A ship of 10000 T displacement is executing a turn to starboard.

The mass
polar moment of inertia of the ship about a vertical axis through the
centre of gravity is 7 x 106 tm2. At a particular instant during the turn, the
centre of gravity has velocity components along the x & y axes of 6.0 m/s
and -1.0 m/s, the corresponding accelerations being -0.02 m/s2 and -0.14
m/s2 respectively. The heading of the ship is changing at the rate of 1.5
deg/s and the angular acceleration is 0.01 deg/s2. Determine the
hydrodynamic force components X & Y and the moment N.
Two designs possess the following values of derivatives:

Yv Nv Yr Nr

Design A -0.36 -0.07 0.05 0.06

Design B -0.26 -0.10 0.04 -0.03

Comment on the directional stability of the two designs.

The resistance of a ship of 10000T displacement is given by RT
= 0.55V3, with RT in kN and the ship speed V in m/s. The ship is
moving with a speed of 8 m/s when the propeller is stopped.
Determine the time required for the speed of the ship to
reduce by 1 m/s. Assume that the added mass of the ship is 10
percent of the actual mass.
In a ship initially on a straight course at a speed of 8 m/s, the rudder is
turned to starboard. The transverse component of the rudder force is
150 kN and acts at a point 2 m above the keel. The centre of gravity of
the ship is 8 m above the keel and the metacentric height is 1 m. The
ship has a displacement of 10000 T and a draft of 6 m. Determine the
heel angle of the ship, when the ship is turning on a circle of 150 m
radius, the speed of the ship then being 6 m/s and the rudder force 75
kN.
A ship has rectangular rudder of span 4 m and chord 3 m, the rudder stock
axis being 0.5 m abaft the leading edge. When the rudder is turned to its
full angle of 35 degrees with the ship at full speed ahead, the angle of
attack is 25 degrees and the velocity of flow past the rudder is 8 m/s. The
rudder has a section whose characteristics are:

Where CL is the lift coefficient, CD the drag coefficient, x the distance of the centre
of pressure from the leading edge, c the chord and α the angle of attack in
degrees.
Determine the torsional stress in N per mm2 in the rudder stock, if its diameter is
200 mm. Hint: N = L cosα + D sinα
Given

Displacement= 10000 T
Izz= 7000000 tm2
u= 6 m/s
udot = -0.02 m/s2
v= -1 m/s
(conversion into
vdot = -0.14 m/s2 radians)

ψdot = 1.5 deg/s 0.02617995 rad/s

rdot = 0.01 deg/s2 0.000174533 rad/s2

X= Δ(udot-vr)
61.7995 kN

Y= Δ(vdot+ur)
170.797 kN

N= Izz*rdot
1221.73 kN-m
Given
Yv Nv Yr Nr
Design A -0.36 -0.07 0.05 0.06

Design B -0.26 -0.1 0.04 -0.03

Condition to check is

C = YvNr-NvYr> 0 (directionally stable)

(directionally
C = YvNr-NvYr< 0 unstable)

For Design A,
C= -0.018
(Directionally
unstable)

For Design B,
C= 0.012

(Directionally Stable)
Given
Disp, Δ = 10000 T
RT = 0.55V3 kN
V= 8 m/s
10% of Δ
Added mass=
1000 T

Rate of change of
Vel. In X-direction,
udot = F/(Δ-Xudot)
du/dt= (0.55v3)/(Δ-Xudot)

du/dt = 0.00005V3

T= (1/0.00005)*integral(V^-3)

39 sec
SPECIAL TYPES OF MANOEUVRING DEVICES
• Special Types of Rudders: Various types of rudders having special
features to make them more effective have been developed. These
include :
 Schilling rudder
 Pleuger “active” rudder
 Becker flap rudder
 Kitchen rudder
 Rotating cylinder rudder.
• Many of these special rudders are patented.
• Manoeuvring Devices other than Rudders:
• Twin screws producing thrusts in opposite directions
• Lateral thrust units (bow thrusters and stern thrusters)
• Voith Schneider propellers
• Steering nozzle propellers
• Azimuthing propellers (“azipods”)
• Waterjet propulsion systems.
MANOEUVRABILITY AND SHIP DESIGN

• Ships with a higher length-breadth ratio, a lower breadth-draught

ratio and a lower block coefficient have better directional stability but
a poorer turning ability.
• Ships of large displacement react more slowly to the rudder than
small ships.
• Trim by stern increases directional stability but reduces turning ability.
• An amidships location for the deckhouse is best for navigation. A high
navigation bridge helps visibility forward. Aft visibility is important in
difficult manoeuvring situations. A small deckhouse amidships
minimizes turning moments due to wind.
• The above water profile of the ship and trim affect wind turning moments,
lateral drift and forward visibility.
• Large low speed ships with a low power-displacement ratio are slow to
respond to control forces.
• The time to stop and reverse the main engine and the ratio of astern power
to ahead power affect stopping ability. The minimum speed of the engine
affects the ability of the ship to operate at low speeds. The number of
starts that a diesel engine is capable of affects manoeuvring in crowded
waters.
• A fine forebody improves directional stability. A full forebody may cause
the ship to trim by bow in shallow water.
• A bulbous bow can interfere with the operation of anchors unless the bows
have adequate flare.
• Large bulbous bows and forward sections with large flare can interfere with
the ship coming against a pier or a tug coming alongside at the bow.
• A fine afterbody improves the flow to the rudder and increases its
effectiveness. A cutaway stern and the absence of a skeg reduce
directional stability but improve turning ability.
• The location of the centre of lateral resistance has an effect on course
keeping and turning ability, and also on the yaw due to transverse
currents in the water.
• In twin screw ships, outward turning propellers are better for
manoeuvrability. Controllable pitch propellers give greater
controllability but at neutral pitch steering ability is lost. At low
speeds, the propeller in a single screw ship produces a large side force
(“paddle wheel effect”).