Analytical calculation of

uncoupledheaveandroll
Aparametricstudyofabarge

TorEdvardSfteland

OFF600MarineOperations
Fall2012
I

II

ABSTRACT
The theory of how vessels behave and their additional response at sea is called seakeeping
and is of great importance in all kinds of marine operations. The response is normally
obtained by different software using a finite element approach, but to understand and change
the properties of a vessel, one should have a general understanding of how the response
relates to different factors. The response of a vessel is divided into six degrees of freedom,
three linear and three rotational. In this report, one linear (heave) and one rotational (roll)
response will be in focus where the other four degrees of freedom can be calculated by similar
approaches as what is shown in this report. After analyzing the heave and roll motion of a
vessel with certain assumptions, the formulas for the motion of a barge is derived and the
additional assumptions is discussed thoroughly. The resulting motion can be calculated by
few easy obtainable parameters which are found in ship certification documents and weather
statistics. The roll response where calculated to be 30% larger than the response obtained by a
wave tank test of the same vessel due to necessary approximations described in this report.
The obtained formulas can be used to show the impact of change in vessel or sea parameters
and should be used to compare different vessel motions.
III

IV

Table of content
1.INTRODUCTION..............................................................................................................8
2.STATEOFART..............................................................................................................10
3.METHODS....................................................................................................................12
3.1VESSELDEGREESOFFREEDOM..............................................................................................12
3.2UNCOUPLINGOFHEAVEANDROLL........................................................................................13
3.2.1 Lineartheory....................................................................................................13
3.2.2 Coupledmotions..............................................................................................13
3.2.3 Symmetricandantisymmetricmotions.........................................................14
3.3EQUATIONOFMOTION........................................................................................................14
3.3.1 Solutionsofequationofmotion......................................................................15
4.3.2 Particularsolution...........................................................................................15
3.3.3 Dynamicamplificationfactor..........................................................................16
3.3.4 Homogeneoussolution....................................................................................17
3.3.5 Phaseangle......................................................................................................18
3.4HARMONICRESPONSEOFAVESSEL........................................................................................19
3.4.1 Dynamicamplificationofavessel...................................................................19
3.4.2 Addedmassforce............................................................................................20
3.4.3 Dampingforce.................................................................................................21
3.4.4 Restoringforce.................................................................................................22
3.4.5 Excitingforce...................................................................................................22
3.4.6 Striptheory......................................................................................................24
3.5HEAVEMOTION.................................................................................................................25
3.5.1 Equationofmotion..........................................................................................25
3.5.2 Addedmassinheave.......................................................................................25
3.5.3 Dampinginheave............................................................................................27
3.5.4 Restoringforceinheave..................................................................................28
3.5.5 Excitingforceinheave.....................................................................................29
3.5.6 Naturalperiodinheave...................................................................................34
3.5.7 Solution............................................................................................................34
3.6ROLLMOTION....................................................................................................................38
3.6.1 Equationofmotion..........................................................................................38
3.6.2 Massmomentofinertiaandaddedmassmomentofinertiainroll...............38
3.6.3 Dampinginroll................................................................................................42
3.6.4 Restoringforceinroll.......................................................................................42
3.6.5 Excitingforceinroll.........................................................................................45
3.6.6 Naturalperiodinroll.......................................................................................46
3.6.7 Solution............................................................................................................47
V

4.RESULTS.......................................................................................................................50
4.1THECASE..........................................................................................................................50
4.1.1 Input.................................................................................................................50
4.2STABILITY..........................................................................................................................52
4.3NATURALPERIOD...............................................................................................................53
4.3.1 Naturalperiod,heave......................................................................................53
4.3.2 Naturalperiod,roll..........................................................................................54
4.3.3 Comparisonofnaturalperiodinrollandheave..............................................56
4.4WAVEPARAMETERS...........................................................................................................58
4.5EXCITINGFORCE.................................................................................................................59
4.5.1 Excitingforce,heave........................................................................................59
4.5.2 Excitingforce,roll............................................................................................61
4.6PARTICULARSOLUTION........................................................................................................63
4.6.1 Particularsolution,heave................................................................................63
4.6.2 Particularsolution,roll....................................................................................65
4.7DISCUSSIONOFRESULTS......................................................................................................67
4.7.1 Heave...............................................................................................................67
4.7.2 Roll...................................................................................................................69
5.CONCLUSION...............................................................................................................72
6.REFERENCES.................................................................................................................73

VI

List of symbols
a
z
Heave, added mass [kg]
D 2
z
a

Heave, added mass for each strip [kg/m]
|
A

Roll, added mass moment of inertia [kgm
2
]
D 2
A
|

Roll, added mass moment of inertia for each strip [kgm
2
/m]
A
w
Waterline area [m
2
]
b
z
Heave, damping coefficient [kg/s]
D 2
z
b

Heave, damping coefficient for each strip [kg/sm]
b
zC
Heave, critical damping [kg/s]
|
B

Roll, damping coefficient [kgm
2
/s]
D 2
B
|

Roll, damping coefficient for each strip [kgm
2
/sm]
B Breadth of vessel [m]
BM

Metacenter radius [m]
c
z
Heave, restoring force coefficient (stiffness) [N/m]
|
C

Roll, restoring force coefficient [Nm
2
/m]
C
A
Added mass coefficient [-]
C
B
Block coefficient [-]
C
W
Waterline coefficient [-]
D Draft of vessel [m]
DAF
z
Heave, dynamic amplification factor [-]
D
C
Characteristic dimension [m]
F
A
Approaching wave force [N]
F
D
Diffraction wave force [N]
F
z
Heave, exciting force [N]
F
0
Heave, exciting force amplitude [N]
g Gravity acceleration [m/s
2
]
| GM

Metacenter height [m]
|
I

Mass moment of inertia [kgm
2
]
k Wave number [1/m]
KB

Center of bouyancy [m]
KG

Center of gracity [m]
L Length of vessel [m]
L
W
Wave length [m]
M Mass [kg]
M
eq
Equivalent mass [kg]
|
M

Roll, exciting force [Nm]
VII

| A
M

Approaching wave force [Nm]
M
0
Roll, exciting force amplitude [Nm]
p
D
Dynamic water pressure [N/mm
2
]
r
z
Heave, frequency ratio [-]
|
r
Roll, frequency ratio [-]
T Wave period [s]
T
nz
Heave, natural period [s]
| n
T

Roll, natural period [s]
U Vessel forward speed [m/s]
z
w Vertical particle acceleration [m
3
]
z Heave, vessel motion [m]
z Heave, vessel velocity [m/s]
z Heave, vessel acceleration [m/s
2
]
Z Heave, amplitude of particular solution [m]
Z
0
Heave, amplitude of homogeneous solution [m]
z
p
Heave, particular solution [m]
z
h
Heave, homogeneous solution [m]
| Roll, vessel motion [-]
|

Roll, vessel velocity [1/s]

|

Roll, vessel acceleration [1/s
2
]
V Submerged volume [m
3
]
Density of seawater [kg/m
3
]
o
Vessel angle (deviation from x-axis) [rad]

i
|
Roll added mass moment of inertia coefficient factor [-]

z
c
Heave, phase amplitude particular solution [-]
0 z
c
Heave, phase amplitude homogeneous solution [-]
a
,
Amplitude of radiating waves [m]
0

Linear wave amplitude [m]

z

Heave, damping frequency [-]

|

Roll, damping frequency [-]

e
Wave frequency [1/s]

e
e
Encounter frequency [1/s]
dz
e
Heave, damped (reduced) natural frequency [1/s]

nz
e
Heave, natural frequency (eigen frequency) [1/s]
|
e
n
Roll, natural frequency (eigen frequency) [1/s]
8

1. Introduction
When doing operations at sea, it is important to understand and predict the huge
environmental forces which are present. The forces are difficult to anticipate, and its even
harder to calculate the response of an operating vessel. The vessel can be considered as an
oscillating system, with six degrees of freedom. By using certain assumptions, the
information needed to perform the calculations is narrowed to a few easy obtainable factors.
Those factors are found in ship certification documents and weather statistics.
The response of vessels at sea is described by three linear and three rotational degrees of
freedom. In this report one linear (heave) and one rotational (roll) response will be in focus.
The combination of heave and roll is important when calculating loads on cargo and
additional seafastening when cargo is transported at sea.
When operating at sea, there are three different areas that need to be taken into consideration.
(TMC Marine consultants (2008))
- Estimation of environmental conditions encountered by the vessel. This is based on
hindcast or predicted weather data regarding wind, wind waves, and swell waves.
- Determination of the vessels response characteristics.
- Operation criteria based on allowable accelerations for cargo, people, deck wetness,
etc.
In this report, focus is drawn towards the vessels response which is determined by choosing
some wave parameters based on North Sea environment.
Through a structured setup and well defined formulas, the analysis part of the report clearly
identifies the similarity between the rotational and linear motion. When assuming that heave
and roll is unaffected by each other, the dynamic response of heave and roll can be described
with the equations of motion with similar terms in both motions.
In addition to the analysis, the results are presented with numerical simulations and
parametric studies. The values are discussed and compared with relevant data obtained from a
wave tank test of a Standard North Sea Barge.
9

10

2. State of art
Dynamic vessel response is normally calculated using finite element software program like
Maxsurf, VERES, Seaway or MOSES. These computer programs use the finite element
approach called strip theory. The strip theory is an approach where the vessel is divided into
certain amount of two-dimensional strips along the longitudinal axis, where the
hydrodynamic loadings on each strip are considered and summarized over the length of the
vessel. (J ourne (2001) p.5) These programs have proven to give accurate results for how
vessels behave at sea.
When using finite element software to calculate allowable vessel response in terms of
operation criteria, certain data is required to get desired results. (TMC Marine consultants
(2008))
- Principal particular of vessel (dimensions, displacement, draught, trim)
- Appendages (rudder, bilge keels, stabilizers)
- Loading conditions (GM)
- Centre of Gravity (KG, LCG)
- Radii of Gyration (for rotational degrees of freedom)
- Vessel speed through water
- Wave spectrum type
- Wave parameters (height, period, regular/irregular)
- Longitudinal weight distribution (for wave induced shear, moment and torsion)

By inserting the needed information into the relevant software, one is able to find the relevant
vessel response and vessel accelerations. Limit criteria for different operations is normally
given as maximum acceleration limits. The acceleration limits is chosen based on what kind
of operation that is considered and what kind of work that are conducted on the vessel (light
manual work, heavy manual work, etc.).
Of the possible software outputs, the response amplitude operator (RAO) is considered the
most important output of a normal vessel analysis. The RAO is also called the transfer
function and describes how the response of the vessel varies with frequency. By using the
given RAO for a vessel one is able to find out to what extent external forces with different
frequencies affect the response of the vessel. (Formsys (2012)) The RAO peek tells us which
frequencies that result in potential resonance of the system.
The different computer programs are developed by using analytical approaches combined
with model testing. The combination of surge, sway, heave, roll, pitch and yaw are affecting
each other, and some of the motions cannot be considered with a linear theory approach.
When assuming linear theory, it is possible to summarize all terms that is relevant for the
motion to get the final response. Roll motion is best described as a non-linear motion with
half empirical formulas as a result of model testing. (J ourne J .M.J . (2001) p.5)

11

When a vessel is moving at sea, the formulation of the resultant vessel motion of each of the
degrees of freedom is considered as simple harmonic functions with an amplitude, a phase
shift and a frequency. (J ourne J .M.J . (2001) p.8)
- Surge: ) t sin( X x
x e p
c + e =
- Sway: ) t sin( Y y
y e p
c + e =
- Heave: ) t sin( Z z
z e p
c + e =
- Roll: ) t sin(
e p |
c + e | = |
- Pitch: ) t sin(
e p u
c + e u = u
- Yaw: ) t sin(
e p
c + e =
Where the frequency term,
e
e is the encounter frequency which describe how fast the waves
are approaching a moving vessel.
When obtaining the six harmonic functions, one can easily find the velocity and acceleration
functions by differentiating the particular solution one and two times respectively.
12

3. Methods
When doing operations at sea, it is of great importance to understand how vessels are affected
by environmental forces at sea. How the ship is affected is described by vessels response in
six degrees of freedom system, where the response of each of these motions must be
calculated to find the resultant motions of a vessel. The theory of how a ship is behaving is
called seakeeping.
The environmental loading affecting a ship is hard to analyze and predict, and it is even
harder to correctly calculate the influence on a given vessel. There are many methods for
calculating vessels motions, and the analytical results that come close to the real behavior of a
given vessel are all numerical methods based on finite element methods.
This chapter describes how vessel motions is calculated in general and presents analytical
formulas for how to calculate the motions of a barge based on proper assumptions which are
thoroughly described.
The goal is to calculate vessels motions with use of easy obtainable data. By using certain
formulas, one can quickly understand how the vessel is behaving without needing time
consuming finite element approaches or programming.
One rotational and one linear motion will be thoroughly discussed in this report.
3.1 Vessel degrees of freedom
Vessels motions are explained by its six degrees of freedom which is indicated in figure 3.01.
Sway, surge and heave are linear degrees of freedom and roll, pitch and yaw are rotational
degrees of freedom. In this report, the result of heave and roll motions is highlighted and
considered.

Figure 3.01. Degrees of freedom with coordinate system
Source: Mitra et al. (2012)

It is important to be consequent when using different coefficient for the different motions.
The coefficient for the different motions will be used according to figure 3.01.
13

3.2 Uncoupling of heave and roll
Vessels motions in sea water are divided into six degrees of freedom. The six degrees of
freedom are sway, surge, heave, roll, pitch and yaw respectively as shown in figure (3.01). A
vessel will behave differently regarding each degree of freedom where the response in each
direction will affect each other through coupling.
The resulting forces on a vessel due to heave and roll can be calculated by assuming that roll
and heave is uncoupled. This means that heave and roll is calculated by obtaining the
resulting motions when roll and heave is considered as two single degree of freedom systems.
If one where to consider heave and pitch, the motions will be strongly coupled. Both forces
are working in the longitudinal direction of the ship. By considering either the front or the
back of the ship, we see that the vertical motions is the sum of the vertical displacement in
heave and pitch and the motions will be highly influenced by each other.
3.2.1 Linear theory
Linear theory is a necessary assumption for general finite element calculations which is
normally used when calculating vessel motions. To use linear theory, the non-linear
contributions in any motion must be assumed small and neglected.

Linear theory let us calculate resultant forces by adding all contributions to the considered
force together. This concept is important when calculating a vessels response using the
equation of motions which is discussed later in section 4.3.1. All contribution related to mass,
added mass, damping, stiffness and exciting forces is obtained by linear theory where all
contributions related to the considered motion is added together.
3.2.2 Coupled motions
At sea there is a dynamic pressure field affecting a general vessel from all sides. When a ship
is oscillating in either direction, the vessel will influence and change this pressure field. This
means that the dynamic pressure field is changed when the vessel is moving in one of the six
degrees of freedom so that the other degrees of freedom will be affected due to that
movement.
The coupled motions in either direction can be found by assuming linear theory and harmonic
motions by summarizing properties for mass, added mass, damping, stiffness and exciting
forces in matrixes shown in eq. (3.01) where all terms consist of six times six matrixes. In
comparison the uncoupled single degree of freedom equation of motions is shown in eq.
(3.02).
( ) 6 ... 1 j , F C B A M
6
1 k
j k jk k jk k jk jk
= = q + q + q +

=
(3.01)
j j j j j j j j
F C B ) A M ( = q + q + q + (3.02)
Where M
jk
are mass components, A
jk
and B
jk
are added mass and damping coefficients, C
jk

are hydrostatic restoring coefficients, and F
j
are the exciting force and moment components.
14

(Salvesen et al. (1970)) The numbers from one to six represents respectively surge, sway,
heave, pitch, sway, roll and yaw.
3.2.3 Symmetric and anti- symmetric motions
All degrees of freedom will affect each other to some extent, but some of the degrees of
freedom will be less coupled. When a ship has a lateral symmetry, the degrees of freedom can
be divided into symmetric and anti- symmetric motions. Surge, heave and pitch are the
symmetric motions, since the motion response to either of these motions will be the same on
either side of the ship. (Sway, roll and yaw is then anti- symmetric motions) The symmetric
and anti- symmetric motions are unaffected by each other when assuming linear theory.
(J ourne (2001) p.26)
By assuming linear theory and harmonic motions in case of long slender ships; roll and heave
will be uncoupled since they are symmetric and anti-symmetric motions. The motion on a
particular point on a vessel can then be found by adding the contributions due to heave and
roll.
3.3 Equation of motion
The equation of motion is a product of Newtons second law of motion which states that the
product of an objects mass and acceleration equals the sum of forces acting on the object. In
case of a vessel, the applied forces are the wave forces, radiation forces and hydrostatic forces
as shown in eq. (3.03). The general equation of motion for heave is given in eq. (3.04) and
represents the formulation of all six degrees of freedom.
F = F
w
+ F
R
+ F
S
(3.03)
The force F is the mass times acceleration, the wave-induced forces ) F F F (
D A w
+ = is the
approaching wave forces plus the diffraction forces due to a vessels disturbance of the
pressure field. The radiation forces due to harmonic motion ) z B z A F (
R
= are the
hydrodynamic forces related to added mass and damping which points in the opposite
direction of the external forces. The hydrostatic restoring forces ) Cz F (
S
= are also called
the stiffness which is the buoyancy force that restores the vessel to its initial position.
(Faltinsen (1990) p.41) The forces affecting a vessel can be written as the general equation of
motion as eq. (3.04).
) ( ) ( t F z c z b z a M
z z z z
= + + + (3.04)
The form of the equation of motion will be the same for the motions in all six degrees of
freedom for a vessel moving in water. The only difference will be that the mass terms are
changed with mass moment of inertia, and the damping and stiffness term will relate to
rotation and the induced wave force must be converted into momentum force.
15

3.3.1 Solutions of equation of motion
The equation of motion is applied for all six degrees of freedom and is treated the same for all
cases. The solution for uncoupled heave is shown, but it the equation is treated the same in
case of uncoupled roll motion.
When solving a differential equation, two solution must be considered; the homogeneous
solution z
h
(t), and the particular solution z
p
(t). The total solution is z(t)=z
h
(t)+z
p
(t). (Rao
(2011) p.261)
The particular solution z
p
(t) and homogeneous solution z
h
(t) is the solution of respectively eq.
(3.05) and eq. (3.06).
) ( ) ( t F z c z b z a M
z z z z
= + + + (3.05)
0 ) ( = + + + z c z b z a M
z z z
(3.06)
4.3.2 Particular solution
Let us consider eq. (3.05) as a general differential equation, where the equation equals a
harmonic force with a frequency
e
e so that ) t sin( F ) t ( F
e 0 z
e = . The systems mass are
az z
M ) a M ( = + , the damping is b
z
, and the stiffness is c
z
.
The equation can be solved as response of a damped system under harmonic force. The
following calculations are also illustrated in Rao. (RAO (2011) p.271)
) t sin( F z c
dt
dz
b
dt
z d
) M (
e 0 z
p
z
2
p
2
az
e = + + (3.07)
Since the force is harmonic, the solution of eq. (3.05), z
p
(t) is also assumed harmonic with a
phase difference between the exciting force and the motion which is
z
c .
) t sin( Z
dt
z d
), t cos( Z
dt
dz
), t sin( Z z
z e
2
e 2
p
2
z e e
p
z e p
c + e e = c + e e = c + e = (3.08)
By substituting eq. (3.08) into eq. (3.05), eq. (3.09) is obtained:
( ) | | ) t sin( F ) t cos( b ) t sin( M c Z
e 0 z e e z z e
2
e az z
e = c + e e + c + e e (3.09)
By using the trigonometric relations:
c e + c e = c + e sin t cos cos t sin ) t sin(
c e c e = c + e sin t sin cos t cos ) t cos(
Equation (3.10) and (3.11) is obtained by equating coefficients of sinuses and cosines
respectively.
( ) | | ) t sin( F ) t sin( ) sin( b ) cos( M c Z
e 0 e z e z z
2
e az z
e = e c e + c e (3.10)
16

( ) | | 0 ) t cos( ) cos( b ) sin( M c Z
e z e z z
2
e az z
= e c e + c e (3.11)
The amplitude Z is obtained from eq. (3.10) and the mass terms are inserted.
(
az z
M ) a M ( = + ) The phase angle,
z
c is obtained from eq. (3.11) and is given in the
following equations.
( ) ( )
2
e z
2
2
e z z
0
b ) a M ( c
F
Z
e + e +
= (3.12)
( )
|
|
.
|

\
|
e +
e
= c

z
2
e z
e z 1
z
c a M
b
tan (3.13)
3.3.3 Dynamic amplification factor
To understand which frequencies that give the largest response of the vessel, eq. (3.12) can be
showed in a different form giving a relation between the relative response and frequency rate.
Let us divide the numerator and denominator in eq. (3.12) with the stiffness coefficient, c
z
.

2
z
e z
2
2
e
z
z
z
z
z
0
c
b
c
) a M (
c
c
c
F
Z
|
|
.
|

\
| e
+
|
|
.
|

\
|
e
+

= (3.14)
The following relations for natural frequency,
nz
e (the coefficient number z is used to
distinguish the natural frequency of heave and roll) damping ratio, and frequency ratio, r
are given in eq. (3.15) and substituted into eq. (3.14) to obtain eq. (3.16).
( )
nz
e
nz z
z
z
z
nz
r ,
) a M ( 2
b
,
a M
c
e
e
=
e +
=
+
= e (3.15)
( ) ( )
2
2
2
0
z
r 2 r 1
1
F
Zc
DAF
+
= = (3.16)
This relation will be the same for all single degree of freedom systems which is oscillating in
harmonic motions. The dynamic amplification factor in eq. (3.16) is plotted for different
damping frequencies in figure 3.02
17


Figure 3.02. Dynamic amplification factor
Figure 3.02 shows how much a general force will influence the response motion of a system
related to the frequency rate. When the force frequency rate equals zero, the response is the
same as the constant force divided by stiffness. And in case of relative low force frequencies,
the motion is highly dependent on the restoring force c
z
.
A case where force frequencies are close to the natural frequency is in general undesirable.
This is where resonance occurs. This is called the damping controlled region since the value
of damping is controlling how high the possible amplitude motion can be. In case of a
damping frequency of 0.1, the response is five times larger than the external force divided by
the stiffness of the system.
Cases of large force frequencies related to natural frequency, is called mass dominated
motions. This is because the response in general will decrease depending on the value of the
mass system.
How the dynamic amplification factor relates to ship motions will also be discussed in section
3.4.1.
3.3.4 Homogeneous solution
The homogeneous solution is also called the transient motion. This motion is the result of an
initial force where the system is left alone to oscillate. This motion will in all realistic cases
die out do to damping since the solution is the result of a motion with external force equals
zero.
When the system is undergoing a change of motion, like in lifting operations or sudden wind
increase, there will be a change in the system that must be accounted for. The motion will die
out after a while, but if the vessel is not designed for this initial response, the ship or cargo
will be damaged.
The homogeneous solution, z
h
(t) is obtained by solving eq. (3.06) with given initial conditions
for motion and velocity at time zero.
18

0 z c z b z ) M (
z z az
= + + (3.17)
In most realistic cases of motion, the damping ratio, would be between zero and one which
is called an underdamped case. The solution of the homogeneous solution would be in the
form shown in eq. (3.18). (Rao (2011) p.160, p.270)
) t sin( e Z z
0 z d
t
0 h
nz
c e =
e
(3.18)
nz
2
dz
1 e = e (3.19)
Where the amplitude, Z
0
is multiplied by an exponential term which goes to zero in a slope
that depends on the damping ratio, . The damping frequency
dz
e is the reduced natural
frequency which also depends on the damping ratio, shown in eq. (3.19). The amplitude
and phase angle of the homogeneous solution is given in respectively eq. (3.20) and eq.
(3.21).
( ) ( )
2
1
2
z e z nz 0 0 nz
2
dz
2
z 0 0
cos Z sin Z z z
1
sin Z z Z
(

c e + c e + e
e
+ c = (3.20)
|
|
.
|

\
|
c e
c e + c e + e
+
t
= c

) sin Z z (
cos Z sin Z z z
tan
2
z 0 d
z e z nz 0 0 nz 1
0 z

(3.21)
Where Z is the amplitude of the particular solution,
z
c is the phase angle of the particular
solutions,
0
z and
0
z is the initial movement and speed when the time is zero.
3.3.5 Phase angle
When considering the particular solution of equation of motion, the phase angle is defined as
the phase difference between the external force and the motion of a single degree of freedom
system. In case of ship motions, the exciting force will have a frequency equal the encounter
frequency
e
e .
In case of a vessel, each of the six single degree of freedom systems will have its own phase
angle, telling when each motion is occurring with respect to the force. How the phase angle
relates to damping ratio, and frequency ratio, r is derived by dividing the nominator and
denominator by the stiffness in eq. (3.13)
|
.
|

\
|

= c

2
1
z
r 1
r 2
tan (3.22)
The phase angle is dependent on the damping where a small damping results a smaller phase
angle between the motion and the force frequency.
19

3.4 Harmonic response of a vessel
As shown in section 3.3, the equation of motion can describe the behavior of vessels. The
accuracy of the solution depends on how the terms for radiation, restoring, mass and external
forces are obtained. In this section the relation between these terms and a vessels behavior is
discussed. In section 3.5 and section 3.6 different ways to calculate those terms in case of
heave and roll is considered.
3.4.1 Dynamic amplification of a vessel
The dynamic amplification factor for the equation of motions is calculated and described in
section 3.3.3. Figure 3.03 shows which terms in the equation of motions that have most effect
on the response of the system related to different frequencies. Where r=
nz e
/ e e .

Figure 3.03. Dynamic amplification factor
Figure 3.03 describes three different behaviors of vessel motions. (J ourne and Massie (2001)
p. 6-24)
1. In case of low relative force frequencies,
n e
e << e .The motion of a vessel is
dominated by the restoring forces of the system, the hydrostatic term. When this
occurs, the vessel motions will follow the wave in a very stiff motion. In case of
small vessels this occurs since the vessel length is relatively small compared to the
wave length. The vessel will then follow the waves and feel all waves as stiff
movements. See figure 3.04.
2. In case of force frequencies close to the eigenfrequency,
n e
e ~ e , resonance occur.
When there is little damping in the system, the motions in these force frequencies is
critical. The damping dominated area should in cases of vessel motion be narrowed as
much as necessary to be avoided.
20

3. In case of high relative force frequencies,
n e
e >> e .The motion of a vessel is
dominated by the inertia or mass terms. When it comes to calculations, it is very
important to understand and compute the hydrodynamic terms correctly since these
terms control the motion of the vessel, and not the stiffness. (Added mass, damping
and dynamic pressure are all hydrodynamic terms) In this case the movement of a
vessel will behave more comfortably than in case of hydrostatic dominated
movement. See figure 3.04.

Figure 3.04. Vessels with different lengths in waves

When it comes to comfort and how people or cargo is affected, it is obvious that the stiff
motions in case of
n e
e << e are most uncomfortable. If this happens in case of small natural
frequencies which are the case for small vessels, the cargo can be damaged due to fatigue and
large accelerations.
3.4.2 Added mass force
When a vessel is moving in water, it will interact and displace the fluid close to the vessel.
When the vessel is moving with a velocity, the approaching fluid will be accelerated by the
moving body. The affected water particles will affect other water particles creating a field of
fluid moving along with the vessel. If the fluid has enough space to be accelerated freely, (in
case of deep water) the resultant force created from the water particles will be in phase with
the acceleration of the vessel. (Cormick et al. (2002) p. 13)
The added mass in the equation of motion is actually a hydrodynamic force. Since the added
mass force is in phase with the acceleration of the vessel, the force is taken into account by
finding an equivalent mass to the added mass force. The added mass can then be considered
as some additional fluid with a given mass moving along with the vessel.
The added mass depends on a vessels ability to move additional fluid. The displacement of
fluid is mostly because of the large body of the vessel, but mark that the viscosity plays a part
in how much fluid that sticks to the vessel.
Unlike the mass of the system, the added mass will change when the force frequency of the
system is changing. In case of zero motion of a body, the additional added mass will be zero,
proving that the added mass is dependent on frequency.
21

3.4.3 Damping force
The damping in an oscillating or vibrating system tells us how much energy that is dissipating
while the system moves. By looking at a system induced with an initial force where no other
external forces is working on the system, the response and displacement of the system will
gradually decrease due to the reduction in energy. The damping term is telling us how much
energy that is dissipated in the process. (Rao (2011) p.160)
In case of a vessel moving in fluid, the damping of the system is the total of all contributions
reducing the energy in the system. The real damping of a system is affected by viscosity, eddy
currents and the energy in the waves that the vessel is able to create when moving. The
contributions in roll damping are summarized to get the equivalent damping and are shown in
eq. (3.23).
BK L w e f eq
B B B B B B + + + + =
(3.23)
Where B
eq
is the equivalent damping and is discussed for roll in section 3.6.3. The terms in
the equation must be defined by semi empirical formulas. B
f
is damping due to skin friction
which is dependent on viscosity, B
e
is damping due to eddy making and vortexes created in
the movement, B
W
is the radiation damping, B
L
is damping due to lift forces and B
BK
is the
damping due to a bilge keel which has a significant effect on a systems damping. This
damping is not in phase with the velocity of the system and can be multiplied by the
amplitude to make it in phase with the velocity. The damping in case of roll is therefore given
as in eq. (3.24). (Chakrabarti (2000))
| | = |
|

) B ( B
eq
(3.24)
In case of a vessel, the ship will create waves and thus dissipate energy in each motion. When
considering a linear system like surge, sway and heave, the damping will be proportional to
the velocity. This is because the total damping is approximately equal to the dissipated energy
in the radiation waves which is in phase with the speed of the system. (J ourne and Massie
(2001) p. 6-11) The concept of radiation damping is illustrated in figure 3.05.

Figure 3.05. Radiating waves
Source: J ourne and Massie (2001) p. 6-14

22

Figure 3.05 illustrates the concept of radiation waves in case of a vessel moving up and down
in heave. When the vessel is moving it will create additional waves with amplitude
a
, . The
energy dissipated in these waves is equal to the damping of the system. (Faltinsen (1990)
p.46)
The damping term and added mass terms are called radiation forces affected by a change in
frequency of the system. They are also affected by viscosity which makes them impossible to
calculate by purely analytical formulas (without more than few approximations). In most
cases these terms are calculated by strip theory and a numerical approach described in section
3.4.6.
3.4.4 Restoring force
The restoring force of a oscillating is defined as the systems ability to restore itself to its
original position. In case of a vessel it is dependent on hydrostatics and stability properties of
the vessel. The relation for a spring in general is that an applied force equals the stiffness of
the spring multiplied by the displacement of the spring as shown in eq. (3.25). The same
relation follows here, and the stiffness relates to the restoring forces given from geometrical
properties and buoyancy.
k jk j
C F q = (3.25)
Where F
j
is applied force,
k
q is the related displacement and C
jk
is the equivalent stiffness of
the system. The stiffness is found by considering a static system affected by a given force
which induces a displacement. The term is considered negative with respect to the force since
the restoring force is countering the force. Every term in the equation is known except the
stiffness.
3.4.5 Exciting force
To understand how vessels behave at sea it is important to understand the exciting forces
applied on a certain vessel. At sea there are three kind of environmental loads present at all
times. Those are wave, current and wind forces.
Forces from currant would be constant and must be taken into consideration when discussing
forces on a drifting structure, but is in general neglected when considering moving vessels.
Wind forces are also important in case of drifting vessels, and should be taken into
consideration in case of roll motions of vessels with significant height. (J ourne and Massie
(2001))
The wave exciting forces are divided into two kinds of forces, diffraction forces and
approaching wave forces. It is also important to understand the meaning of the encounter
frequency,
e
e which is discussed in this section.
Approaching wave forces
Approaching wave forces are found by considering wave forces on a rigid body at sea,
restrained from oscillation. These forces can be found by using linear wave theory where the
dynamic wave pressure is given as
D
p in eq. (3.26) (Faltinsen (1990) table 2.1) The total wave
23

force is found by integrating this pressure over the area it is working on, and this force is
called the Froude-Kriloff force. (Faltinsen (1990) p.59)
) kx t sin( e g p
e
kz
0 D
e = (3.26)
Where and g is the density of seawater and the gravity constant,
0
is the wave amplitude,
e
e is the encounter frequency, t is the time, k the wave number, and x is the position relative
to the center of gravity of the vessel. (Positive direction against the front of the ship)
Diffraction forces
The considered approaching wave forces form an undisturbed pressure field around the
vessel, but since the vessel in truth is moving, the vessel will disturb this pressure field and
this disturbance must be taken into account. In case of bodies with small breadth (diameter in
case of a cylinder) compared to the wave length, the Morrison equation is applied. The force
will then be related to the added mass and the acceleration of the vessel. (Faltinsen (1990)
p.61)
Encounter frequency
When calculating forces on a vessel there will be two relevant wave frequencies and it is
important not to mix them. Those frequencies are the frequency of the waves and the
encounter frequency which tells us the frequency of the encountered waves depending on the
speed and direction of the vessel.
Lets consider a point on a vessel with a constant forward velocity U [m/s] with an angle| .
The point will encounter two waves in a time T
e
. The phase velocity of the waves is c=g/ e
and the wave length is L
w
as shown in figure 3.06.

Figure 3.06. Encountering periods, T
e
Source: Faltinsen (1990) figure 3.12

w e e
L cT T ) cos( U = + | (3.27)
e
e
2
T
e
t
= and
2
w
g 2
L
e
t
= by assuming deepwater. When substituted into eq. (3.27), eq.
(3.28) is obtained.
24

2
e
g 2 g
) cos( U
2
e
t
= |
.
|

\
|
e
+ |
e
t
(3.28)
By solving eq. (3.28) with respect to
e
e , eq. (3.29) is obtained.
o
e
+ e = e cos
g
U
2
e
(3.29)
Eq. 3.29 is also given by DNV (DNV-RP-C205 (2010)).
3.4.6 Strip theory
To use the equation of motion and calculate the response of a vessel, a numerical approach is
used for calculating the forces on a vessel. The strip theory is a numerical theory where the
cross section of the ship at a distance x from the center of gravity, is considered as one strip
with infinite length. This means that each strip is unaffected by other strips. A ship is divided
into as many strips as necessary where the hydrodynamic properties are added together by
integrating the two-dimensional strips over the length. (J ourne (2001) p.5) See figure 3.07.

Figure 3.07. Representation of strip theory
Source: J ourne (2001) figure 2.7

A few assumptions is necessary for using the strip theory on vessels in the computer code for
Seaway which is used to calculate wave induced loads and motions on ships. (J ourne
(2001) p.5)
- The vessel is a rigid body floating in an ideal fluid
- The motions of the vessel is linear or can be linearized

That a vessel is floating in ideal fluid, means that all assumptions for linear wave theory is
applicable so that the sea water is assumed homogeneous, incompressible, free of surface
tension, irrotational and without viscosity.
25

To assume that the vessel motion is linear, one must neglect the effect of what is happening
above water. Waves on deck is then neglected. Other than that, the strip theory has been
proved effective for predicting ship motions with length divided by breadth larger than three.
3.5 Heave motion
The heave motion of a vessel is the vertical response of the vessel. When assuming uncoupled
motions which are described in section 3.2, the heave motion of the ship is considered as a
single degree of freedom where all terms related to the equation of motion must be calculated
for this specific motion.
When finding the relevant equation of motion in heave, all necessary assumptions will be
given and described in its respective section.
3.5.1 Equation of motion
The equation of motion is defined in section 3.3 and eq. (3.04) is improved by considering a
sinusoidal force with amplitude F
0
moving in phase with the encounter frequency defined in
section 3.4.5.
) t sin( F z c z b z ) a M (
e 0 z z z
e = + + + (3.30)
3.5.2 Added mass in heave
When a vessel is moving in a fluid, additional water will move with the vessel. As described
earlier the fluid will oscillate with the moving body and the added mass is in reality a mass
equivalent to the hydrodynamic force related to the movement of the fluid. (Faltinsen (1990)
p.42)
The added mass is normally calculated by using strip theory. Where the vessel is divided into
many elements, (depending on the shape of the vessel) the hydrodynamic properties for each
strip are considered and integrated over the length (x), as shown in eq. (3.31). In section 3.2.3
the concept of added mass was discussed and concluded that the added mass goes to zero
when the frequency goes to zero.
dx ) x ( a a
L
D 2
z z
}
= (3.31)
Added mass equals half a circle
The added mass of each strip can be considered as half a circle with diameter equal to the
breadth of the vessel as shown in figure 3.08 thus making the added mass independent of the
wave frequency. By using this approximation one assume that the added mass is independent
of the waves. (Sarkar and Gudmestad (2010))
26


Figure 3.08, Added mass equals half a circle
The formula for area of half a circle is
8
2
d
A
t
= , where d is the diameter of the circle. By
using the strip theory, we find that the added mass is the sum off all strips that will have the
final form of half a cone in case of a triangular shape or half a cylinder in case of a
rectangular shape. We find the added mass by integrating the 2D sections over the length.

t
=
8
B
a
2
D 2
z
(3.32)
( ) ) (
8
) (
2
2
2 2
} }

= =
L
L
L
D
z z
dx x B dx x a a
t
(3.33)
8
L B
a
2
e arg b , z
t
= (3.34)
In case of a rectangular barge the added mass is the same as half a cylinder with diameter, B
and length, L as seen in eq. (3.34).
Added mass, DNV
DNV uses the same equation as obtained in eq. (3.34) but advice that the added mass is
multiplied by a factor, C
A
. (DNV-RP-H103 (2011) Table A-1) Figure 3.06 is the relevant
information extracted from the relevant table where the added mass per unit length is given.
27

Table 3.01. Added mass coefficients from DNV
Source: DNV-RP-H103 (2011) Table A-1

The total added mass of a rectangular shape oscillating under water is considered in table
3.01. In this case, the only interest is the equivalent added mass under the vessel, so the added
mass is half the value given in the table. The added mass is then given as in eq. (3.35) and eq.
(3.36). The values of 2a and 2b from the table 3.01 is respectively the breadth and draft of our
vessel
2
A
C a
R
A
D 2
z
= (3.35)
8
L B
C L
2
A
C a
2
A
R
A e arg b , z
t
= = (3.36)
Where C
A
is the added mass coefficient. The added mass coefficient is found by interpolating
the relation between breadth and draft with respect to values in table 3.01.
3.5.3 Damping in heave
When the frequency of external forces working on the ship is the same as the natural
frequency, the motion amplitude will go to infinity in case of no damping. As discussed in
section 3.4.1, these motions are called damping controlled motions.
The contributions of damping are shown in eq. (3.23). All contributions will affect the total
damping of the system, but the radiation damping will be very large compared to the other
contribution in case of heave. The radiation damping can be calculated without empirical
formulas and is the only damping that gives satisfactory results for the single degree of
freedom systems except roll. (Chakrabarti (2000))
When a vessel is moving vertically in water it will create its own waves. This process is
called radiation, and vessels (especially barges) moving vertically in heave motion will
displace a lot of water thus losing a lot of energy, making radiation damping the largest
contribution to damping in heave as shown in figure 3.07. The total damping in heave is
therefore assumed equal to the radiation damping.

W z
B b ~ (3.37)
28

There will be other contributions such as damping due to eddy vortexes and viscosity but they
will be very small compared to the radiation damping. So saying that radiation damping is the
only damping term present in case of heave is a very good approximation for the motion.
The radiation damping can be found using an energy relation where the total energy, E in a
fluid volume, O is the sum of kinetic and potential energy where V is the displaced volume
of the system as shown in eq. (3.38). (Newman (1977) p.266)
( )
}}}
O
t + V = d gz 5 , 0 ) t ( E
2
(3.38)
Faltinsen has made a formula for heave damping using Newmans energy relation based on
how much water a vessel will displace. (Faltinsen (1990) p.47) The formula is related to
radiation wave amplitude
a
, , vessel movement z, and frequency e , of the waves as shown
in eq. (3.39).
3
2
2
a D 2
z
g
z
b
e
|
|
.
|

\
|
,
= (3.39)
The radiation wave amplitude
a
, , illustrated in figure 3.07, must be found by a forced motion
test related to each force frequency. Eq. 3.39 takes the energy of each created wave into
consideration making this a close to truth relation for calculating the damping of the system.
The total damping is found by integrating over the length.
3.5.4 Restoring force in heave
The restoring force of a body oscillating vertically in water is related to a vessels ability to
restore itself to its original position. The original position is at z=0 at the waterline area in
stillwater. The restoring force is based on the geometry of the vessel which defines a vessels
restoring force.
To find the restoring force we consider a static system with a static force, based on buoyancy
and the additional displacement.
z c F
z
= (3.40)
The force is equivalent to the mass of displaced water multiplied by the gravity constant,
which equals the stiffness,
z
c times the depth of the displaced water, D
displace
.
displaced z displaced w displaced
D c g D A g F = = V = (3.41)
This gives that the stiffness, c
z
is proportional to the waterline area in heave motion of any
vessel if the waterline area is constant during the vertical motion.
g BL g A c
w z
= = (3.42)
29

3.5.5 Exciting force in heave
When considering the uncoupled heave of a vessel the vertical motions is considered alone
and the only relevant external forces are the vertical wave forces. The external heave force,
F
z
(t) can be divided into approaching wave forces and diffraction forces as discussed in
Section 3.2.6.
) ( ) ( ) ( t F t F t F
D A z
+ = (3.43)
These forces are calculated differently depending on the size of the structure relevant to the
wave length. In case of large structures both diffraction and inertia forces must be accounted
for. The relevant force regimes are presented in figure 3.09 where,
0
is the wave amplitude,
D
C
is the characteristic dimension and L
W
is the wave length found by the deepwater relation
presented in section 3.2.5.

Figure 3.09. Different wave force regimes
Source: DNV-RP-H103 (2011) figure 2-3

In case of heave, the characteristic dimension will be either the length or the breadth of the
barge. These dimensions are large compared to the wave length making it necessary to take
diffraction forces into account.
Two general assumptions is made for the calculations:
- Linear wave theory is applicable
- Deepwater relations is applicable

Formulas used in linear wave theory are found in table 3.02.

30

Table 3.02.Llinear wave theory
Source: Faltinsen (1990) table 2.1



Approaching wave forces
The approaching wave force corresponds to the undisturbed pressure field and is called the
Froude-Kriloff force. This force is applicable for both large and small structures and is
calculated by integrating the pressure over the surface of the vessel. The approaching wave
force can be calculated as in eq. (3.44) where p
D
is the dynamic pressure found from table
3.02. (Faltinsen (1990) p.61)
}}
=
S
D z , A
ds p ) t ( F (3.44)
) sin(
0
kx t e g p
kz
D
= e (3.45)
By substituting eq. (3.45) into (3.44) a general formula for the Froude-Kriloff force is
obtained.
}}
e =
S
kz
0 z , A
ds ) kx t sin( e g F (3.46)
31

To obtain the resultant force in heave, eq. (3.46) must be integrated over its bottom surface
and the same assumptions as for strip theory is applied. In case of a barge, the resulting force
is calculated by eq. (3.47), where z is the draft of the barge.
} }

e =
2 / B
2 / B
2 / L
2 / L
kD
0 e arg b , Az
dxdy ) kx t sin( e g F (3.47)
Diffraction forces
The diffraction forces can be calculated using the Morison equation. This formula can only be
applied for waves with wave lengths, L
W
>5D
C
where D
C
is the characteristic dimension as
shown in figure 3.09.The Morison equation can be modified in terms of added and the
relevant wave acceleration,
z
w found from table 3.02 as a
3
in the table . (Faltinsen (1990)
formula 3.36)
The usability of the formula is confirmed by DNV with the following statement: In case
inertia dominated, large volume structures where the diffraction loads are much larger than
drag induced global loads, a Morison load model with predefined added mass coefficients can
be added to the radiation/diffraction model. (DNV-RP-H103 (2011) 2.3.4.5) (The radiation
model refers to added mass and damping forces)
z z z , D
w a F = (3.48)
) sin(
0
kx t e kg w
kz
z
= e
(3.49)
To obtain the resultant force in heave, eq. (3.48) must be integrated over its length the same
assumptions as for strip theory is applied by taking possible change in the added mass into
consideration and integrate the 2D- added mass over the length.
}
e =
L
kz
0
D 2
z z , D
dx ) kx t sin( e kg a F (3.50)
The resulting diffraction wave force is calculated by eq. (3.51), where z is half the draft of the
barge. (Since the resultant force would be applied at a depth of the center of buoyancy where
z=D/2)
}

e =
2 / L
2 / L
2
kD
0
D 2
z z , D
dx ) kx t sin( e kg a F (3.51)
Minimum characteristic dimension, D
C
As mentioned earlier, the formula for the diffraction forces gives reliable answers in cases
where the wave length is five times larger than the characteristic dimension. In case of a
barge where the characteristic dimension of heave is the breadth, the formula is used for large
wave periods for best results. Since wave length is related to wave period in deepwater as in
eq. (3.52).
32

2
W
T
2
g
L
t
= (3.52)
Requirement for use of Morison equation:
5
L
D
W
C
s (3.53)
Figure 3.10 shows which wave periods the formula for diffraction forces give best results
relating to the characteristic dimension, D
C
.

Figure 3.10. Minimum characteristic dimension, where D
C,min
=L
W
/5
Total wave forces
By substituting eq. (3.51) and (3.47) into eq. (3.43). The total force for a barge can be
calculated in eq. (3.54).
dx ) kx t sin( e kg a dxdy ) kx t sin( e g ) t ( F
2
kD
0
2 / L
2 / L
D 2
z
2 / B
2 / B
2 / L
2 / L
kD
0 z
e e =

} } }
(3.54)
The following trigonometric relation is used.
) t sin(
2
kL
sin
k
2
dx ) kx t sin(
2 / L
2 / L
e |
.
|

\
|
= e
}

(3.55)
By deriving the integral in eq. (3.54) and using the trigonometric relation in eq. (3.55) the
harmonic wave force of a barge can be calculated by eq. (3.56) (Faltinsen (1990) p.89) Wave
frequency is exchanged with encounter wave frequency, since we are interested in the motion
response on the barge.
33

) t sin( * F ) t sin(
2
kL
sin
k
2
e kg a e g B ) t ( F
e 0 e
2
kD
0
D 2
z
kD
0 z
e = e |
.
|

\
|
|
|
.
|

\
|
=

(3.56)
In case of a vessel moving in water the frequency of the waves, e will be equal the effective
frequency
e
e which is derived in section 3.4.5. In eq. (4.54) B is the breadth of the barge, L is
the length of the barge, is the density of sea water, g is the gravity constant
o
is the wave
amplitude, k is the wave number,
D
z
a
2
is the added mass of a strip (half circle with breadth B)
and D is the draft.
Wave number
The wave number and frequency are related through the dispersion relations shown in table
3.02 where k=e
2
/g in case of deepwater. The wave frequency e must not be mixed with the
effective frequency
e
e shown in eq. (3.29) which tells us how fast the vessel is encountering
the waves. The encounter frequency is already a function of wave number k, where k
describes the ratio of waves per meter in the equivalent wave direction. In other words, the
wave frequency e is used to calculate the wave number when considering the force on the
barge.
Wave force when wave frequency goes to zero
Since the resulting wave forces in heave is not applicable for all wave periods it interesting to
look at the worst case values of the function. The largest value of force amplitude, F
0
in eq.
(3.56) is found when the wave frequency goes to zero. The dispersion relation is shown in eq.
(3.57).
g
k
2
e
= (3.57)
Remember that | ~ |) sin( in case of small angles. When eq. (3.57) is substituted into eq.
(3.56), eq. (3.58) is obtained.
L e D a e g B F
g 2
D
0
2 D 2
z
g
D
0 o
2 2
|
|
.
|

\
|
e =
e

(3.58)
If the frequency is close to zero, the diffraction term in eq. (3.58) will be much smaller than
the approaching wave, and the exponential term will be close to one so that the equation is
simplified to a relation between the stiffness of the system,
z
c and wave amplitude,
0
.
0 z 0 o
c g BL F = = (3.59)
By calculating F
0
by eq. (3.59) the largest force for the relevant wave height is obtained. This
is also the basic relation for a spring in a static system where the force equals the stiffness
multiplied by the displacement. (P=kx)
34

3.5.6 Natural period in heave
The natural period is considered one of the most important parameters when analyzing
motions of a vessel. The natural period is also called the resonance period, since induced
vibrations with period equal to the natural periods results in resonance.
If a system, after an initial disturbance is left to vibrate on its own, the period of the
oscillations without any external forces is known as the natural period. A vibratory system
having a number of degrees of freedom will have as many distinct natural periods of
vibration. (Rao (2011) p.62)
To calculate the natural period the motion is assumed uncoupled from the other degrees of
freedom.
General formula of uncoupled natural period of heave, T
z
is given provided by DNV, where
the mass equals the added mass plus the mass (DNV-RP-H103 (2011) 2.3.3.4).
z
z
nz
nz
c
a M
2
2
T
+
t =
e
t
= (3.60)
By substituting values for the mass (eq. (3.61)) and the stiffness (eq. (3.42)) for a rectangular
barge into eq. (3.60) the relation for natural beriod is given in eq. (3.62).
BLD M = (3.61)
|
.
|

\
|
+ t =

|
.
|

\
|
+
t =
M
a
1
g
D
2
gBL
M
a
1 BLD
2 T
z
z
e arg b , nz
(3.62)
Where D is the static draft of the barge, g is gravity acceleration constant, a
z
is added mass
given in section 3.3.3 and M is the total mass of the barge.
3.5.7 Solution
The equation of motion for heave motion is given in eq. (3.63):
) t sin( F z c z b z ) a M (
e o z z z
e = + + + (3.63)
Where M is the total mass of the barge, a
z
is the added mass, b
z
is the damping, c
z
the
stiffness, F
0
the force amplitude,
e
e the equivalent wave frequency, t is time and z is the
vertical motion of the barge.
Table 3.03 shows examples of which formulas that can be used in the equation of motion and
which assumptions that is needed. When for example strip theory is assumed, all relevant
assumptions mentioned in section 3.4.6 is used.
35


Table 3.03. Terms in equation of motion

Particular solution
The equation of motion has the same form as the equation of motion presented in section
3.3.1, and the solutions of the equation will be in the same form as proven earlier.
The equation of motions is derived in section 3.3.2, and the same solutions are applicable for
roll motion. To understand the vessels behavior, the response with respect to displacement,
velocity and acceleration are of interest and is presented in eq. (3.64) to eq. (3.70). Mark that
the frequency is the encounter force frequency,
e
e defined in section 3.4.5.
) sin( ) (
z e p
t Z t z c e + = (3.64)
) cos( ) (
z e e p
t Z t z c e e + = (3.65)
) t sin( Z ) t ( z
z e
2
e p
c + e e = (3.66)

Where the motion amplitude, Z and phase amplitudec , is given in eq. (3.67) and eq. (3.68).
Term
Assumptions used
for general
formulas
General formulas in
heave for a vessel
Additional
assumptions for
barge
Barge formulas

z
a Strip theory ) (
2
}
L
D
z
dx x a

Added mass is
unaffected by wave
frequency
No viscosity
Deepwater
8
L B
C
2
A
t


z
b
Only damping
because of radiation
Energy relation in
fluid from Newman
Linear wave theory
}
e
|
|
.
|

\
|
,

L
3
2
2
a
dx
g
z

L
g
z
3
2
2
a
e
|
|
.
|

\
|
,

z
c
Constant waterline
in range of motion
g A
w

Rectangular
waterline in range of
motion
g BL
) (t F
z

Strip theory
Morison equation
Linear wave theory
Long relative wave
length
No other force
contributions
z z
S
z D
w a ds n p +
}}

Sinusoidal waves
B<5L
W
Deepwater
|
.
|

\
|
|
|
.
|

\
|

2
kL
sin
k
2
e kg a e g B
2
kD
0
D 2
z
kD
0

36

( ) ( )
z
0 z
2
z z
2
2
z
z o
c
F DAF
r 2 r 1
c / F
Z =
+
= (3.67)
|
|
.
|

\
|
+
=

2
1
) (
tan
e z z
e z
z
a M c
b
e
e
c (3.68)
Where DAF
z
is the dynamic amplification factor, c
z
is the stiffness, F
0
is the force amplitude,
r is the frequency ratio and, is the damping ratio.
( ) ( )
2
z z
2
2
z
z
r 2 r 1
1
DAF
+
= (3.69)
nz
e
z
r
e
e
= (3.70)
z z
z
zC
z
z
c ) a M ( 2
b
b
b
+
= = (3.70)
Homogeneous solution
When considering vessel movement in a given seastate, the homogeneous solution is
normally neglected since the homogeneous solution is damped out. But if the vessel has
undergone a change like a sudden wind increase or an impact, the homogeneous solution is of
interest.
The homogeneous solution is shown in section 3.3.4 and is in case of heave represented in eq.
(3.71) to eq. (3.74).
) t sin( e Z ) t ( z
0 z d
t
0 h
nz
c e =
e
(3.71)
| |
t
0 z d nz 0 z d d 0 h
nz
e ) t sin( ) t cos( Z ) t ( z
e
c e e c e e = (3.72)
| |
t
0 z d d nz 0 z d
2
d
0 z d nz 0 z d d nz
0 h
nz
e
) t sin( ) t sin(
) t sin( ) t cos(
Z ) t ( z
e
)
`

c e e e c e e
c e e + c e e e
= (3.73)
nz
2
dz
1 e = e (3.74)
Where the amplitude, Z
0
is multiplied by an exponential term which goes to zero in a slope
that depends on the damping ratio, . The damping frequency
dz
e is the reduced natural
frequency which also depends on the damping ratio. (eq. (3.70)). The amplitude and phase
angle of the homogeneous solution is given in respectively eq. (3.75) and eq. (3.76).
37

( ) ( )
2
1
2
z e z nz 0 0 nz
2
dz
2
z 0 0
cos Z sin Z z z
1
sin Z z Z
(

c e + c e + e
e
+ c = (3.75)
|
|
.
|

\
|
c e
c e + c e + e
+
t
= c

) sin Z z (
cos Z sin Z z z
tan
2
z 0 d
z e z nz 0 0 nz 1
0 z

(3.76)
The initial responses in terms of motion and velocity,
0
z and
0
z must be given or assumed to
obtain the homogeneous solution.
Total solution
If the vessel is influenced by a sudden change in external forces, the homogeneous solution
must be taken into account, so that the total response of the system is the sum of
homogeneous solution and particular solution. To obtain eq. (3.64) linear theory is assumed
so that the total response is the sum of two responses.
) t ( z ) t ( z ) t ( z
h p
+ = (3.77)
If the motion has been uniformly increasing until the considered response is given we can
neglect the transient, homogeneous solution and the total response of the system will equal
the particular solution.
) t ( z ) t ( z
p
= (3.78)
38

3.6 Roll motion
The roll motion of a vessel is the rotational response around the x-axis of the vessel, when the
x-axis is pointing toward the front of the vessel from the center of gravity. When assuming
uncoupled motions, (see section 3.2) the roll motion of the ship is considered as a single
degree of freedom where all terms related to the equation of motion must be calculated for
this specific motion.
The equation of motion and additional solutions is in the same form as in case of heave, only
the motions are rotational instead of linear.
Necessary assumptions will be given and described in the related section.
3.6.1 Equation of motion
The equation of motion defined in section 3.3 and applied for heave in section 3.5 can be used
in the same way in case of roll with some modifications.
- Mass [kg]
|
I M mass moment of inertia [kgm
2
]
- Added mass [kg]
|
A a
z
added mass moment of inertia [kgm
2
]
- Damping [kg/s]
|
B b
z
(rotational) damping [kgm
2
/s]
- Stiffness [N/m]
|
C c
z
(rotational) stiffness [Nm
2
/m]
- Exciting force [N]
0 0
M F exciting moment [Nm]
- Linear motion [m] | z rotational motion [rad]

Beside the difference in coefficients and units, the equation of motion is treated the same for
linear and rotational motions. The frequency of motion is the same but a face lag between the
two motions must be taken into account. The equation of motion for roll is shown in eq.
(3.79) and will be the same in the same form as other rotational single degree of freedom
systems. Keep in mind that there will be an important phase displacement between the
different responses.
) t sin( M C B ) A I (
e 0
e = | + | + | +
| | | |

(3.79)

3.6.2 Mass moment of inertia and added mass moment of inertia in roll
The mass terms in the equation of motion in case of roll, must be transferred into rotational
mass called mass moment of inertia.
Mass moment of inertia
The mass moment of inertia is a measure of an objects resistance to changes in rotation.
Mass moment of inertia has the same relationship to angular acceleration as the relation
between mass and linear acceleration, and is therefore applicable in the equation of motion.
(http://www.engineeringtoolbox.com/moment-inertia-torque-d_913.html)
Mass moment of inertia is the integral of the distance to the rotated mass squared and
integrated over the total mass as shown in eq. (3.80).
39

} }
= = dV r dm r I
body
2 2
(3.80)
As the coordinate system in figure 3.01, the applied mass moment of inertia is the rotation
around the x-axis. To simplify the equation, the barge with additional cargo has a shape as a
box with a uniform load distribution and a total height of KG 2 . The integral in eq. (3.80) is
then transferred into Cartesian coordinates in eq. (3.81) and the rectangular barge is
considered as a box with length L (along x-axis), breath B (along y-axis) and height two
timesKG, which is calculated in eq. (3.99) (along z-axis).
( ) ( )
} } } } }}}

+ = + = =
KG
KG
B
B
L
L
V
dxdydz z y dV z y dV r I
2 /
2 /
2 /
2 /
2 2 2 2 2

|
(3.81)
The integral is solved as shown in eq. (3.81) and the final solution is shown in eq. (3.82).
Note that;
body
KG LB M 2 = , where
body
[kg/m
3
] is the evenly distributed weight for the
assumed volume of the ship.
( )
} } }

|
|
.
|

\
|
+ = + =
KG
KG
body
KG
KG
B
B
body
dz z
B
LB dydz z y L I
2
2
2 /
2 /
2 2
12

|
(3.82)
( )
( ) ( )
2
2
2
2
2
12 12
2
12
2 KG B
M KG B
KG LB I
body
+ =
|
|
.
|

\
|
+ =
|
(3.83)
Added mass moment of inertia
In this section, three ways of calculating the added mass will be considered and compared.
Added mass moment of inertia equals the resulting moment of half circles.
Similar to the added mass in heave the added mass in roll can be calculated by considering
the momentum of relevant half circles. The mass moment of each strip is then integrated over
the length, and the added mass is assumed unaffected by the wave frequency.
Based on figure 3.12 the added mass moment of inertia is presented in eq. (3.85) as the
integral of the small dys multiplied by the arm, y. (the formula is the result of triangular
relations) The half circle is considered as sinusoidal with amplitude B/4. To simplify the
equation a formula for triangular shapes is used in case of the small half circles. (This would
be the smaller of the contributions making the assumption insignificant)
The mass moment of inertia is defined in this section as the distance to the rotated mass
squared and integrated over the total mass as shown in eq. (3.80). It will be the same for
added mass moment of inertia shown in eq. (3.84).
} }
= =
|
dV y dm y A
2 2
(3.84)
The volume which must be integrated is shown in figure 3.12 and eq. (3.85).
40

( ) | |
)
`

+ +
(

|
.
|

\
| t
=
} }
+
|
dy y 2 D B y dy
B
2
y sin
4
B
y 2 A
2 / D 2 / B
2 / B
2
2 / B
0
2 D 2
(3.85)
The integral in eq. (3.85) is solved using the website www.wolframalpha.com, which is proven a
reliable source when it comes to calculation of complicated equations.
(http://www.wolframalpha.com)

( ) ( )
)
`

+ +
+
(

t
t
=
|
96
D BD 4 B 6 D
32
B 4
2 A
2 2 2
4
4 2
D 2
(3.86)
For a general ship shape with inconstant values for breadth and draft they would be functions
of x and treated as such when the total added mass is obtained by integrating over the length.
In case of a barge, the added mass is obtained with eq. (3.87).
( ) ( )
(

+ +
+
t
t
=
|
96
D BD 4 B 6 D
32
B 4
L 2 A
2 2 2
4
4 2
e arg b ,
(3.87)
Added mass moment of inertia, DNV
DNV uses a similar approach for calculating added mass in cased of rectangular cross
sections. The relation between breadth and draft is taken into account by a factor,
1
| or
2
| as
shown in table 3.01. (DNV-RP-H103 (2011) Table A-1).
The total added mass of a rectangular shape with a circular motion under water is considered
in table 3.01. As discussed in section 3.5.1 the values in table 3.01 must be divided by two
since the vessel is not totally submerged.
The formula for added mass it then given in eq. (3.88), where values for
i
| is defined in table
3.04, where a=B/2 and b=D/2.
4
i
D 2
2
B
5 . 0 A
|
.
|

\
|
t | =
|
(3.88)
Table 3.04. Added mass moment of inertia coefficients from DNV
Source: DNV-RP-H103 (2011) Table A-1

In case of a rectangular barge, the resulting added mass is obtained by multiplying by length
in eq. (3.89).
41

4
i e arg b ,
2
B
L 5 . 0 A |
.
|

\
|
t | =
|
(3.89)
By using different values for breadth and draft, it is proven that the DNV and the half circle
approximation gives similar results.
Added mass moment of inertia calculated by predefined curves.
As mentioned in section 3.4.2 the added mass is changing with the wave frequency. Figure
3.13 shows an added mas curve that relates to change in wave lengths. The formulas are
based on the hydrodynamic properties of two dimensional strips with a breath, B.
Figure 3.13 is presented in a paper by Brown & Root Vickers and will be compared to the
other added mass values.

Figure 3.13. Roll added mass moment of inertia for prismatic barges
Source: Brown & Root Vickers (1990)

Where
D 2
A
|
is the 2D-added mass of the barge, B is the breadth, V is the submerged volume
and L
W
is the wave length obtained by linear theory in table 3.02, and H is a relation between
breadth and draft shown in eq. (3.91)
2
e
W
2 g
L
e
t
= (3.90)
D 2
B
H = (3.91)
42

3.6.3 Damping in roll
In case of heave damping, only the radiation damping is considered since the contribution due
to radiating waves is very large compared to the other damping effects. This is not the case
for roll. By considering a sircular sylinder in water, one can imagine the bodys influence on
the fluid in case of heave and roll. By moving the cylinder up and down in the water, we see
that the motion creates waves in the water, which are the radiating waves. In comparison, the
roll motion will create no significant waves making the energy lost to radiating waves very
small. This means that other contributions to damping which is discussed in section 3.4.3
suddenly are of greater importance.
The total roll damping is found by summarizing all contributions of roll and multypling by
the estimated roll velocity as shown in eq. 3.92 and eq. (3.93). (Chakrabarti (2000))
| =
|

eq
B B (3.92)
BK L w e f eq
B B B B B B + + + + = (3.93)
The radiation damping in roll can be calculated with eq. (3.39) where the amplitude of the
radiation waves must be found using a oscillating test and the linear motion z is the rotational
displacement, | . The radiation damping accounts for between 5% and 30% of the total roll
damping for typical cargo ships, but can be larger for low draft barges. (ITTC-RP (2011))
3
2
2
a D 2
W
g
B
e
|
|
.
|

\
|
|
,
=
|
(3.94)
3.6.4 Restoring force in roll
The restoring force of a body oscillating with an angle in fluid is related to a vessels ability to
restore itself to its original position. The original position is defined as the angle 0 = | , where
the vessel is initially stable.
The restoring force which is also called the up-righting moment is calculated by considering
the buoyancy of the vessel, and the vessels ability to restore to its original position. We
calculate the restoring force by multiplying the total buoyancy of a vessel with the horizontal
distance between the center of gravity and the center of buoyancy after inclination, the
distance from G to Z in figure 3.14.
43


Figure 3.14. I llustration of restoring moment
The restoring force,
r
M is calculated by eq. (3.95)
| = | V = V =
|
| C ) sin( GM g GZ g M
r
(3.95)

|
C is the restoring force. By assuming small angles the restoring coefficient
|
C for vessels is
defined as in eq. (3.96).
|
|
GM g C V = (3.96)
Stability
The static stability of floating structures is defined as the up-righting properties of the
structure when it is brought out of equilibrium of balance by a disturbance in the form of a
force or a moment. (J ourne and Massie (2001) p. 2-6)
To find the distance from the initial metacenter, M to the center of gravity, G, formulas
obtained by stability calculations is applied.
A few distances must be calculated before obtaining the value of | GM which is defined in
eq. (3.97)
KG BM KB GM + = | | (3.97)
Where all values represents distances which is shown in figure 3.14, where K is the center of
the keel, G is the center of gravit, B is the center of buoyancy and M is the initial metacenter.
The values are defined for a rectangular barge. A few assumptions is made for calculating the
stability of a barge and is shown below.
- Uniform weight distribution
- Rectangular barge with flat bottom and vertical sides
- The cargo is trimmed both longitudinal and transverse direction
- Relative small angles of motions
44

Center of buoyancy, KBis obtained by Archimedes law and is for a rectangular barge the
static draft divided by two.
2
D
KB e arg b = (3.98)
Center of gravity, KGis obtained by summarizing masses of the concerned vessel with the
length from the keel to the respective masses and divide the sum by the total mass. In case of
a barge with ballast and cargo, the distance from keel to center of gravity is obtained by eq.
(3.99).
o arg c ballast e arg b
o arg c o arg c ballast ballast e arg b e arg b
M M M
COG M COG M COG M
KG
+ +
+ +
= (3.99)
Metacenter radius BMis found by considering the geometry of the vessel and finding
equilibrium of rotation. The metacenter radius in case of small angles is calculated by eq.
(3.100). (J ourne and Massie (2001) p. 2-13)
D
B I
BM
12
2
=
V
= (3.100)
Small angles of motion
When assuming small angles of motion, we simplify our equations so that | | ~ ) sin( . The
graph in figure 3.15 illustrates the definition of small angles and how this approximation will
affect our calculations. The graph is a comparison of the angle | and the deviation between
) sin(| and| . In case of angles as large as 20 degrees, the deviation from the true value will
not be larger than 2%.

Figure 3.15. Sinus of small angles
45

3.6.5 Exciting force in roll
When considering the uncoupled roll motion of a vessel, contributions from wind should also
be taken into account. By assuming linear theory the contributions can be summed together as
in eq. (3.101).
) t ( M ) t ( M ) t ( M ) t ( M
wind D A | | | |
+ + = (3.101)
If a standard north sea barge is considered and the cargo is has a low center of gravity (or is
not much affected by the wind) the total exciting force is assumed equal the approaching
wave force for simplicity.
) t ( M ) t ( M
A| |
~ (3.102)
The approaching wave force can be calculated by using the Froude-Kriloff force which is
described in section 3.4.5 and assuming strip theory. Rotational force is considered, making it
necessary to multiply by the length to the force, which is y as shown in figure 3.01. The
approaching wave force is derived by eq. (3.103). (J ourne and Massie (2001) p. 7-9))
}}
| |
=
S
D A
ds n yp ) t ( M (3.103)
Where
|
n represent the direction of the motion. By substituting the hydrodynamic pressure
from eq. (3.45) into eq. (3.103), eq. (3.104) is obtained. In case of head sea, the wave forces
would be zero. By changing the wave direction to y direction in eq. (3.104), the waves are
perpendicular to the barge making the equation applicable for roll in beam sea.
} }

| |
e = =
2 / B
2 / B
2 / L
2 / L
kD
0 A
dxdy ) ky t sin( e g y M M (3.104)
The integral is solved in eq. (3.105) and eq. (3.106) using wolfram alpha which is
computational software. (http://www.wolframalpha.com)
( )
2 / B
2 / B
2
kD
0
k
) ky t cos( ky ) ky t sin(
e g L ) t ( M

|
(

e + e
= (3.105)

|
.
|

\
| t
e = |
.
|

\
| t
e
|
|
.
|

\
|
|
.
|

\
|
|
.
|

\
|
|
|
.
|

\
|
=

|
2
t sin * M
2
t sin
2
Bk
cos Bk
2
Bk
sin 2
k
e g L
) t ( M
0
2
kD
0
(3.106)
Notice that the exciting force in roll has shifted with an angle t/2 which seem logical since
the maximum heave force is happening on top of a wave crest, and the maximum roll force is
happening in the steepest part of the wave.
46

Wave force when wave frequency goes to zero
By substituting the formula for wave number in deep water from eq. (3.57) into eq. (3.106),
eq. (3.107) is obtained.
) 0 (
g L
M
4
0
3
0
|
|
.
|

\
|
e

=
(3.107)
This function doesnt tell us much since the formula is basically zero divided by zero, but the
boundary condition is discussed in section 4.4.2.
3.6.6 Natural period in roll
As discussed earlier the natural period an important parameter when analyzing motions of a
vessel. To calculate the natural period, the motion is assumed uncoupled from the other
degrees of freedom.
General formula of uncoupled natural period of roll
|
T is given provided by DNV, where the
mass moment of inertia equals the added mass plus the mass moment of inertia. (DNV-RP-
H103 (2011) 2.3.3.5)
|
| |
|
|
+
t =
e
t
=
C
A I
2
2
T
n
n
(3.108)
By substituting values for the mass moment of inertia and stiffness in roll (respectively eq.
(3.83) and eq. (3.96)) for a rectangular barge into eq. (3.108) the relation for natural period is
given in eq. (3.109).
BLD M = (3.109)
( )
( )
|
|
.
|

\
|
+
|
|
.
|

\
|
+
=
|
|
.
|

\
|
+
|
|
.
|

\
|
+
=
|
|
| |
|
|
|
t

t
I
A
KG B
GM g GM gBLD
I
A
KG B
M
T
e b n
1
12
2 1
2
1
12
2
2
2
2
2
2
arg ,
(3.110)
Where D is the static draft of the barge, B is the breadth of the barge, g is the gravity
acceleration constant,
|
A and
|
I are respectively the added mass moment and mass moment
of inertia given in section 3.6.1.
47

3.6.7 Solution
The equation of motion for roll motion is given in eq. (3.79):
|
.
|

\
| t
e = | + | + | +
| | | |
2
t sin M C B ) A I (
e 0

(3.111)

Where M is the total mass of the barge,
|
A is the added mass moment of inertia,
|
B
is the
damping coefficient,

|
C the stiffness coefficient, M
0
the force amplitude,
e
e the equivalent
wave frequency, t is time and | is the rotational motion of the barge. The force frequency has
shifted a half circle due to the phase shift in the external loading proven in section 3.6.5.
Table 3.05 shows examples of which formulas that can be used in the equation of motion and
which assumptions that is needed.
Table 3.05. Terms in equation of motion for roll
Term
Assumptions used
for general
formulas
General formulas in roll
for a vessel
Additional
assumptions for
barge
Barge formulas

|
I
}
dV r
body
2


Barge +cargo has
shape as a
rectangular box
Uniform weight
distribution

( ) ( )
2
2
2
12
KG B
M
+
A
|

Strip theory
No water on deck
) (
2
}
L
D
z
dx x a

Added mass is
unaffected by
wave frequency
No viscosity
Deepwater
4
i
2
B
L 5 . 0 |
.
|

\
|
t |

|
B
Energy relation in
fluid from
Newman
Empirical damping
values from
Chakrabarti
Linear wave theory
No water on deck
| =
|

eq
B B
BK L w e f eq
B B B B B B + + + + =


| =
|

eq
B B
BK L w e f eq
B B B B B B + + + + =

|
C
Correctly
calculation of
| GM
No water on deck
| V GM g
Rectangular barge
with flat bottom
| GM gBLD
) t ( M
|

Strip theory
Morison equation
Linear wave theory
Long relative wave
length
No other force
contributions than
approaching wave
forces
}}
|

S
D
ds n yp

Sinusoidal waves
B<5L
W
Deepwater
Beam sea
|
|
.
|

\
|
|
.
|

\
|
|
.
|

\
|
|
|
.
|

\
|

2
Bk
cos Bk
2
Bk
sin 2
k
e g L
2
kD
0

48


Particular solution
The equation of motion has the same form as the equation of motion presented in section
3.3.1, and the solutions of the equation will be in the same form as proven earlier.
The equation of motions is derived in section 3.3.2, and the same solutions are applicable for
roll motion. To understand the vessels behavior, the response with respect to displacement,
velocity and acceleration are of interest and is presented in eq. (3.112) to eq. (3.70). Mark that
the frequency used is the encounter force frequency,
e
e defined in section 3.4.5.
) t sin( ) t (
e p |
c + e | = | (3.112)
) t cos( ) t (
e e p |
c + e |e = |

(3.113)
) t sin( ) t (
e
2
e p |
c + e |e = |

(3.114)

Where the motion amplitude, | and phase amplitude
|
c , is given in eq. (3.115) and eq.
(3.116).
( ) ( )
|
|
| | |
|
=
+
= |
C
M DAF
r 2 r 1
C / M

0
2
2
2
o
(3.115)
2 ) A I ( C
B
tan
2
e
e
1
t

|
|
.
|

\
|
e +
e
= c
| | |
|

|
(3.116)
Where
|
DAF is the dynamic amplification factor,
|
C is the stiffness, M
0
is the force
amplitude,
|
r is the frequency ratio and
|
, is the damping ratio in roll. Its important to
notice the reduction in phase shift due to the phaseshift of the force amplitude as seen in eq.
(3.111) and eq. (3.106).
( ) ( )
2
2
2
r 2 r 1
1
DAF
| | |
|
+
= (3.117)
|
|
e
e
=
n
e
r (3.118)
| | |
|
|
|
|
+
= =
C ) A I ( 2
B
B
B
C
(3.119)

49


Homogeneous solution
The homogeneous solution is shown in section 3.3.4 and given for heave in section 3.5.7. The
homogeneous solution will be in the same form where the changes are defined in section
3.6.1.
Total solution
If the vessel is influenced by a sudden change in external forces, the homogeneous solution
must be taken into account, so that the total response of the system is the sum of
homogeneous solution and particular solution. To obtain eq. (3.120) linear theory is assumed
so that the total response is the sum of two responses.
) t ( ) t ( ) t (
h p
| + | = | (3.120)
If the motion has been uniformly increasing until the considered response is given we can
neglect the transient, homogeneous solution and the total response of the system will equal
the particular solution.
) t ( ) t (
p
| = | (3.121)
50

4. Results
The results are presented from numerical simulations and parametric studies. The calculations
is done in excel, and the relevant formulas needed for calculations is referred to by equation
number or table number and is found in chapter three.
Since most formulas used in the results are discussed thoroughly in the analysis part, the
result are presented as informative excel tables and charts where only key values are
discussed.
4.1 The case
Dynamic vessel response is normally calculated using different finite element software. To
calculate the hydrodynamic properties of vessels, the strip theory which is described in
section 3.4.6 must be applied. This is because hydrodynamic properties like radiation (added
mass and damping) and diffraction forces are normally not constant over the length of the
ship due to wave properties and geometrical changes of the ship.
In case of a rectangular barge, the hydrodynamic properties can be considered constant over
the length of the barge, making it easy to use the strip theory, even when the calculations are
done by hand. In case of ships it would be possible to divide the ship into ten or twenty strips,
do similar calculations as for the barge and do the integrations by summarizing the terms for
all strips to get the total response.
4.1.1 Input
The considered vessel is a North Sea barge which is used for standard tow operations in the
North Sea. The dimensions and weight of the barge is given in table 4.01.
Table 4.01. Standard North Sea Barge, input
Source: Greenway shipping, Greenbarge
Description Coefficient Value Unit
Totallength L 91,44 [m]
Totalbreadth B 27,43 [m]
TotalHeight H 6,10 [m]
Lightshipweight,barge M
barge 2361 [t]
Deadweight M
eq,max 9025 [t]
COGabovekeel COG
Barge 3,05 [m]
StandardNorthSeaBarge:

After the vessel is chosen, there are only two parameters which can be changed, (if no
appendages are added) the mass and the center of gravity. The natural frequency of a vessel is
dependent on mass, added mass and stiffness of the structure. Since the added mass is
assumed unaffected by frequency, (section 3.5.2 and section 3.6.2) the mass and stiffness
terms are based on the geometry and weight of the vessel, the natural frequency is only
dependent on the deadweight on the vessel (cargo, ballast, fuel, etc.).
51

Table 4.02 shows a loading case which is considered. This is the weight with the additional
center of gravity which gives the same natural frequency for both heave and roll which is
shown more clearly in section 4.3.3.
The values are chosen according to values relevant for a wave tank test of a North Sea
standard barge with a low roll period. (Magnuson (2010)
Table 4.02. Deadweight
Description Coefficient Value Unit
Totalweightofcargo M
Deadweighteq
4220 [t]
COGabovedeck 0,5H
Deadweighteq
0,10 [m]
TotalCOGabovekeel COG
Deadweighteq 5,90 [m]
Deadweight:

The density of seawater and gravity acceleration is shown in table 4.03
Table 4.03. Gravity and seawater density
Description Coefficient Value Unit
Gravityacceleration g 9,81
[m/s
2
]
Densityofseawater 1,025 [t/m
3
]
Ingravityandseawaterdensity:

52

4.2 Stability
The stability is calculated according to formulas provided in section 3.6.4
Table 4.04. Draft and freebord
Description Coefficient Value Unit Ref./eq.
Totalmass M 6581 [t] M
Cargo
+M
barge
Submergedvolume,barge 6420 [m
3
] M/
Draftbarge D 2,56 [m] /BL
Freeboard F 3,54 [m] F=HD
Draftandfreeboardofbarge
V
V

Freeboard for offshore transport in the open sea, should be larger than 0,5 meter because of
deck wetness requirement.
Table 4.05. Metacenter height
Description Coefficient Value Unit Ref./eq.
Centerofgravity,total KG 4,88 [m] eq.(3.99)
Centerofbouyancy KB 1,28 [m] eq.(3.98)
Metacentreradius BM 24,50 [m] eq.(3.100)
Metacenterheight GM 20,90 [m] eq.(3.97)
Transersestability(Crosssectionalstability)

Metacenter height for offshore transport in the open sea, should be larger than 0,3 meter, but
is normally chosen with respect to the delicacy of the operation. When GM is larger than
zero, the vessel is considered initially stable. In case of the considered loading defined in
table 4.02 the barge is stable with heavy weight with relative high center of gravity. This
would mean that ballast is not necessary in this specific case.
53

4.3 Natural period
4.3.1 Natural period, heave
Based on the general input given in section 4.1 one is able to calculate the natural period of
heave with a few assumptions.
- Uncoupled motion
- Added mass is calculated by half a circle multiplied by a factor C
A
. (independent on
wave frequency)
- The waterline area, A
W
is constant throughout the vertical movement
Table 4.06. Mass
Description Coefficient Value Unit Ref./eq.
Lightshipweight,barge M
barge
2361 [t]
Totalweightofcargo M
Deadweighteq
4220 [t]
Totalmass M 6581 [t] M
total
=M
j
Mass

Added mass calculated by consider the added mass as a half circle with diameter equal the
breadth of the barge, table 4.07. (Sarkar and Gudmestad (2010))
Table 4.07. Added mass, heave, calculated by half circle
Description Coefficient Value Unit Ref./eq.
Addedmass a
z,halfcircle 27697 [t] eq.(3.34)
Addedmass,heave,halfcircle

Table 4.08. Added mass, heave, calculated by DNV
Description Coefficient Value Unit Ref./eq.
Breadth/draft B/D 10,72 [] Table3.01
Addedmasscoefficient C
A
1,13 [] Table3.01
Referencearea A
R
591
[m
2
]
Table3.01
Addedmass a
z,DNV 31297 [t] eq.(3.36)
Addedmass,heave,DNV

The difference between the added mass calculated in table 4.08 and table 4.09 is that the
values calculated by DNV multiply with an added mass factor C
A
which take the breadth/draft
relation into account. The added mass calculated by DNV will be used in further calculation.
Table 4.09. Stiffness, heave
Description Coefficient Value Unit Ref./eq.
Stiffness c
z 25214 [kN/m] eq.(3.42)
Restoringforce,heave


54

Table 4.10. Natural period, heave
Description Coefficient Value Unit Ref./eq.
Addedmassratio a
z
/M 4,76 []
Naturalfrequencyinheave
nz
0,82
[m
2
]
eq.(3.60)
Naturalperiodinheave T
nz 7,70 [] eq.(3.62)
Naturalperiod,heave

4.3.2 Natural period, roll
Based on the general input given in section 4.1 and stability calculations in section 4.2 one is
able to calculate the natural period of roll with a few assumptions.
- Uncoupled motion
- Added mass is calculated according to section 3.6.2
- The barge and additional cargo has the shape as a rectangular box with uniform
weight distribution
- No viscosity

Mass moment of inertia
Table 4.11. Mass moment of inertia, roll
Description Coefficient Value Unit Ref./eq.
Totalmass M 6581 [t]
Massmomentofinertia I
464864
[tm
2
]
eq.(3.79)
Massmomentofinertia,roll

Added mass
In table 4.12, 4.13 and 4.14, three ways of calculating the added mass is compared with the
given load case from section 4.1. The three methods are all related to the draft of the barge
and the third case depends on the wave frequency.
Table 4.12. Added mass moment of inertia, roll, half circles
Description Coefficient Value Unit Ref./eq.
Addedmassmomentofinertia A
,halfcircles 261322
[tm
2
]
eq.(3.87)
Addedmassmomentofinertia,roll,halfcircles

Table 4.13. Added mass moment of inertia, roll, dnv
Description Coefficient Value Unit Ref./eq.
Breadth/draft B/D 10,72 [] Table3.04
Addedmasscoefficient
1
0,125 [] Table3.04
Addedmassmomentofinertia A
,DNV 651328
[tm
2
]
eq.(3.89)
Addedmassmomentofinertia,roll,DNV

The wave lengthL
w
is calculated by using the dispersion relation and assuming deepwater
condition. The calculation procedure is shown in section 3.6.2 and figure 3.13.
55


Table 4.14. Added mass moment of inertia, roll, predefined curve
Description Coefficient Value Unit Ref./eq.
Breadth/draft L
w
48,77 [m] eq.(3.90)
Addedmasscoefficient H 5,36 [] eq.(3.91)
Horizontalaxis 1,77 [] Figure3.13
Verticalaxis(read) 0,15 [] Figure3.13
Addedmassmomentofinertia A
,masscurve 679257
[tm
2
]
Figure3.13
Addedmassmomentofinertia,roll,addedmasscurve

In a case of ship shaped vessel which is closer to a cylinder shape, the added mass moment of
inertia in roll is in general small compared to the mass moment of inertia. This is because the
axis of rotation is the easiest way to rotate the ship, and the vessels are not able to displace a
lot of water in uncoupled roll. The case considered is of a massive rectangular barge where
the breadth is as large as one third of the length; the added mass will be more considerable.
For further calculations, the DNV formula used in table 4.13 is used for calculating the added
mass.
Table 4.15. Stiffness, roll
Description Coefficient Value Unit Ref./eq.
Stiffness C
1349004 [kN/m] eq.(3.96)
Restoringforce,roll

Table 4.16. Natural period, roll
Description Coefficient Value Unit Ref./eq.
Addedmassratio A

/I

1,40 []
Naturalfrequencyinroll
n
1,10
[m
2
]
eq.(3.60)
Naturalperiodinroll T
n 5,72 [] eq.(3.108)
Naturalperiod,roll

56

4.3.3 Comparison of natural period in roll and heave
Since the geometry of the barge is determined, the natural period in both heave and roll is
only dependent on the mass and center of gravity of the deadweight. Based on eq. 3.96 and
eq. 3.110 the dependency of mass and center of gravity is shown in eq. (4.02).

C
A I
2 T
e arg b , nz
|
| |
+
t = (4.01)
( )
|
|
.
|

\
|
+
|
|
.
|

\
|
+
=
) (
) (
1
12
2
) , (
1
2 ) , (
2
2
arg ,
M I
M A
KG B
KG M GM g
COG M T
e b n
|
|
|
|
t (4.02)

Figure 4.01 shows how the natural period of heave and roll relate to each other with increase
of weight (The barge can maximums take 9025 tons of extra weight). When the mass of cargo
is zero, the total weight of the barge will be the lightweight. The center of gravity (COG) is
the vertical center of gravity of the deadweight on the barge.

Figure 4.01. Natural period in roll and heave related to mass of deadweight
The slope of the natural period of heave undergoes a change when mass of cargo is 1200
tones. This is because of the added mass factor, C
A
equals one in case of low draft, and
increases for larger drafts.

57

From the graph we see that the natural period of heave and roll is the same when the mass of
cargo is 4800 tones and 6800 tones and the vertical center of gravity of the cargo is
respectively 15m and 10m. This is critical values where the largest displacement of heave and
roll happens at the same frequency.
Table 4.17. Comparison of natural frequencies in roll with results from wave tank test
Coefficient Value Unit
M
Deadweighteq 4220 [t]
COG
Deadweighteq 5,90 [m]
KG 4,88 [m]
radiusofgyration naturalperiod
r
xx
[m] T

[s]
Fromtanktest 8,48 6,00
Fromcalculations 8,40 5,72
Deviationin% 0,9% 4,7%
Comparisonofeigenfrequencies

Table 4.17 shows an example of the loaded standard North Sea barge with center of gravity
below deck. The tank test data is taken from Magnuson (2010), where a standard North Sea
barge with short roll period is considered. (Magnuson (2010) Table 1)
The deviation in radius of gyration and natural period is rather small taken the approximations
mentioned for the natural period of roll in section 3.6.
58

4.4 Wave parameters
The main objective of this report is to find general analytical formulas for vessel motions. The
wave parameters will therefore be chosen according to wave tank test data obtained by
Magnuson (2010) so that the values of roll motion can be compared with the values given in
the paper relevant for roll motions of barges.
Table 4.18 and table 4.19 shows to sets of wave parameters which is in resonance with the
natural period of heave and roll respectively.
Table 4.18. Wave parameters, resonance in heave
Description Coefficient Value Unit Ref/eq.
Waveamplitude
0 1,50 [m]
Waveperiod T 7,70 [s]
Wavefrequency 0,82 [1/s]
Wavenumber k(=0,82) 0,068 [1/m] eq.(3.57)
Waveparameters1(=
n,heave
)

Table 4.19. Wave parameters, resonance in roll
Description Coefficient Value Unit Ref/eq.
Waveamplitude
0 1,50 [m]
Waveperiod T 5,72 [s]
Wavefrequency 1,10 [1/s]
Wavenumber k(=1,10) 0,123 [1/m] eq.(3.57)
Waveparameters2(=
n,roll
)

The wave number, k, is calculated by assuming deepwater.
59

4.5 Exciting force
Exciting forces are calculated by wave using wave parameters from table 4.18 and table 4.19
and the relevant barge parameters are presented in section 4.1 and 4.3.
4.5.1 Exciting force, heave
Table 4.20 shows the exciting force amplitude, F
0
for the wave parameters chosen in table
4.18.
|
.
|

\
|
=

2
kL
sin
k
2
e g B F
kD
0 Az
(4.03)
|
.
|

\
|
=

2
kL
sin
k
2
e kg a F
2
kD
0
D 2
z Dz
(4.04)
Dz Az 0
F F F + = (4.05)
Table 4.20. Exciting force, heave
Description Coefficient Value Unit Ref/eq.
Approachingwaveforceamplitude F
Az
(=0,82) 381,77 [kN] eq.(3.56)
Diffractionwaveforceamplitude F
Dz
(=0,82) 229,45 [kN] eq.(3.56)
Maxwaveforce F
o
(=0) 37821 [kN] eq.(3.59)
Excitingforceamplitude F
0
(=0,82) 5539 [kN] eq.(3.56)
Excitingforceamplitudeinheave

The relevant exciting force amplitude is significantly lower than the maximum wave force for
the given wave frequency. The relation between wave period and the different force
contributions for the relevant wave height is showed more clearly in figure 4.02 and figure
4.03.
Table 4.21. Input, exciting force, heave
Description Coefficient Value Unit
Breadthofbarge B 27,43 [m]
Lengthofbarge L 91,44 [m]
Draft D 2,56 [m]
Minimumperiod T 9,37 [s]
Addedmass(2D) a
z
2D
342,3 [kg/m]
Waveamplitude
0 1,50 [m]
Input,waveforce,heave

60


Figure 4.02. Exciting wave force, heave, with wave amplitude, m 5 , 1
0
= .
Figure 4.02 shows a plot of how the heave force changes with wave. The equation is only
reliable for larger wave lengths which are proportional to wave period if deepwater is
assumed. In case of wave periods shorter than 9,5 seconds the wave force is assumed equal
the value at that period.
When the wave length is considered small related to barge breadth, the equation is very
unreliable as shown in figure 4.02 which shows the plot of eq. (4.05) for wave periods shorter
than 10 seconds. The approximation shown in figure 4.02 is the better choice.

Figure 4.03. Wave force, heave using eq. (3.56), wave periods less than 10 s.,
0
=1,5m.
61

4.5.2 Exciting force, roll
Table 4.22 shows the exciting force amplitude, M
0
for a specific choice of wave parameters
and barge loading case given in section 4.2 and section 4.4. The maximum wave force
happens according to eq. (4.06) at a wave frequency equal 1,09 rad/seconds or wave period
5,76 seconds, as shown in figure 4.04 and in table 4.22.
|
|
.
|

\
|
|
.
|

\
|
|
.
|

\
|
=

2
Bk
cos Bk
2
Bk
sin 2
k
e g L
M
2
kD
0
0
(4.06)
Table 4.22. Exciting force, roll
Description Coefficient Value Unit Ref/eq.
Maxwaveforce M
o
(=1,09) 158354 [kNm] Figure4.04
Excitingforceamplitude M
0
(=1,10) 158176 [kNm] eq.(3.106)
Excitingforceamplitudeinroll

In case of most realistic operations the vessel will never experience beam sea. The will try to
face the wave in head sea. If the wave force in roll is zero when the barge is facing the wave
and maximum in head sea, a sinusoidal relation between headsea and beamsea can be
assumed as shown in eq. (4.07).
) sin(
2
Bk
cos Bk
2
Bk
sin 2
k
e g L
) ( M
2
kD
0
0
o
|
|
.
|

\
|
|
.
|

\
|
|
.
|

\
|
= o

(4.07)
Where o is angle of ship direction where o=0 represent head sea and o=90
0
or
t = o represent beam sea.
In case of low periods (T<4,5s) the value of k is large meaning that the amplitude of the
cosine term in eq. (4.06) is considerable larger than the amplitude of the sine term meaning
that the equation will oscillate to a negative value. The momentum wave force is therefore
chosen to be constant in case of wave periods lower than 4,5 seconds as a simplification.
62


Figure 4.04. Exciting wave force, roll, wave amplitude,
0
=1,5m.
The exciting force has its peak at a wave period equals 5,76 seconds which has an associated
wave length of 52m in deepwater. This is close to two times the breadth of the barge which
seems logical since one side of the barge is located at one wave crest while the other side is
located at wave bottom as illustrated in eq. (4.08)
) B 2 L ( M M
w 0 max 0
~ = (4.08)
63

4.6 Particular solution
The particular solution represents the harmonic motion of a system with harmonic external
force after all initial responses are damped out.
4.6.1 Particular solution, heave
The largest motion values occur when the natural frequency is the same as the force
frequency. The considered solution is therefore when resonance occurs.
Heave damping
The damping is normally calculated by model testing to find the amplitude of the waves.
After finding the amplitude of the radiation waves, the lost energy of those waves can be
calculated by the radiation damping formula described in section 3.5.3. Since the damping is
related to the amplitude of the radiation waves, the damping ratio will change relating to the
motion of the barge and the frequency of the waves. For this case, the damping ratio is chosen
to 0,3 for convenience.
Particular solution amplitude, heave
The motion amplitude, Z is calculated by eq. (4.09), where the force, F
0
and stiffness, c
z
is
calculated in table 4.18 and table 4.09.
z
0 z
c
F DAF
Z= (4.09)
( ) ( )
2
z z
2
2
z
0
z
z
r 2 r 1
1
F
Zc
DAF
+
= = (4.10)

The phase angle is described as a relation between the frequency ratio and damping ratio.
When the motion is in resonance, the frequency ratio, r will be one, meaning that the phase
angle always is 2 / t in resonance.
|
|
.
|

\
|

= c

2
z
z z 1
z
r 1
r 2
tan (4.11)
2
) ( tan
1 1
1 2
tan ) 1 r (
1
2
z
z z 1
z
t
= =
|
|
.
|

\
|

= = c

(4.12)



64

Table 4.23, Particular solution, heave,
0
=1,5m
Description Coefficient Value Unit Ref./eq.
Frequencyratio r
z
1,00 [] eq.(3.70)
Dampingratio
z
0,30 []
Dynamicamplificationfactor DAF
z
1,67 [] eq.(3.69)
Phaseangle
z
1,57 [] eq.(3.68)
Motionamlitude Z 0,37 [m] eq.(3.67)
Velocityamplitude Z
e
0,30 [m/s] eq.(3.65)
Accelerationamplitude Z
e
2
0,24
[m/s
2
]
eq.(3.66)
Particularsolution,heave

Particular solution, heave
The response is expressed according to eq. (4.13) to (4.15) in figure 4.05.
) sin( ) (
z e p
t Z t z c e + = (4.13)
) cos( ) (
z e e p
t Z t z c e e + = (4.14)
) t sin( Z ) t ( z
z e
2
e p
c + e e = (4.15)

Figure 4.05. Particular solution in resonance, heave, wave amplitude,
0
=1,5m.
65

4.6.2 Particular solution, roll
The largest motion values occur when the natural frequency is the same as the force
frequency. The considered solution is therefore when resonance occurs.
Roll damping
The damping is normally calculated by model testing to find the amplitude of the radiation
waves and semi empirical formulas. A wave tank test has been conducted and analyzed by
Magnuson (2010). The damping for this particular case of wave amplitude,
0
=1,5m, wave
frequency, e=1,12rad/s, and barge input given in table 4.17, the damping is
|
b =1,1*10
5
kgm/s (Magnuson (2010) table 5a).. The damping ratio is calculated according to
eq. (4.14).
| |
| | | |
118 , 0
kgm 10 * 16285 , 4 * s / 1 12 , 1 * 2
s / kgm 10 * 1 , 1
I 2
B
B
B

2 5
2 5
n C
= =
e
= =
| |
|
|
|
|
(4.14)
Particular solution amplitude, roll
The motion amplitude, | is calculated by eq. (4.16), where the force, M
0
and stiffness, C
z
is
calculated in table 4.22 and table 4.15 respectively.
|
|
= |
C
M DAF

0
(4.14)
( ) ( )
2
2
2
r 2 r 1
1
DAF
| | |
|
+
= (4.15)
The phase angle is translated 90 degrees because of the face frequency change. So in case of
resonance, the angle is zero as shown in eq. (4.17)

2 r 1
r 2
tan
2
1
t

|
|
.
|

\
|

= c
|
| |

|
(4.16)
0
2
) ( tan
2 1 1
1 2
tan ) 1 r (
1 1
=
t
=
t

|
|
.
|

\
|

= = c

|

|
(4.17)





66

Table 4.24. Particular solution, roll,
0
=1,5m
Description Coefficient Value Unit Ref./eq.
Frequencyratio r

1,00 [] eq.(3.70)
Dampingratio

0,12 []
Dynamicamplificationfactor DAF

4,17 [] eq.(3.69)
Phaseangle

0,00 [] eq.(3.68)
Motionamlitude 28,01 [deg] eq.(3.67)
Velocityamplitude
e
30,77 [deg/s] eq.(3.65)
Accelerationamplitude
e
2
33,80
[deg/s
2
]
eq.(3.66)
Particularsolution,roll

Result of wave tank test
The resulting amplitude according to the wave parameters given in table 4.19 and barge cargo
given in table 4.17 the wave tank test gave an amplitude of 21,5 degrees in the given
conditions.
The motion amplitude calculated in table 4.24 gave a motion amplitude of 28,0 degrees which
is a difference of 30 %.
Particular solution, roll
The response is expressed according to eq. (4.18) to (4.20) in figure 4.05.
) t sin( ) t (
e p |
c + e | = | (4.18)
) t cos( ) t (
e e p |
c + e |e = |

(4.19)
) t sin( ) t (
e
2
e p |
c + e |e = |

(4.20)

Figure 4.06. Particular solution in resonance, roll, wave amplitude,
0
=1,5m.
67

4.7 Discussion of results
To calculate the response in heave and roll, assumptions has been made increasing the
uncertainties in the final results. The relevance of these uncertainties is discussed in this
section
4.7.1 Heave
Natural period
To calculate the natural period in heave for a barge without using a finite element method,
one must assume uncoupled motion, a rectangular shape, and uniform weight distribution. By
assuming uncoupled motions, the contributions from pitch (and the other degrees of freedom)
are neglected. The added mass is simply assumed equal the weight of water in half a circle
with diameter equals the breadth of the barge multiplied by a factor related to draft to breadth
ratio. This has proven a good assumptions relating to frequencies that inflict largest response
in case of resonance (the added mass is changing with different frequencies).
As seen from eq. (4.21) the rectangular shape assumption is cancelling each other out since
the waterline area (B (D)*L (D)) is included in both numerator and denominator. This means
that the added mass is the only significant uncertainty in case of natural period of heave if the
draft is known.
( )
( )
|
.
|

\
|
+ t =

|
.
|

\
|
+
t =
+
t =
M
a
1
g
D
2
) D ( L ) D ( B g
M
a
1 D ) D ( L ) D ( B
2
c
a M
2 T
z
z
z
z
nz
(4.21)
In case of ships, the formula for natural period will have a similar form, multiplied by a
waterline coefficient which takes the change in waterline into account.
Particular solution
The accuracy of the particular solution in heave is highly dependent on the encounter
frequency of the system. As discussed in section 3.4.1 the motion is dominated by different
terms (hydrostatics, damping and inertia) depending on the value of frequency ratio, r in eq.
(4.23).
( ) ( ) ( ) ( )
2
z z
2
2
z
z
0
2
e z
2
2
e z z
0
r 2 r 1
1
c
F
b ) a M ( c
F
Z
+
=
e + e +
= (4.22)
nz
e
z
r
e
e
= (4.23)
When calculating the response analytically, the interesting numbers are the peak values. The
natural period in heave was found to be 7,7s in section 4.3.1, which is considered a normal
wave period for wind waves with high energy in the North Sea (waves with T<5s or T>14s
is usually low energy waves). The barge and additional cargo must therefore be designed to
withstand a wave frequency with the same wave period as natural period which is the case of
resonance. The motion is then highly dependent on the damping ratio,
z
. The damping of
68

the system is assumed equal the radiation damping illustrated in section 3.5.3, meaning that
the radiation waves must be found by model testing. The damping ratio is then dependent on
wave frequency, making it impossible to calculate by analytical formulas alone. The damping
ratio was assumed to be 30% in heave for a barge which sounds reasonable since the
damping of a barge in heave is rather large.
The lack of damping ratio can be taken into consideration by doing a parametric study
between maximum heave motions and damping ratio as in figure 4.06. By assuming a
damping ration larger than 30 % the barge is designed to tolerate the relevant sea state by
designing for 0,37 meter motion amplitude with additional acceleration and velocity.

Figure 4.06. Max motion amplitude, heave, wave amplitude,
0
=1,5m.
69

4.7.2 Roll
Roll motion is different from the other degrees of freedom since its the rotation around the
weak axis of the system. When a system is rotating around its weak axis, relative small forces
can inflict larger responses. This results in significant radiation force contributions due to
viscosity making the associated coefficients in the equation of motion non-linear, while the
roll motions are calculated by assuming linear theory in this report.
Natural period
Both the general formula for the uncoupled roll period and the relevant formula for a
rectangular barge are given in eq. (4.26). In section 4.3.3 the natural period values where
calculated by an identical load case provided by Magnuson (2010), where the deviation where
0,9% less for radius of gyration and 4,7% less for the natural period.
To calculate the mass moment of inertia, the shape of the barge and additional cargo where
assumed equal a rectangular box with height KG 2 . This requires certain restrictions to how
the cargo is packed and shaped. With the given assumptions the mass moment of inertia
where represented by eq. (4.24).
( ) ( )
2
2
2
12
KG B
M
I + =
|
(4.24)
The radius of gyration is calculated by eq. (4.25) and is a function of mass and mass moment
of inertia. The mass is calculated by the assumption that the barge has a rectangular shape
with a flat bottom and constant draft. Since the deviation between the calculated radius of
gyration, r
xx
and the radius of gyration obtained in the wave tank test (Magnuson (2010)) is
less than one percent, the assumptions are pretty accurate for the given conditions. In case of
a higher KG 2 and larger cargo the calculations would not be that accurate.
M
I
r
xx
|
= (4.25)
The roll period is calculated by eq. (4.26) and is a function of mass moment of inertia, added
mass moment of inertia and the roll stiffness. The deviation between the calculated natural
period,
| n
T and the natural period obtained in the wave tank test is 4,7% which proves that
the stated assumptions in section 3.6 are pretty accurate in terms of calculating the natural roll
period.
|
|
.
|

\
|
+
|
|
.
|

\
|
+
=
+
=
+
=
|
|
| |
| |
|
|
|
t t t
I
A
KG B
GM g
C
A I
C
A M r
T
xx
n
1
12
2 1
2 2 2
2
2
2
(4.26)
When calculating the stiffness in roll, the barge is assumed rectangular with a uniform weight
distribution to calculate metacentric height, | GM and mass, M.
| |
|
GM Mg GM g C = V = (4.27)
70


The added mass moment of inertia is assumed equal the mass moment of inertia for water
surrounding the vessel multiplied by a draft to breadth ratio provided by DNV. This
assumption is reliable for the peak motion values where the coupled contributions to added
mass are assumed to be part of this term.
Particular solution
The motion amplitude of the particular solution in roll have been compared with results from
a wave tank test of a barge with the same parameters as the north sea barge with vertical
center of gravity equal 4,88 meter from the keel of the barge. When using the damping
frequency from the particular wave tank test, the amplitude of roll was calculated to be 30 %
larger than the results obtained from the wave tank test performed by Magnuson (2010).
Our interest is the peak response value which occurs either where the force is at its maximum
or the natural frequency is in resonance with the force frequency. In this case; resonance
occurs at the maximum force amplitude making this the most undesirable resonance case
possible.
Roll amplitude larger than 25 degrees with additional acceleration of 30 degrees/s
2
in 3 meter
waves would not occur in a real case. There are a few reasons why the roll amplitude
should be unreasonable high for this specific case.
- Since harmonic waves is assumed so that the vessel will experience every wave from
one direction. A real sea consists of irregular waves so that the barge would be
affected by waves with different wave heights, wave lengths and directions which
would neutralize the response and increase the damping in the system.
- The maximum wave force moment occurs at the same period as resonance. This is a
dangerous concern which should be avoided.
- The barge would move in head sea reducing the external wave force significantly. In
case of an angle of 20 degrees from head sea the force would be reduced making the
roll amplitude about 10 degrees in the same calculations as given in the previous
sections.
To calculate the roll amplitude, linear theory was assumed. This assumption is not sufficient
for calculating the roll peak values since the motion is non-linear with greatest differences
around resonance frequencies due to viscosity (J ourne, J .M.J . (2001) p.5).
The damping should be calculated by semi-empirical formulas provided by either ITTC-RP
(2011) or Chakrabarti (2000) where the damping is calculated according to given vessel
parameters, vessel speed, vessel motion and wave frequency. The radiation damping accounts
for approximately 30 % of the damping in case of the barge, making the other damping terms
very important. (ITTC-RP (2011))
( ) ( ) ( ) ( )
2
2
2
0
2
e
2
2
e
0
r 2 r 1
1
C
M
B ) A I ( C
M

| | |
|
| | | |
+
=
e + e +
= | (4.28)
71

72

5. Conclusion
The vessel response is calculated by considering all force contribution influencing the vessel
where the added mass, damping and diffraction forces relates to how the vessel is influencing
the surrounding water. The interaction between the vessel and water relates to the wave
frequency, vessel motion (in six degrees of freedom) and viscosity, making the contributions
irregular and impossible to calculate without certain assumptions.
In case of heave, the maximum response can be calculated by assuming a constant value for
added mass while doing a parametric study of the damping ratio. This is necessary since the
damping values are hard to obtain and must be found by tank tests and empirical methods.
The final motion should be compared to similar data since the peak values are highly
dependent on the damping.
The roll motion has a non-linear behavior making large deviation in the results compared to
real values. This is most important close to the peak response values which are the values of
interest. The peak values of the roll motion were compared to a relevant. The deviation
between the calculations provided in this report and a relevant wave tank test were 30 %
larger when using the specific value of damping found from the particular wave tank test the
results was compared with. The analytical calculations of roll motion can be used when
comparing different load cases as parametric studies. It gives a general opinion in how the
motion is affected by different cargo.
Vessel response is normally calculated using finite element software. To understand the
output of these programs and be able to change the relevant motion spectra, one must have a
certain understanding of how the motions is related to the different force contributions as
mass, added mass, damping, stiffness and external forces. These parameters are related to
geometry, weight distribution and sea state. The vessel response is for example greatly
influenced by the weight and center of gravity of the cargo.
73

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th
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th

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74

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