Avoiding the Parametric Roll

Nicoleta Acomi , Cristian Ancuţaa, Cristian Andreia, Alina Boştinăa, Aurel Boştinăb
*a

a
Constanta Maritime University, 104 Mircea cel Bătrân St, Constanta, 900663, Romania;
b
CMA-CGM, Marine Department, Quai d’Arenc, No. 4, 13235, Marseille, France

ABSTRACT

Ships are mainly built to sail and transport cargo at sea. Environmental conditions and state of the sea are communicated
to vessels through periodic weather forecasts. Despite officers being aware of the sea state, their sea time experience is a
decisive factor when the vessel encounters severe environmental conditions. Another important factor is the loading
condition of the vessel, which triggers different behaviour in similar marine environmental conditions. This paper aims
to analyse the behaviour of a port container vessel in severe environmental conditions and to estimate the potential
conditions of parametric roll resonance. Octopus software simulation is employed to simulate vessel motions under
certain conditions of the sea, with possibility to analyse the behaviour of ships and the impact of high waves on ships due
to specific wave encounter situations. The study should be regarded as a supporting tool during the decision making
process.
Keywords: parametric roll, ship’s stability, sea conditions, weather routing

1. INTRODUCTION
Parametric roll is responsible for the worst and most spectacular reports of container losses. In order to avoid this, the
International Maritime Organization (IMO) revised the Intact Stability Code1 and elaborated Guidance to the Master for
Avoiding Dangerous Situations in Adverse Weather and Sea Conditions2 in 1995, which was later revised3 in 2007. The
guidance highlights the conditions of encountering dangerous phenomena such as: surf-riding and broaching, reduction
of intact stability caused by riding on the wave crest at mid-ship, synchronous rolling motion, parametric rolling motion
or a combination of dangerous phenomena, which may lead to vessel’s capsizing.
A significant number of container losses have been reported due to parametric roll. The APL China incident in October,
1998, increased the international awareness on parametric roll resonance and determined maritime organizations to seek
pertinent solutions. For the ‘right’ conditions of sea state and loading condition of the vessel, parametric roll may result
in severe rolling of up to 40-50 deg., combined with extreme pitch.

2. OCCURRING OF THE PARAMETRIC ROLL

Although the parametric resonance is known for many years, and despite the parametric roll that affects the large port
container vessels accounting for as focus of various research papers4,5,6, the actual incidents unveil the importance of
using relevant decision making tools7. The theory and model tests demonstrate that parametric roll can occur when the
following conditions8 emphasized at the figure 1, are satisfied:
− the natural ship rolling period Tr, is equal to approximately twice the encountered wave period Tr ~ (1.8-2.1) TE;
− the length of the wave λ, is on the order of the length of the ship, λ ~ (0.8-2) LBP, where LBP is the length
between perpendiculars of the ship;
− the height of the wave exceeds a critical level, Hw > Hc ;
− the roll damping of the ship is low.

*Corresponding author: 104, Mircea cel Bătrân, Constanta, 900663, Romania; nicoleta.acomi@cmu-edu.eu

Advanced Topics in Optoelectronics, Microelectronics, and Nanotechnologies VIII,

edited by Marian Vladescu, Razvan Tamas, Ionica Cristea, Proc. of SPIE Vol. 10010,
100102M · © 2016 SPIE · CCC code: 0277-786X/16/$18 · doi: 10.1117/12.2243360

Proc. of SPIE Vol. 10010 100102M-1

 20

W,
-20

40
Roll period 1
-
Figure 1. Development
D off Parametric Rooll. Source: Beleenky et al8
In the event when the seaa is not calm
m, instability is
i caused by variation of a model paraameter and th he ship wouldd
encounter thee parametric roll
r resonancee. Then, the shhip starts to ro
oll until capsize or stabilizees up to a cerrtain roll anglee
(Figure 2).
Roll, deg

40

i
20

Time_
-20

-40 I1 i

Figure. 2 Parametric
P Roll Resonance. Soource: Larhooveen9

3. AVOIDING
A THE PARA
AMETRIC ROLL
R
A ship is a rigid body thhat moves in 6 degrees of freedom, th herefore its motion
m is com
mpletely deterrmined by sixx
movements: three
t of them
m to define thhe translationss and the other three to deefine oscillations. Considerring the wavee
incidence anggle, the speedd of the vesseel and the seaa state during g voyages, the vessel mayy encounter paarametric rolll.
Developmentts in the com mputer industtry have provvided new po ossibilities for computer ssimulations. Therefore,
T thee
enhanced deddicated motions analyses are a not only beneficial,
b butt recommendeed by compannies’ policies especially forr
large ships suuch us containner or passengger ships. Thee Octopus offfice software10 is used for ppreparing polar diagram, too
emphasize syynchronous annd parametric resonance annd other wavee effects from m basic data oof the particullar ship modeel
and the sea sttate. The desiggn criteria in ships construcction, the wav
ves’ parameterrs such as sprreading, spectrrum or periodd,
as well as opeerational paraameters comprrising the speeed of the vessel, heading annd loading connditions, repreesent the mainn
entries for thee program to provide
p the reesponse of the ship navigating in the certaain sea condittions. The Octtopus softwaree
is based on a simplified proocedure for thhe calculation of the design values for mootion which inncludes:
− Vesssel stability annalysis for stabbility parametters;
− Asseessment of envvironmental conditions
c enccountered;
− Motion response analysis
a resultting in design motions, acceelerations or other
o responsees in critical lo
ocations of thee
vesssel and cargo.

Proc. of SPIE Vol. 10010 100102M-2

The sequence analysis performed by Octopus Office 6 (AMARCON) and indicated at Figure 3 provides the navigator
with useful design values. These values could serve as the criteria that should not be exceeded during the transport or
operation. The software is used to calculate the transfer functions of ship responses in waves: absolute and relative
motions, velocities, accelerations, hull girder loads and linear combinations of responses.

Ship's particulars

Hydrodynamic Loading Sea

database condition states

Calculation of RAO's

Encountered Sea
RAO's
state(s)

Calculation of spectral moments

Spectral Rules
moments limits

Calculation of statistics
and probabilistics

Design values

Figure 3. Analysis sequence for calculating design value with Octopus software
The program has a built-in geometry-modeller to prepare 2D- and 3D-models as input for the hydrodynamic calculations
(2D-strip theory or a 3D-diffraction database can be used). Nonlinear sea state dependent transfer functions are solved by
means of stochastic linearization10. The main wave parameters used by program are:
− Energy spectra for two-dimensional (plane) waves, S(ω), where ɷ is radian frequency and H is the height of
wave;

(ɷ) ɷ = (1)

− Spectral moment m0 and Wave speed spectral moment m2:

= (ɷ) ɷ = ɷ (ɷ) ɷ (2)

− Zero up-crossing period T2:

=2 (3)

− Significant single amplitude A1/2:

/ =2 (4)
− Significant double amplitude H1/3:

/ =4 =2 / (5)
− Most probable extreme MPE, where t is the reference period of sea state, usually 3 hours or 10,400 seconds.

Proc. of SPIE Vol. 10010 100102M-3

 = 2 (6)

The hydrodynnamic analysiis initiates wiith hydrodynaamic database, comprising relevant hydrrodynamic pro operties of thee
vessel for varrious drafts, speeds,
s headinngs and frequeencies. For a specific loadiing condition, the program calculates thee
global mass parameters,
p addded mass, daamping forcess and wave fo orces. Usuallyy, these condittions are deliv
vered from thee
loading progrrams but theyy also can bee introduced manually. In order not too overestimatee the roll mo otions, viscouss
damping throough Ikeda’s method is used, which inccludes friction nal roll damping, eddy-maaking roll dam mping, lift rolll
damping coeffficient and biilge keel roll damping.
d
Route optimization based on o weather sttatistics includding wave, cu
urrents and winds can be caarried out usin
ng inputs from
m
external wavee’s databases,, or can be geenerated by thhe Octopus prrogram as sea state or range of sea states using wavess
characteristiccs observed orr forecasted.
After calculatting the Respoonse Amplitudde Operator RAO,
R the proggram indicatess the responsee levels or the probability of
overshoot commpared with the
t allowable values
v or criteeria, in a very accessible maanner as emphhasized in Fig gure 4.
In order to annalyse the behhaviour of thee ship and forr estimating th he possibilitiees to encounteer dangerous phenomena
p inn
severe sea connditions, incluuding paramettric roll, this case
c study con
nsidered a Posst Panamax coontainer ship 12,552
1 TEU inn
real loading conditions. The
T main charracteristics off the ship are: Length bettween perpenndiculars 350.08m, Beam =
48.20m, Drafft aft = 14.144m, Draft forre = 13.27m,, GM = 2.4m m, LCG = 159.24m, KG = 18.51m, Diisplacement =
129,458.6 T. The vessel loading
l param
meters were provided for a voyage from m Hamburg too Baltimore by b the loadingg
program MAC CS3 developeed by Interschhalt and the seaa state consideered was Hs=5m, Tz=7s.

Figure 4. Response
R Ampliitude Operator – Roll motion amplitude
a
It can be noticed that maxximum of rolll is reached when
w the wavees come fromm the fore beaam of the vessel, where thee
heading is thee angle betweeen ships courrse and wave direction
d coun
nted from aft. The maximuum roll is also dependent onn
the wave freqquency, wheree the maximum m is reached when
w frequenccy is between 0.55 rad/s andd 0.75 rad/s, Figure
F 4.

Proc. of SPIE Vol. 10010 100102M-4

 4. RESULTS
The results of analyses using the Octopus program are primarily required during the transport preparation phase, from
quotation to elaborating of the stowage plan. The simulated scenarios may allow officers to assess the situation from
stability perspective by estimating the conditions required to encounter parametric roll. The results of the study are
presented in polar diagrams which provide marine officers a relevant instrument to determine the appropriate manner for
avoiding parametric roll.
For making an informed decision is necessary to know the RAO responses which highlights the basic responses: roll,
pitch, yaw, surge, sway, and heave. These responses are required to be showed for various ship’s speeds and headings.
The results for a particular sea state, Hs=5m, Tz=7s, are showed in polar diagram (Figure 5) in which the radius of the
diagram indicates the vessel’s speed. This situation in the diagram complies with IMO’s requirements relating to
dangerous phenomena areas.

Roll Motion
Hs= 4.99 [m], Tz= 6.80 [s], Tp= 8.49 [s]

) First Component [m] 180 170

200 190 160
- Second Compt m - r, 150
220

10

100

090
r c
2
280 080
8.5

290
6.4
300

omr"
High l+gItee 4.2

S urfing /B rcgain *Or.MnMP"

IIiMririrar.r.MIlli, 040
Parametric Roll 330 ---mAO=posw-- 030 2.1
'NMI
020
e Synchronic Roll 000 010
0.0

Figure 5. Polar diagram of roll motion

For each speed and heading, the “maximum normalized response” (in terms of percentage of criterion) is evaluated. The
colour code facilitates observing the dangerous areas resulted from speed and heading combined effect. Similarly, polar
diagram can be obtained for various sea states and combined conditions such as wave and swell, as required. Shifting the
cursor on a specific position which combines speed and heading, a quick evaluation is showed in the envelope of all
responses as in Figure 6, where only four headings were introduced for ease of reference. It can be observed that the
incident angle of 120 deg develop the maximum roll for above sea state. Decreasing or increasing the speed is a preferred
solution and easy to assess, while altering the course is less preferred. The emergence of dangerous phenomena in heavy
seas, such as parametric roll, can be avoided both by changing the parameters listed above - course or speed – but also by
modifying the ballast of the ship, if practicable.

Proc. of SPIE Vol. 10010 100102M-5

It is of importance that the program assists deck officers to make decision for safe operating the ship in case the ship
encounters situations of dynamic stability failure modes in severe sea conditions, such as parametric rolling.
Roll Motion (Amplitude)
6.00

- 21.4 kr; 40.0 deg

- 21.4 kr; 90.0 deg
- 21.4 kr; 120.0 deg
21.4 kr; 140.0 deg
5.00

4.00

E
ái 3.00

2.00

1.00

0.00
0.000 0.100 0.300 0.400 0.500 0.600 0.700 0.800 0.900 1.000
Wave frequency [rad/s]

Figure 6. Statistic envelope of all responses

5. CONCLUSIONS
Dynamic stability assessment by analysing the movements on six degrees of freedom depending on parameters
mentioned above completes static stability calculations based on actual loading condition of the ship prior sailing from
the port.
Knowledge about the impact of waves on ships, for various speeds and headings, allow an important decision support
with respect to choosing the most convenient and safety route by ship’s officers. Octopus software offers the tools to
calculate responses both on board and ashore with same accuracy using state of the art engineering program. Nowadays,
the use and development of programs that take into account the main indications, initial and dynamic stability of the ship
in real conditions is encouraged. Using these programs towards increasing the safety operation of ships during next years
is advised and research in the use of such computational programs is of assistance.

REFERENCES

[1] Maritime Safety Committee, MSC 83/28/Add.2, Code on Intact Stability (2008).
[2] Maritime Safety Committee, MSC/Circ.707, Guidance to the master for avoiding dangerous situations in adverse
weather and sea conditions (1995).
[3] Maritime Safety Committee, MSC/Circ. 1228, Revised guidance to the master for avoiding dangerous situations in
adverse weather and sea conditions (2007).
[4] Galeazzi, R. et al, Detection of Parametric Roll for ships, Springer Science_Business Media (2012).
[5] Shin, Y.S. et al, “Criteria for Parametric Roll of Large Containerships in Longitudinal Seas”, ABS Technical Papers,
117- 147 (2004).
[6] Levadou, M. and Gaillarde, G., "Operational Guidance to avoid parametric roll," RINA Container vessels, 119-129
(2003).
[7] The Danish Maritime Accident Investigation Board, Svendborg Maersk case (2014).
[8] Belenky, V., Bassler, C.C., Spyrou, J.K., “Development of Second Generation Intact Stability Criteria”, Naval
Surface Warefare Centre, Carderock Division, Hydromechanics department Report (2011).
[9] Larhooven B.J.H., “Stability Analysis of Parametric Roll Resonance”, Eindhoven University of Technology,
Department Mechanical Engineering Dynamics and Control Group, Eindhoven (2009).
[10] Octopus Office 6 Used Manual, AMARCON BV (2010).

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