Large Amplitude Roll Motoin
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Prediction of Large Amplitude Roll Motions and Capsizing of Ships in Ocean Waves
Overview The International Maritime Organization (IMO) defines five dangerous situations in its regulations on intact stability of ships: surf-riding and broaching, loss of stability on the wave crest, synchronous rolling,
Mechanics and Ocean Engineering
behavior of the ship and the irregular patterns of ocean waves are disregarded. Therefore, a mathematical model for the description of ship motions in six degrees of freedom has been reduced with help of a comprehensive order of magnitude analysis in order to apply investigation techniques of nonlinear dynamics and stochastic processes theory. This semi-analytical approach yields direct relations for critical combinations of ship design and seaway parameters.
parametric rolling, and extreme accelerations. Especially large container ships, fast passenger and Ro/Ro ferries with modern hull shapes are sensitive to parametrically excited roll motions in head and following seas. The emersion of large bow are stern sections may lead to a reduction of the initial stability so that the upright floating position becomes temporarily unstable and the ship is endangered to capsize.
Approach The sensitivity of a ship regarding parametrically excited roll motions and loss of initial stability can be assessed by the determination of the righting lever curves of the ship on the wave crest and in the wave trough for several sea conditions and modes of operation. However, this approach is not feasible for the prediction of maximum roll amplitudes or the risk of capsizing since the dynamical
Outlook Large amplitude roll motions and capsizing generally occur under extrem wave conditions. Since the underlying model in this investigation presumes waves of small steepness only, it is important the confirm the range of validity for this approach. Therefore, the nonlinear ship-wave interaction computed by a 2D+t boundary element method will be compared with the results obtained form the reduced models.
Support: Researcher: Supervisor:
Freie und Hansestadt Hamburg Dipl.-Ing. Wolfgang Sichermann Prof. Dr.-Ing. Edwin Kreuzer
Revision:
10/2004
Tel.: ++49 - 40 - 4 28 78 - 28 78 Tel.: ++49 - 40 - 4 28 78 - 30 20
Overview The International Maritime Organization (IMO) defines five dangerous situations in its regulations on intact stability of ships: surf-riding and broaching, loss of stability on the wave crest, synchronous rolling,
Mechanics and Ocean Engineering
behavior of the ship and the irregular patterns of ocean waves are disregarded. Therefore, a mathematical model for the description of ship motions in six degrees of freedom has been reduced with help of a comprehensive order of magnitude analysis in order to apply investigation techniques of nonlinear dynamics and stochastic processes theory. This semi-analytical approach yields direct relations for critical combinations of ship design and seaway parameters.
parametric rolling, and extreme accelerations. Especially large container ships, fast passenger and Ro/Ro ferries with modern hull shapes are sensitive to parametrically excited roll motions in head and following seas. The emersion of large bow are stern sections may lead to a reduction of the initial stability so that the upright floating position becomes temporarily unstable and the ship is endangered to capsize.
Approach The sensitivity of a ship regarding parametrically excited roll motions and loss of initial stability can be assessed by the determination of the righting lever curves of the ship on the wave crest and in the wave trough for several sea conditions and modes of operation. However, this approach is not feasible for the prediction of maximum roll amplitudes or the risk of capsizing since the dynamical
Outlook Large amplitude roll motions and capsizing generally occur under extrem wave conditions. Since the underlying model in this investigation presumes waves of small steepness only, it is important the confirm the range of validity for this approach. Therefore, the nonlinear ship-wave interaction computed by a 2D+t boundary element method will be compared with the results obtained form the reduced models.
Support: Researcher: Supervisor:
Freie und Hansestadt Hamburg Dipl.-Ing. Wolfgang Sichermann Prof. Dr.-Ing. Edwin Kreuzer
Revision:
10/2004
Tel.: ++49 - 40 - 4 28 78 - 28 78 Tel.: ++49 - 40 - 4 28 78 - 30 20
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