SMK 3352 Marine Hydrodynamic 28 March 2011

MANOEUVRABILITY

All ships require to be controlled in direction in the horizontal plane so that they can proceed
on a straight path, turn or take other avoiding actions in calm water as well as in waves, wind
and current. This becomes more critical in restricted waters such as in/near harbours or
channels due to the limited room for manoeuvrability.

1. Hydrodynamic forces during a ship maneuver are primarily the SWAY force and
YAW moment.
2. The change in roll angle, heave and pitch of the ship will be unimportant.
3. Ship maneuverings are relatively slow. Sway and yaw velocities are slowly changing
functions of time and small by comparison to the scale of the forward velocity
(Surge).
4. The Sway and yaw motions can be analyzed on the basis of the low frequency limit of
the free-surface conditions; wave effects are neglected and the free surface is replaced
by a rigid horizontal plane.
5. The fluid motion is assumed ideal, thus viscous effects can be ignored. Boundary layer
or frictional drag is not significance.

The Turning Circle

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The Turning Circle in Deep and Shallow Waters

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The Zig-Zag Manoeuvre

Ship manoeuvrability can be reflected by the following control loop diagram:

A similar control diagram can also be made for control of speed.

However an integration of control between path and speed is desirable because of the
interaction of speed and path.
In the horizontal plane, a study of a ship’s manoeuvrability must embrace the following:

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(i) Ease in maintaining a given course. The term “steering” commonly applies to this
action. The main factor affecting the performance is her directional or dynamic
stability.
(ii) The response of the ship to movements of her control surfaces, the rudders, either in
initiating or terminating a rate of change of heading.
(iii) The ability to turn completely round within a specified space.

CO-ORDINATE SYSTEM
The basic dynamics of manoeuvring and course keeping can be described and analysed using
Newton’s equations of motion. Basic equations in the horizontal plane can be considered first
with reference to one set of axes fixed relative to the earth and a second set fixed relative to
the ship.

ψ = Yaw Angle (Heading)

β = Drift Angle (Difference bet.
Heading & Actual course)

Earth co-ordinate: (xo, yo, zo) i.e. fixed co-ordinate system

Ship co-ordinate: (x , y, z) i.e. ship co-ordinate system (moving)

Position of c.g. of ship is described by xoG, yoG.

EQUATIONS OF MOTION

Newton’s Law of Motion

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r dv d d ⎛ →
⎞
∑ F = ma = m =
dt dt
( mv ) = ⎜
dt ⎝
momentum ⎟
⎠

r
∑ M = dt ⎛⎜⎝ Ang.Momentum ⎞⎟⎠
d →

PLANAR MOTION

Assumes: No rolling, pitching & heaving

Thus, the vessel is only surging, swaying & yawing.

SIGN CONVENTION (Right-handed co-ordinate system)

ψ = Yaw Angle Axes x and z are in the plane of

r = Yaw Velocity symmetry in order to simplify
N = Yaw Moment expressions for hydrodynamic
forces.

Referring to the fixed axes, the Newtonian equations of motion are:

X o = Mx&&oG ( Surge) ⎫
⎪
Yo = My&&oG ( Sway ) ⎬ (1)
N = I zψ&& (Yaw) ⎪
⎭

Note,
X = Xo cos ψ + Yo sin ψ ⎫
⎬ ( 2)
Y = Yo cos ψ + Xo sin ψ ⎭
Like wise,

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x& oG = u cosψ − v sin ψ ⎫

⎬ (3)
y& oG = u sin ψ + v cosψ ⎭

From (3)
∴ &x&OG = u& cosψ − v& sinψ − (u sinψ + v cosψ ) ⎫
⎬ (4)
∴ &y&OG = u& sinψ + v& cosψ + (u cosψ − v sinψ )⎭

Substitute (4) in (1)

∴X o = M [u& cosψ − v& sinψ − (u sinψ + v cosψ )ψ& ]⎫
⎬(5)
∴Yo = M [u& sinψ + v& cosψ + (u cosψ − v sinψ )ψ& ] ⎭

Subs. (5) in (2)

∴ X = M [u& cosψ − v& sin ψ − (u sin ψ + V cosψ )ψ& ]cosψ
[
+ M u& sin ψ + V& cosψ + (u cosψ − v sin ψ )ψ& sin ψ ]

X
∴ = u& cos 2 ψ − v& sin ψ cos ψ − u ψ& sin ψ cos ψ − v ψ& cos 2 ψ
M
+ u& sin 2 ψ + v& sin ψ cos ψ + u ψ& sin ψ cos ψ − v ψ& sin 2 ψ
( ) (
= u& cos 2 ψ + u& sin 2 ψ − v ψ& cos 2 ψ + v ψ& sin 2 ψ )

∴ X = M (u& − vψ& } SURGE ⎫

similarly ⎪
⎪⎪
Y = M (v& + uψ& ) SWAY ⎬ ( 6)
and ⎪
⎪
N = I zψ&& YAW ⎪⎭

Note: Equation derived is based on “O” coinciding with “G”.

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If the origin of the co-ordinate system is not located at G

Note:
OG = XG
ψ = Angular rotation abt. 0
ψ& = Angular vel. abt. 0
ψ
&& = Angular accn. abt. 0

In x - direction, an = ψ
& 2 . xG

dv d
In y - direction, at = = (ψ
& ). x G
dt dt
= ψ
&& . x G

Thus,
⎫
(
X = M u& − vψ& − xGψ& 2 ) ⎪
⎪⎪
Y = M (v& + uψ& + xGψ& ) ⎬ (7)
N = Ι zψ&& + mxG (v& + uψ& ) ⎪
142
4 43 4 ⎪
Y ⎪⎭
∴ N = Izψ
&& + Y

Assuming: YG = ZG = 0

Note: The forces and moment now refer to the ship co-ordinate system. Therefore
appropriate to use the following symbols.

X = M (u& − vr − xG r 2 )
Y = M (v& + ur + xG r&)
N = I z r& + mxG (v& + ur )

Co-ordinate Transformation

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The previous derivation only describes for the case of planar motion. The full coordinate
transformation can be described as follow:

Force and Moment Acting

SURGE: X - M.g sin θ = M (u& + qw − rv)

SWAY: Y - M.g cos θ sin φ = M ( v& + rv − pw)

HEAVE: Z + M.g cos θ sin φ = M (w& + pv − qu)

PITCH : M = − I yx p& + I y q& − I yz r& + ( I x p − I xy q − I xz r )r − ( I z r + I zx . p − I zy .q) p

ROLL : K = I x p& − I xy q& − I xz r& + ( I z r − I zx p − I zy .q)q −( I y q − I yz .r − I yz p)r

YAW : N = − I zx p& − I zy q& + I z r& + ( I y q − I yz r − I yx p ) p −( I x p − I xy .q − I xz r )q

TRANSFORMATION MATRIX

⎡ x& G ⎤ ⎡cos ψ . cos θ cos ψ sin θ sin φ − sin ψ cos θ cos ψ . sin θ cos φ + sin ψ . sin θ ⎤ ⎡u ⎤
⎢ ⎥ ⎢ ⎥ ⎢v ⎥
⎢ y& G ⎥ = ⎢sin ψ cos θ sin ψ . sin θ . sin φ + cos ψ cos θ sin ψ . sin θ . cos φ − cos ψ sin φ
⎥ ⎢ ⎥
⎢ ⎥ ⎢− sin θ cos θ . sin ψ cos θ . cos φ ⎥⎦ ⎢⎣ w⎥⎦
⎢⎣ z& G ⎥⎦ ⎣

⎡φ& ⎤ ⎡1 sin φ .tanθ cos φ . tanθ ⎤ ⎡ p⎤

⎢&⎥ ⎢ ⎥ ⎢q ⎥
⎢θ ⎥ = ⎢0 cos φ − sin φ ⎥ ⎢ ⎥
⎢ψ& ⎥ ⎢0 sin φ . secθ cos φ secθ ⎥⎦ ⎢⎣r ⎥⎦
⎣ ⎦ ⎣

Reference : Mechanics of Marine Vehicles pg. 508

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