PRADS’92, Conf.

on Practical Design of Report 902-P, 1992,

Ships and Mobile Structures, Volume I, Delft University of Technology,
1992, Newcastle upon Tyne, U.K. Ship Hydromechanics Laboratory,
Mekelweg 2, 2628 CD Delft,
Reprinted: 05-12-2000 The Netherlands.
Website: www.shipmotions.nl

Quick Strip Theory Calculations in Ship Design

J.M.J. Journée
Delft University of Technology

Abstract

This paper describes a strip theory based calculation method for ship design purposes, which
delivers information on ship motions and added resistance within a very short computation
time. The practical sense of using strip theories for this tool is discussed. Comparative
validations of calculated data with results of the more accurate parent computer program are
given.

1 Introduction are occasionally used during the ship

design process. The practical sense of
Generally, ship design is focussed on still using strip theories in an early design stage
water performance. In many cases the of a ship will be discussed. In an iterative
designer also needs information on design process these programs are often
seakeeping variables such as local motions complicated in use and too slow. The
or accelerations, added resistance, designer needs more quick computational
shipping water and bow slamming. Model tools which are convenient in use, well
experiments to obtain this information protected against human input errors and
during the ship design process are calculated data which are easy to interpret.
expensive, time consuming and not For this purpose, a strip theory based
practical. computational method has been developed,
Since two decades it is possible to which delivers the designer this relevant
incorporate seakeeping considerations information within a very short computing
from the beginning of the design by time. Use has been made of a newly
numerical methods. These numerical constructed database, which contains all
methods include linear theories like strip required information on two-dimensional
theories up to complete three-dimensional potential hydrodynamic coefficients in the
theories. Non- linear theories will become sway, heave and roll mode for a very wide
available for design purposes too. range of mono-hull cross-sections. For the
Nowadays various ship motion programs, determination of these two-dimensional
generally based upon linear strip theories, coefficients of ship-like cross-sections,

1
these sections are conformally mapped to ships is presented and it is concluded that,
the unit circle by the so-called two- nevertheless some limitations, the strip
parameter Lewis transformation. theory is still the most successful and
The advantage of conformal mapping is practical theory for the calculation of the
that the velocity potential of the fluid wave induced motions of the ship in an
around an arbitrarily shape of a cross- early design stage of a ship.
section in a complex plane can be derived The strip theory is a slender body theory,
from the more convenient circular cross- so one should expect less accurate
section in another complex plane. In this predictions for ships with low length to
manner hydrodynamic problems can be breadth ratios. However, experiments
solved directly with the coefficients of the showed that the strip theory appears to be
mapping function. remarkably effective for predicting the
The advantage of making use of the two- motions of ships with length to breadth
parameter Lewis conformal mapping is ratios down to about three.
that the non-dimensionalised frequency- The strip theory is based upon the potential
depending potential coefficients are a flow theory. This holds that viscous effects
function of two parameters only. These are neglected, which can deliver serious
parameters are represented by half the problems when predicting roll motions at
breadth to draught ratio H 0 and the area resonance frequencies. In practice, viscous
coefficient σ s of the cross-section. So, a roll damping effects can be accounted for
by empirical formulas.
database can be filled with the potential Because of the way that the forced motion
coefficients for a sufficient large number problems are solved generally in the strip
of these parameters. theory, substantial disagreements can be
Now the hydrodynamic potential found between the calculated results and
coefficients of cross sections of any mono- the experimental data of the wave loads at
hull ship can be found by an interpolation low frequencies of encounter in following
in this database. According to the strip waves. In practice, these “near zero
theory, the total hydrodynamic coefficients
frequency of encounter” problems can be
for the ship can be found easily by solved by forcing the wave loads to go
integrating the sectional values over the artificial to zero.
ship length. For high-speed vessels and for large ship
For several ship types, calculated motions as appear in extreme sea states,
responses for six degrees of freedom by the strip theory can deliver less accurate
this relatively simple tool are compared results. The strip theory accounts for the
with those obtained by accurate strip interaction with the forward speed in a
theory calculations when using N- very simple way. The effect of the steady
parameter conformal mapping techniques wave system around the ship is neglected
or pulsating sources on the submerged and the free surface conditions are
cross section contour of the actual hull simplified, so that the unsteady waves
form. generated by the ship are propagating in
directions perpendicular to the centre plane
of the ship. In reality the wave systems
2 Application of Ship Motions in around the ship are far more complex. For
Ship Design. high-speed vessels, unsteady divergent
wave systems become important. This
Faltinsen and Svensen (1990) have effect is neglected in the strip theory.
discussed the incorporation of seakeeping The strip theory is based upon linearity.
theories in Computer Aided Ship Design.
This means that the ship motions are
An overview of seakeeping theories for supposed to be small, relative to the cross

2
sectional dimensions of the ship. Only x& j Velocity of harmonic oscillation in
hydrodynamic effects of the hull below the direction j
still water level are accounted for. So
when parts of the ship go out of or into the xj Displacement of harmonic oscil-
water or when green water is shipped, lation in direction j
inaccuracies can be expected. Also, the Xk Harmonic exciting wave force or
strip theory does not distinguish between
moment in direction k
alternative above water hull forms.
M kj Solid mass or inertia coefficient
Because of the added resistance of a ship
due to the waves is proportional to the Akj Hydrodynamic mass or inertia
vertical relative motions squared, its coefficient
inaccuracy will be gained strongly by Bkj Hydrodynamic damping coefficient
inaccuracies in the predicted motions.
Nevertheless these remarks, seakeeping Ckj Spring coefficient
prediction methods based upon the strip As a result of this formulation in the
theory provide a sufficiently good basis for frequency domain, any system influencing
optimisation studies at an early design the behaviour of the vessel should have a
stage of the ship. linear relation with the displacement, the
At a more detailed design stage, it can be velocity and the acceleration of the body.
considered to carry out additional model The hydrodynamic mass and damping
experiments to investigate for instance coefficients and the external wave loads
added resistance or extreme event are depending on the amplitude and the
phenomena, such as shipping green water frequency of oscillation. The restoring
and slamming. spring coefficients are constant. To
calculate the hydrodynamic mass and
damping coefficients and the external
3 Strip Theory Method wave loads in these equations of motions,
several approaches of the strip theory can
The equations of motions for six degrees be found in literature. Here, use has been
of freedom of a sailing ship, influenced by made of a strip theory method, as has been
external loads, are based upon Newton's incorporated in the recently developed
second law of dynamics. Because of the computer program SEAWAY by Journée
symmetry of a ship, two uncoupled sets of (1990a).
three coupled equations of motion can be SEAWAY is a ship motions computer
distinguished. program, suitable for use on a PC or a
In a right-handed co-ordinate system, with main frame and based upon the ordinary
the origin in the ship’s centre of gravity, and the modified strip theory method, to
these equations read as follows: calculate wave-induced loads, motions and
mechanic loads with six degrees of
6 freedom of mono- hull ships and barges in
∑ {(M
j =1
kj + Akj )&x& j + B kj x& j + C kj x j } = X k seaway. The incident wave potential has
been defined for a restricted water depth.
for k = 1, 2, 3, 4, 5, 6 This holds that the program is suitable for
where: shallow water, with keel clearances down
k = 1, 3, 5: Coupled surge, heave and to about half the ship’s draught. When not
pitch motions accounting for interaction affects between
k = 2, 4, 6: Coupled sway, roll and yaw two individual hulls, the program is
motions suitable for twin-hull ships, such as
&x& j Acceleration of harmonic oscil- catamarans or semi-submersibles, too.
lation in direction j

3
Potential Coefficients Tasai (1961). The total hydrodynamic
The coefficients Akj and Bkj of the ship coefficients for the sway, roll and yaw
are defined here in a right-handed co- motions can be found easily by integrating
ordinate system with the origin in the the cross sectional values over the ship
ship's centre of gravity, the longitudinal length. The pitch and yaw coefficients
axis forward parallel to the water line and follow from the heave and sway moments
the vertical axis upwards. respectively around the centre of gravity.
The coefficients are derived from the two- For the surge motions a separate approach
dimensional hydrodynamic potential has to be used. All algorithms are
described in detail by Journée (1990b).
coefficients a kj and bkj (for k , j = 1,1 2,2
3,3 4,4 and 2,4 or 4,2) with the co-ordinate Viscous Damping
system in the local water line. For surge and roll, additional damping
For the determination of the two- coefficients have to be introduced.
dimensional coefficients for the sway, roll Because these additional contributions to
and yaw motions of ship-like cross- the damping are from a viscous origin
sections, the pulsating source method of mainly, it is not possible to calculate the
Frank (1967) can be used. This method is total damping in a pure theoretical way.
suitable for fully submerged cross-sections A relatively small additional viscous surge
too. The disadvantage of the method is a damping has been derived from the
relatively large computing time. derivative to the forward ship speed of the
Results will be obtained much quicker by empirical resistance-speed curve of Troost
mapping these cross sections conformably (1955):
with N parameters to the unit circle. The Rsw = CR ⋅ ρ ⋅ ∇ 2 / 3 ⋅ V 2
advantage of conformal mapping is that
the velocity potential of the fluid around or:
an arbitrarily shape of a cross-section in a dR
b11v = sw
complex plane can be derived from the dV
more convenient circular cross-section in = 2 ⋅ C R ⋅ ρ ⋅ ∇ 2 / 3 ⋅V
another complex plane. In this manner, the
where:
hydrodynamic problems can be solved
directly with the coefficients of the 15.2
mapping function. 10 3 ⋅ C R = 3.6 +
Results will be obtained in a shorter time
10
log {L pp } + 0.6
with the simplest form of conformal with L pp in meters.
mapping, the so-called two-parameter
Lewis transformation. The advantage of The viscous contribution into the total roll
making use of this simple mapping method damping is large. Experiments show also a
is that the non- dimensionalised strong non-linear behaviour of some parts
hydrodynamic potential coefficients are of the additional roll damping.
depending on two parameters only: the For the estimation of the additional roll
half breadth to draught ratio H 0 and the damping parts, use has been made of work
area coefficient σ s as of the cross section. published by Ikeda, Himeno and Tanaka
An elaborate survey of ship hull forms, (1978). Their empirical method is called
obtained by Lewis conformal mapping here the “Ikeda Method” and it estimates
functions, is given by Von Kerzeck and the following components of the additional
Tuck (1969). roll-damping coefficient of a ship:
(1)
The theory on the calculation of the two- b44s Linear forward speed correction of
dimensional hydrodynamic potential potential damping
coefficients is given by Ursell (1949) and

4
 (1) Wave Loads
b44l Linear lift damping
( 2) In strip theory calculations, the wave loads
b44 f Non-linear friction damping on a ship are found by integrating the two-
( 2) dimensional loads on the cross sections of
b44e Non-linear eddy damping
( 2) a restrained ship over the ship length.
b44k Non-linear bilge keel damping These loads consist of a Froude-Krilov
part and a diffraction part.
Then the linear and non-linear additional The Froude-Krilov force or moment in
roll damping coefficients are given by: waves can be expanded in series. The
dominating term in the relevant part of the
b44v (1) = b44 s (1) + b44l (1) series delivers equivalent directional
( 2) ( 2) (2 ) ( 2) components of the orbital acceleration and
b44v = b44 f + b44e + b44k velocity. These components are used by
Journée (1991) to calculate the diffraction
So, the roll damping term in the left-hand part of the wave loads.
side of the equation of motions for roll
should be given by: Motion Characteristics
Now two sets of six coupled equations of
( eq) (1) ( 2) motions with in and out of phase terms
b44v ⋅ x& 4 = b44v ⋅ x& 4 + b44v ⋅ x& 4 ⋅ x& 4
become available, which can be solved by
a numerical method. From these solutions
The non-linear term can't be used in
follow the frequency characteristics of the
frequency domain equations. However, an
motions, which are the motion amplitude
equivalent linear additional roll-damping
to wave amplitude ratios and the phase
coefficient can be found by the
lags of the motions relative to the wave
requirement that the equivalent linear
elevation at the ship's centre of gravity.
damping has to dissipate an equal amount
With these basic motions, the harmonic
of energy as the non-linear damping.
translations in the three directions in any
Then the equivalent linear additional roll-
( eq) selected point on the ship can be
damping coefficient b44v becomes: calculated. The harmonic velocities and
accelerations in the three directions are
( eq) (1 ) 8 ( 2) obtained by taking the first and second
b44v = b44v + ⋅ x 4a ⋅ ω ⋅ b44v
3π derivatives of the displacements. However,
for the accelerations in the longitudinal
So, this equivalent linear additional roll and lateral direction in a ship-bounded
damping is depending on the amplitude axes system, a component of the
x 4a and the frequency ω of the roll acceleration of gravity has to be added.
motion. Harmonic vertical relative displacements
Ikeda, Himeno and Tanaka (1978) claim with respect to the undisturbed wave
surface can be obtained too.
fairly good agreements between their
prediction method and experimental
Added Resistance Characteristics
results. They conclude that the method can
be used safely for ordinary ship forms. But Two theoretical methods have been used
for unusual ship forms, very full ship here for the estimation of the time-
forms and ships with a large breadth to averaged added resistance of a ship due to
the waves and the resulting ship motions:
draught ratio the method is not always
sufficiently accurate. • a radiated wave energy method, as
proposed by Gerritsma and
Beukelman (1972), used here for head
to beam waves and

5
• an integrated pressure method, as The energy spectrum of the added
proposed by Boese (1970), used here resistance is obtained by multiplying
for beam to following waves. twice the transfer function of the added
The frequency characteristics are found resistance with the wave energy spectrum.
by dividing the added resistance by the From this follows the average added
wave amplitude squared. resistance in irregular waves.

Wave Spectra Definitions Shipping Water

For a comparison of the calculated Shipping water is defined by exceeding
behaviour of different designs or to get an the geometrical freeboard by the vertical
impression of the behaviour of a specific relative motions. But the freeboard will be
design in a seaway, standard influenced by static swell-up, the waves
representations of the wave energy produced by the ship sailing in still water.
distributions are required. Three Also an oscillating ship will produce
mathematical definitions with two waves it-self, which will change the
parameters of normalised spectra of amplitude of the vertical relative motion.
irregular unidirectional waves have been So a dynamical swell-up will be
used here: introduced too. These phenomena are not
• a Neumann wave spectrum, a included yet here in the calculation of
somewhat wide wave spectrum, shipping water.
• a Bretschneider wave spectrum, also
called ISSC, ITTC or Modified Bow Slamming
Pierson-Moskowitz wave spectrum, an Slamming is a two-node vibration of the
average wave spectrum and ship caused by suddenly pushing the ship
• a mean JONSWAP wave spectrum, a by the waves. Ochi (1964) has translated
narrow wave spectrum. these vibration phenomena into
These two parameters are the significant requirements for the vertical relative
wave height and the average wave period. motions of the ship. He defined bow
slamming by an emergence of the bow of
Statistical Values and Probability the ship and exceeding a certain threshold
Density Functions value by the vertical relative velocity
The energy spectrum of the motions of a between the wave surface and the bow of
sailing ship in irregular waves is obtained the ship. The reference location of the
by multiplying the square of the transfer bow along the ship length is defined by
function of the motions with the wave Ochi at 10 per cent of the length aft of the
energy spectrum. From this spectral forward perpendicular. The static and
density function the significant amplitude dynamical swell-up are ignored.
of the motions can be calculated. An
average period can be defined by the
centroid of the spectrum or the average 4 Quick Strip Theory Calculations
zero-crossing period, found from the
spectral gyradius. In case of not too wide As mentioned in the introduction,
motion spectra, the probability density nowadays it is possible to use ship motions
functions of the maximum and minimum programs based upon the linear strip
values are given by the Rayleigh theory in ship design. In an iterative design
distribution. Then the probability of process, these programs are often
exceeding a threshold value by the complicated in use and too slow. The
amplitude of the motions and the number designer needs much quicker
of occurrences per hour can be calculated. computational tools which are convenient
in use, well protected against human input

6
errors and calculated data which are easy
to interpret.
For this purpose, a strip theory based
computational method has been developed,
which delivers the designer the relevant
information within A very short
computation time.
The major part of expected human input
errors is related to the input of the offsets
of the hull form of the ship. The major part
of the total calculation time will be
consumed by the calculation of the
potential coefficients and the solution of Figure 1 Ranges of H 0 and σ s Values of
the equations of motion. So these parts Lewis Forms
have to be simplified for the use in a
design process.
The risk on offset input errors can be Except for bulbous bow sections, sectional
minimised by using the two-parameter area coefficients σ s larger than 1.0 are
Lewis conformal mapping method, which seldom. So, generally the upper limit of
requires an input of the cross-sectional σ s can be fixed to σ max = 1.0 .
water line breadths, draughts and areas
For practical reasons, the half breadth to
only. Since the non-dimensional potential
coefficients are depending then on two draught ratio H 0 of the cross sections has
coefficients only, use can be made of a been limited to:
database, which contains all required 0.10 ≤ H 0 ≤ 10.00
information on two- dimensional potential Then, a number of intervals are chosen for
coefficients in the sway, heave and roll the half breadth to draught ratios H 0 :
mode for a very wide range of mono-hull
• for 0.10 ≤ H 0 ≤ 1.00 :
cross sections. The ranges of the half
breadth to draught ratio H 0 and the area 9 equal intervals of 0.10 for H 0 .
coefficient σ s for the different typical • for 1.00 ≤ H 0 ≤ 10.00 :
Lewis forms are shown in Figure 1. 9 equal intervals of 0.10 for 1 / H 0 .
For practical reasons, only a reduced At each H 0 -value, 20 equal σ s -intervals
region of H 0 and σ s values will be have been chosen between the lower and
considered now. To obtain ship-like Lewis upper limits. These results into 399 H 0 -
forms, the area coefficient σ s is bounded σ s grid points in the region shaded in
by a lower limit to omit re-entrant Lewis Figure 1. For each grid point, all potential
forms and by an upper limit to omit non- coefficients will be calculated for a series
symmetric Lewis forms: of 26 non-dimensional frequencies:
• for H 0 < 1.0 : ω * = 0.0, 0.1, 0.2 ....... 2.0,
3π   2.2, 2.5, 2.9, 3.4 and 4.0.
(2 − H 0 ) < σ s < π  10 + H 0 + 1  with:
32 32  H0 
Bs / 2 + D s
• for H 0 > 1.0 : ω* =
2⋅ g
3π  1  π  1 
 2 −  < σ s <  10 + H 0 +  where:
32  H0  32  H 0  Bs = sectional breadth
Ds = sectional draught

7
Based upon computer program SEAWAY, results with those of the parent program.
a pre-processing program, named This will be shown further on.
SEAWAY-Q, has been written. At each To obtain a possible further increase of the
grid point and frequency, the coefficients calculation speed and the accuracy, the
a kj and bkj are calculated for k , j = 2,2 coefficients in the grid points can be
3,3 4,4 and 2,4 or 4,2. The 82,992 replaced by Theilhelmer polynomial
calculated two-dimensional hydrodynamic coefficients.
potential coefficients are written to a 400
kBytes unformatted file, named
SEAWAY-Q.COF. 5 Comparative Validations
A new 300 kBytes ship motions program,
also based upon program SEAWAY and With program SEAQUICK, ship motion
named SEAQUICK, has been written. This calculations have been carried out here for
program is valid for conventional mono- several ship types:
hull ships, sailing in deep water. Cross- • a container ship,
sectional water line breadths, draughts and • a crude oil tanker,
areas are input. The program reads the • a trawler and
SEAWAY-Q.COF file and a second • a number of transformed container
degree Lagrange interpolation routine is ships.
used to determine the potential coefficients The calculated data have been compared
of the cross-sections of the ship. with those of the parent program
To obtain the solutions of the equations of SEAWAY, of which the calculations have
motion is computing time-consuming too. been carried out with high demands on the
In SEAQUICK, the frequency characteris- accuracy of the calculated data. This holds
tics are calculated for a relatively small conformal mapping of the cross sections
number of wave frequencies: ω = 0.1, 0.2, with 10 mapping coefficients, so a1 , a 3 ,
0.3 ....... 1.8 rad/sec. ......, until a19 , and the use of the Frank
Then, at each frequency interval two
method for bulbous cross sections.
additional frequency characteristics are
The comparisons are presented here for the
determined by an interpolation with a
ordinary strip theory method. So-called
Theilheimer polynomial. For a correct “end-terms” are included. In these
calculation of the wave loads, information
comparisons the ships are assumed to sail
on the underwater hull form of the ship is
in bow-quartering seas, with waves
required. Because the actual hull form is coming from 135 degrees off stern. For the
not known, the Lewis hull form has been
container ships and the crude oil tanker,
used for this. the calculations have been carried out in
The remaining calculation routines, such
Open Ocean areas and for the trawler in
as the determination of the potential surge North Sea areas. The wave spectra in the
coefficients and the viscous effects, the Open Ocean areas are defined by a
calculation of the wave loads, the solution
Bretschneider wave spectrum. The wave
the equations of motions and the spectral spectra in the North Sea areas are defined
calculations, are similar to those used in
by a mean JONSWAP wave spectrum with
the parent program SEAWAY. γ = 3.3 .
This approach results into a very quick
computer program that uses less than 10% Contestable relations between the
of the computing time of the parent strip significant wave height H1 / 3 and the
theory program. Nevertheless bulbous centroid period T1 of the waves are given
bows is not accounted for quite well, the in Table 1.
accuracy is very high when comparing the

8
 Open Ocean North Sea Crude Oil Tanker
BF Areas Areas As a very large ship, a 200,000 tons dead-
H1 / 3 T1 H1 / 3 T1 weight tanker with a length of 310 meter
(m) (s) (m) (s) has been chosen. The calculations have
been carried out for a sustained ship speed
1 1.10 5.8 0.50 3.5
2 1.20 5.9 0.65 3.8 of 15 knots. The non-dimensional total
3 1.40 6.0 0.80 4.2 roll-damping coefficient has been fixed to
4 1.70 6.1 1.10 4.6 κ = 0.075 .
5 2.15 6.5 1.65 5.1
6 2.90 7.2 2.50 5.7 Trawler
7 3.75 7.8 3.60 6.7 As a very small ship, a 30.60 m length
8 4.90 8.4 4.85 7.9 trawler has been chosen. The calculations
9 6.10 9.0 6.10 8.8 have been carried out for a sustained ship
10 7.45 9.6 7.45 9.5 speed of 8 knots. The non-dimensional
11 8.70 10.1 8.70 10.1 total roll-damping coefficient has been
fixed to κ = 0.050 .

Table 1 Assumed Relations of Wave Validations with Three Ship Types

Energy Spectra In Figure 2, a comparison of the calculated
acceleration, added resistance and bow
For each ship, the accelerations in the slamming phenomena has been given.
three directions have been calculated in
selected points on the ship defined by:
- 75% of L pp forward of the aft perpen-
dicular
- 75% of half the breadth from the centre
line to port side
- 50% of the amidships draught above
the load water line.
For each ship, bow slamming is defined at
10% of L pp aft of the forward perpen- Figure 2 Comparison of Calculated Data
dicular. The added resistance due to the of a Container Ship, a Crude Oil Tanker
ship motions in waves has been calculated and a Trawler
with the radiated energy method.
In all sea states a good agreement has been
Container Ship found. Some small deviations in high seas
As an average seagoing vessel, the S-175 are caused by using a Lewis hull form
Container Ship Design with a length of instead of the actual hull form, when
175.00 meters has been chosen for this calculating the sectional Froude-Kriloy
validation study. Elaborate comparative loads and equivalent orbital accelerations.
results on experiments and calculations of Because the ships were fully loaded, only
that ship have been published by the for the containership bow slamming
Seakeeping Committee of the ITTC and appeared in the calculated data.
many others. The calculations have been
carried out here for a sustained ship speed Validations with Transformed
of 16.1 knots ( Fn = 0.20 ). The viscous Container Ships
roll damping has been determined by the For the S-175 Container Ship, some of the
Ikeda method. hull form parameters have been varied
extremely to investigate the accuracy of

9
calculated trends of motions of alternative Based upon the validations, it is expected
ship designs, sailing with Fn = 0.20 in a that this simple calculation method can be
sea state defined by Beaufort 8. The used safely for conventional mono-hull
longitudinal position of the centre of ships, at least in a preliminary design stage
buoyancy LCB and the block-coefficient of a ship.
Cb have been varied by a transformation However, a few restrictions have to be
method for ship hull forms, as developed made here:
by Versluis (1977). The size of the ship - For high-speed vessels, for ships with
has been varied by linear scaling of the length to breadth ratios lower than 3.0
three-dimensional hull form with multi- and for ships with a significant
plication factors α . influence of submerged cross-sections
LCB0 − 0.015 L pp ≤ LCB ≤ LCB0 + 0.015L pp or bulbous bows, more or less
inaccurate results can be expected.
Cb0 − 0.04 ≤ C b ≤ Cb0 + 0.04 - Because of using a linear theory, less
0.50 ≤ α ≤ 1.50 accurate results can be expected for
In Figure 3, a comparison of the calculated large motions in extreme sea
acceleration and added resistance has been conditions.
given. According to the calculations, in - The method is based upon Lewis
this sea state no bow slamming appears. conformal mapping of the cross-
sections. This holds that sections with
different shapes, but with an equal
breadth, draught and area, will receive
equal values for the two-dimensional
hydrodynamic potential coefficients
and wave loads.
- When calculating vertical motions
relative to the waves or calculating
probabilities on shipping water or bow
slamming, the static and dynamical
Figure 3 Comparison of Calculated Data swell-up is not accounted for.
of Several Transformed S-175 Container - The method of Ikeda to estimate the
Ship Designs viscous roll damping is less suitable
for an unusual ship form, very full
ships or ships with a large breadth to
Again, a very good agreement between the draught ratio. But, estimated or
two calculation methods has been found. experimental roll damping coefficients
Figure 3 shows too that, within practical can be input too.
regions for the location of the centre of - The calculation method is used here
buoyancy and for the block-coefficient, no for an infinite water depth. Restricted
significant reductions of the accelerations water depth effects are not included.
in the selected point and the added When more accurate results are required,
resistance will be achieved. For this, the use has to be made of strip theory
ship's size appears to be a more important programs like the parent program.
parameter. However, an optimisation study However, some of these restrictions are
is not the aim of this paper. related to the strip theory method it-self. In
that case one is dependent on other
computing techniques or model
6 Conclusions experiments.

10
7 References Delft, The Netherlands, Report 884,
November 1990.
Boese (1970)
P. Boese, Eine Einfache Methode zur Journée (1991)
Berechnung der Widerstandserhöhung J.M.J. Journée, Motions of Rectangular
eines Schiffes in Seegang, Institüt für Barges, 10th OMAE Conference, ASME
Schiffbau der Universität Hamburg, Paper OMAE-91-367, June 23-28, 1991,
Bericht 258, 1970. Stavanger, Norway.

Faltinsen and Svensen (1990) Ochi (1964)

O. Faltinsen and T. Svensen, Incorpo- M.K. Ochi, Prediction of Occurence and
ration of Seakeeping Theories in CAD, Severity of Ship Slamming at Sea,
Proceedings of the International Proceedings of the 5th 0.N.R. Symposium,
Symposium on CFD and CAD in Ship Bergen, Norway, 1964.
Design, Maritime Research Institute
Netherlands, Wageningen, The Nether- Tasai (1961)
lands, September 1990. F. Tasai, Hydrodynamic Force and
Moment Produced by Swaying and Rolling
Frank (1967) Oscillation of Cylinders on the Free
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