Research Papers: Ocean Engineering

Effects of Weather Routing on Maximum Vertical Bending Moment in a Ship Taking Account of Wave-Induced Vibrations

[+] Author and Article Information
Kazuhiro Iijima

Department of Naval Architecture and
Ocean Engineering,
Osaka University,
2-1 Yamadaoka Suita,
Osaka 5650871, Japan
e-mail: iijima@naoe.eng.osaka-u.ac.jp

Rika Ueda

Department of Naval Architecture and
Ocean Engineering,
Osaka University,
2-1 Yamadaoka Suita,
Osaka 5650871, Japan
e-mail: Rika_Ueda@naoe.eng.osaka-u.ac.jp

Hitoi Tamaru

Department of Maritime Systems Engineering,
Tokyo University of Marine
Science and Technology,
2-1-6 Etchujima Koto-ku,
Tokyo 135-8533, Japan
e-mail: tamaru@kaiyodai.ac.jp

Masahiko Fujikubo

Department of Naval Architecture and
Ocean Engineering,
Osaka University,
2-1 Yamadaoka Suita,
Osaka 5650871, Japan
e-mail: fujikubo@naoe.eng.osaka-u.ac.jp

Contributed by the Ocean, Offshore, and Arctic Engineering Division of ASME for publication in the JOURNAL OF OFFSHORE MECHANICS AND ARCTIC ENGINEERING. Manuscript received January 4, 2018; final manuscript received August 17, 2018; published online January 17, 2019. Assoc. Editor: Carlos Guedes Soares.

J. Offshore Mech. Arct. Eng 141(3), 031101 (Jan 17, 2019) (11 pages) Paper No: OMAE-18-1004; doi: 10.1115/1.4041997 History: Received January 04, 2018; Revised August 17, 2018

In this paper, the effect of weather routing and ship operations on the extreme vertical bending moment (VBM) in a 6000TEU class large container ship which is operated in North Atlantic Ocean is addressed. A direct time-domain nonlinear response simulation method taking account of the wave-induced vibrations is combined with a voyage simulation based on 10 years of meteorological data in the area. The probability distribution of the ship's operational parameters conditional upon the meteorological conditions is considered. It is clarified that the most severe wave condition with the significant wave height over 16 m in the area may not be encountered by the ship due to the weather routing and the extreme value is determined mostly by the wave condition much milder than the most severe in the area. It is also found out that the ship speed assumed in the most contributing sea state strongly affects the extreme value of the total VBM. It is explained by the fact that the wave-induced vibrations in the ship tend to be excited at faster speed.

Copyright © 2019 by ASME
Topics: Waves , Vibration , Ships , Seas
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Grahic Jump Location
Fig. 1

Sample of GPV data at 12:00 on Jan. 15, 2003 (adapted from Ref. [24])

Grahic Jump Location
Fig. 2

Ship Speed Limitation versus wave height for various wave heading angles (reproduced from Ref. [24])

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Fig. 3

Samples of MTRs between Bishop and Florida (adapted from Ref. [24]). Upper: westbound; Lower: eastbound.

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Fig. 4

Scatter diagram obtained for GCR

Grahic Jump Location
Fig. 5

Scatter diagram obtained for MTR

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Fig. 6

Panel model for 6000TEU class container ship

Grahic Jump Location
Fig. 7

Time histories of VBM under sea state with Hs =16.5 m and Tz = 17 s

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Fig. 8

Increase of significant values of VBM and pitch motion with increase as function of ship speed under sea state Hs =7.5 m and Tz = 10 s

Grahic Jump Location
Fig. 9

POE of extreme VBM



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