(Read at Autumn Meeting of the Society of Naval Architects of Japan , Nov.

1990) 141

On the manoeuvring performance of a ship

with the parameter of loading condition

by Katsuro Kijima*, Member Toshiyuki Katsuno *

Yasuaki Nakiri* Yoshitaka Furukawa**, Member

Summary
On the predictionof ship manoeuvringperformanceat the initial designstage, it is consideredthat
a loadingconditionis one of the importantparameterscausedfor the manoeuvringcharacteristics.For
the prediction of ship manoeuvrabilitywith high accuracy, it will be required to estimate the
hydrodynamicforces acting on ship accuratelyin any loadingconditions.
In this paper,the approximateformulaefor estimatingthe hydrodynamicforces actingon ship in any
loadingconditionssuch as half loaded, ballast and trim by stern conditions are proposed.These
approximateformulaewere derivedfromthe results of modeltest. The modelshipsused for obtaining
the hydrodynamicforces are 13shipsconsistingof generalcargo,car carrier and ROROships.Andthe
modeltest was carried on 13 ships for fully loaded condition,on 11 ships for ballast conditionand 5
shipsfor half loaded condition.
By comparingwiththe measuredresultsof free runningmodeltest, the predictionresultsagree well
with model test results. Therefore, this method will be useful for practical prediction of
manoeuvrabilityfor conventionalship at the initial designstage. However since those approximate
formulaehavebeen investigatedon modelship,there still remain someproblemsto be solvedsuch as
a correlation,scale effectand so on, to predict the manoeuvringperformanceof full scale ship.

stern condition has larger in even keel condition.

1. Introduction
Furthermore, the sea trial test for new ship is mostly
From the viewpoint of marine safety, it is of impor- executed in ballast condition.
tance to evaluate the ship manoeuvring performance at From these points, it should be considered that a
the initial design stage. The manoeuvring performance loading condition is one of the important parameters to
of ship, in general, will be estimated in fully loaded predict the manoeuvring performance. For the predic-
condition, when it is required to get the information of tion of ship manoeuvrability with high accuracy by
the manoeuvrability. IMO has been discussing on the numerical simulation, it is required to estimate the
establishment of ship manoeuvring performance stan- accurate hydrodynamic forces acting on ship in any
dard, and the recent preliminary results of discussion conditions. Then it becomes important to estimate the
have pointed out that should be dealt with fully loaded forces which correspond to the draft of the loading
condition as the first step. The discussion of ship condition.
manoeuvring performance standard should be basically In this parer, the authors propose the practical predic-
considered on fully loaded condition as the fundamental tion method for manoeuvrability at the initial design
condition expressing her inherent performance for the stage by using the principal particulars from the results
assessment. based on captive model test for obtaining the
On the other hand, the ship generally is operated not hydrodynamic forces acting on ship.
always only in fully loaded condition, but also in half
2. Basic Mathematical Model
loaded condition or trimmed condition. The manoeuvr-
ing characteristics are influenced considerably by the The mathematical model for prediction of ship
effects of loading condition depending on ship type. For manoeuvrability used in this paper has been already
example, the turning circle as the turning ability in fully proposed by the authors as shown in the reference 1) ,
loaded condition is much larger than that in ballast that are as follows.
condition in some cases, or the turning circle in trim by

*
Department of Naval Architecture, Kyushu Univ-
ersity
* *
Graduate School, Kyushu University
 142 Journal of The Society of Naval Architects of Japan, Vol. 168

expressed as follows.

(4 )

The terms on rudder force are assumed as follows.

(5)
(1)
The superscript " refers to the nondimensionalized
where
quantities as follows. tR coefficient for additional drag,
aH : ratio of additional lateral force,
xH': nondimensional distance between the center of
gravity of ship and center of additional lateral
force (4= xHIL),
xR': nondimensional distance between the center of
gravity of ship and center of lateral force (xR=
where xRIL),
nz' , rn, n/1",: ship's mass, x, y axis components of added δ : rudder angle.
mass of ship respectively, The normal force acting on rudder "Ph" is assumed as
L : ship length, the following expressions.
3 : drift angle,
d : draft,
U : ship speed,
r' : angular velocity,
X, Y : external force of x, y axis respectively,
(6 )
N : yaw moment about the center of gravity of
ship.
The external forces shown in the right hand side of
the equation ( 1 ) are assumed as follows.

(2) where
AR : rudder area,

In the equation ( 2 ) , the subscript "H" symbolize ship KR : aspect ratio of rudder,

hull, "P" propeller and "R" rudder. C : coefficient for starboard and port rudder,
For the longitudinal component of the forces, the wRo : effective wake fraction coefficient at rudder in

following expressions are assumed. straight forward moving,

γ : flow straightening coefficient,
h, : rudder height,
UR : effective rudder inflow speed,
aR: effective rudder inflow angle.
(3)
3. Approximate Formulae for Hydrodynamic
Coefficients

By using the above mentioned mathematical model,

where we will be able to know basically the manoeuvring
tpo: thrust reduction coefficient in straight forward performance of ship. This preformance can be predicted
moving, if the hydrodynamic forces acting on ship's body, pro-
Ctp : constant, peller and rudder are estimated. Generally speaking,
n : propeller revolution, these hydrodynamic forces have been obtained by the
Dp : propeller diameter, model test or the data base based on the past records,
wpo : effective wake fraction coefficient at propeller and the ship manoeuvrability has been predicted by
location in straight forward moving, those data or the results of model test. Therefore these
JP advance coefficient, approaches for prediction based on such ways are a sort
C, C2, C3 constant, of the passive method for evaluation of ship
X,3r= a2X1,33ar, etc. manoeuvrability from viewpoint of marine safety.
The lateral force and yaw moment acting on hull are For the elimination of extremely poor manoeuvra-
 On the manoeuvring performance of a ship with the parameter of loading condition 143

bility ship, we have to consider the ship coefficients in trimmed condition.

manoeuvrability at the initial design stage, that is, the The following approximate formulae should be
element of hull form and rudder etc. should be consid- applied for only trim by stern condition with the
ered positively for the manoeuvrability at the design definition as follows,
stage. On the contrary, it is in fact that it will be very
(8)
difficult to estimate exactly the hydrodynamic forces at
the early stage of design under the present state. where
Under these backgrounds, it may say that it will be r : trim quantity,
very useful for ship design and prediction of da : draft in after perpendicular ,
manoeuvrability if the hydrodynamic forces acting on df : draft in fore perpendicular.
ship, which are needed for the numerical simulation of
manoeuvring motion, are obtained as the function of
ship's body shape.
In this paper, the authors propose the approximate
formulae on the hydrodynamic forces with parameters
of ship's main particulars for the prediction of ship
manoeuvrability by means of model test.
The model ships used for obtaining the hydrodynamic
forces are 13 ships consisting of general cargo, oil
tanker, car carrier and RORO ships as shown in Table
1. The test was carried on 13 ships for fully loaded
condition, on 11 ships for ballast condition and 5 ships
for half loaded condition. The hydrodynamic forces
were measured by the captive model test . (9)
The authors obtain the following approximate formu-
lae to estimate the forces acting on ship with her
principal particulars in deep water. However it should
be noticed that the following formulae were effective to
apply for the conventional ship's body, especially for
the conventional stern shape.
( i ) For the lateral force and yaw moment
coefficients in even keel condition.

Y;(r), etc. mean the derivative in trimmed condition ,

and Y;(0), etc. in even keel condition shown in equation
(7)
( 7 ).
(iii) For the longitudinal component of the forces
Relating to the longitudinal component of the forces ,
there are so many data base or calculation methods as
well known. But on the forces in ballast or trimmed
conditions, the following formulae are assumed by the
results of model test in this paper.
where
Denoting the draft in fully loaded condition by dE,
and any draft in even keel condition by dp, t is defined
(ii) For the lateral force and yaw moment
as follows.

Table 1 Main particulars of model ships .

 144 Journal of The Society of Naval Architects of Japan, Vol. 168

(c) The wake fraction coefficient wpo at propeller

(10)
location is estimated by the results of model test
The longitudinal component of forces are nondimen- by D. W. Taylor as follows.
sionalized as follows. (14)
(d ) It will be very difficult to estimate the wake
(11) fraction coefficient WROand the flow straightening
coefficient 7 exactly, in spite of these factors are
significantly important for the manoeuvring char-
where
acteristics, as the authors have shown in refer-
Xuu(p) : longitudinal component of the forces at
ence 3). On the Ship B shown in Table 1, Fig. 2
any draft in even keel condition,
shows the turning characteristics depending on the
X(F) : longitudinal component of the forces at
variation of y and WROon condition which the
fully loaded condition
other coefficients used the above mentioned for-
And the coefficients of longitudinal component of the
mulae. It can be understood that the flow
forces in trimmed condition are assumed as the function
straightening coefficient y is closely related to the
of trim quantity r as follows.
advance and tactical diameter of turning motion
from this figure, and the normal force acting on
(12) rudder "F;i" varies depending on the value of 7
during steady turning motion. However, the
(iv) Rudder force and its interaction forces wake fraction WROis connected with the turning
The most complex and difficult factors to estimate advance, but the another turning characteristics
are the interaction force coefficients between hull, pro- such as tactical diameter are little affected by
peller and rudder such as aH, x, WRO,wpo, and 7. But WRO.
these interaction coefficients have some difficulties to From these investigations, the wake fraction ratio 6
estimate with high accuracy at the initial design stage. and flow straightening coefficient y are assumed as
However we have to predict the ship manoeuvrability follows in this paper.
at the design stage somehow considering the inherent
performance. (15)
In this paper, these interaction coefficients are
assumed preliminary as follows by using the results of
free running model tests and captive model tests.
(a ) The interaction coefficients aH, x'H are assumed as
function of CB as shown in Fig. 1
(b) The coefficient for additional drag tR is approxi-
mately assumed by the Matsumoto' method as
follows.
(13)

Fig. 2 Turning characteristics depending on the varia-

Fig. 1 The interaction force coefficients aH and xH . tion of 7 and WRO.
On the manoeuvring performance of a ship with the parameter of loading condition 145
 146 Journal of The Society of Naval Architects of Japan, Vol. 168

speed), drift angle (9), angular velocity (r') and head-

4. Numerical Simulation and Discussions
ing angle (0) during starboard turning motion.
Some examples predicted the manoeuvring perfor- The simulation results of turning trajectory in even
mance of model ship by using the approximate formu- keel condition have a little differences from the mea-
lae are shown in this section. The model ships used in sured results especially in port turn in Fig. 3-a, 3-b, and
the simulation are Ship A (VLCC) and Ship B (general in starboard turn in Fig. 3-g, 3-h, and the time histories
cargo ship) shown in Table 1. of angular velocity of ship during starboard turn do not
Fig. 3 shows the turning trajectories on Ship A and agree so much with the measured results of model ship
Ship B due to the rudder angle of 35 degrees in fully in initial turning period in both ships, but in the condi-
loaded, half loaded and ballast conditions, in even keel tion of steady turning motion the both results agree
and trimmed conditions, where r'= rich, Fig. 3-a, 3-b, 3 well.
-c in Ship A and Fig . 3-f, 3-g, 3-h in Ship B show the The simulation on trimmed condition are shown also
results in even keel condition respectively. Fig. 4 shows in Fig. 3-d, 3-e and 3-i about the turning trajectories.
the time histories of ship speed ( UlUo, where Uo initial There are a little differences between the simulation

(a ) (b ) (c)

(d ) (e ) (f )

(g) (h ) (i )

Fig. 4 Time histories of ship speed ( U/U0), drift angle

(j3), angular velocity (r') and heading angle (0)
during starboard turning motion.
 On the manoeuvring performance of a ship with the parameter of loadinv condition 147

and measured results in angular velocity at the early model ship. However, since this methods have been
moment just after rudder execution, especially in bal- investigated about only model ships, the discussion on
last condition. But the simulation results in steady the prediction of manoeuvrability of full scale ship
turning motion agree well with the measured results in should be done much more in detail. Our final aim is to
any parameters. predict the manoeuvring performance of full scale ship.
The spiral characteristics expressing angular velocity Needless to say, on the prediction of manoeuvrability of
in steady turning motion as function of rudder angle are full scale ship by applying this method, there are some
shown in Fig. 5, furthermore the first and second over- problems such as a correlation, scale effects and so on.
shoot angles in 20°-20° zig-zag manoeuvres in Fig. 6 on The above mentioned method is for model ship, but it
Ship A. will be able to predict the manoeuvring performance of
From these comparisons, the simulation results based full scale ship if the interaction coefficients such as the
on the proposed formulae for estimating the wake fraction and the flow straightening coefficients
hydrodynamic forces acting on ship approximately are fully considered with high accuracy.
agree with the measured results. It may be considered As a matter of course, among these interaction
that the above mentioned method will be useful for coefficients, there are some ones which are difficult to
prediction of ship manoeuvrability, though there still estimate exactly by means of theoretical way at the
remain some problems to be solved. initial design stage. At the early stage of design in
As a consequence, it is not too much to say that the actuality, it will be not so easy to carry out the model
significance of this method was confirmed in compari- test for estimating the hydrodynamic forces. But as the
son with the prediction of manoeuvring performance of above mentioned, it will be required to predict the ship

Fig. 5 Spiral characteristics as function of loading

condition.
 148 Journal of The Society of Naval Architects of Japan, Vol. 168

Fig. 6 The first and second overshoot angles in 20•‹-

20•‹ zig-zag manoeuvres.

manoeuvring performance at the initial design stage if from the results of model test. By comparing with the
the ship needs to satisfy the regulation of performance measured results of free running model test, the predic-
standard or the performance requirements. Consequent- tion results using these approximate formulae agree
ly the manoeuvring performance must be considered well with the model test results. But there still remain
from the stage of hull design for the marine safety. some problems to be solved to apply this method to the
But unfortunately, it has a little difficulty to predict prediction of full scale ship. However, the authors are
the manoeuvring performance with high accuracy by expecting that this approach will be useful for predic-
considering the exact body shape of ship. Then the tion of ship manoeuvrability at the initial design stage
above method shall be used usually in conventional as the first step if the interaction coefficients such as
ship's body. For the ship with extremely different stern wake fraction and the flow straightening factor are
shape comparing with the conventional ship, for exam- fully considered.
ple, for a ship with a extremely poor course stability,
Acknowledgements
this method will be not useful so much. For the predic-
tion of manoeuvrability of unconventional ship such as A part of this research was done by the project of the
wide beam and shallow draft, it will be necessary to Panel RR742 of Ship building Research Association of
collect data or to study the theoretical method which Japan. The authors would like to thank Prof. Koyama,
can obtain the hydrodynamic forces considering such a chairman of the Panel, and members of the Panel for
the body shape. their useful discussions.
The authors wish also acknowledge Mrs. Narutaki
5. Concluding Remarks
for her efforts to typing the manuscript.
The authors have already proposed the estimation
References
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sunaga : "Prediction Method of Ship
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Nakiri : "A Study on the Ship Manoeuvring
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