ITTC – Recommended
5-02
Procedures
Numerical Estimation of Roll Damping
NUMERICAL ESTIMATION OF ROLL
DAMPING.............................................. 2
1. PURPOSE .............................................. 2
2. ESTIMATION METHOD .................... 2
2.1 Definition of Component Discrete
Type Method ...................................... 2
2.2 Displacement type mono-hull ........... 3
2.2.1 Wave making component ............. 3
2.2.2 Hull lift component ...................... 4
2.2.3 Frictional component .................... 4
2.2.4 Eddy making component .............. 5
2.2.5 Appendages component ............... 7
2.2.5.1 Bilge keel component ................... 7
2.2.5.2 Skeg component ......................... 10
2.3 Hard chine type hull ........................ 11
2.3.1 Eddy making component ............ 11
2.3.2 Skeg component ......................... 12
2.4 Multi-hull.......................................... 13
2.4.1 Wave making component ........... 13
2.4.2 Lift component ........................... 14
2.4.3 Frictional component .................. 14
2.4.4 Eddy making component ............ 14
2.5 Additional damping for a planing
hull .................................................... 15
2.6 Additional damping for flooded ship .
....................................................... 16
3. ESTIMATION OF ROLL DAMPING
COEFFICIENTS ................................. 17
3.1 Nonlinear damping coefficients ...... 17
Updated / Edited by
26th ITTC Specialist Committee on Stability
in Waves
Date 05/2011
7.
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3.2 Equivalent linear damping
coefficients ........................................ 18
3.3 Decay coefficients ............................ 19
4. PARAMETERS ................................... 20
4.1 Parameters to be taken into account
20
5. NOMENCLATURE ............................ 20
6. VALIDATION ..................................... 29
6.1 Uncertainty Analysis ....................... 29
6.2 Bench Mark Model Test Data ........ 29
6.2.1 Wave making component and Lift
com-ponent ................................. 29
6.2.2 Frictional component ................. 29
6.2.3 Eddy making component............ 29
6.2.4 Appendages component ............. 29
6.2.5 Hard chine hull ........................... 29
6.2.6 Multi-hull ................................... 29
6.2.7 Planing hull ................................ 29
6.2.8 Frigate ........................................ 29
6.2.9 Water on deck or water in tank .. 29
6.3 Bench Mark Data of Full Scale Ship .
....................................................... 29
6.4 Measurement of Roll Damping ...... 29
6.4.1 Free Decay Test.......................... 29
6.4.2 Forced Roll Test ......................... 29
6.4.2.1 Fully Captured tests.................... 29
6.4.2.2 Partly Captured tests .................. 30
7. REFERENCES .................................... 30
Approved
26th ITTC
Date 09/2011
 ITTC – Recommended
Procedures
Numerical Estimation of Roll Damping
Numerical Estimation of Roll Damping
1. PURPOSE
This procedure provides a method for roll
damping estimation which can be used in the
absence of experiment data and can be used for
dynamic stability calculations.
2. ESTIMATION METHOD
When considering the motion of a ship in
waves most of the hydrodynamic forces acting
on a hull can be calculated using a potential
theory. However, roll damping is significantly
affected by viscous effects. Therefore, a result
calculated using a potential theory overesti-
mates the roll amplitude in resonance and is not
accurate. It is common practice for the cal-
culation of roll damping to use measured val-
ues or estimation methods in order to consider
the viscosity effects. In this chapter recom-
mended estimation methods for roll damping
are explained.
2.1 Definition of Component Discrete
Type Method
In a component discrete type method, the
roll damping moment, Mϕ, is predicted by
summing up the predicted values of a number
of components. These components include the
wave, lift, frictional, eddy and the appendages
contributions (bilge keel, skeg, rudder etc).
M φ = M φ W + M φ L + M φ F + M φ E + M φ APP (2.1)
The wave and lift components (MϕW and
MϕL) are linear components which are propor-
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tional to roll angular velocity. The friction,
eddy and appendage components (MϕF, MϕE
and MϕAPP) are nonlinear components. If the
nonlinear components are assumed to be pro-
portional to the square of roll angular velocity,
then the equivalent roll damping coefficient in
linear form B44 can be expressed as follows:
B44 = B44W + B44L + B44F + B44E + B44APP (2.2)
where B44 is the roll damping coefficient (B44 =
Bϕe shown in Eq.(3.5) in section 3.2 which is
defined by dividing the roll damping moment
Mϕ by the roll angular velocity ωEφa. φa and ωE
denote the amplitude and circular frequency of
the roll motion respectively.
Nonlinear components (e.g. B44E) can be
linearized as follows (refer to the section 3.2,
ωE is wave encounter circular frequency):
8
B44E = M φ EϕaωE (2.3)
3π
It should be noted that all the coefficients in
Eq.(2.1) and (2.2) depend on the roll frequency
and the forward speed. MϕE (and B44E) and
MϕAPP (and B44APP) sometimes depend on roll
amplitude as well as roll frequency because of
the Ke number effect in the vortex shedding
problem. (Ke number is Keulegan-Carpenter
number expressed as Ke=UmaxT/(2L). Umax: the
amplitude of velocity of periodic motion, T: pe-
riod of motion, L: characteristic length of ob-
ject).
The roll damping coefficient B44 is non-
dimensionalized as follows:
 ITTC – Recommended
Procedures and Guidelines
Numerical Estimation of Roll Damping
B44 B shallow draught and wide section (Ikeda et al.,
Bˆ 44 = (2.4)
ρ∇ B 2 2g
The circular frequency of roll motion is also
non-dimensionalized as follows:
B D ship hull form. Using the strip method, the
ωˆ E = ωE (2.5)
2g
where ρ, g, ∇ and B denote the mass density of
the fluid, acceleration due to gravity, displace-
ment volume and breadth of the ship’s hull re-
spectively (e.g. Ikeda et al, (1976)). The roll
damping coefficient B44 can be translated into
Bertin’s N-coefficient (Bertin, 1874) based
form on the assumption that the energy losses
over one period are the same (e.g. Ikeda et al,
(1994)):
GMϕ a
Bˆ 44 = N (2.6)
180 Bωˆ E
In the following chapter, the sectional roll
damping coefficient is sometimes referred to.
The sectional roll damping coefficients are ex-
pressed with a prime on the right shoulder of a
character (e.g. B’44E). For a 3-D ship hull form,
the 3-D roll damping coefficient can be ob-
tained by integrating the sectional roll damping
coefficient over the ship length. Furthermore, a
roll damping coefficient with subscript 0 (e.g.
B’44E0) indicates a value at zero forward speed.
2.2 Displacement type mono-hull
2.2.1 Wave making component
The wave making component accounts for
between 5% and 30% of the roll damping for a
general-cargo type ship. However, the compo-
nent may have a larger effect for ships with a
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1978a).
In the case of zero Froude number, the
wave damping can be easily obtained by using
the strip method. It is however possible to nu-
merically solve the exact wave problem for a 3-
sectional wave damping is calculated from the
solution of a sectional wave problem, taking
the form:
( )
2
′ = B22
B44W0 ′ lw − OG (2.7)
where B’22 and lw represent the sectional sway
damping coefficient and the moment lever
measured from the still water level due to the
sway damping force. (For example if the wave
damping component is calculated using a strip
method based on potential theory, B’22 and B’42,
which are sectional damping values caused by
sway, are obtained from the calculation, and lw
is obtained from B’42 divided by B’22.). OG
represents the distance from the still water level
O to the roll axis G with positive being down-
ward.
With non-zero forward ship speed, it is dif-
ficult to treat the wave roll damping theoreti-
cal1y. However, there are methods that can be
used as approximate treatments for predicting
the wave damping at forward speed. The first is
the method in which the flow field due to roll
motion is expressed by oscillating dipoles with
horizontal lateral axes. The roll damping is
then obtained approximately from the wave-
energy loss in the far field. Ikeda et al., (1978a)
calculated the energy loss in the far field due to
a pair of horizontal doublets and compared the
results with experiments for models of com-
bined flat plates. From this elementary analysis,
they proposed an empirical formula for roll
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damping of typical ship forms (Ikeda et al., l0 = 0.3d , lR = 0.5d

1978a):
d B
( A2 + 1) +  kN = 2π + κ (4.1 − 0.045)
  L L
B44W ( A2 − 1) tanh ( 20Ω − 0.3) + 
= 0.5   (2.8) 0 CM ≤ 0.92 
B44W0 ( 2 A1 − A2 − 1) ×   
κ = 0.1 for 0.92 < CM ≤ 0.97  (2.11)

 {
exp −150 ( Ω − 0.25 )
2
} 
 0.3
 0.97 ≤ CM < 0.99

where: where CM = AM/( B d ) (CM: midship section

coefficients, AM: area of midship section).
A1 = 1 + ξ d−1.2 e −2ξd , A2 = 0.5 + ξ d−1e −2ξd
In Eq.(2.10) and (2.11), kN represents the
ωE d
2
V ωE lift slope often used in the field of ship ma-
ξd = , Ω= (2.9) noeuvring. The lever l0 is defined in such a way
g g
that the quantity l0ϕɺ / V corresponds to the an-
B44W0 represents the wave damping at zero gle of attack of the lifting body. The other lever
forward speed which can be obtained by a strip lR denotes the distance from the point O (the
method. V and d are forward velocity and still water level) to the centre of lift force.
draught of hull. However, it appears that there
are still some difficulties to be considered with 2.2.3 Frictional component
this method. There is a limitation in applica-
tion to certain ship forms, particularly in the The frictional component accounts for be-
case of small draught-beam ratios (Ikeda et al., tween 8% and 10% of the total roll damping
1978a). for a 2m long model ship (Ikeda et al., 1976,
1978c). However, this component is influenced
by Reynolds number (scale effects), and so the
proportion decreases in proportion to ship size
2.2.2 Hull lift component and only accounts for between 1% and 3% for
full scale ships. Other components of the roll
Since the lift force acts on the ship hull damping do not have such scale effects. There-
moving forward with sway motion, it can fore, even if the scale of a ship is varied, the
therefore be concluded that a lift effect occurs same non-dimensional damping coefficient can
for ships during roll motion as well. The pre- be used for the other components excluding the
diction formula for this component is as fol- frictional component.
lows (Ikeda et al., 1978a, 1978b):
Kato (1958) deduced a semi-empirical for-
ρ  OG 0.7OG  mula for the frictional component of the roll
B44L = VLdk Nl0lR 1 − 1.4 +  (2.10) damping from experimental results on circular
2  l l l 
R 0 R cylinders completely immersed in water. It was
found that the frictional damping for rolling
where
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cylinders can be expressed in the same form as  V 

that given by Blasius (1908) for laminar flow, B44F = B44F0 1 + 4.1  (2.17)
 ωE L 
when the effective Reynolds number is defined
as:
where B44F0 is the 3-D damping coefficient
0.512 r 2 ϕa2 ωE which can be obtained by integrating the sec-
Re = (2.12) tional damping coefficient B’44F0 in Eq.(2.14)
ν over the ship length.
where r is radius of cylinder, ν is kinematic The applicability of this formula has also
viscosity. The frictional coefficient Cf is de- been confirmed through Ikeda’s analysis (Ikeda
fined (Hughes, 1954) as: et al, 1976) on the 3-D turbulent boundary
−0.5
layer over the hull of an oscillating ellipsoid in
 3.22 rf2 ϕa2  roll motion.
Cf = 1.328   (2.13)
 TRν 
2.2.4 Eddy making component
The damping coefficient due to surface fric-
tion for laminar flow in the case of zero ship At zero forward speed, the eddy making
speed can be represented as: component for a naked hull is mainly due to
the sectional vortices. Fig.2.1 schematically
4 shows the location of the eddies generated
′ =
B44F0 ρ Sf rf3 ϕa ω ECf (2.14) around the ship hull during the roll motion
3π
(Ikeda et al.,(1977a),(1978b)). The number of
where the value of rf and Sf for a 3-D ship hull eddies generated depends on two parameters
form can be estimated by following regression relating to the hull shape, which are the half
formulas (Kato, 1958): breadth-draught ratio H0 (=B/2d) and the area
coefficient σ (=Aj/Bd, Aj: the area of the cross
1  ( 0.887 + 0.145CB )(1.7 d + CB B ) −  section under water).
rf =   (2.15)
π  2OG  Ikeda et al, (1978c) found from experi-
ments on a number of two-dimensional cylin-
Sf = L(1.7 d + CB B) (2.16) ders with various sections that this component
for a naked hull is proportional to the square of
This component increases slightly with both the roll frequency and the roll amplitude.
forward speed, and so a semi-theoretical In other words, the coefficient does not depend
method to modify the coefficient in order to on Ke number, but the hull form only:
account for the effect of the forward speed on
the friction component was proposed by Mφ E
CR = (2.18)
Tamiya et al, (1972). The combination of Kato 1
ρ d 4 L ϕɺ ϕɺ
and Tamiya’s formulae is found to be accurate 2
for practical use and is expressed as:
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4 ρ d 4ωEϕa
H0 0
・・・・・・・・・・・・・・・・ 1 ・・・・・・・・ ′ =
B44E0 CR (2.19)
σ 3π
1
2p
1p

 R   OG  
・
oin

・
oin

1 − f1  1 −  +
・
ts

・
t se

 d  d    rmax 2
sep

・
CR = 
par

・
Cp 
a ra

・ 
  d 
atio

tio

・ 2
0.7   R
 f 2  H 0 − f1 d 
n
n

C = π/4

・
・    
・
・
C p = 0.5 ( 0.87e −γ − 4e −0.187 γ + 3)
0.5
・
・
・
・
・ where:

Fig.2.1 Vortices shed from hull. (Ikeda et al., f1 = 0.5 1 + tanh { 20 (σ − 0.7 )}
1977a)

A simple form for the pressure distribution
on the hull surface as shown in Fig.2.2 can be
used:
{ }
f 2 = 0.5 (1 − cos πσ ) − 1.5 1 − e−5 (1−σ ) sin 2 πσ
and the value of γ is obtained as follows:

Pm  2M 
π f3  rmax +  A +B
2 2

Pm Pm γ=  H  (2.20)
 OG 
2d 1 −  H '0 σ '
Fig.2.2 Assumed profile of pressure distribu-  d 
tion. (Ikeda et al., 1977a).
B
M=
2 (1 + a1 + a3 )
The magnitude of the pressure coefficient
Cp can be taken as a function of the ratio of the
maximum relative velocity to the mean veloc- H0
H '0 =
ity on the hull surface γ =Vmax/Vmean. This can 1 − OG d
be calculated approximately by using the po-
tential flow theory for a rotating Lewis-form σ − OG d
cylinder in an infinite fluid. The Cp-γ curve is σ '=
1 − OG d
thus obtained from the experimental results of
the roll damping for 2-D models. The eddy
making component at zero forward speed can H = 1 + a12 + 9 a32 + 2 a1 (1 − 3a3 ) cos 2ψ −
be expressed by fitting this pressure coefficient 6 a3 cos 4ψ
Cp with an approximate function of γ, by the
following formula (Ikeda et al, 1977a, 1978a):
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( 0.04 K )
2

A0 = −2 a3 cos 5ψ + a1 (1 − a3 ) cos 3ψ + B44E = B44E0 (2.21)

1 + ( 0.04 K )
2

{( 6 − 3a ) a + ( a
1
2
3
2
1 − 3a1 ) a3 + a12 cosψ }
where K is the reduced frequency (=ωL/U).

B0 = −2 a3 sin 5ψ + a1 (1 − a3 ) sin 3ψ + The above-mentioned Eq.(2.19) applies to a

sharp-cornered box hull with normal breadth-
{ ( 6 + 3a ) a + (3a + a ) a + a } sinψ
1
2
3 1
2
1 3
2
1 draught ratio, but not to a very shallow draught.
Yamashita et al, (1980) confirmed that the
method gives a good result for a very flat ship
{(1 + a ) sinψ − a sin 3ψ } +
2
1 3 when the roll axis is located at the water sur-
rmax = M
{(1 − a ) cosψ + a cos 3ψ }
2 face. Standing (1991), however, pointed out
1 3 that Eq.(2.19) underestimates the roll damping
of a barge model. To confirm the contradic-
where a1, a3 are the Lewis-form parameters. ψ tions, Ikeda et al, (1993) carried out an experi-
represents the Lewis argument on the trans- mental study on the roll damping of a very flat
formed unit circle. ψ and f3 are: barge model and proposed a simplified formula
for predicting the eddy component of the roll
0 = ψ 1 ( rmax (ψ 1 ) ≥ rmax (ψ 2 )) damping of the barge as follows (Ikeda et al,

1 a (1 + a3 ) 1993):
ψ =  cos −1 1 =ψ 2
 2 4 a 
3
2 OG 
 (rmax (ψ 1 ) < rmax (ψ 2 )) ′ =
B44E0 ρ Ld 4  H 02 + 1 − ×
π  d 
(2.22)
{ }  2  OG  
2
f 3 = 1 + 4 exp −1.65 × 10 (1 − σ )
5 2

 H 0 + 1 −   ϕ a ωE
 d  

For a 3-D ship hull form, the eddy making
component is given by integrating BE0 over the
ship length. 2.2.5 Appendages component

This component decreases rapidly with 2.2.5.1 Bilge keel component

forward speed and reduces to a non-linear cor-
rection for the (linear) lift force on a ship, or
wing, with a small angle of attack. From ex-
perimental results for ship models a formula
for this component at forward speed can be de-
termined empirically as follows (Ikeda et al,
1978a, 1978c):
The bilge keel component B44BK is divided
into four components:
B44BK = B44BKN0 + B44BKH0 + B44BKL +
(2.23)
B44BKW
The normal force component B44BKN0 can
be deduced from the experimental results of
oscillating flat plates (Ikeda et al, 1978d, 1979).
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The drag coefficient CD of an oscillating flat

plate depends on the Ke number. From the W.L
measurement of the drag coefficient, CD, from
free roll tests of an ellipsoid with and without
bilge keels, the prediction formula for the drag C p+
coefficient of the normal force of a pair of the
bilge keels can be expressed as follows:
C p–
bBK
CD = 22.5 + 2.4 (2.24) Fig.2.3 Assumed pressure distribution on the
π lϕa f hull surface created by bilge keels. (Ikeda et al.,
1976)
where bBK is the breadth of the bilge keel and l
is the distance from the roll axis to the tip of The roll damping coefficient B’BKH0 can be
the bilge keel. The equivalent linear damping expressed as follows (Ikeda et al, 1978d, 1979):
coefficient B’44BKN0 is:
4
′
B44BKH0 = ρ l 2 f 2ωEϕa ∫ C p ⋅ l p dG (2.28)
′
B44BKN0 =
8
ρ l 3ωEϕa bBK f CD (2.25) 3π G

3π
where G is length along the girth and lp is the
where f is a correction factor to take account of moment lever.
the increment of flow velocity at the bilge, de-
termined from the experiments: The coefficient Cp+ can be taken approxi-
mately as 1.2 empirically. From the relation of
f = 1 + 0.3e{
−160(1−σ )}
-
(2.26) C D = C p+ − C p− , the coefficient Cp can be ob-
tained as follows:
From the measurement of the pressure on
the hull surface created by the bilge keels, it bBK
C p− = 1.2 − CD = −22.5 − 1.2 (2.29)
was found that the coefficient Cp+ of pressure π lϕ a f
on the front face of the bilge keels does not de-
pend on the Ke number. However, the coeffi-
cient Cp of the pressure on the back face of
The value of ∫ G
C p ⋅ l p dG in Eq.(2.28) can

bilge keel and the length of negative-pressure be obtained as follows:

region do depend on the Ke number. From
these results, the length of the negative- ∫ C p ⋅ lp dG = d 2 ( − A0C p− + B0C p+ ) (2.30)
G
pressure region can be obtained as follows:
where:
π lϕ a f
S0 / bBK = 0.3 + 1.95 (2.27)
bBK A0 = ( m3 + m4 ) m8 − m72

assuming a pressure distribution on the hull as

shown in Fig.2.3.
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B0 =
m22
+
 H 0 (σ − 1) B
 2d ,R<d &R<
3( H 0 − 0.215m1 ) π −4 2

(1 − m1 )2 (2m3 − m2 )  R
+ m1 (m3 m5 + m4 m6 ) R= d , H 0 ≥ 1 & > 1 (2.32)
6(1 − 0.215m1 )  d
 B R
 , H0 ≤ l & > H0
m1 = R / d 2 d

m2 = OG d
m3 = 1 − m1 − m2 To predict the bilge keel component, the
prediction method assumes that a cross section
m4 = H 0 − m1 consists of a vertical side wall, a horizontal bot-
tom and a bilge radius of a quarter circle for
0.414 H 0 + 0.0651m1 − 
2
simplicity. The location and angle of the bilge
  keel are taken to be the middle point of the arc

 (0.382 H 0 + 0.0106)m1 
m5 = of the quarter circle and perpendicular to the
( H 0 − 0.215m1 )(1 − 0.215m1 ) hull surface. It may not be possible to satisfac-
torily apply these assumptions to the real cross
0.414 H 0 + 0.0651m1 − 
2
section if it has large differences from a con-
  ventional hull with small bilge radius as shown
 (0.382 + 0.0106 H 0 )m1 
m6 = in Fig.2.4 for a high speed slender vessel
( H 0 − 0.215m1 )(1 − 0.215m1 ) (Ikeda et al, 1994).

 S0 / d − 0.25π m1 , S0 > 0.25π R assumed cross section

m7 = 
0 , S0 ≤ 0.25π R

45deg
m7 + 0.414m1 , S0 > 0.25π R

m8 =  S0
m7 + 1.414m1 (1 − cos( R )), S0 ≤ 0.25π R
bilge keel
real cross section

where l is distance from roll axis to the tip of Fig.2.4 Comparison between cross section, fit-
bilge keels and R is the bilge radius. These are ting position and the angle of bilge keel as-
calculated as follows: sumed in prediction method and those of high
speed slender vessels. (Ikeda et al, 1994)
2
  2  R  These assumptions cause some element of
 0 
H −  1 −   +
  2  d  error in the calculation of the moment levers of
l=d 2
(2.31) the normal force of the bilge keels and of the
 OG  2  R  pressure force distributed on the hull surface
1 − − 1 −  
 d  2  d  created by the bilge keel. In such a case,
Eq.(2.30) should be calculated directly. The
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pressure distribution can be taken as shown in where the source strength CBK is a function of
Fig.2.3 and the length of negative pressure Cp- the bilge keel breadth bBK. In this equation, the
can be defined by using parameter B in bilge keel may be considered as a source, puls-
Eq.(2.30). ing at frequency ωe at a depth relative to the
free surface, dBK in Fig.2.5, based on the roll
In the estimation method, it is assumed that amplitude. For simplicity, CBK is assumed to
the effect of forward speed on the bilge keel be the ratio of the bilge keel breadth to ship
component is small and can be ignored. How- beam. The damping is assumed to be zero for
ever, it is hard to ignore the lift force acting on zero roll amplitude. The distance from the free
the bilge keel if a vessel has high forward surface to the bilge keel, dBK, is given by:
speed. Since a bilge keel can be regarded as a
small aspect ratio wing, Jones’s theory can be   
applied to it where the flow is composed of  ( 2d / B )  cos ϕ − 
 2  
forward speed V = Fr gL and the tangential ve-
 1 + ( 2 d / B )  
locity caused by roll motion u = l1φɺ = l1φaωE d BK (ϕ ) = lBK   (2.36)
  
(where l1 denotes the distance between the cen-
sin ϕ 
1  
2 
 1 + ( 2d / B )  
tre of roll axis and the centre of bilge keel) the

attack angle and the resultant flow velocity are
obtained as α = tan −1 (u / V ) and VR = V 2 + u 2 re-
where d is the draught, B is the beam, and φ is
spectively. On the basis of Jones’s theory, the
the roll angle, Fig.2.5. The effects of forward
lift force acting on a bilge keel is expressed as
speed are taken into account by Eq.(2.8).
(Ikeda et al, 1994):

πραVR 2bBK 2 β−φ

LBK = (2.33)
2
l BK d BK
where bBK is the maximum breadth of the bilge d
keel. The roll damping coefficient due to a pair
of bilge keels B44BKL can be obtained as follows: R

2 LBK l1
B44BKL = (2.34)
ϕ a ωE
Fig.2.5 Illustration of the bilge keel depth, dBK,
The wave making contribution from the as a function of roll angle, φ; and distance from
bilge keels at zero forward speed B44BKW0 is the roll axis to the bilge keel, lBK, for the half-
expressed as (Bassler et al, 2009): midship section of a conventional hull form.
(Bassler et al, 2009)
 ω2 
B44BKW0 ~ CBK ( bBK ) exp  −
ˆ d BK (ϕ )  (2.35) 2.2.5.2 Skeg component
 g 
The skeg component of the roll damping is
obtained by integrating the assumed pressure
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created by the skeg, as shown in Fig.2.6 over obtained by integrating the pressure distribu-
the skeg and the hull surface. tion on the hull surface in front of and on the
l2 l 3 back face of the skeg respectively. l is the dis-
tance from the axis of roll rotation to the tip of
G
the skeg. lSK and bSK are the height and thick-
a ness of skeg respectively, Ke is the Keulegan-
Cp+
Carpenter number for the skeg, Umax is the
S /2
S /2 maximum tangential speed of the edge of the
l l1 skeg, Te is the period of roll motion and S is the
lSK
：pressure distribution length of negative pressure on hull
Cp– ：resultant surface created by the skeg.
Force
Cp+ b SK Cp–
2.3 Hard chine type hull
Fig.2.6 Assumed pressure created by a skeg.
(Baharuddin et al., 2004) Generally the roll damping acting on a
cross section can be divided into a frictional
The skeg component of the roll damping
component, a wave making component, an
per unit length can be expressed as follows
eddy making component, a bilge-keel compo-
(Baharuddin et.al, 2004):
nent and a skeg component. Bilge keel and
skeg components are caused by separated vor-
 
 CD lSK l1 −  tices. However, it is more convenient practi-
4   cally to treat them as independent components,
′ 0
B44SK = ϕa l 2ωE ρ  0.5C p+ al2 +  (2.37) without including them in the eddy making
3π   component. Although the friction component
 3 C p− Sl3  may be around 10% of the roll damping from
4  measured model data (;model length under ap-
 −0.38bSK 
proximate 4m, refer to IMO MSC.1/ Circ.1200
 
+ − ANNEX, Page 7, 4.3.2), it is only up to ap-
C D = (C − C ) = C D 0 e
p p
 lSK 
proximately 3% for a full scale vessel. This
means therefore, that the friction component
C p+ = 1.2 can be effectively ignored. The wave making
component can again be treated using the theo-
2.425 Ke , 0 ≤ Ke ≤ 2 retical calculation based on potential theory as
CD 0 =  defined previously for displacement hulls.
−0.3Ke + 5.45 , Ke > 2
Therefore it is recommended to also apply
these calculation methods to hard chine type
U maxTe πϕa l
Ke = = hulls.
2lSK lSK
2.3.1 Eddy making component
S = 1.65Ke 2/3 ⋅ lSK
The eddy making component of a hard
where Cp+ , Cp- and l2, l3 denote representative chine type hull is mainly caused by the sepa-
pressure coefficients and their moment levers
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rated vortices from the chine. The sectional 0.0775

pressure distribution on hull caused by this S = (0.3H 0 * −0.1775 + ) d (2.39)
H 0 *2
separated vortex is approximated by a simple
formulation and the roll damping is calculated C p = exp( k1 H 0 * + k2 ) (2.40)
by integrating it along the hull surface.

The length and the value of the pressure where:

distribution are decided upon based on the
measured pressure and the measured roll damp-  −0.114 H 0 2 + 
k1 = − exp  
ing. Initially the estimation method is used for  0.584 H 0 − 0.558  (2.41)
the case where the rise of floor is 0. The pres-
sure distribution is assumed to like that shown k2 = −0.38 H 0 2 + 2.264 H 0 + 0.748
in Fig.2.7.
roll motion When there is a rise of floor, the moment
center of rolling lever not only changes, but the length of the
OG negative pressure distribution and its pressure
l 3 coefficient also change. However, the effect of
the rise of floor on the size of a separated vor-
B/2 tex is not well understood. Therefore, the effect
l2 d S
of rise of floor is taken into consideration by
Cp modifying the coefficient as a function of the
S Cp
rise of floor. S and Cp are multiplied by the fol-
Fig.2.7 Assumed pressure distribution created lowing empirical modification coefficient
by separated flow from hard chine. (Ikeda et al, (Ikeda et al, 1990):
1990)
f1 (α ) = exp(−2.145β ) (2.42)
The sectional roll damping coefficient is
calculated from the following: f 2 (α ) = exp(−1.718β ) (2.43)

4 Using the above method, the eddy making

′ =
B44E0 ρϕaωEC p S (l2 + l3 )l 2 (2.38)
3π
where, l2 and l3 are the moment levers shown in
Fig.2.7, and l is the distance from the axis of
roll rotation to the chine (Ikeda et al, 1990).
The length of the negative pressure S and
its pressure coefficient Cp are expressed as the
( ( ))
function H0* = B/ 2 d - 2OG . These are ob-
tained from the following equations based on
measured data:
component of a cross section can be estimated.
The depth of the chine dc, the half breadth to
draught ratio H0 (=B/2d) of a cross section,
draught d, rise of floor β, and vertical distance
from water surface to the centre of gravity (axis
of roll rotation) OG (downward positive) are
required for the estimation.
2.3.2 Skeg component
The estimation method for the skeg compo-
nent has been proposed by Tanaka et al, (1985).
Using the estimation method, the shape of the
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approximated pressure distribution is shown in pressure coefficient is assumed to be constant

Fig.2.8. based on the measured results from an oscil-
lated flat plate with a flat plate skeg (Tanaka et
l2 al, 1985). However, an Asian coastal fishing
G l3
boat may have a wide breadth due to the stabil-
ity requirements for the boat and due to the
a
strength of the skeg required in service (Ikeda
Cp+ S/2
S/2 et al, 1990). In this case, not only should the
l l1
measured results from a flat plate be considered,
Cp–
l SK but also the measured results of the drag coef-
：pressure ficients from oscillating square cylinders (Ikeda
–
：resultant
Force et al, 1990), in order to decide upon a suitable
Cp+ b SK Cp drag coefficient. It is expressed by the follow-
Fig.2.8 Assumed pressure distribution created ing (Ikeda et al, 1990):
by skeg. (Tanaka et al., 1985)
 b 
From the integration of the pressure distri- CD ( = C p+ − C p− ) = CD 0 exp  −0.38 SK 
 lSK 
bution, the roll damping coefficient for the
cross section is expressed by the following:
2.425 Ke ( 0 ≤ Ke ≤ 2 )
CD 0 = 
  −0.3Ke + 5.45 ( 2 < Ke )
CD lSK l1 − 
8  
′ 0
B44SK = ρ ϕa l 2ωE 0.5C p+ al2 +  (2.44) C p+ = 1.2 (2.45)
3π  
 3 C p− Sl3 
 4  2.4 Multi-hull

CD = C p+ − C p− Katayama et al. (2008) experimentally in-

vestigated the characteristics of roll damping of
C p− = −3.8 two types of multi-hull vessels: a high speed
C p+ = 1.2 catamaran; and a trimaran. They proposed a
2
method of estimating the roll damping for these
S = 1.65 Ke 3 lSK types of craft.
Te
Ke = U max 2.4.1 Wave making component
2lSK
The wave making component B44W is gen-
Here, Umax is the maximum tangential erated by the almost vertical motion of the
speed at the centre of skeg, Te is roll period, lSK, demihull. For this component, the wave inter-
bSK are the height and thickness of skeg, and l action between the hulls is considered signifi-
is the distance from the axis of roll rotation to cant, as also indicated by Ohkusu, (1970).
the tip of the skeg. In this estimation method, However, for simplicity, this component can be
the skeg is assumed to be a flat plate and the estimated by using the heave potential damping
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of the demihull B33. It should be noted how- 2π d

ever, that the B33 term does not include the kN =
LPP
wave interaction effects between the hulls. A
strip method, including the end term effects, is where AHL is the lateral area of the demihulls or
used for the calculation of B33 (Katayama et al. side hulls under water line and LPP is the length
2008): between perpendiculars.
′ ϕɺ = B44W
B44W ′ ωEϕa
2.4.3 Frictional component
′ bdemiωEϕa
= 2bdemi B33 (2.46)
′ ϕɺ
= 2bdemi 2 B33 For multi-hull vessels, the frictional com-
ponent is created by the vertical motion of the
where bdemi is the distance of the centre of demihull or side hull. This component is as-
demihull from the vessel’s centre line. sumed to be smaller than the other components.
Based on the estimation method proposed in
the previous chapters, the friction component
2.4.2 Lift component for the demihull or side hull can be estimated
as follows (Katayama et al. 2008):
A method for the estimation of the lift
component of a multi-hull vessel can be con-
8  V 
structed based on Eq.(2.10). Based on the rela- ′ =
B44F ρ AHLϕaωE bdemi 3Cf 1 + 4.1  (2.48)
tive location of each hull in the multi-hull craft, 3π  ωE LPP 
lR, l0 and O' G are defined as shown in Fig.2.9.
G 1.328 4ϕ a bdemi d
Aft section of demihull Cf = Re =
Re Teν
O'G
where AHL is the lateral area of the demihulls or
l R'
l 0' O'
side hulls under water line, and bdemi is the dis-
W.L 0.3 d
tance of the centre of the demihull from the
0.5 d centre line, ν is kinematic viscosity. The effects
of forward speed can be taken into account
with Eq.(2.17).
Fig.2.9 Coordinate system to calculate l’0 and
l’R and O' G . (Katayama et al., 2008)
2.4.4 Eddy making component
This allows the lift component to be de-
scribed as follows (Katayama et al. 2008): Significant vortex shedding has been ob-
served from flow visualization around multi-
 O 'G  hull vessels whilst rolling. It was observed that
1 − 1.4 + one vortex was shed from each demihull of the
1 ' ' 
l 'R  catamaran and from each side hull of the trima-
B44L = ρ AHLVk N l0lR  2 
(2.47)
2 O ' G ran. The location of the vortex shedding was
 0.7 
 l ' l '  found to be at the keel or the outside bilge of
 0 R 
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demihull/side hull. This is shown in Fig.2.10. shown in Fig.2.11, has a vertical velocity uz(y)
(Katayama et al. 2008). [m/sec.] defined as:
G out side bilge u z ( y ) = ϕɺ y (2.49)
of demihull

Aft section of catamaran where φɺ [rad./sec.] denotes roll angular veloc-

ity and y [m] is transverse distance between the
W.L centre of gravity and point y.

G
φ
starboard
port
Fig.2.10 Assumed vortex shedding point and
y
pressure distribution of aft section of catamaran. fz(y ) uz (y )
(Katayama et al., 2008)
z
The scale of the eddy may be similar to that
Fig.2.11 Cross section of a ship. (Ikeda et al.,
for barge vessels. Therefore, these damping
2000)
forces can be estimated by integrating the pres-
sure created by eddy-making phenomena over When the craft has forward speed V
the hull surface. The pressure coefficient at the [m/sec.], the buttock section including point y,
point of vortex shedding can be assumed to be
experiences an angle of attack α(y) [rad] for the
1.2 and the profile of pressure distribution is
relative flow as shown in Fig.2.12.
assumed as shown in Fig.2.10. In addition, the
effects of forward speed are taken into account V
by Eq.(2.21).
a(y)
uz(y)
2.5 Additional damping for a planing hull

Typical planing craft have a shallow Fig.2.12 Buttock section of a craft. (Ikeda et
draught compared to their breadth, with an al., 2000)
immersed lateral area that is usually very small.
Even if the vessel runs at a very high speed, the The angle α(y) can be calculated as follows:
horizontal lift component is small. Conversely,
uz ( y ) ϕɺ y ϕɺ y
the water plane area is very large and the verti- α ( y) = tan −1 = tan −1 ≅ (2.50)
cal lift force acting on the bottom of the craft is V V V
also large. As a result, this may play an impor-
tant role in the roll damping. It is therefore Assuming that the running trim angle is θ1
necessary to take into account the component [rad.], the vertical lift force acting on the craft
due to this effect. Assuming that a craft has is expressed as the virtual trim angle θ ( y ) [rad.]
small amplitude periodic roll motion about the with the relative flow described as:
center of gravity, a point y on a cross section
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ϕɺ y the prediction method for a hard chine hull as

θ ( y) = θ1 + α ( y) ≅ θ1 + (2.51) an additional component B44VL (Ikeda et al,
V
2000).
For planing craft, the magnitude of the hy-
drodynamic lift force significantly depends on 2.6 Additional damping for flooded ship
the trim angle. The vertical lift force fz(y)
[kgf/m] (positive upwards) acting on the but- Flood water dynamics is similar to the ef-
tock line including point y, with attack angle fects of anti-rolling tank. The tank is classified
α(y) [rad.], is calculated as follows: according to its shape, such as a U-tube type or
open-surface type. The ship motion including
1 the effects of the tank has been theoretically es-
fz ( y ) = ρ Bw.lV 2 kL (θ 1 ) α ( y ) (2.52)
2 tablished for each type (e.g. Watanabe, (1930
& 1943), Tamiya, (1958), Lewison, (1976)).
where ρ [kgf sec.2/m4] denotes the density of However, in order to calculate the resultant
the fluid, Bw.l denotes the water line breadth ship motion, experiments such as forced oscil-
and kL (θ1 ) [1/rad.] is the lift slope. This is the lation tests are required to obtain some charac-
teristics of the tank.
non-dimensional vertical lift coefficient CL dif-
ferentiated by trim angle as follows: Based on experimental results by Katayama
et al, (2009), and Ikeda et al, (2008) a proposed
∂CL
kL (θ1 ) = (2.53) estimation formula for the roll damping com-
∂θ ponent created by flooded water was obtained.
It should be noted that the prediction formula
On the basis of the quasi-steady assumption, only applies to smaller roll angles, but can be
fz(y) [kgf/m] is assumed to be the mean value applied to cases without a mean heel angle.
of the hydrodynamic lift force L [kgf] acting on
the planing hull in steady running condition:
h OG
B44IW = A( , ϕa , )×
L 1 Bcomp B
fz ( y ) = = ρ Bw.lV 2CL (2.54) h
Bw.l 2 h B( ,ϕa )
C (ωE , ×
Bcomp
)
Bcomp
where the lever arm for the roll moment about
(2.56)
the center of gravity is y [m]. The roll moment  h B ( Bcomp ,ϕa ) 
h

is then given by: exp −C (ωE , ) ×

B
 comp 
Bw.l
M φ= ∫ 2
B f z ( y ) ⋅ ydy lcomp. ρ Bcomp.
5 2g
− w.l
2 (2.55) Bcomp.
1
= ρ Bw.l 4VkL (θ1 ) ϕɺ = BVLϕɺ
24

This method of predicting the vertical lift

component for planing craft is combined with
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3.1 Nonlinear damping coefficients

h
1.8 − 1.9882ϕ a + 0.429 The equations of ship motion are expressed
h OG Bcomp
A( , ϕa , )= in six-degrees-of freedom. Roll motion has
Bcomp B OG coupling terms of sway and yaw motions, even
1.2 +1
B if the form is a linear motion equation under
small motion amplitude and symmetrical hull
assumptions. In this section, in order to discuss
the problem of nonlinear roll damping, how-
h h ever, the equation of the roll motion of a ship is
B( , ϕa ) = 40.842 − 10.502ϕa + 2.1
Bcomp Bcomp expressed as the following simple single-
degree-of-freedom form:
h 1 B  ωE  ω
Iφϕɺɺ + Bφ (ϕɺ ) + Cφϕ = M φ (ωE t )
C (ωE , )= ⋅ = E (3.1)
Bcomp π g  h / Bcomp  ωIW
 
Here, if the roll motion is assumed to be a
π steady periodic oscillation, φ in Eq.(3.1) is ex-
ωIW = gh pressed with its amplitude φa and its circular
Bcomp
frequency ωE. Iϕ is the virtual mass moment of
where h is water depth. lcomp and Bcomp are the inertia along a longitudinal axis through the
length and the breadth of flooding compart- center of gravity and Cϕ is the coefficient of re-
ment. ρ and g are the density of fluid and acce- storing moment. Furthermore, Mϕ is the excit-
leration of gravity respectively. ωE is roll fre- ing moment due to waves or external forces
acting on the ship, and t is the time. Finally,
quency, φa is roll amplitude, ω IW is the natural
Bϕ denotes the nonlinear roll damping moment.
frequency of the water in a tank.
The damping moment Bϕ can be expressed
3. ESTIMATION OF ROLL DAMP- as a series expansion of φɺ and φɺ in the form:
ING COEFFICIENTS
Bφ = Bφ1ϕɺ + Bφ 2ϕɺ ϕɺ + Bφ 3ϕɺ 3 + ⋯ (3.2)
Many ways of representing roll damping
coefficients have been expressed, depending on
which is a nonlinear representation. The co-
whether the roll damping is expressed as a lin-
efficients Bϕl, Bϕ2, in Eq.(3.2) are considered
ear or nonlinear form. In this section, some of
constants during a steady periodic oscillation
the expressions most commonly used are intro-
concerned. For the case of large amplitude roll
duced, and the relations among them are re-
motion, where the bilge keel may be above wa-
viewed and they are transformed into terms of
ter surface at the moment of maximum roll an-
linearized damping coefficients.
gle, Bϕl, Bϕ2 in Eq.(3.2) are proposed as a
piecewise function of roll angle by Bassler et al,
(2010). It should be noted that these coeffi-
cients may be not same values for a different
steady periodic oscillation, in other words, they
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may depend on the amplitude φa and the fre- to damping during a half cycle of roll is the
quency ωe of steady periodic oscillation. same when nonlinear, and linear damping are
used (Tasai, 1965). If the motion is simple
Dividing Eq.(3.1) with Eq.(3.2) by Iϕ , an- harmonic at circular frequency ωE, then Bϕe can
other expression per unit mass moment of iner- be expressed as:
tia can be obtained:
8 3
Bφ e = Bφ1 + ωEϕa Bφ 2 + ωE 2ϕa2 Bφ 3 (3.6)
ϕɺɺ + 2αϕɺ + β ϕɺ ϕɺ + γϕɺ + ωφ ϕ = mϕ (ωEt ) (3.3)
3 2
3π 4

where: For more general periodic motion, Eq.(3.6)

can be derived by equating the first terms of the
Bφ1 Bφ 2 Bφ 3 Fourier expansions of Eqs.(3.5) and (3.2) (Ta-
2α = , β= , γ= , kaki et al, 1973).
Iφ Iφ Iφ
(3.4)
Cφ 2π Mφ Corresponding to Eq.(3.3), an equivalent
ωφ = = , mφ = linear damping coefficient can be defined, αe=
Iφ Tφ Iφ
Bϕe/2Iϕ per unit mass moment of inertia:
In Eq.(3.4) the quantities ωϕ and Tϕ repre- 4 3
sent the natural frequency and the natural pe- αe = α + ωEϕa β + ωE2ϕa2γ (3.7)
3π 8
riod of roll, respectively.
In the case of irregular roll motion, there is
3.2 Equivalent linear damping coefficients another approach to the linearization of the roll
damping expression. Following the work of
Since it is difficult to analyze strictly the Kaplan, (1966), Vassilopoulos, (1971) and oth-
nonlinear equation stated in the preceding sec- ers, it can be assumed that the difference of the
tion, the nonlinear damping is usually replaced damping moment between its linearized and
by a certain kind of linearized damping as fol- nonlinear forms can be minimized in the sense
lows: of the least squares method. Neglecting the
term Bϕ3 for simplicity the discrepancy δ in the
Bφ (ϕɺ ) = Bφ eϕɺ (3.5) form can be defined:

The coefficient Bϕe denotes the equivalent δ = Bφ1ϕɺ + Bφ 2 ϕɺ − Bφ eϕɺ (3.8)

linear damping coefficient. Although the value
of Bϕe depends in general on the amplitude and
the frequency, because the damping is usually
nonlinear, it can be assumed that Bϕe is con-
stant during the specific motion concerned.
There are several ways to express the coef-
ficient Bϕe in terms of the nonlinear damping
coefficients Bϕ1, Bϕ2 and so on. The most gen-
eral way is to assume that the energy loss due
Then, E{δ2} can be minimized, the expecta-
tion value of the square of δ during the irregu-
lar roll motion, assuming that the undulation of
the roll angular velocity φɺ is subject to a Gaus-
sian process and that the coefficients Bϕe, Bϕl
and Bϕ2 remain constant:
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∂E {δ 2 } presses the decrease of φm as a function of

= −2 ( Bφ 1 − Bφ e ) E {δ 2 } − mean roll angle. Following Froude and Baker
∂Bφ e (3.9)
(Froude, (1874), Idle et al, (1912)), the decay
2 Bφ 2 E {ϕɺ 2 ϕɺ } = 0 curve is fitted using a third-degree polynomial:

and then: ∆ϕ = aϕ m + bϕ m2 + cϕ m3 (3.12)

8 where:
Bφe = Bφ1 + σ ϕɺ Bφ 2 (3.10)
π ∆ϕ = ϕn −1 − ϕn
where the factor σ φɺ represents the variance ϕm = [ϕn−1 + ϕn ] / 2
of the angular velocity φɺ (JSRA, 1977). Fur- The angles in degrees are usually used in
thermore, as an unusual way of linearization, this process.
the nonlinear expression can be equated to the
linear one at the instant when the roll angular The coefficients a, b and c are called decay
velocity takes its maximum value during steady coefficients. The relation between these coef-
oscillation: ficients and the damping coefficients can be de-
rived by integrating Eq.(3.1) without the exter-
Bφ e = Bφ 1 + ωEϕa Bφ 2 (3.11) nal-force term over the time period of a half
roll cycle and then equating the energy loss due
This form seems to correspond to a colloca- to damping to the work done by the restoring
tion method in a curve-fitting problem, whereas moment. The result can be expressed in the
Eq.(3.6) corresponds to the Galerkin approach. form:
Since there is a difference of approximately 15%
between the second terms of the right hand π ωφ
∆ϕ = ϕm ×
sides of Eqs.(3.6) and (3.11), the latter form 2 Cφ
may not be valid for the analysis of roll motion. (3.13)
 8 3 2 2 
 Bφ1 + ωφϕm Bφ 2 + ωφ ϕm Bφ 3 
However, it may be used as a simple way of
analyzing numerical or experimental forced-  3π 4 
oscillation test data to obtain the values of
these coefficients quickly from the time history Comparing Eq.(3.13) with Eq.(3.12) term
of the roll moment. by term, the following relations can be ob-
tained:
3.3 Decay coefficients
π ωφ π 2α π
a= Bφ 1 = = κα
a free-roll test, the ship is rolled to a chosen 2 Cφ 2 ωφ 2
angle and then released. The subsequent mo-
tion is obtained. Denoted by φn , the absolute 180 4 ωφ
2
4
value of roll angle at the time of the n-th ex- b = Bφ 2 = β (3.14)
π 3 Cφ 3
treme value, the so-called decay curve ex-
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 180  3π ωφ 3π The value of N depends strongly on the

2 3

c  = Bφ 3 = ωφ γ mean roll angle φm so that its expression is al-

 π  8 Cφ 8
It should be noted that the condition for the
validity of Eq.(3.14) is that the coefficients Bϕ1,
Bϕ2, ⋯ and a , b,⋯ should be independent of
the roll amplitude. As the section 2.2.5.1 ex-
plained, the effect of bilge keels appears
mainly in the term Bϕ2 and, further, the value of
Bϕ2 varies with roll amplitude. In such a case,
Eq.(3.14) will not remain valid. Only the part
of B2 which is independent of the amplitude is
related to the coefficient b. The other part of
Bϕ2 that is inversely proportional to the ampli-
tude will apparently be transferred to the coef-
ficient a, and the part proportional to the ampli-
tude will appear in c. In place of a term-by-
term comparison, therefore, it will probably be
reasonable to define an equivalent extinction
coefficient ae and to compare it with the
equivalent linear damping coefficient Bϕe as in
the form:
ways associated with the φm value, being de-
noted as N10, N20 and so on, where N10 is the
value of N when mean roll angle is 10 degrees,
etc.
4. PARAMETERS
4.1 Parameters to be taken into account
The main parameters that need to be con-
sidered when dealing with roll damping are
presented below.
Hull Form including Appendages (bilge
keel, skeg and rudder etc)
Body plan or 3D-data of hull
Principal particulars of hull (Length,
Breadth and Draught)
Dimensions of appendages (length, width,
thickness and position)

Loading Condition of Ship

π ωφ
ae = a + bϕ m + cϕ m 2 = Bφ e (3.15) Weight or draught of ship
2 Cφ
Height of the centre of gravity: KG
Roll natural period Tϕ
Bertin’s expression by Motora, (1964),
can be written in the form: Rolling Condition
Roll period TR or wave period Tw
πN Wave direction χ
∆ϕ = ϕm2 (3.16) Forward speed V or Froude number Fr
180
Roll amplitude φa
The coefficient N can be taken as a kind of
equivalent nonlinear expression and it has been
5. NOMENCLATURE
called an "N-coefficient". As seen from
Eq.(3.12):

180 πϕ m
N =a +b+c (3.17)
πϕ m 180
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Symbol Explanation Section

y transverse position on cross section 2.5
A0 A0 = −2a3 cos 5ψ + a1 (1 − a3 ) cos3ψ + 2.2 2.2.4

{
+ ( 6 − 3a1 ) a32 + ( a12 − 3a1 ) a3 + a12 cosψ }
A0 A0 = (m 3 + m 4 )m 8 − m 7 2.2 2.2.5.1
2

−1.2 −2ξ d 2.2 2.2.1

A1
A1 = 1 + ξ d e
−1 2.2 2.2.1
A2
A2 = 0.5 + ξ d e −2ξd
AM midship section area 2.2 2.2.2
AHL lateral area of the demihulls or side hulls under water line 2.4 2.4.2
2.4 2.4.3
Aj area of cross section under water line 2.2 2.2.4
a length acting on Cfp 2.2 2.2.5.2
sectional girth length from keel to hard chine or water line 2.3 2.3.2
a, b, c decay coefficient (obtained from free-roll test) 3.3
a 1, a 3 Lewis-form parameter 2.2 2.2.4
ae equivalent extinction coefficient 3.3
B breadth of hull 2.1
2.2 2.2.2
2.2 2.2.3
2.2 2.2.5.1
B0 B0 = −2a3 sin 5ψ + a1 (1 − a3 )sin 3ψ + 2.2 2.2.4

{(6 + 3a )a + (3a + a )a
1 3
2
1 1
2
3
2
}
+ a1 sinψ
B0 m2
2
(1 − m1 ) (2m3 − m 2 )
2 2.2 2.2.5.1
B0 = + +
3(H 0 − 0.215 m1 ) 6(1 − 0.215 m1 )
m1 (m3 m5 + m 4 m6 )
B33 linear coefficient of heave damping 2.4 2.4.1
B44 equivalent linear coefficient of total roll damping 2.1
B44AP equivalent linear coefficient of apendage component of roll damping 2.1
B44BK equivalent linear coefficient of bilge-keel component of roll damping 2.2 2.2.5.1
B44BKL equivalent linear coefficient of bilge-keel lift component of roll damping 2.2 2.2.5.1
B44BKW equivalent linear coefficient of bilge-keel wave making component of roll damping 2.2 2.2.5.1
B44E equivalent linear coefficient of eddy making component of roll damping 2.1
2.2 2.2.4
B44F equivalent linear coefficient of friction component of roll damping 2.1
2.2 2.2.3
B44IW equivalent linear coefficient of flooded water component of roll damping 2.6
B44L equivalent linear coefficient of lift component of roll damping 2.1
2.2 2.2.2
2.4 2.4.2
B44VL equivalent linear coefficient of vertical lift component of roll damping 2.5
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B44W equivalent linear coefficient of wave making component of roll damping 2.1
2.2 2.2.1
B440 [subscript 0] indicates the value without forward speed 2.1
equivalent linear coefficient of total roll damping without forward speed
B44BKH0 equivalent linear coefficient of bilge-keel’s hull pressure component of roll damping 2.2 2.2.5.1
without forward speed
B44BKN0 equivalent linear coefficient of bilge-keel’s normal force component of roll damping 2.2 2.2.5.1
without forward speed
B44E0 equivalent linear coefficient of eddy making component of roll damping without 2.2 2.2.4
forward speed
B44F0 equivalent linear coefficient of frictional component of roll damping without for- 2.2 2.2.3
ward speed
B44W0 equivalent linear coefficient of wave making component of roll damping without 2.2 2.2.1
forward speed
B’22 [prime ’] indicates sectional value 2.2 2.2.1
sectional equivalent linear coefficient of sway damping
B’33 sectional linear coefficient of heave damping 2.4 2.4.1
B’42 sectional equivalent linear coupling coefficient of roll damping by swaying 2.2 2.2.1
B’44 sectional linear coefficient of total roll damping 2.1
B’44F sectional equivalent linear coefficient of frictional component of roll damping 2.4 2.4.3
B’44W sectional equivalent linear coefficient of wave making component of roll damping 2.4 2.4.1
B’44BKH0 sectional equivalent linear coefficient of bilge-keel’s hull pressure component of roll 2.2 2.2.5.1
damping without forward speed
B’44BKN0 sectional equivalent linear coefficient of bilge-keel’s normal force component of roll 2.2 2.2.5.1
damping without forward speed
B’44E0 sectional equivalent linear coefficient of eddy making component of roll damping 2.2 2.2.4
without forward speed 2.3 2.3.1
B’44F0 sectional equivalent linear coefficient of frictional component of roll damping with- 2.2 2.2.3
out forward speed
B’44SK0 sectional equivalent linear coefficient of skeg component of roll damping without 2.2 2.2.5.2
forward speed 2.3 2.3.2
B’44W0 sectional equivalent linear coefficient of wave making component of roll damping 2.2 2.2.1
without forward speed
B̂44 [^] indicates non-dimensional value 2.1
non-dimensional equivalent linear coefficient of total roll damping
B̂44BKW0 non-dimensional equivalent linear coefficient of bilge-keel component of roll damp- 2.2 2.2.5.1
ing without forward speed
Bcomp breadth of flooding component 2.6
Bw.l water line breadth 2.5
Bϕ Bφ (ϕɺ ) nonlinear coefficient of roll damping 3.1
3.2
Bϕ1 Bϕ2 Bϕ3 coefficients of nonlinear representation of roll damping 3.2
3.3
3.1
Bϕe equivalent linear coefficient of roll damping 3.2
bBK breadth of bilge-keel 2.2 2.2.5.1
2.2 2.2.5.1
bSK thickness of skeg 2.2 2.2.5.2
2.3 2.3.2
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bdemi distance from the centre line to the centre of demihull 2.4 2.4.1
2.4 2.4.3
CB Block coefficient CB = ∇/ (L B d) 2.2 2.2.3
CBK(bBK) source strength CBK (a function of bBK) 2.2 2.2.5.1
CD drag coefficient of something 2.2 2.2.5.1
2.2 2.2.5.2
2.3 2.3.2
CD0 drag coefficient of skeg or flat plate without thickness 2.2 2.2.5.2
2.3 2.3.2
Cf Frictional resistance coefficient 2.2 2.2.3
2.4 2.4.3
CL vertical lift coefficient 2.5
CM midship section coefficients CM = AM/( B d ) 2.2 2.2.2
Cp pressure coefficient 2.2 2.2.4
2.2 2.2.5.1
2.3 2.3.1
Cp- negative pressure coefficient behind of bilge keel 2.2 2.2.5.1
Cp- pressure coefficient behind skeg 2.2 2.2.5.2
2.3 2.3.2
Cp+ positive pressure coefficient front of bilge keel 2.2 2.2.5.1
Cp+ pressure coefficient front of the skeg 2.2 2.2.5.2
2.3 2.3.2
CR drag coefficient proportional to velocity on surface of rotating cylinder 2.2 2.2.4
Cϕ coefficient of roll restoring moment 3.1
3.3
d draught of hull 2.2 2.2.1
2.2 2.2.2
2.2 2.2.3
2.2 2.2.4
2.4 2.4.2
2.4 2.4.3
dBK(φ) depth of the position attached bilge-keel on hull 2.2 2.2.5.1
dc depth of chine 2.3 2.3.1
E{ { δ 2} expectation value 3.2
f correction factor to take account of the increment of flow velocity at bilge 2.2 2.2.5.1
f1 f 1 = 0.5 [1 + tanh{20 (σ − 0.7 )}] 2.2 2.2.4
f2 { }
f 2 = 0.5 (1 − cos πσ ) − 1.5 1 − e −5 (1−σ ) sin 2 πσ 2.2 2.2.4
f3 {
f 3 = 1 + 4 exp − 1.65 ×10 5 (1 − σ )
2
} 2.2 2.2.4

f1(α) modification coefficient as a function of the rise of floor (S) 2.3 2.3.1
f2(α) modification coefficient as a function of the rise of floor (Cp) 2.3 2.3.1
fz(y) vertical lift force acting on the buttock line including point A(y), with attack angle 2.5
α(y) [rad.]
G the center of gravity 2.2 2.2.1
G girth length 2.2 2.2.5.1
Distance of centre of gravity to the metacentre 2.1
GM
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g Gravity acceleration 2.1

2.2 2.2.1
2.2 2.2.5.1
H H = 1 + a1 + 9a 3 + 2a1 (1 − 3a 3 ) cos 2ψ − 6a 3 cos 4ψ 2.2 2.2.4
2 2

H0 half breath draught ratio H0 = B / (2d) 2.2 2.2.4

2.2 2.2.5.1
2.3 2.3.1
H 0* B 2.3 2.3.1
H0 =
*

(
2 d − OG )
H’0 H0 2.2 2.2.4
H '0 =
1 − OG / d
h Water depth 2.6
Iϕ the virtual mass moment of inertia along a longitudinal axis through the centre of 3.1
gravity
K reduced frequency K = ω L / U 2.2 2.2.4
Ke Keulegan-Carpenter number 2.1
2.2 2.2.5.1
2.2 2.2.5.2
2.3 2.3.2
2.3 2.3.1
k1
k1 = − exp(−0.114H 0 + 0.584H 0 − 0.558)
2

2.3 2.3.1
k2
k 2 = −0.38H 0 + 2.264H 0 + 0.748
2

kL, kL(θ1) lift slope of vertical lift (for planing hull) 2.5
kN lift slope of horizontal lift (ship in maneuvering) 2.2 2.2.2
2.4 2.4.2

L characteristic length of object (length of ship hull) 2.1

2.2 2.2.2
2.2 2.2.3
2.2 2.2.4
L hydrodynamic lift force acting on planing hull 2.5
LBK lift force acting on a bilge keel 2.2 2.2.5.1
LPP Length between perpendiculars 2.4 2.4.3
l distance from the centre of gravity or roll to the tip of skeg or the tip of bilge-keel or 2.2 2.2.5.1
chine 2.2 2.2.5.2
2.3 2.3.1
2.3 2.3.2
l0 lever defined that the quantity l0ϕɺ U corresponds to the angle of attack of the lift- 2.2 2.2.2
ing body
l0’ distance from the center of gravity to the point of 0.5d on center line of demihull 2.4 2.4.2
l1 distance from the centre of gravity or roll to the centre of skeg or bilge-keel 2.2 2.2.5.1
2.2 2.2.5.2
2.3 2.3.2
l2 moment lever integrated pressure along hull surface front of skeg or baseline 2.2 2.2.5.2
2.3 2.3.2
2.3 2.3.1
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l3 moment lever integrated pressure along hull surface behind skeg or baseline 2.2 2.2.5.2
2.3 2.3.2
2.3 2.3.1
lcomp length of flooding component 2.6
lp moment lever between the centre of gravity or roll and the centre of integrated 2.2 2.2.5.1
pressure along hull
lBK distance from the centre of gravity or roll to the position attached bilge-keel on hull 2.2 2.2.5.1
lR distance from still water level to the centre of lift 2.2 2.2.2
lR’ distance between the center of gravity and the cross point of 0.7d water line and the 2.4 2.4.2
center line of a demihull
lSK height of skeg 2.2 2.2.5.2
2.3 2.3.2
lw moment lever measured from the still water level due to the sway damping force 2.2 2.2.1
M B 2.2 2.2.4
M=
2(1 + a1 + a 3 )
Mϕ roll damping moment 2.1
2.5
3.1
MϕAPP appendage component of roll damping 2.1
Mϕ E eddy making component of roll damping 2.1
2.2 2.2.4
Mϕ F frictional component of roll damping 2.1
Mϕ L lift component of roll damping 2.1
Mϕ W wave making component of roll damping 2.1
m1 m1 = R / d 2.2 2.2.5.1
m2 m 2 = OG / d 2.2 2.2.5.1
m3 m3 = 1 − m1 − m 2 2.2 2.2.5.1
m4 m4 = H 0 − m1 2.2 2.2.5.1
m5
m5 =
{0.414 H 0 + 0.0651m1 − (0.382 H 0 + 0.0106 )m1
2
} 2.2 2.2.5.1

(H 0 − 0.215m1 )(1 − 0.215m1 )

m6
m6 =
{0.414 H 0 + 0.0651m1 − (0.382 + 0.0106 H 0 )m1
2
} 2.2 2.2.5.1

(H 0 − 0.215m1 )(1 − 0.215m1 )

m7  S / d − 0.25πm1 , S 0 > 0.25πR 2.2 2.2.5.1
m7 =  0
 0 , S 0 ≤ 0.25πR
m8  m 7 + 0.414m1 , 2.2 2.2.5.1
 S 0 > 0.25πR
m8 =    S0 
m + 0.414m1 1 − cos   , S 0 ≤ 0.25πR
 7   R 

mϕ Mϕ 3.1
mϕ =
Aϕ
N Bertin’s N-coefficient 2.1
3.3
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N10 Bertin’s N-coefficient at φ = 10 degrees 3.3

N20 Bertin’s N-coefficient at φ = 20 degrees 3.3
O origin of the fixed coordinate system on ship (the point on still water level) 2.2 2.2.1
O’ origin of the fixed coordinate system on demihull (the point on still water level) 2.4 2.4.2
distance from O to G with positive being download 2.2 2.2.1
OG
2.2 2.2.2
2.2 2.2.3
2.2 2.2.4
O ′G distance from O’ to G 2.4 2.4.2
Pm pressure on hull caused by vortex shedding 2.2 2.2.4
R bilge radius 2.2 2.2.4
2.2 2.2.5.1
Re Reynolds number 2.2 2.2.3
2.4 2.4.3
r radius of cylinder 2.2 2.2.3
rf rf = 1 / π × (0.887 + 0.145C B )(1.7 d + C B B ) − 2OG 2.2 2.2.3
2.2 2.2.4
rmax
{(1 + a1 )sinψ − a 3 sin 3ψ }2
rmax = M
+ {(1 − a1 )cosψ + a 3 cos 3ψ }
2

S length of pressure distribution on cross section 2.2 2.2.5.2

2.3 2.3.1
2.3 2.3.2
S0 length of negative-pressure region 2.2 2.2.5.1
Sf S f = L(1.7d + C B B) 2.2 2.2.3
T period of motion 2.1
TR roll period 2.2 2.2.3
Te wave encounter period (roll period in waves) 2.2 2.2.5.2
2.3 2.3.2
2.4 2.4.3
T natural roll period 3.1
Umax amplitude of motion velocity or maximum speed of something 2.1
2.2 2.2.5.2
2.3 2.3.2
u maximum speed of the tip of bilge-keel 2.2 2.2.5.1
uz(y) vertical velocity at a point A(y) 2.5
V V = Fr gL 2.2 2.2.1
forward velocity
2.2 2.2.2
2.2 2.2.3
2.2 2.2.4
2.2 2.2.5.1
2.4 2.4.2
2.4 2.4.3
2.5
VR relative flow velocity VR2 = U2 + u2 2.2 2.2.5.1
Vmax maximum relative velocity on the hull surface 2.2 2.2.4
Vmean mean velocity on the hull surface 2.2 2.2.4
y transverse distance between the centre of gravity and point A(y) 2.5
y lever arm for the roll moment 2.5
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α Attack angle α = tan −1 ( u U ) 2.2 2.2.5.1

β rise of floor (deadrise angle) 2.3 2.3.1
α, β, γ B1 B2 B3 3.1
extinction coefficients α= β= γ= 3.3
2 Iφ Iφ Iφ
αe equivalent linear extinction coefficient 3.2
α(y) experiences an angle of attack 2.5
δ discrepancy 3.2
φ roll displacement 3.1
φa roll amplitude 2.1
2.2 2.2.3
2.2 2.2.4
2.2 2.2.5.1
2.2 2.2.5.2
2.3 2.3.1
2.3 2.3.2
2.4 2.4.1
2.4 2.4.3
2.6
3.1
3.2
φm mean roll angle 3.3
φn absolute value of roll angle at the time of the n-th extreme value in free-roll test 3.3
φɺ roll angular velocity ϕm = [ϕn−1 + ϕn ] / 2 2.2 2.2.2
2.2 2.2.4
2.2 2.2.5.1
2.4 2.4.1
2.5
3.1
φɺɺ roll angular acceleration 3.1
∆φ ∆φ = φn−1 − φn 3.3
γ ratio of maximum velocity to mean velocity on hull surface γ = Vmax / Vmean 2.2 2.2.4
κ modification factor of midship section coefficient 2.2 2.2.2
κα 2α 3.3
κα =
ωϕ
ν kinematic viscosity 2.2 2.2.3
2.4 2.4.3
θ(y) virtual trim angle 2.5
θ1 running trim angle 2.5
ξd ξd = ωe2d / g 2.2 2.2.1
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ρ mass density of fluid 2.1

2.2 2.2.2
2.2 2.2.3
2.2 2.2.4
2.2 2.2.5
2.2 2.2.5.2
2.3 2.3.1
2.3 2.3.2
2.4 2.4.2
2.4 2.4.3
2.5
σ area coefficient σ = Aj / (Bd)
( 2.2 2.2.4
2.2 2.2.5.1
σ φɺ variance of roll angular velocity 3.2

σ' σ − OG / d 2.2 2.2.4

σ '=
1 − OG / d
ψ Lewis argument on the transformed unit circle 2.2 2.2.4
ψ1 0=ψ1 (rmax (ψ 1 ) ≥ rmax (ψ 2 )) 2.2 2.2.4
ψ2 1 a (1 + a3 ) 2.2 2.2.4
cos −1 1 =ψ 2 (rmax (ψ 1 ) < rmax (ψ 2 ))
2 4a 3
Ω Ω = Uωe / g 2.2 2.2.1
ωE wave encounter circular frequency (roll circular frequency in waves) 2.1
2.2 2.2.1
2.2 2.2.3
2.2 2.2.4
2.2 2.2.5.1
2.2 2.2.5.2
2.3 2.3.1
2.3 2.3.2
2.4 2.4.1
2.4 2.4.3
2.6
3.1
3.2
ωωωω

non-dimensional wave encounter circular frequency (non-dimensional roll circular 2.1

EEEE

ˆ
frequency in waves)
ωIW π 2.6
natural circular frequency of water in a tank ωIW = gh
Bcomp
ωϕ 3.1
Cφ 2π
roll natural circular frequency ωφ = =
Aφ Tφ
∇ displacement volume 2.1
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6.2.6 Multi-hull
6. VALIDATION
Refer to Katayama et al, (2008).
6.1 Uncertainty Analysis

None 6.2.7 Planing hull

Refer to Ikeda et al., (2000)

6.2 Bench Mark Model Test Data
6.2.8 Frigate
6.2.1 Wave making component and Lift com-
ponent Refer to Etebari et al.,(2008), Bassler et al.,
(2007), Grant et al., (2007), Atsa-vapranee et
Refer to Ikeda et al., (1978a) or (1978c) al., (2007) or (2008).

6.2.2 Frictional component 6.2.9 Water on deck or water in tank

None Refer to Katayama et al, (2009).

6.2.3 Eddy making component 6.3 Bench Mark Data of Full Scale Ship
Refer to Ikeda et al.,(1977a) or (1978b). Refer to Atsavapranee et al., (2008). Flow
visualization around bilge keel and free decay
6.2.4 Appendages component test results are indicated.

a) Bilge keel component 6.4 Measurement of Roll Damping

Refer to Ikeda et al., (1976), (1977b) or
(1979) 6.4.1 Free Decay Test

b) Skeg component Refer to IMO MSC.1/ Circ.1200 AN-NEX,

Page 11, 4.6.1.1 Execution of roll decay tests.
Refer to Baharuddin et al., (2004)
6.4.2 Forced Roll Test
6.2.5 Hard chine hull
6.4.2.1 Fully Captured tests
Refer to Ikeda et al.,(1990) or Tanaka et al.,
(1985) Refer to Ikeda et al., (1976), (1977a),
(1978a), (1990), (1994), (2000), Katayama et
al., (2008) or (2009), Bassler et al., (2007).
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6.4.2.2 Partly Captured tests
Refer to Hashimoto et al., (2009).
7. REFERENCES
Atsavapranee P., Carneal J.B., Grant D.J., Per-
cival S., 2007, “Experimental Investigation
of Viscous Roll Damping on the DTMB
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