PREDICTION METHODS OF ROLL DAMPING OF SHIPS AND THEIR APPLICATION

TO DETERMINE OPTIMUM STABILIZATION DEVICES

Yoshiho IKEDA

Department of Marine System Engineering

Graduate School of Engineering, Osaka Prefecture University
1-1 Gakuen-cho, Sakai, Osaka, 599-8531 Japan
e-mail: [email protected]

SUMMARY

About 25 years ago, the author developed a prediction method of roll damping of a ship, and the method is widely used
even now. The method is a component-based one, and each component is predicted by theoretical ways if possible,
otherwise by empirical ways. For these 25 years, the methods have been modified to improve the accuracy and to extend
their applicability to other kinds of ships. In this paper the author reviews these continuous works on the roll damping
prediction of ships, and introduces the application to determine optimum size and location of bilge keels.

1. IKEDA’S ORIGINAL METHOD FOR over bilge-keels and hull surface to get the roll damping
CONVENTIONAL SHIPS generated by bilge keels. To use the modified prediction
method, detailed offset data of each hull section and the
The original method for predicting the roll damping of location of bilge keel must be input although only
ships was developed for conventional hull shapes of breadth-draft ratio and cross area coefficient of each
cargo ships, whose block coefficient, Cb, is around 0.56- section are needed for the original method. Fig. 1 shows
0.85, and Froude number is up to 0.25. The method was the difference of the predicted result between by original
composed by five components, friction, wave, eddy, lift and modified methods for a frigate hull with very slender
and bilge keel components, on the basis of physical hull shape.
origins. The prediction methods for these components
were published in four papers by Ikeda et al. (1976,
1977a, 1977b, 1978a), and English translated versions of ＾
ＢBK
these papers are available as Reports of Department of 0.04
Naval Architecture, University of Osaka Prefecture, No. ＾=0.51 Fn=0.0
ω
401-404. The total feature of the method was exp.
summarized by Ikeda et al. (1978b) with the computer
code, and Himeno (1981) made a comprehensive review cal.
0.02 modified method
on the roll damping prediction including the method.

2. MODIFICATION OF METHODS
original method
2.1 HULL SHAPE EFFECT ON BILGE KEEL 0
COMPONENT 0 10 20 30 φ a
Fig.1 Improvement of accuracy of prediction by
In the original method, for simplification, a simple considering exact hull shape and exact location of
cross section (horizontal bottom, vertical side and bilge keels.
quadrant-bilge) and the location of bilge keels (center of
the quadrant-bilge) were assumed, and the pressure on
hull surface was integrated over the simply assumed hull 2.2 FORWARD SPEED EFFECT ON BILGE
shape. For a slender ship with bilge keels, however, the KEEL COMPONENT
assumptions were found to cause large error because the
cross section and the location of bilge keels sometimes In the original method, the forward speed effect on the
significantly differ from the simple assumption. bilge keel components was neglected. For wide bilge
Therefore the prediction was improved to be able to take keels with relatively large aspect ratio, however, the lift
into account the exact cross section and exact location of force acting on bilge keels increases the roll damping at
bilge keels (Ikeda et al. (1994)). Since the pressure high speed. Using Jones theory for small aspect ratio
distribution on and around a bilge keels are given in the wing, the roll damping generated by the lift force acting
original method, the pressure distribution are integrated on bilge keels can be predicted as follows,

1
 ＣL
α : angle of attack
πr 2 bBK 2U B
Bˆ BKL = (1) 0.1 exp.
B 2∇ 2g
Inoue's formula
where r denotes distance between roll axis and centre of
a bilge keel, ∇ , U and B are displaced volume, forward
speed and breadth, respectively.
In Fig. 2, measured bilge keel component of the roll
damping for a frigate are compared with the predicted 0
results by the original method and the modified method 0 0.1 0.2 α (rad) 0.3
using Jones theory. We can see that the predicted result is
slightly improved by the modification. In very fast speed, Fig. 3 Nonlineality of lift coefficient for frigate hull.
however, some discrepancy from experimental result can
be seen. More detailed studies on forward speed effects
on bilge keel effects should be done. ＾
B44
＾
ＢBK
0.04 ω =0.51 φ =10°
＾ a
= measured
exp. 0.08 ＾=0.3
ω
cal.
0.02 modified method(including lift compo.) increase of lift
compo. due to trim

original method
0 0.04
0 0.2 0.4 Fn

linear lift component

Fig.2 Forward speed effect on bilge keel component

2.3 NON-LINEAR EFFECT ON HULL LIFT 0

0 0.2 0.4 Fn 0.6
COMPONENT

The lift component for a hull in the original prediction Fig. 4 Increase of roll damping due to increase of running
method of the roll damping was predicted using the trim of a fast fishing boat with skeg.
Inoue’s prediction formula for lift coefficients of
obliquely-towed hulls. If the Inoue’s formula
overestimates or underestimates the lift, a more accurate 2.4 BARGE WITH SHARP CORNER
lift coefficient, like measured one, is recommended to
replace the value of lift coefficient by Inoue’s formula The original prediction method covered a sharp-
used in the original method. Fig. 3 is an example of the cornered box hull with normal breadth-beam ratio, but
lift coefficient for a slender frigate hull with big bulbous not a very flat hull. Yamashita confirmed that the method
bow. The coefficient shows significant non-linearity, and gives good result for a very flat ship when the roll axis is
Inoue’s formula cannot predict it accurately. located in water surface level (Yamashita S and Katagiri
T, 1980). Standing (1991), however, pointed out that the
For a fast ship with significant running trim like semi- original Ikeda’s method underestimates the roll damping
planing and planing hulls, increase of running trim of a barge model. To confirm the contradictions, Ikeda et
induces the large lift component of the roll damping, too. al. (1993) carried out experimental study on the roll
Fig. 4 shows an example of measured roll damping for a damping of a very flat barge model. In the paper, they
fast fishing boat. We can see rapid increase of the roll proposed a simplified formula for predicting the eddy
damping due to increase of running trim at high speed component of the roll damping of a flat barge as follows,
( Fn > 0.4).

2
 OG  2  OG  
2
2 
Be = ρLd 4  H 0 + 1 −  0 
H + 1 −  φ a ω (2) KG=0.072m Ts=0.82s
π  d   d   : measured
0.2 predicted by Ikeda's original method
predicted by Ikeda's method (Eq.(2))

＾44
As shown in Figs. 5 through 7, the experiments revealed (Ts :natural period)

Roll damping coefficient B

that the simple formula expressed by Eq.(2) gives much
better results than the original method when the center of
gravity is located above water surface. It should be also
noted that it was also confirmed that the formula is valid
only when roll amplitude is smaller than about five 0.1
degrees. Above five degrees of roll amplitude, the simple
formula underestimates the roll damping of a barge as
shown in these figures. This may be because interaction
between water surface and shedding vortices from the
edge cannot be neglected at larger roll angle.

In order to confirm the reliability of experimental results, 0

0 5
the roll damping is measured by three different test Roll angle φ a(deg)
methods, free decay test, forced roll test, and ship motion
and wave excitation. In Fig.7, experimental results Fig. 6 Comparison between measured and predicted roll
obtained by the three methods are shown. We can see damping of flat barge model.
that the three methods give almost same results and the
predicted roll damping of a flat barge significantly
overestimate in larger roll angle although the predicted : free decay test
: forced roll test
one is in fairly good agreement with the measured ones 0.2 : motion and wave exciting force tests
below 5 degree.
H0=5.0
＾44

OG/d=0.0
Roll damping coefficient B

＾
ω=1.07
prediction
KG=0.127 m Ts=0.8097s
: measured
0.2 predicted by Ikeda's original method 0.1
predicted by Ikeda's method (Eq.(2))
44
＾

(Ts :natural period)

Roll damping coefficient B

calculated wave compo.(Source method)

0.1
0
010
Roll angle φ a(deg)
Fig.7 Comparison between experimental results by three
ways and predicted results by Ikeda’s original
methods and modified one for flat barge model.
0
0 5
Roll angle φ a(deg)
2.5 SMALL CRAFT WITH HARD-CHINE HULL
AND SKEG
Fig. 5 Comparison between measured and predicted roll
A hard-chine hull of a small craft increases the roll
damping of flat barge model (1.662m long and
damping by strong vortices generating at the hard-chine.
0.549m wide).
A skeg also increases the roll damping like bilge keels,
but its efficiency for the roll damping significantly
depends on rise of floor. When a ship has a flat bottom,
the pressure component, which is created by vortices
shed from the edge of a skeg on bottom surface of the
hull, becomes to be negative.

3
A Prediction method for the roll damping of such a hard- 3. METHOD TO DETERMINE OPTIMUM
chine hull with a skeg was proposed by Tanaka and BILGE KEEL
Ikeda (1985), and was improved by Ikeda and Umeda
(1990a). Forward speed effect on the roll damping was Fig. 9 shows the predicted results of the bilge keel
investigated by Ikeda et al. (1988) and Umeda et. al. component of the bilge keel for a full ship with CB=0.8
(1988). and a slender container ship. Each line in the figure
shows the predicted roll damping for a constant area of
2.6 FLAT PLANING CRAFT bilge keels, and the aspect ratio, bBK/L, in the horizontal
axis is systematically changed. The results demonstrate
A planning craft has generally a flat hull. For such flat that for a slender ship bilge keels with large aspect ratio
hulls, the asymmetrical vertical lift force acting the hull is better, and that for a full ship those with small aspect
bottom in each side creates much larger roll damping ratio is better. Although bilge keels of Series 60 with
than horizontal lift force acting on side of the hull, and very large aspect ratio show good performance in the
the lift component due to vertical lift force is dominant in figure, such a wide bilge keel may be unrealistic in
the roll damping at very fast speed. A prediction method practice.
of the roll damping component due to vertical lift was
proposed by Ikeda et al. (2000). Fig.8 shows the
comparison between measured and predicted roll 0.01
＾
BBK
damping at very high speed. In the method, the measured SBK (m2)=0.004095
steady lift coefficient for vertical lift force is used. It was 0.003780
0.003465
also confirmed that good prediction results can be 0.003150
obtained by using Savisky’s formula for prediction of the
vertical lift coefficient. Series 60 C B=0.8
1.8m model
T=1.4sec.
SBK=bBK× lBK=const.
0.005 SBK (m2)
＾
B44 0.00307
3 0.00283
:predicted 0.00260
0.00236 SR–108 container
:measured φ a=15° (single screw)
2 1.75m model
T=1.4sec.
SBK=const
1 0
0 0.2 0.4 0.6
BBK/lBK
0 Fig. 9 Predicted bilge keel components by Ikeda’s
0 1 2 Fn 3 original method with various shapes of bilge
keels for full and slender ships
Fig.8 Comparison between predicted and measured roll
damping of a hard-chine planning craft with very
flat cross sections at very high speed. Using the modified prediction method for bilge keels,
in which exact shape of cross section and exact locations
of bilge keels in it can be taken into account, the
2.7 OTHER PROBLEMS optimum location of bilge keels can be easily determined
for a special shape of cross section. Fig. 10 shows the
Other problems concerning to the roll damping were bilge keel component of the roll damping for the cross
investigated in the laboratory of the author as follows; section shown in the same figure for various location of a
reduction of the bilge keel effect of a shallow draft ships bilge keel. The result suggests that the locations of No.5
(Tanaka, 1981), increase of the roll damping by a large and No.9 give the largest roll damping for a bilge keel
sonar dome(1994), interaction effects between fin and these points are optimum locations for bilge keels.
stabilizers and bilge keels(1994), roll damping of bilge
keel with fixed fins(1990b), vertical oscillating anti- For three-dimensional hull shapes, the optimum
rolling plates(1993), the roll damping for a twin-skeg location can be determined in the same manner. A small
ferry(1990b), effect of a flume-type anti-rolling car-ferry (44m length) is selected as a sample ship, and
tank(1991). the bilge keel components for various location of bilge
keels at each cross section are predicted as shown in
Figs. 11 and 12. We can find optimum location of the
bilge keel in each cross section by taking the maximum

4
point of the predicted results. The optimum points for Table 1 Location and length of bilge keels for
each section can be seen in the body plan of the ferry as optimisation shown in Fig. 14.
shown in Fig. 13.
Case Location LBK/Lpp
1 SS 2-8 0.6
MR 2 SS 2-7 0.5
3 SS 3-8 0.5
4 SS 3-7 0.4
5 SS 3-6 0.3
6 SS 4-7 0.3
7 SS 4-6 0.2
8 SS 4-5 0.1
optimum point 9 SS 5-6 0.1

Roll axis offset number

1
2
3 MR ss5
4
Optimum point 5
6 Fore part
7
8 ss6
13 12 11 10 9

MR: Roll damping moment

5 10 ss7
offset number

Fig. 10 Variation of roll damping of bilge keels with ss8

various locations in cross section having special ss8

shape. ss7 offset number

0 5 10 ss5 15

ss6

MR ss5

Fig.12 Variation of roll damping moment created by

bilge keels at each section of small car-ferry.
Aft part
Locations of bilge keels are changed
systematically in cross section.
ss4

ss2

ss1.5
ss3

ss3

ss2 ss4
offset number
0 5 10 15
ss1.5
ss5

Fig. 11 Variation of roll damping moment created by

bilge keels at each section of small car ferry. Fig. 13 Optimum location of bilge keels for small car-
Locations of bilge keels are changed ferry obtained from Figs. 11 and 12.
systematically in cross section.

5
 In reality, it is impossible to fit the bilge keels on the
optimum location shown in Fig.13 because the line
connecting the locations of bilge keels in each cross
section does not always coincide with longitudinal
streamline. If not, the bilge keel must increase the
resistance of the ship. Therefore the location of bilge
keels should be determined along a streamline to reduce
resistance of the ship. More sophisticated methods to Optimum point of B.K.
determine the optimum bilge keels are needed.

A method developed by Ikeda predicts streamlines on Fig. 15 Optimum location of bilge keels obtained from
the hull by a slender body theory at first, and then, for results shown in Fig. 13.
each streamline the roll damping is predicted for various
aspect ratio of bilge keels. In this method, the bilge keels
with smallest area are looked for under the constraint of a
given roll damping value. Design valuables in this The required roll damping is determined from various
problem are aspect ratio and location of the bilge keels. viewpoints. The simplest one is a criterion of roll
Using the method, the optimum bilge keel is obtained for amplitude in waves. For examples, expected maximum
the same car-ferry as shown in Fig.13. The results are roll amplitude should be lower than 30 degrees in 3m
shown in Fig. 14. Each line shows the result for a certain waves. Using a standard prediction method of ship
required roll damping value. The horizontal axis, case, motions, like a strip method, the corresponding required
denotes the location of a bilge keel as shown in Table.1. roll damping can be obtained for the criteria.
From the figure, the optimum bilge keel with the smallest
area can be determined as shown by black circles. The More sophisticated ways to determine the required
location of bilge keels for required non-dimensional roll roll damping on the basis of capsizing probability were
proposed by Fujiwara et al. (1994).
damping coefficient B̂44 = 0.02 is shown in Fig. 15.

4. CONCLUSIONS

Research activities on the roll damping prediction in

Ikeda’s laboratory of Osaka Prefecture University are
SBK(m2) reviewed. The original prediction method for
conventional cargo ships proposed 25 years ago have
＾
B44= 44m CAR FERRY been improved, and many prediction methods for other
0.025
3 types of ship have been developed. An optimisation
●
method for bilge keels using these methods is introduced.
0.020
●
2 5. ACKNOWLEDGEMENTS
0.0175
● The author would like to express sincere appreciation to
Dr. T. Katayama, Ms. T. Kuroda and Mr. B. Ali of Osaka
Prefecture University for their kind help on writing the
1
0.015 paper.
●

● : optimum point
6. REFERENCES
0
0 1 2 3 4 5 6 7 8 9
CASE Fujiwara, T., Ikeda, Y. and Umeda, N. (1994),
Determination of the Capability of Roll Damping
Devices Using Capsizing Probability, Proc. Of 5th
Fig. 14 Variation of area of bilge keel for certain required International Conf. On Stability of Ship and Ocean
roll damping. Longitudinal location and aspect Vehicles, Vol.2
ratio of bilge keels at each case are shown in
Table 1. Himeno, Y. (1981), Prediction of Ship Roll Damping –
State of the Art, Report of NA & ME, The University of
Michigan, No.239

6
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Normal Force of Bilge Keels, Jour. of Kansai Society of
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Damping and Response of Transportation Barges in
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(1977a), On Roll Damping Force of Ship – Effects of
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pp.31-40, in Japanese Draft Ship, Jour. Of Kansai Society of Naval Architects,
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Making Component of Roll Damping Force on Naked Tanaka, N. and Ikeda, Y. (1985), Study on Roll
Hull, Jour. of Japan Society of Naval Architects,Vol.142, Characteristics of Small Fishing Vessel (Part 4) – Effect
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Prefecture, No.405 Systematic Series of Tests on Rolling Motion of a Box-
Shaped Floating Structure of Shallow Draft, Tran. of
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Ikeda, Y. and Umeda, N. (1990a), A Prediction Method

of Roll Damping of a Hardchine Boat at Zero Forward
Speed, Jour. of Kansai Society of Naval Architects,
Japan, No.213, pp.57-62, in Japanese

Ikeda, Y., Takata, H. and Tanaka, N. (1990b), An

Experimental Study on Roll Damping of a Car Ferry with
Twin-Skeg Hull, Jour. of Kansai Society of Naval
Architects, Japan, No.213, pp.51-56, in Japanese

Ikeda, Y., and Yoshiyama, T., (1991), A Study on

Flume-Type Anti-Rolling Tank, Jour. of Kansai Society
of Naval Architects, Japan, No.216, pp.111-119, in
Japanese

Ikeda, Y. et al. (1993), Roll Damping of a Sharp-

Cornered Barge and Roll Control by a New-Type
Stabilizer, Proc. of the 3rd ISOPE, Vol.3, pp.634-639

Ikeda, Y., Katayama, T., Hasegawa,. Y and Segawa, M.,

(1994), Roll Damping of High Speed Slender Vessels,
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No.222, pp.73-81, in Japanese

Ikeda, Y and Katayama, T. (2000), Roll Damping

Prediction Method for a High-Speed Planing Craft, Proc.