Vessels in the ocean-going fishing fleet are in general operating in almost all weather conditions. This includes operation in high sea-states which may lead to large amplitude ship motions, depending on the seakeeping characteristics of the vessel. Wave-induced ship motions are important factors for the safety and well-being of fishermen at work. Generally, potential flow theory overpredicts wave-induced roll motion amplitudes for conventional ship hulls. This is due to the presence of viscous damping effects in reality. Large amplitude roll motion of ships can be a real problem if no anti-rolling devices (e.g. bilge keels, anti-rolling tanks or roll-damping fins) are installed, as the roll damping coefficient of a ship is the limiting factor for the resonant roll motion amplitudes. The different components of roll damping for a ship at forward speed were investigated by Ikeda et al. [1], [2] and [3] and updated guidelines for numerical estimation of roll damping have been presented by the International Towing Tank Conference [4], where a component discrete type method for estimation of the damping is suggested. The different roll-damping components of Ikeda et al. has been complemented by skeg damping for smooth hulls [5]. This paper presents comparison between model experiments and the numerical results obtained from the guidelines [4] where the effects of bilge-keels and skeg are isolated.

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