MOTION SICKNESS PREDICTION OF A WAVE PIERCING

CATAMARAN AT SEAS

Chih-Chung FANG (National Taiwan Ocean University, Taiwan)

John S.Y. CHANG (National Taiwan Ocean University, Taiwan)
Mu-Yen CHEN (National Taiwan Ocean University, Taiwan)

ABSTRACT: Low frequent motions of vessel may cause motion sickness in rough seas. These
undesirable effects can induce fatigue of crews during shiphandling. This paper presents the results on
the motion sickness incidence study for a 70m wave piercing catamaran at seas. The three-dimensional
translating-pulsating source distribution technique has been used for predicting the motions of the wave
piercing catamaran in oblique waves. The comfort assessments are based on the ISO-2631 (1997)
standard with the hydrodynamic analysis for determining the acceleration levels in different locations
on the vessels. The effect of the major variables that contribute to seasickness has been discussed.

INTRODUCTION comfort assessments are based on the ISO-2631 (1997)

The use of fast marine vehicles for the transportation of
passengers and cargoes has been increasing for the past
several years. Fast catamarans with a super slender twin-
hull form are the most attractive option for a large high-
speed passenger ferry because of its large deck and good
transverse stability. However, It has been noticed that the
high-speed craft shows a low seakeeping performance in
moderate to rough sea conditions due to her relatively light
weight and high travelling speed. Furthermore, if the
relative motion between the wave and ship becomes large,
the semi-displacement catamaran is vulnerable to wave
impacts on the bottom of the cross-deck in bow seas and
bow dive in following seas. It may cause speed reductions,
local structural damage and severe safety problem. Motion
sickness has always been an important design criterion of
high-speed craft. Modern ferry designs have been marketed
with a great emphasis on seakeeping performance. A
standardised method for evaluating Motion Sickness
Incidence (MSI) was proposed by the ISO-2631 (1997) but
the mathematical complexity of a correct MSI evaluation
makes it difficult to use for marketing purpose.
The concept of wave piercing catamaran was
conceived in 1983 with a test craft, Little Devil. The first
74m wave piercing catamaran passenger car ferry
Hoverspeed Great Britain was delivered by Incat
Australia PTY LTD in 1990. The wave piercing catamaran
configuration consists of a centre bow hull and two slender
side hulls. The centre bow hull is connected with two side
hulls by means of a cross structure, which offer useful deck
area. This complex hull form shows outstanding seakeeping
capability in waves (Soars (1992)). But the relatively high
structural weight ratio inherent to catamaran configurations
must be overcome in order to offer a competitive price in
the international fast ferry market.
This paper presents some of the theoretical results
obtained by the three-dimensional translating pulsating
source distribution technique (3DT). Furthermore, The
standard with the hydrodynamic analysis for determining
the acceleration levels in different locations on the vessels.
The effect of the major variables that contribute to
seasickness has been discussed.
THEORETICAL BACKGROUND
Since the theoretical development of a three-
dimensional translating pulsating source technique for the
calculations of ship motions and sea loads on an arbitrary
three-dimensional body can be found elsewhere (Chan
(1990)), the theoretical background is only outline here.
When a ship advances at constant mean forward speed
U in regular sinusoidal waves with small amplitude, the
ship’s heading can be defined by angle β ( 180 0 at head
seas). The wave frequency ω 0 is related to the ship’s
frequency of encounter ω by
ω = ω 0 − Uk cos β (1)
2
with k = ω0 , where k is the wave number.
g
Figure 1 shows the right-hand coordinate system o-xyz
which moves in the same direction and speed as the moving
body. The x-axis is pointing upstream parallel to the
longitudinal plane of the body and the z-axis is pointing
vertically upward through the centre of gravity of the body
with the origin in the plane of the mean free surface. The
body is assumed rigid and oscillates in six degrees of
freedom about its mean position with complex amplitudes
ξ j ( j = 1, 2,... 6) . Here j = 1, 2 , 3, 4 , 5, 6 refer to surge, sway,
heave, roll, pitch, and yaw modes of motion respectively.
For dynamic equilibrium the total wave-induced forces
must be equal to the mass inertia forces and the coupled
linear equations of motion of the rigid body can be written
as

1
 ∂φ j
∑ ( M + A jk ) ξ k + B jk ξ k + C jk ξ k  = F jW + F jV
6 •• •
(2)
jk
 (iω + U∂ / ∂x ) 2 φ j + g = 0 j=1,2,...7 at z=0; (8)
k =1
∂z
the kinematic body boundary condition
where &&ξ k and ξ& k are motion acceleration and velocity ∂φ j
respectively; M jk is the mass matrix; A jk is the added mass; = −iωn j + m j j=1,2,...6 on S B ; (9)
∂n
B jk is the damping; and C jk is the restoring coefficient. and
F W
is the wave exciting force; F is the excitation force V ∂φ 7 ∂φ
j j =− 0 on S B ; (10)
due to viscous effects. The indices j and k indicate the ∂n ∂n
direction of the fluid force and the mode of motion the kinematic boundary condition on the ocean floor
∂φ j
respectively. The hydrodynamic forces due to viscous =0 j=1,2,...7 at z → −∞ ; (11)
effects can be separated into viscous damping forces, ∂n
viscous restoring forces and viscous excitation forces in the where g is acceleration due to gravity; n j is the generalised
form r
direction cosine with n = (n , n , n ) and
^ 6 ^ ^
(3) r r r 1 2 3
F j = ∑ (b jk ξ& + c jk ξ ) − F V r ' × n = ( n4 , n5 , n6 ) ; n is a unit normal vector outward to
k k j
r
the mean wetted body surface and r ' is a position vector of
k =1
^ ^
where b jk and c jk are viscous damping and restoring a point on the
mean wetted body surface;
r r
coefficients respectively. The hydrodynamic coefficients in r and ( m4 , m5 , m6 ) = − (nr ⋅∇)( rr ' ×W ) ;
( m1 , m2 , m3 ) = − ( n ⋅ ∇ )W
the equations of motion may be considered as linear r
and W is a steady velocity field. If the body is slender, the
dependence of fluid forces due to non-lift potential flow steady perturbation potential due to forward motion is
^
and cross-flow effects such that: B jk = b jk + b jk , negligible in the unsteady flow. Then m j = 0 for j=1,2,3,4;
^
m5 = Un3 and m6 = −Un2 , which are used in the present
C jk = c jk + c jk .
study.
Within the framework of potential theory, the fluid is The solution of the linearised unsteady forward motion
assumed to be ideal and incompressible. By using the is constructed by means of the three-dimensional Green
perturbation procedures, the total velocity potential function for solving the boundary integral equation. The
r
Φ ( x 0 , t ) of the flow field due to the forward and three-dimensional Green function integral equation is
oscillatory motions of the body under the action of waves formed by the surface integral over the mean wetted body
can be expressed as surface and the free-surface contour integral along the
intersection curve between the mean wetted body surface
r r ~ r and the undisturbed free surface in the form
Φ( x0 , t ) = −Ux + Φ ( x ) + Φ( x , t ) (4)
U2
r 4πφj ( p) = ∫∫ σ (q)G( p; q)ds(q) + ∫ n1σ (q)G( p; q)dl(q) (12)
where Φ( x ) is the steady perturbation potential due to sB g Lo
forward motion and Φ % ( xr , t ) denotes the unsteady velocity where G( p; q) is a translating-pulsating source function at
potential due to incident waves, diffraction and radiation the field point p due to a source of unknown strength σ ( q )
waves, which can be written as at the source point q.

~ r  6  The unknown source strength σ ( q ) can be determined

Φ ( x , t ) = ζ 0 (φ 0 + φ 7 ) + ∑ ξ j φ j  e −iωt (5) using the appropriate body boundary condition (9) and (10).
 j =1  Thus
with ∂G( p; q) ∂G( p; q) ∂φj ( p)
g 2πσ( p) + ∫∫ σ (q) ds(q) + ∫ n1σ (q) dl(q) = 4π
φ 0 = −i e kz + ik ( x cos β + y sin β )
(6) sB ∂np L
0 ∂np ∂np
ω0 for p on SB (13)
in which φ 0 is the incident wave potential of amplitude, ζ 0 ,
φ 7 is the diffraction wave potential and φ j is the radiation Chan (1990) showed that the translating-pulsating
wave potential in j-th mode of motion. source function G ( p; q ) might be expressed in the form
1 1
G( p; q) = − + , − N( p; f ; Fn ) −W( p; f ; Fn ) (14)
The unsteady motions of the ship and the fluid are r r
assumed to be small so that the unsteady body boundary where r is the distance between the field point p and the
and free surface conditions can be linearised. With the basic source point q. r’ is the distance between the field point p
linear assumption, the diffraction wave potential φ 7 and the and the image sink point q’. N ( p; f ; Fn ) and W ( p; f ; Fn )
radiation wave potential φ j , in the j-th mode of motion, are the local disturbance function and the wave-like far-
must satisfy the following linearised boundary conditions: field function, which may be written as

Laplace's equation in the fluid domain 2

1 Qj Qj 
∇ 2 φ j = 0;
γ π
j=1,2,...7 (7) N ( p; f ; Fn ) = ∑{ − i ∫ dθ + ∫ dθ 
j =1 π  4τ cosθ − 1 1 − 4τ cosθ
0 γ

the linearised free-surface condition

2
 γ H (− Im Z1 j )k1 exp(Z1 j ) + H (Im Z 2 j )k2 exp(Z 2 j ) Design draft (d) 2.20m
− 2∫ dθ } (15)
0
4τ cosθ − 1
Speed Vs 40.0 knots
2 π
H(t j )k1 exp(Z1 j ) + H(−t j )k2 exp(Z2 j ) Passenger 602seats
W( p; f ; Fn ) = ∑i2[∫ 2 dθ
j =1
γ
1 − 4τ cosθ Car 53+2 BUS
π H ( t j )[ k 1 exp( Z 1 j ) − k 2 exp( Z 2 j ) (16)
+ ∫π
2 1 − 4τ cos θ
dθ ] Diesel engine 5500 KW x 4 Sets
Water jet 4 Sets
with
k1 k
The comfort level of passenger is the key criterion for
Q j = k1 exp(Z1 j ) E1 (Z1 j ) − − k 2 exp(Z 2 j ) E1 (Z 2 j ) + 2 high-speed ferry design. It means the excellent seakeeping
Z1 j Z2 j
performance should be desired. The wave induced motions
for j=1,2 (17) onboard a vessel depend on the dynamic motion responses
as well as the actual sea state experienced by the vessel. It is
where f is non-dimensional frequency ( f = ω L / g ) and Fn important to consider wave statistics for that route together
is the Froude number ( Fn = U / gL ). L is the characteristic with seakeeping performance of vessel designs for selecting
length. a vessel for a particular route.
The most interesting parameter to be studied when
Hydrodynamic coefficients, A jk , B jk , and wave exciting evaluating the well being of passengers onboard a fast ferry
forces, FjW , given in equation (2) can be obtained after is the vertical accelerations and the roll and pitch motion
solving the three-dimensional Green function integral responses. These parameters are usually expressed as root-
equation which satisfies the slender body boundary mean-square (RMS) values.
condition. ISO 2631/3 (1985) defines severe discomfort
boundaries related to vertical accelerations and time of
exposure (Figure 4). It is evident that designers should try
MOTION SICKNESS EVALUATION and avoid motions in the region (0.1 Hz to 0.315 Hz) in
particular.
High-speed waterborne transportation between islands
is becoming important, since the ships servicing around The ISO2631 was revised in 1997. The weighting
Taiwan, as well as several major islands located off the curve of motion sickness was introduced in ISO 2631-1.
coast line of Taiwan, such as Penghu, Kinmen and Orchid (Evaluation of human exposure to whole-body vibration-
Island are aging slow speed vehicles. The tourist Annex D). The advantage of frequency-weighted RMS is
development presented blooming prospect recently and that the multi-frequency effect is considered, which is
direct waterborne transportation across Taiwan Strait consist with the perception of human being. Meanwhile, by
between Mainland China and Taiwan is likely to be realized using the frequency-weighted RMS concept, the
anytime in the coming days. Passenger/vehicle carrier of methodology and philosophy are consensus for the ISO
excellent performance with safety, comfort and fast speed 2631.
shall be the most competitive ship type for the domestic, The weighted root-mean-square (RMS) acceleration
cross-strait and international passenger ferry market. is expressed in meters per second squared (m/s2). It can be
Based on the above market study, a 70-meter wave calculated in accordance with the following equation or its
piercing catamaran with the capacity of 600 seats and 56 equivalents in the frequency domain. Details of analysis
sedans, constructed of aluminium alley is selected as procedure can refer ISO-2631 (1997).
standard. In this study, a 70m wave piercing catamaran T 1
(CAT-70) is chosen for the motion sickness evaluation. This 1
=[ ∫a
2
aw w ( t ) dt ] 2 (18)
ferry was designed by the United Ship Design and T 0
Development Centre (USDDC) and proposed for the
transportation across Taiwan Straits. Numerical where
computations have been carried out to predict the dynamic
motion responses of the CAT-70 catamaran in oblique T: the duration of the measurement, in seconds.
waves by using the 3DT. Configuration of the CAT-70 In this paper, the frequency weighting of acceleration
catamaran is shown in Figure 2. Some of the main spectra has been used. The acceleration signal can be
particulars are given as follows: analysed and reported as one-third octave band spectra of
unweighted acceleration. The frequency-weighted RMS
Length of all LOA 70m
acceleration cab be determined as:
Length of waterline LWL 63m 1

Breadth B 19.00m a w = [∑ (w i a i ) 2 ] 2 (19)

i

Breadth(Demi-hull) Bdh 4.95m

Depth D 5.80m where

3
a w : the frequency weighted acceleration.
w i : the weighted factor for the ith one-third octave band.
a i : the RMS acceleration for the ith one-third octave
band.
According to the Annex D of ISO-2631 (Guide to the
effects of vibration on the incidence of motion sickness), if
the motion exposure is continuous and of approximately
constant magnitude, the motion sickness does value,
MSDVz, may be estimated from the frequency weighted
RMS value as:
MSDVz = a w T o1 / 2 (20)
where
T o : the exposure duration in seconds.
In this study, the hydrodynamic prediction has been
carried out for the 70m wave piercing catamaran (CAT-70)
by using the three-dimensional translating-pulsating panel
method. Figure 5 shows the bow vertical acceleration
responses of the CAT-70 in the regular waves (V=40 knots;
X=20m; β = 150 0 ; RCS/on).
The problem of ship motion in regular waves has been
reduced to a manageable proportion through linearisation so
that a practical solution can be obtained. The responses of a
ship in irregular waves can be considered as the summation
of the responses to regular waves of all frequencies. Thus,
stochastic analysis can be carried out to predict the various
statistical characteristics of motion responses of the ship to
irregular waves.
If the wave spectral density function of long-crested
seas is denoted by S(ω ) , the area of response spectrum is
given by
∞ catamaran in oblique waves. The comfort assessments are
m0 = ∫
0
R 2 (ω ,U , β )S (ω ) dω (21)
where R (ω ,U , β) is a response amplitude operator per unit
amplitude of incident wave.
In this study, a Bretschnider wave spectrum has been
used for the short-term statistical analysis for the catamaran
travelling in seas (Figure 6). All statistical results are
represented by the response root mean square (RMS)
values. Figure 7 shows the one-third octave band spectra of
vertical acceleration for the CAT-70 at 40 knots in sea state
4 ( H 1 / 3 = 2.5m, Tz = 6.4 sec ). Figure 8 is the example of
frequency-weighted spectrum of vertical acceleration of
CAT-70 in oblique irregular waves.
The ISO standard proposes a Motion Sickness
Incidence (MSI) of 10% and its exposure time boundaries
occur at a point where a nominal 10% of passengers
experience discomfort. In this study, the seasickness
probable criterion has been defined by the ISO standard.
Figures 9 to 11 show the motion sickness evaluation
4
of the CAT-70 at V=40 knots, sea state 4
( H 1 / 3 = 2.5m, Tz = 6.4 sec ) with different wave headings
and position of seats. The voyage time is chosen from 0.5 to
8 hours.
Figures 9 and 10 show the ISO2631 MSI prediction
around the midship area seats of CAT-70 at V=40 knots
(X=0m). It has shown the MSI values are varied with the
vessel heading in relation to wave direction. The bow
quarter direction results in higher accelerations than in head
seas. However, based the analyses of ISO2631, the CAT-70
do show excellent seakeeping performance in all headings
and the voyage time can reach up to 8 hours.
It is well known that the accelerations vary away
from the midship area. Usually accelerations increase
forward of the LCG in head seas, and increase port and
starboard of the LCG in beam seas. Figure 11 is the
ISO2631 MSI prediction around the bow area seats of CAT-
70 (X=18m). Because the MSI is very sensitive to the
magnitude of the vertical acceleration, passengers seated
away from the midship can be substantially higher MSI
than for those seated at the LCG position. It shows the
exposure time of passengers should be within 4 hours in the
bow sea condition ( β ≤ 120 0 ).
In the rough weather (H1/3=5.0m), the motion
responses will be more significant as shown in Figure 12.
When the significant wave heights reach 5.0m, the
limitation of voyage time for the CAT-70 will be within 1
hour in the bow sea condition.
CONCLUSION
This paper presents the preliminary results on the
motion sickness incidence study for the 70m wave piercing
catamaran at seas. The three-dimensional translating-
pulsating source distribution technique (3DT) has been
used for predicting the motions of the wave piercing
based on the ISO-2631 (1997) standard with the
hydrodynamic analysis for determining the acceleration
levels in different locations on the vessels.
Based on this study, the effect of major variables of
MSI will be the acceleration level, exposure time and
encounter frequency (speed and heading). It is also
important for Captain to choose optimum route and
heading of ferry in the rough waves in order to reduce the
vertical acceleration level.
The procedure developed at NTOU serves as
effective tools in the early design stage when the specific
route should be selected. It also can be applied on the
different hull concepts of vessels in the near future.
ACKNOWLEDGEMENTS
This research was funded by the Ministry of Economic
Affairs Taiwan by through United Ship Design and
Development Centre, Taiwan.
REFERENCES
[1] Chan, H. S. “A Three-dimensional Technique for
Predicting First and Second Order Hydrodynamic
Forces on a Marine Vehicle Advancing in Waves”,
Ph.D. Thesis, Department of Naval Architecture and
Ocean Engineering, University of Glasgow, 1990,
August.
[2] Soars,A.J., ”The Hydrodynamic Development of
Large Wave Piercing Catamarans”, Advanced
Multihull Designs Pty Ltd, 1992
[3] Kvalsvold, J., T. Svensen and A. Braathen, “Comfort
Assessment of Large High-Speed Catamarans”,
International Symposium on High Speed Vessels for
Transport and Defence, 23-24 November, 1995.
[4] ISO-2631/1 “Evaluation of Human Exposure to
Whole-body Vibration”, Part 1. First edition 1985-05-
14,1985.
[5] ISO-2631/1 “Evaluation of Human Exposure to
Whole-body Vibration”, Part 1. First edition 1997-05-
01,1997.
[6] Matsumoto, K., T. Saitoh and H. Shuri, ”New
Vibration Guideline of Merchant Ships and
Application to Estimate Analysis of Vibration
Response”, J. Kansai Soc. N.A. Japan, No.235, March
2001.
[7] Fang,C.C. and H.S.Chan ,“Investigation of Seakeeping
Characteristics of High-Speed Catamarans in Waves”,
Journal of Marine Science and Technology, Vol. 12,
No. 1., 2004. Figure 2: The general arrangement of 70m wave piercing
Catamaran-CAT-70
[8] Smith, R.C. and L.K. Leonard,” Motion Sickness
Study on Wave Piercing Catamarans”, FAST’97,
Australia, July, 1997.
[9] Lawther, A. and Griffin, M.J., ”Motion Sickness and
Motion Characteristics of Vessels at Sea”,
Ergonomics, Vol.31, No.10, 1988.

Figure 3: 3D panel distribution of the CAT-70

z;z’
ξ6
ξ5
y;y’
ξ3 ξ2

z0 β
y0
G
o
ξ1
x0 o;o’
PORT-SIDE
ξ4
CAT-70m
x;x’
FORWARD
LOA 70 M
U
LWL 63 M
B 19 M
Figure 1 Global coordinate system Bdh 4.95 M
Depth 5.80 M
Draft 2.20 M
Displacement 680.0 Tons
Table 1: Principal particulars of the CAT-70

5
 IS O 2 6 3 1 -1 9 7 8 /A d d .2 -1 9 8 2 (E )
0.8
10

8 .0

6 .3

Vacc RMS (m/s2)

0.6
5 .0
M o tio n s ic k n e s s re g io n
4 .0

3 .1 5
0.4
2 .5

2 .0

1 .6 0.2
1 .2 5
¥ [³ t« (×rms), m/s2
Acceleration (rms), m/s2

3 0 m in .
1 .0

0 .8
0.0
0.0 0.2 0.4 0.6 0.8 1.0
¦ V

0 .6 3
« «

0 .5
2h ω(Rad/Sec)
0 .4

0 .3 1 5 Figure 7 One-third octave band spectrum of vertical

8 h (te n ta tiv e )
0 .2 5 acceleration for the CAT-70
0 .2 (V=40knots;X=20m; β = 150 0 )
0 .1 6

0 .1 2 5

0 .1
0 .1 0 .1 2 5 0 .1 6 0 .2 0 .2 5 0 .3 1 5 0 .4 0 .5 0 .6 3 0 .8 1 .0
0.6

F re q u e n c y o r c e n tre fre q u e n c y o f th ird -o c ta v e b a n d , H z

À W
² v, » ª® Û
( H z)

0.4
Figure 4: Severe discomfort boundaries from ISO-2631
aw (m/s2)

(1985)
3.0
3D Trans.-Pulsating source 0.2
2.5
Vacc/ζ0((m/s )/meter)

2.0
2

0.0
1.5
0.0 0.2 0.4 0.6 0.8 1.0
1.0 ω(Rad/Sec)
0.5
Figure 8 Frequency-weighted spectrum of vertical
0.0
acceleration for the CAT70
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6
(V=40knots;X=20m; β = 150 0 )
ω0(Rad/Sec)
Figure 5: Bow vertical acceleration responses of the CAT- 20
70 (V=40knots;X=20m; β = 150 0 ; RCS/on) 0.5hr
2.0hr
ISO2631 MSI(%)

15
1.0 4.0hr
8.0hr
10
0.8
5
Sw(m *s)

0.6
0
2

0 15 30 45 60 75 90 105 120 135 150 165 180

0.4 (Following Seas) Heading Angle(Deg.) (Head Seas)

0.2
Figure 9 ISO2631 MSI of CAT-70
(V=40knots;X=0m,y=0m,z=8.25m; H1/3=2.5m)
0.0
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0 2.2 2.4 2.6
ω0(Rad/Sec)
Figure 6 Bretschnider wave spectrum
(H1/3=2.5m;Tz=6.4sec)

6
 20
0.5hr
2.0hr
ISO2631 MSI(%)

15
4.0hr
8.0hr
10

0
0 15 30 45 60 75 90 105 120 135 150 165 180
(Following Seas) Heading Angle(Deg.) (Head Seas)

Figure 10 ISO2631 MSI of CAT-70

(V=40knots;X=0m,y=9m,z=8.25m; H1/3=2.5m)

20
0.5hr
ISO2631 MSI(%)

15 2.0hr
4.0hr
8.0hr
10

0
0 15 30 45 60 75 90 105 120 135 150 165 180
(Following Seas) Heading Angle(Deg.) (Head Seas)

Figure 11 ISO2631 MSI of CAT-70

(V=40knots;X=18m,y=8.5m,z=8.25m; H1/3=2.5m)

35
30 0.5hr
2.0hr
ISO2631 MSI(%)

25
4.0hr
20 8.0hr
15
10
5
0
0 15 30 45 60 75 90 105 120 135 150 165 180
(Following Seas) Heading Angle(Deg.) (Head Seas)

Figure 12 ISO2631 MSI of CAT-70

(V=40knots;X=18m,y=8.5m,z=8.25m; H1/3=5.0m)