REPORT No.

138 s May 1970

(S2/141)

NEDERLANDS SCHEEPSSTUDIECENTRUM TNO

NETHERLANDS SHIP RESEARCH CENTRE TNO
SHIPBUILDING DEPARTMENT LEEGHWATERSTRAAT 5, DELFT

THE MANOEUVRABILITY OF SHIPS AT LOW SPEED

(DE MAÑOEUVREERBAARHEÏD VAN SCHEPEN BU LAGE SNELHEID)

by

Ia.J. P. HOOFT
Netherlands Ship Model Basin

and

IR. M. W. C. OOSTERVELD
Netherlands Ship Model Basin

Issued by the Council

© Netherlands Ship Research Centre TNO, 1970
 VOORWOORD
Het bestúreñ van zeer grote tankers in havens en riviermonden
baart vele zorgen Immers bu toenernende grootte van het schip
neemt enerzijds de laagste sneiheid toe waarmee grote tankers nog
op koers gehouden kunnen worden anderzijds kan alleen sleep-
boothuip geboden worden bu verminderde scheepssnelheid
0m het schip toch bu zeer lage sneiheid te kunnen besturen is
het gebruikehjk orn voor korte tijd het aantal schroefomwente
lingen te verhogen waardoor de effectiviteit van het roer groter
wordt. Helaas neemt tengevolge van deze manoeuvre de scheeps-
sneiheid ook toe.
Het dod van het in dit rapport weergegeven onderzoek is ge
weest de winst in manoeuvreerbaarheid te bepalen die verkregen
wordt door bu een zekere roeruitsiag ook het schroeftoerental
te verbogen. Daärtoe wetden modeiproeven uitgevoerd in de
ondiepwatertank van het N.S.F. teneinde de krachten in langs- en
dwarsrichting en het giermoment ùitgeoefend op het model te
bepalen voor verschillende scheepssnelheden, schroeftoerentallen
en roeruitsiagen. Tevens werden stuwkracht en askoppel ge-
meteñ.
Met dealdus verkregen rneetgegevens was het mogelijk een dia-
grarn te ontwikkelen, waaruit men kän afleideri hoe groot de
kiacht is, die het rer opwekt bij een bepaalde scheepssnelheid,
roerhoek en toerental orn verstorende krachten ten gevolge van
wmd stroom golven etc te cornpenseren
Tenslotte zijn enige draáimanoeuvres van het schip bij lage
sneiheden berekend. De úitkomsten van deze berekeningen läten
de invloed z.ien, die een toename van het schroeftoerental heeft
op de wendbaarheid en de snelheid van het schip.
HET NEDERLANDS SCHEEPSSTUD1ECENTRUM TNO
PREFACE
Operating very large tankers in harbours and river estuaries is a
matter of great concern For with increasmg size of the ship on
the one hand the minimum speed at which large tankers still can
be kept on course increases on the other hand tugboat assistance
can only be given at decreased speed of the ship
In order to handle the ship at very low speed it is common
practice to increase the number of propeller revolutions for a short
period thus enlarging the rudder effectiveness It is a pity that
the speed of the ship will increase also as result of this manoeuvre
The purpose of the investigatiOn presented in this report has
been to determine the benefit obtained from increasing the pro
peller rpm for a certain rudder deflection Therefore model tests
were carned out in the Shallow Water Basm of the N S M B to
determine the longitudinal and lateral forces and the yawing
moment acting on the model at different speeds, propeller rpm's
and rudder deflectiôns. At the same time propeller thrust and
torque were measi.irèd.
With the information thus Obtained from the tests it was pos-
sible to construct a diagram from which the force generated by
the rudder at a certain speed rudder deflection and propeller
rpm can be derived in order to compensate the disturbing forces
dueto wiñd, current, waves and so on.
Finally some turning inanoeúvres of the ship at low speed have
ben calculated. The results of these calculations show the in-
fluence of the increased propeller rpni on the turnability and
speed of the ship.
THE NETHERLANDS SHIP RESEARCH CENTRE TNO
 CONTENTS

page
LiÑt Of symbols 6

Summary 7

1 töciiicion 7

2 Hull form and propeller characteristics of tanker model 7

3 Teslarrkdout 8

4 Discusulon of test results 9

5 Manoeu'iiing at low speeds .. 10

6 COnclUsions 11

Réfèrencès il
Appendi 12
 LIST OF SYMBOLS

f(t), g(t) Functions dependent on mass, momént of inertia and

hydrodynarnic characteristics of the ship
¡ Characteristic length
v(t) Duft velocity of ship
C Rudder coefficient, C = Y/sin(5 ö0)
N Yawing rnomeñt
T Propeller thrtust
T0 Ptopeller thrust for self-propulsion of ship
V Ship speed
X Longitudinal fOrce.
Y Lateral force
Rudder angle
ô0 Rudder angle for zro ruddet force
i(t) Heading of ship
 7

THE MANOEUVRABILITY OF SHIPS AT LOW SPEED

by
IR. J. P. HOOFT
and
I. M. W. C. OOSTERVELD

Summary
This report deäh with the manoeuvrbility of a 65,000 dwt tanker at low speed. The influence of an increase of the propeller rpth on
the forces and moments actmg on the ship at different rudder angles has been determined From these tests it was concluded that
the ship can be handled very well at low speeds by increasing the propeller rpm.
Fmally the result of an analysis of the manoeuvrabihty of the ship at low speed and with increased propeller rpm is given

i Introduction the rudder effectiveness and. the acceleration of the

tanker at low speed due to an increase of the propeller
The minimum speed at which large tankers can be kept
on course increases with increasing size of the ship.
Besides, with increasing tize of the ship, useful tugboat
assistance can only be given at decreased speed of the 2 Hull form aiid propeller characteristics of tanker
ship From these considerations it is evident that the model
handling of very large tankers in confined areas (har-
bours, river estuaries) becomes a matter of great The tests have been carried out with a 65,000 dwt.
tanker model equipped with a conventional screw
cOncern.
propeller.
To the experience of several pilots, however, large.
The principal dimensions of the ship are summarized
tankers can still be hand-led at very low speeds without
in table I, the hull form and the stern arrangement are
tugboat assistance (see [1]). To handle the ship at very
given iñ figure 1.
low speed, it is common practice to enlarge the rudder
effectiveness by increasing the number of revolutions of
the screw propeller or by short brsts of increased TabiC, I. Principal' dimensions of tanker

propeller revolutions. However, the speed of the ship Length between perpendicular L 248.27 m
will increase also during this manoeuvre which is an Length on water une LWL 253.62 m
Breadth moulded B 32.97 m
inconvenient circumstance. Draft rhoulded T 13.15 m
This' report deals with investigations performed at DiSplacement moulded ¿1 86,296 m3
the Netherlands Ship Model Basin, concerning the CCntre Of buô'añëy' frôni FP 119.10 m
handling of a tanker at low speed. The purpose of this Rudder area A 47.00 m2
LIB 7.53
investigation was to determine the benefit of coupling BIT 2.51
the propeller rpm to a rudder deflection. Model tests 0.8017
have been carried out to establish both the increase of A/LT 1.44%

O APP 20 FPP
Fig. 1. Body plan and stern arrangement of tanker.

Fig. 2. Particulars of propeller.
The propeller design for the ship was based on 24,600
metric DHP at 90 rpm and a ship speed of 16.5 knots.
The screw was designed according to the circulation
theory for wake-adapted propellers.
'the principal full-scale characteristics of the pro-
peller are given in table II; further details of the screw
propeller are presented in figure 2.
Table II. Propeller characteristics
Diameter. 8.146m
Pitch at blade root 4.939 m
Pitch at blade tip 6.146m
Pitch at 075R 5.979m
Pitch ratio P/D 0.734
Blade area ratio A E/Ao 0.624
Number of blades 4
3 TestS carried out
Resistance and self-propulsion tests Were carried out
with the tanker model in the Deep Water Basin of the
N.S.M.B All mdel data were extrapolated to full-
scale ship values using Schoenherr's friction coefficients
with an addition öf 0.00035 for correlation allowance.
For turbulence stimulation, a trip wire of 1 mm dia-
meter was fitted to the, model at a section 5 per cent
of L aft .of fore perpendicular. The model was tested
in the loaded conditiom
Further, model tests were conducted in the Shallow
Water Basin of the N.S.M.B., to determine the fòrces
and moments acting on the model at different pro-
peller rpm's and rudder deflections. The waterdepth in
the basin corresponded to a waterdepth, at fUll scale,
of 35 m.
Pitch distribution
in percent
175.1.6.
During the tests, the model was restrained on a
straight. course at zero drift angle. The model was at-
tached to the towing carriage by means of a longitu-
dinal and two lateral arms as shown in fig. 3.
FFA
APP. F PP
Fig. 3. Set up of models tests.
FAL and FFL = Strain gauges for mesaurement of the
lateral forces.
FFA = Strain, gauge for measurement of the
axial force.
CG = Centre of gravity..
The following quantities were measured:
The longitudinal and lateral force and the yawing
moment on the model with strain gauges mounted
on the longitudinal and lateral arms.
The propeller thrust, torque and rpm.
The rUdder deflection.
The speed.
The forces and moments acting on the model were
measured at speeds corresponding to 0, 2.5, 5.0 and
7.5 knots and at 88, 77, 63 and 45 rpm of the screw.
4 Discussion oftest results
The propeller thrust and absorbed power for differeiit
ship speeds and propellet rpm s are given in diagram
i (See appendix).
The results of the measurements of the forces and
moments acting on the model are given in the dia-
grams 2, 3 and 4.
In diagram 2 the longitudiñal force X acting on the
ship mOdel is given for the ship's speeds considered
V, = 0, 2.5, 5 and 7.5 knots, as a function of the
rudder angle ô with the propeller rpm as a paiametet.
In addition curves according to the following rela-
tiOn are presented in this diagram:
X = Tcos(ôô0)T0
where T0 and ô0 denote the propeller thrust fôr the
self-própulsioiì point of the ship and rudder angle for
a straight course ahead respectively. This equation was
based on the assumption that the fòrce on the rudder
is determined by the deflection of the propeller jet due
to the rudder angle. See fig. 4. At increasing ship speeds
the rudder force will also be caused by the speed of
advance of the rudder due to the main stream velocity.
Over the range of ship speed s considered here, how-
ever, this effect on the longitudinal force is negligible
From the results given in diàgram 2 it can be seen that
for the ship speeds and propeller rpm considered this
relation approximates adequately the test results
At zero speed of the ship, the coefficient C will be
a measure for the way in whibh the rudder succeeds in
deflecting the propeller jet, Curvés according to this
relation are presented in diagiam 3.
Finally, the yawing moment N acting on the ship and
curvesaccording to the relation
N Y.l = C.lsin(ôô0)
are given in diagram 4;
Here ¡ denotes the distance obtained experimentally
between the centre of gravity of the ship and the point
of application of the lateral force. The distance 1 was
not influenced by the ship speed V,, the rudder angle 5
and the propeller rpm
With the aid of the results in diagram 3 and the
corresponding propeller thrust T it is possible to give
the coefficient C = Y/sin (ô ô) as a function of the
propeller thrust with the ship speed and the propeller
rpm as parameters. See figure 5.
500
Loo
's'

IAI.
The lateral force Y acting on the ship is given in 300 A
diagram 3 (see appendix). At increasing ship speeds the C
rudder force will not only be caused by the deflection
of the propeller jet due to the rudder angle but also by D
the speed in advance of the rudder due to the main 200
C.
stream velocity. Here the effect of the main Stream w

velocity is not negligible and therefore the lateral forçe 80RPM

Y was approximated by:

Y Csin(öô0) 100
dAt 4á1 lI 70
Limiting Line for
maximum power

in which C depends on propeller rpm and ship speed.

100 200 300 ¿00

T. propeller thrust (b tons).

Fig. 5. Relation between lateral force coefficient

C = Y/Sin (ô--ô,), Ship speed, propeller rpm and thrust.

In addition, the curve for the free running speed of

the ship and the limiting line for maximum power are
indicated in this figure.
The fact that the machinery will not work below a
certain number of revolutions is not taken into account
Fig. 4. Components of the measured longitudinal fórce in the results given in this figure. This number of revo-
X = TCOS (ò-50)T,. lutions depends strongly on the particular kind of
T = Propeller thrust
T, = Ship resistance machinery considered. With the aid of this figure 5 one
ô = Rudder angle is able to derive the forces generated by the rudder
'o

Thus it can be determined quantitatively to what tion of turning manoeuvres of the ship are given in
extent disturbing forces due to current, waves, wind figures 6 through 8.
and so on can be compensated.
to indIcate the wäy for entering the figure the
following example may be useful. For this ship with ____________________________________
a speed of 7.5 knots it can be derived in figure 5 from 500

the intersection of the steady ahead line and the speed

curve that at a rudder angle (5 of 30 degrees the lateral 4(I
- IffIIIItV(.JIrAiTI.!I
_________________________
FII.1f4;l*:4(.iIM,1
U
_____wvIáU
force Y amounts to be 110 x 55 tons. It can be
assumed that in practibe this ship never gives troubles

u,.
30 0
in relation to the rudder effectiveness at a speed of 7.5
knots. The conclusion can be drawn that a rudder
E
force of 55 tons i enough fòr controlling the ships in
all circumstances. From figure 5 it can also be derived
that at zero speed of the ship and with increased pro-
z

t
-- ..#..

peller rpm (rpm equal to about 65) the same lateral T ___________ RUDDER ANGLE:20°
IJILIJ
force can be obtained as in the case of the ship running o- - 100 200 ' 300 400 ' 500 600 700 60 o
ADVANCE IN rn----
steady ahead with a speed of 7.5 knots. In both cases
the rudder angle ô was assumed to be eqüal.. FrOm this Fig. 6. Turnability of ship at low speeds.
comparison it can be concluded that the ship can be
handled properly at very low speeds if the propeller 6

rpm is increased during manoeuvring.

In addition it can be seen from figure 5 that at a ship
speed of 7.5 knots the rudder effectiveness or the lateral I50TIAL SPEED 5KNOTS

force Y can be increased about 2 5 times by increasing RUDDER ANGLE 20°

the propeller rpm from .37.6 to maximum.

46RPM (INCREASED)

5 Manoeuvring at low speeds

Some manoeuvres of the ship at low speed will be
E30
z
z
3

200 SEC. AFTER ECUTE

- / 37.6RPM(INCREASED)
(

calculated now These calculations will be based on the

assumption that the motions of the ship are propor-
tional to the rudder force. Then the ship motions can
be written asc
FXCUTu OF RUDDER ANGLE
/TIMEOSECONDS

ADVANCE IN n
,
-200
__._-
_7 265 RPN (NOT ÍNEASEÖ)

600 700 600

i(t) =f(t).Y(ô) Fig. 7. Turnability of ship at low speed (5 knots) with in-
v(t) =g(t)Y(ô) creased propeller rpm and at a rudder angle of 20 degrees.

where fr(t) and v(t)denote the ship's heading and the

drift velocity respectively. 30

The adequacy of describing the ship's motions by

these relations were extensïvely discùssed by Brard [2] 25
INITIAL SPEED 2.SKNOTS
and Hawkins [3]. RUDDER ANGLE 20°
The functions f(t) and g(t) can be determined from CEA5ED

the rudder effectiveness K and the time constant T and

depend on the mass, the moment of inertia of the ship 15
200 SEC. AFTER EXECUT /
and the hydrodynamic characteristics such as the added
mass and' damping. For an analysis of these functións E10
z
reference is made to the investigations performed by z
u.
Davidson and Schiff [4], Nomoto [5], Norrbin [6] and u,
z (L
4
z
Shiba [7]. The K- and T-values of the ship under dis- z-

cussioñ were already given in [8]. (NOI INCREASED)

With the aid of the above relations, for the heading ADVANCE IN
so
m-
too 'sa 200 250 300 350 400

and the drift velocity of the ship, the turning manoeu- Fig 8. Turnability of ship at low speed (2.5 knots) with in-
vres can be' derived. Some of the results of the calcula- creased propeller rpm and at a rudder angle of 20 degrees.

From figtire 6 it can be seen that the turabiity of
the ship does not change very much with decreasing
ship speed. However, the handling of the ship at low
speeds will still give difficulties because the rudder
forces are not large enough to compensate the dis-
turbing forces due to wind, current and other influen-
ces. This fact has also been shown by Welnicki [9].
Therefore, as stated in the previous sections, the pro-
peller rpm has to be increased in order tO enlarge. the
rudder forces. The influence of an increase of the pro-
peller rpm on the turning manoeuvre in still water is
shown in figures 7 and 8 The corresponding increase
of the ship speed is also indicated in these diagrams.
6 Conclusions
At very low speed of the ship and with increased pro-
peller rpm the same lateral force or moment on the
ship can be obtained as in the case of the ship running
steady ahead at 7.5 knots. As the ship can be handled
properly at a speed of 7 5 knots, it may be expected
that the ship can still be handled properly at lower
speeds by increasing the propeller rpm. The increase
of the propeller rpm will lead to an increase of the
ship speed. This is an inconvenient circumstance.
However, by keeping the duration of increased rpm
11
short, thus given "bursts" of increased rpm, the in-
crease of the ship speed will remain low. The influence
of the increased propeller rpm on the turnability and
speed of the ship at low speed has been shown.
References
1. SIBLY, J, The Handling of Mammoth Tankers. Trans. Insti-
tute of Navigation, May 1968.
2 Bitn, R., Manoeuvring of ships in deep water, in shallow
water and in canals. Trans. S.N.AM.E., 1951.
HAWKINS, S. et al., The use of manoeuvring propulsion de
vices on merchant ships. Publication of Robert Taggert In
corporated. Washington, 1965.
DAVIDSON,K. S. M. and J. L. Scrnn, Turning and course
keeping qia1ities.. Trans. S.N.A.M.E.;t946:
Noserro, K. et al., On the steering qualities of ships. Interna-
tional Shipbuildihg Progress, Vol. 4, 1957.
NoanniN, N. R, A study of course keeping and manoeuvring
performance. Publiintion no. 45, Swedish State Experimental
Tank, 196O
Siim, H., Model experiments about the manoeuvrability and
tumthg of ships. David Taylor Model Basin. Report no. 1461.
Hoot, J. P., The mànoeuvrability of ships on a straight
course. Neth. Ship Research Centre TNO Report no. 99S.
Wauaciu, W., Method of estimation of wind influence upon
the course keeping ability of ships with large superstructure.
Trans. R.LN.A., 1963.
12

APPENDIX

¿0000- ¡,00

88Rpp,
30000 300
T, Thrust
DH P (in tons)
(rnetr 79

2000Ó 200

63

63

10000 100
¿5

25 se
VShip speed (in knots)
7.5 .0 25 5.0
Vs.Shipspeed(in knots)

Diagram I. Thrust and power of propellór in overload condition.

 13

Results of model tests:

x 88RPM
D 77 .
o 63
+ 45
- Longitud ival force X T cos ( -S0)-10

-
(D
Ship speed 75kt Ship speed 5kt.
L.
o
U.
200 20 4
o X
L. u
4...
D)
E
(n X
C a
o
4.' u ij
°
X 100 D 100 o

w X
oL.
o o
o o
+

: + +
+

+ O
+ +
+ +

40 30 20 10 0 10 20 30 40 40 30 20 10 0 10 20 30 40
udder angLeS (degree).

i
Port Starboard

300

200
_i
ii oUi
I I

Ship speed 2.5kt

I

300

200
__Xo
3flIp pu

a
V V1

o
ou__.

!'i$ T'
X X

100 100
+ +

O O
0 30 20 10 0 10 20 30 4

Diagram 2. Longitudinal force X for different ship speeds, propeller rpm's and rudder angles.
14

Results of model tests:

88 RPM
o 77
o 63
+ 45
- Lateral force Y= C sin(&-80)
200 200
- Ship speed 7.5kt Ship speed 5 kt

L
4-
WD
u

-.nCL.o
0(5
I-
loo loo
N o

o YO

r -100 -100

-200 -200
-40 -30 -20 -10 0 10 20 30 40 -40 -30 -20 10 0 10 20 30 40
Rudder angle.S (degree).
Port Starboard_

20 200
Ship speed 2.5kt Ship speed O kt

lo 100

N
-.--.-,'
YO YO

-10 -loo

-200 -200
-40 -30 -20 -10 O 10 20 30 40 -40 -30 -20 -10 O 10 20 30 40
& 8
Diagram 3. Lateral force Y for different ship speeds, propeller rpm's and rudder angles.
 ResuLts of modeL tests: 15
X 88RPM
o 77
0 63
+ 45
N=Y.L

Ship speed 7.5 kt Ship speedskt

20 20

u
L.
w
E o lo
E
C o
2
D
D +
D I-
NO
4-

I.
-lo e

I.'

-20 20

-40 -30 -20 -10 0 10 20 3Ö O -40 -30 -20 -10 0 10 20 30 40

Rudder angLe1 (dègree)
port starboard

20 20
Ship speed 2.5 kt Ship speed O kt

10 10

NO NO

-10 -10

40 -30 -20 O O 10 20 30 40 3b -20 -io 10 20 30 40

Diagram 4. Yawing moment N for different ship speeds, propeller rpm's and rudder angles.
 PUBLICATIONS OF THE NETHERLANDS SHIP RESEARCH CENTRE TNO
PUBLISHED AFTER 1963 (LIST OF EARLIER PUBLICATIONS AVAILABLE ON REQUEST)
PRICE PER COPY DFL. 10,-
M = engineering department S = shipbúilding dpartment
Reports
57 M Determination of the dynamic properties and propeller excited
vibrations of a special ship stern arrangement. R. Wereldsma,
I 964.
58 5 Numerical calculation of vertical hull vibrations of ships by
discretizing the vibration system, J. de Vries, I 964.
59 M Controllable pitch propellers, their suitability and economy for
large sea-going ships propelled by conventional, directly coupled
engines. C. Kapsenberg, 1964.
60 5 Natural frequencies of free vertical ship vibrations. C. B. Vreug-
denhil, 1964.
61 S The distributiOn of the hydrodynamic forces on a heaving and
pitching shipmodel in still water. L Gerritsrna and W. Beukel-
man, 1964.
62 C The mode of action of anti-fouling paints Interaction between
anti-fouling paints and sea water. A. M. van Lónden 1964.
63 M Corrosion in exhaust driven turbochargers on marine diesel
engines using heavy fuels. R. W. Stuart Mitchell and V. A. Ogale,
1965.
64 C Barnacle fouling on aged anti-fouling paints; a survey of pertinent
literature and some recent observations. P. de Wolf, 1964.
65 S The lateral damping and added mass of a horizontally oscillating
shipmodel. G. vanLeeuwen, 1964.
66 S Investigations into the strength of ships' derricks. Part I. F. X.
P. Soejadi, 1965.
67 S Heat-transfer in cargotanks of a 50,000 DWT tanker. D. J. van
der Heeden and L. L. Mulder, 1965.
68 M Guide to the application of method for calculation of cylinder
liner temperatures in diesel engines. H. W. van Tijen, 1965.
69 M Stress measurements on a propeller model for a 42,000 DWT
tanker. R. Wereldsma, 1965.
70 M Experiments on vibrating propeller models. R. Wereldsma, 1965.
71 5 Research on bulbous bow ships. Part II. A. Still water perfor
mance of a 24,000 DWT bulkcarrier with a large bulbous bow.
W. P. A. van Lanimeren and J. J. Muntjewerf, 1965.
72 S Research on bulbous bow ships. Part II. B. Behaviour of a
24,00( DWT bulkcarrier with a large bulbous bow in a seaway.
W. P. A. van Lammeren and F. V. A. Pangalila, 1965.
73 S Stress and strain distribution in a vertically corrugatód bulkhead.
H. E. Jaeger and P. A. van Katwijk, 1965.
74 S Research on bulbous bow ships. Part I. A. Still water investiga-
tions into bulbous bow forms for a fast cargo liner. W. P. A. van
Lammeren and R. Wahab, 1965.
75 S Hull vibrations of the cargo-passenger motor ship "Oranje
Nassau", W. van Horssen, 1965.
76 S Research on bulbous bow ships. Part I. B. The behaviour of a fast
cargo liner with a conventional and with a bulbous bow in a sea-
way. R. Wahab, 1965.
77 M Comparative shipboard measurements of sUrface temperatures
and surface corrosion in air cooled and water cooled turbine
outlet casings of exhaust driven marine diesel engine turbo-
chargers. R. W. Stuart Mitchell and V. A. Ogale, 1965.
78 M Stern tube vibration measurements of a cargo ship with special
afterbody. R. Wereldsma, 1965.
79 C The pre-treatment of ship plates: A comparative investigation
on some pre-treatment methods in use in the shipbuilding
industry. A. M. van Londen, 1965.
80 C The pre-treatment of ship plates: A practical investigation into
the influence of different working procedures in over-coating
zinc rich epoxy-resin based pre-construction primers. A. M van
Londen and W. Mulder, 1965.
81 5 The performance of U-tanks as a passive anti-rolling device.
C. Stigter, 1966.
82 S Low-cycle fatigue of steel structures. J. J. W. Nibbering and
J. van Lint, 1966.
83 5 Roll damping by free surfäce tanks. J. J. van den Bosch and
J. H. Vugts, 1966.
84 S Behaviour of a ship in a seaway. J. Gerritsma, 1966.
85 S Brittle fracture of full scale structures damaged by fatigue.
J. J. W. Nibbering, J. van Lint and R. T. van Leeuwen, 1966.
86 M Theoretical evaluation of heat transfer in dry cargo ship's tanks
using thermal oil as a heat transfer medium. D. J. van der
Heeden, 1966.
C = corrosion and antifouling department
87 5 Model experiments on sound transmission from engineroom to
accommodation in motorships. J. H. Janssen, 1966.
88 S Pitch and heave with fixed and controlled bow fins. J. H. Vugts,
1966.
89 5 Estimation of the natural frequencies of a ship's double bottom
by means of a sandwich theory. S. Hylarides, 1967.
90 S Computation ofpitch and heave motions for arbitrary ship forms.
W. E. Smith, 1967.
91 M Corrosion in exhaust driven turbochargers on marine diesel
engines using heavy fuels. R. W. Stuart Mitchell, A. J. M. S. van
Montfoort and V. A. Ogale, 1967.
92 M Residual fuel treatment on board ship. Part II. Comparative
cylinder wear measurements on a laboratory diesel engine using
filtered or centrifuged residual fueL A. de Moy, M. Verwoest
and G. G. van der Meulen, 1967.
93 C Cost relations of the treatments of ship hulls and the fuel con-
sumptiòn of ships. H. J. Lageveen-van Kúijk, 1967.
94 C Optimum conditions for blast cleaning of steel plate. J. Rem-
melts, 1967.
95 M Residual fuel treatment on board ship. Part I. The effect of cen-
trifuging, filtering and homogenizing on the unsolubles in residual
fuel. M. Vótwoest and F. J. Colon, 1967.
96 S Analysis of the modified strip theory for the calculation of ship
motions and wave bending moments. L Gerritsma and W. Beu-
kelman, 1967.
97 S On the efficacy of two different roll-damping tanks. J. Bootsma
and J. J. van den Bosch, 1967.
98 5 Equation of motion coefficients for a pitching and heaving des-
troyer model. W. E. Smith, 1967.
99 S The manoeuvrability of ships on a straight course. J: P. Hooft,
1967.
100 S Amidships forces and moments on a CB = 0.80 "Series 60"
model in waves from various directions. R. Wahab, 1967.
101 C Optimum conditions for blast cleaning of steel plate. Conclusion.
J. Remmelts, 1967.
102 M The axial stiffness of marine diesel engine crankshafts. Part I.
Comparison between the results of full scale measurements and
those of calculations according to published formulae. N. J.
Visser, 1967.
103 M The axial stiffness of marine diesel engine cran.kshafts. Part II.
Theory and results of scale model measurements and comparison
with published formulae. C. A. M. van der Linden, 1967.
104 M Marine diesel engine exhaust noise. Part I. A mathematical model.
J. H. Janssen, 1967.
105 M Marine diesel engine exhaust noise. Part II. Scale models of
exhaust systems. J. Buiten and J. H. Janssen, 1968.
106 M Marine diesel engine exhaust noise. Part ifi. Exhaust sound
criteria for bridge wings. J. H. Janssen en J. Buiten, 1967.
107 S Ship vibration analysis by finite element technique. Part I.
General review and application to simple structures, statically
loaded. S. Hylarides, 1967.
108 M Marine refrigeration engineering. Part I. Testing of a decentraI-
ised refrigerating instìlltiòn. J. A. Knobbout and R. W. J.
Kouffeld, 1967.
109 S A comparative study on four different passive roll damping tanks.
Part I. J. H. Vugts, 1968.
110 S Strain, stress and flexure of two corrugated and one plane bulk-
head subjócted to a lateral, distributed load. R E. Jaeger and
P. A. van Katwijk, 1968.
111 M Experimental evaluation of heat transfer in a dry-cargo ships'
tank, using thermal oil as a heat transfer medium. D. J. van der
Heeden, 1968.
112 S The hydrodynamic coefficients for swaying, heaving and rolling
cylinders in a free surface. J. H. Vugts, 1968.
113 M Marine refrigeration engineering. PartII. Some results of testing
a decentralised marine refrigerating unit with R 502. J. A. Knob-
bout and C. B. Colenbrander, 1968.
114 S The steering of a ship during the stopping maîioeuvre. J. P.
Hooft, 1969.
115 S Cylinder motions in beam waves. J. H. Vugts, 1968.