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r n
253215-OP/CRUISE & FERRY93
RECENT CHANGES IN FERRY
HÜLL FORM DESIGN AND
THEIR IMPACT ON SEAKEEPING

BY: R.P.DALLINGA (MARIN) AND

M. KANERVA (DELTA-MARIN)

March 1993
l_ J
Title: Recent Changes in Ferry Huil Form Design and their Impact on
Seakeeping

Authors: R.P. DaIIinga, MARIN, Wagenlngen, The Netherlands,

M. Kanerva, Delta-Marin, Turku, Finland

1. Abstract
An analysls of historica) trends in the huil form and maln proportions of ferries shows distlnct trends In
some respects. These trends and the increased stabllity due to new safety regulatlons affect the
performance in waves.

To quantify these effects a systematic series of ships was Investigated and subjected to an operability
analysis. The results identtfy key Issues in the performance of ferries in waves. They show that withln
the normal range of snip proportions, huil form and stabilizer arrangements, marked differences In
performance can be expected.

2. I n t r o d u c t i o n

Important aspects of the performance of a ferry in waves are related to safety and economy. Safety
relates to, for instance, local acceleratlon levets, rolling and sea fastening of the transported vehicles.
The economy relates to the passenger comfort, performance of the crew and sustained speed.
Unear seakeeping theory, in particular when combined with an operability analysls to account for the
operationat conditions and prevailing criteria, provfdes a practical framework for the prediction of some
of the above quantities.

Atthough the theory is reasonabty well developed, the prediction of the performance in waves still finds
Irttle appllcation in the design of ships. Two important reasons are the complexity of the resutts of the
analysis and the costs and related timing problems in a tight design Schedule. For some issues the ab-
sence of 'definrttve' criteria also plays a role.

The present work addresses the first problem, the complexity of the resutts of a seakeeping analysis.
Based on theoretfcal calculatlons for an older and a contemporary huil form, with some variations on
the latter, the effect of some huil parameters on the performance of ferries are Identtfled. Based on the
resutts tentative design guldellnes are established.

3. Trends in ferry huil form design

3.1. Hlatorical trend»

Ferries are and have been built in a wide variety of main dimensions. However, some historical trends
can be observed in huil form and proportions. The MARIN powering database was used to expfore
some of these trends.
Conslderation was given to some parameters which are expected to affect the performance in waves.
These are the huil form, the slenderness and the beam-draft ratio.

1
Beam to draft ratio

The beam to draft ratio nas a pronounced effect on the wave In du eed excitation and the reaction forces
in the vertical plane [Vughts, 1968). A low value, as observed on some catamarans [Dallinga, 1992]
and SWATH vessels yiekts rat her low damping values in heave and pftch, requlring special stablllzlng
measures to reduce dynamic amplificatlon effects.
Figure 1 indicates the variety of beam to draft ratlos appiied over the last few decades. Values between
3 and 5.5 are observed, with more contemporary huil forms narrowing down tó values between 3.8 and
4.7. The average beam to draft ratio shows a 10% Increase from around 4 In the late sixttes to about
4.3 in the late etghties.
Figure 2 [from Vughts, 1968] indicates that even the smaller 25% variation in beam to draft ratio of
modem hul) forms yiekte variatfons in added mass and damping in the order of 35%.

Slendemess

The slendemess, her© expressed in terms of the ratio of length and the one-third power of the displa-
ced volume, affects the effectlve length of the vessel. Increasing the length generalfy reduces the
motton response In the vertical plane.
Figure 3 indicates the trend over the years. Uke in the case of the beam to draft ratio modem hulls
show less variation. The average vatue shows a 10% decraase from about 6.7 in the late sixties to
about 6.0 in the late etghties.

Huil form

The huil form, here reduced to the shape of the two-dimensional snip sections, affects the general hy-
drodynamic characteristics of the huil. It is hard to draw general condusions on the "best" characteris-
tics. Figure 4 shows two typtcal "average" huil forms. The older huil forms are characterlzed by "V"-
shaped sections, with some degree of deadrise in the mldship and related low mldshlp section coeffi-
clents. Contemporary huil forms show a more slender forebody and conslderably wider sections aft,
see also Figure 5.

3.2. Stabllltv and sta b Hl ze ra

The transverse stabiiity is expected to affect the wave induced excitation and the natural period of rolt.
A "sttff" ship generally shows larger rol) angles and hfgher transverse acceleration levefs.
Actlve fin type stabillzers are used to reduce the rolt response. The potential of a stabilizing system Is
often expressed in terms of the "wave-slope capacity": the theoretical static heel angle Introduced at
maximum fin excurslon.

New safety regulatlons require a conslderably hlgher transverse stabiiity of the vessels.

3.3. Background of the changea

There have been tremendous developments in ferries and passenger ships during the last ten to ftfteen
years. The size of these ships has progressively Increased In steps of about 20 m, in length from 110
m 120 m up to 200 m -260 m and in breadth form 22 m -24 m up to 30 m - 32 m for the latest new-
buildings. Car-passenger ferries tend to have two categorles 150 m/26 m -28 m and 200 m/ 29 m - 32
m length and beam respecttvely. For passenger cruise ships more categorles can be found but the
tendency seams to be the same: wider ships In relatlon to length. Projects above Panamax beam and
even length are being discussed. """'

2
For ferries the constralnts seem to be there. Harbour fadlitles typicalty limit the length and draft. Beam
is defined by the trailer deck arrangement and Panamax beam is stlD well respected. The tendencies,
however, very clean higher capadty Is to be reached and typically also wfth smalier total number of
vessels. The first step In the Increase of capadty has been to increase the length. Thls was the
tendency during the seventles and the beginning of the eightles. Length is, however, the most expen-
sive dimension and in consequence of thts the so-called 'wide body1 concept was developed at the
beginning of the eightles for bóth ferries and passenger ships. At the same time the superstructure was
extended gradually to start from the collision bulkhead or even forward of that up to the transom. Today
there Is hardty any open forecastte mooring deck and the moorlng deck aft has been covered by
superstructures already long ago.

For some routes the limtts for the main dfmenslons have already been met. The remainlng parameter is
the butkiness of the ship, the block coeffident of the huil, to reach bigger volume and capadty. MS
'Rnlandia', a Baltic ferry dellvered In 1981, had a block coeffident of 0.575, whereas MS 'Sllja Europe',
dellvered March 1993, has a block coeffident dose to 0.7. Rgure 6 shows the cross sectlons of the
three.Baltic ferries, MS Viking Saga', dellvered in 1980, wtth U - 131 m, MS 'Rnlandia', dellvered In
1981, with U - 150 m, and MS 'Sllja Serenade', delivered In 1990, wfth U - 180.7 m.

Together with the requirement of increased capadty the safety standards have been Improved and new
stability requirements have been introduced. At the beginning of the eightles the required initial stability,
metacentric height, was typically between 1.2 to 1.6 m for ferries and passenger ships. Gradually this
flgure has Increased due to national or local requirements or through Introduction of a new type of huil
form, for example so-called twin skeg huil forms typically give Initial metacentric height between 2.5 to
4.5 m. Introduction of SOLAS 90 damage stability requirements leads to metacentric heights between
2.0 to 2.5 m. In some cases even higher figures are found maJnly due to the selected trailer deck
arrangement and required trailer capadty urglng for wide beamy ships. The addltional stability Is not
onry galned through wider beam but also through altematlve newiy developed huil forms. Ten to
fourteen years ago the height of the metacentre from the shlp's baseline was typically 50 to 52% of the
beam, whereas today the same flgure is between 56 to 58%. But the most Important and goveming
parameter is the price of the vessel and the operating costs. As the prices are dimbing upwards due to
less subsidies and due to fewer builders of bigger passenger ships, shlpplng companies and operators
try to have the highest possible capadty within the minimum main dimenslons and with minimum fuei
consumptlon.

The pressure to devetop new type, altematlve huil forms has been evident to meet all the changes in
main dimension ratios, required increase of displacement and better fuei economy. The design criteria
for capadty, volume, stability and fuei economy are rather straightforward and easily expressed.
Seakeeping behavfour Is not arways considered as a prlmary design criteria and may tead to unplea-
sant surprises ff not carefully handled when developing a new prototype ferry or passenger ship.

3.4. Adopted snip characteristlca

From the MARIN database a set of typical main dimenslons was drawn up for the calculatlons. All
verslons have a displacement dose to 14,000 tf.
The older and the contemporary huil form, denoted as the parent huil forms PF86 and PF65, have a
length between perpendlculars of 150 m.

The main dimenslons of the modem huil form PF86 were varled within the "normal" range. A 20%
variatlon was applied on the beam to draft ratlon B/T and the slenderness L/V"3. In additlon the
installed power, the transverse stability and the stabillzer area were varied.
It was assumed that the available stability woukJ be used to the full extent: the transverse stability of
the varlous altematfves was 2 m. The consequence is that the height of the centre of gravlty, COG,
and the frontal area cfiffer from ship to ship.
Tabte 1 summarizes the main characteristics of the varlous aftematives.

3
Tablet: Main partlculars

Quantity Symbol Hul Hul Form 86

Form 65
Vartatton PF65 PF86 Slendemeaa Baam-to-draft ( ^ Stab .Area
Skndemass uvw M 6.4 6.2 4.9 7.4 6.2 6.2 6.2 6.2 6
-2
Beam-to-Draft BT H 4.3 4.3 4.3 4.3 5.3 3.5 4.3 4.3 4.3
MAIN PARTK5ULARS
Langth U, N 150 150 120 180 150 150 150 150 150
Baam B M 26.0 26.0 29.1 23.7 28.6 23.4 26.0 26.0 26.0
Draught T M 6.0 6.0 6.7 5.5 5.4 6.6 6.0 6.0 6.0
DtspL V [ml 13100 14280 14280 14280 14280 14280 14280 14280 14280
Bbok c. H 0.56 0.61 0.61 0.61 0.61 0.61 0.61 0.61 0.61
MMsh.Coaff. Ou H 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99
W.PtCoaff. Cvr H 0.70 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80
V.Prfsm.Coaff.
Ow H 0.80 0.76 0.76 0.76 0.76 0.76 0.76 0.76 0.76
CENTRE OF GRAVTTY
V.C.Grav. KQ N 10.2 12.0 1&7 10.8 10.0 10.0 12.0 12.0
LC.Qrav. LCQ N 71.0 67.2 53.8 80.7 67.2 67.2 67.2 67.2 67.2
Tr.MatHalght OMj M 2.0 2.0 2.0 2.0 2.0 2.0 4.0 2.0 2.0
STABILIZERS
Stabfflzar Area A, [m*l 7.3 6.2 6.1 6.4 5.7 6.3 6.2 3.1 1£4
Stab. Damping B - [MNms] 170 152 149 146 150 142 152 76 304
Stab.Rast óGM T N 0.68 0.53 0.53 0.53 0.52 0.53 0.53 0.26 1.06
Eff.Stab. QM^ M 2.68 2.53 2.53 2.53 2.52 2.53 4.53 2.26 3.06
Tr.Radlnertla "»C M 11.7 11.7 13.1 10.7 12.9 10.5 11.7 11.7 11.7
NatPerfod
Rol
T* w 14.3 14.6 16.5 13.4 16.1 13.4 10.9 15.4 13.3

ROLL DAMPINQ
Hul Damping B^M [MNms] 78 118 178 77 218 91 118 118 118
Total Damping B - [MNms] 248 270 327 223 386 230 270 194 412
POWERINQ CHARACTER1STICS, 7000 kW
Trial Speed v. [knots] 18.1 17.9 16.9 18.1 17.6 18.1
Speed loss 5V75T [ktaVMN] 8.3 6.9 3.6 9.5 5.9 6.1
POWERINQ CHARACTERJSncS, 1» knots trial speed
Req.Power BHP [kW] 8300 8800 12200 8000 9170 8650
Speed bas 5V73T [kts/MN] 10.0 8.7 6.3 11.1 9.5 9.1
WIND EXPOSED AREA
| FrorrtalArea |A, | [m*\ | 528 1646 1835 526 1932 1455 f | |

4. Calculation techniques
The quantification of the performance of various alternatives comprised evaluation of the motion
characteristics and an operability analysis.
The present paper concentrates on the results of the work and possible implications for design. As
such there is Itttle space available for a detailed descriptlon of the calculation techniques.

4
The motion characteristics were calcuiated by means of "ordinary slnp-theory". Reference is made to
work by Flokstra [Ftokstra, 1974].
The added resistance In waves was calcuiated aocordlng the Genitsma & Beukefman formulatlon
[Gerritsma et.al, 1972].

The viscous and lift forces acting on the huil and bilge keels were estimated according work by Ikeda,
Himeno and Tanaka [Ikeda et.al., 1978]. The contribution of the fin stabilizers was estimated on basis
of the free-stream characteristics of tintte aspect ratio foils [Whicker and Fehlner, 1958, see also
Dalllnga. 1993], assuming an undisturbed flow. The contribution of the flaps was negiected.

The powering characteristics In calm water are the basis of the predicted speed in waves. The charac-
teristics of the various altematives were calcuiated on basis of the Holtrop-Mennen [Hoitrop et.al.,
1984] method.

5. CRITERIA
Safety

Considering safety aspects one may be indlned to relate criteria to threats to human lïfe and the
natura! environment, global stabflity and structural damage. Andersson [1986] draws attention to the
f act that also the lashing of vehides may be a critical factor.

The Irterature polnts out that very Irttle general information is avallable on criteria for extreme behaviour.
A complicatlng factor is the limfted appilcability of anafytical design tools to describe the behaviour In
extreme circumstances. Consider for instance the problem of the stability and course keeping In steep
following seas, the hydro-eiastic nature of impact loads in the bow-flare or the non-linear mechanics of
lashed vehides.

Economy

The most obvfous economical criterion for a ferry is related to the tasks she was designed for transport
and entertainment.

The transport function depends strongiy on the capabflity to maintaln a particular schedule. Delays are
Introduced by an involuntary and a "voluntary" speed reduction. The first is the resuit of added resistan-
ce from wind and waves, the second Is the reactlon of the master in an attempt to reduce excesslve
behaviour of the vessel.
In the present work only the involuntary speed loss is considered. The evaluation method Is based on
the balance of the availabie thrust (at constant englne torque) and resistance (calm water, wind and
waves). The effects of motions on the propeller performance is negiected.

The entertainment "mfssion" can easily be Jeopardlzed by unpleasant vessel motions causing reduced
passenger and crew mobilfty as weil as seaslckness. This reduces on-board actlvittes. Because
altematrve transport by air is avallable ft also reduces the market potentlal on many routes.
The occurrence of seaslckness is mostly related to vertical acceleratlon levels [Nordforsk, 1987].
However, there are various indlcations that other aspects may be of influence as well. Ftgure 7 relates
vertical acceleratlon fevels to the occurrence of seaslckness as reported on basis of laboratory expe-
riments [McCauley et.al., 1976] and observatlons on board ships [Goto, 1983]. It also Indicates the
magnitude of the "Subjective Motion Magnitude" [Ltoyd, 1978]. The figure shows that human tolerance
is relatlvefy low in a frequency range which is qulte common at sea. An rms value of 0.5 m/s2 was
adopted in the present work.

The abillty of the passen ge rs and crew to move about the ship seems a relevant criterion for pas-
senger comfort and crew performance. The orientation of the weight vector is a measure for "tipping-

5
over". If the "effectfve gravity angle" (EGA) reaches outside the human "base-line" (see Figure 8) a
person wilt have to seek support. The EGA is govemed by the local trans verse and vertlcal acceleratl-
ons and thelr mutual phaslng, a rms value of 2.3 deg was adopted.

In stem quartering seas the roll motions contribute significantly to the transverse acceterations. As such
the effectiveness of fin stabilizers is of interest. Their performance is expected to reduce if the mecha-
nical actuators reach their limfts or if the effective angle of attack exceeds the stalling angle.
Recent experimental work with a free-running model [Dallinga, 1993] indicates that the effective angles
of attack are considerably higher than the angles introduced by the fin control. Main sources of the
increase are the orbitaJ motions of the incoming and oWracted wave, the hulMo-fln fnterference and the
heave and roll motions of the vessel. In the absence of a more detailed description the effective angte
of attack was assumed to be 1.8 times the control angle, adopting retractable high-aspect ratio fins the
stalling angle was estimated to be about 24 degrees.

Criteria

The adopted criteria are summarized below. The criteria relate to the intensity of particular irregular
quantities. They are expressed In four different ways: the rms value, the significant doublé amplitude (4
times the rms), the average single amplitude (1.25 times the mis) and the single amplitude which is
exceeded by 5% of the snip oscillations.

Table 2: Adopted Criteria

ADOPTED CRITERIA
OUANTTTY
R.M.S. Slgn. Doublé AmpB- Average Single Am- 5% Extr.Slnglo Anv
tuda plitudo pBtudo"

<*x 2X, w s «4o x X. =1.25 o* X.^-3.01 ^

MOBILITY

Tr.AcceL [m/s») 0.4 1.6 0.5 1.2

EGA [dog] 2.3 9.2 2.9 6.9

SEASJCKNESS

VJVccol [m/8*J 0.5 2.0 0.6 1.5

GENERAL COMFORT

RoB[dogJ 2.5 10.0 3.1 7.5

Impacts [MWC] avorage e# tho hlghest 1/10th fraetfon equal to 100 m. wat*r column

UK Slams [1/hrJ average 20 undsr keel slams por hour

SAFETY

ReLWavoBow 5% Exceedance of Freeboard (9% U,)

StabJKngt* (meen.) 8.0 32.0 10 24.1

SUSTAINED SPEED

InvoLSpeod Loss Avattable Powor (Thmst)

: the single amplitude which is exceeded by 5% of the oscillations.

6
6. Climate
Design for service implies due account for the long-term climate prevalling on a partlcular route in the
trade-off between the various design parameters.

Wind statlstics

The oldest and sim piest way to characterize an offshore environment is to characterize the wind
dimate, for instance in terms of the frequency of oecumene© of various beaufort numbers. These wind
classes are retated to area dependent "average" wave conditions. Figure 9 summartzes some common-
ry used relations.
Although often used in ship operations this approach fails to recognize the fact that one wind speed
can come with a wide range of wave heights and periods, strongly depending on the fetch and duration
(or more general the history) of the wind. Slnce wind speed and dfrectlon are highly varlable lt means
that in practic© the waves are never In equllibrlum wfth the wfnd. Figure 10 gives an Indicatlon of the
scatter observed on the North Sea.

In the sttuation of a retativety high wind speed (a "young", growing wave) most of the energy input will
take place at the high-frequency tail of the wave spectrum. The resurt Is a short, steep wave.
If the wind speed drops reiatlvely quickly the conti nul ng non-lfnear transfer of wave energy from shorter
to longer wave components as well as frequency segregation (long waves travel faster than short
waves) yields swell type wave conditions.

The fact that one wave height can show highly different period characteristics has serious conse-
quences because, as will be shown in the foltowing, the motion characteristics of ships strongly depend
on the wave period. This implies that wave height statlstics only previde a rather narrow basis for de-
sign.

Wave scatter diagrams

In the offshore industry the avaüability of wave measurements has led to the introduction of so-called
scatter diagrams, reflecting the joint statlstics of significant wave height and average zero-upcrossing
period. A "typlcal" single-peaked spectral shape (for instance the Bretschneider or JONSWAP formula-
tlon is used to describe the dlstributlon of the wave energy over the wave frequencles.
Work by BMT [Hogben, 1986, BMT, 1987] has provided a highly practical basis for the design of ships.

Wind speed

The added resistance is the sum of a wind and a wave (or motion) induced component. This means
that the Joint statlstics of wind and waves are of Interest. Empirical Information used in eariier wave
models [Janssen et.ai., 1984], which relates a peak period to the wave height and wind speed, may be
used to describe average non-stationary wind-wave relations. Their work can be expressed as:

Vw = A*T2B+H™r

with V w as the wind speed at 10 m height in m/s, T, as the average zero-upcrossing period in s and
H i a as the significant wave height in m. The coefficients A to D are dependent on atmospheric conditi-
ons (like stability). The field data suggest:

7
 A- 80.443
B- -1.8421
C - 1.6012
D - -0.0474

The resufts reflect the fact that high wind speeds occur in combinatton with short steep waves.

Adopted Climate

The adopted sample climate was taken from PC-Gtobal Wave Statistics [BMT, 1987]. It reflects avera-
ge annual conditlons on the central North Sea

7. Results
7.1. General trends

Before judgirtg the differences between the vessels it is good to recognlze the common character of the
motion characteristics. This character is best understood In terms of the motlon response in regular
waves which, at a given speed and water depth, is only a functfon of the wave direction and wave
length X (here represented by the wave frequency CD).

Roll response

Figure 11 indicates the roll response of the contemporary parent huil form. It shows that the region with
a high response is limtted to a relattvely narrow band around those comblnations of wave frequency
and heading which yield unfavourable tuning with the natural frequency of rol).
Keeping in mind that in norm al storm conditlons most wave energy is concentrated between 0.5 and 1
rad/s (12 to 6 second waves) it may be concluded that the response In beam seas Is hardly of practical
Interest. The hlghest response Is obtalned in stem quarterlng seas, in waves approachlng over 30 de-
grees aft of beam seas.

The observed response is the result of dynamic amplificatlon effects. This implies that the wave
induced excitation and the roll damping govern most of the result. Figure 12 indicates the transfer
f u net ion of the wave induced excitation; It shows that the highest excitation levels are found in relati-
vely short period bow and stem quarterlng seas, the excitation levels in beam seas are lower.

The roll damping is govemed to a large extent by the stabillzer damping, see Table 1. The estimate of
the damping is proportlonal to the fin area and more or less proportional to the square of the effective
arm to the COG. This explalns most of the relatively high roll damping of the high beam to draft ratio
version (see Table 1).

The roll response plays an important role in the local transverse acceferations, which also contains
contrfbutlons from the iglobal sway and yaw motfons. Figure 13 shows a downtime anarysis for PF65 In
a North Sea wave climate. The effects of the longitudnal tocatlon on the exceedance of the mobiiity
criterlon are related to the yaw motions of the vessel.

Pltch response

The pitch response plays an important role in the vertical acceleratlon levels. Figure 14 shows that the
hlghest response is obtalned in head and bow quarterlng seas.
The local vertical accelerations are the combined effect of heave and pitch motions and their mutual
phasing. Their magnitude depends strongly on the longitudnal positlon on the ship. Figure 15 gives an
example of a downtime anarysis for PF86 in a North Sea wave climate.

8
7.g. QperabiUty Analvsls

Based on the foregoing observatlons bow quartering seas (135 degrees) and stem quartering seas (60
degrees) were selected for the operability analysis. Head seas were adopted for the anatysis of the
Involuntary speed loss.

The results of the operability analysis "the downtime": the average fractlon of time that the adopted
criteria are exceeded in the adopted wave climate. It depends onty on heading and speed.

Mobility

Figure 16 shows the effects of slenderness, beam-to-draft ratio and huil form on the dlstrlbutlon of the
downtime due to reduced passenger mobillty over the length of the vessels. The results show that the
contemporary huil form performs better than the older shape. A higher beam-to-draft ratio and a short
ship promote high mobility.

Evaluation of the roll excitation leveis, experienced by the various aftematives and their effective roil
damping shows that the latter dominates the response. Atthough the wider ships expertence a larger
roll excitation the increase In roll damping (the larger effective arm of the stabilizer fins) leads to a
lower response.
Figure 17 focusses on the transverse accelerations In the forward half of the ship (Station 16.5).

Stabilizer Area

The foregoing results show that rolling can contribute significahtly to transverse acceleration leveis. As
such the performance of the stabitizers Is of interest. For the parent huil form the stabilizer area was
reduced to half the size and increased to doublé the slze. In addition the transverse metacentric height
was doubled to simulate the effect of current safety regulations.

The related downtime figures are indicated in Table 3. They show that the mobility yields the most
stringent limit at ion on passenger comfort. Slnce the adopted criteria for the EQA and the roll angle are
neariy the same under static conditions It may be concluded that local sway and heave motions play an
important rol© in the reduction of the mobility.

The effect of stabilizer area for the case of stem quartering seas is quite large, indicating that a proper
design can contribute signrficantly to the performance of a ferry.

Stability

The increase in transverse stability due to new safety regulations was expected to affect the wave
induced excitation and the natural period of roll. The latter becomes shorter, thereby Increaslng the
acceleration leveis.
A close Inspection of the wave induced excitation shows that the local peaks In stem quartering seas
are hardly affected. Most of the cfifferences are observed in beam wave directions where the excitation
leveis increase wtth increaslng stability.

The nett result of increaslng stability is large increase in downtime in beam seas, in stem quartering
seas the dfferences are rather small. A strong increase In stabilizer area onty partly solves the pro-
biem.

9
Table 3: Effect of Stability and Stablilzer Area on downtime due to Rolling, Moblllty and Stablil-
zer Stalling

PARENT HULL FORM 86

Tr.Met.Height[m) 2 4

Stablilzer Area [m2] 7.2 3.6 15.4 7.2 15.4

Heading Crtterlon DOWNTIME IN THOUSANDS

Stemq. Roll 114 206 34 3

60deg.
Moblllty1' 147 283 78 15

Stabliizer 214 339 84 16

Stalling *

Beam Roll 0 0 86 21
90deg.
Moblllty 145 118 398 307

Stablilzer 0 0 158 65
Stalling
Bowq. Roll 0 0 0 0
135 deg
Mobilfty 5 7 41 38
Stablilzer 0 0 6 0
Stalling

1Ï
: EGA at S U 5 *>: Effective angle of attack

Seasickness

The distributlon of the vertical accelerations over the length of the vessels Is indicated In Flgure 18. It
demonstrates the impact of longftudnal position on passenger comfort. The effect of the beam-to-draft
ratio (s surprislngly 8mail. In partlcular when consldering the underiyfng pitch excitation levets, which
vary considerably In between the three aïtematfves.
The effect of slendemess (or length) is as expected: the longer shlp shows a considerably better
performance. The results show that the benefits of a longer ship materialize in partlcular in the mld-
shlps area, at the extremttles the dlfferences are smaller.
The dfferences between both parent huil forms indicate that the contemporary form shows better
characteristlcs, in partlcular in the aft ship.
Flgure 19 focusses on the vertical accelerations at Stations 10 and 15.

Observfng the marked influence of the longltudnal position on the occurrence of seasickness, one
might conclude that the layout of several recent new built vessels {with their accommodation relatlvely
far forward) does not promote passenger comfort and safety.

Many of the lately built ferries, for example, have all their passenger accommodation and public spaces
In the forward ship, In the area where the accelerations can be up to 70% higher than In the best area,
see Flgure 18. Also many of the passenger cruise shlps have their best suites In the most forward part
of the superstructure. The view from the forward locatlon might be nlce, in calm seas, but is certalnfy
not good marketing to tocate the best paying passengers in the area where the risk of becoming
seasick is clearly higher than anywhere else aboard.

10
Propeller and machinery induced noise and vibration have been pushing the best accommodation parts
far from the sources but, unfortunately, In some cases too far leading to acceleration probtems.

Wrth the present design tools rt is pretty easy and inexpensive to check the seakeeping behaviour of a
new project already at an earty stage and to avoid location of best passenger cabins or in the worst
case even restaurants fn the area with the highest accelerations.

For trailer ferries and passenger ferries with relatively small superstructure et is not a big problem to
relocaté the complete superstructure or at least the passenger part of the accommodation more aft.
The problem is related to passenger cruise ships and to blgger cruise ferries where superstructure fllls
nearty the complete length of the vessei. In such a case it is extremely essentlal to give a welght for
each space in relatlon to altowable accelerations. The questlon remains whether it is really feasible to
locate passenger spaces up to collision bulkhead or even forward of that. Length is a critical parame-
ter, not only conceming the price of the vessei but also conceming the behaviour in heavy seas and
relatively also conceming the comfort on board.

Sustained speed

The invofuntary speed loss due to added resistance from wind and waves was evaluated for head
seas. The following table shows the frequency of exceedlng a particuiar speed loss for the case of
constant power (different speeds In calm water) and constant speed (different powering requirements).

Table 4: Sustained Speed and Speed Loss Statistlcs

Parant Hul 1986 HuB Form

Form 65
PF88 Short Slandar Highsr B/T Lowar B/T
Sust- Spaad Sust Spaad Sust Spaad Sust Spaad Sust Spaad Sust Spaad
Spaad Los* Spaad Loss Spaad Loss Spaad Loss Spaad Loss Spaad Loss
[knots] [knots] [knots] [knots] [knots] [knots] [knots] knots] [knots) [knots] [knots] [knots]
Comparison of sustainsd spaad and spaad toss on basis of simöar inttatsd powar {7000 kW)
Trial 18.1 0.0 17.9 0.0 16.9 0.0 18.1 0.0 17.6 0.0 18.1 0.0
spaad
50%*> 17.0 1.1 16.8 1.1 15.8 1.1 16.6 1.5 15.8 1.8 17.0 1.1
10% 11.3 6.8 10.8 7.1 10.3 8.6 10.3 7.8 7.7 9.9 11.1 7.0
5% 7.2 10.9 7.0 10.9 6.4 10.5 6.6 11.5 2.4 15.2 7.7 10.4
Comparfson of sustainsd spaad and spaad loss on basis of stmflar calm watar spaad (19 knots)
Powar 8300 8800 12200 8000 9170 8650
50% 18.1 0.9 17.9 1.1 18.5 0.5 17.8 1.2 17.7 1.3 18.3 0.7
10% 13.1 5.9 12.7 6.3 15.5 4.5 11.6 7.4 11.3 7.7 14.0 5.0
5% 8.5 10.5 8.0 11.0 12.6 6.5 7.6 11.4 6.8 12.4 10.5 8.6

': the vatue which fs exceeded in x% of time

The resutts can be regarded from two different perspectives, of which the point of view of building
costs Is the most common. From thls point of view a gh/en huil is optimized to yiekJ the towest power
at a given contract speed. The resutts (see also Figure 20) show that the "best" design shows the
highest speed loss.

11
From the polrrt of view of the ship owner it is of interest to know the speed obtained with a particular
fuet consumption (or power). The resutts (see also Figure 21) show that the effects of slendemess
on thls quantfty is relatlvely small. Low beam-to-draft ratios offer a deflnfte benefit In terms of sustaf-
ned speed.

Noteworthy is the large difference between "average" and "extreme" values of the sustained speed.
Because of the Hmtted duratlon of storms the extreme values affect the reliabillty of the service. As
an example, take the 5% exceedance values whlch are exceeded In 0.05*365*24 - 438 hours per
year. The correspondlng wave height on the North Sea shows an average persistance In the order of
14 hours. This implies that on the average the 5% speed loss levels occur about 30 times per year.

Slammlng and Bow flare Impacts

The relattve wave elevatlon at the bow may ytetd shipping of water over the bow. Impacts in the bow
flare and slammlng below the keel. The table betow summarizes the effects of the variatlons on
downtlme figures.

Table 5: Downtlme figures due to extreme phenomena at the bow.

1965 1986 Huil Form

Huil Form
PF65 PF86 Short Slender Wlder Narrow
Freeboard 13.5 13.5 10.8 16.2 13.5 13.5
Draught 6.0 6.0 6.7 5.5 5.4 6.6
Shipping of 14 7 16 2 5 11
Water
Under-Keel 167 130 82 142 142 121
Slammlng
Bow Flare 107 83 70 78 74 94
Impacts

The differences between the various altematives are relatlvely small. The contemporary huil form
performs slightly better than the oWer huil form.
A lower beam-to-draft ratio Increases the retatlve motlons at the bow, yleldlng a sllght tncrease in
shipping of water. The negatlve consequences for under keel slammlng are compensated by the
tncrease In draft

Pronounced bow flare is one way to reach a bigger car deck and to get a few more cabins on the
superstructure front. In some cases the yard strtves for a box shape superstructure to avold higher
building costs due to shaping of the forward superstructure. The requirement of bigger capactty has
led , in few cases, to extreme bow flare. whlch in turn has led to bow flare Impacts In heavy seas
and bow quartering waves. The flare impacts introducé whipplng vlbrattons whlch destroy the
passenger comfort and to avoid this, the master reduces speed and/or changes the course.

The ex MS 'Skandlnavia', today MS Viking Serenade', suffered from thls problem on lts service on
the US west coast already at about 1.5 m wave height, and had difflcuïties in maintalning the
schedule. A major converslon was performed for the vessel and the problem of bow flare Impacts
was checked with seakeeping calculatlons. A reasonable mcxfiflcatlon of the flare showed clear
improvements in the behaviour and a dedslon was made by the shipping company to Indude the
changes of bow flare in the converslon. Figure 22 shows the original and moolfied body plans.

12
Service experience of close to two years has proven the validity of the calculations, the ship Is
performing well on the route without any problems due to bow flare impacts.

There are several sim Mar examples where extreme bow flares have been introduced with angles of
35 to 37 deg towards horizontal waterplane. Extreme flare combi ried to forward located superstructu-
re might give somewhat more capacity but the feaslbillty of additlonal capacity is highfy questionabie
and might even worsen the performance of the vessel.

8. CONCLUSIONS
Considering the resutts of the present investigation rt seems justrfied to conclude that:

1. Contemporary and older ferry designs show considerable dfferences in huil form and
proportions. The contemporary huil form tends to show better seakeeping characteristics.

2. Seaslckness due to verticai acceleratlons and reduced mobility due to combined trans-
verse and verticai accelerations are the most important factors reducing passenger
comfort. The genera) "downtime* flgures are far from negllgibte. The marked effect of the
longitucfinal position on the mot ion levels grves the designer the opportunlty to minimize
the discomfort.

3. The stabillzer characteristics and their effective arm strongly affect the rolling characte-
ristics and related mobility. Stabillzer design Is an Important aspect of ferry design.

4. From the ships operation point of view a low beam/draft ratio ship offers the best service
reliability at a given power. The ship with the towest investments (short ships with low
power) shows a relativefy high speed loss.

5. Recent, full scale experience shows a reasonably good correlation with calculations.
Seakeeping design criteria should be carefully studied during the first project stage for
each new prototype vessel.

6. Arthough modern seakeeping theory cleariy shows important limrtations in accu ra cy and
in the scope of the issues which can be addressed, it is possible to perform a meaning-
ful quantification of the performance of ferries In waves.
The dfferences in performance observed withln the normal scatter in ship proportions,
huil form and stabillzer characteristics suggest that in many cases improvements in
performance can be obtained.

9. ACKNOWLEDGMENTS
The authors woukJ iike to acknowledge the enthusiasm of Mr. Francis Gumbs of the Hogeschool
Haarlem who, during a trainee period at MARIN, laid the foundation for the present work.

REFERENCES
Andersson P.;
Optimum Safety Factors for Securing of Cargo Onboard Ships-The Latest Findings and Experience
of Reliability of Different Types of Securing Equipment,
Roro 86, Gothenburg, Sweden, May 1986, ISBN 0 904930 36 X.

13
Britlsh Maritime Technotogy;
PC Global Statistics, 1987.

Dallinga R.P.;
Selection on Seakeeping,
Marin'60 Workshop on Advanced Vessels,
Maritime Research Instltute Netherlands. May 1992.

Dallinga, R.P.;
Hydromechanic Aspects of the Design of Fin Stabilizers,
to be published.

Dallinga, R.P., Hubregtse A.H. and Siregar, F.;

Mathematlcal Modelling of Catamaran Hydromechanics and Seakeeping,
CADMO'92. Madrid, September 1992.

Flokstra, C ;
Comparison of Ship Motion Theorfes with Experiments for a Containership.,
PuW. No. 462, MARIN, 1974.

Gerritsma J. and Beuketman W;.

Anafysis of the Resistance Increase of a Fast Cargo Ship,
Int. Shipbuiloing Progress, 1972.

Goto, D.;
Characteristics and Evaluation of Motion Sickness Inddence on-board Ships,
PRADS 83, 2nd Int.Symp., Tokyo & Seoul ,1983.

Graham, R.;
"Motion-lnduced Interruptions as Operability Criteria",
Naval Engineers Journal, March 1990.

Hogben, N., Dacunha, N.M.C, and Olliver, G-F.;

Global Wave Statistics,
BMT, London, 1986.

Holtrop, J. & Mennen, G.G.J.;

"A Statistical Reanafysis of Resistance and Propulsion Data",
Int. Shlpbuilcflng Progress, 1984.

Ikeda Y., Himeno Y. and Tanaka Y.;

A Prediction Method for Ship Roll Damping,
Techn.Rept.00406, Univ. of Osaka, 1978.

Janssen P.A.E.M, Komen G.J. and Voogt W.J.P.;

An Operatlonal Coupled Hybrid Wave Precflctfon Model,
Journal of Geophysical Research, Vol. 89. pages 3635- 3684, 1984.

McCauiey, M.E.. Royai, J.W.. Wylie, C.D., O'Hanlon, J.F. and Mackie, R.R.;
Motion Sickness Inddence: Explanatory Studies of Habltuation, Pftch and Roll and the Refinement of
a Mathematlcal Model,
Human Factors Research Inc., Technlcal Rept 1733-2, 1976.

Nordforsk,;
Seakeeping Performance of Ships,
The Nordic Cooperative Project, ISBN 87-982 637-1-4.

14
Whicker L F . and Fehlner, L F . ;
Free-stream Characteristics of a Famify of Low-Aspect-Ratio AII-Movable Control Surfaces for
Application in Ship Design,
DTNSRDC Report No. 933, 1958.

•
S-3 • •
5. •
• •
• • •
• *
• • .»• •
m 4 . •• • • • •
• • • • •
3.5-
•
3 •
•
•
7.6
TO 73 BO 09

Design year

Fig. 1 Trends In beam-to-draft ratio

soa

0.25 0.50 0.75 1.00 1.2S 1.50 1.75 2.00

--V£
2 sa

0.25 Q50 0.75 100 125 1.50 175 2.00

•fê
FIg. 2 Added mass and damping of heaving
rectangular sectlons [Vughts, 1968]
 5* •• •. -.: .
• • • • • • •
• • . •• •-

»5 70 7» 80 «9 «O *S

Design year

Fig. 3 Trends in slenderness

1965 design
1988 design

Fig. 4 Typical huil forms

Fig. 5 Typical huil form today. Slender fore body combined to pram type stern
 r*
7

MS •Sllfa Serenade'-
MS 'Rntandia'
MS Viking Saga" —

Fig. 6 Cross secttons al thw» Baltic farrim. MS Viking Saga', dattvarad in 1980.
MS 'Finlanda*. dalvarad In 1981. MS "Silja Saranade'. dafvacad in 1990

5.0

2.0
(O

e,
c/>
5
1.0
ff a
T
e €GA.
1 1 ,

<p

0.5
cd h
ti '
<P
>
• •

sï : ^ : f^-'/l^ " - • . '

A:-.> VvV^:": b
o.;

Fig. 8 Effective Gravity Angle

U«H (t»»»l iutJMtl.. Mtiiw «f» u w

0.'
1.0 2.0 5.0

* W (rad/s)

Fig. 7 Seasickness criteria

 20- -80
-a- BHATTACHARYYA, FULLY ARISEN SEA. UNUMTTED FETCH
._© JANSSEN. FULLY ARISEN SEA. UNUMJTED FETCH
—Ö PETRl. NORTH SEA
—l ROLL, NORTH ATLANTIC OCEAN
WIND SPEED P

X
i0
X
UJ
>
<
5
<
o

9
co

BEAUFORT NUMBER
J. J.
i S 6
SBO « t o t e nu«b«r

Fig. 9 Beaufort number, sea state and wave height

Wave h e i g h t H <m)
Bf 4
(11-15 kn) Bf 5
30 " 663 c a s e s (16-21 kn) 30
731 c a s e s
£20 20
c
10
o*
tu 0
in o m o m o m
DD_ aUUUU Doo 0

O - 1 rt
CN CM rO M m o m o m o in o m o m o
0 , - " ' N N n n i TT ui i " o
Bf 6 3f 7
„ (22-27 kn) (28-33 kn)
>,20 433 c a s e s 234 c a s e s 20
u
§ 10 •10

: D D01U0DOU-_
CT

£ ° -DÜDL DDüa
in i^j
.0
*— (N ro ^r in KO

Bf 8 ( 3 4 - 4 0 k n )
o 20- 93 c a s e s
cQJ
tr 1 0 -
f!)
ij
k. 0- .ODGL D UoG, DDD
m iö r- co o O
Wave h e i q h t H (rn)
s

Fig. 10 Wave height and Beaufort number, North Sea

 KUt -E »•

ÏTEFWQ ü STE»0

ti 10
HAïfWEOUWCtiu»

T-I—i—r -i—i—i—r
u H n H WKKW0»i ï :•; s u •iïEPEFCCoi

Fig. 11 Roti response in regular waves Fig. 12 Roll excitation in regular waves
(PF86, 18 knots) (lowB/T 1986 hullform)

DOWNTIME ANALYSIS SCATTEKOIACKAM: NORTHSEA

UNETYPE IDEKTTF1CATION •UTOUON AVERAGE DOWNTIME
THOUSANDTH
VA AFT 2.00 n*-2 155
VA AFT MS 2.00 n*"2 55
VAMIDSH1P 2.00 nrt—2 116
VA POR MS 2.00 w<i"2 ïll
VAPORE 2.00 nrt"7 *TO

i 10 T 1 T

>
<
z
<
E
z
2 5

S SI 76 42 12
J L J 1 L ' . '
1— r
5 10
ZERO-UP CROSSING PERIOO in i

Fig. 13 Seasickness In bow quartering seas (PF86, 18 knots)

 SltflNQ

STtfte
I) II
KHEFnEOUOCTortfi

1 1 1 1 ~l
s i s t

Fig. 14 Prtch response in regularwaves

DOWNTTME ANALYSIS SCATTER DIAGRAM: NORTH SEA

UNETYPE IDENTtFlCATtON CRITERION AVERAGE DOWNTIME
THOUSANDTH
470
EGA AFT
EGA AFT MS
ï.33
2J3
•**! MO
*l
EGA M1DSHI 2J3 <k| 334
EGA POR MS 2J3 dei 313
EGAFORE 2J3 dcf 352

10-
T r T r
i

5 -

T T
5 10 15
ZERO-UP CROSSING PERJOD ia i

Fig. 15 Passenger mobility in stem quartering seas (PF65, 18 knots)

 /

SOQ

13 SO
LONSIT' P O t l T I O » (n»3 — -

Fig. 16 Downtime due to reduced passenger mobility in stem

quartering seas as a function of tongitudlnal position (18 knots)

E
z
I

Fig. 17 Effect of slendemess and beam/draft ratio on mobility in

stem quartering seas (18 knots)

r^

Fig. 18 Downtime due to seaslckness in bow quartering seas

as a function of tongitudlnal position (18 knots)
 1 *oo aoo

7
til
2 400 «oo
£ . ST . 1
DOWN

—•— ÜÜ_

aoo 10O

— — -*•..*_ •—. —_ — , , «1,10

.
—
. .
* *>* — »A
Fig. 19 Effect of slendemess and beam/draft ratio on seasickness in
bow quartering sëas (18 knots)

HCAO SEAS
aa0
•sop too •;• jooofcw
-° '«".. !i°°
><»•'• Wft

*..•' '/'

Fig. 20 Effect of slendemess and beam/draft ratio on sustained speed

in head seas at constant speed in caim water

TOOO kW HEAO SEAS

30'/.

_!9_2l_
o to.

l/.'V

Fig. 21 Effect of Slendemess and beam/draft ratio on sustained speed

in head seas at constant power
FIg. 22 Modification of the bow flare of ex MS 'Scandinavia',
today MS Viking Serenade'.