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Abstract
A semi-analytical approach is used to derive frequency response functions for the wave-
induced motions for monohull ships. The results are given as closed-form expressions and
the required input information for the procedure is restricted to the main dimensions: length,
breadth, draught, block coefficient and water plane area together with speed and heading.
The formulas make it simple to obtain quick estimates of the wave-induced motions and
accelerations in the conceptual design phase and to perform a sensitivity study of the vari-
ation with main dimensions and operational profile.
# 2003 Elsevier Ltd. All rights reserved.
Keywords: Ship motion; Long term predictions; Ship design; Risk assessment
1. Introduction
In the design of ships, the wave-induced motions and accelerations are important
to the assessment of the comfort of the crew and the passengers and to the scan-
tlings of securing devices like lashing for container stacks. Usually, the design
values are taken from the classification society rules where explicit formulas are
given. These formulas depend only on the main dimensions of the ship: length,
breadth, block coefficient and forward speed. The operational profile is not
included explicitly in these expressions. The formulas are of an empirical nature
Corresponding author. Fax: +4545 884325
E-mail address: jjj@mek.dtu.dk (J.J. Jensen).
0029-8018/$ - see front matter # 2003 Elsevier Ltd. All rights reserved.
doi:10.1016/S0029-8018(03)00108-2
62 J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85
The frequency response functions Uw, Uh for heave (w) and pitch (h), for the ver-
tical wave-induced motions of a homogeneously loaded box-shaped vessel can be
derived analytically by the linear strip theory proposed by Gerritsma and Beukel-
man (1964). By neglecting the coupling terms between heave and pitch and
assuming a constant sectional added mass equal to the displaced water, the equa-
tions of motion in regular waves with amplitude a can be written, (Jensen, 2001):
kT A2
2 w
€ þ w_ þ w ¼ aF cosð-tÞ ð2:1Þ
x2 kBa3 x
kT € A2 _
2 h þ h þ h ¼ aGsinð-tÞ ð2:2Þ
x2 kBa3 x
Here k is the wave number, x the wave frequency (x2 ¼ kg) and B, T are the
breadth and draught of the box. Differentiation with respect to time t is denoted by
J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85 63
Finally, the frequency response functions for the vertical motion u ¼ w xh and
the acceleration v ¼ -2 ðw xhÞ in a longitudinal position x from the centre of
64 J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85
gravity become
qffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
Uu ¼ U2w þ x2 U2h ; Uv ¼ -2 Uu ¼ a2 kgUu ð2:14Þ
v
as heave and pitch in the present formulation is 90 out of phase.
B ¼ B0 Cb ð3:1Þ
Fig. 1. Heave motion (m/m) as function of wave frequency for different headings. Fn ¼ 0:59. Squares
represent results from model tests, dashed and full thin lines are linear strip theory results, respectively
(Folsø, 2002). Thick dashed lines denoted ‘simple’ are from Eq. (2.11).
Fig. 2. Pitch motion/k (m/m) as function of wave frequency for different headings. Fn ¼ 0:59. Squares
represent results from model tests, dashed and full thin lines are linear strip theory results, respectively
(Folsø, 2002). Thick dashed lines denoted ‘simple’ are from Eq. (2.12).
formulas. The results from the strip theory calculations are taken from Olsen et al.
(2003). The heave and pitch peak values are seen to be somewhat too high,
whereas the measured accelerations are better predicted.
3.3. Panamax container vessel
Towards the end of 1969, collaborative research was performed in the Nether-
lands on third generation container ships with low block coefficient. Model experi-
ments were carried out to investigate the effect of wave direction, length, height,
and ship speed on seakeeping and sea loads. A detailed description of the experi-
ments is found in Tan (1972).
The model tests were conducted in six wave directions: b ¼ 25, 45, 65, 180, 205
v v
and 245 , (180 denote head waves). Seven wavelength to ship length ratios were
used: k=L ¼ 0:35, 0.5, 0.6, 0.7, 0.9, 1.1 and 1.4. The wave height was kept constant
at L/60. A range of ship speeds between Fn ¼ 0:22 and Fn ¼ 0:27 was investigated.
Here, comparisons are only made for Fn ¼ 0:245, since the responses depend very
slightly on the speed in the considered speed range (Flokstra, 1974). The present
results are compared in Figs. 5 and 6 with these measurements and with strip
theory results taken from Wang et al. (2000). Generally, a fair agreement is
v
obtained. In head to beam sea conditions (205–245 headings), the predictions
J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85 67
Fig. 3. Vertical acceleration ((m/s2)/m) at forward perpendicular as function of wave frequency for dif-
ferent headings. Fn ¼ 0:59. Squares represent results from model tests, dashed and full thin lines are lin-
ear strip theory results, respectively (Folsø, 2002). Thick dashed lines denoted ‘simple’ are from Eq.
(2.14).
show a somewhat higher dynamic amplification than seen in the model test results.
For following sea very good agreement is observed.
Main particulars of the ship: L ¼ 270 m, B0 ¼ 32:2 m, T ¼ 10:85 m, Cb ¼ 0:6,
Fn ¼ 0:245.
3.4. VLCC
A free-run experiment of a VLCC model ship was carried out in the Ship
Research Institute of Japan (Tanizawa et al., 1993). The model tests were conduc-
v
ted in six wave directions: b ¼ 0, 30, 60, 120, 150 and 180 . Ten wavelength to
ship’s length ratios were used: k=L ¼ 0:2, 0.3, 0.4, 0.5, 0.625, 0.75, 0.875, 1.0, 1.25
and 1.5. The wave height was kept constant at L/64. The Froude number was
0.131. The ship motion, the vertical and lateral bending moments amidships, the
relative water level and the wave pressure were measured. The present results for
heave and pitch are compared in Figs. 7 and 8 with these measurements and with
strip theory results from Wang et al. (2000). Generally, a fair agreement is
obtained for the ship motions except in head sea conditions where the present for-
mulas underestimate the heave response.
Main particulars of the ship (model scale): L ¼ 4:5 m, B0 ¼ 0:793 m,
T ¼ 0:285 m, Cb ¼ 0:807, Fn ¼ 0:131.
68 J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85
Fig. 4. Frequency response functions for heave, pitch, vertical acceleration at COG and vertical acceler-
ation at FP (0.62L forward of COG) for the fast ferry SSC3 sailing at 40 kn in head sea as function of
encounter frequency. The model test results and the linear strip theory calculations are taken from Olsen
et al. (2003). Thick dashed lines denoted ‘simple’ are from Eqs. (2.11), (2.12) and (2.14).
4. Relative motions
Relative vertical motion r(x,t) with respect to the wave elevation h(x,t)
rðx; tÞ ¼ wðtÞ xhðtÞ hðx; tÞ ð4:1Þ
in a position x measured positively from amidships can also be derived and its fre-
quency response function Ur becomes
qffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
Ur ¼ ðUw cosnðxÞÞ2 þ ðxUh þ sinnðxÞÞ2 ð4:2Þ
where
nðxÞ ¼ ee þ er þ ke x ð4:3Þ
with ee ; er defined by
1 kT A2
cosee ¼ ; sinee ¼
f kBa3 f ð4:4Þ
A2
coser ¼ 1 2kTa2 g; siner ¼ g
kBa2
J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85 69
Fig. 5. Heave motion (m/m) as function of non-dimensional wave frequency for different headings.
Fn ¼ 0:245. Squares represent results from model tests, dashed and full thin lines are linear and non-lin-
ear strip theory results, respectively (Wang et al., 2000). Thick dashed lines denoted ‘simple’ are from
Eq. (2.11).
using Eq. (2.9). The frequency response function for the relative velocity is
obtained by multiplication with -.
Fig. 6. Pitch motion/k (m/m) as function of non-dimensional wave frequency for different headings.
Fn ¼ 0:245. Squares represent results from model tests, dashed and full thin lines are linear and non-lin-
ear strip theory results, respectively (Wang et al., 2000). Thick dashed lines denoted ‘simple’ are from
Eq. (2.12).
UM 1 kT ke L ke L ke L
¼j 1 cos sin FV ðFnÞFC ðCb Þ
qgB0 L2 ðke LÞ2 2 4 2
pffiffiffiffiffiffiffiffiffiffiffiffi
3 jcosbj ð5:1Þ
The correction factor for the block coefficient is taken from Jensen and Mansour
J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85 71
Fig. 7. Heave motion (m/m) as function of wave length for different headings. Fn ¼ 0:131. Squares rep-
resent results from model tests, dashed and full thin lines are linear and non-linear strip theory results,
respectively (Wang et al., 2000). Thick dashed lines denoted ‘simple’ are from Eq. (2.11).
(2002):
FC ðCb Þ ¼ ð1 WÞ2 þ 0:6að2 WÞ ; W ¼ 2:5ð1 Cb Þ;
Cb ¼ maxð0:6; Cb Þ ð5:2Þ
as also the speed correction factor (validated for Fn < 0:3, only):
Fig. 8. Pitch motion/k (m/m) as function of wave length for different headings. Fn ¼ 0:131. Squares
represent results from model tests, dashed and full thin lines are linear and non-linear strip theory
results, respectively (Wang et al., 2000). Thick dashed lines denoted ‘simple’ are from Eq. (2.12).
give sufficient information for a proper stochastic analysis. Inclusion of the non-
linearities is dealt with in Jensen and Mansour (2002) and extended in Jensen and
Mansour (2003) to include whipping vibrations based on the present simplified for-
mulas for the relative motion and velocity.
If the roll motion is assumed to be decoupled from the other transverse motions
the equation of motion for roll in regular waves with unit wave amplitude is
2
TN
€ þ B44 u_ þ C44 u ¼ M
C44 u ð6:1Þ
2p
J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85 73
where u is the roll angle. TN is the natural period for roll, which must be given as
input. The natural period replaces the mass moment of inertia and the added mass
in the equation of motion, hence the variation in the added mass with frequency is
neglected. If the natural period is not known it might be estimated from the IMO
A.685(17) resolution. C44 ¼ gDGMT is the restoring moment coefficient, where D is
the displacement and GMT is the transverse metacentric height. Both must be given
as input. B44 is the hydrodynamic damping for the ship. It is found by a simple
method described later. M is the roll excitation moment, which is found by use of
the Haskind relation as also described below.
The solution to the equation of motion, Eq. (6.1), gives the frequency response
function for roll
jMj
Uu ¼ h i2 1=2 ð6:2Þ
2 2 2 2 2
- ðTN =2pÞ þ1 C44 þ - B44
where - is the encounter frequency and jMj is the amplitude of the excitation
moment.
6.1. Determination of B1, A0, and A1
In the present simplified model for roll, the ship is assumed to consist of two pris-
matic beams with the same draught T, but different breadths B0 and B1 and cross-
sectional areas A0 and A1, see Fig. 9. Thus, the model is more complex than that
used for the vertical motions, but this increase in complexity is needed in order to
capture the main features of the roll motion.
The ratio c between the breadth of the two beams, B1 and B0, is found such that
the water plane area coefficient CWP is the same for the real ship and the simplified
From the above expression it is seen that d, which should be given as input, cannot
be greater than CWP. The draught of the forward and aft beam is assumed to be
the same and hence the area of the forward beam is cA0. The area, A0, is taken
such that the block coefficient is the same for the ship and the beam model:
It has not been possible in the literature to find simple closed-form solutions for
the sectional inviscid hydrodynamic damping coefficient, b44. Not even for triangu-
lar and rectangular shapes. Hence, it is necessary to determine the coefficient in an
approximate manner. By the Frank close fit method, the sectional damping coef-
ficient as function of the frequency was first calculated for triangular sections with
different B/T ratios. Parametric curves were fitted through the points and a rela-
tively simple expression, which can account for the different breadth to draught
ratios and the variation of cross-sectional area was in the form:
sffiffiffiffiffiffi
b44 B
¼ aðB=TÞexp bðB=TÞ-1:3 -dðB=TÞ ð6:5Þ
qAB2 2g
where A is the cross-sectional area of the submerged part of the section. The three
functions a, b and d are assumed to be linear in B/T
This expression is valid for 3 B=T 6, with a reasonable agreement for the
entire frequency range.
For ships with fuller lines, e.g. container ships and tankers, the sectional damp-
ing for the wedge is not a good approximation. Therefore the a, b and d functions
J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85 75
where d are defined in Fig. 9 and j2 ¼ b44;1 =b44;0 , i.e. the ratio of the sectional
damping for the two beam elements.
6.3. Excitation moment
The sectional excitation moment m can by use of the Haskind relation be expres-
sed in terms of the sectional hydrodynamic damping, b44, see e.g. Newman (1978)
or Newman (1962). From Newman (1962), the exciting moment for a two-dimen-
sional section in the y–z-plane is given by
ð0
@u4 @u0 y¼1
mðxÞ ¼ ixq eixt u0 u4 dz ð6:7Þ
1 @y @y y¼1
where u0 is the potential for the incoming waves with unit wave amplitude given
by
g kzixkcosbþiyksinb
u0 ¼ e ð6:8Þ
x
and where u4 is the potential for the radiated waves for forced roll motions. This
potential is equal to the asymptotic potential far away from the body, given by
u4 ¼ P
4 e
kzijyksinbj
for y ! 1 ð6:9Þ
where P 4 only depends on the wave number and the body shape. For a symmetri-
cal body about the x-axis the following relation holds Pþ þ
4 ¼ P4 . P4 is related to
the hydrodynamic damping by (Newman, 1962)
2
b44 ¼ qxPþ4
ð6:10Þ
Carrying out the integration gives for the sectional excitation moment
ð0
ixt g ixkcosb
mðxÞ ¼ ixq e e e2kz dz Pþ
4 ðiksinb iksinbÞ
x 1
¼ qgsinbPþ 4 e
ixkcosb ixt
e
sffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
qg2
¼ sinb b44 eixkcosb eixt ð6:11Þ
x
76 J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85
v
For beam sea (b ¼ 90 ) this relation corresponds to the expression given in New-
man (1978).
Integrating along the length of the ship gives the total excitation moment M for
the ship
sffiffiffiffiffiffiffiffi
ð ð L pffiffiffiffiffiffiffiffiffi
qg2 ixt dL pffiffiffiffiffiffiffiffiffi ixkcosb
M ¼ sinb e b44;0 e dx þ b44;1 eixkcosb dx
x 0 dL
sffiffiffiffiffiffiffiffi
qg2 1 npffiffiffiffiffiffiffiffiffi
¼ sinb eixt
b44;0 sinðdLkcosbÞ
x kcosb
pffiffiffiffiffiffiffiffiffi
þ2 b44;1 cosð0:5ð1 þ dÞLkcosbÞsinð0:5ð1 dÞLkcosbÞ
hpffiffiffiffiffiffiffiffiffi pffiffiffiffiffiffiffiffiffi
þi b44;0 fcosðdLkcosbÞ 1g þ 2 b44;1 sinð0:5ð1 þ dÞLkcosbÞ
io
sinð0:5ðd 1ÞLkcosbÞ ð6:12Þ
Taking the real part of the moment gives the amplitude jMj of the moment that
should be used in Eq. (6.2): sffiffiffiffiffiffiffiffi
qg2 2
ReðMÞ ¼ jM jcosðxt þ eÞ ¼ jsinbj
x ke
pffiffiffiffiffiffiffiffiffi
b44;0 fsin ð0:5dLke Þ þ j2 sin2 ð0:5ð1 dÞLke Þ
2
where B44 is the total inviscid hydrodynamic damping and l is the specified per-
centage of the critical damping.
6.5. Panamax container vessel
The roll frequency response function is calculated for the Panamax container
vessel described in Section 3.3 with the additional input data
CWP ¼ 0:757; GMT ¼ 1:15 m; TN ¼ 24:9 s; d ¼ 0:7;
The responses for different values of d have been calculated and it was revealed
that d has a considerable influence on the results. Compared to the results from
model experiments from Tan (1972) the best agreement is achieved for d ¼ 0:7.
Fig. 10 shows the results for six different headings with the model test results
v
from Tan (1972). Except for the heading of 25 , the agreement between the simple
v v v
formulas and the model test is reasonably. For the headings 205 , 225 , and 245
the simple expressions predicts the same trend as the model experiments show, but
v
the responses are over predicted. For 65 heading, the simple formulas again over
predict the responses compared to the model experiments but only slightly. For the
v
heading of 45 , the location of the first peak agrees reasonably well with the model
test, whereas the second peak is predicted at a too low frequency. For both peaks,
v
the calculated response is too high. The results for 25 heading are very small as
the encounter frequency is too low to result in any damping and thereby any exci-
tation from Eq. (6.13).
The calculations are also made with an additional damping of 20% critical. It is
v v
seen that the results are unchanged for 205 to 245 heading angles in the fre-
v
quency interval used in the model experiments. For 65 heading, the results are in
good agreement with the model tests, whereas the 20% critical damping is seen to
v v
give too low responses for 45 and 25 heading. By adding only 3% critical damp-
v
ing, the results for 45 are in reasonably agreement with the model tests. The
v
results for 25 heading are even without the additional damping too low, so any
additional damping is only making the agreement worse.
6.6. TMV 114
The roll frequency response function is calculated for the fast ferry TMV 114
described in Section 3.1 with the additional input data
CWP ¼ 0:713; GMT ¼ 4:19 m; TN ¼ 6:3 sec:; d ¼ 0:6
Fig. 11 shows a comparison between model test results and calculations using the
simple expressions. The responses predicted by the simple expressions are higher
than those from the model experiments, but it is noted that the change of the res-
onance frequency with heading seems to be well predicted.
The calculations have been made with an additional damping of 20% and 40%
critical damping. The 20% critical damping was chosen as this gives a good agree-
v
ment between the simple expressions and the model experiments for beam sea (90
78 J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85
Fig. 10. Roll motion/k (m/m) as function of non-dimensional wave frequency for the Panamax con-
tainer ship for different headings. Fn ¼ 0:245. Squares represent model test (Tan, 1972). The lines are
from Eq. (6.2) with different percentage of the critical damping added.
heading). From the figure, it is seen that this is too low an additional damping for
the two other headings, where 40% critical damping gives a better agreement.
7. Short-term statistics
Fig. 11. Roll motion (deg/m) for TMV 114 as function of wave frequency for different headings with 35
kn. Squares represents model test (Folsø 2002). The lines are from Eq. (6.2) with different percentage of
critical damping added.
The stochastic properties of ocean waves can often be modelled by the generalised
JONSWAP wave spectrum S(x) formulated in the wave frequency x, the signifi-
cant wave height HS, the mean period TS and the peak enhancement factor c:
n 2 o
1 exp 12 0:206F2rTS x1
Sðx; HS ; TS ; cÞ ¼ SPM ðx; HS ; F2 TS Þ c ð7:2Þ
F1
Here, the Pierson-Moskowitch wave spectrum
4
SPM ðx; HS ; TS Þ ¼ 173HS2 TS ðxTS Þ5 e692ðx TS Þ ð7:3Þ
has been introduced. The coefficients F1 and F2 depend on c as shown below:
r ¼ 0:07 if 0:206F2 TS x 1
ð7:5Þ
r ¼ 0:09 if 0:206F2 TS x > 1
80 J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85
The standard JONSWAP spectrum is obtained by taking c ¼ 3:3. Often the zero-
upcrossing period TZ is given rather than TS. Hence, the following relation (Gran,
1992):
pffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffiffi
ð10:89 þ cÞð5 þ cÞ
TS ¼ TZ ð7:6Þ
6:774 þ c
is useful.
8. Long-term predictions
The probability that the individual peak values in the linear long-term analysis
will exceed a given value is taken as a weighted sum over all the sea states and the
operational profile in the usual manner:
ðððð ( )
peak 1 r 2
P R >r ¼ exp WpðHS ; TZ ; V ; bÞdHS dTZ dV db
2 sR
ð8:1Þ
The sea state and the operational parameters are usually assumed to be statistically
independent so that
pðHS ; TZ ; V ; bÞ ¼ pðHS ; TZ ÞpðV ; bÞ ð8:2Þ
In Jensen and Mansour (2002), the North Atlantic scatter diagram for extreme
load predictions (DNV) was used as an example together with an operational pro-
file in which three zones were defined:
1 < HS 5 m; 5 m < HS 10 m; 10 m < HS 15 m
In each zone fractions of time with a given combination of V ; b are specified.
These fractions can, however, vary from zone to zone making it possible to intro-
duce speed reduction and change of course in heavy sea. Other scatter diagrams,
e.g. Söding (2001), and/or other zones can of course be used if relevant.
The weight factor W represents the average number of peaks per unit time in a
sea state:
TZa
W ¼ W ðTZ Þ ¼ ð8:3Þ
TZ
where
ðð
1 1
¼ pðHS ; TZ ÞdHS dTZ ð8:4Þ
TZa TZ
To illustrate the procedure, the long-term probability distribution for vertical accel-
eration at FP (situated 0.5375L forward of amidships) for the Panamax container
vessel have been calculated using the operational profiles in Table 1 and the wave
scatter diagram in Table 2. The operational profile specifies the relative occurrence
J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85 81
Table 1
Operational profile used for the VLCC and the Panamax container vessel
V (kn): VLCC V (kn): Heading HS ¼ 1 5 m HS ¼ 6 10 m HS ¼ 11 15 m
Panamax
4 6 0 0.02 0.1 0
4 6 45 0.02 0.1 0
4 6 90 0.02 0.1 0
4 6 135 0.02 0.1 0.5
4 6 180 0.02 0.1 0.5
8 12 0 0.02 0.1 0
8 12 45 0.02 0.1 0
8 12 90 0.02 0.1 0
8 12 135 0.02 0.1 0
8 12 180 0.02 0.1 0
12 18 0 0.02 0 0
12 18 45 0.02 0 0
12 18 90 0.02 0 0
12 18 135 0.02 0 0
12 18 180 0.02 0 0
15 24 0 0.14 0 0
15 24 45 0.14 0 0
15 24 90 0.14 0 0
15 24 135 0.14 0 0
15 24 180 0.14 0 0
82
Table 2
Scatter diagram with weather routing factors used for the VLCC and the container vessel. Scatter diagram: DNV North Atlantic for extreme value calcula-
tions. Limited to HS ¼ 15 m, TZ ¼ 15 s
Weather routing factor (0–1)
1 1 1 1 1 0.8 0.6 0.4 0.2 0.1 0.1 0.1 0.1 0 0
13 6 87 274 445 494 342.4 186.6 78.8 22.6 5.9 2.9 1.3 0.6 0 0
14 1 16 63 124 162 128 78.6 36.8 11.6 3.3 1.7 0.8 0.4 0 0
15 0 3 12 30 45 40 27.6 14 4.8 1.5 0.8 0.4 0.2 0 0
Sum 14687 26167 22193 15583 9761 4497 1814 612.4 147.4 33.9 14.9 6.2 2.6 0 0
Total sum: 95520
J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85 83
Table 3
Long-term individual peak probability of exceedance for the vertical acceleration at FP for the Panamax
container vessel
Peak (m/s2) Probability of exceedance
HS ¼ 1 5 m HS ¼ 6 10 m HS ¼ 11 15 m HS ¼ 1 15 m
0.6 0.155869507 0.026559499 0.000154071 0.182583077
1.2 0.032364042 0.00895961 8.68258E-05 0.041410477
1.8 0.006280876 0.002246814 3.66554E-05 0.008564346
2.4 0.001075548 0.0005626 1.2748E-05 0.001544556
3 0.000152389 8.18291E-05 3.85035E-06 0.000238068
3.6 1.7029E-05 1.37508E-05 1.01406E-06 3.17939E-05
4.2 1.4455E-06 2.24208E-06 2.31056E-07 3.91864E-06
4.8 9.06265E-08 3.56782E-07 4.55928E-08 4.93002E-07
5.4 4.12395E-09 5.48003E-08 7.85352E-09 6.67778E-08
6 1.34822E-10 7.99226E-09 1.19101E-09 9.31809E-09
9. Conclusions
Simplicity and suitability for use at the early stages of design were the main
motivation behind developing the approach presented in this paper. The objective
was to derive simple closed-form equations which capture the motion response of a
ship in terms of her main dimensions and operating conditions. Heave, pitch and
vertical acceleration responses are given by the simple algebraic Eqs. (2.11), (2.12)
and (2.14), respectively. Roll is given by Eqs. (6.2), (6.5), (6.6) and (6.13). The val-
idity of these equations has been demonstrated by a series of comparisons with
existing experimental data and elaborate strip theory calculations. Four ships of a
wide variety of main dimensions and operating conditions were used in the vali-
dation process to ensure the applicability of the approach to different ship types.
Fig. 12. Long-term individual peak probability of exceedance for the vertical acceleration at FP for the
Panamax container vessel. Numerical integration and least-square Weibull fit.
84 J.J. Jensen et al. / Ocean Engineering 31 (2004) 61–85
(A) Closed-form semi-analytical expressions have been developed for the fre-
quency response functions for the motions and accelerations of monohull
ships. The input parameters required in the procedure are those known at the
early stages of design: length, breadth, draught, block coefficient, water plane
area coefficient, heading and speed.
(B) The derived simplified formulas have been validated using results from model
tests and strip theory calculations for four vessels: two fast ferries, one con-
tainer vessel and one VLCC.
(C) The general conclusion is that the formulas predict the variation of the
motions and accelerations with the main dimensions, frequency, heading and
speed fairly accurately, except that
Acknowledgements
The authors are indebted to Dr. Zhaohui Wang, Mr. Rasmus Folsø, Mrs. Ana
Esteves and Dr. Philippe Corrignan for providing model test results and numerical
calculations for the present analysis. Part of the data is generated within the
EUREKA project ‘MONITUS’ (E!2097) and the EU project ‘Safety at Speed’
(G3RD-CT-2001-00331).
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