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Proceedings of the 10th International Conference on Stability of Ships

and Ocean Vehicles 1

A Simple Prediction Formula of Roll Damping of Conventional Cargo


Ships on the Basis of Ikeda’s Method and Its Limitation
Yuki KAWAHARA, Kazuya MAEKAWA, Yoshiho IKEDA
Department of Marine System Engineering, Osaka Prefecture University
Sakai, Japan
ikeda@marine.osakafu-u.ac.jp

ABSTRACT

Since the roll damping of ships has significant effects of viscosity, it is difficult to calculate it
theoretically. Therefore experimental results or some prediction methods are used to get the roll
damping in design stage of ships. Among some prediction methods, Ikeda’s one is widely used in
many ship motion computer programs.
Using the method, the roll damping of various ship hulls with various bilge keels are calculated
to investigate its characteristics. Ship hull forms are systematically changed by changing length,
beam, draft, midship sectional coefficient and prismatic coefficient.
On the basis of these predicted roll damping of various ships, a very simple prediction formula
of the roll damping of ships is deduced. It is found, however, that this formula cannot be used for
ships that have high position of the center of gravity. A modified method to improve accuracy for
such ships is proposed.
Keywords: Roll Damping, Simple Prediction Formula, Wave component, Eddy component, Bilge keel component

1. INTRODUCTION sections of a ship [Ikeda et al. (1976), Ikeda et


al. (1977a), Ikeda et al. (1977b), Ikeda et al.
In 1970’s, strip methods for predicting ship
(1978): All papers in English versions were
motions in 5-degree of freedoms in waves have
published as Reports of Dept. of Naval
been established. The methods are based on
Architecture, Univ. of Osaka Pref.]. The review
potential flow theories (Ursell-Tasai method,
of the prediction method was made by Himeno
source distribution method and etc), and can
(1981) and Ikeda (1982) with the computer
predict pitch, heave, sway and yaw motions of
program.
ships in waves in fairly good accuracy. In roll
motion, however, the strip methods do not The prediction method, which is now called
work well because of significant viscous Ikeda’s method, divides the roll damping into
effects on the roll damping. Therefore, some the frictional (BF), the wave (BW), the eddy (BE)
empirical formulas or experimental data are and the bilge keel (BBK) components at zero
used to predict the roll damping in the strip forward speed, and at forward speed, the lift
methods. (BL) is added. Increases of wave and friction
components due to advance speed are also
To improve the prediction of roll motions
corrected on the basis of experimental results.
by these strip methods, one of the authors
Then the roll damping coefficient B44 (=Roll
carried out a research project to develop a roll
damping moment (kgfm) / Roll angular
damping prediction method which has the same
velocity (rad/sec) ) can be expressed as follows.
concept and the same order of accuracy as the
strip methods which are based on B44 = B F + BW + BE + B L + B BK (1)
hydrodynamic forces acting on strips, or cross
Proceedings of the 10th International Conference on Stability of Ships
and Ocean Vehicles 2

At zero forward speed, each component 0.02


B 44
Prediction Method. Total
except the friction component is predicted for Prediction Method. Eddy Component
Prediction Method. Wave Component

each cross section with unit length and the 0.015


Prediction Method. Bilge Keel Component
Ikeda's Method. Total

predicted values are summed up along the ship Ikeda's Method. Eddy Component
Potential Theory. Wave Component
Ikeda's Method. Bilge Keel Component
length. The friction component is predicted by 0.01

Kato’s formula for a three-dimensional ship


shape. Modification functions for predicting 0.005

the forward speed effects on the roll damping


components are developed for the friction, 0
0.2 0.4 0.6 0.8 1

wave and eddy components. The computer ω

(a) OG/d = -0.2


program of the method was published, and the B 44

method has been widely used. Prediction Method. Total


Prediction Method. Eddy Component
0.06 Prediction Method. Wave Component
For these thirty years, the original Ikeda’s Prediction Method. Bilge Keel Component
Ikeda's Method. Total
method developed for conventional cargo ships 0.04
Ikeda's Method. Eddy Component
Potential Theory. Wave Component

has been improved to apply many kinds of Ikeda's Method. Bilge Keel Component

ships, for examples, more slender and round


ships, fishing boats, barges, ships with skegs
0.02

and so on. The original method is also widely


used. However, sometimes, different 0
0.2 0.4 0.6 0.8 1

conclusions of roll motions were derived even ω

though the same Ikeda’s method was used in (b) OG/d = -1.5
the calculations. Then, to check the accuracy of Figure 1 Comparison between Ikeda’s method
the computer programs of the same Ikeda’s and proposed one of roll damping at L/B=6.0
method, a more simple prediction method with B/d=4.0, Cb=0.65, Cm=0.98, φa=10°,
the almost same accuracy as the Ikeda’s bBK/B=0.025 and lBK/Lpp=0.2. (OG denotes the
original one has been expected to be developed. distance between water surface and center of
It is said that in design stages of ships, Ikeda’s gravity, and defined plus when the center of
method is too complicated to use. To meet gravity is below water surface.)
these needs, a simple roll damping prediction From this figure, the roll damping estimated
method was deduced by using regression by this prediction formula are in good
analysis [Kawahara et al. (2008)]. agreement with the roll damping calculated by
the Ikeda’s method for low position of center
of gravity, but the error margin grows for the
2. PREVIOUS PREDICTION FORMULA high position of center of gravity. The results
The simple prediction formula proposed in suggest that the previous prediction formula is
previous paper cannot be used for modern necessary to be revised.
ships that have high position of center of
gravity or long natural roll period such as large
passenger ships with relatively flat hull shape. 3. METHODICAL SERIES SHIPS
In order to investigate its limitation, the authors Modified prediction formula will be
compared with the result of this prediction developed on the basis of the predicted results
method and original Ikeda’s one out of its by Ikeda’s method using the methodical series
calculating limitation. Figure 1 shows the result ships. This series ships are constructed based
of the comparison with their method of roll on the Taylor Standard Series and its hull
damping. The upper one is on the condition shapes are methodically changed by changing
that the center of gravity is low and the lower length, beam, draft, midship sectional
one on the condition that the center of gravity coefficient and longitudinal prismatic
is high.
Proceedings of the 10th International Conference on Stability of Ships
and Ocean Vehicles 3

coefficient. The geometries of the series ships CW is the water-plane coefficient,


are given by the following equations.
f11 is constant and equal to 0.6 for the stern and 1.0
y1 = Q ( x ) + C P P( x ) + f11tT ( x) + nN ( x ) + f12 F ( x) (2) for the bow,

y2 = Q( x) + CW P( x) + f 21tT ( x) + nN ( x) + f 22 F ( x) (3) f12 is constant and equal to 0.05,


where f21 is constant and equal to 2.0 for the stern and 1.0
Q ( x ) = −30 x + 100 x − 105 x + 36 x
2 3 4 5 (4) for the bow,
P ( x ) = 60 x 2 − 180 x 3 + 180 x 4 − 60 x 5 (5) f22 is constant and equal to 0.15 for the stern and 0.1
(6) for the bow.
T ( x ) = x − 6 x 2 + 12 x 3 − 10 x 4 + 3 x 5
(7) However, occasionally, corrections of the
N ( x) = −0.5 x 2 + 2 x 3 − 2.5 x 4 + x 5
results obtained from the Eqs.2, 3 are required.
F ( x) = −26.562 x 6 + 105.74 x 5 − 162.71x 4 For example, if maximum of y1 exceeds 1.0, it
(8)
+ 116.58 x 3 − 34.532 x 2 + 0.6998 x + 0.7923 is adjusted to 1.0.
t = −3969.7C P6 + 16664.6C P5 − 28230C P4 Figures 2 and 3 show the sectional area
(9)
+ 24951C − 12205C + 3147.7C P − 335.67
3
P
2
P
curves obtained from Eq.2 and a body plan of a
(at stern side and CP<0.73) ship with Cb=0.84 (Cb : block coefficient) and
t = 113.64C P2 − 149.68C P + 50.221 (10) Cm=0.98 (Cm : midship section coefficient),
(at stern side and CP ≥0.73) respectively. Since the hull shapes used here
are conventional ones as shown in Figure 3, an
t = 96.339C P5 − 173.59C P4 + 159.75C P3 application of the deduced prediction method
(11)
− 113.4C P2 + 54.123C P − 10.686 to modern unconventional hull shapes, for
(at bow side and CP <0.72) example buttock-flow hull, should be careful.
t = 41.667C P2 − 49.167C P + 14.9 (12)
(at bow side and CP ≥0.72) 1
0.9

n = 5.7035C P3 − 30.16C P2 + 33.471C P − 10.606 (13)


0.8
Ratio to maximum area

0.7

(at stern side and CP <0.74) 0.6


0.5
CP=0.60 CP=0.85
CP=0.60 CP=0.80
0.4
n = −10.417C P2 + 13.458C P − 4.305 (14) 0.3
CP=0.55 CP=0.75
CP=0.70
CP=0.50
(at stern side and CP ≥0.74) 0.2
0.1
0

n = −1664.6C + 5596.7C − 7413.2C


5
P
4
P
3
P (15)
0 1 2 3 4 5
Stations
6 7 8 9 10

+ 4815.6C P2 − 1525.3C P + 186.79 Figure 2 Sectional-area curves of series model


(at bow side and CP <0.73) used in calculation.
n = 0.625C P + 0.4312 (16)
(at bow side and CP ≥0.73)
where
y1 is the non-dimensional value obtained by
sectional-immersed-area divided by maximum-
immersed-area,
Figure 3 An example of body plan of ship
y2 is the non-dimensional value obtained by with Cb=0.84 and Cm=0.98.
sectional-water-line-breadth divided by
maximum-water-line-breadth,
x is the non-dimensional value of longitudinal 4. PROPOSAL OF NEW PREDICTION
position when x is measured from the extremity METHOD OF ROLL DAMPING
of either the bow or stern, In this chapter, the characteristics of each
CP is the longitudinal prismatic coefficient, component of the roll damping, the frictional,
Proceedings of the 10th International Conference on Stability of Ships
and Ocean Vehicles 4

the wave, the eddy and the bilge keel without any modification in the simple
components at zero advanced speed, are prediction method developed in the present
discussed, and a simple prediction formula of study. It should be noted, however, the
each component is developed. frictional component is negligible for a full-
scale ship although it takes about 5-10% of the
The roll damping coefficient (B44) and
total roll damping for a small scale model.
circular frequency (ω=2π/Tw) are defined as
follows,
B B 4.2 Wave Component (BW)
Bˆ 44 = 44 2 (17)
ρ∇B 2g As well known, the wave component of the
B roll damping for a two-dimensional cross
ωˆ = ω (18) section can be calculated by potential flow
2g
theories in fairly good accuracy. In Ikeda’s
where ρ denotes water density, ∇ method, the wave damping of a strip section is
displacement volume, B beam and g is gravity not calculated and the calculated values by any
acceleration, respectively. potential flow theories are used as the wave
The relationship between B44 and N damping.
coefficient (Bertin) is as follows.
πBωˆ 4.2.1 Characteristics of the Wave
N = Bˆ 44 (ϕa in Eq.19 is in deg .) (19) Component
GMϕa
The reason why viscous effects are
significant in only roll damping can be
4.1 Frictional Component (BF) explained as follows. Figure 4 shows the wave
In Ikeda’s method, the friction damping at component of the roll damping for 2-D sections
Fn=0 is given by Kato’s formula as follows, calculated by a potential flow theory. We can
see that the component is very small for
4 sections with half breadth / draft ratio, H0=05-
BF = ρs f r f3ϕ a ωc f (20)
3π 1.5, particularly when area coefficient, σ is
where cf is frictional coefficient, rf is large. Usually, conventional ships have such H0
average radius from the axis of rolling and sf is at parallel middle body part. Then ships have
wetted surface area. These parameters in the relatively small wave roll damping, and
equation are given by the following equations, viscous effects play an important role in the
1
roll damping.
⎛ 3.22r f2ϕ a2 ⎞ 2 In Figures 5 and 6, calculated distributions
c f = 1.328⎜ ⎟ (21)
⎜ Tν ⎟ of the wave component of the roll damping are
⎝ ⎠
shown. The results for a full ship (Cb=0.8)
rf =
(0.887 + 0.145Cb )(1.7d + Cb B ) − 2OG
(22) shown in Figure 5 demonstrate that the
π damping created by the mid-ship body is very
s f = LPP (1.75d + Cb B ) (23) small, and that created by the stern body is
large. The results for a slender ship (Cb=0.5)
where φa denotes roll amplitude, T roll
shows two peaks at the cross sections of SS=3
period, ν dynamic coefficient of viscosity, OG
and SS=7. The reason why the peaks appear on
distance from calm water surface to the axis of
bow and stern parts can be easily understood
rolling (downward direction is positive) and d
from the calculated results shown in Figure 4.
draft, respectively.
Dependencies of the wave component on
In the present study, since the frictional
location of roll axis or center of gravity are
component of roll damping is already given for
shown in Figure 7.
a whole ship as Eqs.20-23, the formula is used
Proceedings of the 10th International Conference on Stability of Ships
and Ocean Vehicles 5

BW BW

0.5 σ = 0.9 0.015 OG/d = 0.2


OG/d = 0.0
σ = 0.7
0.4 OG/d = -0.2
σ = 0.5
0.01 OG/d = -0.4
0.3 σ = 0.3

0.2
0.005

0.1

0 0
0 0.5 1 1.5 2 2.5 3 0 1 2 3 4 5 6 7
H0 ω

Figure 4 Characteristics of roll damping Figure 7 Characteristics of roll damping


coefficient of wave component for two- coefficient of wave component for a whole ship
dimensional section at OG/d=0 and ω̂ =1.25. at L/B=5, B/d=3.5, Cm=0.94, Cb=0.8.
2
σ
H0
4.2.2 Proposed Formula of the Wave Roll
1.5
Damping
1

0.5
By fitting these predicted wave components
a simple prediction formula is deduced as
follows.
0
0 1 2 3 4 5 6 7 8 9 10
Stations

(×10-3)
BW x1 = B d , x2 = Cb , x3 = Cm , x4 = 1 − OG d , x5 = ωˆ
BˆW = A1 x5 ⋅ exp (-A2(LOG(x5 )-A3 )2 / 1.44 )
0.4

0.3 2
A1=(A11 x 4 +A12 x4+A13 )AA1
0.2
3 2
A2=-1.402 x4 +7.189 x4 -10.993 x4+9.45
0.1
6 5 4 3 2
A3=A31 x4 +A32 x4 +A33 x4 +A34 x4 +A35 x4 +A36 x 4+A37+AA3
0
0 1 2 3 4 5 6 7 8 9 10 x6=x4-AA32
Stations
AA1 = ( AA11 x3 + AA12 ) × (1 − x4 ) + 1.0
Figure 5 Longitudinal distribution of σ, H0 9 8 7
AA3=AA31(-1.05584 x6 +12.688 x6 -63.70534 x6 +
and roll damping coefficient of wave
6 5 4 3
component for a ship with L/B=5, B/d=3.5, 172.84571x6 -274.05701x6 +257.68705 x6 -141.40915 x6
Cm=0.94, Cb=0.8, OG/d=0 and ω̂ =1.25.
2 2
+44.13177 x6 -7.1654 x6-0.0495 x1 +0.4518 x1-0.61655 )
3 2
AA31=(-0.3767 x1 +3.39 x1 -10.356 x1+11.588 ) ⋅ AA311
2 2
σ
AA32=-0.0727 x1 +0.7 x1-1.2818
H0 3 2
AA311=(-17.102 x2 +41.495 x2 -33.234 x2+8.8007 ) ⋅ x4+
1.5

3 2
1
36.566 x2 -89.203 x2 +71.8 x2-18.108
6 5 4
0.5
A31=-7686.0287 x2 +30131.5678 x2 -49048.9664 x2 +
3 2
0 42480.7709 x2 -20665.147 x2 +5355.2035 x2-577 .8827
0 1 2 3 4 5 6 7 8 9 10
6 5 4
BW
Stations
A32=61639.9103 x2 -241201.0598 x2 +392579.5937 x2 −
(×10-3)
3 2
0.4 340629.4699 x2 +166348.6917 x2 -43358.7938 x2+4714.7918
6 5 4
0.3 A33=-130677 .4903 x2 +507996.2604 x2 -826728.7127 x2
3 2
0.2 + 722677 .104 x2 -358360.7392 x2
0.1 +95501.4948 x2-10682.8619
6 5 4
0 A34=-110034.6584 x2 +446051.22 x2 -724186.4643 x2
0 1 2 3 4 5 6 7 8 9 10
3 2
Stations + 599411.9264 x2 -264294.7189 x2
Figure 6 Longitudinal distribution of σ, H0 +58039.7328 x2-4774.6414
and roll damping coefficient of wave 6
A35=709672.0656 x2 − 2803850.2395 x2 +4553780.5017 x2
5 4

component for a ship with L/B=5, B/d=3.5, 3 2


− 3888378.9905 x2 +1839829.259 x2
Cm=0.94, Cb=0.5, OG/d=0 and ω̂ =1.25. − 457313.6939 x2+46600.823
6 5 4
A36=-822735.9289 x2 +3238899.7308 x2 -5256636.5472 x2
3 2
+ 4500543.147 x2 − 2143487 .3508 x2
+538548.1194 x2 − 55751.1528
Proceedings of the 10th International Conference on Stability of Ships
and Ocean Vehicles 6

6
A37 =299122.8727 x 2 -1175773.1606 x 2 +1907356.1357 x 2
5 4
depend on Kc. In Ikeda’s prediction method,
− 1634256.8172 x 2 +780020.9393 x 2
3 2
the distribution of the pressure created on a hull
− 196679.7143 x 2 +20467 .0904 surface by such separation bubble is assumed
2
AA11=AA111 x 2 +AA112 x 2 +AA113 as a simple shape for each shape of cross
2
AA12=AA121 x 2 +AA122 x 2 +AA123 sections on the basis of experimental results of
3
AA111=17.945 x1 -166.294 x1 +489.799 x1 -493.142
2 pressure distribution on hull surfaces. The
3 2 pressure value was determined as the
AA112=- 25.507 x1 +236.275 x1 -698.683 x1+701.494
3 2
calculated eddy components of the roll
AA113=9.077 x1 -84.332 x1 +249.983 x1 -250.787
3 2
damping for various cross sections are in good
AA121=-16.872 x1 +156.399 x1 -460.689 x1+463.848
3 2
agreement with measured ones. Then, the eddy
AA122=24.015 x1 -222.507 x1 +658.027 x1 -660.665 damping of a strip section is calculated by
3 2
AA123=-8.56 x1 +79.549 x1 -235.827 x1+236.579 following formulas.
2
A11=A111 x 2 +A112 x 2 +A113
⎧⎛ R ⎞⎛ OG R ⎞⎫
⎪⎜1 − f1 d ⎟⎜1 − d − f1 d ⎟⎪
3 2
A12=A121 x 2 +A122 x 2 +A123 x 2 +A124
4 ⎪⎝ ⎠⎝ ⎠⎪
3 2
A13=A131 x 2 +A132 x 2 +A133 x 2 +A134 BE′ = ρLPP d 2rmax
2
ϕaω ⎨ ⎬CP 0
3 2 3π ⎪+ f ⎛ H − f R ⎞
2

⎪⎩ 2 ⎜⎝ 0 1 d ⎟⎠
A111=-0.002222 x1 +0.040871x1 -0.286866 x1+0.599424
3 2
⎪⎭
A112=0.010185 x1 -0.161176 x1 +0.904989 x1 -1.641389
3 2 (25)
A113=-0.015422 x1 +0.220371x1 -1.084987 x1+1.834167
1
4
A121=-0.0628667 x1 +0.4989259 x1 +0.52735 x1
3 2
f1 = [1 + tanh{20(σ − 0.7 )}] (26)
2
-10.7918672 x1+16.616327
4
A122=0.1140667 x1 -0.8108963 x1 -2.2186833 x1
3 2 1
2
( )
f 2 = (1 − cos πσ ) − 1.5 1 − e −5(1−σ ) sin 2 πσ (27)
+25.1269741x1 -37.7729778
1
( )
4 3 2
A123=-0.0589333 x1 +0.2639704 x1 +3.1949667 x1 C P 0 = 0.87 e −γ − 4e − 0.1877 + 3 (28)
- 21.8126569 x1+31.4113508 2
4
A124=0.0107667 x1 +0.0018704 x1 -1.2494083 x1
3 2
B
H0 = (29)
+6.9427931x1 -10.2018992 2d
3 2
A131=0.192207 x1 -2.787462 x1 +12.507855 x1 -14.764856 S
3 2
σ = (30)
A132=-0.350563 x1 +5.222348 x1 -23.974852 x1+29.007851 Bd
3 2
A133=0.237096 x1 -3.535062 x1 +16.368376 x1 -20.539908
3 2
where, rmax is maximum distance from
A134=-0.067119 x1 +0.966362 x1 - 4.407535 x1+5.894703
center of gravity (roll axis) to hull surface, R is
⎛ 0.5 ≤ C b ≤ 0.85, 2.5 ≤ B / d ≤ 4.5, ωˆ ≤ 1.0 ⎞ bilge radius and σ is sectional area coefficient.
⎜⎜ ⎟⎟
⎝ − 1.5 ≤ OG / d ≤ 0.2, 0.9 ≤ C m ≤ 0.99 ⎠
The eddy roll damping of a whole ship is
(24)
calculated by integrating BE’ to longitudinal
direction.
4.3 Eddy Component (BE)
The eddy component of the roll damping is 4.3.1 Characteristics of Eddy Component
created by small separation bubbles or small In Figures 8 and 9, the longitudinal
shedding vortices generated at the bilge part of distribution of the predicted eddy component
midship section and large vortices generated at of the roll damping are shown for a slender
the relatively sharp bottom of bow and stern ship (Cb=0.5) and a full ship (Cb=0.8). The
sections. Although vortex shedding flow from eddy component of a slender ship is large at
oscillating bluff bodies is usually govern by bow and stern parts, and has a small peak at
Keulegan-Carpenter number, Kc, it was found mid-ship, as shown in Figure 8. For a full ship,
by Ikeda et al.(1978b) that the viscous forces however, the eddy damping at parallel middle
created by such small separation bubbles or body part becomes larger and longer as shown
small shedding vortices do not significantly in Figure 9. The component at stern is large as
Proceedings of the 10th International Conference on Stability of Ships
and Ocean Vehicles 7

a slender ship, but becomes small at bow part. (×10-3)


0.06
BE

Cb=0.5 , Cm=0.98
These may be caused by that both ships has Cb=0.5 , Cm=0.9
Cb=0.8 , Cm=0.9
similar V shape stern but the full ship has U 0.04 Cb=0.8 , Cm=0.98

shape bow section which is not thin and flat


shape as a slender ship. 0.02

Figure 10 shows the effect of midship- 0

section coefficient (Cm ) on the eddy damping. 0 1 2 3 4 5


Stations
6 7 8 9 10

The results demonstrate that the eddy Figure 10 Effects of midship-section


component of the roll damping of parallel body coefficient, Cm on eddy component of roll
parts of ships is significantly sensitive to Cm. damping for slender ships (Cb=0.5) and full
This is because of larger flow separation occurs ships (Cb=0.8).
at bilge corners of ships with large midship-
section coefficient. 4.3.2 Proposed Formula of the Eddy Roll
Damping
2

1.5
σ
H0
By fitting these predicted eddy components
a simple prediction formula is deduced as
1
follows.
0.5

x1 = B d , x 2 = C b , x 3 = C m , x 4 = OG d
0
0 1 2 3 4 5 6 7 8 9 10 4 L pp d 4 ωˆ ϕ a 4 ωˆ ϕ a
Stations Bˆ E = CR = CR
BE
3π ∇ B 2
3 π x 2 ⋅ x1
3
-3
(×10 )
0.04

BE 3
0.03 C R = AE ⋅ exp( B E1 + B E 2 ⋅ x 3 )
4
0.02 AE = (−0.0182 x 2 + 0.0155) ⋅ ( x1 − 1.8) 3 − 79.414 x 2
3 2
0.01 + 215.695 x 2 − 215.883x 2 + 93.894 x 2 − 14.848
0 B E1 = (−0.2 x1 + 1.6) ⋅ (3.98 x 2 − 5.1525) ⋅ x 4
0 1 2 3 4 5
Stations
6 7 8 9 10
{ 2
⋅ (0.9717 x 2 − 1.55 x 2 + 0.723) ⋅ x 4 + (0.04567 x 2 + 0.9408) }
Figure 8 Longitudinal distribution of σ, H0 B E 2 = (0.25 x 4 + 0.95) ⋅ x 4
and roll damping coefficient of eddy 3 2
− 219.2 x 2 + 443.7 x 2 − 283.3x 2 + 59.6
component for a ship with L/B=5, B/d=3.5, B E 3 = (46.5 − 15 x1 ) ⋅ x 2 + 11.2 x1 − 28.6
Cm=0.94, Cb=0.5, OG/d=0 and ω̂ =1.25.
⎛ 0.5 ≤ C b ≤ 0.85, 2.5 ≤ B / d ≤ 4.5 ⎞
⎜⎜ ⎟⎟
2 ⎝ − 1.5 ≤ OG / d ≤ 0.2, 0.9 ≤ C m ≤ 0.99 ⎠
σ

1.5
H0 (31)
1

0.5
4.4 Bilge Keel Component (BBK)
0
0 1 2 3 4 5 6 7 8 9 10 The bilge keel component is usually the
Stations
(×10 )
0.04
-3
BE largest one in the roll damping. The component
creates 50-80% of the total roll damping. The
0.03
component is created by shedding vortices
0.02
from the sharp edges of bilge keels due to roll
0.01
motion. The component can be divided into
0 two components, the normal force component
0 1 2 3 4 5 6 7 8 9 10
Stations (BN) and the hull pressure component (BS).
Figure 9 Longitudinal distribution of σ, H0 Both components are created by the same
and roll damping coefficient of eddy vortices from the edge of bilge keels. The
component for a ship with L/B=5, B/d=3.5, former one is created by the force acting a bilge
Cm=0.94, Cb=0.8, OG/d=0 and ω̂ =1.25. keel, and the latter by the pressure over the hull
Proceedings of the 10th International Conference on Stability of Ships
and Ocean Vehicles 8

surfaces in front and back sides of the bilge 11-13 to demonstrate the characteristics. In
keel. Figure 11 bilge keel component of the roll
damping of slender ships (Cb=0.58) and full
In Ikeda’s method, the pressure
ships (Cb=0.81) with different midship-section
distributions in front and back of a bilge keel
coefficients are shown. In the prediction the
are assumed on the basis of the measured ones,
area of bilge keels is systematically changed.
and are integrated over the hull surface. This
The results show that the roll damping
means that the method may be available for
component increases with increasing area of
any shape of cross section. Ikeda et at.
experimentally found that the magnitude and bilge keels. For full ships the increase of the
component is almost linear, but for slender
distribution of the pressure created by a bilge
ships it shows non-linearly increases. The
keel significantly depends on Kc.
magnitude of the component significantly
The roll damping due to the normal force depends on midship-section coefficients, but
acting on bilge keel is given by following not so sensitive on block coefficient Cb.
expressions. B BK
0.04
Cb=0.58 , Cm=0.94
⎛ ⎞
b BK /B=0.03 φ a =20° ω=1.1
8 b Cb=0.58 , Cm=0.99
BN = ρr 3l BK bBK ϕ aωf 2
⎜⎜ 22.5 BK + 2.4 ⎟⎟ (32) 0.03 Cb=0.81 , Cm=0.94
3π ⎝ rπfϕ a ⎠ Cb=0.81 , Cm=0.99

0.02

f = 1 + 0.3 exp{− 160(1 − σ )} (33)


0.01

where r is distance from the axis of rolling 0


0 0.1 0.2 0.3 0.4

to bilge keel, bBK is width of bilge keel, lBK is l BK /L PP

length of bilge keel and f is correction factor on Figure 11 Bilge keel component of roll
bilge radius to take the velocity increase there damping of slender and full ships for various
into account. bilge keel lengths and constant breadth (bBK).
B BK
The roll damping due to the hull pressure Cb=0.58 , Cm=0.94

created by bilge keels is calculated by Cb=0.58 , Cm=0.99


Cb=0.81 , Cm=0.94
0.02

following equations. Cb=0.81 , Cm=0.99

4 0.01

BS = ρr 2 d 2ωϕ a f 2 I (34)

1
0

I = 2 ∫ C P1l BK ds
-1.5 -1 -0.5 0
(35) OG/d (downward direction is positive)
d Figure 12 Effect of location of center of
gravity, or roll axis on bilge keel component of
where CP1 is pressure coefficient on hull
roll damping.
surface. The positive pressure coefficient
(CP1+) of face of a bilge keel and the negative (×109)
1
B BK (kgf ・ m ・ s/rad)

pressure coefficient (CP1-) of back side of a


S BK =86.4m 2 L PP =300m B=60m d=20m

0.75
bilge keel are given by following formulas.
0.5

C P+1 = 1.2 (36)


0.25 Cb=0.58 , Cm=0.92 Cb=0.58 , Cm=0.96
Cb=0.58 , Cm=0.98 Cb=0.81 , Cm=0.92
22.5bBK Cb=0.81 , Cm=0.96 Cb=0.81 , Cm=0.98
C P−1 =− − 1.2 (37) 0

πrfϕ a 0.1 0.2


l BK /L PP
0.3 0.4

Figure 13 Bilge keel component of roll


damping of slender and full ships with bilge
4.4.1 Characteristics of the Bilge Keel keels of the same area (SBK) but different
Component lengths.
Calculated bilge keel component of the roll
damping by Ikeda’s method are shown in Figs.
Proceedings of the 10th International Conference on Stability of Ships
and Ocean Vehicles 9

In Figure 12, effects of location of center of calculated by the original Ikeda’s method and
gravity on bilge keel component of roll the proposed method are compared on two
damping are shown for slender and full ships. kinds of ships. The results of these
As height of center of gravity decreases, or comparisons are shown in Figure 14.
OG/d increases, the bilge keel component These results indicate that the calculated
decreases. This is because relative flow speed values of roll damping by the proposed
at bilge corner decreases and flow separation at formulas are in good agreement with the roll
the edge of bilge keels weakens. damping calculated by the Ikeda’s method,
In Figure 13, effects of aspect ratio although the estimated values by using the
(=length/breadth of a bilge keel) on the roll proposed method have some errors about 10%
damping of ships with the same area bilge when ω̂ becomes larger for the ship with
keels are shown. It can be seen that the OG/d=-0.2 as shown in Figure 14. However,
component is not so sensitive with aspect ratio, the error margin becomes small in the low-
but increases with increasing aspect ratio, or frequency range because the bilge keel
more slender bilge keels for full ships with component is predominant.
large midship-section coefficients.
B 44
0.02
Prediction Method. Total
4.4.2 Proposed Formula of the Bilge Keel Prediction Method. Eddy Component
Prediction Method. Wave Component
Prediction Method. Bilge Keel Component
Roll Damping 0.015
Ikeda's Method. Total
Ikeda's Method. Eddy Component

By fitting these predicted bilge keel 0.01


Potential Theory. Wave Component
Ikeda's Method. Bilge Keel Component

components a simple prediction formula is


deduced as follows. 0.005

x1 = B d , x 2 = C b , x3 = C m , x 4 = OG d , x5 = ωˆ
x 6 = ϕ a (deg) , x 7 = bBK B , x8 = l BK LPP 0
0.2 0.4 0.6 0.8 1

Bˆ BK = ABK ⋅ exp( B BK 1 + B BK 2 ⋅ x3 BK 3 ) ⋅ x5
B ω
(a) OG/d = -0.2
ABK = f 1 ( x1 , x 2 ) ⋅ f 2 ( x 6 ) ⋅ f 3 ( x7 , x8 ) B 44

Prediction Method. Total


f 1 = ( −0.3651x 2 + 0.3907) ⋅ ( x1 − 2.83) 2 − 2.21x 2 + 2.632 Prediction Method. Eddy Component
0.06 Prediction Method. Wave Component
2
f 2 = 0.00255 x 6 + 0.122 x 6 + 0.4794 Prediction Method. Bilge Keel Component
Ikeda's Method. Total
2 2 Ikeda's Method. Eddy Component
f 3 = ( −0.8913 x7 − 0.0733 x 7 ) ⋅ x8 0.04 Potential Theory. Wave Component
Ikeda's Method. Bilge Keel Component
2
+ (5.2857 x 7 − 0.01185 x 7 + 0.00189) ⋅ x8
B BK 1 = {5 x 7 + 0.3x1 − 0.2 x8 0.02

2
+ 0.00125 x6 − 0.0425 x 6 − 1.86} ⋅ x 4
B BK 2 = −15 x 7 + 1.2 x 2 − 0.1x1 0
0.2 0.4 0.6 0.8 1
2
− 0.0657 x 4 + 0.0586 x 4 + 1.6164 ω
(b) OG/d =-1.5
B BK 3 = 2.5 x 4 + 15.75
⎛ 0.5 ≤ C b ≤ 0.85, 2.5 ≤ B / d ≤ 4.5 ⎞
Figure 14 Comparison between Ikeda’s
⎜ ⎟ method and proposed one of roll damping at
⎜ − 1.5 ≤ OG / d ≤ 0.2, 0.9 ≤ C m ≤ 0.99 ⎟
⎜ ⎟ L/B=6.0, B/d=4.0, Cb=0.65, Cm=0.98, φa=10°,
⎝ 0. 01 ≤ b / B ≤ 0.06, 0.05 ≤ l / L ≤ 0.4 ⎠
BK BK pp
bBK/B=0.025 and lBK/Lpp=0.2.
(38)
The results in Figure 14 suggest that the
errors come from the discrepancy of the wave
5. VALIDATION OF PROPOSED component between the proposed method and
METHOD the potential theory. Especially, this
discrepancy grows larger on condition of
To verify the validity of the proposed B/d=4.5 and OG/d=-0.2 ~ -0.5, so it should be
method, the values of the roll damping noted for the use of the proposed method on
Proceedings of the 10th International Conference on Stability of Ships
and Ocean Vehicles 10

this condition. This may be because the wave In Figure 16, the obtained results of the
component of the roll damping intricately extinction coefficient N are shown. The results
depends on frequency and locations of roll axis. demonstrate that the accuracy of Ikeda’s
Therefore, if more accurate prediction is prediction method decrease remarkably when
needed, the calculated wave damping by any the roll angle is small. However, the error of
potential theory should be used. roll damping becomes smaller for large
passenger ship and pure car carrier in condition
of large roll angle. For wide breadth and
6. LIMITATION OF IKEDA’S METHOD shallow draft car carrier, however, the roll
In recent years, the number of ships that damping calculated by Ikeda’s prediction
method is overestimated from the experimental
have buttock flow stern, such as large
passenger ship or pure car carrier, has been result for whole roll angle. This is pointed out
by Tanaka et al. (1981) that the effect of the
increasing. In such a type of ships, however,
bilge keel component on the roll damping
prediction accuracy of roll damping calculated
by Ikeda’s method might decrease remarkably. significantly decreases for the wide breadth and
shallow draft ships. Also, the discrepancies
In order to investigate its limitation, free roll
between the simple prediction formula and
decay tests are carried out by using three types
Ikeda’s method are attributed to differences
of model ships, large passenger ship (LPS),
between methodical series model and real
modern pure car carrier (PCC) and wide
model ship and to using out of its possible
breadth and shallow draft car carrier (WSPCC).
calculating condition. Then, the extinction
The principal particulars of these ships and the
coefficient N of large passenger ship is
body plan of large passenger ship are shown in
relatively large even for naked hull because of
Table 1 and Figure 15, respectively. As shown
relatively small bilge radius. Thus, Ikeda’s
in Figure 15, the ship has shallow stern-bottom
prediction method is valid only in large roll
with something like a skeg.
angle for modern type of ships with buttock
flow stern, and overestimate the roll damping
Table 1. Principal particulars of the ships for a very flat ship with large bilge keels.
LPS PCC WSPCC
Scale 1/125 1/96 1/96 N coefficient
0.1
LOA (m) 2.200 2.083 2.083 measured
Simple prediction formula (B F +B W + B E )

LPP (m) 1.933 2.00 2.00 Ikeda's Prediction Method (B F +B W +B E )


Ikeda's Prediction Method (B F +B W )
Breadth (m) 0.287 0.336 0.378 0.05

Draft (m) 0.067 0.0938 0.0772


Displacement(kg) 26.98 33.43 28.05
GM (m) 0.0126 0.0194 0.063 0
0 5 10 15 20

Tnr (sec) 1.88 2.06 1.05 roll angle

(a) Large passenger ship


OG/d -1.13 -0.071 -1.35 N coefficient

bBK/Breadth 0.0217 0.0217 Measured.


0.1 Simple prediction formula (B F +B W +B E +B BK )

lBK/LPP 0.225 0.225 Ikeda's Prediction Method (B F +B W +B E +B BK )


Ikeda's Prediction Method (B F +B W +B E )
Ikeda's Prediction Method (B F +B W )
0.05

0
0 5 10 15 20
roll angle

(b) Pure car carrier

Figure 15 Body plan of large passenger ship.


Proceedings of the 10th International Conference on Stability of Ships
and Ocean Vehicles 11

N coefficient
0.15
Measured.
engineering, the University of Michigan,
Simple prediction formula (B F +B W +B E +B BK )
Ikeda's Prediction Method (B F +B W +B E +B BK )
No.239
0.1
Ikeda's Prediction Method (B F +B W +B E )
Ikeda's Prediction Method (B F +B W )
Ikeda, Y., Himeno, Y., Tanaka, N (1976). "On
Roll Damping Force of Ship -Effects of
0.05

0
Friction of Hull and Normal Force of Bilge
0 5 10
roll angle
15 20 Keels-", Journal of the Kansai Society of
Naval Architects, Japan No.161, pp 41-49.
(c) Wide breadth and shallow draft car carrier
Figure 16 Comparison of roll damping Ikeda, Y., Komatsu, K., Himeno, Y., Tanaka, N
between Ikeda’s method and experimental (1977a). “On Roll Damping Force of Ship -
result. Effects of Hull Surface Pressure Created by
Bilge Keels-”, Journal of the Kansai
Society of Naval Architects, Japan No.165,
7. CONCLUSIONS pp 31-40
A simple prediction method of the roll
damping of ships is developed on the basis of Ikeda, Y., Himeno, Y., Tanaka, N (1977b). “On
the Ikeda’s original prediction method which Eddy Making Component of Roll Damping
was developed in the same concept as a strip Force on Naked Hull”, Journal of The
method for calculating ship motions in waves. Society of Naval Architects, Japan No.142,
Using the data of a ship, B/d, Cb, Cm, OG/d, ω̂ , pp 59-69
bBK/B, lBK/LPP, φa, the roll damping of a ship
can be approximately predicted. Moreover, the Ikeda, Y., Himeno, Y., Tanaka, N (1978).
limit of application of Ikeda's prediction “Components of Roll Damping of Ship at
method to modern ships that have buttock flow Forward Speed”, Journal of The Society of
stern is demonstrated by the model experiment. Naval Architects, Japan No.143, pp 121-
The computer program of the method can be 133
downloaded from the Home Page of Ikeda’s
Labo. Ikeda, Y., Fujiwara, T., Himeno, Y., Tanaka, N.,
“Velocity Field around Ship Hull in Roll
(http://www.marine.osakafu-
Motion”, Journal of the Kansai Society of
u.ac.jp/~lab15/roll_damping.html).
Naval Architects, Japan No.171, pp 33-45

Ikeda, Y (1982), “Prediction Method of Roll


8. ACKNOWLEDMENTS
Damping”, Report of Dept. of Naval
This work was supported by a Grant-in Aid Architecture, University of Osaka
for Scientific Research of the Japan Society for Prefecture
Promotion of Science (No. 18360415).
The authors wish to express sincere Ikeda, Y. (1984). “Roll damping”, 1ST
appreciation to Prof. N. Umeda of Osaka Symposium of Marine Dynamics Research
University for valuable suggestions to this Group, Japan, pp 241-250
study.
Kawahara, Y., (2008). “Characteristics of Roll
Damping of Various Ship Types and A
Simple Prediction Formula of Roll
9. REFERENCES
Damping on the Basis of Ikeda’s Method”,
Himeno, Y (1981), “Prediction of Ship Roll The 4th Asia-Pacific Workshop on Marine
Damping – State of the Art-, Report of Dept. Hydrodymics, Taipei, pp 79-86
of Naval Architecture & Marine

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