Large containerships are

particularly susceptible to
the physical phenomenon
of parametric rolling due
to their hull design featuring
a wide, flat stern, pronounced
bow flare, fine under-water body
and relatively light loaded displacement.
Parametric rolling can lead to loss of or damage
to cargo containers and possible damage to the ship.
Relying on fundamental physics theory to simulate the build up of energy that takes
place during a rolling motion, ABS researchers conducted numerical modeling and
sequence simulations to illustrate the gravity force effects on ships as they roll, pitch
and heave in a seaway. A ship is particularly susceptible to parametric rolling when
encountering either head or following seas.
TECHNICAL DISCUSSION
To transport goods efficiently, modern containerships are being designed for high service
speeds necessitating a fine underwater body and relatively low block coefficient. To maxi-
mize carrying capacity on such a fine body, the deck is extended as far forward and aft as
possible, resulting in a somewhat exaggerated bow flare and pronounced stern overhang.
These characteristics are most prominent in large and ultra-large containerships, making
these vessels the most susceptible to parametric rolling.
Parametric rolling is not
a frequent phenomenon
because a finely balanced
set of circumstances must
exist for this physical
event to take place. The
ships geometry must
have certain characteris-
tics. The ships length
must be comparable to
the wavelength of the
sea conditions through
which it is passing. The
ships speed must bear
a certain relationship
to both the wavelength
and the vessels natural
rolling frequency.
As a consequence, instead of a balanced pendulum-like rolling momentum
occurring, the ship accumulates energy. As the vessel passes through the
waves, it encounters a series of wave peaks and troughs. If the ship
length is close to the wavelength, it will rapidly change
from hogging to sagging configurations. Because
of the fine body, pronounced flare and stern
overhang, the ship effectively changes its beam
from slim when hogged with the midships
supported, to wide when the midships is
in a trough but the bow and stern are
supported by wave peaks.
Since stability varies with beam, as
the vessel drives through the series
of wave fronts its stability changes
significantly as the midship moves from
crest (maximum) to trough (minimum).
When this pattern occurs together with a wave encounter frequency that is close
to twice the ships natural roll frequency, the ship enters a condition of cyclically
recurring minimum stability.
ABS RESPONSE
Based on a multi-year study of parametric roll which relied on basic physics theory
and engineering-first principles, an ABS Guide for the Assessment of Parametric Roll
Resonance in the Design of Container Carriers was developed. The Guide provides
design and analysis criteria to determine the vulnerability of a particular vessel to
parametric roll and the potential magnitude of the roll motions. It is the first criteria
based on physics for parametric roll in ships by a class society.
The criteria allow designers to determine the extent to which a ship may be vulnerable
to parametric roll. If the design is vulnerable, the ABS Guide offers recommended actions
to mitigate the risk. These include numerical studies and model tests from which a
series of diagrams can be developed, to be placed on the vessels bridge, that identify
the combinations of speed and sea state for given load conditions that can be considered
dangerous. The navigating officer can then identify situations in which speed or course
corrections may reduce the likely incidence of parametric roll. Another recommended
approach is the installation of a set of small anti-roll tanks to absorb the surplus energy
collected during parametric roll.
ABS offers an optional class notation for measures taken against parametric roll.
The solution to the problem of parametric roll is not simple. The technical guidance
offered by ABS highlights the issue so operational staff are aware of the various actions
that can be taken if a ship encounters this phenomenon.
TX 02/06 4000 6011