Calculation for Rudder

Design Loads
N/m
  sy   235 2

  b mean ht. of rudder area 7.88 m

  At   10 m2
  l b2/At 6.20944  
(l+2)/3 l not to be taken greater than
  K1 2 2.73648  
factor for kind of profile K2 NACA:00 Gottingen profile 1.1  
  K3   1  
Area of rudder blade A   27.2803 m2
knot
Speed of vessel (service) V   15.5 s
2604182.60
Rudder force Fr 132.K1.K2.K3.A.V2 1 N
Vaster knot
  n   7.75 s
3.27764705
Mean breadth of rudder area C1   9 m
3.43442708
  C2   3 m
1.08162352
  xc1 0.33C in ahead condition 9 m
1.13336093
  xc2   8 m
Rudder blade area ahead of rudder
  A1f stoke CL 2.1224 m2
  A2f   3.3682 m2
0.25500005
  f1 Ci*Aif/A 9 m
0.42403629
  f2   4 m
xci - fi (need not be taken less than
  r1 0.1C) 0.82662347 m
0.70932464
  r2   4 m
0.32776470
  r1 0.1*Ci 6 m
0.34344270
  r2   8 m
  A1 for lower sec. 10.0296 m2
  A2 for upper sec. 13.1882 m2
957427.514
  Fr1 Fr*Ai/A 2 N
1258948.06
  Fr2   8 N
791432.054
Rudder torque Qr1 Fri*ri 2 N-m
  Qr2   893002.89 N-m
1684434.94
Rudder torque Qr SQri 4 N-m
For Semispade rudder Double Plated        
  b1   3.06 m
2929728.19
at the centre of horn pintle BM Fr*A1*b1/A 4 N-m
468752.868
at center of neck bearing BM Fr*b/17 2 N-m
957427.514
at center of horn pintle SF Fr*A1/A 2 N
2864600.86
at horn pintle bearing R 1.1*Fr 1 N
781254.780
at neck bearing R 0.3*Fr 4 N
at stern pintle R 0.4*Fr 1041673.04 N
260418.260
at upper pintle/bearing R 0.1*Fr 1 N
smaller dis. b/w horizontal or vertical web
plates s   800 mm
larger dis. b/w horizontal or vertical web
plates l   900 mm
Draft T   11 m
correction factor for aspect ratio of plate fa Ö{1.1-0.5(s/1000*l)2} maxi. = 1 1.04880866  
5.5*s*fa*Ö{k(T+Fr/A*10-4)10- 22.4441953
side, top & bottom plating t 3}+2.5 1 mm
Dia. of rudder stoke at end & above rudder 499.728407
carrier du 4.2*(Qr*k)1/3 4 mm
2 2 1/6
Dia. of rudder stoke at any other x-section ds du*{1+4*BM /(3*Qr )} 507.980216 mm
178.609173
Dia. Of pintles dp 0.35Ö(R*k) 5 mm
         

MANOEUVERING ESTIMATION – IMO CRITERIA

SECTION 1: INTRODUCTION
General Description:
The International Maritime Organization (IMO) approved Standards for
Ship Maneuverability [IMO 2002a and IMO 2002b] and encouraged the
application of these
Standards for vessels constructed after 2004. The IMO standards specify the
type of standard maneuvers and associated criteria. Some port and flag
states already have adopted some of IMO standards as their national
requirements. An International Standard also exists for planning,
 conducting and reporting sea Trials [ISO 2005].
There are two ways to assess maneuvering performance and demonstrate
compliance with IMO Standards. See Section 1, Figure 1.
Full scale sea trials in full load conditions could be used for the
demonstration of compliance with IMO standards.
Prediction of maneuverability validated by full scale sea trials could be used
for the demonstration of Compliance with IMO standards. Prediction of
maneuverability performance in the design stage enables a designer to
take appropriate measures in good time to achieve compliance with IMO
standards. The prediction of the maneuvering could be carried out with the
following methods: using existing data, or scaled model test, or numerical
simulation or any combination of the three listed methods. See Section 3
for details. The prediction method is to be validated with the full scale
trials. If full scale sea trials are used for the validation of maneuvering
prediction methods, the trials do not have to be carried out in full load
conditions. Once the prediction method is validated it may be used to
demonstrate compliance with IMO standard for a vessel in full load
conditions.

General Definitions and Nomenclature:

The following contains nomenclature and definitions for most of the values
used in this Guide. For the user's convenience, they are subdivided into
several groups.
 Test Speed or Approach Speed. The test speed or the approach speed
is defined as a speed at the moment when the maneuver begins. The
test speed or the approach speed for all criteria and corresponding
test maneuvers either at early stage design prediction, numerical
simulation, or sea trials must be within 90-100% of the speed
corresponding to 85% of maximum continuous rating (MCR) of the
engine.
 Full Load Conditions: Full Load conditions correspond to Full load at
summer load line draft and at even keel. Deviation of Draft within 5%
allowed.
 Trial Load Conditions. Trial loading conditions are loading conditions
during sea trials other than operational loading conditions.
• The following symbols are used for vessel dimensions and other
general values:
L = length of the vessel, in m, measured between perpendiculars
B = molded breadth, in m
T = design draft (summer) at full load, in m
CB = block coefficient
V = test speed, in m/s
VS = test speed, in knots
Trim = static trim, in m, positive when trimmed by stern
AB = submerged bow profile area, in m, considered positive when projecting
forward of the fore perpendicular,