ShipX Vessel Responses (VERES)

Theory Manual

Dariusz Eirik Fathi and Jan Roger Ho

MARINTEK A/S
25th November 2016
Contents
1 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.1 Basic assump ons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.2 Deni on of coordinate systems, wave heading and mo ons . . . . . . . . . . . . . . 4
1.3 Equa ons of mo on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2 HYDRODYNAMIC COEFFICIENTS AND EXCITING FORCES . . . . . . . . . . . . . . . . . . . . . . . 8
2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
2.2 Local analysis at each strip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.3 Low Speed Strip Theory Formula on . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
2.4 High Speed Formula on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.5 High Speed Catamaran with Hull Interac on . . . . . . . . . . . . . . . . . . . . . . . 21
3 RESTORING COEFFICIENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4 VISCOUS ROLL DAMPING COEFFICIENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.1 Viscous roll damping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.2 Fric onal roll damping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.3 Eddy damping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.4 Li damping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.5 Bilge keel damping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5 MOTION LIMITS IN QUARTERING/FOLLOWING WAVES . . . . . . . . . . . . . . . . . . . . . . . 27
6 ADDED RESISTANCE IN WAVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.1 Available calcula on methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.2 Gerritsma & Beukelman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.3 Pressure integra on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.4 Asympto c low wave length case . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.5 Combining the conven onal and asympto c formula . . . . . . . . . . . . . . . . . . 33

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1 INTRODUCTION

This Theory Manual will provide the theore cal background for the VERES computer program.

1.1 Basic assump ons

In short, the basic assump ons in the VERES program are:

The ship is assumed to oscillate harmonically with frequency equal to the frequency of encounter. No
transient eects due to ini al condi ons are accounted for. No hydroelas c eects are accounted for.
A linear rela on is assumed between the responses and the incident wave amplitude. This will not be
correct in high sea states where slamming and water on deck may occur. This also assumes that the hull
and should be close to wall-sided at the free surface.
The superposi on principle can be used to derive the loads and mo ons in a sea-state.
Poten al theory can be applied. The uid is assumed to be homogeneous, non-viscous, irrota onal and
incompressible. However, viscous roll damping can be accounted for by means of empirical formulas.
The vessel is assumed to be slender, i.e. the length of the hull is much larger than the breadth and the
draught.
In the tradi onal strip theory [20], the three-dimensional hydrodynamic problem can be reduced to a
set of two-dimensional strips, without interac on between the strips. Total forces can be obtained by
integra ng cross sec onal two-dimensional forces over the ships length. This means that three dimen-
sional eects are neglected.
In the high speed theory [7], interac on from the strips upstream is accounted for. Total forces can
be obtained by integra ng cross sec onal two-dimensional forces over the ships length. The theory
therefore denoted as a 2 1/2-dimensional theory.
The vessel is symmetric about the centerline.
For mul hulls, interac on eects between the hulls are not accounted for (except for catamarans, where
a high speed theory including hull interac on is available). At high speeds, this is a reasonable assump-
on, since the waves will travel downstream, and if the hulls are not too narrow, interac on eects will
be small. At low and moderate speeds, interac on eects may be important.

As men oned, VERES assumes the ship to be slender. The mo va on for this simplica on is that the three
dimensional problem may be reduced to a set of two dimensional problems along the hull. This will save a
lot of computa onal me. The disadvantage of this method is that three dimensional eects are neglected.
For a tanker, this simplica on is acceptable, except locally at the bow and stern. For supply ships and shing
vessels, three dimensional eects can be important.

To calculate hydrodynamic forces, poten al theory is used. Poten al theory assumes the uid to be homogen-
eous, non-viscous and incompressible. Thus, viscous eects are not accounted for. However, in roll, viscous
eects should be accounted for, since the poten al damping is small. VERES may take viscous eects into ac-
count by empirical formulas. This is explained in Sec on 4.

This assump on is correct when linear theory is correct.

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Even if some of the above simplica ons may be specula ve, linear theory has been found to give very good
results compared to three-dimensional codes and to model tests.

1.2 Deni on of coordinate systems, wave heading and mo ons

The input in the graphical user interface of VERES is related to the same deni ons as the rest of ShipX, i.e.
a classical Naval Architect system. This is a le -handed coordinate system (x, y, z) with the x-axis posi ve
forwards with its origin at the a perpendicular (AP), the y-axis posi ve to starboard (origin at centerline) and
z-axis poin ng upwards from the baseline.
Internally, VERES uses two right-handed Cartesian coordinate systems; one global coordinate system (x, y, z)
in which the computa ons are performed and a local coordinate system (xl , yl , zl ) used to describe the cross-
sec onal geometry of the vessel in the hull geometry le.

Figure 1: Deni on of global coordinate system and wave heading angle

The x-y plane of the global coordinate system coincides with the s ll water plane, or ver cally at the center of
gravity, depending on selec on of mo on coordinate system in the Calcula on Op ons dialog. The x-z plane
coincides with the center-plane of the vessel. The x-axis is directed towards the stern and the z-axis is pointed
ver cally upwards through the center of gravity of the vessel.

The op onal posi on of the mo on coordinate system is partly historical, since the original formula on of
the theory (and the implementa on in VERES) was based on the ver cal posi on being at the waterline. To
ensure backwards compa bility, this op on is therefore s ll included and it is up to the user to select the most
appropriate one.

Please no ce that the selec on of mo on coordinate system also changes the output of hydrodynamic coef-
cients, as many of these are a func on of the ver cal posi on of the mo on coordinate system, so if you
plan to use these as inputs to other programs you should be aware of your selec on here. The posi on of
the mo on coordinate system is included in the output les, and the VERES Postprocessor always presents the
basic RAOs at the center of gravity, independent of which mo on coordinate system that has been applied in
the computa ons.

The wave heading angle is dened as the angle between the posi ve x-axis and the wave propaga on direc-
on. Hence, a wave heading angle of 0 degrees corresponds to head seas, 90 degrees corresponds to beam
seas, and 180 degrees corresponds to following seas. A sketch dening the coordinates and the wave heading

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angle is shown in Figure 1.

The translatory displacements in the x, y and z direc ons with respect to the global coordinate system are
denoted 1 , 2 and 3 , where 1 is the surge, 2 is the sway and 3 is the heave displacement. Furthermore,
the angular displacements of the rota onal mo on about the x, y and z axes are denoted 4 , 5 and 6 , for
the roll, pitch and yaw angle, respec vely. The translatory and rota onal displacements are shown in gure 2.

Figure 2: Sign conven ons for translatory and rota onal displacements

1.3 Equa ons of mo on

VERES is based on linear strip theory. The basic assump ons of the linear theory are:
The wave-amplitudes are small compared to some characteris c dimension of the vessel. The resul ng
mo ons will then be propor onally small.
The wave steepness is small, i.e. the waves are far from breaking.
In linear theory, the wave loads and mo ons are linearly propor onal to the wave amplitude. As a consequence
of this, we can obtain results in irregular waves simply by adding together results from regular waves of dier-
ent amplitudes, wavelengths and propaga on direc ons.

To simplify the problem further, steady-state condi ons are assumed, i.e. there are no transient eects present
due to ini al condi ons. This implies that the linear dynamic loads on the body are harmonically oscilla ng with
the same frequency as the wave loads that excite the body (i.e. the frequency of encounter), and thus allows
us to perform our computa ons in the frequency domain. The frequency of encounter, , is the frequency the
ship will oscillate with. is given from the rela on :

02 U
= 0 + cos (1)
g

where 0 is the wave frequency, U is the forward velocity of the vessel, and g is the accelera on of gravity.

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Under the assump ons that the responses are linear and harmonic, the six linear coupled dieren al equa ons
of mo on can be wri en:

6
[(Mjk + Ajk )k + Bjk k + Cjk k ] = Fj eit , j = 1, . . . , 6, (2)
k=1

where
Mjk are the elements of the generalized mass matrix
Ajk are the elements of the added mass matrix
Bjk are the elements of the linear damping matrix
Cjk are the elements of the s ness matrix
Fj are the complex amplitudes of the wave exci ng forces and moments, with the physical forces and mo-
ments given by the real part of Fj eit . F1 , F2 and F3 refer to the amplitudes of the surge, sway and
heave exci ng forces, while F4 , F5 and F6 are the amplitudes of the roll, pitch and yaw exci ng mo-
ments, respec vely.
is the angular frequency of encounter
k are surge, sway, heave, roll, pitch and yaw mo on amplitudes, respec vely. The dots stand for me
deriva ves, so that k and k are velocity and accelera on terms, respec vely.

The dierent contribu ons to the equa ons of mo on are:

Mass forces:
The mass forces are forces due to the mass of the vessel, and follows directly from Newtons law. We
can formally write the mass forces due to the harmonic mo on mode k as

Fj = Mjk k (3)

where Mjk are the generalized mass coecients.

Assuming that the vessel is symmetric about the x z plane and that the center of gravity is located at
(0, 0, zG ), the generalized mass matrix may be wri en as

M 0 0 0 M zG 0
0 M 0 M zG 0 0

0 0 M 0 0 0
Mjk =

.
(4)
0 M zG 0 I4 0 I64
M zG 0 0 0 I5 0
0 0 0 I64 0 I6

Here M is the mass of the vessel, Ij is the moment of iner a in the jth mode, and I64 is the yaw-
roll product of iner a. I64 will vanish if the vessel has fore-a symmetry and is otherwise small for
conven onal ships.
Added mass and damping forces and moments:
The added-mass and damping forces are steady-state hydrodynamic forces due to forced harmonic rigid
body mo ons when there are no incident waves present. The forced mo on of the vessel generates
outgoing waves and oscilla ng uid pressures on the hull surface. Integra ng these pressures over the
we ed surface of the hull gives forces on the body propor onal to the body accelera on and body

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 velocity. We can formally write the hydrodynamic added mass and damping due to the harmonic mo on
mode k as
Fj = Ajk k Bjk k (5)
where Ajk and Bjk are the added mass and damping coecients respec vely.
Restoring forces and moments:
When a vessel is freely oa ng, the restoring forces will follow from hydrosta c and weight consider-
a ons. The restoring force coecients are independent of the velocity poten al and wave frequency,
and depend only on the body geometry and mass distribu on. We may write these force and moment
components as
Fj = Cjk k (6)
where Cjk are the restoring coecients.
Linearized wave exci ng forces and moments:
The wave exci ng forces and moments are the loads on the body when the body is restrained from
oscilla ng and there are incident waves. These forces can be divided in two eects. One eect is the
force due to the undisturbed pressure eld from the incident waves, and the second because the body
changes this pressure eld. These forces are referred to as the Froude-Krylov and dirac on forces
respec vely.

A er having determined these coecients, the equa ons of mo on ( 2) may be solved numerically by a direct
equa on solver a er subs tu on of
k = k eit , (7)
where k is the complex mo on amplitude. Non-linear roll damping is added as addi onal linearized damping
by using equivalent lineariza on (more about these viscous contribu ons in the Theory Manual). This requires
an itera on technique to solve the equa ons of mo ons. A wave amplitude for the lineariza on is required as
one of the inputs in VERES.

The mo on transfer func ons are then given by the amplitude a and phase angle , dened by

k (t) = ka cos(t + k ), k = 1, . . . , 6. (8)

For a ship with lateral symmetry (i.e. symmetry about the x z plane), surge, heave and pitch are not coupled
with sway, roll and yaw. Thus any error in the sway, roll and yaw mo on computa ons will not aect the
accuracy of the surge, heave and pitch results.

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2 HYDRODYNAMIC COEFFICIENTS AND EXCITING FORCES

In this sec on an outline of the main aspects of the strip theory of Salvesen, Tuck & Fal nsen [20], and the
high speed theory of Fal nsen & Zhao [7] will be given. Further details may be found in the references.

2.1 General

Consider a ship advancing at constant mean forward speed with arbitrary heading in regular sinusoidal waves.
It is assumed that the resul ng oscillatory mo ons of the ship are linear and harmonic. A right-handed co-
ordinate system (x, y, z) xed with respect to the mean oscillatory posi on of the ship is used. The z-axis
is posi ve ver cally upwards through the center of gravity of the ship. The origin is located in the plane of
the undisturbed free surface. The ship is assumed to have the x-z plane as a plane of symmetry in its mean
oscillatory posi on. The x-axis is poin ng towards the stern. The translatory displacements in the x, y and
z direc ons are 1 , 2 and 3 , respec vely. 1 is the surge, 2 is the sway and 3 is the heave displacement.
Furthermore, the angular displacements of the rota onal mo ons about the x, y and z axes are 4 , 5 and 6 ,
respec vely. 4 is the roll, 5 is the pitch and 6 is the yaw angle.

If viscous eects are neglected, the uid mo on can be assumed to be irrota onal, so that the problem can
be formulated in terms of poten al ow theory. The total velocity poten al (x, y, z) must then sa sfy the
Laplace equa on and the following exact boundary condi ons:
DF
= 0, (9)
Dt
on the hull surface where the hull is dened by F (x , y , z ) = 0 with (x , y , z ) a coordinate system xed in
the ship, and ( )
Dp D 1
= + ||2 + gz = 0, (10)
Dt Dt t 2
on the unknown free surface given by z = Z(x, y; t). In addi on, suitable radia on condi ons at innity must
be sa sed. Here g is the accelera on of gravity and is the mass density of the uid.

Separa ng the velocity poten al (x, y, z; t) into two parts, one the me-independent steady contribu on
due to the forward mo on of the ship and the other the me-dependent part associated with the incident
wave system and the unsteady body mo ons, we get

(x, y, z; t) = [U x + S (x, y, z)] + T (x, y, z)eit . (11)

Here U x + S is the steady contribu on with U the forward speed of the ship, T is the complex amplitude
of the unsteady poten al and is the frequency of encounter in the moving reference frame. It is understood
that real part is to be taken in expressions involving eit .

In order to linearize the boundary condi ons (9) and (10), it will be assumed that the geometry of the hull is
such that the steady perturba on poten al S and its deriva ves are small, and further that by considering
only small oscillatory mo ons, the poten al T and its deriva ves can also be assumed to be small. Under
these assump ons the problem can be linearized by disregarding higher-order terms in both S and T as well
as terms involving cross products between S and T .
Please no ce the dierence in the deni on of the coordinate systems. The theory in this manual has been re-formulated to t
the coordinate deni ons and unit normal deni ons used in VERES.

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Furthermore, in linearizing the problem it will be convenient to linearly decompose the amplitude of the me-
dependent part of the poten al
6
T = I + D + j j , (12)
j=1

where I is the incident wave poten al, D is the dirac on poten al, and j is the contribu on to the velo-
city poten al from the jth mode of mo on.

The incident wave poten al is wri en as

ga kz ik(x cos +y sin )
I = e e , (13)
0

where a is the wave amplitude, k is the wave number, is the heading angle and 0 = gk is the wave
frequency which is related to the frequency of encounter by

= 0 + kU cos . (14)

Including only linear terms and applying Taylor expansions about the mean hull posi on in the hull boundary
condi on (9) and about the undisturbed free surface, z = 0 in the free surface condi on (10), it can be shown
that the individual poten als must sa sfy the following linear boundary condi ons:
1. The steady perturba on poten al, S , must sa sfy the body condi on

[U x + S ] = 0, (15)
n
on the mean posi on of the hull and the free surface condi on

2 S S
U2 +g = 0, (16)
x2 z
on z = 0.
2. The incident wave poten al, I , and the dirac on poten al, D , must sa sfy
I D
+ = 0, (17)
n n
on the mean posi on of the hull and the free surface condi on
[( ) ]
2
i + U +g (I , D ) = 0, (18)
x z

on z = 0.
3. The oscillatory poten al components j , j = 1, 2, . . . , 6), must sa sfy

j
= inj U mj , (19)
n
on the mean posi on of the hull and the free surface condi on
( )
2
i + U j + g j = 0, (20)
x z
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 on z = 0. Here the generalized normal nj , is dened by

(n1 , n2 , n3 ) = n, (21)
(n4 , n5 , n6 ) = r n, (22)

with r = (x, y, z) is the posi on vector with respect to the origin of the coordinate system and n is the
outward unit normal vector poin ng into the uid. Further
1
= (n )(x +
(m1 , m2 , m3 ) = m S ) (23)
U
1
(m4 , m5 , m6 ) = r m
(x + S ) (24)
U
mj = 0 j = 1, 2, 3, 4 (25)
m5 = n3 (26)
m6 = n2 . (27)

In addi on to these linear boundary condi ons the poten als S , I , D and j must each sa sfy the Laplace
equa on in the uid domain and the appropriate radia on condi ons at innity.

The pressure in the uid is obtained from the Bernoulli equa on

( )
1 2
p = + || + gz . (28)
t 2
If the pressure is expanded in a Taylor series about the undisturbed posi on of the hull and the pressure
expression is then linearized by including only term of rst order in S and T , it follows that the linearized
me-dependent pressure on the hull is
( )

p = i + U T eit . (29)
x
Integra on of the pressure over the hull surface yields the hydrodynamic force and moment amplitudes
( )

Hj = nj i + U T ds, j = 1, 2, . . . , 6. (30)
S x
Here the integra on is over the mean posi on of the hull surface S. H1 , H2 and H3 are the force components
in the x, y and z direc ons, while H4 , H5 and H6 are the moments about the x, y and z axes. The force and
moments can be divided into two parts as

Hj = Fj + Gj , (31)

where Fj is the exci ng force and moment:

( )

Fj = nj i + U (I + D ) ds, (32)
S x
and Gj is the force and moment due to the body mo ons 1 , . . . , 6 :
( ) 6

Gj = nj i + U k k ds (33)
S x
k=1

6
= Tjk k . (34)
k=1

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Here Tjk denotes the hydrodynamic force and moment in the jth direc on per unit oscillatory displacement
in the kth mode: ( )

Tjk = nj i + U k ds. (35)
S x
Tjk may be separated into real and imaginary parts as

Tjk = 2 Ajk iBjk , (36)

where Ajk and Bjk are the added mass and damping coecients, respec vely.

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2.2 Local analysis at each strip

The dirac on and radia on problems are solved by matching of a near-eld solu on and a far-eld solu on.
The near-eld solu on is obtained by a numerical boundary-element formula on, while the far-eld solu on
is obtained by an asympto c analysis.
The local analysis in the cross-subsec onal plane is carried out using Greens second iden ty to represent the
velocity poten al in terms of a distribu on of fundamental two-dimensional sources and dipoles over a closed
surface containing the body surface, the free surface and a control surface far away from the body. The uid
domain and the control surfaces are sketched in Figure 3.

Sf z

y
So

(III) (I) (II)

2
O - field point = 0
S-
S+

Sb

Figure 3: The uid domain and control surfaces

Straight line segments are used to approximate the control surfaces, and constant values of the velocity poten-
al and its normal deriva ves are assumed at each segment. For each cross subsec on, the velocity poten al
at a point (y,z) can be represented using Greens second iden ty:
( )
log(r)
2 = log(r) ds (37)
s n n

To obtain our equa on system we let the eld point approach the center of each element. At the hull surface,

So , the velocity poten al is the unknown. At the free surface, Sf , the normal velocity n is the unknown,
since is known through the free surface condi on.

This method is applied both in the low speed and high speed theory. The dierences are in the boundary
condi ons on the free surface, and the integra on over the body. The dierent theories are described in the
following subsec ons.

2.3 Low Speed Strip Theory Formula on

The following subsec on describes the part of the theory which is par cular for the low speed strip theory for-
mula on by Salvesen, Tuck & Fal nsen [20]. Due to dierent deni ons of coordinate systems, the evalua on
of the coecients is included here, with the deni ons which are applied in VERES.

In the low speed strip theory, the hull condi on (19) is further simplied by dividing the oscillatory poten al

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into one speed dependent, and one speed independent part
U U
j = 0j , (38)
i j
where 0j is speed independent. This results in the two hull condi ons

0j
= inj , (39)
n
U
j
= imj . (40)
n
Now, since both 0j and Uj must sa sfy the Laplace equa on, the same free-surface condi on and the same
radia on condi ons, it follows from the hull condi ons above that

U
j = 0, j = 1, 2, 3, 4 (41)
U
5 = 03 , (42)
U
6 = 02 . (43)

Thus, we see that the oscillatory poten al components can be expressed in terms of the speed-independent
part of the poten al, 0j , as

j = 0j ,j = 1, 2, 3, 4, (44)
U
5 = 05 03 , (45)
i
U
6 = 06 + 02 , (46)
i
where 0j , (j = 1, 2, . . . , 6) must sa sfy the condi ons

0j
= inj , (47)
n
on the mean posi on of the hull and
( )
2 0 0j
i + U j + g = 0, (48)
x z

on z = 0.

Stokes theorem may be expressed in the following form [Milne-Thomson [18], 2.51]

(n ) q ds = q,
dl (49)
S C

where S is a surface situated in the uid with the closed curve C as boundary. Here q is any vector func on
is the direc on element of arc C.
and dl

Le ng q = U i for the case j = 1, 2, 3 gives

(n ) (U i) ds =
U i.
dl (50)
S C

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By use of various vector theorems, [Ogilvie and Tuck [19]], the integrand of the surface integral can be rewri en

(n ) U i = n ( Ui) + (n )Ui n(Ui )

+(n Ui) n( Ui)
= (n )Ui n(Ui ). (51)

Thus the surface integral is

[ ] [ ]
(n )Ui n(Ui ) ds = m + n(Ui ) ds. (52)
S S

The surface integral may now be wri en as

[ ] [ ]
(n )U i n(U i ) ds =
n(Ui ) ds.
U m (53)
S S

Neglec ng the contribu on from the line integral along the free surface one may write
= dl(i n),
dl (54)

and then use some standard theorems to show that

[ ]
(i n) Ui = n(i Ui)
= nU. (55)

This gives the following theorem

nj U ds = U mj ds + U nj dl. (56)
S x S C

It may be shown [Ogilvie and Tuck (1969)], that this form also applies to the case j = 4, 5, 6.

Applying the above theorem in the rela onships for the added mass and damping coecients will give

Tjk = nj ik ds + U mj k ds + U nj k dl. (57)
S S CA

Here CA refers to the a ermost cross subsec on of the ship.

The speed-independent part of Tjk may now be dened as

0
Tjk = i nj 0k ds, (58)
S

and the speed-independent part of the line integral at any cross subsec on Cx as

tjk = i nj 0k dl. (59)
Cx

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The added mass and damping coecients can now be expressed in terms of the speed-independent terms as
follows
0 U A
Tjk = Tjk + t , j, k = 1, 2, 3, 4, (60)
i jk
0 U 0 U
T5k = T5k + T3k + tA , k = 1, 2, 3, 4, (61)
i i 5k
U 0 U
T6k = 0
T6k T2k + tA , k = 1, 2, 3, 4, (62)
i i 6k
U 0 U U2 A
Tj5 = 0
Tj5 Tj3 + tA j5 + 2 tj3 , j = 1, 2, 3, 4, (63)
i i
U 0 U U2 A
j6 2 tj2 ,
0
Tj6 = Tj6 + Tj2 + tA j = 1, 2, 3, 4, (64)
i i
0 U2 0 U U2 A
T55 = T55 + 2 T33 + tA 55 + 2 t53 , (65)
i
2
U 0 U U2 A
66 2 t62 ,
0
T66 = T66 + 2 T22 + tA (66)
i
where tA
jk refers to the line integral evaluated at the a ermost subsec on. In obtaining the expressions for T55
and T66 the symmetry rela onship for the zero speed coecients has been applied
0 0
Tjk = Tkj . (67)

Above, the speed-dependent coecients have been expressed in terms of the speed-independent surface
integral and line integral. The zero-speed terms will now be reduced to a form suitable for numerical evalua on.
This is done by introducing the following strip theory approxima ons. If it is assumed that the beam and dra of
the ship are much smaller than the length, then it is consistent with the previous assump ons to set ds = dld
in the surface integral
0
Tjk = i nj 0k dl d = tjk d, (68)
L Cx L
where L implies that the integra on is over the length of the ship and is the variable of integra on in the
x-direc on. Since the hull is assumed to be long and slender it follows that in the neighborhood of the hull
/x /y or /z. It also follows that the component of the hull normal in the x-direc on is much
smaller than the normal components in the y- and z-direc ons

n1 n2 or n3 , (69)

so that the components of the three-dimensional generalized normal nj , j = 2, 3, 4, with the two-dimensional
generalized normal in the yz-plane, Nj , j = 2, 3, 4 and then set

n5 = xN3 , (70)
n6 = xN2 . (71)

In order to reduce the free surface condi on it will be necessary to assume that the frequency of encounter is
high, U (/x), which requires that the wavelength is approximately of the same order as the ship beam.

Under these assump ons the three-dimensional Laplace equa on and the boundary condi ons to be sa s-
ed by 0k for k = 2, 3, 4 reduce to the two-dimensional Laplace equa on and the condi ons for the two-
dimensional problem of a cylinder with cross subsec on Cx oscilla ng in the free surface, so that at a given
cross subsec on
0k = k for k = 2, 3, 4, (72)

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where k is the poten al for the subsec onal two-dimensional problem. It also follows that at a given subsec-
on

05 = x3 , (73)
06 = x2 , (74)

while 01 0k , k = 2, 3, . . . , 6. Hence, for j = 2, 3, 4

tjj = i Nj j dl = 2 ajj ibjj , (75)
Cx

where ajj and bjj are the subsec onal two-dimensional added mass and damping coecients for sway, heave
and roll. Similarly, the subsec onal sway-roll cross-coupling coecients is

t24 = i N2 4 dl = 2 a24 ib24 . (76)
Cx

The zero-speed added mass and damping coecients, Tjk 0 can now be expressed in terms of the subsec onal

two-dimensional added mass and damping coecients, t22 , t33 , t44 and t24 . For ships with lateral symmetry,
the only nonzero coecients are

0
T22 = t22 d, (77)

0 0
T26 = T62 = t22 d, (78)

0
T66 = 2 t22 d, (79)

0
T33 = t33 d, (80)

0
T35 = T530
= t33 d, (81)

0
T55 = 2 t33 d, (82)

0
T44 = t44 d, (83)

0 0
T24 = T42 = t24 d, (84)

0 0
T46 = T64 = t24 d, (85)

where the integra on is over the length of the ship.

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This implies that the following expressions are obtained for the added mass and damping coecients

U
A22 = a22 d 2 bA , (86)
22
L
B22 = b22 d + U aA 22 , (87)
L

U
A24 = A42 = a24 d 2 bA , (88)
24
L

B24 = B42 = b24 d + U aA 24 , (89)

L
U
A33 = a33 d 2 bA 33 , (90)

L

B33 = b33 d + U aA 33 , (91)

L
U
A44 = a44 d 2 bA , (92)
44
L
B44 = b44 d + U aA 44 , (93)
L
U U
A53 = xa33 d 2 b33 d + 2 xA bA
33 , (94)
L L

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B53 = xb33 d + U a33 d U xA aA 33 , (95)
L
L
U U
A62 = xa22 d + 2 b22 d 2 xA bA 22 , (96)
L
L
B62 = xb22 d U a22 d + U xA aA 22 , (97)
L

L
U U
A64 = xa24 d + 2 b24 d 2 xA bA 24 , (98)
L
L
B64 = xa24 d U a24 d + U xA aA 24 , (99)
L L

U U U2 A
A35 = xa33 d + 2 b33 d + 2 xA bA 33 + 2 a33 , (100)
L L
2
U A
B35 = xb33 d U a33 d U xA aA 33 + 2 b33 , (101)
L L

U U U2 A
A26 = xa22 d 2 b22 d 2 xA bA 22 a , (102)
L L 2 22

U2 A
B26 = xb22 d + U a22 d + U xA aA22 2 b22 , (103)
L L

U U U2 A
A46 = xa24 d 2 b24 d 2 xA bA 24 a , (104)
L L 2 24

U2 A
B46 = xb24 d + U a24 d + U xA aA 24 2 b24 , (105)
L L
2
U U U2
A55 = x2 a33 d + 2 a33 d 2 x2A bA 33 x aA ,
2 A 33
(106)
L L
2
U U2
B55 = x2 b33 d + 2 b33 d + U x2A aA 33 xA bA
33 , (107)
L L 2

U2 U U2
A66 = x2 a22 d + 2 a22 d 2 x2A bA 22 2 xA a22 ,
A
(108)
L L
2
U U2
B66 = x2 b22 d + 2 b22 d + U x2A aA 22 x bA .
2 A 22
(109)
L L

The exi ng force and moment is expressed as

( )

Fj = nj i + U (I + D )ds, j = 1, 2, . . . , 6. (110)
S x

It is convenient to separate the exci ng force into two parts, the incident wave part FjI , and the dirac on
part FjD , so that
Fj = FjI + FjD , (111)
with ( )

FjI = nj i + U I ds, (112)
S x
and ( )

FjD = nj i + U D ds. (113)
S x

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The incident wave part of the exci ng force, denoted the Froude-Krylov force, may now be wri en as

FjI = i nj ( kU cos ) I ds, (114)
S

which may be reduced to

FjI = i0 nj I ds. (115)
S
Applying the Stokes theorem to the dirac on part of the exci ng force gives

FjD = (inj + U mj ) D ds + U nj D dl. (116)
S CA

The subsec onal Froude-Krylov force is dened by

ikx cos
fj (x) = ige Nj ekz eiky sin dl, j = 2, 3, 4. (117)
Cx

The subsec onal dirac on force is obtained by wri ng the dirac on poten al as

D = D a eikx cos , (118)

ikx cos
hj (x) = ie Nj D dl, j = 2, 3, 4. (119)
Cx

This enables the exci ng force and moment to be wri en in the nal form

U
Fj = a (fj + hj )d + a hA j , j = 2, 3, 4, (120)
i
L
[ ]
U U
F5 = a x(f3 + h3 ) h3 d a xA hA 3, (121)
L i i
[ ]
U U
F6 = a x(f2 + h2 ) h2 d + a xA hA 2. (122)
L i i

F1 Fk , k = 2, 3, . . . , 6, and is neglected. hA
j refers to hj (x) evaluated at the a ermost subsec on.

2.4 High Speed Formula on

The high-speed formula on [7] is based on a strip theory approach, where the free-surface condi on is used to
step the solu on in the downstream direc on. The solu on is started assuming that both the velocity poten al
and its x-deriva ve are zero at the rst strip, counted from the bow.

In the solu on procedure, the radia on and dirac on poten als are re-wri en as

= ei(/U )x (y, z) (123)

where (y, z) is independent of x and the me dependency is in the rst term.

The following boundary condi ons have to be sa sed at each cross-subsec on for , where the condi ons
holds for both radia on and dirac on:

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 Laplaces equa on in the uid:
2 2
+ = 0. (124)
y 2 z 2

Free-surface condi on:

2
U2 +g = 0 on z = 0. (125)
x2 z
This free-surface condi on diers from the ordinary strip theory formula on in that the terms propor-
onal to U 2 are retained, while they are neglected in the ordinary strip theory.
Body boundary condi on:
j
= inj U mj , j = 2, . . . , 6 (126)
n
D
= (inx nz )0 a ekz+i(0 /U )xiky sin (127)
n

Furthermore, the poten als and their x-deriva ves are set to zero at the foremost part of the vessel, i.e:

= 0 (128)
on x = xB

= 0
x
where xB denotes the rst strip. This solu on procedure requires that there are no upstream waves.
This condi on is sa sed when the waveform parameter = U /g > 1/4.

When the radia on poten als j and the dirac on poten al D has been solved for each strip, the total
solu on can be found by applying Eqn. 123 and integra ng over the hull surface:
Hydrodynamic coecients
The added mass and damping coecients are calculated by the equa ons

Re(Tjk ) Im(Tjk )
Ajk = , Bjk = (129)
2
where
( )

Tjk = nj i + U k ds (130)
S x

Exci ng forces
The wave excita on forces are calculated by integra ng the Froude-Krylov and dirac on forces over
the hull surface, i.e: ( )
D
Fj = nj i0 I + iD + U ds. (131)
S x

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2.5 High Speed Catamaran with Hull Interac on

Fal nsen and Zhao [6, 7] have presented a high-speed formula on as described in the previous subsubsubsec-
on. Like in conven onal strip theory, the ship is divided into sta ons, but now the two-dimensional problems
are interrelated through the free surface condi ons. By assuming zero disturbance ahead of the ship, one can
start at the bow and solve the problem in a stepwise manner towards the stern. A hybrid boundary element
method is used to solve the two-dimensional problems. The simple source-dipole distribu on method is used
in the inner region, while analy cal wave-free expressions are used in the outer region.

We will assume that the ship has port-starboard symmetry, and all modes will therefore be either symmetric
or an symmetric. Hence, the steady velocity poten al will always be symmetric, while the radia on poten als
are either symmetric or an symmetric. By spli ng the incident wave poten al into its odd and even part (e.g.
Kim et al [16]) one obtains a symmetric and an an symmetric dirac on poten al. In the numerical solu on,
only one side of the ship needs to be discre zed. The eect of the other side is taken into account when
establishing the linear equa on system for the numerical solu on of the two-dimensional problems (e.g. Falt-
insen [5]). By this method, computer costs are reduced for both monohulls and mul hulls, and hydrodynamic
interac ons between hulls are properly included. A summary of the theory as well as comparison with and
without hull interac on eects is given in Hermundstad et al [10].

In the high speed formula on with hull interac on eects, the forces on the vessel are calculated directly from
the velocity poten als using integral theorems in a similar manner as in the low speed strip theory formula-
on. In the high speed formula on without hull interac on eects the forces are calculated by integra ng the
pressure over the hull surface. It has been found that these two approaches can give some dierences in the
heave and pitch mo ons around resonance [10].

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3 RESTORING COEFFICIENTS

The hydrosta c restoring coecients which are independent of frequency and forward speed, follow directly
from hydrosta c considera ons.
For a vessel in the free surface symmetric about the x z plane, the only coecients dierent from zero are

C33 = g bdx = gAwp , (132)
L

C35 = C53 = g bxdx, (133)
L
C44 = g(zB zG ) + g y 2 bdx = gGM T , (134)
L
C55 = g(zB zG ) + g x2 bdx = gGM L , (135)
L

Here b is the subsec onal breadth, Awp is the waterplane area, is the displaced volume of water and zB and
zG are the z-coordinates of the center of buoyancy and center of gravity, respec vely. GM L and GM T is the
longitudinal and transverse metacentric heights, respec vely.

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4 VISCOUS ROLL DAMPING COEFFICIENTS

4.1 Viscous roll damping

In order to predict the roll mo ons, VERES can include viscous roll damping from the hull and from bilge keels.

The roll equa on of mo on is be wri en as

(M42 + A42 )2 + B42 2 +

P + B V 1 ) + B V 2 | | + C +
(M44 + A44 )4 + (B44 44 4 44 4 4 44 4
(M46 + A46 )6 + B46 6 = F4 , (136)

where the superscripts P , V 1 and V 2 denotes the poten al, linear and quadra c viscous damping terms,
respec vely.

This equa on is nonlinear due to the quadra c viscous damping term, and is linearized by using equivalent
lineariza on. The nal solu on is then found by using an itera on technique.

A brief summary of the theory for the viscous roll damping follows. Further informa on can be found in the
references.
The following components of viscous roll damping are included in VERES:
Fric onal damping caused by skin fric on stresses on the hull
Eddy damping caused by pressure varia on on the naked hull
Li damping
Bilge keel damping
The analysis is carried out for two dimensional cross sec ons. The dierent components are briey discussed
V 1 and B V 2
in the following, and their contribu ons to the linear and nonlinear roll damping coecients B44 44
are presented in the next sec ons. For further reference, see Aarsnes [1] and Himeno [11].

Fric onal roll damping The fric onal roll damping accounts for the damping caused by skin fric on on the
hull. For the fric onal damping, Katos[15] formulas for turbulent ow are used. In full scale, the ow may
usually be assumed to be turbulent, and the fric onal roll damping will be nonlinear.

Eddy damping This damping component is caused by ow separa on at the bilge of the cross sec on. Based
on results from forced roll tests for a number of two dimensional cylinders without bilge keels, Ikeda et.al. [12]
has proposed a predic on method, which is applied in the VERES program.

Li damping The li forces ac ng on a hull with forward speed, represents a contribu on to roll damping.
The roll damping due to li eects is presented in Himeno [11], where the contribu on from the li eects is
expressed in terms of an equivalent linear damping term.

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Bilge keel damping Bilge keel damping accounts for the increase in roll damping due to the bilge keels. The
bilge keel damping can be divided into two components:
Damping due to normal forces on bilge keels:
This component represents the drag forces obtained by the bilge keels.
Damping due to hull pressure created by bilge keels:
This component represents the dierence in hull pressure with and without bilge keels, and can therefore
be regarded as an eect of the bilge keels.

4.2 Fric onal roll damping

For turbulent ow, Kato [15] applies Hughes formula for the fric onal coecient, giving the following contri-
bu on to the roll damping coecients:
8
V1
B44 = 0.9275 S rs2 0.5 0.5 (137)
3
0.228
V2
B44 = 0.00755 S rs2.772 0.114 0.114 4a . (138)

Note that the nonlinear damping coecient B44V 2 is dependent on the roll amplitude. This requires that the

wave amplitude must be given as input to VERES.

Correc on for forward speed eects The coecients are corrected for forward speed eects, as explained
in Himeno [11], giving the corrected damping coecient as
( )
U
B = B0 1 + 4.1 , (139)
L

where the coecient B0 represents the fric on damping coecient at zero forward speed.

4.3 Eddy damping

This damping component is caused by ow separa on at the bilge of the cross sec on. Based on results from
forced roll tests for a number of two dimensional cylinders without bilge keels, Ikeda et.al. [12] has proposed
a predic on method giving the following contribu on to the roll damping coecients:
V1
B44 = 0.0 (140)

V2
B44 = 0.5 rmax
2
cp (s)(s)ds (141)
S

where rmax is the maximum distance from the roll axis to the hull surface, cp (s) is the pressure coecient and
(s) is the roll moment lever. The integra on is taken over the we ed surface.

Correc on for forward speed eects The coecients are corrected for forward speed eects as explained
in Himeno [11] giving the corrected eddy damping coecient as

0.04 2 L2
B = B0 (142)
U 2 + 0.04 2 L2

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4.4 Li damping

The roll damping due to li eects is presented in Himeno [11]. The contribu on to the roll damping coe-
cients is given as:
[ 2 ]
zG 0.7 zG
V1
B44 = U L d kN 0 R 1 1.4 + (143)
2 R 0 R
V2
B44 = 0.0, (144)
where
0 = 0.3 d , R = 0.5 d (145)
and
d B
kN = 2 + (4.1 0.045), (146)
L L
0.0 CM 0.92
= 0.1 for 0.92 < CM 0.97 . (147)

0.3 0.97 < CM 0.99
Here d is the dra , B is the breadth and CM is the sec onal area coecient of the midsec on. The factor kN
represents the deriva ve of the li coecient of the hull when towed obliquely.

4.5 Bilge keel damping

Damping due to normal forces on bilge keels The contribu on to the roll damping coecients is based on
Ikeda et.al. [13] giving:
8
V1
B44 = 22.5 b2bk rbk
2
f (148)
3 2
V2
B44 = 2.4 bbk f 2 rbk
3
, (149)
where bbk is the breadth of the bilge keel, rbk is the distance from the roll axis to the bilge keel and f is a
correc on factor for velocity increment at the bilge given as
f = 1.0 + 0.3 exp {160 (1.0 )} . (150)
Here is the area coecient of the cross-sec on.

Damping due to hull pressure created by bilge keels The contribu on to the roll damping coecients is
based on Ikeda et.al. [14] giving:

Damping due to pressure increase on the hull:

+
B1H = 0.0 (151)
+
B2H = 0.5 f 2 2
rbk 1.2 (I2 + I4 ), (152)
where s3
I2 = (s)ds (153)
s2
and s6
I4 = (s)ds. (154)
s5

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 Damping due to pressure decrease on the hull:

4
B1H = f rbk bbk 22.5(I1 + I3 ) (155)
3 2

B2H = 0.5 f 2 rbk
2
1.2 (I1 + I3 ), (156)

where s2
I1 = (s)ds (157)
s1
and s5
I3 = (s)ds. (158)
s4

Total contribu on:

The total contribu ons from the hull pressure damping due to bilge keels can then be expressed as:
V1 +
B44 = B1H + B1H (159)
V2 +
B44 = B2H + B2H (160)

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5 MOTION LIMITS IN QUARTERING/FOLLOWING WAVES

To avoid unphysically large mo ons in surge, sway and yaw close to zero frequency of encounter in stern waves,
empirical correc ons can applied as suggested by Bales et al. [2]. The op on can be chosen under Calcula on
Op ons in the VERES user interface.

The following limits are suggested by Bales et al. [2]:

Surge : (1 /a )lim = 0.8174 + 5.946 Fn 0.020614 (180 ), (161)

Sway : (2 /a )lim = 0.0255 (180 ) + 0.3, (162)

Yaw : (6 /a )lim = 0.0206 (180 ) + 0.275 for 140 180 , (163)

(6 /a )lim = 1.875 0.0193 (180 ) + 0.275 for 90 < 140 (164)

Based on comparisons with calcula ons at zero forward speed, we have chosen to modify the zero-speed part
of the surge limit while keeping the speed dependent term of the original formula on:

Surge : (1 /a )lim = cos(180 ) + 5.946 Fn , (165)

The limits are applied when the encounter frequency is less than 0.2 and heading angles 90 180 .
For heading angles above 180 , symmetry proper es are applied. The empirical correc ons are developed
for Froude number, Fn 0.4, but we are applying it also for higher Froude numbers (up to 1.0). For Froude
numbers larger than 1.0, the limi ng value is applied in the equa ons above.

The surge and sway limits are non-dimensional, while the yaw limit is dimensional with unit degrees/foot and
is therefore converted to radians/meter in the code.

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6 ADDED RESISTANCE IN WAVES

This chapter gives an introduc on to the calcula on of added resistance in waves in VERES. This availability of
this calcula on op on depends on your license.

When a ship moves in waves, the resistance increases as a result of wave reec on and ship mo ons induced
wave genera on. The wave reec on resistance will dominate in the short wave length regime, while the ship
mo on eect is dominant in long waves. The added resistance in waves is measured as the dierence between
the total resistance in waves and the s ll water resistance for the same forward speed.

6.1 Available calcula on methods

The calcula on of added resistance in waves can be performed by using two dierent approaches. The method
of Gerritsma and Beukelman is derived from energy considera ons and the resul ng equa on gives the added
resistance in terms of quan es that are rela vely insensi ve to how well the local ow around the ship is
resolved. In contrast, the direct pressure integra on needs accurate values for the ow variables along the
water line and on the ship hull.
1. Gerritsma & Beukelman. The method that has been implemented is the generalized approach of Louka-
kis and Sclavounos. They have extended the method to oblique waves, and thus, in contrast to the ori-
ginal formula on, the calcula ons are no longer restricted to head sea. The Gerritsma and Beukelman
method is known to give conserva ve es mates of the added resistance.
2. Pressure integra on. The treatment of a transom stern in the low Froude number range and in following
seas is not straigh orward. A high number of sec ons should be used to describe the hull. The calcu-
la ons are especially sensi ve to the number of sec ons that are used to describe the bow and stern
part. The pressure integra on approach is thought to give the most accurate results for head to beam
sea with Froude numbers above approximately 0.2, even if the ship has a transom stern.
This chapter describes the available calcula on methods for nding the added resistance. If direct pressure
integra on is selected as calcula on op on, a choice can be made between using the method of Gerritsma and
Beukelman generalized for all wave headings, or a pressure integra on approach. For ordinary strip theory,
Gerritsma and Beukelman is the only available choice. A brief descrip on of the theore cal basis for the two
methods are given in the following.

6.2 Gerritsma & Beukelman

A widely used formula for added resistance of a ship with forward speed U in waves is derived by Gerritsma
& Beukelman [9]. The formula is based on the determina on of the radiated energy of the damping waves
and a strip-theory approxima on. The derived expression is valid for head sea. The expression for the added
resistance is given as ( )
k (2D) d (2D)
RAW = B33 + U A33 Vza2 (x)dx (166)
2 L dx
(2D) (2D)
The integra on is along the ship length L. B33 and A33 are the two-dimensional damping and added mass
coecients, respec vely. Vza is the amplitude of the rela ve ver cal mo on between the ship and waves. This
is expressed as
Vza = 3 x5 U 5 (167)

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Dots denote me deriva ves. is the so-called eec ve ver cal wave displacement for a cross-sec on. This is
a weighted wave displacement where the weigh ng is with respect to the exponen al depthwise a enua on
of the wave combined with the sec onal width for a given depth. The eec ve ver cal wave displacement is
given by the following expression ( 0 )
k
= 1 kz
ye dz (168)
yw T
yw is the half width of the waterline for the given sec on and T is the local dra .
In Fal nsen [3] it is noted that the formula should be used with care for unconven onal ship forms and shing
vessels. It is also ques onable in the small wavelength range for blunt ship forms, since the formula is based
on slender body (strip) theory and neglects the eect of reec on of waves from the bow of the ship.
The added resistance formula presented by Gerritsma & Beukelman is only valid for head sea waves. Louka-
kis & Sclavounos [17] have extended this method to calculate added resistance in oblique waves. The new
deriva ons require a thorough analysis of the physical reasoning behind the Gerritsma & Beukelman formula.

y '

x ' l

U R T -c

U R
U

U R H

c R y
0 y
b
R T

R x

Figure 4: Deni on of heading angle and rela ve velocity and mean added force components

The added resistance is found as the longitudinal component of the total resul ng force on the ship. The added
resistance force always acts against the forward mo on of the ship.

RAW = |RT cos | (169)

The total resul ng force RT acts in the direc on of the wave mo on. The scalar value of this force is

RT (c + U cos ) = P35 + P26 + P4 + 2P24 (170)

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The right hand side consists of contribu ons to energy dissipa on from transverse and lateral mo ons of the
ship. Firstly, the energy radiated by the ship sideways per period of encounter, P35 , is

1 L
P35 = b35 |URZ |2 d (171)
2 0
where the sec onal damping coecient in heave, b35 , and the rela ve ver cal velocity of the transverse sec-
ons of the hull, URZ , are, respec vely
da33 dR33
b35 = b33 U U (172)
dx dx

URZ = 3 x5 + VRZ
m
(173)
bij and aij are the two-dimensional damping and added mass coecients, respec vely, in the ith direc on
per unit oscillatory displacement in the kth mode for a transverse sec on of the hull. R33 is a term due to
interac on eects between the oscillatory ow and the ship forward mo on. This and similar interac on
terms are neglected in the calcula ons. VRZ m is the ver cal component of the diracted wave velocity

[ ( )
ikys sin eikyp sin
ikx cos i e
VRZ = a e
m
k sin
( 0 0 )]
1
e sin(kys sin )dz
kz kz
e sin(kyp sin )dz (174)
sin T T

ys and yp are the y-posi on of the hull as a func on of z for the starboard and port side, respec vely. T is the
dra of the sec on. In head sea the expression for VRZ m is simplied to

[ ( 0 0 )]
k
m
VRZ = a eikx 1 ekz ys dz ekz yp dz (175)
(ys yp )|z=0 T T

The other contribu ons to the radiated energy are given in the following

1 L
P26 = b26 |URY |2 d
2 0

1 L
P4 = b4 |4 |2 d (176)
2 0

1 L
P24 = b24 |4 URY |d
2 0
The sec onal damping factors are
da22 dR22
b26 = b22 U U
dx dx
da44 dR44
b4 = b44 U U (177)
dx dx
da24 dR24
b24 = b24 U U
dx dx
The horizontal component of the rela ve velocity of the transverse hull sec ons, URY , is
URY = 2 z 4 + VRY
m
(178)
m is the horizontal component of the diracted wave velocity
where VRY
[ 0 0 ]
ikx cos
VRY = a sin e
m
ekz ekys sin dz kz kyp sin
e e dz (179)
T T

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6.3 Pressure integra on

The added resistance of a ship due to ship mo ons in regular waves may be calculated by use of the pressure
integra on method of Fal nsen et al. [4]. Here, the added resistance is wri en as:

{ }
g
RAW (0) = F 1 = r2 n1 ds
c 2
2 M 3 5 + 2 M (2 zG 4 )6
{ ( )
(1) (1) 
+ (2 + x6 z4 ) +U (180)
SB y t x m
( (1) )
(1) 
+ (3 x5 + y4 ) +U
z t x m
(( )2 ( (1) )2 )} 

1 (1) 
+ + n1 ds
2 y z 
m

where
r = (3 x5 + y4 ) (181)
is the rela ve wave amplitude along the ship. Further, n1 is the unit normal vector component in the x-
direc on poin ng into the uid, c is the water line curve and SB is the mean we ed surface of the ship. M
is the vessel mass, (1) denotes the linear rst order poten al. The bar over the expressions indicates me-
averaged values, while the m indicates that the variables should be evaluated on the average posi on of the
we ed ship hull.

The rst term of Eq. (180) is an integral along the intersec on between the water surface and ship hull. The
water line is constructed from the elements on the free surface closest to the hull. The contribu on from this
term is dependent on how well the water line is resolved in the a part of the ship. It is important to have a
hull sec on as close as possible in front of the longitudinal point where the a part of the hull intersects the
free surface.

In the calcula on of the water line integral, the component of the normal vector along the x-axis, n1 , is found
from the quadrilateral element on the ship hull that intersects the water line, instead of from the linear water
line elements. This decomposi on accounts for the angle between the hull side and water surface and such a
procedure gives be er results for ships where this angle deviates signicantly from 90 (ver cal ship side) in
the stern part of the hull.

If a low-speed strip theory is applied, the water line is closed by the inclusion of ar cial segments connec ng
the last elements with a point on the center line. The contribu on from these elements is modied by a
correc on formula in such a way that no eect is seen for Froude numbers, Fn = U / Lg, above approximately
0.1. In a high-speed situa on a transom stern is dry and end elements should not be included. The following
velocity correc on factor is therefore applied on the last sec on:
1 ( )
Cvelcorr = arctan(100 Fn 10) (182)
2

The three last terms in Eq. (180) require an integra on over the mean we ed part of the hull. No informa on
about the velocity poten al is available a of the last sec on, and consequently, the area of the hull between

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the panels of the last sec on and the center line is not included in the surface integral. The accuracy of the
U /x term is limited when a strip theory formula on is used to nd .

6.4 Asympto c low wave length case

For small wave lengths, the ship mo ons can be neglected, and the main contribu on to the added resistance
is due to wave reec on (Fal nsen et. al. [4]). The forces per unit length normal to the hull can be calculated
as: {[ ] }
1 1 k1 1 1 k2
F n = ga 2
cos ( + ) +
2
sin( + ) (183)
2 2 k0 2 2 k0
where
1
k1 = (e V k0 cos( + )2 (184)
g
and
k2 = k12 k02 cos2 ( + ) (185)
V is the local steady velocity parallel to the wall. This is equal to U cos in consistency with a slender ship
formula on. Figure 5 shows the coordinate system used in the low wave length case.

S h a d o w r e g io n

A
n
x
(x 0,y 0) q
B

b
W a v e p r o p a g a tio n
d ir e c tio n

Figure 5: Deni on of ship and wave parameters used in the asympto c low wave length case

The waterline angle is dened as the angle between the posi ve x-axis and the waterline, and the wave
heading is the angle between the wave propaga on direc on, and the posi ve x-axis.

When F n is found, the added resistance can be calculated as:

asympto c
F1 = F n n1 d (186)
L

where
n1 = sin (187)
and the integra on is taken on the non-shadow part L of the waterplane curve. No ce that n1 is poin ng
out of the uid as opposed to the normal vector in the formulas for added resistance due to ship mo ons
(Eqs. 180).

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6.5 Combining the conven onal and asympto c formula

Fujii and Takahashi [8] have proposed a prac cal way to combine the conven onal added resistance formulas
due to ship mo ons with the asympto c wave length formula, taking care of the added resistance due to wave
reec on . Their idea is to mul ply the asympto c formula with a correc on factor that accounts for the nite
dra and wave length. The factor is based on the reec on coecient for a ver cal barrier

I1 (kd)
R= (188)
2 [I 1 (kd)]
2 + [K1 (kd)]2

where I1 and K1 are the modied Bessel func ons of the rst and second kind, respec vely. Further, k is the
wave number, and d is the vessel draught. The added resistance due to wave reec on is
asymptotic
RAW (1) = R2 F 1 . (189)

Hence, the total added resistance is calculated as

RAW = RAW (0) + RAW (1) (190)

where RAW (0) is the added resistance due to ship mo ons and RAW (1) is the added resistance due to wave
reec on. The conven onal theories give poor results for the low wavelength case, and for this reason we
are ltering out these results in VERES by mul plying RAW (0) with 1 R2 which ensures that the asympto c
results at low wave lengths are given purely by the wave reec on theory.

However, Fujii and Takahashi [8] have dierent forward speed terms, giving higher forward speed eects than Eq. ??. A discussion
on this ma er can be found in Fal nsen et al. [4].

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References

[1] Aarsnes, J.V. Evalua on of viscous damping for two-dimensional cylinders. Technical Report MT86-0357,
MARINTEK, 1986.
[2] Bai s, A.E. Bales, S.L. and Meyers, W.G. Rigid body ship response and associated periods of a series of
liquid natural gas (LNG) ships. Technical Report Report SPD-517-04, DTNSRDC, April 1975.
[3] O.M. Fal nsen. Sea Loads on Ships and Oshore Structures. Cambridge University Press, 1990.
[4] Fal nsen, O., Minsaas, K.J., Liapis, N., and Skjrdal, S.O. Predic on of resistance and propulsion of a ship
in a seaway. In 13th Symposium on Naval Hydrodynamics, Tokyo, October 1980.
[5] Fal nsen, O.M. Lecture Notes About Sink-Source Methods and Wave-Induced Loads. Inst. Havnebygging.
Norwegian Inst. Technology. Trondheim, Norway, 1976.
[6] Fal nsen, O.M. and Zhao, R. Flow predic ons around high-speed ships in waves. In Proc. Math. Appr.
Hydrodyn. Soc. Ind. Appl. Math. Philadelphia, PA, USA., pages 265288, 1991.
[7] Fal nsen, O.M. and Zhao, R. Numerical predic ons of ship mo ons at high forward speed. In Phil. Trans.
R. Soc. Lond. A, volume 334, pages 241252, 1991.
[8] Fujii, H. and Takahashi, T. Experimental study on the resistance increase of a ship in regular oblique waves.
In Proc. 14th ITTC, volume 4, pages 35160, 1975.
[9] Gerritsma, J. and Beukelman, W. Analysis of the resistance increase in waves of a fast cargo ship. Intern.
Shipbuilding Progr., 19(217):28593, 1972.
[10] Hermundstad, O.A., Aarsnes, J.V., and Moan, T. Linear hydroelas c analysis of high-speed catamarans
and monohulls. Journal of Ship Research, 43(1), March 1999.
[11] Himeno, Y. Predic on of ship roll damping state of the art. Technical Report 239, Dept. of Naval Archi-
tecture and Marine Engineering, University of Michigan, 1981.
[12] Ikeda, Y. et.al. On eddy making component of roll damping force on naked hull. Technical Report 00403,
Dep. of Naval Arch., University of Osaka Prefecture, 1978.
[13] Ikeda, Y. et.al. On roll damping force of ship - eect of fric on of hull and normal force on bilge keels.
Technical Report 00401, Dep. of Naval Arch., University of Osaka Prefecture, 1978.
[14] Ikeda, Y. et.al. On roll damping force of ship - eect of hull surface pressure created by bilge keels. Tech-
nical Report 00402, Dep. of Naval Arch., University of Osaka Prefecture, 1978.
[15] Kato, H. On the fric onal resistance to the rolling of ships. Journal of Zosen Kiokai, 102:115, 1958.
[16] Kim, C.H., Chou, F.S., and Tien, D. Mo ons and hydrodynamic loads of a ship advancing in oblique waves.
In Trans. SNAME, volume 88, pages 225256, 1980.
[17] Loukakis, T.A. and Sclavounos, P.D. Some extensions of the classical approach to strip theory of ship
mo ons, including the calcula on of mean added forces and moments. In Journal of Ship Research,
volume 22, pages 119, 1978.
[18] L.M. Milne-Thomson. Theore cal Hydrodynamics. MacMilan Co., New York, h edi on, 1968.
[19] Ogilvie, T.F. and Tuck, E.O. A Ra onal Strip-Theory of Ship Mo on: Part I. Technical Report 013, Depart-
ment of Naval Architecture, The University of Michigan, 1969.
[20] Tuck, E.O. Salvesen, N. and Fal nsen, O. Ship mo ons and sea loads. In Transac ons of the Society of
Naval Architects and Marine Engineers, volume 78, pages 250287, 1970.

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