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This thesis develops a method to analyze the roll response of a vessel during a damaged (flooded) scenario. This was done by developing a time-domain method in which the damaged compartment was flooding while the ship is simultaneously subjected to a seaway. The KRISO containership was used as a test hull and was subjected to three flooding conditions. These flooding conditions involved flooding Hold 5, Hold 3, and Hold 1 separately. Newmark’s Beta method for linear acceleration was used to solve the roll motion of equation in which the hydrodynamic coefficients A44, B44, and C44 were predetermined from linear strip theory for various drafts and trim angles. The roll response in the transient flooding state and the steady state, after flooding ceased (fully damaged state), while in wave action was simulated and plotted. The amplitudes from the initial and damaged steady states were recorded at the given wave frequency and wave amplitude, to generate the roll response amplitude operators for the vessel from wave frequency ω = 0.1 rad/s to ω = 2.1 rad/s. Analysis of the RAO curves revealed that the KRISO was not made significantly more unstable by the flooding, for the conditions that were considered, for nearly all wave frequencies except the natural frequency of 0.5 rad/s.

This study presents laboratory observations of flow characteristics for regular waves passing a rectangular barge in a two dimensional wave tank. The rectangular barge was fixed and free to roll (one degree of freedom) in a beam sea. Particle image velocimetry (PIV) was employed to measure the velocity field in the vicinity of the structure. The mean velocity and turbulence properties were obtained by phase-averaging the velocity profiles from repeated test runs. The quantitative flow characteristics were represented to elucidate the coupled interactions between the regular wave and the barge in roll motion or fixed condition. Additionally, the turbulence properties including the turbulence length scale and the turbulent kinetic energy budget were investigated to characterize the flow pattern due to the wave interaction. Because all the data including wave elevations, roll motion, and dynamic pressure were synchronized with velocity profiles, the results between the roll motion and the fixed condition were compared. The viscous effects due to the flow separation depend on the relative relation between the wave water particle motion and the roll motion of the barge. The viscous damping mechanism that reduces the roll motion at the roll natural period wave is illustrated. It shows that the vortex flow was mainly induced by the roll motion. For wave periods longer than the roll natural period, the flow was separated in different directions accompanying the roll natural period wave. The longer waves may help the roll motion with the vortex flow predominantly separated by the wave water particle motion rather than the barge motion. This may be called the viscous exciting effect. Moreover, the variations of dynamic pressures near the corners were measured and analyzed along with the viscous effect for both the roll motion and the fixed barge cases.

This study presents laboratory observations of flow characteristics for regular waves passing a rectangular barge in a two dimensional wave tank. The rectangular barge was fixed and free to roll (one degree of freedom) in a beam sea. Particle image velocimetry (PIV) was employed to measure the velocity field in the vicinity of the structure. The mean velocity and turbulence properties were obtained by phase-averaging the velocity profiles from repeated test runs. The quantitative flow characteristics were represented to elucidate the coupled interactions between the regular wave and the barge in roll motion or fixed condition. Additionally, the turbulence properties including the turbulence length scale and the turbulent kinetic energy budget were investigated to characterize the flow pattern due to the wave interaction. Because all the data including wave elevations, roll motion, and dynamic pressure were synchronized with velocity profiles, the results between the roll motion and the fixed condition were compared. The viscous effects due to the flow separation depend on the relative relation between the wave water particle motion and the roll motion of the barge. The viscous damping mechanism that reduces the roll motion at the roll natural period wave is illustrated. It shows that the vortex flow was mainly induced by the roll motion. For wave periods longer than the roll natural period, the flow was separated in different directions accompanying the roll natural period wave. The longer waves may help the roll motion with the vortex flow predominantly separated by the wave water particle motion rather than the barge motion. This may be called the viscous exciting effect. Moreover, the variations of dynamic pressures near the corners were measured and analyzed along with the viscous effect for both the roll motion and the fixed barge cases.

Time-domain simulations were performed to investigate the influence of passive and active anti-roll tanks and moving weights on ship motions. A point mass moving across the ship was used to model the non-linear effects of the tank systems in various computer simulation environments. PID control of the mass position was used for the active tank (pump) systems and a vibration absorber was used for the passive tank systems. A single-degree-of-freedom non-linear code was developed to investigate the influence of various coefficients and control strategies. The final active and passive tank system implementations were included in the LAMP code developed by SAIC. Results of the time-domain simulations are shown, which indicate the effectiveness of these types of roll control systems. / Master of Science

Darbe tiriamos galimybės vertinti laivo supimosi intensyvumą taikant klasikinės ir hidrodinaminės laivo supimosi skaičiavimo metodikas. Prognozavimo galimybių įvertinimui atliekamas laivo DTMB 5415 supimosi eksperimentas reguliariose bangose – matuojamas laivo bortinis, kilinis ir vertikalusis supimasis laivui stovint lagu bangoms ir esant išilginiam bangavimui. Pateikiama informacija apie supimosi eksperimento eigą, paruošimą, naudojamą laboratorinę įrangą ir bandymo rezultatų apdorojimą. Laivo supimosi skaičiavimai atliekami taikant hidrodinaminę skaičiojamosios skysčių dinamikos kompiuterinę programą „FLOW-3D“, klasikinę supimosi skaičiavimų metodiką ir kompiuterine programa „Seakeeper“ paremta hidrodinamine plokščiųjų skerspjūvių teorija. Gauti rezultatai palyginami su eksperimento rezultatais. / Paper analysis the most popular classical and hyrodinamical seakeeping methods for preliminary seakeeping performance prediction. Seakeeping test in regular waves has been performed for validation of seakeeping prediction methods for model DTMB 5415. Roll, pitch and heave motions have been measured for beam and head seas wave headings. The paper supplys Information about seakeeping test procees, preparation instructions for test, required laboratory equipment and seakeeping test data analysis. Computational fluid dynamics software „FLOW - 3D“ have been used for motion response prediction in regular waves, classical seakeeping theory method and strip theory based software Seakeeper. Computed results have been compared with seakeeping eksperimental data.

Ship roll motion has been the subject of many studies, because of the complexities associated with this mode of ship motion, and its impact on operability, safety, and survivability. Estimation and prediction of the energy transfer and dissipation of the hydrodynamic components, added inertia and damping, is essential to accurately describe the roll motions of a ship. This is especially true for ship operations in moderate to extreme sea conditions. In these conditions, a complex process of energy transfer occurs, which alters the physical behavior of the hydrodynamic components, and ultimately affects the amplitude of ship roll motion. Bilge keels have been used on ships for nearly two centuries, to increase damping and reduce the severity of roll motions experienced by a ship in waves. Because ship motions are more severe in extreme sea conditions, large roll angles may occur. With the possibility of crew injury, cargo damage, or even capsize, it is important to understand the behavior of the roll added inertia and damping for these conditions. Dead ship conditions, where ships may experience excitation from beam, or near beam, seas present a worst case scenario in heavy weather. The behavior of a ship in this condition should be considered in both the design and assessment of seakeeping performance. In this study, hydrodynamic component models of roll added inertia and roll damping were examined and assessed to be unsuitable for accurate prediction of ship motions in heavy weather. A series of model experiments and numerical studies were carried out and analyzed to provide improved understanding of the essential physical phenomena which affect the hydrodynamic components and occur during large amplitude roll motion. These observations served to confirm the hypothesis that the existing models for roll added inertia and damping in large amplitude motions are not sufficient. The change in added inertia and damping behavior for large roll motion is largely due to the effects of hull form geometry, including the bilge keels and topside geometry, and their interactions with the free surface. Therefore, the changes in added inertia and damping must be considered in models to describe and predict roll motions in severe wave environments. Based on the observations and analysis from both experimental and numerical methods, several time-domain model formulations were proposed and examined to model hydrodynamic components of large amplitude roll motions. These time-domain formulations included an analytical model with memory effects, a piecewise formulation, and several possibilities for a bilge keel force model. Although a piecewise model for roll damping was proposed, which can improve the applicability of traditional formulations for roll damping to heavy weather conditions, a further attempt was undertaken to develop a more detailed model specifically for the bilge keel force. This model was based on the consideration of large amplitude effects on the hydrodynamic components of the bilge keel force. Both the piecewise and bilge keel force models have the possibility to enable improved accuracy of potential flow-based numerical prediction of ship roll motion in heavy weather. However, additional development remains to address issues for further practical implementation. / Ph. D.

The skin friction and cross-flow separation location on a non-body-of-revolution (non-BOR) ellipsoidal model performing constant-yaw turns and a pitch-up maneuver, each with roll oscillation were studied for the first time. The detailed, low uncertainty, flow topology data provide an extensive experimental database on the flow over non-BOR hull shapes that does not exist anywhere else in the world and serves as a crucial tool for computational validation. The ellipsoidal model was mounted on a roll oscillation machine in the Virginia Tech Stability Wind Tunnel slotted wall test section. Hot-film sensors with constant temperature anemometers provided skin friction magnitudes on the body's surface for thirty-three steady flow model orientations and three unsteady maneuvers at a constant Reynolds number of 2.5 million. Cross-flow separation locations on the model were determined from span-wise minima in the skin friction magnitude for both the steady orientations and unsteady maneuvers. Steady hot-film data were obtained over roll angles between ±25° in 5° increments with the model mounted at 10° and 15° yaw and at 7° pitch with respect to the flow. The roll oscillation machine was used to create a near sinusoidal unsteady roll motion between ±26° at a rate of 3 Hz, which corresponded to a non-dimensional roll period of 5.4. Unsteady data were obtained with the ellipsoidal model mounted at 10° and 15° yaw and at 7° pitch during the rolling maneuver. Cross-flow separation was found to dominate the leeside flow of the model for all orientations. For the yaw cases, the separation location moved progressively more windward and inboard as the flow traveled downstream. Increasing the model roll or yaw angle increased the adverse pressure gradient on the leeward side, creating stronger cross-flow separation that began further upstream and migrated further windward on the model surface. For the pitch flow case, the cross-flow separation remained straight as the flow moved axially downstream. The strongest pitch cross-flow separation was observed at the most negative roll angle and dissipated, moving further downstream and inboard as the model's roll angle was increased. The unsteady flow maneuvers exhibited the same flow topology observed in the quasi-steady conditions. However, the unsteady skin friction and separation locations lagged their quasi-steady counterparts at equivalent roll angles during the oscillation cycle. A first order time lag model and sinusoidal fit to the separation location data quantified the time lags that were observed. / Ph. D.