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3. Liaise with ISSC, the Ocean Engineering 2.1. New Experimental Facilities
Committee, The Stability in Waves Com-
mittee and the Specialist Committee on 2.1.1. Actual Sea Model Basin, National
Performance of Ships in Service. Maritime Research Institute
4. Update existing ITTC Recommended Pro- The Actual Sea Model Basin (Figure 1) is a
cedure 7.5-02-07-02.5, Verification and very advanced indoor facility for the simulation
Validation of Linear and Weakly Non- of the actual sea environment, including wind
Linear Seakeeping Codes, to reflect the and waves, constructed at the National Mari-
outcomes of the Verification and Validation time Research Institute and completed at the
workshop held in 2010. end of August 2010. The length, width and
depth of the basin are 80m, 40m and 4.5m,
5. Investigate methodology for Verification respectively. A total of 382 segmented flap-
and Validation of fully non-linear seakeep- type absorbing wave makers are installed on all
ing viscous flow codes. peripheries of the basin. By numerical control
of individual segments, realistic wave field of
6. Develop a guideline for the verification the actual seas can be reproduced in the basin.
andoutline further developments required For model tests, a three degree of freedom tow-
for validation of hydroelastic seakeeping ing carriage is available. The main carriage,
codes. which has a rail span of 41m, travels up to
3.5m/s, and the sub-carriage installed below the
7. Jointly organize and participate in the joint main-carriage runs up to 3.0m/s and is
ISSC/ITTC workshop on uncertainty in equipped with a turntable. In addition to multi-
measurement and prediction of wave loads functional towing capability, auto-tracking
and responses. function is available for free running tests in
waves. For wind generation, removable blow-
ers are available and a fluctuating wind up to The Actual Sea Model Basin has 382 flap
10m/s can be generated. The basin has a central type absorbing wavemakers along the entire
control system of the wave makers, towing periphery except in front of the trim tank. The
carriages and the wind generators. All func- flap boards of the unit are connected to neigh-
tions of this basin are controlled synchronously. bors by watertight fan-like connection plates to
As a result, a high level of accuracy and repro- avoid discontinuity. Each unit is numerically
ducibility are achieved. controlled both for generation and absorption
and the entire water surface can be used for
The Actual Sea Model Basin is a rectangu- uniform wave field even in the case of short
lar tank with rounded corners. Dimensions of crested irregular wave generation.
the basin and its trimming tank are given in
Table 1 and Table 2. For the installation about The Actual Sea Model Basin has a X-Y-
2 meters of space is required at the backside of towing carriage. Main carriage travels the lon-
the flap. As a result, size of the water surface is gitudinal X direction, sub-carriage installed
about 76m x 36m. The four corners radius of blow the main carriage travels the transverse Y
curvature is 7.70m. direction and the turntable installed on the sub-
carriage rotate direction around vertical axis.
(a) 1.5 tonne platform (b) 5 tonne platform (c) 14 tonne platform
Figure 2. Three hexapod motion platforms in SNU
Table 3. Performance of 14 tonne Hexapod Platform
Speed
Displacement Acceleration
@1500 rpm @2000 rpm
Surge 144 cm 155 cm/s 200 cm/s > 0.9G
Sway 138 cm 138 cm/s 180 cm/s > 0.9G
Heave 84 cm 84 cm/s 110 cm/s > 0.9G
2
Roll 33 34/s 45 /s > 250/s
2
Pitch 33 37/s 49 /s > 250/s
2
Yaw 33 56/s 74 /s > 250/s
Figure 3. Scaled model tanks on the large and midsize platforms and a 2D tank on the small plat-
form
Figure 4. New Wavemaking Facility in Maneuvering and Seakeeping Basin (MASK), CDNSWC
Datta et al. (2013) used a linear time do- Van Walree and Turner (2013) presented
main GFM for the analysis of radiation forces the development and validation of a body exact
on a ship advancing with forced heave and GFM. Based on the weak scattered assumption,
they transformed hull surface vertically to ap- linear waves and Boussinesq-type shallow wa-
ply the linear free surface condition in a ter waves to evaluate the influence of nonlinear
nonlinear way on the incident wave surface. behaviour. They did not find significant differ-
They validated their results against motions ences between linear and nonlinear waves.
and pressures obtained with model experiments They performed an analysis of the hydrody-
with a patrol boat in head seas. Their method namic coefficients, wave loads, and motion
was shown to be able to capture the pressure responses for a LNG carrier and observed the
peaks occurring during slam events. influence of varying bathymetry.
(iii) 3D time domain Rankine Panel Methods Song et al. (2011) validated a weakly
nonlinear RPM consisting of a linear RPM
The Rankine Panel Method (RPM) uses a combined with nonlinear restoring and incident
distribution of singularities of much simpler wave forces for ship motions and structural
form compared to the GFM. However, in order loads on a container ship. They recommended
to satisfy the free surface condition also panels that to control the non-restoring horizontal
need to be distributed over the free surface and plane motions in steep stern quartering seas
the radiation condition requires an additional they carefully considered soft springs for better
numerical method such as a numerical beach. computational accuracy.
The distribution of singularities over the free
surface enables the relatively easy extension to You and Faltinsen (2012) developed a fully
nonlinear analysis. The RPM has gained sig- nonlinear RPM combined with a numerical
nificant popularity over the past decade. Also wave tank and numerical damping zone to
the RPM comes in multiple forms, ranging simulate the interaction between moored float-
from fully linear to body exact and a nonlinear ing bodies and waves in six degrees of freedom.
free surface condition. After presenting verification and validation
results they present a simulation of a moored
Zaraphonitis at al. (2011) performed Wigley hull in regular waves in shallow water.
seakeeping analysis of a medium speed con-
tainer vessel with a linear RPM. They also ap- Xu and Duan (2013) used a multi-
plied linear strip theory and a frequency do- transmitting formula with artificial wave speed
main GFM and compared the relative merits of to eliminate wave reflection on the artificial
the three computational methods of varying boundary, demonstrating that their method is
degree of complexity. capable of performing stable long time simula-
tions of floating bodies. Nan and Vassalos
Ommani and Faltinsen (2011) applied the (2012) included the m-terms in the body
linear time domain RPM for the hydrodynam- boundary condition of a RPM with a double
ics of semi-displacement vessels. They incor- body linearization.
porated transom effects by modeling a hollow
behind the transom based on an analytical ap- (iv) Higher Order Boundary Element Methods
proach and the unsteady flow is linearized (HOBEM)
about the steady flow including the hollow.
They showed results in good overall agreement In higher order BEMs the boundary sur-
with experimental data obtained in literature. faces are discretized with higher order bound-
ary elements avoiding some of the problems
Kim and Kim (2013) combined a linear introduced by the stepwise discretization of the
RPM with a numerical wave tank generating
traditional constant panel methods. The higher more efficient outer domain solution. Tong et
order elements allow for much smoother repre- al. (2013) presented a matched Rankine Panel
sentation of the velocity potential and its de- Method with a Green Function Method in the
rivatives and therefore require much less ele- outer domain.
ments compared to traditional panel methods
and allowing for much easier evaluation of Kjellberg et al. (2011) developed a nested
spatial flow derivatives. approach that combines a two-dimensional
numerical wave tank with a three-dimensional
He and Kashiwagi (2013) developed a fully nonlinear body exact boundary element
higher-order BEM within the frame of linear method using constant strength source panels
potential flow theory to predict the radiation that only resolves the 3D flow in vicinity of the
forces of a Wigley forced heave and pitch at hull.
forward speed. They used the Rankine source
as the kernel function. The results were com- Guo et al. (2012) presented a coupled nu-
pared to model experiments and other numeri- merical wave model using a Volume Of Fluid
cal solutions. (VOF) method to resolve the extreme wave
motions near a structure while using a BEM
Shao and Faltinsen (2012) presented an al- further upstream.
ternative formulation of the boundary value
problem in a body-fixed coordinate frame, Weymouth and Yue (2013) developed
avoiding the numerical difficulties associated physics-based learning models for ship hydro-
with the mj-terms and their derivatives. They dynamics. This approach uses a very limited
used a higher order BEM with cubic shape amount of high fidelity data points obtained
functions as solution scheme. They applied the from experiments or CFD computations com-
method to second order sum frequency excita- bined with a large amount of intermediate data
tion of ship springing. points for the same problem obtained from less
accurate but far more efficient methods such as
(v) Finite Element Methods linear potential flow methods. The approach
then uses both data sets to generate an im-
An alternative to Boundary Element Meth- proved prediction over the entire data range.
ods is the application of the Finite Element The aim is to achieve far more accurate simula-
Method to solve the potential flow problem. tions, while spending a minimum amount of
Hong and Nam (2010) used a FEM method to computational effort.
analyze second-order wave forces on side-by-
side moored floating bodies. Yan and Ma Maneuvering in Waves and Dynamic
(2011) used the quasi arbitrary Langrangian- Stability
Eulerian Finite Element Method based on fully
nonlinear potential flow theory to investigate There is a growing interest in the assess-
the nonlinear interaction between two floating ment of the dynamic stability of ships operating
structures. in waves, due to IMO activity regarding the
update of intact stability criteria. This devel-
(vi) Hybrid methods opment has led to an increased demand for
numerical methods capable of dealing with the
Usually hybrid methods consist of a sophis- problem of a ship maneuvering in waves.
ticated inner domain solution matched with a
Skejic and Faltinsen (2013) analyzed ship Developing techniques to accurately predict
maneuvering in waves by using a unified the magnitude of slamming events is still a key
seakeeping and maneuvering two-time scale focus for researchers. Yang et al. (2013) pre-
model. They used an approximated method for sented a technique to estimate slamming im-
slow drift second order drift forces combined pact loads and dynamic structural responses of
with a maneuvering model based on nonlinear containerships at an initial design stage using a
slender body theory. direct analysis method based on fluid-structure
interaction. The method is based on using a
Yu and Ma (2012) considered a frequency commercial CFD program (STAR-CCM+) and
domain strip theory solution transferred to the a structural analysis program (ABAQUS), re-
time domain with nonlinear restoring forces spectively. Bow and stern slamming loads were
incorporating rudder control and propeller calculated, but the authors undertook no valida-
forces. They applied the method to parametric tion. Rahaman and Akimoto (2012) used a
roll of container vessels. RANS based motion simulator to model slam-
ming of a modern container ship. The numeri-
Belenky and Weems (2012) used a linear cal method was successfully validated in regu-
GFM combined with nonlinear restoring and lar head waves and mechanism of slamming on
incident wave forces to determine the interde- the bow flare region analyzed based on visuali-
pendence of roll angles and rates. Van Walree zation of flow field.
(2012) used a very similar approach for the
behaviour of a destroyer in steep stern- Full-scale measurements are an extremely
quartering seas. effective mechanism for investigating slam-
ming behavior, although they are complex and
Kim and Sung (2012) extended a nonlinear expensive to conduct. Ogawa et al. (2012) ex-
time domain seakeeping panel method by add- amined the relationship between the occurrence
ing resistance, propulsion and maneuvering probability of a slamming induced vibration
force models. They calibrated the maneuvering and sea state based on the full-scale measure-
force model with captive model tests and car- ment data of two large container ships.
ried out numerical simulations for a container
vessel in waves. Jacobi et al. (2014) investigated the slam-
ming behaviour of a 98m high-speed catamaran
2.2.3. Rarely Occurring Events through the analysis of extensive full-scale
trials data. Slam occurrence rates were found
Slamming for a range of conditions and the influence of
vessel speed, wave environment and heading
Slamming is defined as an impact between determined. Since the ship was equipped with a
the hull of a vessel and the water surface. Keel, ride control system its influence on the slam
stern, flare or wet deck slamming can impart occurrence rates was also assessed. Identifying
significant global and local structural loads slam events in full-scale trials data can be chal-
onto vessels. The impacts can also induce vi- lenging; however Amin et al. (2012) introduced,
bration within the ship (known as whipping) described, applied and recommended the con-
and can ultimately lead to an increase in struc- tinuous wavelet transform as an effective
tural fatigue. means to identify and investigate the wave in-
duced hull vibrations in both the time and fre-
quency domains simultaneously.
Using experimental data for a hydroelastic Water Entry
model of a high-speed ferry, Dessi and Chiappi
(2013) analyzed the statistical properties of the The ability to accurately predict the loads
slamming impact process. One of their major and pressures on a body entering the water is
findings was that the impact statistics are fundamental to the slamming problem.
largely affected by the grouping of slams into
clusters, thus violating the hypothesis of mutual Korobkin (2011, 2013) continues to work
independence between successive impacts that on this fundamental problem. Korobkin (2011)
is at the basis of most of the statistical models. presented a numerical method to solve the
They also proposed a new criterion for slam- problem of symmetric rigid contour entering
ming identification based on the evaluation of water at a given speed based upon the so-called
the whipping bending moment. Generalized Wagner Model (GWM). The solu-
tion derived predicts accurately the hydrody-
Chen et al. (2012) having performed model namic force similar to Modified Logvinovich
experiments on a segmented hydroelastic Model (MLM) but additionally it gives access
model concluded that in larger sea states the to the pressure distribution, which is not avail-
influence of whipping has a major influence on able within MLM. This method was extended
the magnitude of the longitudinal bending mo- by Korobkin (2013) to accurately account for
ment. They also found that a linear hydroelastic the second stage of the flow, when the wedge is
theory can accurately predict the bending mo- already completely wetted and a cavity is
ment in small sea states. formed behind the wedge.
A hydroelastic model was used by Lavroff Drop tests provide the ability to obtain ex-
et al. (2013) and French et al. (2013, 2014) to perimental results for the water entry problem.
examine the slamming behaviour of large high Alaoui et al. (2012) conducted drop tests on
speed catamarans. Lavroff et al. (2013) per- cones (with and without knuckles) and hemi-
formed towing tank tests in regular seas to spheres at constant velocity. The experimental
measure the dynamic slam loads acting on the set up enabled impacts at high-speeds with
centre bow and vertical bending moments act- small velocity deviations. Good agreement
ing on the demihulls of the catamaran model as between numerical results using Impact++
a function of wave frequency and wave height. ABAQUS, ABAQUS/Explicit and FLUENT
Peak slam loads measured on the centre bow of codes and available experimental measure-
the model were found to approach the total ments were obtained.
mass of the model. French et al. (2013, 2014)
investigated slamming behaviour in irregular Panciroli (2012) conducted a series of drop
waves finding that encounter wave frequency test experiments on flexible wedges and found
and significant wave height are important pa- that large structural deflormations generate two
rameters with regard to centrebow slamming, fluid-structure interaction phenomena that
but that relative vertical velocity is a poor indi- never occur in rigid-bodies impact: (i) the repe-
cator of slam magnitude. tition of impacts and separation between the
fluid and the structure in the region character-
ized by the fluid jet generated during the water
entry and (ii) an underpressure region with a
cylindrical wavefront in the underwater
fluid/structure interface. Yamada et al. (2012)
used LS-DYNA whereby the fluid structure
interaction (FSI) is taken into account by cou- Extreme Accelerations on Small High-
pling fluid analysis and structural analysis in Speed Craft
each time step of time domain simulations.
Comparisons were made of the pressure distri- When operating in waves, small high-speed
bution and slamming impact water entry of a craft can experience extreme accelerations if
rigid wedge, with those determined by conven- the hull exits the water and slams upon re-entry.
tional Wagner theory. Modelling the wave impacts is a current indus-
try challenge and as such Rose et al. (2011)
Reynolds-Averaged Navier-Stokes Equa- used a vibro-impact oscillator to model non-
tions (RANSE) appear to be able to satisfacto- linear planing hull accelerations and predict
rily model the water entry problem. Swidan et extreme events in variable environments.
al. (2013) used quasi-2D drop test experimental Whilst Riley et al. (2011) presented a simpli-
measurements to validate the simulation of fied approach to quantifying the comparison of
symmetric wedge water impacts using RANSE, acceleration responses of small high-speed
with close agreement found between the ex- craft in rough seas and proposed the use of a
perimental and numerical results. Ride Quality Index (RQI).
PB : Brake power
3.1. Introduction
RT : Total resistance in a calm sea condition
The speed reduction coefficient fw is intro- (no wind and no waves)
duced in the 2012 Guidelines on the method of Vref : Design ship speed when the ship is in op-
calculation of the attained energy efficiency eration in a calm sea condition (no wind and
design index for new ships (EEDI), adopted by no waves)
MEPC.212(63). fw is a non-dimensional coef- Vw : Design ship speed when the ship is in op-
ficient indicating the ship speed reduction in a eration under the representative sea condi-
representative sea condition of wave height, tion
wave frequency and wind speed. As the repre- Rwave : Added resistance due to waves
sentative sea condition, Beaufort scale 6 was
Rwind : Added resistance due to wind
adopted by MEPC considering mean sea condi-
tion of north Atlantic and north Pacific. fw can D : Propulsion efficiency
be determined by conducting the ship specific S : Transmission efficiency
simulation on its performance at representative
sea condition. Subscript w refers to wind and wave sea con-
ditions.
In the following review of the state of the
art for the fw estimation process, ship resis- Symbols for representative sea conditions
tance as well as brake power in a calm sea con-
dition (no wind and no waves) is assumed to be D : Angular distribution function
evaluated by tank tests, which means model E : Directional spectrum
towing tests, model self-propulsion tests and H : Significant wave height
model propeller open water tests. Numerical S : Frequency spectrum
calculations can be used as equivalent to model T : Mean wave period
propeller open water tests or used to comple- : Angle between ship course and regular
ment the tank tests conducted to evaluate the waves (angle 0(deg.) is defined as the head
waves direction)
: Mean wave direction ( = 0 (deg.))
: Circular frequency of incident regular
waves
The representative sea conditions for ships dependent on marine area. Larger ships are
have to be determined first. The sea condition operated in relatively shorter wave length and
for the prediction of ship speed reduction is lower wave height waves than smaller ships.
Therefore, even in the same sea condition, ship where the brake power in the representative sea
speed reduction can be dependent on ship di- condition PBw equals to PB , which is the brake
mension, i.e. capacity of cargo, and ship type.
power required for achieving the speed of V ref
The direction of wind and waves are defined as
heading direction, which has the most signifi- in a calm sea condition. Where PBw can be
cant effect on the speed reduction. As ocean derived from the total resistance in the repre-
waves are characterised as irregular, the direc- sentative sea condition RTw , the properties for
tional spectrum should be considered. To ob- propellers and propulsion efficiency D should
tain the mean wave period from the Beaufort
be derived from the formulas obtained from
scale, the following formula derived from a
tank tests or an alternative method equivalent
frequency spectrum for fully-developed waves
in terms of accuracy, and transmission effi-
is used.
ciency S should be the proven value as verifi-
T = 3.86 H (1)
able as possible. The brake power can also be
where H is the significant wave height in me- obtained from the reliable self-propulsion tests.
tres and T is the mean wave period in seconds.
PB = RT V ( D S ) (5)
The directional spectrum E is composed of
frequency spectrum S and angular distribution The coefficient of the ship speed reduction
function D . fw is calculated by
E ( , ; H , T , ) = S (; H , T ) D( ; ) (2) f w = Vw / Vref ( 6)
at the point where
BS
S ( ; H , T ) =
AS
e 4 (3) PB at Vref = PBw at Vw . (7)
5
=Rwind
1
2
{
a AT CDwind (U wind + Vw ) Vref 2
2
} (9) Added resistance in irregular waves Rwave
should be determined by tank tests or a formula
equivalent in terms of accuracy. In cases of
CDwind should be calculated by a formula with applying the theoretical formula, added resis-
considerable accuracy, which has been con- tance in regular waves, Rwave, is calculated from
firmed by model tests in wind tunnel. More the radiation and diffraction components of
general formula can be applied when wind di- added resistance primary induced by ship mo-
rection is not longitudinal, e.g. Fujiwara and tion and wave diffraction in regular waves, Rwm,
Ueno (2006), Blendermann (1994). The verti- and the reflection component due to wave re-
cal profile of wind can be also considered. flection for the correction of added resistance
There are a few different models of vertical in short waves, Rwr.
variation for ocean waves such as models based
on power law (Blendermann, 1994) and loga-
rithmic approximation (DNV, 2010). These Rwave = Rwm + Rwr (10)
models can be applied for the more accurate
prediction of CDwind.
Table 4. Methods for added resistance prediction
Numerical method
Approaches Experiment
Slender-body theory 3D panel method CFD
Direct pressure integration (e.g. Faltinsen
et al, 1980, Kim & Kim, 2011) Direct pressure integration:
Added
Momentum conservation method (e.g. Added resistance = (Total
resistance
Maruo, 1960, Joncquez, 2009) Resistance in waves)
computation
(Resistance in cal water)
Radiated energy method (e.g. Salvesen, 1978)
Different formulations
A lot of
Quick for time-domain and
computationa Expensive
computation frequency-domain
l time
methods.
Remarks
In shot waves, Scale
Strong grid
empirical or Grid dependency dependency and
dependency
asymptotic should be observed in repeatability
in short
formula should be short waves. should be
waves.
combined. observed.
3.3. Calculation Methods for Added Resis- 3.4. Correction of added resistance in short
tance in Regular Waves waves, Rwr .
Ray theory formulation: Faltinsen et al. Added resistance in regular waves for cor-
(1980) recting Rwm is calculated as follows.
The integration in Eq. (11) is performed
1
over the non-shaded part (A-F-B) of the wa- R wr = g a 2 BB f (1 + CU Fn ) d (15)
terline as shown in Figure 21. 2
where
2 I 12 ( K e d )
d = ,
2 I 12 ( K e d ) + K 12 ( K e d )
V
K e = K (1 + cos ) , =
2
,
g
1
, B f ( )
=
B I
sin 2 ( )sin dl
+ sin 2 ( + )sin dl
Figure 21. Coordinate system for the added II
resistance calculation in the short wave range
dl is a line element along the water plane, w
is the slope of line element along the waterline,
and domains of integration are shown in Figure
22. Unified definition of the heading angle of
ship to wind and wave is used to prevent con- Guidelines on the method of calculation of the
fusion in MEPC, i.e. = 0 for head sea. attained Energy Efficiency Design Index for
new ships (EEDI), adopted by MEPC.212(63).
Ship types are defined in regulation 2 in Annex
VI to the International Convention for the Pre-
aft fore II
G
X vention of Pollution from Ships, 1973, as
I modified by the Protocol of 1978, as amended
w
waves
by resolution MEPC.203(62).
Y
Figure 22. Coordinate system for Rwr The Japanese delegation suggested a
method to estimate the coefficient fw from the
Effect of advance speed U is determined standard fw curves. When real ship data for
as follows: speed reduction are known, this method can be
an alternative method, which does not require
U = CU ( ) Fn computation or experiment. When this is the
(16)
case, the accuracy of real ship measurement is
essential. Otherwise, this approach can provide
The coefficient of advance speed in oblique inaccurate prediction of the coefficient fw.
waves CU ( ) is calculated as follows:
Example
CU ( ) = Max[FS , FC ] (17)
Each standard fw curve has been obtained
where on the basis of data of actual speed reduction of
existing ships under the representative sea con-
(i) B f ( = 0) < B fc or B f ( = 0) < B fs : dition in accordance with procedure for deriv-
FS = CU ( = 0) 310{B f ( ) B f ( = 0)} ,
ing standard fw curves. Each standard fw curve
is shown from Figure 23 to Figure 25, and the
FC = Min[CU ( = 0), 10] standard fw value is expressed as follows:
(ii) B f ( = 0) B fc and B f ( = 0) B fs :
fw = a ln(Capacity)+ b (18)
FS = 68 310 B f ( ) , FC = CU ( = 0)
58 68 CU ( = 0) where a and b are the parameters given in Ta-
and B fc = , B fs = . ble 5.
310 310
Table 5. Parameters for determination of
3.5. A Practical Estimation of fw from standard fw value
Standard Curve Ship type a b
Bulk carrier 0.0429 0.294
The design parameters in the calculation of Tanker 0.0238 0.526
fw from the standard fw curves should be consis- Containership 0.0208 0.633
tent with those used in the calculation of the
other components in the EEDI. Three kinds of
standard fw curves are provided for bulk carri-
ers, tankers and containerships, and expressed
as a function of Capacity defined in the 2012
Bulk carrier 4. CFD-BASED ANALYSIS ON
1.000 SEAKEEPING PROBLEMS : STA-
0.950 TE OF THE ART REVIEW AND
0.900 SUMMARY OF METHODOLOGY
fw 0.850
0.800
During the past two decades, thanks to the
rapid development of computer power, compu-
0.750
tational fluid dynamics (CFD) has been applied
0.700
0 50,000 100,000 150,000 200,000 250,000 to some seakeeping problems. In the broadest
Capacity sense, CFD method refers to all computa-
tional methods for fluid flow, including bound-
Observed fw of existing ships Draft standard fw curve regression
ary element methods (BEM), finite element
Figure 23. Standard fw curve for bulk carrier methods (FEM), finite difference, or volume,
methods (FDM/FVM), spectral methods, etc.
Tanker However, it is now generally understood that
1.000 the term CFD method concerns only the field
0.950 equations, i.e. the continuity equation and the
0.900 Navier-Stokes, or the Euler equation. There are
fw 0.850 several criteria for the taxonomy of CFD based
0.800
methods for seakeeping analysis as follows:
0.750
- Grid system: grid based method (FDM,
0.700
FVM, FEM) vs. particle method (SPH, MPS)
0 100,000 200,000 300,000 400,000
- Characteristics of flow I: inviscid vs. vis-
Capacity
cous (RANS, LES)
Observed fw of existing ships Draft standard fw curve regression
- Characteristics of flow II: incompressible
Figure 24. Standard fw curve for tanker (SIMPLE, fractional step) vs. compressible
(artificial compressibility)
Container ship - Treatment for interface: interface tracking
1.000 vs. interface capturing (VOF, Level-Set)
0.950
- Treatment for moving body: boundary-fitted
0.900
(re-mesh, overlapping) vs. immersed bound-
fw 0.850
ary
0.800
- Domain of problem : global flow vs. local
0.750 flow
0.700
0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 80,000 This is graphically summarised in Figure 26.
Capacity
Figure 26. Overall status of the art of CFD schemes: Field equation solvers
Table 6. Summary of CFD methodology for seakeeping analysis
D.G. R. Lhner et H. Miyata et Y. Kim et al.
C. Hu et al. J. Yang et al. P. Queutey et
Dommermut al. (George al. (Seoul
(Kyushu (Univ. of al.
h et al. Mason (Univ. of National
Univ.) Iowa) (ECN)
(SAIC) Univ.) Tokyo) Univ.)
Discretization
3rd QUICK / Improved
for convective CIP 3rd QUICK Galerkin QUICK MC Limiter
WENO Gamma
term
Density
THINC THINC
Free surface CLSVOF CLSVOF VOF VOF Function
(VOF) (VOF)
(QUICK)
LES
Remark LES Ghost Fluid RANS RANS
Method
The key technology in the application of The main reason for applying a CFD based
CFD methods to seakeeping problems, includ- method, as opposed to potential flow, to
ing ship motion and local free-surface flows, is seakeeping analysis is for calculation of prob-
how to obtain or trace the dynamic free-surface lems which contain strongly nonlinear phe-
profile. When grid methods are applied, there nomena such as breaking waves, large-
are several candidates to choose for the imple- amplitude ship motions and wake flows, etc.
mentation of dynamic and kinematic free- Besides the accuracy of physical modeling and
surface boundary conditions. For ship motion computational results, the colourful post-
problems, VOF (Volume of Fluid) and level-set processing of results and capability of simulat-
approaches are popular, but there has also been ing strongly nonlinear free surface flows are
recent work done using other methods. A good appealing to researchers and engineers. Up-to-
example is CIP (constrained interpolation pro- date numerical methods such as volume-of-
file) method. In contrast to grid methods, the fluid (VOF), level-set methods or particle
numerical treatment of the free surface in parti- methods provide reliable results even for the
cle methods is more straightforward. Most of violent flow problem in which the topology of
them adopt a Lagrangian method, i.e. particle the free-surface boundary is largely distorted,
tracking with time-marching. Along with the fragmented and merged. Recent turbulence
simulation of particle motions inside a fluid modeling such as RANS and LES become
volume, particle movement on the free surface quite popular and they provide reasonable nu-
can be used to trace its profile. At present merical results for an engineering purpose. The
commercial programs and the open source pro- major difficulty in the numerical simulation of
gram OpenFOAM are commonly applied and it strongly nonlinear wave-body interaction prob-
is likely that the application of these programs lems using a field equation solver is that a rigid
will be more popular in the future. body can move arbitrarily without coincidence
of the grid lines and body boundary, so that
some special treatment is required, such as re-
meshing, moving mesh or embedded (overset)
meshing techniques. Each scheme has its own
strengths and weakness and recent studies
clearly show a diversity of method applied with
no significant dominance of any one numerical
scheme. Furthermore, in spite of the improve-
ment of computational resources, there are still
doubts over the accuracy of CFD based meth-
ods due to the sensitivity of the solution to grid
spacing and time step size. For a three-
dimensional full-scale ship calculation CFD
methods still require very large computational
effort, which limits their application as a prac-
tical ship design tool.
Figure 27. Overset grid system (Sadat-Hosseini
Many computational results for ship mo- et al., 2013)
tions using CFD methods were produced in the
last few years (refer to Table 6 for an overview The group at Iowa University has led many
of CFD methods used for seakeeping). Orihara research projects on the ship resistance prob-
and Miyata (2003) solved the ship motions lem using CFD methods. Based on their past
problem in regular head wave conditions and experience in CFD computations, their work
evaluated the added resistance of a series of has extended to manoeuvering and seakeeping
different bow-form for a medium-speed tanker problems in recent years. For example, Carrica
in regular head waves using a CFD simulation et al. (2007) solved RANS equation with sin-
method called WISDAM-X. The Reynolds- gle-phase level set method for surface ships
averaged Navier-Stokes (RANS) equations free to heave and pitch in regular head waves.
were solved by the finite-volume method with The overset grid system which is shown in the
an overlapping grid system. Figure 27 was used for a rigid body movement.
More recently, Sadat-Hosseini et al. (2013)
validated CFD Ship-Iowa V4.5 for the ship
motions and added resistance of KVLCC2
tanker advancing at Fn=0.142 with fixed and
free surge in head waves.
Figure 28. S-175 containership advancing in Particle methods have also been applied to
large amplitude head waves (Hu et al., wave-body interaction problems. Sueyoshi
2008) (2004) and Doring et al. (2004) conducted
computations for motion analysis of two di-
Visonneau et al. (2010) conducted analysis mensional floating bodies with a hole using a
for ship motion problems using their CFD pro- particle based method such as moving particle
semi-implicit (MPS) and smoothed particle Figure 29 shows some sample results of the
hydrodynamics (SPH). These efforts may be a pierced box case.
useful foundation for damaged ship analysis.
As well as the above applications of pro- - ECN-CFD : CFD based method using
prietary codes, there have also been applica- RANS solver, ISISCFD (Ecole Centrale
tions of open source and commercial CFD de Nantes)
software to wave-body interaction problems.
Moctar et al. (2010) calculated the ship mo- - GL-CFD : CFD based method using un-
tions in regular head waves for /L=0.6, 1.1, structured FVM RANS solver, COMET
and 1.6 by using Comet and OpenFOAM based (Germanischer Lloyd)
on the RANS equations with finite-volume - KU-OU-CFD : CFD based method using
approach. Test ships were a containership CIP and THINC scheme, RIAM-CMEN
(KCS) and an oil tanker (KVLCC2). Recently, (Kyushu University and Osaka University)
the same group has continued to simulate vio-
lent ship motion by using OpenFOAM and For these test models, there was no clear
STAR-CCM+. The commercial software Star- advantage of any particular CFD based method
CCM+ developed by CD-adapco is becoming compared with potential flow based methods,
popular and Kim et al. (2013) showed the CFD as long as there are no strong nonlinearities or
simulations of ringing response of a gravity viscous effects. Also, numerical codes using
based structure in extreme sea states using this nominally the same method can produce differ-
technique. ent results meaning that the choice of numeri-
cal scheme and the procedure of implementa-
A comparative study for various seakeeping tion are both of critical importance for seakeep-
tools was conducted by Bunnik et al. (2010). A ing problems.
container ship and a ferry were chosen for
model ship. For the container ship, rigid body Another comparative study of CFD meth-
motions including hydrodynamic coefficients, ods for seakeeping was conducted by Larsson
added resistance, internal loads and relative et al. (2010). In this comparative study, the
vertical motions all calculated for 24.5 knots in performance of various CFD based methods
head seas while for the ferry, rigid body mo- was compared. Although most test cases were
tions, internal loads and relative vertical mo- for steady wave problems such as prediction of
tions were compared for 25.0 knots in head ship resistance, in some cases, the ship motions,
seas. All the numerical results were compared added resistance and roll decay were compared
with experimental data. In this comparative with experimental data. Test cases were for the
study, the participants based on CFD methods KVLCC2, KCS and DTMB 5415.
were as follows:
Larsson et al. (2011) analyzed the results of Although CFD based methods can be ap-
the comparative study and pointed out that the plied to wave-body interaction problems, they
number of grid points has an obvious effect on generally require massive computational time
both motions and resistance results. The predic- and thus offer few advantages unless violent
tion error is around 16 %D (standard deviation) flows or highly nonlinearity are involved. Thus,
for 1st harmonic motion amplitude and the many studies have focused on CFD computa-
smallest error averaged over amplitudes and tion to simulate violent local flows rather than
phase for motions is 2.66%D for CFDShip- three-dimensional wave-body interaction prob-
Iowa with the largest number of grids, 4.73M lems. Sueyoshi et al. (2005) have applied the
grid points. A comprehensive analysis of all MPS method for sloshing problem of a two
results is published in Larsson et al. (2014). dimensional tank. Nam and Kim (2006) intro-
duced the application of SPH, and Kishev et al.
A detailed study of both steady and un- (2006) have applied a CIP scheme for violent
steady ship motions is considered in Simonsen sloshing problems. Level-Set and SPH methods
et al. (2013), who compare experimental results have been applied by Colicchio (2007) for flip-
for the KCS to CFD predictions using both Star through phenomena during sloshing flows and
CCM+ and CFDSHIP-IOWA and a potential compared with experimental results. Kim
flow method. Attention is paid to the uncer- (2007) described experimental and numerical
tainty of both the measured and predicted quan- issues in sloshing analysis, and the comparison
tities. Overall agreement of the CFD with the between the SPH and SURF schemes has been
experimental data is good, with the steady-flow introduced. Wemmenhove et al. (2009) solved
quantities better predicted than the unsteady three-dimensional violent sloshing problems by
motions. In waves, the mean resistance was using ComFLOW code. Typical results of fluid
accurately predicted by the CFD, but the ampli- configuration are shown in Figure 30.
tude of the resistance variation with time is
underpredicted. This is consistent with other For the slamming problem, CFD methods
studies of the same phenomena using CFD. are not generally useful because the impact
pressure is quite sensitive to grid resolution and
A further comparison of the accuracy of time step. The water entry problem with impact
CFD methods to predict added resistance in occurrence is strongly nonlinear and regarded
waves is found in Soding et al (2012) where a as a non-memory problem, where the impulsive
comparison to a potential flow Rankine Panel pressure variation is involved in a similar man-
Method and experiments is made for a con- ner to sloshing-induced impact. This problem
tainer ship advancing in head waves. Predic- has been tackled by using SPH. Good examples
tions from the CFD method are close to ex- can be found in the work of Oger et al. (2006,
perimental results in the long wave region, but 2007) which solved 2D and 3D water entry
less accurate in shorter waves. impact problems. Kim et al. (2007) also applied
the SPH method for the water entry of wedges,
An example of the application of an over- and free surface evolutions have been com-
lapping grid method applied to large amplitude pared with experimental results. Particularly,
motions predicted using the Star CCM+ code is SPH has been applied for simulating both the
found in Peric and Schreck (2012), where cases non-cavity and cavity flows during impact.
of a free-fall lifeboat entering the free surface Recently, Oger et al. (2009) extended their
and the KRISO container ship advancing in SPH method to simulate hydroelastic impacts
oblique waves are addressed.
with strong fluid-structure coupling. An exam-
ple of their results is shown in Figure 31.
Figure 31. Visualisation of pressure field in water and Von Mises equivalent stress in structure at
various instants, Oger et al. (2009)
5. OVERVIEW OF SLOSHING EXPE- cally, and LNGCs with capacities greater than
RIMENTS 180,000 m3 appeared in the late 2000s (Figure
32). Although the capacity of LNG carriers has
been increased dramatically, the size of the
5.1. Introduction loads has remained nearly unchanged. Such
unbalance can result in the significant increase
Liquefied natural gas carriers (LNGCs) in sloshing loads in liquefied gas tanks.
with capacities of 138,000145,000 m3 were
the most popular in the market from the 1970s
to the 1990s. Starting in 2000, though, con-
struction of larger LNGCs increased dramati-
sloshing flows with strong nonlinear phenom-
ena, and computational fluid dynamics (CFD)-
based computation is not yet an appropriate
tool to replace experimental methods. For this
reason, in the last decade, highly systematic
methodologies or concepts for the experimental
assessment of sloshing loads have been studied
(e.g., Graczyk et al., 2006; Kuo et al., 2010),
and a few large experimental facilities have
been built for practical model tests. Such large
facilities with capacities of more than 3- or 4-
Figure 32. Recent trend of LNGC capacity tonne payloads were installed at GazTransport
and Technigaz (GTT), Marintek, Pusan Na-
The two major concerns in sloshing prob- tional University, and Seoul National Univer-
lems are the prediction of impact loads and sity (SNU) (Figure 33). In particular, very re-
coupling with floating-body motion. The latter cently, a hexapod with a payload of more than
concern is related to the motion dynamics of 10 t was introduced by SNU. This trend is
ships or offshore structures, but the former is mostly due to the demand for larger-scale
the main interest in LNG carrier design. De- model tests, which implies that the importance
spite many previous theoretical and computa- of and interest in sloshing are increasing among
tional efforts to predict sloshing pressure, not only naval architects but also ocean engi-
model scale testing is still considered as the neers.
most reliable approach for practical purposes.
Analytic approaches cannot simulate violent
Many studies were conducted in the 1970s and 3D experiments have become more popu-
and 1980s, which were mostly limited to small lar since the late 1990s and 2000s. Nowadays,
scale-model tests and/or 2D experiments, to the typical model scale of sloshing experiments
understand the physics of sloshing phenomena for practical LNG carrier design is in the range
and determine the magnitude of sloshing- of 1/601/40, and the 1/50 scale has become a
induced impact pressure on LNG containment sort of standard size for model tanks.
systems. Based on this foundation, larger-scale
Recently, high-performance data acquisi- In sloshing experiments, in addition to un-
tion and large data storage systems have al- certainty, there are many technical barriers to
lowed the capture of sloshing impact simula- the accurate measurement of impact pressure,
tions with a high sampling rate. Many studies e.g., the sensitivity of pressure sensors, scale
have been conducted based on an experimental effects, and appropriate media to simulate
approach (Lugni et al., 2006; He et al., 2009; LNG-NG flows. Because there is no experi-
Maillard and Brosset, 2009; Yung et al., 2009). mental technique on which everyone agrees
A real-scale impact test was carried out at the organizations with large sloshing experimental
Maritime Research Institute Netherlands facilities and classification societies have their
(MARIN) (Brosset et al., 2009; Kaminski and own procedures for sloshing experiments.
Bogaert, 2009). Previous experimental studies Some procedures or techniques are common,
were focused on sloshing phenomena and in- but there are some differences in the detailed
vestigation of the scale effect on sloshing. methodology. However, it should be mentioned
Many research activities were highlighted in that while some procedures/techniques are
the Sloshing Dynamics Symposium of the In- common, it does not mean that they are the best
ternational Society of Offshore and Polar Engi- or most appropriate. That is, there are still
neers (ISOPE) conference. Very recently, an many uncertainties in sloshing experiments,
ISOPE sloshing benchmark test was carried out which are not clear or validated. Therefore, it is
(Loysel et al., 2012), and the differences be- not appropriate to develop or suggest a unified
tween the experimental results of various ex- procedure for sloshing experiments at this time.
perimental facilities were observed. Instead, the committee would like to summa-
rize the current status of model-scale sloshing
In spite of the considerable efforts ex- experiments and the guidance
pended in experimental analysis, there are /recommendations of classification societies.
many uncertainties in these sloshing experi-
ments. Recently, Souto-Ielesias et al. (2011)
discussed uncertainty analysis of the experi- 5.2. Sloshing Experiment: Overview
mental setup. In terms of experimental instru-
ments, Choi et al. (2010) tested two piezoelec- Figure 34 shows a typical schematic dia-
tric sensors and discussed the effects of thermal gram of a measurement system for sloshing
shock, sensing diameter, and improper mount- experiments. A motion platform, which is con-
ing on the sloshing pressure. Pistani and Thiag- trolled by a motion controller, provides a
arajan (2012) thoroughly examined a motion model tank with six degrees of motion. Then,
platform, a pressure sensor, and a data acquisi- pressure sensors installed in the tank measure
tion system and observed the characteristics of the dynamic pressure on the tank walls. A data
instruments. Except for those papers, it is diffi- acquisition system converts electric pressure
cult to find studies on errors analysis of ex- signals into digital data. The acquired data is
perimental instruments. monitored in real time and saved to a data stor-
age server.
Figure 34. Schematic diagram of a measurement system for sloshing experiments
The greatest technical difficulty in the de- is not affected by surface roughness. It is also
sign and fabrication of a large platform is the important for the thickness of the acrylic layer
severe requirements of the motion characteris- to be sufficient to minimize the hydroelastic
tics. Since violent sloshing flows typically oc- behavior of a model tank. When the wall thick-
cur in harsh environments, all the motion prop- ness is not sufficient, the sloshing impact loads
erties, i.e., displacement, velocity, and accel- can cause hydroelastic vibration of a model
eration, must be large enough to simulate the tank, consequently resulting in unreliable
severe motion responses of ships and offshore measurement of pressure and flow.
structures. Furthermore, the accuracy of motion
signals should be carefully checked. The accu- Before an experiment with partial filling, it
racy of motion displacement and phase shift is desirable to carry out a hammering test. The
can be observed by using motion sensors such results of the hammering test can be used to
as optical sensing devices, accelerometers, predict the natural frequency of tank wall vi-
and/or potentiometers. To this end, it is desir- bration, and the period of this natural mode
able to use multiple sensing devices to cross- should be much smaller than the typical dura-
check accuracy. If the error in the motion am- tion of sloshing-induced impact pressure, so
plitude is larger than 3%5%, the platform mo- that the effect of hydroelastic vibration will not
tion sensors should be calibrated to increase have any effect on the impact process.
their accuracy.
When heavy gas is used in sloshing experi-
5.2.2. Model Tank ments in order to match the density ratio be-
tween LNG and NG, rather than that between
A model tank is generally made of acrylic so water and air, the model tank should be gas
that the detailed flow can be visually observed. proof. It is very important to ensure that the
Figure 36 shows typical 2D and 3D models for heavy gas does not leak during the experiment.
sloshing experiments. The model tank should Heavy gas (SF6 is typically used) can be harm-
be water-tight and the wall surface should be ful to humans, so safety should be guaranteed
very flat and smooth if there is no particular during the experiment.
reason to make it rough, so that sloshing flow
(a) 2D tank (b) 3D tank
Figure 36. 2D and 3D model tanks
Diameter
Group Maker Model Reference
(mm)
Ecole Centrale Loysel et al.
PCB 112A21 5.5
Marseille (2012)
XCL-8M-
Exxon Mobile Kulite 2.6 Yung et al. (2009)
100-3.5BARA
Loysel et al.
GTT PCB 112A21 5.5
(2012)
Loysel et al.
MARINTEK Kulite ~2.5
(2012)
Pusan National
Kistler 211B5 5.5 Choi et al. (2010)
Univ.
Seoul National
Kistler 211B5 5.5 Kim et al. (2011)
Univ.
Technical Univ. of Souto-Iglesias et
Kulite XTL-190 ~2.5
Madrid al. (2012)
Univ. of Duisburg- Loysel et al.
Kulite XTM-190 3.8
Essen (2012)
Mehl and Schreier
Univ. of Rostock PCB M106B 11
(2011)
Univ. of Western XCL-8M- Pistani and
Kulite 2.6
Australia 100-3.5BARA Thiagarajan (2012)
Recently, Ahn et al. (2013) conducted a and cold water. Sloshing pressures during the
comparative study on several pressure sensors regular and irregular motions were also meas-
in sloshing experiments. They used one pie- ured. Figure 37 shows an example of results
zoresistive sensor and three piezoelectric sen- from their comparative study.
sors, including two ICP sensors, in 2D tank
tests, and tested and compared the sensitivity to Pressure measurement can be performed by
temperature differences between the sensors using not only a single pressure sensor but also
and the medium by exposing the sensors to hot a cluster of sensors. Pressure sensors in 2 2, 3
3, 4 4, or any other n m combination can
be installed to measure local pressure in a cer-
tain area. Figure 38 shows two clusters sensors
with 3 3 and 2 2 configurations. These can
be used to analyze the spatial distribution of
pressure and observe the averaged local pres-
sure or force in the measured area.
5.2.4. Sampling Rate and Time Window When a prescreening test cannot be con-
ducted owing to cost and/or time limitations, a
It is known that the sampling rate in slosh- typical set of conditions for sloshing experi-
ing experiments should be high in order to cap- ments is listed in Table 8.
ture spikes in sloshing pressure. In general, it is
agreed that 20 kHz or greater is acceptable for Table 8. Typical experimental conditions for
most sloshing experiments (Kim et al., 2012; irregular motion (real scale)
Maillard et al., 2009; Ryu et al., 2009). Test
Description
condition
The size of the experimental time window is
15%, 30%, 70%, and 95%
still under discussion. Since impact pressures Filling levels
of tank height
occur randomly and the magnitudes of peak
pressures are also random, the size of the time Ship speed 5 knots
window can be a critical parameter in the sta- Heading
tistical analysis of impact loads. Thus far, a 5-h 150 and 90
angles
time window in real scale has been popular for
irregular experiments, but recent studies have Tz (modal period): 9.0 s and 11.0 s
shown that this may be insufficient for practical Hs (significant wave height) of 40-
LNG cargo containment system (CCS) design Sea states year return period for a 150 head-
(e.g., Ahn et al., 2013). It is not yet clear what ing, and 1-year return period for a
the optimum time window should be, but a 90 heading
minimum measurement time of 50 h has been Measurement
recommended by SNU and a measurement 5 hours for each case
time
time of 200 h been suggested by Bureau Veri-
tas. Test repetiti-
At least 2 times
ons
5.2.5. Test Conditions
5.2.6. Measurement Area
For the prediction of design loads due to
sloshing, the selection of the appropriate ocean It is obvious that sloshing pressure varies in
(i.e., motion) condition is a critical element in space. Therefore, the pressure sensors should
sloshing experiments. It is strongly recom- be installed in areas where largest impacts oc-
mended to carry out prescreening tests to de- cur. In general, large sloshing pressures are
termine irregular wave conditions. However, in measured around the still-water level in low
practice, such prescreening tests incur a large filling conditions and around the upper cham-
cost and require a long time. Therefore, the ber or the tank top in high filling conditions
type and number of the prescreening tests (see Figures 39 and 40). Therefore, more sen-
should be carefully chosen. For the ocean con- sors should be installed in these areas.
ditions to be used for main experiments, re-
In a practical experiment, e.g., for the de-
sign of an LNG CCS, more sensors are better
in order to cover more areas. In particular, for
areas of high impact pressure, the installation
of cluster sensors is highly desirable. It is also
important to understand that the magnitudes of
impact pressures can differ between the
weather and lee sides; therefore, the locations
of the sensors should be carefully chosen.
pled data is dependent on the threshold pres- Pmax occurs; the subscript indicates the time
sure and the sampling time interval. The when pressure becomes rise Pmax , decay Pmax . The
threshold pressure plays a key role in this se- up-crossing time is considered for the rise time
lection process. However, the criteria for se- and the down-crossing time is considered for
lecting these parameters have yet to be clearly the decay time. Type 1 thresholding applies the
defined. Therefore, the moving window size time when a certain absolute pressure is found,
and the threshold are varied to determine the regardless of the peak value. Conversely, type
reliability of the results. 2 thresholding measures the rise and decay
times at the instants when the pressure crosses
5.3.2. Peak Modeling the up and down percentages ( 100 ) of the
peak pressure, respectively. This method, based
Sampled peak pressure signals can be mod- on a relative-pressure concept, defines the
eled as simple triangular shapes, and thus, the times at which the rise and decay times should
characteristics of the peaks can be determined. be measured. Table 9 presents the current mod-
Figure 42 shows an example of peak modeling eling method used by test facilities and classifi-
and the main characteristics of a peak: peak cation societies. These different peak modeling
pressure ( Pmax ), rise time ( Trise ), decay time ( Tdecay methods may predict different impact proper-
), and total time ( Ttotal ). Peak pressure is defined ties.
as the maximum pressure value of the peak.
However, definitions of rise time and decay
time are different in many studies. According
to existing studies and guidance notes from
classification societies, rise time and decay
time can be categorized as follows:
Trise = t P
max
t Pthreshold up-crossing , (19)
Tdecay = t Pthreshold down-crossing t Pmax . (20)
- Weibull distribution:
([
1 exp ( x ) /
F ( x ) = ]
) (23)
- Generalized Pareto distribution: Figure 43. Example of Weilbull distribution of
1/ c sloshing impact pressure
F ( x ) = 1 + (1+ cx / ) (24)
As a follow-up of this joint workshop, four Figure 45. Flyer of 2nd ITTC-ISSC Joint
committees submitted technical papers to Workshop
Ocean Engineering. Seakeeping Committee
In this workshop, a benchmark test for mo- 7.2. ITTC Procedure 7.5-02-07-02.2,
tion and loads on a containership will be car- Predicting Power Increase in Irregular
ried out. The model ship is a real ship designed Waves from Model Experiments in
and tested in Korea. The benchmark test is a Regular Waves
blind test, in which the participants do not
know the results of experiment. Several repre- It was suggested that the biggest change in
sentative results will be presented at the joint procedure should be the inclusion of a section
workshop. to address directional spectrum with short
crested components. It was concluded that oth-
er aspects of procedure would essentially re-
7. ITTC RECOMMENDED main the same. There was a discussion with
PROCEDURES regards to applicability of various simulation
efforts to calculate added resistance. The
thought was whether there would be a future
7.1. ITTC Procedure 7.5-02-07-02.1, area of the procedure that might incorporate
Seakeeping Experiments simulation combined with experimental results
to determine added resistance. Based on this
This procedure is well written and mature. discussion, some sentences are revised, particu-
Therefore, no significant revision was consid- larly for the wave spectrum.
ered. There were proposed changes on sections
of the regular and irregular wave sections. It
was also proposed that blockage and depth 7.3. ITTC Procedure 7.5-02-07-02.3, Expe-
issues should be reviewed. There are several riments on Rarely Occurring Events
figures without references. Additionally it was
considered if there is a better way to look at This procedure was discussed in the general
uncertainty of random processes for the appen- context as to how it should be approached.
dix of the procedure. Ochis formulae had principally looked at
slamming velocity. It was thought that bow
Based on these suggestions between mem- flare and hull shape should also be an included
bers, the sections for regular and irregular factor. In the revision, the definition of slam-
waves are revised. Also the appendix for uncer- ming has been included.
tainty analysis is revised. The Seakeeping
Committee unsuccessfully tried to find the In the future ABS, ISSC and other classifi-
source of Fig.3 - the original document men- cation rules should be reviewed for applicabil-
tions about the non published work of Fer- ity to slamming and rarely occurring events.
nandez. However, the committee members
agreed that Fig.3 should be kept since it con-
tains useful information. 7.4. ITTC Procedure 7.5-02-07-02.5,
Verification and Validation of Linear
and Weakly Non-Linear Seakeeping
Computer
Adopt the updated procedure No. 7.5-02- It is recommended to strengthen the col-
05-04 HSMV Seakeeping Tests. laboration with ISSC committees, including,
Loads and Responses and Environment Com-
mittees. ITTC Seakeeping Committee and
Ocean Engineering Committee, and ISSC
8.3. Proposals For Future Work
Loads and Responses and Environment Com-
It is recommended that ITTC has a combi- mittees can share the information relating to
nation of pure technical committees and special nonlinear motion and structural loads and to
committee(s) for external needs. ITTC has been understand the impact of projected changes in
a technical organization to create and update the sea wave environment and the influence the
the procedures for experiments and computa- types of wave spectra have in seakeeping ex-
tion in the marine hydrodynamics field. In the periments. Where there is such overlap with
27th term, the role of ITTC was extended to these committees, then collaboration will be
provide professional comments to IMO and/or valuable. The collaboration can be achieved by
ISO and it is desirable that such external need the liaison(s) of the committees, but a new
is handled by a special committee(s) which working group can be organized for more sys-
takes charge of non-technical issues. By split- tematic and active collaboration between ITTC
ting the committees and their roles, most ITTC and ISSC.
committees can remain as pure technical com-
It is recommended to liaison with Propul-
mittees.
sion and Manoeuvring Committees for
seakeeping/motion effects. When the ship mo-
It is recommended to survey and/or collect
tion becomes large, the propulsion and ma-
benchmark data for seakeeping problems, such
noeuvring performance can be influenced by
motion effects. Also it is recommended to Ahn, Y.J., Kim, K.H., Lee, S.W., Kim, Y.,
liaise with the Ship Stability in Waves Com- 2013, Experimental Study on the Effects
mittee for nonlinear ship motions and statistical of Pressure Sensors and Time Window in
analysis of large roll motions. Violent Sloshing Pressure Measurement,
23rd ISOPE, Alaska, USA.
It is recommended to organize a special
committee for sloshing to create a procedure Ahn, Y., Kim, S.Y., Kim, K.H., Lee, S.W.,
for sloshing model experiments. Due to the Kim, Y., Park, J.J., 2012a, Study on the
high demand of LNG in the world energy mar- Effect of Density Ratio of Liquid and Gas
ket, the construction of LNG carriers and LNG in Sloshing Experiment, 22nd ISOPE,
offshore platforms is increasing rapidly. Slosh- Rhodes, Greece.
ing is a critical problem of LNG ships and off-
shore platforms, and hence the number of Alaoui, A.E.M., Nme, A., Tassin, A., Jacques,
sloshing experimental facilities has increased N., 2012, Experimental study of coeffi-
over the last decade. However, the procedure cients during vertical water entry of axi-
for sloshing experiments is not yet fully estab- symmetric rigid shapes at constant speeds,
lished. ITTC should create a general procedure Applied Ocean Research, Vol. 37, pp 183
for sloshing experiments, particularly focusing 197.
on model-scale tank test.
Amin, W., Davis, M., Thomas, G. Holloway,
D., 2012, Analysis of Wave Induced Hull
9. REFERENCES Vibrations using Continuous Wavelet
Transforms, Ocean Engineering, Vol. 58,
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