International Conference on Computational Experimental Marine Hydrodynamics

MARHY 2014
3-4 December 2014, Chennai, India.

CFD SIMULATION OF SHIP MANEUVERING

K Ravindra Babu, NSTL, Defence Research and Development Organisation, India
VF Saji, NSTL, Defence Research and Development Organisation, India
HN Das, NSTL, Defence Research and Development Organisation, India

ABSTRACT

International Maritime Organization (IMO) sets the standard for ship maneuverability. Naval ships needs even better
maneuverability. Accurate prediction of ship’s maneuverability is very important even at the early stage of design.
Basic step towards finding the maneuvering characteristic of any vessel is to find the hydrodynamic derivatives. There
are many methods available for hydrodynamic derivatives prediction such as free running model test, captive model test
etc. However these methods are expensive and time consuming. Predictions based on semi-empirical or empirical
methods are not accurate. Whereas, accurate estimation of hydrodynamic derivatives is essential for evaluation of
maneuverability and directional stability.

RANS based CFD code are becoming popular as an alternative method to determine hydrodynamic derivatives. This
paper presents prediction of hydrodynamic derivative for static maneuvers using SHIPFLOW software. CFD results in
terms of hydrodynamic forces, moments and derivatives are compared with experimental results for a naval vessel and
showed good agreement.

1. INTRODUCTION set up and are time consuming, whereas in practices,

Predictions of ship-maneuvering performance have
been one of t he most challenging topics in ship
hydrodynamics. Due to the lack of analytical methods
for predicting ship maneuverability, maneuvering
predictions have traditionally relied on either empirical
method or experimental model tests.
Recently, computational fluid dynamics (CFD) based
methods have shown promise in computing complex
hydrodynamic forces for steady and unsteady
maneuvers. Significant progress has been made
towards this goal by applying Reynolds-averaged
Navier-Stokes (RANS) based CFD codes to static
maneuvers and dynamic maneuvers with generally
good agreements with experimental data.
The CFD simulations provide more insight into the
entire flow structure around the hull, and the
simulation results can be used to compute the forces
and moment acting on the hull and also to determine
hydrodynamic derivatives of the ship hull. Although
RANS methods are considered promising, many
difficulties associated with time accurate schemes, 6
DOF ship motions, implementations of complex hull
appendages, propulsors and environmental effects such
as wind, waves, and shallow water remain challenges.
both time and cost are limited. Thus the execution of
extensive model tests for every ship is practically
beyond possibility. Results of semi-empirical or
empirical methods are not very accurate. RANS based
CFD are hence becoming popular for calculation of
derivatives. Present work employs a RANS based CFD
tool (SHIPFLOW 5.1) for the calculation of
hydrodynamic derivatives.
2. SIMULATION OF SHIP MANEUVERS
Two simulations corresponding to straight line test and
rotating arm test have been performed using the
SHIPFLOW software for finding derivatives. An actual
ship has been considered for this purpose. Fig 1 shows
the model of the ship. Total length of the ship is 151.5m
with beam 17.71m. For this analysis 4.9m of draft was
used. Derivatives calculated using forces and moments
obtained by SHIPFLOW are compared with
experimental results.

Captive model test and free running test require large Fig 1 Ship model

© 2014: The Royal Institution of Naval Architects and IIT Madras

 International Conference on Computational Experimental Marine Hydrodynamics
MARHY 2014
3-4 December 2014, Chennai, India.

For a bare model without propellers or rudders, the

Abkowitz’s mathematical models for hydrodynamic
forces and moment can be reduced to eqn (2.1) and
(2.2) by dropping the terms related to rudder angle (δ ).

For the straight line test (static drift):

X  X  X vv 2
Y  Yv  Yvvv 3
N  N v  N vvv 3
(2.1)

For the rotating arm test (steady pure yaw):

X  X  X rr r 2
Y  Yr r  Yrrr rv 3
N  N r r  N rrr r 3
(2.2)

3. CFD MODELING
To solve the flow around the hull two different
approaches, i.e. global and zonal approaches are Fig 2 Grids of domain
available in SHIPFLOW. A global approach means around the ship hull
that the Navier-Stokes equations are solved in the
whole flow domain. A zonal approach means that the
flow domain is divided into different zones based on
the flow characteristics inside. Global approach has
been used here. Experimental results are already
available for a model scale of 1:19.2 [5]. The present
simulations are also carried out for same model
scale, so that the results can be compared and
validated.
3.1 FLOW SOLUTION
The potential flow analysis was carried out under the
XPAN module of SHIPFLOW. This estimates the
wave resistance. However flow near the stern end is
completely viscous. Therefore a RANS solver
XCHAP is used to resolve viscous effects. XCHAP
has been used in the analysis. It is a finite volume
code that solves the Reynolds Averaged Navier
Stokes equations.

3.2 MESH GENERATION

The total number of elements generated was 858400.
The total number of panels generated was 2834 and
nodes generated were 3086. For potential flow
calculations, required mesh was generated by
XMESH module and for RANS calculations, grids
were created by XGRID module. The mesh was
generated automatically by giving XMAUTO in
XMESH. The type of the mesh used in XGRID was
medium. Figure 2 & 3 shows generated mesh on ship
hull body.
Fig 3 Mesh
4 RESULTS
4.1 POST PROCESSING OF RESULTS
USING SHIPFLOW
Pressure distribution for Froude number of 0.23 is
shown in fig 4. The wave height variation along the
length of the ship is plotted. This is obtained from
the potential flow analysis done in SHIPFLOW.
The variation in the wave height at Froude number

© 2014: The Royal Institution of Naval Architects and IIT Madras

 International Conference on Computational Experimental Marine Hydrodynamics
MARHY 2014
3-4 December 2014, Chennai, India.

(Fn) =0.23 can be clearly visualized from the fig 5 V = -V sinβ

and 6 shown below.
Where the negative sign arises because of the sign
convention adopted.
A straight line test was carried out in a towing
tank to determine the sway velocity dependent
derivative. The test condition is simulated for a naval
ship model using SHIPFLOW software at different
drift angles. Hydrodynamic derivatives are
calculated using the forces and moments obtained by
SHIPFLOW.

Fig 4 Pressure Distribution

Fig 7 Straight line test

Hydrodynamic Derivatives
Hydrodynamic derivatives are calculated using the
least square method using forces and moment
obtained by SHIPFLOW. These hydrodynamic
derivatives are compared with experimental results

Computed Experimental
Derivative
value value
-Y’v 0.003 0.00285

Fig.5 Wave height along hull (from free surface) for a -N’v 0.0092 0.017
velocity 1.646m/s and presented in Table 1.

Plots of Y’ vs. v’ and N’ vs. v’ are presented (Fig 8 and

Fig 9 respectively)
Table 1 Non-dimensionalised
sway force & yaw moment

Yv'
Fig.6 Free surface elevation for a velocity 1.646m/s
0.00045
y = 0.0030x - 0.0000
4.2 SIMULATION OF STRAIGHT LINE TEST
The velocity-dependent derivatives Yv and Nv of a 0.00035
Y'
ship at any draft and trim can be determined from Yv'
measurements on a model of the ship, ballastard to a 0.00025
geometrically similar draft and trim, towed in a
conventional towing tank at a constant velocity, V, 0.00015
corresponding to a given ship Froude number, at
various angles of attack, to the model path shown in 0.06 0.11 0.16 0.21
v’
fig 7

© 2014: The Royal Institution of Naval Architects and IIT Madras

 International Conference on Computational Experimental Marine Hydrodynamics
MARHY 2014
3-4 December 2014, Chennai, India.

Fig 8 Y’ vs. v’ plot Graph has been plotted between Y’ vs. r’ and N’ vs. r’
which shown in Fig 11 and Fig 12 respectively.
Table 2 Non-dimensionalised sway force
Nv' & yaw moment
0.0014
0.0012 y = 0.0092x - 0.0001 Computed Experimental
Derivative
value value
0.001
N’
0.0008 Nv' Y’r 0.0206 0.026
0.0006
N’r 0.065 0.069
0.0004
0 0.05 0.1
v’ 0.15 0.2
Yr'
Fig 9 N’ vs. v’ plot
0.0089 y = 0.0206x - 0.0015
4.3 SIMULATION OF ROTATING ARM TEST 0.0069
This is carried out to measure the rotary derivatives Yr Y’ Yr'
0.0049
and Nr on a model, a special type of towing tank and
apparatus called a rotating-arm facility is occasionally 0.0029
employed.
u 0.0009
An angular velocity r given by r 0.05 0.25 r’ 0.45
R
The only way to vary r at constant linear speed is to
vary R. The derivatives Yr and Nr are obtained by
Fig 11 Y’ vs. r’ plot
evaluating the slopes at r = 0. Because of ship
symmetry, the values of Yr and Nr at the negative
values of r are a reflection of their values at positive r
Nr'
but with opposite sign. This test condition is simulated
using SHIPFLOW software for different radius of 0.0325
rotation. Hydrodynamic derivatives are calculated 0.0275 y = 0.065x - 0.0049
using the forces and moments obtained by
SHIPFLOW. 0.0225
N’ 0.0175
Nr'
0.0125
0.0075
0.0025
0 0.2 r’ 0.4 0.6

Fig 12 N’ vs. r’ plot

4.4 TURNING CIRCLE SIMULATION

Fig 10 Rotating arm test Introduction
Sea trial and free running model tests are
straightforward methods to obtain IMO
Hydrodynamic Derivatives
maneuverability criteria. However the free running
Hydrodynamic derivatives are calculated using least model test is not practical due to limitations of towing
square method using forces and moment obtained by tank and it is also expensive.
SHIPFLOW. These hydrodynamic derivatives are
shown in Table 2. Computational simulations are advantageous than free

© 2014: The Royal Institution of Naval Architects and IIT Madras

 International Conference on Computational Experimental Marine Hydrodynamics
MARHY 2014
3-4 December 2014, Chennai, India.

running model tests for assessing vessel

controllability and maneuvering performance. Once
the hydrodynamic derivative are calculated using the
captive model test or theoretical method or using
RANS based CFD, almost any maneuver or ship
operation can be simulated without additional model
tests. The simulation model can be readily and
economically modified to determine the effect of
changes, such as increasing of rudder size.
The linear equations of motion have only limited use.
If a vessel is straight - line stable, they can be used,
in principle, for maneuvering prediction, if the
considered maneuvers are not too tight. If they are
tight, the result will not be accurate enough, as
contributions of nonlinear terms become significant
and they could no longer be ignored. If a vessel
is path-unstable, the linear system of equations
cannot be applied at all, as the solution will have a
tendency of unlimited increase and only nonlinear Fig 11 Turning circle plot
terms could stop its growth.
The steady turning diameter has been found to be
A nonlinear system is derived from nonlinear terms 27.615m
in the Taylor series expansion of usually it is
expanded up to the third power, as the terms of Calculation of tactical diameter according to abs
higher order are small in most cases. In general, guidelines
which terms will be retained is determined by both
theoretical consideration and practical experience. V
TD STD
Numerical values of hydrodynamic derivatives come  0.910  0.424 S  0.675
from model tests with planar motion mechanism L L L
(PMM), rotating arm, a free running model, empirical (4.1)
formulas or RANS based CFD. There are numerous
formulations of the nonlinear equations, but the most
common are the cubic and quadratic nonlinearity. Eqn 4.1 shows the calculation of tactical diameter
The quadratic nonlinearity be used here because of
Where,
the availability of a complete set sample data.
However, cubic nonlinearity may also be used. TD = tactical diameter in m,
Simulation Program Vs = test speed in knots
The system of equations used here is given in ABS L = length of the vessel in m, measured
Rule for Vessel maneuverability, which is a more between perpendiculars,
simplified form. The system of equation is integrated
with respect to time using MATLAB (2012 b) STD = standard tactical diameter in m
software to get the trajectory for turning circle
maneuvers. Tactical Diameter = 35.27 m < 5L. Hence IMO criteria
have been satisfied.
In the input block, the code will read the input data
such as rudder angle and hydrodynamic coefficients. Table 3 gives the comparison between turning circles
These input data will then be used in the process calculated in different ways.
block in order to calculate the hull, rudder and
propeller forces. Table 3 Comparison of tactical diameter in ship’s
Hull modules are divided into three sub-blocks length
called surge, sway and yaw sub-block. Surge, sway
and yaw acceleration are calculated using the ABS Present Sea trial
Parameter
nonlinear equation. guidelines result result
The equation of motion was double integrated to Tactical
obtain the translation of motion in the x and y diameter in 5 4.47 3.8
direction. Fig 11 shows the predicted turning circle. ship’s length

© 2014: The Royal Institution of Naval Architects and IIT Madras

 International Conference on Computational Experimental Marine Hydrodynamics
MARHY 2014
3-4 December 2014, Chennai, India.

(m)

The difference between computational and sea trial

results may be attributed to the nonlinear terms of
hydrodynamic coefficients, which were neglected in
the present analysis. In spite of the inaccuracy of
present linear analysis, the predicted tactical diameter
qualifies the ABS criteria in a very similar way as the
actual sea trial result does .

5 CONCLUSIONS
• In view of the present state of art, successful
analysis for computational estimate of Tactical
Diameter for ship, as reported in the present work
is very encouraging.

• Velocity dependent variables were calculated

using static maneuvers.

• Stability condition was checked.

• Turning circle maneuver has been simulated

using ABS guideline for maneuverability. Results
agreed well with sea-trial observations.

• As the results obtained are in good agreement

with the sea-trial results, RANS based CFD tool
can be used for calculation of turning
circle/hydrodynamic derivative calculation at early
design stage to predict maneuvering characteristic
of vessel.

6 REFERENCES
1. American Bureau of Shipping, 2006, Guide
for Vessel manoeuvrability, American Bureau of
Shipping.
2. Fossen, T. I., 1999, Guidance and Control of
Ocean Vehicles, University Of Trondheim,
Norway.
3. Lewis, E. V., 1988, Principles of Naval
Architecture, The Society of Naval Architects and
Marine Engineers, Jersey city, NJ.
4. SHIPFLOW 5.0 Users Manual, 2013,
Flowtech International AB, Sweden.
5. NSTL Report Number NSTL/HR/HSTT/203
A “Hydrodynamic Model Tests For P-15 Vessel-
Mar 2008.

© 2014: The Royal Institution of Naval Architects and IIT Madras