04 MARIN Challenging Wind and Waves

WAVE LOADS
Marine Structural Failures, September 2011

R.P.Dallinga, I.Drummen, MARIN
Ship Design for extremes

Johan de Jong
SHIP DESIGN
SHIP DESIGN Operator Values Building Costs Performance

Return Customers Operational Costs
Design Space & Constraints Hull Form & GA

(Hydrodyn.Characteristics)
Climatology Operational Scenario & Behaviour Criteria

3
Safety
Stability Structure
Extreme?
Hydrodynamic Integrity (fit for purpose)
ingress of water/capsizing structural stress/buckling/sea fastening system malfunctioning/human performance physical tolerance/balance/mobility
4
Structural Integrity
System & Control Integrity
Human Safety
Safety
Hydrodynamic Integrity (fit for purpose)
ingress of water/capsizing structural stress/buckling/sea fastening system malfunctioning/human performance physical tolerance/balance/mobility
5
Structural Integrity
System & Control Integrity
Human Safety
Hydrodynamic Integrity
Stability
Ingress of Water
State of the Art
Standards from Flag Authorities (classificat. Soc.)

intact and damaged ship allows low GM (~30 cm) IMO Open-Top Tests hydro-static evaluation intact ships quasi-static evaluation of damaged cases dynamic evaluation in research stage no tools for realistic risk evaluation (in waves) factual risk levels (and criteria) unknown
Quantification (calculation tools):

Risks:

IMO Goal Based Standards Proposal
WAVE LOADS
Marine Structural Failures, September 2011
MARIN
A Map
Time Frame Motions & Structural Response
Hog-Sag in Calm Water
Underlying Excitation
Weight Distrib & Buoyancy Weight Distrib./ Stability
Static
Drift Angle Heel Angle Sinkage & Trim Forward Speed Course Deviations/Steering Speed Variations
Wind and Water Resistance Dynamic Pressure Fluid Dynamic Lift Steady Wave System Forces from Appendages Forces from Propulsor Wave Drift Forces Wind Gusting Wave and Motion Ind. Pressures
Hydrostatics Steady Flow Engine Response Wind Waves
Sub-Frequency
Wave-Frequency Cyclic
Motions and Deflections
Motion Induced Inertia Forces Motion Induced Sloshing Appendage Forces
Local and Global Vibrations
Cavitation/Pressure Pulse Higher-Order Dynamic wave Induced Excitation Fluctuating Flow Separation Stability Variations Green Seas Impacts Slamming below the Fore Foot Stern Slamming Bow Flare Slamming Breaking Wave Impacts
Dynamic Resonant
Springing Moonpool Resonance Flutter induced Vibrations Parametric Roll
Transient
Decaying Vibrations
11
A Map
Static
Sub-Frequency
Dynamic Resonant
Transient
Decaying Vibrations
12
A Map
Static
Sub-Frequency
Dynamic Resonant
Transient
Decaying Vibrations
13
A Map
Static
Sub-Frequency
Dynamic Resonant
Transient
Decaying Vibrations
14
Static Loads & Deflections
Time Frame
Motions & Structural Response

Static
Sub-Frequency
Cavitation/Pressure Pulse Higher-Order Dynamic wave Induced Excitation Fluctuating Flow Separation Stability Variations Green Seas Impacts Slamming below the Fore Foot Stern Slamming Bow Flare Slamming
Dynamic Resonant
Transient
Decaying Vibrations
15
Breaking Wave Impacts
Static Loads and Deflections
Hydrostatics at zero-speed

Hydrostatic pressure Uneven distribution of buoyancy and weight Drag forces

Wind and Steady Flow
Friction, flow separation Appendage drag Rudder and hull lift during a turning circle
Lift forces (angle of attack)
Dynamic pressure (Bernoulli) and related steady wave system
Vertical forces leading to: Sinkage and trim (squat) Increasing sag in calm water
Engine
Propulsor thrust & torque

16
Static Bending Moment
Homogeneous Buoyancy and Weight Distribution Weight
Bending moment
Governed by longitudinal distribution of buoyancy and weight
Buoyancy
In-homogeneous Buoyancy and Weight Distribution F Weight
b=F/L
Buoyancy q
b=F/L F/2
Shear Force
-F/2
Bending Moment
M=F.L/4
17
Dynamic Loads
Low-Frequency

Oscillation frequencies below the wave encounter frequency range Related to manoevring, speed variations, wave grouping and wind gusting Oscillation frequencies corresponding with the wave encounter frequency Driven by:

Low-Frequency Wave-Frequency 2-Node Vibrations ln(|FFT|) 3-Node Vibrations
Wave-Frequency

Speed Heading Wave frequency
High-Frequency

frequency
Oscillation frequencies corresponding with the bending and torsion modes Driven by:

Occasional (transient) slamming Repeated 1st or 2nd order excitation 18
Sub-Frequency Loads & Deflections
Time Frame

Static
Sub-Frequency
Dynamic Resonant
Transient
Decaying Vibrations
19
Sub(-wave) Frequency Loads & Deflections
Irregular Waves
Variations in added resistance due to wave grouping Wind gusting Thrust & torque variations due to:

Wind
Engine & Propulsion
Speed variations Course variations and steering Slow engine reaction on sudden loss of torque due to propeller ventilation
20
Low Frequency Component in Speed and Propeller Thrust
Speed Spectral Density Thrust
Low-Freq
Thrust Low-Frequency Component
Wave-Freq
Time
Frequency
21
Wave-Frequency Loads & Deflections
Time Frame

Static
Sub-Frequency
Dynamic Resonant
Transient
Decaying Vibrations
22
Wave-Frequency Loads Linear Components in Smooth Waves
Components
Hull
External pressures Motion related accelerations (including motion induced gravity forces) Fin and rudder lift and drag Sloshing of (anti-roll) tanks Variations in propeller entry velocities due to waves motions
23
Structure
Appendages

Propeller
Side Shell Pressures

Measured Pressure [kPa]
Hydrostatic Pressure Variation [kPa]
Emerging Pressure Gauge

Measured Pressure [kPa]
Measured Pressure
Hydrostatic Pressure Variation associated with Relative Wave Elevation
24
25
Character Linear Vertical Bending Moment

Character of the Transfer Function of Vertical Bending Rectangular Barge in Regular Waves /L=1/2 /L=1 /L=1/3
Head
Heading
Crest Trough Crest
Beam
High response not limited to head seas Long ships in typical storm conditions experience the highest loads in waves from the bow-quarter Forward speed:
Stern Long Waves Short Waves
magnifies the loads in waves from forward directions reduces the loads in waves from aftward directions
26
Wave Frequency
Relative Magnitude of Vertical and Transverse Forces

Vertical and Transverse Bending Moment 18 knot Ferry in Irregular Waves of Unit Height
Vertical Bending Moment
rms BM in kNm per m rms wave
Transverse Bending Moment Head
Bowq.
Beam
Sternq.
Following
27
Character Torsional Moment

Head
Crest Trough Crest
Heading
Beam
Stern Long Waves Short Waves
The magnitude is generally relatively small Because they are small, the contribution of reaction forces from fins and rudders is not negligible The loads are highest in short, oblique waves
Wave Frequency
28
Linearity of Vertical Bending Moment

Calculated with linear theory Measured in reg.waves
Measured in irreg.waves
At the level of transfer functions and rms values the bending moments are quite linear in character Hog-sag a-symmetry has little effect on these quantities
Hog-Sag A-symmetry
Wave frequency [rad/s]
29
Effects of Non-Linear Aspects in Bending Moments
Linear theory predictions need correction for:

1: Correction for the mean value

xa 100%
-
mean value weakly non-linear effects strongly non-linear effects
Negative Amplitude 0
Positive Amplitude
xa
Sag
Hog
10% Frequency of Exceedance (Rayleigh-Scale) -2ln(F) 1%
Linear Theory w/o Steady Flow Offset
Steady Flow Offset
0.1%
30

2: Correction for weakly non-linear effects

xa 100%
-
Negative Amplitude
Positive Amplitude
xa
Sag
Hog
The weakly non-linear forces hardly affect the dynamic range
10% Frequency of Exceedance (Rayleigh-Scale) -2ln(F) 1% Dynamic Range
Steady Flow Offset Weakly Non-Lin.Effect
0.1% Weakly Non-Lin.Effect
31

3: Correction for strongly non-linear effects

xa 100%
-
Negative Amplitude
Positive Amplitude
xa
Sag
Hog
Frequency of Exceedance (Rayleigh-Scale) 10% Frequency of Exceedance (Rayleigh-Scale) -2ln(F) 1% Dynamic Range -2ln(F)
Only the strongly nonlinear contribution affects the dynamic range (=fatigue)
0.1%
Strongly Non-Lin.Effect
Weakly Non-Lin.Effect
Strongly Non-Lin.Effect
32
Wave Frequency Component of Propeller Load Variations

Speed
Thrust Wave-Frequency Component
Time
Driver
Varying angles of attack on propeller blades due to variations in flow velocity
33
Propeller Thrust Variations

Effect of wave-induced inflow variations
Contributions:

Single-Screw Container Ship in Head Seas

Heading 180 deg Speed: Revs 7.6 knots 43 rpm dT/dVx dkT/dJ 102.34 kN/m/s 0.41 -
Thrust per unit Wave Amp[litude [kN/m]
Incident wave Reflected wave Ship motions and related radiated waves
Transfer Function Thrust on Wave Amplitude

250 90 80 200 70 60 150 50 40 100 30 20 50 10 00 0.0 0.0
Measured
Calculated
Ta/zeta a. PRECAL
WF thrust variations are quite linear in character
0.2 0.2
0.4 0.4
0.6 0.6
0.8 0.8
1.0 1.0
1.2 1.2
1.4 1.4
Wave Frequency [rad/s] Wave Frequency [rad/s]
34
Relative Magnitude Thrust Variations

Container ship in head seas
Contributions rm s Thrust 4.85 m Hs 300 250 rms [kN]
rms [kN] 300 250 Contributions rms Thrust 7.45 m Hs
WF
Tot LF WF
200 150 100 50 0 0 200 400 rpm 600
Tot LF WF
200 150 100 50 0 0 200 400 rpm 600 800
WF LF
800
HF
LF
HF
Thrust variations are substantial WF component dominates

35
Fins and Rudders
36
Fins and Rudders
Drivers

Mechanical reaction on ship behaviour False angles of attack due to motions and waves Do not forget dynamic effects in stall (which magnify the loads) Because the wave induced torsional moment on the hull itself is not very large, the contribution of fins and rudders can be significant Relation between fin lift and drag in an unsteady angle of attack
37
Note
Sloshing & Anti-Roll Tanks

Controled U-Tank
Free-Surface Flume Tank
Passive U-Tank
38
Sloshing & Anti-Roll Tanks
39
Resonant Deflections
Time Frame

Static
Sub-Frequency
Dynamic Resonant
Transient
Decaying Vibrations
40
Super-Frequency Loads & Resonant Deflections
Definition
External-excitation driven response at natural frequency of structure
Driver
First-order excitation
Linear forces at high encounter frequency
Higher-order, non-linear external excitation

Non-linear hull geometry Steep waves
Proportional to damping Response
Continuous resonant response (springing)

41
Self Induced Deflections
Time Frame

Static
Sub-Frequency
Dynamic Resonant
Transient
Decaying Vibrations
42
Self-Induced Response: Moonpool Response in Transit
Driver
Fluctuating leading edge flow separation Separation locks-in on natural frequency Critical threshold damping above which the structure does not respond
43
Parametric Roll
Conditions
Adequate stability variations (which are largest in head and following seas)

Wave height & period Hull form
Tuning of GM variations with natural roll period (factor 2)

Wave period Speed GM Speed Appendages

44
Sufficiently low roll damping

Strongly Non-Linear Impulsive Loads
Time Frame

Static
Sub-Frequency
Dynamic Resonant
Transient
Decaying Vibrations
45
Green Seas
Drivers

Freeboard Relative wave height Forward speed Heading
46
Green Seas Loading
Breaking Dam Impact Water rises high above the deck edge before collapsing on the fore deck Symmetry in head seas creates concentrate jet in aftward direction Wave Crest Scoop Wave crest runs more or less undisturbed aft ward over the deck
47
Bow flare impacts
Drivers
Angle between the face of the wave and the shell

Wave steepness Heading Rake Bow flare dead rise
Relative velocity Forward speed Trapping of air ?
48
Bow flare impacts
Evolution of strongly non-linear local pressures

Panel Pressure Gauges
2
300
Pressure [kP a]
4
200
4
2 3
1 Panel
Pressure Front
Rise-time Total Reaction Force F v/tan( )
Spatial Pressure Distribution Spray p3 Pile-up Spray-root
100
F v p3 p1
p2
0.6
Time [s]
0.8
p2 p1 time
49
Stern slamming
Drivers
Speed
Stern slamming disappears at moderate speed Stern seas yield highest impacts Dead rise of buttocks and frames Wave slope Trapping of air
Heading
Relative angle of impact
50
Slamming below the Fore Foot
Drivers

Draft Relative velocity
Ship speed Upward change in added mass
Transverse dead rise
51
Breaking Waves
52
Transient Propeller Ventilation

Phenomenon
Transient thrust and torque variation Sometimes slow dissipation of airpocket through the tip vortex Transient load of propulsion train Engine speeding and subsequent controller actions Loss of turbo-charger pressure Slow recovery of power
Recovery
Consequences

Ventilation Event
Waves Calm Water Thrust Torque
Sudden collapse of thrust and torque
Slow recovery
Time
53
Character of Strongly Non-Linear Loads
Strongly non-linear forces show:
A negative exponential distribution

Weibull fit 1.00
Implying:

Prob. of exc. [1/load event]
A low mean (typical value Disproportionally high extreme value
0.10
0.01 0 5000 10000 15000 20000
Long. Force on breakwater [kN]
54
Deformation and Stress
Time Frame

Static
Sub-Frequency
Dynamic Resonant
Transient
Decaying Vibrations
55
Whipping Multi-Purpose Ship in Head Seas

Vertical Accelerations at the Bow
10 9 8 7 6 5 4 3 2 1 0 1 2 3 4 5 6 7 8 9 10 660
V.Acc.[m/s2]
. .
670 680 690 Time [s] 700 710 720
56
Effect of Impulse Duration on Structural Response

t Z v Z
1
A short pulse with a duration < Te/2 yields a relatively high vibration Longer pulses contain more impulse but yield a lower output
4 2 0 2 4 0 1 2 3
0.5
0 4
t/Te =0.1
t
4 2 0 2 4 0 1 Excursion Velocity Excitation 2 3 0 4 0.5
Z
1
t/Te =1.0
57
Hull Girder Deformation Container Ship
58
Distinction between Springing & Whipping
Springing: Continuous HF excitation Whipping: Isolated transient excitation

Green seas Bow re-entry Stern re-entry Bow flare entry Breaking waves Sloshing
At a deflection level both effects are hard to distinguish. Because of the low structural damping subsequent impulsive loads interact Because designs that are vulnerable to slamming are also likely to show springing
59
Assessing the whipping response Adopted procedure
Definition

Identify rigid-body peak values Find local maxima of the total signal in the vicinity of these peaks The total signal is a measure for real life problems Number of events = number of wave encounters
search range x aTOT x aWF secondary signal primary signal
Merits

60
Statistical Characteristics of the Whipping

Joint Distribution
Container ship, long test, BF 10, head seas, 16 knots Rayleigh distribution fits the amplitudes of the rigid body component reasonably well The increase due the flexural component can be approximated by a negative exponential distribution Because structural damping is low, RB and HF extremes can simply be added
Freq. of Exceedance [-]
0.1
Total
0.01
1/2hr
Increase
1 10
3
Rigid
.
8 10
4 6 Amplitude [m/s2]
3hrs
WF measured TOT measured Sorted Increase of WF Response Fitted Rayleigh Distrib. WF part F vs sum sorted (azWF+azHF) Neg Exp based on Mean
61
Effect of Ship Design: Ferry Bow Alternatives

Bow Flare Extreme
Effect Heading Extreme Bow Flare
0.0005
0.0005
Typical
Effect Heading Typical Bow Flare
0.0005
Modest
Effect Heading Modest Bow Flare
0.0004
0.0004
0.0004
0.0003
0.0003
0.0003
0.0002
0.0002
0.0002
0.0001
0.0001
0.0000
0.0001
0.0000 90 105 120 135

H ea ding [ de g]
90
105
120
135
H ea ding [ de g]
150
165
180
0.0000 90 105 120 135

H e a ding [ de g]
150
165
180
4m7.6s
150
165
180
4m8.9s 5m10s
4m11.6s 5m12s
4m7.6s 4m8.9s 5m8s 5m10s
4m7.6s
4m8.9s
5m8s
5m10s
5m8s
62
Incidental Character of Slamming Events
Because of the incidental character the master finds it hard to anticipate Avoidance requires extreme conservatism
63
Fatigue Damage
xa
-
Negative Amplitude
Positive Amplitude
xa
Fatigue damage is governed by the stress range
100%
Sag
Hog
In fact, by its 3rd power!
10% Frequency of Exceedance (Rayleigh-Scale) -2ln(F) 1% Dynamic Range
Traditionally this range is estimated on basis of linear theory (because the weakly non-linear effects did not affect the range anyway)
0.1% Weakly Non-Lin.Effect
64
Why is the HF damage important

WF Stress [MPa] 50 0 -50 0 10 20 30 40 50 Time [s] HF 60 70 80 90 100
Damage = 0.35610-6 Damage = 1 Damage = 0.00710-6

0 10 20 30 40 50 60 Time [s] WF + HF 70 80 90 100
failure
Stress [MPa] Stress [MPa]
50 0 -50
50 0 -50 0 10 20 30 40 50 Time [s] 60 70 80 90 100
Damage = 1.10210-6
65
Origin of wave induced vibrations
The global vibration of blunt ships is generally dominated by springing Whipping is the main source of wave-induced vibrations for slender ships, such as containerships It is expected that the trend of increasing dimensions will continue for the coming years The larger size of ships implies an increased flexibility, and a larger natural period of the two-node vertical vibration mode As a result the importance of hydroelastic effects associated with whipping and springing is increased
66
Fatigue damage
Aalberts and Nieuwenhuijs (2006): 25% contribution for a small container vessel Storhaug et al. (2003): 44% contribution on board a 294m long iron ore carrier trading in the North Atlantic Drummen et al. (2008): 40% contribution 281m long containership
67
A Map
Static
Sub-Frequency
Dynamic Resonant
Transient
Decaying Vibrations
68
Application of the State of the Art
Design choices have an important effect

Bow flare dead rise Stern shape Ballasting options Structural stiffness and continuity Power & sustained speed in adverse weather Importance uncertainties in the operation of ships

A quantitative balance of economy and risk is hampered by:
The real effect of routing Masters ability to recognize relevant conditions (re- and proactive)
Lack of accurate design tools to account for the impulsive loads and related structural response
69
Thank you for your attention!
70

04 MARIN Challenging Wind and Waves

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WAVE LOADS

Marine Structural Failures, September 2011

Ship Design for extremes

SHIP DESIGN Operator Values Building Costs Performance

Design Space & Constraints Hull Form & GA

Climatology Operational Scenario & Behaviour Criteria

Hydrodynamic Integrity (fit for purpose)

System & Control Integrity

Hydrodynamic Integrity (fit for purpose)

System & Control Integrity

State of the Art

Standards from Flag Authorities (classificat. Soc.)

Quantification (calculation tools):

IMO Goal Based Standards Proposal

Hydrostatics Steady Flow Engine Response Wind Waves

Motions and Deflections

Motion Induced Inertia Forces Motion Induced Sloshing Appendage Forces

Local and Global Vibrations

Hydrostatics Steady Flow Engine Response Wind Waves

Motions and Deflections

Motion Induced Inertia Forces Motion Induced Sloshing Appendage Forces

Local and Global Vibrations

Hydrostatics Steady Flow Engine Response Wind Waves

Motions and Deflections

Motion Induced Inertia Forces Motion Induced Sloshing Appendage Forces

Local and Global Vibrations

Hydrostatics Steady Flow Engine Response Wind Waves

Motions and Deflections

Motion Induced Inertia Forces Motion Induced Sloshing Appendage Forces

Local and Global Vibrations

Static Loads & Deflections

Motions & Structural Response

Hydrostatics Steady Flow Engine Response Wind Waves

Motions and Deflections

Motion Induced Inertia Forces Motion Induced Sloshing Appendage Forces

Local and Global Vibrations

Static Loads and Deflections

Hydrostatic pressure Uneven distribution of buoyancy and weight Drag forces

Wind and Steady Flow

Lift forces (angle of attack)

Dynamic pressure (Bernoulli) and related steady wave system

Propulsor thrust & torque

Static Bending Moment

Homogeneous Buoyancy and Weight Distribution Weight

Governed by longitudinal distribution of buoyancy and weight

In-homogeneous Buoyancy and Weight Distribution F Weight

Low-Frequency Wave-Frequency 2-Node Vibrations ln(|FFT|) 3-Node Vibrations

Speed Heading Wave frequency

Occasional (transient) slamming Repeated 1st or 2nd order excitation 18

Sub-Frequency Loads & Deflections

Motions & Structural Response

Hydrostatics Steady Flow Engine Response Wind Waves

Motions and Deflections

Motion Induced Inertia Forces Motion Induced Sloshing Appendage Forces

Local and Global Vibrations

Sub(-wave) Frequency Loads & Deflections

Engine & Propulsion

Low Frequency Component in Speed and Propeller Thrust

Speed Spectral Density Thrust

Thrust Low-Frequency Component

Wave-Frequency Loads & Deflections

Motions & Structural Response

Hydrostatics Steady Flow Engine Response Wind Waves

Motions and Deflections