Literature Review - Bilge Keel Damping - MJ Van Kampen 08-05-2015

Bilge Keel Roll Damping
Combining CFD and local velocities
Mark Jan van Kampen

Literature Review
Delft University of Technology · Offshore and Dredging Engineering

Bilge Keel Roll Damping
Combining CFD and local velocities
Literature Review
In partial fullfillment of the degree of Master of Science in Offshore and

Dredging Engineering at the Delft University of Technology
Mark Jan van Kampen
May 8, 2015
Faculty of Mechanical, Maritime and Materials Engineering (3mE) · Delft University of

Technology
The work in this thesis was supported by SBM Offshore. Their cooperation is hereby gratefully
acknowledged.
Copyright c
All rights reserved.
Abstract
The aim of this thesis is to develop a method to determine the roll damping and maximum
roll of an FPSO with aberrant bilge keels in irregular waves in such a manner that the time for
calculation is within reason and usable for the design stage. For this end roughly four stages
were identified: validation of the hull-pressure part of the ITH method for aberrant bilge
keels and if necessary adaption; application of ITH to regular waves using local kinematics if
necessary; application of regular wave theory to irregular waves using linearized damping and
potential flow theory; furthermore if necessary the implementation of memory effect. The
tools to be used to accomplish the above goals will be a literature review, experiments by
Schut, results from the 2006 Roll JIP and a CFD model by Pelerin verified using the results of
Schut and the Roll JIP. This literature review has a focus on three components: roll damping
itself, CFD and vortices.
The roll damping is a subject that has been discussed extensively and where three relevant
problems have been identified. First the memory effects are due to the flow history where the
flow history has influence on the local flow velocity at present time. These memory effects
are quantifiable through experiments and are significant. Research shows that memory effects
can be incorporated in the time-domain and regular waves. For irregular waves this approach
would introduce non-linearities, a more simplified approach might be to assume linearity
and convolute the RAOs in such a manner to account for the memory effect. Second, local
kinematics play a large role in irregular and regular waves and disregarding them can cause
roll damping underestimation up to 75%. Research has been done successfully to incorporate
the local kinematics in the bilge keel normal force damping, but not yet for the hull pressure.
The third issue at hand is the linearization of roll damping for spectral analysis. Stochastic
linearization is a suitable candidate but the assumed Rayleigh distribution for the MPM roll
maxima should be further investigated and developed.
It seems possible to use CFD modeling to generate accurate data to evaluate hull pressure
damping. Various models are possible, but the most likely candidates are RANS and DVM
modeling, where for the Reynolds-Averaged Navier-Stokes (RANS) model a Realizable κ −
turbulence model seems most suitable. As Jean-Luc Pelerin of SBM Offshore has already
developed a SST RANS model it seems pragmatic to try and verify & validate this model for
use in this research.
Literature Review Mark Jan van Kampen

ii
The vortices shed by the bilge keels are one of the most complicated subjects of this review
and the thesis. Not many hard facts are available on the hull pressure created by vortices and
the influence of the free-surface and especially irregular wave orbital motions. A reasonable
assumption seems to be that the free-surface absorbs or deflects vortices nullifying their effect
on the hull-pressure. Wave orbitals seem to alter the paths of the vortices and require further
investigation.
Conducting this literature review has given the author an insight on how to approach the
problem of FPSO roll damping, resulting in the following goals and steps to be undertaken:
• Can the Computational Fluid Dynamics (CFD) model be validated using the results of
Schut and be used as a basis for further research?
• Determine if the formulation by ITH for hull-pressure damping is valid for FPSOs with
large bilge keels and abnormal geometries. Adapt if necessary.
• Validate the ITH method in a regular wave, if not determine if the use of local kinematics
instead of global motions is applicable
• Implement the (stochastically) linearized roll damping in a (possibly iterative) potential

flow scheme to enable spectral analysis
• Implement the memory effect in the scheme mentioned in item 4.
Reference is made to Appendix B for a planning.
Mark Jan van Kampen Literature Review

Table of Contents
Preface ix
Acknowledgements xi
1 Introduction 1
1-1 Document Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-2 Document Purpose and Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-3 Conventions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-4 History and background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
1-4-1 Floating Production, Storage and Offloading (FPSO) . . . . . . . . . . . 2
1-4-2 Hydrodynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1-5 Problem Statement, Research Question and Goal . . . . . . . . . . . . . . . . . 3
1-6 Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2 Methodology 5
2-1 Search set-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2-1-1 Research area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2-1-2 Search terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
2-1-3 Databases and search engines . . . . . . . . . . . . . . . . . . . . . . . . 6
2-2 Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3 On Roll Damping 9
3-1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3-1-1 Roll Hydrodynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3-1-2 Roll Damping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3-2 Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3-2-1 Ikeda et al. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3-2-2 Recent Developments . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
3-3 Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

iv Table of Contents
4 On Vortices 21
4-1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4-1-1 Vorticity and velocity . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4-1-2 Velocity and pressure variations . . . . . . . . . . . . . . . . . . . . . . . 22
4-2 Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4-2-1 General Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4-2-2 Near-surface influence . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4-2-3 Influence of (irregular) wave-induced orbital velocities . . . . . . . . . . . 25
4-3 Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
5 On Computational Fluid Dynamics 27

5-1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5-1-1 Navier-Stokes equations . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5-1-2 Potential Flow Theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
5-2 Background results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5-2-1 Eulerian Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5-2-2 Lagrangian Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
5-2-3 Hybrids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
5-2-4 Discretization methods . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
5-2-5 Solver Methods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5-2-6 Existing Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
5-2-7 Assumptions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
5-2-8 Verification and Validation . . . . . . . . . . . . . . . . . . . . . . . . . 37
5-3 Literature Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
5-4 Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
6 Conclusion 43
A Literature Review Exploration Results 45

A-1 Mindmap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
A-2 Tabulated results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
B Planning 49
Bibliography 51
Glossary 59
List of Acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

List of Figures
1-1 Axis conventions according to Journée. . . . . . . . . . . . . . . . . . . . . . . . 2

1-2 A representation of an FPSO including its exaggerated bilge keel . . . . . . . . . 3
2-1 Mindmap of search terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3-1 A simplified 2D representation of an FPSO including its exaggerated bilge keel and
bilge-keel induced hull pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3-2 Comparison of estimation methods and measured data. . . . . . . . . . . . . . . 15
3-3 Results from Orozco where Ikeda’s formulation for roll damping was stochastically
linearized and multiplied by four to account for irregular waves as became clear
from experiments and using HYDROSTAR to solve. . . . . . . . . . . . . . . . . 16
3-4 Calculation scheme utilizing stochastic linearization by van ’t Veer. . . . . . . . . 16
3-5 Regular wave Response Amplitude Operator (RAO)s for potential diffraction-refraction
based software, using the method by Hajiarab and from experiments by Hajiarab. 17
3-6 Regular wave RAOs for potential diffraction-refraction based software, using the
method by Hajiarab and from independent experiments by Brown et Al. . . . . . 17
3-7 Potential flow calculation scheme including possible options for incorporating roll
damping and memory effects, excluding iterative schemes . . . . . . . . . . . . . 20
4-1 Example of a von Karman vortex street due to vortex shedding, source: Malikiaa 21
4-2 Path of the highest vorticity concentrations of a fixed rectangle in a regular wave.
The solid line and circle is positive vorticity, while the dotted line and circle are
negative vorticity. The points a through e represent the time of the snapshots.
For the seaward side this is an inverse cosine and for the leeward side this is an
inverse sine for wave elevation 8 cm before the barge (seaward) and 8 cm behind
the barge (leeward). From Jung. . . . . . . . . . . . . . . . . . . . . . . . . . . 26
5-1 A comparison of the simulation of the separation bubble caused by a turbulent flow
past a blunt plate, it should be noted that the standard κ − model under predicts
the size, while the Realizable κ − is in very good agreement with experiment.
Courtesy of ANSYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

vi List of Figures
5-2 A comparison between the average pressures over ten periods simulated by the
CFD model and recorded during the experiments by Schut using the 2-norm to
determine discrepancy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
A-1 Mindmap of key topics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
B-1 The Gantt chart of the planning for the nine month graduation period. . . . . . 50

List of Tables
A-1 Research area of bilge keels overview in order of decreasing record count (Web of
Science (WoS)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
A-2 Research area of roll damping overview in order of decreasing record count (WoS) 47
A-3 Research area of ship-related CFD in order of decreasing record count (WoS) . . 48

viii List of Tables

Preface
This literature review is part of my M.Sc. graduation thesis. After proposing a different
subject to SBM Offshore interest was caught and dr.ir. R. van ’t Veer approached me to
conduct my thesis on variety of other subjects. The subject of FPSO roll damping piqued
my interest as it seemed a very relevant and potentially usable subject, depending on my
performance. For me it seemed to provide sufficient depth for my thesis while keeping in
touch with the needs and interests of the industry. Furthermore both prof.dr.ir. R.H.M.
Huijsmans and dr.ir. R. van ’t Veer seemed very engaged with the subject which continues
to be an asset and motivator for me.
There was little original work done by me in this literature review as it was the aim to
inventory the current and past work relevant to this research. For me it was a quite interesting
read which broadened and deepened my knowledge on fluid flows and hydrodynamics.

x Preface

Acknowledgements
I would like to thank my supervisor dr.ir. R. van ’t Veen for his support and his guidance
during this review. Furthermore I would like to thank my colleagues and fellow students for
providing with the necessary breaks between reading the papers and for allowing me to spar
with them on certain subjects on which my knowledge was not yet solidified. I would like
to thank my predecessor ir. X. Schut as well for his hard work during the making of his
graduation thesis, as well as his continued, enthusiastic support during my thesis.
Furthermore I would like to thank the Delft University of Technology and Prof. Dr. Ir.
R.H.M. Huijsmans for making my education possible and the support given and for getting
me out of my tunneled vision.
Last but not least I would like to thank you, the reader, for showing your interest by reading
this far.
Delft, University of Technology Mark Jan van Kampen

May 8, 2015

xii Acknowledgements

“Everything should be made as simple as possible, but not simpler”
— Albert Einstein
Chapter 1
Introduction
The purpose of this Chapter is to provide the reader with a sense of the subject and relevancy
as well as background information. This is done through a historical background of the
Floating Production, Storage and Offloading (FPSO) unit, hydrodynamics and roll damping,
furthermore the problem statement, the definition of the goals of the thesis, as well as the
relevancy and the methodology will be discussed.
1-1 Document Structure
This document’s structure is along the general lines for a literature review and states a
methodology, the introduction, results and discussion for each relevant subject and finally a
conclusion.
1-2 Document Purpose and Scope
This document is intended to gain an insight into the workings of roll damping, as well as
the selection of an appropriate method to make an attempt to derive an useful formulation
for the hull-pressure induced roll damping.
The scope of this document is limited to the methodology to conduct a literature review, an
overview of available literature and the selection of a method to proceed. Further research is
not included, neither are extensive recommendations for further development. This is reserved
for the main report [1].
1-3 Conventions
Following Journée [2] the axis are defined as in Figure 1-1 below.

2 Introduction
Figure 1-1: Axis conventions according to Journée [2].
In Figure 1-1 three translations and three rotations all originating from the Center of Gravity
(CoG) are depicted. With the translation in x, y and z being respectively the surge in the
longitudinal direction positive towards the bow, the sway in the lateral direction positive
towards port and heave in the vertical direction positive upwards. The rotations φ, θ and
ψ being respectively the roll around the longitudinal axis positive right turning, the pitch
around the lateral axis positive right turning and yaw around the vertical axis positive right
turning.
1-4 History and background
In this Section an overview is provided on the historical background of FPSOs and hydrody-
namics. It provides an introduction into the relevant subjects for this review.
1-4-1 FPSO
As hydrocarbon supplies dwindle, technology develops and hydrocarbon prices rise it is be-
coming more and more economical to develop hydrocarbon fields not just simply offshore but
in ultra-deep waters as well. Traditional production platforms, such as a jack-up, a gravity
based structure and others are not usable in these water depths. Furthermore a complication
arises due to the distances from shore, resulting in long and expensive pipelines which are
economically unattractive. Various concepts such as a Single Point Anchor Reservoir (SPAR)
and a Tension Leg Platform (TLP) have been developed, but in general an FPSO is favored
as an FPSO is flexible, quickly commissioned and cost-effective.
An FPSO is a ship-shaped production platform that is usually connected to a subsea template
from which a mix of water, gas and oil is produced. This mix is processed by the FPSO, after
which the processed oil is stored on-board until a tanker is available for offloading. There are

1-4 History and background 3
Figure 1-2: A representation of an FPSO including its exaggerated bilge keel
a few types of FPSOs which are identified by the presence and type of turret and the type of
hull, either new-built or converted. For this literature review the vessels highest relevance are
the vessels that are spread-moored and thus do not have an internal or external turret through
which risers are fed, but rather a riser balcony on one of the sides. Furthermore the vessels
that are converted from a Very Large Crude Carrier (VLCC) are of interest. These vessels
are most suspicable to roll which is relevant for this research. A spread-moored FPSO uses
a number of mooring lines at various locations to keep its position. This means it does not
weather-vane and can encounter beam waves which can cause large roll motions. A converted
FPSO is more suspicable to roll motions as for its original purpose as VLCC it is designed as
a ship with forward speed which are less sensitive to roll.
To counter these large roll motions, for which a maximum is maintained of 9◦ within Single
Buoy Mooring (SBM) Offshore, bilge keels are employed. Figure 1-2 shows a hull with exag-
gerated bilge keels attached.
Bilge keels on FPSOs are large in comparison to normal vessels as normal vessels move at a
forward speed. As bilge keels size increases the wetted area and thus friction with the water
increase. This makes it important for regular vessels that have a forward speed to minimize
the bilge keel size. Furthermore having a forward speed reduces roll motions as lift is created,
limiting the need for a large bilge keel. As FPSOs are generally stationary bilge keel size is
not limited and thus FPSOs are fitted with larger bilge keels which usually have a deviating
geometry, mostly due to the use of bracings to maintain sufficient structural integrity when
loaded in multi-axial fatigue.
1-4-2 Hydrodynamics
Hydrodynamics is the science of moving water and objects in moving water and was developed
by well known names such as Blaise Pascal, Isaac Newton, Daniel Bernoulli, Jean le Rond
d’Alembert, Leonhard Euler, William Froude, George Gabriel Stokes, Osborne Reynolds and
many others. On the subject of roll damping a great deal of work has been done by Ikeda
and Himeno in 1970-1980, summarized in [3] by Himeno. In Himeno’s work it is assumed
that roll damping is composed of seven components of which three are relevant for bilge keel
damping. The relevant components are: the normal-force damping, the hull-pressure damping
and wave damping. The focus of this document is on hull-pressure damping, although the
other components will be touched upon. Hull-pressure damping is caused by the vortices
that are shed when the bilge keel encounters a flow. The vortices influence the pressure on

4 Introduction
the hull, which results in a moment countering the roll motion in (almost) all cases. As this
phenomenon depends on velocity it is considered damping. Empirical formulations are stated
by Himeno [3] which are the result of extensive experiments. The predictions from the stated
formula are quite accurate, but are limited for certain bilge keels and ship shapes and are not
directly applicable to regular and irregular waves. Other limitations are the exclusion of the
free surface in the experiments.
The method that Ikeda and Himeno developed assumes a pressure distribution deduced from
experiments. An analytical expression is formed to represent the pressure distribution as
a two-dimensional curve, which then can be integrated over the length of the vessel. The
pressure was identified to be in proportion with the square of the roll frequency for positive
pressure and the negative pressure with the period of the roll.
1-5 Problem Statement, Research Question and Goal
While the current methods by Ikeda, Himeno and as stated by International Towing Tank
Conference (ITTC) can be quite accurate they lack flexibility as the empirical foundations
are limited to certain bilge keel sizes and geometry. Furthermore they do not allow proper
implementation in irregular waves. SBM Offshore and the industry in general requires a new,
more accurate formulation of the hull-pressure and hull-pressure damping based on actual
occurring phenomena and which would preferably be applicable in irregular waves as well.
This would allow a reduction or elimination of experiments and optimization of bilge keel
geometry and size. The research question is thus as follows:
“How can the roll damping and most probable maximum roll of an FPSO with aberrant bilge
keel geometry in irregular waves be determined within a timeframe reasonable for a design
stage?”
The goal of this literature review is to provide a theoretical background on the hull-pressure
induced by bilge keels. As the goals of the literature review are directly linked to the goals
of the thesis the goals are stated below. They are to:
1. Determine if the formulation by ITH for hull-pressure damping is still valid for FPSOs
with large bilge keels and abnormal geometries and adapt if necessary.
2. Validate the ITH method in a regular wave, if not determine if the use of local kinematics
instead of global motions is applicable
3. Implement the stochastically linearized roll damping in a (possibly iterative) potential

flow scheme to enable spectral analysis
4. Implement the memory effect in the scheme mentioned in item 3.
Using the goals and the original research question various subquestions can be formed that
this literature will aim to answer:

1-6 Methodology 5
1. What is an appropriate CFD method that balances accuracy and computation time
with the capability to accurately compute hull-pressures and vortex shedding?
2. What is the current state-of-the-art in the field of roll damping?
3. Which approaches have been taken to solve the roll damping of an FPSO and what
angles seem promising?
4. What are the physical workings of vortices, dependency on velocity and their influence
on hull pressure, focusing on the effects of the free-surface and wave orbital velocities?
1-6 Methodology
The Delft Design Guide is used to select a methodology for generating keywords [4], while
the Delft Literature Guide [5] is used as a general method and guideline for the survey. For
further details reference is made to Chapter 2.

6 Introduction

Chapter 2
Methodology
This Chapter will discuss the methodology used for this literature review. This literature
review aims to provide a summary of current knowledge and understanding of the relevant
subjects, identify less-defined areas in the literature and thus formulate additional questions
that need answering, as well as selecting an appropriate method that will serve as a basis for
the Computational Fluid Dynamics (CFD).
The literature review will executed using the following steps, reference is made to the Delft
Literature Guide [5] for a more comprehensive overview:
• Extract search terms
• Set-up a search plan
• Determine sources, i.e. databases and engines used
• Perform search for important papers
• Refine search terms
• Perform exhaustive search, storing terms, engines and number of hits
• Systematically answers stated questions
2-1 Search set-up
In this Section the prerequisites for the search are defined, i.e. the search terms, the search
engines to be used and the base papers.

8 Methodology
2-1-1 Research area
To start the literature review an inventory is made of key topics, journals, conferences, au-
thors and institutions to define a research area. For this the database Web of Science (WoS)
is used as it is a large database with advanced analytic options that has better historical
papers than for example SCOPUS. This enables the user to select key journals, authors etc.
To determine the impact factor of each journal Journal Citation Reports (JCR) is used.
The following keywords are used for the initial, explorative search:
• Bilge keel
• Maritime CFD
• Ship roll damping
• Vortex shedding
For the results reference is made to Appendix A. The mind map in Figure A-1 provides an
overview of key topics. These will be used to refine the search terms and identify possible
information of interest. The results shown in Tables A-1, A-2, A-3 provide an overview of
journals, conferences, authors and institutions that seem to play a role in these areas.
2-1-2 Search terms
This section deals with how the search terms are generated from the research questions. Below
the sub-questions are restated:
3. Which approaches have been taken to solve the hull-pressure component of roll damping?
4. What are the physical workings of vortices and their influence on hull pressure?
To ensure that all possible subjects are covered the search terms are categorized in four
domains: bilge keels, vortex shedding, CFD and roll damping. This ensures full coverage.
For the resulting mindmap reference is made to Figure 2-1.
2-1-3 Databases and search engines
Various databases and search engines are available to find scientific articles, proceedings and
other materials. A variety of sources are used in the literature review, including but not
limited to:

2-2 Planning 9
• ScienceDirect
• Scopus
• WoS
• OnePetro (Society of Petroleum Engineers (SPE))
• Delft University of Technology (TU Delft) Library
• ASME
• Local Single Buoy Mooring (SBM) and Maritime Research Institute Netherlands (MARIN)
sources
• Google Scholar
The various arguments for and against the sources are discussed in length in a multitude of
papers and are left outside the scope of this document as all sources are well known, including
their limits.
2-2 Planning
The planning is as shown in Figure B-1 found in Appendix B. It should be noted that as this
planning is very global as specifics will consistently change depending on the results obtained.

10 Methodology
Bilge keel Wall-

pressure bounded
Bilge keel
plate
fatigue Vortex
wake
pressure
Bilge keel
structural
Vortex
shedding
pressure
Bilge keel Vortex
Bilge Keel
geometry Shedding
Hull-pressure
Induced Roll
Damping
Ship
damping
moment
Roll
CFD
Damping
Vortex Ship roll
method motion
Ship roll Ship roll

CFD stability
Vortex
Roll- Ship roll
shedding
supressing damping
CFD
Figure 2-1: Mindmap of search terms

Chapter 3
On Roll Damping
This Chapter will focus on the roll damping aspect of this literature review and will give an
introduction to roll damping and hydrodynamics, discuss the current methods and provide
an overview of the recent developments.
3-1 Introduction
This Section will provide a short introduction of roll hydrodynamics and damping which will
serve as a basis for the results of the literature review.
3-1-1 Roll Hydrodynamics
To understand roll damping knowledge of the basic equations that describe the motions of
a vessel are necessary. The most basic equation applicable to regular roll, but also easily
modified to other motions is as follows:
Aφ φ̈ + Bφ φ̇ + Cφ φ = Mφ cos (ωt) (3-1)
with φ̈, φ̇ and φ being the roll acceleration, velocity and angle respectively. With Aφ , Bφ and
Cφ being the roll moment of inertia coefficient, the roll damping coefficient and the restoring
(or spring) coefficient respectively and Mφ being the magnitude of the external roll moment
and ω the frequency. The focus of this study is the roll damping coefficient Bφ . For more
information reference is made to Journeé [2].
Bernoulli’s equation In 1738 Daniel Bernoulli finished his book Hydrodynamica and with
it the so called Bernoulli’s Equation:
1 2
ρU̇ + ρgz + p = C (3-2)
2

12 On Roll Damping
where p is the pressure, g the gravitational constant, z the depth and C a constant. The
Bernoulli equation describes a direct relation between pressure and flow velocity if the depth
is constant and can thus be rewritten to:
1
p = ρU̇ |U̇ |Cp (3-3)
2
with Cp being the pressure coefficient, which will be discussed in Section 3-2-1. This equation
is the basis for the Ikeda et al. formulation of hull pressure damping [6].
3-1-2 Roll Damping
In 1981 Himeno wrote a report on the state of the art of the prediction of roll damping [3].
Even now the fundamentals used have not been changed as for example International Towing
Tank Conference (ITTC) still follows the same basic practice as recommended by Himeno.
This practice is based on the notion that roll damping is caused by a variety of effects and that
these effects can be described separately. The following components are assumed, neglecting
interactions between them, reference is made to Himeno [3] and Chakrabarti [7]:
1. Friction damping
2. Eddy damping
3. Lift damping
4. Wave damping
5. Normal-force bilge keel damping
6. Hull-pressure bilge keel damping
7. Wave bilge keel damping
As the naked hull damping is not the focus of this study points one through four are not
discussed. The focus is on the bilge keel damping. As seen above three components are
identified which are discussed below.
Normal-force Bilge Keel Damping The normal-force on the bilge keel is due to the pressure
difference between the front and back of the bilge keel. With the front of the bilge keel defined
as the face of the bilge keel that is facing the flow and the back the face that points in the
direction where the flow goes. This force can be described using the well-known Morison
equation which is the result of a research on which a 1950 paper by Morison, Johnson and
Schaaf has been published [8]. The basic Morison equation is:
1
F = ρCD AU̇ |U̇ | + ρV CI Ü (3-4)
2
with ρ being the density of the water, A being the projected surface which in the case of a
bilge keel is the bilge keel height multiplied with the length, V the reference volume and U

3-1 Introduction 13
being the displacement and thus U̇ and Ü being the flow velocity and acceleration respectively.
CD and CI are the most important and at the same time most uncertain factors. They are
respectively the drag and mass or inertia coefficients. These coefficients are dependent on a
multitude of factors and are usually found through experiments. The results are incorporated
in comprehensive tabulations and graphs from which appropriate values can be chosen or
formulated in an empirical manner.
The Morison equation was modified by Ikeda et al. [9] for the purpose of predicting roll
damping. The formula was linearized and the inertia component neglected as it was assumed
to play no role in roll damping. It was shown that the CD and CI values are highly dependent
on the so called KC number named after Keulegan and Carpenter [10]. The non-dimensional
number is, in the case of bilge keels, dependent on the bilge keel height and amplitude of the
motion and independent of the frequency. A correction factor f was introduced into the KC
number to accommodate flow velocity increases due to hull geometry, with f being
f = 1 + 0.3 exp(−160(1 − σA )) (3-5)
where σA is the sectional area coefficient. This leads to an expression for CD :
45
CD,Ikeda = + 2.4 (3-6)
KCf
Although the Morison equation is usually regarded as quite accurate with the proper CD and
CI values, for zero forward speed Floating Production, Storage and Offloading (FPSO) ships
with large bilge keels and complex bilge keel geometries they are not readily available. Up to
recently these values have been estimated and used until they were proven inaccurate and now
are generated experimentally. In recent research and experiments by Schut [11] it was shown
if the coefficients are chosen properly there is good agreement between experiments and the
Morison equations. For a 303 FPSO the KC number was identified to have the following
(empirical) relation with the CD coefficient:
(
15.971KC −0.317 for KC < 6
CD,303F P SO = (3-7)
21.979KC −0.518 for KC ≥ 6
which yields lower damping than the CD,Ikeda and agrees with experimental results. Further
explanation of the normal-force damping is not provided as this is not the direct subject of
this review. Reference is made to Ikeda [9] and Schut [11] for more information.
Hull-pressure Roll Damping Hull-pressure roll damping results from pressure on the hull
due to vortices created by the motion of the bilge keel. It results in positive pressure in front
of the bilge keel and negative pressure behind the bilge keel. For a simplified distribution
reference is made to Figure 3-1. From this Figure it can be noted that if the pressures and
their arms are integrated over the hull a moment countering the motion is generated which is
,as the pressure depends largely on velocity [6], a form of positive damping. Depending on the
roll center, which is dependent on draft and weight distribution, reference is made to Yuck
[12] and Park [13], as well as the pressure distribution the damping might become smaller or
even negative. Reference is made to Section 3-2 for more in-depth information.

14 On Roll Damping
Figure 3-1: A simplified 2D representation of an FPSO including its exaggerated bilge keel and
bilge-keel induced hull pressures
Wave bilge keel damping Radiation waves are waves that are radiated outwards from the
ship. This wave radiation presents an energy loss and thus causes damping. This component
is not discussed in this literature review as for bilge keels both Himeno [3] and Schut [11] as
well as others concluded that wave induced bilge keel damping is negligible compared to the
normal force and hull pressure damping.
3-2 Results
In the subsequent Sections the results of the literature review are detailed and afterwards
discussed in Section 3-3.
3-2-1 Ikeda et al.
Ikeda et al. developed an empirical formula in 1977 [6] to describe hull-pressure damping.
At the time there were limited measurements of the hull-pressure caused by a bilge keel. A
vertical set-up using three models, two 2-Dimensional (2D) models and one ellipsoid model,
was implemented to perform additional experiments. To limit the influence of hydrostatic
pressure and free-surface effects the 2D models were mounted perpendicular to the free-
surface. The models were excited using forced oscillations and the pressure was measured
at various spots around the bilge keel. From these experiments a non-dimensional Cp was
determined at the various sensor locations at the moment when the flow velocity was maximal,
thus at a roll angle of zero degrees. The expression is as follows:
p∗
Cp = 1 2 (3-8)
2 ρ(rωφ0 )
where p∗ is the pressure at the maximum flow velocity, r the distance from the roll center to
the bilge keel and φ0 the roll amplitude. Plotting Cp for the different measurement points

3-2 Results 15
shows a pressure distribution. When results for various experiments are put together certain
dependencies become clear. It seems that the pressure is proportional with the roll frequency.
The pressure from the back face of the bilge keel seems to be dependent of the KC number
which for a bilge keel is defined as:
πrφ0
KC = (3-9)
hBK
where hBK is the height of the bilge keels. Furthermore the length of the pressure distribution
seems dependent on the KC number, as well as the roll amplitude. The pressure distribution
from the front face of the bilge keel seems independent of the KC number. Using these results
an empirical formulation for the hull-pressure can be formulated.
Using the Bernoulli Equation, reference is made to Equation 3-3 and modifying it to the
problem at hand the hull pressure created by a bilge keel can be expressed as:
1
p = ρr2 f 2 φ̇|φ̇|Cp (3-10)
2
where f is the velocity modification factor as defined in Section 3-1-2. Multiplying the pressure
by the moment arm and integrating over the surface yields a roll damping moment which can
be rewritten as a non-linear damping coefficient:
1
Z
BBK (φ̇) = ρr2 f 2 |φ̇| Cp ldS (3-11)
2 S
where BBK (φ̇) is the non-linear damping coefficient, l the moment arm and S the hull surface.
Using a Fourier series expansion of a general form of B with harmonic excitation and the
assumption that the energy loss due to damping during half a period is that same for linear
and non-linear damping the following equation can be obtained:
8 3
Be = B1 + ωφ0 B2 + ω 2 φ0 2 B3 (3-12)
8π 4
with Be being the equivalent linear damping coefficient and where B1 , B2 and B3 are the
linear damping coefficients proportional to respectively φ̇, φ̇|φ̇| and φ̇2 . Rewriting equation
3-11 into equation 3-12 and making ω and Be non-dimensional the resulting damping is:
4 r2 f 2 ω̂φ0
Z
B̂e = Cp ldS (3-13)
3π ∇B 2 S
with B and ∇ being the beam and water displacement of the ship respectively. In this equation
all variables are known from the exciting frequency and amplitude and the geometry and mass
distribution of the vessel. The parameter that remains to be solved is Cp .
Cp is divided into two regions: the negative pressure behind the face of the bilge keel and
the positive pressure in front of the bilge keep, respectively Cp + and Cp − . These pressure
coefficients are assumed empirically based on the results of the experiments as detailed by
Ikeda et al. [6].

16 On Roll Damping
Cp + is assumed to have a maximum at the face of the bilge keel of:
Cp + = 1.2 (3-14)
The distribution is assumed to decrease linearly with distance from the bilge keel and reaches
zero at the free surface or the center line of the bottom of the hull.
Cp − is assumed to be equal to the positive pressure coefficient minus CD,Ikeda as in equation
3-6:
Cp − = 1.2 − CD,Ikeda (3-15)
The distribution is assumed to be a trapezoid which is constant to SBK /2 and linearly de-
creases to zero at SBK which is determined empirically as:
SBK πf rφ0
= 0.4 + 2.6 (3-16)
hBK hBK
where SBK is the distribution length. This means equation 3-13 can now be solved. There
are various methods to simplify the calculation and make it more practical for which reference
is made to the paper by Ikeda et al. [6]. The method described here is still recommended by
ITTC [14] in 2011.
3-2-2 Recent Developments
This Section is aimed at recent developments that are not yet generally practiced, but look
promising and are relevant to this literature review.
On a general note Oliveira suggests that quadratic damping is not applicable to FPSO roll
damping and proposes bilinear or hyperbolic damping to get better results as roll damping
becomes linear at larger angles [15]. It should be noted that Oliveira focuses on roll-decay test
and subsequent damping coefficients and does not separate damping into the ITH components.
Van Dijk showed that with a proper (tuned) damping coefficient good agreement can be
reached between theory and full-scale measurements if wave-spreading is taken into account.
He further notes good agreement between model tests and full-scale measurements which
shows adequate handling of scaling effects [16].
Korpus used Computational Fluid Dynamics (CFD) and potential theory to investigate the
difference between potential theory and Reynolds-Averaged Navier-Stokes (RANS) [17]. By
subtracting the potential theory roll moment from the RANS roll moment the shear and
vortex effects could be captured. The shear roll moment was negligible, while the vortex
effect was identified to have significant difference in phase and magnitude compared to the
potential theory. Furthermore for tests including bilge keels higher harmonics (third and fifth)
were identified as significant.

3-2 Results 17
Memory effect
Flow memory effects are due to flow velocities and thus vortices from previous cycles. This
means that if the system is not in a steady state the velocity field depends on one or more
previous cycles, as well as the roll motion itself. Van ’t Veer [18], Katayama [19] and earlier
Ikeda [20] confirmed that memory effects are present and Schut [11] showed that the results
from regular oscillations are not directly applicable on irregular oscillations.
Katayama et al. proposed a manner relying on global roll velocity to cope with memory
effects and irregular oscillations [21]. In a 2010 paper of Katayama it was shown that the
drag coefficient changes when a test device undergoes a forced oscillation from rest [19]. It
is found that after the fourth swing the drag coefficient stabilizes. Various formulations were
made to incorporate the memory effect and changing drag but a definite conclusion is note
made. Three estimation methods are tested against measured data:
1. Method one uses a CD number that is based on a position dependent KC number and
is updated with each time step. It excludes memory effects.
2. Method two expands on method one by including memory effects
3. Method three utilizes constant KC and CD numbers but does include a factor f for
flow velocity at the bilge.
It seems that the results from method two are in best agreement with the measurements as
seen in Figure 3-2.
Ibrahim outlines a method to incorporate the pressure and thus force created by waves gen-
erated in previous cycles [22]. He utilizes a convolution integral in the following form:
Z t
F = −αV̇ − K(t − τ )V (τ )dτ (3-17)
−∞
with α being the added mass, V the ship velocity and K the retardation or memory function.
δΦ(t − τ )
Z Z
K(t − τ ) = ρ sdσ (3-18)
δτ
with s being the normal vector of the surface element dσ. A similar method may be useful
for the memory effect of flow velocity and damping as well, but needs to be evaluated more
properly for a conclusion.
(Ir)Regular waves
Roll damping in irregular waves is observed to be four times as high as in regular waves by
Orozco [23], which is largely attributed to the local kinematics. Orozco applied the method
of Ikeda et al. to irregular waves. For this he linearized the non-linear damping coefficients
using stochastic linearization which takes into account the spectra of the incoming waves.
This yielded better results than the regular wave linearization where the quadratic damping
is assumed to dissipate the same energy as the linear damping in one oscillation cycle. Using

18 On Roll Damping
measurement data
method 1
method 2
method 3
Figure 3-2: Comparison of estimation methods and measured data [21].
the method of applying a Rayleigh distribution to the maximum values of roll a estimate can
be found for the roll motion maxima, although it should be noted that this is only valid for
linear damping. It is used in Orozco’s research as it provides an indication which should be
sufficient for determining the influences of various different sizes bilge keels. After applying a
factor of four to the roll damping the numerical model, which utilizes HYDROSTAR, showed
good agreement with the experimental results. Reference is made to Figure 3-3.
Jung identified in an experiment that local kinematics dominates the generation of the vortices
and not ship motions, when the wave period is longer than the natural roll period. I.e. the
flow velocities are higher than the body’s roll velocities [24]. Jung continued his research for
a larger range of period for a rolling barge fixed in other Degree-of-freedom (DOF)s in regular
waves [25]. He concluded that for waves at the roll natural period wave the generated vortices
were behind the body’s motion, resulting in viscous damping, with the same results for waves
with shorter periods than the roll natural period. It was confirmed that for longer periods
damping became negative and thus viscous effects added to the body’s motions.
Van ’t Veer [26] uses a similar approach as Orozco, but instead of relying on global motions use
is made of local kinematics as an input for the Morison/Ikeda formula resulting in a calculation
scheme as in Figure 3-4. Instead of using the velocity increment factor as proposed by Ikeda,
reference is made to Equation 3-5, velocities are obtained directly from potential flow theory.
This allows van ’t Veer to incorporate the local kinematics missing in the research done by
Orozco. Van ’t Veer remarks that there still is quite some work to be done regarding the
complex flows around the appendage:
“It is for seen that such a development [an heuristic damping model] will utilize
a (local) KC-dependent drag coefficient in combination with a local flow velocity
obtained from potential flow. Among others one difficulty lies in finding a proper
relationship between the complex flow behaviour seen around the appendage and
the potential flow velocities in wave conditions.”
Another advantage of using local velocities is the ability to differentiate between the bilge

3-2 Results 19
Figure 3-3: Results from Orozco where Ikeda’s formulation for roll damping was stochastically
linearized and multiplied by four to account for irregular waves as became clear from experiments
and using HYDROSTAR to solve [23].
keels on both sides which is relevant in for example beam seas where one keel will experience
much higher local velocities than the other.
Van ’t Veer continued research on bilge keels leading to a 2012 paper on bilge keel normal
forces [27]. The goal of this research was to provide insight into the forces on the bilge keel
for structural calculation, not roll damping. Nonetheless these results are relevant for this
research. The bilge keel forces are calculated using local fluid velocity Response Amplitude
Operator (RAO)s, the drag equation with a Keulegan-Carpenter number [-] (KC)-dependent
drag coefficient and a correction factor to account for unknowns such as the memory effect and
the free surface. Especially the free surface seems to make an impact at larger roll amplitudes
and is well observed during experiments. The local relative velocity is dependent on vessel
motions, radiation velocities, diffraction velocities and wave orbital velocities. Another point
that was raised is the difference between exposed and leeward bilge keel velocities and thus
loads in mostly beam seas.
In 2013 van ’t Veer published another paper [28]. The focus was on irregular waves and
bilge keel forces (not pressures on the hull). In this research van ’t Veer used the Bureau
Veritas (BV) software Hydrostar to calculate the total local velocity RAOs around the bilge
keel composed of wave orbital velocities, diffraction velocities and radiation velocities. The
peak of this relative velocity is used to calculate the maximum force on the bilge keel. Further
research is mostly aimed at determining bilge keel forces in irregular waves, including the
inertia term and higher harmonics, showing their relevance when predicting correct loads.
Brown and Patel [29] developed a theory using the Discreet Vortex Method (DVM). This
method entails the use of potential flow in combination with discreet vortices to model viscous
effects within an inviscid model. Reference is made to Section 5-2-2 for more details. The
results of the model were captured in the following formula which can be used in the frequency
domain:

20 On Roll Damping
Figure 3-4: Calculation scheme utilizing stochastic linearization by van ’t Veer [26].
Mvs = −f1 (φ0 )f2 (r/d)ei(ωt+α) (3-19)
Where Mvs is the vortex shedding induced moment, φ0 the roll amplitude, r the roll center
measured upwards from the keel, d the draft and α the phase. Brown and Patel thus state
that the roll moment and thus damping is dependent on the roll frequency, amplitude, roll
center and draft. Their results seem to yield a fair estimate but differ at resonant frequency
with large amplitude motion. A disadvantage of this method is that the roll center needs to
be estimated as the roll center is determined from the motions of the vessel.
Downie and Graham developed a method using the DVM to perform an one-off calculation
to determine a vortex shedding moment coefficient to be used in potential flow calculations
to estimate roll damping [30] which is based on the work of Brown and Patel [29]. Hajiarab
continued this work with Downie and Graham as documented in [31] and [32] and finished
his PhD thesis recently which involved a black box model compatible with most potential
flow-based hydrodynamics software [33]. The focus was on rectangular cylinders with sharp
corners and not round corners with bilge keels. The results are promising when compared to
experiments, reference is made to Figure 3-5 and Figure 3-6. There seems to be an overesti-
mation of the RAOs at wave periods higher than the natural period and underestimation at
wave periods lower than the natural period for the Hajiarab model tests, while comparison
to the Brown et Al. data shows a reversed error.
Spectral analysis
One of the goals is to develop a tool to determine roll damping and more specifically to predict
the Most Probable Maximum (MPM) roll amplitude, for this purpose spectral analysis is
employed. To determine these roll maxima it is common to assume a Gaussian distribution
for the incoming waves, assume a narrow-band spectrum and a Rayleigh distribution for the
wave height and through a linear system thus the MPM of the motions, reference is made to

3-2 Results 21
Figure 3-5: Regular wave RAOs for potential diffraction-refraction based software, using the
method by Hajiarab and from experiments by Hajiarab [33].
Figure 3-6: Regular wave RAOs for potential diffraction-refraction based software, using the
method by Hajiarab [33] and from independent experiments by Brown et Al. [34].

22 On Roll Damping
Journée [2]. While this is valid for most motions it is not for roll, as the Rayleigh distribution
is only valid for a linear process and roll is non-linear due to viscous effects.
To solve this problem various solutions have been proposed which can broadly be divided
in two areas: the linearization, a different distribution that can cope with non-linearities or
(time-consuming) time domain simulations.
The linearizations for irregular waves are stochastic linearizations which are based on main-
taining the statistic properties of the non-linear damping in the linear damping. This means
that the wave state is incorporated in the damping and iteration has to be performed, solv-
ing and converging the Equation of Motion (EoM) to obtain the proper equivalent linear
damping coefficient, reference is made to Orozco [23] and Droby [35]. This iteration can be
avoided by using an approximation as proposed by Drobyshevski [35], but is mostly useful
as an initial approximation. After linearization usually the Rayleigh distribution is applied.
Leloux compared a two-parameter Weibull and the Rayleigh distribution but are both found
lacking for the MPM roll [36]. Leloux makes reference to a third method, which is the so
called Linearize & Match & Iterate (LMI) method which approximates a non-linear system
with a non-linearity in the form of u|u| by another non-linear system which is based around
a cubic polynomial, reference is made to Prevosto [37] and Minko [38]. The system is then
supplemented with a variety of linear systems to ensure statistical equality.
Gachet and Kherian assessed the impact of stochastic linearization on ship operability [39].
It is compared to constant damping and is found to be more favorable as it yields higher
operability. Unfortunately Gachet does not evaluate the accuracy of stochastic linearization.
Choi attained good agreement when using regular wave linearization of a damping coefficient
obtained from experiments [40].
Leloux concluded that spectral linearization is more applicable than the harmonic, regular
wave approach. It seemed to yield reasonable results compared to the experiments, but it
seemed to underestimate the roll damping when the wave peak frequency was not located
near the roll natural frequency.
An alternative is selecting a distribution that is more fitting for the response and the MPM
values. It should furthermore be noted that the non-linearities are also introduced due to
changing underwater geometry and non-linearities in the waves. The spectrum of the waves
of furthermore often assumed to be narrow-band while it often is more medium-band. This
implies that just linearization of the system is not sufficient to justify the use of the Rayleigh
distribution. Nonetheless the combination of linearization and a Rayleigh distribution is often
used for roll as it yields reasonable results as long as roll angles are not too large [41].
3-3 Discussion
From the results as detailed in Section 3-2 it seems to become apparent that there are a few
issues that need further investigation to develop a robust application of the hull-pressure roll
damping in irregular waves:
1. The influence of memory effects in irregular waves and how to incorporate them

3-3 Discussion 23
2. The implementation and influence of local kinematics
3. The linearization of the damping
4. The validity of the Rayleigh distribution when damping is linearized
Memory effects Memory effects are quantifiable [21], [11] and are significant (up to 15%).
As for irregular waves true memory effect can probably only be generated through the use of
a wavetrain and introduces non-linearity into the problem as the superposed wavetrains start
interacting with each other. It seems more likely to define some convolution for the RAO to
account for the memory effects, such is done for a Dynamic Positioning (DP) observer design
[42].
Local kinematics Local kinematics seem to play a large role in irregular waves, Orozco [23]
even attributed a 400% increase in the damping to it. From the results of van ’t Veer [26] it
becomes apparent that this might be true as the relative local normal velocity, including wave
orbital velocity, can be up to three or more times as high as the velocities induced due to ship
rolling. It might be necessary to adjust Ikeda’s formulation for the hull-pressure damping to
incorporate local kinematics.
Linearization of the damping Most sources agree that stochastic linearization is the most
applicable when linearizing for use in irregular waves and a spectrum analysis.
Rayleigh distribution Although the Rayleigh distribution is considered to be not entirely

accurate it is still widely used and seems to be applicable to give an indication of the MPM
roll angle, as well as sensitivity to certain seastates. Further development of a more suitable
distribution would be welcome but most likely outside the scope of this report. A candidate
seems the LMI method.
Summary Summarizing the most immediate problems at hand are the reformulation of
Ikeda’s hull-pressure theory to local velocities and irregular waves, as well as the incorporation
of the memory effects if necessary. These can then be incorporated into the potential flow
calculation as shown in for example Figure 3-7.

24 On Roll Damping
Geometry Mass
Loads
and Local Hull and
and RAOs
other velocities pressures damping
moments
BC matrices
Method 3
Method 1 Roll
damping
Method 2 and
Calculate
memory
pressure
RAO
Calculate
RAO
damping
incl.
damping
Figure 3-7: Potential flow calculation scheme including possible options for incorporating roll
damping and memory effects, excluding iterative schemes

Chapter 4
On Vortices
This Chapter will focus on the creation, the movements and the pressure of the vortices
generated by the bilge keels. The surface-effects as well as wave-induced water velocities are
considered.
4-1 Introduction
Vortices are not defined in a very exact manner, but can be seen as rotating elements in a
flow, such as hurricanes, in the wake of a ship or airplane or as shed by a body in a flow. An
example is the von Karman vortex street visible in Figure 4-1 where vortices are initiated due
to a small asymmetry after which vortices are created and start shedding. Usually vortices are
found in a viscous flow where a no-slip condition on a wall introduces viscous stresses which in
turn introduce a velocity curl and thus vorticity. From this it immediately becomes apparent
why the potential flow theory fails to properly describe the roll damping, as it assumes an
inviscid, irrotational flow, reference is made to White [43].
Vortices, when formed, are almost always relevant when looking at fluid flows. First due to
the velocity and pressure variations they introduce, secondly due to the force caused when a
vortex is shed and third as they induce memory effects, as during a next pass of a body a
previously shed vortex might still be present. These subjects will be introduced one by one,
starting with the velocity and pressure variations as those are the cause of the other effects.
But first some key concepts surrounding vortices are discussed.
Vorticity is defined as the curl of the velocity field in a flow:

i j k

δ δ δ
curl U = δx δy δz (4-1)

u v z

26 On Vortices
Figure 4-1: Example of a von Karman vortex street due to vortex shedding, source: Malikiaa
To clarify, vorticity is the local angular rotation, best visualized as the rotation of a particle
around its own axis. This vorticity is relevant to a vortex as it partly describes the character
of the vortex. A vortex usually starts as a rotational or rigid-body vortex. This means that
the angular velocity around the center of the vortex stays the same for every point in the
vortex. This also means that the vorticity is the same in any spot in the vortex. As a vortex
moves away from a surface, i.e. if no external forces are present, it decays to an irrotational
vortex, which has no vorticity and an angular velocity around the center that decreases the
further from the center a point is. This is due to viscous effects.
In some calculation schemes the rate of vorticity shed from the separation point depends on
the local relative velocity at the separation point, reference is made to Braathen [44]
δcurl U 1
= Ur |Ur | (4-2)
δt 2
Kolmogorov microscales are the scale at which the smallest vortices exist. At this scale the
viscosity of the fluid is dominant and vortices are dissipated into heat. This means that no
vortices exist that are smaller than:
!1/4
ν3
η= (4-3)

where η is the Kolmogorov microscale in meters, ν the kinematic viscosity and the rate of
dissipation of turbulent kinetic energy.
4-1-1 Vorticity and velocity
There is interaction between vorticity and the velocity gradient which is essential to turbu-
lence. Two elements are important here: vortex stretching and vortex tilting. Vortex stretch-
ing is the stretching and thinning of a vortex tube along its rotational axis when its rotation is

4-2 Results 27
accelerated. Vortex tilting is when a velocity gradient normal to the rotation axis of a vortex
exists which causes rotation of the vortex tube and thus vorticity on a second axis. As these
effects are essential to turbulence, it becomes apparent that a 3-Dimensional (3D) simulation
has to be done to accurately model turbulence as in a 2-Dimensional (2D) simulation these
effects are not present.
4-1-2 Velocity and pressure variations
Observing Bernoulli’s equation, reference is made to Section 3-1-1, it is found that local pres-
sure and velocity are inversely dependent on each other. This means as the vortex influences
the flow velocity a pressure increase or decrease can be found, depending on the rotation
direction and location relative to the vortex.
4-2 Results
The results of the literature review are presented and discussed in the following Sections.
4-2-1 General Results
Sarpkaya and O’Keefe [45] performed experiments based on a flat plate attached to a wall
in an oscillating flow. Three vortex shedding regimes depending on the Keulegan Carpenter
number were identified:
1. KC < 3
2. 3 < KC < 8
3. KC > 8
For KC < 3 when a new vortex is created it sheds away with the vortex created in the
previous motion cycle, creating a counter-rotating pair that moves away at a 45◦ upwards
angle to the left or right of the tip of the plate. The direction is random and dependent on
starting conditions, once a direction is established it is continued for an indefinite period of
time.
For 3 < KC < 8 the vortices of the previous cycles have started decaying and thus will
start orbiting around the newly shed, stronger vortices. This results in a more complex flow
pattern that does not reset itself each cycle such as is the case with KC < 3. This means
that on each side of the plate a new vortex is generated each half cycle around which the
older vortex starts orbiting. The time for shedding a fully developed vortex and the decay
time are identified to be crucial to determine flow and pressure characteristics.
For KC > 8 the vortex shedding approaches a steady state in which one large vortex is shed
each half cycle in addition to various smaller ones which develop if the longer duration of a
cycle allows them to. Increasing the KC number leads to more vortices being shed.

28 On Vortices
Yeung utilized a different approach, using a vertical, partially submerged plate with an angu-
lar forced oscillation at the emerged end, which thus includes the free surface and an angular
movement [46]. Yeung’s results are not directly comparable due to differences between the
setup and KC number. What can be compared are the identified flow regimes. Yeung
observed two flow regimes, the so-called symmetrical and asymmetrical regimes. The asym-
metrical regime is similar to the area identified by Sarpkaya for KC < 3 with a shedding of
vortex pairs in one 45◦ direction. The symmetrical flow regime is similar to the 3 < KC < 8
regime, which is described by Yeung as a vortex pair which is not strong enough to move
away from the plate and where the older vortex is absorbed by the newer, stronger one. While
there are discrepancies between the work of Sarpkaya and the work of Yeung, the identified
regimes are similar.
Various experiments very similar to the work of Yeung have been done by Klaka et al. [47].
A distinct difference is that Klaka et al. compares 2D and 3D effects. Unfortunately the
flow is not visualized and only forces, moments and damping coefficient are considered. One
important note is made. Klaka et al. found a transition in the 2D model at a certain frequency
that caused a (relatively) large shift in the roll moment generated, which was not encountered
in the 3D model. They theorized that the transition observed from symmetric to asymmetric
vortex shedding by Yeung is the most likely source of the transitional phenomenon. This
brings into question the results of Yeung for a 3D case.
Aloisio performed a Particle Image Velocimetry (PIV) analysis of a ship model with a bilge
keel during a free roll decay test [48]. At a Froude number of zero (no forward speed) Aloisio
identifies the formation of the Kelvin-Helmholtz instability (mostly found at the separation
between two fluids). This instability is characterized by acceleration instead of velocity. The
intensity of the vortex is found to be dependent on the roll amplitude. The vortex behavior
seems similar to that identified by Sarpkaya and O’Keefe where in the beginning the flow
regime is similar to the 3 < KC < 8-regime as identified by Sarpkaya, although from the
data provided by Aloisio it is impossible to determine to relevant KC number.
Oliveira studied the effect of vortex shedding due to large bilge keels on the roll damping
on an FPSO using numerical methods and experiments with PIV [49]. During a decay test
the behavior of the vortices is analyzed. A 45◦ shedding angle is observed, which gives the
impression of the KC < 3 area identified by Sarpkaya. This hold for smaller roll angles, but
at larger angles the interaction between the vortices becomes too strong, resulting in a split
of the pair into two pairs. One pair will move away from the hull while the other hugs the
wall. This separation can explain the limit on roll damping at large angles where it seems
to reach saturation. After some periods a vortex street can be observed. It is furthermore
determined through regular wave experiments that the size of the bilge keel has a influence
of the natural roll frequency, i.e. larger bilge keels lead to lower natural frequency. This is
most likely due to additional added mass.
Avalos performed experiments and numerical calculations to study vortex shedding and roll
damping around bilge keels on sharp and rounded bilges [50]. After the first one-and-a-
half oscillation the last vortex interacts with the previous vortex through which both are
dissipated. From this point on the flow field seems to reach a steady state similar to the
regime identified by Sarpkaya for KC < 3 with pairs shedding at a 45◦ angle, most likely
as the outer vortex is less strong. It should be noted that from simple calculations the KC
number belonging to Avalon’s data seems higher that three. It should also be noted that the

4-2 Results 29
KC-number is hard to determine as the roll center position is unclear. It was identified that
as the bilge keel becomes smaller the flow becomes more complex and the vortices shed start
’hugging’ the hull, similar to other experiments.
4-2-2 Near-surface influence
From sources such as Bernal [51] it is stated that as a vortex approaches the surface, the vortex
lines open, resulting in vortex lines that run from and to the surface. Ohring numerically shows
that a vortex can connect and be absorbed by the surface, connect and create a secondary
vortex or bounce from the surface while creating multiple secondary vortices [52]. This
depends on the vortex velocity and the amount of surface tension present. At larger angles
damping is
Rood performed similar research in 1994, with similar results [53]. He shows with a thought
experiment that vorticity is not conserved, while not ignoring any physical laws such as
conservation of momentum and mass. Imagine an infinite horizontal plate with a fluid on top
and bounded by another plate on top of the fluid. If the lower plate starts moving a velocity
gradient will be created which will results in a steady-state of constant vorticity. If the upper
plate is replaced with a free surface the flow velocity will become equal to that of the moving
plate resulting in zero vorticity as no gradient is present. In reality the free surface is an
interface between two fluids where vorticity is transferred from one fluid to another. In his
paper Rood reviews other literature (including Bernal’s work) that confirm this hypothesis.
4-2-3 Influence of (irregular) wave-induced orbital velocities
While studies have been done towards vortices generated by a fully submerged cylinder under
wave action, less work has been done on bluff bodies, bodies with appendages and partially
submerged bodies.
Jung performed an experiment in 2002 with a fixed rectangular structure in waves, reference
is made to [54] and [55]. PIV recordings were made and analyzed. Vortex paths were analyzed
and presented as in Figure 4-2. The paths seem to venture quite far from the hull, but the
vorticity extends quite far from the center of intensity. Significant differences were found
between the leeward and seaward sides. It is observed that water surface level and velocities
around the barge have a large impact on the shedding and path of the vortices. The absolute
vorticity on the leeward side is observed to be roughly half of that on the seaward side. Jung
does not discuss pressure, so no conclusions can be made on the impact on this thesis.
In 2005 Jung continued work on the rectangular body (without keels) in waves, but now
instead of fixed it was free on the roll axis using a hinge through the Center of Gravity (CoG)
[24]. In waves with a period longer than the natural period of the structure is was identified
that the rolling body moved in the same direction as the fluid flow, but the fluid flow had
a larger magnitude. This means that the relative velocity was lower leading to less strong
vortices, as opposed to what was described in Section 3-2. For a wave with the natural period
this is not valid and the vortices are generated in the wake of the body roll motion and cause
positive damping. The vortex shedding patterns at the natural period were not discussed
while these are of interest for this review. Other patterns were found to be similar to the
fixed case, reference is made to the previous Paragraph.

30 On Vortices
Figure 4-2: Path of the highest vorticity concentrations of a fixed rectangle in a regular wave.
The solid line and circle is positive vorticity, while the dotted line and circle are negative vorticity.
The points a through e represent the time of the snapshots. For the seaward side this is an inverse
cosine and for the leeward side this is an inverse sine for wave elevation 8 cm before the barge
(seaward) and 8 cm behind the barge (leeward). From Jung [55].
In 2006 Jung continued his research but with a larger spread of wave periods and aimed at
viscous damping [25]. The research contains PIV images, from which it is identified that the
vortices at the leeward and seaward side are the same size and magnitude for the natural roll
period. At shorter periods the leeward side shows a decrease of size and magnitude of the
vortices compared to the seaward side.
In 1999 Oshkai and Rockwell applied PIV to a submerged cylinder at various depths, subjected
to wave action [56]. It is noted that decreasing the depth of the cylinder resulted in the
retardation of the orbital motion and variations in the shedding point of the vortices.
Chen performed Reynolds-Averaged Navier-Stokes (RANS) simulations and used PIV mea-
surements by Jung [54] on a fixed and rolling rectangular barge subjected to wave motions.
The validated RANS code was used to simulate a barge in regular waves that capsized due
to extreme roll motions [57] and one Degree-of-freedom (DOF) large amplitude roll motions
of a barge in a regular wave [58]. Unfortunately the discussion about the large amplitude roll
motions in a regular wave is limited to the influence of the wave period, where it was identi-
fied that waves with the same period as the free-decay period were causing resonance. As for
the capsizing simulation more results were visualized. It is surmised that the wave-induced
velocities are strong enough to generate vortices due to flow separations at the barge corners,
with a strong positive vortex being created when the surface elevation rises. As the surface
level drops the positive vortex decays and an elongated negative vortex is created which is
subsequently shed as the flow velocity forces it downward.
4-3 Discussion
While the research done into vortices is extensive, this is less so in the case where the free-
surface or waves are involved. Regarding the free-surface it seems safe to assume that vortices

4-3 Discussion 31
are not reflected and mostly absorbed. This seems especially true for larger scales where
surface tension plays a smaller role. Furthermore reflected vortices and secondary vortices
seem to move away from the shedding point and thus have little impact on the hull-pressure.
A more complicated topic is the generation and path of vortices in (ir)regular waves. The
consensus is that there is an influence of the path of the vortices. One of the issues at this
point is that it is hard to translate the deviating path to a different hull-pressure. A possibility
is to use potential theory to determine fluid velocities and assume that the vortices will follow
these vectors to determine possible influence on the hull-pressure.

32 On Vortices

Chapter 5
On Computational Fluid Dynamics
This Chapter will elaborate on the various Computational Fluid Dynamics (CFD) methods
available and give a general introduction to CFD.
5-1 Introduction
Computational Fluid Dynamics (CFD) is a term that encompasses all techniques that utilize
numerical techniques to approximate and predict the motion of fluids.
The early development of CFD started of with the following quote of Lewis Fry Richardson
after discovering complex geometries that would require very complex analytical solutions:
“Further than this, the method of solution must be easier to become skilled in
than the usual methods (i.e. analytical solutions). Few have time to spend in
learning their mysteries. And the results must be easy to verify, much easier than
is the case with a complicated piece of algebra. Moreover, the time required to
arrive at the desired result by analytical methods cannot be foreseen with any
certainty. It may come out in a morning, it may be unfinished at the end of a
month. It is no wonder that the practical engineer is shy of anything so risky.”
From this perspective Richardson published a paper on using finite differences [59], although
at that time computations had to be done by hand, taking weeks to complete even simple
problems. In the late 1960s the use of CFD for marine applications increased with the advent
of the panel method by Smith and Hess [60]. The main focus of CFD as we know it today are
methods to solve and approximate the Navier-Stokes equations, which can yield impressive
results.

34 On Computational Fluid Dynamics
5-1-1 Navier-Stokes equations
The Navier-Stokes equations are the basis for a large part of the modern CFD techniques.
The Navier-Stokes equations are comprised of four parts that act on a element [43]:
1. Gravity forces
2. Viscous forces
3. Pressure forces
4. Inertia
This results in the following equations:
δ2u δ2u δ2u


δp δu δu δu δu 

ρgx − + µ( 2 + 2 + 2 ) = ρ +u +u +u 

δx δx δy δz δt δx δy δz 

2 2 2 

δp δ v δ v δ v δv δv δv δv 

ρgy − + µ( 2 + 2 + 2 ) = ρ +v +v +v Navier-Stokes equations
δy δx δy δz δt δx δy δz 
2 2 2 

δp δ w δ w δ w δw δw δw δw 

ρgz − + µ( 2 + 2 + 2 ) = ρ +w +w +w



δz δx δy δz δt δx δy δz
(5-1)
with gi being the gravity in i = x, y, z direction, µ the viscosity of the medium and u, v and
w velocity in x, y and z direction. Combined with the continuity equation for incompressible
flow, closure is obtained with for equations and four unknowns:
δu δv δw
+ + =0 (5-2)
δx δy δz
5-1-2 Potential Flow Theory
Another theory used to supplement CFD is potential flow theory. The basis of the potential
flow theory is that there is an expression, the velocity potential, for each point in the fluid.
The derivative of this function in a direction is equal to the velocity in that direction. In an
expression with Φ being the potential function:

δΦ 
u= 

δx 



δΦ 
v= Potential function derivatives (5-3)
δy 


δΦ 


w= 

δz
From this potential function it becomes apparent that the flow must be assumed rotation free
as the vorticity is defined as the curl of the velocity and the curl of a gradient of a vector,

5-2 Background results 35
i.e. the gradient of the potential flow or velocity, is zero. Another assumption is inviscid and
continuous flow.
These assumptions mean that potential flow is invalid for flows where rotation is present such
as boundary layers and turbulent wakes. For these flows it is necessary to switch to another
theory such as Reynolds-Averaged Navier-Stokes (RANS) or add a vortex model such as
Discreet Vortex Method (DVM) if vortices are involved, such as is the case with roll damping
and bilge keel which is shown from experiments, reference is made to Brown [34]. For further
information on potential flow theory, reference is made to Journée [2] and Richardson[59].
5-2 Background results
The methods available for solving CFD can be divided in two segments: Eulerian methods and
Lagrangian methods. Eulerian methods are based around a grid where the properties are set
for a specific time and place. Lagrangian methods are based around a different principle and
depend on particles. For example for tracking flow velocity an Eulerian method is equivalent
to placing flow meters everywhere, while Lagrangian methods would track a specific particle
or group of particles, i.e. releasing floating balls to visualize the flow and determine velocity.
For more detailed and recent information on the discussed CFD methods and additional
methods, reference is made to Davidson [61].
5-2-1 Eulerian Methods
The Eulerian-based mathematical models described in this section are based around the
Navier-Stokes equation, but involve some simplifications to keep computing time to acceptable
levels. They rely on discretization and thus grids.
DNS Direct Navier-Stokes (DNS) is simply put a process of directly solving the Navier-
Stokes equations [62]. This approach is the most accurate and only contains discretization
errors. It computes the flow velocities at every time and length scale, all vortices are calcu-
lated. Its disadvantage is the high computational costs due to very small grid size and time
steps, limiting it to simpler flows or extreme computing times. The information it yields is
very extensive, but not always more useful in engineering applications than other simplified
methods.
LES Large Eddy Simulation (LES) is a method that puts emphasis on the large scale motions
as they have the largest transport capacity of conserved properties. Its computational costs
are much lower compared with DNS. In a LES model the smaller motions are filtered out
and modeled as dissipated using viscosity instead of calculated.
RANS Reynolds-Averaged Navier-Stokes (RANS) is a method where unsteady flow proper-

ties of a statistically steady flow are averaged out and unsteady flow properties are regarded
as turbulence. This turbulence is modeled using turbulence models, which are discussed in
the next Section. RANS is also applicable to unsteady flows, although time averaging is not

Figure 5-1: A comparison of the simulation of the separation bubble caused by a turbulent flow
past a blunt plate, it should be noted that the standard κ − model under predicts the size, while
the Realizable κ − is in very good agreement with experiment. Courtesy of ANSYS.
usable. RANS is usually employed when there is interest in certain properties which can be
modeled sufficiently accurate using RANS, such as average forces.
Turbulence Models As the RANS equations cannot be closed a turbulence model is intro-
duced. There are various models available, such as the κ − model, the κ − v 2 − f model,
the Realizable κ − model, the Wilcox’s κ − ω model, the Reynold’s Stress Model (RSM) and
the SST κ − ω model. The choice of turbulence model has a large impact on the results of a
simulation as for example can be witnessed in Figure 5-1.
The κ − model is based around two transported variables, turbulent kinetic energy κ and
turbulent dissipation . The two values present the two parameters that can be used to
characterize a turbulent flow: the energy and the length scale. Turbulence is introduced into
the equations as increased viscosity in the Reynolds stress.
The Realizable κ − contains a new formulation for turbulent viscosity and a new equation
for has been derived. It seems to provide more accuracy in flows involving rotation, as well
as (steady) flows with a square cylinder bounded to a plate, reference is made to Davis [63].
The Wilcox’s κ − ω model which utilizes the specific dissipation rate ω = κ and provides a
better estimate of the near-wall region. It is mostly used in the aerospace industry.
The SST model combines the near-wall qualities of the κ − ω models with the κ − for far
field, which results in a pure κ − ω model near the wall and a pure κ − model further from
the wall.
The v 2 − f model is not only based around κ and , but also v 2 which is the velocity variance
and f which is an elliptic relaxation function. This means two additional transport equations
are necessary. It is more accurate in capturing near-wall turbulence.
The RSM do not employ turbulent viscosity, but directly calculates the Reynolds stresses.
This means an additional six equations and a length scale equation need to be solved. This
means it requires a great deal more computational power, has a potential for convergence

problems and requires additional boundary conditions, reference is made to Atkins [64]. It is
suited for flows with very complex geometry, swirl, buoyancy forces etc.
There are of course more models than the ones mentioned above, but these are usually vari-
ations of the above methods or simplified even more.
DES Detached Eddy Simulation (DES) is a hybrid method tries to take advantage of the
LES accuracy and RANS near-wall solutions. Put very simply, the boundary layers are solved
using RANS and when for example the length scale of the turbulence reaches a certain value
compared to the grid scale, LES is employed to solve the flow behavior.
5-2-2 Lagrangian Methods
As mentioned previously Lagrangian methods are based around the properties of a particle.
The various methods are discussed below.
Discrete Vortex Method
The Discreet Vortex Method (DVM) is a method based around the idea of vortons. Vortons
can be seen as particles which have a certain amount of vorticity, reference is made to Section
4-1. These vortons are used to approximate an equivalent formulation of the Navier-Strokes
equations, reference is made to Equation 5-1. This results in the Vorticity Transport Equation
(VTE):
δω 1
+ (u∇)ω = ∆ω (5-4)
δt Re
The VTE can be divided into two parts, diffusive and advective:
δω 1
= ∆ω (5-5)
δt Re
δω
+ (u∇)ω = 0 (5-6)
δt
The velocity field is determined by the partial differential equation (PDE)s 5-5 and 5-6. The
velocity field can be determined using the Helmholtz decomposition and the Biot-Savart law.
The Helmholtz decomposition states that the velocity can be decomposed in three parts:
u = uω + uφ + u∞ (5-7)
with uω being the vorticity-induced velocity, uφ the potential flow velocity and u∞ the velocity
at infinity. uφ and u∞ are readily available. uω can be calculated using the Biot-Savant law:
1 x−y
Z
uω (x, t) = − × ω(y, t)dy (5-8)
4π Ω ||x − y||3

In the DVM a continuous vorticity field is approached using discreet vortons. Each vorton
has a vorticity Γ from which the vorticity field is approximated as:
Np
X
ω(x, t) ≈ Γ(t)δ(x − xp (t)) (5-9)
p=1
Combining Equations 5-8 and 5-9 yields a vorton dependent description of the velocity:
Np
1 X x − xp (t)
uω (x, t) = − × Γ(t) (5-10)
4π p=1 ||x − xp (t)||3
One of the difficulties of the DVM are the boundary conditions for the potential flow uφ .
This is usually done with the Boundary Element Method (BEM) as the potential flow velocity
requires a grid mesh, while this is undesirable. When employing BEM the boundaries are
discretized and replaced by panel such as triangles. At the center of each panel a vorton is
placed to approximate the vortex sheet on the boundary.
Vortons can be generated from an edge using potential flow. The potential flow will give a
stagnation point at a physically impossible location. The correction of this location is done by
adding a circulation, creating vorticity. This means that the tip of the bilge keel will generate
vorticity.
The DVM can be viewed as an n-body problem. This means that for Np vortons Np2 calcu-
lations need to be done per time step. This can be reduced by applying the Fast Multipole
Method (FMM) method which views vortons which are far away from the vorton at hand as
a group, reducing O(Np2 ) to O(Np ), although in practice O(Np ln(Np )) is attained.
It is possible, as the amount of vortons increase, to generate vortex blobs, where the Dirac-
Delta from Equation 5-9 is replaced by the density function of the Gaussian distribution
resulting in a smooth approximation. The standard deviation of the distribution determines
up to which scale the velocities are resolved, similar to LES.
The advantages of the DVM are that no modeling has to take place, that it is meshless, except
for the boundaries, which results in easy implementation of moving bodies and computation
time is not extreme and can be sharply reduced by implementing Graphical Processing Unit
(GPU)s, reference is made to Stock [65]. There are many different types of DVMs but it is
outside the scope of this literature review to discuss all. For more details reference is made
to Kirchhart [66], Nowicki [67] and Cottet [68].
Smoothed-particle Hydrodynamics
Smoothed-particle Hydrodynamics (SPH) is a method that relies on particles. The continuous

equations are approximated using an integral representation. The particles have material
properties and react with each other weighed using range according to a certain smoothing
function, such as a Gaussian distribution. Using an Equation of State (EoS) fluid pressure is
determined from density. This pressure is used to determine velocity and thus acceleration of
the particles, resulting in displacement. There are two steps to approach the SPH method.

• Kernel approximation step: continuous formulations are approximated using an integral

representation. A standard integral representation includes a Dirac Delta function, but
this does not discretize a problem, so instead a distribution of length h is used, often
called a smoothing or kernel function.
• Particle approximation step: in this step an initial distribution of the particles is made
and an estimate of the particle properties is calculated.
For more information, reference is made to Liu [69].
Vortex-in-cell Method
As the DVM is quite computationally intensive, another method called Vortex-in-cell (VIC)
was devised. In this method a Lagrangian scheme is used for advection and a Eulerian scheme
for the diffusion. The VIC method does not solve the velocity field using the Biot-Savant law
which is computationally expensive as each vorton acts on each vorton. Instead a Poisson
equation is solved on an Euler grid. The vorticity of the vortons within a grid cell are
interpolated to the grid. This vorticity is inverted to a stream function and is interpolated
back to the vortons as a velocity. This determines the next positions of the vortons.
Moving Particle Semi-implicit
The Moving Particle Semi-implicit (MPS) method is similar to the SPH method, but has a
few differences. In practical terms it allows time-steps of typically 100 to 1000 times larger
than SPH time-steps, reference is made to Tokura [70]. The major difference is the smoothing
function. For MPS the differential or gradient of the pressure function is obtained directly
and does not depend on the gradient of the smoothing function, while for SPH it does. MPS
is applied for marine problems, but usually where effects such as sloshing or green water are
relevant, reference is made to Sueyoshi [71].
5-2-3 Hybrids
There are various hybrid methods that employ for example the DVM and potential flow, as
described by Downie [30]. These methods are usually highly dependent on the problem at
hand and rely on interface conditions to sew both methods together. The example of the
DVM and potential flow utilizes the DVM to solve the areas where vorticity is created, i.e.
where singularities in potential flow occur.
5-2-4 Discretization methods
The various solution methods have an influence on the overall performance of a model as well
and are discussed below.

Finite Difference Method
The finite difference method is based on a grid of points and using Taylor expansion or
polynomial fitting to approximate the solution of the PDE. This results in a system of linear
algebraic equations with boundary and initial conditions that can be solved to approximate
the PDEs. The finite difference method is considered easy to implement, but is sensitive to
coarse grids.
Finite Element Method
The finite element method is a method with widespread use in engineering for use of solving
PDEs. A domain is divided in small regions, elements, for which equations are derived and
assembled to describe the entire system.
The elements have nodes where values in between are approximated using a method similar
to the least-squares method, where residuals are weighed according to the Galerkin method.
One of the advantages of the finite element method is that 3-Dimensional (3D) information
is retained, resulting in higher accuracy.
Finite Volume Method
The finite volume method is based on integral formulations in contrary to the finite difference
method. This means it utilizes a Control Volume (CV) based approach for the grid with
central nodes in the center of the CVs. The basis is the integral form of the conservation
equation for φ:
Z Z Z
ρφv · n dS = Γ∇ × φ · n dS + qφ dΩ (5-11)
S | {z } S | {z } Ω |{z}
Convective flux Advective flux Source or sink
where S denotes a face and Ω a domain, for example six surfaces and volume in 3D with
rectangular volumes. Being based on the conservation equation immediately is one of the
advantages of the finite volume method as conservation is built into the method. As dis-
cretization takes place and approximation of the surface and volume integrals is needed as φ
is only calculated at the location of the nodes in the center of the CVs. This can be done
in various manners such as the mid-point where the value on a face is approximated using
an interpolation of the integral at the center of the node, other methods are trapezoid rule
or Simpson’s rule which requires polynomial approximation. As for volume approximation it
can be done by assuming that the integral at the node is valid for the entire volume. Other
approximations are more complicated and for this reference is made to Peric [62].
Gradient Smoothing Method
The Gradient Smoothing Method (GSM) uses a gradient smoothing function to approximate
the spatial derivatives. GSM can be used with a variety of meshing possibilities similar to
the methods employed in volume, difference or cell methods after which the spatial derivative
can be determined at any location of interest. Although this is an interesting technique it is
not widely employed and thus for further reading reference is made to Liu [72].

5-2-5 Solver Methods
As the discretization techniques described in Section 5-2-4 yield a system of equations that
need to be solved a solver needs to be chosen. Depending on the problem the system of
equations can be linear or non-linear. For a linear problem various solvers such as Gauss
elimination, Lower Upper (LU) decomposition, the Thomas Algorithm and cyclic reduction
are utilized. For non-linear problems or sparse linear problems, an iterative method is used,
which linearizes the equations around the current estimate and thus estimates a solution
which is evaluated and if necessary the step is repeated until the solution is converged. It is
not within the scope of this literature review to discuss all solution methods for the various
discretization schemes, CFD methods etc. The options after a method and discretization
scheme has been selected will be discussed in the final thesis if necessary
5-2-6 Existing Model
Jean-Luc Pelerin of SBM Offshore Monaco developed the current CFD model. He is an
experienced (6+ years) CFD engineer and has also worked as software developer with Ansys,
also known from the Fluent CFD software. He has built a model resembling the experiments
done by Schut and has performed a partial validation using the results from the experiments
performed by Schut, reference is made to the validation report [73]. Pelerin has validated his
results including the hydrostatic pressure changes due to the vertical movement of the sensors
during a roll motion. This means that the results cannot directly be used for determining
anything substantial on the pressure fluctuations caused by the bilge keel.
The model is based around the Reynolds-Averaged Navier-Stokes (RANS) equations with a
SST κ− turbulence model. The free surface is included with wave probes at various locations
using the Volume of Fluid (VOF) method. The assumption was made that the bilge keels
are far enough apart to not interact with each other, thus removing the need to model both.
A Finite Volume Method (FVM) discretization scheme was utilized with a segregated solver,
2nd order scheme in space and an implicit 2nd order scheme in time.
It can be noted from Figure 5-2 that the accuracy of the simulation declines as the pressure
measurement is located further from the bilge keel. The discrepancy is calculated using the
2-norm to compare the time-series, as done by Pelerin. These are most likely due to free-
surface effects and sensor limitations. It is also very possible that a RANS model does not
capture the vortices with sufficient accuracy.
5-2-7 Assumptions
There are a few assumptions that seem reasonable or necessary that can be made in a CFD
model. Firstly the assumption that the interaction between both bilge keels is limited. This
allows one bilge keel to be modeled instead of two. This results in lower computational
expenses and more manageable data-sets. This assumption can be justified in case of the
setup as used in the experiments by Schut, but needs to be verified if more realistic Floating
Production, Storage and Offloading (FPSO) simulations are done, reference is made to Miyake
[74].

On Computational Fluid Dynamics
Literature Review
Mark Jan van Kampen
Figure 5-2: A comparison between the average pressures over ten periods simulated by the CFD model and recorded during the experiments
by Schut using the 2-norm to determine discrepancy.
42
A second assumption is that the problem is simplified to a 2-Dimensional (2D) situation.

Again this assumption has a basis in the experiments performed by Schut as the experiment
was designed to have a 2D character. It should be noted that the assumption of a 2D situation
in turbulent flows neglects a few effects such as vortex stretching which provide a relieving
effect on a problem, increasing its physical correctness. The requirement for 3D strongly
depends on the amount of turbulence present and should be evaluated, reference is made
to Klaka [47]. It should be noted that Leloux found that the 3D effects in beam seas were
negligible [36], while roll decay tests performed by Chen showed up to 12% difference in roll
decay periods in certain cases with even larger differences when compared to measured values
[58]. This was most likely due to uncertainties in the roll center location.
The roll center has a large influence on the roll damping and while it is fixed in the experiments
by Schut it should be evaluated when a free floating vessel is used.
5-2-8 Verification and Validation
This Section focuses on the procedure for verification and validation of the CFD model. This
process assesses the quality of a CFD model which is crucial as further models will be based
around the CFD model.
Errors are a value which shows the difference between the model and the truth or in this
case experiments, while uncertainty is a range that shows the maximum error with a certain
confidence.
Errors
There are three large classes of errors as defined by Roache [75]:
1. Modeling errors
2. Programming errors
3. Numerical errors
Modeling errors are errors that results from the simplification of the physical world to math-
ematical equations. In the case of CFD this would for example mean that a RANS-based
model will most likely have larger modeling errors than a DNS-based model.
Programming errors are simple mistakes in the code, i.e. bugs.
Numerical errors can be divided in three categories:
1. Round-off errors are a consequence of the limited precision of binary computers.
2. Iterative errors are due to the use of an iterative scheme. They can be reduced by
selecting a very strict convergence criteria equal to the round-off error.
3. Discretization errors are due to the fact that the physical world and thus partial differ-
ential equations are discretized on a computer using for example finite-volume theory.

Verification
In this Section attention will be given to the verification of the CFD model. Verification
is purely theoretical approach and aims to quantify modeling errors and uncertainties di-
rectly from the model without comparing to the physical world. The errors concerning the
verification procedures are the programming and numerical errors.
Programming errors can be found through code verification. As the Adapco STAR-CCM+
software that is utilized by SBM Offshore is a well-known and used commercial package it is
assumed that there are little to no programming errors. A method to perform code verification
is described by Eça and Hoekstra [76]. A common method to do this is for example to evaluate
the reduction of the discretization error compared to the theoretical order of the discretization
method.
Numerical errors are present in any software and thus have to be evaluated. Especially since
the numerical uncertainty is necessary in the evaluation of the model. Numerical uncertainty
is determined using solution verification. Traditional methods such as recommended by ITTC
[77] operate on assumptions that are hard to maintain in complex flows [78] and thus the path
followed is as established by Eça, reference is made to [76] and [79].
Eça states that the discretization error can be formulated as:
ξ ' δRE = ξi − ξ0 = αhpi (5-12)
with ξ the estimated discretization error of variable ξ, δRE being the discretization error
estimate, ξi being any integral or other functional of local flow quantity, ξ0 being the estimate
of the exact local solution. The parameters that are the goal of this equation are α which is
a constant, hi which is the typical cell size of grid i and p which is the order of accuracy of
the particular problem. If these values are known equation 5-12 yields a discretization error
for all grid sizes. It should be noted that if in a geometrically unsimilar grid the order of
accuracy is 0.5 > p > 2 a simplification can be made by assuming that p = 1 or p = 2 for
monotonically converging solutions and p = 1 and p = 2 for non-monotic convergence. As
there are three unknowns at least three grids have to be used, while a fourth is recommended
to verify p.
Validation
In this section validation of the CFD model will be discussed. Again the method proposed
by Eça is utilized. Validation is the comparison between the mathematical model and the
physical world. The goal of validation is to determine E, which is the error between the
physical and mathematical world:
E =S−D (5-13)
with S being the simulation value and D being the experimental value. The other value of
interest is Uval , the uncertainty of the model error E. Uval can be defined as:
q
Uval = 2
Unum 2
+ Uinput 2
+ UD (5-14)

5-3 Literature Results 45
where Unum is the numerical uncertainty of the model, UD is the uncertainty of the experi-
ments and Uinput is the parametric uncertainty. A model is considered validated within the
level Uval if |E| ≤ Uval . For more details and examples reference is made to Eça [76].
5-3 Literature Results
Bilge keels or similar problems have recently [18], [26], [36], [63], [74], [80], [81], [82], [83], [84],
[85], [86], [87], [88] and not so recently [29], [30], [89] and [90] been modeled using CFD code.
Van ’t Veer used the STAR-CCM+ software and experiments in combination with a Unsteady
Reynolds-Averaged Navier-Stokes (URANS) and a FVM method with Rhie and Chow inter-
polation to create a 3D model of an FPSO section, reference is made to his papers [26] and
[18]. The presence of air was modeled using the VOF method. Coupling was achieved us-
ing the SIMPLE algorith and accelerated using a Multigrid algorithm. The Shear Stress
Transport (SST) turbulence model was employed. Three grids were used to determine the
discretization error, although a full study remains to be done. The mesh is adapted each
time-step to incorporate the roll motion using a inner and outer mesh.
Davis employed STAR-CCM+ and experiments to study the various RANS turbulence models
for a flow over a wall-mounted cylinder [63]. The FVM was used for discretization with poly-
hedral elements. Three meshes were utilized and a mesh dependence study was performed.
It was concluded that for a wall-mounted cylinder the Realizable κ − model is superior over
the κ − ω and V2F model as it captured certain flow phenomena absent in the other models.
It should be noted that the Realizable model seemed to keep mesh dependence, allowing the
use of fine meshes.
Khatir utilized a boundary element method with a vortex method to simulate a near-wall
fluid flow and is focused on boundary conditions [80]. It is mostly relevant for flows over
arbitrarily shaped bodies and complex geometry implemented in DVMs and is compared to
the method of images. The results are compared to experiments and good agreement is found.
Yeung focused on finned bodies and the Free-Surface Random-Vortex Method (FSRVM) [81].
The FSRVM is a hybrid Lagrangian-Eulerian method similar to the DVM and potential
flow combination as the flow is seperated in a irrotational and rotational part. Diffusion is
simulated by giving each vorton blob a random path using a Gaussian distribution. The
results are compared to experiments for a bilge keel. The hydrodynamic moment seems to
reach reasonable agreement after one and a half period, with some over-prediction in the
negative moment. The delay in agreement could be caused by different initial conditions, as
the water in a basin in never fully at rest. Roll damping coefficients are estimated well at
lower frequencies, while at higher frequencies the experiments and model start to deviate.
This can be attributed to less accuracy in the experiments. Excellent agreement was attained
in free decay experiments for a short period after which the bearing friction in the mounting
equipment could not be neglected anymore. It seems FSRVM is a good method for 2D models
of bilge keels. In research by Seah, reference is made to [86], the FSRVM was used to model
FPSO sections similar to the experiments performed by Na [91]. There is good agreement
between the model trend and the experimental trend, although model damping values are
higher than experimental values. It should be noted that the measured values are assessed as
low compared to inviscid theory.

Leloux has brought attention to the Principia EOLE code to simulate a "Clarom" barge [36].
EOLE utilizes the FVM for discretization and the VOF method for the free-surface and
is based around Pseudo-Unsteady Systems (PUS) and RANS using the Gorski turbulence
model which combines the κ − model with algebraic equations for the near-wall viscous
layer. Results for the roll damping coefficients seem in good agreement with the experiments,
except for small angles, where a finer mesh is recommended. The validation is discussed quite
summarily so it is hard to validate the results from a third party perspective.
Kinnas modeled an oscillating flow past a vertical plate [82]. In this method Euler and
Navier-Stokes equations were used in combination with FVM. The resulting drag and inertia
coefficients were close to measurements at low Keulegan-Carpenter number [-] (KC) numbers
but a turbulence model was not implemented. Reference is made to later papers that incor-
porate these turbulence models for more relevant results. The same model was applied to
study bilge keel flow separation, but was not experimentally verified, only against flow past
a wall-mounted vertical plate [83]. In a paper by Kinnas [84] the above mentioned solver was
compared to the FLUENT software and good agreement was achieved. Various solvers were
compared but no experimental validation took place. Yu compared the results to published
experimental data for box and step shaped hulls [85]. Good agreement was found.
Graham tried to apply DVM combined with the panel method to predict the hydrodynamic
damping of floating bodies [87]. The method is compared to DNS and experimental results.
The roll Response Amplitude Operator (RAO)s for regular waves compare well to wave-flume
tests around resonance frequency.
Huijsmans aimed to provide an insight on the water velocities and pressures around an FPSO
using Particle Image Velocimetry (PIV) for use in CFD techniques [88]. RAOs were de-
termined for the water velocities at two points near the bilge keel and compared to linear
potential flow theory. As expected the linear theory overestimates the flow velocities, espe-
cially at point A located at the bottom of the hull and at lower frequencies. The PIV data
should be sufficient for CFD validation.
Miyake looked at bilge keels for a new type of non-ballast ship with a rounder cross section
[74]. The commercial code Fluent is used to calculate a vertical plate on a wall and two
vertical plates in tandem on a wall. A CFD study is performed to visualize the effects taking
place. It it shown that two bilge keels in tandem have large effects on each other when placed
close enough. The results are not validated.
Brown developed a theory for vortex shedding from marine vehicles using DVM [29]. In his
paper he provides an extensive overview of previous work. The paper focuses on showing
that the DVM correctly shows the vortex shedding component and allows good prediction
when combined with potential flow theory. Potential flow theory is compared to experimental
data and vortex shedding influence is evaluated but no direct comparison between the DVM
and experiments is made. It is furthermore concluded that the roll center determined from
potential flow theory is sufficient to be used in vortex shedding applications.
Downie used the DVM similar to Brown, including potential flow theory for far-field calcu-
lations to evaluate the effect of vortex shedding on roll response [30]. The DVM was used
to evaluate the vortex shedding forces to be used in addition with potential theory resulting
in a new equation of motion. The results were compared with experimental data based on a
round-edged barge instead of a sharp edge.

5-4 Discussion 47
Taylor based his research around the DVM as well [89]. He aimed to provide an insight into
the unsteady flow around square and rectangular section cylinders. The results show good
agreement with various experiments, including pressure distributions. It should be noted
that only stationary bodies were evaluated. Reference is made to a future report for moving
bodies.
Graham utilizes a Cloud-in-Cell vortex method (VIC) to evaluate vortex shedding from edges
resulting in a mixed Lagrangian-Eulerian method [90]. The method is used to identify flow
phenomena which are summarily compared to experiments.
Lian used a method a developed by Graham in 1977, not unsimilar to DVM [92]. Good
agreement is found for a long bilge keel for CD and CI . In other cases the drag coefficient is
underestimated up to 20%
Avalos used the finite volume method with an upwind Total Variation Diminishing (TVD)
Roe-Sweby scheme to simulate the roll decay of an FPSO with bilge keels [50]. The free
surface is considered flat and thus radiation waves are neglected. Good results are obtained
compared to experiments with a slight underestimation most likely due to neglecting the
radiated waves.
Kim employed RANS with a κ − to recreate the experiments done by Jung, reference is
made to Jung [54] and [24]. This included the roll motion of a rectangular body in a regular
wave with a wave period longer than the natural period of the body. Results were in good
agreement with experiments even close to resonance.
5-4 Discussion
While there is no single ’best’ CFD model, some seem more suitable than other for the problem
at hand. The model by Pelerin seems to have the potential to become accurate enough while
maintaining a reasonable execution time, but needs to validated properly. From the literature
review three methods seem popular and viable. First the URANS method with the Realizable
κ − turbulence model seems a good choice. While the most directly relevant research done
utilize other turbulence models they do not compare them. This is relevant as the study by
Davis identifies the Realizable model as the only model that accurately captures the vortices,
although it should be noted that the SST model used by van ’t Veer was not compared.
Another promising method is the FSRVM method. A disadvantage is the limited history of
use of the method. This may result in large amounts of time that have to be spent with
tweaking, debugging and evaluating the code. Furthermore computation time length is not
entirely clear. This should be discussed with an expert.
The DVM method has been used to research bilge keels multiple times, as well as used in
validation. It is successfully being employed in the area of Vortex-induced Vibrations (VIV).
It does not require turbulence models and depending on settings is more accurate than LES.
The estimated implementation time of simple DVM model is a few weeks.
Concluding, it seems that for now the best course is to utilize the model by Pelerin. If this
proves to be inaccurate the best alternative is to utilize DVM to create a new model or
improve Pelerin’s model by possibly switching to the Realizable κ − turbulence model.


Chapter 6
Conclusion
As the conclusion aims to answer the research questions posed in the literature review a recap
is given:
3. Which approaches have been taken to solve the roll damping of an Floating Production,
Storage and Offloading (FPSO) and what angles seem promising?
4. What are the physical workings of vortices, dependency on velocity and their influence
on hull pressure?
Research question number one has been appropriately answered in Chapter 5 with clear
results. The problem with the answer is that it is not definitive as a method for a certain
application can only be evaluated properly after it has been applied. The method of choice
now is the model by Pelerin as it is readily available. Other options include a Reynolds-
Averaged Navier-Stokes (RANS) model with a Realizable κ − model or the Discreet Vortex
Method (DVM) method. The main report should include a thorough and proper evaluation
of the method selected and the resulting model
The second and third questions have been answered in Chapter 3. An overview has been
provided of the current state-of-the art as well as of the various issues that still remain to
be solved for roll damping to be properly calculated in waves. The most promising angle
at this point in time seems a combination of empirical data and\or Computational Fluid
Dynamics (CFD) with potential flow programs based around local kinematics.
The final research question is challenging as the basics of vortices and the generation are
understood, but there is not a lot written on the influence of (ir)regular wave orbital motions.
The conclusion is that vortices can be assumed to dissipate or be removed from influence
when reaching the free surface. Furthermore they are impacted by local velocities but the
influence on the hull pressure is not clear. Dependence on local velocities and accelerations
has been observed.

50 Conclusion

Appendix A
Literature Review Exploration Results
A-1 Mindmap

52 Literature Review Exploration Results
Bracings
Asym- Bilge keel

metric height
Vortex
blob Vortex-
(DVM) in-cell
Bilge Keels
Hybrid DVM
Optimal Lagrangian
efficiency Methods
Vortex
Shedding
Hull-pressure
CFD
roll damping
Navier-
Non-linear Stokes
damping
Eulerian
methods
Non- RANS DNS
polynomial Ship Roll Computer
approxi- Damping models
mation LES DES
Potential Irregular
flow waves
Figure A-1: Mindmap of key topics
A-2 Tabulated results

A-2 Tabulated results 53
Journals (IF) Conferences Authors Institutions
Ocean Engineering (1.161) International Con- S.A. Kinnas United States

ference on Offshore Navy
Mechanics and Arctic
Engineering
International Journal of Off- International Offshore Y.H. Yu United States
shore and Polar Engineering and Polar Engineering Department of
(0.489) Conference Defense (DoD)
Applied Ocean Research International Confer- A.C. Fer- University of
(1.072) ence on Computational nandes Texas, Austin
Methods in Marine
Engineering
Marine Technology and International Confer- R.W. Ye- University of Cal-
SNAME News (0.125) ence on Ocean, Offshore ung ifornia, Berkeley
and Arctic Engineering
Computers Fluids (1.467) F. Stern Universidade Fed-
eral do Rio de
Janeiro
Table A-1: Research area of bilge keels overview in order of decreasing record count (WoS)
Ocean Engineering (1.161) International Con- A. Frances- University of Tri-

ference on Offshore cutto este
Engineering
Journal of Ship Research International Confer- R.A. Southeast Uni-
(0.628) ence on Ocean, Offshore Ibrahim versity, Virginia
and Arctic Engineering Polytechnic
Institute
International Journal of Off- International Offshore G. Bulian United States
shore and Polar Engineering and Polar Engineering Navy
(0.489) Conference
Applied Ocean Research International Confer- C.G. Soares United States
(1.072) ence on Hydrodynamics DoD
Journal of Vibration and Con- International Confer- J.M. University of New
trol (1.966) ence Oceans Falzarano Orleans
Table A-2: Research area of roll damping overview in order of decreasing record count (WoS)

54 Literature Review Exploration Results
Ocean Engineering (1.61) International Confer- F. Stern University of Iowa

ence on Ocean, Offshore
and Arctic Engineering
Journal of Marine Science and International Con- P.M. Car- Shanghai Jiao
Technology (0.845) ference on Offshore rica Tong University
Engineering
Journal of Ship Research International Confer- E.F. Cam- United States
(0.628) ence on Computational pana Navy
Methods in Marine
Engineering
Computer Fluids (1.467) International Offshore S.H. Rhee United States
and Polar Engineering DoD
Conference
Journal of Hydrodynamics International Congress Y. Tahara Seoul National
(1.325 Source Normalized Im- of the International University
pact per Paper (SNIP)) Maritime Association
of the Mediterranean
Table A-3: Research area of ship-related CFD in order of decreasing record count (WoS)

Appendix B
Planning

56 Planning
MONTHS:
1 2 3 4 5 6 7 8 9
Literature Review 100% complete
LR Report 100% complete
LR Roll Damping 100% complete
LR CFD 100% complete
LR Vortex Shedding 100% complete
CFD Model 100% complete
CFD Validate JLP model 100% complete
CFD Develop CFD parameters 100% complete
CFD Validate ITH method 100% complete
Develop regular wave 100% complete
LR Implement local kinematics 100% complete
DF Validate and append using CFD 100% complete
Develop irregular waves 50% complete
LR Implement in e.g. HYDROSTAR 0% complete
DF Verify from model test 0% complete
General 100% complete
G Report 100% complete
G Presentation 100% complete
TODAY
Figure B-1: The Gantt chart of the planning for the nine month graduation period.
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moderate KC-numbers,” Applied Ocean Research, vol. 10, 1988.

64 Bibliography

Glossary
List of Acronyms
2D 2-Dimensional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3D 3-Dimensional . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
BEM Boundary Element Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
BV Bureau Veritas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
CFD Computational Fluid Dynamics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
CoG Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
CV Control Volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
DES Detached Eddy Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
DNS Direct Navier-Stokes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
DoD Department of Defense . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
DOF Degree-of-freedom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
DP Dynamic Positioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
DVM Discreet Vortex Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
EoM Equation of Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
EoS Equation of State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
FMM Fast Multipole Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
FPSO Floating Production, Storage and Offloading. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
FSRVM Free-Surface Random-Vortex Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
FVM Finite Volume Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
GPU Graphical Processing Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
GSM Gradient Smoothing Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
ITTC International Towing Tank Conference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
KC Keulegan-Carpenter number [-] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
LES Large Eddy Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

66 Glossary
LMI Linearize & Match & Iterate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

LU Lower Upper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
MARIN Maritime Research Institute Netherlands . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
MPM Most Probable Maximum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
MPS Moving Particle Semi-implicit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
PDE partial differential equation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
PIV Particle Image Velocimetry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
PUS Pseudo-Unsteady Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
RANS Reynolds-Averaged Navier-Stokes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
RAO Response Amplitude Operator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
RSM Reynold’s Stress Model . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
SBM Single Buoy Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
SNIP Source Normalized Impact per Paper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
SPAR Single Point Anchor Reservoir . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
SPE Society of Petroleum Engineers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
SPH Smoothed-particle Hydrodynamics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32
SST Shear Stress Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
TLP Tension Leg Platform. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
TU Delft Delft University of Technology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
TVD Total Variation Diminishing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
URANS Unsteady Reynolds-Averaged Navier-Stokes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
VIC Vortex-in-cell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
VIV Vortex-induced Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
VLCC Very Large Crude Carrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
VOF Volume of Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
VTE Vorticity Transport Equation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
WoS Web of Science . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
List of Symbols
δRE The discretization error estimate

2
The rate of dissipation of turbulent kinetic energy [ m
s3
]
ξ Estimated discretization error of variable ξ
η The Kolmogorov microscale [m]
ξ0 The estimate of the exact local solution
ξi Any integral or other functional of local flow quantity

67
κ Turbulent kinetic energy

µ Viscosity of the medium
∇ The water displacement of the ship [m3 ]
ν The kinematic viscosity [ sm2 ]
Φ Potential function
kg
ρ Density of water [ m 3]
σA Sectional area coefficient [-]

φ̈ Roll Acceleration [ deg
s2
]
φ̇ Roll Velocity [ deg
s ]
φ Roll Angle [deg]
φ0 Roll amplitude
ω Roll exciting frequency [ rad
s ]
Aφ Roll moment of inertia coefficient

N
B1 Damping coefficient proportional to φ̇ [ deg ]
s
N
B3 Damping coefficient proportional to φ̇2 [ deg ]
s
N
Be Equivalent linear damping coefficient [ deg ]
s
Bφ Roll damping coefficient
N
BBK (φ̇) Non-linear bilge-keel induced hull pressure damping coefficient [ deg ]
s
SBK The pressure distribution length of the negative pressure [m]
B Beam of the ship [m]
CD Coefficient of drag [-]
CI Coefficient of mass or inertia [-]
Cp Coefficient of pressure [-]
Cφ Roll restoring coefficient
Cp + Pressure coefficient in front of the face of the bilge keel
Cp − Pressure coefficient behind the face of the bilge keel
C Constant
D The experimental value
E The error, or difference between the simulation and the physical world
f Velocity correction factor [-]
gi Gravity in i = x, y, z direction
g Gravitational constant [ sm2 ]
hi Typical cell size of grid i
hBK Bilge keel height [m]
KC The Keulegan-Carpenter number [-]
l The moment arm around the center of rotation [m]
Mφ Amplitude of the external roll moments
p Pressure [P a]
r Distance from the roll center to the bilge keel [m]

68 Glossary
S The hull surface

S The simulation value
Ü Flow acceleration [ sm2 ]
U̇ Flow velocity [ m
s]
U Flow displacement [m]
u∞ Velocity at infinity
uω Vorticity-induced velocity
uφ Potential flow velocity
UD The uncertainty of the experiments
Uinput The parametric uncertainty
Unum The numerical uncertainty of the model
Uval The uncertainty of the model error E
u Velocity in x direction
V Reference volume [m3 ]
v Velocity in y direction
w Velocity in z direction
z Depth [m]

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Bilge Keel Roll Damping

Combining CFD and local velocities

Mark Jan van Kampen

Delft University of Technology · Offshore and Dredging Engineering

In partial fullfillment of the degree of Master of Science in Offshore and

Mark Jan van Kampen

Faculty of Mechanical, Maritime and Materials Engineering (3mE) · Delft University of

Literature Review Mark Jan van Kampen

• Implement the (stochastically) linearized roll damping in a (possibly iterative) potential

• Implement the memory effect in the scheme mentioned in item 4.

Reference is made to Appendix B for a planning.

Mark Jan van Kampen Literature Review

Literature Review Mark Jan van Kampen

5 On Computational Fluid Dynamics 27

A Literature Review Exploration Results 45

Mark Jan van Kampen Literature Review

1-1 Axis conventions according to Journée. . . . . . . . . . . . . . . . . . . . . . . . 2

2-1 Mindmap of search terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8

Literature Review Mark Jan van Kampen

A-1 Mindmap of key topics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Mark Jan van Kampen Literature Review

Literature Review Mark Jan van Kampen

Mark Jan van Kampen Literature Review

Literature Review Mark Jan van Kampen

Mark Jan van Kampen Literature Review

Delft, University of Technology Mark Jan van Kampen

Literature Review Mark Jan van Kampen

Mark Jan van Kampen Literature Review

1-1 Document Structure

1-2 Document Purpose and Scope

Literature Review Mark Jan van Kampen

Figure 1-1: Axis conventions according to Journée [2].

1-4 History and background

Mark Jan van Kampen Literature Review

Figure 1-2: A representation of an FPSO including its exaggerated bilge keel

Literature Review Mark Jan van Kampen

1-5 Problem Statement, Research Question and Goal

3. Implement the stochastically linearized roll damping in a (possibly iterative) potential

4. Implement the memory effect in the scheme mentioned in item 3.

Mark Jan van Kampen Literature Review

2. What is the current state-of-the-art in the field of roll damping?

Literature Review Mark Jan van Kampen

Mark Jan van Kampen Literature Review

• Extract search terms

• Set-up a search plan

• Determine sources, i.e. databases and engines used

• Perform search for important papers

• Refine search terms

• Perform exhaustive search, storing terms, engines and number of hits

• Systematically answers stated questions

2-1 Search set-up

Literature Review Mark Jan van Kampen

2-1-1 Research area

• Ship roll damping

2-1-2 Search terms

2. What is the current state-of-the-art in the field of roll damping?

2-1-3 Databases and search engines

Mark Jan van Kampen Literature Review

• OnePetro (Society of Petroleum Engineers (SPE))

• Delft University of Technology (TU Delft) Library

Literature Review Mark Jan van Kampen

Bilge keel Wall-

Ship roll Ship roll

Figure 2-1: Mindmap of search terms