Proceedings of the Twenty-second (2012) International Offshore and Polar Engineering Conference Rhodes, Greece, June 1722, 2012

Copyright 2012 by the International Society of Offshore and Polar Engineers (ISOPE) ISBN 978-1-880653-944 (Set); ISSN 1098-6189 (Set)

www.isope.org

Springing Responses and Springing Effects on Design Bending Moments of a Large Container Ship
Zhenhong Wang, *Yongwon Lee, Nigel White, Stuart Fletcher and Jimmy Tong
Marine Product Development, Lloyd's Register, London, UK

ABSTRACT
In this study Fluid Structure Interaction (FSI) models are used to investigate nonlinear wave actions and wave induced global loads acting on a large container ship. This paper introduces some methods to predict values of dynamic bending moments considering the effects due to springing suitable for design application. Further this paper presents a design guidance to determine springing induced fatigue loads. Examples of the use of these methods are also presented. A 13,000 TEU container ship has been used for the study on springing responses and springing effects on design bending moments.

In addition springing may be excited after a wave impact as there is little damping resistance of the hull girder natural vibrations. Full scale measurements of the amidships vertical wave induced bending moment of an 8,100 TEU container ship are shown in Figures 1 and 2. A typical hull girder response due to bow slamming impact measured by a long base strain gauge is given in Figure 1. The hull girder natural frequency response has been extracted from the total response in Figure 1 and is shown in Figure 2. A whipping event is shown by the sudden amplitude increase at 418 seconds caused by the slamming impact, the initial high response decreases quite quickly due to hydrodynamic and structural damping effects. This time trace also shows a continuous springing hull girder vibration (Bakkers, 2009).

KEY WORDS: Nonlinear ship motion; hydroelasticity; Fluid

Structure Interaction; springing; structural vibration; wave induced bending moment; container ship.

INTRODUCTION
The demand for larger container ships has increased dramatically in the last few years as world trade continues to grow and with the marine industry requirement for more energy efficient ships. Currently the largest of these ships have capacities of 14,000 TEU and designs of 18,000 TEU or more are currently being prepared. Due to the large deck openings of these ships springing and whipping phenomena can be critical for the design and operation of large container ships. Springing of a ship is the continual hull girder vibration as a consequence of the waves exciting resonant hull girder frequencies. The flexing of the hull girder due to springing may continue for a significant period once initiated. Springing is an issue for ships which have low natural vibration frequencies of bending or torsion modes and the ship operation speed is above 20 knots. This is the case for large container ships due to their high speed and open cross sections. The magnitude of the springing moments (stresses) is usually low and hence springing is not normally a strength issue but as the number of cycles is very large springing is important with regard to the fatigue life of a structure (Lloyd's Register, 2011). Ships that have hull girder natural frequencies close to the frequencies of the wave energy region are therefore potentially prone to springing. Fig.2: Hull girder natural frequency vibration (springing and whipping) response obtained by filtering

Fig.1: A typical hull girder response due to bow slamming impact measured by a long base strain gauge

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Recently the important contribution due to the global wave induced hull vibration on container ships has been investigated from several full scale measurements and model tests. Lloyds Register participated in the WILS II JIP which commenced in 2008 and ended in 2011. The main objectives of this project were to provide reliable model test data of a 10,000 TEU class container ship and to compare these with predicted springing and whipping responses from current hydroelastic analysis tools. Figure 3 presents configurations of the model setup and the locations of sensors used in the 1st and 2nd year tests. The hydrodynamic model testing of the WILS II container ship is shown in Figure 4 (Hong et al., 2009 and 2010).

springing responses and springing effects on design bending moments are summarised and discussed (Lloyd's Register, 2011).

NUMERICAL APPROACH
The mathematical model of hydroelasticity theory for ships was first developed by Bishop and Price (1979). They used two dimensional strip theory for the hydrodynamic model and a Timoshenko beam model as simplified model of the ship hull girder. Since the mathematical model was introduced in 1970s, many other investigators have examined the existing method, extended the two dimensional theory to the three dimensional theory and further developed nonlinear hydroelasticity theories employing nonlinearities and impact (Bishop et al., 1986; Wu and Moan, 1996; Xia and Wang, 1997; Hirdaris et al., 2003; Tuitman and Malenica, 2009). Nonlinear hydroelastic model in time domain The linear hydroelastic model employs linearised boundary conditions. However it is important to allow for the hull flexibility as well as the influence of large waves in terms of associated nonlinearities. In order to take into account nonlinearity of springing and whipping responses due to large waves, the time domain computations were used. The nonlinear numerical model in time domain is based on the method in (Cummins, 1962; Ogilvie, 1964). The equation of motion which is solved in the time domain is the Cummins equation. The Cummins equation transfers the frequency domain to time domain (Cummins, 1962; Tuitman and Malenica, 2009; Tuitman, 2008):

1st year test

2nd year test

Fig.3: Configuration of model ship setup and locations of sensors (WILS II 10,000 TEU container ship)

& (t ) + (a + A ) &p&(t ) + (b + B ) p

& (t ) d + (c + C ) p(t ) K (t ) p
(1)

= Fh (t ) + Fs (t )
where: A is infinite frequency added mass matrix B is infinite frequency damping mass matrix K (t ) is retardation function of time Fh (t ) is wave excitation vector and includes incident Fig.4: Springing response testing of the WILS II container ship In this paper Fluid Structure Interaction (FSI) models are used to investigate springing responses and springing effects on design bending moments. For idealising the ship and handling the flexible modes of the structure, a boundary element method and a finite element method are employed for coupling fluid and structure domain problems. The hydrodynamic module takes into account nonlinear effects of FroudeKrylov and restoring force. Vibration modes and natural frequencies of the ship hull girder are calculated by idealising the ship structure as a Timoshenko beam. The numerical tools were validated using model scale measurements of the WILS II JIP prior to commencing the springing analysis for a 13,000 TEU container ship. Some comparisons are presented in this paper. More comparisons can be found in (Lee et al., 2011a and 2011b) A 13,000 TEU container ship has been used for the study on springing responses and springing effects on design bending moments. The design waves for springing analysis are determined based on Lloyd's Registers Guidance Notes on the Assessment of Global Design Loads of Large Container Ships and Other Ships Prone to Whipping and Springing. Wave induced bending moments considering the effects due to springing suitable for design application are computed by using the design waves from regular and irregular wave approach. Finally wave and diffraction

Fs (t ) is slamming force vector

The retardation functions can be calculated using the frequency domain damping coefficients (Ogilvie, 1964):

K (t ) =

[B( ) B ] cos ( t ) d
2
0 e e

(2)

The motion equation (1) is integrated in time using the Runge Kutta 4th order scheme after the calculation of the retardation functions. There are many nonlinear effects which are missing in the linear hydroelastic model. High whipping responses are usually driven by bow flare impacts or by bottom slamming or other impacts. Here Froude-Krylov forces, restoring forces due to nonlinear effects of hull form and slamming forces are considered. For predicting slamming forces, Generalised Momentum Theory is implemented in this study. The details can be found in (Tuitman, 2008). Comparison between model scale measurements and calculations Calculations using three dimensional nonlinear hydroelastic code TDWHIP (3D hydro & 2D beam) (designated Hyel in the figures)

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codes were undertaken to assess the response including nonlinear effects. The codes are part of the CRS suite of ship motion programs. The nonlinear rigid body code and hydroelastic code bending moment predictions of the WILS II container ship in the wave frequency range were validated prior to commencing the springing analysis. Each figure shows a typical time series plot of the wave induced vertical bending moments for the computer predictions and the model test measurements (designated Exp in the figures) for head seas as follows: Figure 5 shows the 2nd order vertical bending springing regular wave cases at cross-sections S1 to S5 for 19 knots, 2 e case. Figure 6 shows the 3rd order vertical bending springing irregular wave cases at cross-section S3 for 20 knots. Figure 7 shows power spectrum density calculated from time trace of the 3rd order bending springing irregular wave cases at crosssection S3 for 20 knots.

The power spectral density (PSD) of the predictions and test measurements were derived in order to compare the frequency contents and to identify periodicities. The power spectral density shows how the power (or variance) of a time series is distributed with frequency. The power spectral densities of vertical bending moments amidships for the 3rd order springing resonance under an irregular wave are displayed in Figure 7. This figure shows similar values between the calculations and measurements in trends and magnitudes. However there are differences in the frequencies of energy spectra probably caused by nonlinearities or inaccuracies due to issues such as the short wavelength model test waves, high ship speed and numerical modelling.
Experiment No.308 at S3 4.0E+06 Hyel 3.0E+06 2.0E+06 VBM (kNm) 1.0E+06 0.0E+00 -1.0E+06 -2.0E+06 Exp

Figure 5 shows the response of vertical bending moments at all 5 crosssections for a wave which is twice the period of the vertical springing frequency. Here the springing response is being excited by the nonlinear effects of Froude-Krylov force. The results of measurements and hydroelasticity calculations are comparable. The time domain trace of the wave induced vertical bending moment amidships (cross-section S3) for an irregular wave (ISSC spectrum) was derived and is displayed in Figure 6. This figure shows similar trends and magnitudes between the calculations and model test measurements.
Experiment No.215-3 at S1 1.5E+06 VBM (kNm) 5.0E+05 -5.0E+05 -1.5E+06 -2.5E+06 100 Hyel Exp

-3.0E+06 -4.0E+06 250 270 290 310 330 Time (sec) 350 370 390

Fig. 6: VBM amidships in irregular waves, Experiment No.308 (Speed = 20 kts in head seas, Tp = 11.114 sec and Hs = 4.941 m)

105

110

115

120

125 Time (sec)

130

135

140

145

150

Experiment No.215-3 at S2 1.5E+06 VBM (kNm) 5.0E+05 -5.0E+05 -1.5E+06 -2.5E+06 100 105 110 115 120 125 Time (sec) 130 135 140 145 150 Hyel Exp

Fig. 7: PSD of VBM amidships, Experiment No.308

NUMERICAL MODEL FOR A SAMPLE VESSELE

The main dimensions of the 13, 000 TUE container ship model are given in Table 1. The generated hydrodynamic mesh of the container ship is shown in Figure 8. This hydrodynamic mesh was used for the three dimensional hydrodynamic analyses based on PRECAL (MARIN, 2009). The mesh has about 3,200 panels for the below waterline portion with an approximate maximum panel length of 2.7 m. The draughts and mass distributions of the full load condition were applied to match the design. Table 1: Main dimensions of the container ship

Experiment No.215-3 at S3 1.5E+06 VBM (kNm) 5.0E+05 -5.0E+05 -1.5E+06 -2.5E+06 100 105 110 115 120 125 Time (sec)
Experiment No.215-3 at S4 1.5E+06 VBM (kNm) 5.0E+05 -5.0E+05 -1.5E+06 -2.5E+06 100 105 110 115 120 125 Time (sec) 130 135 140 145 150 Hyel Exp

Hyel Exp

130

135

140

145

150

Item LBP (m)

Model 350.000 48.200 15.400 0.696 182985

Experiment No.215-3 at S5 1.0E+06 Hyel VBM (kNm) 5.0E+05 0.0E+00 -5.0E+05 -1.0E+06 100 105 110 115 120 125 Time (sec) 130 135 140 145 150 Exp

Breadth (m) Draught (m) Cb Displacement (tonne)

Fig. 5: VBM comparison at S1 to S5, Experiment No.215-3 (Speed = 19 kts, = 0.766 rad/s, e = 1.352 rad/s, e = sp/2)

The structural idealisation of the container ship was by a non-uniform Timoshenko beam model. Fifty beam elements were employed in

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modal and hydroelastic analysis. Here the idealisation considered only the vertical bending modes. 1.5 % of the structural damping coefficient for the first vertical bending mode (2 nodes vibration) was assumed in computations. The computed natural bending frequency of the 1st vertical bending wet modes is 0.498 Hz which is shown in Table 2 with following 4 natural frequencies of vertical bending modes from modal analysis.

sufficient. For a ship structure, excitation of a hull girder natural vibration mode can occur once waves have an encounter frequency (e) close to a natural frequency (n) of the ships hull girder. From the analysis of springing responses in irregular waves, only 2 node vibration mode is critical for the springing analysis for this ship and its critical wave exciting frequencies are listed in Table 3 (Lee et al., 2011a; Lloyd's Register, 2011). Table 3: Critical wave frequencies to excite the vibration modes
Critical wave frequency (rad/s) Vibration mode 2 node (n=2) Natural frequency Hz 0.5 rad/s 3.142
hear, wave frequency (rad/s) that matches the kth multiple of the vibration period at a speed of 18 knots and heading of 180 deg

k=1 1.380

k=2 0.865

k=3 0.649

k=4 0.525

The suggested amplitudes of regular wave excitation in the time domain simulation of each harmonics were determined based on the LR Guidance Notes (Lloyd's Register, 2011). These are presented in Table 4. Fig. 8: Surface discretisation of the 13,000 TEU container ship Table 2: Natural frequencies of first 5 vertical bending modes (in Hz)
Mode No. 1 2 3 4 5 Natural frequencies of dry modes 0.698 1.608 2.68 3.829 5.057 Natural frequencies of wet modes 0.498 1.173 1.986 2.889 3.896

Table 4: Critical wave amplitudes to excite the vibration modes

Critical wave amplitude (m) Vibration mode 2 node (n=2) Natural frequency Hz 0.5 rad/s 3.142
hear, wave frequency (rad/s) that matches the kth multiple of the vibration period at a speed of 18 knots and heading of 180 deg

k=1 0.25

k=2 2

k=3 3

k=4 3

Critical sea states in irregular waves The critical sea state is defined as the sea state which has the maximum contribution to the certain probability of exceedance of long term vertical wave bending moment amidships. After the long term analysis based on North Atlantic wave scatter data listed in IACS REC. 34, five critical sea states (ISSC spectrum) have the most contributions to the 10-2 and 10-4 probability of exceedance long term vertical wave bending moment amidships at 18 knots speed and head sea condition are shown in Table 5 (IACS, 2001; Lloyd's Register, 2011). Table 5: Critical sea states at 10-2 and 10-4 probability level

For predicting springing responses in nonlinear time domain, slamming forces are included. For the springing cases with smaller waves, the magnitude of the slamming forces was reviewed and found to be very small, hence for these smaller waves, then whipping was not occurring due to forward body slamming and hence the results only exhibit a springing response.

DESIGN WAVES FOR SPRINGING ANALYSIS

The design waves for springing analysis are determined based on Lloyd's Registers Guidance Notes on the Assessment of Global Design Loads of Large Container Ships and Other Ships Prone to Whipping and Springing. Three methods for the determination of the springing response for inclusion in the fatigue assessment are proposed in this document. The reason for inclusion of several methods is due to the fact that this technology is still maturing and industry is trying to establish suitable methods for the calculation of springing and the assessment of fatigue including springing (Lloyd's Register, 2011). In this paper a critical wave in regular waves and critical sea states in irregular waves are employed for comparative studies. In general time domain simulations in all of relevant sea states demand much more run time compared to their predictions using regular wave approach. Critical wave in regular waves All structural systems have many natural vibration modes and any cyclic load (and harmonics of this cyclic load) that are nearly in resonance with a natural vibration mode will result in these natural vibration modes being excited if the magnitude of the cyclic load is
1 2 3 4 6

10-2 probability level Tz=10.5s, Hs=6.5m Tz=10.5s, Hs=5.5m Tz=10.5s, Hs=7.5m Tz=9.5s, Hs=6.5m Tz=9.5s, Hs=5.5m

10-4 probability level Tz=11.5s, Hs=9.5m Tz=10.5s, Hs=9.5m Tz=11.5s, Hs=10.5m Tz=10.5s, Hs=8.5m Tz=11.5s, Hs=8.5m

Table 6: Critical sea states investigated

Sea state parameter 1 2 3 4 5 6 Tz=10.5s, Hs=6.5m (Tp=14.752s) Tz=10.5s, Hs=3.25m (Tp=14.752s) Tz=10.5s, Hs=9.5m (Tp=14.752s) Tz=7.474s, Hs=6.5m (Tp=10.5s) Tz=7.474s, Hs=3.25m (Tp=10.5s) Tz=7.474s, Hs=9.5m (Tp=10.5s)

The significant wave heights of the critical sea states at 10-4 probability of exceedance seem very big therefore the critical sea state to be tested in time domain simulation is chosen as an ISSC spectrum at 10-2

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probability of exceedance with Tz=10.5s and Hs=6.5m. The nonlinear effects of the hull form and the effects of the wave excitations at different frequencies were reviewed. The critical sea states investigated are presented in Table 6.

and phase angle components were generated by using random phase angles. In simulations, nonlinear wave induced forces due to hull shape variation (bow flare) above the mean waterline were accounted in time domain. For critical sea states investigated, see Table 6. Linear and nonlinear time domain simulations Linear time domain simulations using PRETTI and TDWHIP codes are very quick compared to nonlinear time domain simulations. However the nonlinear effects due to the hull form are ignored. In order to investigate those of nonlinear effects in springing analysis, both linear and nonlinear time domain simulations of PRETTI and TDWHIP codes have been performed by using the same wave data. The results after employing Fast Fourier Transform (FFT) are shown in Figures 11 to 16. The simulation results have descried that the nonlinear time domain simulations show some effects (quite big at the sea states with Tp=14.752s, Tz=10.5s) on springing responses. The higher wave heights generate the bigger nonlinear effects. Therefore it is recommended that nonlinear PRETTI/TDWHIP simulations should be adopted to evaluate springing responses. It is also clear that only 1st vertical mode (2 node vertical vibration mode) is the critical vertical mode in the springing analysis for this container ship.
VBM spectrum amidships (Tp= 14.752s, Hs= 6.5m) 1.2E+06 Nonlinear hyel

SPRINGING RESPONSE ANALYSIS

Springing responses using regular wave approach A wave frequency that matches the 1st multiple of the vibration period at 18 knots and heading 180 degree is used for a case study in order to investigate total responses in frequency and time domain (see Tables 3 and 4). The wave induced vertical bending moments amidships in time domain calculated for a regular wave ( = 1.38 rad/s, A = 0.25m) are displayed in Figure 9. Figure 10 shows the bending moments in frequency domain by employing Fast Fourier Transform (FFT). Figure 9 presents that the amplitude of the vertical bending moment is about 1.1x106 kNm and its response energy is about 1.21x1012 (kNm)2. From Figure 10, the amplitude of the vertical bending moment is about 7.7x105 kNm and its sum of the response energy between frequency 0.45 Hz and frequency 0.55 Hz is about 1.18x1012 (kNm)2. Although the amplitude of FFT is different from the time domain results, the total response energy from frequency domain and time domain is very close. Vertical bending moments using regular and irregular wave approach are correlated and given in Tables 7a to 7c.
VBM amidships under a regular w ave ( = 1.38 rad/s, A= 0.25m) 1.5E+06

1.0E+06

Linear hyel

VBM Spectrum (kNm)

8.0E+05

1.0E+06

6.0E+05

5.0E+05

VBM (kNm)

4.0E+05

0.0E+00

-5.0E+05

2.0E+05

-1.0E+06

0.0E+00 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4

frequency [Hz]
-1.5E+06

120

122

124

126

128
time [sec]

130

132

134

Fig. 11: VBM amidships response spectra using ISSC spectrum (Tp= 14.752s, Hs= 6.5m)
VBM spectrum amidships (Tp= 14.752s, Hs= 3.25m) 6.0E+05 Nonlinear hyel

Fig. 9: Time domain VBM amidships in a regular wave ( = 1.38 rad/s, A = 0.25m)
VBM amidships a under regular w ave (w = 1.38 rad/s, A= 0.25m)

5.0E+05

Linear hyel

VBM Spectrum (kNm)

1.0E+06

4.0E+05

8.0E+05

3.0E+05

VBM (kNm)

6.0E+05

2.0E+05

4.0E+05

1.0E+05

2.0E+05

0.0E+00 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4

frequency [Hz]
0.0E+00 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8

frequency [Hz]

Fig. 12: VBM amidships response spectra using ISSC spectrum (Tp= 14.752s, Hs= 3.25m)

Fig. 10: Frequency domain VBM amidships in a regular wave ( = 1.38 rad/s, A = 0.25m) Springing responses using irregular wave approach The time interval in time domain simulations was 0.04 second and the total simulation time were 30 minutes. In general 120 wave frequencies

950

VBM spectrum amidships (Tp= 14.752s, Hs= 9.5m) 1.8E+06 Nonlinear hyel 1.6E+06 Linear hyel 1.4E+06

Effects due to incident wave height Different wave heights always induce different ship responses due to non linear hull form effects. The vertical bending moments amidships of sea states (Tp=10.5s and Tp=14.752s) with different wave heights are presented in Figures 17 and 18. Figure 17 shows that there are nonlinear effects in springing region. From Figure 18, nonlinear effects in frequency region are investigated.
Scaled VBM spectrum amidships (Tp= 10.5s)

VBM Spectrum (kNm)

1.2E+06 1.0E+06 8.0E+05 6.0E+05 4.0E+05 2.0E+05

2.5E+05

0.0E+00 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4

2.0E+05

3.25m 6.5m

frequency [Hz]

Fig. 13: VBM amidships response spectra using ISSC spectrum (Tp= 14.752s, Hs= 9.5m)
VBM spectrum amidships (Tp= 10.5s, Hs= 6.5m) 7.0E+05 Nonlinear hyel 6.0E+05 Linear hyel

VBM Spectrum (kNm/m)

9.5m

1.5E+05

1.0E+05

5.0E+04

VBM Spectrum (kNm)

5.0E+05

0.0E+00 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7

4.0E+05

frequency [Hz]

3.0E+05

Fig. 17: Scaled VBM amidships at ISSC spectrum (Tp=10.5s)

Scaled VBM spectrum amidships (Tp= 14.752s)

2.0E+05

1.0E+05

4.0E+05 3.25m

0.0E+00 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4

6.5m

frequency [Hz]

Fig. 14: VBM amidships response spectra using ISSC spectrum (Tp= 10.5s, Hs= 6.5m)
VBM spectrum amidships (Tp= 10.5s, Hs= 3.25m) 3.5E+05 Nonlinear hyel 3.0E+05 Linear hyel

VBM Spectrum (kNm/m)

3.0E+05

9.5m

2.0E+05

1.0E+05

0.0E+00 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7

VBM Spectrum (kNm)

2.5E+05

frequency [Hz]
2.0E+05

Fig. 18: Scaled VBM amidships at ISSC spectrum (Tp=14.752s) Effects due to wave components of sea states Both wave frequency and its phase angle of each irregular wave is automatically generated by PRETTI based on random order. The wave amplitude of each wave depends on spacing of adjacent wave frequencies. The wave frequency range covers the region of wave spectrum value over 1/1000 of peak wave spectrum value. Therefore there are some wave frequencies which are over 3 rad/s in the generated wave components which are not realistic in real sea waves. Small number of wave components generated could miss key frequencies because springing responses are sensible to certain wave frequencies as well as resonant region is very narrow due to the small damp coefficients. Case studies of effects of different wave components are displayed in Figures 19 and 20. Also vertical bending moment spectra (designated Equiv) using simplified regular wave approach are presented in Figures 19 and 20. Two wave series investigated are: 120 sinusoid waves for each series with frequency range from 0.352 to 3.352 rad/s for Wave1and from 0.352 to 2.301 rad/s (PRETTI program has been modified to wave frequency up to about 2.3 rad/s) for Wave2 respectively for the ISSC Spectrum with Tp=10.5s and Hs=6.5m.

1.5E+05

1.0E+05

5.0E+04

0.0E+00 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4

frequency [Hz]

Fig. 15: VBM amidships response spectra using ISSC spectrum (Tp= 10.5s, Hs= 3.25m)
VBM spectrum amidships (Tp= 10.5s, Hs=9.5m) 1.2E+06 Nonlinear hyel 1.0E+06 Linear hyel

VBM Spectrum (kNm)

8.0E+05

6.0E+05

4.0E+05

2.0E+05

0.0E+00 0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4

frequency [Hz]

Fig. 16: VBM amidships response spectra using ISSC spectrum (Tp= 10.5s, Hs= 9.5m)

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120 sinusoid waves for each series with frequency range from 0.252 to 2.387 rad/s for Wave3 and from 0.252 to 2.403 rad/s for Wave4 respectively for the ISSC Spectrum with Tp=14.752s and Hs=6.5m.

Table 7a: Vertical bending moments from regular and irregular wave approach (kN-m)
Tp=10.5s, Hs=3.25m
Wave 2

Tp=14.752s, Hs=3.25m
Wave 4

Irregular wave
VBM spectrum amidships from irregular w aves (Tp=10.5s, Hs=6.5m) and equivalent regular w ave approach 8.0E+05 Irw ave1 7.0E+05 Irw ave2 Equiv.

5.863 x 1010
5.269 x 1010 1.291 x 10
10 9

2.131 x 1010
1.456 x 1010 4.078 x 109 1.159 x 109 5.762 x 108

k= 1 k= 2 Regular wave k= 3 k= 4 Total

Percentage
(regular / irregular)

2.364 x 10

VBM Spectrum (kNm)

6.0E+05 5.0E+05 4.0E+05 3.0E+05 2.0E+05 1.0E+05 0.0E+00 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7

4.401 x 108

6.840 x 10 117%

10

2.038 x 1010 95.6%

Table 7b: Vertical bending moments from regular and irregular wave approach (kN-m)
frequency [Hz]

Tp=10.5s, Hs=6.5m
Wave 2

Tp=14.752s, Hs=6.5m
Wave 4

Fig. 19: VBM spectra amidships from irregular waves and an equivalent regular wave (Tp=10.5s, Hs=6.5m)
VBM spectrum amidships from irregular w aves (Tp=14.752s, Hs=6.5m) and equivalent regular w ave approach 1.2E+06 Irw ave3 1.0E+06 Irw ave4 Equiv. 8.0E+05

Irregular wave k= 1 k= 2 Regular wave k= 3 k= 4 Total

Percentage
(regular / irregular)

2.768 x 1011
2..108 x 1011 5.163 x 10
10 9

9.757 x 1010
5.826 x 1010 1.631 x 1010 4.637 x 109 2.305 x 109

9.457 x 10

1.760 x 109

VBM Spectrum (kNm)

2.736 x 10 98.9%

11

8.151 x 1010 83.5%

6.0E+05

4.0E+05

Table 7c: Vertical bending moments from regular and irregular wave approach (kN-m)
Tp=10.5s, Hs=9.5m
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7

2.0E+05

0.0E+00

Tp=14.752s, Hs=9.5m
Wave 4

Wave 2

frequency [Hz]

Irregular wave

6.536 x 1011
4.502 x 1011 1.103 x 10 2.020 x 10
11 10

2.181 x 1011
1.244 x 1011 3.485 x 1010 9.904 x 109 4.924 x 109

Fig. 20: VBM spectra amidships from irregular waves and an equivalent regular wave (Tp=14.752s, Hs=6.5m) The springing responses with different wave components of the same wave spectrum can have big differences due to random distributed wave frequencies, their spacing and phase relations. In order to achieve consistent springing responses in irregular waves, more runs with different random distributed wave parameters at same spectrum are recommended. Comparison between regular and irregular wave approach The springing responses of wave induced vertical bending moments in sea states are computed by employing regular and irregular wave approach. The springing responses in irregular waves can vary at large scale when wave components automatically generated are used. Therefore long time simulations using large number of wave components for each critical sea state are required to provide consistent results of springing analysis. In order to reduce computational time, a simplified regular wave approach is proposed. Comparisons of wave induced vertical bending moments from regular and irregular wave approach are displayed in Figures 19 and 20 and presented in Tables 7a to 7c. Overall the results from regular and irregular wave approach are in good agreement.
Regular wave

k= 1 k= 2 k= 3 k= 4 Total
Percentage
(regular / irregular)

3.760 x 109

5.845 x 10 89.4%

11

1.741 x 1011 79.8%

CONCLUSIONS
The design bending moments acting on a 13,000 TEU container ship due to springing of the hull girder were predicted by using time domain simulations based on the Lloyd's Registers Guidance Notes. This paper proposed design applications to determine values of design bending moments considering the effects due to springing. The study has revealed that: The amplitude of FFT is different from the time domain result. However the total response energy from frequency domain and time domain is very close. The simulation results have descried that the nonlinear time domain simulations present effects on springing responses. The higher wave heights generate bigger nonlinear effects. It is noted that 2

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node vertical vibration mode is the critical vertical mode in springing analysis for the container ship. Different incident wave heights always induce different responses due to non linear hull form effects. Springing responses with different wave components of the same wave spectrum can have big differences due to random distributed wave frequencies, their spacing and phase relations. The springing responses in irregular waves can vary at large scale once wave components automatically generated are used. Therefore long time simulations using a large number of wave components for each critical sea state are required to provide consistent results of springing analysis. A simplified regular wave approach is proposed. The results from regular and irregular wave approach are in good agreement.

Hong, S.Y.; Kim, B.W.; Kim, J.H.; Sung, H.G.; Kim, Y.S.; Cho, S.K.; Nam, B.W.; Choi, S.K.; Lee, C.Y.; Lim, D.W. and Kwon, M.K. (2009). "Wave Induced Loads on Ships Joint Industry Project II Interim Report", MOERI Technical Report No. BSPIS503A-2112-2. Hong, S.Y.; Kim, B.W.; Kim, J.H.; Sung, H.G.; Kim, Y.S.; Cho, S.K.; Nam, B.W.; Choi, S.K.; Lee, C.Y.; Lim, D.W. and Kwon, M.K. (2010). "Wave Induced Loads on Ships Joint Industry Project II Final Report", MOERI Technical Report No. BSPIS503A-2207-2. IACS (2001). "Standard Wave Data", IACS Rec. No. 34. Lee, Y.; White, N.J.; Wang, Z.H.; Hirdaris, S.E. & Zhang, S.M. (2011a). "Comparison of Springing and Whipping Responses of Model Tests with Predicted Nonlinear Hydroelastic Analyses", 21st Intl Ocean and Polar Eng Conf, Maui, Hawaii, ISOPE, Vol 3. Lee, Y.; Wang, Z.H.; White, N.J. & Hirdaris, S.E. (2011b). "Time domain analysis of springing and whipping responses acting on a large container ship", 30th Intl OMAE-Conf, Rotterdam, Netherland. Lloyd's Register (2011). "Guidance Notes on the Assessment of Global Design Loads of Large Container Ships and Other Ships Prone to Whipping and Springing", Draft Version 1.1. MARIN (2009). "PRECAL V6.5 User Manual", CRS Working Group. Ogilvie, T.F. (1964). "Recent progress toward the understanding and prediction of ship motions", 5th Symposium on Naval Hydrodynamics, Bergen, Norway, pp.3-128. Tuitman, J.T. (2008). "TDWHIP Theory Manual", CRS Working Group. Tuitman, J.T. and Malenica, . (2009). "Fully coupled seakeeping, slamming and whipping calculations", Proc IMechE Part M: j Engineering for the Maritime Environment, v.223, no.3, pp.439-456. Wu, M.K. and Moan, T. (1996). "Linear and nonlinear hydroelastic analysis of high speed vessels", J of Ship Research v.40, no.2, pp.149-163. Xia, J. and Wang, Z. (1997). "Time domain hydroelasticity theory of ships responding to waves", J of Ship Research v.41, no.4, pp.286300. Lloyd's Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the Lloyd's Register Group. The Lloyd's Register Group assumes no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant Lloyd's Register Group entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract.

In the future springing responses and springing effects on design bending moments will be applied to predict fatigue life of ship structures. Springing responses in horizontal and torsional vibration modes will be investigated to predict fatigue life of ship structures. This will allow improved design procedures and rule requirements to be developed by Lloyd's Register for the benefit of the industry.

ACKNOWLEDGEMENTS
The authors acknowledge the support of Lloyds Register. The contributions of Mr Norbert Bakkers, Dr Michael Johnson and Dr Sai Wong of Lloyds Register MPD-Hull are also acknowledged. The opinions expressed in this paper are those of the authors and are not necessarily those of Lloyd's Register.

REFERENCES
Bakkers, N. (2009) "Analysis of Full Scale Measurement Data Recorded Onboard an 8,100 TEU Container ship", MPD-Hull 09/03, Technical Report, Lloyd's Register. Bishop, R.E.D. and Price, W.G. (1979). "Hydroelasticity of ships", Cambridge University Press, Cambridge. Bishop, R.E.D.; Price, W.G. & Wu, Y. (1986). "A general linear hydroelasticity theory of floating structures moving in a seaway", Phil. Trans. R. Soc. Lond., A316, pp.375-426 Cummins, W.E. (1962). "The impulse response function and the ship motions", Schiffsctechnik v.47, pp.101-109. Hirdaris, S.E.; Price, W.G. & Temarel, P. (2003) "Two and threedimensional hydroelastic analysis of a bulker in waves", J Mar Structs, v.16, no.8, pp.627-658.

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