ARTICLE IN PRESS

Ocean Engineering 36 (2009) 277–284

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Ocean Engineering
journal homepage: www.elsevier.com/locate/oceaneng

Effects of side keels on patrol vessel safety in astern waves

A. Maimun, A. Priyanto , K.S. Wong, M. Pauzi, M. Rafiqul
Department of Marine Technology, Faculty of Mechanical Engineering, Universiti Teknologi Malaysia, Skudai–Johor Bahru 81310, Malaysia

a r t i c l e in fo abstract

Article history: Planing hull vessel is well-known to have the problem of low damping and susceptible to large roll
Received 29 February 2008 angles when encountering beam seas especially when stopped or operated at low speed. One approach
Accepted 7 December 2008 to reduce this problem is to incorporate a pair of side keels. The effects of the side keels on both roll
Available online 24 December 2008
damping and resistance of a planing hull patrol vessel were experimentally evaluated by varying length,
Keywords: breadth and the position of the side keels. Tests data of the side keels have been presented on the roll
Planing hull patrol vessel damping coefficients and the resistance forces of the vessel. Next, the roll damping coefficients were
Side keels utilised in time domain simulation program based on a six-degree-of-freedom mathematical model to
Roll damping predict the roll response and assess the vessel safety in astern waves for the case with and without the
Roll response
side keels. The results from the time domain simulation program have indicated that the effects of a pair
Vessel safety
of side keels can improve the vessel safety.
& 2008 Elsevier Ltd. All rights reserved.

1. Introduction
When a vessel encounters beam or astern seas, a parametric
resonance is widely accepted as the critical situation. Large roll
amplitudes can develop in a short time once the vessel has been
subjected to the parametric resonance (Hua, 1992). Usually this
situation is avoided by changing the ratio between the encounter
frequency and the natural roll frequency, or by increasing the roll
damping coefficient.
Neves et al. (1999) and Hamamoto and Munif (2000) have
already drawn attention to the influence of roll damping on the
parametric resonance. Neves reported on tests with two models of
fishing vessels. He demonstrated that the roll damping plays an
important role in reducing the parametric roll motion; the vessel
without bilge keels was subjected to large roll angles rather than
the one with bilge keels. Another example of parametric
resonance has been reported by Hamamoto, as it was explained
that the parametric resonance was strongly influenced by the
change in damping energy and energy generated from variation of
metacentric height. In consequence the parametric roll motion
can actually be reduced by increasing roll damping.
Maimun et al. (2000, 2002) reported that roll-stabilizing
devices like side keels can be relied upon to reduce roll motions.
Having incorporated a pair of side keels to a planing hull, roll
responses at the resonance region significantly were reduced by
as much as 40% in beam seas situation. Such use of side keels
resulted in the low roll motion of the planing hull, since the side
keel was an effective method to increase the roll damping. It
increased the energy dissipated from the vessel, and reduced the
 Corresponding author. Tel.: +60 75534744; fax: +60 75566159.
E-mail addresses: agoespriyanto@gmail.com, agoes@fkm.utm.my (A. Priyanto).
roll amplitude. This paper discusses the effects of varying length,
breadth and position of the side keels on roll damping of a planing
hull patrol vessel. Analytical methods to compute these variations
on the roll damping are still not adequate. Therefore they were
determined from model tests with the scale ratio of the vessel to
model about 1–10. The series of roll decay model tests in Towing
Tank of Marine Laboratory, Universiti Teknologi Malaysia (UTM)
having length 120 m and breadth 4 m were conducted on the
model to obtain data of the linearised roll damping of the vessel
with and without side keels. In addition, resistance tests were
carried out to obtain the resistance forces on the model with and
without side keels.
Next, data of the linearised roll damping were utilised in time
simulation program to show the effects of side keel length,
breadth and position on the vessel safety. Hydrostatic forces were
calculated directly up to the free surface by the time simulation
program in each time step. The time domain simulation program
based on a six-degree-of-freedom mathematical model has
simulated the critical situations considering a capsize due to loss
in directional control; parametric excitation and pure loss of
stability. The capsize or non-capsize situation determines the
safety of the particular vessel condition. In order to estimate the
limit of safety region, the vertical centre of gravity of the vessel,
KG is varied against the speed ratio between vessel and wave
(vessel speed/wave speed) in the simulations.
2. Planing hull patrol vessel and side keel particulars
The planing hull patrol vessel is now in service around the
southern waters of Johore and straits of Malacca, Malaysia. The
vessel particulars are given in Table 1. The detail of body plan of

0029-8018/$ - see front matter & 2008 Elsevier Ltd. All rights reserved.
doi:10.1016/j.oceaneng.2008.12.003
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278 A. Maimun et al. / Ocean Engineering 36 (2009) 277–284

Table 1 Table 2
Main particulars of planing hull. Side keel with change in length.

Dimension Ship Model With side keels Without side keels

Loa (m) 22.00 2.200 A B C D S

Displacement, D (tonne) 55.16 0.055
Chine beam, Bx (m) 4.906 0.491 Length, m 9.00 9.25 9.75 10.50 –
Projected chine length, Lp (m) 21.13 2.113 Breadth, m 0.30 0.30 0.30 0.30 –
LCG forward of transom (m) 9.22 0.922 Area, m2 2.63 2.71 2.86 3.08 –
Amidships bottom deadrise, b (deg) 22.95 22.95
Draft (m) 1.243 0.124
Block coefficient, Cb 0.435 0.435
Roll natural period (s) 4.00 1.264
Speed (m/s) 7.71 2.438
Table 3
Side keel with change in breadth.

With side keels Without side keels

E F C G S

Length, m 9.75 9.75 9.75 9.75 –

Breadth, m 0.50 0.40 0.30 0.20 –
Area, m2 4.79 3.82 2.86 1.89 –

Table 4
Side keel with change in position

With side keels Without side keels

I C J S

Length, m 9.75 9.75 9.75 –

Breadth, m 0.30 0.30 0.30 –
Area, m2 2.86 2.86 2.86 –
Position, deg. 54 45 33 –

Fig. 1. The planing hull original body plan.

3. Roll natural period and linearised roll damping coefficients

The equation of motions for roll can be written as follows:

€ þ bf
aff _ þ cf ¼ M o cos oe t. (1)
G
In the left hand side of motion of roll Eq. (1), the components
r are inertial moment, damping moment and restoring moment. In
the right hand side of the equation, the component is exciting
α moment. Roll damping moment is the important component to
reduce the roll amplitude. The roll damping is a coefficient that is
Side keel strongly influenced by the fluid viscosity. Moreover, the presence
of the side keels makes the prediction of roll damping more
complicated. Model tests of side keels C was used to investigate
Centre line the accuracy of the prediction of roll damping with the effect of
forward ship speed. The model was excited in roll from where the
lBK roll period was measured and the roll damping at the vessel was
deduced from the roll decrement.
bBK Fig. 3 shows the comparison of roll damping at the vessel with
the side keels C and without side keels obtained by model tests
and prediction using Ikeda’s Method (Himeno, 1981). From Fig. 3,
Fig. 2. Definition of side keel.
it is seen that at higher ship’s speed, the Ikeda’s method
underestimates the roll damping of vessel with and without side
keels. It is found that the difference was more than 14% which
the planing hull and the definition of the side keels main indicates the roll damping is hard to determine accurately by the
particulars are given in Figs. 1 and 2, respectively. The main available literature. Consequently, the roll damping of the patrol
particulars of side keels by varying length, namely A, B, C, and D; vessel was directly obtained through a series of roll decay model
varying breadth, namely E, F, and G; and varying position, namely I tests. In the tests, it is assumed that the model was ideally moving
and J are given in Tables 2–4. in free damped roll motions. The roll amplitudes decrement of
Where G is the centre of gravity, r is the distance which is model was measured and analyzed to obtain data of the roll
measured from G to the side keel, and a is the side keel position. damping at the vessel. Using Froude scaling (roll natural period of
lBK is the side keel length, and bBK is the side keel breadth model x Oscale) and the model results, the natural roll period of
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A. Maimun et al. / Ocean Engineering 36 (2009) 277–284
Fig. 3. Roll damping of vessel with forward speed.
Table 5
Natural roll period of the vessel.
With side keels Without side keels
A B C D E F G I J S
Roll period, s 3.51 3.54 3.57 3.60 3.73 3.60 3.51 3.57 3.54 3.29
Fig. 4. Effect of side keel length on the roll damping of vessel (without forward
speed).
vessel with and without side keel were determined and shown in
Table 5. Figs. 4 and 5 show the effect of the side keel length and
breadth on the roll damping of the patrol vessel (without forward
speed) results respectively, and Fig. 6 shows the effect of side keel
position results.
In the tests, it was observed that incorporating a pair of side
keels on the vessel is effective to increase the roll damping. Figs. 4
and 5 indicate that the roll damping increases proportionally
when the side keels length (lBK) is increased, and the breadth (bBK)
is increased, respectively. Fig. 6 shows that the roll damping
increases when the side keels position (a) is reduced. The change
of roll damping on the model will contribute to the bilge keel
damping component (BBK). Care should be taken to predict the
bilge keel damping, as reported by Himeno (1981) that bilge keel
damping has been the result of the normal force on the bilge keel
279
Fig. 5. Effect of side keel breadth on the roll damping of vessel (without forward
speed).
Fig. 6. Effect of side keel position on the roll damping of vessel (without forward
speed).
and the modification of the flow around the hull. The test data
shows that the bilge keel damping component is sensitive to its
parameters, such as length, breadth and position.
3.1. Ship roll response in beam waves
An in-house simulation program (Maimun, 2001), which
includes the bilge keel damping component, has been utilised to
predict roll response of the vessel in seaway. A regular beam wave
with length equal to 25 m and wave height equal to 0.5 m is
applied. The ranges of tuning factor (the ratio of encounter wave
period and the natural roll period of vessel) was considered from
0.3 to 1.4. Figs. 7–9 present the simulation results of roll response,
which is expressed by the ratio of roll amplitude and wave slope,
and plotted against the tuning factor. The figures show the effect
of side keel on roll responses among varying length, breadth and
position. The variations of the side keels length, breadth and
position have a minor effect on the roll response of the vessel
encountering beam waves.
From the Figs. 7–9, it is also found that the vessel installed a
pair of side keels significantly reduce roll response in wave. In
average, the vessel installed a pair of side keels are able to
reduce roll response by about 10% compared to the one without
side keels (S).
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280 A. Maimun et al. / Ocean Engineering 36 (2009) 277–284

and the side keels aligning to the flow line (Kumar, 2001). Because
Without side keel of the variations of scaling effects in eddy and viscous pressure
Side keel A drag on the side keels, the resistance forces on the vessel were
Side keel B
Side keel C presented on basis of model-scale total drag. The resistance forces
Side keel D at the model against the ship speed for given a pair of side keels
parameter are shown in Figs. 10–12. The results without side keels
are shown in the same figures. The effect of the side keels by
varying length, breadth and position are investigated. It is clear

Fig. 7. The comparison results on roll responses of vessel with side keels varying
length.

Without side keel

Side keel E
Side keel F
Side keel C
Side keel G

Fig. 10. The effect of side keel length on the resistance.

Fig. 8. The comparison results on roll responses of vessel with side keels varying
breadth.

Without side keel

Side keel I
Side keel C
Side keel J

Fig. 11. The effect of side keel breadth on the resistance.

Fig. 9. The comparison results on roll responses of vessel with side keels varying
position.

3.2. Ship resistance

In ship resistance tests, the total drag were measured at the

model equipped with the turbulence stimulators near the bow Fig. 12. The effect of side keel position on the resistance.
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A. Maimun et al. / Ocean Engineering 36 (2009) 277–284
from the figures that the variations on side keels have a small
effect on the resistance forces on the vessel at low ship speed.
However at higher ship speed, the resistance forces on the vessel
with side keels increased a maximum about 14%.
4. Evaluation of vessel safety
For a vessel encountering astern waves, the transverse righting
moment will be altered depending on the relative speed between
the wave (Vw) and the vessel (VS). As a result, the vessel becomes
unstable and easily capsized. Paulling et al. (1975) had observed
the modes of vessel capsizing, and labelled as pure loss of
stability, broaching-to and parametric excitation. Capsizing into
one of these three categories was always possible. Some capsize
sequences seemingly started out as a parametric excitation, but
the actual capsize then appeared to be caused largely by a drastic
loss of stability. The main reason of conducting this evaluation is
to investigate the effect of parameter, such as the ratios of vessel
speed and wave speed, on the ship stability in dynamic situation
which involves the identification of the capsizing sequences in
waves.
Pure loss of stability can occur to a vessel operating in astern
seas when the speed of the vessel is approximately the same as
wave speed (VS/VW ¼ 1.0). As the vessel is caught itself centred in
the wave crest for a prolonged enough period of time, it will
substantially lose its hydrostatics righting arm. With little or no
preliminary rolling, the vessel will simply lose its stability and
capsize.
Broaching-to is the most dynamic mode of capsizing. Broach-
ing-to is caused by directional instability of a vessel accelerated on
the face of wave. For a vessel travelling in steep following seas
with high forward speed, this condition can occur easily. The
principal ingredients are relatively short, steep, following seas and
high vessel speeds. Broaching-to and loss of directional control
can also occur in a cumulative manner as a result of the repeated
encounter and overwhelming of the vessel by steep, breaking seas.
The vessel is violently forced off course with a significant
centrifugal force adding to the large roll moment applied at both
the bow and stern. The rudder may lose control and lead to large
heading deviation. With the combination effects of dynamic
heeling moment and wave crest amidships, the vessel capsizes.
Loss in directional control is a critical condition occurring to a
vessel operating in speed lower than wave speed (VS/VWo1.0). In
this situation, the vessel is being taken over rapidly by astern
waves. Due to the force of impact and the phasing between roll
and pitch, it forces the vessel to turn to beam sea situation. The
exposure to beam sea causes the vessel to roll with large
amplitudes and capsize.
Parametric excitation can be recognised by the ratio of
encounter frequency to the natural frequency. Typically, the
ζ
z
y
O
G
Gxyz : Vessel Co-ordinate system about Centre of Gravity (G).
Oξηζ : Wave Co-ordinate system about still water surface amidships.
Fig. 13. Coordinate system.
281
sinusoidal oscillation of the hydrostatic righting arm leads to a
resonant build-up of roll motion as a vessel operating in speed
lower than wave speed (VS/VWo1.0) and medium when the ratio
of encounter frequency is twice the natural frequency; the vessel
will experience the most unfavourable condition. This occurs
when the increased hydrostatic righting arm (trough amidships)
results in a large roll velocity timed to meet a crest amidships one
half an encounter period later. Roll angle can gradually or
suddenly build up and the vessel may capsize after a few roll
cycles.
To simulate the capsizing sequences in waves the time domain
simulation program has been developed. The time simulation
program was validated with the experimental data provided by
the University of Osaka (Maimun, 2001). Capsizing sequences due
to loss in directional control, parametric excitation and pure loss
of stability are considered in the simulations. In this approach, the
linearised roll damping results are utilised in the time domain
simulation program to show the effect of side keels on the vessel
safety.
4.1. Time domain simulation program
The present time domain simulation program was developed
based on a six-degree-of-freedom mathematical model. In this
program, emphasis is given on the accurate calculation of the
hydrostatic forces like Froude–Krylov forces and restoring forces.
These forces are calculated non-linearly through the integration of
the volume under the free surface with allowing the full coupling
in the degree-of-freedom. For the hydrodynamic components, the
radiation forces are computed based upon the empirical formula-
tions. The added mass term is part of the hydrodynamic
components due to the motion in phase with acceleration. While,
the damping term is part of the hydrodynamic components due to
the motion in phase with velocity. In the simulation, the
hydrodynamic coefficients are predicted either by using Frank-
Close Fit method (Atlar, 1982) or refer to experimental results
conducted by Maimun, 1993.
To describe the vessel motions it involves two co-ordinate
systems, namely: vessel co-ordinate system about the centre of
gravity and wave co-ordinate system about still water amidships.
The co-ordinate systems used in the simulation program are
shown in Fig. 13. The vessel co-ordinate system is introduced to
describe large amplitude of motions where coupling between
motions and forces are significant. Whilst, the wave co-ordinate
system is used to obtain the Eulerian angles which describe the
vessel orientation with respect to still water surface. In addition,
the forces due to the wave excitation forces are calculated by
referring to the wave co-ordinate system. The wave excitation
forces will be properly transformed to the vessel co-ordinate
system before the equations of motion can be solved.
η
ξ
x
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282 A. Maimun et al. / Ocean Engineering 36 (2009) 277–284

In the calculation, the vessel is assumed as a rigid body. Hence,
the vessel moves in six-degree-of-freedom are described by the
Euler equations of motion. The equations with the body axes
origin at vessel’s centre of gravity are described as follows:
mðV_ þ o  VÞ ¼ F,
_ þ o  H ¼ M,
H (3)
where m is the mass and H is the angular momentum of vessel. F
and M represent the sum of forces and moments acting on the
vessel, respectively. V and o are the linear and angular velocity. V
can be resolved into components u, v and w along axis x, y and z,
respectively. o is resolved into components a, b and c about the
axis x, y and z, respectively. The force, F and moment, M is
calculated by integrating the pressure acting on the total wetted
surface area of the vessel hull as follows:
ZZ
F¼ p  n dS, (4)
S
ZZ
M¼ p  ðn  rÞ dS,
S In Fig. 14, the calculation applies to a vessel operating in speed
where S is the wetted surface of the body, n is the unit normal
vector directed out of the body surface, r is the position vector
from the centre gravity of the vessel, and p is the pressure at a
point on the surface at the instantaneous time. However, in
convenient of computation, the surface integrals as shown in
Eqs. (4) and (5) are usually replaced by volume integrals by
applying Gauss’s divergence theorem are shown as follows:
ZZZ
F¼ rp dV, (6)
V may not prevent the vessel from capsizing after 70 s. The strong
ZZZ
M¼ ðrp  rÞ dV;
V
where r is the immersed volume of the vessel.
In the non-linear approach, Eqs. (6) and (7) are applied to
calculate instantaneous underwater volume of the vessel. The
pressure, p, shown in the equations can be integrated up to calm
water level or up to the instantaneous wave surface. If the
integration is calculated up to the wave surface, the force, F, and
moment, M, that are obtained contains not only restoring force
but also the static wave excitation force (static Froude–Krylov
force).
In the computation of the hydrodynamic forces, the coeffi-
cients required in the empirical formulae are obtained through
the Frank-Close Fit method, except for roll damping. With the
presence of side keels, the roll damping is directly obtained
through experiments (roll decay test).
To obtain the motion of the vessel in time step, the numerical
investigation technique is applied to solve the equations of
motion. In this study, a fourth order Runge–Kutta–Merson
(2) integration procedure is utilised. This procedure is widely used
in the solution of the differential equations. In addition, it
provides a very fast and reliable computation results.
4.2. Results and discussions
Figs. 14–16 show the calculation results of effect of side keels
(roll damping) on capsizing due to loss in directional control,
parametric excitation and pure loss of stability, respectively. These
calculations were carried out at vessel scale. The results shown in
the figures are simulated with the following wave condition: the
ratio of vessel length to wave length (Lpp/l) ¼ 1.0, and the ratio of
wave height to wave length (Hw/l) ¼ 0.125. This is the critical
situation for a vessel encountering astern waves, where the
sequence of capsizing is strongly due to the wave excitation
(5) forces.
lower than wave speed (VS/VW ¼ 0.2). In this situation, the vessel
is being taken over rapidly by astern waves. Due to the force of
impact and the phasing between roll and pitch, it forces the vessel
to loss in directional control. Fig. 14 shows the sequence of capsize
due to vessel. From the figure, the vessel with/without side keels
experiences large roll angles and capsizes after 70 s. The influence
of the side keel can be observed by comparing roll amplitudes in
the first 40 s. With side keels, a reduction on the roll amplitude
can be achieved. But, the results show that the use of side keel
coupling between yaw into roll may be suspected as the main
factor in contributing to this situation.
(7)
Fig. 15 shows the roll motions for capsizing due to parametric
excitation. The simulation is carried out for a ratio vessel
operating in speed and wave speed (VS/VW) of 0.6. The possibility
of experiencing large roll angles built up in this situation is rather
high. In Fig. 15, it shows that side keels can play an important role
in reducing roll amplitude. As indicated in the figure, the vessel
without side keel capsizes after 30 s, whilst the vessel with side
keels survives but it continuously oscillates in large roll
amplitude.
Fig. 16 shows the roll motions for capsizing due pure loss of
stability, the simulation is carried out for a ratio vessel operating
in speed and wave speed (VS/VW) about 1. From the figure, the
trend of the roll angle is similar to a typical step response of a
standard second-order system. At maximum roll angle, it is found

40 Side keel A
Side keel B
Side keel C
Roll amplitude, degree

30 Side keel D
Without side keel

20

10

0
0 10 20 30 40 50 60 70 80 90
Time, s

Fig. 14. Effect of side keel on the loss in directional control.

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A. Maimun et al. / Ocean Engineering 36 (2009) 277–284 283

Side keel A
20 Side keel B
Side keel C
Side keel D

Roll amplitude, degree

10 Without side keel

0
0 10 20 30 40 50 60 70
-10

-20

-30
Time, s

Fig. 15. Effect of side keel on the parametric excitation.

30
Roll amplitude, degree

20

Side keel A
10 Side keel B
Side keel C
Side keel D
Without side keel
0
0 10 20 30 40 50
Time, s

Fig. 16. Effect of side keel on the pure loss of stability.

3.00

2.90

2.80
KG, m

2.70
Side keel A
Side keel B
2.60 Side keel C
Side keel D
Without side keel
2.50
0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
Speed ratio, Vs/Vw

Fig. 17. Change of side keel length: comparison of boundary curves of stability.

that roll damping is an important parameter in reducing roll
angle. The roll moment is so large that the vessel is forced to roll
at the encounter frequency, the vessel without side keels capsizes
after 5 s. But the vessel with side keels heels at constant roll angle
of about 151 after 20 s.
To evaluate the vessel safety, boundary curves of stability are
utilised to identify the limit of the safety region. The results in
Figs. 17–19 show that the boundary curves can be divided into
three regions, namely low speed, medium speed and high speed.
At low speed, the speed ratio is near to 0.2, capsizing is
basically due to loss in directional control. In this situation, it is
showed that boundary curves are generally unaffected by the
change in side keels length, breadth and position. The maximum
KG for the safe limit is 2.6 m.
At medium speed, the capsizing is usually due to parametric
excitation. A significant improvement of the boundary curves
occurs at the speed ratio equals to 0.6. It is shown that without
side keels, the limiting KG is 2.8 m, but for the case with side keels,
the limiting KG can reach up to 2.9 m.
At high speed, the speed ratio is near to 1.0. As mentioned
previously, capsizing in this situation is identified as pure loss of
stability. With or without side keel, the results show that there is
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284 A. Maimun et al. / Ocean Engineering 36 (2009) 277–284

Side keel E
3.00 Side keel F
Side keel C
Side keel G
2.90 Without side keel

2.80
KG, m

2.70

2.60

2.50
0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
Speed ratio, Vs/Vw

Fig. 18. Change of side keel breadth: comparison of boundary curves of stability.

Side keel I
3.00 Side keel C
Side keel J
Without side keel
2.90

2.80
KG, m

2.70

2.60

2.50
0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0
Speed ratio, Vs/Vw

Fig. 19. Change of side keel position: comparison of boundary curves of stability.

no large change on the boundary. A possible reason for this References

situation is due to the influence of damping moment is considered
less critical as compared to restoring moment.
5. Conclusions
Extensive roll decay and resistance tests; and time domain
simulation vessel safety have been conducted on a planing hull
patrol vessel that is in service around the southern waters of
Johore and straits of Malacca, Malaysia.
The test conditions covered the variations on side keel
parameters of the installed vessel, and for comparison it covered
without side keels. The roll decay tests demonstrated that the side
keels are effective to increase the roll damping. In the resistance
tests, the vessel with side keels experienced an increase of about
14% in the resistance at high ship speed.
Time domain simulation results indicate that the vessel safety
can be improved by incorporating a pair of side keels on the vessel.
In the simulation, large changes in the boundary curves of stability
occur at the medium speed (near speed ratio, Vs/Vw ¼ 0.6) range.
In this range, side keels are effective in avoiding capsizing due to
parametric excitation. The present study shows that the effective-
ness of side keels depends on the magnitude of roll damping
arising from the variation of side keel length, breadth and position.
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