The design of ships or any other floating systems intended to operate on or close to the surface of the sea is controlled to a large extent by what is usually referred to as seakeeping, or, in more common terminology, safety at sea. This is a primary consideration and criteria, which has to be fully met. Safety of a ship naturally includes the crew, cargo and the hull itself. Seakeeping is, indeed, a generalized term and reflects the ship's capability to survive all hazards at sea such as collision, grounding, fire, as well as heavy-weather effects related to the environment in general and waves in particular. The two most likely types of failure under these conditions are due to structural causes and capsizing resulting from insufficient stability under severe weather conditions. Such criteria as economical navigation of the ship as related to speed-keeping abilities, fuel consumption, avoidance of damage to ship components and cargo, and comfort to crew or passengers, or both, are key items. The operational limits of electronic equipment, mechanical components and weapon systems on board warships are other aspects of sea keeping. In this work it is highlighted that seakeeping is a generalized term that includes a wide variety of subjects such as ship motions (amplitudes, accelerations, phases), deck wetness, slamming, steering in waves, added resistance, hydrodynamic loadings (pressures, forces, moments) and transient loads. Since the ship environmental operability or its sea keeping characteristics are closely linked to the severity of the sea, the description of the seaway is usually considered as an integral part of sea keeping. It is taken into consideration that the severity of the sea cannot be considered in absolute terms, since for each floating system, be it a ship, a platform or a buoy, the intensity of the sea state can only be determined in terms of the system's responses. Hence, different thresholds apply to different problems, and sea state 4 may be just as severe for a small patrol craft as sea state 8 may be for a larger containership. Hence, the characteristics and frequency of occurrence of waves in specific sea zones are required if a possible reduction in the system environmental operability is expected. It is demonstrated that most texts or papers, which deal with the overall question of sea keeping, devote some attention to the basic phenomena, that is, the seaway and the motions of the ship or other floating platforms as a result of the excitation imposed by the seaway. Ship motions, as such, do not always constitute the criteria for sea keeping, and much more often other responses directly related to the magnitude and phasing of the motions or the resulting velocities and accelerations constitute the prime cause for exhibiting good or bad sea keeping qualities. Such responses could be a function of the motion only, as in the case of added resistance or hydrodynamic pressures, or they could be a function of motion and other design parameters, such as freeboard in the case of deck wetness or the longitudinal weight distribution in the case of vertical bending moments. In this work, latest methods of modeling and computation for body-wave interactions described and compared with data observed for container carrier. The foregoing calculation routine Судноводіння | Shipping & Navigation ISSN 2306-5761 | 2618-0073 30-2020 Національний університет «Одеська морська академія» 79 is fairly well accepted today among naval architects specializing in the sea keeping aspects of the ship design process. Differences between the results obtained by various techniques as presented by the available computer programs are insignificant. However, since the regular-wave results are of little or no value except as input for the more realistic long- and short-term response predictions in a real seaway environment, it is important to determine which wave data information and what statistical extrapolation techniques are used to obtain the latter. The format used to describe the seaway in most ship response calculations is the wave spectrum. However, since measured spectrum for a specific sea zone or route are very rarely available, it is often necessary to use spectrum measured in one location for predictions in another location. In such a case, while the basic spectruml shape and scatter remain unchanged, the percentage of wave height distribution would vary to represent realistic conditions for the sea area in question. Such data usually are based on observations, and assuming the sample is large enough the distribution of expected wave heights should be quite reliable. An alternative approach often used in ship design is to utilize one of several theoretical spectruml formulations [2, 3, 4] such as the Pierson-Moskowitz one-parameter spectrum, the ISSC spectrum, the JONSWAP spectrum, and other. In each of these cases, some input parameters are required usually in the form of wave height, period, peak frequency, fetch, etc. The reliability of the wave data depends in these cases both on the quality of the input parameter and the adequacy of the theoretical formulation.
Operational numerical wind-wave model for the Black Sea