
where z is the wave elevation
z(X; t) = a cos(kX ot): (6)
The solution for the wave potential f
w
is
f
w
(X; Z; t) =
ag
o
cosh(k(Z d))
cosh(kd)
sin(kX ot) (7)
or, more conveniently, in complex notation
z(X; t) = ae
i(kXot)
; (8)
f
w
(X; Z; t) =
iag
o
e
i(kXot)
cosh(k(Z d))
cosh(kd)
: (9)
3. Wave number and number of solutions
The dispersion relation for nite water depth is
o
2
= kg tanh(kd): (10)
ARTICLE IN PRESS
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 471
The ships speed u and angle of heading b (b = 180

in head sea) determine the


frequency of encounter o
e
:
o
e
= o ku cos b: (11)
Hence, the relation between encounter frequency o
e
and wave number k in non-
dimensional form becomes
o
e

L
g
s
=

kL tanh kL
d
L

s
kLF
n
cos b (12)
using the denition of the Froude number F
n
= u=(Lg)
1=2
:
For each encounter frequency o
e
; there is only one solution for the wave number k
and the wave frequency o: But the number of solutions for each encounter frequency
depends on the shape of the function (Fig. 1) which relates wave number (output) to
the frequency of encounter or wave frequency (input). In the case of beam-to-head
waves corresponding to cos bp0; only one solution for the wave number exists. In
the following and quartering seas (cos b > 0); for the wave number satisfying
kL =
tanh(kLd=L)
(F
n
cos b)
2
(13)
the frequency of encounter becomes zero according to Eq. (12).
Hence, three possible solutions for the wave number exist for each frequency of
encounter, very similar to the case of deep water.
Two solutions are found from
o
e
=

kg tanh(kd)
p
ku cos b: (14)
While, the third solution satises
o
e
=

kg tanh(kd)
p
ku cos b: (15)
ARTICLE IN PRESS
-2.5
-2
-1.5
-1
-0.5
0
0.5
1
1.5
2
2.5
0 10 20 30
kL
n
o
n
-
d
i
m
.

e
n
c
o
u
n
t
e
r

f
r
e
q
Fig. 1. Number of solutions for the wave number k:
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 472
4. Wave loads
A local coordinate system xyz xed with respect to the ship is dened. Both global
XYZ- and local coordinate systems are Cartesian, right hand, with the vertical axes
positive upwards (Fig. 2).
In the following, let S
w
be the underwater hull surface area, p the wave-induced
pressure, ~nn the unit normal vector on the hull surface directed into the water with the
components ~nn = (n
1
; n
2
; n
3
) ~rr ~nn = (n
4
; n
5
; n
6
); where ~rr is the position vector with
respect to the origin of the coordinate system of the ship.
In the ships coordinate system, the wave elevation, Eq. (8), can be written in the
complex form
z(x; t) = ae
i(kx cos bky sin bo
e
te)
: (16)
Likewise, the linear wave potential given by Eq. (9) becomes
f
w
(x; t) =
iag
o
e
i(kx cos bky sin bo
e
te)
cosh(k(z d))
cosh(kd)
; (17)
where e is an arbitrary phase lag.
4.1. Forces due to wave radiation
When there are no incident waves and the ship is forced to oscillate, outgoing
waves from the structure are generated. The radiation potential f
j
must satisfy the
Laplace equation, the free surface condition plus the condition that the water
particle cannot penetrate the hull surface
D
Dt

2
g
@
@z
" #
f
j
= 0 at z = 0; j = 2; y; 6; (18)
where the substantial derivative D=Dt = (@=@t u@=@x):
@f
j
@n
= io
e
n
j
m
j
on S; j = 2; y; 6: (19)
ARTICLE IN PRESS
X
Y
x

y
u
Fig. 2. Local and global coordinates.
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 473
According to Ogilvie and Tuck [6], the components m
j
are generally dened as
(m
1
; m
2
; m
3
) = (~nn \)
~
UU; (20)
(m
4
; m
5
; m
6
) = (~nn \)(~rr
~
UU); (21)
where
~
UU is the uid velocity vector due to the forward speed of the ship, here,
simplied as
~
UU = (u; 0; 0) which is result of the assumed slenderness of the ship.
The only non-zero components of the vector m
j
are, thus, m
5
= un
3
and m
6
= un
2
:
According to Salvesen et al. [4], the radiation potential is written in terms of speed-
independent and speed-dependent parts
f
j
= f
0
j

u
io
e
f
u
j
(22)
and thus
@f
0
j
@n
= io
e
n
j
;
@f
u
j
@n
=
io
e
u
m
j
: (23)
The Sommerfeld radiation condition for the nite water depth must also be
fullled, see Andersen and He [7].
The oscillating uid generates the pressure eld, which is acting on the surface of
the hull. The complex force due to the motion of the hull is given as the pressure
integral over the hull surface and becomes a function of the radiation potentials f
k
(k = 2; 3; y; 6) and the associated complex amplitudes of the motion z
k
:
G
j
e
io
e
t
=
Z Z
S
w
pn
j
ds = r
Z Z
S
w
n
j
D
Dt
X
6
k=2
z
k
f
k
ds = e
io
e
t
X
6
k=2
T
jk
z
k
; (24)
where T
jk
is the hydrodynamic force in the jth direction per unit oscillatory motion
in the kth mode:
T
jk
= r
Z Z
S
w
n
j
D
Dt
f
k
ds: (25)
This surface integral can be rewritten by Stokes theorem, [4,6] for the Laplacian
uid by assuming a wall-sided ship close to the still water level
T
jk
= rio
e
Z Z
S
w
n
j
f
k
ds ur
Z Z
S
w
m
j
f
k
ds ur
Z
C
A
n
j
f
k
dl; (26)
where the line integral along the waterline is neglected as it is assumed that the angle
between the water surface and the x-axis is small. The last integral (C
A
) is taken over
the aft station of the hull.
For simplicity, we consider here only j; k = 2; 3; 4 where m
j
is zero, which gives
T
jk
= T
0
jk

u
io
e
t
A
jk
: (27)
The term t
A
jk
refers to the aft section and
T
0
jk
= rio
e
Z Z
S
w
n
j
f
0
k
ds = rio
e
Z
L
Z
C
n
j
f
0
k
dl dx =
Z
L
t
jk
dx; (28)
ARTICLE IN PRESS
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 474
where L denotes integration over the length of the hull and where the sectional
hydrodynamic force t
jk
is given as
t
jk
= rio
e
Z
C
n
j
f
0
k
dl = o
2
e
a
jk
io
e
b
jk
; (29)
where a
jk
and b
jk
denote sectional added mass and damping, respectively. These
terms follow from the solution of the 2D boundary value problem and can be solved
by e.g. the boundary element method, [7]. Thus, T
jk
can be written
T
jk
= o
2
e
A
jk
io
e
B
jk
: (30)
The physical component D
j
of the complex hydrodynamic force is obtained as
D
j
= Re[G
j
e
io
e
t
]: (31)
Following [7], the radiation potential has been determined using a simple Green
function distributed over the entire boundary of the uid. No irregular frequencies
have been observed in the frequency range of interest (higher frequencies are not
considered here). The correct mesh-size is needed especially at the bow part of the
ship. Convergence tests were made for comparison with the deep water case and very
satisfactory results are obtained using 30 nodes per section.
4.2. Wave exciting forces
When the ship is restrained from oscillating but incident waves are present on the
surface of the sea, the only loads acting on the hull are the wave exciting forces and
moments. The loads consist of two parts. The rst is the FroudeKrylov force, due
to the undisturbed uid pressure eld. The corresponding potential is the incident
wave potential. The FroudeKrylov force is speed-independent. As the undisturbed
pressure eld is modied due to the presence of the ship, waves are diffracted from
the hull and, hence, the second part of the exciting force is the diffraction force with
corresponding potential f
D
: The undisturbed pressure (or the FroudeKrylov
pressure) can be obtained from the linearized Bernoulli equation. The force is
obtained by integration of the FroudeKrylov dynamic pressure over the wetted
surface of the hull. The analysis of the exciting force must include the inuence of
nite water depth. The exciting force and moment amplitudes due to incident and
diffraction forces are dened as
F
j
=
Z Z
S
w
p n
j
ds =
Z Z
S
w
r
D(f
w
f
D
)
Dt
n
j
ds; (32)
where integration is to be performed over the wetted surface S
w
: For instance, the
sectional vertical force due to the incoming waves for the heave is then dened as
F
3
w
=
Z Z
S
w
r
Df
w
Dt
n
3
ds: (33)
ARTICLE IN PRESS
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 475
The substantial derivative of the wave potential, Eq. (17), is
Df
w
Dt
= gz
cosh(k(z d))
cosh(kd)
: (34)
The force due to the diffraction potential f
D
can be derived from a combination of
the reection and the incoming wave potentials. The diffraction potential satises the
same equations as the radiation potential except that the body boundary condition
becomes
@f
w
@n
=
@f
D
@n
: (35)
The diffraction force becomes
F
j
D
=
Z Z
S
w
r
Df
D
Dt
n
j
ds (36)
or
F
j
D
= r
Z Z
S
w
n
j
io
e
u
@
@x

f
D
ds: (37)
The Green second identity provides the following relation for the diffraction
potential:
Z Z
S
w
f
D
@f
k
@n
ds =
Z Z
S
w
f
k
@f
D
@n
ds: (38)
Using (38), the hull boundary condition (35), Stokes theorem and having in mind
(23), the diffraction force becomes
F
j
D
= r
Z Z
S
w
f
0
j

u
io
e
f
u
j

@f
w
@n
ds
ru
io
e
Z
C
A
f
0
j
@f
w
@n
dc: (39)
The normal derivative of the incoming wave potential is
@f
w
@n
=
@f
w
@y
n
2

@f
w
@z
n
3
(40)
or
@f
w
@n
= (in
2
sin b n
3
tanh(k(z d)))kf
w
: (41)
Applying the complex form for the wave potential (17) and the dispersion
relationship for nite water depth (10) yields
@f
w
@n
= oz(in
3
tanh(k(z d)) n
2
sin b)
cosh(k(z d))
sinh(kd)
: (42)
ARTICLE IN PRESS
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 476
Thus, the diffraction force can be determined from the incident and the reected
potentials and, for instance, the diffraction force for the heave motion becomes
F
3
D
=r
Z Z
S
w
oz(in
3
tanh(k(z d)) n
2
sin b)
cosh(k(z d))
sinh(kd)
f
0
3
ds

ru
io
e
Z
C
A
oz(in
3
tanh(k(z d)) n
2
sin b)
cosh(k(z d))
sinh(kd)
f
0
3
dc: (43)
5. Results and discussion
In the following, two examples are considered. The rst concerns a well-dened
prismatic cylindrical beam and the variation of added mass and damping with water
depth is illustrated. The second example deals with a real container ship.
5.1. A semi-cylindrical beam
For a prismatic cylindrical body (100 m long, draught 10 m) the added mass and
damping coefcients are presented for different water depths in Figs. 3 and 4,
obtained from a boundary-element procedure accounting for nite water depth, [7].
It is obvious that for very small water depths (20, 15, 12.5, and 10 m) and for high
frequencies, the added mass is rapidly increasing. However, for depths larger than
40 m; the depth is only important in the low-frequency domain. The non-
dimensional added mass coefcients are given as % a
33
= a
33
=rA; A being the
submerged sectional area.
ARTICLE IN PRESS
Fig. 3. Non-dimensional added coefcient % a
33
as function of wave frequency for a cylindrical beam.
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 477
The hydrodynamic damping coefcients are monotonically decreasing with
increasing water depth as shown in Fig. 4. The hydrodynamic damping curves are
given in dimensionless form as
%
b
33
= b
33
=rA

B=2g
p
:
The non-dimensional frequency response function for the wave-induced vertical
bending moment amidships, m
a
= M
a
=(rgBL
2
a); is shown in Figs. 5 and 6 for two
wave headings b = 180

(head sea) and 60

and zero forward speed. In the rst case,


the increase in loads with decreasing water depth is very pronounced. As seen also
for the added mass and damping curves, the low-frequency parts are more sensitive
to variations in water depth than the high-frequency region.
ARTICLE IN PRESS
Fig. 4. Non-dimensional damping coefcient
%
b
33
as function of wave frequency for a cylindrical beam.
0.00
0.01
0.02
0.03
0.04
0.5 1.0 1.5 2.0
m
a
[rad/s]
180deg
d/T=10,...
d/T=5
d/T=2
d/T=1.5
d/T=1.2
Fig. 5. Non-dimensional vertical wave bending moment amidships as function of wave frequency for
different water depths, b = 180

; F
n
= 0:
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 478
5.2. The container ship
The second example concerns a large container ship. The body plan and the main
characteristics of the ship are given in Fig. 7 and Table 2. Frequency response
functions are presented in Figs. 911 for heave, pitch and vertical bending moment
ARTICLE IN PRESS
Fig. 7. Body plan of the container ship.
Table 2
Principal characteristics of the container ship
Length between perpendiculars 330 m
Breadth 42 m
Design draught 12:2 m
Block coefcient 0.643
0.00
0.01
0.02
0.03
0.04
0.5 1.0 1.5 2.0
m
a
[rad/s]
60deg
d/T=10,...
d/T=5
d/T=2
d/T=1.5
d/T=1.2
Fig. 6. Non-dimensional vertical wave bending moment amidships as function of wave frequency for
different water depths, b = 60

; F
n
= 0:
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 479
amidships for three different headings and two forward speeds as well as for a range
of water depths. The standard deviation of vertical bending moment as function of
the zero-crossing period T
z
of the waves is given in Fig. 12.
As deep-water waves can be assumed for wavelength L
w
less than 2d; Table 1, and
as the important wave-induced bending moment response occurs for 0:5oL
w
=Lo2;
then the deep-water wave analysis can in general be assumed for water depths greater
than the ships length. This is consistent with the ndings in Figs. 911 that for
d=T > 20; the results become close to the deep-water analysis in the whole frequency
range of interest as
kd > p =
d
T
>
1
2
L
T
L
w
L
C27 for L
w
= 2L:
However, only for d=Tp2 a signicant inuence of nite water is seen in the
maximum value of the wave bending moment. Generally, it is seen from Figs. 911
that for decreasing water depth the wave forces increase while the motions decrease.
As the water depth decreases, the peaks in the transfer function for vertical bending
moment move towards lower wave frequencies. This is because the peak is associated
with a wavelength roughly equal to the projected length of the vessel (Fig. 8), and the
wave frequency corresponding to a given wavelength decreases with decreasing water
depth.
In Figs. 911, the non-dimensional frequency response functions for heave (z
a
);
pitch (y
a
) and the vertical bending moment (m
a
) are normalized by a; ka and rgaBL
2
;
respectively.
For the heading b = 60

(Fig. 11) and the very low d=T ratios, there are almost no
heave and pitch motions. Motions and loads are very sensitive to the water depth,
especially in the lower frequency region. With increasing wave frequency, the results
converge to the deep-water case (kd > p; Table 1).
The same trend as seen for the frequency response functions is observed in
stochastic predictions for the vertical wave bending moment (Fig. 12). The wave
ARTICLE IN PRESS
u
wave heading

L | | cos
Fig. 8. Critical wave length.
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 480
ARTICLE IN PRESS
Fig. 9. Non-dimensional frequency response function for heave, pitch and vertical bending moment
amidships, b = 180

; F
n
= 0:2: The arrows indicate decreasing water depth (range 1:2pd=Tp20):
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 481
ARTICLE IN PRESS
Fig. 10. Non-dimensional frequency response function for heave, pitch and vertical bending moment
amidships, b = 120

; F
n
= 0:2: The arrows indicate decreasing water depth (range 1:2pd=Tp20):
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 482
ARTICLE IN PRESS
Fig. 11. Non-dimensional frequency response function for heave, pitch and vertical bending moment
amidships, b = 60

; F
n
= 0:2: The arrows indicate decreasing water depth (range 1:2pd=Tp20):
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 483
spectrum used for the example calculation is the PiersonMoskowitz spectrum,
although a shallow water wave spectrum might be more appropriate. The heading
b = 180

(head sea) and F


n
= 0:2 is chosen for the calculation. For the present vessel
the wave bending moment is clearly increased if the water depth is less than about
60 m (d=T = 5):
6. Conclusions
A nite water depth linear strip method for calculating the wave loads on ship is
presented, based on the linear frequency domain theory by Salvesen et al. [4]. The
method could be applied for ships operating in an area where the depth is
intermediate (say less than 50 m; for instance great parts of the North and Baltic Sea)
or ships entering the coastal waters. The inuence of the water depth is, especially,
signicant if the zero-crossing period of the waves is large.
Calculations for cylindrical ship and a container ship show that the vertical
motion tends to decrease, whereas the bending moment increases with decreasing
water depth. Head sea conditions are most susceptible to this effect. The linear strip
theory by Salvesen et al. [4] has been modied to account for nite water depth. The
results for a container vessel show that the peak in the frequency response for the
wave-induced bending moment shifts towards lower frequencies with decreasing
water depth. The peak value itself is relatively unaffected by the water depth until the
draught exceeds one half the water depth. For larger draughts a signicant increase
in the peak value is observed. Hence, for ships sailing in restricted water depths less
than, say, ve times the draught the inuence of water depth should be accounted for
in design calculations. In the calculations both the change of frequency response
function and wave energy spectrum with water depth should be modelled.
ARTICLE IN PRESS
Fig. 12. Non-dimensional standard deviation of the vertical bending moment, b = 180

; F
n
= 0:2:
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 484
Acknowledgements
The rst author greatly acknowledge the nancial support from the EUREKA
Project MONITUS E! 2097 during part of the study.
References
[1] Jensen JJ, Beck RG, Du SX, Faltinsen OM, Fonseca N, Rizzuto E, Stredulinsky D, Watanabe I.
Extreme hull Girder loads. In: Ohtsubo H, Sumi Y, editors. Proceedings of the 14th ISSC. Report of
ISSC Committee VI.1, vol. 2. Nagasaki, Japan, Amsterdam: Elsevier; 2000. p. 263320.
[2] Kim CH. The inuence of water depth on the heaving and pitching motions of a ship moving in
longitudinal regular head waves. Schiffstechnik 1968;15:12732.
[3] Kim CH. The inuence of the water depth on the midship bending moments of a ship moving in
longitudinal regular head waves. Eur Shipbuilding 1969;18:39.
[4] Salvesen N, Tuck EO, Faltinsen O. Ship motions and sea loads. Trans SNAME 1970;78:25087.
[5] Young IR. Wind generated ocean waves. Oxford: Elsevier; 1999.
[6] Ogilvie TF, Tuck EO. A rational strip theory of ship motions: part I. Report No. 013. Department of
Naval Archives and Marine Engineering, University of Michigan, 1969.
[7] Andersen P, He W. On the calculation of two-dimensional added mass and damping coefcients by
simple Greens function technique. Ocean Eng 1985;12:42551.
ARTICLE IN PRESS
J.V. Perunovic, J. Juncher Jensen / Marine Structures 16 (2003) 469485 485

Potrebbero piacerti anche