ESTIMATION OF SHIP MANOEUVRING CHARACTERISTICS IN PRELIMINARY DESIGN STAGE

DYNAMICS OF MARINE VEHICLE SMK4243 (Seksyen 01)

LECTURER: Dr. Adi Maimun

GROUP MEMBERS:
NAME KATHIRAVAN A/L MUNIAPAN MOHD FAZLI BIN ABD WAHAB MUHAMAD HANIF BIN MOHAMAD DAUD NORSYAFAWATI BINTI YAHAYA MATRIC NUMBER BM090026 BM090048 BM090063 BM090078

Estimation of ship manoeuvring characteristics in preliminary design stage

Department of Mechanical Engineering, Universiti Teknologi Malaysia

Abstract
Manoeuvrability is one of the important studies that are necessary for a ship. It plays an important role, governing aspects such as safety and efficiency of a ship. Failure or lack of efficiency of this system can provide a huge impact on the risk of collision and grounding. This study will cover some basic and established mathematical models that can be used for preliminary manoeuvring analysis apart from highlighting influence of some ship parameters on manouevrabiltiy. This information will give a conception to the ship designer in determining the ship manoeuvring performance which can be applied during the design stage. The impact of this study is that it can give better indication in terms of modification that can be adapted to improve the original design, based on manoeuvrability aspect.

1.0

Introduction

At the ship design stage, the study of ship manoeuvrability usually received only a little attention from the designer. This is because the most of the ships are based on conventional design, which the design and manoeuvrability were already tested by numbers of previous ships and proved to be satisfying.

However, due to the ship safety and environment consideration, awareness the importance of the manoeuvrability is increased. Hence, International Marine Organization (IMO) has set a new standard in 2002 to assess the manoeuvrability behavior for a ship in the design stage. IMO has highlighted some numerical criteria that can be used evaluate the sufficiency of manoeuvrability in a deep and unrestricted area at the sea speed.

Manoeuvrability of a ship is indeed a very complex parameter to be analyzed, where there are no one simple criteria that can be used to define it. Some of the common criteria that are used to measure manoeuvrability are turning ability and course keeping ability. Apart from the criteria,

further complications arises from the fact that there are many factors that affect manoeuvrability such as the flow condition, effects of the banks, depth of the water and etc. For instance, course keeping in waves is often related to the rolling motion stability.

2.0

Equations of motion

Generally, only the planar motions are considered for manoeuvring analysis , which are surge, sway and yaw . According to Ramzan[1], the concerned motions can be conveniently described using Eulerian axes system with the origin located at amidship, as shown in figure 1.

Figure 1: Coordinate system used to study manoeuvring[1]

Based on Newtonian equations of motions, the forces associated with the motions can be obtained and described as follows[1]; ( ( ( ) ) )

(1) (2) (3)

The details for the derivation can be acquired from reference [2]. 3

Ramzan[1] reported that the terms on the right hand side of the equations are due to inertial forces whereas the left hand side of the equations are composed of hydrodynamic forces and moments acting on the ship due to the motions. Adi[2], elaborated more on the terms of the left hand side by stating that it can be composed from the following elements;

a) Hydrodynamic forces acting on the hull and appendages due to the ship velocity and acceleration, rudder deflection and propeller rotation. b) Inertial reaction forces cause by the ship acceleration c) Environmental forces due to the wind, waves, and current. d) External forces such as tugs and thrusters.

However, for the study of manoeuvrability which involves only the planar motions, Adi[2] stated that the interest would be on the hydrodynamic forces, which is similar to the argument of Ramzan[1]. The forces and moments are generally expressed as a function of perturbation about a steady ahead speed and it is assumed that the forces and moments vary linearly with the perturbation quantities. More detailed explanation for this part can be obtained from reference[2]. The equations for the forces and moments are then found to be;

(4)

(5) (6)

It should be noted that in the above equations, the subscript notation refers to partial differential with respect to that variable. For instance;

In order to maintain consistency with equations 1,2 and 3, all except for linear terms are discarded from equation 4,5 and 6 and equating these two groups of formulas accordingly, yields the equations of motion. The equations of motion can be described as follows;

( (

) ) ) (

(7) ) (

( (

) =0 )

(8) (9)

In the above equations, rudder forces and moment that results from rudder deflection was not taken into account, where it actually should be. Hence, adding rudder forces and moments to the above equations and expressing it in dimensionless form result in the following equations, which is the usual form that is used for steering and manoeuvring. The details for the dimensionless parameters could be obtained from the ref[2 ] . (

) )

) (

( (

) )

(10) (11)

Interestingly, Nomoto[3] has indicated that the equations of motion can be written in another alternative form, which as a pair of decoupled second order equation. The equations are as shown below;

( (

) )

(12) (13)

These equations can be further simplified to a linear first order model if the purpose is to study about the manoeuvrability and directional stability only. A first order model, as shown below is simple yet useful and sufficient to serve the defined purpose.

(14)

K and T are simplified characteristic constant of the ship, where they are often called as the K-T indices or Nomoto steering indices[4]. These indices could be obtained from experimental analysis, namely through turning test data and zig zag manoeuvre data. Detailed explanation for this experimental analysis can be obtained from ref[4].

3.0 Manoeuvring criteria

3.1 Turning Ability

Turning ability is usually described in terms of turning circle. It is a standard procedure carried out by all ships as an indication of the efficiency of the rudder. Generally, geometrical parameters such as advance,transfer and diameter are measured during this test to quantify the ships inherent turning ability. For instance, in the case of merchant ships, the recommended tactical diameter is 4.5 times the length of the ship[2]. Tactical diameter that is greater than 7 times length of ship is considered as very poor[2]. Figure 2 shows the schematic for a turning circle.

Figure 2: Graphical description of turning circle[2]

The explanations for some of the important geometrical parameters are as follow[2];

Advance :

The distance travelled by ship parallel to the original course after the rudder is executed.

Transfer :

The distance travelled by the ship perpendicular to the original course. 6

Tactical diameter :

Value of transfer at 180 change of heading by the ship.

Steady turning radius : The radius of the turning circle when the ship has reached the steady state.

However, according to Ramzan[1], the turning circle characteristics alone are not sufficient to assess the turning ability of a ship where it does not give clear indication of the Initial response of the ship to rudder action. This parameter is important, particularly in situations where the ships are operating in restricted space such as nearing harbour for berthing. Hence, to indicate the initial response of the ship with respect to rudder angle, the standard approach is to measure the heading angle turned through an initial straight course, per unit rudder angle applied, after the ship has travelled one ship length. The situation is described in figure 3 where the heading response to a rudder movement of angle, d in a time, tr following which the rudder remains constant.

Figure 3 : Heading response to rudder movement[1]

According to Ramzan[1], the heading response could be determined theoretically by solving the first part of equation 12 and 13, given the zero rate and heading angle initial condition. The final form of the solved equation is as shown below. Detail explanation of the derivation of this equation could be obtained from ref[1].

( )

(15)

This equation describes the heading change per unit rudder angle for one ship length travelled, in terms of Nomoto indices K and T.

3.2 Directional Stability

In principal, solving the equations of motion for sway and yaw will yield second order differential equations, where the equations are generally called as the characteristic equations. Equation 16 and 17 are the characteristic equations. For a ship to be directionally stable, it is necessary for the roots of the characteristic equations(1 and 2 ) to be negative. It can be noticed from the characteristic equations that if the roots are negative, the sway velocity, and the yaw rate, will be approaching zero with increasing time. This means

that the ship will eventually resume a new straight tine path, thus it is considered as directionally stable.

(16)

(17)

Adi [2] stated that condition for directional stability can be finally simplified as described in equation 18.

(18)

This equation could also be expressed as

4.0

Estimation of derivatives

In order to compute for directional stability, it is necessary to know the derivatives such as and etc. Generally, these derivates are determined through experimental analysis using a scaled model. Rotating arm and planar motion mechanisms are the current popular methods that are used in experimental analysis in order to obtain these derivatives. Further details regarding these techniques can be obtained from ref[2].

Figure 4: Rotating arm technique[2]

Figure 5: Planar Motion Mechanism[2]

However, according to Ramzan[1], the experimental analysis is quite expensive and time consuming and it would be more convenient if the derivatives could be determined using empirical mathematical models for the design stage. Thus, Ramzan[1] has highlighted the empirical formulas established by Clarke in1982, which was developed through multiple regressions from the experimental data. Equation [20-27] are the summarized mathematical expressions for the derivatives. 9

( ( )

( ( )

( ( )

( ( )

( )

( )

( )

( )

( )

( )

10

5.0

Influence of ship parameters on manoeuvrability.

It is known from previous studies and experiences that the design of a ship will affect the manoeuvrability. Shipyards are responsible to select or alter some of the main the ships main parameters such as the dimensions when designing a ship. The selection of these parameters is to be done as such that it satisfies the manoeuvrability standards and regulations set by the IMO. In relation to this, Perez and Clemente[5] done a numerical simulation of the IMO manoeuvres, where they used the particulars of a ferry, to investigate the effects of some of the ship parameters on manoeuvrability. Their study exceptionally yields the following result;

5.1

Beam and draught effects

Figure 6: Beam and draught effect on 35 manoeuvre [5]

Figure 7:Beam and draughts on ZigZag 20 manoeuvre [5].

A positive effect can be observed upon increasing beam and decreasing draft on the turning manoeuvre. Turning diameter and advance diminish as beam increases (Fig. 6). The effects on Zigzag manoeuvre (Fig. 7) are of little importance.

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5.2

LCB position effects

Figure 8: LCB effects on turning 35manoeuvre[5]

Figure 9: LCB effects on ZigZag 20 manoeuvre[5]

Displacing the position of the LCB forward has a positive effect on the turning manoeuvre as can be seen on Fig. 8. The effects of this modification in the Zigzag manoeuvre, Figure 9 are of little importance.

5.3

Rudder area effects

Figure 10 : Rudder area effects on turning 35 manoeuvre[5]

Figure 11 : Rudder area effects on ZigZag 20 manoeuvre[5]

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As can be seen in Fig. 10, the evident improvement of increasing rudder area in turning manoeuvre can be observed. Decreasing this area will have quite a negative effect. As in the last variations, the effect on Zigzag manoeuvre is negligible (Fig. 11).

5.4

Ship length and beam effects

Figure 12: Ship length and beam effect on turning 35 manoeuvre[5]

Figure 13 : Ship length and beam effects on ZigZag 20 manoeuvre[5]

The significant effect of lowering length and increasing beam on the turning manoeuvre is shown in Fig. 12.Variation of ship length affects the Zigzag manoeuvre more than variations on other parameters. The positive effects on the turning manoeuvre have negative effects on the Zigzag manoeuvre (Fig. 13).

13

5.5

Ship length and draught effect

Figure 14 : Ship length and draught effects on 35 manoeuvre[5]

Figure 15: Ship length and draught effects o ZigZag 20 manoeuvre[5]

The positive effect of a lower length and a higher draft on the turning manoeuvre can be seen in Fig. 14. The ship length and draft affect the Zigzag manoeuvre less than the length and beam variation. The positive effects on the turning manoeuvre have negative effects on the Zigzag manoeuvre (Fig. 15).

6.0

Conclusion

Manoeuvrability is an important subject due to its effects on the ships operation, safety and cost. It is definitely helpful for ship designers if they are able to check or at least gain some initial indication of their designs manoeuvrability at the design stage itself. Model testing unarguably is the current most accurate and reliable method, but it is not feasible to be adapted while in designing stage as it is a costly procedure and also time consuming. Thus, the next best choice is to use numerical simulation. Many numerical solutions and guidelines were developed and established by previous researchers and mathematician for this very purpose, where some of them are highlighted in this paper. However, it should be understood that numerical solution is not very accurate as most the numerical models are based on linear equations of motions, which is actually a simplified version of a complex mathematical models that are required for real understanding of manoeuvrability. 14

7.0

References

1. Ramzan,M. and Salim,K., Ship Manoeuvring in Design Stage. Jurnal Mekanikal, Vol 1,1996.

2. Dr. Adi Maimun. (2011). Dynamics of Marine Vehicle.

3. Nomoto,K. Researches on the manoeuvrability of ships in Japan, Society of Naval Archiects of Japan, 60th Anniversary Series Publication 1966, Vol.11.

4. Estimation of Nomoto Indices. http://www.scribd.com/doc/72354478/49/Estimation-ofNomoto%E2%80%99s-K-and-T-Indices.

5. Peres, F.L and Clemente, J.A.,The influence of some ship parameters on manoeuvrability studied at the design stage,,Ocean Engineering,Vol 34,pg 518-525, 2006.

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