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Expected Sea
Conditions
Seakeeping Analysis
Expected Sea
Conditions
Resultant Vessel
Motions
Seakeeping Analysis
Expected Sea
Conditions
0.45
0.4
0.35
spectral density [m2/Hz]
0.3
0.25
0.2
0.15
0.1
0.05
0
0 0.1 0.2 0.3 0.4 0.5 0.6
frequency [Hz]
a) narrow b) broad
Multi-directional spectrum
Ocean Wave Statistics Methods
Wave buoys:
Ideal source for wave statistics
There is significant data available from wave buoys - however it costs $
to obtain due to expense of collection.
Hindcasting:
Use measured wind data to estimate waves produced using modelling
techniques.
Dependent on accuracy of models.
Remote Sensing:
Satellite imaging of ocean surface - again $
Visual Observations
Hogben & Lumb (1967) compared visual observations with
measured values from wave buoys.
H1/ 3 = 106
. Hobs
TZ = 0.73Tobs
T0 = 112
. Tobs
. ( Hobs )
0.75
H1/ 3 = 168
TZ = 0.82(Tobs )
0.96
. (Tobs )
0.96
T0 = 116
Visual Observations
For example Hogben & Lumb (1967) published
comprehensive atlas based on 2 million visual observations
from ships between 1953 and 1966.
http://www.globalwavestatisticsonline.com/
You will need to use the following email address as the user name :
G.Macfarlane@mte.amc.edu.au
Where:
Standard Sea Spectra
In coastal waters where the fetch may be limited the
JONSWAP (Joint North Sea Wave Project)
spectrum may be used.
Standard Sea Spectra
Simplified ITTC spectrum called the Pierson-
Moskowitz spectrum is sometimes used, which has
windspeed as its only variable.
Standard Sea Spectra
Vessel Motions
Expected Sea
Conditions
1.2
SEALAM
1 Towing Tank
Full Scale
Heave RAO (m/m)
0.8
0.6
0.4
0.2
0
0 0.2 0.4 0.6 0.8 1 1.2
1.2
SEALAM
1
Towing Tank
Pitch RAO (deg/deg)
0.6
0.4
0.2
0
0 0.2 0.4 0.6 0.8 1 1.2
Encounter Frequency (Hz)
Encounter Frequency
As ships move through the water the rate at which they
encounter waves is dependent on their speed and direction.
For a head sea the encounter frequency is higher than the wave frequency.
For a beam sea the encounter frequency equals the wave frequency.
In a following sea the encounter frequency is initially positive, meaning that the waves overtake the
vessel, passes through zero and then goes negative which means that the vessel overtakes the waves.
Encounter Frequency
Bretschneider spectrum modal period
11secs,sig wave heght 2m at 0 knots and
10 knots head sea
0.7
0.6
0.5
zero speed
0.4
0.3 10 knots head
sea
0.2
0.1
0
0 0.5 1 1.5 2 2.5 3
frequency ( rad/sec)
Motions
Using these RAOs the motions may be determined by assuming that the response
function is linear with respect to wave height and that the principle of
superposition holds. (The principle of superposition states that the response of a
body to a spectrum of waves is the sum of the individual waves).
z (ωe )
RAOz (ωe ) =
ζ (ωe )
then it follows that the motion response spectrum, Sz( e), is given by:
• deck wetness
• ability of crew to keep working despite motions
Significant Motions
0.6
∞
0.5 m0 = S x (ω e )dω e
heave spectral density ( m*m/hz
0
0.4
0.3
σ 0 = m0
0.2
HeaveSIG = 4 m0
0.1
0
0 0.2 0.4 0.6 0.8 1
-0.1
frequency hz
Absolute Motions
centre of gravity
Absolute Motions
Absolute vertical motion , sz, of a position (px,py,pz), due to
heave, pitch and roll is given by:
sz = z + p y φ − p xθ
the amplitude and phase of the absolute vertical motion is given by:
s z 0 = A2 + B 2
B
tan ε z =
A
May cause:
• decelerations and local structural damage
• transient vibratory stresses (whipping) elsewhere in the hull.
Occurs when:
• the bow of a ship is buried in the sea and throws solid
water and spray into the air.
Voluntary Involuntary
Resistance in waves
Resistance
Time
Propeller Emergence
• Motion sickness
20%
10%
rms vertical acceleration [ms^-2]
5%
2%
0.1
0.1 1
30 Minute
1
2 Hour
8 Hour (tentative)
0.1
0.1 1
The time period after which severe discomfort (sea sickness) occurs
Motion Sickness Incidence (MSI)
Analysis limitations:
• Experiment subjects limited to young men - sea sickness
incidence varies with age, sex and race.
• Statistically, tolerance to motions increases with time at
sea, therefore ferry passengers are likely to be more
susceptible to motion sickness than the crew.
• Additional influences such as vision, fear, odours etc.
affect sea sickness, but their effects have not yet been
quantified.
• Performance may be degraded before vomiting occurs.
Subjective Motions (SM)
Analysis will give an indication on the ability of the crew
to perform tasks
1.43
s30
SM = A
g
where:
s30 is twice the rms vertical acceleration
[ ( )][
A = 1 - exp - 1.65ω e2 75.6 − 49.6 log e ω e + 13.5(log e ω e )
2
]
Subjective Motions (SM)
25
Intolerable
20
Hazardous
Subjective Motion
15
Severe : necessary to 'hang on' all the time
10
Serious
5
Moderate
0
0 1 2 3
rms Lateral Acceleration m/s2 Motion Induced Interruptions per Minute Rating Level
Current design criteria for crew performance for naval vessels, after ABCD Working
Group on Human Performance at Sea (1995)
Probability of Exceeding Criteria
Assuming the probability density function of the
motions is a Rayleigh distribution
Possible to evaluate the probability of exceeding critical
value zcrit given the variance of the motion energy
spectrum, m0z.
−z 2
2m0 z
Author Ship type Slamming Wetness Propeller Vertical
emergence acceleration
Ochi and Merchant Probability Probability
Motter 0.03 0.07
(1974)
Shipbuildin Merchant Probability Probability Probability
g Research 0.01 0.02 0.1
Association
of Japan
(1975)
Lloyd and Merchant 120/hour
Andrew
(1977)
Aertssen Merchant Probability Probability
(1963, 1966, 0.03 or 0.04 0.25
1968, 1972)
Yamamoto Merchant Probability Probability Probability of
(1984) 0.02 0.02 at FP exceeding
0.4g at bridge
= 0.05
Author Ship type Slamming Wetness Propeller Vertical
emergence acceleration
Kehoe Warship 60/hour at 60/hour at
(1973) 0.15L FP
Lloyd and Warship 36/hour avg. SM = 15
Andrew
(1977)
Andrew and Warship 90/hour avg. SM = 12
Lloyd
(1981)
Comstock et Warship 20/hour 30/hour 0.2g RMS at
al. (1982) bridge
Walden and Warship Probability Probability
Grundmann 0.03 0.07
(1985)
Seakeeper
Based on Strip theory of Salvesen, Tuck & Faltinsen (1970):
· Integrate the added mass and damping over the length of the
vessel
· Put these values into the equations of motion and solve them.
Seakeeper
· The motions vary linearly with wave amplitude, which is usually valid for slender
vessels operating in waves of small amplitude. However, extreme motions tend to be very
nonlinear.
· There is no flow between strips, i.e. the motion is two-dimensional. Whilst this is clearly
incorrect, the results are surprisingly accurate.
· Viscous damping terms are negligible (a poor assumption for roll, but reasonable for
pitch and heave under most conditions).
· The presence of the hull does not affect the incoming waves.
Seakeeper
The mapping will not replicate the ship section exactly; the goodness of fit depends
mainly on the number of terms used in the mapping equation. However, the more
terms, the slower the computation.