25th INTERNATIONAL

TOWING TANK CONFERENCE

Fukuoka, Japan
September 14 20, 2008

Proceedings
Volume I

The Japan Society of

Naval Architects and Ocean Engineers
 25th INTERNATIONAL
TOWING TANK CONFERENCE

Fukuoka, Japan
September 14 20, 2008

Proceedings
Volume I

Organized by
The Japan Society of Naval Architects and Ocean Engineers

Co-operated with
The Fukuoka Convention and Visitors Bureau
The Shipbuilders' Association of Japan
The Nippon Kaiji Kyokai (ClassNK)
The Shipbuilding Research Center of Japan

Supported by
Office of Naval Research Global
First published in 2008 by:

The Japan Society of Naval Architects and Ocean Engineers

Hamamatsu-cho, Yasaki White Building
Shiba-daimon, Minato-ku
Tokyo 105-0012
Japan

© 2008 The Japan Society of Naval Architects and Ocean Engineers

No part of this publication may be reproduced, stored in any retrieval system, or transmitted in any form
or by any means, electronic, photocopying, recording or otherwise without the prior written permission
of the Japan Society of Naval Architects and Ocean Engineers, Japan.

The Japan Society of Naval Architects and Ocean Engineers is not, as a body, responsible for the
opinions expressed by the individual authors or speakers.

Printed and bounded in Japan

25th INTERNATIONAL TOWING TANK CONFERENCE
Organizing Committee in Japan
Prof. Katsuro Kijima (Chairman) Professor Emeritus of Kyushu University
Dr. Naoteru Tsuda (Vice Chairman) Chairman of the Japan Soc. Nav. Arch. and Ocean Eng.
Mr. Makoto Harunari Ministry of Land, Infrastructure, Transport and Tourism
Dr. Kazuhisa Kuda Ministry of Defense, Technical R & D Institute
Mr. Shiro Inoue National Maritime Research Institute
Mr. Hiroyuki Maekawa The Japanese Shipowners' Association
Mr. Noboru Ueda Nippon Kaiji Kyokai (Class NK)
Mr. Masamoto Tazaki Shipbuilders' Association of Japan
Mr. Hiroshi Ishiwata The Cooperative Association of Japan Shipbuilders
Dr. Yushu Washio Shipbuilding Research Center of Japan
Mr. Shiro Iijima Mitsubishi Heavy Industries, Ltd.
Mr. Yoshinori Imashimizu IHI Marine United Inc.
Mr. Tamiyoshi Iwasaki Mitsui Engineering & Shipbuilding Co., Ltd.
Mr. Tomokazu Taniguchi Kawasaki Shipbuilding Corporation
Mr. Shin Takeuchi Universal Shipbuilding Corporation
Mr. Hitoshi Kashimoto Sumitomo Heavy Industries Marine & Engineering
Mr. Hitoshi Fujita Imabari Shipbuilding Co., Ltd.
Mr. Takaaki Itoh Sanoyas Hishino Meisho Corporation
Mr. Michio Nakagawa Shin Kurushima Dockyard Co., Ltd.
Mr. Tomoyuki Yamazaki Namura Shipbuilding Co., Ltd.
Mr. Yasunori Kohatake Tsuneishi Shipbuilding Company
Mr. Tatsuaki Hori Oshima Shipbuilding Co., Ltd.
Mr. Kouichi Nakatani Onomichi Dockyard
Prof. Takeshi Kinoshita The University of Tokyo
Prof. Chang-Kyu Rheem (Secretary) The University of Tokyo
Prof. Yasuyuki Toda (Secretary) Osaka University
Prof. Masashi Kashiwagi Osaka University
Prof. Tsugukiyo Hirayama Yokohama National University
Dr. Naoji Toki Mitsubishi Heavy Industries, Ltd.
Mr. Akio Itoh IHI Corporation
Dr. Yoshiaki Kodama National Maritime Research Institute
Dr. Kazuyuki Yamakita Ministry of Defense, Technical R & D Institute
Dr. Seiko Ogiwara Japan Society of Naval Architects and Ocean Engineers

Executive Committee in Japan

Prof. Takeshi Kinoshita (Chairman) The University of Tokyo
Prof. Yasuyuki Toda (Secretary) Osaka University
Prof. Katsuro Kijima Professor Emeritus of Kyushu University
Prof. Tsugukiyo Hirayama Yokohama National University
Prof. Masashi Kashiwagi Osaka University
Dr. Yoshiaki Kodama National Maritime Research Institute
Mr. Akio Itoh IHI Corporation
Dr. Naoji Toki Mitsubishi Heavy Industries, Ltd.
Dr. Kazuyuki Yamakita Ministry of Defense, Technical R & D Institute
Prof. Hiroharu Kato Toyo University
Dr. Yoshitaka Ukon National Maritime Research Institute
Dr. Noriyuki Sasaki National Maritime Research Institute
Dr. Munehiko Hinatsu National Maritime Research Institute
Dr. Shigesuke Ishida National Maritime Research Institute
Prof. Naoya Umeda Osaka University
Prof. Yoshiho Ikeda Osaka Prefecture University
Prof. Yusuke Tahara Osaka Prefecture University
Prof. Eiichi Kobayashi Kobe University
Prof. Shigeru Nishio Kobe University
Prof. Yasuaki Doi Hiroshima University
Prof. Hironori Yasukawa Hiroshima University
Prof. Shuji Nagata Saga University
Prof. Chang-Kyu Rheem The University of Tokyo
Prof. Takafumi Kawamura The University of Tokyo
Prof. Yusaku Kyozuka Kyushu University
Prof. Akiji Shinkai Kyushu University
Prof. Jun Ando Kyushu University
Prof. Yoshitaka Furukawa Kyushu University
Prof. Masahiko Nakamura Kyushu University
Prof. Chaniku Shin Nagasaki Institute of Applied Science
Prof. Kuniaki Shoji Tokyo University of Marine Science and Technology
Dr. Norio Ishii Akishima Laboratories (Mitsui Zosen) Inc.
Dr. Michio Takai Sumitomo Heavy Industries Marine & Engineering
Dr. Mitsuyasu Nagahama Universal Shipbuilding Co., Ltd.
Dr. Koichiro Matsumoto Universal Shipbuilding Co., Ltd.
Dr. Kazunori Sato Shipbuilding Research Centre of Japan
Mr. Toshikazu Masuya National Research Institute of Fisheries Engineering
Dr. Yasunroi Iwasaki Akashi Ship Model Basin Co. Ltd.
Mr. Yoshifumi Tai Imabari Shipbuilding Co., Ltd.
Dr. Jian Gang Shi Tsuneishi Shipbuilding Company
Dr. Seiko Ogiwara Japan Society of Naval Architects and Ocean Engineers

Local Organizing Committee in Fukuoka

Prof. Masashi Kashiwagi (Chaiman) Osaka University
Prof. Yusaku Kyozuka ESST, Kyushu University
Prof. Akiji Shinkai Kyushu University
Prof. Jun Ando Kyushu University
Prof. Yoshitaka Furukawa Kyushu University
Prof. Satoru Yamaguchi Kyushu University
Prof. Masahiko Nakamura RIAM, Kyushu University
Prof. Changhong Hu RIAM, Kyushu University
Dr. Makoto Sueyoshi RIAM, Kyushu University
Ms. Mizuho Mizutani Administrative Support
Ms. Masako Yoshizu Administrative Support

Editors
Prof. Masashi Kashiwagi
Prof. Yasuyuki Toda
 25th INTERNATIONAL
TOWING TANK CONFERENCE

Sponsors

The Japan Society of Naval Architects

and Ocean Engineers

The Fukuoka Convention

and Visitors Bureau

The Shipbuilders' Association of Japan

The Nippon Kaiji Kyokai (ClassNK)

The Shipbuilding Research

Center of Japan

Office of Naval Research Global

Specialist Committee on Stability in Waves

640
Proceedings of 25th ITTC – Volume Ⅰ
vii

Preface

It is my privilege to write this introduction to the Proceedings of the 25th International Towing
Tank Conference on behalf of the Organizing Committee, the Japan Society of Naval Architects
and Ocean Engineers.

The full conference took place in Japan the first time in 1966 at Tokyo, and the second in 1987
at Kobe. This time the venue is Fukuoka. We have three industrial and academic centers of the
naval architecture in Japan. The Organizing Committee greatly appreciates tremendous efforts by
the colleagues of the Research Institute for Applied Mechanics and the Department of Maritime
Engineering, Kyushu University.

In 1966 Japanese ship building industry and related research activities were on catch-up stage.
We learned a lot of things from the ITTC community. In 1987 Japanese ship building industry and
related research activities were leading the top with other countries. Now we all are facing many
issues such as global warming. The ITTC community should contribute to supporting the
development of economical, safe an environmentally friendly maritime transportation, and offshore
oil and gas extraction.

The proceedings include very high quality reports produced by the 25th ITTC General and
Specialist Committees and the Quality System Group. The Chairmen, Secretaries and the Members
of the Committees and Group are to be congratulated on their excellent contributions. On behalf of
the Members of the 25th ITTC Executive Committee I thank all those just mentioned for sparing
their time and effort in producing these most valuable reports.

Finally it is my personal pleasure to acknowledge and thank all my colleagues of the Organizing
Committee, especially Professors Masashi Kashiwagi and Yasuuki Toda, who have been unstinting
in their efforts to plan and arrange this Conference and those on the Executive Committee for their
support.

I hope that you all have a very fruitful time during the conference and enjoy the social
programme and your stay with us.

Professor Takeshi Kinoshita

Chairman, 25th ITTC Executive Committee
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Proceedings of 25th ITTC – Volume I
ix

Table of Contents
Volume I

Preface
Table of Contents Volume I
Table of Contents Volume II
Committees of the 25th ITTC
The Advisory Council 7
1. Membership and Meetings 7
2. Activities and Recommendation of the Advisory Council 7
3. Officers for the 26th ITTC Advisory Council 9
The Executive Committee 11
1. Introduction 11
2. Obituaries 11
3. Committee Membership 16
4. Committee Meetings 16
5. Committee Decisions 18
The Resistance Committee 21
1. Introduction 21
2. Resistance Committee Questionnaire 22
3. Trends in Experimental Fluid Dynamics 26
4. Scaling and Extrapolation Methods 32
5. Trends in Computational Fluid Dynamics 39
6. Validation of Prediction Techniques 45
7. Facility Bias World Wide Campaign 50
8. Design References and Optimization 58
9. Far Field Waves and Wash 60
10. Airwakes 63
11. Recommendations 68
12. References 68
The Propulsion Committee 83
1. Introduction 83
2. Update the State-of-the-Art for Propulsion Systems Emphasising Developments 85
Since the 2005 ITTC Conference
3. Review ITTC Recommended Procedures 98
4. Critically Review Examples of Validation of Prediction Techniques 109
Identify and Specify Requirements for New Benchmark Data
5. Review the Development and Progress in Unconventional Propulsors 112
Such as Tip-rake, Trans-cavitating and Composite Propellers (Hydroelasticity and
Cavitation Erosion Susceptibility Taken into Account
6. Review Propulsion Issues in Shallow Water and Formulate Recommendations for 117
Research
Table of Contents Volume Ⅰ
xxx
x

7. Review the Methods for Predicting the Performance of Secondary Thrusters and 120
Compare with Operational Experience
8. Finalise the Benchmark Tests for Waterjets and Analysis of the Data 125
9. Conclusion 131
10. References 134
The Manoeuvring Committee 143
1. Introduction 143
2. Overview of Manoeuvring Prediction Methods 145
3. Progress in System Based Simulations 150
4. Progress in CFD Based Manoeuvring Simulation Methods 154
5. Validation of Simulations & Benchmark Data: SIMMAN 2008 161
6. Manoeuvring and Course Keeping in Waves 171
7. New Experimental Techniques 176
8. Shallow and Confined Waters and Ship-Ship Interactions 180
9. Standards and Safety 184
10. Procedures 191
11. Conclusions 195
12. Recommendations to the ITTC 197
The Seakeeping Committee 209
1. General 209
2. Review of State-of-the-Art 211
3. ITTC Recommended Procedures 244
4. Conclusions and Recommendations 245
5. References and Nomenclature 251
The Ocean Engineering Committee 263
1. General 263
2. Bottom-Founded Structures 265
3. Predicting the Behaviour of Stationary Floating Structures and Ships 269
4. Dynamically Positioned Ships, Mobs 276
5. Wind, Waves and Current 278
6. Hydroelasticity and Impact 280
7. Renewable Energy Systems 283
8. New Experimental Techniques 286
9. Progress in CFD 290
10. Existing Procedures 292
11. Benchmark Data for Validation of CFD Codes 293
12. Validation of Software for Predicting Wave Loads and Responses of 294
Offshore Structures
13. Multiple-Scale Model Testing 294
14. Modelling Wind in Model Basins 298
15. Conclusions 301
16. Recommendations 304
17. Appendix: Benchmark Data for Validating CFD Codes 304
18. References 308
The Quality Systems Group 325
1. General 325
2. Tasks Performed 325
Proceedings of 25th ITTC – Volume I
xi

3. Other Matters 333

Appendix 1: Interim Tasks and Structure of the 26th ITTC Technical Committees and 337
Group
1. Structure of Technical Committees 337
2. Terms of Reference for the General and Specialist Technical Committees and Group 337
3. Mechanism for Identifying New Specialist Technical Committees 338
4. Proposed Structure of the Technical Committees and Group for 26th ITTC 338
5. Tasks of the Technical Committees and Group of the 26th ITTC 338
Appendix 2: Form for Curriculum Vitae of Nominees to ITTC Technical Committees 339
Appendix 3: Technical Committees Members Performance Evaluation Sheet 341
Appendix 4: Application Form to ITTC Membership 343
Appendix 5: Rules of International Towing Tank Conference (Current Version) 345
1. Aims 345
2. Activities 345
3. Membership 345
4. Organisation 345
5. Meetings 348
6. Composition of Executive Committee Based on GEO-Graphic Areas 349
7. List of Geographic Areas 349
8. General Additional Guide-Lines for the Operation of the ITTC 349
Appendix 6: Rules of International Towing Tank Conference 351
(Proposal of the Revised Version)
1. Description 351
2. Aims 351
3. Activities 351
4. Membership 351
5. Full Conference 352
6. Executive Committee 353
7. Advisory Council 355
8. Technical Committees 355
9. Groups 357
10. Serving in More Than One Capacity 357
11. ITTC Secretary 357
12. Management of ITTC Funds 358
13. The Conference 359
14. Communications 360
Appendix 7: List of Member Organizations 367
Appendix 8: List of Representatives (R), Members of Committees and Group (M) and 387
Observers (O), Invited for the 25th ITTC
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Proceedings of 25th ITTC – Volume I
xiii

Table of Contents
Volume II

Preface
Table of Contents Volume I
Table of Contents Volume II
Committees of the 25th ITTC
The Specialist Committee on Powering Performance Prediction 397
1. Executive Summary 397
2. Introduction 397
3. Tasks Set from the 24th ITTC 398
4. Foreword 398
5. Powering Performance Prediction 398
6. Predicting Powering Margins 421
7. Resistance of High Speed Marine Vehicles 422
8. Conclusions and Recommendations 425
9. References 427
Appendix A: Data Sheets for Database of Model and Full Scale Trials 429
The Specialist Committee on Uncertainty Analysis 433
1. Introduction 433
2. Completed Procedures 435
3. Structure of the Report 435
4. Uncertainty Analysis 435
5. Repeatability versus Reproducibility 440
6. Inter-laboratory Comparison 444
7. Guide to the Expression of Uncertainty in Experimental Hydrodynamics 446
8. Instrument Calibration 449
9. Laser Doppler Velocimetry 452
10. Uncertainty Analysis for PIV Measurements 453
11. Uncertainty Analysis Procedures for Captive Model Tests 455
12. Free-Running Model Tests 458
13. Uncertainty in Water Properties 462
14. Conclusions 462
15. Recommendations 463
16. References 463
Specialist Committee on Cavitation 473
1. Introduction 473
2. Cavitation Survey 474
3. Cavitation Modeling 477
4. Current Cavitation Modeling Methods 478
5. Multiphase Flow Cavitation Modeling 486
6. Rudder Cavitation 494
Table of Contents Volume II
xivxivxiv
xiv

7. Waterjet Cavitation 499

8. Summary and Conclusion 503
9. Recommendations 505
10. References 505
Appendix A: Unconventional Rudders and Rudders Behind Highly-Loaded Propellers 513
Appendix B: Waterjet Cavitation Issues 517
The Specialist Committee on Wake Fields 535
1. General 535
2. Introduction 536
3. Survey of Numerical Methods for prediction of Wake Fields at Model and Full Scale 537
4. Review of Experimental Methods of Determining the Velocity Distribution in 543
the Wake
5. Development of Procedures for Measuring the Velocity Distribution in the Ship 551
Wake at Model Scale
6. Review and Update of the Existing Guidelines for the Simulation of the Wake 552
Fields for Cavitation Testing
7. Guidelines for the Use of PIV in Determining the Velocity Distribution in the Wake 553
8. Recommendations to the Conference 555
9. References and Nomenclature 556
The Specialist Committee on Azimuthing Podded Propulsion 563
1. Membership and Meetings 563
2. Recommendations of the 24th ITTC (Committee’s Tasks) 563
3. Introduction 564
4. State-of-the-Art 564
5. Podded Propulsor Tests and Extrapolation 567
6. Guidelines on Extrapolation to Full-Scale 573
7. Questionnaires 582
8. Review and Analysis of Cavitation Behaviour of Podded Propulsors Under 586
the Effect of Pod Steering Angle
9. Special Applications for Podded Propulsion 594
10. Technical Conclusions 599
11. References 599
The Specialist Committee on Stability in Waves 605
1. Introduction 605
2. Prediction of Extreme Motions and Capsizing of Intact Ships 606
3. Prediction of Dynamics of Damaged Ships 611
4. Stability Safety Assessment 624
5. Conclusions and Recommendations 632
6. References and Nomenclature 633
The Specialist Committee on Vortex Induced Vibrations Committee 641
1. General 641
2. Review of the State of the Art 643
3. Assessment of Prediction Methods 657
4. Technical Conclusions 659
5. References 660
Proceedings of 25th ITTC – Volume I
1

Committees of the 25th ITTC

Executive Committee

Prof. Takeshi Kinoshita Chairman

The University of Tokyo, JAPAN
Dr. In-Young Koh Representative of Americas
NSWC, David Taylor Model Basin, USA
Dr. Harri Soininen Representative of Northern Europe
VTT Industrial Systems, FINLAND
Ir. Arne Hubregtse Representative of Central Europe
MARIN, THE NETHERLANDS
Dr. Ulderico Bulgarelli Representative of Southern Europe
INSEAN, ITALY
Prof. Yasuyuki Toda Representative of Pacific Islands
Osaka University, JAPAN
Dr. Seung-il Yang Representative of East Asia
Maritime & Ocean Engineering Research Institute, KOREA
Prof. Masashi Kashiwagi Secretary
Osaka University, JAPAN
Ex Officio Members
Mr. David Murdey Chairman of the Advisory Council
IOT, National Research Council of Canada, CANADA
Mr. Aage Damsgaard ITTC and Advisory Council Secretary
FORCE Technology, DENMARK
Prof. Atilla Incecik Past Chairman
Universities of Glasgow and Strathclyde, UK

Advisory Council Officers

Mr. David Murdey Chairman of the Advisory Council

IOT, National Research Council of Canada, CANADA
Dr. Naoji Toki Vice Chairman of the Advisory Council
Mitsubishi Heavy Industries Ltd., JAPAN
Mr. Aage Damsgaard ITTC and Advisory Council Secretary
FORCE Technology, DENMARK
Committees of the 25th ITTC

Technical Committees and Group

General Technical Committees

Resistance Committee

Dr. Emilio F. Campana, INSEAN, ITALY Chairman

Dr. Joseph J. Gorski, NSWC, David Taylor Model Basin, USA Secretary
Dr. Sandy Day, Universities of Glasgow and Strathclyde, UK
Prof. De-Bo Huang, Harbin Engineering University, CHINA
Prof. Ho Hwan Chun, Pusan National University, KOREA
Dr. Juha Schweighofer, Helsinki University of Technology, FINLAND (until 2006)
Dr. Tommi Mikkola, Helsinki University of Technology, FINLAND (from 2006)
Prof. Yusuke Tahara, Osaka Prefecture University, JAPAN
Prof. Gregor MacFarlane, Australian Maritime College, AUSTRALIA
Dr. Jesus Valle, CEHIPAR, SPAIN

Propulsion Committee

Dr. Ki-Han Kim, Office of Naval Research, USA Chairman

Dr. Stephen R. Turnock, University of Southampton, UK Secretary
Prof. Wei-Xin Zhou, China Ship Scientific Research Center, CHINA
Dr. Suak-Ho Van, Maritime and Ocean Engineering Research Institute, KOREA
Dr. Anton Minchev, Force - Danish Maritime Institute, DENMARK
Dr. Elena Ya Semionicheva, Krylov Shipbuilding Research Institute, RUSSIA
Prof. Jun Ando, Kyushu University, JAPAN
Prof. Emin Korkut, Istanbul Technical University, TURKEY
Dr. Paolo Becchi, Centro per gli Studi di Tecnica Navale, ITALY

Manoeuvring Committee

Dr.-Ing. Andrés Cura Hochbaum, HSVA GmbH, GERMANY Chairman

Prof. Frederick Stern, IIHR, University of Iowa, USA Secretary
Ir. F. Quadvlieg, MARIN, THE NETHERLANDS
Prof. Zao Jian Zou, Shanghai Jiao Tong University, CHINA
Dr. Sun Young Kim, Maritime and Ocean Engineering Research Institute, KOREA
Dr. Kristian Agdrup, FORCE Technology, DENMARK
Prof. Hironori Yasukawa, Hiroshima University, JAPAN
Dr. Pierre Perdon, Bassin d’Essais des Carčnes, FRANCE
Dr. Riccardo Broglia, INSEAN, ITALY
Proceedings of 25th ITTC – Volume I
3

Seakeeping Committee

Dr. Terence R. Applebee, NSWC, David Taylor Model Basin, USA Chairman
Dr. Paul Crossland, QinetiQ, UK Secretary
Dr. G. Hermanski, IOT, National Research Council of Canada, CANADA
Prof. Yonghwan Kim, Seoul National University, KOREA
Dr. Jianbo Hua, SSPA, SWEDEN (until 2007)
Mr. Dariusz Fathi, Marintek, NORWAY (from 2007)
Dr. Koichiro Matsumoto, Universal Shipbuilding Corporation, JAPAN
Mr. Jinzhu Xia, Australian Maritime College, AUSTRALIA
Dr. Gregory Grigoropoulos, National Technical University of Athens, GREECE
Dr. Rumen Kishev, Bulgarian Ship Hydrodynamics Centre, BULGARIA

Ocean Engineering Committee

Dr. Pierre Ferrant, École Centrale de Nantes, FRANCE Chairman

Prof. Martin J. Downie, University of Newcastle Upon Tyne, UK Secretary
Prof. Antonio Carlos Fernandes, Federal University of Rio de Janeiro, BRAZIL
Ir. Jaap de Wilde, MARIN, THE NETHERLANDS
Dr. Sa Young Hong, Maritime and Ocean Engineering Research Institute, KOREA
Prof. Jianmin Yang, Shanghai Jiao Tong University, CHINA
Dr. R. Baarholm, MARINTEK, Norway
Prof. Shuji Nagata, Saga University, JAPAN
Dr. Nuno Fonseca, Instituto Superior Técnico, PORTUGAL

Specialist Technical Committees

Stability in Waves

Prof. Naoya Umeda, Osaka University, JAPAN Chairman

Mr. Andrew J. Peters, QinetiQ, UK Secretary
Dr. Arthur Reed, NSWC, David Taylor Model Basin, USA
Dr. Jan-Otto de Kat, MARIN, THE NETHERLANDS (until 2006)
Dr. Ir. F. van Walree, MARIN, THE NETHERLANDS (from 2007)
Prof. Sheming Fan, Marine Design and Research Institute of China, CHINA
Dr. Shigesuke Ishida, National Maritime Research Institute, JAPAN
Prof. Alberto Fransescutto, Universitŕ di Trieste, ITALY
Prof. Apostolos Papanikolaou, National Technical University of Athens, GREECE

Ice

Dipl.-Ing. Jens-Holger Hellman, HSVA GmbH, GERMANY Chairman

Dr. M. Lau, IOT, National Research Council of Canada, CANADA
Mr. R. Sampson, University of Newcastle upon Tyne, UK
Prof. Q.J. Yue, Dalian University of Technology, CHINA
Mr. Göran Wilkman, Aker Arctic Technology Inc., FINLAND
Committees of the 25th ITTC

Uncertainty Analysis

Dr. Joel T. Park, NSWC, David Taylor Model Basin, USA Chairman
Dr. Ahmed Derradji Aouat, IOT, National Research Council of Canada, CANADA Secretary
Prof. Bao Shan Wu, China Ship Scientific Research Centre, CHINA
Prof. Shigeru Nishio, Kobe University, JAPAN
Mr. Erwan Jacquin, Bassin d’Essais des Carčnes, FRANCE

Cavitation

Dr. Laurence Briançon-Marjollet, Bassin d’Essais des Carčnes, FRANCE Chairman

Dr. W. Zierke, ARL, Pennsylvania State University, USA Secretary
Dr. Scott Gowing, NSWC, David Taylor Model Basin, USA
Ir. H.C.J. van Wijngaarden, MARIN, THE NETHERLANDS
Dipl.-Ing. Christia Johannsen, HSVA GmbH, GERMANY
Dr. Bong Jun Chang, Hyundai Maritime Research Institute, KOREA
Mr. Jan Hallander, SSPA, SWEDEN
Prof. Takafumi Kawamura, University of Tokyo, JAPAN
Dr. Mohammad Saeed Seif, Sharif University of Technology, IRAN

Azimuthing Podded Propulsion

Dr. Noriyuki Sasaki, National Maritime Research Institute, JAPAN Chairman

Prof. C.J. Yang, Shanghai Jiao Tong University, CHINA Secretary
Prof. Mehmet Atlar, University of Newcastle upon Tyne, UK
Ir. J.H. Allema, MARIN, THE NETHERLANDS
Dr. Se-Eun Kim, Samsung Heavy Industries Co., KOREA
Dr. Antonio Sanchez-Caja, VTT Industrial Systems, FINLAND
Dr. V. Borusevich, Krylov Shipbuilding Research Institute, RUSSIA
Dr. Francesco Salvatore, INSEAN, ITALY

Powering Performance Prediction

Prof. Sverre Steen, Norwegian University of Science and Technology, NORWAY Chairman
Dr. M.J. Bobo de la Pena, CEHIPAR, SPAIN Secretary
Prof. Wei Qui, Memorial University of Newfoundland, CANADA
Mr. Gabor Karafiath, NSWC, David Taylor Model Basin, USA
Dipl.-Ing. Richard Anzböck, Schiffbautechnische Versuchsanstalt in Wien, AUSTRIA
Prof. Dexiang Zhu, China Ship Scientific Research Centre, CHINA
Dr. Jinho Jang, Samsung Heavy Industries, KOREA
Dr. Naoji Toki, Mitsubishi Heavy Industries Ltd., JAPAN
Prof. Mustafa İnsel, Istanbul Technical University, TURKEY
Proceedings of 25th ITTC – Volume I
5

Vortex Induced Vibrations

Mr. Halvor Lie, MARINTEK, NORWAY Chairman

Dr. Don Spencer, Oceanic Consulting Corporation, CANADA
Dr. S. Huang, Universities of Glasgow & Strathclyde, UK
Prof. Jung-Chun Suh, Seoul National University, KOREA
Prof. Xiong-Liang Yao, Harbin Engineering University, CHINA
Prof. Chang-Kyu Rheem, University of Tokyo, JAPAN
Dr. Elena Ciappi, INSEAN, ITALY

Wake-Fields

Dr. Jin Kim, Maritime and Ocean Engineering Research Institute, KOREA Chairman
Dr. T. Fu, NSWC, David Taylor Model Basin, USA
Dr. Tomasz Bugalski, Ship Design and Research Centre, POLAND
Dr. M. Hinatsu, National Maritime Research Institute, JAPAN
Dr. Fabio Di Felice, INSEAN, ITALY

Group

Quality Systems Group

Prof. Gerhard Strasser, Schiffbautechnische Versuchsanstalt in Wien, AUSTRIA Chairman

Dipl.-Ing. Barbara Günther, Schiffbau Versuchsanstalt Potsdam GmbH, GERMANY
Dr. C.J. Lee, Maritime and Ocean Engineering Research Institute, KOREA
Mr. Akio Ito, Ishikawajima-Harima Heavy Industries, JAPAN
Prof. Marco Ferrando, Universitŕ di Genova, ITALY
Specialist Committee on Stability in Waves

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Proceedings of 25th ITTC – Volume I
7

The Advisory Council

Report to the 25th ITTC

1. MEMBERSHIP AND MEETINGS committee chairmen were informed of the

council’s comments.
The Membership of the 25th ITTC Advisory
Council consisted of 31 organisations. Seoul
National University and Akishima Laboratories 2.2 Advisory Council Working Groups
(Mitsui Zosen) Inc. resigned from the council
in 2005. To maintain the effectiveness of its
technical work, the Council continued to make
Mr. D. Murdey was elected as the Chairman use of the four Working Groups set up before
and Dr. N. Toki as the Vice-Chairman. Mr. the 24th Conference. The Working Groups
Aage Damsgaard was appointed as the have two main responsibilities, to develop
Secretary. proposals for terms of reference for the future
technical committees and to review and assess
The Advisory Council held three meetings the procedures proposed by the technical
since the last Conference. The first meeting committees. Each Working Group was
was held in Rome, Italy 18–19 September 2006, concerned with the areas covered by
the second in Fukuoka, Japan 20-21 September approximately three technical committees. To
2007, and the third meeting in Copenhagen, provide a contact between the new technical
Denmark, 26-28 March 2008. committees and the Council, the Working
Groups will remain in place after the next
Conference, with the appropriate division of
committees among them. This should expedite
2. ACTIVITIES AND answering any questions the new technical
RECOMMENDATIONS OF THE committees may have concerning their terms of
ADVISORY COUNCIL reference.

2.1 Review of the Work of the Technical

Committees and Groups
2.3 ITTC Recommended Procedures
The technical committees and groups
provided progress reports for the meetings of The technical committees proposed 41
the Advisory Council in September 2006 and new or revised procedures.
September 2007. The reports contained
information on the progress of each The Council reviewed the procedures
committee’s work, attendance at meetings, and based on criteria for publication which had
any other matters requiring the attention of the been revised at its meeting in Rome. The result
Council. The reports were reviewed at the of the review was that 22 procedures were
meetings of the Council and the progress of the accepted for publication without revision and
work was carefully monitored and the 18 for publication after minor revisions had
The Advisory Council

been made. One procedure was published Terms of reference were also proposed for
including a comment by the Council. All the the Quality Systems Group.
procedures were passed to the Quality Systems
Group who ensured they were in line with
ITTC requirements for completeness, structure,
symbols and format. The Quality Systems 2.5 ITTC Web Site
Group also managed the publication of the
procedures in the Manual of ITTC The permanent ITTC website was
Recommended Procedures and Guidelines. established at – http://ittc.sname.org .

The ITTC site is the primary source of

information on the ITTC and includes the link
to the detailed information on the 25th
2.4 Technical Committees for the 26th Conference
ITTC
The Proceedings of all ITTC conferences
At the meeting in March 2008, the Council (except the 2nd, which although not specifically
reviewed the drafts of the “Technical named is included in the proceedings of the
Conclusions”, Recommendations to the Institution of Naval Architects for 1934), have
Conference”, and “Recommendation for Future been uploaded to the website. In addition, the
Work” provided by each technical committee hard copy Catalogue of Facilities has been
and group as well as proposals submitted by scanned and put on the website. An update of
ITTC members at large. Based on this the Catalogue has been initiated.
information and its assessment of the needs of
the ITTC, the Council drafted a proposal for
the tasks and structure of the 26th ITTC
Technical Committees and Group, See
Appendix 1. 2.6 Rules of ITTC

The following Committees are proposed: The Advisory Council reviewed drafts of the
proposed new Rules for the ITTC that had been
General Committees written by a working group of the Executive
• Resistance Committee. As a result of these reviews,
• Propulsion several changes were suggested and included in
subsequent drafts.
• Manoeuvring
• Seakeeping
• Ocean Engineering

Specialist Committees 2.7 Continuity of organization of the ITTC

• CFD in Ship Hydrodynamics
• Detailed Flow Measurements The Advisory Council was concerned that
• High-speed craft much of the knowledge and expertise
• Scaling of Wake Field concerning the organisation and operation of
• Stability in Waves the ITTC would be lost as members of the
• Surface Treatment ITTC community retired. To address this the
• Uncertainty Analysis Council drafted a procedure “General
• Vortex Induced Vibrations Guidelines for the Activities of Technical
Committees, Liaison with Executive
Committee and Advisory Council.” This
Proceedings of 25th ITTC – Volume I
9

procedure includes an outline timetable for all

the major activities carried out during the three-
year period between Conferences.

3. OFFICERS FOR THE 26TH ITTC

ADVISORY COUNCIL

Prof. Gerhard Strasser was appointed as the

Chairman for the 26th ITTC Advisory Council.
Dr. S.W. Hong was appointed Vice Chairman.
Specialist Committee on Stability in Waves

640
Proceedings of 25th ITTC – Volume I
11

The Executive Committee

Report to the 25th ITTC

1. INTRODUCTION 2. OBITUARIES

The 25th ITTC Executive Committee has Makoto Ohkusu

acted according to the Rules of the Organiza-
tion as defined and published in the Proceed- Professor Makoto Ohkusu of Kyushu Uni-
ings of the 24th ITTC. The Executive Commit- versity, Japan, passed away of cancer at pan-
tee has mostly approved and implemented creas on May 12, 2006, aged 68. He was a
those policies recommended by the Advisory member of the 18th ITTC seakeeping commit-
Council and also implemented the decisions of tee (1984-1987), and the chairman of the 19th
the 24th ITTC Conference held in Edinburgh in ITTC seakeeping committee (1987-1990).
2005.
The late Professor Ohkusu started his scien-
In all cases, the meetings of the Executive tific career working on the steady wave-making
Committee have been arranged to coincide at resistance of a ship, as a student of Professor
the same venue as the meetings of the Advisory Emeritus Takao Inui at the University of Tokyo.
Council. The first work which made him internationally
famous was on the hydrodynamic interactions
The Executive Committee consists of seven among multiple floating bodies. This work has
full-voting members, six of which are the Rep- drawn much attention from engineers and sci-
resentatives of the six Geographical Areas, to- entists, and greatly contributed to the develop-
gether with the Chairman of the Executive ment of muti-hull ships and ocean platforms.
Committee, who is selected by the previous Another outstanding contribution by him in
Conference of the ITTC. ship hydrodynamics is the development of the
unsteady wave-pattern analysis method. This
The following are non-voting ex-officio provided a new technique for studying the hy-
Members of the Executive Committee, the Past drodynamic forces on and motions of a ship
Chairman of the Executive Committee, and the running at forward speed in waves, and shed
Chairman and Secretary of the Advisory Coun- new light on the study of added resistance and
cil. resulting speed loss. He also published many
other noteworthy papers, concerning such top-
The Secretary of the Executive Committee, ics as the nonlinear behaviour of a long cable, a
who is elected by the Executive Committee, is new evaluation method for the oscillating and
also an ex-officio non-voting Member of the translating Green function, and its application
Executive Committee. to the boundary-value problem for the flow
around ships. In his last years before retirement
from Kyushu University, he also worked on
hydroelastic problems connected with very
The Executive Committee

12

large floating structures to be used as floating served as the vice president of POSTECH from
airports. 1986 to 1991 and also as the director of the
Advanced Fluid Engineering Research Center
His academic achievements are highly rated, (AFERC), Center of Excellency Program sup-
for which he received many awards, such as the ported by the Government from 1990 to 2005.
best paper award in 1987 and the award of He published more than 200 research papers.
good textbook publication in 1997 both from He supervised 18 master’s and doctoral stu-
the Society of Naval Architects of Japan dents. His research interests and contributions
(SNAJ), and also Yoshiki Award for long-term were significant, lasting and encompassing and
contributions to the development of shipbuild- covered development of a numerical scheme
ing technologies in 2005. He was chosen as the for the second order free surface wave prob-
Lecturer for the prestigious Weinblum Lecture lems, ship motion problems related to the
for the term of 2004-2005. catamarans and SWATHs during his early ca-
reer, and marine environmental problems in-
cluding oil-spill recovery problems and magne-
Choung Mook Lee tohydrodynamics problems during his late ca-
reer.
Professor Choung Mook Lee passed away
on July 26, 2006 at the age of 73. He was born He received many awards and citations in-
on November 1, 1933 in Pyungteck, Korea. cluding the Outstanding Performance Awards
in 1972 and 1975 from DTNSRDC and the
Prof. Lee served as the members of ITTC: Outstanding Performance Awards in 1983 and
20th ITTC Quality Group, and 21st, 22nd and 1985 from ONR. He was also the American
23rd ITTC Executive Committees. Especially Bureau of Shipping- Captain Joseph H. Lin-
he made a significant contribution to the 22nd nard Prize Recipients in 1975 from the Society
Conference held in Seoul and Shanghai in 1999 of Naval Architects and Marine Engineers by a
as the chairman of the Executive Committee. paper titled “Ocean Catamaran Seakeeping De-
He attended Seoul National University and re- sign Based Upon the Experiences of USNS
ceived his Bachelor of Science degree in naval Hayes”. Prof. Lee also received the Out-
architecture in 1958. He went to the Unites standing Scientific Achievement Award in
States of America in 1960 and received his 1996 and the Best Paper Award in 2004 both
Bachelor of Science degree in mechanical en- from the Society of Naval Architecture of Ko-
gineering from the University of North Dakota. rea. He received the “Dongbaeg Badge” of Na-
Then he continued his advanced studies at the tional Decoration in 1997 from the Govern-
Department of Naval Architecture, University ment.
of California, Berkeley for his Master’s and
Ph.D degrees in 1963 and 1966, respectively. Prof. Lee served as the presidents of the
He worked as a research engineer at the David Korea Society of Theoretical and Applied Me-
Taylor Naval Ship R&D Center (DTNSRDC) chanics (Korean counterpart of IUTAM), the
during 1966-1982. He worked at the Korea Re- Society of Naval Architecture of Korea
search Institute of Ships and Ocean Engineer- (SNAK) and the Korean Society for Marine
ing (KRISO) in Korea as the vice president on Environmental Engineering including the
his sabbatical leave in 1978. He worked as chairman of the Korean Towing Tank Confer-
S&T Progress Manager at Office of Naval Re- ence (KTTC). He retired from the Pohang Uni-
search during 1982-1986. versity of Science and Technology in February
2006 and became professor Emeritus. Professor
Prof. Lee returned to Pohang University of Lee is survived by his wife, Dr. Sin Ai H. Lee,
Science & Technology (POSTECH), Korea as and two daughters, Jean Young L. Chae and
a professor of mechanical engineering. He Sue Lee Collins, both living in the States.
Proceedings of 25th ITTC – Volume I
13

Hitoshi Fujii of his contemporaries at the David Taylor

Model Basin and at the SNAME.
Dr. Hitoshi Fujii passed away at the age of
78 on December 11, 2006. He entered Mitsubi- He particularly left his mark as director
shi Heavy Industries Ltd. (MHI) after serving (1972-1986) of the Maritime Research Institute
as a research associate at Osaka University. He in Wageningen (MARIN) and as part-time pro-
served MHI as a manager of Seakeeping Re- fessor of Resistance and Propulsion in the then
search Laboratory from 1971 to 1974, as the Naval Architecture faculty of Delft University
Chief Research Engineer of Nagasaki Research of Technology (1962-1988). After his prede-
and Development Center from 1982 to 1986. cessor (Prof. W.P.A. van Lammeren) laid the
During the period, he devoted himself to the foundation for a better understanding of propel-
planning, construction and management of our ler propulsion through the systematic Wagen-
Seakeeping and Manoeuvring Basin. He was ingen B series, still used worldwide to this day,
really a boss of Seakeeping and Manoeuvring Dick van Manen occupied himself primarily
specialists in Nagasaki, even after his retire- with the propulsion concept in a somewhat
ment. broader sense. He did his Ph.D study, only two
years after he finished his MSc degree at
After the retirement from MHI, he moved MARIN, on the effect of the non-uniformity of
to Nagasaki Institute of Applied Science as a the wakefield on the design of propellers, a
professor. subject that attracted significant attention in
those days, after renowned publications by
He contributed to International Towing Betz and Lerbs on ideal radial loading distribu-
Tank Community as members of Manoeuvra- tions.
bility Committees of the 15th ITTC (the Har-
gue, 1978) and the 16th ITTC (Leningrad, Dick van Manen produced publications on
1981). Besides that, throughout his carrier in a large number of concepts, such as the paddle
MHI, he supported the representative of Na- wheel, the ducted propeller, vertical axis pro-
gasaki Experimental Tank to ITTC as the head pellers (also known as Voith-Schneider), con-
of Seakeeping and Manoeuvring Basin. trarotating propellers and finally his invention:
the Whale Tail Wheel (a combination which
He also joined discussions in MARINTEK, links the kinematics of a whale tail to that of
SSPA and Bulgarian Ship Hydrodynamic Cen- the wheel). Perhaps the most important lesson
tre when the people there were planning their for his pupils was that he was continually
basins for the testing of Seakeeping, Manoeu- searching for the elementary simplicity of the
vring and Ocean Engineering. working principles. An illustration of this is the
pump diagram, in which he plotted pump char-
acteristics for a number of ship propulsors in
Dick van Manen addition to pumps. An enduring legacy is the
Vacuum Tank built in Ede under his leadership.
Professor Dick van Manen passed away on A laboratory specifically developed for vibra-
Friday December 8, 2006 at the age of 83. An tion nuisance, noise and erosion research on
outstanding personality, whose influence con- ships’ propellers.
tinues to be visible in the current maritime re-
search infrastructure. Not limited only to the Dick won a number of awards and honorary
Netherlands, but his traces can be found abroad memberships. He became a fellow of the Royal
as well. He maintained professional and amica- Institution of Navigation (UK) in 1975 and be-
ble contacts with many of his US colleagues, came a honorary member – fellow of the
which is reflected in his friendship with many SNAME in 1976. In 1978 he became member
of the Royal Netherlands Academy of Sciences
The Executive Committee

14

and in 1984 he won the prestigeous David W. lasticity, acoustics, seaquakes, optimization in
Taylor Golden Medal, awarded to him by the hydrodynamic problems, to name a few.
SNAME. In addition, he chaired the Interna-
tional Towing Tank Conference for a number He had been very amicable to all genera-
of years. tions of researchers, and especially younger
researchers were spurred through discussions
Alongside his infectious enthusiasm for his with him and just talk on various topics. Not
field of work as an ongoing source of profes- only limited to magical theories but also he had
sional satisfaction, Dick van Manen was a a great knowledge of experiments and physical
‘champion of positive thinking’. He was able to insight, and thus it is sure that he had influ-
utilize these characteristics well in a time in enced greatly the activities of the ITTC, par-
which he observed the full impact of the reduc- ticularly in Japan.
tion in Dutch shipbuilding.
Because of his outstanding contributions
In our minds we recall a master, a figure of and internationally-acclaimed achievements, he
stature with a charming presence, searching received various awards, such as the best paper
continuously for the essence and the simplicity award and Yoshiki Award from the Society of
of hydromechanics, with undiminishing and Naval Architects of Japan. In addition, he was
infectious enthusiasm. also chosen as the Lecturer for the prestigious
Weinblum Lecture for the term of 1993-1994.

Masatoshi Bessho
Dimitar Kostov Kostov
Professor Masatoshi Bessho passed away
on June 24, 2007 at the age of 80. He studied at Dr. Dimitar Kostov Kostov, Senior Re-
the Department of Naval Architecture, the Uni- search Scientist, Head of Ship Hydrodynamics
versity of Tokyo, graduated in 1950, and con- department of the Bulgarian Ship Hydrody-
tinued advanced studies at the graduate school namics Centre (BSHC) in Varna, passed away
of the same university as a special research on 02 October 2007 at the age of 62.
student. In 1955, he became a lecturer at the
National Defence Academy, and he was pro- Born on 26 June 1945 in Varna, Bulgaria,
moted to an associate professor in 1957 and Dr. Kostov received his M. Sc. degree as naval
full professor in 1968. Until his retirement architect at the Technical University, Varna, in
from the National Defence Academy in 1992 1969.
and even after the retirement, he had been con-
tributing to the research and education, and his Dr. Kostov started his scientific career in
influence is wide-spread not only in Japan but 1973 at the Shipbuilding Institute, Varna. He
also in the whole world. received his Ph.D degree at Leningrad Ship-
building Institute in 1977 for his thesis on in-
There are many hydrodynamic relations and vestigation and development of methods for
theories with the name of Bessho, and his dis- evaluation of full ships wave making resistance.
tinctive and incisive ideas with ample knowl-
edge of mathematics are sometimes referred to In 1986 academic rank “senior research sci-
as ‘magic’. A wave-less floating body and the entist” was conferred on Dr. Kostov in the field
reverse-time velocity potential are examples of of “ship theory”. In the same year he realized
those magical ideas. His academic interest was successful scientific fellowship on the ship
very broad, such as viscous and wave-making form optimization for resistance minimization
resistances, wave-body interactions, hydrody- at the University of Tokyo and Yokohama Na-
namic problems on high-speed ships, hydroe- tional University in Japan.
Proceedings of 25th ITTC – Volume I
15

Dr. Kostov was one of the first researchers sible, from hull and propeller design, model
with deep contributions to the formulation of manufacturing, equipments for the measure-
the composition and the scientific research ments, conducts of model tests, analyses of the
tasks of the Bulgarian Ship Hydrodynamics measured data and power estimation of the full-
Center and was amongst the founders of this scale ship. After completing the whole proce-
Institution. From the establishment of BSHC in dures of works within the model tank, he pro-
1977 till 2007 Dr. Kostov occupied series of ceeded to the improvement of the measurement
scientific management posts in the field of ship in Sea Trial and developed the use of what we
design and ship performance investigation as call “Togino-type torsion meter” and accumu-
well as the post of BSHC scientific research lated the full-scale trial data. His paper titled
activities assistant director. He was an active “Model-Ship Correlation Method in the Mitsu-
member of BSHC Scientific Council since its bishi Experimental Tank” was published in
foundation. 1963 and marked as the first paper of this kind.
He served as a leader of the model tank until
Dr. Kostov was manager of series succes- May 1965 and then he undertook the higher
sively finished European and International in- and wider responsibility in Mitsubishi. He re-
vestigations and projects. tired from Mitsubishi in June 1981 after serv-
ing as the vice-president of the company. After
He was one acknowledged researcher and the leave from the tank and even after the re-
scientist amongst the international scientific tirement from Mitsubishi, he continued to be a
community as well as member of the Resis- backbone of Nagasaki Basin.
tance & Flow Committee of the 20th ITTC.
He attended International Towing Tank
Conference for the first time at 7th ITTC (1954,
Kaname Taniguchi Scandinavia). In 1958, he joined the “Commit-
tee of Scale Effects on Propellers and on Pro-
Dr. Kaname Taniguchi, the re-founder of pulsion Factors” of 9th ITTC (1960, Raris) in
Nagasaki basin of Mitsubishi Heavy Industries response to the request by the chairman, Dr. H.
Ltd. (MHI), passed away at the age of 94, on Edstrand. He continued the contribution to
April 29, 2008. ITTC as a member of Propulsion Committee in
10th ITTC (1963, Teddington), a member of
Dr. Kaname Taniguchi entered MHI after Performance Committees in 11th ITTC (1966,
graduating from the University of Tokyo in Tokyo) and 12th ITTC (1969, Rome). Then, he
April, 1937 and started working in the model served as a member of Executive Committee in
basin. At the time, the model basin of Mitsubi- 13th ITTC (1972, Berlin Hamburg) and 14th
shi was a copy of No.1 Tank in Hasler, which ITTC (1975, Ottawa) representing Japan, Ko-
had been completed in Nagasaki shipyard in rea and China. However, shortly after the start
1908. Shortly after, the planning of a new lar- of the 14th term, he got an ill and handed over
ger model basin in a site separate from the the Executive Committee membership to Prof.
shipyard was started and the construction of the Seizo Motora. He also served as a primary
present basin was completed in December, member of the Local Organizing Committees
1943. However, in less than two years, the of 11th ITTC and 18th ITTC (1987, Kobe).
above-ground part of the tank was completely
destroyed by an Atomic bombing in August 9th,
1945. After the war, he devoted himself to the Tatsuro Hanaoka
revival of the tank, and completed the revival
of a part of the smaller basin in 1949 and whole Dr. Tetsuro Hanaoka, former Professor of
facility in 1953. Then, he tried to manage the Kagoshima University and former Director of
whole process of the tank tests as well as pos- the Ship Dynamics Division of Ship Research
The Executive Committee

16

Institute, Ministry of Transport, Japan, passed also contributed to the 14th ITTC Cavitation
away on April 28, 2008, at the age of 92. Committee. Most of his noteworthy achieve-
ments have been continuously enlightening us.
Dr. Tetsuro Hanaoka graduated from Yo-
kohama Technical High School, the predeces-
sor of Yokohama National University, in 1940. 3. COMMITTEE MEMBERSHIP
After getting through the wartime and postwar
shambles, he studied as a special research stu- The Membership of the Executive Commit-
dent at Nagoya University and started his sci- tee was formalized at the 24th ITTC Confer-
entific career in 1947 at the Railway Technical ence in Edinburgh.
Laboratory, the predecessor of Transportation
Technical Research Institute and subsequent Chairman: Prof. Takeshi Kinoshita (Japan)
Ship Research Institute (present National Mari-
time Research Institute, Japan). After his re- Area Representatives:
tirement from Ship Research Institute in 1979, Dr. In-Young Koh (Americas)
he moved to Kagoshima University as a pro- Dr. Harri Soininen (Northern Europe)
fessor in the Faculty of Engineering. Mr. Arne Hubregtse (Central Europe)
Dr. Ulderico Bulgarelli (Southern Europe)
His name is engraved on the well-known Dr. Seung-il Yang (East Asia)
“Haskind-Hanaoka-Newman’s relation”. That Prof. Yasuyuki Toda (Pacific Islands)
is one of the most important theorems in ship
hydrodynamics representing a reciprocity theo- Secretary: Prof. Masashi Kashiwagi (Japan)
rem on the wave-exciting force and the radia-
tion wave of a ship with forward speed. As In addition, there were the following ex-
shown in this instance, his outstanding contri- officio members:
butions to ship hydrodynamics are firstly in the Prof. Attila Incecik
theory of unsteady wave resistance and ship (Past Chairman of Executive Committee)
dynamics in waves. We are reminded of a fact Mr. David Murdey
that the unsteady wave field around a ship ad- (Chairman of Advisory Council)
vancing in waves is governed by a parameter Mr. Aage Damsgaard
Ω=ωV/g known as Hanaoka’s parameter. An- (Secretary of Advisory Council)
other outstanding contribution in naval hydro-
dynamics is the theoretical development of un-
steady propeller lifting-surface theory. He 4. COMMITTEE MEETINGS
solved unsteady flow problems around a pro-
peller by utilizing the acceleration potential as The 25th ITTC Executive Committee (EC)
a magic stick and established an elegant treat- held four meetings between September 2005
ment for the singularity in the complicated ker- and March 2008. Further meetings will take
nel function appearing in an integral equation. place during the next Conference in Fukuoka,
The computational results based on his theory Japan in September 2008.
contributed to the comparative study on the
propeller shaft force conducted at the 14th A preliminary meeting was held in Edin-
ITTC Propeller Committee and demonstrated burgh on 10th September 2005, on the last day
one of the best correlations with measurements. of the 24th ITTC Conference. New Members
He also developed a beautiful and fully analyti- of the Executive Committee were introduced to
cal cavity flow theory on two-dimensional hy- each other by the new EC Chairman. He then
drofoils of arbitrary shape. Computed results appointed Prof. Masashi Kashiwagi to be the
on three-dimensional hydrofoils by an ex- new Secretary of the Executive Committee,
tended method based on his cavity flow theory who was accepted by the Committee. It was
Proceedings of 25th ITTC – Volume I
17

agreed that the first task of the Secretary would was submitted from COPPE in Brazil, the EC
be to contact the new Chairmen of the various discussed for its qualification and confirmed to
Technical Committees, to ensure that they un- require submission of additional documents
derstood their duties and that they would fol- through the Americas Representative. A num-
low the Recommendations of the Conference. ber of changes in the Committee members at
some Technical Committees (The Northern
The first full meeting took place in Rome, Europe Representative on the Seakeeping
Italy, on 19th September 2006. The Executive Committee, the Central Europe Representative
Committee (EC) discussed the revision of on the Specialist Committee on Stability in
ITTC Rules and confirmed that the Advisory Waves) were approved by the Executive
Council (AC) Chairman would write a draft of Committee. The EC Chairman proposed the
further revision by taking account of comments registration fee of 120,000 Japanese Yen (JPY)
from the EC and AC members. Some issues on for an ordinary participant and 20,000 JPN for
the relationship between the ITTC and the IMO an accompanying person, which was approved
(International Maritime Organization) were by all EC members. Some schedules for the
discussed and agreed that independence of the 25th ITTC were agreed, such as preparation of
ITTC must be guaranteed, representation of the a list of expected participants, topics for the
ITTC towards IMO would be done by the Group Discussions, final reports from Techni-
ITTC Secretary, and expert work requested by cal Committees, and so on. Regarding the
IMO should be performed by relevant Techni- venue for the 26th ITTC Conference, no
cal Committee members. It was also agreed prominent progress had been reported from the
that the EC should make efforts to save money last meeting and thus no decision was made on
in dispatching the ITTC representatives to IMO this issue. The EC Chairman explained the
meetings and should discuss and decide to status of the income and expenditure for the
what extent of IMO activities the ITTC be in- 25th ITTC Secretariat and Proceedings, and
volved. Change of the Northern Europe Repre- presented an estimation of 6,000 USD for the
sentative on the Resistance Committee was ap- cost of the Proceedings, to which there was no
proved. The EC Chairman announced the date objection from the EC members.
and venue of the 25th ITTC Conference and
explained the state of arrangement and prepara- The third meeting took place in Lyngby,
tion. The EC also discussed on the venue for Denmark, on 27th and 28th March 2008. As a
the 26th ITTC Conference but could not decide. progress from the last meeting, the EC Chair-
Some discussions were made on the relation man reported that the application from COPPE
and common work between ITTC and ISSC in Brazil to become an AC member was with-
(such as Loads, Ocean Waves) and on the drawn. The revision of ITTC Rules was almost
ITTC Guidelines. completed and after taking account of further
comments, if any, the revised ITTC Rules
The second meeting took place in Fukuoka, would be submitted for adoption by the ITTC
Japan, on the 21st September 2007. As a con- Conference in September 2008. The EC ap-
tinuation from the last meeting, the revision of proved the application from the Australian
ITTC Rules was discussed, and a more refined Maritime College (AMC) to become an AC
version would be submitted at the next EC and member. The application for the membership
AC meetings. Regarding IMO related issues, of the ITTC submitted from Jiangsu University
the EC confirmed approval of the financial of Science and Technology (JUST) was
support from the ITTC for Dr. Frans van Wal- checked and the EC confirmed eligibility of
ree (a member of the Specialist Committee on JUST and approved the application. Regarding
Stability in Waves) to attend the IMO SLF-50 the venue for the 26th ITTC Conference, no
meeting as a representative of the ITTC. Since conclusion was attained despite some discus-
a formal application for the AC membership sions, and it was agreed that the final decision
The Executive Committee

18

would be made at the EC meeting scheduled on 5.3 New ITTC Member Organizations
the first day of the 25th ITTC Conference in
Fukuoka. The EC approved that the following During the three years of the 25th ITTC,
three themes would be coordinated for the there was only one new Organization accepted
Group Discussions during the 25th ITTC Con- for Membership within the ITTC:
ference in Fukuoka:
• Jiangsu University of Science and Technol-
• Impact of CFD on ship hydrodynamics ogy (JUST), China
• Image-based measurements around ship
hulls
• Global warming and impact on ITTC ac- 5.4 Review of Advisory Council
tivities Membership

It was agreed also to organize a short discus- According to the Rules of the Organization,
sion session just after the technical report of the half of the Member Organizations were chosen
ICE Committee with chair by Dr. Harri Soin- during the 24th ITTC, for review and reconfir-
inen. Discussions were made on the timetable mation of their membership of the ITTC Advi-
for the final reports from Technical Commit- sory Council. During this 25th ITTC, the re-
tees, evaluation of activities of the Committee maining half Members have been circulated
Members, nomination of new Committee with the standard questionnaire and it is ex-
Members, and decision of the chairmen of pected that all will be confirmed by the Execu-
Technical Sessions for the 25th ITTC Confer- tive Committee in September 2008.
ence. Some information was exchanged on the
next Area Representatives, and finally it was During the 25th ITTC an application from
confirmed that the next EC meeting would take the Australian Maritime College (AMC) for
place during the 25th ITTC Conference in Fu- Membership of the Advisory Council was con-
kuoka, Japan. sidered and accepted by the Executive Com-
mittee.

5. COMMITTEE DECISIONS
5.5 Changes in Technical Committee
Membership
5.1 Rules of the Organization
The following changes in Membership of
The rules of the Organization are repro- the Technical Committees were approved by
duced in Appendix 5 of the present Proceed- the Executive Committee.
ings.
Resistance Committee
• Dr. Tommi Mikkola of Helsinki University
5.2 New Committee Structure of Technology, Finland replaced Dr. Juha
Schweighofer of Helsinki University of
A new Committee Structure, created by the Technology, Finland.
Advisory Council, was agreed and endorsed by
the Executive Committee. It will be effective Manoeuvring Committee
for the 26th ITTC Technical Committees and • The affiliation of the Chairman, Dr. Andres
Groups, following the final decision and Cura Hochbaum, was changed from Pots-
agreement of the ITTC Conference in Septem- dam Model Basin to Hamburg Ship Model
ber 2008. Basin (HSVA).
Proceedings of 25th ITTC – Volume I
19

Seakeeping Committee Also included will be helpful details regarding

• Mr. Darius Fathi of MARINTEK, Norway the Conference venue and travel details. Finally,
replaced Dr. Jianbo Hua of SSPA, Sweden. PDF files of the Conference Proceedings are
made available to Members on this website, in
Stability in Waves advance of the forthcoming Conference. This
• Dr. Frans van Walree of MARIN, the Neth- website address is:
erlands replaced Dr. Jan O de Kat who left http://riam.kyushu-u.ac.jp/ship/ittc/
MARIN.

5.7 Organization of 25th ITTC

5.6 ITTC Website
The 25th ITTC will be held in Fukuoka, Ja-
The Executive Committee decided to con- pan, hosted by the Japan Society of Naval Ar-
tinue two websites as in the 24th ITTC. chitects and Ocean Engineers (JASNAOE) and
organized by the organizing committee in Ja-
One permanent and official website will pan, the Chairman of which is Professor Emeri-
provide all the general information of the ITTC, tus Katsuro Kijima of Kyushu University. The
the rules, and a list of the Member Organiza- main venue of the Conference will be the 5th
tions. It will also contain a list of the ITTC floor of Fukuoka International Congress Center,
Technical Committees, their Members and the which is situated near Hakata Port close to the
tasks they have been allocated by the Confer- center of Fukuoka City.
ence. It will also possible to download most of
the ITTC documents, such as ITTC news, the
Symbols and Terminology List, the Recom- 5.8 Organization of 26th ITTC
mended Procedures and past Conference Pro-
ceedings. This website is controlled by the A proposal was received for hosting the
ITTC Secretary and is hosted by SNAME as 26th ITTC from the Americas Area, which was
the main archive of the ITTC, at the following presented by the Americas Representative, Dr.
address, http://ittc.sname.org. In-Young Koh, to hold the 26th ITTC in Brazil
in 2011. The proposal has been discussed by
The other website, which is linked from the the Executive Committee since the second
official website described above, will be con- meeting. Because of some concerns among
cerned with the 25th ITTC and will be con- some Executive Committee Members, no de-
trolled by the Executive Committee Secretary, finitive conclusion was attained at the meetings
as the organizers of the ITTC Conference. It of the Executive Committee. The final decision
will contain information on the Conference, will be made on the Executive Committee
such as registration and hotel information, the meeting scheduled on the first day of the 25th
Conference timetable and social programme. ITTC Conference in September 2008.
Specialist Committee on Stability in Waves

640
Proceedings of 25th ITTC – Volume I
21

The Resistance Committee

Final Report and Recommendations to the 25th ITTC

1. INTRODUCTION

1.2 Meetings
1.1 Membership
The committee met 4 times:
Chairman: 6-7 February 2006, Launceston, Australia
Dr. Emilio F. Campana 16-17 September 2006, Rome, Italy
Istituto Nazionale per Studi ed Esperienze di 3-4 May 2007, Valencia, Spain
Architettura Navale (INSEAN), ITALY 11-12 December 2007, Bethesda, United States

Secretary:
Dr. Joseph Gorski 1.3 Tasks
Naval Surface Warfare Center, Carderock
Division, UNITED STATES OF AMERICA Below we list the tasks carried out by the
25th resistance committee (RC), based on the
Members: recommendations given by the 24th ITTC.
Dr. Ho-Hwan Chun
Pusan National University, KOREA 1. Update the state-of-the-art for predicting
the resistance of different ship concepts,
Dr. A. H. (Sandy) Day hull design methods and hull optimization
Universities of Glasgow and Strathclyde, emphasising developments since the 2005
Scotland, UNITED KINGDOM ITTC Conference.

Dr. De-Bo Huang a) Comment on the potential impact of

Harbin Engineering University, CHINA new developments on the ITTC.
b) Emphasise new experimental
Mr. Gregor Macfarlane techniques and extrapolation methods
Australian Maritime College, AUSTRALIA and the practical applications of
computational methods to resistance
Dr. Tommi Mikkola prediction and scaling.
Helsinki University of Technology, FINLAND c) Identify the need for R&D for
improving methods of model
Dr. Yusuke Tahara experiments, numerical modelling and
Osaka Prefecture University, JAPAN full-scale measurements.

Dr. Jesús Valle 2. Review ITTC recommended procedures

Canal de Experiencias Hidrodinamicas de El 7.5-01-01-01 and 7.5-02-02-01 to 7.5-02-
Pardo (CEHIPAR), SPAIN 02-06.

a) Determine if any changes are needed in

the light of current practice.
The Resistance Committee

22

b) Identify the requirements for new 2.1 Turbulence Stimulation and Scaling
procedures.
c) Support the Specialist Committee on It was considered that the methods
Uncertainty Analysis in reviewing the described in 7.5-01-01-01 may not reflect
procedures handling uncertainty current practice. Members were asked which
analysis. method(s) of turbulence stimulation they used,
whether they were aware of the ITTC
3. Critically review examples of validation of recommendations and when / whether they
prediction techniques. Identify and specify were adopted. Members were then asked to
requirements for new benchmark data. comment on situations in which ITTC
recommendations were not adopted, and how
4. Complete the ITTC worldwide comparative the procedures might be improved. The final
tests for establishing benchmark data to question in the first part related to the choice(s)
identify the facilities biases. of friction line for scaling.

5. Identify developments in computational Methods adopted are shown in Figure 2.1.

and experimental methods for prediction of Some facilities indicated that different
far field waves and wash. approaches were used for different vessel types,
and in some cases for different model materials.
6. Review experimental and computational In particular several members commented on
methods to describe the airflow around the the need to adopt different techniques for
superstructure of vessels. vessels with large dynamic trim, and on
appendages.
2. RESISTANCE COMMITTEE 0 5 10 15 20 25
QUESTIONNAIRE
Studs

The RC was charged with updating the

procedures for model manufacture (7.5-01-01- Trip Wire
01) and for resistance tests (7.5-02-02-01). In
some cases, improvements could be made in Sand Strips
wording and notation; however some areas
appear to offer the potential for technical Hama Triangles
improvements.
Other
In order to inform others of the process of
updating the procedures the RC prepared a
questionnaire on issues considered by the RC Figure 2.1 Turbulence stimulation method.
to offer potential for improvement. This
addressed three areas: Turbulence Stimulation, Results for compliance with ITTC
and Scaling; Speed Measurement, and Model procedure are shown in Figure 2.2. One reason
Installation. The questionnaire was circulated given by some members for not adopting ITTC
by e-mail to all ITTC facilities. 25 facilities procedures was a reluctance to change their
replied to the questionnaire; 11 from Europe, established practices without evidence of clear
11 from Asia and Australia and 3 from the benefits in model-ship correlations.
Americas. Not all facilities answered all Additionally some members pointed out that
questions. The RC believes that the results will clients sometimes specify the turbulence
be of interest to ITTC members, and they are stimulation approach.
presented here in anonymous form.
Proceedings of 25th ITTC – Volume I
23

others generally use the ITTC 1957 line; one

0 5 10 15
member reported using the Prandtl-Schlichting
approach in some cases.
Unaware of ITTC procedure

Aware, but never adopt 2.2 Speed Measurement

Aware and sometimes adopt The second part of the questionnaire related
to the measurement of speed. It was felt that
the existing procedure offered relatively little
Aware and normally adopt
discussion of appropriate techniques for
measuring speed given the importance of this
measurement. Members were asked about the
Figure 2.2 ITTC recommendations for primary measurement system, the benchmark
turbulence stimulation method. system used for calibration, the frequency of
calibration and the accuracy of speed
One issue raised by several members was measurement.
the turbulence stimulation on bulbous bows,
where current guidance was not considered Results showing primary and secondary
satisfactory. An informal discussion with some measurement systems are given in Figures 2.4-
of the members involved indicated that 2.5. It can be seen that a trailing wheel with an
stimulation procedures for bulbous bows vary encoder or similar is the most popular primary
significantly between facilities. However, in method, though several members reported
order to propose improved procedures it is felt measuring speed directly from the carriage
that both a detailed study of the phenomena drive. Optical/proximity sensors are the most
involved, and a validation via model-ship widely used secondary approach, whilst some
correlation would be required. As a result no facilities have custom-developed devices for
proposals have been made for modification of speed calibration.
this procedure at this stage. Several members
indicated that procedures were inappropriate 0 5 10 15 20
for yachts.
Trailing wheel &
0 5 10 15 20 encoder

Carriage drive
ITTC 1957
Optical/Proximity
Sensors
Schoenherr
Pitot Tube

Other
Other

Figure 2.3 Friction line. Figure 2.4 Primary speed measurement.

The results for the fiction line are shown in
Figure 2.3. Here there was a very clear (and
expected) result; the Japanese members
generally use the Schoenherr line, whilst all
The Resistance Committee

24

0 5 10 15 2.3 Model Installation

Trailing wheel & The final part of the questionnaire related to

encoder issues of model installation. The first question
related to the part of the procedure related to
Carriage drive the towing attachment. According to the
procedure, the force should be applied “in the
Optical/Proximity line of the propeller shaft and at the LCB in
Sensors order to avoid artificial trim effects; however
model should be attached to resistance
Pitot Tube dynamometer by a connection which can
transmit and measure only a horizontal tow
Other force”. Members were first asked if they
normally followed this procedure. Results are
shown in Figure 2.7.
none
The large majority of respondents indicated
Figure 2.5 Secondary speed measurement. that they normally followed the procedure. One
respondent who reported using an alternative
Practice with regard to the frequency of practice pointed out the challenges associated
calibration varied widely, between daily with towing vessels with large shaft angles
calibration and calibration over periods of and/or large dynamic trim. Another indicated
several years. Whilst the reasons for this that in some cases (e.g. towing mathematical
variation were not discussed, it may be hulls, unconventionally propelled vessels) there
dependant on the nature of the primary and is no defined shaft-line. It is clear that this
secondary systems adopted. However the procedure is not appropriate in such cases, and
majority of replies indicated speed calibration that an alternative strategy is required. It is
once or twice per year. suggested tentatively that towing at the
waterline, using a connection providing only a
All facilities reported that their speed horizontal force, may provide a reasonable
measurement met the current standard (i.e. alternative reference condition.
0.1% of the maximum speed), and almost half
of the members reported a considerably better
0 5 10 15 20 25
accuracy (see Figure 2.6).

0 2 4 6 8 10 12 14
Y

<0.01%

<0.025% N

<0.1%

<1% Figure 2.7 Compliance with installation

procedure.
not sure

In cases in which the prescribed approach is

impossible due to the geometry of the vessel,
Figure 2.6 Speed measurement accuracy. members were asked if they attempted to
Proceedings of 25th ITTC – Volume I
25

correct the trim of the vessel. Results are

shown in Figure 2.8. 0 5 10 15

<1/5000
0 5 10 15
<1/2000
not a
problem
<1/1000
no trim
correction
<1/500
sometimes
correct trim
not sure
normally
correct trim
Figure 2.10 Alignment accuracy.
other
Finally, members were asked to comment
Figure 2.8 Trim correction approach. on the approaches used to align the model in
the tank, and the accuracy of alignment
Some members indicated that trim achieved. A range of approaches were adopted,
corrections were applied when vessels with many using traditional approaches
resistance were sensitive to trim and could involving straight-edges and plumb-bobs,
adopt large dynamic trim, but not for referenced to locations on the carriage. Other
conventional displacement vessels. A related methods used included optical systems and
question was asked with relation to practice measurement and minimisation of side force on
adopted when vessels were not transversely the model. The reported accuracy of alignment
stable. Results are shown in Figure 2.9. achieved is shown in Figure 2.10.

0 2 4 6 8 10 12 These above results were used to inform of

the proposed changes to the procedures.
not a problem

2.4 New Facilities

restrain via towing connection
As part of the RC questionnaire on test
procedure, members were also asked to report
restrain via trim/yaw guides any significant new facilities. Three responses
were received:

other Australian Maritime College. A new

cavitation tunnel is being commissioned during
2008 at the Australian Maritime College. The
tunnel is of the vertical plane, closed
Figure 2.9 Transverse instability approach.
recirculating type. The drive system consists of
a 6-bladed axial flow impeller and 14 bladed
stator with AC variable frequency drive. The
total motor power is 200kW at 1750rpm. The
working section maximum velocity is 12m/s,
and the maximum and minimum absolute
The Resistance Committee

26

pressures are 400kPa, 4kPa. The cavitation 3. TRENDS IN EXPERIMENTAL FLUID

number range is from 0.07 to 5.5. DYNAMICS

Equipment and instrumentation includes

propeller dynamometers, 6 component 3.1 Introduction
balances, water-jet test circuit, laser diagnostics,
nuclei and incondensable gas injection and This chapter reviews the recent research
separation, working section boundary layer towards understanding physical meaning in
thickness control. The tunnel is designed for hydrodynamics and applying new techniques in
propellers or models of diameters from 150mm the area of experimental fluid dynamics (EFD).
to 300mm. The trends in EFD related to the field of naval
architecture is summarized into five parts: 1)
The principal tests expected to be new and advanced techniques in hydrodynamic
performed will be: experiments, 2) wake and pressure, 3) wave
1) conventional cavitation testing. breaking and wave profile measurements, 4)
2) cavitation nucleation and diffusion full scale tests, and 5) drag reduction.
phenomena.
3) laser diagnostics.
3.2 New and Advanced Techniques in
CEHIPAR. CEHIPAR have installed a Hydrodynamic Experiments
numerically-controlled five-axis milling
machine with capacity to produce models and There have been remarkable developments
any other kind of work-pieces up to 10950 mm in the hydrodynamic experiments and
long, 2500 mm wide and 1200 mm high. The measurement techniques used in: a towing tank,
rotational speed can vary from 1000 to 20000 a water tunnel, a water channel, a wind tunnel,
rpm. The total power is 12 kW. The machine and a wave tank. EFD progress has been
can work with a range of materials including closely related with the notable improvements
aluminium, bronze, wood, paraffin wax, PVC, of optical techniques such as: Particle Image
polystyrenes, polyurethanes and other Velocimetry (PIV), Particle Tracking
compounds. Velocimetry (PTV), Laser Doppler
Velocimetry (LDV), and Laser Induced
Universities of Glasgow and Strathclyde. Fluorescence (LIF), among others, and the
The Universities of Glasgow and Strathclyde ever-increasing computer power. The
have installed a new wavemaker in the Acre Rd advanced techniques for hydrodynamic
Hydrodynamics Laboratory. The four-paddle experiments are introduced and the recent
absorbing wavemaker can move vertically in research using these techniques is summarized.
order to allow for different water depths. The
wavemaker can generate periodic waves over Particle Image Velocimetry (PIV). PIV is
frequencies from around 0.2Hz to 2 Hz. an optical technique used to measure velocities
Periodic waves over 600mm in height can be and related properties in fluids. The fluid is
generated; single breaking waves can be seeded with particles which are generally
generated up to around 1000mm in height. The assumed to faithfully follow the flow dynamics.
facility is designed for examination of highly The velocity field having 2 or 3 components is
non-linear unsteady phenomena such as computed from the correlation between
survivability and capsize in extreme seas. successive particle images using statistical
methods.

The PIV technique is one of the most

popular optical techniques to measure the
Proceedings of 25th ITTC – Volume I
27

velocity field. Because it requires a relatively schemes for 3-D scanning PTV, which expands
large space for CCD cameras, illuminating on the classical 3-D PTV through changes in
laser, computers, and other gear, its practical the laser illumination and image acquisition
application has been limited in the naval and analysis. This technique allows for
hydrodynamic area. Recently, the PIV obtaining Lagrangian flow information directly
technique has been utilized to obtain the from measured 3-D trajectories of individual
velocity field near a model ship in a towing particles. Lee et al. (2005) applied the adaptive
tank overcoming this space limitation. hybrid two-frame PTV technique to measure
Atsavapranee et al. (2004) measured the the flow characteristics of a turbulent wake
pressure, forces, and moments acting on a behind a marine propeller with five blades and
5.27m submarine model, ONR Body-1 (bare compared the results to those obtained with
hull, bare hull with sail and fully appended) PIV. This technique can be extended to
and obtained the flow field including the investigate the nominal and effective wake
vortical flow and flow separation near the distribution as well as the details of the flow
model using PIV. Chen and Chang (2006) field fore and aft of a rotating propeller behind
developed a flow velocity measurement system a ship model.
to observe velocity fields near ship models
using a moving PIV system. These researchers Laser Induced Fluorescence (LIF). The
discussed technical issues related to the LIF technique is a spectroscopic method used
application of PIV in towing tanks and for studying structure of molecules, detection
suggested possible solutions for the problems of selective species, and flow visualizations
caused in the moving PIV system. To remove and measurements. The species in the fluid to
the reflection of the laser light from cavitation, be examined is excited with the help of a laser.
Foeth et al. (2006) utilized PIV measurement to The wavelength selected for the species and the
investigate the cavitation developed on a fluorescence light is obtained by a camera with
hydrofoil surface with fluorescent tracer an optical bandwidth filter. This optical
particles. Ryu et al. (2005) modified a PIV technique is often used to investigate the
technique to obtain the flow field of the highly concentration and molecular behaviour in a
aerated area generated by wave breaking and fluid in combination with PIV or PTV.
greenwater since the highly aerated bubbly
flow caused traditional PIV techniques to fail Troy and Koseff (2005) presented the
due to the uncontrollable scattering of the laser application of LIF for the generation and
light. This modified PIV method, called quantitative visualization of breaking
bubble image velocimetry (BIV), was progressive internal waves. LIF techniques can
introduced by directly using bubbles as the help in understanding the nature of turbulent
tracer and measuring the bubble velocity by and multi-phase flows due to wave breaking or
correlating the ‘texture’ of the bubble images. cavitation phenomena.

Particle Tracking Velocimetry (PTV). PTV Laser Doppler Velocimetry (LDV) and
is also an optical technique to measure the fluid Acoustic Doppler Velocimetry (ADV). The
velocity including 2 or 3 components. While LDV technique utilizes laser beams to intersect
the PIV measurement computes one velocity at a focal point, where they interfere and
vector from several particles in the generate a set of straight fringes. The optical
interrogation area, PTV determines the velocity sensor is then aligned to the flow such that the
of each individual particle within the optical fringes are perpendicular to the flow direction.
image. As particles pass through the fringes, they
reflect light with a doppler shift corresponding
Hoyer et al. (2005) presented an to the velocity of particles at the region of
experimental setup and data processing constructive interference into a photo detector.
The Resistance Committee

28

The ADV technique employs a similar propeller with 4 blades at a high Reynolds
principle as LDV, but uses an acoustic wave number.
instead of a laser beam. ADV sends out a
beam of acoustic waves at a fixed frequency The PIV technique has also been employed
from a transmitter probe. These waves reflect to investigate cavitation. Wosnik et al. (2006)
off moving particulate matter in the water and investigated the two phase flow structure in the
three receiving probes obtain the change in wake of a 2-D hydrofoil (NACA0015)
frequency of the returned waves. These undergoing unsteady partial cavitation with
Doppler techniques are limited to measuring time-resolved PIV, and to confirm the
the fluid velocity at a point, but they can be existence of the large-scale flow structure
employed to measure the fluid velocity near a observed with Large Eddy Simulations (LES).
wall and in full scale model tests with
relatively high time resolution and the Using a stereoscopic PIV system, Perrin et
convenience of no calibration. al. (2007) investigated the flow structure near
the wake zone of a circular cylinder including
Cea et al. (2007) used ADV to measure the turbulence properties, of which the obtained
3D instantaneous velocity of a highly turbulent flow was decomposed into the mean and
free surface flow and applied several filters fluctuating components by means of the phase-
including the minimum/maximum threshold, averaging method and the whole phase-
the acceleration threshold, and the phase-space averaged turbulent stress tensor was evaluated.
threshold in order to eliminate any corrupted In the wind tunnel, Jung et al. (2006b)
velocity data. investigated the three-dimensional velocity
field of a prototype waterjet model, which
Millward and Brown (2005) proposed a extracted the dominant large scale flow
new method of measuring the actual wetted structure and analyzed the turbulent
surface area of a model ship tested in a towing characteristics using the proper orthogonal
tank, which is based on capacitance where the decomposition (POD). Perret et al. (2006)
model hull has been given a metallic coating implemented a multiplane stereo PIV system to
and then an insulating coating so that it measure the three-component acceleration field
effectively becomes one plate of a capacitor in a plane of turbulent flows.
with the water of a towing tank or a water
channel becoming the other plate. Felli and Felice (2005) utilized a LDV
phase sampling technique to analyze the flow
Song et. al. (2007) conducted the resistance upstream and behind a four-blade, highly
test of an ice breaker “Terry Fox” in a towing skewed installed propeller in the case of a twin-
tank with synthetic ice whose data are screw ship model in a large circulating water
compared with those conducted in the ice tank channel. This technique built the 3-D flow field
at IOT (Institute of Ocean Technology) Canada, with varying propeller angle in transversal
showing a good correlation between the two planes located as close as possible to the blade
data sets. trailing and leading edges.

Pressure Sensitive Paint (PSP) in a Wind

3.3 Wake and Pressure Tunnel. PSP techniques allow global surface
pressure measurements to be made using an
The PIV technique is most frequently optical detector. The surface is coated with PSP
applied to measure the wake behind a structure that is made up of a luminescent probe
or propulsion system. With the application of molecule held in an oxygen permeable binder.
the PIV technique, Paik et al. (2007) studied The probe molecule is chosen such that its
the wake characteristics behind a marine luminescence is quenched by the oxygen. This
Proceedings of 25th ITTC – Volume I
29

application is presently limited to wind tunnel structure interaction were examined to

use. understand the eddy making effect and the
turbulence properties over one wave period.
McGraw et al. (2006) employed a pressure Stern et al. (2006b) implemented LDV and PIV
sensitive paint to measure the dynamic and to measure the flow field under a plunging
static surface pressure on a square cylinder, breaking wave and to validate CFD results.
including vortex shedding, at three angles of Noblesse et al. (2006) investigated the bow
incidence and a Reynolds number of 8.9×104 in wave generated by an immersed rectangular
a wind tunnel. From the phosphorescent flat plate at constant speed along a straight
oscillations, at the vortex shedding frequency, course in calm water. Terrill and Taylor
the time-dependent changes in pressure (2007) measured the full-scale wave field using
distribution were calculated. This technique LIDAR (LIght Detection And Ranging)
can extend to dynamic systems where onboard the Sea Fighter.
oscillating pressure changes are on the order of
230Pa and occur at frequencies in the range of
95–125Hz. Lee and Kang (2006) applied the 3.5 Full Scale Tests
PSP technique to measure the pressure
distribution on a model surface at slow speeds Sur and Chevalier (2004) performed full
in a wind tunnel. Four PSP formulations, each scale measurements of bow spray droplets
comprised of a porphyrin (PtOEP or PtTFPP) created by the breaking bow wave for R/V
and a polymer (Poly(TMSP) or RTV-118), Roger Revelle at speeds ranging from 1.0 to
were tested and the performance of each 7.7m/s and sea states of 0 to 3 using a high
combination was evaluated. speed digital video camera. Starke et al. (2006)
measured the full scale wake field using a ship-
mounted LDV system during sea trials to
3.4 Wave Breaking and Wave Profile validate computation results. Fu et al. (2006)
Measurements carried out a sea trial test of the R/V Athena I
to characterize: 1) the free surface in the bow
Various experimental techniques have been region and behind the transom, 2) the spray in
applied to measure wave profiles and to the bow region, 3) the air entrainment
understand wave kinematics including wave mechanisms and the bubble field around the
breaking phenomena. Karion et al. (2004) boat, 4) the bubble dissolution times, and 5)
measured bow waves of two different bow visually document the free surface and the sub-
geometries using a laser imaging technique at surface bubble transport. In total, eleven
speeds ranging from 0.7 to 4.6m/s. separate instrumentation systems were
Fluctuations on the free surface were quantified deployed, as well as seven above water and
and characteristics of the breaking region were three underwater camera systems. The sea trial
studied. Rice et al. (2004) applied various test was performed with varying ship speeds of
instruments (wave cut, finger probe, 6, 9, 10.5, and 12 knots, equivalent to Froude
quantitative visualization) to obtain the near numbers based on length (47 m) of 0.14, 0.21,
and far field wave pattern of a model ship and 0.24, and 0.29, respectively. The sea trial tests
extended them to full scale measurements. of a 294.6 tonne Catamaran, SEA FLYER,
Jung et al. (2005) and Jung et al. (2006a) used having a hydrofoil of 10 meter chord and 11
PIV in a 2-D wave tank to measure the velocity meter span, covered with polymer injection,
field in the vicinity of a rectangular floating showed that as much as 60 % reduction in the
structure in beam sea conditions. The mean viscous drag component could be achieved, see
velocity and turbulence properties are Moore et al. (2006). Terrill and Taylor (2007)
separated by a phase-averaging technique and measured the full-scale wave field using
the vortical flow fields due to the wave and
The Resistance Committee

30

LIDAR (LIght Detection And Ranging) scale experiment on a 114-m training ship,
onboard a naval surface ship (Sea Fighter). SEIUN-MARU (Kodama et al., 2004a) and a
50m-long flat plate experiment (Kodama et al.,
2004b).
3.6 Drag Reduction
In order to identify the drag reducing
The reduction of skin friction drag through mechanism in more detail, a main issue of the
turbulent boundary layer control has been of research has been shifted to the deeper
great interest from the viewpoint of energy understanding of the drag-reducing mechanism
efficiency since the late 90’s. By the year 2005, by means of DNS (Direct Numerical
the economic benefit of a 30% drag reduction Simulation) and PIV. Ferrante and Elgobashi
in the ocean shipping industry was estimated to (2005) investigated the effect of Reynolds
be 31Billion US Dollars per year (Meng, 2005), number on the drag reducing efficacy of
which was based on $50/barrel, half of today’s microbubbles in a turbulent boundary layer at
oil price. There was a consensus to share the Reθ=1,430 and Reθ=2,900 numerically. They
state-of-the-art research outcomes and a showed that the increasing Reynolds number
prospect toward the realization of drag decreases the percentage of drag reduction.
reduction technologies between academia, Kitagawa et al. (2005) demonstrated a novel
research institutes and government agencies experimental technique to visualize the
worldwide. Hence the 2nd International interaction between the flow field and the
Symposium on Seawater Drag Reduction microbubbles by means of PIV combined with
(ISSDR 2005) was held in Busan, Korea seven a shadow image technique (SIT). Shen et al.
years after the 1st Symposium in Newport, (2006) made an assessment on the effect of
Rhode Island, US. The symposium, jointly bubble diameter on the drag reduction
organized by US ONR (Office of Naval efficiency in a turbulent channel flow. The
Research) and ASERC (Advanced Ship results indicate that the measured drag
Engineering Research Center), Korea, reduction by microbubbles is essentially
witnessed the applicability of drag reduction independent of the size of the microbubbles
strategies combined with novel experimental as over the size range tested (18≤ d+≤ 200). The
well as theoretical analysis techniques. For research by Kodama et al. (2006) showed that
those interested in the cutting-edge technology the drag reducing efficacy depends on the
of drag reduction the proceedings of ISSDR deformable character of bubbles, which is
2005, with 57 papers by the pre-eminent governed by Weber number. In case of less
researchers worldwide, is highly recommended. deformable (rigid) bubbles with We = 50, the
This report is based on the major research local skin friction could increase. The research
results reported in the proceedings and the by Sanders et al. (2006) could be the most
subsequent journal publications from 2005 to notable experimental endeavour to extend the
2007. For reviewing purposes on this issue, the Reynolds number, Rex, to as much as 210
paper of Joslin et al. (2005) is worth reading million, which is only one order less than that
not only because it encompasses nearly the in real ship flows. They found that there are
whole aspect of flow control, but also the many different phenomena leading to the
unique perspective on the synergism of flow decrease of drag reduction efficiency in the
and noise control technologies relevant to both previous results on low-Reynolds number
air and undersea vehicles is suggested. flows. Murai et al. (2007) suggested the
possibility of drag reduction using relatively
Microbubble Injection. This technique is large air bubbles, which is the intermediate
currently regarded as the most promising in case between the microbubble and air film
terms of realization. The applicability of this conditions. Kunz et al. (2007) showed a
method has been demonstrated from a full- comprehensive summary on the validation
Proceedings of 25th ITTC – Volume I
31

status of a CFD tool development program for Active Control. There have been many
microbubble drag reduction predictions. An theoretical researches on feedback and
Eulerian two fluid model has been presented (sub)optimal control to demonstrate an upper
with specifics regarding physical models for bound for the drag reducing capabilities in
interfacial dynamics, breakup, and coalescence. ideally arranged situations. Min et al. (2006)
showed the exemplary result that skin-friction
Polymer Injection. Baik et al. (2005) drag can be sustained below that corresponding
shows how PIV techniques can be used to to the laminar profile when the flow is
study changes in the configuration of the subjected to surface blowing and suction in the
injected polymer and in the structure of the form of an upstream travelling wave. A key
velocity field with increasing drag reduction. In mechanism that induces the sublaminar drag is
Jovanović et al. (2006), turbulent drag the creation of negative Reynolds shear stress
reduction by dilute addition of high polymers is in the wall region, where normally positive
studied by considering local stretching of the Reynolds shear stress is expected given the
molecular structure of a polymer by small scale mean shear. In their latest review paper, Kim
turbulent motions in the region very close to and Bewley (2007) introduced the essential
the wall. The stretching process is assumed to ingredients of linear systems and control theory
restructure turbulence at small scales by to the fluid mechanics community, to discuss
forcing these to satisfy local axisymmetry with the relevance of this theory to important open
invariance under rotation about the axis aligned problems in the optimization, control, and
with the main flow. Deutsch et al. (2006) tested forecasting of practical flow systems of
combined gas injection upstream of polymer engineering interest, and to outline some of the
injection. They reported higher levels of drag key ideas that have been put forward to make
reduction than those obtained from the this connection tractable.
independent injection of polymer or
microbubbles alone over a wide range of test
conditions. These increased levels of drag 3.7 Conclusions
reduction with combined injection were often
greater than the product of the drag reductions Experimental techniques and analysis
obtained by the independent constituents, methods have significantly progressed in EFD
defined as synergy. for velocity measurement, wave breaking and
profile measurement, full scale tests, and drag
Moore et al. (2006) performed a sea trial reduction technology. Optical techniques have
test using the ONR technology demonstrator been extensively utilized to obtain the wake
vessel, SEA FLYER, to characterize the field and turbulence flow. The PIV technique
performance of advanced polymer drag has been recently applied to measure the flow
reduction. field near a model ship in a towing tank, which
can provide detailed velocity profiles near the
Compliant Coatings. This could be the model ship helping to validate CFD results.
most classic and yet most controversial of the The limitation of PIV and PTV techniques,
drag reduction technologies. Bandyopadhyay such as light saturation at the aerial area, can be
et al. (2005) reported the experimental results overcome by the combination with LIF, which
from a collaborative effort between the USA, can improve research in small scale flows.
Russia, and UK on the development of
compliant coatings for undersea application to Although point measurements are limited,
the reduction of drag. The focus was on the Doppler techniques (LDV and ADV) can be
"shelf-life" of coatings. They showed that, with employed to measure the fluid velocity near the
some exceptions, drag reduction generally wall for full scale and model scale tests with
deteriorates with the age of the coatings. relatively high time resolution and the
The Resistance Committee

32

convenience of no calibration. The ADV Reynolds numbers, since the available

technique is especially easily employed to experimental data is quite rare. Empirical
measure the velocity in full scale tests without equations for frictional resistance, such as
calibration and relatively little expense. Schoenherr’s formula (Schoenherr, 1932) and
Various experimental techniques (laser the ITTC’57 correlation line, are often used for
imaging, wave cut, finger probe, quantitative the verification, although these formulae do not
visualization, LIDAR) have been applied to account for experimental data at full scale
measure wave profiles and wave breaking Reynolds number. In fact, recent reliable
patterns and optical techniques such as PIV and measurements of friction resistance for a flat
LDV have been utilized to study the wave plate indicate that Schoenherr’s formula
kinematics. Experiments at full scale are overestimates the local frictional coefficient by
increasing in order to develop and verify 2-3% even in the range of model scale
methods for predicting the full-scale Reynolds numbers. Hence, more precise re-
performance of marine structures from model evaluation of frictional resistance is necessary,
scale tests. Recently, extensive full scale covering a wide range of Reynolds number
investigations related to maneuvering and from model-scale to full-scale ship flows.
speed to study bubble effects and polymer
injection to reduce the drag on ships have been In the present report, the flat plate friction
carried out. coefficient is evaluated by solving differential
equations composed of the momentum integral
equation and Coles’ wall-wake law. The latter
4. SCALING AND EXTRAPOLATION gives the velocity distribution in a turbulent
METHODS boundary layer. The model parameters in
Coles’ law are determined based on the latest
The speed-power prediction is one of the reliable experimental data obtained by Osaka et
most important functions of towing-tank al. (1996), so that Coles’ law gives a more
facilities. ITTC’s recommended procedure for accurate velocity distribution that is expected
power estimation is based on the full-scale to yield a more correct friction coefficient. The
resistance, which is very difficult to measure results obtained for the flat plate friction
and data is seldom available. Instead of full- coefficient, local friction coefficient and
scale resistance measurements the velocity distribution in the boundary layer are
extrapolation of model-scale resistance to full- compared with experimental data. Grigson
scale resistance is usually used. During the (1993) performed a similar study by solving
procedure, the friction line plays a major role the momentum integral equation, and it appears
to predict both model- and full-scale friction that there are considerable differences in the
resistances. The 25th ITTC RC conducted results between the present and Grigson’s
analytical studies of friction lines, aiming at a methods. These differences in the results are
possible recommendation for a new formula. also carefully examined.
The basic discussion is provided by the recent
work of Katsui et al. (2005). In the following,
an overview is given of the study. 4.2 Method to Calculate Friction
Coefficient

4.1 Introduction Momentum Integral Equation. The flat

plate friction coefficient can be given by the
Recent computer developments enable the solution to the momentum integral equation.
calculation of ship viscous flows at full scale For a two dimensional flat plate flow without
Reynolds numbers. However, it is difficult to pressure gradient, the momentum integral
verify the calculated flow for full scale equation is expressed as follows:
Proceedings of 25th ITTC – Volume I
33

dθ 1 Eq. 4.1 and Eq. 4.2 lead to a relation between

= Cf
dx 2 (4.1) the frictional coefficient and the local frictional
coefficient as follows:
Integrating this equation from the leading edge
dCF dC
of the flat plate, we obtain the relation between C f = CF + = CF + Rn F
dx dRn (4.8)
the momentum thickness and the friction
coefficient.
Therefore, the normalized frictional velocity is
1 given as
θ = CF x
2 (4.2)
dC F
CF + Rn
The ratio of momentum thickness to boundary σ= dRn (4.9)
layer thickness is expressed with non- 2
dimensional values as follows.
Along with additional information, i.e., the
θ 1 Rσ velocity distribution in the turbulent boundary
= C F n+ layer, Eq. 4.6 and Eq. 4.9 yield a differential
δ 2 δ (4.3)
equation to solve for the frictional coefficient.
Where, definition of momentum thickness is
Velocity Profile in a Turbulent Boundary
Layer. It is well known that the velocity
δ u ⎛ u ⎞
θ ≡ ∫0 ⎜1 − ⎟dy (4.4) distribution of a turbulent boundary layer for a
U ⎝ U ⎠
flat plate flow without pressure gradient has a
similarity law based on the frictional velocity.
By using the non-dimensional value based on As shown in Fig. 4.1, a turbulent boundary
frictional velocity, the ratio of momentum layer is divided into three regions.
thickness to boundary layer thickness is as 30
follows.
I II III
θ
σu (1 − σu )dy
1 δ+
∫
+ + +
= + (4.5) 20
δ δ 0
u+

Hence, Eq. 4.3 through Eq. 4.5 yield a

relation between the velocity profile in a 10 I : linear sublayer

turbulent boundary layer and the frictional II : buffer layer

coefficient, which is given by III : log region and outer layer

0
100 101 102 103
δ+
∫0 ( 1
u 1 − σu dy = C F Rn
+

2
+
) +
(4.6) y+
Figure 4.1-Time averaged structure of turbulent
boundary layer (I.- Linear sublayer, II- Buffer
The normalized friction velocity σ used in the
layer, III- Log region and outer layer).
above equation is expressed with the local
frictional coefficient C f , i.e.,
In the linear sublayer, the viscous stress is
dominant and the velocity distribution is
uτ Cf proportional to the distance from wall. On the
σ≡ = (4.7)
U 2 other hand, in the log region and outer layer,
the Reynolds stress is dominant. In the
intermediate region between them, i.e., buffer
layer, viscous stresses and Reynolds stresses
The Resistance Committee

34

are at the same level. In each region, the in the Reynolds number range considered in
velocity distribution is represented as follows. the study, and the Kármán constant κ is 0.41.

I. u + = y + (4.10) (ii) The intercept constant of the log law, C ,

is about 5.0.
du + 1
II. = (4.11) (iii) The wake parameter follows Eq. 4.13
dy +
1 +ν t ν
by Coles (1987) and approaches 0.62 at high
Reynolds number.
νt
= κ ( y + − λ1 tanh ( y + / δ + )), λ 1= 11
ν Π = 0.62 − 1.21exp − δ + 290 ( ) (4.13)
Π
III. u + = ln (y + ) + C + ( )
1
w y+ δ + (4.12) Although Osaka’s experiment is in the
κ κ
range of model scale Reynolds numbers, it is
unlikely that flow structure drastically changes
( ) (
w y + δ + = 1 − cos π y + δ + ) at high Reynolds number. Hence, we
use κ =0.41, C =5.0 and Eq. 4.13 for the wake
Eq. 4.11 and Eq. 4.12 are Reichardt’s equation
parameter. Then, integration of Eqs. 4.10
and Coles’ wall-wake law (Coles, 1987),
through 4.12 yields the momentum thickness.
respectively. The parameters used in Coles’
law, κ , C and Π are Kármán’s constant, the
Differential Equation to Solve Friction
intercept constant of the log law and the wake
Coefficient. Now, we define the functions F1
parameter, respectively, and the values are
and F2 as follows.
determined by using experimental data. Indeed,
the parameters have a large influence on the
friction coefficient, because Coles’ law covers ( )
F1 δ + ≡ ∫ u + dy +
δ+

quite a wide range except for the near wall y1+

=∫ y + dy +
region. Therefore, accuracy in the parameters is 0

a key issue for correct prediction of friction y ⎛ y+ +

dy + ⎞ (4.14)
+ ∫ ⎜⎜ ∫ + y1+ ⎟⎟dy +
2

coefficient. y +

⎝
1 1
1 (
y 1 + κ y + − λ tanh y + λ
+

1 ⎠ ( ))
δ ⎛ 1 Π⎛ ⎛ y+ ⎞⎞⎞
( )
+

Osaka et al. (1996) investigated the flow + ∫ ⎜ ln y + + C + ⎜⎜1 − cos⎜⎜ π + ⎟⎟ ⎟⎟ ⎟dy +

y ⎜κ κ⎝ ⎝ δ ⎠ ⎠ ⎟⎠
+

⎝
2
structure around a flat plate without pressure
gradient, and emphasized that uniformity of
flow in the crosswise direction is crucial for ( ) (u ) dy
F2 δ + ≡ ∫
δ+

0
+ 2 +

accurate measurement of flat plate friction

= ∫ (y ) dy
y1+ + 2 +
resistance. The measured local friction 0
resistance (obtained with a shear stress meter) 2
(4.15)
y2+ ⎛ y +
dy + ⎞
is lower than that from Schoenherr’s formula, +∫ ⎜⎜ ∫ + y1+ ⎟⎟ dy +
and they believe that this is due to more
y1+
⎝
+
1 (
y 1 + κ y + − λ tanh y + λ
1 1 ( ))⎠
2
uniformity of flow in the crosswise direction in ⎛1 ⎛ ⎞⎞
⎜ ln y + + C + Π ⎜1 − cos⎛⎜ π y ⎞⎟ ⎟ ⎟ dy +
+

their measurements. The measurements were

+∫
δ+

y2+ ⎜κ
( ) κ ⎜⎝ ⎜ δ ⎟⎟⎟
+
⎝ ⎝ ⎠⎠⎠
performed for Rnθ =840~6220 (i.e., assumedly
5 6
Rn = 2.8×10 ~3.5×10 ). Based on their where
investigations, the following conclusions were
made:
y1+ = 5.0, y 2+ = 27.2, λ1 = 11,
(i) The velocity distribution in a turbulent κ = 0.41, C = 5.0
boundary layer indicates a logarithmic region Π = 0.62 − 1.21 exp − δ + 290 ( )
Proceedings of 25th ITTC – Volume I
35

With these two functions, Eq. 4.6 is given by Reynolds number is given by Eqs. 4.10 through
4.12. Fig. 4.2 shows a comparison of the
dCF present results with Osaka et al.’s
C F + Rn measurements. The Reynolds number used in
( )
F1 δ + −
2
2 ( )
dRn F δ + = 1 C Rn
2
F (4.16)
Fig. 4.2 is based on the momentum thickness
( Rnθ = Uθ /ν ), Rnθ =840, 1230, 2100, 2990,
Considering that the velocity at the edge of the 4400, 5230, 6040, which correspond to
5 5 5 6
boundary layer is equal to the uniform flow Rn =2.77×10 , 4.58×10 , 9.22×10 , 1.45×10 ,
velocity, we have an equation for δ + as 2.36×106, 2.93×106, 3.50×106 in the present
follows: calculation, respectively. The present results
agree well with the measurements.
Π
1
σ
=
1
κ
( )
ln δ + + C +
κ
w(1) (4.17)
Local Friction Coefficient. Fig. 4.3 shows
a comparison of the local friction coefficient.
which yields the following: The white circles are the measurements of
Osaka et al. and the chain double-dashed line is
2 the present calculation. Osaka et al.’s
dCF measurements indicate lower values than those
CF + Rn (4.18)
dRn from Schoenherr’s formula as well as other
previous experiments, which were performed
=
1
κ
( )
ln δ + + C +
2
κ
(0.62 − 1.21exp(δ +
290 )) for model ship scale Reynolds numbers. Osaka
et al. claimed that, for these previous
Hence, starting with Rn=104 and a experiments, the uniformity of flow in the
guessed CF(Rn=104), e.g., value given by crosswise direction might not be as satisfactory
Schoenherr’s formula, we solve Eqs. 4.16 and as that for their experiments. It is noteworthy
4.18 by using Newton’s method for dC F / dRn that the present calculations show very close
and δ + . Then, dC F / dRn is integrated using a agreement with Osaka et al.’s measurements.
Runge-Kutta scheme to get CF for Rn+Δ,
where Δ is the increment of Rn in the
integration. The above procedure is repeated
until Rn reaches 1010. It is noteworthy that CF
for Rn>106 converges to the same value
although different CF(Rn=104) is used, which is
due to the parabolic nature of the present
equation system.

4.3 Results and Comparison with

Experiments

Velocity Distribution in a Boundary Layer.

Solution to Eqs. 4.16 and 4.18 yields δ + , which
gives the boundary layer thickness and wake
parameter Π . By using the values, the velocity Figure 4.2 Comparison of velocity profiles in a
distribution in the boundary layer at each turbulent boundary layer. Experimental results
are obtained by Osaka et al. (1996).
The Resistance Committee

36

Figure 4.3 Comparison of local friction coefficient. (Exp. - Osaka et al., 1996)

Grigson used κ = 0.419 , C = 5.5 in Coles’

4.4 Comparison with Grigson’s Method law, and determined the wake parameter
Π from Smith and Walker’s experiments
As mentioned, Grigson (1993) also (Smith and Walker, 1959). The present method
performed a similar investigation on the flat- uses κ = 0.41 , C = 5.0 and determined Π from
plate frictional resistance, based on the solution Eq. 4.13. Fig. 4.4 shows a comparison of the
to the momentum-integral equation and Coles’ flat-plate frictional resistance coefficient
wall-wake law. The present method differs C F between the present and Grigson’s methods.
from Grigson’s regarding two major aspects, There are considerable differences between the
i.e., the numerical procedure and the values of two both at model-scale and full-scale
parameters used in Coles’ law. In Grigson’s Reynolds numbers. In order to investigate the
method, the numerical calculation is carried out cause of the differences, further calculations
based on Eq. 4.1, and the effect of the are made with particular focus on the influence
derivative of wake parameter ( ∂Π / ∂Rn ) is of the parameter in Coles’ law on the results.
neglected. In the present method, the numerical
calculation is carried out based on Eq. 4.2 and Fig. 4.5 shows comparison of C F between
the ∂Π / ∂Rn term is included, and fewer the present and Grigson’s methods, while for
approximations are made. both methods, the same parameters in the
Coles’ law as those for the present method are
0.5 1.1
CF(Present method) 1.08
used. The differences are obvious in the region
of Rn < 107 . As shown in Fig.4.6, the wake
CF(present)/CF(Grigson)

0.4 CF(Grigson's Cal.) 1.06

CF(present)/C F(Grigson)) 1.04 parameter Π indicates rapid change in the

0.3 1.02
region, therefore the derivative of Π must be
CF×102

1
0.2 0.98
included in the calculation as is done for the
0.96 present method. On the other hand, for higher
0.1 0.94 Reynolds number, the differences of C F are
0.92 not significant. This implies that, for the region,
0
106 107 108 109
0.9
1010
another element must be considered to
Rn investigate the cause of the aforementioned
differences between the two methods, i.e.,
Figure 4.4 Comparison of flat-plate frictional assumptions made on the wake parameter Π .
resistance coefficient with Grigson’s method.
Proceedings of 25th ITTC – Volume I
37

Basic Equations. The basic equations are

0.5 1.1
CF(Present method) 1.08
the steady turbulent boundary layer and
continuity equations.

CF(present)/CF(Grigson)
0.4 CF(Grigson's Method) 1.06

CF(present)/C F(Grigson)) 1.04

0.3 1.02
∂u ∂u ∂ ⎛ ∂u ⎞
CF×102

u +v = ⎜ν e ⎟ (4.19)
∂y ∂y ⎜⎝ ∂y ⎟⎠
1
0.2 0.98
∂x
0.96
0.1 0.94
∂u ∂v
0.92 + =0 (4.20)
0 0.9
∂x ∂y
106 107 108 109 1010

Rn Where ν e is effective viscosity given by

Figure 4.5 Comparison of flat-plate frictional
ν e ≡ 1 / Rn + ν t /(UL) (4.21)
resistance coefficient with Grigson’s method.
Parameters in the Coles’ law are set to the same
values in both methods. By using the similarity variable η and the
normalized stream function f defined as
0.8

η ≡ Rn / x ⋅ y (4.22)
0.6
f ≡ Rn / x ⋅ψ (4.23)
0.4
Π

the basic equations are transformed to the

present method following form:
0.2
Grigson's method
∂
Boundary layer Cal.
Rn (ν e ⋅ v ) + 1 f ⋅ v = x⎛⎜ u ∂u − v ∂f ⎞⎟ (4.24)
0
104 105 106 107 108 109
∂η 2 ⎝ ∂x ∂x ⎠

Rn
with u and v defined as
Figure 4.6 The behaviour of wake parameter
corresponding to Reynolds number. ∂f ∂u
u≡ , v≡ (4.25)
∂η ∂η
In Fig. 4.6, Π in both methods is compared.
Large differences are seen in the high Reynolds The above equation is solved with the Cebeci-
number region. In order to judge the validity Smith turbulence model, which gives the eddy
of the results, in the present study, further viscosity for inner and outer regions as follows.
numerical calculations of the turbulent
boundary equation were performed. The details
x 2 2 ⎛⎜ ⎛ y+ ⎞⎞
are described below. ν ti = κ η ⎜1 − exp⎜⎜ − ⎟⎟ ⎟⎟ v (4.26)
Rn ⎝ ⎝ 26 ⎠ ⎠

1
4.5 Numerical Calculation of Boundary y + = (Rn ⋅ x )4 v(0) η (4.27)
Layer Equation
−1
⎛ ⎛ ⎞
6
⎞
In order to investigate the mean flow ν to = 0.0168
x
(η max − f max )2 ⎜⎜1 + 5.5⎜⎜ η ⎟⎟ ⎟ (4.28)
⎟
structure in the outer region of a turbulent Rn
⎝ ⎝ ηδ ⎠ ⎠
boundary layer at high Reynolds numbers, the
turbulent boundary layer equation is solved
with the Cebeci-Smith turbulence model.
The Resistance Committee

38

where η max and f max are the values of η and f at CF =

0.0066577
the boundary layer edge. ηδ is the boundary (log Rn − 4.3762)0.042612⋅log Rn + 0.56725 (4.30)
layer thickness in the η coordinate.
This formula is applicable in the range of
Computational Conditions. The calculation 1.0 × 10 6 ≤ Rn ≤ 7.0 × 109 , and gives the frictional
is carried out in the range of Rn = 104 ~ Rn = 109 coefficient within 0.1% error from the
with Keller’s box scheme (Cebeci, 2004). The numerical results from the present method.
range of η is 0 ≤ η ≤ 320 , which is discretized
using 1,000 points; and the stream wise range Lastly, the comparison of flat-plate
is 0 ≤ x ≤ 1 , which is discretized using 20,000 frictional resistance coefficient with
points. The minimum grid spacing in the η Schoenherr’s, ITTC ’57 and Hughes’ formulas
direction is 1.0 × 10−5 , which corresponds to a (Hughes, 1952) is shown in Fig. 4.7.
grid spacing of 3.16 × 10 −10 in the physical 0.5 1.2
coordinate y direction at Rn = 109 . The Blasius 1.16

CF(present)/CF(formulae)
solutions are used to provide initial values at 0.4
CF(present)/CF(Schoenherr)
1.12

Rn = 10 4 . CF(present)/CF(ITTC) 1.08
CF(present)/CF(Huges)
0.3 1.04
CF×102

1
Results of Wake Parameter Behaviour at 0.2 0.96
High Reynolds Number. Fig. 4.6 shows the CF(Present method) 0.92
wake parameter Π obtained from solutions to 0.1 CF(Schoenherr's formula.) 0.88
CF(ITTC '57)
the above-described boundary layer equation. CF(Huges' formula)
0.84
0 0.8
As shown in the figure, the computed Π 106 107 108 109 1010
indicates closer agreement with that used in the Rn
present method (which is derived from Eq.
4.13), while that used in Grigson’s method Figure 4.7 Comparison of flat-plate frictional
indicate significant differences from the results, resistance coefficient with empirical formulae.
regarding magnitudes as well as trends. This
result clearly supports the validity of using Eq.
4.13 for estimation of the wake parameter for 4.7 Concluding Remarks
the full-scale ship Reynolds number region.
The 25th ITTC RC conducted an analytical
study on friction lines, aiming at possible
4.6 Simple Formula to Estimate Flat-Plate recommendation for a new formula. A formula
Friction Coefficient proposed by Katsui et al. (2005) is based on the
solution of an exact differential equation for the
For convenience, a simple formula that momentum-integral equation and Coles’ wall-
approximately represents the flat-plate wake law. Comparison of results with that of
frictional resistance coefficients obtained by Grigson (1993) indicates that there are
the present method is considered. A similar considerable differences in the friction
from as that of the ITTC ’57 line is used, i.e., coefficient between the two methods for both
model-scale and full-scale Reynolds numbers,
CF = A / (log Rn − D ) e.g., as compared to Grigson’s values, that are
B log Rn + C
(4.29)
about +2%, –2%, and –4% for Rn=106, Rn=107,
and Rn=109, respectively.
The model constants A, B, C and D are
determined from a least-square method to
The method of Katsui et al. (2005) differs
represent the results from the present method,
from that of Grigson (1993) regarding: (i) the
and finally the following formula is obtained:
latest experimental results (Osaka et al., 1993)
are considered; (ii) a more exact form of the
Proceedings of 25th ITTC – Volume I
39

differential equations is solved; and (iii) the y+ Reynolds number based on friction
derivative of the wake parameter is included in velocity and distance from wall
the calculation, that appeared to yield a (= uτ y /ν )
significant difference of results at model-scale
δ +
Reynolds number based on friction
Reynolds numbers. Katsui et al. (2005)
particularly noted that the differences between velocity and boundary layer thickness
the two methods in model- and ship-scale (= uτ δ /ν )
Reynolds number are attributed to the σ Normalized friction velocity (= uτ / U )
derivative term of the wake parameter, and the κ Kármán’s constant
wake parameter itself, respectively. C Intercept constant of log law
Π Wake parameter
A formula proposed by Katsui et al. (2005)
will be useful for verification of CFD results at
ship-scale Reynolds numbers, and in fact,
5. TRENDS IN COMPUTATIONAL
development of such a friction formula was a
FLUID DYNAMICS
main objective of their work. On the other hand,
results presented in their work along with
theoretical considerations will need further
5.1 Introduction
discussion before proposing a new friction line.
This chapter summarizes the ongoing re-
search effort toward the development of
4.8 Nomenclature for Chapter 4 efficient numerical tools in the area of
computational hydrodynamic analysis and
x, y Coordinates of stream and vertical design of ships, reporting trends in research
direction and experience in industrial applications as
U Flow velocity of uniform flow emerged from the literature of the last three
L Plate length years. The section opens with some practical
u Flow velocity of x direction applications of CFD, followed by progress in
computational methods that have evolved over
ρ Fluid density
the last three years, and new application areas
ν Viscosity that are being pursued.
νt Eddy viscosity
τw Friction stress at wall
uτ Friction velocity 5.2 Practical Applications of CFD
δ Boundary layer thickness
θ Momentum thickness Numerous computational predictions for
ship flows at model and full scale are appearing
Cf Local friction coefficient
in the literature. There have been
CF Flat plate friction coefficient demonstrations of inviscid predictions for
Rn Reynolds number besed on the flat plate decades and demonstrations with the Reynolds
length (= UL /ν ) Averaged Navier-Stokes (RANS) equations
Rnθ Reynolds number based on momentum have also become routine. All of these efforts
thickness (= Uθ /ν ) cannot be covered in the current report, but an
u+ Velocity of x direction normalized by effort is made to highlight the progress and
different approaches being pursued by the
friction velocity (= u / uτ )
community in this and the subsequent sections.
The Resistance Committee

40

Inviscid Flow Calculations. Inviscid Mixed Viscous/Inviscid Calculations.

calculations are routinely done for many ship There continue also to be mixed approaches
types and by many organizations. One new using a combination of inviscid and viscous
development in this area is the work of methods. Huan and Huang (2007) combined a
Noblesse and Yang (2006) and their nonlinear free surface potential flow solver
development of the Neumann-Michell potential with a RANS solver, for the viscous
flow model for the steady free surface flow contribution, with the free surface specified
about a ship. The authors argue the classical with the potential flow solver. In their
Neumann-Kelvin model is not a consistent examples the potential flow solver can handle
linear flow model, but the Neumann-Michell either a wet or dry transom.
model is. The model also does not require the
solution of a line integral around the ship Viscous Flow Computations at Full Scale.
waterline and is solved iteratively exploiting There is continued interest in making full scale
the slenderness of ship forms. Demonstrations predictions with RANS codes. Bhushan et al.
have been made for a Wigley and series 60 (2007) demonstrate predictions for the Athena,
hulls as well as a trimaran in Yang, Kim and with both RANS and Detached Eddy
Noblesse (2007). Simulation (DES). The authors use wall-
functions with and without surface roughness
Viscous Flow Computations at Model Scale. for the computations. Full scale powering
Model scale computations are largely discussed predictions are compared with experimental
in the subsequent sections as they relate to data for RPM and additional comparisons are
various methods and new application areas. A made with a full scale towed configuration,
comparison of resistance at model scale for the which was free to sink and trim. Significant
R/V Athena, a high speed monohulls, by four differences were seen in the computations with
separate groups, utilizing five CFD codes was the rough wall predictions generally comparing
discussed by Wilson et al. (2006). All together, better with the experimental data than the
seven separate solution sets were submitted and smooth wall predictions.
compared to model test data of wave field
measurements and the total resistance for two The EFFORT (European Full-scale
different ship speeds. All of the CFD FlOw Research and Technology) project,
predictions were performed in a “blind” which ran from 2001 to 2005 as a EU-
manner, with the computational results sponsored programme was a cooperation
provided prior to the experimental between several European institutes,
measurements being released. Comparisons universities and industrial sponsors. The aim of
were also made between the different solution the project was to provide validated full-scale
methods, along with discussion of the CFD tools and to introduce these tools to
particular grid generation methods, numerical industry. The EFFORT project has involved
solution techniques, ease of use, and extensive validation studies for a variety of
computational expense to generate the vessels, both at model and full scale, including
solutions. These comparisons are provided a geometrically complex twin-screw hopper
together to assess computational methods for dredger. Papers have shown that accurate
predicting the wave fields generated by surface viscous flow computations are possible at full
ships, including wave breaking. It was found scale and show good correlation with
that each of the different solution methods has experimental data measured during the sea
different advantages and disadvantages, and trials with ship mounted LDV systems. Starke
each has certain specific requirements for et al. (2006) presented validations for a full-
obtaining accurate solutions of a surface ship block tanker, a container vessel, a research
wave field. vessel and the twin-screw hopper dredger.
Regnstrom and Bathfield (2006) and
Proceedings of 25th ITTC – Volume I
41

Visonneau et al. (2006) also show good Immersed boundary methods can greatly
comparisons for the frigate and hopper dredger. simplify the grid generation process. With
These studies show the importance of these methods grids are generated, often
turbulence modeling even at full scale. The Cartesian, that do not conform to the geometry.
importance of grid resolution and the difficulty Consequently, gridding is often trivial, but the
of obtaining grid independent solutions, solution needs to account for the geometry
particularly around shafts and struts, for the within the solution domain. A recent review
more complicated configuration, is also of immersed boundary methods was given by
discussed. Mittal and Iaccarino (2005). For ship flows
Dommermuth et al. (2006, 2007) is using
Cartesian grids with the volume of fluid
5.3 Progress in Viscous Flow Calculation method to reproduce breaking waves around
Methods ships and the resulting forces. Only a paneling
of the surface is required to define the
Free Surface Treatment. Capturing immersed boundary representation of the
methods have become routine, and even geometry on a Cartesian grid. The free surface
standard, for many RANS free surface is predicted with a high degree of detail using
predictions. Single phase level set and volume grids on the order of 20 to 30 million points.
of fluid methods have been demonstrated to However, viscous effects are not directly
handle steep and breaking waves. With the computed and frictional resistance is estimated
single phase level set methods only the water is with the ITTC friction line. Yang et al. (2007)
computed and the methods can provide a sharp uses a combination of Cartesian grids and
interface and still be quite robust. Single immersed boundary conditions as well. For a
phase level set methods have been used by Wigley hull only Cartesian grids are used.
many groups for a variety of ship flows related However, the authors discuss the difficulties of
to resistance predictions (e.g Di Mascio et al., resolving boundary layers on Cartesian grids,
2007; Wilson et al., 2007a) as have multi-phase even at model scale Reynolds numbers and
methods (e.g. Maki et al., 2007; Visonneau et resort to using a body fitted solution from
al., 2006) to name but a few. Two-phase level another code as boundary conditions for a far
set techniques that solve for both the air and field solution using Cartesian grids. Other
water are also being considered by some codes routinely use mixes of Cartesian grids in
groups for ship problems (e.g. Stern et al., the far field and boundary fitted grids in the
2006b). With all of these methods the accuracy near field.
of the free surface prediction is directly
dependent on the grid resolution near the free A new type of gridding approach is to use
surface. Queutey and Visonneau (2007) polyhedrons. Maki et al. (2007) demonstrate
discuss the importance of the discretisation results with Fluent using polyhedral grids in
scheme used for solving the transport equations the near field with hexahedral grids in the far
near the free surface interface in order to get a field for a trimaran calculation. The
good representation of the free surface, even polyhedral grids are constructed from typical
with fine grids. The Constrained Interpolation unstructured tetrahedral cells so retain the ease
Profile (CIP) method also continues to be used of gridding associated with unstructured grids.
by various groups for capturing the free surface Prism type layers of polyhedron are still used
and Takizawa et al. (2007) recently to resolve the boundary layer, but it is not
demonstrated the method for ship flows, but necessary to do this for the free surface region.
not directly for resistance related predictions. The polyhedron cells cut down on grid
skewness and overall cell count leading to
Grid Types. Gridding is an issue for CFD faster solution convergence. Very good
and grid options continue to evolve. comparisons of the resistance for the trimaran
The Resistance Committee

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were shown, but it was necessary to use the of complicated geometries. However, the
experimental values of sinkage and trim. unstructured grids also present their own
problems for generating good resolution
Overset, or chimera, grid technologies also around the free surface for surface capturing
remain popular to ease gridding difficulties. methods. Often prism layers are needed near
Noack (2007) provides an introduction to the the hull to predict boundary layers accurately.
overset grid methodology and how it is being As shown by Gorski et al. (2007) the boundary
used in marine hydrodynamics for complicated layer prediction can be directly dependent on
geometries, such as shafts and struts on a hull, the number of prism layers in the boundary.
relative motion between components and large The difficulties with unstructured grids were
amplitude motions. Separately, Noack (2005), further mentioned by Wood et al. (2007) who
describes the Structured, Unstructured, and attempted to use unstructured grids with CFX
Generalized overset Grid Assembler for the DTMB 5415. Prism layers were used
(SUGGAR) code, which provides a general near the walls and around the free surface, but
overset grid assembly capability that can create because poor results were obtained with the
domain connectivity information for various unstructured grids the authors resorted to
cell types and has been implemented in a structured grids for the data comparisons.
number of RANS codes. Overset grids have Wilson et al. (2007b) also used prism layers
been demonstrated in a number of around the free surface. They further discuss
computations including: the fully appended for DTMB 5415 how tetrahedral elements in
Athena by Bhushan et al. (2007) and the the sonar dome wake region led to excessive
KRISO LNG Carrier by Kim et al. (2007). diffusion of the sonar dome vortex and it was
Overset grids are a convenient way to include necessary to resort to a band of hexahedral
the appendages in a computation. Regnstrom elements around the sonar dome and in its
and Bathfield (2006) also applied an wake region. Hino et al. (2006) demonstrates a
overlapping structured grid method to the number of predictions using a code developed
computation of the flow around two ship hulls for unstructured calculations. For bare hull
with appendages at both model and full scale. calculations of the KVLCC2 and KCS
The ships are a frigate with sonar dome, bilge structured grids are used. However, for more
keels, propeller shafts, brackets, nozzles and complex geometries, which include shafts and
rudder and a hopper-dredger with head-box, struts or a podded propulsor, unstructured grids
shafts, brackets and nozzle. As described by are used. Prism layers appear to be used near
the authors the overlapping grid method made the walls. However, for an azimuth propulsor
it easy to include or exclude appendages from a calculation on a chemical tanker, Hino (2007)
computation without having to regenerate the uses structured grids. Visonneau et al. (2006)
whole grid. also touch on the accuracy of hexahedron cells
and using them in an unstructured framework
Carrica et al. (2006) used overset grids for can lead to fast grid generation over
ease of gridding appendages on the R/V Athena, conventional block structured meshes. The
but also showed how using dynamic overset weak point is the local loss of accuracy near the
grids could be used to allow ship movement to locally refined faces where misalignment and
allow for sinkage and trim changes as part of a non-orthogonality are very high and reduce the
resistance prediction. This dynamic overset local accuracy.
gridding was also used by Miller et al. (2006)
and Stern et al. (2006a) for high speed ships Another feature of unstructured grids is the
discussed later. potential for doing local grid adaptation as
demonstrated by Leroyer et al. (2005) who
Unstructured grids are still of great interest implemented an adaptive mesh capability with
to the community as a way to ease the gridding their unstructured code to dynamically
Proceedings of 25th ITTC – Volume I
43

maintain a prescribe density of grid points For a surface piercing foil and cylinder Kim
around the air water interface with their surface and Cokljat (2007) used a volume-of-fluid
capturing method. technique with both LES and DES. In the near
field the DES approach provides less free
Resistance prediction accuracy is dependent surface detail and unsteadiness than the full
on the particular grid chosen for resolving the LES simulation, primarily due to the RANS
geometry and flow field. Eca and Hoekstra turbulence model. The LES solution however,
(2005) performed double body calculations of degrades quickly away from the geometry as
the KVLCC2M tanker using a number of the mesh becomes coarse, whereas the DES
single block structured grids of the H-O and C- performs well away from the geometries and
O type. They showed the predicted frictional reproduces the Kelvin wave system. Xing et
resistance was not overly influenced by the grid al. (2007) also computed the surface piercing
topology or node distribution. However, the foil with DES.
pressure resistance was very sensitive to the
gridding, particularly around the bow. One The Karman-like shedding from a transom
issue with many of the calculations being has also been investigated (e.g. Bhushan et al.
performed and the uncertainty analysis is that 2007), using DES and unsteady RANS.
the grids are not yet in the asymptotic range. Significant differences in shedding frequency
can be obtained based on which approach is
Turbulence Modeling. Although linear used. In addition, differences in the shedding
eddy viscosity based models are still the most frequency between bare and appended hulls
often used turbulence models for ship flows may be due to grid resolution.
there continues to be papers with higher order
closure models, particularly for predicting flow LES simulations are still much slower than
details. The main problem with higher-order RANS and many feel LES techniques will
closure models has often been their numerical likely not be a real design tool anytime soon.
difficulties more so than their modeling Conversely, Bensow et al. (2006) argue the
deficiencies. Hanjalic (2005) notes that RANS cost of LES is becoming manageable with the
models are witnessing a renaissance as various use of massively parallel computers and
groups have worked to make the higher order subgrid wall models. They have compared the
models more robust for industrial applications predictive capabilities of RANS, DES and LES
so that they can better impact design. by performing simulations of the flow around a
3D surface mounted hill in a channel and the
Numerical Solution Methods. Efforts are flow past an axisymmetric hull. They state that
still being pursued to make progress with the both LES and DES are more accurate than
Smoothed Particle Hydrodynamics (SPH) RANS because RANS removes virtually all of
method for ship flows. Oger et al. (2006) the dynamics of the large, energy containing
demonstrated some success in predicting wave eddies, and no turbulence model can alleviate
fields for a three-dimensional ship hull with the this. Whether LES becomes a design tool or
SPH method, but no resistance predictions are not LES simulations can provide valuable
described in the effort. insight into flow physics. However, as
discussed by Hanjalic (2005), one must also be
LES, Hybrid RANS/LES and DES cautious of LES predictions, particularly on
Methods. These methods continue to be of coarse grids for wall bounded flows as, the
interest as computer power increases. Hybrid results can be wrong and worse than
RANS/LES methods are more routinely being conventional RANS.
done than in the past, often as part of a RANS
computation, where more flow detail is shown
with the hybrid method than with the RANS.
The Resistance Committee

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5.4 New Applications impact of stagger on the wave making

resistance of the hulls both numerically and
Propulsor/Hull Interaction. There continues experimentally. Miller et al. (2006) performed
to be computations for propelled ships and a resistance, sinkage, and trim calculations over a
number have appeared in the literature. One large ranges of speeds for the R/V Athena
example is that of Tahara et al. (2006) using Model 5365 and a high speed sealift trimaran
two different RANS codes for the KCS in both concept. Full speed range resistance curves
towed and self-propelled conditions with an were obtained using a “numerical tow tank”
actuator disc model. The improved gridding concept by slowly accelerating the ship from Fr
capabilities available with overset grids have = 0.0 to 1.0. In addition, self-propulsion of the
led to continued predictions of fully appended R/V Athena appended with skeg, stabilizers,
hulls, often with actuator disc models, to shafts, struts, and rudders is simulated for two
simulate the propeller. One example is the Froude numbers in the free to sink and trim
flow over the Athena predicted by Bhushan et mode. Preliminary calculations for the R/V
al. (2007) who demonstrate the flow off of the Athena fitted with waterjets were also
shafts and struts. The KRISO LNG Carrier is performed illustrating the above waterline jet
predicted by Kim et al. (2007) for the fully discharge impacting the transom wake. A
appended and propelled configuration where more comprehensive effort is documented in
thrust deduction, wake fraction, propeller and Stern et al. (2006a) who evaluated a suite of
hull efficiency are compared with experimental computer codes for hydrodynamic design
data. The interaction of the propelled wake including fast inviscid codes for the initial
with the rudder is also examined, which parametric studies and gross optimization,
compares well with experimental data followed by unsteady RANS for detailed
demonstrating RANS codes can adequately optimization and evaluation of ship
predict propulsor-hull-rudder interactions. performance. The paper describes the
development, initial evaluation, and initial
Drag Reduction. A number of papers validation of this suite, applied to analysis of
related to the prediction of the drag reducing high-speed multihull transport ship design
properties of microbubbles and polymers concepts. The capability of the design suite to
appeared in the literature (e.g. 2nd International meet the naval architect’s needs is
Symposium on Seawater Drag Reduction, demonstrated, at various stages of the design,
ISSDR 2005). However, most of these papers and the codes are validated with available data.
were very fundamental concentrating on flat Maki et al. (2007) also showed that good
plate boundary layers and the modeling needed predictions for a high speed trimaran could be
to represent the correct physics. One practical obtained with thin-ship theory and the ITTC
application is that of Choi et al. (2006, 2007) friction line. However, even better results were
who demonstrated the potential for predicting obtained by them with RANS when using the
the resistance of a hull with an air plenum experimentally provided sinkage and trim.
using a boundary element code. The authors Another example of a trimaran calculation is
predicted the trends for a variety of air plenum that of Sato et al. (2007), which showed good
and hull form parameters. comparison of resistance, sinkage and trim
with a RANS code for different side hull
High Speed Vessels. High speed vessels positions.
received attention from a number of authors
using both inviscid and viscous prediction
methods. Ando, Yoshitake and Nakatake 5.5 Conclusions
(2005) developed a combined Rankine source
and panel method for the prediction of Computational capabilities are making
catamaran and trimaran hulls and showed the inroads in the design and evaluation processes
Proceedings of 25th ITTC – Volume I
45

for many vehicles of interest including marine the past few years by Luis Eca and Martin
vehicles. Inviscid methods are still often used, Hoekstra in Lisbon (Eca and Hoekstra, 2004;
but RANS codes, DES and LES are starting to 2006d). The first workshop focused on solution
play a larger role in the study of viscous flow verification with two simple two dimensional
fields generated by marine vehicles. It is test cases and grids provided by the organisers:
inevitable that these methods will have an even flow over a hill and flow over a backward
larger role in the future as computer power facing step. In the second workshop the dual
increases and the application of such codes nature of verification, i.e. code and solution
further matures. However, it will still take verification, was emphasised with a separate
considerable effort to have the confidence in test case for code verification (see Section 6.5).
these methods that currently exists with the For continuity with the first workshop the
model tests as grid resolution and turbulence backward facing step case was also used in the
modelling drives the accuracy of the solution. second workshop as the test case focusing on
solution verification. Unlike in the first
workshop, participants were free to choose
6. VALIDATION OF PREDICTION their grids giving an impression of the effect of
TECHNIQUES grid layout. The entries in the workshops have
covered a range of turbulence models,
discretisation schemes and uncertainty
6.1 Introduction estimation methods.

This section reviews recent activities in the In the first workshop, despite some issues
field of verification and validation (V&V) with oscillatory convergence, gratifyingly
considered to be of significance for the consistent results were obtained providing a
members of ITTC. Some papers thoroughly favourable evaluation for the uncertainty
summarising general aspects of V&V have also estimation approaches. The goal of overlap of
appeared recently. uncertainty estimates was essentially met with
some exceptions. In the second workshop, the
Oberkampf et al. (2004) and Stern et al. results were twofold. Very positive results
(2006c) have discussed all aspects of V&V. were obtained for the code verification case,
These papers additionally cover some of the whereas for the back step problem the results
issues related to achieving consensus on were not as conclusive – apparently due to
verification and validation. Stern at al. (2006c) variation in the modelings used and problems
have also broadened the discussion from just in reaching the asymptotic range. Nevertheless,
V&V to quantitative certification of CFD codes. it was concluded, based on combining the
Roy (2005), on the other hand, presents a results from both workshops for the back step
review focusing on code and solution problem, an encouraging consistence is shown.
verification in computational physics with the Even if there is some variation in the solutions
emphasis on solution verification and error due to modeling and numerics, the error
estimation methods based on Richardson obtained by several different methods appears
extrapolation. realistic and generally consistent.

A third workshop has been announced to be

6.2 Workshops Related to V&V held in 2008. The future workshop will cover
all three steps of V&V, i.e. code verification,
1st and 2nd Workshop on Uncertainty in solution verification and validation.
CFD. Two workshops concentrating on
different aspects of verification, with validation CFD Workshop Tokyo 2005. The
purposely left out, have been organised within workshop (Hino, 2005) was fifth in a series of
The Resistance Committee

46

workshops on CFD in ship hydrodynamics. It particularly for bow and stern waves as well as
was reviewed already in the previous ITTC RC wake peaks, whereas local error estimators
report, but some additional analysis of the perform significantly better.
results has been performed for this report. A
specific test case (Test case 5, KVLCC2M
without free surface) for the application of 6.3 Examples of other Systematic V&V
standard methodology for verification and Studies
validation of CFD methods was setup. Five
geometrically similar O-O topology structured Werner (2006) has conducted a
grids with grid points ranging from 158k to comprehensive study on different methods for
9.6M were provided by the organisers. verification and uncertainty analysis of CFD
Verification and validation has been performed results. Three different methods, including the
also for some of the other cases by some recommended procedure by ITTC, have been
participants (case 1.1, KCS with free surface applied to an analytical boundary layer test
and fixed sinkage and trim; case 1.2, DTMB case. Di Mascio et al. (2007) have also used the
5415 with free surface and fixed sinkage and ITTC recommended procedure for the
trim; case 1.4, as case 5, but with own grids). verification of a single-phase level set method
For the integral quantities the validation and for the validation of numerical results
uncertainty has been reported in 33 cases. obtained with the approach. Three two- and
Table 6.1 summarises the validation results for three-dimensional test cases have been used:
these indicating the corresponding test case, the flows around a submerged hydrofoil and Series
number of validated cases over the total cases 60 in non-breaking wave conditions and, as a
with reported validation uncertainties and the practical application, a naval combatant in both
level of successful validation. non-breaking and breaking wave conditions.
The validation has concentrated on force
Table 6.1: Summary of the validation coefficients, but some order of accuracy studies
results from the Tokyo CFD Workshop. have also been presented for the field variables
Case Validated/Tot Validation as well as the wave height. For the uncertainty
level %D analysis with 'Le Commandant Riviere'
1.1 2/5 2.2-2.4 Visonneau et al. (2006) have used the ITTC
1.2 1/3 9.8 procedure for convergent cases and for
1.4 5/9 3.3-7.9
divergent cases they have used the approach
proposed by Eca and Hoekstra (in Eca and
5 (g2) 2/4 .92-3.3
Hoekstra, 2004), based on the data range.
5 (g3) 3/6 1.7-18
5 (g4) 1/3 4.5 The revised version of the ITTC procedure
5 (g5) 1/3 91 has been used by Kim et al. (2006) for the
verification and validation of the steady thrust,
The workshop has also revealed some torque and radial velocity of the P5206 nozzle
issues regarding verification and validation. propulsor. Wilson et al. (2006) have applied
The quality of the common grids has not been the procedure to validate the unsteady
sufficient for converged solutions, and it has numerical simulation of a roll decay test of the
been stated that generation of common grids in DTMB5512 surface combatant with bilge keels.
studies like this is a nontrivial task due to the Comprehensive verification and validation has
differing requirements of the codes. been performed using the L2-norm of the
Furthermore, it has been demonstrated in difference of the roll motion time histories in
several cases that using an uncertainty order to evaluate iterative, grid and time step
estimator based on a profile average for based uncertainties and to validate the
bounding the local error has often failed, simulation results against measurement data.
Proceedings of 25th ITTC – Volume I
47

An example of the application of an at model scale. The results show that with
alternative uncertainty estimation approach has insufficient iterative convergence the
been presented by Toxopeus (2005). He has discretisation error depends on the iteration
evaluated uncertainty estimates for the level. It is stated that, in order to have
simulated force and moment coefficients of discretisation error independent of the iteration
KVLCC2M with several drift angles using the level, the iterative error should be two to three
least squares version of the Grid Convergence orders of magnitude below the discretisation
Index (GCI) procedure proposed by Eca and error. This is in line with the statement by Roy
Hoekstra (2002). (2005) that the iterative and round-off errors
should be at least 100 times smaller than the
Finally, on a related topic, Stern at al discretisation error to ensure that they do not
(2006c) developed a quantitative certification adversely impact the order of accuracy
procedure for assessment of probabilistic calculation.
confidence intervals for CFD codes for specific
benchmark applications and certification
variables. Using the developed procedure they 6.5 Method of Manufactured Solutions
have presented an example of quantitative (MMS)
certification of RANS codes for ship
hydrodynamics using the simulation results of The method of manufactured solutions has
different codes for the KVLCC2 from the become an established tool for code
Gothenburg 2000 CFD Workshop. verification. A number of papers can be found
in the literature covering both the method itself
as well as application examples for code
6.4 Iterative Convergence verification. In his review paper on code and
solution verification Roy (2005) spends a
Verification and validation studies significant amount of space discussing MMS.
presented in the literature concentrate mostly Salari and Knupp (2000) have devoted a full
on grid convergence and, in the case of report on code verification with MMS
unsteady simulations, also on the convergence discussing the fundamentals of MMS and
of the temporal discretisation. However, the presenting some examples of code verification.
importance of the numerical error from The report includes an exhaustive example, in
incomplete iterative convergence has also been which MMS has been used to find intentional
considered in several papers. Often the iterative coding mistakes in a two dimensional
error has been shown to be negligible compressible Navier-Stokes solver. Out of the
compared to the discretisation errors (e.g. twenty-one mistakes introduced in the code,
Wilson et al., 2006; Di Mascio et al., 2007). MMS detected all of the coding mistakes,
which prevented the governing equations from
Eca and Hoekstra (2006c), on the other being solved correctly.
hand, have conducted an extensive systematic
study on the iterative error. They present a MMS has also been used in the 2nd
procedure for evaluation of the iterative Workshop on CFD Uncertainty Analysis (Eca
uncertainty based on a least squares fit to the and Hoekstra, 2006d) discussed in Section 6.2.
iteration history of the norm of the variable A test case with manufactured solutions for a
change or the normalized residual. They have turbulent flow over a flat plate was introduced
also studied the importance and influence of in order to help assess the reliability of
the iterative error on the discretisation error uncertainty estimators vs. errors in the code
using three test cases: a two dimensional flow implementation. A range of different
over a hill, a three dimensional flow over a turbulence models, discretisation schemes and
finite plate and the flow around the KVLCC2M uncertainty estimators were used by the
The Resistance Committee

48

participants. The MMS results were very Celik et al. (2005b) have proposed various
positive and consistent with 95% certainty for indexes based on the Richardson extrapolation
the error bars. Out of nearly a hundred cases concept for assessment of the resolution quality
98% gave conservative estimates, i.e. the (verification) of LES simulations. The
uncertainty bounded the error. proposed index measures the ratio of the
resolved and total turbulent kinetic energy. The
Eca and Hoekstra (2006b) have studied the performance of the index is demonstrated with
influence of the discretisation of the turbulent various cases, and comparisons with direct
quantities on the order of convergence of numerical simulations (DNS) and experiments
velocity and pressure using two manufactured show that the index is a good indicator of
solutions valid for 2D RANS equations resolution quality for LES.
supplemented either with the Spalart &
Allmaras one-equation turbulence model or An alternative procedure has been proposed
with a two-equation k-w turbulence model. by Jordan (2005). He presents a quantitative
Three types of exercises have been performed: local method for estimation of the uncertainty,
solution of the velocity and pressure with the which is performed before statistical averaging.
manufactured eddy viscosity and vice versa as The a priori estimate of the uncertainty is based
well as solution of the complete field. on the area under the spectra of dimensionless
turbulence quantities, where the unresolved
The application of MMS for code part is modeled. With the proposed method, an
verification is, however, not without some estimate for the uncertainty is possible already
issues. For example, Eca and Hoekstra (2006a) with one LES-simulation, but a more accurate
discuss the difficulties in setting up estimate is provided by using a second solution
manufactured solutions for the turbulence and a Richardson extrapolation based estimate.
quantities in one and two equation eddy The method has been tested with several cases
viscosity models. They state that the existence using measurement and DNS data.
of damping and blending functions including
non-linear equations and undefined derivatives A fundamental study on the numerical and
is problematic for the application of the MMS. modeling error of LES has been conducted by
Brandt (2007). A case was studied in which
second-order finite-difference schemes and
6.6 Verification for Large Eddy Simulation simple subgrid scale (SGS) models are applied
(LES) for a fully developed turbulent flow between
parallel walls. The choice has been motivated
Verification methodologies for general by two reasons: these are often used in
CFD perform poorly with LES. One problem practical LES and some reports have been
with LES in this regard is that both the made on large numerical error related to low-
numerical and the subgrid model depend on the order finite-difference-type schemes. An a
grid resolution. In LES the grid resolution priori study of the error components with focus
should be such that the stresses related to the on explicit filtering of the nonlinear convection
numerical error are significantly smaller than term suggests that explicit filtering effectively
the stresses from the subgrid model. On the reduces the numerical error and increases the
other hand, the a posteriori formulations for effect of the SGS model. However, in the
estimation of numerical uncertainty for general actual simulations, the explicit filtering
CFD are too laborious to be used with LES. increased the total simulation error. Based on a
Because of these problems, some verification posteriori tests using grid independent LES, the
methodologies specifically for LES have been numerical and modeling errors with standard
proposed recently. Smagorinsky models are of the same order of
magnitude and explicit filtering introduces a
Proceedings of 25th ITTC – Volume I
49

third error component, which is larger than the using these to ensemble a large number of
other two. Of the applied approaches, the a cases with oscillatory convergence, the
posteriori tests explain the behavior of the performance of four different extrapolation
actual simulations, whereas the numerical error methods has been tested.
predicted by the a priori tests is too large and
the effect of SGS modeling and explicit The simulations for bare-hull and appended
filtering are not properly described. configurations of the frigate 'Le Commandat
Riviere' by Visonneau et al. (2006)
demonstrate further issues directly related to
6.7 Issues in V&V grid convergence – namely the observed order
of accuracy differing considerably from the
Despite the established research there are theoretical order of accuracy and monotonic
still several issues related to verification and divergence, especially with unstructured grids.
validation studies. Fundamental issues related It has been suspected that the problems are
to grid convergence have been discussed in related to difficulties in ensuring geometric
several publications. The problem of reaching similarity between different unstructured grids.
the range of asymptotic grid convergence has Issues with complex geometries, e.g.
been studied thoroughly by Eca and Hoekstra prohibitively high grid resolution requirements,
(2006d). The same problem has also been are also discussed in the paper as well as in
discussed at the CFD Workshop in Tokyo Starke et al. (2006). On a related topic, Tahara
(Hino, 2005). Similarly, Salas (2006) has et al. (2006) discuss issues with multiple grid
considered issues and necessary conditions to studies using overlapping grids, where, in
properly establish grid convergence with focus addition to the extra resources required for the
on unequal refinement in different coordinate multiple grid study, overlap on the finest grid
directions. Relatedly, Wilson et al. (2007a) has to be increased in order to provide
discuss the coupling of the modeling and the sufficient overlap on the coarsest grid.
numerical error, when studying the breaking
bow wave of the DTMB 5415 surface The severe grid dependency exhibited
combatant. The breaking bow wave is particularly by the pressure resistance has been
associated with a wide range of temporal and discussed in several papers (e.g. Visonneau et
spatial scales with a trend of resolving finer al., 2006; Raven et al., 2006). Furthermore,
scales with grid refinement. They state that, in Raven et al. (2006) give one example of an
terms of free surface details, it is presently not implementation issue, namely the
practical to obtain three solutions in the implementation of the symmetry condition at
asymptotic range for this case. the still water plane, which in the authors'
method appeared to have a significant effect on
Oscillatory convergence, for which the viscous pressure resistance and the
Richardson extrapolation cannot be used, has associated grid dependency. Eca and Hoekstra
been one of the main issues at the 1st (2006b), on the other hand, demonstrate using
Workshop on Uncertainty in CFD (Eca and MMS that the order of accuracy of the
Hoekstra, 2004) – especially for the discretisation of the turbulent quantities may
convergence of the local values. Celik et al. influence the order of convergence of the other
(2005a) have discussed some possible remedies flow quantities. They also discuss some of the
in this regard. They have exhibited the issues related to grid convergence and error
existence of oscillatory convergence by estimation, when flux limiters are used.
constructing schemes with a discretisation error
satisfying oscillatory function, when applied to
a simple convection-diffusion equation. By
constructing model error equations and by
The Resistance Committee

50

6.8 Conclusions complexities. The ITTC should maintain its

procedure 7.5-03-01-01 “Uncertainty Analysis
Despite the existence of established in CFD, Uncertainty Assessment Methodology
procedures for verification and validation of and Procedures” with the revisions from the
CFD simulations, the number of studies 25th ITTC RC.
including quantitative uncertainty analysis with
systematic procedures has not increased
significantly. Grid or parameter dependency 7. FACILITY BIAS WORLD WIDE
studies are often only of a qualitative nature CAMPAIGN
with an aim to demonstrate that the grid
resolution used is sufficient (in some sense). The 24th ITTC Resistance Committee
Nevertheless, the studies, which include invited all the ITTC members to participate in a
quantitative uncertainty estimation, are worldwide series of comparative tests for
increasingly more rigorous for a wider range of identifying facility biases under the framework
applications, such as unsteady and unstructured of ITTC procedures for uncertainty analysis.
cases. For these tests two geosims of the DTMB 5415
Combatant with 5.720 and 3.048 meters length,
For example, several authors at the 10th respectively, have been used.
Numerical Towing Tank Symposium (Bertram,
2007) have considered issues with The Committee created and distributed a
discretisation accuracy. Mostly this was in the technical procedure for identifying facility
form of qualitative studies indicating the level biases, compiling model and test procedure
of e.g. grid dependency without quantitative information, including data submission
uncertainty estimation. However, there were guidance to preserve the confidentiality of the
also examples of quantitative uncertainty data.
estimation using the procedure by Eca and
Hoekstra (2006c) for an open water simulation Facility biases have been analysed for the
of a propeller and code verification exercises following most typical towing tank tests:
for unstructured flow solvers using MMS – ƒ Resistance
including the verification of a time accurate ƒ Sinkage and trim
free surface tracking code. ƒ Wave profile and wave elevations

As shown by the results of the 1st and 2nd 7.1 Participants

Workshop on CFD Uncertainty Analysis, the
established uncertainty estimation procedures As result of the 24th ITTC, the number of
give encouragingly reliable estimates of the Institutions participating in this worldwide
numerical uncertainty. However, there are still series for identifying facility biases was
considerable problems in applying systematic increased from twenty to thirty five and the
procedures for a variety of simulation cases, number of countries was increased from fifteen
especially as the complexity of the simulated to nineteen, with eighteen Institutions testing
cases increases and the simulation methods each model. A new schedule was arranged in
become more sophisticated. order to finish the tests on time for the 25th
ITTC. Nevertheless, there were many delays
Therefore, the ITTC continues to encourage and many Institutions did not test the model on
the use of uncertainty estimates for CFD time. The provisional schedule, indicating the
studies and should continue to monitor the month of reception of the model, is
development of procedures for estimation of summarized in the following tables.
the numerical uncertainty with emphasis on
practical application issues and the evolving
Proceedings of 25th ITTC – Volume I
51

Table 7.1 Schedule for the 5.720m length Specific causes of the accumulated delay were:
model. ƒ the 5.720 meters length model was
Institution Country Month confiscated due to problems in providing
CEHIPAR Spain Jun 2004 all the required documents while exporting
INSEAN Italy Sep 2004 it from Austria to China. Eventually it was
Helsinky University of
Finland Nov 2004
brought back to China and tested at
Technology CSSRC, and could thus continue its
Krylov Shipbuilding Research circulation. A delay of 17 months was
Russia Feb 2005
Institute
accumulated for this model;
ICEPRONAV S.A. Romania Sep 2005
ƒ Ulsan University, failing to quarantine as
Vienna Model Bassin Austria Dec 2005
required by China’s customs, sent the
Huazhong University of Science
and Technology
China ------- 3.048m model to Malaysia, skipping
CSSRC China Sep 2007 Harbin Engineering University;
Samsung Ship Model Basin Korea Dec 2007
MOERI Korea Feb 2008
Other, general, causes were:
ƒ the accumulated delays, the internal
Pusan National University Korea Apr 2008
Akishima Laboratories Japan Jul 2008
planning and the amount of work of the
NMRI Japan Aug 2008
Institutions increased the testing periods;
ƒ the required time to move the models
IHI Corporation Japan Sep 2008
between Institutions was higher than
Naval Surface Warfare Center USA Dec 2008
predicted.
Institute for Ocean Technology Canada Feb 2009
QinetiQ UK May 2009
7.2 Testing Procedure and Data Submission
Bassin d’Essais des Carenes France Aug 2009
CEHIPAR Spain Oct 2009
Each institution has tested the model in 4
Table 7.2 Schedule for the 3.048 m length different sessions in order to change the test
model. conditions and obtain better uncertainty
Institution Country Month analysis results. All the Institutions have used
CEHINAV Spain Feb 2005
their standard techniques to test the model and
LSMH/NTUA Greece Apr 2005
have corrected their results taking into account
Inha University Korea Dec 2005
the blockage effects, using their standard
Seoul National University Korea Jan 2006
procedures.
Pusan National University Korea Feb 2006
Ulsan University Korea Mar 2006
Ten runs have been done each testing day
with the following speeds:
Harbin Engineering University China -------
University Teknologi Malaysia Malaysia Sep 2006
Table 7.3 Froude numbers of the runs.
Australian Maritime College Australia Nov 2006
Session
Canal de Experiencias de
Arquitectura Naval
Argentina Feb 2007 Fr 1 2 3 4
University of Iowa – IIHR USA Jul 2007 Speed 1 0.28 0.28 0.28 0.28
Stevens Institute of Technology USA Jan 2008 Speed 2 0.10 0.10 0.10 0.10
University of Glasgow and Speed 3 0.28 0.28 0.28 0.28
UK Mar 2008
Strathclyde Speed 4 0.41 0.41 0.41 0.41
University of Liège – ANAST Belgium Jul 2008 Speed 5 0.10 0.10 0.10 0.10
Ecole Centrale de Nantes France Oct 2008 Speed 6 0.28 0.28 0.28 0.28
Istambul Technical University Turkey Feb 2009 Speed 7 0.41 0.41 0.41 0.41
INSEAN Italy May 2009 Speed 8 0.10 0.10 0.10 0.10
CEHIPAR Spain Aug 2009 Speed 9 0.28 0.28 0.28 0.28
Speed 10 0.41 0.41 0.41 0.41
The Resistance Committee

52

The values corresponding to the first run of o Stern sinkage in meters, ZVA
each session are not used in the analysis.
Wave Profile and Wave Elevations. Wave
The following results of the tests have been profile on the hull surface and a vertical
submitted to the Resistance Committee using longitudinal wave cut in a plane separated
ASCCII neutral files: 0.172·L from the centre plane have been
obtained for all the testing cases. A data file
has been sent for each session, wave profile
and wave cut, containing the following data,
Resistance. A data file has been sent for where biases and uncertainties were obtained
each session and speed, containing the using the ITTC recommended procedure 7.5-
following data, where biases and uncertainties 02-02-06:
were obtained using the ITTC recommended ƒ Session number
procedure 7.5-02-02-03: ƒ Speed number
ƒ Session number ƒ Froude number, Fr
ƒ Speed number ƒ Water temperature in centigrade degrees,
ƒ Froude number, Fr tºw
ƒ Water temperature in centigrade degrees, ƒ Position of the sensor measured from
tºw centre line in meters, y
ƒ Bias for the resistance coefficient CT , BCT ƒ Wave profile bias, Bζ
ƒ Uncertainty for the resistance coefficient ƒ Product of wave profile bias and
at 15 ºC, UCT15 deg C sensitivity coefficient in %L, Bζθζ
ƒ For each tested point: ƒ Bias of the point position, Bx
o Time in seconds, t ƒ For each tested point:
o Velocity of the model in meters per o x position along hull from section 0
second, V (positive to bow) in meters, x
o Resistance measured in Newton, RT o Wave profile height measured for each
point of the hull, from calm water level
Sinkage and Trim. A data file has been (positive up) in meters, z
sent for each session and speed, containing the
following data, where biases and uncertainties 7.3 Analysis Method
were obtained using the ITTC recommended
procedure 7.5-02-02-05: The analysis method is based in
ƒ Session number M×N-order level testing, where N repetitions of
ƒ Speed number the same experiment are done in each of the M
ƒ Froude number, Fr different facilities participating in the
ƒ Water temperature in centigrade degrees, experience. As it was stated by Stern et al.
tºw (2005) the medium value of a variable X,
ƒ Bow sensor position from section 0 in taking into account all the measurements done
meters, xF by all the facilities is
ƒ Stern sensor position from section 0 in 1 M N
meters, xA X =
M×N
∑∑ X i
j
(7.1)
ƒ Bias for sinkage, Bσ i =1 j =1

ƒ Bias for trim, Bτ

ƒ Uncertainty for sinkage, Uσ Where X i j is the value obtained for the
ƒ Uncertainty for trim, Uτ variable X in the text number j done in the
ƒ For each tested point: facility i.
o Time in seconds, t
o Bow sinkage in meters, ZVF
Proceedings of 25th ITTC – Volume I
53

The uncertainty in X is It is possible to calculate the uncertainty of the

facility bias for the variable X in the facility i,
U X = B X2 + PX2 (7.2) U FBi by means of the following expressions

Di ≤ U Di ⇒ U FBi = U Di
(7.6)
Where the bias and precision limits of the
Di > U Di ⇒ U FBi = Di2 − U D2 i
mean value of X are respectively B X and PX .
This analysis process has been done for all the
The expression of the bias limit of the variables obtained for the tests.
mean value of X is
7.4 Analysis Program and Available Data
M
1
BX =
M
∑B
i =1
2
Xi
(7.3)
Due to the number of calculations and the
great amount of data used in the previous
analysis method, a computer program has been
Where B X i is the bias limit of the mean
done to facilitate the analysis of the data.
value of X in the facility number i.
The delays in the schedule, commented on
If the number of facilities involved in the previously, have reduced the number of
tests is great enough the bias limit is almost facilities analyzed for this Conference. Only 9
zero because in equation (7.3) B X → 0 when data CDs were submitted on time, 4 for the
M → ∞ , and the mean value of the variable X large model and 5 for the small one. One of the
can be considered as the true value of the data sets for the large model was in a wrong
measured variable for the uncertainty analysis. format and was impossible to analyze. Some of
the submitted CDs contained uncompleted or
The expression of the precision limit of not well formatted data that has been re-
the mean value of X is structured, when possible, to be included in the
M M analysis. In some cases only medium values are
∑ (X −X) ∑D
2 2

2
i
2 i
(7.4) included in the submitted files.
PX = i =1
= i =1

M M −1 M M −1
The data for each model in the analysis
Where X i is the mean value of X obtained program has been arranged in folders that have
from all the tests done in the facility i. been numbered. The number of the folders
does not correspond with the reception order or
The uncertainty of the variable Di, obtained for the test schedule, but with the amount of useful
each facility as the difference between mean data received. This procedure guaranteed the
value of X using only their results and the confidentiality of the submitted data.
mean value of X using the results from all the
facilities, can be obtained from the following All data and the results of the analysis are
expression available for all the ITTC members, so each
Institution can identify its own data, and
2 2
U Di = U X i + U X (7.5) consequently its folder number, comparing the
submitted data with the data available in each
Where U X is obtained using equation (7.2) and folder. The main results are summarized in the
U X i is the uncertainty value submitted by the following sections.
facility i, obtained through ITTC procedures.
The Resistance Committee

54

7.5 Resistance Results 2.0

Resistance - Model 5.720 m

1.8

The following data is presented: 1.6

ƒ The total resistance coefficients for each

facility (CT )i compared with their mean
1.4

1.2
value CT .

U(Fb)
1.0
ƒ The uncertainties of the resistance
coefficients for each facility (U (CT ))i
0.8

compared with their mean value U (CT ) .

0.6

ƒ The uncertainties of the facility bias for 0.4

Fr=0.10

each facility U FBi . 0.2 Fr=0.28

Fr=0.41
0.0
1 2 3
Facility
5.720 meters length model.
Figure 7.3 UFBi
Resistance - Model 5.720 m
7

3.048 meters length model.

6
3
Ct·10 , Ct average·10

Fr=0.10
Resistance - Model 3.048 m
Fr=0.10 Average
Fr=0.28
8
Fr=0.28 Average
5 Fr=0.41
Fr=0.41 Average
7
3
Ct·10 , Ct average·10
3

4 6

3
1 2 3
3

4
Facility Fr=0.10
Fr=0.10 Average
Fr=0.28

Figure 7.1 (CT )i and CT

3 Fr=0.28 Average
Fr=0.41
Fr=0.41 Average
2
1 2 3 4 5

Resistance - Model 5.720 m Facility

Figure 7.4 (CT )i and CT

0.9
Fr=0.10

0.8 Fr=0.10 Average

Fr=0.28
Fr=0.28 Average
0.7
U(Ct)% , U(Ct) average %

Fr=0.41 Resistance - Model 3.048 m

Fr=0.41 Average
Fr=0.10
0.6
Fr=0.10 Average
4
Fr=0.28
0.5 Fr=0.28 Average
U(Ct)% , U(Ct) average %

Fr=0.41
0.4 Fr=0.41 Average
3

0.3

0.2
2

0.1

0.0
1 2 3 1
Facility

Figure 7.2 (U (CT ))i and U (CT ) 0

1 2 3 4 5
Facility

Figure 7.5 (U (CT ))i and U (CT )

Proceedings of 25th ITTC – Volume I
55

Resistance - Model 3.048 m Trim - Model 5.720 m

0
30 Fr=0.10 1 2 3
Fr=0.28
Fr=0.41

Trim(mm), Trim average (mm)

25 -5
Facility

20

-10
U(Fb)

15

-15
10

Fr=0.10
5 Fr=0.10 Average
-20
Fr=0.28
Fr=0.28 Average
0 Fr=0.41
1 2 3 4 5 Fr=0.41 Average
Facility -25

Figure 7.6 UFBi Figure 7.8 (τ )i and τ

7.6 Sinkage and Trim 1000000

Sinkage - Model 5.720 m
Fr=0.10
Fr=0.28

The following data is presented: 100000 Fr=0.41

The sinkages for each facility ( zs )i

U(Fb) % (Logarithmic scale)

ƒ
compared with the mean value for all the 10000

facilities, zs .
The trims for each facility (τ )i compared
1000
ƒ
with the mean value for all the facilities, 100

τ.
ƒ The uncertainties of the facility bias for 10

the sinkage for each facility, U FBi .

ƒ The uncertainties of the facility bias for 1
1 2 3

the trim for each facility, U FBi . Facility

5.720 meters length model. Figure 7.9 Sinkage UFBi

1000000
Trim - Model 5.720 m
Fr=0.10
Sinkage - Model 5.720 m
Facility Fr=0.28
1 2 3 100000 Fr=0.41
Sinkage (mm), Sinkage average (mm)

U(Fb) % (Logarithmic scale)

-2
10000
-4

-6
1000
-8

-10
100
-12

-14
10
-16
Fr=0.10
-18
Fr=0.10 Average
1
Fr=0.28
-20 1 2 3
Fr=0.28 Average
Facility
-22 Fr=0.41
Fr=0.41 Average
-24

Figure 7.10 Trim UFBi

Figure 7.7 ( zs )i and zs
The Resistance Committee

56

3.048 meters length model. 1000000

Trim - Model 3.048 m

Sinkage - Model 3.048 m 100000

Facility

U(Fb) % (Logarithmic scale)

1 2 3 4 5
Sinkage (mm), Sinkage average (mm)

0
10000
-2

-4
1000
-6

-8
100
-10

-12
10 Fr=0.10
-14
Fr=0.28

-16 Fr=0.10 Fr=0.41

Fr=0.10 Average 1
-18 Fr=0.28 1 2 3 4 5
Fr=0.28 Average Facility
-20
Fr=0.41
Fr=0.41 Average
-22

-24 Figure 7.14 Trim UFBi

Figure 7.11 ( zs )i and zs

5
Trim - Model 3.048 m 7.7 Wave Profile and Wave Elevation

Wave profiles and wave elevation

Trim(mm), Trim average (mm)

0
1 2 3 Facility 4 5
uncertainties can be analyzed cutting the waves
-5 by a number of equally spaced sections. The
following data was analyzed for each facility:
-10 ƒ Wave elevations for each facility (ς )i
compared with the mean value for all the
-15
Fr=0.10 facilities, ς .
Fr=0.10 Average
ƒ The uncertainties of the wave elevations
for each facility U ((ς )i ) compared with
Fr=0.28
Fr=0.28 Average
-20
Fr=0.41
Fr=0.41 Average
the mean value for all the facilities, U (ς ) .
-25
ƒ The uncertainties of the facility bias for
each facility, U FBi .
Figure 7.12 (τ )i and τ
The number of wave profile and wave
1000000
Sinkage - Model 3.048 m
elevation files submitted is too short to be
analyzed. Nevertheless the uncertainties of the
100000
facility biases for each facility in 20 sections
U(Fb) % (Logarithmic scale)

along the hull U FBi are presented as an example.

10000

1000
Wave profiles and wave elevation analysis
have presented some special problems due to
100 the phase of the waves and the available data.

10 Fr=0.10 5.720 meters length model.

Fr=0.28
Fr=0.41
1
1 2 3 4 5 Only two facilities have sent wave profile
Facility
data for this model. In both cases data was
obtained only for one session and the data
Figure 7.13 Sinkage UFBi analyzed for the different sessions is a copy of
Proceedings of 25th ITTC – Volume I
57

that. For this reason the quality of the analysis 250

Wave elevation - Model 3.048 m

is not very good.

Fr=0.10 - Facility 1
Fr=0.10 - Facility 2
Fr=0.28 - Facility 1
Fr=0.28 - Facility 2
Fr=0.41 - Facility 1
200 Fr=0.41 - Facility 2
Wave profile - Model 5.720 m
90
Fr=0.10 - Facility 1
Fr=0.10 - Facility 2
80 Fr=0.28 - Facility 1 150
Fr=0.28 - Facility 2
Fr=0.41 - Facility 1

U(Fb)
70 Fr=0.41 - Facility 2

100
60

50
U(Fb)

50
40

30
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
20
X/L
10

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Figure 7.17 Wave elevation UFBi example
X/L

7.8 Conclusions
Figure 7.15 Wave profile UFBi example
The following conclusions are obtained:
Wave elevations in the cutting plane were ƒ Less than half of the facilities that have
not analyzed for Fr = 0.1 for this model, tested the model have sent the data on time
because the facility numbered as 1 did not to be analyzed. The Committee
submit data for this velocity. encourages all the participants to send
their data as soon as possible.
14
Wave elevation - Model 5.720 m ƒ The submitted data was not always in the
Fr=0.28 - Facility 1
Fr=0.28 - Facility 2
required format.
12 Fr=0.41 - Facility 1
Fr=0.41 - Facility 2
ƒ All the facilities that have submitted data
10
have calculated biases and uncertainties
with the ITTC recommended procedures
8
7.5-02-02-03, 7.5-02-02-05 and 7.5-02-02-
U(Fb)

6
06 and their referenced worksheets.
ƒ There are some resistance files presenting
4
significant oscillations, even greater than
2
the measured magnitude.
ƒ Facility bias uncertainties are normally
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 larger for the smaller Froude numbers.
X/L
ƒ Sinkage and trim results are not available
for all the facilities.
Figure 7.16 Wave elevation UFBi example ƒ The uncertainties obtained for the trim are
very large in some cases.
3.048 meters length model. ƒ Only two facilities have sent wave profile
data and in both cases data was incomplete.
There is no wave profile data available for For this reason wave profile data could not
this model so only wave elevations in the be properly analyzed.
cutting plane were analyzed for the two ƒ Only four facilities, two for each model,
facilities that have sent data. have sent wave elevation data. For this
reason wave elevations could not be
properly analyzed.
ƒ Wave elevation and wave profile analysis
The Resistance Committee

58

have presented some special problems due 8.1 Methods and Problems
to the phase of the waves.
ƒ The amount of data used for the analysis Variable Fidelity and Metamodels. For
was not enough to obtain valid practical ship design problems, the major
conclusions about facility biases, but the components of the cost of the design
analysis procedure has been developed to optimization are the analysis and the sensitivity
analyze the entire data set when available. computations. Savings in the computational
cost can be achieved by making use of variable
fidelity techniques (of three possible types, i.e.
8. DESIGN METHODS AND grid, physics, accuracy). The idea is to
OPTIMIZATION maximize the use of low fidelity, cheaper
models in iterative procedures with occasional,
Together with developments in CFD and but systematic, recourse to higher fidelity,
computer power, the recent years have seen more expensive models for monitoring the
some progress in Simulation Based Design progress of the algorithm. Heuristic (i.e. trial
(SBD) for ships too. However, arguably, the and error) approaches have been largely used in
initial excitement that accompanied the the past, but substantial advances are due to the
emergence of these techniques has diminished integrated use of variable fidelity ideas together
somewhat over the years, due to the fact that with trust-region methods: the combined
these methods are not as generally accepted or method is globally convergent to the solution
widely used in practical ship design as the of the original, high-fidelity problem
optimization community initially hoped. (Alexandrov and Lewis, 2002). Additional
savings in computational effort can be achieved
The explanation is not straightforward. It is by making use of metamodels (polynomial,
certainly true that there are fundamental spline, neural networks, kernel regression, etc.:
analytical and computational obstacles that for example see Jin et al., 2001), cheap and fast
must be overcome before SBD can make a approximations of the objective function.
widespread impact on the practice of ship Despite the obvious limitations imposed by
design. Furthermore, robust and automated grid sparse high fidelity data in high dimensions
generation and manipulation has proved to be a and the locality of low order polynomial
serious challenge, as well as the need to approximations, metamodel approximations for
account for complex, real-industrial SBD have become an important tool, capable
geometrical and functional constraints, and the of dealing with noisy functions and high
difficulty of generating the objective functions computational cost. Goel et al., (2007) explore
and their derivatives automatically and robustly the possibility of using a weighted average
when these functions are computed by solving surrogate model instead of individual surrogate
Partial Differential Equations (PDE). models. Besnard et al., (2007) presented a
Neural Network-based Response Surface
The potential benefits and pay-offs of the Method for applications in ship design. The
impact of SBD on the ship design process are cost of the optimization is shifted to the
so great, however, that despite the damping generation of the data sets used for training the
effects of reality on the immediate expectations, network. In Gano et al. (2004) a kriging based
research on SBD has continued, yielding scaling function is introduced to better
promising results and revealing specific new approximate the high fidelity response on a
challenges and directions of research, which more global level and an adaptive hybrid
are briefly summarized in this chapter. method is also presented. A similar approach is
suggested by Huang et al. (2006): a sequence
of metamodels (kriging based) provides a
global model of the objective function.
Proceedings of 25th ITTC – Volume I
59

Examples of applications in ship design direct search methods capable of minimizing a

optimization are given in Peri and Campana function without recourse to its derivatives is
(2005) and Campana et al. (2006). given in Kolda et al. (2003). While the use of
Genetic Algorithms is widespread, both in the
Grid Regeneration and Deformation. A binary and real-coded versions (see for
recent article by Samareh (2005) describes the example Tahara et al. 2007), other evolutionary
major components required for using grid- techniques have been recently introduced, such
based high-fidelity models in SBD: shape as the Particle Swarm Optimization (PSO)
parameterization, automation of model method. For a recent review of PSO
abstraction, automation of grid generation, applications see the proceedings IEEE-SIS
calculation of analytical sensitivity, and robust (2006) and Poli et al., (2007).
grid deformation. Among the available
approaches, the use of the Free Form Uncertainty in Design Optimization. The
Deformation technique (Sederberg and Parry, growing need for safety and reliability at an
1986) is spreading at a fast pace (see for acceptable cost necessitates the development of
example Mason and Thomas, 2007). Direct use methods that yield robust designs, i.e., designs
of B-spline surface fitting is also frequently that are insensitive to variations in system
used (Chen et al. 2006, Pérez et al. 2007). inputs and other types of uncertainty. The
Another effective modeling methodology is the article by Mattson and Messac (2005)
transfinite interpolation of an irregular network addresses explicitly the multiobjective nature
of curves (also referred as H-rep in recent of MDO problems, decision making under
literature, Veelo, 2004). The use of ship global uncertainty, and visualization techniques that
parameters (such as length, beam, draft) is still assist in multiobjective decision making.
widely used and seems more appropriate for Gumbert et al. (2005) present a simultaneous
defining design problems in the initial stage of analysis and design strategy for MDO that
the design process. accounts for the effects of propagation of
geometric uncertainty on the formulation and
Derivative Based and Derivative Free compares the results to deterministic design.
Methods. The drawback in using accurate, For a review on robust design methods see also
high - fidelity models in SBD is that the Trosset at al. (2003). A recent application to
function evaluations are expensive and ship design is presented in Neu et al. (2007).
computing accurate sensitivities for derivative-
based optimization methods in such problems
presents a challenge. The article by Martins et 8.2 Applications
al. (2005) describes a coupled-adjoint method
for computing derivatives in an aero-structural It should be noted that SBD is not and,
aircraft design framework, where high-fidelity arguably, will never be push-button design.
models are used for both aerodynamics and Rather, it is a tool that should provide the
structures. Ragab (2004) implements a designer with rapidly generated alternatives
continuous adjoint formulation on a panel while expanding the dimensionality of the
solver. Martinelli and Jameson (2007) extended design and function spaces, thus assisting the
their adjoint based method to an designer in exploring the design space more
incompressible flow with free surface using an quickly, efficiently, and creatively.
Euler multigrid solver.
Multihull optimization using SBD
When the problem or the adopted solvers approaches has been presented in a number of
make it difficult to apply methods that require recent papers. Doctors and Scrace (2003)
derivative information, direct search can be optimized the configuration of a trimaran using
used. A complete and detailed review about a potential flow model.
The Resistance Committee

60

Multiobjective problems have been solved been tasked to review wake wash prediction
by Zalek et al. (2006) (resistance and techniques over the past two ITTC terms.
seakeeping) while Parsons et al. (2004) adopt a Given that much of the background to this
preference function approach that allow topic has previously been covered, this latest
different multicriteria formulations to be review deals mostly with developments and
computed with a conventional scalar method. studies published since 2005.
Parsons et al. (2006) present an application to
the design of stern flaps. There are many references that provide
background information, including a book
authored by Lyakhovitsky (2007) which
8.3 Conclusions discusses in detail many hydrodynamic aspects
of ship operation in shallow water, including a
Ship design still implies great reliance on chapter on the environmental impacts as a
the art of engineering, the experience of the result of ship generated waves. Murphy et al.
designer, and heuristic procedures. (2006) conducted a literature review on
Nevertheless, the growing complexity of research and current practice related to vessel
modern designs makes the use of heuristic wake wash to provide an overview of the
methods alone increasingly challenging. findings, methodologies and mitigation
strategies. The authors discuss many possible
Radically new designs present a difficult impacts that can be attributed to vessel wake
problem because designers cannot rely on wash, including: hydromorphological (erosion),
historical databases. Moreover, some areas of ecological (aquatic plants, fish,
design experience a loss of immensely valuable macroinvertibrates, noise, water quality), and
design knowledge with the retirement of cultural heritage impacts.
designers. There is also a realization that
meeting a minimal set of requirements may not Another recent general discussion paper is
suffice to ensure success of new designs. provided by Phillips and Hook (2006), who
also provide an outline of Risk Assessment
One should, instead, look for optimal Passage Plans (RAPPs) which are required in
designs, with increased reliance on rigorous the United Kingdom for all high-speed craft or
computational methods. These causes motivate any vessel that can potentially exceed Frh>0.85.
SBD, together with the development of better The authors also suggest that hazards can be
numerical models of the governing disciplines, split into 3 groups: close to sailing line, at a
faster optimization algorithms, and the ever distance, at the shore. Hofmann et al. (2008)
increasing computational capacity. discuss the relative importance of both wind
and ship waves on the shore of a large lake.

9. FAR FIELD WAVES AND WASH

9.2 Prediction of Wake Wash Based on
Experimental Measurement
9.1 Introduction
The 2005 RC report described some of the
Vessel wake wash (also commonly referred challenges associated with the prediction of
to as wash or wave wake) has been a prime wake wash based on model test data,
topic for study over the past two decades, particularly in regard to limitations in facility
though it no longer attracts quite the same width when measurements in the medium to far
attention since industry has gained a general field are of more interest. It is likely that this
understanding of the primary issues. Reflecting has contributed to the increasing number of
this interest, the Resistance Committee has studies in recent years that have included the
Proceedings of 25th ITTC – Volume I
61

conduct of site-specific full scale experiments, applying a potential flow panel method to
for example: Parnell et al. (2007), Soomere predict the near-field waves from four high-
(2005), Velegrakis et al. (2006), Kumar et al. speed monohulls operating in deep water. The
(2007), Varyani (2006), Balzerek and first method treats the steady flow as a special
Koslowski (2007), Macfarlane and Cox (2004). case of time-harmonic flow in the frequency
As with any experiments conducted within domain. The second method is a sister method
uncontrolled environments there can be many solving the time-domain flow. The solution
factors that adversely affect the quality (and algorithms are based on a 3-D Rankine Panel
quantity) of experimental data, although some Method (RPM) where the two physical
useful guidelines to minimise problems have variables (i.e. the velocity potential and the free
been provided in some of the aforementioned surface elevation) are represented with a higher
references and in PIANC (2003). order B-spline basis function. It is claimed that
the methods are numerically stable resulting in
Macfarlane (2006, 2008) has investigated no numerical damping and small numerical
the correlation between model and full scale dispersion, so that there is no significant error
wake wash data with generally good agreement. in the free surface deformation. It is also
Unfortunately, there is still a lack of good claimed that the algorithms can handle transom
quality, well detailed full scale data in the sterns by applying a set of smooth detachment
public domain that is suitable for the validation conditions of the flow at the transom and
of CFD predictions. introducing a strip of ‘wake’ panels trailing the
transom. The same authors also compare large
Chalkias and Grigoropoulos (2007) carried scale experimental data with numerical
out a series of experiments using large scale predictions using the abovementioned linear
manned models to eliminate problems due to code and nonlinear potential flow codes
tank wall effects and reduced scale effects. (SHIPFLOW), here the nonlinear code appears
These experiments were conducted in a to produce the more favourable comparison,
sheltered waterway, where careful site Chalkias and Grigoropoulos (2007).
selection can provide desired water depths. A
real time kinematics (RTK) system was used to Lazauskas (2007) contends that simple
monitor the model track and speed with respect linear methods, such as Michell’s thin-ship
to the wave recording location. The authors wave resistance theory can be extended and
also measured dynamic trim, heel and sinkage. generalized to provide fast, accurate estimates
of wave resistance and wave patterns,
Full scale onsite experimental data has also particularly for thin ships.
recently been utilised to investigate the effects
on riverbank erosion and to assist in the Nonlinear Theory. Soomere (2007)
development of regulatory criteria, Macfarlane summarises the non-linear parts of a ship’s
and Cox (2004, 2007), Macfarlane et al. (2008). wake waves, where the central topic is the
generation of solitons by ship motion both in
Robbins et al. (2007) conducted model channels and in unbounded sea areas. There are
scale experiments to show that the wave height 267 references cited in this review article. The
decay coefficient of vessel generated waves optional non-linear components of ship wake
varies with Froude depth number. such as the very narrow V-like wake
components, packets of monochromatic waves,
ship-generated depression areas, and
9.3 CFD Prediction supercritical bores are also discussed. A variety
of different non-linear equations that have been
Linear Theory. Chalkias and Grigoro- used to study the generation of solitons are
poulos (2005) investigate two methods of discussed, including: the Boussinesq equation,
The Resistance Committee

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the nonlinear (cubic) Schrodinger equation and this is not applicable with many of the long
its various generalizations, the Korteweg-de period waves when in shallow water and that a
Vries (KdV), and the Kadomtsev-Petviashvili more appropriate model for long waves in
(KP) equations. Soomere (2006) provides shallow water is the Korteweg-de Vries (KdV)
further discussion on non-linear equations that equation (cnoidal waves) which have more
have been used to study the generation of realistic, narrow crests and broad troughs than
solitons, with particular emphasis on the KP sine waves.
equations
Soomere and Engelbrecht (2006)
Soding (2006) suggests the use of nonlinear investigate events where considerable increases
Rankine source methods to determine near- in wave amplitudes occur due to nonlinear
field waves followed by a constant-depth superposition of solitary waves in shallow
method (with the vessel either travelling in a water. Such interactions have recently been
straight course or a curved path) to model the proposed as an explanation for the generation
far-field waves. The waves within an analysis of freak waves. The authors suggest that a
rectangle behind the ship are used to suitable model for the description of the
extrapolate the wave field up to an arbitrarily interaction of soliton-like shallow water waves
large distance. The wave field is approximated travelling under slightly different directions is
as a superposition of regular, linear deep-water the KadomtsevPetviashvili (KP) equation.
or shallow-water (Airy) waves. If the far-field
waves are in a region possessing variable depth Unsteady RANS simulations for a Wigley
(with small variations in slope), then it is hull running at high speed in deep water and
suggested that the number of dimensions can running at sub-critical speed in shallow water
be reduced by one by substituting the time are presented by Sakamoto et al. (2007). Three
variable with a frequency variable and types of investigations are made: (1)
approximating the dependence of flow uncertainty analysis, (2) high-speed effect, and
variables on the vertical coordinate by that of a (3) shallow water effect. The resistance,
regular wave of low steepness on a horizontal pressure variation, wave pattern, boundary
bottom. This is achieved for each wave layer and vortices are studied. The present
frequency separately. work is the first step toward the application of
the URANS method to high-speed ship study.
Soding also suggests that the predictions Free surface wave patterns at different Froude
could reach a logical conclusion by modelling numbers clearly show the typical high-speed
the waves breaking on (a small part of) the effect that a diverging wave dominates a
shore using a free-surface RANS method, transverse wave as Froude number is increased.
however this has not been demonstrated.
Results for a single test case are provided for Some papers focus on the prediction of ship
each of the covered methods, namely: the near- wash near the shore. Hong and Doi (2006) have
field waves, far-field waves at a constant depth developed a numerical method by using the
(for both a straight course and curved path), interface capturing method and the Constrained
and far-field waves within a region of variable Interpolation Profile (CIP) method. A
water depth. The author concludes the paper by comparison against experimental data shows
stating that comparisons with experiments are the suitability of the prediction technique. The
planned. study has shown that the first wave run-up is
the biggest of the first three waves, despite the
Most studies appear to assume that profiles height of the first wave being the lowest of the
of waves generated by fast ferries can be three when offshore. Erikson et al. (2005)
described by classical linear wave theory, describe a model to predict swash motion
however, Soomere et al. (2005) suggest that based on solutions to the nonlinear shallow
Proceedings of 25th ITTC – Volume I
63

water equations to account for interaction 9.4 Conclusions

between up-rush and back-wash at the still
water shoreline and within the swash zone. The The conclusions drawn by the 24th ITTC
model was tested against wave groups RC largely still hold. Notably, there is still a
representing vessel generated wave trains (run lack of appropriate benchmark data available in
in a small wave basin). Accounting for swash the public domain for researchers to undertake
interaction markedly improved results with comparisons.
respect to the maximum run-up length for cases
with gentle foreshore slopes (but no A common opinion is that it is still
improvement for steep slopes). In addition, an necessary to validate the numerical models in
equation to predict the onset and degree of use based on experimental measurements
swash interaction including the effects of bed (either/both model scale or in-situ) before they
friction was developed. can be used for managing wake wash in a
particular situation, regardless of what type of
Torsvik et al. (2006) and Torsvik (2006) numerical model is deemed the most
investigate the passage through the trans- appropriate. As a result, the RC does not
critical speed region of a moving ship in a believe that enough experience presently exists
shallow channel using numerical simulations to propose general guidelines for the prediction
based on a 1D version of forced Boussinesq of far field waves and wash effects.
equations. The transition is accomplished either
by accelerating the ship in a region of constant
depth or by moving the ship with constant 10. AIRWAKES
speed over a sloping bathymetry. Results show
that the generation of upstream solitary waves
depends on time required for the transition, 10.1 Introduction
with large waves being generated for long
transition times. It is also apparent that the This chapter reviews research efforts on
shape of the wave pattern and the maximum ship airwakes. The ship airwake flow fields are
amplitude of the waves differ significantly on characterized by strong bluff body shedding
whether the Froude number increases or and subsequent evolution of the resulting
decreases during the transition of the trans- vortex dominated flow field. In ship design,
critical region. particular focus was initially on prediction of
air pressure resistance and moments, flow field
To determine the hull form parameters most around ship superstructures including flume
affecting wake wash Robbins and Renilson effects, and influence on maneuverability in
(2006) created a systematic series of typical strong wind conditions. More recently,
low wash-energy catamaran hull forms interests are on the prediction and control of
(consisting of a parent hull and six variants). A ship airwake and the interactions with aircraft,
contemporary potential flow code and effects of flow distortion created by the
(SHIPFLOW) was used to generate free ship hull and superstructure on onboard
surface elevations which were then analysed anemometry. Since this is the first time to
using a decay method. Regression analysis of review the present topic, the following review
the results helped to produce a simple starts with a historical overview. Then, past
prediction tool which the authors aimed to and ongoing EFD and CFD works are reviewed,
undertake early design assessments of and finally, recommendations for future work
particular hull forms. The regression analysis are given.
confirmed that the length on displacement
(slenderness) and L/B ratios are the most
dominant hull parameters.
The Resistance Committee

64

10.2 Historical Overview increasing numbers of CFD studies are being

reported, which is apparently due to the
20
advancement of computer technology.
18

16 EFD
14
CFD
In the above-mentioned EFD studies, most
12

10
investigations were carried out in wind tunnels,
8 and very few were in water tanks, especially in
6
the very early studies. The following sections
4

2
give an overview of the past and ongoing EFD
0
1930-1939 1940-1949 1950-1959 1960-1969 1970-1979 1980-1989 1990-1999 2000-
and CFD works, with more information
presented for the more recent ongoing studies.

As seen in the above figure, where number

of reviewed papers is shown with respect to 10.3 EFD Work, Modeling of Aerodynamic
year periods, continuous effort on the present Forces, and New Applications
topic is reported in the past 80 years. No
public reports were found in the period Early Work. As mentioned earlier, the first
immediately before and after WW II. The first comprehensive and very systematic EFD work
systematic study on a commercial ship, i.e., the was reported by Hughes (1930), who presented
cargo ship London Mariner, was reported in systematic model tests made at the William
1930 (Hughes, 1930). Before ca.1960, research Froude National Experiment Tank to
interest was mainly on ships with particular investigate the wind force acting upon ships’
superstructures, e.g., warships, bonito/tunny superstructures. On the other hand, Izubuchi
fishing boats, and train ferries. (1932) reported measurements of air resistance
with models of the above-water portion of four
In ca.1960 – ca.1970, more work was done typical warships in the wind tunnel at the Naval
for general commercial ships to investigate Research Institute. The study of Izubuchi
wind effects on maneuverability in strong wind (1932) was later extended for an airplane carier
conditions. In ca.1970 – ca.1990, when the advancing obliquely to the direction of wind.
world economy had to go through the Oil
Crises, new challenges appeared in ship design, In the 1950s, Araki and Hanaoka (1952)
i.e., energy-saving design received more presented results for typical models of train
attention and better aerodynamic superstructure ferries, and the data were used by Nakajima
designs to yield low wind drags were (1952) to investigate the effect of wind on the
investigated. The growth of experimental maneuverability of the same ships. In those
databases motivated investigation on more days, another focus was on wind effects on
accurate methods to estimate wind force and maneuverability of relatively small ships with
moment. particular superstructures, e.g., fishing boats
and small cargo ships. Such examples were
In ca.1990 – ca.2000, the above studies seen in Kinoshita et al. (1954), who performed
were extended for modernized ship design, e.g., a series of wind tunnel experiments for a
large tankers, LNG tankers, PCC ships, and bonito/tunny fishing boat, and Okada (1957)
modern aircraft cariers were new applications. who presented the results of wind-tunnel
Other new applications were detailed analysis experiments for a small passenger ship and two
of aerodynamic interactions between ship fishing boats.
superstructure and aircraft (airplanes or
helicopters), flume effects, and effects of flow In the 1960s through 1970s, effort was
around ship superstructures on anemometry. directed toward very detailed wind tunnel
CFD works appeared in the late 1990s, and measurements for other commercial ships: e.g.,
Proceedings of 25th ITTC – Volume I
65

Kinoshita and Okada (1960) for cargo ships; were considered, e.g., Blendermann (1995)
Shearer (1961) for a tanker, two cargo ships, performed wind-tunnel measurements in non-
and a modernized passenger liner; Wanger uniform airflow and proposed a method to
(1967) for sixteen ship models including cargo estimate the wind loading of ships. Other
ships, a passenger liner, a ferry, a fishing boat, examples are seen in Fujiwara et al. (1998)
and naval surface combatant; Aertssen and who carried out very detailed measurements
Colin (1968) for cargo ships and car-ferry; and proposed a method to estimate wind
Tsuji et al. (1970) for large tankers, car carrier, forces; Nimura et al. (1997) who focused on a
container ship and fishing boats; and Aage tanker in ballast condition and performed wind
(1971) for nine ship models including cargo tunnel tests not only for forces but for flow
ships, a tanker, a passenger liner, a ferry, and a visualization; and Yamano and Saito (1997)
fishing boat. who proposed a practical method based on a
small number of data.
By using the data obtained in the above
studies, many studies on modeling of An attempt to reduce wind force on ship
aerodynamic forces and moments to develop super structures was presented by Matsumoto
empirical formula were initiated. For example, et al. (2003), who confirmed their success by
Isherwood (1972) proposed methods based on wind tunnel measurements and reported a
a linear multiple regression model for merchant reduction of wind resistance for a Bulk Carrier
ships, and by using the results, Inoue and of about 10%, side wind force and yaw
Ishibashi (1972) investigated ship moment for a PCC of about 20%, and the
maneuverability and course stability. The status estimated total reduction of horsepower for
of the ongoing research in the 1970s was well PCC in a case of about 6%. Kulkarni et al.
summarized by Hamada (1983). (2005) conducted an experimental study of the
flow field over a simplified superstructure of a
As ship design was modernized in the ship with two funnels ejecting iso-thermal
1980s and 1990s, continuous efforts on exhaust, and presented very detailed
developing EFD databases and modeling of measurements which will be applicable for
aerodynamic forces and moments were made. CFD validation.
For example, VLCC, PCC, and LNG became
new applications. A method proposed in the New Applications. In the 2000s, new
wind engineering field was a straightforward applications appeared, i.e., prediction and
application to ship superstructure design (e.g., control of ship airwakes and the interactions
a method proposed by Shiraishi et al., 1986). with aircraft (airplanes or helicopters), for
Approaches to solve equilibrium equations also which the motivations were mainly from naval
appeared: e.g., Sezaki (1980) for a large car applications. Specific requirements for design,
carrier; Tanaka et al. (1980) for a tanker, a flow, and measurements were described by
container, and a car carrier; and Yoshimura and Carico (2004), Bradley et al. (2005), and Platt
Nagashima (1985) for a car carrier. More (1998). There is an interest on the influences of
comprehensive equilibrium equations were a ship airwake on aircraft operating nearby, and
investigated, e.g., “a physical-mathematical the reduction of both turbulence levels and
model” proposed by Yoneta et al. (1992) who downwash velocities in the ship airwake,
considered six elements of fluid dynamic which should improve pilot workload and
forces and stall effects in association with six helicopter performance. Wind tunnel
non-dimensional hull parameters. experiments have been a major approach for
the ongoing research.
More Recent Work. In the 1990s, EFD
techniques were more advanced, and more Derby and Yamauchi (2003) performed
realistic and complex wind and ship conditions wind tunnel measurements for 1/48th-scale
The Resistance Committee

66

rotorcraft models and an amphibious assault geometry were relatively simple, and later
ship model, in order to investigate these were considerably more complex and
ship/rotorcraft interaction and the aerodynamic comprehensive. Most work focused on
interaction of rotorcraft with other aircraft, with prediction of flow rather than aerodynamic
large structures, and with the ground. Silva et forces, and some were associated with wind-
al. (2004) presented the design and execution tunnel experiments to validate the numerical
of a small-scale wind tunnel investigation of V- results.
22 shipboard interactional aerodynamic
phenomena. Landman et al. (2005) conducted Applications cover naval ships, commercial
an experimental study with particle image and research ships. For naval ships, a main
velocimetry measurements to evaluate the interest follows that of the earlier-mentioned
effectiveness of deck-edge columnar vortex EFD work, i.e., prediction and control of ship
generators on aircraft carriers. airwakes and the interactions with aircraft. For
commercial and research ships, the interest is
Shafer and Ghee (2005) presented a study on the effects of flow distortion created by the
of active and passive flow control over the ship hull and superstructure on onboard
flight decks of small naval vessels. A 1:144 anemometry. In the following, these are
scale model of the U.S. Navy destroyer DDG- separately reviewed, i.e., for naval ship
81 was used to explore the problems related to applications, and for merchant and research
unsteady flow fields and large mean velocity ship applications.
gradients of ship airwakes, which cause
excessive pilot workloads for helicopter Applications for Naval Ships. Liu et al.
operations in the vicinity of small naval surface (1998) presented a numerical method to
vessels. With the same objectives, Greenwell simulate ship airwake flow fields. The method
and Barrett (2006) investigated inclined screens is based on coupling of steady and unsteady
for the control of ship airwakes, and presented solution schemes, and the results were
results from a wind tunnel investigation of flow presented for a generic frigate shape. Bogstad
control devices applied to a generic frigate et al. (1999) performed CFD for Navy ships by
flight-deck. using an inviscid flow solver. The objective
was development of a ship airwake
Findlay and Ghee (2006) presented an aerodynamic database to be used and integrated
experimental investigation of ship airwake flow into a helicopter flight simulator. Reddy et al.
control for a US navy flight II-A class (2000) simulated turbulent flow around a
destroyer (DDG), with the main objective to generic frigate shape. A commercial CFD code,
augment and improve airflow over a ship top- FLUENT, was used in the study and results
side geometry. A test was conducted with flow were compared with wind-tunnel flow
control devices fixed to an existing wind tunnel visualization data.
model of a 1/144th scale DDG-81 hull form
with wind straight down the bow. Sharma and Long (2001) and Sezer-Uzol et
al. (2005) presented their continuous effort on
simulating flow over the San Antonio class
10.4 CFD Work and Experimental LPD 17 ship. The numerical method is based
Validation on an unstructured finite-volume inviscid
scheme. In their work, the most recent focus
CFD work on ship airwakes was initiated in was on capturing the massively separated flow
the late 1990s. In the 2000s, the number of from sharp edges of blunt bodies. CFD analysis
reports rapidly increased, which is clearly due for the same ship was also done by Ramamurti
to the advent of powerful computational and Sandberg (2002) and Camelli et al. (2003)
environments. Initially, numerical models and by using their finite-volume unstructured CFD
Proceedings of 25th ITTC – Volume I
67

code. Camelli et al. investigated temperature Arunajatesan et al. (2004) and Shipman et al.
associated with gas dynamics, and the study (2005) for EFD and CFD work investigating
was extended for another ship, a naval the sensitivity of the airwake solution to
transport ship TAKE 1, by using Very Large several modeling parameters, including
Eddy Simulation (VLES) (Camelli et al., 2004). geometric complexity and the resolution of
boundary layers.
Bunnell (2001) presented a time-varying
ship airwake model around a LHA ship. The Applications for Merchant and Research
model was developed by using their CFD Ships. In contrast to naval applications,
scheme together with a blade-element model of reports were fewer, but several noteworthy
a helicopter in order to represent the complex CFD works were presented for merchant and
interactions between the rotorcraft and the research ships. The main interest rests on
turbulent field. A similar topic was also effects of flow distortion created by the ship
investigated by WakeField et al. (2002), who hull and superstructure and the influences on
focused more on development of a CFD model onboard wind measurements. Futatsudera et al.
of a hovering helicopter main rotor. The (2002) analyzed the ship airwake around a
airwake around a TTCP simple frigate ship was simplified Japan Coast Guard patrol boat Soya
considered, and a wind-tunnel EFD study was by using a commercial CFD code, FLUENT,
also done to validate the numerical results. and the results were validated through
comparison with 1/50th-scale model
Polsky (2002) and Czerwiec and Polsky measurements. Popinet et al. (2004) used a
(2004) used a NS solver to simulate the time-dependent Large Eddy Simulation
unsteady flow field produced by the numerical technique to investigate the effect of
superstructure of a LHA-class US Navy ship. the research vessel Tangaroa on both the mean
Particular focus was on the effectiveness of the and turbulent characteristics of airflow. The
bow flap, and wind-tunnel experiments were numerical results were compared with onboard
also performed to validate their numerical measurements.
results. Syms (2003, 2004) also performed a
CFD study on the airwake around a simplified On the other hand, Moat et al. (2006a,
frigate shape (SFS). Initially, CFD based on a 2006b) was motivated to investigate wind
lattice Boltzmann algorithm was applied to speed bias due to flow distortion in wind speed
SFS 1 ship, and later, a CFD based finite- reports from voluntary observing ships (VOS).
volume scheme with k-ε turbulence model was First, their CFD code based on a finite-volume
applied to a simplified Halifax-Class Canadian RANS solver was applied to the research ship
Patrol Frigate (CPF) model. The former results RRS Charles Darwin and the results were
were compared with wind-tunnel compared with the onboard measurements;
measurements. next, the CFD method was applied to examine
the airflow above the bridge of a typical, or
Most recently, CFD applications have been generic, tanker/ bulk carrier/ general cargo ship.
extended for superstructure design, sensitivity They reported that the wind speed bias is
analysis of modeling parameters, and detailed highly dependent upon the anemometer
validation of CFD results through comparison location and varies from accelerations of 10%
with measurements. For example, papers were or more to decelerations of 100%. The wind
presented by Nangia and Lumsden (2004) for speed bias at particular locations also varies
CFD work on Columnar Vortex Generators with the relative wind direction, that is, the
(CVG) to control airwakes over flight decks of angle of the ship to the wind.
large aircraft carriers; Rajagopalan et al. (2005)
for EFD and CFD works on simulation of
1/48th-scale amphibious assault ship; and
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10.5 Conclusion Management for Engineering

Optimization”, Optimization and
For the first time, the 25th ITTC RC Engineering, Vol. 2 (4), 413-430.
reviewed past and ongoing research on ship
airwakes. Continuous effort on EFD and CFD Ando, J., Yoshitake, A. and Nakatake, K., 2005,
works is reported in the past 80 years. Until “Numerical and Experimental Studies on
recently, EFD has played a major role on the Wavemaking Resistance of Catamaran and
prediction of aerodynamic forces, while CFD is Trimaran,” Proc. 5th Osaka Colloquium,
mainly used for prediction of flow fields. With Osaka, Japan.
the recent advancements of high-performance
computers, CFD will become a more practical Araki, H. and Hanaoka, T., 1952, “Wind
method in the near future, but needs more Tunnel Experiments on Train Ferries,” J.
complete validation work. Due to the Society of Naval Architects of Japan, No.
complexity of flow associated with ship 84, pp 61-79.
airwakes, CFD and EFD must be used in a
complementary manner. Arunajatesan, S., Shipman, J. D., Sinha, N.,
2004, “Towards Numerical Modeling of
As reviewed earlier, most of the latest work Coupled VSTOL-ship Airwake Flowfields,”
on ship airwakes is motivated by naval AIAA-2004-0052.
applications, in which the design problem of
very complex ship superstructures is involved. Atsavapranee P., Forlini T., Furey D., Hamilton
Approaches based on both EFD and CFD have J., Percival S., Sung C.H., 2004,
been very promising, therefore, more future “Experimental Measurement for CFD
study must be focused on new approaches for Validation of the Flow about a
new ship concepts, e.g., high-speed and Multi- Submarine(ONR-Body 1)”, Proc, 25th
hull ships. Symposium on Naval Hydrodynamics, St.
John’s, Newfoundland & Labrador, Canada.

11. RECOMMENDATIONS Baik S., Vlachogiannis M., and Hanratty T.J.,

2005, “Use of Particle Image Velocimetry
Adopt the updated procedure No. 7.5-01- to Study Heterogeneous Drag Reduction”,
01-01 Ship Models. Experiments in Fluids, Vol. 39, pp. 637–650.

Adopt the updated procedure No. 7.5-02- Balzerek, H. and Koslowski, J., 2007, “Ship-
02-01 Resistance Tests. induced Riverbank and Harbour Damage”,
Hydro International, September.

12. REFERENCES Bandyopadhyay P.R., Henoch C., Hrubes J.D.,

Semenov B.N., Amirov A.I., Kulik V.M.,
Aage, C., 1971, “Wind Coefficients for Nine Malyuga A.G., Choi K.S., and Escudier
Ship Models,” Hydro and aerodynamics M.P., 2005, “Experiments on the Effects of
laboratory Report, No.A-3. Aging on Compliant Coating Drag
Reduction”, Physics of Fluids, Vol. 17, Art.
Aertssen, G. and Colin, P.E., 1968, “Wind No. 085104.
Tunnel Tests on a Model of a Car-ferry,”
I.S.P., Vol.15, No.163, pp. 71-77. Bensow, R. E., Fureby, C., Liefvendahl, M. and
Persson, T., 2006, “A Comparative Study of
Alexandrov, N.M. and Lewis, R.M., 2002, “An RANS, DES and LES,” Proc. 26th Symp.
Overview of First-Order Model Naval Hydrodynamics, Rome, Italy.
Proceedings of 25th ITTC – Volume I
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Bertram, V. (Ed.), 2007, 10th Numerical An Implicit Monolithic Scheme,” AIAA-

Towing Tank Symposium, 23-25 September, 2003-0969.
Hamburg, Germany.
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Besnard E., Schmitz A., Hefazi H., and Shinde Ramamurti, R., 2004, “VLES Study of Ship
R., 2007, “Constructive Neural Networks Stack Gas Dynamics,” AIAA-2004-0072.
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Disciplinary Design Optimization”, J. Ship Campana E.F., Peri D., Tahara Y. and Stern F.,
Research, Vol. 51 (1). 2006, “Shape Optimization in Ship
Hydrodynamics using Computational Fluid
Bhushan, S., Xing, T., Carrica, P. and Stern, F., Dynamics”, Computer Methods in Applied
2007, “Model- and Full-Scale Mechs. and Engineering, Vol. 196, 634–651.
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Resistance, Powering, and Motions,” Proc. Carico, D., 2004, “Rotorcraft Shipboard Flight
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443. Elsevier.

Brandt, T., 2007, “Study on Numerical and Celik, I., Li, J., Hu, G. and Shaffer, C., 2005a,
Modelling Errors in LES Using a Priori and “Limitations of Richardson Extrapolation
a Posteriori Testing”, Doctoral dissertation, and some Possible Remedies,” Journal of
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Espoo, Finland. Celik, I.B., Cehreli, Z.N. and Yavuz I., 2005b,
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Bunnell, J.W., 2001, “An Integrated Time- Eddy Simulations,” Journal of Fluids
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2001-4065. Chalkias, D.S. and Grigoropoulos, G.J., 2005,
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Camelli, F., Soto, O., Lohner, R., Sandberg, International Conference on Fast Sea
W.C., Ramamurti, R., 2003, “Topside Transportation (FAST 2005).
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Chalkias, D.S. and Grigoropoulos, G.J., 2007, Di Mascio, A., Broglia, R. and Muscari, R.,
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Chen J.H. and Chang C.C., 2006, “A Moving Doctors, L.J. and Scrace R.J., 2003, “The
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Towing Tank”, Ocean Engineering, Vol. 33, for Minimum Resistance”, FAST 2003,
pp. 2025–2046. Ischia, Italy

Chen P.F, Huang C.H., Fang M.C. and Chou Dommermuth, D. G., O’Shea, T. T., Wyatt, D.
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Proceedings of 25th ITTC – Volume I
71

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The Resistance Committee

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Hanjalic, K., 2005, “Will RANS Survive LES? wind Resistance of Ships,” T.I.N.A. Vol. 35,
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Proceedings of 25th ITTC – Volume I
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Jung K.H., Chang K.-A., and Huang E.T., 2005, Kim, K. S., Kim, J., Park. I. R., Kim, G. D. and
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The Resistance Committee

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Perspectives on Some Classical and Leroyer, A., Hay, A., Queutey, P.and Visonneau,
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Proceedings of 25th ITTC – Volume I
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The Resistance Committee

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80

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Specialist Committee on Stability in Waves

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Proceedings of 25th ITTC – Volume I
83

The Propulsion Committee

Final Report and Recommendations to the 25th ITTC

1. INTRODUCTION 1.2 Recommendations of the 24th ITTC

The 24th ITTC recommended the following

1.1 Membership and Meetings work for the 25th ITTC Propulsion Committee:

The members of the Propulsion Committee 1. Update the state-of-the-art for propulsion
of the 25th International Towing Tank Confer- systems emphasizing developments since
ence are as follows: the 2005 ITTC conference.
• Dr. Ki-Han Kim (Chairman), Office of (a) Comment on the potential impact of
Naval Research (ONR), U.S.A. new developments on the ITTC,
• Dr. Stephen Turnock (Secretary), Uni-
(b) Emphasize new experimental tech-
versity of Southampton, U.K.
niques and extrapolation methods and
• Professor Jun Ando, Kyushu University, the practical application of computa-
Japan tional methods to performance predic-
• Dr. Paolo Becchi, CETENA, Italy tion and scaling,
• Professor Emin Korkut, Technical Uni- (c) Identify the need for R&D for improv-
versity of Istanbul, Turkey ing methods of model experiments,
• Dr. Anton Minchev, FORCE Technol- numerical modelling and full-scale
ogy, Denmark measurements.
• Ms. Elena Ya Semionicheva, Krylov 2. Review the following ITTC recommended
Shipbuilding Research Institute, Russia procedures:
• Dr. Suak-Ho Van, Maritime and Ocean
• 7.5-01-02-01: Terminology and No-
Engineering Research Institute (MO-
menclature of Propeller Geometry
ERI), Korea
(Harmonize with ISO standard)
• Dr. Wei-Xin Zhou, China Ship Scien-
tific Research Center (CSSRC), China. • 7.5-02-03-01.1: Propulsion Test
• 7.5-02-03-02.1: Propeller Open Water
Four Committee meetings were held as fol- Test
lows:
• Technical University of Istanbul, Tur- • 7.5-02-03-02.3: Guide for Use of LDV
key, 1-3 February 2006 • 7.5-02-05-02: High Speed Marine Ve-
• CETENA, Italy, 25-27 September 2006 hicles Propulsion Test.
• David Taylor Model Basin, USA, 18-20
April 2007
(a) Determine if any changes are needed in
• FORCE Technology, Denmark, 23-25
the light of current practice.
October 2007.
The Propulsion Committee

84

(b) In the review and update of the existing and scaling.” Both changes were approved by
propeller open water test procedure 7.5- the Advisory Council.
02-03-02.1 its applicability to new
types of propulsors should be taken into The Propulsion Committee reviewed five
account. procedures recommended by the ITTC. For the
Guide for Use of LDV (7.5-02-03-02.3), the
(c) Identify the requirements for new pro- Committee decided that the current members
cedures. do not possess expertise to provide proper
(d) Support the Specialist Committee on guidance for use of LDV, thus limiting the
Uncertainty Analysis in reviewing the scope of review for this task to reviewing pa-
procedures handling uncertainty analy- pers on the applications of LDV and PIV. In
sis. view of increasing use of LDV and PIV in the
cavitation tunnel and in the towing tank, the
Committee recommends that a Specialist
3. Critically review examples of validation of
Committee on LDV/PIV be established to pro-
prediction techniques. Identify and specify
vide proper guidance for experimentalists. The
requirements for new benchmark data.
review of the High Speed Marine Vehicles
Propulsion Test (7.5-02-05-02) was challeng-
4. Review the development and progress in
ing because of insufficient information in the
unconventional propulsors such as tip-rake,
existing document as well as in the literature.
transcavitating and composite propellers
In this case mostly clarifications were made
(hydroelasticity and cavitation erosion sus-
ceptibility taken into account). with no significant changes to the actual proce-
dure. However, it should be recognised that a
5. Review propulsion issues in shallow water number of aspects of this procedure would
and formulate recommendations for re- benefit from more detailed research especially
search. on the effect of shaft inclination on actual ef-
fective wake analysis.
6. Review the methods for predicting the per- There was a limited amount of recent mate-
formance of secondary thrusters and com- rial available in the public domain for work
pare with operational experience. related to shallow water effects and in the per-
formance of secondary thrusters. This has also
7. Finalise the benchmark tests for waterjets limited the work of the Committee.
and analysis of the data.
Although there have been a reasonable
number of conferences during which a range of
1.3 General Remarks valuable contribution to the development of
marine propulsion has been reported, there
The Propulsion Committee addressed all the would appear to be a trend towards presenta-
tasks assigned to it with different degrees of tion of work based solely on computational flu-
completeness. The initial review of the above id dynamic analysis without suitable experi-
recommendations revealed that there is an mental corroboration or occasionally without
overlapping aspect in Recommendations 1.(a) even attempts to examine the numerical sensi-
and 1.(b) above. The Committee recom- tivity of the results. This is due in part to the
mended to the Advisory Council that the origi- difficulty of obtaining high quality experimen-
nal 1.(a) be dropped and 1.(b) be modified to tal data and the large computational resources
read, “Emphasize new propulsion concepts and required but due care is required especially if
experimental techniques and extrapolation the information is presented by organisations
methods and the practical application of com- with a commercial interest.
putational methods to performance prediction
Proceedings of 25th ITTC – Volume I
85

2. UPDATE THE STATE-OF-THE-ART Some new developments were reported in

FOR PROPULSION SYSTEMS waterjets, podded propulsors and advanced
EMPHASISING DEVELOPMENTS blade section concepts. These new develop-
SINCE THE 2005 ITTC ments are reported in this Section.
CONFERENCE

2.2 Overview of New Developments

2.1 Introduction
2.2.1 Axial-Flow Waterjet Significant ad-
Several major international conferences vancements in waterjet technology have been
were held since the 24th ITTC conference in reported in two areas; capability of computa-
2005; CAV2006 (Sep. 2006, the Netherlands), tional tools for design and analysis and com-
Propellers/Shafting ’06 (Sep. 2006, U.S.A.), pact wajerjet technology.
26th Symposium on Naval Hydrodynamics
(Sep. 2006, Italy), T-POD 2006 (Oct. 2006, Kerwin (2006) presented a review of the
France), 9th International Conference on Nu- current state-of-the-art experimental and com-
merical Ship Hydrodynamics (Aug. 2007, putational hydrodynamics as applied to the de-
U.S.A.), FAST 2007 (Sep. 2007, China). Most sign and analysis of waterjet propulsion sys-
relevant papers from these conferences and tems. He concluded that a range of computa-
from other technical journals and conferences tional tools is beneficial - from fast and simple
were reviewed and reported. to computationally intensive. Progress in re-
search might well benefit from greater interac-
Advances in computational analysis of fluid tion between the developers of different com-
flow, application of new materials to propul- putational approaches.
sion devices and developments in instrumenta-
tion were reported and have a direct effect on Kerwin, et al. (2006) presented a unified ap-
the way on which ITTC members conduct their proach to hydrodynamic design/analysis prob-
propulsion related activities. Advances in lem for a wide class of propulsors including
computational tools and computer hardware ducted, podded and waterjets. The approach
enabled researchers to be able to compute the consists of a coupled axisymmetric flow/lifting
steady ship propulsion characteristics for fully- surface representation of the total flow field.
appended ship hull with propeller operating Once the approach is verified and validated, it
and highly separated unsteady flow around can be used for a fast parametric study of wa-
propellers that have only been feasible through terjets, ducted propellers, and podded propel-
experiments until recently. These advances lers with multiple blade rows.
would contribute to the development of more
efficient propellers with less cavitation and ef- New results were reported in the develop-
ficient hull forms with improved powering per- ment of compact, axial-flow waterjet technol-
formance. ogy for high-speed commercial and naval ship
applications. The current waterjet market is
Although there were few new propulsion dominated by the mixed-flow waterjets. So
concepts or systems reported since the 24th why consider axial-flow waterjets? High-speed
ITTC Conference in 2005, continued im- ships generally use slender hullforms to reduce
provements in the design, analysis and experi- the wave drag and require efficient, but com-
mental methods were reported for tip-rake pro- pact, propulsion systems. Figure 2.1 illustrates
pellers, surface-piercing propellers, super- the size comparison between the mixed-flow
cavitating propellers, and composite propellers. and axial-flow waterjets (Lavis, et al., 2007).
The progress in these unconventional propul- For the same inlet diameter and thus the same
sors is reviewed in Section 5. unit thrust, the axial-flow pump has a signifi-
The Propulsion Committee

86

cantly smaller transom footprint than the mixed Figure 2.3 shows the computer image of the
flow pump. Therefore, for a given transom axial-flow waterjet. Figure 2.4 shows a com-
area, one can install more number of axial-flow parison between the computations and meas-
waterjets or conversely, for the same total urements of headrise and efficiency as a func-
thrust, the use of axial-flow pumps can allow tion of flow rate. The agreement between
for a significantly reduced transom size and RANS computations and measurements is very
thus a significant reduction in wave drag for a good.
high-speed ship.

Figure 2.1 Comparison of mixed-flow (left)

and axial-flow (right) waterjet dimensions
(Lavis, et al., 2007).
Figure 2.3 Axial-flow waterjet pump for
Lavis, et al. (2007) designed an axial-flow RANS flow computations (Brewton, et al.,
waterjet pump for a notional high-speed sealift 2006).
ship that would be propelled by four 90-inch
diameter axial-flow waterjets, each absorbing
57,330 hp. An extensive model-scale evalua-
tion was performed at DTMB facility. A 7.5-
inch model pump (1/12th scale) was tested in
the cavitation tunnel (see Figure 2.2) and a self-
propulsion test was conducted in the towing
tank using a demi-hull of a representative large
catamaran using two surrogate model pumps.

Figure 2.4 Comparison of headrise and pump

Figure 2.2 Pump performance testing at 24- efficiency between RANS computations and
inch water tunnel at DTMB using 7.5-inch di- measurements (Brewton, et al., 2006).
ameter axial-flow pump (Lavis, et al., 2007).
Kinnas, et al. (2007) developed a potential-
Brewton, et al. (2006) presented computa- flow computational method to predict the per-
tions of steady performance (thrust, torque and formance of a cavitating waterjet by extending
efficiency) and detailed flow in the axial-flow their boundary element method (BEM) for ca-
pump designed by Lavis, et al. (2007) using vitating ducted propeller performance predic-
RANS code with a mixing-plane approach. tion (Lee and Kinnas, 2006). As part of their
Proceedings of 25th ITTC – Volume I
87

validation efforts, they also computed the per- powering performance predictions were pre-
formance of the axial-flow pump designed by sented.
Lavis, et al. (2007). The computed torque val-
ues were significantly lower than the experi-
ments. The authors attributed the discrepancy
to the lack of proper modelling of the gap flow
and to the simple viscous model in their BEM
code. Further verification and validation is re-
quired to confirm this.

Bulten and Verbeek (2007) presented a de-

velopment of an axial-flow waterjet at Wärtsila
company. The cavitation performance of the
axial-flow pump in terms of cavitation margin
was significantly better than the equivalent
mixed-flow pump with similar efficiency. Figure 2.5 Axial-flow waterjets and inlets for a
Based on the extensive computational and ex- notional high-speed sealift ship (Cusanelly, et
perimental efforts, Wärtsila developed two al., 2007).
commercial axial-flow pump series LJX and
WLD and made them available in the market.

The U.S. Navy is engaged in the develop-

ment of axial-flow pump technologies for ap-
plications to large high-speed naval ships.
Fung, et al. (2007) developed a notional mono-
hull design of a high-speed sealift ship with
different bow and stern configurations to eva-
luate the powering performance of different
propulsor configurations, including the axial-
flow and mixed-flow waterjets, podded propul-
sors and the conventional open propellers with Figure 2.6 Powering test of a high-speed sea-
shafts and struts. Resistance tests showed that lift ship with four axial-flow waterjets (Cu-
the hull form for the axial-flow waterjet was sanelly, et al., 2007).
most favorable (Cusanelly, et al., 2007). Pow-
ering tests confirmed that waterjets performed The contributions to the second T-POD
better for higher speed range than conventional conference can be grouped in four major tech-
open propellers and that for lower speed range nical areas: (1) Investigation of influence of
the conventional open propellers performed various podded propulsor geometrical particu-
better. Figure 2.5 shows the stern of the model lars on the performance, Islam, et al. (2006)
hull with four axial-flow waterjets and inlets. and Frolova, et al. (2006); (2) Podded propul-
Figure 2.6 shows the model powering test in sor model testing procedure and full-scale
the towing tank at 39 knots full-scale speed. powering prediction, Flikkema, et al. (2006);
(3) Podded propulsor simulations using CFD,
2.2.2 Podded Propulsors Following the Greco, et al. (2006), Sánches-Caja, et al.
first podded propulsor conference in 2004 (T- (2006b), Kinnas (2006) and Deniset, et al.
POD 2004), the second one (T-POD 2006) was (2006); and (4) Podded propulsor scale effect
held in 2006 in France where continued pro- studies through numerical simulations, Krasil-
gresses in the design and analysis capabilities, nikov, et al. (2006).
open-water and propulsion test procedures,
The Propulsion Committee

88

2.2.3 Advanced Blade Sections: Conven- Using the 2-D section shape in Figure 2.8, a
tional propellers are inefficient at high speed notional new propeller design was developed
primarily due to significant blade cavitation. for a Patrol Craft (see Figure 2.9). The new de-
Increasing demand for high speed ships moti- sign retained the same skew, chord, rake and
vates the development of efficient propulsors at spanwise loading as the parent propeller. The
both low and high speed. Several papers on computational results for the required horse-
advanced blade sections that would perform power for the new propeller compared to the
well in both low and high speed regimes have non-cavitating parent propeller are shown in
recently been presented. Figure 2.7 shows a Figure 2.10. At 20 knots, both propellers were
general trend of efficiency as a function of ship predicted to operate at the same efficiency and
speed for different types of propulsors (Black, RPM. At 39 knots, the parent propeller requires
et al., 2006). 23% more horsepower than the new design.

Figure 2.9 Patrol Craft with 4 parent propellers

(Black, et al., 2006).
Figure 2.7 Overall propulsive coefficient ver-
sus ship speed for different propulsor types
(Black, et al., 2006).

Black, et al. (2006) developed new blade

section concepts that have the efficiency char-
acteristics of conventional submerged sub-
cavitating propellers at low and intermediate
speeds but can transition to a super-cavitating
mode for high speed operation without encoun-
tering thrust breakdown (see Figure 2.8).

Figure 2.10 Required shaft horsepower versus

speed for a Patrol Craft propeller (Black, et al.,
2006).

A similar concept called a dual-cavitating

Figure 2.8 Geometric parameters for advanced propeller was proposed by Young and Shen
blade section definition (Black, et al., 2006). (2007). This propeller concept is based on the
Proceedings of 25th ITTC – Volume I
89

dual-cavitating hydrofoil section developed by cavitation and propeller-induced hull-pressure

Shen (1996) that is capable of operating effi- fluctuations were studied. The focus of the pro-
ciently at low- and mid-speeds in subcavitating ject was on cavitation. Full scale experiments
(fully wetted) mode, and at high-speeds in the were carried out first, followed by model tests
supercavitating mode (see Figure 2.11). The and computations in which the circumstances
authors developed a numerical tool based on encountered on full scale were approximated as
BEM to predict the hydrodynamic and hydro- closely as possible. Five different ships used in
elastic response of propellers in subcavitating, this project are listed in Table 2.1. All model
partially cavitating, and supercavitating condi- tests were performed in MARIN. Propulsion
tions. The authors applied the numerical tool tests were conducted in the deep-water towing
to predict the performance of the well-known tank and the cavitation observations and hull-
Newton-Rader (1961) propeller that has blade pressure pulse mmeasurements in the depres-
sections similar to the dual-cavitating blade surized towing tank. All the measurements are
sections. The predicted cavitation patterns, presented in normalized values.
blade forces, stress distributions, blade deflec-
tions, and dynamic characteristics in various Table 2.1 Ship type and propulsion system in
cavitating conditions were in good agreement CoCa project (Ligtelijn, et al., 2004)
with measurements.
Ship’s name Ship type Propulsion
P&O Nedlloyd Containership Single FPP
Tasman 5,000TEU 54,900kW
P&O Nedlloyd Containership Single FPP
Shackleton 6,800TEU 65,880kW
Costa Atlantica Cruise ship Twin Azipod
2x17,600kW
Figure 2.11 Comparison of SCP/SPP blade Amsterdam Dredger Twin CPP, Nozzle
2x7,000kW
section (upper) and the dual-cavitating blade Uilenspiegel Dredger Twin CPP, Nozzle
section (lower) (Young and Shen, 2007). 2x5,670kW

2.2.4 Full Scale Measurements Despite Although the level of correlation varied
the importance of the full scale data, published among different ships and test conditions, the
data are scarce due to the cost and difficulties speed-power correlations were in general satis-
associated with full scale tests. factory for all five ships, with the exception of
the containership results in ballast condition.
The most notable full-scale measurements The speed-power relation for the cruise ship,
were performed recently as part of the ERO- Costa Atlantica, is shown in Figure 2.12 and
CAV (EROsion on Ship Propellers and Rud- the correlation between the prediction and trials
ders - the Influence of CAVitation on Material appears to be very good.
Damages) project. Full scale cavitation obser-
vation and erosion data for five ships were ob- The speed-power relations for container ship,
tained in this project. An executive summary of Tasman for loaded and ballast conditions are
the EROCAV Project can be found in the 24th shown in Figure 2.13. The agreement between
ITTC report of the Specialist Committee on prediction and trial is good for the loaded con-
Cavitation and Erosion on Propellers and Ap- dition but not as good for the ballast condition.
pendages on High Powered/High Speed Ships. It should be noted that the runs in loaded con-
dition were in Beaufort 6, but those in ballast
Ligtelijn, et al. (2004) presented valuable condition were in better weather.
results of a three-year research project, named
CoCa (Correlation of Cavitation), in which cor-
relation of propulsive performance, propeller
The Propulsion Committee

90

higher pressure pulses for model scale than that

for full scale.

Figure 2.12 Speed-power correlation for cruise Figure 2.14 Hull-pressure fluctuations (1st
ship, Costa Atlantica (Ligtelijn, et al., 2004). blade rate) for cruise ship, Costa Atlantica, at
100% MCR (Ligtelijn, et al., 2004).

Loaded Condition Figure 2.15 Hull-pressure fluctuations for con-

tainer ship, Tasman at 100% MCR (Ligtelijn,
et al., 2004).

Bobanac, et al. (2005) developed a cost ef-

fective method for the observation and re-
cording of full scale propeller cavitation (see
Figures 2.16 and 2.17). The design enables
relatively cheap and fast mounting/dismounting
(b) Ballast Condition
without necessity for expensive ship docking.
Figure 2.13 Speed-power correlation for con- The window with an optical prism, flat with the
tainer ship, Tasman, at loaded (upper) and bal- bottom plating, improves view angles without
last (lower) conditions (Ligtelijn, et al., 2004). disturbing the ship wake.

For the pressure pulse level, the cruise ship

with podded propulsion showed a good correla-
tion as shown in Figure 2.14. The first blade-
rate harmonic component of the fluctuating
pressure in normalized form is presented in this
figure. In case of the container ship, Tasman,
pressure pulses at model scale were signifi-
cantly higher than the full scale measurements
as shown in Figure 2.15. The wake scaling ef-
fect is believed to be a dominant factor for Figure 2.16 Cavitation observation window
design (Bobanac, et al., 2005).
Proceedings of 25th ITTC – Volume I
91

Table 2.2 Trial conditions

Trial I II III
Date (2001) 08/07 08/08 11/19
Draft, fwd m 2.15 2.15 2.20
Draft, aft m 1.95 1.95 1.95
Draft, mean m 2.05 2.05 2.08
Displaced Vol. m3 272 272 276.8
Displacement ton 278.3 278.3 283.3
Figure 2.17 Observation windows for twin- Wetted Area m2 297.4 297.4 299.3
screw vessel (Bobanac, et al., 2005).
Trial I was carried out with the hull and pro-
Figure 2.18 compares the model and full- pellers in fouled condition. For trial II, propel-
scale cavitation patterns for a small fast ship at lers were cleaned by a diver. Trial III was car-
two engine rpms (1,500 and 1,800). The au- ried out just after a periodic maintenance dock-
thors concluded that cavitation patterns on ing. The full-scale tests consisted of a series of
model propellers did not correlate well with the runs in calm seas without strong currents. Dur-
full scale observations for a fast small ship. ing the test the propeller revolution was kept
constant for a specific distance/time interval
required for a constant advance speed. The re-
duction of power with the maintenance proce-
dure is clearly seen in Figure 2.19. Although
the hull surface condition was not described in
the paper, it is clear that the fouling on hull and
propeller surface greatly reduces the powering
performance.

Figure 2.18 Comparison of model and full

scale cavitation patterns for a fast small ship;
LHS for 1500 rpm and RHS for 1800 rpm, (a)
model (b) full scale (Bobanac, et al., 2005).

Sampaio, et al. (2005) presented full scale

trials for three different hull/propeller rough- Figure 2.19 Comparison of speed-power for
ness conditions. The trials were performed with three different hull/propeller conditions (Sam-
Brazilian patrol vessel ‘Guaporé’. The length paio, et al., 2005).
and breadth of the vessel are 46.5m and 7.5m,
respectively. Twin, three-bladed propellers of 2.2.5 Scale Effects: Tzabiras (2004) exam-
1.44m diameter are installed. Nominal power ined the scale effects on the resistance and pro-
of each shaft is 2,503hp at 642.5rpm. Ship trial pulsive characteristics of a ship using a steady-
conditions are summarized in Table 2.2. step procedure to calculate the free surface. A
double-model, viscous-flow solver had been
The Propulsion Committee

92

extended to solve the free-surface problem em- Ed., 2005) provided a forum for computational
ploying a moving grid approach based on a analysts to evaluate the maturity of various
conformal mapping technique which allows CFD codes in predicting calm water resistance
rapid grid adjustment under a specified bound- and self-propulsion performance of three hull-
ary. The transport equations are solved accord- forms; container ship, VLCC, and naval com-
ing to a marching procedure based essentially batant. Comparative computations of the flow
on 2D computations. This is attainable due to characteristics for the KRISO container ship,
the existence of the dominant velocity compo- KCS, without the rudder at self propulsion
nent parallel to ship axis as well as to the point were part of the workshop. The test con-
Dirichlet boundary condition for the pressure ditions were Fn = 0.26 and Rn = 1.4x107 at even
on the free-surface. The steady-state method keel (fixed trim and sinkage). Four groups par-
has been applied successfully to solve the resis- ticipated in this category. They were Hamburg
tance and self-propulsion problems for a Se- Ship Model Basin (HSVA), Potsdam Model
ries-60 CB=0.6 hull at various Froude and Rey- Basin (SVA), KRISO (Korea Research Insti-
nolds numbers. Calculated results for the inte- tute of Ships and Ocean Engineering, now
grated resistance and propulsion characteristics MOERI, Korea) and Osaka Prefecture Univer-
show satisfactory agreement with measure- sity (OPU).
ments at model scale. Computations at full
scale demonstrate that the Froude hypothesis is Chao (2005) at HSVA used the commercial
valid. RANS code, COMET, for viscous flow compu-
tations using the RNG k-ε turbulence model
Krasilnikov, et al. (2007) studied scale ef- with the standard wall function. He also used
fects for ducted propeller performance using a the potential-flow Quasi-Continuous Method
RANS solver with a hybrid structured and un- (Lan, 1974) for the propeller flow. The propel-
structured grids for scale effects. The results ler effect was computed using the body force
indicated that when changing from model to concept with the actual propeller geometry tak-
full-scale conditions the duct thrust increased en into account. The body forces are distrib-
for all studied arrangements at all considered uted in the swept volume of the rotating propel-
propeller loadings. The scale effect on duct ler blades as functions of the axial, radial and
thrust was more pronounced at lighter loadings tangential directions. The self-propulsion
where the relative contribution of viscosity was characteristics such as (1-t) and (1-wt) were
larger. It was also found that the blade area ra- computed and compared with the experiments
tio of the propeller did not seem to have strong in Table 2.3. The predicted propeller torque in
influence on increase in full-scale duct thrust. both open and behind conditions was higher
The change of full scale propeller thrust and than the measurements. Consequently the pre-
torque compared to model scale was a complex, dicted open water efficiency (ηo), the relative
combined effect of the following factors: the rotative efficiency (ηr) and the quasi propulsive
increase in average flow velocity through the efficiency (ηD) are slightly lower than the mea-
duct at higher Reynolds numbers; the decrease surement.
in thickness of the boundary layer on the inte-
rior duct surface resulting in different local Lübke (2005) at SVA performed the self-
blade loading at the tip and ultimately, to dif- propulsion simulation using the commercial
ferent flow picture around the blade tip and its code, CFX5. The sliding interface scheme was
effect on duct characteristics; and changes in used to connect the rotating frame around the
both lift and drag of blade sections due to an propeller and the fixed frame for the remaining
increase in Reynolds number. part. The full propeller geometry was modeled
in the computations yielding the transient inter-
2.2.6 Self-Propulsion Predictions Using actions between ship and propeller for a self-
CFD The CFD Workshop Tokyo 2005 (Hino propulsion simulation. Propeller and ship
Proceedings of 25th ITTC – Volume I
93

alone were investigated for three different the self-propulsion factors are in good agree-
mesh configurations for grid convergence tests. ments with experiments as shown in Table 2.3.
For the simulation of self-propulsion, computa-
tions were performed only on the coarse Hino (2006) at NMRI also calculated self-
(0.27M grid cells) and medium size meshes propulsion factors of KRISO Container Ship
(2.15M grid cells) only. The self-propulsion using the RANS code, SURF, developed in-
characteristics are compared in Table 2.3. The house. A body force model is employed to take
propeller open water efficiency was signifi- into account the propeller effect. The body
cantly lower than the experiments. The thrust force distributions are calculated using a sim-
deduction factor (1-t) was higher and the wake plified propeller model based on an infinite-
fraction (1-wt) was lower, thus giving a higher blade propeller theory. The propeller open wa-
hull efficiency. ter performance predicted by the simple theory
was satisfactory. The overall accuracy of the
Kim, et al. (2005) at KRISO used their in- self-propulsion factors is good as compared
house RANS code, WAVIS for self propulsion with experiments in Table 2.3. Figure 2.20
simulation of KCS. WAVIS is a finite volume shows the measured and computed axial veloc-
based multi-block RANS code. The realizable ity distribution behind a propeller. Although
k- ε turbulence model with a wall function is the computed accelerating flow is weaker than
employed for the turbulence closure. The free the measurements, general flow feature is well
surface is captured with the two-phase level set predicted. (Note: In Hino’s paper, the experi-
method and body forces are used to model the mental and computational values of (1-t) and
effects of a propeller without resolving the de- (1-wt) were switched in his Table 7.)
tailed blade flow. The propeller forces are ob-
tained using an unsteady lifting surface method Table 2.3 Computational results of the self-
based on potential flow theory. The self- propulsion factors
propulsion point is obtained iteratively through (Kim, et al., 2006 and Hino, 2006).
balancing the propeller thrust, and the ship hull
resistance. The unsteady lifting surface code is n
1-t 1-wt ηo ηr J η
rps
also iterated until the propeller induced veloc- Exp. 0.853 0.792 0.682 1.011 0.728 9.50 0.740
ity is converged in order to obtain the propeller HSVA 0.865 0.789 0.667 0.981 0.725 9.56 0.717
force. The authors did not present the self- SVA 0.910 0.765 0.614 1.007 0.708 9.50 0.735
KRISO 0.846 0.779 0.671 1.023 0.729 9.38 0.746
propulsion factors in their paper presented to OPU 0.852 0.789 0.631 1.074 0.718 9.53 0.732
the workshop, but presented them in a later pa- NMRI 0.850 0.810 0.659 1.010 - - 0.770
per (Kim, et al., 2006). The numerical self- Mean 0.865 0.786 0.648 1.019 0.720 9.49 0.732
propulsion factors are in excellent agreement S.D. 0.026 0.016 0.025 0.034 0.009 0.08 0.020

with experiment as shown in Table 2.3.

Tahara, et al. (2005) at OPU applied the

RANS code, FLOWPACK, to their self-
propulsion simulations. FLOWPACK code
adapted a free surface tracking approach and is
coupled with a propeller program (Nakatake,
1981) based on an infinite-blade propeller the-
(Measured) (Computed)
ory (Yamazaki, 1968). Propeller effects are in-
cluded in the RANS equations by a thin body Figure 2.20 Comparison of measured and com-
force approach. The body force distribution puted wake contours behind a propeller plane
was iteratively determined by a propeller per- with propeller effect (Hino, 2006).
formance calculation based on the above-
mentioned theory. Computational results of
The Propulsion Committee

94

2.2.7 Propeller-Rudder-Hull Interac- rudder with propeller effects using the RANS
tions: Propeller-rudder and propeller-rudder- code, FS-MINTS, employing a multi-block
hull interactions are becoming increasingly im- grid technique. Propeller effects are included as
portant to further improve ship performance. body forces calculated by the unsteady Quasi-
Advancements in measurement techniques and Continuous Method. Self-propulsion factors of
computational capabilities enable the investiga- a modern full ship with rudder are accurately
tion of these complex interactions that affect estimated.
ship performance.

Felli, et al. (2006) investigated the free-

running propeller-rudder interaction with a fo-
cus on the tip vortex/rudder interaction. They
used LDV phase sampling technique and high
frame-rate CMOS camera to visualize the
complex unsteady downstream flow details in
the Italian Navy Cavitation Tunnel (CEIMM).
For a computational method, they used an ex-
tended BEM method originally developed by Figure 2.22 Chordwise evolution of propeller
Greco and Salvatore (2004). tip vortices at t=0.0155 sec (Felli, et al., 2006).

An all-movable rudder with a simple rec- Simonsen and Stern (2005) studied hull-
tangular planform with symmetric NACA 0020 propeller-rudder interaction with respect to ship
profile and a four-bladed propeller with 0.272m manoeuvring using the RANS code,
diameter were used for the study (see Figure CFDSHIP-IOWA coupled with a simplified
2.21). The propeller was placed 0.4D ahead of propeller model based on an infinite-blade the-
the rudder. The rudder was placed off-center ory. Computations are performed for an open-
by 0.05m to the starboard side. water propeller for the Series 60 ship sailing
straight ahead and for the appended tanker Esso
Osaka in different maneuvering conditions.
The results are compared with experimental
data, and the tanker data are further used to
study the interaction among the propeller, hull,
and rudder. A comparison between the calcu-
lated and measured data for the Series 60 ship
shows a fair agreement, where the computation
captures the trends in the flow. For the tanker,
the flow study reveals a rather complex flow
Figure 2.21 Overview of propeller-rudder in- field in the stern region, where the velocity dis-
stallation (Felli, et al., 2006). tribution and propeller loading reflect the flow
changes caused by the different maneuvering
Figure 2.22 shows the image of the propel- conditions.
ler tip vortices along the rudder taken by a
high-speed camera. The image shows details Kim, et al. (2007) investigated propeller-
of tip vortex deformation as it moves along the rudder-hull interactions for an LNG carrier
rudder surface and eventually reconnects after model using experimental and computational
passing the rudder trailing edge. approaches. They measured velocity fields at
the propeller plane with and without rudder and
Takada, et al. (2002) developed a simulation propeller operations. The self-propulsion char-
method of free-surface flow around hull and acteristics predicted by RANS code, WAVIS,
Proceedings of 25th ITTC – Volume I
95

are in excellent agreement with experimental

measurements. Detailed comparisons of com-
putational results with experiments are pre-
sented in Section 4.2.

For high-speed ships, rudder cavitation is

increasingly becoming an important mainte-
nance issue. Paik, et al. (2008) investigated Figure 2.24 Snapshot of unsteady cavitation on
unsteady cavity patterns around the gap of the partial rudders with different thickness (α=4o
semi-spade rudders for a large container ship and σ=1.0) (Paik, et al., 2008).
(see Figure 2.23). Several model-scale partial
rudders with different thickness-to-chord ratios
and gap sizes were investigated. Tests were 2.2.8 Anti-Fouling Paint: In order to
conducted in the cavitation tunnel in a uniform maintain the efficiency of a ship it is important
flow without the propeller. The size of the par- to keep the propeller and the hull free from
tial rudder is 0.8 m (chord length at the mid- fouling. Current anti-fouling paints containing
section) x 0.6 m (height) and the tunnel section toxic components Tri Butyl Tin (TBT – SPC).
size is 0.6 m x 0.6 m. Since the partial rudder International Maritime Organisation (IMO,
occupies the entire tunnel height, blockage ef- 2001) and European Council and Parliament
fects will be significant on the cavitation per- (EC) issued a regulation removing their use for
formance. Figure 2.24 shows a snapshot of ships completely by 2008 (EC, 2003). As a re-
unsteady gap cavitation for two different de- sult, new environmentally friendly anti-fouling
signs. They also measured the flow field using systems have been introduced to the market.
PIV and surface pressures using pressure tabs. Atlar, et al. (2005) reported that more than 150
However, their analyses and the presentation of full-scale propellers have been coated with
the results were confusing. Correct interpreta- such a paint type. Mutton, et al. (2005) re-
tion of the results would require careful analy- ported that the coatings on the propeller surface
sis of the data, including the effect of the tunnel of a research vessel, Bernicia, are almost intact
blockage. after 37 months in service without cleaning.
The roughness of propeller blade surface will
affect the propeller efficiency. Atlar, et al.
(2002, 2003) have calculated that a tanker pro-
peller coated with foul release coating dis-
played a 6% gain in the efficiency of the same
full-scale propeller without coating.

Korkut (2007) investigated experimentally

the performance, cavitation and noise charac-
teristics of a model tanker propeller in uniform
Figure 2.23 Partial model of a semi-spade rud- flow and behind a simulated wake both with
der (chordlength = 0.8 m, height = 0.6m) (Paik, and without the coating. He showed that coat-
et al., 2008). ing thickness on the model propeller is almost
similar to that on full scale propellers and that
particular care had to be taken with the trailing
edge treatment to avoid singing. When applied
correctly propeller performance was main-
tained. In order to quantify the effect of such
coatings at model scale one should simulate the
The Propulsion Committee

96

surface roughness corresponding to in-service experimental data for a 2D hydrofoil. Figure

propellers. 2.26 compares the numerical predictions with
measured lift and drag coefficients. For a giv-
en angle of attack, experimental data showed
2.3 Propeller Numerical Modelling that the lift is reduced and drag is increased
with increasing void fraction. Although the
2.3.1 Bubble-Propeller Interaction: Hsiao, magnitudes are significantly different, the trend
et al. (2006) developed a numerical model for was correctly predicted by the numerical model.
gas diffusion across the bubble wall and incor- It was shown that bubbles are relatively accel-
porated in a multi-bubble dynamics code. The erated around the leading edge of a hydrofoil or
code was used to study bubble nuclei popula- a propeller blade, and that the acceleration of
tion dynamics in the propeller flow field that liquid is reduced due to the bubble acceleration.
was obtained using a RANS solver. Bubble This effect lowers the peak of the negative
nuclei populations were propagated in this field. pressure at the leading edge resulting in the de-
Large visible bubbles are seen to cluster in the crease in the lift and the increase in the drag
tip vortices and in the wakes of the blades (see coefficients.
Figure 2.25). The bubble size becomes larger
downstream of the propeller than the original
upstream size due to a net influx of originally
dissolved gas into the bubble. Bubble explosive
growth and collapse, are an essential ‘catalyst’
to enable significant diffusion.

Figure 2.25. Bubble entrainment in the low

pressure regions. Bubble sizes are to scale in
section (b), They are enhanced by a factor of 5
in sections (a) and (c) (Hsiao, et al., 2006).

In conjunction with microbubble drag reduc-

tion efforts in Japan, Kawamura, et al. (2007)
Figure 2.26 Measured (top) and computed
investigated the effects of bubbles on the pro-
(bottom) lift and drag coefficients of NACA
peller efficiency. A two-fluid multiphase flow
4412 foil section in single phase and bubbly
model was developed with the governing equa-
flows (Kawamura, et al., 2007).
tions including the mass and momentum con-
servation of the mixture and the bubble phases.
The validation of model was carried out using
Proceedings of 25th ITTC – Volume I
97

The same numerical model was applied to crepancy between calculated and measured tor-
the prediction of the propeller open water effi- que coefficients was smallest in the case of the
ciency in bubbly flow. As shown in Figure standard k- ω model.
2.27, the efficiency decreases with increasing
void fraction. The numerical predictions Li, et al. (2006) studied the influence of tur-
showed the same trend, but for a given void bulence model on the prediction of model- and
fraction, the numerical model significantly un- full-scale propeller open water characteristics
der-predicted the efficiency when compared to using RANS code, FLUENT. Three two-
the experiments. For improving the quantita- equation models, SST k-ω, RNG k-ε and Real-
tive accuracy it is probably necessary to in- izable k-ε model were selected to study the
clude the effect of bubbles on the boundary scale effects of conventional and highly
layer characteristics, which is not included in skewed propellers (see Figure 2.28). At model
the present model. The sensitivity to the as- scale, the performance predicted by all the
sumed bubble size must also be investigated in models is fairly close to each other. Compared
the future. to experiments, the prediction error is less than
2% for KT and less than 12% for KQ. For the
conventional propeller at full scale, the per-
formance predicted by the SST k-ω model dif-
fers marginally from the two k-ε models. For
the skewed propeller at full scale, there is nota-
ble difference in performance. The SST model
predicted that KT is increased by about 5% with
no change in KQ. The k-ε models predicted
slightly decreased KT (~0.8%) and KQ (~5-6%).
The results suggest that the influence of turbu-
lence model is dependent on propeller geome-
Figure 2.27 Measured and computed effi- try.
ciency of the model propeller in single phase
and bubbly flows (Kawamura, et al., 2007). An examination of the local skin friction
distribution on blade sections revealed that on-
The results of bubble effects on propeller ly the SST k-ω model gives the expected dis-
performance may have a significant implication tribution of local skin friction at both scales for
on the microbubble drag reduction efforts. The both propellers. The k-ε models produce an
negative bubble effects on propeller perform- erroneous skin friction for both propellers at
ance should be minimized in order to achieve full scale. Careful study is required to explain
maximum net power reduction resulting from the doubtful results.
microbubble drag reduction.

2.3.2 Effects of Turbulence Model: Ka-

wamura, et al. (2004) investigated the influ-
ence of the turbulence model on cavitating and
non-cavitating propeller open water character-
istics using the commercial RANS code FLU-
ENT. Computations for a conventional propel-
ler were carried out using a two-layer RNG k- ε , Figure 2.28 Conventional and highly-skewed
standard k- ω and SST k- ω model. Thrust and propellers for RANS computations (Li, et al.,
torque coefficients were compared with meas- 2006).
urements. The calculated torque coefficients
were affected by turbulence model and the dis-
The Propulsion Committee

98

2.3.3 LES for Complex Flow: Several pa- and side forces with water tunnel experiments.
pers presented applications of Large Eddy It is to be noted that the agreement of the RMS
Simulation (LES) for steady and unsteady pro- values between LES computations and the
peller flows. Bensow, et al. (2006) computed measurements is remarkable.
the propeller near-wake flow using LES on a
rotating grid. The results were compared with Table 2.4 Comparison of mean and RMS val-
PIV and LDV measurements. LES can provide ues at J = -0.7 (Vysohlid and Mahesh, 2006)
useful qualitative information about the flow in
the near wake concerning e.g. the evolution and KT KQ Kfy Kfz
interaction of tip and hub vortices with the Mean (LES) -0.38 -0.072 0.004 -0.002
blade.
Mean (Exp.) -0.33 -0.065 0.019 -0.006
Vysohlid and Mahesh (2006) successfully RMS (LES) 0.067 0.012 0.061 0.057
predicted highly unsteady, separated flow
RMS (Exp.) 0.060 0.011 0.064 0.068
around a propeller in crashback operation using
unstructured LES in a rotating frame of refer-
ence. Crashback is an operational mode where
ship is moving forward but propeller is turning 3. REVIEW ITTC RECOMMENDED
backward (negative rotation). Therefore, the PROCEDURES
sharp trailing edge of the blade becomes the • 7.5-01-02-01: Terminology and No-
leading edge, thus creating a large separated menclature of Propeller Geometry
flow at the leading edge. Furthermore, the (Harmonize with ISO standard)
propeller is pushing the flow forward against
the onset flow, creating a huge unsteady ring • 7.5-02-03-01.1: Propulsion Test
vortex around the propeller. Vysohlid and Ma- • 7.5-02-03-02.1: Propeller Open Water
hesh successfully computed, arguably this most Test
complex of propeller flows, using LES (see
Figure 2.29). Previous attempts to compute the • 7.5-02-03-02.3: Guide for Use of LDV
crashback flow using unsteady RANS code • 7.5-02-05-02: High Speed Marine Ve-
were not successful. It is likely that RANS is hicles Propulsion Test.
unable to adequately predict crashback because
of the pervasiveness of large-scale unsteadiness. (a) Determine if any changes are needed in
the light of current practice.
(b) In the review and update of the existing
propeller open water test procedure 7.5-
02-03-02.1 its applicability to new
types of propulsors should be taken into
account.
(c) Identify the requirements for new pro-
cedures.
Figure 2.29 Contours of axial velocity and (d) Support the Specialist Committee on
streamlines for crashback J = - 0.7, Re = Uncertainty Analysis in reviewing the
480,000 (Vysohlid and Mahesh, 2006). procedures handling uncertainty analy-
sis.
The mean values, root mean square (RMS)
of velocity fluctuations and spectra of thrust,
torque and side-forces were in a good agree-
ment with experiment. Table 2.4 shows a
comparison of computed mean thrust, torque
Proceedings of 25th ITTC – Volume I
99

3.1 7.5-01-02-01: Terminology and The definitions of skew and rake in the ISO
Nomenclature of Propeller Geometry document (Figure 7 of the ISO document) are
not as rigorous as the ITTC definition. In the
3.1.1 Review of Terminology: The Propul- ITTC terminology, the total rake is defined as
sion Committee reviewed the terminology and the sum of the (pure) rake and the skew-
nomenclature of propeller geometry described induced rake. The ISO document does not
in the ITTC document 7.5-01-02-01. In gen- separate the two components. The rake of
eral, the document presented an extensive list blade sections in the ISO is equivalent to the
of terminologies and nomenclatures for propel- total rake in the ITTC terminology.
ler geometry with clear explanations. However,
minor but important changes and clarifications While several terminologies in both docu-
in the definition of some terms were recom- ments were related to the expanded cylindrical
mended in a separate report submitted to the blade section (for example, the nose-tail line
ITTC Advisory Council. (chord line), camber (mean line), leading and
trailing edges and the thickness), neither gave
The Propulsion Committee also reviewed any explanation about how the blade section
the ISO Standard described in the document geometry is defined, particularly in the hydro-
BS EN ISO 3715-1: 2004 entitled Ships and dynamically important leading edge area.
marine technology — Propulsion plants for
ships — Part 1: Vocabulary for geometry of There are two ways of defining the cylindri-
propellers. This document was adopted as Eu- cal blade section geometric characteristics in
ropean and British Standards. In general, the the expanded plane that are widely accepted by
vocabulary used for propeller geometry is de- the propeller community. One way is to add the
fined well. However, there is a philosophical thickness to the chord line as shown in Figure
difference between the two documents. The 3.1 and the other is to add the thickness per-
propeller vocabulary in the ISO Standard is pendicular to the mean line as shown in Figure
written from a manufacturing view point whe- 3.2 (Abbott and von Doenhoff, 1959). It was
reas the ITTC definitions are written from a recommended in a separate report to the Advi-
hydrodynamic view point. sory Committee that these two figures be in-
cluded in the new ITTC terminology document.
Careful comparison of the terminology for
propeller geometry in the two documents re- Leading
vealed some differences in the definition of Trailing Mean Line Edge
Edge
terms. For example, in the ISO Standard, sev- x
eral definitions of pitch are were presented c

such as pitch of pressure side, pitch of mean Upper Surface

y

line, local pitch, pitch of mean line at leading (Back or Suction

Side)
point of blade section, pitch of mean line at
trailing point of blade section, mean pitch of 1
2 t( x)
blade, mean pitch of propeller, and pitch at a yU ( x)

certain radius. The large number of pitch de- 1

2 t ( x) f ( x)
finitions does not appear to add significant val- x yL ( x)
Leading
Edge
ue to manufacturers nor to towing tank re- Lower Surface
(Face or Pressure Side)
searchers. Two definitions in the ITTC docu-
ment, i.e. the geometric pitch and hydrody- Figure 3.1 Definition of expanded cylindrical
namic pitch, appear to be sufficient for the blade section geometry with thickness added
ITTC community. normal to chord line (nose-tail line).
The Propulsion Committee

100

xU (x)

1
2 t( x)
Figure 3.3 Coordinate systems for non-
yU ( x)
1
t(x)
cylindrical sections (Neely, 1997).
f (x)
2

Lower Surface
yL ( x) While each method produced the identical
(Face or Pressure Side) xL (x) result for the special case of cylindrical sec-
Figure 3.2 Definition of expanded cylindrical tions, each produced a significantly different
blade section geometry with thickness added result (see Figure 3.4), given the same basic
normal to mean line. input (pitch, camber, chord, thickness, skew
and rake). He recommended that the constant-
3.1.2 Propeller Geometry Definition on pitch-angle method be used for defining the
Non-Cylindrical Sections: For propellers propeller geometry on non-cylindrical sections
with a highly tapered hub such as podded pro- since it was the simplest of the three, particu-
pulsor or a tip boundary such as ducted propul- larly in the special case of conical sections.
sor, the conventional method of describing
their geometry in cylindrical sections is not 3.1.3 NURBS Surface for Propeller Ge-
adequate. Neely (1997) presented various me- ometry: Numerically-controlled (NC) ma-
thods for describing the propeller geometry chines are increasingly used for fabrication of
based on non-cylindrical sections with the co- model-scale as well as full-scale propellers.
ordinate system shown in Figure 3.3. He de- Typically, a propeller design is passed to the
rived equations for three non-cylindrical meth- manufacturer as a discrete set of x-y-z coordi-
ods; a constant pitch angle method, a method nates. The manufacturer must then interpolate
based on geodesic curves, and a constant-pitch the point set in order to define the NC tool
method. Each method has a characteristic equ- paths in between the given points. The designer
ation that defines the nose-tail line and offset and manufacturer may have different surface
curves: definitions. As a result, the quality of the ma-
chined surface may not be what the designer
Constant Pitch Method: r tan φ = constant intended. In order to avoid these types of prob-
lems, a common interpolation function is re-
Constant Pitch Angle Method: φ = constant
quired. Then, the surface would be completely
Geodesic Method: r cosφ = constant and uniquely defined, and anyone who uses the
geometry would interpret it in exactly the same
manner.

Figure 3.4 Sections generated from the same

propeller parameters (Neely, 1997).
Proceedings of 25th ITTC – Volume I
101

The Non-Uniform Rational B-Spline with split (different) power/RPM distribution

(NURBS) surface definition (e.g. Rogers & among various propellers. Typically these may
Adams (1990) and Farin (1990)) is widely ac- represent hybrid propulsion systems, double
cepted as the standard spline functions in the ended ferries, and multiple screw systems with
automobile, aerospace and shipbuilding indus- propellers of variable diameter/pitch settings.
try. Neely (1998) presented an application of
NURBS surface for defining the marine propel- In Section 2.2 Definition of Variables: Add:
ler geometry. Many commercial CAD soft-
Nozzle Thrust (N) TN
ware have the ability to generate NURBS sur-
faces given discrete data points. Thruster/Pod Unit Thrust (N) TU
Thruster/Pod Unit Side Force (N) YU
Neely (1998) also provided techniques that
would help to avoid common problems in gen- Relative Rotative Efficiency (-) ηR
erating propeller surfaces. Various parameteri-
zation schemes were discussed with regard to In Section 3.1.1.1 Hull Model: Add at the
their effect on fitting a curve through points end of second paragraph “as well as thrus-
representing the foil geometry. A “half-cosine” ter/pod unit thrust and side force”.
parameterization scheme was introduced which
In Section 3.1.2.2 Propeller/Propulsion Unit
is appropriate for airfoil or propeller blade sec-
Model: Add: “It is strongly recommended to
tion geometry. Its effect is to stretch out the
couple the thruster and especially pod units to a
leading edge region in parameter space, which
steering machine, allowing step-wise rudder
results in a smooth curvature variation around
angle variation. Thus the optimum (minimum
the leading edge.
shaft power) unit rudder angle determination
and adequate measurement of the unit side
force could be efficiently executed. Addition-
3.2 7.5-02-03-01.1: Propulsion Test
ally this set-up would allow dynamic pod loads
3.2.1 Propulsion Test Procedure Review: measurements during model steering”.
The survey results by the 24th ITTC Propulsion
In Section 3.1.3 Measuring Systems: Add:
Committee showed that the majority (79%) of
“Pod unit side force”.
the participating tow tank community did not
think major changes were required in the Pro- In Section 3.2.2 External Tow Force, at the
pulsion Test procedure. However, the proce- end of the first paragraph: The tow force is a
dure as written is quite general and leaves room correction to the hull resistance due to differ-
for specific interpretations subject to individual ence in friction between ship and model.
tank’s routine practices, instrumentation Therefore, it is considered more feasible to ap-
equipment and model/full scale correlation ply the towing force in line with resistance
procedures adopted. The Propulsion Test pro- force, i.e. at LCB and VCB. Hence replace “in
cedure review was accomplished in two as- the line of the propeller shaft and at the LCB”
pects; minor editorial changes and suggestions with “applied at LCB and VCB”.
for inclusion of special propulsion cases, not
addressed in the current procedure. In Section 3.2.5 Speed: “The speed of the
model should be measured to within 0.1% of
3.2.2 Editorial Changes: In Section 1 the maximum carriage speed or to within 3
Purpose of Procedure, the third paragraph from mm/sec, whichever is smaller. For a typical
top: remove cycloidal propellers and paddle carriage maximum speed of 8 m/sec, 0.1% is 8
wheels, as these are not typical propulsion sys- mm/sec that is more than twice larger than 3
tems and seldom subject to self-propulsion test- mm/sec. As most of the recent towing carriages
ing. Include multi-screw propulsion systems have a maximum speed of more than 3 m/sec,
The Propulsion Committee

102

the reference to the carriage maximum speed is summary paper on the Japanese Eco-ship pro-
obsolete and it is recommended to specify the ject. The CRP podded propulsor, which was
speed accuracy only up to 3 mm/sec. one of the propulsion systems investigated, en-
abled very good manoeuvrability and flexible
In Section 3.3 Calibration: Include guidance control system in ship operation as well as high
for calibration of the nozzle strain gauge and propulsion efficiency.
pod unit thrust and side force balance.
Ukon, et al. (2006) reported the model test
In Section 3.4.4 Measured Quantities: De- results of a combination of podded propulsion
lete the second and third paragraphs, in line with different stern shapes of a 50000 DWT
with the proposed removal of cycloidal propel- product carrier. Details of the pod open water,
lers and paddle wheels. ship model resistance and self-propulsion test
procedures were also presented. Two analysis
In Section 3.4.5 Shaft Tare Test: Delete the approaches were presented: the entire pod unit
last paragraph, in line with the proposed re- is considered as a propulsor and is not included
moval of cycloidal propellers and paddle in the resistance test, so called “system-base
wheels. method”; the strut-pod is considered as part of
the ship hull (appendages). This was defined as
In Section 3.5 Data Reduction and Analysis: “propeller-base method”. Extrapolating the re-
The recommended reduction of wake fraction quired power from the self-propulsion test, the
and relative rotative efficiency is based on the correction for Reynolds number effect on the
thrust identity. Many experimental facilities podded propulsor drag should be made by es-
use also torque identity approach or both. The timating the resistance of the podded propulsor
majority of full-scale trial performance meas- both in full and model scale. The self-
urements include propeller torque only. For propulsion test was performed by the system-
practical correlation purposes the torque iden- base method using the resistance of the bare
tity approach seems equally feasible. Therefore, hull and lowering the podded propulsor load
it is recommended to include both thrust and from the ship self-propulsion point based on
torque identities. the propeller-base method.
3.2.3 Special Propulsion Test Cases Van and Yoon (2002) presented model test
equipment and techniques for a cable laying
(i) Hybrid Propulsion Systems As already
ship equipped with twin azimuthing thrusters
commented in the 24th ITTC Propulsion Com-
as prime movers. Three extrapolation methods
mittee report, several hybrid (mixed) propulsor
with different definitions of thrust and resis-
arrangements have recently been reported. The
tance were compared. The authors concluded
basic idea behind these innovative propulsion
that more justifiable scale effect corrections for
systems is to decrease the propeller loading, as
the azimuthing thruster components (thruster
well as to decrease the rotational losses by ap-
leg, pod, nozzle) have to be formulated.
plication of the contra-rotating propeller con-
cept. Typically the hybrid propulsion systems Model testing and full-scale performance
consist of conventional single (or twin) propel- prediction for podded propulsors and hybrid
ler, combined with azipod(s). The latter could propulsion systems are difficult in itself, and
be located aside the conventional propeller, or test procedures and prediction methods are still
behind it, to utilize the contra-rotating effect. under development by the current 25th ITTC
Additional benefit of this concept is the im-
Specialist Committees on Azimuthing Podded
proved manoeuvrability.
Propulsion.
Minami and Kawanami (2005) and Ka-
wanami, et al. (2005) presented an excellent
Proceedings of 25th ITTC – Volume I
103

Sasaki, et al. (2006) presented a model test sion system (forward and aft propeller), the re-
procedures for a hybrid pod and conventional sults of which were analysed as system thrust
propellers as a CRP unit. The paper also in- and torque coefficients;
cluded a summary of the results from the Joint
KTT = KTF + KTA + KTU Total thrust coef-
Research Project originally initiated by ABB, ficient
Veikonheimo (2006). The project objectives
were to compare experimental results, analysis KTP = KTF + KTA Propeller thrust coeffi-
and performance predictions of podded propul- cient
sors among major European towing tanks. The KQ =KQF + KQA Torque coefficient
testing scope included unit open water test,
propeller alone open water test, pod resistance where:
tests and analysis. The same model propeller KTF – forward propeller thrust coefficient
was tested in all basins, while each basin man-
KTA – aft propeller thrust coefficient
ufactured its own pod model. Each basin had a
different method of scaling the pod drag from KTU – pod unit thrust coefficient
model to full scale. Surprisingly the open water KQF – forward propeller torque coefficient
test results for the propeller alone showed
greatest differences between scaling techniques KQA – aft propeller torque coefficient.
and torque coefficient variations. This bench-
mark project showed that more work should be Using KTT identity, propeller revolutions,
done when the accuracy level of results within (1-w) and ηR were defined based on hybrid
+/- 2% is reached. It was concluded that devel- system curves behind hull and open water, and
opment of more harmonized methods between final performance prediction was accomplished.
different basins to scale podded propulsion per-
A major problem for conducting and analys-
formance will give better results.
ing open water test for hybrid propulsors is the
flow non-uniformity in the propeller plane. To
Sasaki, et al. (2006) also reported a sum-
establish this, a series of open water tests was
mary of the questionnaire regarding podded
proposed by Sasaki, et al. (2006), including
and hybrid CRP propulsion initiated and con-
wake measurements in the propeller plane be-
ducted by 25th ITTC Specialist Committees on
hind the propeller open water test boat. Fur-
Azimuthing Podded Propulsion. More than 40 thermore, the wake tests were performed at
organizations responded to the questionnaire. three different speeds of advance, as well as
To the question “How do you perform self- three to four variable propeller revolutions. It
propulsion test for a podded propulsor? 76% was concluded that wake and wave originating
consider the entire pod unit as a propulsor, from the forward propeller open water test boat
while the rest 24% consider the pod unit (hous- could affect the mean velocity at the pod pro-
ing) as an appendage. Regarding the hybrid pulsor disc.
CRP podded propulsion, 67% responded that
they use propeller open water boat for the for- Despite these efforts, there are still no wide-
ward propeller and podded propusor unit for ly accepted standard test procedures and full-
the aft propeller. 17% perform open water test scale performance prediction methods currently
in a cavitation tunnel and the rest 16% use oth- available for these hybrid propulsors.
er method.
In order to take full potential advantages of
Finally Sasaki, et al. (2006) reported the these hybrid propulsor concepts, improved test
procedure for conducting open water and self- procedures and powering prediction methods
propulsion test with hybrid CRP propulsor need to be developed. Systematic powering
units as adopted by NMRI. It was proposed to tests in the towing tank will be needed, to-
carry out open water test for the entire propul-
The Propulsion Committee

104

gether with computations using relevant CFD a current in the towing tank, depending
codes. on the tank’s dimensions and the longi-
tudinal position of the ship model rela-
(ii) Bollard Pull Test A large number of
tive to the tank length.
specialized ships, such as offshore supply ves-
sels, cable laying vessels, salvage and stand-by
platform support vessels, escort and harbour d) At some conditions with very high
tug boats, fishing trawlers, etc. are typically loading, the propeller blades may start
equipped with usually ducted thrusters. Their to ventilate due to air suctions from free
surface. This will significantly affect
operational profile very often requires bol-
lard/trawl mode of operation, characterized thrust and torque measurements. Fur-
with zero or very low speed of advance. There- thermore, possible propeller cavitation
and its influence on bollard pull per-
fore, an accurate prediction of bollard/trawl
pull performance is of equal importance with formance cannot be modelled in a stan-
the propulsive performance prediction at speed. dard atmospheric pressure tank.

Typically the bollard pull test is conducted The bollard pull testing procedure needs to
as a part of the self-propulsion test, as the ship be addressed separately (or as a specific part of
model, propulsion system, measuring equip- the self-propulsion test procedure), with special
ment and instrumentation are usually the same emphasis on the peculiarities outlined in items
as those for the self-propulsion test. However, a) – d) above.
the bollard pull test can be distinguished from
the ordinary self-propulsion test by a few major A series of performance and wake meas-
differences: urement tests were carried out in the Institute
for Ocean Technology (IOT) towing tank in
a) The bollard pull test is performed at Canada and INSEAN large cavitation tunnel in
variable propeller revolutions, covering Italy (Lababidy, et al., 2006). In the perform-
a specified range of the engine power, ance tests, both the propeller and the duct thrust
typically from 50% to 100% MCR. were measured at propeller geometric pitch ra-
This implies that the model propeller tio of 1.2 and at different propeller revolutions
operates at different Rn, varying propor- (15, 20 and 30 rps.). In the wake measurements,
tionally to the required variation of en- the flow characteristics were investigated using
gine power (torque). a stereo PIV system for the dynamic position-
ing (DP) thruster model wake at planes close to
the thruster (X/D=0.3 and 0.5) when operating
b) The concepts of wake and relative rota-
with and without a nozzle at bollard pull (J=0)
tive efficiency are no longer applicable
and near bollard pull (J=0.4 and 0.45). The
in bollard pull condition, whereas the
measurements provide insight about the per-
interaction with the hull is accounted
formance and wake characteristics of the DP
for by the thrust deduction factor in the
thruster under various operating conditions in-
same manner as for the self-propulsion
cluding the bollard pull. Some details of flow
test. This also implies that propeller/or
measurements are presented in Section 7.4.
thrusters/pod unit open water character-
istics are not necessarily required for Propulsion efficiencies, both for free sailing
the analysis. ahead and for bollard pull (merit coefficient),
are characterized by the propulsor open water
c) At bollard pull condition, the propeller characteristics. Different propulsors have dif-
induces very high axial velocities and ferent characteristics, distinguished by the
acts as an axial pump. The flow through slope of KT and KQ curves. In an elaborate
propeller disc is accelerated and creates study of steerable thrusters, Dang and Laheij
Proceedings of 25th ITTC – Volume I
105

(2004) showed that while open and CRP pro- jority of the participants indicated that there
pellers are characterized by almost constant KT was no need to update the existing procedure.
and KQ slopes over the entire J range, the In response to a question related to open water
ducted propeller thrust and torque curves test at two Reynolds numbers recommended by
showed different characteristics, especially the ITTC, 6 (32%) answered that they perform
near the bollard pull conditions, where the open water experiments at only one Reynolds
thrust curve becomes steep, while the torque number that is higher than 0.5 million. In re-
curve becomes flat. This indicates that the sponse to the question about Uncertainty Anal-
thrust at bollard condition is sensitive to un- ysis recommended by the ITTC for propulsion
derwater current/vessel speed and propeller rate and open water tests, the majority (18 out of 19)
of turn, while the propeller torque is quite in- responded that they do not perform an uncer-
sensitive. tainty analysis as recommended by the ITTC.
Six responded that they do uncertainty analysis
Hoekstra (2006) and Zondervan, et al. (2006) according to their own procedures that are sim-
presented a RANS-based analysis tool for pler than recommended by the ITTC.
ducted propeller systems in open water condi-
tion including bollard pull. The propeller mod- On revisiting the procedure it was decided
el was represented as an actuator disc, while that the open water testing in a cavitation tun-
the duct maintained its true shape. Systematic nel be added to the current procedure together
numerical simulations at various Reynolds with some editorial changes.
numbers indicated that the scale effect on the
duct thrust was modest except for Rn below 3.3.2 Open Water Testing in Cavitation
5x104, where the scale effect became rather Tunnel The current procedure is written only
severe. It was found that the scale effect on for towing tank applications in mind. However,
duct thrust was primarily due to changes in the open water tests can also be carried out in the
lift force on the duct, and less for the drag force. cavitation tunnel if the institution does not have
It was concluded that no indications have as yet a towing tank facility. The procedure should,
been found that open water model tests could therefore, be extended to cavitation tunnel ap-
be misleading in evaluating the performance of plications. However, the open water test re-
a ducted propeller system, provided they are sults in the cavitation tunnel should be ana-
carried out at duct Reynolds number (based on lyzed carefully by properly accounting for the
duct chord) above 5x104. tunnel blockage effects.

3.2.4 Recommendations: The above ex- In the cavitation tunnel, a propeller model is
amples illustrate and highlight some of the po- mounted on a drive shaft. A streamlined nose
tential problems associated with bollard pull cap is mounted upstream of the propeller model.
testing and full-scale bollard predictions. The nose cap should have sufficient length to
Therefore, it is recommended that the self- ensure that the inflow over the propeller hub is
propulsion testing procedure be further ex- parallel to the shaft (see Figure 3.5). The con-
tended to include the bollard pull testing for nection between the cap and the hub should be
open, CRP and ducted propeller systems. smooth and without a gap. The size and shape
of the nose cap should be recorded. In some
cases the nose length may be less than 1.5 D as
3.3 7.5-02-03-02.1: Propeller Open Water long as the flow is parallel to the shaft axis.
Test The choice of propeller diameter should be
made such that scaling effects are avoided
3.3.1 Overview. The survey carried out by within the blockage constraints of a given cavi-
th
24 ITTC Propulsion Committee on the open tation tunnel. The dimensions of the test sec-
water test procedure also showed that the ma- tion should be included in the test report. Open
The Propulsion Committee

106

water tests should be carried out under atmos- on Conventional Propellers in a Towing Tank”
pheric condition and significant blade cavita- and “Typical Set Up for Tests on Ducted Pro-
tion should be avoided. pellers in a Towing Tank”, respectively.

In Section 3.1.2.1, a new subsection “Cavi-

tation Tunnel” and its content are added for the
installation of propeller models to carry out
open water tests in cavitation tunnels.

In the last sentence of the second paragraph

in Section 3.1.2.2 Ducted Propellers is modi-
fied as, “A typical set up for a towing tank is
shown in Fig. 3.” “Set-up for a cavitation tun-
nel is similar to the towing tank set-up” is add-
ed.
Figure 3.5 Typical model propeller geometry
with a nose cap for open water testing (Figure 1 In Section 3.3.4 Rate of Revolution, the pa-
of the document, 7.5-02-03-02.1). ragraph starting with “The measurement in-
strumentation …” are written twice and one
3.3.3 Editorial Changes. In Section 1 Pur- should be removed.
pose of Procedure, a sentence is included in the
third paragraph as; “Podded propulsor open In Section 3.3.5 Speed, the paragraph is
water test procedure is described in the docu- modified as; “The speed of the propeller model
ment, 7.5-02-03-01.3 Podded Propulsor Tests should be measured to within 0.1% of the max-
and Extrapolation.” imum carriage speed or within 3 mm/sec, whi-
chever is the larger for towing tanks. In the ca-
In Section 2.1 Data Reduction Equations, vitation tunnel the speed should be measured
the definition of KTP is changed from “Thrust within 1% of the maximum tunnel speed.”
Coefficient” in ducted propeller case is cor-
rected as “Ducted Propeller Thrust Coefficient”. In Section 3.4.5 Speed, the paragraph is
The Reynolds Number definition was incorrect. modified as; “The calibration of the carriage or
The correct definition is: tunnel speed will depend mainly on how the
speed is measured in each facility. The carriage
Rn = c0.7R(VA2 + (0.7πnD)2)½/ν. (3.1) and tunnel speed should be checked regularly
and respective records should be stored.”
The section number for Conventional Pro-
pellers was incorrect. It should be 3.1.2.1 in- In Section 3.5 Test Procedure and Data Ac-
stead of 3.4.1.1. quisition, the last paragraph is modified as
“The propeller open water tests should be con-
The Section 3.1.2.1, Conventional Propel- ducted at least at two Reynolds Numbers; one
lers is divided into two subsections: 3.1.2.1.1 should be at the Reynolds Number used for the
Towing Tank and 3.1.2.1.2 Cavitation Tunnel. evaluation of the propulsion test, which should
A sentence is added to the end of the first para- be higher than 2x105 and the other should be as
graph. “In some cases the nose length may be high as possible.”
less than 1.5 D as long as the flow is parallel”
is added to the end of the first paragraph. The In Section 3.6 Data Reduction and Analysis,
last sentence at the end of third paragraph is a sentence is included in the first paragraph as;
modified as “A typical set up for a towing tank “In the case of cavitation tunnel experiments,
is shown in Fig. 2.”. The captions for Figures 2 the measured velocity, thrust and torque values
and 3 are changed as: “Typical Set Up for Tests are corrected for tunnel wall effects, for exam-
Proceedings of 25th ITTC – Volume I
107

ple, based on the work of Wood and Harris details of the pump flow. Blade wakes are
(1920). It should be noted that the key point is clearly visible. A vortex can be seen close to
that an appropriate tunnel blockage correction the tip on the pressure side of the blade. The
is applied, notwithstanding the longevity of the leakage vortex is formed by flow on the pres-
quoted reference. sure side of the blade crossing through the tip
gap to the suction side of the blade.
In Section 3.7 Documentation, the second
bullet is modified as; “Particulars of the towing
tank or cavitation tunnel, including length,
breadth and water depth for towing tank, or test
section length, breadth and height for cavitation
tunnel”.

3.4 7.5-02-03-02.3: Guide for Use of LDV Figure 3.6 LDV measurement stations (Mi-
chael and Chesnakas, 2004).
Since the membership of the 25th Propul-
sion Committee did not have sufficient exper- Abdel-Maksoud, et al. (2004) investigated
tise in LDV to review the current LDV guid- the influence of hub cap shape on propeller ef-
ance, it was decided that the Committee would ficiency and cavitation inception. They carried
review major LDV papers recently published. out LDV measurements to analyze the differ-
As LDV is widely used in the cavitation tunnel ence in velocity field with different hub cap
and the towing tank for flow measurements shapes. The measured results were used for
around propellers and ship hulls. It is evident CFD validation.
that there is an increased use of Particle Image
Velocimetry (PIV) and this literature is in- Felli, et al. (2006) measured the evolution
cluded. of the propeller-rudder wake flow using LDV
at different downstream locations. Figure 3.7
3.4.1 Recent Development: Michael and shows the measured axial velocity distribution
Chesnakas (2004) presented comprehensive downstream of the propeller at two longitudinal
LDV measurements of flow around a mixed- locations, ahead and behind the rudder. The
flow waterjet pump model (see Figure 3.6). effect of the rudder can be recognized by the
The unit was placed inside a pod and in the defect of the axial velocity in both the upstream
open jet of the 36-inch water tunnel of DTMB. and downstream planes. The upstream deficit
Windows in the pod allowed optical access for is caused by the flow blockage of the rudder
LDV measurements to be obtained at four sta- that induces locally a slowdown of the slip-
tions: in the inlet section, in between the rotor stream, according to the authors and noted by
blades, in between the rotor and stator, and at Molland and Turnock (2007).
the nozzle exit. The windows were curved to Figure 3.8 shows the evolution of the vor-
match the inside profile of the pump, thus mi- ticity field upstream and downstream of the
nimizing the flow disturbance. The thin, rudder. The spanwise distribution of shear of
0.76mm, windows ensured that the laser-beams the tip vortices is not symmetrical and appears
would pass through the curved windows with larger on the upward rotating propeller region.
minimal optical distortion. At the station be-
tween the rotor and the stator, the LDV system
consisted of two optical probes to measure
three components of velocity, i.e. the vertical,
axial and cross-stream horizontal component.
The measurements revealed some interesting
The Propulsion Committee

108

propellers operating at design J. Also seen is

the intense tip vortex.

Figure 3.9 Time average axial velocity and

streamlines for J=0.7 (left), J=0.5 (right) (Jes-
Figure 3.7 Evolution of the axial velocity up- sup, et al., 2004).
stream and downstream of the rudder (Felli, et
Jessup, et al. (2006) continued their investi-
al., 2006).
gation of flow around a ducted propulsor in
crashback operation using LDV and PIV. A
more detailed review is presented in Section
4.3.

Atlar, et al. (2007) used LDV to measure

propeller race at various stations downstream
of the podded propulsor in the cavitation tunnel.
Lübke and Mach (2004) used LDV to measure
the wake of the propelled container ship, KCS,
model.

Paik, et al. (2007) investigated the near-

wake characteristics of a 4-bladed marine pro-
peller model (D=0.25 m) in the cavitation tun-
nel using a PIV technique. The Reynolds
Figure 3.8 Evolution of the vorticity field up-
number based on the chord length at 0.7 radius
stream and downstream of the rudder (Felli, et
was about 3x105. 150 instantaneous velocities
al., 2006).
were measured for each of 9 phase angles (0 ≤
φ ≤ 80 deg.) of the propeller blade. The zero
Jessup, et al. (2004) investigated the per-
phase angle corresponds to the blade in the up-
formance of a conventional open propeller at
right position. The instantaneous velocities
extreme off-design conditions including near
were ensemble-averaged to obtain the spatial
bollard and crashback conditions by using
evolution of the tip and the trailing vortices of
LDV and PIV techniques. Tests included
the propeller wake (see Figure 3.10).
measurements of load, cavitation observations
and flow visualization. For crashback condi- Lalabidy, et al. (2006) measured the wake
tions, the recirculating ring vortex is docu- flow of a ducted dynamic positioning thrusters
mented (see Figure 3.9). Instantaneous PIV im- in the INSEAN cavitation tunnel using a stereo
ages show the unsteady movement of the ring PIV system. This paper is reviewed in more
vortex in and out of the propeller plane. The detail in Section 7.4.
flow at the near bollard condition for the lowest
J obtainable in the cavitation tunnel was inves-
tigated. The blade flow shows a significantly
thicker blade wake than typically observed for
Proceedings of 25th ITTC – Volume I
109

It is acknowledged that the procedure is not

yet complete. For instance the appropriate
process for open water testing of inclined shaft
propulsors will require considerable effort and
would rely on the availability of good quality
full scale data for validation of suitable scaling.

4. CRITICALLY REVIEW EXAMPLES

Figure 3.10 Phase-averaged vorticity in the OF VALIDATION OF PREDICTION
longitudinal plane at φ = 10 deg. (Paik, et al., TECHNIQUES. IDENTIFY AND
2007). SPECIFY REQUIREMENTS FOR
NEW BENCHMARK DATA
3.4.2 Recommendations: The LDV tech-
nique is widely used to investigate detailed
flow characteristics around propeller. The PIV 4.1 Introduction
is also becoming popular for measuring com-
plex ship and propeller wake flow. Several Two CFD workshops were recently held
important papers were presented for tip vortex with the purpose of assessing the level of ma-
and crashback flow investigations. It is rec- turity of computational fluid dynamics codes in
ommended that a Specialist Committee be es- predictive capability of various hydrodynamic
tablished to thoroughly evaluate the recent ef- flows. One was the CFD Workshop Tokyo
forts and come up with guidelines for the next 2005 (Hino, Ed., 2005) where CFD capabilities
ITTC conference. were evaluated for calm water resistance and
self-propulsion performance for several ship
models. The other was the recent SIMMAN
3.5 7.5-02-05-02: High Speed Marine 2008 workshop held in Denmark where the
Vehicles Propulsion Test participants evaluated the capabilities of CFD
codes to make maneuvering predictions. Both
The Propulsion Committee reviewed the ex- Workshops presented well documented ex-
isting procedure and made a number of changes perimental data that could be used for valida-
to ensure compatibility of the terminology with tion of various CFD codes for resistance, self-
7.5-02-05-02. In particular, the definition of propulsion and maneuvering performance in
what constitutes a high speed marine vehicle calm water with and without propellers.
(HSMV) has been made the same.
Several other recent papers presented archi-
A classification of the different types of val quality experimental data that can also be
HSMV is now included in the procedure. How- used for validation of CFD codes. Two papers
ever, it should be noted that depending on the are reviewed here. One presented detailed flow
type of vessel and on the physical phenomenon measurements at the stern of a fully-appended
used it is not possible to identify specific pro- ship and self-propulsion factors at different
cedures for each vessel type. The procedure conditions. Another paper presented the meas-
can now be considered to be a high speed pro- urements of complex separated flow around a
pulsion test process which can be applied to a ducted propeller at crashback operations.
variety of vessel types. Waterjet powered vehi-
cles are now explicitly excluded from this pro-
cedure.
The Propulsion Committee

110

4.2 Hull-Propeller-Rudder Interactions

For the design of hull forms with better re-

sistance and propulsive performance, it is es-
sential to understand flow characteristics, such
as wave and wake development, around a ship.
Experimental data detailing the local flow cha- (Computation) (Experiments)
racteristics are invaluable for the validation of
the physical and numerical modeling of CFD Figure 4.1 Comparison of axial velocity con-
codes, which are recently gaining attention as tours at self-propulsion condition with rudder
efficient tools for hull form evaluation. (Kim, et al., 2007)

Kim, et al. (2007) performed a numerical

simulation of turbulent free surface flow
around a self-propelled MOERI 138,000 m3
LNG Carrier (KLNG) with a rudder and a pro-
peller. They used their in-house RANS code,
WAVIS, with the overset grid scheme. They
investigated numerically complex flow phe-
nomena around the stern region due to propel-
ler-hull-rudder interaction. Figure 4.1 shows a
comparison of the computed and measured ax-
ial velocity at right behind the rudder at the
self-propulsion condition. The agreement is
good. Figure 4.2 presents a comparison of
computed and measured streamlines on the
Figure 4.2 Comparison of paint streaks (upper)
rudder surface at self-propulsion condition. The
and computed streamline (lower) on rudder
computations captured the difference of the
surface (Kim, et al., 2007).
streamlines on both sides of the rudder very
well. The computed self-propulsion character-
istics such as thrust deduction, wake fraction, Table 4.1 Comparison of self-propulsion pa-
propeller efficiency, and hull efficiency with rameters for KLNG without and with rudder
and without the rudder are also in good agree- (Kim, et al., 2007)
ment with the experimental data as shown in
Table 4.1. The effects of propeller and rudder (Without Rudder)
on the ship wake and wave profiles in the stern
region are clearly identified. The results con-
tained in this paper can provide an opportunity
to explore integrated flow phenomena around a
model ship in the self-propelled condition, and
can be added to the ITTC benchmark data for (With Rudder)
CFD validation as the previous KCS and
KVLCC cases presented in the CFD Workshop
Tokyo 2005.
Proceedings of 25th ITTC – Volume I
111

4.3 Crashback Flow around Propeller request. These data would be valuable infor-
mation for validation of computational codes
Jessup, et al. (2006) continued their investi- for predicting highly unsteady crashback flow.
gation of unsteady propeller performance in
crashback conditions in the David Talyor Mod-
el Basin (DTMB) 36-inch water tunnel for an
open and a ducted propeller (see Figure 4.3).
The open propeller was the same one used for
their previous crashback investigation (Jessup,
et al., 2004).

Figure 4.4 Time-average velocity showing a

large ring vortex outside the duct (Jessup, et
Figure 4.3 Propeller and duct configuration for al., 2006).
crashback experiments (Jessup, et al., 2006).

Tests were conducted with and without a 4.4 Recommendation

duct. The unsteady flow was measured using
Stereo Particle Image Velocimetry (SPIV) The archival-quality experimental data de-
technique. Unsteady shaft loads and blade scribed above can be added to the ITTC
strains were also measured. The large recircula- benchmark data for CFD validation. They are
tion ring vortex was measured along with in- (1) KRISO containership, KCS, self-propulsion
flow through the propeller disk (see Figure 4.4). test data presented to the CFD Workshop To-
The addition of a duct tends to move the ring kyo 2005 (Hino, Ed., 2005), (2) the multi-
vortex outboard, and maintains attached flow partner collaborative ship maneuvering test da-
on the outer duct surface. This potentially ta presented to the SIMMAN 2008 Workshop
could result in large duct side forces. They re- and further reported on in the 25th ITTC Ma-
cently measured the duct forces that will be noeuvring Committee report, (3) hull-propeller-
presented in the future. Measurements showed rudder interaction test data on MOERI 138K
the cross flow through the propeller disk corre- LNG Carrier (KLNG) (Kim, et al., 2007), and
lated well with the measured unsteady side (4) PIV data for unsteady flow around open
forces. Peak blade strain was measured to be propeller (Jessup, et al., 2004) and ducted pro-
significantly larger than previously docu- peller at crashback conditions (Jessup, et al.,
mented measurements. Peak strains of 3.5 2006).
times mean strain were measured as compared
to previous factors used of 1.65.

The PIV data collected previously on open

propeller crashback testing (Jessup, et al., 2004)
and those presented here for ducted propulsor
(Jessup, et al., 2006) are contained within a
database which can be made available upon
The Propulsion Committee

112

5. REVIEW THE DEVELOPMENT AND the in-plane velocity vectors in the near wake
PROGRESS IN UNCONVENTIONAL of the endplate. It shows the endplate tip-vortex
PROPULSORS SUCH AS TIP-RAKE, is stronger at full scale. Their calculations
TRANS-CAVITATING AND showed a larger scale effect on the thrust coef-
COMPOSITE PROPELLERS ficient (almost 10 percent) than that found for
(HYDROELASTICITY AND conventional propellers (see Table 5.1).
CAVITATION EROSION
SUSCEPTIBILITY TAKEN INTO
ACCOUNT)

5.1 Introduction

Previous Committees have carried out re-

views of unconventional propulsors. The 21st
Propulsor Committee (1996) reviewed contra- (a) model scale (b) full scale
rotating propellers, propeller with a vane wheel,
Figure 5.1 Calculated pressure distributions
end plate propeller, podded propulsor, boss cap
over suction side of end-plate propeller
fin, pre-swirl stator, ducted propeller and ring
(Sánchez-Caja, et al., 2006a).
propeller. The Specialist Committee on Un-
conventional Propulsors of the 22nd ITTC
(1999) reviewed and evaluated propulsion tests
and extrapolation methods for these unconven-
tional propulsors. The 23rd Propulsor Commit-
tee (2002) reviewed composite propellers. The
24th Propulsor Committee (2005) gave an
overview of waterjets, podded propulsors, tip (a) model scale (b) full scale
plate propellers, rim-driven propellers, trans-
cavitating propellers and composite propellers. Figure 5.2 In-plane velocity vectors on near
wake of the endplate (Sánchez-Caja, et al.,
The present Committee reviewed and pre- 2006a).
sented below only the recent progress in these
unconventional propellers, together with some
new concepts. Table 5.1 Scale effect on performance coeffi-
cients (J=0.78) (Sánchez-Caja, et al., 2006a)

5.2 Tip-Rake/Plate Propeller Calculations, normalised by model

scale values
Sánchez-Caja, et al. (2006a) computed the Model scale % Full-scale %
flow around the endplate propeller by using KT 100 109.7
RANS solver FINFLO at model and full scale. KQ 100 103.6
Good correlations with model scale experi- η0 100 105.9
ments were obtained in terms of force coeffi-
cients. Some flow features were computed, in- Chen, C.T. et al. (2006) proposed a special
cluding the leading edge vortex typical of kind of tip modified propeller, named as a tip-
skewed blades and the vortex at the outer re- fillet propeller (see Figure 5.3). The tip fillet
gion of the endplate. Figure 5.1 shows the pres- was defined by several geometric parameters;
sure distributions over the suction side of both maximum thickness at tip, chord length and
model and full scale blades. Figure 5.2 shows camber of tip section and the start point of the
Proceedings of 25th ITTC – Volume I
113

fillet in the radial position. Several cases were efficiency of the new BTRP was comparable to
examined using a boundary element method that of a standard propeller and the pressure
and a RANS solver. The authors found that the fluctuations (2nd blade frequency) of the new
maximum thickness at the tip and the fillet BTRP was reduced by about 51% compared
starting point have a significant effect on pro- with a standard propeller without the risk of the
peller efficiency, while the chord length and cavitation erosion due to the new rake distribu-
camber of the tip section have a major influ- tion.
ence on the tip vortex cavitation. The effi-
ciency of a symmetric tip-fillet propeller is Kuiper, et al. (2006) proposed propeller de-
higher than that of an asymmetric design, while sign techniques to delay the tip vortex cavita-
an asymmetric tip-fillet propeller is more effec- tion inception. Important parameters in the tip
tive at controlling the tip vortex. Experimental region including thickness, planform, skew,
comparisons with a conventional propeller are chord distribution and rake were systematically
planned in the near future. varied while maintaining a constant radial load-
ing distribution. A systematic series of 2-
bladed propeller designs was evaluated using a
panel method for pressure distribution near the
tip. An extreme tip rake towards the pressure
side was used in the investigation as shown in
Figure 5.4. The measurements showed a trail-
ing vortex coming from the corner of the raked
tip. There was still too much cross-flow over
the area of strong curvature, leading to separa-
tion and vortex formation. Local and leading
Figure 5.3 The sketch of tip-fillet propeller edge tip vortex inception were delayed signifi-
(Chen, C.T. et al., 2006). cantly, while the width of cavitation bucket for
the trailing tip vortex inception was reduced
Yamasaki and Okazaki (2005) designed a
moderately. The authors believe that the strong
straight leading edge propeller (SLEP) and a
curvature in the tip region should be avoided
backward tip rake propeller (BTRP) for a con-
and rake with a smoother curvature (right-side
tainer ship and conducted an open water test,
of Figure 5.4) may be preferred, as used in au-
the observation of cavitation and the measure-
thors’ previous work (Kuiper, 1994).
ment of the pressure fluctuations. The propeller
open water efficiency of SLEP was better than
that of a standard propeller and the pressure
fluctuations of BTRP were lower than those of
the standard propeller. For both propellers the
blade surface cloudy sheet cavitation was con-
nected to tip vortex cavitation. The risk of the
cavitation erosion was confirmed around the
trailing edge at 0.9R of BTRP.

Yamasaki and Okazaki (2007) designed a

new BTRP for a low speed ship of which the
pressure fluctuations (2nd blade frequency) Figure 5.4 Tip rake with a strong curvature
was high. The new BTRP was designed such (left) and a smooth curvature (right) (Kuiper, et
that the blade surface changing due to a rake al., 2006).
was smoother than that of previous BTRP in
order to avoid the cavitation erosion. Model
tests confirmed that the propeller open water
The Propulsion Committee

114

5.3 Surface-Piercing Propeller (SPP) and

Super-Cavitating Propeller (SCP)

Young (2004) presented a coupled

BEM/FEM approach to compute the time-
dependent hydroelastic response of SPPs. The
hydrodynamic part of the analysis is performed
using a BEM, which was reviewed in detail in
the 23rd and 24th ITTC Propulsion Committees.
Figure 5.5 Forces and moments acting on run-
To account for the fluid-structure interaction,
ning craft (Nozawa and Takayama, 2005).
two hydroelastic models were used. The first
model couples a BEM with an FEM, and in the The computed speed-power curves showed
second model the blade is simplified as a single an excellent performance of SPP as compared
degree-of-freedom (SDOF) system. The pre- with the fully submerged propeller for high
dicted natural frequencies as a function of speed as shown in Figure 5.6.
blade angle using the BEM/FEM approach
compared well with experimental measure-
ments. The predicted time-dependent axial
force coefficient using the BEM/SDOF ap-
proach also compared well with experimental
measurements. There are some discrepancies at
the blade entry and exit phase for cases with a
low advance coefficient due to the effects of jet
sprays, and rise in overall free surface elevation.
The author suggested that the BEM model need
to be improved to account for nonlinear free
surface effects.

Nozawa and Takayama (2005) presented a

method to compute the running attitude of the
high speed craft with SPP. Simulations were
made to obtain the model speed V and the ship
running attitude (H and τ), by giving initially
the ship thrust FT. For the ship in steady state Figure 5.6 Power curve for SPP and fully sub-
condition, the following equations of motion merged propeller (Nozawa and Takayama,
for forces (x and z directions) and pitch mo- 2005).
ment for the center of gravity are obtained (see
Figure 5.5): Ferrando, et al. (2006) investigated Weber
number (Wn) influence on the behavior of SPP
FX = FT cos(τ + β) based on a series of tests on three models with
systematically varying geometries. They found
FZ + FT sin(τ + β) + FB = W (5.1)
that Wn plays a significant role not only on the
MG + FT x LT + MB = 0 position of the critical advance coefficient but
also on KT and KQ corresponding to fully venti-
lated regime of SPP.

Ding (2007) presented results of recent re-

search on SPP at the China Ship Scientific Re-
search Center (CSSRC). He presented the de-
Proceedings of 25th ITTC – Volume I
115

velopment of a methodical series of 6-bladed

SSPs with varying mean pitch ratios (P/D); 1.1,
1.25, 1.4, 1.55, 1.70 and 1.85. Open water tests
were conducted in the CSSRC depressurized
towing tank where they can simulate both free
surface and cavitation number effects on per-
formance. He tested the 6-bladed SSPs by va-
rying the tip submergence ratio from 0.3 and
0.7 and the shaft inclination angle 0 to 9 deg.
By using these charts, new design SPP can be
easily made. Figure 5.8 Open water performance for differ-
ent cavitation numbers(Ding, 2007).
He also investigated the effects of Froude
number, defined by Fn= V/(gD)1/2 where D is Himei, et al. (2006) presented a practical
the propeller diameter, on propeller open water SCP design method based on a systematic se-
performance. The Fn was varied from 3.46 to ries designed by their existing method. The au-
4.24 with a fixed cavitation number. As shown thors combined the Trans-Cavitating propeller
in Figure 5.7, the KT, KQ and η are almost in- design concept and NACA-like sections at the
variant for these Fn range. blade root to increase the lift-drag ratio. Test
results for the new design SCP showed a 1.7%
efficiency increase at the design point com-
pared to the SCP designed by the previous me-
thod.

5.4 Composite Propellers

There is an increasing interest in using com-

posite materials for marine applications includ-
ing ship hulls and propellers (Mouritz, et al.,
2001). In addition to the advantage of high
Figure 5.7 Open water performance for differ- strength and stiffness, the ability to tailor the
ent Froude numbers (Ding, 2007). propeller/pump blades to deflect in response to
load variations in a non-uniform inflow is also
Ding (2007) also investigated the effects of attractive. Several papers on composite propel-
cavitation number, σ=(p – pv)/(0.5ρV2), with a lers have recently been published and are re-
fixed Fn. He tested 4 different σ values, includ- viewed in this section.
ing the atmospheric pressure condition. As
shown in Figure 5.8, the effects of σ are also Büchler and Erdman (2006) presented vari-
negligible for a given Fn. The author, therefore, ous composite propellers and pumps developed
concluded that the SSP open water test can be over the past 15 years in Germany. Three dif-
done at atmospheric pressure and that the re- ferent kinds of composite propellers were pre-
sults will be insensitive to Fn and σ when Fn is sented; propellers designed for passively ad-
greater than ~3.5. justing pitch near the tip, surface-piercing con-
trollable pitch propellers, and the rim-driven,
hubless propellers (see Figure 5.9). The passive
pitch-adapting propellers showed improved
low-speed maneuvering. The hubless propel-
lers eliminated the conventional tip-gap cavita-
tion since the blades are attached to the outer
The Propulsion Committee

116

ring. Although there is no hub, the blade tips duction readiness of the highly damped propel-
are concentrated at the centre of the propeller ler.
that would potentially cause cavitation. Despite
the lack of design and experimental details, the
paper indicates that such composite propellers
can be designed and fabricated. The authors
point out that more research is required in the
design and materials. One of the major issues
with composite propellers is the cavitation ero-
sion tendency that is much worse than metallic
propellers, thus requiring proper protective
coatings. The authors indicated that their pro-
pellers are coated with polyurethane coating
materials. Details of the coating material were
not given. Figure 5.10 Composite propellers installed on
German 209A Class (left) and 212A Class
(right) submarines (Stauble, 2007).

Chen, Y.H. et al. (2006) presented experi-

mental results of pitch-adapting composite
propellers. Two model composite propellers,
rigid and pitch-adapting, were tested in the
NSWCCD 36-inch water tunnel. The test re-
sults showed that the pitch-adapting propeller
Figure 5.9 Rim-driven hubless composite pro- produced better efficiency and cavitation per-
peller (inline propeller) (Büchler and Erdman, formance than the rigid propeller.
2006).
Young (2006, 2007) and Young, et al. (2006)
Stauble (2007) presented recent efforts in developed a coupling algorithm of a BEM and
the German Navy to develop and test full-scale FEM to analyze fluid-structure interaction of
submarine composite propellers. Two 206A cavitating flexible composite propellers in a
Class submarines were installed with compos- spatially-varying inflow. BEM was used to
ite propellers. The U19 boat installed the first solve the fluid problem by decomposing the
composite propeller in 2002 with the same ge- total velocity into rigid and elastic blade mo-
ometry as a metallic propeller with 100% car- tion. FEM was used to compute the structural
bon fibre (see Figure 5.10, left). The composite deformation of blades and provides new blade
propeller has been in operation for more than 2 geometry for the BEM solver. Iterations were
years and ~20,000 nm without any damage or carried out until the solution is converged. The
malfunction. More recently in May 2005, the method is able to calculate the hydrodynamic
U26 installed a highly damped composite pro- blade loads, stress distributions and deflection
peller using aramid fiber (Kevlar). Acoustic patterns. The performance of the two compos-
trials “exceeded all expectation.” In January ite propellers designed by Chen, Y.H. et al.
2006, a new composite propeller program was (2006) was computed in the open water condi-
initiated to design and install a much larger tion and behind a simulated four-cycle wake
(~13ft diameter) composite propeller on a screen. The predicted blade loads, deflections,
212A Class submarine (see Figure 5.10, right) cavitation patterns and fundamental frequency
for a stringent acoustic evaluation. First sea in water agreed well with experiments and ob-
trials were made in August 2006, and first servations for the case of open water flow. The
acoustic indications showed a significant im- predicted transient propeller performance be-
provement. HDW plans to reach a series pro-
Proceedings of 25th ITTC – Volume I
117

hind the wake was in reasonable agreement Zhang, et al. (2006) computed unsteady hy-
with experiments. Calculations showed that drodynamic characteristics of 2-D rigid and
composite propellers can be properly designed flexible flapping foils the Carangiform swim-
to reduce the sensitivity to inflow and operat- ming mode using a RANS solver with SST k-ω
ing conditions. The authors suggested that turbulence model. Calculations showed that the
more systematic validation studies are needed. rigid foil can produce larger thrust, while the
flexible foil can get higher efficiency in certain
circumstances.
5.5 Other Unconventional Propulsors

Some examples of physical-mechanical de- 6. REVIEW PROPULSION ISSUES IN

signs evolved in fish were reported in literature SHALLOW WATER AND
for propulsion and manoeuvring of underwater FORMULATE
vehicles. RECOMMENDATIONS FOR
RESEARCH
Highly efficient swimming mechanisms of
some pelagic fish can potentially provide inspi-
ration for a design of propulsors that are highly 6.1 Introduction
efficient and quiet with a less conspicuous
wake. Sfakiotakis, et al. (1999) presented an Following on from the work of the 24th
overview of fish swimming and analytical me- ITTC Propulsion Committee which addressed
thods that have been applied to some of their propulsion effects of shallow water, there has
propulsive mechanisms. again been relatively limited published activity
Mittal, et al. (2006) presented preliminary
results of their ongoing research program to 6.2 Influence of Depth on Propulsor
understand the hydrodynamic performance of Performance
the pectoral fin of the bluegill sunfish through a
combined experimental-numerical approach The primary influence of hull-seabed clear-
and develop a biomimetic robotic fin for use in ance at a given Froude number (Fn) will be the
Autonomous Underwater Vehicle (AUV) pro- effective change in wake at the propulsor plane.
pulsion and maneuvering. They measured the This is influenced by the proximity of the hull
motion of the sunfish pectoral fin during both to the seabed which influences the develop-
propulsion and maneuvering using two high- ment of the upstream hull boundary layer. For
speed video cameras recording simultaneously larger Fn and with the bow trimmed down sepa-
at 250 and 500 fps with 1024 x 1024 pixel ration can occur with significant consequences
resolution. For numerical simulation of the fin for propulsor performance. Such effects will
motion, they used LES with the immersed only occur at large Fn or very small values of
boundary method. The key feature of this hull-seabed clearance. Such effects are also
computational method is that simulations with relevant to waterjet inlets where the upstream
complex boundaries can be carried out on sta- influence on the flow of the inlet velocity ratio
tionary non-body conformal Cartesian grids is paramount.
and this eliminates the need for complicated
remeshing algorithms that are usually em- The wave field generated by the hull will
ployed with conventional Lagrangian body- have a significant influence on the wake field
conformal methods. LES computations of the as the Froude number based on depth ap-
3-D wake structure of pectoral fin in steady proaches one. For planing and semi-
swimming were in reasonable agreement with displacement hulls significant changes in trim
experiments.
The Propulsion Committee

118

can occur with the interaction between propul- carriage allowed accelerations of up to 10m/s2
sor and hull suction. which offers enough time to test 2 or 3 propel-
ler rates per run. In order to match the propel-
The interaction of the propulsor with the ler to the full-scale performance specially
hull controls the thrust deduction. Such flow manufactured propellers were used. An electric
interactions are complex and are controlled by motor drive was used for each propeller which
the operating condition of the propeller, shaft required up to 3kW and connection to a differ-
inclination, hull stern configuration and speed. ent phase supply. The authors based full scale
extrapolation on the relevant ITTC procedures.
To aid the evaluation of propulsion effects
6.3 Self-Propulsion Testing in Shallow open water tests were done with an axial inflow
Water and with a 10o inclination (see Figure 6.1).
Thrust and torque are increased with efficiency
As part of a programme to investigate wave little affected. However, beyond the propeller
generation, Chalkias and Grigoropoulos (2007) design point (maximum efficiency) the effi-
proposed the use of manned model scale test- ciency is higher in the inclined condition.
ing in a real sea environment. By a suitable se-
lection of site it is then possible to investigate
the influence of water depth. In this initial work
propulsion tests were not conducted, however,
it is suggested that real-time instrumentation
systems are now sufficiently accurate that such
tests may offer an interesting avenue for low-
cost shallow water testing.

One area of particular interest is the behav-

iour of planing craft propulsion systems in
shallow water. Friedhoff, et al. (2007) exam-
ined the response of a sports fishing boat in a
towing tank in order to better understand hull-
propeller interaction and scale effects. The in-
fluence of shallow water effects on the transi-
tion from displacement to planing and the ef- Figure 6.1 Open water diagram in axial and
fect of propeller inclination in self-propulsion oblique inflow (Friedhoff, et al., 2007).
tests was of particular interest. The majority of
previous work in this area has been carried out The trim of the vessel is also influenced by
at full scale as systematic tests at model scale the presence of the propulsor due to hull suc-
require depressurised towing tanks to capture tion (see Figure 6.2) with a slightly higher trim
cavitation. This work looked at how such tests (bow up) for the propulsion test. Overall, it
can be carried out in a standard towing tank as was found that the transition to the planning
the hydrodynamics are more complex than for regime can be defined for a supercritical speed
displacement ships and the design methodol- at which the dynamic trim reaches a maximum.
ogy has to be conservative which for weight Beyond this speed the delivered power at the
sensitive designs reduces operational efficiency. propeller is independent of water depth.
The extensive tests were carried out in the Du-
isburg tank (190m x 9.8m x 0-1.25m) at speeds
up to 15m/s. A lightweight model (2.5m long
weighing 20kg) is required to allow for the dy-
namometer and electric motor. The high speed
Proceedings of 25th ITTC – Volume I
119

rate, rudder deflection and longitudinal velocity

as well as combinations of all three.

The tests used a 44m long section of the

Flanders Hydraulic research shallow water tank
with the remaining length divided to store the
artificial mud and previously contaminated wa-
ter. The artificial mud layer was made from a
mixture of chlorinated paraffins and petroleum
which allowed a wide range of viscosities and
densities to be used. All three models tested
used a single propeller. It was found that use of
Figure 6.2 Influence of propulsion on running the thrust and torque identities gave different
trim (Friedhoff, et al., 2007). answers and so both are used in the thrust and
torque models within the mathematical simula-
tion.
6.4 Low Speed Manoeuvring
It was found that the thrust wake fraction in-
An important area of manoeuvring perform- creases with decreasing mud density and small
ance is associated with behaviour of ships in wake fractions when the hull is penetrating the
the shallow water approaching the ports where mud. The increase in wake fraction in low
the ship is sufficiently close to the seabed that density mud was ascribed to the undulations of
there is significant interaction with the muddy the mud altering the propeller inflow whereas
bottom. Delefortrie (2007), Delefortrie and the high density mud in contact with the pro-
Vantorre (2007) examined the self-propelled peller giving a greater thrust due to the increase
performance of a series of three ships: 1/75th in fluid density passing through the propeller.
scale 6000 TEU container ship, and a tanker For the torque wake fraction when penetrating
form as well as a 1/80th scale 8000 TEU con- thick mud layers the value approaches one and
tainer ship. These tests used a range of under that the torque increases significantly and this
keel clearances (10-32% of draught) above the is almost independent of the propeller operat-
solid bottom. A variety of combinations of mud ing condition.
layer thicknesses and mud compositions were
used. For the range of mud depths hull clear-
ances to the top of the mud layer were in the 6.5 Seabed Scour
range of -12% to 21%. Model test speeds were
chosen to give two values below the critical In the majority of cases slow speed manoeu-
wave speed for the mud-water interface and vring of ships occurs in shallow water. The
two above. Limited tests were carried out in the large energy of the propulsor race has the ca-
slow astern condition. The aim of the research pacity to scour the local seabed. For example,
was to develop a suitable model for use with Hamill, et al. (1999) carried out an experimen-
manoeuvring simulation in port approaches. A tal investigation and developed empirical equa-
planar motion mechanism was used to generate tions for the prediction of the maximum depth
the necessary ship motions and tests included of scour, for any given exposure period, for
bollard pull for a full range of rudder deflec- both free expanding jets and those in close
tions at forward/ahead at 70% and 100% of proximity to quays.
maximum rpm, stationary tests and harmonic
yaw tests. Multi-modal tests were carried out Another important influence of knowledge
that included harmonic variations of propeller of the propulsive system is in the impact of the
resultant wash on the local environment and
The Propulsion Committee

120

scour in particular. Atlar, et al. (2007) used 6.6 Recommendations for Research
LDV to measure the propulsor race at various
stations downstream. The tests took place with- As has been described in Section 2, the im-
in the Newcastle University cavitation tunnel provement in the capabilities of CFD and de-
and simulated a pod arrangement in the wake tailed flow field measurement techniques based
of a RORO vessel as part of the EU FP5 Op- on LDV or PIV have significantly improved
tipod project. Such detailed measurements the ability to quantify the flow regime at the
could be made to investigate the influence of propulsor in shallow water. However, such
water depth for slow speed manoeuvring on the testing techniques are expensive and for the
likely scour regime and would complement design of smaller craft cannot be justified.
previous work such as that by Hamill, et al. There is considerable scope to develop tech-
(1999). niques for concept design that capture the ex-
pected flow regime. In the case of craft that
Gorski, et al. (2005) carried out a detailed operate exclusively in the shallow water regime
investigation comparing propeller performance there is a need to be able to concurrently opti-
in bollard conditions in deep and shallow water. mise hull shape and propulsor design.
These results were compared to theoretical
predictions for specified width and depth cross-
sections to predict propeller-hull interaction as 7. REVIEW THE METHODS FOR
well as pressure distribution on the waterway PREDICTING THE PERFORMANCE
bottom and ship sinkage. A combination of OF SECONDARY THRUSTERS AND
potential-based analysis tools are used to ac- COMPARE WITH OPERATIONAL
count for the presence of the hull, sidewalls and EXPERIENCE
bottom as well as the ship hull. An interactive
approach allows the influence of both propeller
and a duct to be taken into account. The analy- 7.1 Introduction
sis and experiments were based on a scaled
model (1:4.72) of a 20.5 m pushboat of Secondary thrusters were defined by the 24th
moulded draught 0.6m and breadth 9.0m. The ITTC Propulsion Committee as devices which
boat uses a central propeller of full-scale di- produce thrust in any horizontal direction to
ameter 1.1m and two ducted side propellers of balance the environmental forces on a ship or
full-scale diameter 0.69m. Calculations were an offshore structure for the purpose of station
carried out for a pushboat and two barges each keeping and/or enhanced manoeuvring.
of L=48.75m, B=9m and d=1.4m. Propeller
calculations used a vortex lattice method and
extrapolated bollard pull results from results at 7.2 Thruster Performance
three low J conditions. Reasonable compari-
sons were obtained and the subsequent calcula- As described by Brix (1993) a thruster, be it
tions compared the effect of two ahead speeds, as a tunnel within the confines of a hull or
1.5 and 3.0 m/s for water depths, 1.7, 2.0, 3.6m mounted on a strut or pod will produce an
and canal widths of 9, 20 and 30m. The results amount of thrust that is dependent on the rela-
indicate that water depth has little influence at tive inflow angle and J. The interesting ques-
bollard pull; the effect of canal banks and bot- tion is how a thruster is sized to give a specific
tom on propeller performance is seen at depths ship manoeuvring capability. A thruster is re-
below 3.6m and width less than 20m. The pro- quired to generate the specified thrust T for a
peller thrust at the lowest depth and width is given power which arises from that generated
between 17 and 25% higher but efficiency de- by the rotating propulsor and the remainder
creases significantly. from a pressure differential between opposing
sides of the hull. The difficulty in practice is in
Proceedings of 25th ITTC – Volume I
121

measuring the net thrust, when installed, and an AUV, Palmer, et al. (2008), investigated the
whether it actually delivers what is expected as transition from ahead control using rear control
regards performance. Secondary thrusters on surfaces to transverse motion using a fore and
conventional ships are only required for short aft tunnel thrusters. They showed that transi-
periods of time whereas dynamic positioning tion was most effectively achieved using a
systems for offshore vessels have a much high- mixed-mode with transition occurring at as low
er duty cycle and overall efficiency is more a forward speed as possible if energy use is to
important. be minimised. This paper provides a useful re-
view of literature used for modelling of thruster
There is limited data on published thruster performance within control simulations.
performance, although a number of more recent
studies are reported later. It is important for autonomous underwater
vehicles to be able to predict thrusters perform-
Commercial developments of secondary ance as part of the attitude control system. Kim
thrusters are concentrating on practical installa- and Chung (2006) propose a predictive model
tion issues as well as reducing noise levels and based on only measurable parameters.
enhancing manoeuvring forces. Installed power
levels range up to 3.7MW with diameters to
3.3m with applications as secondary thrusters 7.4 Measurement and Computation of
to use for dynamic positioning, DP. Thrusters Thrusters
can have controllable pitch (CP) or fixed pitch
propellers with the CP used for thrusters that In considering the detailed performance of
experience large service time, for example, secondary thrusters it is important to under-
with DP. The noise issues are important on stand the interaction between stators and the
passenger craft where cabins maybe located drive rotor. These stators are usually used to
close to thruster tunnels. Such devices require provide support for the drive shaft or in the
more careful selection of blade sections and case of rim-driven thrusters (Abu Sharkh, et al.,
knowledge of the flow regime within the tunnel. 2003) to take the thrust load. As a bi-
One solution is to reduce thrust loading by se- directional device this provides little scope for
lecting a larger diameter or select a lower tip enhancing thrust performance but rather is de-
speed. This may also be a use for electric rim signed to minimise losses. Park, et al. (2005)
driven thrusters where tip vortex effects are examined, using a 3D incompressible RANS
eliminated, Hughes, et al., (2003). Such de- solver, rotor-stator interaction in a ducted ma-
vices remove the need for asymmetric drive rine propulsor. This used a sliding multi-bock
support within the tunnel and improve flow technique and was validated using time aver-
quality as well as freeing up space as the drive aged experimental pressure measurements.
is an integral component of the thruster tunnel. Figure 7.1 shows the mesh strategy adopted
Noise is reduced through use of special mounts with the sliding zone applied just forward of
for the thruster assembly. the rotor leading edge. Figure 7.2 details the
complete geometry tested. The authors used a
turbine flow to validate their approach as there
7.3 Control of Thruster Systems was no suitable published ducted propulsor ex-
perimental or numerical data. Figure 7.3, as
A significant amount of published work is part of a mesh sensitivity study, shows the
focused on methods of representing thrusters as spanwise variation in sectional thrust and tor-
part of control systems. In particular, this is que giving an almost linear drop in perform-
with respect to their application to underwater ance outboard of r/R=0.75. It was noted that
vehicles. Although the work was applied to the the propeller race pressure recovers to the free-
effects of tunnel thrusters for lateral control of stream value at about 4.5D downstream.
The Propulsion Committee

122

Figure 7.3 Sectional thrust and torque coeffi-

cient on the three grid systems (Park, et al.,
2005).

In conventional shaft driven thrusters the

ability to predict the tip flow effects is crucial.
Oweis, et al. (2006a) examined the effect of
Figure 7.1 Rotor–stator grid system of a tur- Reynolds number on ducted propulsor tip flow
bine. (a) Grid system, (b) leading edge of sta- regimes experimentally. A three-bladed ducted
tor, (c) trailing edge of stator (Park, et al., rotor was examined in a uniform inflow using a
2005). three component LDV over a Reynolds number
range of 0.7-9.2 x 106. The photograph given
in Figure 7.4 highlights some of the key flow
regimes through use of a lower cavitation
number flow. Of particular interest was that
there was only a weak influence of Reynolds
number on the number and location of tip vor-
tices but that there was an influence on the duct
boundary layer. It was found that there was
significant unsteadiness in the flow associated
with instabilities associated with multiple vor-
tex-vortex interactions. Oweis, et al. (2006b)
went on to show that without the duct the pri-
mary tip vortex increased in strength but for the
particular rotor studied the radius of the vortex
core does not vary significantly. It is to be ex-
pected that the adequate capture by CFD of
such complex tip vortex effects will require
mesh adaptive techniques as described by Tur-
Figure 7.2 Configuration and grid of ducted nock, et al. (2006).
marine propulsor. (a) Configuration, (b) grid
system (Park, et al., 2005).
Proceedings of 25th ITTC – Volume I
123

Figure 7.5 DP thruster performance curves

with and without a nozzle at N=20 rps and P/D
= 1.2 (Lababidy, et al., 2006).

Figure 7.4 A photograph of the blade trailing

edge taken through a clear section of the duct
(σ = 5.6) (Oweis, et al. 2006a).

Lababidy, et al. (2006) also investigated the

effect of a duct although on a dynamic posi-
tioning thruster. These experimental tests in
the IOT towing tank in St John’s, Newfound-
land and the large cavitation tunnel at INSEAN,
Italy examined the effect of advance coefficient
and used a stereo PIV system to examine the
wake. Figure 7.5 shows the influence on the
duct – enhancing efficiency at low J and caus-
ing a rapid decrease above J=0.6. Reynolds
number is shown to have more of an influence
in the presence of the duct. In the wake the
maximum axial velocity is at 0.6 r/R for the
open rotor and moves outboard in range 0.6-0.8
with the duct. The shape of the outboard ve-
locity is similar to that found by Park, et al
(2005). Figure 7.6 compares the axial wake Figure 7.6 Circumferential variation of veloc-
field at X/D=0.3 for three advance ratios. It is ity components around the DP thruster at X/D
interesting to note the effectively stalled rotor = 0.3 (Lababidy, et al., 2006).
with the duct at the highest J.

7.5 Bow Thrusters

Thomas and Schmode (2005) examined us-

ing a RANS solver the behaviour of a bow
thruster through use of a triangular ship section
The Propulsion Committee

124

of 13.18m depth, 12.58m breadth with a 0.51m er to a vertical side. This results in an increase
diameter thruster of length 2.93m. Three dif- in thrust force on the hull and less generated on
ferent entrance/exit shapes were used (conical, the blades, although this was the dominant
sharp and round). A body force model was component (up to 90%) for all configurations
used to represent the centrally mounted thruster tested. It was found the most effective length
with values between 1-30kN. This model cor- of tunnel was between 2.6 and 4.2D. The inlet
rectly ranked the entrance shapes from rounded shape was important with higher residual thrust
through to sharp with most losses occurring for conical inlet as opposed to a sharp intersec-
with a sharp edge entrance and hence lowest tion. The presence of the protective grid also
speed within duct. It also showed that the over- has to be considered as its additional resistance
all cross force was largest for the conical en- can reduce the effectiveness. Use of the com-
trance. The evaluation of the flow homogeneity putations allowed guidance to be made as to
at the propulsor location would allow matching the most effective position to reduce losses in
of the propulsor design to a given duct/hull ge- overall thrust.
ometry.

Muller and Abdel-Maksoud (2007) carried

out a detailed numerical investigation, using a
commercial RANS code, of the flow induced
by an integrated thruster. A parametric study
was carried out into factors such as the shape of
tunnel entrance, tunnel length, inclination of
the vessel side and the shape and position of
the tunnel protective grids. Figure 7.7 shows a
cross-section through the mesh for one con-
figuration. Typical mesh size was 2M cells for
the rotating blades and 3.2-4.6M for the re-
maining stationary domain.
(a)

(b)
Figure 7.7 Vertical section of the numerical
grid of the reference ship (Muller and Abdel- Figure 7.8 shows the velocity field in a verti-
Maksoud, 2007). cal plane (a) and horizontal plane (b) (Muller
and Abdel-Maksoud, 2007).
Figure 7.8 shows vertical and longitudinal
planes that characterise the flow regimes throw Nielsen (2005) examined the effect of the
the tunnel with thrusters working. The study flow induced by a bow thruster on a vertical
could identify specific flow features –for ex- quay wall (Figure 7.9). Experimental tests us-
ample flow separation was more likely in a ing a 1:25 scale model of the bow region was
short tunnel. Wall inclination was important as used. Velocity measurements were made using
the higher the thrusters were mounted the clos- a calibrated electromagnetic velocity meter.
Proceedings of 25th ITTC – Volume I
125

7.7 Recommendations

No published data was found that could aid

in comparing operational experience with per-
formance prediction. This would be a useful
study that would allow more effective design
decisions.

The application of CFD to thrusters analysis

appears to be an area for future developments
as computational power becomes more afford-
able. However, it is clear that there is a lack of
knowledge as to possible scale effects and it is
recommended that research focus on how mod-
el scale manoeuvirng tests can take due account
Figure 7.9 The working of a bow thruster at a
of the scaled performance of the thrusters. Such
vertical quay wall (Nielsen, 2005).
inadequacies are important for the design of DP
thrusters systems with high duty cycles.
7.6 Ventilation of Dynamic Positioning (DP)
Thrusters
8. FINALISE THE BENCHMARK
The effect of forced heave on a ventilating TESTS FOR WATERJETS AND
thruster was investigated experimentally by ANALYSIS OF THE DATA
Koushan (2006). A high speed camera was
used to visualise the ventilation as the thrusters
moved in and out of the water in a sinusoidal 8.1 Background
manner. The tests used a 0.25m D propeller
The objective of the 24th ITTC Specialist
with P/D of 1.1 and BAR 0.595. It was found
Committee on Validation of Waterjet Test Pro-
that there were significant fluctuations in axial
cedures was to develop and provide proven
force and that these were due mainly to ventila-
procedures for the determination of the power-
tion rather than the heave motion. The condi-
ing characteristics of waterjet-propelled vessels.
tion at which ventilation initiates leads to the
To meet this objective, a series of standardiza-
highest fluctuations. Ruth and Smogeli (2006)
tion tests were conducted by the following nine
examined the ventilation of controllable pitch
ITTC member organizations:
thrusters suitable for dynamic positioning sys-
tems. These DP systems in severe weather can
• CEHIPAR – Canal de Experiencias
experience large changes in propeller loading
Hidrodinamiccas de El Pardo, Spain
that the CP control system has to respond to.
From their experimental results a ventilation • HMRI – Hyundai Maritime Research
model was developed and scaling discussed. Institute, Korea
The model predicts the loss in thrust and torque • INSEAN – Italian Ship Model Basin,
as functions of a diameter-based Froude num- Italy
ber and the local axis submergence ratio h/R • KRISO – Korea Research Institute of
and was considered suitable for use in develop- Ships and Ocean Engineering (now
ing control laws. MOERI), Korea
• KRSI – Krylov Research Shipbuilding
Institute, Russia
The Propulsion Committee

126

• MARIN – Maritime Research Institute, Model 1 was shared by the European partici-
the Netherlands pants, and Model 2 by the U.S. and Asian par-
• NSWC – Naval Surface Warfare Center ticipants. Both models were fitted with an iden-
(David Taylor Model Basin), U.S.A. tical waterjet system. Two participants (SVA
and KRSI), due to schedule slips, were unable
• SSMB –Samsung Ship Model Basin,
to receive the test model in time to have their
Korea
self-propulsion test results presented in the
• SVA – Schiftbau–Versuchsanstalt 24th ITTC Waterjet Committee Report. These
Potsdam GmbH, Germany. results have been added to the database and are
presented here completing the standardization
A scale model of the U.S. Navy’s research effort of the 24th ITTC Waterjet Committee.
vessel Athena (LOW=46.9m) (Figure 8.1) was
used for these tests. An 8.556 scale model The details and all essential technical data
(LOW=5.49m) was fitted with a pair of axial- concerning all of the tests performed were pre-
flow waterjets that had a 7 blade impeller and sented in the 24th ITTC Waterjet Report. Due
11 blade stator (Figure 8.2). to the limited data submitted at other speeds,
the design speed Froude number of 0.60 be-
came the primary reference speed.

8.2 Summary of the Findings

The self-propulsion experiment was subdi-

vided into six components:
• Bare Hull Resistance Tests
• Bare Hull Inlet Velocity Survey
• Working Inlet Velocity Survey
• Jet Velocity Survey
• Momentum Flux Calculations
• Full Scale Predictions
Figure 8.1 Full-scale Athena (upper, with con-
ventional propellers) and model scale with wa- The major findings for each experimental
terjets). component are summarized below.

8.2.1 Bare Hull Resistance Tests

The test displacement varied by 30kg (17.1

LT full scale) (Figure 8.3). There was a lack of
agreement in how to determine the model test
weight to be used at each facility.

The bare hull resistance tests were supposed

to be conducted with the inlet and nozzle cov-
Figure 8.2 Waterjet impeller and stator/nozzle ered. Some participants, however, conducted
the testing with inlet and nozzle open so that
Two Athena ship models, designated Model the duct was filled with water.
1 and Model 2, were constructed and circulated.
Proceedings of 25th ITTC – Volume I
127

445 350

Set A 432.0 kg Model 1

440 Reported Data 300
Calculated Data Set B 442,4 kg Model 2

435 250 Set E ???.? kg Model 2

Model Weight (kg)

200

Drag (N)
430

425 150

420 100

415 50 ITTC RS Athena

Small Basins

410 0
15 16 17 18 19 20 21 0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5
Water Temperature (°C) Speed (m/s)

Figure 8.3 Model test displacements. Figure 8.5 Drag from small basins (upper
trend line).
There are two trend lines for the resistance
data. One is approximately 7.0% higher than 350

the other (Figure 8.4). Data from the small ba- 300 Set C 414,3 kg Model 1
sins showed higher drag than that from large Set D 421,8 kg Model 2
basins. 250
Set G 412,09 kg Model 1

200 Set H 419,77 kg Model 1

Drag (N)

Set I 421,6 kg Model 1

350
150
Set K 420 kg Model 1

300 Set A 432.0 kg Model 1

100
Set B 442,4 kg Model 2
Set C 414,3 kg Model 1
250 50 ITTC RS Athena
Set D 421,8 kg Model 2
Large Basins
Set E ???.? kg Model 2
200 Set G 412,09 kg Model 1 0
Drag (N)

Set H 419,77 kg Model 1 0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5
150 Set I 421,6 kg Model 1 Speed (m/s)
Set K 420 kg Model 1
Figure 8.6 Drag from large basins (lower trend
100
line).
ITTC RS Athena
50 All Data
There is a considerable scatter in both the
0 trim (pitch) and heave results (Figures 8.7 and
0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5
8.8). Running trim has an overall scatter of
Speed (m/s)
10.6% and heave 117%, at a Froude number of
Figure 8.4 Measured bare hull resistance for 0.60. If the outliers are not accounted for, this
both Model 1 and Model 2. is reduced to 2.9% for pitch and 55% for heave.
There is a 4.5% scatter band in the resis- The scatter appears to be due to the differ-
tance measurement. The scatter is greatly re- ence in measurement methods. Two methods
duced to 1.0% for the higher group (small ba- were used; one is accurate determination of the
sins) and 1.7% for the lower group (large ba- longitudinal location where the fore and aft
sins). These differences appear to be due to displacement was measured (Figures 8.9 and
blockage effects (Figures 8.5 and 8.6). 8.10) and the other is a direct measurement of
heave and pitch (Figure 8.11 and 8.12). Direct
measurements showed much less scatter than
‘fore and aft’ measurements.
The Propulsion Committee

128

1,6 1,6

1,4 Set A 432.0 kg Model 1 1,4 Set A 432.0 kg Model 1

Set B 442,4 kg Model 2
1,2 Set C 414,3 kg Model 1 Set B 442,4 kg Model 2
1,2
Set D 421,8 kg Model 2
Set C 414,3 kg Model 1
Set E ???.? kg Model 2
1,0 1,0
Set G 412,09 kg Model 1 Set G 412,09 kg Model 1
Set H 419,77 kg Model 1
Trim (deg)

Set H 419,77 kg Model 1

Trim (deg)
0,8 Set I 421,6 kg Model 1 0,8
Set K 420 kg Model 1 Set I 421,6 kg Model 1
0,6 0,6
0,4
0,4
0,2 ITTC RS Athena
0,2 ITTC RS Athena
All Data
Fore & Aft M eas
0,0
0,0
-0,2
-0,2
0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5
0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5
Speed (m/s)
Speed (m/s)
Figure 8.7 Measured trim.
Figure 8.9 Trim by “Fore and Aft Method”.

0,010
0,010
0,005
0,005 ITTC RS Athena
ITTC RS Athena 0,000
0,000
-0,005
-0,005
-0,010
Heave (m)

-0,010
Heave (m)

-0,015
-0,015 Set A 432.0 kg M odel 1
Set A 432.0 kg M odel 1
Set B 442,4 kg M odel 2 -0,020
-0,020 Set B 442,4 kg Model 2
Set C 414,3 kg M odel 1
Set D 421,8 kg M odel 2 -0,025 Set C 414,3 kg Model 1
-0,025
Set E ???.? kg M odel 2 Set G 412,09 kg Model 1
-0,030
Set G 412,09 kg M odel 1 -0,030
Set H 419,77 kg M odel 1 Set H 419,77 kg M odel 1
Set I 421,6 kg M odel 1
-0,035 -0,035 Set I 421,6 kg M odel 1
Set K 420 kg M odel 1

-0,040 -0,040
0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5 0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5
Speed (m/s) Speed (m/s)

Figure 8.8 Measured heave. Figure 8.10 Heave by “Fore and Aft Method”.

The ability to consistently obtain, through

8.2.2 Bare Hull and Working Inlet Veloc- different tests, the shape of the velocity profile
ity Survey for the bare hull is very good. Using the bare
hull data, the sensitivity of the velocity terms to
The inlet velocity (boundary layer) profiles shape was found to be 0.54% for the average
with and without waterjet operation are shown velocity, 0.45% for the momentum velocity,
in Figures 8.13 and 8.14. The scatter in the in- and 0.3% for the energy velocity.
let velocity profiles for the bare hull (without
waterjet operating) is much smaller (Figure The agreement in the velocity profile shape
8.13) than that for the ‘working inlet velocity’ is not as good in the case of the working inlet
(with waterjet operating) (Figure 8.14). The as the bare hull case. The sensitivity of the ve-
profile and the height to the free stream appear locity terms to shape was found to be 0.97%
to be sensitive to transverse location of the for the average velocity, 0.99% for the momen-
working inlet. tum velocity, and 1.00% for the energy velocity
using working inlet data.
Proceedings of 25th ITTC – Volume I
129

1,6 2,0
1.19 cm Inboard
1,4 1,8
Set D 421,8 kg Model 2 Waterjet Centerline

) 100% free stream

1,2 1,6
Set E ???.? kg Model 2

1,0 1,4 Data Set B 0.680 m Fwd Trans

Set H 419,77 kg Model 1
Data Set D 0.834 m Fwd Trans
Trim (deg)

0,8 1,2 Data Set E 0.804 m Fwd Trans

Normalized Height (H/H

Set K 420 kg Model 1
Data Set G 0.619 m Fwd Trans
0,6 1,0 Data Set H 0.742 m Fwd Trans
Data Set K 0.742 m Fwd Trans
0,4 0,8

0,2 ITTC RS Athena 0,6

Angle M eas
0,0 0,4
ITTC RS Athena
-0,2 0,2 Froude Number 0.60
0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5 0,0
Speed (m/s) 0,0 0,2 0,4 0,6 0,8 1,0 1,2
Normalized Velocity (V/V frstm)
Figure 8.11 Trim by “Direct Method”.
Figure 8.13 Inlet velocity profiles without wa-
0,010 terjet operating.
0,005
ITTC RS Athena
0,000 2,0
1.19 cm Inboard
-0,005 1,8
Waterjet Centerline
) 100% Free Stream

-0,010 1,6
Heave (m)

-0,015 1,4 Data Set B 0.680 m Fwd Trans

Set D 421,8 kg Model 2 Data Set D 0.834 m F wd Trans

-0,020 1,2 Data Set E 0.804 m Fwd Trans
Normalized Height (H/H

Set E ???.? kg Model 2 Data Set H 0.742 m Fwd Trans

-0,025
1,0 Data Set I 0.619 m F wd Trans
Set H 419,77 kg Model 1
-0,030 Data Set K ? m Fwd Trans
0,8
Set K 420 kg Model 1
-0,035
0,6
-0,040
0,0 0,5 1,0 1,5 2,0 2,5 3,0 3,5 4,0 4,5 5,0 5,5 0,4
Speed (m/s) ITTC RS Athena
0,2 Froude Number 0.60
Figure 8.12 Heave by “Direct Method”. 0,0
0,0 0,2 0,4 0,6 0,8 1,0 1,2

8.2.3 Jet Velocity Survey Normalized Velocity (V/Vfs)

Figure 8.14 Inlet velocity profiles with water-

The jet velocity surveys in these data sets jet operating.
(Figures 8.15 and 8.16) could not be integrated
to estimate the flow rate accurately enough for The overall scatter was 3.8% on the normal-
the momentum flux method due to errors in the ized axial velocity. The average momentum
measurement of the velocities near the jet non-uniformity factor, cm7 was 1.004, and the
boundaries. average axial energy non-uniformity factor cex7
was 1.005 and the average total energy non-
It was determined that using the measured uniformity factor ce7 was 1.01.
bollard thrust to calculate the flow rate along
with a multi-port velocity reference probe in 8.2.4 Momentum Flux Calculations
the jet to account for changes with forward
speed, resulted in the lowest overall uncertainty The agreement among three different meth-
for the flow rate measurement. ods for flow rate determination was very good.
They are direct measurement of flow, integra-
tion of the measured velocity field within the
duct, and determination of apparent flow rate
from the bollard thrust.
The Propulsion Committee

130

0,25 the second and third power. The scatter in the

0,20 Vertical Cut estimated model thrust is 18.5%.
Near Nozzle Exit
0,15
It is unclear whether the respondents applied
Radial Vertical Location (r/D)

0,10 Data
Data
Set
Set
B
C the corrections for the asymmetry of the flow
0,05 Data
Data
Set
Set
D
E in the inlet and jet flow. There was insufficient
Data Set H
0,00 Data Set I information provided to determine this. Con-
Data Set K
-0,05 sidering the fact that those who did expand the
-0,10 data to full scale often used the same IVR and
-0,15 JVR model and full size, however, it is strongly
ITTC RS Athena
-0,20 Froude Number 0.60
suspected that they did not.
-0,25
0,00 0,50 1,00 1,50 2,00
The scatter in IVR at Station 1 was 7.6%.
Normalized Velocity (Ux/(nD)) Everyone except one data set had the same re-
ported IVR for model and ship. The scatter in
Figure 8.15 Normalized jet velocity profiles –
the NVR, since no one really estimated the ef-
vertical cut.
fect of the vena contracta, was 4.7 %.
0,25
8.2.5 Full Scale Predictions
0,20
Horizontal Cut
Near Nozzle Exit
0,15 Few full-scale performance predictions were
Radial Horizontal Location (r/D)

0,10 Data Set B

submitted. The estimation of full-scale resis-
0,05
Data
Data
Set
Set
C
D
tance was good. Overall, there was a scatter
0,00
Data
Data
Set
Set
E
H
band of 6.6%. If the two divergent trend lines
Data
Data
Set
Set
I
K are separated, however, the scatter reduces to
-0,05
1.5% and 3.0% for the upper and lower curves,
-0,10
respectively.
-0,15
ITTC RS Athena
-0,20 Froude Number 0.60 The scatter in full-scale flow rate is 4.9%, in
-0,25 full-scale thrust is 16.4%, and in full-scale jet
0,00 0,50 1,00 1,50 2,00 system power is 29.3%.
Normalized Velocity (Ux/(nD))

Figure 8.16 Normalized jet velocity profiles – It appears that the Reynolds number scaling
horizontal cut. effects from model to ship are not universally
accounted for. It also appears that there is a
There is a 3.5% scatter in the model waterjet problem in determining the self-propulsion
speed, and a 4.4% scatter in the volume flow point.
rate for the model at the self-propulsion point
for a Froude number of 0.60. The differences in model self-propulsion
point will overshadow any of the scaling ef-
There appear to be numerous problems, not fects since it affects the flow rate by 5.5%,
with the execution of the experiments, but with whereas Reynolds scaling will account for only
the subsequent analysis which results in a large 2.2%. Since the thrust varies with approxi-
spread of 44.6%. mately flow rate squared and the power with
flow rate cubed, it is crucial that the tow force
There is also a problem with determining the and model self-propulsion point be determined
tow force. Although the tow force problem did properly for an accurate full-scale power pre-
not adversely affect the determination of flow diction.
rate, the impact on the final result of an im-
proper estimate of the flow rate propagates by
Proceedings of 25th ITTC – Volume I
131

8.3 Effect of the New Results include new and improved experimental tech-
niques as well as the rapid developments in
The addition of the two new sets of data did marine computational fluid dynamics (CFD)
not impact the conclusions presented by the where far greater detail and resolution is now
24th ITTC Specialist Committee on Validation possible. The need to understand exactly what
of Waterjet Test Procedures. In fact, the same level of flow detail is required to resolve a de-
issues were present in the new sets of data as sign computationally still needs detailed con-
found in the previous data. sideration. In the fullness of time the final pro-
ceedings of the SIMMAN 2008 Workshop will
If ship resistance is required, then the old is- provide further evidence to help resolve this.
sues that impact all resistance tests are obvi- An achievement that can be highlighted is that
ously present when it is to be applied to a wa- ship self-propulsion CFD can now be consid-
terjet-propelled vessel. Issues related to towing ered a viable design analysis that accounts for
tank blockage effects are not unique to the wa- hull-propeller-rudder interactions. More vali-
terjet-driven vessels, but are common for any dations are required to demonstrate the accu-
type of ships. racy of the predictions of these complex inter-
actions. Advanced CFD capabilities should
The accurate measurement of flow rate is now allow a limited study of scale effects to be
essential to waterjet powering performance made.
prediction. In the absence of internal velocity
survey, the “Bollard Method” appears to be the Advances in PIV continue with the ability to
best method until a different approach is devel- achieve greater temporal resolution and sys-
oped. tems that capture all three velocity components.
This allows much greater understanding of tip
The determination of tow force and the self- vortex and cavitation behaviour . Likewise, use
propulsion point is the single most important of high speed video photography is becoming
problem that needs to be addressed. This is not more accessible and again permits greater
an experimental issue, but one of analysis. physical understanding. Of particular interest
was the use of such techniques to study propel-
In the appropriate application of Reynolds
ler crashback and to provide at least qualitative
number scaling differences when going from
methods of comparing flow fields to the appli-
model to ship for the waterjet system, as well
cation of LES to the same problem.
as factoring in the effects of momentum and
energy non-uniformity in the inlet and jet flow Advances in LES capability enabled the
are not universally used. This is a problem of first-ever accurate computations of highly un-
educating those carrying out the analysis to en- steady separated flow around an open propeller
sure a rigorous, physically correct approach is in crashback operation. Further improvements
adopted for performance prediction
are required to model the entire hull and pro-
pellers in crashback mode.
9. CONCLUSION The propeller terminology and nomenclature
have been thoroughly reviewed and differences
There is diverse and wide ranging research with ISO were explicitly captured. It is con-
within the remit of the Propulsion Committee. cluded that the ISO procedure provides insuffi-
The report has identified specific areas where cient clarity with regard to detailed aspects of
significant advances have been made. These section shape. A method of describing the
areas include axial-flow waterjets, podded pro- blade geometry in non-cylindrical sections has
pulsors, advanced blade sections, composite been identified for propellers with highly ta-
propellers and propeller blade coatings. The pered hub such as podded or ducted propulsors.
generic technologies to support such advances
The Propulsion Committee

132

In reviewing the Propulsion Test Procedure ducted propeller at crashback conditions (Jes-
some potential issues were identified associated sup, et al., 2006).
with bollard pull testing and full-scale bollard
predictions. It was recommended that the self- An experimental study of propeller coating
propulsion test procedure be further extended with new environmentally friendly antifouling
to include the bollard pull tests with conven- paint type showed some promise but particular
tional open/ducted propellers and/or azi- care had to be taken with the trailing edge
muthing podded thrusters and CRP systems. treatment to avoid singing. When applied cor-
rectly propeller performance was maintained.
The current Propeller Open Water Test Pro- In order to quantify the effect of such coatings
cedure has been reviewed and found that the at model scale one should simulate the surface
current procedure is valid only for towing tank roughness corresponding to in-service propel-
applications. Open water tests can also be car- lers.
ried out in the cavitation tunnel if a suitable
towing tank facility is not available. Therefore Computational methods to predict flow cha-
the procedure was extended to cavitation tunnel racteristics around ships are increasingly used
applications with proper account taken of the today. In this respect, results of the CFD Work-
blockage (wall) effects. shop Tokyo 2005 showed that methods predict
well self propulsion factors of a containership
Although no changes were proposed to the without effect of a rudder compared to the ex-
LDV Guide itself the Committee reviewed ma- perimental results. However some differences
jor advances in LDV and PIV measurements of are found in relative rotative efficiency values.
propeller and fully-appended hull flow. Rudder effects were also studied in other stud-
ies. It can be concluded that rudder effect on
The review of the High Speed Marine Vehi- the propulsive performance of a ship cannot be
cles Propulsion Test (7.5-02-05-02) was chal- ignored and is an important parameter for bet-
lenging because of insufficient information in ter prediction.
the existing document. In this case mostly cla-
rifications were made with no significant Some improvements were reported in the
changes to actual procedure. However, it numerical modeling in the area of bubble-
should be recognised that a number of aspects propeller interactions. Computations were
of this procedure would benefit from more de- used to show that bubbly flow causes a degra-
tailed research especially on the effect of shaft dation of propeller performance, and that the
inclination on actual effective wake analysis. propeller action changes the bubble size distri-
bution and increases the void fraction down-
The Committee identified archival-quality stream of the propeller compared to that up-
experimental data that can be added to the stream. One of the important parameters for
ITTC benchmark data for CFD validations. propeller numerical studies is modelling of tur-
They are (1) KRISO containership, KCS, self- bulence. Investigations indicate that discrep-
propulsion test data presented to the CFD ancy between calculated and measured values
Workshop Tokyo 2005 (Hino, Ed., 2005), (2) of propeller performance parameters depends
the multi-partner collaborative ship maneuver- on the choice of turbulence model.
ing test data presented to the SIMMAN 2008
Workshop and further reported on in the 25th The experimental work on secondary thrust-
ITTC Manoeuvring Committee report, (3) hull- ers looking at low speed manoeuvring and in-
propeller-rudder interaction test data on MO- cluding such effects as muddy bottoms coupled
ERI 138K LNG Carrier (KLNG) (Kim, et al., with the demonstrated capability to use CFD to
2007), and (4) PIV data for unsteady flow model complete hull-thruster tunnel—stator-
around open propeller (Jessup, et al., 2004) and grill-rotor systems indicate that no specific task
Proceedings of 25th ITTC – Volume I
133

should be assigned in this area. Potential im- condition when kite device may or may not be
provements in efficiency can be identified assisting propulsion.
through the possible application of rim driven
rotors. The likely expansion in use of composite
propellers (reduced weight/cost savings) re-
The consideration of shallow water has quires a reappraisal of model test techniques
shown that if the appropriate wake field includ- with greater understanding of fluid-structure
ing vessel sinkage and trim are accounted for interaction of composite propeller blades for
then propulsive effects can be considered in a both dynamic (hydroelastic response) and the
standard manner. However, for very shallow mean loaded shape. This is important as larger
model scale behaviour of the interaction be- diameter propellers are considered for produc-
tween model scale hull boundary layer and tion. Future research should include accurate
seabed needs careful consideration (see work modeling of fluid-structure interactions, hydro-
on muddy bottoms). It is possible that hull dynamic design and performance prediction
flow separation occurs that will influence pro- capability including the displacement of blade
pulsive performance. Only a limited number of tips, scaling of hydrodynamics and structural
commercial testing facilities worldwide regu- fabrication, and cavitation erosion and preven-
larly carry out work using shallow water tests tion.
with much of this work focused on inland wa-
terway manoeuvring. An examination should be made of how
small changes in overall propulsive efficiency
The remaining work of the waterjet bench- (QPC) can be achieved through synthesis of
mark case has been completed and missing data CFD and model scale techniques. This is in
incorporated. The addition of the two new sets light of significant increase in marine fuel costs
of data did not impact significantly on the con- and pressure to reduce emissions/impact on
clusions presented by the 24th Specialist Com- climate change of marine trade. In particular
mittee on Validation of Waterjet Test Proce- how can a much more detailed knowledge of
dures. scale effects available through application of
CFD to stern arrangement/model propellers be
It was evident from the review of the guide- used to best advantage.
lines for the use of LDV that techniques have
moved on and that these should be expanded to There is a lack of suitable studies on ap-
include other uses of coherent optical light as pendage propeller hull rudder interaction with
well as digital photography. This could be best respect to scale issues for CFD validation. It is
addressed by a specialist group bringing to- likely that SIMMAN 2008 Workshop will indi-
gether the worldwide expertise in the use of cate that current CFD mesh size/cost restricts
Laser/Optical systems for flow measurements resolution of complete stern arrangements
for maritime applications in towing tank, circu- (rudders-shafts-brackets) essential for correct
lating channels, cavitation and wind tunnels. propulsion analysis. There may be scope for a
Due reference should be made to the published workshop type activity to better understand the
literature on the physics of such systems. detailed modeling of these interactions through
use of larger scale model testing.
In looking to future areas for investigation
the Committee would identify the following Further work is still required to translate the
aspects as likely to be of interest. waterjet scaling analysis into a robust approach.
Specific areas of weakness identified in the
An area to examine is the application of ad- benchmarking exercise still need to be ad-
ditional propulsive devices such as kites both dressed. The considerable interest worldwide
for retrofitting and new build. This changes in autonomous underwater vehicles requires
propeller design –what is optimum operating
The Propulsion Committee

134

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Shanghai, China. Maritime Research Institute, Tokyo, Japan.

Frolova, I., Kaprantsev, S., Pustoshny, A. and Hino, T., 2006, “CFD-based Estimation of Pro-
Veikonheimo, T., 2006, “Development of pulsive Performance in Ship Design”, Proc.,
Propeller Series for Thrusters Azipod Com- 26th Symp. on Naval Hydrodynamics,
pact”, Proc., TPOD – 2nd Int’l Conf. on Rome, Italy.
Technological Advances in Podded Propul-
sion, L’aber Wrac’h, Brest, France. Hoekstra, M, 2006, “A RANS-based Analysis
Tool for Ducted Propeller Systems in Open
Fung, S., Karafiath, G., Cusanelli, D. and Water Condition”, Int’l. Shipbuilding Pro-
McCallum, D., 2007, “JHSS (Joint High- gress, No. 53.
Speed Sealift Ship) Hull Form Develop-
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Conf. on Fast Sea Transportation (FAST “Effect of Gas Diffusion on Bubble En-
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Gorski, W., Kulczyk, J. and Tabaczek, T, 2005, namics, Rome, Italy.
“The effect of limited depth and width of
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M., 2006, “An Unsteady Inviscid Flow
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Greco, L. and Salvatore, F., 2006, “Numerical Islam, M. F., Molloy, S.M., Veitch, B., Bose, N.
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(PRADS 2004), Luebeck- Travemunde, ded Propulsion, L’aber Wrac’h, Brest,
Germany. France.

Hamill, G.A., Johnston, H.T., and Stewart, D.P., ITTC 2002, “Testing and Extrapolation Meth-
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vision 01.
Himei, K., Yamasaki, S., Yamasaki, M., Kudo,
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propellers”, Proc., 6th Int’l Symp. on Cavi- Performance at Extreme Off-Design Condi-
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Proceedings of 25th ITTC – Volume I
137

dynamics, St John’s, Canada. Kim, J., Park, I.R. and Van, S.H., 2005, “RANS
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Crashback Conditions with and without a Japan.
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Kawanami, Y., Kudo, T. and Kawashima, H., Kinnas, S., Lee, H., Michael, T. and Sun, H.,
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Kim, J., Kim, K.S., Kim, G.D., Park, I.R., Van, to Study Scale Effects on Open-Water
S.H., 2006, “Hybrid RANS and potential Characteristics of Podded Propulsors”,
based numerical simulation for self- TPOD – 2nd Int’l Conf. on Technological
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nology, Vol. 10, No. 4.
The Propulsion Committee

138

Krasilnikov, V.I., Zhang, Z., Hong, F., Ponkra- Ligtelijn, J.T., van Wijngaarden, H.C.J., Mou-
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Propellers: Validation and Study on Scale Scale Data with Results of Model Tests and
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Transportation FAST2007, Shanghai, China. Meeting,Washington D.C., USA.

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U.S.A. Lübke, L.O. and Mach, K.P., 2004, “LDV
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Proceedings of 25th ITTC – Volume I
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The Propulsion Committee

140

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Specialist Committee on Stability in Waves

640
Proceedings of 25th ITTC – Volume I
143

The Manoeuvring Committee

Final Report and Recommendations to the 25th ITTC

1. INTRODUCTION

1.2 Meetings
1.1 Membership
The committee met four times:
th
The 25 ITTC Manoeuvring Committee
consisted of: ƒ INSEAN, Italy, January 2006

ƒ Dr. Andrés Cura Hochbaum (Chairman). ƒ Shanghai Jiao Tong University, China,
October 2006
Hamburg Ship Model Basin, Germany.
ƒ Basin d’Essais des Carenes, France, April
ƒ Prof. Frederick Stern (Secretary).
2007
University of Iowa, USA.
ƒ MARIN, The Netherlands, January 2008
ƒ Mr. Kristian Agdrup.
FORCE Technology, Denmark. 1.3 Tasks and Report Structure
ƒ Dr. Riccardo Broglia. The following lists the tasks given to the
INSEAN, Italy. 25th Manoeuvring Committee (MC) together
with explanation of how the tasks have been
ƒ Dr. Sun Young Kim. executed.
MOERI, Korea.
1. Update the state-of-the-art for predicting
ƒ Mr. Pierre Perdon. the manoeuvring behaviour of ships
including high speed and unconventional
Bassin d’essais des carènes. vessels, emphasizing developments since
the 2005 ITTC Conference.
ƒ Mr. Frans Quadvlieg.
MARIN, The Netherlands. a) Comment on the potential impact of
new developments on the ITTC.
ƒ Prof. Hironori Yasukawa. b) Emphasize new experimental
Hiroshima University, Japan. techniques and extrapolation methods
and the practical application of
ƒ Prof. Zao-Jian Zou. computational methods to
manoeuvring prediction and scaling.
Shanghai Jiao Tong University, China. c) Identify the need for R&D for
improving methods of model
experiments, numerical modelling and
full-scale measurements.
The Manoeuvring Committee

144

State-of-the-art reviews are given covering simulation methods and make this available
overview of manoeuvring prediction methods to ITTC Members.
(Section 2); progress in systems (Section 3)
and CFD (Section 4) based manoeuvring Section 5 provides an overview of the recent
simulation methods; and new experimental SIMMAN 2008 Workshop: Validation of
techniques and extrapolation (Section 7). Simulations & Benchmark Data.

2. Review ITTC recommended procedures 6. Monitor developments in manoeuvring

7.5-02-06-01, 7.5-02-06-02, 7.5-02-06-03 criteria at IMO and clarify their
and 7.5-02-05-05. implications on ITTC.

a) Determine if any changes are needed in Section 9 reviews current status standards and
the light of current practice. safety.
b) Identify the requirements for new
procedures. 7. Give support to the Specialist Committee
c) Support the Specialist Committee on on Azimuthing Podded Propulsion on
Uncertainty Analysis in reviewing the reviewing methods for the prediction of
procedures handling uncertainty manoeuvring of ships with podded
analysis. propulsion and in investigating
manoeuvring criteria for them.
3. Rewrite the sea trials procedure for
manoeuvring 7.5-04-02-01 to make it more MC contacted Specialist Committee on
self-consistent. Azimuthing Podded Propulsion, but found no
support required at this time.
a) Give attention to: IMO requirements,
new elements such as high-speed craft, 8. Continue to review the state of the art for
podded propulsors (liaise with the prediction methods and possible criteria for
Specialist Committee on Azimuthing slow speed manoeuvring in shallow and
Podded Propulsors) and new confined water.
technologies such as improvements to
GPS. Section 8 reviews current status shallow and
b) Include the limiting environmental confined waters and ship-ship interactions.
conditions for sea trials, and how to
correct for non-optimum 9. Investigate the developments on
environmental conditions. manoeuvring and course keeping in waves.
Report on developments in this field, and
Section 10 reviews current status MC Quality on how these should be taken into account
Manual Procedures. by the ITTC in the future.

4. Critically review examples of validation of Section 6 reviews current status manoeuvring

manoeuvring prediction techniques. and course keeping in waves.
Identify and specify requirements for new
benchmark data. Lastly, Sections 11 and 12 provide conclusions
and recommendations, respectively, and
5. Help to organise the workshop on references are listed at the end of the report.
verification and validation of ship
manoeuvring simulation methods. Assist
the workshop organisers in the collection of
data for validation of ship manoeuvring
Proceedings of 25th ITTC – Volume I
145

2. OVERVIEW OF MANOEUVRING
PREDICTION METHODS

No Simulation System Based Manoeuvring CFD Based

Simulation
Manoeuvring

Simulation
Database
Database Method
Method Model
Model Testing
Testing Computational
Computational methods
methods
Trajectory/ Hydrodynamic
Trajectory/ Hydrodynamic Derivatives
Derivatives

Full-scale
Full-scale Trials
Trials
Inviscid
Inviscid RANS
RANS
Captive
Captive Model
Model Tests
Tests methods
methods methods
methods
Free Model
Free Model Tests
Tests

System
System Mathematical
Mathematical model
model
Identification
Identification

Hydrodynamic
Hydrodynamic Derivatives,
Derivatives,
Coefficients
Coefficients

Equation
Equation of
of motion
motion

Trajectories
Trajectories
Ship specification

Derived
Derived manoeuvring
manoeuvring parameters
parameters (advance,
(advance, transfer,
transfer, overshoots
overshoots etc.)
etc.)

Criteria
manoeuvrability
manoeuvrability :: Acceptable
Acceptable or
or not
not

Figure 1 Overview of manoeuvring prediction methods

2.1 Introduction 2.2 Overview of Methods

The objective of this section is to give an Figure 1 gives an overview of all different
overview of the state-of-the-art of the methods methods to come to manoeuvring predictions.
that are in use in practical applications for the
prediction of the manoeuvring properties of The ITTC MC observed a necessity to raise
ships and floating structures. overview of methods as used within ITTC.
Each method has merits in terms of accuracy
Opinions in this section are not proven by
and cost. The accuracy and cost of the methods
papers, but represent our general state-of-the- will change during the years as technologies
art opinion. This is supported by benchmarks are advancing. This overview is based on the
evaluated by the SIMMAN 2008 workshop, experience of the manoeuvring committee and
co-organised by the ITTC Manoeuvring insights obtained from the SIMMAN 2008
committee. workshop. Giving an overview means that
generalization takes place. Therefore one
The Manoeuvring Committee

146

should be careful in generalising the statements

100%
in this section. There are variations possible 90%

Risk of an erroneaous prediction

with respect to ship type. In the workshop

using a certain manoeuvring

80%
SIMMAN 2008, very important information is 70%

prediction method
obtained on the required efforts and the relative 60%
accuracy of the methods (see Figure 2). The 50%
accuracy indicated in Figure 2 is not definitive, 40%
depending on the experience of each institute 30%
20%
with a certain method and ship type. This
10%
section gives guidance to people that have to
0%
use these methods. Users have to know the risk 0% 20% 40% 60% 80% 100%
of the use of a certain method and have to Cost / effort of a method
evaluate the possible accuracy against the cost
(effort, time scheme).
Figure 3 Risk on erroneous predictions versus cost and
effort

Full
In general manoeuvres using free model
Free
sailing
scale
test
tests are believed to be as close as possible to
model Captive
reality. There are (apart from any possible scale
Accuracy of prediction

RANS

effects) no assumptions made by

System identification hydrodynamicists, and as such, it is the most
correct reflection of reality. Recent
Empiri
cal
developments include the correct behaviour of
engine controls during manoeuvres.

Advantages are:
Effort/Cost of a method
ƒ The closest reflection of reality.
ƒ The answer to tests is directly available
during the tests.
Figure 2 Effort/cost versus accuracy of manoeuvring
prediction methods ƒ Once tests are made, retesting with a
slightly modified ship or rudder is very
The use of a certain method means that a easy. As such these tests are very easy for
risk is involved: the risk that a method is not decision making.
giving entirely accurate results. Figure 3 ƒ Relatively low cost.
illustrates that in general, a higher risk can be ƒ In a basin (not in a lake) there is a strict
allowed only when the cost and effort of a control of environmental conditions
method are significantly lower. This balance (shallow water, wind, waves).
needs to be present.
Disadvantages are:
Predictions Based on Free Model Tests. ƒ Require relatively large basin (or less
Free model tests are used to perform definitive desirable: a lake).
manoeuvres where the ship’s actuators act ƒ Do not deliver physical insight in why a
according to a pre-defined script, such as zig- ship manoeuvres the way it does.
zag or turning circles tests or where the ƒ Do not give direct information that allows
actuators act according to autopilots, following creation of a mathematical model that can
a trajectory or dynamic tracking. be used for (open loop) simulations. It
gives however independent validation
material for validation simulations.
ƒ For simulating a ship in a certain environ-
Proceedings of 25th ITTC – Volume I
147

ment (for example a harbour), channel Disadvantages are:

walls etcetera should be modelled to scale ƒ The answers regarding performance are
as well. This requires typically more not given directly. It requires post-
budget. processing before an answer can be given.
As such, a re-test with an alternative
Predictions Based on Captive Model Tests, configuration is not immediately possible.
Followed by Simulations. As illustrated in ƒ The quality of the mathematical model is
Figure 1, a matrix of captive tests is carried out directly related to the amount of tests in
with a scale model of the ship. These tests are the test matrix (for example to quantify
analysed to obtain so-called mathematical propeller-rudder-hull interaction), and
model and manoeuvring coefficients. Using hence to the cost. As such there is a large
this mathematical model, closed-loop difference in approaches possible: higher
simulations or man-in-the-loop simulations are cost, wider range of applicability versus
made either in fast time or in real time. The lower cost and smaller range of
captive tests may comprise PMM, CPMC, applicability.
CMT/rotating arm or captive drift tests (and ƒ Extrapolating, i.e. using the results of the
often a combination of them), and may include mathematical model outside the tested
rudder force measurements. Often, a selection range of drift angles and rotation rates, has
of free model tests is used to serve as to be done with great care.
validation case for the mathematical model. ƒ The performing of this technique requires
experience with the methodology of
In the SIMMAN 2008 workshop, an performing tests, correction of
overview was given of the mathematical measurements for inertial contributions,
models that are in use at the moment. These are harmonic analysis of the results, selection
Abkowitz-type models, component-based of appropriate mathematical model,
models or tabular models. The component derivation of coefficients and finally
based models (such as the MMG-model) simulation. Each of these steps has to be
typically describe hull, propeller and rudder controlled.
forces and their interaction coefficients. The
hull model can be based on Abkowitz Predictions Based on Empirical Methods.
approximation (valid only within the tested In Figure 1, it can be seen how these methods
range, such as Kijima’s method) or full 4- are used. Methods in this group use a dedicated
quadrant approximations (with a supposedly mathematical model (usually modular) and
wider range of application). manoeuvring coefficients. Usually, the
manoeuvring coefficients will be based on
Advantages are: either empiricism or a mix of empiricism and
ƒ Tests can be done using a towing tank semi-theory/semi-empirical. Using this mathe-
equipped with PMM or a basin with matical model, closed-loop simulations or man-
captive capabilities (rotating arm basin or in-the-loop simulations are made (fast time or
CMT or CPMC). real time). Known methods are the Kijima
ƒ Is focussed on the creation of a method (Kijima et al., 2003), the cross flow
mathematical model that can be used for drag model (Hooft et al., 1996), or database
(closed-loop or open-loop) simulation. methods (Petersen et al., 2000), or regression
When the model is covering a wide methods (Clarke, et al., 1982). Recently
enough range of motions (such as rotation (Martinussen et al., 2008, Toxopeus et al.,
rates and drift angles), it can be used for 2008), the slender body theory, is used together
trainings or researches using bridge with the cross flow drag theory. Empirical
simulations. methods are typically only applicable to ships
which are similar to the ships that the method
The Manoeuvring Committee

148

is based upon. Moreover, the accuracy is restrictions to the mathematical model to

always restricted to the sensitivity of the include well-understood physical phenomena.
parameters used in the regression. Recent Other methods are under (academic)
investigations have indicated that flow investigation including fuzzy logic. Anecdotal
straightening is an important matter and are evidence suggests good progress in the
dominating the accuracy of the outcome application to underwater vehicles.
(Ishibashi, 2003).
Advantages are:
Advantages are: ƒ After a first set of free model tests
ƒ Very quick to use and low cost. relatively low cost to generate more
ƒ Allows easy reruns with alternative manoeuvres.
rudders. ƒ Can be applied to model-scale and to full-
ƒ Depending on the type of mathematical scale manoeuvres.
model, it can be used apart from the
known closed-loop simulations (prediction Disadvantages are:
of zig-zag and turning circle tests) also for ƒ The coefficients which are found do not
different manoeuvre simulations (closed- have to be physically correct, but
loop or open-loop simulations). When the mathematically correct. This means that in
model is wide enough, it can be used for principle no manoeuvres can be generated
trainings or researches using bridge with ranges of rudder angles, drift angles
simulations. and rotation rates which are outside the
original data range. This implies for
Disadvantages are: example that applying a SI technique
ƒ The accuracy and reliability of the answers based on one 10/10 zig-zag test will not
is fairly limited. give enough data to create a mathematical
ƒ Often, these models do not take into model for a zig-zag test at other rudder
account the hull form details, which often angles such as a 20/20 zig-zag test.
are important in the assessment of the ƒ The data used must be rich enough and
manoeuvrability. should be clean (i.e. free from GPS-jumps
ƒ The shallower the water, the less reliable as sometimes present in data from full-
these methods are. scale tests).

Predictions Based on System Identification Predictions using Viscous Flow CFD. The
Methods. On a number of manoeuvres different types of RANS are explained in
(trajectories), a mathematical procedure is Section 4. In Figure 1, it can be seen that there
released. This mathematical procedure are two types of viscous flow CFD calculations
optimises the hydrodynamic coefficients in a used for manoeuvring predictions. The most
mathematical model in such a way that this used method is where RANS-calculations are
mathematical model will reproduce the used as replenishment for captive tests, and
manoeuvres. This method works better as more furthermore the same trajectory is used as
and ‘richer’ tests are available for the system described previously for these tests. A matrix
identification (rich means that a sufficient wide of conditions is simulated. Results are analysed
range of speeds, drift angles, rudder angles, to obtain coefficients in a mathematical model,
rotation rates needs to be present in the which in turn is used for simulations (e.g. Cura
manoeuvres). A well known method is Hochbaum et al., 2008, and Toxopeus et al.,
HSVA’s ISI method (Oltmann, 2000). There is 2008). A second type of RANS application
a distinction to be made between a classical uses actually full time domain simulation with
mathematical model and a neural network a steered rudder with body force propeller
(Hess, 2008). The first one can contain (Carrica et al., 2008a) and actual rotating
Proceedings of 25th ITTC – Volume I
149

propeller (Carrica and Stern, 2008b) just like a There are however certain niche areas in which
free model test. Of this second type of these methods are working and producing
simulations, only few applications have been efficiently good results. Manoeuvrability of
performed till now. high-speed vessels (Calix et al., 2007) is such
an area. Also various aspects related to bank
Advantages are: suction and ship/ship interaction can be
ƒ It does not require the manufacturing of a calculated very well using potential flow
physical model, but of a numerical model. methods (Varyani, 2004).
ƒ It gives physical insight in why a ship
manoeuvres the way it does, and even on Hybrid Methods. Hybrid methods are using
top of captive tests, the RANS simulations combinations of more than one method to be
can provide insight in the flow around a able to make predictions. One can think of
ship, which raises the understanding of captive tests for hull forces in combination
manoeuvres even more. with potential CFD for bank suction effects. Or
ƒ Although up to now most simulations are RANS CFD for wind forces and hull forces
carried out on model scale Reynolds combined with empirical relations for
numbers, it is possible to carry out these propulsors (Toxopeus, (2008)). The
simulations on full-scale (this occurs more combination of these methods can provide for
and more). This would allow an end-users a cost-efficient way in which the
understanding of possible scale effects. most critical issues are described using tests
ƒ A demonstration is given that it is possible and the aspects, which are less critical but
to achieve very good results (Cura important to describe, are calculated using
Hochbaum et al., 2008; Carrica et al., other calculations.
2008a).

Disadvantages are: 2.3 Dealing with Wind, Waves and

ƒ At the moment, much experience needs to Current and Constrained Water
be gained to have a good knowledge about
the settings of the RANS solvers: which A well-manoeuvring ship is required
grids and which turbulence models lead to especially in critical circumstances: restricted
converged results (RANS solvers are also waterways, in areas with many other vessels
empirical). This implies that there is a and cases where the environment becomes
variety of answers possible depending on critical: high wind velocities, high waves and
the operators of the code. strong current.
ƒ A large amount of expertise and code
development is needed to achieve results. The present state of the art in mathematical
ƒ Required computer resources can be models is that wind is approached as a quasi-
prohibitive. steady external force. It can be a function of a
gusting wind velocity. In basins (model tests)
Predictions using Potential Flow CFD. this is usually modelled using wind fans and
Potential flow CFD is the name used for codes occasionally using winches applying constant
that are not RANS. In this category panel codes, tension forces.
vortex lattice and vortex blob codes are
observed. Similar to RANS codes, a certain Currents are either treated as a translation of
amount of empiricism is needed to know the system of axes, which is applicable in deep
gridding and adjust certain settings to achieve water. In shallow water, this is not always the
reliable predictions. Potential flow CFD same.
methods require less effort than RANS
methods, but the reliability is significantly less.
The Manoeuvring Committee

150

In the case of laterally constraint waters consensus is written down in this section. The
such as banks, this is usually taken into account SIMMAN 2008 workshop provided very
as a separate bank suction force and moment. valuable insight in the applicability of these
These forces and moments are functions of methods.
speed and distance, but also of bank shape, ship
shape and many others. Despite all knowledge & experience it is
difficult to quantify the relative accuracy of
Vertically constraint waters have direct each method. Therefore the selection of the
influence on many aspects of manoeuvrability. most appropriate method is difficult. The
Therefore, dedicated investigations in shallow experience of the experts remains necessary.
water are carried out in cases where this is
important.
3. PROGRESS IN SYSTEM BASED
Waves are dealt with separately in this SIMULATIONS
report in Section 6. For this overview, a couple
of aspects can be distinguished: for low waves, This section describes progress on all
waves can be treated as a separate mean and methods, except CFD methods, which are
second order wave force. For higher waves, the described in Section 4.
vessel will react also in motions and the wave
induced motions are also inducing manoeuvres.
Effects related to course keeping in stern 3.1 Conventional Vessels
quartering waves are falling in this category.
To describe these effects a fully 6 degrees of Papers and reports are presented on
freedom model needs to be present. individual investigations for specific ships,
such as training ships (Yasukawa (2004a and
2004b and 2005), tankers (Lee (2006b), Kang
2.4 Scaling (2007)), container vessels (Eloot (2006a)),
Sung (2005), Okano (2004). Especially the
Scaling of all results (model tests, empirical behaviour in shallow water is of increasing
methods based on model tests, or CFD results interest. This section is divided into the main
which are at some point calibrated with model streams of manoeuvring prediction methods as
tests) to full scale causes a risk. indicated in Figure 1, Section 2.

At the same time, it is fair to include here Free Model Test Methods. Usually, the free
that the results from full scale measurements model test method is used to describe accurately
are not always unquestionable due to the behaviour of a certain vessel. Levine (2006)
reproducibility biases due to environmental reports how investigations are used to study the
conditions and inaccuracies in measuring manoeuvring behaviour in disabled conditions
equipment. of a tanker. Many of these investigations were
conducted because specific insight needed to
be obtained on the behaviour of ships in a
2.5 Concluding Remarks certain environment. Gaillarde (2006), gives an
overview for motor yachts.
The amount of methods for manoeuvring
predictions has significantly grown over the This method is also used to describe the
last decades. This opens the possibility for the performance of special rudder types or
naval architect to compare and select from unconventional propulsors (Hasegawa, 2006).
multiple methods. Each method has its
advantages and disadvantages of which the
Proceedings of 25th ITTC – Volume I
151

Empirical Calculations. Empirical methods Captive Tests and Mathematical Modelling.

are methods that are in general used to predict Eloot (2006b) reported extensively the
the manoeuvring properties for a specific ship experimental techniques necessary to carry out
type. A generalisation often has to take place in properly captive tests in shallow water. She
order to achieve this. uses non-conventional tests (i.e. tests using a
CPMC which is not steered to achieve
Aoki et al. (2006) proposed approximate sinusoidal or circular trajectories, but any
formulae of the classical flow-straightening trajectories) to achieve a proper matrix of drift
coefficient and the wake fraction factor at angles and rotation rates and rudder angles. In
rudder position (wR) obtained by comparing the this way, the amount of information that can be
predicted manoeuvring motion with the obtained from one test has grown significantly.
measured results of the sea trial for 20 full- Also the fact that transient phenomena are
scale ships. The formulae seem to be useful for measured in this way is certainly a very
simulating the ship manoeuvring motions at interesting approach to the ITTC community.
design stage, although this approach should be
validated for many kinds of ships. De Jong (2006) describes how a special 6-
DOF oscillator is used to obtain coefficients for
The results of the calculations are a combined seakeeping/manoeuvring model.
sometimes used as input for other studies, such
as the engine loads or the cavitation behaviour Sutulo et al. (2004) and Milanov (2007)
of the propellers during manoeuvres (Schulten, describe also the challenges that arise when
2004). captive model tests are used for manoeuvring
predictions. Sutulo et al. (2006) describes how
CFD Calculation Techniques. Toxopeus with optimised captive test, a regression model
(2006b) and van Oers (2006) are using RANS- can be generated.
CFD as a means to increase the insight in the
coefficients and use RANS to calculate the The SIMMAN 2008 workshop has stressed
distribution of lateral forces over the hull of the the need for manoeuvring models in 4 degrees
ship. The ultimate purpose is to achieve an of freedom (DOF). Yasukawa et al. (2004a)
improved cross flow drag technique. Simonsen carried out the captive model test using a ship
et al. (2006) made a similar comparison model of the training ship "Hiroshima-Maru"
between CFD and the results of captive model to examine the effect of the ship's heel on the
tests. hydrodynamic force characteristics,
particularly, rudder normal force, interaction
Hybrid Methods. Hybrid methods are a parameters and so on as used in the MMG
combination of pure CFD and other calculation model. The experimental results showed that
techniques. Toxopeus (2006b, 2007) describe the heel effect on the normal force, hull rudder
how this method is used by determination of interaction coefficients (aH, x’H) and effective
the bare hull forces from CFD and the propeller wake fraction in manoeuvring motions is small.
and rudder forces from empirical methods. Using the hydrodynamic force characteristic,
Yasukawa et al. (2004b) carried out various
The research towards a twin screw container manoeuvring simulations of the “Hiroshima-
ship described by Kim et al. (2006) is in Maru”. The simulation results were compared
particular useful because due to the insights with the full scale test results measured using
obtained by CFD, flow field measurements and GPS. The simulations can roughly capture the
PMM tests together, the insight in what is usual manoeuvring motions, such as turning
actually happening at the location of the motion and zig-zag manoeuvre. However, it
propellers and rudders is increased. was difficult to predict the turning trajectory
within the accuracy of several meters, or the
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152

overshoot angle of zig-zag manoeuvre within Hackett (2007) and Calix (2007) reported on
the accuracy of several degrees. a semi-planning HSV and a hybrid (foil
supported monohull). For the foil-supported
That sometimes a 4 DOF model is not monohull, a vortex lattice method is used to
enough is demonstrated by Jurgens (2006b). estimate the manoeuvring forces on the ship
For ships sailing in very shallow water, the (hull and foils). These forces are used in
squat becomes so significant that the hull simulations. The results are compared to the
forces and rudder forces are significantly results of PMM tests and of free model tests.
influenced. This followed from full-scale The results show a remarkable good
measurements and was confirmed in PMM comparison between the foil theory and the
tests and subsequent simulations. It is hence experiments, indicating that these potential
proposed that for such vessels operating in flow methods may be used for foil supported
shallow water a 6 DOF model needs to be used. vessels. For foil supported craft, the control is
of course a very important factor. Apart from
System Identification. The use of system the above papers, also Hatzakis (2006) is
identification is not as commonly spread as the reporting on this.
other methods. There is however an increasing
interest, certainly in academic circumstances Ueno (2006) reports on how the
on this subject. System identification can be manoeuvring behaviour of a planning vessel is
applied on the measured trajectories of a model measured in full scale. Perez (2006) reports on
(or a real ship). The latter can then be used to a 4-DOF model for a fast patrol vessel based
calculate the mathematical model. on a theoretical approach.

Published works in this field are from High speed vessels often have a tendency
Selvam (2005), Bhattacharyya (2006), Ross for directional instability due to the trends in
(2006), Viviani (2007) and Hess (2008). hull form design. In the design of these vessels
this is an important factor. Issues related to this
are described by Yasukawa (2006a) and
3.2 High Speed Vessels Umeda (2006). Yasukawa et al. (2006a)
designed the skegs attached to the stern part of
High speed vessels are more complex to a high speed monohull with water jet
study than conventional vessels. This is mainly propulsion system for improving the course-
because the manoeuvring behaviour needs to keeping ability, and carried out the circular
be analysed in 6 degrees of freedom, not in 3 or motion tests for capturing the hydrodynamic
4 degrees of freedom. force characteristics of the model with and
without skegs. The manoeuvring simulation
Yasukawa et al. (2005) investigated the based on the force characteristics showed that
influence of outrigger position on the the skegs are effective in the wide range from
manoeuvrability of a high speed trimaran. The slow to high speed (near 40 knots) for
circular motion tests were conducted to capture improving the course-keeping ability, Figure 4.
the hydrodynamic force characteristics of the
trimaran model with 3 different outrigger That the rudders may generate different
positions. The manoeuvring simulation based forces than for conventional ships is reported in
on the force characteristics showed that the a detailed manner by Jurgens (2005).
turning circle becomes large and the course-
keeping ability is improved with shifting the
outrigger position rearward.
Proceedings of 25th ITTC – Volume I
153

3.3 Other Vessels dynamics of the towing cable. The motion of a

towing ship was assumed to be given. The
In this subsection, some vessel types are results of the slewing motion frequency,
considered which do not fall under earlier changes of heading angle and yaw rate in time
categories. domain agreed well with the model test results
as demonstrated in Figure 5.
Tugs. Tugs obviously need to be very
manoeuvrable. Apart from that, often the hull 60
cal. exp.

ψ(deg)
of these vessels is used to generate forces 30
which assist during manoeuvres, as described
by Quadvlieg (2006) for an ASD type tug. 0

Agdrup (2006) reports similar work, for a –30

VWT tug, with an extensive description of the –60

0 20 40 60 80 100 120 140
way that a Voith Schneider propeller (VSP) is Time(s)

generating forces in kinematic mode. 0.5

cal. exp.

Tension of Towline (kg) 0.4

30deg turning 0.3

5 0.2
X/L

0.1
4 0
0 20 40 60 80 100 120 140
Time(s)

3 Figure 5 Motions of a towed ship (Yasukawa)

2 Yasukawa et al. (2007) studied pusher-barge

systems in 9 different combinations.
1 Hydrodynamic derivatives of the various
pusher-barge combinations were captured
w/o skegs
0 through the model tests and compared with
2skegs
Inoue's formula for estimating linear
3skegs
–1 hydrodynamic derivatives. It is found that
–1 0 1 2 3 4 Y/L 5 Inoue's formula (1981) is insufficient in
Figure 4 Effect of skeg on turning circle (Yasukawa)
estimating N’r for pusher-barge system because
the ship's breadth is not taken into
Less Conventional Vessels. The consideration.
manoeuvrability of ships with air-lubrication is
discussed by Thill (2005). Results of captive Hara et al. (2004a) carried out a full-scale
(PMM) tests and free model tests are compared experiment towing a training vessel. A
to each other and the effect of the air layer on kinematic GPS system was used to measure the
hydrodynamic aspects including manoeu- distance between the tug and the towed ship.
vrability is discussed. Towline tension was also measured, and the
relation between the tension and the measured
distance was investigated. Hara et al. (2004b)
3.4 Towing and Pushing developed the Optimum Towing Support
System (OTSS), which is a computer
Yasukawa et al. (2006b) presented a simulation system to provide the information
simulation method for the manoeuvring motion for the drift motion prediction, towline tension,
of a towed ship in still water. A 2D lumped manoeuvring motion and needed horse power
mass method was employed for expressing the in waves, wind and current for tow and towed
ships. Kuroda et al. (2006) applied the OTSS to
The Manoeuvring Committee

154

estimate the behaviour of tow and towed patrol simulators, especially regarding non standard
vessels in calm and rough seas. The estimated manoeuvres, e.g. at slow speed and in shallow
results were compared with the full-scale waters.
towing test data.

Yang (2006) and Eda (2006) are further 4. PROGRESS IN CFD BASED
reporting to issues related to the towed stability MANOEUVRING SIMULATION
of ships. METHODS

3.5 Environmental Conditions 4.1 Introduction

For the ranking of the quality of a Numerical methods have been applied for
manoeuvring vessel, it is important that vessels manoeuvring prediction since long time ago.
can withstand the environmental circumstances Techniques based on the strip theory or on the
they have to operate in. To judge those panel method are still frequently used in
problems, use is made of simulations. Ye practice and can yield useful information in the
(2005) discussed the effect of wind and how early design stage. Such methods are fast and
escort tugs can assist. Hasegawa (2005) and can yield estimates of characteristic parameters
Oura (2007) discussed respectively a car carrier like overshoot angles, tactical diameters, etc.
and a high speed ferry. Both vessels have a However, these methods are based on potential
considerable wind area and their steering tools flow theory and consider important effects for
have to be able to withstand these challenges. manoeuvring, e.g. sharp edges, straightening of
the flow by hull and propeller slipstream and
viscous effects in general, rather coarsely. As a
3.6 Concluding Remarks consequence, they are inadequate for issues
concerning yaw stability and often do not yield
For conventional vessels the manoeuvring accurate quantitative predictions, e.g. for
prediction methods seem well established for compliance of IMO recommendations.
standard manoeuvres. Some developments are
reported on the fine tuning of empirical models. RANS codes originally developed in the
The SIMMAN 2008 Workshop provided a first eighties were used to simulate the flow around
step on the relative performance of these a ship moving steadily straight ahead. Since the
methods and their validation. late nineties, these methods have been extended
and adapted for handling more complicated
For less conventional vessels other cases like steady drift motion (static drift) and
procedures are developed resulting in new steady turning motion (static yaw). Since then,
types of manoeuvring prediction methods significant progress has taken place in the area
dedicated to these types of ships. However of RANS methods for manoeuvring
these mathematical models require further applications. This includes both the capability
development and validation for more robust to simulate unsteady flows, as well as to
application. enforce prescribed motions or to predict the
ship motion in all relevant degrees of freedom
Unfortunately, not much research is reported during the simulation. Meanwhile it has even
on scale effects for predictions which are based become possible to directly predict rudder
on model scale results. manoeuvres like zig-zag and turning circle tests,
including the turning propeller(s) and steering
Validation and documentation is needed for the rudder(s) in the course of the simulations.
mathematical models used in ship-handling
Proceedings of 25th ITTC – Volume I
155

To achieve these goals several improvements

were necessary:
ƒ Block-structured grids including non-
matching interfaces widely replaced the
single block grids, allowing for analysing
real ship forms with appendages, Figure 6.

Figure 7 Overlapping grid system for rolling ship (from

Noak (2007)).

ƒ Turbulence models, mostly still two-

equation models but also Reynolds-Stress
models (RSM), Algebraic Stress models
(ASM) and Detached Eddy Simulations
(DES), have become more robust and have
been improved for complicated flows with
flow separation and vortex shedding.
ƒ Interface capturing techniques, e.g.
Volume of Fluid (VOF) or Level Set
methods prevailed over tracking
techniques, where the grid is fitted to the
free surface in the course of the simulation,
making complex simulations with
breaking waves, water on deck and/or
changing boundary topologies possible.
ƒ Moving grids in an inertial coordinate
Figure 6 Virtual model of KCS with rudder deflected
10° (top) and comparison of predicted and measured side frame or the inclusion of centrifugal forces,
force and yaw moment due to rudder deflection. Coriolis forces, etc. together with
continuous updating of the boundary
ƒ Moreover, modern codes can work with conditions when working in a non-inertial
unstructured grids, sliding grids and/or coordinate frame allow for
even with dynamical overset grids where considering/predicting ship motions.
fixed or moving parts of the grid may ƒ Body Force models, which approximate
overlap, see Figure 7. This offers the forces and moments acting on the
maximum flexibility for complex cases, propeller and yield as a function of time
e.g. for considering a turning horn rudder, the force components of an equivalent
ship-ship interactions, etc. force distribution in those grid cells inside
ƒ Local refinement strategies allow for of the region which replaces the propeller,
saving computational time by increasing make simulations more affordable.
the grid resolution in those regions where ƒ Control algorithms are needed for direct
required, e.g. at a free water surface manoeuvring simulations. For IMO
varying it’s shape and position in the grid manoeuvres simple open-loop controllers
during the simulation. suffice. Auto-pilots, speed controllers and
The Manoeuvring Committee

156

waypoint controllers require much more Varyani and Krishnankutty (2006) used
complex forms of closed-loop controllers slender body assumptions in conjunction with a
to simulate realistic ship behaviour singularity distribution technique to research
(Fossen 2002). the hydrodynamic interaction forces/moments
acting on a moored ship due to the passage of
Methods mainly based on potential flow another ship in its proximity by considering the
theory are covered in subsection 4.2 while influence of ship form against the idealized
those based on the simulation of the viscous approach of the use of parabolic sectional area
flow around the ship are found in subsection distribution.
4.3. The latter have been split into methods for
virtual PMM tests, which represent an Toxopeus (2006a) presented a validation of
intermediate step towards the direct prediction a slender body method for predicting linear
of ship manoeuvres, and methods for manoeuvring coefficients for a state-of-the-art
predicting manoeuvres. Concluding remarks fast time simulation model by using the results
about the progress in CFD methods are of viscous flow calculations and experimental
included in subsection 4.4. values.

Sclavounos et al. (2006) developed state-

4.2 Inviscid Methods space optimal control methods which are
coupled with the Rankine panel method SWAN
Inviscid methods for determining the for the stable steering of a ship advancing
hydrodynamic forces on a manoeuvring ship parallel to a vertical wall and the motion
include small aspect ratio wing theory, slender reduction of a catamaran vessel equipped with
body theory and 3D panel methods (Boundary actively controlled bow and stern hydrofoils.
Element Method). During last years, most The hydrodynamic suction force and yaw
efforts with regard to inviscid methods have Munk moment that would cause the vessel to
been devoted to simulation and prediction of crash into the wall in the absence of rudder
ship manoeuvring behaviours using CFD based control are modelled by SWAN using potential
3-D panel method. flow theory and assuming a double-body flow
free surface condition.
Roux et al. (2005) made an attempt to derive
a full sailing boat model by coupling an Hong (2007) used a three-dimensional panel
aerodynamic solver with a hydrodynamic method to compute the hydrodynamic forces
solver. The numerical approach for the and moments acting on undersea vehicles with
hydrodynamic forces acting on the hull is non-body-of-revolution hull forms moving in
based on Green functions fulfilling deep water.
automatically a linearized free-surface
condition. de Koning Gans et al. (2007) developed a 3-
D panel method for predicting the interaction
Wang and Zou (2006) computed the linear forces on passing ships sailing with drift angle.
sway and yaw damping coefficients of a The method is based on a mixed source/dipole
modified Wigley ship by using a higher-order representation of the flow and a wake model is
Rankine panel method based on Non-Uniform implemented which enables the lifting effects
Rational B-Spline (NURBS). A 3D forward- to be partly represented.
speed radiation problem was formulated and
solved in frequency domain to simulate PMM Chahine et al. (2007) developed a boundary
tests with small amplitudes. The computed element method code for numerical simulation
linear hydrodynamic coefficients enable to of the hydrodynamic behaviour of multiple
evaluate the dynamic stability. ships in harbours. Harbour boundary conditions
Proceedings of 25th ITTC – Volume I
157

including wave inlet and absorbing boundary, employed an LES approach with a wall model
six degree of freedom rigid body motion for and showed that the model is able to predict
ships, self propulsion forces and viscous drag some peculiarities of the flow field such as
of the body are implemented. A fast multipole unsteadiness, cross flow separation and
method and an improved grid scheme for presence of horseshoe vortices. Good
complex free surface geometries are applied. agreement with experiments, in terms of skin
friction coefficient along cross sections in
Zhang et al. (2007) performed a numerical steady yaw manoeuvre, is observed.
simulation of multiple ships travelling in close
proximity to each other at the same forward An example on how the prediction of forces
speed. The fully coupled 3-D body-wave and moments by means of CFD calculations
hydrodynamics and rigid-body dynamics with can be used for deriving manoeuvring
consideration of external forces and constraints derivatives and how these can be used in a
are solved using a special adaptation of the simulator can be seen in Toxopeus (2006b).
LAMP time domain potential-flow panel code. Numerical simulations were carried out for
steady drift, steady yaw and combined
yaw/drift motions for different ship hulls.
4.3 RANS Methods Based on the coefficients computed from the
viscous flow calculations and from empirical
Papers which deal with the numerical formulae, the author developed a mathematical
solution of the RANS equations for predicting model for the lateral force and the yaw moment.
the flow field around the ship hull in prescribed The results agree better with experiments than
steady and dynamic manoeuvres and for the approximation provided purely by an
predicting manoeuvres are reviewed. Results empirical model.
from these simulations are used to investigate a
wide range of features in the naval Xing et al. (2007) performed numerical
hydrodynamics context, e.g. for computing simulations of the DTMB 5415 and KVLCC2
forces on the hull, to derive manoeuvring in steady drift motion. Numerical tests were
derivatives, or for performing detailed analyses performed at 0, 12, 30 and 60 degrees of
of the manoeuvring characteristics of the hull, incidence. These tests were considered to
since the simulations provide an insight into analyse different turbulent models: an isotropic
the entire flow field during the manoeuvre. blended κ−ε/κ−ω model (BKW), a Reynolds
Stress model (RSM). Steady and unsteady
Most reviewed papers have been presented analyses of the flow were performed, the latter
at the last ONR symposium held in Rome in within a Detached Eddy Simulation (DES).
2006 and at the 9th Numerical Ship With both turbulence models, BKW and RSM,
Hydrodynamics Conference held in Ann Arbor, the RANS simulations yielded a better
Michigan, and can be considered, together with prediction of resistance, axial velocity and
contributions from the SIMMAN 2008, as the turbulent kinetic energy distribution at the
state of the art in this field. propeller plane than the DES. At higher drift
angles, the DES approach allowed for
Simulations of Captive Model Tests. capturing the unsteadiness of the flow field.
Mulvihill and Yang (2007) presented
numerical simulations of steady pure yaw Similar work has also been performed by
manoeuvres of a submarine, showing the Bhushan et al. (2007) including simulations at
capabilities of the steady overlapping grid model and full scale Reynolds number for the
approach. Also Benson and Fureby (2007) Athena R/V.
presented some numerical simulations of a
submarine in steady yaw manoeuvre. They
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158

Simonsen et al. (2006) and Simonsen and

Stern (2006) carried out an analysis of forces
and vortex structures around the bare hull of
the KVLCC2 tanker during steady drift motion
in deep and shallow water. They showed
shallow water effects on the hull pressure
which leads to a significant increase of the
hydrodynamic forces and moments for both
straight-ahead and static drift motion. The
pronounced blockage effects observed in
shallow water could explain the scatter in
experimental data observed in the previous
Manoeuvring Committee report.
Figure 8 Overlapping grid around the KVLCC2 hull, detail of
Hyman et al. (2006) performed simulations the rudder region.
for steady straight ahead and steady turn
manoeuvres of a fully appended model of the Di Mascio et al. (2007), carried out a
R/V Athena taking into account the transport of detailed analysis of the flow field around the
bubbles due to air entrainment at the free KVLCC2 during a pure sway test in fully
surface. Simulations were carried out with appended configuration. Overlapping grids
CFDSHIP-IOWA using a two phase level set were used for the discretisation of such a
algorithm coupled with a gas phase solver complex geometry; the grid around the rudder
called CFDShipM. Propeller effects were taken is shown in Figure 8. The results show the
into account by a non-interactive body force capabilities of the CFD based simulation for
model. Results from unsteady RANS the detailed analysis of the flow field. In Figure
simulation and Detached Eddy Simulation 9 the axial velocity contours in a cross section
(DES) show that the method is able to predict just behind the rudder are shown.
the bubbly flow around the vessel. However,
some input parameters such as a bubble size
distribution and bubble source intensity at the
entrainment location have to be specified.

In Broglia et al. (2006), simulations of the

KVLCC2 model in pure sway motion have
been considered. Numerical simulations of
pure sway motions with different amplitudes
were carried out in order to analyze blockage
effects during PMM tests. The analysis was
conducted for three virtual basins with different
widths. Since the sides of the basin were
included in the computations, the dynamic
overlapping grid algorithm was crucial for
performing the computations effectively.
Blockage effects were found to be relevant
only for the narrow basin with a width of 3.55B,
where differences in amplitude and phase of
the forces and moment were observed when
compared to the unbounded basin. Figure 9 Axial velocity field on a cross plane behind the rudder
during a pure sway test.
Proceedings of 25th ITTC – Volume I
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Queutey and Visonneau (2007) presented grids were used for the static rudder tests. Time
and applied an interface capturing method for histories of the forces and moments agree well
simulating the flow around the Series 60 model with experimental data collected at HSVA, see
in steady straight ahead and pure drift motion. Figure 10. Disagreements were observed in the
The results show good agreement with prediction of the longitudinal force in the pure
experimental data. surge test and in the side force and yaw
moment for large rudder angles. Manoeuvring
The use of an unstructured solver for the derivatives obtained from the time histories of
computation of forces on a surface piercing computed forces and moments were used to
hull with enforced PMM motion can be seen in simulate zig-zag, turning circle and spiral tests.
Wilson et al. (2007) where simulations of Results were compared with free model tests.
dynamic manoeuvres of a surface combatant The agreement is in general very satisfactory.
are presented. Pure sway and pure yaw tests are
analysed, results show good agreement with In Carrica et al. (2006) the capability of the
experimental data in terms of both global CFDShip-IOWA version 4 in dealing with
quantities (forces and moments) and local various problems of the marine hydrodynamics,
quantities (velocity components on different including the prediction of motion in waves are
cross sections with PIV measurements). presented. Dynamic overlapping grids as
described in Carrica et al. (2007) were used.
Examples are presented for the steady drift
motion of the DTMB 5512 model and the
KVLCC2 model in deep and shallow water.
The KVLCC2 at high drift angle was also
simulated with the EASM/DES turbulence
model. Steady turn computations were
performed for the DTMB 5512 model.
Dynamical PMM computations (i.e. pure yaw
and pure sway) were performed for the HSSL
trimaran and for the DTMB 5512 model. For
the pure sway motion of the DTMB 5512
model, the agreement in terms of predicted
forces and moments with measurements was
very satisfactory, Figure 11, while some
discrepancies were observed when comparing
velocity fields. Less good agreement can be
noted for the pure yaw simulations, Figure 12.
Figure 10 Predicted and measured time histories of side
force, yaw and roll moment during pure sway (top) and
pure yaw motion.

Cura-Hochbaum (2006) performed simu-

lations of the flow around the model of a twin
screw ferry during forced motions like those
carried out during a captive model test
campaign. Simulations of pure surge, pure
sway, pure yaw, combined sway-yaw, as well
as static rudder tests were performed, neglecting
free surface effects. Dynamic tests were
Figure 11 Forces history over one period for model 5512 in
simulated on very coarse grids, while refined pure sway motion, free to heave, pitch and roll.
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160

Xing-Kaeding and Jensen (2006) performed

numerical simulations for the steady drift
motion and prediction of turning circle and zig-
zag tests for the CBOX container ship model in
full appended configuration. For the static drift
case good agreement with measurements in
terms of global forces and yaw moment were
observed. Discrepancies were stressed on the
computation of the side force on the rudder.
Also for the zig-zag tests the overall agreement
with experiments were reasonable satisfactory.
Figure 12 Forces history over one period for model 5512 in
pure yaw motion, free to heave, pitch and roll. Larger errors were observed in the prediction
of the reach time, the maximum transverse
Seakeeping computations in regular and deviation and the drift angle.
irregular waves, with the prediction of 6-DOF
motions for the DTMB 5512, Figure 13, for the The prediction of the turning circle test for a
HSSL trimaran and for two hulls following Series-60 ship is presented in Jacquin et al.
each other were also presented. These (2006a) and Jacquin et al. (2006b). The authors
numerical simulations, even if they do not also presented results for steady drift motions
directly deal with the prediction of standard of the KVLCC2M and the HTC ship hull.
manoeuvres, can be considered an important Results agree fairly well with experiments for
step forward in the prediction of the trajectory the KVLCC2M, whereas the agreement for the
using CFD solvers. HTC ship hull was less satisfactory. The
authors stated that this is due to free surface
Prediction of Manoeuvres. Even if only few effects which were neglected in both cases.
authors have performed numerical simulations Since the Froude number is higher in the
based on the unsteady RANS equations for the second case, larger disagreement can be
direct prediction of ship manoeuvres, the expected. In the same paper validation of the
reliability of this technique for the study of numerical scheme is conducted also for
such a complex problem is evident, e.g. from dynamic PMM tests (pure yaw, pure sway) and
SIMMAN 2008 where Carrica and Stern for steady yaw motions.
showed challenging simulations with steering
rudder(s) and rotating propeller(s) showing
4.4 Concluding Remarks
very promising results for zig-zag and turning
circle tests.
The developments described throughout this
section have made RANS simulations
affordable for practical industrial applications
in towing tanks already.

A promising technique for manoeuvring

prediction consists in performing RANS simu-
lations of the flow around the ship carrying out
prescribed motions resembling PMM, CPMC
or CMT tests (see ITCC procedure 7.5-02-06-
02 on captive model tests). The predicted time
histories of the forces and moments acting on
the model during the simulation are used to
Figure 13 DTMB 5512 free to heave, pitch and roll advancing
in irregular seas ( Fr = 0.41 , 45 degrees encounter angle).
determine manoeuvring derivatives for
Proceedings of 25th ITTC – Volume I
161

simulating rudder manoeuvres in the same way 2008, see Section 5 of this report, and of
as from measured time histories. Moreover, similar future workshops.
once thoroughly validated, the method can be
applied for the full scale ship as well, avoiding
scale effects. The body force models used to 5. VALIDATION OF SIMULATIONS &
replace the propeller seem to work BENCHMARK DATA: SIMMAN 2008
satisfactorily and could be accurate enough for
manoeuvring prediction purposes. However,
since just a few applications of this technique 5.1 Introduction
for manoeuvring prediction have been shown
till now, more experience is needed to take The Workshop on Verification and
definitely conclusions. Validation of Ship Manoeuvring Simulation
Methods (SIMMAN 2008) was held in
The direct simulation of manoeuvres by Copenhagen, Denmark on 14th-16th April 2008.
means of RANS simulations taking into SIMMAN 2008 was the outgrowth of
account the rotating propeller(s) and steering discussions and planning conducted by the 24th
rudder(s) within the computational grid have ITTC Manoeuvring Committee, which
shown to be possible and yield promising continued into the 25th ITTC Manoeuvring
results already. Considering the enormous Committee. The workshop was hosted by
computational time required for this, the use of FORCE Technology, Lyngby, Denmark.
a body force model instead of rotating
propeller(s) could be an interesting variant for The purpose of the workshop was to
practical use. benchmark the prediction capabilities of
different ship manoeuvring simulation methods
Systematic validation of used methods is including systems and CFD based methods
needed and simulations of unsteady cases through comparisons with results for tanker,
relevant for manoeuvring prediction still container ship and surface combatant hull form
demand large computational time and man test cases. Systems based methods were
effort. Working on typical grids of 1 to 5 compared with free-model test data using
million cells the simulation of a virtual PMM provided PMM and CMT (circular motion
test for instance may take one to several weeks, mechanism/rotating-arm) data, whereas CFD
depending on if they are performed on a based methods were compared with both
computer cluster or on a single processor PC. PMM/CMT and free-model test data. The
Calculations are mostly performed for the ship comparisons for the PMM/CMT and free-
model instead of the full scale ship, because the model tests were blind in the sense that the
validation of the latter is rare and because PMM/CMT and free-model test data was not
calculations are easier for model scale. provided prior to the workshop unless data was
Moreover, a large part of these applications are required as input to the simulation method. A
done for research purposes and compared with website was used to facilitate the workshop
model tests. organization and dissemination of information
and instructions to participants:
Thus, besides the impressive progress of the http://www.simman2008.dk/.
numerical techniques for prediction of ship
manoeuvrability, there is a need of a The workshop was the first of its kind for
comprehensive validation of the used methods. several reasons. Manoeuvring simulation
This fact stresses the relevance of the methods have yet to be benchmarked for their
Workshop on Verification and Validation of prediction capabilities through systematic
Ship Manoeuvring Simulation Methods, quantitative validation against EFD.
SIMMAN 2008, held in Copenhagen in April Benchmarking was conducted for both systems
The Manoeuvring Committee

162

and CFD based methods. The simulations were Hulls Chosen for the Benchmark. The hulls
blind for all test cases. The international chosen for the workshop were those
collaboration for captive and free model EFD recommended by the 24th ITTC. No full-scale
validation data was noteworthy, as it involved ships exist of these hulls.
11 ITTC institutions and ten countries from
Europe, Asia, and America. The approach The MOERI KVLCC (Figure 14) was
followed most recent workshops for conceived to provide data for flow physics and
benchmarking CFD methods for resistance and CFD validation for a 1997 tanker hull with a
propulsion in adopting the KVLCC, KCS, and length of 320 m, bulbous bow and transom
DTMB 5415 (tanker, container, and surface stern. Two stern variants were
combatant) test cases and as in previous CFD designed: KVLCC1 has barge type stern frame-
workshops directly comparing multiple lines with a fine stern end bulb i.e. relatively V-
methods to the same test cases for quantitative shaped frame-lines, while KVLCC2 has more
comparisons and evaluation, but with focus on U-shaped stern frame-lines.
manoeuvring test cases, blind submissions, and
poster presentation of methods with more Models of the two KVLCC variants have
workshop time devoted to validation been built first by MOERI in 1999 to the scale
discussions. For the KVLCC test case two stern of 1:58.00 and tested at ship self-propulsion
shape variants named KVLCC1 and KVLCC2 point in the PMM at MOERI. In 2006 NMRI
with different instability loops were included. manufactured a set of models to the scale of
1:110.00 for CMT tests at the model self
propulsion point, and finally INSEAN built a
5.2 Overview of Workshop set of models to the scale of 1:45.71 also in
2006. The latter models have been tested in the
Organization. Executive and sub PMM at INSEAN at the model self propulsion
committees were formed for the overall point and then transported to HSVA, CTO and
organization of the workshop. Eight organizing MARIN for free model tests. Photographs of
committee meetings were held between the INSEAN models are shown in Figure 15.
September 2005 and April 2008 (just after the
workshop). Table 1 provides an overview of
the SIMMAN 2008 organization. Eight MC
member institutes were co-organizers.
Table 1 Organization SIMMAN 2008 overview
Executive Committee
IIHR FORCE
F. Stern K. Agdrup
Sub-committees: Coordination of model tests
MOERI INSEAN
KVLCC
S.Y. Kim P. Bulgarelli
KCS
HSVA
A.Cura Hochbaum
SVA
M. Steinwand
Figure 14 KVLCC bodyplan. KVLCC1: solid line; KVLCC2:
5415
FORCE IIHR dashed line
K. Agdrup J. Longo
Sub-committees: Comparison of Systems based methods
SNU
KVLCC
K.P. Rhee
MARIN
KCS
F. Quadvlieg
BEC NSWCCD
5415
P. Perdon D. Hess
Sub-committees: Comparison of CFD based methods
NMRI
KVLCC
T. Hino
INSEAN
KCS
R. Broglia
NSWCCD
5415
J. Gorski
Co-organizers
BEC BSHC CEHIPAR CTO Figure 15 KVLCC models built by INSEAN, scale 1:45.71,
FORCE HSVA IIHR INSEAN
MARIN MOERI NMRI NSWCCD left: KVLCC1, right: KVLCC2
SNU SVA
Proceedings of 25th ITTC – Volume I
163

The MOERI Container Ship KCS (Figure been performed at IIHR with a smaller model
16) was conceived for same reasons as KVLCC, (scale 1:46.59) and at INSEAN with a larger
but for a 1997 container ship with a length of model (1:24.83). All bare hull tests have been
230 m, bulbous bow and transom stern. carried out without rudders and propeller
arrangement, but with bilge keels and a skeg of
a somewhat different design than in the
appended hull tests at MARIN and FORCE.
Photographs of the MARIN model in both
appended and bare hull configuration are
shown in Figure 19 and Figure 20.

Figure 16 KCS body plan

A model of the KCS was first built by

MOERI in 1999 to the scale of 1:31.60,
however, the tests with this model was not part
of the present workshop. NMRI manufactured
a model to the scale of 1:75.50 and conducted
CMT tests at the model self propulsion point in
2005. The PMM tests at CEHIPAR at the
Figure 18 5415 body plan
model self propulsion point and the free model
tests at SVA and BSHC have been performed
with the model built by SVA in 2006 to the
scale of 1:52.67. A photograph of the SVA
model is shown in Figure 17.

Figure 19 5415 model, built by MARIN, scale 1:30.48,

appended hull

Figure 17 KCS model built by SVA Potsdam, scale 1: 52.67

Model 5415 (Figure 18) was conceived as a

preliminary design for a 1980 Navy surface
combatant with a length of 142 m. The hull Figure 20 5415 model, bare hull with bilge keels
geometry includes both a sonar dome and
transom stern. Propulsion is provided through Model test overview. An overview of the
twin open-water propellers driven by shafts performed model tests is given in Table 4.
supported by struts. Column headers in grey are “focus tests” that
form the primary basis for comparisons at the
A model of the 5415 was built by MARIN workshop. All raw model test data was stored
in 2000 to the scale of 1:35.48 and used for free on an FTP server.
model tests. This model was transported to
FORCE for PMM tests at the ship self Test cases. Test cases were selected that the
propulsion point later that year. In 2004 the participants should make simulations following
appendages were removed in order to perform detailed instructions given on the workshop
bare hull PMM tests including uncertainty website, as summarized in Table 2 and Table 3
assessment at FORCE and later rotating arm for the comparisons of free manoeuvre
tests at BEC. Bare hull PMM tests have also
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164

simulations and forced motion simulations, Table 2 Summary of test cases for free manoeuvre simulations
respectively, with the EFD validation data. Hull Test type Approach Helm rate
speed
KVLCC1 10/10 zig-zag 15.5 kn 2.32 deg/s
Instructions, Proceedings and Workshop Program. KVLCC2
20/20 zig-zag
All participants were required to submit:
5, 10, 20, 35 deg
a) simulation results as time series of motions turning circle
and forces following specific instructions, KCS 10/10 zig-zag 24.0 kn 2.32 deg/s
b) a filled out questionnaire used for 20/20 zig-zag
categorization of the used method, 5, 10, 20, 35 deg
turning circle
c) a paper describing method and results, 5415 10/10 zig-zag 30.0 kn 9.0 deg/s
d) a poster presenting method and results.
20/20 zig-zag
5, 10, 20, 35 deg
Prior to the workshop sub-committees for turning circle
coordination of model tests evaluated the
model test data and sub-committees for Table 3 Summary of test cases for forced motion simulations
(CFD based methods)
comparison of results processed the submitted
simulation results and compared them to the Hull Simulation Test type Test
form conditions condition
benchmark data for free model test and captive KVLCC1, Appended1) Static rudder = 0°
model test results, respectively. These KVLCC2 Heave and pitch
= 10°
free; roll fixed
evaluations of model tests and comparison Static drift = 12°
results formed the main part of the workshop, Pure sway = 0.0852
Pure yaw = 0.30
where each chairman presented an overview of Appended1) Static rudder
KCS = 0°
the results followed by discussion between Heave and pitch = 10°
chairman, submitters and the remaining free; roll fixed
Static drift = 8°
participants. The results of the comparisons Pure sway = 0.140
Pure yaw
were included in the proceedings (Stern and = 0.40
5415 Bare Hull2) Static drift = 10°
Agdrup, 2008), of which the participants were Fixed3) Pure sway = 0.174
given a preprint at the start of the workshop. Pure yaw = 0.30
The questionnaire answers were compiled and Appended1) Static drift = 10°
included in the proceedings to provide an Heave and pitch
Pure sway = 0.174
free; roll fixed
overview of the different methods. The Pure yaw = 0.410
submitted papers formed another part of the
1) Appendages: Rudder and propeller, 2) with port and starboard bilge keels, 3)
proceedings, which also contains Fixed at dynamic sinkage and trim corresponding to straight running at test speed
documentation of the test cases and the
benchmark hulls.
Table 4 Model tests overview
Hull PMM app. PMM app. PMM bare PMM bare CMT app. CMT bare Free app.
deep shallow deep shallow deep deep deep
KVLCC1 MOERI (1999) HSVA (2006)
INSEAN (2006) - - NMRI (2006) - CTO (*) (2007)
INSEAN (2006)
MARIN (2007)
KVLCC2 MOERI (1999) HSVA (2006)
INSEAN (2006) INSEAN(2006) INSEAN(2006) NMRI (2006) - CTO (*) (2007)
INSEAN (2006)
MARIN (2007)
KCS SVA (2007)
CEHIPAR (2006) - - - NMRI (2005) -
BSHC (2007)
5415 FORCE (2000) FORCE (2004)
-
MARIN (2007) IIHR (2005) - MARIN (2007) BEC (2006) MARIN (2000)
INSEAN (2005)
(*) Data pending
Proceedings of 25th ITTC – Volume I
165

These results will be revisited for the final

Participants and Submissions. The total workshop proceedings.
number of participants (including observers)
was 68, representing 37 organizations from 14
countries. The number of submissions of free 5.3 Comparison Results for Free
manoeuvre simulations and forced motion Manoeuvre Simulations
simulations for each hull are given in Table 5.
All MC members participated. A small extract of the comparisons of free
manoeuvre simulations are given in this
Table 5 Number of submissions for each hull
subsection. The following comments should be
Free manoeuvres Captive motions considered when evaluating the results:
KVLCC1 22 3 ƒ The number of submissions is large,
KVLCC2 21 6 especially for KVLCC1 and KVLCC2,
KCS 11 2
and there is a wide variation of methods
5415 10 5
total 64 16
being used.
ƒ A large scatter in the results is observed,
The submissions are listed in Table 6, where especially for KVLCC and less so for
the submissions have been divided into those 5415. This is partly connected to the
based on systems and CFD based methods. number of submissions and the fact that
The systems based and blue highlighted CFD 5415 is a course stable ship.
based submissions were compared with the free ƒ The choice of RPM i.e. model/ship self-
model data, whereas the green highlighted propulsion point and applied strategy
CFD based simulations were compared with during manoeuvre (constant RPM/constant
the captive model data. torque) is different from the free model
tests for a number of submissions. This
It should be noted that a number of results, plays a role for the prediction results, but
including both captive and free model tests as the quantitative influence is not fully
well as submitted simulations, were not clarified.
suitable for direct comparison either due to ƒ Some of the free model tests were carried
misunderstanding of the instructions, different out with non-stationary initial conditions
propeller RPM or helm rate, different hull and others at different helm rate than
configurations or errors in the post-processing. nominal value. This makes the evaluation
of the submissions difficult in some cases.

Figure 21 5415, +35 deg turning circle, tactical diameter results for different simulation methods (left) , ±35° deg turning circle, track
plot for different groups of simulation methods (right), compared to EFD results (MARIN free model tests)
The Manoeuvring Committee

166

Table 6 Overview of submissions split into Systems based and CFD based methods. All submissions of free manoeuvre simulations
are highlighted in blue, while submissions of forced motions are highlighted in green

Figure 22 KVLCCl, 35 deg turning circle, track plot for different groups of simulation methods, compared to EFD
results (MARIN free model tests)
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167

Figure 23 KVLCCl, 20/20 zig-zag, plot of heading angle for different groups of simulation methods, compared to EFD results
(MARIN free model tests)

Figure 24 KCS, 10/10 zig-zag, 2nd overshoot angle (left) and ±35° deg turning circle, track plot for different groups of simulation
methods (right), compared to EFD results (SVA/BSHC free model tests)
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5.4 Comparison Results for Forced

Motion Simulations (CFD Methods)

An extract of the comparisons of forced

motion simulations are given in this subsection.
The following comments should be considered
when evaluating the results:

ƒ The number of submissions is less than

anticipated, making evaluation more
difficult.
ƒ Some of the captive model test data still
has questions that must be resolved before
final comparison can be made in these Figure 25 KVCC2, static drift for β=12 deg, non-dimensional
cases. thrust/hull/rudder forces and moments for different CFD-based
ƒ EFD uncertainty analysis results are not methods, compared to EFD results (MOERI PMM)
available for other model test series than
5415 bare hull.

Figure 26 KVLCC2, pure sway, time series of non-dimensional thrust/hull/rudder forces and moments for different CFD-based
methods, compared to EFD results (MOERI PMM)
Proceedings of 25th ITTC – Volume I
169

Figure 27 KCS, pure sway, time series of non-dimensional thrust/hull/rudder forces and moments for different CFD-based methods,
compared to EFD results (CEHIPAR PMM)

Figure 28 5415 appended hull, pure sway/pure yaw, time series of non-dimensional hull forces and moments for different CFD-based
methods, compared to EFD results (FORCE PMM)

Figure 29 5415 bare hull, pure sway, axial velocity contours and cross flow vectors in nominal-wake plane at 90 deg
phase angle of the PMM cycle for different CFD-based methods, compared to PIV measurements (IIHR PMM and PIV)

5.5 Preliminary Conclusions Benchmark Data.

ƒ KVLCC1&2: Clarification and corrections
Due to the mentioned unresolved questions are needed for PMM data. Free model data
to both EFD data and simulation results show agreement.
revealed during the workshop as well as in ƒ KCS: Additional 4 DOF PMM and CMT
view of the short time from the date of the data should be pursued. Clarification
SIMMAN 2008 workshop to the deadline for regarding initial conditions and
the present report, final conclusions and repeatability of free model data is required
recommendations are not yet available. and possibly additional tests.
However, some preliminary conclusions and ƒ 5415: Clarification and correction is
trends were evident. needed for free model data. Bare hull
PMM data show agreement, as discussed
in Section 10.
The Manoeuvring Committee

170

System Based Methods. ƒ Fourier series decomposition of forces and

ƒ There is a large number and variety of moment will provide additional
both “players” and methods, which are quantitative comparison with the EFD data.
capable of predicting IMO manoeuvres for ƒ Forces and moment coefficients should
conventional ship types. also be converted into manoeuvring
ƒ The majority of contributions were based derivatives.
on empirical formulae or on captive model ƒ It is possible to use RANS CFD to obtain
tests, either PMM/ CPMC or rotating arm. data fully equivalent to captive model test
ƒ Clarification is needed regarding trends in data to serve as basis for simulations.
the predictions after corrections and ƒ Direct simulation of manoeuvres using
grouping have been done and after RANS CFD with dynamic overset grids
mathematical models have been for handling rudder deflections and
documented for all submissions. rotating propellers yields promising results,
ƒ One trend is that “homegrown” methods, but (still) very time consuming for the
i.e. those using own model test data case with rotating propeller(s).
following in-house procedures and formats, ƒ More verification is still needed.
give better results.
ƒ It is critical for the prediction that there is
consistency between the model test General Conclusions.
program and the applied mathematical ƒ Workshop program for full use of sessions
model. Extrapolation outside the range of for analysis and discussion of results along
model test data should be avoided. with poster presentation of methods was
ƒ It is important to include the 4th degree of successful.
freedom, i.e. roll, for ships with low GMT. ƒ There is a general need for more
ƒ Empirical methods are used widely and quantitative verification and validation.
can give good predictions; however, only ƒ There is a general need for a definition of
when restricted to the ship type for which how to validate a manoeuvring prediction
they were developed. method, i.e. which accuracy is acceptable?
ƒ A distinction was made between modular If possible, a “prediction quality index”
model methods (e.g. MMG) and whole ship should be defined.
model methods (e.g. Abkowitz), but no
conclusions could be made regarding their 5.6 Plan for Final Proceedings
comparative performance. Global system
methods were very sensitive to the choice The final proceedings will address issues
of mathematical model (derivatives). related to questions on the model test data and
comparisons of system and CFD based
CFD-Based Methods. methods, include papers describing the model
ƒ CFD methods are being used in the field tests, summary and conclusions of the sub-
of manoeuvring, but at this stage mostly committee reports, and final overall
for simulation of (selected) captive model conclusions and recommendations. The final
tests. proceedings will be distributed on CD-ROM by
ƒ The increased complexity in calculations end of 2008 or early 2009.
for manoeuvring compared to (bare hull)
resistance seems to give increased error
levels and scatter in the results.
ƒ The side force and yaw moment are
generally better predicted than the
longitudinal force.
Proceedings of 25th ITTC – Volume I
171

6. MANOEUVRING AND COURSE Lundbäck and Rutgersson (2000) conducted

KEEPING IN WAVES full scale trials including zig-zag tests and
course-keeping tests in following seas for use
in the prediction of broaching.
6.1 Introduction
Yasukawa and Adnan (2006) measured
Ship manoeuvrability in waves is of vital added resistance, steady drifting lateral force
importance for navigation safety of seagoing and yaw moment acting on an obliquely
ships. Since this topic has not been covered moving ship in regular waves using the S-175
recently by the MC, the review period has been container ship model. The influence of the hull
extended to the last ten years in this section. drift on the wave drifting lateral force and
yawing moment is considerable large, although
Manoeuvrability is nearly associated with the influence on the added resistance is small.
seakeeping performance. However, The lateral drifting force acts on the hull so as
manoeuvring and seakeeping problems are to damp the lateral motion.
traditionally dealt with separately due to the
complexity of these problems. Relevant Yasukawa (2006a) carried out free model
researches of ship motion in waves are mainly tests in regular and irregular waves using the S-
concentrated on dynamic stability problems 175 container ship model and presented
such as rolling, broaching and capsizing. simulation results for turning motions in waves
using a practical simulation method which
A traditional method of research on ship takes only wave drift forces into account. The
manoeuvring and course keeping in waves is to simulation method can predict the turning
use a system based simulation method, which motions in regular and irregular waves with
determines the hydrodynamic forces by a practical accuracy, although there is some room
seakeeping method in frequency or time for improvement in the short wave length
domain and then simulates the manoeuvring region such as wave/ship length ratio 0.5.
motion to predict the ship manoeuvrability in
waves. This kind of method still plays an Xu et al. (2007) conducted an experimental
important role in research on manoeuvring and research on ship manoeuvrability in waves. A
course keeping in waves. series of PMM tests was carried out in waves
to measure the forces on the model.
With the progress achieved in the field of
ship hydrodynamics there is an increasing trend
to investigate manoeuvring and seakeeping 6.3 Manoeuvring in Waves by System
problems together by using a unified theory Based Simulation Methods
and method. Moreover, with the advent of
modern CFD methods, direct simulation of Traditionally, manoeuvring in waves is
manoeuvring motion in waves by using CFD investigated by system based simulation
based methods becomes possible. methods using 4-DOF or 6-DOF mathematical
models. The hydrodynamic coefficients are
determined by seakeeping theory such as strip
6.2 Experimental Methods for theory, slender-body theory or 3D panel
Manoeuvring in Waves method in frequency domain or time domain.
The simulation of manoeuvring is then
At present, experimental methods are still conducted by using manoeuvring theory to
the most reliable method to investigate the predict the manoeuvrability in waves.
problem of manoeuvring and course-keeping in
waves.
The Manoeuvring Committee

172

Ankudinov (1983) developed a nonlinear Lee (2000) calculated 10°/10° zig-zag tests
mathematical model and computer program for in waves by using the traditional ordinary
predicting the motion of a ship conducting differential equations with constant coefficients
arbitrary manoeuvres in waves. The and the integro-differential equations with
mathematical model has been applied to impulse response function for sway-yaw
deterministic calculation of seakeeping and manoeuvring motion, and discussed the
ship manoeuvring predictions in irregular seas. differences between the solutions.

McCreight (1986) developed a six-degree- Bailey et al. (2002) described the

of-freedom time domain theory for predicting implementation of a unified mathematical
the motion of a ship manoeuvring in waves and model, which encapsulates the traditional
wind, including wave induced motion. The full seakeeping and calm water manoeuvring
nonlinear calm water manoeuvring equations of theories, yet is applicable to the more general
motion are combined with wave effects derived study of a ship manoeuvring in a seaway, and
from linear ship motion theory. presented comparisons of the time simulation
with the traditional theories.
Ottosson and Bystrom (1991) described a
strip theory based general time domain Ayaz et al. (2002) presented a research
seakeeping and manoeuvring simulation study addressing the development of an
program, SEAMAN, developed for different improved coupled non-linear 6-DOF model
coupled seakeeping and manoeuvring problems with frequency dependent coefficients,
for naval as well as merchant vessels operating incorporating memory effects in random waves
in arbitrary weather and current condition. with a new axis system that allows
straightforward combination between
Hamamoto and Kim (1993) proposed a new seakeeping and manoeuvring models whilst
coordinate system and derived the motion accounting for extreme motions. In order to
equations in this system for describing the provide feedback for the development of a
manoeuvring motion of a ship in waves. numerical model following theoretical work,
extensive captive and free model tests were
Kobayashi and Wada (1993) developed a carried out at the National Research Institute of
simulation system to evaluate ship manoeu- Fisheries Engineering, Japan for a 712 tonnes
vrability in waves. Both, manoeuvrability and Japanese Purse Seiner which operates in the
wave-induced ship motion can be calculated East China Sea and for which extensive
simultaneously. seakeeping and manoeuvring data has been
collected as part of ITTC Benchmark tests.
Bailey et al. (1998) discussed the relations
between the forces and moments acting on a Artyszuk (2003) formulated practical issues
moving rigid vessel relative to a body fixed about wave forces to be included in a ship
axis system or an equilibrium moving axis manoeuvring mathematical model. A current
system with reference to sway and yaw motion. status of research in this field was thoroughly
These relations are examined using data investigated regarding data availability and
derived from oscillatory tests involving a validity. The impact of first order wave forces
horizontal PMM and hydrodynamic coef- was briefly characterized; the major interest
ficients calculated from a mathematical model was turned upon the second order forces. A
adopting a 3D Green’s function potential strong effect of the latter was proved through
theory accounting for both forward speed and simulation of a turning test in regular waves.
frequency of oscillation.
Nishimura and Hirayama (2003)
investigated the rolling motions that occur on a
Proceedings of 25th ITTC – Volume I
173

typical fishing boat in Japan, including Bruzzone and Gancia (2005) conducted a
considerations on turning manoeuvres by study of a unified model of seakeeping and
numerical simulation in time domain assuming manoeuvrability in time-domain as an
that the boat runs in long waves. extension to a seakeeping time domain
potential flow method. A correction was
Nishimura at al. (2004) proposed a practical applied directly to lateral-motions
time domain simulation method for a small hydrodynamic coefficients in order to couple
ship manoeuvring in regular and irregular potential flow seakeeping predictions with
waves. A nonlinear Froude-Krylov force manoeuvring models. Two manoeuvring
approach was applied for estimating the models were used: the Clarke formula and the
exciting forces acting on the ship. The method MMG model. Focusing on a fast monohull
was validated through comparison with sailing both in bow and quartering seas, results
experimental results in head waves. were presented for both linear and non-linear
Froude-Krylov and restoring forces in the time-
Fang et al. (2005) developed a simplified 6- domain simulations.
DOF mathematical model encompassing calm
water manoeuvring and traditional seakeeping Zeraatgar and Ghazi-Asgar (2005)
theories to simulate turning circle tests in introduced a method for calculation of rudder
regular waves. A coordinate system called the forces in waves. The result of this study
horizontal body axes system was used to write showed how much the dynamic behaviour of a
the motion equations in waves. All ship in waves can affect the rudder
corresponding hydrodynamic forces and performance.
coefficients for seakeeping were calculated by
strip theory. For simplification, the added mass Faltinsen (2005) discussed seakeeping,
and damping coefficients were calculated using stability and manoeuvrability of surface effect
the constant draft but vary with encounter ships, hydrofoil vessels, semi-displacement and
frequency. planning vessels. The very different physical
behaviour in waves of the different types of
Perez (2005) reviewed the geometrical high-speed vessels was discussed. Physical
aspects of ship motion (frames, coordinates and parameters influencing the hydrodynamic
transformations) commonly used in the areas of manoeuvring coefficients were discussed.
manoeuvring and seakeeping and introduced
the kinematic transformation that relates the Kijima et al. (2006a) investigated the effects
coordinate systems used in these two areas. A of external disturbances such as wind and
notation which is consistent with the coordinate waves on manoeuvring motion by numerical
systems used in both areas is also introduced. simulation, especially for verification of IMO
standards of ship manoeuvrability.
Fossen (2005) presented a unified state-
space model for ship manoeuvring, station- Sutulo (2006a) and Soares (2006b)
keeping, and control in a seaway. The developed a new manoeuvring and seakeeping
frequency-dependent potential and viscous 6-DOF mathematical model for a slender ship
damping terms were compactly represented by operating in regular waves. Some simulations
using a state-space formulation. The separation of standard manoeuvres (straight-path run,
of the vessel model into a low-frequency model turning circle test, zig-zag test) were carried
(represented by zero-frequency added mass and out for the S-175 hull ship at various
damping) and a wave-frequency model combinations of the parameters defining the
(represented by motion transfer functions or oncoming waves and the manoeuvres
RAOs) was hence made superfluous. themselves.
The Manoeuvring Committee

174

Ayaz et al. (2006a) developed a coupled 6.4 Manoeuvring in Waves by CFD Based
nonlinear 6-DOF model with frequency Methods
dependent coefficients, incorporating memory
effects and random waves. A new axes system Wilson et al. (1998) documented the
that allows straightforward combination development of CFDSHIP-IOWA version 3.0
between seakeeping and manoeuvring, whilst for simulating naval combatants manoeuvring
accounting for extreme motions, was proposed. in waves.

Armaoğlu et al. (2006) investigated the Xing-Kaeding (2005) and Xing-Kaeding

motions of semi-displacement ships travelling and Jensen (2006) employed a coupled method
in stern seas. A database of dynamic forces of CFD and rigid body dynamics to analyze
acting on the ship depending on the running ship manoeuvres in 6-DOF in viscous fluid.
attitude and ship speed was measured from The issues of modelling the rudder, propeller,
fully captive model experiments and used to hull and their interactions were discussed.
characterize their effect on numerical Steady drift motion cases as well as turning
simulations. A manoeuvring mathematical circle and zig-zig tests were predicted.
model using horizontal body axis, which
allows for a combination of seakeeping and Lin et al. (2006) conducted numerical
manoeuvring models, taking into account high- simulation of ship manoeuvring in waves by
amplitude motions and memory effects, was using an approach based on the nonlinear 3-D
used and the forces and motions were evaluated time domain seakeeping program LAMP. The
in 6-DOF in time domain. body-wave hydrodynamic forces are calculated
directly from the potential flow theory in the
Ayaz and Turan (2006c) enhanced the time domain, whereas the forces due to viscous
existing 6-DOF non-linear numerical model for effects and other external forces such as
the simulation of manoeuvring and seakeeping propulsors, rudder etc. were modelled with
characteristics of large pod-driven high-speed empirical or semi-empirical formulas.
ships by introducing thrust and lateral force
components of azimuthing and fixed pod drives. Yasukawa (2006b) presented a practical
method for simulating both ship manoeuvring
Perez et al. (2006) presented a detailed and wave-induced motions. Separating the
simulation model of a naval coastal patrol basic motion equations into 2 groups where
vessel for manoeuvring in waves and described one is for high frequency wave-induced motion
its implementation in Matlab-Simulink. problem and the other is for low frequency
manoeuvring problem, the total of 10 motion
Skejic and Faltinsen (2006) studied the equations which are composed of 6-DOF
combined seakeeping and manoeuvring of a equations for high frequency problem and 4-
monohull in regular waves by a two-scale time DOF (surge, sway, roll and yaw) equations for
formulation. The developed model is verified low frequency problem were derived. A new
by comparing with experimental and calculated strip method was used for estimating the high
zig-zag and turning circle tests. Skejic and frequency hydrodynamic force components
Faltinsen (2007) generated their method to such as added mass, wave damping and wave
conduct seakeeping and manoeuvring analyses exciting. Wave-induced motions for the S-175
of two interacting ships. container ship model in turning condition were
predicted. The results were compared with
those of free model tests in regular waves. The
present method can capture the overall
tendency of the wave-induced motions of the
turning ship in time domain.
Proceedings of 25th ITTC – Volume I
175

6.5 Course Keeping in Waves for manoeuvring and seakeeping and offered
insight into the models used for simulation and
Course keeping in waves are dealt with by control system design.
experimental method, simplified method and
CFD based methods. Ayaz et al. (2006b) developed a non-linear
6-DOF numerical model with the inclusion of
Fang and Luo (2005) developed a frequency-dependent terms and a flexible axis
hydrodynamic numerical model including system that allows straightforward combination
wave effects to simulate ship autopilot systems of seakeeping and manoeuvring models while
by using the time domain analysis. The P-D accounting for extreme motions.
controller and the sliding mode controller are
adopted as the autopilot systems. The Wang et al. (2006) presented a nonlinear
differences of simulation results between two robust controller designed with the aid of the
controllers are analyzed. Fang and Luo (2006) theory of Active Disturbances Rejection
developed a combined control system with roll Control (ADRC) for a ship steering in a seaway.
reduction and track keeping for the ship
moving in waves. Sclavounos et al. (2006) coupled methods
from optimal control theory with the Rankine
Fujiwara et al. (2005a) evaluated the steady- panel method SWAN for the stable steering of
state navigation conditions such as ship speed, a ship advancing parallel to a vertical wall and
offset rudder angle, hull drift angle and heel the motion reduction of a catamaran vessel
angle versus various wind directions and wind equipped with actively controlled bow and
speeds for a large passenger ship and a PCC stern hydrofoils.
with a very large hull and superstructure above
sea level. Fujiwara et al. (2005b) extended the Hess et al. (2006) described a program to
method for evaluating the steady-state develop and implement a faster-than-real-time
navigation conditions to the problem in both software platform for nonlinear time-domain
heavy wind and waves. Based on the steady- simulation and automatic control of a ship in
state navigation conditions obtained, the wind and waves. The potential for a Recursive
optimum ship routing in wind and waves was Neural Network (RNN)-based plant model for
calculated by the dynamic programming use in nonlinear time-domain simulation and
method in order to find the route for reducing predictive control applications on manned or
the navigation time of the ships. unmanned sea-going vessels was demonstrated.

Vorobyov and Kosoy (2005) presented a

method based on the modem theory of 6.6 Concluding Remarks
stochastic processes for estimating the values
of navigation width (NW) for a given ship More and more attention has been paid to
under wind and waves with known probability the investigation of ship manoeuvring and
characteristics. course-keeping in waves during the last years.
There is a trend that ship manoeuvrability in
Hover et al. (2005) studied the waves is investigated by unified manoeuvring
unidirectional wave, following sea problem in and seakeeping theory and method. New
two examples, showing that substantial experimental works have been done to
reductions in heave acceleration are possible investigate ship manoeuvring and course-
through very modest manoeuvring actions. keeping in waves. System based simulation
methods are still dominant in theoretical and
Ross et al. (2006) discussed the relationship numerical investigation of ship manoeuvring
between the classical hydrodynamic equations and course-keeping in waves. CFD based
The Manoeuvring Committee

176

methods are becoming available and are Manoeuvring motions of surface ships and
expected to play a more important role in the underwater bodies generate large vortices and
future. flow disturbances. While the understanding of
those complex flow patterns is required to
improve manoeuvring prediction in general,
7. NEW EXPERIMENTAL one can also notice a rising demand for studies
TECHNIQUES of the impact of the flow produced by
manoeuvres on the behaviour of ship
components, especially on propellers and
7.1 Introduction rudders.
While many efforts are nowadays devoted In addition to forces measured on the whole
to applicability of CFD for manoeuvring issues, ship or submarine, measurements may include
manoeuvring model tests techniques evolves some local flow details on the hull. Kume et al.
toward the rising need for CFD validation data. (2006) presented oblique towing test on a 5
meters long KVLCC2 model for which, in
7.2 Model Tests for Validation Purpose addition to hull forces, surface pressure and
wake field measurements were performed for 0,
Validation studies of manoeuvring 6 and 12° drift angle.
computation were primarily based on global
ship forces and moments which constitute the
basic output of conventional captive
manoeuvring model tests. In practice this
global comparison presents shortcomings since
discrepancies between computation and
measurements can hardly find definitive
explanations on the sole basis of overall forces
and moments comparisons.

In order to deepen comparison, access of

more local characteristics appears to be suitable.
In a paper related to CFD validation, Sung et al.
(2004) described experiments conducted on a
segmented bare hull of a generic submarine
hull form. The experiments were conducted on
a 4.57 meters long model sliced into 10
sections in both towing tank and rotating arm
facilities. Towing tank tests were performed for Figure 30 Earth fixed stereo PIV system for submarine
three Reynolds numbers (4.7, 9.4 and 11.7 106), static drift tests. (Atsavapranee et al 2004)
with incidence angles up to 90°. Rotating arm
tests were performed for two Reynolds Pressure measurements over about 400
numbers (7.0 and 11.7 106) and four non points distributed over the hull were repeated
dimensional angular velocities from 0.15 to eight times and pressure contours were
0.30. Measurements consist of normal forces presented for average values. An uncertainty
on each of the ten segments. Data related to analysis (UA) on pressure measurement was
those experiments can be available for conducted using repeated runs leading to the
computation validation purposes. conclusion that primary source of uncertainty
for pressure measurements was standard error
Proceedings of 25th ITTC – Volume I
177

coming from the pressure transducers the model during a run passes through the laser
calibration line. sheet, Figure 30. The measured data therefore
consists in flow velocity field characterisation
In parallel, the flow measuring and image in successive planes distributed along the
processing techniques made huge progresses in submerged body.
the past decade. In 2004 a workshop on
Application of Particle Image Velocimetry Figure 31 displays a nice example of
(PIV) to Naval and Industrial Hydrodynamics measured vortices developing on the tip of the
was organised by INSEAN (Di Felice 2004). submarine sail for 12° drift angle and
This workshop was the occasion to draw a influencing the cross flow on the after body
picture of the opportunities offered to the leading to the so called “out of plane forces”.
hydrodynamics by this aeronautics born
technique.

Figure 32 Stereo PIV system towed along a combatant

model during PMM experiments (Longo et al. 2006)

Figure 33 Sketch of model and stereo PIV system path

during a period of a pure yaw PMM run (Longo et al.
2006)

Longo et al. (2006) presented a very

comprehensive paper on PMM experiments
Figure 31 Axial velocity and transverse velocity vectors performed with the DTMB 5415 model during
(Atsavapranee et al 2004)
which, PIV measurements of unsteady flow
were conducted at the propeller location, see
Over the past years, PIV measurement
Figure 34. In these experiments, the PIV
became a mature technique which found
system was supported by the PMM carriage,
recurrent applications in the manoeuvrability
Figure 32, and followed the model during its
field.
harmonic motion, Figure 33.
Atsavapranee et al. (2004) presented PIV
The PIV was synchronized with the motion
measurements performed on a submarine
of the PMM carriage by the mean of equally
towed with steady drift angle. In this
spaced trigger pulses; the first pulse of the run
experiment, the PIV System, including the
being activated at a given position of the PMM
laser sheet generation and stereo camera
carriage.
system is fixed on the bottom of the tank, and
The Manoeuvring Committee

178

Runs were repeated to make sure the flow

field data sufficiently converge. In addition to
the UA for forces and moments coefficients
described in the paper, these set of experiments
also provide material for the completion of UA
for the flow field data.

Jurgens et al. (2006a) also applied PIV

technique to the measurement of the flow
around a LNG Carrier model obliquely towed
in shallow water.

Runs were carried out for three water depths

from nearly deep water (h/T=5) to very shallow
(h/T=1.3) and two values of drift angle (10 and
15°). The qualitative discussion regarding the
uncertainty of the PIV measurement reported a
significant influence of the PIV probe on the
flow surrounding the model which could be
detected through force measurements with and
without the probe.

An interesting comparison in the time domain

between the lateral location of the bilge vortex
centre and the magnitude of the unsteady sway
forces is presented in Figure 35.

Figure 35 Time trace of sway force and transverse

location of bilge vortex centre for 15° drift angle an
h/T=1.3 (Jurgens et al., 2006b)

7.3 Captive Model Tests

Gronarz (2006) described ship to ship

interaction experiments in shallow water using
two carriages. Tests were conducted for
overtaking and encountering manoeuvres.
Figure 34 Axial velocity contour during pure sway Figure 36 reproduces the time traces of forces
experiments (Longo et al. 2006) and moments experienced by each of the two
ships during an overtaking manoeuvre run.
Proceedings of 25th ITTC – Volume I
179

60
Conventional carriage (1) makes this technique well suited to squat
X
X1
YF 1
investigation and the use of DGPS for that
40
YA 1 specific application was reported in several
papers on the 2nd Squat workshop 2004.
Forces X, YF, YA [N]

20

0
100 120 140 160 180 200
-20

-40
YA YF

-60

-80
Time t [s]

Overtaken ship
Fast towing carriage (2)
60
X YF X2
40
YF2
YA 2
Forces X, YF, YA [N]

20

0
Figure 37 Rise of the CoG of a planning craft measured
100 110 120 130 140 150 160 170 180 190 200 with Kinematic DGPS during straight path (Ueno et al.
-20
2006)
-40

-60

YA
-80
Time t [s]

Overtaking ship
Figure 36 Time trace of forces measured during
model experiments of overtaking manoeuvre
(Gronarz 2006)

7.4 Full Scale Manoeuvring

Figure 38 Rise of the CoG of a planning craft measured
with Kinematic DGPS during steady turn (Ueno et al.
Ueno et al. (2006) mentioned the use of a 2006)
real time kinematics GPS to contribute to the
measurements of the 6 DOF motions of a
planning craft during manoeuvring sea trials. 7.5 Concluding Remarks
This mode which requires an onshore antenna
in addition to the onboard equipment can Many efforts in manoeuvrability
significantly improve the accuracy of the experimental works over the past years have
conventional DGPS system down to 20 mm in been devoted to CFD validation. It is
the horizontal plane and 40 mm in the vertical noticeable that many of the papers presented
direction. Such figures allowed for the for that purpose now include uncertainty
measurement of sinkage and trim during analysis.
straight path, Figure 37, and during turning
circle, Figure 38, where the influence of turning Stereo PIV has become a mature technique
rate (rudder angle) on vertical displacement is enabling the assessment of the three
clearly recorded although limited to just a few components of the complex velocity field
centimetres. surrounding a manoeuvring ship or submarine.

The resolution obtained by the kinematics DGPS in its kinematics mode provide a
mode of DGPS for the vertical displacement useful mean to measure accurately position in
The Manoeuvring Committee

180

both horizontal and vertical plane. This latter Type-S is the typical shallow water effect that
should find useful application in full scale is widely known. The main cause of Type-S is
squat measurements. due to increase of hull damping force in
shallow water. Type-NS was first discovered
No significant studies were recorded by Yoshimura and Sakurai (1989) in wide-
regarding the extrapolation methods for beam ship with twin propellers and twin
manoeuvrability predictions. rudders. This phenomenon is due to the
increase of rudder force in high propeller load
condition in shallow water. Figure 40 shows
8. SHALLOW AND CONFINED the comparison of spiral test results for full
WATERS AND SHIP-SHIP scale and model of Ship D (Esso Osaka
INTERACTIONS Tanker). The full scale test was carried out by
Crane (1979). In both full scale and model test
In the 23rd ITTC report by the results, instability with respect to course-
Manoeuvrability Committee (2002), a thorough keeping appears in medium water depth
overview, analysis and description of various (h/d=1.5). Fujino (1968) found that instability
empirical methods for confined waters and appears in medium water depth for full hull
ship-ship interaction were given. In this review, form ships in captive model tests. The free
as a continuous work of the 24th ITTC report model test can capture such instability
by the Manoeuvrability Committee (2005), the phenomenon.
focus is on:
ƒ Shallow water effect on ship manoeuvring Table 7 Principal particulars of tested ship models
ƒ Hydrodynamic forces and moments in Ship A Ship B Ship C Ship D
shallow water: mathematical model, Kind Container LNGC Special Tanker
captive test and CFD Cargo
ƒ Manoeuvrability in muddy bottom area Ship 4.200m 5.000m 5.500m 4.600m
Length
ƒ Ship-ship interactions (Lpp)
ƒ Bank effect and squat Breadth 0.709m 0.809m 1.531m 0.751m
(B )
Draft (d ) 0.209 0.210m 0.240m 0.308m
8.1 Shallow Water Effect on Ship Block 0.64 0.73 0.88 0.83
Manoeuvring Coeff
No.of 1 1 2 1
Propeller
Yasukawa and Kobayashi (1995) carried out Propeller 0.158m 0.158m 0.137m 0.130m
free model tests (turning tests and spiral tests) Dia.
in shallow and deep waters for four different No. of 1 1 2 1
kinds of ships as shown in Table 7. Figure 39 Rudder
shows the comparison of turning trajectories Approach 0.77m/s 0.36m/s 0.37m/s 0.31m/s
Speed
for four ship models. There are two types of Water 1.3, 1.5, 1.3, 1.5, 1.25, 1.2, 1.5,
shallow water effects on the turning depth 16.3 16.2 1.5, 11.3
performance: (h/d ) 14.3
ƒ Type-S: turning radius becomes large with Remarks Esso
decrease of water depth (see the test Osaka
results of Ship A, Ship B and Ship D in
Figure 39).
ƒ Type-NS: turning radius becomes small
with decrease of water depth (see the test
results of Ship C in Figure 39).
Proceedings of 25th ITTC – Volume I
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Figure 39 Comparisons of ship trajectories in shallow and deep waters

Lee et al. (2005, 2006a) carried out

numerical simulations to investigate ship
manoeuvring characteristics as a function of
ship’s body form in shallow water.
Mathematical model proposed by one of the
authors was used for the investigation. The
most important factor is the ship’s body form,
especially aft hull form, in ship manoeuvring
characteristics in shallow water together with
the water depth.

8.2 Hydrodynamic Forces and Moments in

Shallow Water: Approximate Formula,
Mathematical Model, Captive Test and
CFD

Kijima and Nakiri (2004) proposed

approximate formulae for predicting the
hydrodynamic derivatives in shallow water
using only ship’s particulars, stern form
parameter and water depth. The results showed
that the formulae are useful for manoeuvring Figure 40 Comparison of spiral characteristics in full
simulations in deep and shallow water at initial scale and model scale, full scale test was carried out by
design stage. Crane(1979) (upper: model test, lower: full scale test)
The Manoeuvring Committee

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Okano et al. (2004) extended a component- forces and moments, are increased stagnation
type mathematical model which is useful to pressure in the bow, acceleration of the flow
describe the ship hull hydrodynamic forces in along the ship’s sides and in the gap between
slow speed manoeuvring motions in deep water ship and seabed, lower hull pressure and finally,
to the hull hydrodynamic force problem in stronger vortices along the bilges and weaker
shallow water. The extended model can vortices with larger diameters in the wake.
describe well the hydrodynamic forces within
the range of conventional drift angle in shallow Ong et al. (2007) simulated the ship
water as well as in deep water. manoeuvring motions in deep and shallow
waters. Hydrodynamic force characteristics
Eloot et al. (2006a) conducted captive were estimated as follows: added masses by
model tests using a 4.3m model of an slender body theory, lateral force and yaw
8000TEU container ship (scale 1:81) moment acting on the hull using cross flow
combining three distinguished drafts and three model based on the 2D sectional drag, which
under keel clearances from deep to very was computed with a CFD program (FLUENT),
shallow water. The influence of combinations and forces and moment arising from the
of draft and under keel clearance on the first propeller and rudder by semi-empirical
quadrant of operation (forward motion, approach. The comparison consisted of turning
propeller ahead) as discussed based on the circle motion, zig-zag manoeuvres, and actual
simulated characteristic dimensions of a sea voyage data for a container ship, and
turning circle. yielded favourable agreement.

Jurgens and Jager (2006b) carried out

extensive captive static and dynamic model
tests in a range of water depths to measure the
behaviour of trailing suction hopper dredgers.
Squat, manoeuvring, course keeping and
speed/power relations were then correlated to
model test results. A mathematical model
describing the manoeuvring characteristics and
squat response was developed and validated
against the full scale and model scale data.

Simonsen et al. (2006) performed CFD

simulations for flow around the bare hull of the
Figure 41 Shallow water effect on hull lateral force
KVLCC2 tanker in deep and shallow water for drift angle 4 degrees
using the RANS codes CFDSHIP-IOWA and
COMET. The computed results were compared
8.3 Manoeuvrability in Muddy Bottom
with oblique towing test data, see Figure 41.
Area
The two CFD codes capture the same trend
showing a strong influence of water depth on
Delefortrie et al. (2005) carried out
the surge and lateral forces and yaw moment at
comprehensive series of captive model tests
low speed. The effects of free surface, speed,
and developed mathematical manoeuvring
squat and towing tank blockage were also
models suited for simulation of harbour
investigated. Further, Simonsen and Stern
approach and harbour manoeuvres in muddy
(2006) discussed the flow field around the
navigation areas with a broad range of mud
KVLCC2 tanker in static drift in shallow water.
characteristics (density, viscosity and layer
The low speed results showed that the most
thickness) in combination with both positive
significant changes, which also increases the
Proceedings of 25th ITTC – Volume I
183

and negative values of under keel clearance container ship overtakes a small ship was
(ukc). Some hydrodynamic forces change demonstrated as shown in Figure 42.
drastically when the ship’s keel penetrates the
mud, and other effects change rather smoothly
at the transition from positive to negative ukc.
The models were qualitatively validated by
pilots with a comprehensive real-time
simulation program. Using the hydrodynamic
derivatives obtained in the captive model tests,
Delefortrie and Vantorre (2006) analyzed the
ship’s straight-line stability in muddy area. Figure 42 Snapshots of an overtaking manoeuvre
Both a smaller ukc and the presence of a mud (no counteraction)
layer have a positive effect on the straight-line
stability, although yaw oscillation appears
when the stability indices become complex Soeding and Conrad (2005) discussed a
numbers. Further, Delefortrie et al. (2007) collision accident occurred between a large
performed the full mission bridge simulation container ship and a small vessel when the
study to assess the manoeuvring of large large ship overtakes the small ship in a narrow
container vessels in navigation areas with waterway. A scenario reached to the collision
bottom mud deposits. was shown: “the small ship may be accelerated
to the speed of the overtaking vessel and thus
be caught in the depression of the water surface
8.4 Ship-Ship Interactions besides the large, overtaking ship, so that the
overtaking can not be completed. If, in this
Varyani et al. (2004) developed new generic case, the small ship reduces its propeller thrust
equations to estimate the ship-ship interaction to allow the passing of the large ship, the
forces and moments during overtaking reduced rudder effectiveness will often be
manoeuvre for a ship manoeuvring simulator. insufficient to counteract the yaw moment
However, the equations did not cover the case produced by the large ship. This may lead to
for zero velocity. Varyani (2006) presented a collision”.
guide to the new generic equations for zero
velocity (moored-passing ship) and for non- de Koning Gans et al. (2007) applied the 3D
zero speed (ship-ship in encounter-overtaking- panel method based on the Morino (1974)
overtaken) manoeuvres on parallel courses. formulation to the problems of hydrodynamic
The research showed that the new generic interaction forces on passing ships under the
equations are more accessible to a navigator, hull drift. In the method a wake model was
Master or pilot who could use it on a palmtop implemented to take lift effect of the hull into
by keying in a few values relating to estimate account. A double model flow model was used.
of size, position and speed of the neighbouring It became clear that a flow description without
ship. the wake model did not represent fully the lift
characteristics of a ship hull with a certain drift
Gronarz (2006) derived a mathematical angle.
model for overtaking and encountering of
inland vessels in shallow water from the Chahine, G.L. et al. (2007) extended
extensive test series and incorporated the DYNAFLOW’s boundary element method
model into a simulation program which code for applications of hydrodynamic
computes the forces calculated by the problems of multiple vessels in harbour. The
mathematical model for the ship itself. A improved code was applied to various harbour
manoeuvring simulation in case that a large ship interaction problems such as ship to ship
The Manoeuvring Committee

184

interactions of passing ships in a channel. In 2004, “2nd Squat-Workshop: Aspects of

Numerical simulations demonstrated that the Underkeel Clearance in Analysis and
code was able to generate useful hydrodynamic Application” was held in Elsfleth, Germany.
information regarding interaction forces and In the workshop, 13 papers were presented
ship response motions. concerning prediction method of squat, full
scale measurement of squat using DGPS,
Zhang et al. (2007) presented a numerical model testing, numerical modelling for squat
simulation of multiple ships travelling in close prediction, motion response in waves and ukc
proximity to each other at the same forward management, etc.
speed in waves using the 3D time domain panel
code LAMP_Multi. A validation for
LAMP_Multi was carried out using model tests 8.6 Concluding Remarks
for two ships travelling. The ship motion and
forces predicted by LAMP_Multi agree well Many studies on shallow and confined
with the model test results. Weems et al.(2007) waters and ship-ship interactions have been
presented sample results for ship-to-ship done over the past three years. Extensions have
transfer of cargo in a seaway using the LAMP- been made for complicated problems such as
based simulation system with models for muddy bottoms and ship-ship interaction in
fenders, cables and other mechanical waves.
interaction systems. A validation study for two
ships operating close alongside in a seaway More effort is needed both, experimentally
suggested that the key hydrodynamic motions and numerically, for better understanding of the
and forces were well predicted by the LAMP- ship manoeuvrability in the confined waters.
based simulation system. Only few significant studies concerning bank
effect have been reported.

8.5 Bank Effect and Squat

9. STANDARDS AND SAFETY
Lataire et al. (2007) carried out model tests
to investigate bank effects induced by sloped Since IMO standards for ship
surface-piercing as well as submerged banks. manoeuvrability MSC.137(76) (IMO, 2002)
The influence of the geometry of the bank, and were adopted, there have been no further
the height of the submerged platform in developments or discussions on this issue at
particular, on the magnitude of the bank effects IMO. It looks like that ship designers and ship
was investigated, see Figure 43. Based on the owners have generally accepted IMO standards
test results, a formula was given for the as minimum criteria at least for conventional
maximal distance between ship and bank to ships to be satisfied for safety of navigation.
have a significant influence of the bank on ship However, there also have been some concerns
hydrodynamics. that IMO standards are not enough to cover
safety for some real situations and for some
special ships. This section will review available
literature regarding IMO manoeuvring
standards and other standards related to safety
but not covered by the current IMO
manoeuvring standards.

Figure 43 Surface piercing bank and bank with

platform submergence
Proceedings of 25th ITTC – Volume I
185

9.1 IMO Manoeuvring Standards example POD ships and twin-skeg container
ships. Therefore, the standards need to be
Application of IMO manoeuvring standards. reviewed continually and to be updated, if
Since IMO adopted new manoeuvring necessary, based on the results of experience.
standards MSC 137 (76) in 2002 (IMO, 2002),
efforts have been made constantly to meet IMO POD ships generally have excellent
manoeuvring standards by improving the controllability. But some POD ships have
prediction methods for manoeuvring difficulty in meeting IMO standards for course
performance available at the initial design stage keeping due to open stern profile. Kim & Kim
or by adopting efficient steering system. (2006) have investigated the manoeuvring
performance of an Ice-breaking ship with twin
Lee et al. (2003) proposed a new empirical POD propulsion system by free model tests and
formula of hydrodynamic coefficients to be PMM tests. POD ship showed excellent turning
applicable to modern hulls with stern bulb performance but marginally satisfied IMO
using PMM test results. They introduced manoeuvring standards for 10/10 zigzag test.
simple parameters representing stern hull forms
and improved their prediction. They Ayaz et al. (2006d) studied numerically and
demonstrated the accuracy of their method by experimentally the induced heeling during
comparing their predictions with sea trial data turning manoeuvre for a high-speed POD-
of 14 ships, including 8 tankers, 2 bulk carriers, driven ROPAX and Cargo ship. They pointed
three container ships and 1 LNG carrier, at full out that large roll motion can be induced for
load and ballast conditions. POD ship due to high turning rate and speed.

Double-ended ferries often have problems in Recently the size of container ships has been
course keeping ability due to unfavourable increased very rapidly. As the size gets larger
dimensions. To solve this problem, Krüger et al. than 12,000 TEU, twin-screw and twin-rudder
(2007) adopted a highly efficient twist flow system is inevitably required to provide
rudder of FSG type, see Figure 44, that was sufficient power. Kim et al. (2006) investigated
designed for both the maximum lift and quick the manoeuvring performance of this new-type
rudder actions due to good balancing. The ship with twin-skeg hull form by model tests
rudder was designed by the application of a and simulation. They also compared the
nonlinear panel method for rudders in the manoeuvring performance of a twin-skeg
propeller slipstream. They confirmed by container ship with a single skeg container ship
numerical simulations that their ship had a far with same principal dimensions. Table 10
better manoeuvring performance than IMO shows manoeuvring performance of two ships
standards. from free model test. The twin-skeg container
ship has better course keeping and yaw
checking performance but worse turning
performance than the single skeg ship. Both
ships satisfy IMO standards with a sufficient
margin.

Coccoli et al. (2006) have carried out sea

Figure 44 Propulsion and rudder arrangement
trials for two high speed crafts (a catamaran
and a monohull) to determine the steering and
IMO standards were developed based on the manoeuvring characteristics of two vessels.
experience of ships with traditional propulsion The two ships have different hull forms and
and steering systems. But IMO standards are different propulsion systems, but they have
applied also to non-conventional ships for similar characteristics in terms of displacement,
The Manoeuvring Committee

186

speed and passenger capacity, Table 8. Due to detail in the “Explanatory Notes to the
high speed, both ships strongly exceed IMO Standards for Ship Manoeuvrability” (IMO
standards for turning circle parameters, as MSC/Circ.1053(2002) as follows:
shown in Table 9. For 10°/10° zig-zag tests,
both ships also exceed the initial turning ability 1. Wind: not to exceed Beaufort 5
and overshoot angle limits. They claim that the 2. Waves: not to exceed sea state 4
present IMO standards are not adequate for 3. Current: uniform only
high speed craft. They also recommend that
more systematic full-scale trial data should be However, it is not practically easy to satisfy
accumulated to develop new standards for high the above standard conditions during sea trials.
speed craft. Firstly, most sea trials including speed tests are
carried out at the design draught. Thus, the
Table 8 High speed craft, Main characteristics trials at full loading condition require extra
Main Characteristics Catamaran Monohull time and expenses. Furthermore, in case of dry
Overall length 43.70m 46.90m cargo ships such as container ships, it is much
Length at waterline 36.35m 37.09m more difficult to carry out sea trials at the full
Maximum beam 10.50m 7.6m load condition. Secondly, it is not easy to find a
Full load displacement 148.75ton 137.66ton sea trial site and weather conditions which
Maximum speed 31.5kts 33kts
satisfy above conditions as reported by Sung,
Ahn and Lee (2007).
Propulsion 2*hydro-jet 2*azipod
Passenger capacity 354 356
Considering these problems, IMO
Explanatory Notes proposes correction
Table 9 High speed craft, Turning parameters methods from non-standard trial conditions
Catamaran Monohull related with loading and environment.
Advance 14.2L 10.9L However these correction methods are
Tactical Diameter 5.3L 18.8L developed somewhat more intuitively than
scientifically. So, they need to be improved.
Table 10 Manoeuvring indices for twin-skeg and single
skeg container ships Sung, Ahn and Lee (2007) proposed a new
IMO method for the correction of current effects not
Test Index Twin Single only from the turning circle test but also from
Standards
1st the zigzag tests. Firstly they estimated the
4.9o 10.9o 19.7o
Overshoot magnitude and direction of the current during
10o/10o 2nd
6.1o 13.8o 39.6o the sea trials with filtered data of the position,
Zig-Zag Overshoot water track speed and heading angle of the ship.
Initial Then they estimated the manoeuvring
2.2L 1.7L 2.5L
Turning Path
coefficients in the equations of motion by
20o/20o 1st multiple regression analysis. Finally, they
8.9o 15.9o 25.0o
Zig-Zag Overshoot
predicted the trajectory of a turning circle and
Advance 3.7L 3.2L 4.5L the heading angle of a zigzag test at calm sea
35o Strbd.
Turn Tactical with those estimated manoeuvring coefficients.
4.2L 3.0L 5.0L
Diameter
With the application of their method to Crude
oil tanker, Gas carrier and Container carrier,
Trial correction methods. Compliance with they showed that their method could be used
the IMO manoeuvring standards should be well for the correction of turning and zigzag
evaluated at deep water, calm environment and tests carried out in current, Figure 45.
full load, even keel conditions. The calm
environment conditions are specified more in
Proceedings of 25th ITTC – Volume I
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Yasukawa (2006a) carried out free model variation of advance and tactical diameter for
tests in irregular waves using the S-175 the container ship depending on the condition
container ship model. Table 11 shows turning of external disturbance. Radial axes indicate
indices in irregular head waves. As the sea state the ratio of advance and tactical diameter under
becomes higher and the wave length becomes external disturbances to those in calm
longer, the advance becomes smaller. But the environment and the direction of each axis
effects of waves appear to be small up to sea represents initial wave direction. It can be seen
state 4. that the conditions of wind and waves at sea
trials have large influence upon the evaluation
of ship manoeuvring performance, even if the
condition of external disturbances is recognized
as “calm environment”. Figure 49 displays
variation of performance indices for several
angles of encounter as function of (1-CB) L/d.
This kind of figures can be used to correct the
effects of external disturbances.

Figure 46 Variation of advance and tactical diameter:

container ship, (Kijima et al, 2006b)

Gong et al. (1998) have investigated the

Figure 45 Corrected trajectories of turning circle and effects of loading conditions on the
heading angles of zig-zag tests (Sung, Ahn and Lee, manoeuvring performance by carrying out
2007) HPMM test for the Aframax tanker at four
different loading conditions. They showed that
Kijima et al. (2006b) investigated the effect the manoeuvring performance changed
of external disturbances such as wind and significantly with loading condition, Figure 47.
waves on manoeuvring motion, especially for Based on these results, they proposed a method
verification of IMO resolution MSC.137(76) to predict the manoeuvring performance at full
by numerical simulation. Simulation has been load condition using the HPMM data at design
done for turning and zigzag manoeuvres for draft, Figure 48.
four ships: container ship, cargo vessel, VLCC
and chemical tanker. Figure 46 shows the
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188

Table 11 Turning indices in irregular waves (χ=0 deg)

(from Yasukawa, 2006a) 50
HPMM Scantling
Prediction A

λ/L δ=35deg δ=-35deg

Prediction B

25

Heading Angle (deg)

AD/L DT/L AD/L DT/L
Still water 3.61 4.30 3.65 4.22 0

sea state 4(long) 3.63 4.42 3.55 4.47

-25
sea state 4(short) 3.50 4.35 3.22 4.27
sea state 5(long) 3.37 4.22 3.51 4.40
-50
0 300 600 900 1200 1500
sea state 5(short) 3.19 4.10 3.24 4.27 Time (sec)

Figure 48 Prediction of 10o/10o zigzag tests at full load:

50 HPMM represents prediction with HPMM data at full
Design
Ballast
Scantling
load, prediction A and B represent predictions based on
25 HPMM data at design draft (Gong et al., 1998)
Heading Angle (deg)

Issues and Shortcomings of IMO manoeuvring

0
standards. Although IMO MSC/Circ.1053 is
adopted to prevent accidents from ships with
poor manoeuvring performance, they are
-25

minimal standards and relate only to a small

-50
0 200 400
Time (sec)
600 800 1000
portion of safe manoeuvring. As shortcomings
of the IMO standards, Dand (2003)
Figure 47 Comparison of 10o/10o zig-zag Tests at
different loading conditions (Gong et al., 1998)
summarized as follows:

Figure 49 Effects of disturbance on the zigzag indices with function of (1-CB) L/d
Proceedings of 25th ITTC – Volume I
189

ƒ IMO standards may not be valid for low 9.2 Low Speed Manoeuvring Standards
speed manoeuvring in ports, because they
are for deep water and design speed only. The most critical manoeuvres and accidents
ƒ They are for calm conditions only and occur near harbours with shallow and restricted
give no indication of the qualities in wind, water and at low speeds. However, IMO
current or waves. manoeuvring standards are based on
ƒ They cover standard manoeuvres only and manoeuvring performance at sea speed and in
do not necessarily cover the type of deep and unrestricted water and they have little
manoeuvring normally carried out by most relevance at low speed and in shallow water.
merchant ships. For this reason the need for low speed
ƒ The full astern stopping test on trials puts manoeuvring criteria have been constantly
too much strain on the prime mover and raised (Landsburg, 2003; Quadvlieg and
propulsion train. Coevorden, 2003; Hwang et al, 2003; Dand,
ƒ The criteria are derived from databases 2003; Dand, 2005).
heavily biased toward tankers and bulk
carriers. SNAME Panel H-10 performed a study of
the issues of characterizing slow ship
In practice, the following additional matters manoeuvring performance (Hwang et al., 2003).
relating to safety but not dealt with by current They surveyed senior mariners, simulator
IMO standards are stated as important to be operators and other relevant professionals to
investigated (Quadvlieg and Coevorden, 2003): collect information on the characteristics of
slow speed manoeuvring. They also considered
ƒ Adequate manoeuvrability in shallow that the test procedure should not be complex
waters and the performance indices should be easy to
ƒ Maximum achievable wind forces for derive, intuitive, quantifiable, and of practical
harbour manoeuvring use to both operational people and technical
ƒ Low-speed manoeuvring capabilities people. Based on the survey results and the
ƒ Steering in wind and waves at relatively requirement of tests, they proposed eleven
high speeds including ability to execute basic slow speed manoeuvres, Table 12, and
180 degrees turn in waves. eight additional manoeuvres, Table 13, for
ƒ Limited heel angles ships with twin screws and ships with
bow/stern thrusters.
Nishimura et al. (2003) have investigated
the manoeuvrability of unstable ships from the It is very difficult to apply low speed
viewpoint of position control. They have manoeuvring standards based on sea trials as
carried out a simulation study for passing a for the IMO manoeuvring standards, because it
narrow waterway using a ship-handling is not easy to find a suitable shallow water area
simulator by an experienced mariner. With the with constant depth. Dand (2003) proposed to
results, they concluded that the present use a combination of a simulation model and
standards are not enough for mariners to keep suitable indices, derived from past best practice,
safe navigation in a restricted water area. for assessing the low speed manoeuvrability of
vessels. He suggested two sets of indices,
Some ships need to have much better where one set is derived from the geometry of
manoeuvring performance than IMO standards the ship such as rudder area ratio, lateral ratio
to fulfil their mission. Belenky and Falzarano and lateral and above-water aspect ratio, and
(2006) proposed a rating-based manoeuvring the other set consists of operational indices
standard, which combines the IMO such as limiting Froude depth number, lateral
requirements as a minimum with a slightly thruster power per square metre and
improved rating-base system. depth/draught ratio. As for low speed
The Manoeuvring Committee

190

manoeuvring tests which can be assessed occasionally. Another criterion that is seen
relatively easily by either sea trials or more and more is the ability to turn on the spot
simulations, he suggested stopping, breasting within a square area of 2 ship lengths within a
and kick ahead tests. certain time (Quadvlieg and Coevorden, 2003).

Table 12 Suggested Basic Slow Speed Manoeuvres

(Hwang et al, 2003) 9.3 Other Standards
NAME OF MANEUVER TEST PURPOSES
Minimum Effective Rudder(MER) - Least rudder angle that can be applied and still effect
Criteria for certification of mathematical
yaw checking at speeds ranging from cruising to slow
speed at each engine order
models for simulators. With increasing
Crash Stop from HALF
AHEAD(HAHD) speed
- Ship’s stopping capabilities from a speed which is
relevant in harbour operation
application of ship-handling simulators, there is
- Ship’s dynamic response to throttle order when
operating in transition from Quadrant 1→4
a strong demand for the validation of the
Acceleration/Deceleration
- Paddlewheel Effect/Stern Walk
- Ship’s dynamic response to throttle order when
mathematical model in the ship-handling
Combinations(start from & back to
Dead In Water)
operating in transition from Quadrant 1→4→3
- Paddlewheel Effect/Stern Walk
simulator.
Backing/Stopping Combinations - Ship’s dynamic response to throttle order when
(start from & back to DIW) operating in transition from Quadrant 3→2→1
- Paddlewheel Effect/Stern Walk IMSF (International Maritime Simulator
35o Accelerating Turn Starting - Ship’s ahead turning capability during acceleration at
from DIW with SAHD bell slow speed Forum) has launched a research project on
35o Coasting Turn from SAHD - Ship’s ahead turning capability at slow speed during
speed deceleration with propeller(s) wind milling or possibly model documenting guidelines for ship-
stopped
20o/20o Overshoot Test with - Ship’s yaw checking capability at a speed which is handling simulators (Hwang, 2004a & 2004b,
SAHD approaching speed relevant in harbour operation
20o/20o Accelerating Overshoot - Ship’s yaw checking capability during acceleration Endo, 2006). IMSF have developed two
Test Starting from DIW with ahead at slow speed
SAHD bell guidelines for a ship model and a mathematical
20o/20o Coasting Overshoot Test - Ship’s yaw checking capability at slow speed during
with SAHD or HAHED coasting ahead with propeller(s) wind milling or model. A ship model document includes
approaching speed possibly stopped
Back & Fill with Fill First (for - Ship’s maneuverability in tight space enough manoeuvring information to handle a
both Starboard Filling and Port
Filling)
- Interactions between hull, propeller, and rudder when
operating in transition from Quadrant 1→4→3 target vessel for the simulator users. A
Back & Fill with Backl First (for
both Starboard Filling and Port
- Ship’s maneuverability in tight space
- Interactions between hull, propeller, and rudder when mathematical model document describes the
Filling) operating in transition from Quadrant 3→2→1
outline of the mathematical modelling and the
Table 13 Suggested Additional Slow Speed Tests limitations of the valid model usage for the
(Hwang et al, 2003) simulator users.
NAME OF MANEUVER TEST PURPOSES
Twist from DIW Stop from HALF - Twin-screw ship twisting capability using propellers
(A Differential Thrust test with
equal but opposite throttle orders
only. If ship gains headway, one propeller in Quad 1,
the other propeller in Quad 4. If ship gains sternway,
Lebeca et al. (2006) proposed a method for
for starboard and port) one propeller in Quad 2, the other propeller in Quad 3. evaluating the adequacy of mathematical
Twist with Full Rudder from DIW - Twin-screw ship twisting capability assisted by rudder models for ship-handling simulators. They
Bow Thruster Turn with Throttle
at STOP
- Effectiveness of bow thrusters with no initial ship
speed
classified the mathematical model adequacy
Stern Thruster Turn with Throttle
at STOP
- Effectiveness of stern thrusters with no initial ship
speed
into three according to the problems to be dealt
All Thruster Twist with Throttle at
STOP
- Twisting capability using bow and stern thrusters with
no initial ship speed
with in the simulator. They also proposed a
All Thruster Lift(Lateral Push)
Maneuver with Throttle at STOP
- Lifting capability using bow and stern thrusters with
no initial ship speed
method for evaluating modelling errors by
Bow Thruster Accelerating Turn - Effectiveness of bow thruster with accelerating introducing error regions.
with SAST bell sternway
Bow Thruster Accelerating Turn - Effectiveness of bow thruster with accelerating
with SAHD bell headway
Other criteria. Quadvlieg and Coevorden
Stern Thruster Accelerating Turn - Effectiveness of stern thruster with accelerating
with SAHD bell headway (2003) summarized criteria which are not
Stern Thruster Accelerating Turn - Effectiveness of stern thruster with accelerating
with SAST bell sternway covered by IMO standards but are considered
in practice:
The low speed manoeuvring performance is ƒ The residual rate of turn ratio should
often required not for safety but for fulfilling a below 0.3.
certain mission. Minimum wind speed at which
ƒ The maximum heel angle due to steering
ship can leave the quay is often used as a should be below 13 degrees.
criterion (Quadvlieg and Coevorden, 2003). 20
knots wind is generally used for this criterion ƒ The constant heel angle due to steering
should be below 8 degrees.
but for ferries and cruise liners 30 knots is used
Proceedings of 25th ITTC – Volume I
191

ƒ Necessary rudder angle in wind of 40 Outline and guidelines for GPS measuring
knots at 8 knots ship speed should be less techniques have been included. However,
than 20 degrees. no procedure for MHSV and for podded
ƒ The ship must be able to execute a 180 driven vessels could be included because
degrees course change with an initial there is no common procedure at present.
speed of 40% of the maximum speed and Research on limiting environmental
at a rudder angle of 2/3 of the maximum
rudder angle in waves of 6 metres height. conditions is still in progress so this has
not been included yet.
However, some of above criteria are
dependent on ship size. So, they should be Additionally the MC was given the task to
made ship-size-independent before they can be prepare a new procedure for Uncertainty
generalized. Analysis (UA) on Captive Model Tests. A
proposal for a new procedure has been
prepared and reviewed by the Quality System
10. PROCEDURES Group and Special Committee on UA. The
methodology of the proposed procedure is
described in Section 10. Further, UA results are
10.1 Status of MC QM procedures compared between facilities followed by
evaluations of conceptual biases such as
The MC reviewed QM procedures under its asymmetry and facility biases. UA for free
responsibility and made updates as following: model tests was not covered by this MC.
ƒ 7.5-02-05-05 Maneuverability of HSMV:
No necessary changes found.
ƒ 7.5-02-06-01 Free Model Tests: Some 10.2 UA Example for PMM Tests
improvements have been made, e.g.
including limits and/or usual values of An example of UA is provided for model
relevant parameters. scale towing tank Planar Motion Mechanism
ƒ 7.5-02-06-02 Captive Model Tests: (PMM) tests following the 7.5-02-01-01 Rev
Classification of different manoeuvring 00, ‘Uncertainty Analysis in EFD, Uncertainty
tests was changed to include other tests, Assessment Methodology’ and 7.5-02-01-02
especially for 4-DOF mathematical Rev 00, ‘Uncertainty Analysis in EFD,
models. Distinction has been made Guidelines for Towing Tank Tests.’ The
between traditional PMM and CPMC (i.e. approach follows errors/uncertainties
independent drives) systems. Section 4.2 definitions, systematic/random categorizations,
was extracted because a proposal for a and large sample size/normal distribution 95%
separate procedure on UA for captive level of confidence assumptions, as provided
model tests has been written. by the AIAA, AGARD, and ANSI/ASME
ƒ 7.5-02-06-03 Validation of Maneuvering standards.
Simulation Methods: Clearer distinction
between validation and documentation of The example is developed in collaboration
the simulation model. Introduce useful between IIHR-Hydroscience & Engineering
examples of documentation. Include (IIHR), Force Technology (FORCE), Istituto
mention of new benchmark data i.e. Nazionale per Studi ed Esperienze di
SIMMAN 2008 Architettura Navale (INSEAN), and the 24th –
ƒ 7.5-02-02-01 Full Scale Manoeuvring 25th MC, including overlapping tests using the
Trials: The procedure has been rewritten. same model geometry and identification of
Corrections and changes in its structure facility biases. The example does not provide
have been done and it has been made more UA for hydrodynamic derivatives or their
consistent with the IMO recommendations. effect on the full scale maneuvering
The Manoeuvring Committee

192

simulations. Details of the results are Statistical convergence of Fx , Fy , M z is

presented in Yoon et al. (2008), Simonsen estimated based on the convergence of running
(2004), and Benedetti et al. (2006) for IIHR, mean ( RM ) values with amplitude U SC . As
FORCE, and INSEAN, respectively. an alternative approach for dynamic test data,
convergence of FS harmonic amplitude H is
PMM Test and UA Procedure. Static drift, also estimated defining U HSC from RM of H
pure sway, pure yaw, and yaw and drift tests similarly for U SC . Measurement uncertainty
are carried out at three towing tank facilities for U F is used as the convergence criteria. For
ship models of same geometry but with static drift test, U SC is smaller than U F
different size. Facility dimensions indicating statistical convergence. On the other
L(m)×W(m)×D(m) are 100 ×3×3, 240×12×5.5, hand, U SC of dynamic test data is larger than
and 500×12.5×6.5, respectively, and model size U F for the most of cases. However, U HSC
Lpp (m) is 3.048, 4.002, and 5.720, respectively. values are smaller than U F for all dynamic test
The model geometry is DTMB model 5415 data indicating statistical convergence of FS
(5512) which is one of the 24th MC designated harmonic amplitudes.
benchmark hull forms and used at the
SIMMAN 2008 Workshop. The ship models UA is applied to data reduction equations
are un-appended except for bilge keels, and (1) – (3), which are rewritten in functional form
mounted free to heave and pitch but fixed in
roll. ⎛ L pp , Tm , xG , yG , m, I z , ρ , ⎞
r( x) = r ⎜ ⎟ (4)
⎝ u , v, r , u, v, r, F ⎠
Hydrodynamic forces and moment X , Y ,
N , are non-dimensionalized as per equations for dynamic tests, and
(1) – (3) denoted with a prime symbol.
r( x) = r ( Lpp , Tm , ρ , U C , F ) (5)
F + m(u − vr − xG r 2 − yG r)
X '= x (1)
1/ 2 ρU 2Tm Lpp for static drift tests, where r is X ' , Y ' , N ' ,
and F is Fx , Fy , M z , respectively.
Fy + m(v + ur − yG r 2 + xG r)
Y'= (2) The total bias Br can be determined as the
1/ 2 ρU 2Tm L pp
root-sum-square (RSS) of the elemental biases
M z + I z r + m( xG (v + ur ) − yG (u − rv)) Bx and their sensitivity coefficients θ x .
N'= (3)
1/ 2 ρU 2 L2pp
Br2 = ∑ x θ x2 Bx2 (6)
where U = u 2 + v 2 . In general yG = 0, but it Sensitivity coefficients θ x = ∂ r / ∂x are
is assumed to be non-zero for UA. For static evaluated analytically. BLpp , BTm , BxG , ByG are
drift tests the inertia terms in the numerator of estimated from errors in the model
(1) – (3) are zero and U is the towing speed manufacturing and tank installation. Bm is the
UC . RSS of the mass scale reading errors including
the model ship and ballast weights. BI z is
Carriage speed U C , ship model motions ( y , derived from a series of independent I z tests.
ψ ), and forces and moments ( Fx , Fy , M z ) are Bρ is taken from the ITTC 1963 density-
acquired as time histories through each carriage temperature formula. As per BI z , BUC is
run. For the dynamic tests, the resultant time derived from a series of independent U C tests.
histories are reconstructed with a Fourier series Bu , Bv , Br , Bu , Bv , Br are biases derived
(FS) equation to filter out possible electrical from the specific equations of PMM motion.
and/or mechanical noise. BF is decomposed into elemental biases. BF , β
and BF ,align are model installation errors.
Proceedings of 25th ITTC – Volume I
193

BF ,acquis and BF ,calib are associated with the indicating results are highly repeatable. U r ’s
volt-force conversion and calibration standard are reasonably small, 2% ∼ 4%, but relatively
weight inaccuracies, respectively. BF ,u , BF ,v , large compared with the resistance test
BF ,r , BF ,u , BF ,v , BF ,r are estimated errors uncertainty U CT = 0.67% reported in the 7.5-
incurred from modeling F as polynomial 02-02-02 Rev01, ‘Uncertainty Analysis,
functions of related motion parameters. Finally, Example for Resistance Test’.
BF ,t is the error associated with data sampling
time scale. For dynamic tests, primary biases are BF
and Bu , Bv , Br , Bu , Bv , Br , where for the
The precision limits are determined end-to- latter their contributions vary according to test
end from 12 repeat tests. The datasets are type. BLpp , BTm , BxG , ByG , Bm , BI z and Bρ
spaced in time at least 12 minutes between tests contribute small or negligibly. Br dominates
to minimize flow disturbances from previous over Pr for Y ' and N ' , but not for X ' . U r is
runs. The model is not dismounted and re- 6% ∼ 11%, 5% ∼ 37%, and 3% ∼ 5% of X ' ,
installed during the repeat tests. However, the Y ' , and N ' , respectively.
PMM motion control parameters, such as drift
angle, sway crank amplitude, or maximum UA Comparisons Between Facilities. UA
heading angle settings are changed between comparisons at Fr = 0.280 are presented in
tests. The precision limits are computed with Table 14. For static drift test, Br is more
the standard multiple-test equation dominant than Pr in most cases for IIHR and
FORCE data, whereas Br and Pr are
t Sr comparable for INSEAN data. U r is 2% ∼ 3%,
Pr = (7)
M and observed to be smaller than those of the
dynamic tests.
where t = 2 is the coverage factor for 95%
confidence level, and S r is the standard For dynamic tests, both Br and Pr are
deviation from the average of M repeat significant for X ' of IIHR and INSEAN data,
measurements. but Br is dominant for FORCE data. For Y '
and N ' , Br is dominant for IIHR and FORCE
The total uncertainty for the average result data, but Pr is also significant for INSEAN
is the RSS of Br and Pr . data. U r is reasonably small < 8%, < 11% and
< 5% of X ' , Y ' and N ' , respectively, and
U r2 = Br2 + Pr2 (8) tends to become smaller for bigger model
A conceptual asymmetry bias Basym is and/or facility size.
defined if data asymmetry is larger than U r as:
Table 14 Comparisons of UA between facilities
U T1 = U + B
2 2
r
2
asym (9) (%) (%) (%)
Test Facility
Another conceptual facility bias BFB is Static IIHR† 97 3 1.9 95 5 3.4 95 5 2.8
defined if the difference of each facility data drift FORCE‡ 78 22 3.4 74 26 2.1 21 79 2.4
from the facility mean is larger than U T 1 as INSEAN‡ 47 53 1.4 52 48 3.3 48 52 3.1
Pure IIHR 35 65 5.8 73 27 5.5 98 2 4.2
following: sway1) FORCE 98 2 3.1 98 2 1.8 93 7 1.5
INSEAN 47 53 1.3 66 34 2.1 73 27 1.8
U T2 2 = U T21 + BFB
2
(10) Pure IIHR 24 76 7.6 88 12 10.8 90 10 2.9
yaw2) FORCE 99 1 3.4 93 7 5.5 94 6 3.3
For static drift test, BUC and BF are the INSEAN 53 47 1.7 86 15 4.6 60 40 1.4
primary biases. BLpp , BTm , Bρ are small or Yaw IIHR 32 68 6.8 80 20 4.7 93 7 4.9
And FORCE 99 1 5.8 89 11 2.1 98 2 2.7
negligible. In general, Br contributes over drift2) INSEAN 68 32 1.3 74 26 3.5 64 36 4.4
90%, and Pr contributes less than 10% to U r † at β = -10°; ‡ at β = 10°; 1) at = ; 2) at =
The Manoeuvring Committee

194

Evaluation of Asymmetry Bias. Test results 10.3 Evaluation of Facility Biases

show fairly large asymmetry between positive
and negative β , particularly for X ' . With The facility biases or certification intervals
BF , β and BF ,align accounted above, other of facilities are estimated using an M × N -
factors such as the model fabrication error order testing method as per Stern et al. (2005).
and/or the initial heel of model due in part to The method is a statistical approach for
imperfect weight ballasting maybe the possible assessing probabilistic confidence intervals
reasons. Due to lack of solid explanations, the with the mean facility data as reference values
average result rm is taken as the representing for M facilities with N repeat tests under the
data and the asymmetry is added to the total assumptions of normal distribution for the
uncertainty as asymmetry bias Basym defined as sample population X i , 95% confidence level,
M ≥ 10, and N ≥ 10. For present example
2
Basym = Dasym
2
− U r2 (11) M = 3 and N = 12 are used. Although
number of facilities M = 3 is minimal, the
if Dsym > U r , where Dasym = r − rm , otherwise results show usefulness of the approach as
Basym = 0. The total uncertainty U T 1 is discussed in Stern et al. (2005).
estimated as per equation (9). UA results for
static drift test are recalculated in Table 15 by For the mean facility data X , where X is
including Basym . X ' , Y ' , N ' of individual facility, the
uncertainty U X in X is the RSS of the bias
For pure sway test as an example, odd order limit BX and the precision limit PX , which are
harmonics for symmetric variable X ' and even the average RSS’s of the M bias limits Bi and
order harmonics for anti-symmetric variables M precision limits Pi , respectively. By
Y ' , N ' are not expected from their FS comparing the difference Di = X i − X with its
expansions since the PMM motions are uncertainty U Di = (U X2 i + U X2 )1/2 if Di ≤ U Di ,
symmetric with respect to towing tank then the individual facility is certified at
centerline i.e., towing direction. Accordingly, interval U Di , whereas if Di > U Di the facility
Dasym for dynamic tests are redefined for pure bias BFBi is defined as
sway and pure yaw test data as Dasym = r − rFS
where rFS is FS reconstructed data with proper 2
BFB = Di2 − U D2i (12)
i
odd or even order FS harmonics, and Basym and
U T 1 are estimated as per (11) and (9), with U T 2 as per equation (10).
respectively. These symmetry considerations
are also true for pure yaw test data, but are not For static drift test data, in general, X ' is
appropriate for yaw and drift test data due to its certified but with large certification interval
asymmetry PMM motions. UA results are U D about 10%, Y ' and N ' are uncertified but
recalculated by including Basym in Table 15. with fairly small facility bias BFB about 1 ∼
Table 15 UA including Basym 2% in averages. Pure sway test results X ' , Y ' ,
= 0.280 (%) (%) (%)
and N ' are all uncertified with BFB about 3 ∼
8%. X ' and Y ' of pure yaw test are certified
Test Facility
Static IIHR 100 0 10.5 95 5 3.3 95 5 2.8
but again with large U D 11 ∼ 14%, and N ' is
Drift1) FORCE 78 22 3.3 74 26 2.1 46 54 3.0 uncertified with U FB about 3%. Yaw and drift
INSEAN 99 1 11.5 52 48 3.4 48 52 3.3 test data are all certified with U D about 4 ∼ 6%.
Pure IIHR 38 62 6.3 94 6 10.1 98 2 4.1
Consequently, reduction of certification
Sway2) FORCE 98 2 3.1 98 2 1.8 93 7 1.6
INSEAN 100 0 16.8 66 34 2.1 73 27 1.8 interval U D of X ' and Y ' for dynamic tests
Pure IIHR 74 26 15.0 88 12 10.2 93 7 3.3 and for the former also for static drift test is
Yaw3) FORCE 99 1 3.4 93 7 5.5 96 4 3.8
INSEAN 98 2 6.9 88 12 5.3 60 40 1.4
largely required by reducing of individual
1) at β = 10° 2) at = ; 3) at = facility bias.
Proceedings of 25th ITTC – Volume I
195

11. CONCLUSIONS 11.3 Progress in CFD Based Simulations

(Section 4)

11.1 Overview of Manoeuvring Prediction The rapid development and application of

Methods (Section 2) RANS for manoeuvring applications has
continued during the last years. New
The amount of methods for manoeuvring techniques, e.g. for free surface capturing and
predictions has significantly grown over the non-matching/dynamic-overset grids enable
last decades. This opens the possibility for the simulations for practical relevant manoeuvring
naval architect to compare and select from problems, including simulations of static and
multiple methods. Each method has its dynamic captive model tests and even of free
advantages and disadvantages of which the model tests.
consensus is written down in this section.
Prediction based on virtual captive model
Despite all knowledge & experience it is tests has reached a state which allows practical
difficult to quantify the relative accuracy of applications and can be regarded as an
each method. Therefore the selection of the intermediate step towards the direct prediction
most appropriate method is difficult. The of manoeuvres by RANS simulations.
experience of the experts remains necessary.
Further development is needed for accurate
11.2 Progress in System Based Simulations
predictions for manoeuvres involving large
sway and yaw motions. Required resources,
(Section 3)
lack of trained users, user-friendly codes, and
need for V&V are pace setting issues for more
For conventional vessels the manoeuvring
widespread use of CFD in practice, as also
prediction methods seem well established for
concluded by the 24th MC.
standard manoeuvres. Some developments are
reported on the fine tuning of empirical models.
The SIMMAN 2008 Workshop provided a first Used codes have still to become much more
step on the relative performance of these faster to make CFD-based predictions more
methods and their validation. useful for industry, thus speed-up and
scalability for parallel computing are required
For less conventional vessels other for reducing wall clock time and enabling
procedures are developed resulting in new larger scale industrial applications.
types of manoeuvring prediction methods
dedicated to these types of ships. However 11.4 Validation of Simulations &
these mathematical models require further Benchmark Data (Section 5)
development and validation for more robust
application. The SIMMAN 2008 Workshop was the first
of its kind for several reasons. System and
Unfortunately, not much research is reported CFD-based manoeuvring simulation methods
on scale effects for predictions which are based have been benchmarked for their prediction
on model scale results. capabilities through systematic quantitative
validation against EFD. The simulations were
Validation and documentation is needed for blind for all test cases. The international
mathematical models used in ship-handling collaboration for captive and free model EFD
simulators, especially regarding non standard validation data was noteworthy, as it involved
manoeuvres, e.g. at slow speed and in shallow thirteen ITTC institutions and ten countries
waters. from Europe, Asia, and America. Benchmark
The Manoeuvring Committee

196

cases, KVLCC, KCS, and DTMB 5415, The measurement of vertical position will be
following the recommendations of the 24th MC, useful for full scale squat measurements.
have been used. For the KVLCC test case two
stern shape variants named KVLCC1 and No significant experimental studies were
KVLCC2 with different yaw stability were reported regarding the extrapolation methods
included. for manoeuvrability predictions.

Valuable insight into the performance of the

different participating methods was obtained 11.7 Shallow and Confined Waters and
during the workshop. Since the workshop was Ship-Ship Interactions (Section 8)
held just before the deadline for the MC report,
the analysis and the comparisons between the Many papers on shallow and confined
methods are not completed yet, but will be waters and ship-ship interactions have been
addressed at the 25th ITTC. published over the past three years. Extensions
have been made for complicated problems such
as muddy bottoms and ship-ship interaction in
11.5 Manoeuvring and Course Keeping in waves.
Waves (Section 6)
More effort is needed both, experimentally
More attention has been paid to the and numerically for better understanding of the
investigation of ship manoeuvring and course- ship manoeuvrability in the confined waters.
keeping in waves during the last years. The Only few significant studies about bank effect
trend is that ship manoeuvrability in waves is have been reported.
investigated by unified manoeuvring and
seakeeping theories. Experimental studies are
performed to investigate ship manoeuvring and 11.8 Standards and Safety (Section 9)
course-keeping in waves. System based
simulation methods are commonly used for IMO standards for ship manoeuvrability
prediction of ship manoeuvring and course- MSC.137(76) have been generally accepted as
keeping in waves. However, CFD based a criteria for a conventional ship to guarantee
methods are becoming available and expected minimum safety. However, there have been
to play a more prominent role. some views that it is necessary to improve the
standards further to keep safe navigation in
restricted waters and to develop rated criteria
11.6 New Experimental Techniques for achieving better manoeuvring performance.
(Section 7)
For some special ships, e.g. Pod-driven
Many efforts in manoeuvrability ships or high speed ships, there have been
experimental works over the past years have some arguments on the validity of the IMO
been devoted to CFD validation. Stereo-PIV standards. Further investigation is needed to
has become a mature technique enabling to clarify whether a revision of the IMO standards
measure the three components of the velocity for these ships is required. In addition, it would
field surrounding a manoeuvring ship or be relevant to extend these investigations to
submarine. those types of ships not covered in the current
IMO standards.
DGPS in its kinematics mode provides a
useful tool for accurately measuring the Regarding the IMO Explanatory notes
position in both horizontal and vertical plane. (MSC Circ.1053), some research has been
carried out on corrections for environmental
Proceedings of 25th ITTC – Volume I
197

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Rome, Italy.
Di Mascio, A., Broglia, R., and Muscari, R.,
Cura Hochbaum, A., Vogt, M. and Gatchell, S., 2007, “Numerical Simulations of Viscous
2008, “Manoeuvring prediction for two Flow Around a Fully Appended Hull with
tankers based on RANS calculations”, Enforced Motion”, 9th Numerical Ship
SIMMAN 2008, Copenhagen. Hydrodynamics Conference, Vol. I, pp.
191-207.
Dand I., 2003, “Low Speed Manoeuvring
Criteria : Some Considerations”, MARSIM Eda, H., Guest, E., Matsuoka, T. and Itoh, H.,
2003, pp. KN-4 2006, “Dynamic behavior of a tanker and a
tug in a river”, MARSIM 2006, Terschelling,
Dand I., 2005, “Discussions to the 24th ITTC Netherlands, S-29-1.
Manoeuvring Committee”, 24th ITTC.
Eloot, K., Vantorre, M. and Delefortrie, G.,
de Jong, P., Keuning, J.A., 2006, “6-DOF 2006a, “Prediction of ship manoeuvrability
forces oscillation tests for the evaluation of of an 8000 TEU containership on deep and
nonlinearities in the superposition of ship shallow water: mathematical modeling and
motions”, I.S.P. Vol.53, No.2. captive model testing”, MARSIM 2006,
Terschelling, Netherlands, M-3-1.
de Koning Gans, H. J., Huijsmans, R. H. M.
and Pinkster, J. A., 2007, “A Method to Eloot, K., 2006b, “Selection, Experimental
Predict Forces on Passing Ships under Determination and Evaluation of a
Drift”, 9th International Conference on Mathematical Model for Ship Manoeuvring
Numerical Ship Hydrodynamics, Michigan, in Shallow Water”, PhD Thesis, University
August 5-8, Vol. II, pp.42-52. of Gent, Belgium. ISBN 90-8578-092-6

Delefortrie, G., Vantorre, M. and Eloot, K., Endo, M., 2006, “Model Documenting
2005, "Modeling navigation in muddy areas Guidelines for Ship-Handling Simulator”,
through captive model tests", Journal of 6th ACMSSR, Haiphong, Vietnam.
The Manoeuvring Committee

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Faltinsen, O.M., 2005, Seakeeping, Stability Gaillarde, G. and Hooijmans, P., 2006,
and Manoeuvring of High Speed Marine “Hydrodynamics of large motor yachts:
Vehicles, Proc. of HSMV 2005, 7th Past and Future Developments”, MDY
Symposium on High Speed Marine Madrid Design Yacht 06.
Vehicles, Naples, Italy.
Gong, I.Y., Kim, S.Y., Kim, Y.G., Kim, J.W.,
Fang, M.C., Luo, J.H. and Lee, M.L., 2005, “A Shin, S.C., Kang, S.W. and Kim, Y.S., 1998,
Nonlinear Mathematical Model for Ship “An Experimental Study on the Effects of
Turning Circle Simulation in Waves”, JSR, Loading Condition on the Maneuverability
Vol.49, No.2, pp.69-79. of Aframax-type Tanker”, PRADS 1998.

Fang, M.C. and Luo, J.H., 2005, “The Gronarz, A., 2006, “Ship-ship interaction:
Nonlinear Hydrodynamic Model for overtaking and encountering of inland
Simulating a Ship Steering in Waves with vessels on shallow water”, MARSIM 2006,
Autopilot System”, Ocean Engineering, Terschelling, Netherlands, M-1-1.
Vol.32, pp.1486-1502.
Hackett, J.P., Calix St. Pierre, J., Bigler, C.,
Fang, M.C. and Luo, J.H., 2006, “A Combined Peltzer, T.J., Quadvlieg, F.H.H.A. and
Control System with Roll Reduction and Walree, F. van, 2007, “Computational
Track Keeping for the Ship Moving in Predictions vs. Model Testing for a High
Waves”, JSR, Vol.50, No.4, pp.344-354. Speed Vessel with Lifting Bodies”,
SNAME Maritime Technology Conference
Fossen, T.I., 2002, “Marine Control Systems”, & Expo and Ship Production Symposium.
Marine Cybernetics, Trondheim, Norway.
Hamamoto, M. and Kim Y.S., 1993, “A New
Fossen T.I., 2005, “A Nonlinear Unified State- Coordinate System and the Equations
space Model for Ship Maneuvering and Describing Manoeuvring Motion of a Ship
Control in a Seaway”, Journal of in Waves” (in Japanese), Journal of the
Bifurcation and Chaos. Society of Naval Architects of Japan,
Vol.173, pp.209-220.
Fujino, M., 1968, “Experimental studies on
ship manoeuvrability in restricted waters- Hara, S., Hoshino, K., Yukawa, K. and
Part 1”, International Shipbuilding Progress, Yamakawa, K., 2004a, “At-Sea Towing
Vol.15, No.168, pp.279-301. Experiment using Patrol Boats in waves”,
Journal of the Kansai Society of Naval
Fujiwara, T., Ueno, M. and Ikeda, Y., 2005a, Architects, Japan, No.241, pp.107-114.
“Cruising Performance of Ships with Large
Superstructures in Heavy Sea - 1st Report: Hara, S., Hoshino, K., Yukawa, K., Hasegawa,
Added Resistance Induced by Wind -”, J. of J., Tanizawa, K., Ueno, M. and Yamakawa,
the Japan Society of Naval Architects and K., 2004b, “Development of optimum
Ocean Engineers, Vol.2, pp.257-269. towing support system (OTSS)”, Journal of
the Kansai Society of Naval Architects,
Fujiwara, T., Ueno, M. and Ikeda, Y., 2005b, Japan, No.241, pp.115-124.
“Cruising Performance of Ships with Large
Superstructures in Heavy Sea - 2nd Report: Hasegawa, K., Kang, D., Sano, M., Nagarajan,
Added Resistance Induced by Wind and V., Yamaguchi, M., 2005, “A study on
Waves, and Optimum Ship Routing -”, J. of improving the course-keeping ability of a
the Japan Society of Naval Architects and pure car carrier in windy conditions”, J. of
Ocean Engineers, Vol.3, pp.147-155. Marine Science and Techn., Vol.11, No.2.
Proceedings of 25th ITTC – Volume I
201

Hasegawa, K., Kang, D., Sano, M., Nabeshima, Hwang, W.Y., 2004a, “Guideline for Ship
K., 2006, “Study on the maneuverability of Model Documentation”, 31st IMSF Annual
a large vessel installed with a mariner type General Meeting, Belgium.
Super VecTwin rudder”, JMST Vol.11, No.2.
Hwang, W. Y., 2004b, “Guidelines for
Hatzakis, I., Sclavounos, P.D., 2006, “Active Documenting Math Models for Ship-
Motion control of high-speed hydrofoil handling Simulator Users Not Majored in
vessels by state space Methods”, JSR Hydrodynamics and Math Modelling”, 31st
Vol.50, No.1. IMSF Annual General Meeting, Belgium.

Hess, D., Faller, W., Lee, J., et al., 2006, “Ship Hyman, M.C., Moraga, F.J., Drew, D.A. and
Maneuvering Simulation in Wind and Lahey, R.T., 2006, “Computation of the
Waves: A Nonlinear Time-Domain unsteady two-phase flow around a
Approach Using Recursive Neural maneuvering surface ship”, 26th ONR
th
Networks”, 26 ONR Symposium on Naval Symposium on Naval Hydrodynamic, Vol.
Hydrodynamics, Rome, Italy. 2, pp. 39-58.

Hess, D., Faller, W. and Lee, J., 2008, “Real- IMO MSC 76/23/Add.1, 2002, “Resolution
time nonlinear simulation of manoeuvres MSC.137(76) - Standards for Ship
for US Navy Combatant DTMB 5415”, Manoeuvrability”.
SIMMAN 2008, Copenhagen.
IMO MSC/Circ.1053, 2002, ”Explanatory
Hino, T. (Editor), 2005, “CFD Workshop Notes to the Standards for Ship
Tokyo 2005,” National Maritime Research Manoeuvrability “.
Institute, Japan.
Inoue, S., Hirano, M. and Kijima, K., 1981,
Hong, Y., 2007, “Computation of Forces and “Hydrodynamic derivatives on ship
Moments of Undersea Vehicles with Non- maneuvering”, International Shipbuilding
Body-Of-Revolution Hull”, 9th Numerical Progress, Vol.28, No.321 (1981), pp.1-14.
Ship Hydrodynamics Conference, Vol. I.
Ishibashi, et al., 2003, “A study on the effect of
Hooft, J.P. and Quadvlieg, F.H.H.A., 1996, estimation accuracy of hydrodynamic
“Non-linear hydrodynamic hull forces derivatives and the interaction coefficient
derived from segmented model tests”, on the prediction of ship manoeuvring
MARSIM 1996, Copenhagen motion”, MARSIM 2003, Kanazawa.

Hover, F.S., Liu, Y., et al., 2005, Optimal Jacquin, E., Guillerm, P.E., Drouet, A., Perdon,
Manoeuvring of Vessels in Deterministic P. and Alessandrini, B., 2006a, “Simulation
Waves, Proc. of HSMV2005, 7th of unsteady ship maneuvering using free
Symposium on High Speed Marine surface RANS solver”, 26th ONR
Vehicles, Naples, Italy. Symposium on Naval Hydrodynamics,
Rome.
Hwang, W.Y., Jacobsen, B.K., Barr, R.A.,
Ankudinov, V.K., Fuller, N. R., Vest, L. C., Jacquin, E., Guillerm, P.E., Drouet, A., Perdon,
Morris, M. A., McGovern, A. W. and P. and Alessandrini, B., 2006b, “Ship
Landsburg, A.C., 2003., “An Exploratory maneuvers simulation using free-surface
Study to Characterize Ship Maneuvering RANS solver”, ICHD 2006, Ischia, Italy.
Performance at Slow Speed”, MARSIM
2003, pp.RC-16. Jurgens, A., 2005, “Static and dynamic effects
The Manoeuvring Committee

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of rudder - hull - propeller interaction on fast Manoeuvrability of a Ship with Twin POD
monohulls”, 8th International Conference on Propulsion System”, 6th ACMSSR,
Fast Sea Transportation (FAST 2005), St- Haipong, Vietnam.
Petersburg, Russia.
Kim, S.Y., Kim, Y.G., Son, N.S., Yu, B.S. and
Jurgens, A. Hallmann, R. and Tukker, J., 2006a, Lee, S.W., 2006, “A Study on the
“Experimental Investigation into the Flow Manoeuvrability of a Twin-skegs Container
around a Manoeuvring LNG Carrier on Ship”, MARSIM 2006.
Shallow Water” NAV 06.
Kobayashi, E. and Wada, Y., 1993, “Deve-
Jurgens, A.J. and Jager, A., 2006b, “Control- lopment of a Simulation System to Evaluate
lability at too high speeds in too shallow Ship Manoeuvrability in Waves”, Proc. of
water”, MARSIM 2006, Terschelling, MARSIM 1993, St. John’s, Newfoundland,
Netherlands, M-22-1. Canada, pp.295-304.

Kang, D., Hasegawa, K., 2007, “Prediction Krüger, S., Billerbeck, H. and Haack, T., 2007,
method of hydrodynamic forces acting on “The Propulsion and Maneuvering Concept
the hull of a blunt-body ship in the even of the BCF – Super C-Class Double End
keel condition”, JMST, Vol.12, No.1. Ferries”, PRADS 2007, Houston, USA.

Kimura, K., Taketani, T., Yamasaki, E. and Kume, K. Hasegawa, J. Tsukada, Y. Fujisawa, J.
Fujii, A., 2006, “Study on Interaction Fukasawa, R., 2006 “Measurements of
between Ship Hull and Propeller using hydrodynamic forces, surface pressure, and
RANS Method with VLM”, ICHD 2006, wake for obliquely towed tanker model and
Ischia, Italy. uncertainty analysis for CFD validation”,
Journal of Marine Science and Technology
Kijima, K. and Nakiri, Y., 2003, “On the 2006.
practical prediction method for ship
manoeuvring characteristics”, MARSIM Kuroda, T., Hara, S., Hoshino, K. and Yukawa,
2003, Kanazawa. K., 2006, “Evaluation of Performance for
the Optimum Towing Support System”,
Kijima, K. and Nakiri, Y., 2004, “On the Journal of the Japan Society of Naval
practical prediction method for ship Architects and Ocean Engineers, Vol.4,
manoeuvrablity in restricted water”, pp.147-154.
Transaction of West-Japan Soc Naval Arch,
No.107, pp.37-54. Landsburg, A.C. and Barr, R.A., 2003, “IMO
Maneuvering Performance Standards:
Kijima, K., Furukawa, Y., et al., 2006a, “The Issues, Opportunities, Shortcomings and
Valuation for External Disturbances on Ship Critical Need for and the Possibility of
Maneuverability”, Proc. of MCMC’2006, Improved Ship Trajectory Modeling”,
Lisbon, Portugal. MARSIM 2003 Workshop.

Kijima, K., Furukawa, Y., Yano, K. and Aoki, I., Larsson, L., Stern, F., and Bertram, V.,
2006b,“ The Valuation for External “Benchmarking of Computational Fluid
Disturbance on Ship Maneuverability”, Dynamics for Ship Flows: The Gothenburg
MCMC 2006 2000 Workshop,” Journal Ship Research,
Vol. 47, No. 1, March 2003, pp. 63-81.
Kim, Y.G., Kim, S.Y., Son, N.S., Yu, B.S. and
Lee, S.W., 2006, “A Study on the Lataire, E., Vantorre, M., Laforce, E., Eloot, K.
Proceedings of 25th ITTC – Volume I
203

and Delefortrie, G., 2007, “Navigation in Lin, W.-M., Zhang, S., Weems, K., et al., 2006,
Confined Waters: Influence of Bank “Numerical Simulations of Ship
th
Characteristics on Ship-Bank Interaction”, Maneuvering in Waves”, Proc. of 26 ONR
2nd International Conference on Marine Symposium on Naval Hydrodynamics,
Research and Transportation, Naples, Italy, Rome, Italy.
135-143.
Longo, J., Yoon, H.-S., Toda, Y. and Stern F.,
Lebedeva M.P., Gofman, A.D., Yatsuk, Y.V., 2006 “Phase-Average 3DPIV/Wave
Vladmirzev, A.V., Aysinov, S.D., Afanasiev, Elevation and Force/moment Measurements
B.V., Ankudinov, V.K., Daggett, L.L. and for surface Combatant in PPM Maneuvers”,
Landsburg, A.C., 2006, “Development of Twenty-Sixth Symposium on Naval
Criteria for Certification of the Hydrodynamics, Rome, Italy.
Mathematical Models Used by Marine
Simulators”, MARSIM 2006. Lundbäck, O. and Rutgersson, O., 2000, “Full
Scale Manoeuvring Trials for Use in the
Lee, T.I., Ahn, K.S., Lee, H.S. and Yum D.J., Prediction of Broaching-to”, Proc. of STAB
2003, “On an Empirical Prediction of 2000, Launceston, Australia.
Hydrodynamic Coefficients for Modern
Ship Hulls”, MARSIM 2003. Martinussen, K. and Ringen, E., 2008,
“Simulation of KVLCC1 and KVLCC2
Lee, S., Kijima, K., Furukawa, Y., Nakiri, Y. manoeuvring motion”, SIMMAN 2008,
and Ibaragi, H., 2005, “On the Ship Copenhagen.
maneuvering characteristics in shallow
water”, Transaction of West-Japan Soc McCreight, W.R., 1986, “Ship Maneuvering in
Naval Arch, No.109, pp.127-134. Waves”, Proc. of 16th ONR Symposium on
Naval Hydrodynamics, Berkeley, California,
Lee, S., Kijima, K., Furukawa, Y., 2006a, “An USA.
Estimation of flow field around a ship in
oblique motion”, JASNOE Vol.3. Milanov, E., Chotukova, V., 2007, “On The
Frequency-Dependent Coefficients In Ship
Lee, S., Kijima, K., Furukawa, Y. and Nakiri, Y., Maneuvering Model”, ICMRT, June 2007,
2006b, “Ship maneuvering characteristics as Ischia, Napels, Italy.
function of ship form in shallow water”,
MARSIM 2006, Terschelling, Netherlands, Morino, L. 1974, “A General Theory of
M-2-1. Unsteady Compressible Potential
Aerodynamics”, NASA CR-2464.
Lee, S.K., 2000, “The Calculation of Zig-Zag
Maneuver in Regular Waves with Use of Mulvihill, L.P. and Yang, C., 2007, “Numerical
the Impulse Function”, Ocean Engineering, Simulation of Flow over Fully Appended
27, pp.87-96. ONR Body-1 with Overset Grid Scheme”,
9th Numerical Ship Hydrodynamics
Levine, Witherspoon and Traghard, 2006, Conference, Vol. I, pp. 46-57.
“Disabled ship studies for the Polar
Endeavour class tankers”, SNAME 2006. Nishimura, K. and Hirayama, T., 2003,
“Maneuvering and Motion Simulation of a
Li, Y. and Calisal, S.M., 2005, “Numerical Small Vessel in Waves”, MARSIM 2003,
simulation of ship maneuverability in wind Kanazawa, Japan.
and current, with escort tugs”, Marine
Technology, Vol. 42, No. 4. Nishimura, K., Hirayama, T., Takayama, T.,
The Manoeuvring Committee

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Hirakawa, Y. and Ma, N., 2004, “One Ottosson, P. and Bystrom, L., 1991,
Proposal for Numerical Simulation Method “Simulation of the Dynamics of a Ship
in Time Domain for Motion of Maneu- Maneuvering in Waves”, SNAME
vering Small Ship in Steep Waves”, Journal Transactions, Vol.99, pp. 281-298.
of the Society of Naval Architects of Japan,
Vol.195, pp.203-210. Perez, T., 2005, A Review of Geometrical
Aspects of Ship Motion in Manoeuvring
Nishimura, T. and Kobayashi, H., 2003, “The and Seakeeping, and the Use of a
Estimation of Ship Maneuverability for Consistent Notation”, Technical Report
Controlling Position of Unstable Ships”, MSS-TR001-2005, Centre for Ships and
MARSIM 2003, Kanazawa, Japan. Ocean Structures (CeSOS), Norwegian
University of Science and Technology
Noack, R., 2007, “Enabling Large Amplitude (NTNU), Trondheim, Norway.
and Relative Motions Through Overlapping
Grids”, 9th Numerical Ship Hydrodynamics Perez, T., Ross, A. and Fossen, T.I., 2006, A 4-
Conference, Vol. I, pp. 58-70. DOF Simulink Model of a Coastal Patrol
Vessel for Manoeuvring in Waves”, Proc. of
Oers, B.J. van and Toxopeus, S.L., 2006, “On MCMC 2006, Lisbon, Portugal.
the relation between flow behaviour and the
lateral force distribution acting on a ship in Perez, T., Ross, A., Fossen, T.I., 2006, “A 4-
oblique motion”, ICMES 10th International DOF simulink model of a coastal patrol
Cooperation on Marine Engineering vessel for manoeuvring in waves”, MCMC
Systems. 2006, Lisbon, Portugal.

Okano, S., Karasuno, K., Maekawa, K. and Petersen, J.B. and Lauridsen, B. 2000,
Fukuhara K., 2004, “Applications of a “Prediction of hydrodynamic forces from a
component-type mathematical model to database of manoeuvring derivatives”,
maneuvering hydrodynamic forces acting MARSIM 2000, Orlando.
on a ship hull in shallow water”, Journal of
Kansai Soc Naval Arch Japan, No.241, Queutey, P. and Visonneau, M., 2007, “An
pp.83-88. interface capturing method for free-surface
hydrodynamic flows”, Computers and
Oltmann, P., 2000, “25 years Computerized Fluids, Vol. 36-9, pp. 1481-1510.
Planar Motion Carriage at HSVA −A
résumé”, International Workshop on Ship Quadvlieg, F.H.H.A. and Kaul, S., 2006,
Manoeuvrability at the Hamburg Ship “Development of a calculation program for
Model Basin, Hamburg, 2000. escort forces of stern drive tug boats”, ITS
2006 The 19th International Tug & Salvage
Ong, M. C., Lee, S. C. C., Lim, A. T. B., Lo, E. Convention and Exhibition.
Y. M. and Tan, S. K., 2007, “Simulating
ship maneuvers in deep and costal waters”, Quadvlieg, F.H.H.A, 2003, “Manoeuvring
Journal of Ship Research, Vol.51, No.3, Criteria: More than IMO A.751 requirement
pp.204-216. alone”, MARSIM 2003, Kanazawa, Japan.

Oura, T., Ikeda, Y., 2007, “Maneuverability Of Ross, A., Perez, T., Fossen, T.I., 2006,
A Wavepiercing High-Speed Catamaran At “clarification of the low-frequency
Low Speed In Strong Wind”, ICMRT, June modelling concept for marine craft”,
2007, Ischia, Napels, Italy. MCMC 2006, Lisbon, Portugal.
Proceedings of 25th ITTC – Volume I
205

Roux, Y., Ba, M., Boin J.P., Guilbaud, M., Soeding, H. and Conrad F., 2005, “Analysis of
Hauville, F. and Huberson S., 2005, overtaking manoeuvres in a narrow
“Sailing boat performance prediction”, Ship waterway”, Ship Technology Research,
Technology Research, Vol.52,No.2,pp.54-64. Vol.52, No.4, 189-193.

Schulten, P.J.M., Toxopeus, S.L. and Stapersma, Stern, F., Olivieri, A., Shao, J., Longo, J., and
D., 2004, “Propeller - diesel engine Ratcliffe, T., 2005, “Statistical Approach for
interaction in a turn”, INEC 7th Estimating Intervals of Certification or
International Naval Engineering Conferen- Biases of Facilities or Measurement
ce and Exhibition. Systems Including Uncertainties,” ASME J.
Fluids Eng, Vol. 127, No. 2, pp. 604-610.
Sclavounos, P., Thomas, B. and Ulusoy, T.,
2006, “Optimal Ship Maneuvering and Stern, F. and Agdrup, K., (editors) “Pre-
Seakeeping by Linear Quadratic Gaussian Proceedings SIMMAN 2008 Workshop,”
(LQG) Regulators”, 26th ONR Symposium Force Technology, Copenhagen, Denmark,
on Naval Hydrodynamics, Rome. 14-16 April 2008.

Skejic, R. and Faltinsen, O.M., 2006, “A Sung C.H., Rhee B. and Koh, I.Y., 2004
Unified Seakeeping and Maneuvering “Validation of Forces, Moments and
Analysis of a Monohull in Regular Incident Stability Derivatives of a Manoeuvring
Waves”, Proc. of ICHD 2006, Italy, pp.97- Series 58 Bare Hull”, Twenty-Fifth
104. Symposium on Naval Hydrodynamics, St
John’s, Canada.
Skejic, R. and Faltinsen, O.M., 2007, “A
Unified Seakeeping and Maneuvering Sung, Y.J., Rhee, K-P., 2005, “New prediction
Analysis of Two Interacting Ships”, Proc. method on the stopping ability of diesel
of ICMRT’07, Italy, pp.209-218. ships with fixed pitch propeller”, I.S.P.
Vol.52, No.2.
Selvam, R.P., Bhattacharyya, S.K., Haddara,
M., 2005, “A frequency domain system Sung, Y.J., Ahn, K. and Lee, T., 2007,
identification method for linear ship “Correctionof Current Effects from Manoe-
maneuvering”, I.S.P. Vol.52, No.1. uvring Trials”, PRADS 2007, Houston, USA.

Simonsen, C., 2004, “PMM Model Tests with Sutulo, S., Soares, C.G., 2004, “Synthesis of
DDG51 Including Uncertainty experimental designs of maneuvering
Assessment,” Force Technology Report No. captive-model tests with a large number of
ONRII187 01. factors”, JMST. Vol.9, No.1.

Simonsen, C.D., Stern, F. and Agdrup, K., 2006, Sutulo, S., Soares, C., 2006, “Development of a
“CFD with PMM test validation for Multifactor Regression Model of Ship
manoeuvring VLCC2 tanker in deep and Maneuvering Forces Based on Optimized
shallow water”, MARSIM 2006, Terschel- Captive-Model Tests”, Journal of Ship
ling, Netherlands, M-4-1. Research, Vol.50, No.4.

Simonsen, C. D. and Stern, F., 2006, “Flow Sutulo, S. and Soares, C., 2006a, “A Unified
structure around maneuvering tanker in Nonlinear Mathematical Model for
deep and shallow water”, 26th ONR Simulating Ship Manoeuvring and
Symposium on Naval Hydrodynamics, Seakeeping in Regular Waves”, Proc. of
Rome, Italy. MARSIM 2006, Terschelling, Netherlands.
The Manoeuvring Committee

206

Sutulo, S. and Soares, C., 2006b, “Numerical overtaking maneuvers in simulators”,

Study of Ship Rolling in Turning Journal of Marine Science of Technology,
Manoeuvres”, Proc. of STAB 2006, 9th Int. Vol.9, No.1, pp.24-31.
Conf. on Stability of Ships and Ocean
Vehicles, Rio de Janeiro, Brazil. Varyani, K.S. and Krishnankutty, P., 2006,
“Modification of Ship Hydrodynamic
Thill, C.H., Toxopeus, S.L. and Walree, F. van, Interaction Forces and Moment by
2005, “Project Energy-saving air- Underwater Ship Geometry”, Ocean
Lubricated Ships (PELS)”, ISSDR 2nd Engineering, Vol. 33, pp. 1090-1104.
International Symposium on Seawater Drag
Reduction, Busan, Korea. Varyani, K.S., 2006, “Guide to new generic
equations for interaction forces/moments
Toxopeus, S., 2006a, “Validation of slender - between moored/passing ship and between
body method for prediction of linear encounter overtaking ships”, MARSIM
manoeuvring coefficients using expe- 2006, Terschelling, Netherlands, M-23-1.
riments and viscous-flow calculations”,
ICHD 2006, Ischia, Italy. Viviani, M., Bonvino, C.P., Depascale, R.,
Conti, F., Soave, M., 2007, “Identification
Toxopeus, S., 2006b, “Calculation of Of Hydrodynamic Coefficients From
hydrodynamic manoeuvring coefficients Standard Manoeuvres For A Series Of
using viscous-flow calculations”, ICHD Twin-Screw Ships”, ICMRT, June 2007,
2006, Ischia, Italy. Ischia, Napels, Italy.

Toxopeus, S.L., 2007, “Deriving mathematical Vorobyov, Y.L. and Kosoy, M.B., 2005, “The
manoeuvring models for bare hull ships Navigational Width for a Vessel Going on
using viscous-flow calculations”, Marine the Trajectory in Shallow Water under Wind
International Conference on Computational and Wave”, Maritime Transportation and
Methods in Marine Engineering. Exploitation of Ocean and Coastal
Resources, 11th Int. Congress of the Int.
Toxopeus, S.L. and Lee, S.W., 2008, Maritime Assoc. of the Mediterranean,
“Comparison of manoeuvring simulation Lisbon, Portugal.
programs for SIMMAN test cases”,
SIMMAN 2008, Copenhagen Wang, H.M. and Zou, Z.J., 2006, “Prediction of
Ship Dynamic Stability Using a NURBS-
Ueno, M., Nimura, T., Tsukada Y. and based Higher Order Panel Method”,
Miyazaki, H., 2006 “Experimental Study on MARSIM 2006, Terschelling Island,
the Manoeuvring Motion of a Planning Netherlands.
Boat”, MCMC 2006, Lisbon, Portugal.
Wang, X. Z., Xu, H.Z., Sun, J.L., Feng, D.K.,
Umeda, N., Maki, A., Hashimoto, H., 2006, 2006, “Nonlinear Robust Controller Design
“Manoeuvring and Control of a High-Speed for Ship Steering in a Seaway”, Journal of
Slender Vessel with Twin Screws and Twin Ship Mechanics, Vol.10, No.6, pp.35-42.
Rudders in Following and Quartering Seas”,
JASNOE Vol.4 Weems, K. M., Zhang, S., Lin, W.-M., and
Kery, S. M., 2007, “3-D Potential Flow
Varyani, K. S., Thavalingam, A. and Simulation of Multiple Ships in Waves for
Krishnankutty P., 2004, “New generic Ship-to-Ship Transfer at Sea”, 10th Intern.
mathematical model to predict Symp. Practical Design of Ships and Other
hydrodynamic interaction effects for Floating Structures, Houston, Texas.
Proceedings of 25th ITTC – Volume I
207

Wilson, R.V., Paterson, E.G. and Stern, F., 1998, Architects and Ocean Engineers, Vol.4,
“Unsteady RANS CFD Method for Naval pp.117-126.
Combatants in Waves”, Proc. of 22nd
Symposium on Naval Hydrodynamics, Yasukawa, H. and Kobayashi E., 1995,
Washington D.C., USA. “Shallow water model experiments on ship
turning performance”, Mini Symp. on Ship
Wilson, R.V., Nichols, D.S., Mitchell, B., Manoeuvrability, The West-Japan Soc
Karman Jr., S.L., Betro, V. C., Hyams, D.G., Naval Arch, Fukuoka, Japan, pp.71-83.
Sreenivas, K., Taylor, L.K., Briley W.R.,
and Whitfield, D.L., 2007, “Simulation of a Yasukawa, H. and Adnan, F.A., 2006,
Surface Combatant with Dynamic Ship “Experimental Study on Wave-induced
Maneuvers”, 9th Numerical Ship Motions and Steady Drift Forces of an
Hydrodynamics Conference, Vol. I, pp. Obliquely Moving Ship” (in Japanese),
208-223. Journal of the Japan Society of Naval
Architects and Ocean Engineers, Vol.3,
Xing-Kaeding, Y., 2005, “Unified Approach to pp.133-138.
Ship Seakeeping and Maneuvering by a
RANSE Method”, PhD thesis, TU Yasukawa, H., Hirata, N., Kose, K. and Seto, J.,
Hamburg-Harburg, Rep. No.634. 2004a, “Maneuvering Simulation of a
Training ship “Hiroshima-Maru” (1st report:
Xing-Kaeding, Y. and Jensen, G., 2006, captive model test of heeled ship)”,
“Simulation of Ship Motions during Transaction of West-Japan Soc Naval Arch,
Maneuvers”, Ship Technology Research, No.108, pp.101-114.
Vol.53, No.4, pp.159-182.
Yasukawa, H., Hirata, N., Kose, K. and Seto, J.,
Xing, T., Shao J., and Stern, F., 2007, “BKW- 2004b, “Maneuvering Simulation of a
RS-DES of Unsteady Vortical Flow for Training ship “Hiroshima-Maru” (2nd
KVLCC2 at Large Drift Angles”, 9th report: comparison with fullscale test
Numerical Ship Hydrodynamics results)”, Transaction of West-Japan Soc
Conference, Vol. I, pp. 172-190. Naval Arch, No.108, pp.115-125.

Xu, Y., Kinoshita, T, Bao, W. and Itakura, H., Yasukawa, H., Hirata, N. and Kose, K., 2005,
2007, “A PMM Experimental Research on “Influence of Outrigger Position on the
Ship Maneuverability in Waves”, Proc. of Performances of a High Speed Trimaran
OMAE 2007, San Diego, California, USA. (3rd report: Maneuverability)”, Journal of
the Japan Society of Naval Architects and
Yang, H., Hong, C., 2006, “An experimental Ocean Engineers, Vol.2, pp.197-203.
study on the directional stability of towed
FPSO”, MARSIM 2006 Yasukawa, H., Hirata, N. and Kose, K., 2006a,
“Improvement of course-keeping ability of
Yasukawa, H., 2006a, “Simulations of Ship a high speed mono-hull by skegs”, Journal
Maneuvering in Waves - 1st Report: Turning of the Japan Society of Naval Architects
Motion –”, Journal of the Japan Society of and Ocean Engineers, Vol.3, pp.125-131.
Naval Architects and Ocean Engineers,
Vol.4, pp.127-136. Yasukawa, H., Hirata, N., Nakamura, N. and
Matsumoto, Y., 2006b, “Simulations of
Yasukawa, H., 2006b, “Simulation of Wave- Slewing Motion of a Towed Ship”, Journal
Induced Motions of a Turning Ship”, of the Japan Society of Naval Architects
Journal of the Japan Society of Naval and Ocean Engineers, Vol.4, pp.137-146.
The Manoeuvring Committee

208

Yasukawa, H., Hirata, N., Koh, K.K., Puna-

yangkool, K. and Kose, K., 2007,
“Hydrodynamic force characteristics on
maneuvering of pusher-barge systems”,
Journal of the Japan Society of Naval
Architects and Ocean Engineers, Vol.5,
pp.133-142.

Yoon, H.-S., Longo, J., Toda, Y., and Stern, F.,

2008, “PMM Tests and Uncertainty
Assessment for Surface Combatant
Including Comparisons Between
Facilities,” IIHR – Hydroscience &
Engineering Report.

Yoshimura, Y. and Sakurai H., 1989,

“Mathematical model for the manoeuvring
ship motion in shallow water (3rd report) –
manoeuvrability of a twin-propeller twin
rudder ship”, Journal of Kansai Soc Naval
Arch Japan, vol.211, pp.115-126.

Zeraatgar, H. and Ghazi-Asgar, S., 2005,

“Degradation of Rudder Performance in
Sea Waves”, Proc. HYDRONAV 05/
MANOEUVRING05, joint 16th Int. Conf
on Hydrodynamics in Ship Design and 3rd
Int. Symposium on Ship Manoeuvring,
2005, Gdansk-Ostroda, Poland.

Zhang, S., Weems, K. M., and Lin, W.-M.,

2007, “Numerical Simulation and
Validation of Ship-Ship Interactions in
Waves”, 9th International Conference on
Numerical Ship Hydrodynamics, Michigan,
August5-8, Vol. II, pp.53-66.

2004 “Aspects of Under Keel Clearance in

Analysis and Application” Second Squat
Workshop, Oldenburg, Germany.
Proceedings of 25th ITTC – Volume I
209

The Seakeeping Committee

Final report and recommendations to the 25th ITTC

Four committee meetings were held at:

1. GENERAL
ƒ QinetiQ Ltd, Gosport, United Kingdom,
1.1 Membership and meetings
January 2006
ƒ Naval Surface Warfare Center, Carderock
The Committee appointed by the 24th ITTC
Division, West Bethesda, USA, October
consisted of the following members:
2006
ƒ National Technical University of Athens,
ƒ Mr. Terrence Applebee (Chairman), Naval
Greece, May 2007
Surface Warfare Center, West Bethesda,
ƒ Seoul National University, Korea.
USA
December 2007
ƒ Mr. Paul Crossland (Secretary), QinetiQ
Ltd, Gosport, United Kingdom 1.2 Recommendations of the 24th ITTC
ƒ Dr. Gregory Grigoropoulos, National
Technical University of Athens, Greece The following is the specific guidance
ƒ Mr. Greg Hermanski, Institute for Ocean provided by the 24th ITTC Seakeeping
Technology, St. John’s, Canada Committee on the work to be undertaken by
ƒ Dr. Yonghwan Kim, Seoul National this committee.
University, Korea 1. Update the state-of-the-art for
ƒ Dr. Rumen Kishev, Bulgarian Ship predicting the behaviour of ships in
Hydrodynamics Centre. Varna, Bulgaria waves including high speed and
ƒ Dr. Koichiro Matsumoto, Universal unconventional vessels, emphasising
Shipbuilding Corporation, Kawasaki, developments since the 2005 ITTC
Japan Conference,
ƒ Dr. Jianbo Hua, SSPA Sweden AB,
Göteborg, Sweden a) Comment on the potential impact of
ƒ Dr. Jinzhu Xia, Australian Maritime new developments on the ITTC.
College, Launceston, Australia b) Emphasise new experimental
techniques and extrapolation methods
and the practical applications of
computational methods to seakeeping
Dr Hua resigned during the term of this prediction and scaling.
committee and was replaced by Mr. Dariusz c) Identify the need for R&D for
Fathi, Marintek, Trondheim, Norway. Dr. Xia improving methods of model
changed companies shortly after his experiments, numerical modelling and
appointment and was unable to participate on full-scale measurements.
the 25th ITTC Seakeeping Committee.
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210

2. Update the procedure for experiments committees’ mandates and available expertise
on rarely occurring events, 7.5-02-07- such that both organisations could benefit from
02.3. further cooperation, and further collaboration
would be advantageous if the participation of
3. Update the procedure 7.5-02-07-02.1 the ITTC Ocean Engineering and ISSC
for model tests on linear and weakly Environmental committees is included.
non-linear seakeeping phenomena.
The main task of the Seakeeping
4. Rewrite the procedure 7.5-02-07-02.2 Committee is the development of new and
for added resistance and power increase existing procedures. Examples of existing
in irregular waves. ITTC recommended procedures that may be of
interest to the ISSC Loads Committee would
5. Update the procedure 7.5-02-07-02.4 include:
for the validation of codes in the
frequency domain so that it is - Procedure 7.5-02-07-02.1 Seakeeping
independent of the method used. Experiments

6. Develop a procedure for the validation - Procedure 7.5-02-07-02.3 Experiments on

of codes in the time domain so that it is Rarely Occurring Events
independent of the method used.
- Procedure 7.5-02-07-02.4 Validation of
7. Support the Specialist Committee on Seakeeping Computer Codes in the Frequency
Uncertainty Analysis in reviewing the Domain.
procedures handling uncertainty
analysis. It may be possible that the Loads committee
could review and support the process of
8. Critically review examples of validation updating existing procedures and participate in
of prediction techniques. Identify and development of new ones.
specify requirements for new
benchmark data. Benchmarking and comparative studies
were identified as a possible form of joint
9. Determine requirements for benchmark
activities to the extent that both committees
tests for seakeeping in oblique waves
could share resources to conduct future joint
such that these benchmark tests could
benchmark and comparative studies. As part of
be conducted in the future.
its work the 25th ITTC Seakeeping Committee
1.3 Cooperation with the ISSC undertook a task to propose defined
requirements for suitable benchmark tests,
The importance of cooperation with the including information required for the data to
International Ship and Offshore Structure be qualified for inclusion in the ITTC
Congress organisation, specifically, the I.2 benchmark database. The Seakeeping
Loads Technical Committees, was recognised Committee consulted the ISSC Loads
by arranging a Joint meeting at the National Committee on the proposed final description.
Technical University of Athens in May 2007. The ISSC Loads Committee invited ITTC
The meeting underlined the importance and member organisations (members of the
benefits of the inter-committee collaboration Seakeeping committee) to participate in a
with communication between committee planned comparative study to calculate lateral
members being recognised as the most basic bending and torsion moments using the various
and important form of contact and information numerical tools available to members of both
exchange. There was a clear overlap in both committees.
Proceedings of 25th ITTC – Volume I
211

The ISSC takes place a year later than the of generated waves in existing and new
ITTC and thus the phasing of reports from one experimental facilities. Existing and newly
committee is not convenient for the other. developed theories and codes are being used
However, both committees would benefit from for that purposes.
the exchange of the list of references from their
respective state-of-the-art reviews. ISSC has Naito at el. (2005) presents a theory of ship
forwarded a copy of the 2006 ISSC Loads motion analysis of tests conducted in ring
report complete with written discussion and waves and focused transient wave generated by
response. It may be possible for committees to an energy absorbing wave maker in a compact
review each other reports before their circular wave basin. The ring waves are
respective Conference submissions but this described as multidirectional waves composed
requires further discussion with the of incident waves with the same amplitude and
committee’s respective parent organisations. A period arriving from all directions. The
Joint report could also be considered feasible in resultant motions are representing the linear
the future, however, for the time being such a summation of responses to individual incident
task might be regarded as premature. waves that compose the ring waves. The
directional ship characteristic can be obtained
For future collaboration some form of in a single run.
continuity amongst the two committees should
be ensured; past experience has shown that Naito (2006) reviews theories of wave
opportunities for collaboration between both generation and absorption and investigates the
organisations can be lost due to lack of development of a high-performance absorbing
continuity in contacts and/or communication. wave-maker for generation of both angular and
Thus, the following is proposed to help irregular waves in model test facilities. He also
maintain the continuity of the collaboration: contemplates various configurations of wave-
tanks to optimise their performance.
- Common membership. Both parent Generation of waves in a traditional rectangular
organisations should assure that the relevant basin can be questionable because of problem
committees will share at least one common of reflected waves from the basin walls. The
member who could act as a liaison between the author proposes a concept with an absorbing
two committees. The phasing in the ITTC and wave-maker around the tank simultaneously
ISSC can be utilised to ensure appointment of absorbing undesirable waves and generating
such a common member. required waves. Such a tank and wave-maker
concepts are described as the Advanced
- Scheduled joint meetings. Propose that the Multiple Organized Experimental Basin
second (or 3rd) ITTC meeting and the first (AMOEBA) and Element-Absorbing Wave-
ISSC meeting of their respective committees maker (EAW) respectively. Generated
become permanently scheduled as a joint examples of snapshots of wave amplitudes and
committee meeting. long-crested narrow-banded irregular waves
show promising results.
2. REVIEW OF STATE-OF-THE-ART Bonnefoy et al. (2006a) presents the first of
two papers reporting on the development and
2.1 Developments in Experimental
validation of a 3D second order numerical
Techniques
wave tank model. The authors present, in Part
A, the fully spectral time domain formulation.
New and improved concepts of wave
An extensive verification study of the model
making amenities are being considered to
accuracy and convergence properties is
enhance model testing efficiency and accuracy
reported in the context of both local and global
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212

quantities. The practical capabilities of the effective alternative for this type of experiment.
model are reported in Bonnefoy et al. (2006b). The segmented model technique is also
Various 2D and 3D complex wave system applicable to collect other relevant responses.
simulations are compared with experiments. More conventional model experiments are still
used to measure motions, pressure distributions
In some cases numerical and physical tools and modelling of extreme environments. The
are being applied to improve existing or design goal of these experiments is mostly to obtain
new wave making facilities. Mikkola (2006) reliable data for validation of numerical
describes the use of numerical simulation to solutions.
solve a design issue in the replacement of wave
makers in the long towing tank at the Ship A unique approach to measure loads and
Laboratory of Helsinki University of responses is presented by Leguen and Fréchou
Technology. Specifically, to select a wedge (2007). The authors introduce the new French
angle for a plunger type wave maker, a 2D marine facility at Bassin d’essais des carénes
unstructured Finite Volume Method (FVM) (BEC), and seakeeping experiments performed
was used and then that method was validated with a 1:5 scale (length overall of the model =
against two cases which were similar to the 25 metres) model of a frigate. The structure of
design problem. The comparison with those the model hull was mechanically similar to the
test cases, from the 2nd ISOPE Numerical structure of the full-scale ship. The model was
Wave Tank Workshop and from simulation of built to maintain elastic similarity and proper
the plunger type wedge wave maker installed at scaling relation between modes of resonance
Helsinki University’s multi-purpose basin, between the model and the ship. Experiments
provided sufficient agreement to be used for were conducted at regular waves and speed up
the design problem. Three wedge angles were to 4 m/s. The model was instrumented to obtain
evaluated, 25, 35, and 45 degrees, and the model motions and global deformation of the
optimal design angle of 35 was selected. body in waves. Roll damping at various speeds
Further analysis could then be conducted to was measured and whipping and slamming
provide mechanical and structural design phenomena were observed. The paramount
guidance. purpose of this unusual experiment was to
collect data for validation of design tools for
Ducrozet at el. (2006) present a novel fully predictions of hull motions and structural
nonlinear potential flow model for simulation responses.
of generation and propagation of 2D or 3D
gravity waves in finite depth. This new At the same facility Rousset et al. (2005)
Numerical Wave Tank (NWT) formulation is investigated the effects of slamming loads on
based on coupling of the fully nonlinear High- ships (vibrations, hull girder fatigue and
Order Spectral Tank (HOST) method with a ultimate strength). The project was established
second order spectral NWT model. For the with the joint support of industry and public
validation, the formulation results were institutions and included various physical
compared to a highly nonlinear 2D focused experiments and numerical simulations. This
wave packet embedded in an irregular wave paper presents experiments conducted to study
field, which demonstrated its accuracy and the sensitivity of global and local loads to
efficiency. The NWT was created to model the kinematic parameters variation.
Ecole Centrale de Nantes towing tank.
Fonseca et al. (2005) undertook tests with a
Model experiments are still the most segmented 4.4m model of a fast ferry to
reliable tool for estimates of local and global measure the added mass and damping
loads for various types of ship hulls. The coefficients and structural loads as well as to
segmented models are still the most cost- test for linearity in regular head waves.
Proceedings of 25th ITTC – Volume I
213

Fonseca and Guedes-Soares (2005a) produce satisfactory solutions to wave load

presented a comparison between experimental problems that can also be applied for non-
data and numerical results of the nonlinear conventional ship hull forms.
wave-induced heave and pitch motions and
structural vertical shear forces and bending Lin et al. (2007a) provided a regression
moments on a containership. The experimental formula to evaluate the design wave load of
data were obtained from tests in regular head SWATH vessels, on the basis of the model test
waves with different wave steepness; strong results of SWATH vessels. As expected, the
nonlinear effects were detected in the formula provides more accurate design wave
experimental data. The paper focussed on load that is close to the model test results in the
several new aspects of the nonlinear vertical case of lower displacement less than 3000t.
structural loads in regular waves, including the Consequently the hull structure weight and
identification and quantification of third fabrication cost will be reduced greatly. They
harmonic amplitudes, the influence of the also took into account the mechanical
regular wave amplitude on the amplitudes of characteristic of SWATH vessels, to propose
the first three harmonics and on the sagging load combinations and loading manners for
and hogging peaks, and the influence of the transverse strength analysis, torsion strength
steady structural loads (that exist also with the analysis and overall longitudinal strength
ship advancing in calm water) on the analysis of SWATH vessels.
asymmetry of the vertical loads in waves.
Iseki (2007) presents the bi-spectral
Dessi and Mariani (2005) have used a analysis applied to nonlinear ship response.
segmented model to identify the slamming load Presently, the most often used power spectral
and to evaluate the ship-beam response analysis is based on linear theory, and is not
(whipping and springing) and they compared effective to investigate non-linear aspects of
these results with full-scale trials. In this paper, ship responses. The proposed, higher order, bi-
the question that the authors intended to answer spectral analysis is more appropriate to
can be considered as an inverse problem with investigate nonlinear ship responses with
respect to the past investigation: is it possible emphasis on the skewness of the data. The
to identify the structure of the segmented author presents an example of the nonlinear
model and also to obtain information about the response analysis as a second order Volterra
loads to which it is subjected, just from the system. The pitch motion response in following
analysis of its vibratory response? In this work, sea is characterised by fluctuating skewness
the answer of the above question regarding and the author concludes that skewness is
structure identification is based on the use of introduced by the variation in the nonlinear
the Output-only analysis technique (which restoring moment of the pitch motion.
seems quite promising for this kind of
investigation), whereas the load identification Chiu et al. (2007) conducted a study that
is based on the slender beam theory. focuses on the nonlinear behaviour of the
pressure responses of the hull surface,
On the other hand, De Jong and Keuning especially on the pressures acting on alternately
(2005) used a forced 6 D-O-F oscillator and a wet and dry areas near the waterline and on the
seven-component segmented model of a frigate bow zone with high deadrise angles that may
to investigate the non-linear effects due to large be subject to slight impact and water pile-up
amplitudes, focusing on combined sway-yaw effects. To clarify the validity of applying
motions. Volterra modelling to this problem, a series of
experiments in regular and irregular head
The combination of experimental results waves were carried out, and approximate third
with appropriate data analysis procedure can order and fifth-order Volterra models with the
The Seakeeping Committee

214

proposed algorithm for finding frequency ships. Globally publicised, the more
response functions (FRFs) were applied as a devastating, large ships disasters are reflected
means of validation. In the present article, the in more research focusing on the associated
first part of the validation was performed using investigations.
experimental data in regular waves. It was
confirmed that the third-order Volterra model Hu et al. (2006) investigated experimentally
has adequate accuracy to simulate and numerically the occurrence of parametric
deterministically the variation of pressure roll resonance in head seas for an ultra large
responses in regular waves of different wave containership whose hull form is easily subject
steepness up to wave amplitude to wavelength to abrupt changes in transverse metacentric
ratio of 0.01 even for the highly nonlinear height. Model tests have been performed in a
pressures acting on the above-mentioned areas deep water towing tank for different ship
of the hull surface. forward speeds in regular and irregular head
seas. However, in the irregular head seas used
Minami et al. (2006) present a numerical in the test matrix, roll instability could not be
and experimental study to measure ship identified. In addition, the critical role of initial
responses to extreme wave impact. conditions in the temporal evolution of
Experiments were conducted with an elastic nonlinear system was observed. Numerical
model of a container ship (scale 1:141.9), analyses encompassing nonlinear seakeeping
simulations were carried out using the time simulation, time integration of 1-DOF damped
domain nonlinear strip theory based software Mathieu equation and a Mathieu stability
SRSLAM, and extreme waves were modelled diagram were performed and have been
at a numerical tank NWT2D by superposition compared with the model test data. Good
of selected regular waves. To conduct the agreement was found between the model test
experiments properly, the wave maker and the data and the numerical analyses.
carriage had to be synchronised for the
essential encounter. Results of experiments and Full-scale measurements are most valuable
calculations are presented. (although expensive and usually confidential)
as a source that can be used to correlate and
New emerging technologies are being validate ship design and investigative tools.
utilised to measure physical parameters with Fortunately the amount of published full-scale
higher confidence. data is increasing. More and more commercial
and military ships are equipped with permanent
Ryu et al. (2006) present an experimental monitoring systems to record ship’s operational
study to measure velocity fields of a plunging data and responses to the current environment
wave impacting a structure. As the wave breaks for the up-to-date decision making and long
and overtops the structure a large aerated and term improvements to design and simulation
green water region is formed. The velocity tools.
profile of the green water around the structure
was measured using bubble image velocimetry Carrera and Rizzo (2005) carried out full-
(BIV) technique. The measured data and scale measurements on a 17.5-m FRP pleasure
dimensional analysis method was used to craft in waves to record both its motions and
obtain a formula for the prediction of the impact structural loads in the bow region.
horizontal green water velocity distribution. Moersch and Hermundstad (2005) carried out
similar measurements with a 21-ft planing craft
Safety concerns are important aspect of focusing on the slamming pressures on the
many investigations. Parametric roll bottom of the boat.
phenomena frequently observed on large
vessels is also a factor for operations of small
Proceedings of 25th ITTC – Volume I
215

Fukunaga et al. (2007) present an onboard heave. It was also concluded that the action of
installed system to predict height, length and the steering system produced substantial rolling
direction of encountered waves using measured at high speed and in head seas. Detailed
ship motion and speed data. The system is one information on state of the environment (sea
of many elements being developed as an state and direction) is critical for correct
onboard information tool for identification and interpretation of full-scale data. Difficulties in
supporting the decision-making process when establishing proper wave direction due to low
operating in heavy seas. The method is based frequency swell and high frequency new waves
on the comparison between ahead-calculated coming from different directions were reported
ship motions using strip theory code and in past.
measured ship motions in five degrees of
freedom (no surge). The ship motions are Yoo et al. (2007) present an approach to
measured using a system of six accelerometers. obtain wave direction estimated from three-
The motions are obtained by double integration dimensional movements of a buoy. Three GPS
of accelerations. The system was tested aboard receivers fixed on the buoy were used to obtain
a passenger/vehicle ferry showing promising three rotational angles (yaw, pitch and roll) and
results. calculate correction for the buoy oscillatory
motions. The buoy allows also for estimates of
Leguen et al. (2007) present a structural wave height. The system was encouragingly
monitoring system installed on a French Naval tested in static and dynamic on-the-ground dry
vessel. The system is designed to monitor conditions.
global, slamming and torsional loads, ship
motions, operational and propulsive parameter. Johnson and Wilson (2005) considered the
The goal of the task is to improve the problem of determining the sea state from
knowledge base, optimise maintenance process measured ship motions from a statistical point
and serve as navigation aids. of view with the aid of an extensive set of
seakeeping trials results. Multiple linear
Based on data recorded during a long-range regression was used to deduce the relationship
transit of a high-speed ferry, Davis et al. (2005) between the RMS ship motions in five degrees
investigate using full-scale measurements to of freedom, and the significant wave height
develop vertical plane response amplitude measured by a waverider buoy. It was shown
operators (RAOs). Predicting the effect of that the significant height may be estimated
lifting surface motion damping using model with around 10% error by this method for a
scale testing is difficult at high Froude number wide range of conditions.
because of Reynolds scaling. This problem
disappears at full-scale, but developing RAOs 2.2 Developments in Theory and
from full-scale data is complicated by the Validation
precision that encountered wave conditions can
be characterised. Issues associated with 2.2.1 Frequency domain (motion & Loads)
measuring wave surface and wave direction, as
well as problems of obtaining motion During the last few years, 3-D theories,
displacements from measured accelerations, although still amenable to development, have
presented a challenge in the data interpretation become standard tools for the calculation of the
in this study. Sea trials data comparisons show dynamic loads and responses of ships in waves.
consistently larger RAO peaks of pitch, heave
and roll than the computed values. The ride The forward speed of the ship and the
control system in the form of stern tabs was inherent hydrodynamic and geometrical
limited in its capability to dampen motions, but nonlinearities remain complicating factors.
was most effective in reducing pitch rather than Strip theories, on the other hand, are used for
The Seakeeping Committee

216

engineering purposes, since they provide robust Wang et al. (2007) used a source-sink
and quite accurate results in low to moderate distribution method to calculate the coefficients
sea states. Thus, the natural trend, described in of four kinds of twin-hull or multi-hull sections.
the respective state-of-the-art review of the 24th They applied linear potential theory taking into
ITTC Seakeeping Committee, to move from account viscous effects by a cross-flow
the frequency domain to the time domain, from approach to predict the motions of catamarans
strip-theory type to fully 3-D schemes, from with forward speed in regular waves and to
linear to nonlinear problems, and also from investigate the effect of speed, distance and
potential-flow to viscous-flow computations is interaction between the hulls. They compared
even more pronounced. their results with model tests for a Series 64
catamaran.
In this section the developments in
computational and experimental studies for Vorobyov and Demidjuk (2007) studied the
wave loads and motions of a ship, mainly in the boundary value problem of radiation and
past three years since the last 24th ITTC diffraction potentials for a ship travelling in
Conference are summarised. They are deep water and in regular head waves. The
categorised according to the domain of linear theory of surface waves and thin ship
calculations (frequency or time domain), the model were used. As the boundary value
type of singularities used (Green or Rankine radiation and diffraction problems have an
sources), the dimensionality of the problem identical structure both solutions are derived
solved (2-D or 3-D) and the order of the simultaneously. The potential function is
problem solved (linear or higher order). represented by an exponential Fourier integral
transformation in the longitudinal direction and
In the case of linear problems, the use of the result is then expanded into the Fourier–
Green singularities permits the automatic Michael integral transformation in the vertical
satisfaction of both the free-surface boundary direction. Thus, the boundary value problem is
condition and the radiation condition at infinity, reduced to several second order ordinary
allowing for the discretisation with panels of differential equations, which are easily solved.
the body surface, only. The potential function is found in a form of an
integral operator with the ship hull equation,
Du et al. (2005) discuss the influence of the vessel velocity and frequency of waves.
line integral terms in the prediction of three-
dimensional seakeeping characteristics of fast Qiu and Peng (2006) and Peng et al. (2007)
hull forms using a boundary integral method developed a panel free method to eliminate
employing frequency domain translating and computational errors of panel methods due to
pulsating source Green’s functions. They the ship hull geometry approximation, the
applied the method to Series 60 and NPL hull assumptions regarding the velocity potential or
forms to demonstrate that oscillatory results source strength distribution on a panel and the
appear in the predicted values of hydrodynamic evaluation of singularity terms in the integral
coefficients and exciting forces, as a result of equation. In the work, the de-singularised
the numerical procedure relating to the integral equation for a body at forward speed in
treatment of the line integral terms in the terms of source strength distribution was
boundary integral equations. Using the direct developed by removing the singularity due to
potential method instead of the source the Rankine term in the Green function. Non-
distribution method can suppress these Uniform Rational B-Splines (NURBS) were
oscillations, especially when the waterline adopted to describe the exact body surface
integral terms are treated properly. mathematically. The regular integral equations
were then discretised over the surface body by
Gaussian quadrature. The double-body m-terms
Proceedings of 25th ITTC – Volume I
217

were accurately computed on the NURBS Sutulo and Soares (2004) extended the
surface from the continuous distribution of the boundary integral equations method, originally
velocity potential. The accuracy of the method proposed by Young (1973) to solve the 2-D
was demonstrated by its application to the seakeeping problem by direct derivation of the
radiation and diffraction problems of a integral equations without recourse to
submerged sphere and a Wigley form at singularity distributions, thus avoiding the
forward speed in the frequency domain. The presence of irregular frequencies. They used a
method was used to calculate motions RAOs more sophisticated discretisation procedure,
for a FPSO and a LNG carrier operating at without any symmetry restrictions, assuming
shallow water. The results were compared to deep water. In order to solve the resulting
results of model experiments and calculations Fredholm equation of the second kind with
using the WAMIT code. No quantitative V&V weak singularity they proposed the piecewise
was offered in the paper. continuous singularity distribution in
combination with the integral collocation, to
Malenica at el. (2006) discuss the interface reduce it to a discrete set of algebraic equations
between hydrodynamic and structural models of relatively small dimension. Their method
since typically each model uses a different type results in an improved fulfilment of the body
of mesh. The proposed procedure treats hydro- boundary condition, compared to the Frank
structure interaction in linear seakeeping. The method. Söding (1993) also aimed towards this
authors assume potential flow and use the goal by distributing discrete sources slightly
boundary integral equation method (based on beneath the body surface in code “Hmasse”;
source formulation) to solve boundary value the proposed “patch” method. The current
problems in the frequency domain. Rigid body authors applied their method to the S-175
and hydroelastic body cases are presented. containership and concluded that their method
was superior to both the original Frank method
A typical hydrodynamic mesh contains and Söding’s method, especially for a small
panels below the mean waterline while the number of panels.
structural mesh follows structural elements of
the body. Two main issues in the hydro- Thomas et al. (2007) conducted model tests
structure interaction are: pressure transfer from in beam and oblique regular waves, using a
the rigid body hydrodynamic model to the modified Series 64 model at two demihull
structural model and transfer of structural spacings to validate catamaran motion
deformations back to the hydrodynamic model. prediction methods. They investigated the non-
In the first case, the recalculation of pressure is linearity of the roll response by repeating the
recommended instead of interpolation. This is tests at various wave heights. They compared
possible because the boundary integral the results with numerical predictions using
equation used to solve boundary value two methods: Korvin, a boundary-element
problems gives the continuous representation method combined with a strip-theory approach,
of the potential through the whole fluid domain. modified for multihulls, and Seakeeper, a
Coordinates of the structural mesh are then modified strip-theory method. Both codes
applied to obtain relevant pressures. For the provided accurate predictions, although
hydroelastic seakeeping analysis the transfer of Seakeeper tended to overpredict the vertical
the modal displacements from structural to plane motion responses.
hydroelastic meshes is a problem. The authors
propose a 6-step procedure to perform the
interpolation between the structural and 2.2.2 Time domain (motion & Loads)
hydrodynamic meshes.
During the last two decades, ship motion
analysis in the time domain has significantly
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increased, replacing frequency domain analysis. sections, considering the instantaneous wetted
Due, mainly, to the trend of building very large surface with a linear free surface boundary
ships, there are strong demands for studies condition, and this concept has been applied for
related to nonlinear motions and structural the section based nonlinear ship motion
loads, and nonlinear analysis in the time computation. In this method, the hull surface is
domain are essential for such studies. Typical represented by sections. At each time step,
problems include nonlinear wave excitation, hydrodynamic and restoring forces are obtained
the resultant motion, structural loads, green at each section, and the total forces are
water, slamming and whipping, hydroelasticity obtained by summing the sectional quantities.
(such as springing), sloshing and coupling with This method is also efficient and a higher
ship motion. Furthermore, it is obvious that the degree of nonlinearity can be applied than
application of a time domain approach is using the impulse response function approach.
getting more popular, and more sophisticated However, this method still has the limitation of
and direct techniques will be introduced in the strip theory which is not powerful for low
future. frequencies.

The time domain approaches for ship (3) Unsteady Green function approach: This
motion can be categorised into four is one of the classical approaches in ship
representative methods as follows: hydrodynamics. This approach adopts the
unsteady wave Green function which requires
(1) Impulse-response-function method: complicated numerical treatment to solve.
After the pioneering work of Cummins (1962), Despite significant effort, this approach could
this method has been used by many researchers not become a practical method due to the
to simulate ship motions in time. This method difficulty in the computation of the Green
applies the frequency domain solution to function. The early versions of TIMIT and
compute the impulse response function and/or LAMP in early 1990 belong to this category.
the retardation function for the radiation forces.
Since this method is essentially a conversion of (4) Rankine panel method: Dawson (1977)
the frequency domain solution to the time and earlier work resulted in the wide-use
domain, there is a strong advantage of reduced application of the Rankine panel method for
computational time. In particular, when the practical wave resistance computations. This
linear problem with an external force is of method had been extended to unsteady ship
interest, this method is very effective and motion problems, showing very successful
efficient. The frequency domain solution can results. LAMP and SWAN is representative of
be obtained by any kind of method, e.g. strip or these successes. This method has many of the
panel methods. Recently there has been some merits of the three dimensional approach,
effort to extend this method to nonlinear ship particularly in the extension of nonlinear
motion problems and to couple the effects with analysis and dynamic analysis of structural
sloshing or other nonlinear loads. In the case of loads. At the present stage, this method is the
nonlinear ship motion analysis, the application leader in time domain and nonlinear ship
of nonlinear Froude-Krylov forces and motion analysis. However, there are still some
nonlinear restoring forces can be combined details to be solved for its more practical use.
with the linear diffraction force.
(5) Field equation solver: The development
(2) Sectional nonlinear method (nonlinear of computational resources enables us to apply
strip method): Strip theory methods have been the field equation solvers for very complicated
extended for use in nonlinear time domain problems. Particularly, during the last decade,
analysis. Lin (1984) solved the nonlinear the application of the Navier-Stokes equation
hydrodynamic problem of two dimensional solvers for ship hydrodynamic problems has
Proceedings of 25th ITTC – Volume I
219

become more popular, and it is obvious that problem with a linear free surface condition, or
this trend will continue in the future. So far, the fully nonlinear or weak-scatterer problems
application of CFD tools like FLUENT for including the effects of nonlinear free surface
seakeeping application is limited to some local flows. In particular, the weak-scatterer
problems, but is getting wider use for more approach, e.g. Huang (1998), is a unique
global ship flows including ship motion. approach which is somewhere between a fully
However, the practicality and accuracy are still nonlinear and weakly nonlinear method.
beyond the methods based on potential theory SWAN4 and LAMP4 are such methods.
at the present stage. However, this approach requires a remarkable
increase in computational time; therefore, its
There are a few representative methods in practicality is still limited.
nonlinear ship motion analysis, and a good
summary for the linear and nonlinear methods From the viewpoint of the physics involved
is suggested by Singh and Sen (2007) as shown in nonlinear ship motions, there are two distinct
in Figure 1. nonlinearities: body nonlinearity and free-
surface nonlinearity. The previous method is
relatively easy concept to consider, and is
effective for most ships. However, the physics
involved in nonlinear free surface flows is
more profound and harder to be realised in
computation. In fact, Figure 1 shows four
possible combinations to represent the
problem: one linear method and three nonlinear
methods. In numerical applications, besides the
free surface boundary condition, the primary
difference in these methods is in the
distribution of the solution grids (panels). In
the case of linear and weakly nonlinear
Figure 1: Summary of linear and nonlinear methods, the solution grids do not change as
computational methods for ship motion (Singh time progresses.
and Sen, 2007)
However, the other nonlinear methods
In their summary, two nonlinear schemes require the grids to be updated at every time
are characterised, depending on numerical step; hence a significant amount of
implementation of the Froude-Krylov force, computational time is needed. This is the
restoring force and hydrodynamic force. The primary reason of using the weakly nonlinear
first level is based on the assumption that the method for practical design applications.
primary nonlinearity comes from the incident Figure 2 shows an example of mesh generation
wave and nonlinear restoring. In this case, the for three different approaches.
correction of the Froude-Krylov and nonlinear
restoring forces on the actual wetted surface is Classification societies have led to the
the key for solving nonlinear ship motion development and application of nonlinear
problems. At present, this approach, the so- seakeeping programs, like WASIM and
called the weakly nonlinear method, is the most NLOAD3D. Particularly, the high demand of
popular for practical ship motion applications. nonlinear analysis is related to the recent trend
SWAN2 (WASIM nonlinear) and LAMP2 of building very large ships such as
(NLOAD3D nonlinear) belong to this category. containerships over 10,000 TEU and LNG
On the other hand, stronger nonlinearity can be carriers over 200,000 cubic metres. Over the
considered by solving the body nonlinear last several years, time domain ship motion
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computations have been based on mostly three (2005a) carried out a systematic experiment, in
methods: the impulse-response function addition to computation, and the measured data
method, the nonlinear section based method, in large wave amplitudes seem very useful for
and the Rankine panel method. There are a few the validation of computational programs.
papers introducing other methods, but these
three methods are the most popular at present. Applications of the impulse response
function method have been introduced by
Kristiansen et al. (2005), Fan and Huang
(2006), Nam and Kim (2006, 2007), Kim et al.
(2007d), and others. One of the typical trends
in the application of the impulse response
(a) For linear & weakly nonlinear methods function approach is to couple ship motion
with internal and external forces, such as
sloshing, green water and control devices. For
instance, the latter two studies were to couple
the ship motion with nonlinear sloshing, and
Kristiansen et al. (2005) pointed out that their
scheme can be useful when coupled with
control algorithms.
(b) For body-nonlinear methods
The Rankine panel method has been in the
main stream of the linear and nonlinear ship
motion analysis in the time domain. It has been
extended to even more problems in the marine
hydrodynamic field. For instance, Zhang et al.
(2007a), and Kim and Kim (2008) introduced
the extension of the Rankine panel method for
(c) Weak-scatterer methods multiple body problems, and Zhang et al.
(2007b) introduced the application of the
Figure 2: Example of solutions grid for desingularised method for large ship motion
three nonlinear methods. analysis. A typical application of the panel
method was also introduced by Qian and Wang
The primary aims of any nonlinear ship (2005). It is worth noting that Korean
motion analysis are the prediction of nonlinear shipbuilding companies are developing a
roll such as parametric roll, nonlinear structural computer program called WISH for the
loads, coupling with internal or external nonlinear analysis of wave loads and ship
excitation like sloshing and green water, and to motions in the time domain, Kim et al. (2007a).
observe hydroelasticity such as springing. The The aim is to develop a program compatible to
following review focuses on the studies during WASIM and NLOAD3D, and some successful
the last few years. results have been introduced.

Some examples of the nonlinear section For instance, Figure 3 shows the
based method can be found in Fonseca and comparison between experimental, SWAN and
Guedes Soares (2004), Xia (2005), Mikami and WISH results. The authors introduced some
Shimada (2006), Mikami and Kashiwagi technical issues in the nonlinear analysis, and
(2007). Some of their work has combined Figure 3 shows the importance of the steady
nonlinear strip theory and the memory function component in the prediction of unsteady ship
for predicting ship motion and structural loads. motion responses.
Particularly Fonseca and Guedes Soares
Proceedings of 25th ITTC – Volume I
221

CFD applications for the prediction of

global ship motion are not yet mature. While
used primarily to study local phenomena, there
is some work on global ship motion using CFD
schemes. For instance, Quérard et al. (2007)
presented a two-dimensional approach for
obtaining the hydrodynamic coefficients of
cylinders swaying, heaving and rolling in
(a) Heave presence of a free surface, using a commercial
RANS solver. Also Wilson et al. (2006)
applied a RANS code for roll motion of a
surface combatant.

Luquet et al. (2007) documents the

extension of the SWENSE (Spectral Wave
Explicit Navier-Stokes Equations) approach, a
(b) Pitch new method for studying wave-body
interactions under viscous flow theory to the
Figure 3: Comparison of the motion simulation of 6 DOF ships in irregular waves.
magnitude of the S175 containership with This work has been motivated by the accuracy
respect to wave slope, λ/L=1.4, Fr=0.275, and efficiency requirements for simulating
β=180 deg (Kim et al., 2007a) hulls manoeuvring in waves. Extending the
SWENSE method to 6 DOF simulations and
Studies based on the transient Green irregular waves is discussed in this paper. The
function approach have continued. Datta and validation and verification of the method for a
Sen (2006) introduced computational results diffraction case is presented and followed by a
using a higher order distribution of the 2 DOF simulation of a Wigley hull in regular
transient Green function on the body surface. head waves. A first application in irregular
Chuang et al. (2007) have developed an waves is illustrated by showing the interaction
analytical method to evaluate the wave part of of a focused wave packet on a TLP. Results
the time domain Green function and its show overall good agreement with experiments.
derivatives. This scheme is also extended to The accuracy and effectiveness confirm the
body nonlinear problems. For instance, Qiu and viability of the method. Finally, future
Peng (2007) adopted this approach to extend to developments of the proposed approach are
the body nonlinear problem with a linear free discussed.
surface condition. De Jong et al. (2007) did
similar work. Building very large ships has meant that
hydroelasticity is a big concern to ship
Parametric roll has been of great interest in designers. Traditionally this problem has been
the design of container ships. Due to the based on frequency domain approaches, but
nonlinear behaviour of parametric roll, recent recent studies include some time domain
studies have been focused on the simulation of analysis. For instance, Wu and Moan (2005)
nonlinear roll motion in the time domain. Good presented computational results for the SL-7
examples can be found in Shin et al. (2005) and including hydroelasticity. Time domain
Ahmed et al. (2006). Additional studies were analysis is important for fast ships where the
introduced by Kreuzer and Sichermann (2005), motion responses can be strongly nonlinear.
and McCue and Bulian (2007). Holloway and Davis (2006) applied a strip
method for a fast ship, adopting time domain
computations, and compared numerical
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predictions to classical strip theory and craft in waves to record both its motions and
experimental results. impact structural loads in the bow region.
Moersch and Hermundstad (2005) carried out
2.2.3 High Speed & Multihull Ships: similar measurements with a 21ft planing craft
focusing on the slamming pressures on the
Recent years have seen the increasing use bottom of the boat.
of a wide range of advanced marine vehicles
that include high speed monohulls, multihulls Perez Arribas and Clemente Fernandez
and planing craft for pleasure, commercial and (2006) presents an assessment of theories that
navy applications. This section summarises can be used to predict the seakeeping behaviour
developments in computational and of high speed craft by considering dynamic
experimental studies for such vessels. forces. These theories are validated by
comparing predictions of vertical motions in
Fonseca and Guedes Soares (2004) head seas against seakeeping tests on fast
presented a comparison between experimental monohull models.
data and numerical results of the hydrodynamic
coefficients and wave-induced motions and Garme (2005) proposed a method for
loads on a fast monohull model. The GRP correcting the lift distribution in order to
model, length 4.52 m, was constructed in four correctly model the running attitude of a
segments connected by a backbone in order to planing craft in waves. The approach is
measure sectional loads. The objective of the validated in calm water, regular and irregular
investigation was to assess the capability of a waves. Simulations of model experiments and
nonlinear time domain strip method to comparison with measurement time series are
represent the nonlinear and forward speed presented.
effects on a displacement high-speed vessel
advancing in large amplitude waves. The Nan Xie et al. (2005) used a finite element
numerical method assumed that the radiation approach to investigate the hydrodynamic
and diffraction hydrodynamic forces are linear problem of a 3D planing surface. The planing
and the nonlinear contributions arise from the surface was represented by a number of
hydrostatics, Froude–Krylov forces and the pressure patches whose strengths were constant
effects of green water on deck. at each element. The unknown pressure
strength was obtained by using the free surface
Maron et al. (2004) presents the results of elevation condition under the planing surface
an experimental investigation of added masses and the Kutta condition at the transom stern.
and damping coefficients of a model of a fast The predicted results of the method are
monohull. The GRP model of 4.5m (LBP) was compared with other similar work.
constructed with four segments connected by a
backbone. The backbone was instrumented Ma et al. (2005) described a new numerical
with load cells at the positions of the cuts. This algorithm for solving a 2.5D hydrodynamic
configuration, combined with load cells theory, based on the high-speed slender body
measuring the force exerted by the forced assumptions where the free-surface condition is
motion actuators, made it possible to obtain the 3D, but the control equation and body surface
hydrodynamic coefficients for each of the four condition are 2D. The approach uses boundary
hull segments. Nonlinear effects were assessed integral equations formed in the inner fluid
by conducting model tests for three amplitudes field domain, and outer fluid field domain and
of forced heave and forced pitch motions. matched on a fixed control surface. This paper
shows that the matched boundary integral
Carrera and Rizzo (2005) carried out full equations can be used to calculate the
scale measurements on a 17.5m FRP pleasure
Proceedings of 25th ITTC – Volume I
223

hydrodynamic characteristics of high-speed decreasing water depth, particularly for smaller

displacement vessels with large flare. vessels operating in the vicinity of a larger one.

Chung and Chun (2007) derived a harmonic Inoue and Kamruzzaman (2007) presented
function based on the Green function for the a numerical study of hydrodynamic forces and
limiting case of Froude number tending to motion responses of a twin Lewis catamaran,
infinity to provide a first order potential with and without a bulbous bow, advancing in
solution for a flat plate planing at a very high regular waves. The authors used the YNU-SEA
speed, in which the angle of attack varies with computer code based on the 3D Green function
speed. with forward speed. For the purpose of code
validation the added mass and damping
Malenica et al. (2005) examined two coefficients for heave and pitch motions, and
different methods investigating multibody pitch and heave responses were calculated and
interaction using a boundary integral equation compared to experimental data and previous
method. The first approach is based on the calculations. After satisfactory comparison, the
classical direct application of the basic “validated” code was applied to study the
mechanical principles while the second performance of a Wigley hull catamaran, with
methodology involves the so-called generalised and without bulbous bow. The authors
modal approach. The direct method gave good concluded that the size and the fineness of the
results for a tandem configuration but relatively bulb are significant in reducing relative wave
poor results for side-by-side configuration. The height for high speed catamaran hulls.
reason for this result was the narrow space
between bodies, which can experience a Wei et al. (2007) used a 2.5D theory to
resonant behaviour at some frequencies. This predict the motion performance of a
non-potential phenomenon cannot be properly displacement trimaran in waves and compared
modelled by pure potential theory. In order to their results with experiments. They also
improve the method, the authors modified investigated the effect of the transverse
directly the boundary conditions on the part of distance between side hulls and main hull and
the free surface and on the bodies. To satisfy the longitudinal position of the side hulls.
those conditions the BIE were modified as well.
The authors also presented a mid-field Fang and Too (2006) applied a three-
formulation to obtain second order drift loads dimensional potential flow methodology to
on the multibody configuration. analyze the effects of side hull location on a
trimaran ship travelling in regular waves.
Li et al. (2006) presented a numerical Hydrodynamic interactions between hulls,
simulation predicting the influence of finite including added masses and damping
water depth on two ships interactions in waves. coefficients and excitation forces, are used to
The developed algorithm solved the zero solve for the six degrees of freedom motions.
forward speed free surface Green function for Comparisons with experimental data are
the finite water depth by combining the integral generally good, although some discrepancies,
form and John’s conventional expansion series particularly heave at high speed (Fr = 0.45), are
form of the Green function. The water depth evident. The technique is then used to evaluate
effects on two ships interacting in waves with variations in side hull stagger (distance of side
forward speed are accounted for by using a 3D hulls from the stern of main hull) and clearance
panel method based on the zero-speed free (athwartship distance of side hulls from main
surface Green function in a finite depth of hull). Seakeeping performance is shown to be
water with forward speed correction. best with smaller stagger and larger clearance.
Predictions indicate high sensitivity to
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Subramanian and Gururajan (2004) irregular wave conditions, and the resultant
reported model tests for a series of three motion responses are compared. The
planing catamaran hull forms up to speeds effectiveness of these algorithms is evaluated
corresponding to Fr = 1.12, by varying the via existing experimental data and their
length/ breadth of demihull ratios (6.67, 10 and robustness checked by motion simulations in
15.15) and hull spacing (40 to 2). The various wavelengths and wave heights. PID
experimental results are compared fairly well control is easy to handle, however it exhibits
with analytical ones using the SEDOS program poor performance in irregular waves. LQR
(Söding, 1988). control gives robust and stable results
throughout all the cases. The results of sliding
Egorov and Tonyuk (2007) reported a mode control are remarkable when the
numerical and experimental investigation on information of the wave disturbance is exactly
trimaran hull motions. The hydrodynamic known. However, it was found that the motion
problem was considered within the framework tended to diverge as the discrepancy between
of linear wave theory. To determine the the real disturbance and the estimated value
exciting forces and damping coefficients, became bigger.
Haskind–Newman method was applied where
asymptotic values of the radiation potential
were used. The damping coefficients were 2.2.4 Rarely Occurring events– Slamming,
calculated by analyzing the energy transfer Whipping & Deck wetness
from surface waves to the moving ship, using
the formula of Haskind–Newman. The In significant wave conditions the relative
generalised added masses were calculated by motion of a ship maybe so large that the
the Kramers–Kronig equation. Numerical forefoot and propeller become exposed and the
results are verified by systematic testing of deck submerged on a regular basis. These
trimaran longitudinal motion’s hydrodynamic phenomena occur most frequently at high
and kinematic properties. speed in head seas but are also known to occur
in other conditions. If the relative motion is
Hart et al. (2007) adapted the time-domain sufficiently high to create instances in time
nonlinear LAMP (Large Amplitude Motion when the body comes back into contact with
Program) code to model the lifting body and a the water surface above a critical velocity a
simplified version of a ride control system. slam may occur. If a significant length of the
Afterwards they carried out seakeeping keel is exposed then a keel slam usually
calculations for the lifting body technology follows; if the wet deck of a catamaran suffers
demonstrator Sea Flyer, a 48.8 m converted an impact with the rising water surface then
SES with a large lifting body amidships and an catamaran experiences a wet deck slam. Keel,
aft hydrofoil. They found that their results were stern, flare or wet deck slamming can induce
in good correlation with available sea trials excessive vibration within the ship and can
data. ultimately lead to increase in structural fatigue
or damage.
Bai and Kim (2007) considered the motion
control of fully submerged hydrofoils in waves. Landrini (2006) originally presented as the
The change of lift force due to the orbital 2003-2004 Georg Weinblum Memorial Lecture,
motion of fluid particles is included as time- covers much in the area of water-ship
varying disturbance in the equation of coupled interactions. An overview of three state-of-the-
heave-pitch motion, and the corresponding art numerical tools based on potential flow,
state space equation is derived. Several control rotational inviscid flow, and viscous fluid
algorithms including PID, LQR, and sliding assumptions are outlined and the
mode control are applied for regular and methodologies compared and discussed. With
Proceedings of 25th ITTC – Volume I
225

respect to seakeeping, the author discusses A similar method was presented by

nonlinear phenomena such as water on deck Hermundstad and Moan (2007) and validated
and sloshing. Overall, an excellent treatise on for a 290m cruise ship. The nonlinear strip
the importance of both experimental and theory method was again used to calculate the
numerical tools in solving highly complex ship-wave relative motions which were then
hydrodynamic problems is presented. input in to the slamming calculation program.
To improve the calculation efficiency with
Korobkin and Malenica (2005) introduced a minimal loss of accuracy, the method was
new model of water impact and applied it to the divided into two separate steps. In the first step,
two dimensional problem of an asymmetric the velocity potentials were calculated for unit
body entering the water vertically. The model relative velocities between the section and the
was based on the Wagner theory (1932) of water. In the next step, these pre-calculated
impact and the at-disc approximation but velocity potentials were used together with the
accounted for both the body shape and the real relative velocities experienced in a seaway
nonlinear terms in the Bernoulli equation for to calculate the slamming pressure and total
the hydrodynamic pressure. The authors slamming force on the section. The calculated
applied the Modified Logvinovich Model slamming pressures on the bow flare of the
(MLM), and a simple formula for the cruise ship agreed quite well with the measured
evaluation of maximal acceleration magnitude values, at least for time windows in which the
of the inclined wedge dropped onto the liquid calculated and experimental ship motions
free surface, and compared with experimental agreed well.
data. Malenica and Korobkin (2007) provided
an assessment of available methods of Wang and Wu (2006) presented an
modelling slamming, starting from the simple application of an unstructured mesh based
von Karman model and ending with fully finite element method to analyse the two
nonlinear models. dimensional nonlinear wave interaction with a
non-wallsided floating body evoking flare
Hermundstad and Moan (2005) presented a slamming. The fluid motions are described
method for the prediction of slamming loads on using a velocity potential satisfying the Laplace
ship hulls and shows validation for a 20-knot, equation. The generated 2D unstructured mesh
120-m car carrier. A nonlinear strip theory is was suitable for handling nonlinear geometry
used to calculate the relative motions of the shapes. The work focused on the water entry
ship. The relative vertical velocity and roll rate problem of wedge like bodies oscillating with
for a slamming event are given as input to the large amplitude in calm water and in nonlinear
slamming calculation program, which is based waves. The results were presented as the
on a generalised two-dimensional Wagner hydrodynamic force on the wedge shaped
formulation and solved by the boundary bodies in sway motion and heave motions and
element method. Model tests have been carried were compared to the solution obtained from a
out in regular head and bow quartering waves second order theory.
of various heights. Slamming on two panels in
the upper part of the bow flare has been studied. The free surface flow generated by a flat
It was found that the water pile-up around the plate impacting the water with a constant entry
bow due to the forward speed of the vessel velocity was investigated numerically by Iafrati
significantly increased the slamming pressures. (2007), for both 2D and axi-symmetric cases.
When the calculated slamming pressures are The plate was initially floating on the free
corrected for 3D effects, they compare well surface and was assumed to have instantaneous
with the measured data. vertical motion. The liquid was assumed ideal
and incompressible, and gravity and surface
tension effects were neglected. The work was
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mainly focused on the development of a computations were carried out by a B-spline

numerical procedure that could capture the Rankine panel method, and the results
peculiar features of the free surface dynamics compared for different wave conditions.
for such flows, and that could provide an
accurate estimate of the resulting Kim et al. (2007c) undertook computational
hydrodynamic loads. The details of the and experimental studies on the water-entry
numerical approach were described and impact of asymmetric wedges. In the case of
differences between the two-dimensional and the computational studies, two different
the axi-symmetric solvers highlighted. methods were of interest: a semi-analytic
Numerical simulations were presented which method and a smoothed particle
covered a very wide range of time and length hydrodynamics (SPH) method. The semi-
scales. Results were presented in terms of free analytic method was extended to solve the
surface shape, pressure distribution and total generalised Wagner problem of asymmetric
hydrodynamic load on the plate and water entry. In this method, the evolution of the
comparisons with theoretical estimates were free surface along body surface was
established where available. represented by Chebyshev polynomials. To
observe violent free surface flows during
Yang et al. (2007) conducted numerical impact, the SPH was applied. A series of
simulations and wet drop tests to investigate experiments measuring the evolution of the
stern slamming of modern containerships and free surface during symmetric and asymmetric
to determine if numerical methods could be drops of 2D wedges with deadrise angles of 30,
used to calculate slamming type impact 45, and 60 degrees had been conducted and
pressures. The experimental investigation compared with those of the semi-analytic and
included a drop test with 2D wedges and SPH methods. Overall trends of the free
containership stern sections to evaluate peaks surface evolution were consistent in the
and temporal and spatial distribution of impact computation and experiment. In both cases, the
pressure distribution in relation to the relative splash-up along the body surface with steeper
velocity of the body. The data were primarily deadrise angle was larger than that of tilted side,
applied to establish the applicability of CFD but it was found that the measured splash-up
codes for slamming simulations. For the along the bodies showed some discrepancy
numerical drop test, fixed and moving grid with the computation. Cavity flows were found
systems were applied. The moving grid system in the experiment, and SPH provided
was reconstructed at every time step. Grid successful simulation of cavity occurrence.
dependency convergence tests were carried out
to identify spatial and temporal grids size Viviani et al. (2007) applied two different
independent solutions. The authors conclude numerical methods, namely a free surface
that the free fall of a body can be reasonably RANS solver and a SPH method, to the
simulated using a moving dynamic mesh evaluation of slamming loads (global forces
technique and credibly applied for the practical and local pressures) on a typical wedge shaped
ship design. section. Results from both methods are
presented and compared with available
Kim (2005) considered the three- experiments.
dimensional impact problem in the presence of
a non-flat, free surface profile. Particularly, this Peseux et al. (2005) dealt with the
study introduced new 3D impact theories, slamming impact between the ship bow and
based on the extended Von Karman and water free surface by employing numerical and
extended Wagner methods. A new numerical experimental techniques. The hydrodynamic
technique was introduced that maximised impact loads calculations using numerical
computational efficiency. Numerical methods were conducted within the framework
Proceedings of 25th ITTC – Volume I
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of potential flow theory and Wagner’s the 3D transient Green function to calculate
approximation method of blunt body impact. ship motions which were used as an input to a
The numerical analyses were conducted for RANS solver to obtain slamming impact
both rigid and deformable structures. The finite pressure. In order to validate the method,
element method was used to solve the set of initial calculations were conducted for a 2D
fluid and structural equations. The triangular wedge section. The calculations were
experimental investigation included free drop conducted for three grid sizes to investigate
tests of rigid and flexible cone-shaped bodies sensitivity of solutions to mesh discretisation
of varying deadrise angle and compared the and compared to previously published
measured and calculated pressure in multiple experimental data. The “validated” method was
locations which showed satisfactory qualitative used to calculate slamming pressure on a
agreement. forward section of a container ship. First,
relative motions of the ship were calculated
El Moctar et al. (2005) used a multi-stage using linear and non-linear programs and
approach to predict slamming loads. They used applied as an input to the CFD solver.
a linear frequency domain, Green function Pressures at the bottom and at the flare points
panel method to identify the design wave were computed.
conditions, a nonlinear code to accurately
predict the ship motions, and an extended Oger et al. (2007) presented a specific study
viscous code to investigate the loads assuming based on the SPH method, and proposed some
a rigid body. Their numerical results for a Ro- comparisons between experimental and
Ro ferry are in close agreement with the numerical results for a three-dimensional
measurements of the horizontal force slamming test case. This study was aimed more
component. at illustrating the large possibilities offered by
this meshless method for such applications.
Schellin and El Moctar (2007) presented a The SPH scheme was presented and discussed,
numerical procedure to determine wave- and a parallelised SPH model that allowed a
induced slamming loads on ships. The reduction in the computational costs of 3D
procedure was used to predict slamming loads simulations was introduced. In order to allow
on a modern offshore supply vessel with the simulations involving complex 3D geometries,
area under the bow flare of special interest. The a new method based on the extension of the
method consisted of three stages. The first ghost particle technique for imposing boundary
stage was running a Green function panel code conditions was discussed and tested. As an
to determine the environmental conditions illustration of these procedures, the case of a
causing slamming; the second was the complex hull impacting the free surface in the
prediction of ship motion under the target wave context of imposed motion was treated in a 3D
conditions; the third phase consisted of the free surface flow computation. For this test
application of a RANS code to calculate case, some experiments had been carried out
slamming loads when the previously obtained and were introduced here; numerical and
ship motions were used as input data. The experimental data were compared.
predicted averaged pressure over a selected
area was compared favourably to the In order to investigate the effects of
experimental data. slamming loads on ships (vibrations, hull
girder fatigue and ultimate strength), a French
Singh and Kumar (2007) presented a national research project was established with
numerical approach to estimating the slamming the joint support of industry and public
impact pressures on a ship hull in regular institutions. The project involved different
waves. The method was based on the physical experiments and numerical
application of a potential flow method using simulations. Rousset et al. (2005) presented the
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experiments that were aimed at studying the An extension of the wet deck slamming
sensitivity of global and local loads to hydrodynamic approach of Ge et al. (2005) had
kinematic parameter variation. been added to predict wet deck slamming
within the time domain simulation. A
Wines et al. (2007) carried out model tests validation study of the numerical simulation
to investigate the effect of weight increase of method was carried out, which compared
Royal Norwegian Navy Mine Countermeasures predicted motions and wet deck slamming
SES Vessel (MCMV) on its performance with pressures to measurements from recent model
respect to slamming on the wet deck. They tests and full scale sea trials for the catamaran
determined that the increase in the wetted Sea Fighter, FSF-J. Comparisons were made in
surface and the significant growth in the the time domain with wave-by-wave response
number of slamming incidents, and gave for individual runs and this overall numerical
indication about the liable locations of slams. simulation method, the mathematical
formulation of the wet deck slamming
The primary objective of Fu et al. (2007) approach, details of the Sea Fighter model test,
was to obtain full-scale qualitative and full-scale trials results of the validation study,
quantitative wave slamming data of the Sea and several outstanding issues related to the
Fighter (FSF-J), a high-speed multihull vessel. numerical simulations method were discussed.
These data included measurements of the
ambient environmental conditions, the incident Ge at al (2005) reported a comparison of
waves impacting the ship, ship motions, and experimental and theoretical impact loads and
visual documentation of the free surface/wave global response due to wet deck slamming on a
field surrounding the ship during slamming high speed catamaran in regular head seas is
events. This reference described four of the studied. An instrumented segmented model
typical wave slam events, which occurred was tested in the Ocean Basin at the Marine
during the field test. Technology Center in Trondheim in 1996. The
data compared well to the predicted vertical
Davis and Whelan (2007) developed a motions, vertical shear forces and bending
computational model for catamaran wet deck motions as presented earlier. The authors
slamming on the basis of the variation of added extended the data comparison to the predicted
mass as the hulls enter the water. The slamming and impact loading resulting in fair
computational model introduces a soft agreement. Uncertainty and error analysis of
connection between the water added mass both experiment and numerical simulation
associated with the slam and the hull. The point to the importance of accurately
method has been evaluated by comparison with measuring trim angle and incident wave
2D model drop tests in terms of the maximum elevation along the physical model, and
forces and acceleration imposed on the hull, the accounting for the side hull interactions in the
variation of velocity during the slam event and prediction model.
the depth of penetration into the water.
Stenius et al. (2007) modelled
Lin et al. (2007b) presented a numerical hydroelasticity in water impacts of the ship hull
simulation method for predicting the wet deck bottom panels using explicit finite element
slamming of a high speed catamaran. The methods. The technique enabled the modelling
numerical simulation method was built upon of the instantaneous fluid-structure interaction.
the framework of a time domain potential flow Hydroelastic effects on the panel response were
panel code that solved the 3D wave-body systematically studied for different impact
hydrodynamics and rigid-body dynamics velocities, boundary conditions and structural
problems with consideration of external forces. mass. The work was compared with other
Proceedings of 25th ITTC – Volume I
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published work concerning hydroelasticity in Dessi, and Mariani (2006b) also attempted
panel-water impacts. to combine two approaches, Wagner’s and Von
Karman’s models, to predict slamming loads.
The stern form of certain types of ship, The goal was to use simple and efficient
which can be characterised by a flat bottom and numerical methods to compute impact loading
shallow draft, can be subjected to frequent and ultimately ship whipping. Their results are
emersions followed by an impact resulting in then compared to seakeeping tests conducted at
stern slamming. The subsequent vibrations can INSEAN of a segmented model representing a
contribute to the global vertical bending fast ferry. The combination of the two
moment and could compromise comfort levels generalised solutions does appear to represent
in the aft part of the ship. Luo et al. (2007a) more accurately the measured loads, and
presented a combined seakeeping and provides a satisfactory prediction of the
decoupled vibration method to simulate maximum bending response.
whipping responses induced by stern slamming
loads in following waves and proposed a Dessi et al. (2007) presented an
formulation for stern slamming force. experimental investigation into the VBM
Numerical and test results of pressures, response to stern slamming loads on a large
whipping component, and total vertical modern passenger ship employing a segmented
bending moment (VBM) were found to be in model approach. The model experiments were
fair agreement. They carried out sensitivity performed in head and following irregular
analysis using a simplified model on the time waves, at various sea states and speeds. The
period of slamming force, dynamic sinkage and analysis focused on the determination of the
trim and ship speed. They also provided criteria for slamming to occur, and on the
guidelines to the captain to reduce whipping global responses. The analysis was conducted
responses induced by slamming in following using spectral and wavelet transforms
waves. techniques. Criteria for slamming occurrence
were determined using the Ochi and Motter
Luo et al. (2007b) presented a study on (1973) approach based on ship relative motions
stern slamming using a segmented model and relative velocity. The criteria were
technique. The goal of the study was to established for bow bottom (relative
demonstrate that the stern slamming displacement and velocity) and flare (relative
phenomenon might have significant impact on velocity) and stern slamming (relative
the global VBM in following seas for a vessel displacement).
operating at low forward and zero speed. The
study confirmed the severity of stern slamming Chen and Xiao (2007) studied the effect of
loads and showed an increase in midships speed and sea state on the slamming
VBM of 34% for a specific sea state and zero probability of ships on the basis of the
speed. seakeeping standard series. They selected five
differently sized ships. The results showed that
Dessi and Mariani (2006a) presented the severity of the sea state affects the
extensive experimental investigations on bow slamming probability at the bow in a
and stern slamming loads, using segmented monotonic way, while the respective effect of
models. Critical conditions for bow bottom and speed depends on the sea state. With respect to
flare slamming in head seas as well as for stern the slamming problem, low, middle and high
slamming in following seas have been sea conditions could be bounded by the ratio of
identified as a function of forward speed. significant wave height and ship length of 0.02
Confirmation of results based on full scale and 0.03.
onboard observations was demonstrated.
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Storhaug and Moan (2007) presented a Rosén (2005) presented a method to

procedure for evaluating the impact of wave- reconstruct the momentary pressure
induced vibrations on ship fatigue life. The distribution in hull-water impacts.
proposed approach was demonstrated by Measurements of the propagating pressure
experimentation using a segmented flexible pulse in one position of the hull at a particular
model of a bulk carrier. The slowly varying instant of time were associated with
wave frequencies and high frequency loads measurements in other positions at other
were considered. Experiments were conducted instants by a set of assumptions and
at several selected sea states and vessel interpolation techniques. Hereby, the complete
operational speeds; the effects of involuntary pressure distribution was reconstructed with
speed reduction, ballast and cargo drafts and the use of only a limited number of transducers.
trim on measured fatigue damage were The method was evaluated with data from full-
investigated. scale trials of a planing craft in waves.
Reconstructed pressure distributions were
Cusano et al. (2007) presented an applied as loads in a finite element model of
experimental and numerical investigation into the hull.
the effects of bow flare and stern slamming on
large modern passenger vessels in order to A green water incident occurs when the
assess whipping responses and develop a bow becomes submerged and water is shipped
practical tool for designers for these types of onto the foredeck. The resultant deck loads can
ship. The experimental data, primarily cause significant damage to exposed structures,
collected for validation of the numerical including the superstructure, exposed cargo etc,
approach, were rigid body motions, impact as well as impacting on the ability to perform
pressure. The theoretical procedure included tasks requiring access to the foredeck area.
calculation of rigid body motions, evaluation of
slamming pressure and vibration analysis of the Establishing the correct mathematical
ship structure. For the rigid body motions a model of green water phenomenon can be
linear frequency domain code based on the 3D difficult, especially in the way the non-linear
Green function was employed. To predict wave motion, hull form at the bow, spray
impact pressure associated with bow flare generation and water flow on the deck are
slamming a 2D BEM code was applied. Two coupled.
approaches were adopted for whipping analysis.
To evaluate the whipping contribution at the Kishev et al. (2005a) undertook to verify a
ship design stage when the structural modified probabilistic approach for deck
information is not sufficiently complete, a 1D wetness intensity estimation that treats the
FEM was used. The 1D structure was modelled phenomenon as a joint probability of
by a series of beams with proper inertia, occurrence of freeboard exceedance and its
stiffness and mass distribution. For more duration. This served to distinguish between
detailed analysis, a 3D FEM model was used. spray generation and green water on the deck.
In the model all structural elements were Experimental data were obtained from
modelled using shell and beam elements. To specially tailored model tests with a range of
account for payload, machinery and equipment ship types in heavy irregular seas. Results from
on-structural masses were appropriately these tests have been generalised along with
distributed. The predictions were successfully other similar results from previous model tests
compared to experimental data. The authors and full-scale observations to enable the
indicated the usefulness of 1D whipping processing of a large statistical database
simulations for preliminary ship structure concerning the influence of sea waves and ship
analysis in the early stages of the design motion parameters on deck wetness intensity,
process. This allowed the formulation of limiting
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“threshold” values for statistical estimates for The CFD model was described in more
the frequency and duration of the deck wetness detail by Pham and Varyani (2005). The CFD
process, enabling direct comparison of model (so called waterjet model) was
theoretical predictions with real onboard developed from the dam-break model including
observations. an initial velocity to determine both the
horizontal and vertical loading following green
A fundamental experimental investigation water events, and compared predictions with
into the phenomena of water shipping on the experimental results. The comparison showed
bow of a modern containership was undertaken that the modified model of the dam-break with
by Fonseca and Guedes Soares (2005b). The initial velocity was required to represent water
results were used to study the physical process flow when investigating green water loading on
by which the water came onto the deck and to ships with forward speed.
validate mathematical models simulating the
green water on deck loads. The data analysis 16
14
indicated that pitch and relative motion
12
responses are significantly nonlinear in regular
10
waves. Since the presence of water on the deck
Force (N) 8
is highly dependent on those responses, the 6
linear approach to solve such a problem is not 4
adequate. Tests in irregular waves indicate that 2
the relationship between water height on the 0
deck and impact pressure and force are also -2 0 0.2 0.4 0.6 0.8 1

very scattered due to the complexity and t (s)

nonlinearity of the water shipping phenomenon. Dam-break w ith initial vel.
Experimental data
Dam-break w ithout initial vel.
A hybrid technique was developed by
Varyani et al. (2004) using a time domain code Figure 4: Comparison of horizontal load for
based on a nonlinear strip method developed an S-175 container ship at Fr = 0.3, H = 8.0m
by Crossland and Johnson (1998) to analyse and T = 12s. Varyani et al. (2004).
problems involving green water on the deck
and to set up threshold values to identify the This CFD model was used by Varyani et al.
occurrence of green water. Varyani et al. (2005) to review the phenomenon of green
(2004) then used a waterjet model, in water on container ships coupled with the time
preference to the dam-break model, to domain method based on a nonlinear strip
represent the green water flow on deck of a theory for predicting the occurrence of green
ship with forward speed. Furthermore, model water. The simple CFD hydrodynamic model
tests were used to empirically specify the shape (waterjet model) was developed to represent
of water elevation on deck to provide initial the green water flow on deck. Comparisons of
conditions for the CFD model to estimate the the predicted horizontal green water load
resulting deck loading. (acting on a vertical structure) and test data
were made. The work also looked at the
Figure 4 (Varyani et al. 2004) shows the presence of breakwaters in reducing the load
comparison of the horizontal load measured on effects of green water.
the fore deck with the two CFD models.
Clearly, the dam-break model with initial Wemmenhove et al. (2005) described a
velocity (waterjet) replicates the experiments study of the simulation of green water loading
better. on the deck of a ship. The numerical model
was developed as a one-phase model initially,
but later extended to take two-phase flow
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effects into account. The method used for the phenomena. The density function method was
simulations is based on the Navier Stokes employed in the framework of a locally refined
equations, with the model discretised using a overlapping grid system. The simple problem
finite volume method. The incompressible two- of a rectangular body placed in regular waves
phase flow model has been validated on a dam was considered and the simulation results were
break problem. compared with tank experiments. It was
demonstrated that this method could be
Gomez-Gesteira et al. (2005) analysed extended to a moving body problem, in which
wave overtopping on the decks of offshore the body was free to undergo heave, pitch, and
platforms and ships within the framework of surge motions.
the SPH method. SPH has been shown, in
literature, to be a suitable qualitative method to Wist et al. (2006) presented a nonlinear
model wave motion. The authors were able to probability distribution for the prediction of
show that SPH could provide good quantitative green water load and volume using a model
predictions that can permit comparisons developed by Ogawa (2003). The Ogawa
between numerical and experimental results. model was developed assuming that the crest
The theoretical method was able to reproduce heights were Rayleigh-distributed. This model,
the main features observed when a wave hits a however, does not include nonlinear effects
horizontal platform. The work demonstrated that make wave crests larger than half of the
that the presence of a fixed horizontal deck wave height. The nonlinear effects were
above the mean water level strongly modifies introduced to the Rayleigh distribution using
the wave kinematics. In particular, the flow in second order wave theory described by
the wave crest is split into two, showing a Marthinsen and Winterstein (1992). Predictions
different behaviour above and below the deck. from the upgraded nonlinear model were
compared to results of model tests. The
Liang et al. (2007) carried out model tests nonlinear model overpredicts the experimental
to better understand the mechanism of green pressure data but agrees well with the green
water events and the resulting damage on a water volume.
moving FPSO. During the experiments,
parameters closely related to green water, such McCue et al. (2007) presented a relative
as water height on deck, green water induced comparison of topside shape in their analysis of
loads and motions were measured. In addition parametric rolling. The effects of a
they used RANS CFD and a finite element tumblehome design, compared to more
code to simulate green water on a FPSO in a traditional wall-sided or flared topsides, is a
numerical wave tank. In the numerical larger reduction in the mean GM as a wave
simulation, a dynamic boundary condition was passes midships so that parametric rolling can
used to generate the incoming wave and the occur at lower forward speeds. Modelling
Volume of Fluid (VOF) method was employed regions of instability using the Mathieu
for capturing the free surface. Wave reflection equation, the reduced GM effect was confirmed
was handled properly by setting up a wave for this hull design. The effect of lowering KG
absorption zone. The highly nonlinear wave- (increasing GM) to improve dynamic stability
body interactions, including large amplitude may also improve roll magnitude and
ship motion and green water on deck, were parametric resonance, but this remains to be
modelled successfully when compared with confirmed.
experiments.
2.2.5 Sloshing
A numerical method was developed by
Yamasaki et al. (2005) to predict the water Sloshing is a strongly nonlinear
impact pressure caused by the green water phenomenon, where the highly distorted free
Proceedings of 25th ITTC – Volume I
233

surface may be associated with wave breaking natural period, i.e. an asymmetric behaviour of
and air trapping. CIP (Constrained the wave elevation along the tank, as well as
Interpolation Profile) - based methods, initially alternation of the breaking phenomenon at the
proposed by Yabe and Wang (1991) are two tank sides.
currently used to cope with these kind of flows.
There are two important key points in the CIP Colicchio et al. (2007) studied a very
method: (1) a compact upwind scheme with peculiar phenomenon that can appear during
sub-cell resolution for the advection calculation sloshing flow in a partially filled tank: the flip-
and (2) a pressure based algorithm that can trough event. A 2D sloshing flow inside a tank,
treat liquid, gas, and solid phases, irrespective which is forced to oscillate horizontally, is
of the flow being compressible or studied experimentally. From the experimental
incompressible. The algorithms incorporating point of view, a novel free surface tracking is
the latter feature are denoted as C-CUP (CIP used to characterise the details of the flip
Combined and Unified Procedure). through dynamics while impulsive wave loads
are measured by using an ad hoc distribution of
Kishev et al. (2006) applied a new miniaturised pressure sensors. The extremely
computational fluid dynamics simulation local character of the phenomenon investigated
approach based on the CIP method to tackle the is used to highlight capabilities and limits of
violent sloshing problem. The authors studied the numerical algorithms proposed: a Level Set
the 2D sloshing phenomenon in a rectangular technique to solve the Navier Stokes equations,
tank, viewing the sloshing problem as a and a SPH method to solve the Euler equations.
multiphase problem that includes water and air A suitable domain decomposition strategy is
flows. A stationary Cartesian grid is used and proposed to study the evolution of the air
the free surface is solved by an interface bubble entrapped during the development of
capturing method. The C-CUP scheme was the flip-through event.
adopted for the flow solver, and both the CIP
scheme and the CIP conservative semi- Sueyoshi et al. (2005) used the MPS
Lagrangian with cubic interpolation (Moving Particle Semi-implicit) method
polynomial (CIP-CSL3) scheme were used for introduced by Koshizuka and Oka (1996) to
interface capturing. For validation of the simulate violent sloshing flows. Most of
numerical method, a physical experiment was previous computational work for sloshing has
conducted with a rectangular tank for several adopted field equation solvers, but the present
frequencies and filling heights. A convergence study used a particle method. It is shown that
check was first performed for the method. The the violent flows including wave breaking can
numerical simulation results on violent be simulated well, but it is found that impact
sloshing show that the use of the CIP-CSL3 pressure is hard to predict.
scheme as an interface capturing procedure
gives much better results for the pressures and Kim et al. (2007d) applied numerical
the free surface profiles than the conventional methods for violent sloshing flows and
CIP scheme. compared their results. To this end, two
different approaches were implemented for
Colagrossi et al. (2006) presented research cases where experimental data are available.
work which combines 2D sloshing experiments The methods considered were a finite volume
performed in a rectangular tank and the 2D method based on the hybrid VOF scheme and a
SPH solver. By varying the excitation period of finite difference method based on the SOLA-
the sinusoidal horizontal motion of the tank, SURF algorithm. The hybrid VOF scheme was
and by increasing its amplitude of oscillation, developed by combining a volume capturing
some peculiar phenomena were observed for VOF method with the Level-Set re-
excitation periods near the linear sloshing initialisation procedure. This scheme improves
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numerical smearing effects accompanying the method concentrates on the simulation of

conventional VOF method especially for the global fluid motion, including impact
regions on violent flows or poor grid resolution. occurrence during violent sloshing. The
The application of the SOLA-SURF scheme is developed scheme is verified by comparing the
based on the assumption that the sloshing- motion RAOs with the frequency domain
induced impact loads are dictated by global solution. The nonlinear effects of the coupled
fluid motion. According to experimental problem are observed in the roll motion of a
observation, despite the occurrence of modified S175 hull equipped with a rectangular
overturning, splashes, bubbles, and other passive type anti-rolling tank. Their analysis
complicated physical phenomena, the shows that the nonlinearity of sloshing flow is
magnitude of sloshing-induced impact pressure an essential part in the coupled analysis. A
seems to be dictated by the global motion of similar conclusion was derived by Kim et al.
fluid volume. When this is the case, the (2007d) who used the same method to analyse
simulation of the global flow is key in the ship motion and a finite difference method to
prediction of impact occurrence. From the simulate the nonlinear sloshing flow. The
perspective of computational efficiency, such a sloshing-induced forces and moments were
concept has a strong advantage by ignoring added to wave excitation forces and moments,
some complicated physical issues, as long as it and then the corresponding body motion was
does not affect the global flow. The obtained.
aforementioned numerical methods were
applied to the rectangular tank model with Kyoung et al. (2005) obtained a numerical
three different liquid filling level conditions solution for the wave impact load on the
(30%, 50%, and 70%) near natural frequencies. structure due to excessive sloshing in an LNG
The hydrodynamic impact pressures on the side or FPSO tank by imposing the exact nonlinear
wall and top corner of the tank and violent free- free surface conditions.
surface flows were compared with the
experiment. Nam and Kim (2007) considered the
motion responses of a LNG-FPSO in waves,
Akyildıza and Unal (2006) undertook a coupled with sloshing in cargo. When a
numerical and experimental study looking at floating body with liquid cargo is under
the pressure variations and 3D effects on liquid excitation in ocean waves, its ship motion is
sloshing loads in a moving, partially filled, affected by both external wave excitation and
rectangular tank. A numerical algorithm based internal sloshing-induced forces and moments.
on the VOF technique was used to study the The authors used a model of an LNG-FPSO
nonlinear behaviour and damping with two tanks to carry out a series of
characteristics of liquid sloshing. Several experiments to validate the numerical scheme
configurations of both with and without baffles introduced by Nam et al. (2006). The motion
in the tanks were studied and comparisons responses in regular waves have been measured
showed good agreement for both impact and at a range of frequencies at different tank
non-impact type sloshing loads in the cases conditions and wave amplitudes. The measured
investigated. motion RAOs were compared with
computational results and a fair agreement was
Nam et al. (2006) solved the linear ship found.
motion coupled with nonlinear sloshing
problem. In particular, an impulse response Lee et al. (2007a) investigated the coupling
function is adopted for the time domain and interactions between ship motion and inner
analysis of ship motion. For simulating tank sloshing using a time domain simulation
nonlinear sloshing flow, the numerical method scheme. For the time domain simulation, the
used by Kim (2001, 2002) is applied. This hydrodynamic coefficients and wave forces
Proceedings of 25th ITTC – Volume I
235

were obtained using a frequency domain 3D margin” and it has customary been a constant
diffraction/radiation panel program. The value, e.g. 15%. This sea margin, however,
corresponding simulation of motions in the must be varied depending on ship routes,
time domain is carried out using the environmental conditions, ship size, shape,
convolution integrals. The liquid sloshing in a kind of ship, etc.
tank is simulated in the time domain by a
Navier Stokes solver. The developed schemes Due to the increasing awareness of global
are applied to a barge type FPSO hull equipped ecology and soaring fuel oil prices, the
with two partially filled tanks. The time development of energy saving measures on
domain simulation results show similar trends ships to reduce greenhouse gases and fuel
when compared with experimental results. consumption are recent issues discussed at
IMO and other organisations. For saving
Lee et al. (2007b) undertook a series of energy at sea, i.e. in wind and waves, not only
sensitivity studies on LNG tank sloshing loads improvements to the hull form, main engine or
using a computational fluid dynamics (CFD) propeller, but also improvements to ships
program. The sensitivity of impact pressure is operations such as weather routing, are
checked through numerical simulations necessary. Any information on ship
parameters, such as fluid viscosity, liquid–gas performance in waves is crucial for ship
density ratio, ullage pressure and owners to assist in procurement. The
compressibility and verified against improvement in ship performance at sea is also
experimental results. an important issue for ship designers.

Rognebakke and Faltinsen (2005) studied Under the above circumstances, the
high filling sloshing-induced impacts by accurate prediction method of ship
experiments as well as by use of theoretical and performance in waves, e.g. added resistance
numerical models. A two dimensional flow is and power increase in waves is necessary for
assumed in the theoretical treatment and aimed both of purchasers and designers of ships.
at in the experiments. The tank shape is
rectangular. The idea in the experiments was to The added resistance in waves is normally
use high speed cameras and particle image estimated as a combination of 2D strip theory
velocimetry technique to capture the details of based on Maruo’s theorem and the component
the impact flow. Pressures were measured in due to wave diffraction at the bow. The theory
the impact zone. of the latter component is for example Fujii-
Takahashi’s or Faltinsen’s equations.

2.3 Added-Resistance & Powering in Perez Arribas (2007) compared some 2D

Waves theory results with model tests of container
ships and a ferry. He showed the application
Commercial ship design is usually range of the momentum and energy method,
conducted on the basis of its resistance and the integrated pressure method and the
powering performance in calm water. But ships radiation energy method.
normally operate in a range of environmental
conditions such as wind and waves, not solely Fang and Chen (2006) compared the 3D
in calm water. The design of ships, therefore, pulsating source distribution method with the
should be conducted considering such wave 2D calculation and model test results for the
and wind effects. At the design stage, such series 60 model. The 3D method showed better
effects have so far been considered as an prediction for mean lateral drift force in waves,
allowance of the resistance or necessary power but for added resistance the 2D method was
in the ship. This quantity is called the “sea superior.
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These 2D or 3D methods can calculate the as the “LEADGE-Bow”) shows less added
hydrodynamic forces acting on ship’s hull resistance in waves, but even the bow
shape only at its calm waterline and below. But sharpened only above water line can reduce the
recently it has been noted that the effect of the added resistance from the ordinary bow. Figure
hull shape above the calm waterline on added 6 shows these bow shapes.
resistance in waves can not be neglected.
Kihara et al. (2005) developed a 2.5D time
Hirota et al. (2005) showed, using model domain method for the hydrodynamic forces in
test results, that the sharpness of the bow head waves. The focus of their approach was
shape above the calm waterline could reduce on the influence of the above water hull form
the added resistance in head waves. They also on the added resistance. They compute the
confirmed its effect by comparing the added resistance in regular head waves for very
measurements from two bulk carriers at sea, large crude oil carriers (VLCC) with different
where one has the sharpen bow shape above bow flare angles, whose body plans are given
the calm waterline (refered as “Ax-Bow”.) and in Figure 7. The effect of bow shape above the
the other has the ordinary blunt bow. water on the added resistance obtained from
their computations is given in Figure 8.
Figure 5 shows the comparison of speed
loss in waves obtained from full-scale
measurements at sea.
0.5
Wave Height (m)
Speed Loss (knot)

0.0
0 1 2 3 4 5 6 7
-0.5

-1.0

-1.5

-2.0
Ax-Bow
Ordinary Bow
-2.5

Figure 5: Comparison of speed loss at sea

Figure 7: Body plan of VLCC variants

Sato et al. (2006) applied a CFD code

named WISDAM-X to estimate the surface
pressure on a VLCC in regular head and
oblique waves. Orihara et al. (2005) and
Figure 6: Comparison of bow shapes Orihara (2006) applied WISDAM-X to
simulate surface pressure and the resultant ship
As seen, the vertically sharpen bow (referred to motions and added resistance in regular head
Proceedings of 25th ITTC – Volume I
237

and oblique waves on a container ship and a This type of CFD seems promising for the
VLCC for their fully loaded conditions and detailed design of ship resistance and powering
ballast condition. This code can predict the performance at sea in the future. Figures 9 to
surface pressure distribution on the ship in 11 show the computed surface pressure
motion in waves, which means it can also distributions on a container ship and a VLCC
consider the difference of the hull shape above in regular waves. Figures 12 to 14 show the
the calm waterline. comparisons of added resistance in regular
waves between computation and model test
results.

Figure 10: Computed pressure distributions on

a VLCC (Full load condition), Fr=0.15,
χ=120deg, λ/L=0.5

Figure 8: Influence of above-water bow

forms on computed added resistance.

Figure 9: Computed pressure distributions

on a container ship, Fr=0.25, χ=120deg, Figure 11: Computed pressure distributions on
λ/L=1.0 a VLCC (Ballast cond.), Fr=0.15, χ=180deg,
λ/L=0.6
The Seakeeping Committee

238

For the purpose of predicting power

increase in realistic seas, conducting self-
14 14
SR108 Exp. (Takahashi) SR108 Exp. (Takahashi) propulsion tests in irregular waves is the most
R A W /ρ g ζ A 2 (B 2 /L )

12 Fn=0.250 Cal. (WD–X) 12 Fn=0.250 Cal. (WD–X)

λ/L=0.5 λ/L=1.0 direct and simplest approach. However this is
10 10
not, in general, a satisfactory solution, because
8 8
the results are less precise than those obtained
6 6
in regular waves, and apply only to the
4 4
particular wave spectra for which the
2 2
experiments were carried out.
0 0
90 100 110 120 130 140 150 160 170 180 90 100 110 120 130 140 150 160 170 180
χ (deg.) χ (deg.) In order to design ships or to analyse
measured data from ships at sea, it is necessary
Figure 12: Added-resistance coefficients for a to be able to predict ships’ power performance
container ship, λ/L=0.5 and 1.0 in various irregular wave conditions. The
common approach relates to the application of
7 linear spectral analysis, for which purpose it is
RAW /ρgζA (B /L)

SR221C SR221C
Ballast, FN =0.15 Ballast, FN =0.15
necessary to have the basic data on the ship’s
2

o o
χ=180 , λ/L =0.6 χ=180 , λ/L =1.0
2

response functions in regular waves. In

Exp. (TSMB) Exp. (TSMB)
Cal. (W D–X) Cal. (W D–X)

particular, by using these data and the irregular

5

4
wave spectra, power increase in a range of
3 irregular waves can be calculated and evaluated.
2

Several methods have been proposed and

1
are in broad use at various laboratories to
0
0.00 0.04 0.08 0.12 0.16 0.20 0.2400 0.04 0.08 0.12 0.16 0.20 0.24 predict power increase in irregular waves from
kζA kζA
response functions obtained from model tests
Figure 13: Added-resistance coefficients for a in regular waves and using the basic results
VLCC (Ballast cond.), Fr=0.15, from performance tests in calm water. The
χ=180degλ/L=0.5 and 1.0 vs. wave slope applicability of these four methods is evaluated.
7
R AW /ρgζ A (B /L)

SR221C Exp. (TSMB)

These methods are:
2

Ballast, FN =0.15 Cal. (W D–X)

o
χ=180 , ζA/L =1％
2

6
ƒ Direct Power Method (DPM)
5
ƒ Torque and Revolution Method (QNM)
ƒ Thrust and Revolution Method (TNM)
4
ƒ Resistance and Thrust Identify Method
(RTIM)
3
All these methods have been described in
2
previous ITTC proceedings. In order to
evaluate these methods, comparison of the
1
calculation results has been conducted for
model test data from three ships as summarised
0
in Table 1.
0.0 0.2 0.4 0.6 0.8 1.0 1.2 1.4 1.6 1.8 2.0
λ/L

Figure 14: Added-resistance coefficients for a

VLCC (Ballast cond.), Fr=0.15, χ=180deg
Proceedings of 25th ITTC – Volume I
239

Ship Identification SR125 SR244

Ship Type Containership VLCC
Test year 1970 2002
Test place
Osaka Univ. Akashi Ship Model Basin Co., Ltd.

Loading Condition FULL FULL BALLAST

Scale 1 : 43.75 1 : 43.716
Lpp 4.000 7.320
B 0.5847 1.3267
Model Tmean 0.2076 0.4415 0.1967
Scale Cb 0.568 0.803 0.757
Prop Dia, Dp (m) 0.150 0.215
ζa 0.040 0.0286
Fr 0.25 0.15

Table 1. Ship particulars for added power

comparison
BF 4 5 6 7 8 9
The available model test data for these H1/3 (m) 1.0 2.0 3.0 4.0 5.5 7.0
ships are those from resistance tests, self- T0 (s) 3.9 5.5 6.7 7.7 9.1 10.1
propulsion tests and open propeller tests in
calm water, and resistance tests and self Table 2. Irregular wave conditions (Beaufort
propulsion tests in regular head waves. For the scale)
six irregular wave conditions given in Table 2,
the power increase in irregular waves is The comparison results of predicted
predicted. The following Pierson-Moskowitz power increase in irregular waves with respect
type ISSC 1964 long-crested wave spectrum is to the irregular wave conditions are given in
used for the prediction: Figure 15. Comparisons of each calculation
method given in Figure 15 shows that all
methods but DPM give similar results for the
−5
⎛ ω ⋅ T0 ⎞
T0 full load condition for both ships. DPM gives
S (ω ) = 0.11 ⋅ H1/2 3 ⋅ ⎜ 2π ⎟ .
2π
⎝ ⎠ slightly smaller values of added power.
⎧⎪ ⎛ ω ⋅ T0 ⎞ ⎫⎪
−4

exp ⎨ −0.44 ⋅ ⎜ ⎟ ⎬ For VLCC in ballast condition, DPM and

⎪⎩ ⎝ 2π ⎠ ⎪⎭ RTIM methods show smaller values than the
others. But, for evaluating methods for ballast
condition, more test data are desirable.
The Seakeeping Committee

240

Figure 15: Comparison of power increase

in irregular waves between four methods

2.4 CFD Applications in Seakeeping

about the accuracy of CFD tools, but the
During last two decades, the development application is getting more and more popular.
of CFD schemes has been remarkable with the
help of the improvements in computational There are two parts of the numerical
resources. In the field of seakeeping, the use of scheme for problems with a free surface: the
CFD techniques has increased dramatically scheme for the field equation solver to compute
over the last several years. The present review velocity and pressure, and a scheme for tracing
focuses on the overall trend of recent studies the movement of the free surface. The first part
but the detailed numerical schemes are not is common in many engineering fields, but the
described here. It should also be noted that second part is special only for the evolution of
CFD in this review means the numerical the free surface. The accuracy of the
methods to solve the field equations and computational results depends on the accuracy
boundary element methods are not considered. of both parts. The computational schemes have
been getting diverse, but most numerical
There has been a strong demand and methods for the evolution of the free surface
expectation of simulating the violent flows in can be categorised into a few representative
ship hydrodynamics. Besides the accuracy of techniques. Those are particle tracing, volume
physical modelling and computational results, of fluid (VOF), and using a surface height
the colourful post-processors and capability of function such as SURF and Level-Set. Each
simulating strongly nonlinear free surface scheme has strengths and weakness, depending
flows are very tempting to researchers and on the physical problem to be considered. Yet
engineers. At this stage, there is still doubt there is no scheme which is clearly more
efficient and accurate than any other. Recent
Proceedings of 25th ITTC – Volume I
241

studies clearly show such diversity with no of weak compressibility of fluid, hydrodynamic
significant dominance of any one numerical pressure shows very spiky behaviours in time
scheme. and space. Therefore, so far, particle methods
are still of limited practical use.
Recent studies in the field of seakeeping are
more focused on the application rather than the Recently many trials have been introduced
development of computational schemes. It to solve the global motion of ships in ocean
implies that CFD tools are getting closer to a waves. Due to the large domain size for such
mature status for practical use. A good example problems, the application is very limited and
is FLUENT which has successfully expanded the results are relatively poorer than potential
its commercial market over the last several theory, at this stage. However, eventually CFD
years. In fact, during this time, many computations will be the mainstream of global
commercial programs have become seakeeping analysis. It should be noted that
commercially accessible. some meaningful results to obtain the
hydrodynamic coefficients, such as rolling
It is very noticeable that some of the CFD damping or viscous coefficients for ship
programs are coupled with FEM analysis for manoeuvring, have been introduced during the
structural response, e.g. DYTRAN. Such last a few years. This kind of application will
programs enable the user to observe local fluid- obviously increase in frequency of use.
structure interaction to a rough degree.
There are a significant number of CFD
The most significant trend in recent studies, applications for green water problems. Greco et
particularly from the viewpoint of al. (2005) introduced a domain-decomposition
methodology, is probably the application of method for nonlinear air-water interface during
particle methods. Since its first applications, green water occurrence. BEM and Level-Set
the SPH method has been extended to include techniques are combined for the decomposed
various physical problems, from large domains. Wemmenhove et al. (2005) have used
deformation solid mechanics to a 3D finite volume method, Gomez-Gesteira et
compressible/incompressible fluid dynamics. al. (2005) have used the SPH method, and Hu
In this method, the fluid domain is represented and Kashiwagi (2006a) have applied CIP for
by distributing a number of particles, and the green water and ship motion problems. A more
particles are accelerated or decelerated by detailed review is described in a separate
pressure gradients which are obtained by section for green water. Figure 16 shows some
differentiating the, so-called, smoothing computational examples of green water.
function or kernel function. Each moving
particle carries this kernel function with it, and
the whole computational domain is interpolated
by summing up the physical quantity of
neighbouring particles with proper weighting
factors. SPH has been adopted for simulating
wave-breaking around the ship’s bow during
the early stages of SPH development, but
nowadays more applications can be found
including strongly nonlinear local flows in Figure 16: Hu and Kashiwagi (2004)
seakeeping problems. Furthermore, more
diverse particle methods, e.g. the MPS method, Many studies have focused on CFD
have been introduced. The weakness of particle computation to simulate violent sloshing flows.
methods is in the computation of Sueyoshi et al. (2005) have applied the MPS
hydrodynamic pressure. Due to its assumption method, a kind of particle method, for a two-
The Seakeeping Committee

242

dimensional tank. Nam and Kim (2005) been extended and more results were
introduced the application of SPH, and Kishev introduced recently (e.g. 2006b).
et al. (2006) have applied a CIP scheme. Level-
Set and SPH methods have been applied by
Colicchio (2007) for flip-through phenomena
during sloshing flows and compared with
experimental results. Kim et al. (2007b) also
compared the computational results between
VOF and SURF schemes, and experimental
data, particularly focusing on sloshing-induced
impact. Kim (2007) described experimental
and numerical issues in sloshing analysis, and
the comparison between the SPH and SURF
schemes has been introduced. Shibata and
Koshizuka (2007) also introduced the results of (a) Symmetric drop
a particle method for green water on the ship
deck, comparing with experimental results.
More details can be found in the section on
sloshing.

CFD tools are not generally useful for the

slamming problem. The water entry problem
with impact occurrence is strongly nonlinear,
and regarded as a non-memory problem, and
the impulsive pressure variation is involved
like the sloshing-induced impact. There have
been numerical computations performed using
finite difference (and volume) methods, but the
results show too large a sensitivity to grid (b) Asymmetric drop with cavity flows
resolution and time segment.
Figure 17: Examples of SPH computation
Recently this problem was tackled by using for water-entry problem with and without
SPH. Good examples can be found in the work cavity flows (Kim et al., 2007a)
of Oger et al. (2006, 2007) which solved 2D
and 3D water entry impact problems. Kim et al. Sato et al. (2006, 2007) showed
(2007c) also applied the SPH method for the computational results of ship motions using a
water entry of wedges, and free surface density function approach for the free surface,
evolutions have been compared with particularly focusing on a trimaran hull (2007).
experimental results. Particularly, SPH has Carrica et al. (2006) solved viscous flows
been applied for simulating both the non-cavity involved in large amplitude ship motions using
and cavity flows during impact. Figure 17 the Level-Set technique. El Moctar et al. (2006)
shows examples of their results. combined a boundary element method and a
Navier-Stokes equation solver for ship motion
Many computational results for ship and coupled with FEM for ship structural
motions were introduced during the last few analysis. Very recently, Hosseini et al. (2007)
years. Hu and Kashiwagi introduced the results presented the results of a RANS-based
of SPH computation for ship motion from 2004, computation and compared them with
as nicely shown in Figure 16. Their study has experimental results for validating extreme
motion prediction. This study focused on
Proceedings of 25th ITTC – Volume I
243

ONR’s tumblehome hull form. In addition, Ship – Ship speed and heading.
Yang et al. (2007) showed the computational
results of a VOF method for the motion of an Waves – Wave amplitude, frequency and
FPSO in severe ocean conditions. wave slope; type of spectrum, significant wave
height, modal period, and spreading.

2.5 Benchmark Data Test Details – Free running/towing

arrangement, control laws, run
Tasked with determining the requirements duration/number of wave encounters, wave
for benchmark seakeeping tests in oblique measurement (fixed or encountered), and
waves, with emphasis on data of high-speed facility parameters.
vessels, the 25th ITTC Seakeeping Committee
continued with the work begun previously by Presentation of Data – Units/sign
the 24th ITTC Seakeeping Committee. It convention, reference system, definitions of
became apparent that references from previous presented data, tabular data preferred, and
ITTCs that were listed as benchmark data uncertainty analysis.
should be reviewed and that the ability to
practically utilise or to accurately reproduce the Using this definition and criteria, much of
results was problematic. It was concluded that the existing benchmark data referenced in the
the definition of benchmark data is the first Procedures was found lacking. The availability
step in determining what is appropriate for of non-proprietary, high speed vessel data
inclusion in the ITTC Procedures. In the suitable for benchmark consideration is
request for guidance from the Advisory extremely limited, particularly in oblique
Council, and from discussions within the waves. This is understandable given the
Seakeeping Committee, a working definition limited extent of basins that can generate
was adopted and a set of criteria selected. oblique waves and the large number of passes a
high speed model would be required to perform
Definition: Benchmark tests are those that to meet the minimum number of wave
generate experimental data, both model and encounters. In addition, high speed hull
full-scale, that are presented in a way that designs are often proprietary and seakeeping
makes the results reproducible both data are restricted.
numerically and experimentally. Benchmark
data are to be used for the validation of 2.6 Uncertainty analysis
numerical methods and the verification of
experimental procedures. These data should be Uncertainty in the precision of data
fit for the intended purpose, should include presented at symposia, or in papers, discussions,
some uncertainty analysis, and should be and reports is often unaddressed. It has long
publicly available. been recognised that sources of error, from
instrumentation, measurement technique,
Criteria: The following set of parameters experimental methods, facility limitations, etc.,
represents a minimum set of information can affect the accuracy of data. Yet the
needed to be reported in order to accurately inclusion of error bars around data points
reproduce the experiment. associated with uncertainty is seldom found in
the literature. When assessing the suitability of
Ship/model condition – Hull form (both benchmark tests and data, the inclusion of
above & underwater if necessary), model scale, uncertainty analysis provides confidence that
appendage definitions, mass/displacement, the process and resulting data have been
draft/trim, hydrostatics, mass distribution, radii thoroughly examined and is trustworthy. It
of gyration, centre of gravity, natural periods. also provides a better framework in which to
The Seakeeping Committee

244

repeat any model tests or compare with 3.2 ITTC Procedures 7.5-02-07-02.2,
numerical simulation. It is, however, Predicting Power Increase in Irregular
recognised that practical restrictions, such as Waves from Model Experiments in
the cost or schedule for conducting and Regular Waves
reporting model tests can limit the application
of uncertainty analysis techniques. The work The recommended procedure for predicting
being performed by the Specialist Committee power increase in irregular waves from model
on Uncertainty Analysis will be important if experiments in regular waves using DPM
methods and principles are developed that can (Direct Power Method), QNM (Torque &
be practically implemented for seakeeping Revolution Method), and TNM (Thrust &
experiments. Revolution Method) is provided by the 24th
ITTC Seakeeping Committee.

3. ITTC RECOMMENDED In this report the above three methods

PROCEDURES together with an additional RTIM (Resistance
& Thrust Identify Method) were evaluated by
3.1 ITTC Procedures 7.5-02-07-02.1, comparing their prediction results against ship
Seakeeping Experiments model test results. Among these, QNM, TNM
and RTIM give almost identical results but
Apart from several minor changes mostly
DPM was found to give different results.
related to ensuring that text and formulae meet
ITTC standards and some editorial changes, the Thus, this procedure has been updated to
following modifications have been made:
remove the DPM as a means for predicting
power increase in irregular waves from model
• Chapter 2.13 now includes discussion and experiments in regular waves. Comparisons of
recommendations for cut off frequencies the advantages and disadvantages of these
of the idealised spectrum used for procedures are also summarised in this
generating irregular waves, duration of the
procedure.
test run in irregular waves, and the time
between test runs. 3.3 ITTC Procedures 7.5-02-07-02.3,
Experiments on Rarely Occurring
• Following the updated definition of Events
benchmark data, references that were
referring to numerical calculations were This procedure has been extensively
removed from the validation reference list updated to covers tests on a rigid body model
in Chapter 4. (not a segmented or elastic model) to define
extreme motions, extreme motion-related
• No changes were made to Appendix A1, phenomena and local loads but not aimed at
Examples of Uncertainty Analysis, due to quantifying global hull loads. The procedure is
an expected recommendation by the related to extreme behaviour in head waves
Uncertainty Analysis Specialist Committee concentrating upon deck wetness, slamming
changing the general approach to the and propeller emergence.
uncertainty analysis subject.
The procedure refers to the seakeeping test
procedure 7.5-02-07-02.1, for providing data
relating to model construction, limitations on
the relationship between the tank geometry, the
model size and wave parameters with regards
to the interference effects.
Proceedings of 25th ITTC – Volume I
245

All sections have been expanded to include 4. CONCLUSIONS AND

the current practice, including; RECOMMENDATIONS
• Measurement techniques for each
phenomenon 4.1 Conclusions

• Run duration The Seakeeping Committee has updated

four Procedures as mentioned in Section 3; the
• Parameters to be measured two procedures relating to verification and
validation of frequency domain seakeeping
• Data presentation codes and verification and validation of time
domain seakeeping codes have been combined
The committee suggests that the procedure to form one procedure.
for Experiments on Rarely Occurring Events
should be extended to include the measurement The state-of-the-art of research activities in
of global loads . the field of seakeeping have been reviewed by
this committee. A review of the research work
on sloshing has been added to the tasks by this
3.4 ITTC Procedure 7.5-02-07-02.4, committee because of the potential impact on
Verification and Validation of Linear the work of future committees.
Seakeeping Computer Codes.
The specific requirements for future
The procedures provided by the 24th ITTC
research have been identified as a result of this
Seakeeping Committee for the validation of the
review. A detailed review of the existing ITTC
seakeeping codes in the frequency and the time
seakeeping benchmark data has been made; the
domain were revised, restructured and
drawbacks of the existing would-be benchmark
combined to a common procedure for the
data and the future requirements for the
validation and verification of linear seakeeping
benchmark data have been identified.
computer codes.
4.1.1 Experimental techniques
A clear distinction has been made between
the verification and the validation of a
seakeeping code and the activities associated Model experiments are becoming less
with each of these tasks. extensive but more sophisticated. Basic tests
are being successfully replaced by numerical
The scarcity of fully documented benchmark models. Often the tests that are required need
data necessitates the thorough implementation more preparation effort, innovative, complex
of the proposed procedure. and precise instruments but possibly less tank
time. A number of tests are specifically
The procedure is aimed at the validation in designed to produce benchmark data to be used
the linear regime but should be extended to the for verification and validation of computer
nonlinear regime in due course. codes with the ultimate aim of replacing tank
testing.
This procedure has been developed to
replace the previous procedure Validation of There is however a niche that still requires
Seakeeping Computer Codes in the Frequency the traditional approach. Knowledge on global
Domain 7.5 – 02 07 - 02.4 and local loads and responses need to be
further enhanced using, mainly, traditional
methods. The physics and the effects of
slamming loads and other nonlinear
phenomena are not completely understood and
The Seakeeping Committee

246

are in need of more research. Designs of or sloshing; to model extreme sea conditions.
modern and unique hull forms also need to be The need for more experimentation within
tested using conventional facilities. these areas is vital for all ranges of operational
and environmental conditions.
Innovative concepts of wave making and
absorbing mechanisms and circular tank shapes, The need for quality benchmark data is as
combined with unique post-processing urgent as ever. It is important to design
techniques are proposed to improve accuracy experiments so that the completeness of model
and efficiency of experimental facilities. information and quality of collected data meet
Existing facilities are being upgraded and the requirements presented in the ITTC
numerically modelled to create tools for more definition of benchmark data.
proficient utilisation. New post-processing
techniques are being invented and tested to Development and improvements to new
improve interpretation of experimental outputs. measuring technologies/devices (BIV, PIV,
distribution of pressure on surfaces) allowing
There is a trend to carry out testing using for the measurement of parameters not
larger models and to conduct experiments in a available from traditional technologies is
natural environment. Not fully understood required and recommended.
Reynolds scaling effects can be overcome by
experimentation using large scale models or More research into direct safety related
full-scale measurements. Most valuable are subjects (e.g., parametric roll) is encouraged.
full-scale measurements that provide Information on factors that trigger parametric
information that can be used to correlate and roll (environment, speed, heading and initial
validate ship design and assessment tools. conditions) is crucial for full and better
Hopefully the data will become less proprietary understanding of physics of the phenomenon.
and more available since the number of
commercial and military craft outfitted with The value of sea trials is indisputable and
monitoring systems is increasing. Relevant and the recognition of the need for full-scale data is
accurate information on the environment in escalating. More and more commercial and
addition to ship operational and response data military craft are permanently instrumented or
is crucial. Progress in this field is observed as outfitted with monitoring systems to collect
well. information used to optimise design and
performance of theses vessels. Even though
Aspects direct related to, like parametric overcoming the proprietary and confidentiality
roll combined with stability and capsizing issues can be very difficult, publication of the
problems, are also being investigated. New data is essential and desirable.
technologies have been implemented into the
conventional test environment (e.g., bubble With the new process of acquisition
image velocimetry) to augment the present introduced by the military in many countries,
capability of testing facilities. commercial facilities experience opportunities
to conduct experiments with hull forms that
The development of facilities and previously were tested in dedicated tanks only.
experimental work nowadays is driven by the Submarine hull forms are being tested in
need to validate numerical codes; to design and commercial facilities. These, very often,
evaluate performance of modern unclassified projects provide the opportunity to
unconventional hull forms, such as high-speed publish the data and exchange practical
and multihull ships; to investigate highly knowledge. Procedures for conducting such
nonlinear global and local loads related to new experiments may be required very soon.
incidents like slamming, whipping, springing
Proceedings of 25th ITTC – Volume I
247

4.1.2 Loads and Responses in Waves instantaneous wetted surface can be very
efficient. However, there are limitations to the
During the last three years, work has been 2D approaches, and full 3D approaches are
done mainly in the treatment of the 3D problem desirable for better accuracy of computational
using Green sources. Papers have been results. In particular, when the dynamic load
presented on the interaction of hydrodynamic analysis including pressure mapping on the hull
and structural models, the extension of surface for structural analysis is the aim, at
hydrodynamic models to multihull vessels and present, the Rankine panel method seems a
the solution of the 2D problem avoiding proper choice.
irregular frequencies. However, only limited
experimental verification of the numerical A parametric and/or collaborative study
results was reported. would be a beneficial means of comparing the
advantages, disadvantages, and accuracy of
The current stage of linear and weakly various time domain methods. The committee
nonlinear ship motion analysis is at a proposes that such a study, in the form of an
sufficiently mature stage to be applied to real international symposium or workshop, should
ship design issues. Any of the impulse response include nonlinear structural loads and
function approaches combined with strip or 3D hydrodynamic pressure as well as motion
panel methods, nonlinear time domain strip responses. A comparative study would provide
methods, and Rankine panel method has a a means to compare and contrast different
strong capability to predict weakly nonlinear nonlinear methodologies which is crucial in the
problems in which the incident waves and body verification part of the V&V process. A
nonlinearity play the most important role. In comparative study that includes experimental
the longer term, it is expected that the Rankine data would not only provide benchmark data
panel method will be the most popular for but would provide the means to validate
engineering problems over the next ten years, computational techniques. Furthermore, the
and Navier-Stokes equation solvers will be outcome from such a workshop would aid the
extensively tackled for strongly nonlinear ship extension of the time domain procedure to
motions. In particular, WASIM (SWAN) and include non-linear ship motion.
NLOAD3D (LAMP) have proved the
practicality of the Rankine panel method, and There available a few sources of motion
the development of similar programs like response data and global structural loads of
WISH will no doubt continue. well known hull forms (e.g. Wigley and S175
hulls) but most of them have been prepared for
The time domain analysis of ship motion is the validation of frequency domain codes. At
being extended to more complicated problems, this stage, systematic experimental data to
including multiple body problems, motions in validate time domain computations are few.
shallow water, coupling with sloshing,
slamming, and green water. Furthermore, The accuracy of time domain solutions
predicting hydroelastic behaviour of the hull depend on detailed numerical methods such as
girder in waves is undertaken by coupling with the treatment of the transom, spatial and
time domain ship motion analysis. Such temporal discretisation, Fourier transformation,
extensions will make the time domain analysis coefficients involved in the autopilot or soft
more widely used for research and practical spring, the definition of instantaneous position,
purpose. and so on. The detailed description about such
parameters and schemes should be included in
When nonlinear ship motion responses and any report of such work, but the existing
global structural loads are the primary concerns, studies with such information are very rare. It
the strip based method with the correction for is strongly recommended that the detailed
The Seakeeping Committee

248

numerical schemes and computational methods in that no numerical diffusion exists

parameters be included when the computational and the conservation of mass is perfect.
results are introduced. However, the computation time will be
enormous especially for 3D problems.
CFD computations have had limited Although some ideas have already been
application so far, but it is obvious that more proposed, more advanced techniques must be
trials will be conducted and will gain developed for reducing the computation time
popularity in the future. To shorten the period significantly.
before their widespread use, understanding of
the physics involved in ship motion is crucial. 4.1.4 Slamming, Deck Loads and Whipping.
Especially, increasing the accuracy of the
memory effects in the ship motion, i.e. wave Numerical techniques for investigating
propagating due to radiation and diffraction, rarely occurring events such as slamming, deck
will be the key to success of CFD simulation. loads and whipping are developing rapidly.
The general approach to the whole range of
4.1.3 Sloshing these phenomena is one of using a multi-stage
approach whereby traditional techniques for
Several CFD techniques have been used to predicting the motion of the ship are used to
simulate violent sloshing flows in tanks. They derive occurrences of the rare events; then
belong to one of the following types: CIP, advanced CFD techniques are utilised to
including optionally the CUP feature, SPH, understand the result of a rare event occurring.
MPS, hybrid VOF and finite difference
schemes to solve Navier-Stokes equations. For example, in deck wetness (or green sea
Attempts have also been made to couple the loads) traditional methods( both linear and non-
effects of the linear ship motion in the time linear) can be employed to determine the
domain with nonlinear sloshing. Finally, model relative wave height at the bow; then once a
tests have been carried out using modern freeboard exceedance is predicted a CFD
techniques such as PIV. It can be concluded technique is then employed to predict the
that the pressures and the free surface profiles vertical and horizontal loading due to that event.
are predicted with reasonable accuracy. Recent work has shown that for vessels with
forward speed, using RANS to represent a dam
The proposed numerical schemes should be break model with a forward jet super-imposed
extended to cope with 3D problems. Their is a useful approach to adopt for predicting
numerical accuracy and stability in time- both horizontal and vertical local loads due to
marching should be further validated via green sea events.
reliable experimental results both for 2D and
3D problems. Smooth Particle Hydrodynamics models
have been shown to be capable of treating
If the finite difference scheme is employed violent free-surface flow and have been applied
for solving the Navier Stokes equations, the to predictions of green seas loading and impact
numerical diffusion originating from the loads due to slamming events.
computation of advection equations is
unavoidable, especially in long time As reported by the previous ITTC
simulations. A conservative form of the CIP Seakeeping Committee, Constrained
scheme looks promising by exhibiting less Interpolation Profile (CIP) based methods
numerical diffusion, but validation of this work appear to provided a very robust approach for
and the extension to 3D problems must be strongly nonlinear wave-body interactions.
carried out. Particle methods (MPS and SPH There does not appear to be much literature in
methods) might be better than finite difference
Proceedings of 25th ITTC – Volume I
249

the present review detailing the progress of results obtained for various ships by these four
these techniques. methods shows that all methods except the
DPM (Direct Power Method) give almost the
4.1.5 High Speed Vessels and Multihull Ships same results in the case of full load condition.
Because of this result, DPM has been removed
Several model and full-scale tests with high from the present procedure. From the practical
speed vessels have been reported in this period. viewpoint, QNM (Torque & Revolution
Monohull tests in large amplitude waves have Method), TNM (Thrust & Revolution Method)
been conducted to enable assessment of the and RTIM (Resistance & Thrust Identify
capabilities of nonlinear seakeeping codes. Method) show very compatible results. These
Systematic tests of planing catamaran hulls are three methods are recommended in the
also reported. procedure for use in predicting power increase
in irregular waves from model experiments in
Both 3D Green function and Rankine regular waves.
source methods, as well as 2.5D theory, have
been applied to high-speed and multihull This recommendation is a somewhat
problems. Many of these have been compared practical, decision reached on the basis of
with model test results (mostly in head seas). A comparisons of the estimated results with each
3D finite element approach for planing craft other. The comparison of these estimations
has been presented and compared with similar with self-propulsion test results in irregular
work. waves would be desirable, even though the
tests in irregular waves are, in general, less
There are still little data relating to the precise than those obtained in regular waves.
behaviour of multihull vessels in oblique waves. The agreement of the three methods is good for
Therefore, it is recommended that efforts the fully loaded condition, but not good enough
should be devoted to obtaining suitable for the ballast condition. The amount of data at
benchmark data for use within the ITTC. a ballast condition is limited.

There are little or no suitable data of the Further evaluation of these prediction
behaviour of high-speed planing craft in methods based on the accumulation of
oblique waves. The theories are usually derived comparisons for various model tests including
for vertical plane responses only. Efforts the self-propulsion tests in irregular waves and
should be devoted to establishing a suitable test tests in ballast conditions is recommended. In
procedure for the response of high speed TNM and RTIM, open propeller characteristics
planing craft in oblique seas with a view to and self-propulsion factors in calm water are
obtaining suitable benchmark validation data. used for predicting the power increase in waves.
It seems the hypothesis is that these factors in
4.1.6 Added Resistance & Powering in calm water are almost the same as those in
Waves moderate wave conditions. The applicability of
this hypothesis should be confirmed.
Several methods of determining added
resistance & powering in irregular waves from The final aim of any calculation is the
response functions obtained from model tests accurate prediction of the power increase of a
in regular waves (in addition to using basic ship in an actual seaway. From the viewpoint
results from performance tests in still water) of considering the various added resistance
have been proposed and are in broad use at components, such as those due to waves, wind,
various laboratories to predict power increase manoeuvring, hull aging or fouling, RTIM is
in irregular waves. Four kinds of methods were the most practicable method because it takes all
investigated by this committee. Comparison of the components of added resistance into
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250

account. An equilibrium equation for powering Particle methods are becoming popular in
with the various components of added the analyses of violent free surface flows.
resistance due to the various environmental Recently, many studies have adopted the SPH
conditions should be established. Prediction method for green water, sloshing, and
results should be evaluated by comparing with slamming problems. The particle methods are
model test results in such environmental relatively easier to develop into computer
conditions, and with the full-scale programs than field equation solvers, but many
measurement results. For obtaining full-scale technical issues are currently unsolved.
ship performance data, standardisation of the Particularly, it is hard to avoid the spiky time
measuring procedure, measuring system and signal of hydrodynamic pressure in the particle
analysis procedure should be discussed and method. This weakness should be overcome by
established. developing a new scheme. On the other hand,
some research showed that hydrodynamic force
4.1.7 Computational Fluid Dynamics integrated surface pressure is not as spiky as
pressure.
During the last few years, very significant
effort in CFD computation for seakeeping 4.1.8 Benchmark Data
analyses has been made. CFD applications are
making it possible to analyse strongly It is suggested that the definition of
nonlinear free surface flows such as violent benchmark data and review criteria proposed
sloshing flows, green water simulation, and by the Seakeeping Committee be adopted.
water entry with high speed. At present, CFD Further, that the effort continues to review
applications seem to be at the early stage of existing and new test results for applicability
practical use, but eventually will be widely and appropriateness. In addition, a long range
used for many free surface problems. goal is recommended to establish an accessible
database (perhaps via a website) where
There has been a significant number of ship members can obtain necessary information
motion analyses using CFD methods. Most of with respect to model test particulars, and can
the work is based on finite difference/volume retrieve and use digital data from these
methods solving the Navier-Stokes equation, experiments.
and the CIP method has also been applied.
Most work is also aimed at large amplitude 4.1.9 Uncertainty Analysis
ship motions in severe wave conditions. Such
applications could show the capability of The Seakeeping Committee conclude that
simulating strongly nonlinear waves and ship the work of the Specialist Committee on
motions, but more systematic and thorough Uncertainty Analysis be continued until
validation like Hosseini et al. (2007) seem practical and useful techniques are provided for
essential for practical application. Verification assessing and reporting experimental
through comparison with the solution of uncertainty.
potential theory is strongly recommended in
various wave conditions, and the comparison 4.1.10 Cooperation with ISSC
should include ship motion in small and large
incident waves, wave profiles, pressure and At the request of the ITTC Executive
structural loads. Time-consuming computation Committee and the ISSC Standing Committee,
is hard to avoid at present, and the effort to the ITTC Seakeeping and ISSC I.2 Loads
reduce the computational time should be committees organised a joint meeting to
continued. discuss feasibility, concepts and time frame of
collaboration between the two groups. This
meeting took place on May 9, 2007 at the
Proceedings of 25th ITTC – Volume I
251

National University of Athens and was 4.2 Recommendations

attended by 15 members of both committees.
Adopt the revised procedure No. 7.5-02-07-
Regular communication between 02.1 Loads and Responses, Seakeeping,
committees’ members was recognised as the Seakeeping Experiments
most basic and important form of contact and
information exchange. Names of all members Adopt the revised procedure No. 7.5-02-07-
with contact particulars were exchanged 02.2 Loads and Responses, Seakeeping,
between attendees. This exchange should be Predicting the Power Increase in Irregular
considered in future committee. Waves from Model Tests in Regular Waves

The two Committees discussed the overlap Adopt the revised procedure No. 7.5-02-07-
in committees’ mandates and available 02.3 Loads and Responses, Seakeeping,
expertise and concluded that participation of Experiments on Rarely Occurring Events
ITTC Ocean Engineering and ISSC
Environment (I.1) committees would also be Adopt the new combined procedure No.
advantageous for the future collaboration. The 7.5-02-07-02.4 Loads and Responses,
cooperation between ISSC Loads and ITTC Seakeeping, Verification and Validation of
Ocean Engineering Committees is of vital Linear Seakeeping Computer Codes
importance, due to the shared offshore
structures interests.
5. REFERENCES AND
Benchmarking and comparative studies NOMENCLATURE
were identified as an example of the
5.1 References
fundamental form of potential joint activities.
The ISSC Loads Committee will invite 5.1.1 Ahmed, T.M., Hudson, D.A., Temarel,
members of the ITTC Seakeeping Committee P. and Ballard, E.J., 2006, “Prediction
to participate in a planned comparative study to of parametric roll resonance in
calculate lateral bending and torsion moments longitudinal regular waves using a non-
using various numerical tools available to both linear method’” Proceedings of the 9th
committee members. International Conference on Stability of
Ships and Ocean Vehicles, Rio de
Both the ITTC Seakeeping and ISSC I.2 Janeiro, Brazil.
Loads Committees acknowledged that the
collaboration continuity needs to be ensured in Akyildıza H., Unal N. E., 2006, “Sloshing in a
the future. Past experience shows that three-dimensional rectangular tank:
opportunities for collaboration between both Numerical simulation and experimental
organizations were lost due to lack of validation”, Ocean Engineering, Vol. 33 pp
continuity in contacts and communication. The 2135–2149.
meeting proposed the following to maintain the
continuity of the collaboration: Bai, J.-W and Kim, Y., 2007, “Active Motion
Control of High-Speed Vessels in Waves by
- Common membership, with at least one Hydrofoils", 9th Intl. Conf. on FAst Sea
member serving on both committees Transportation, Shanghai, China, September.

- Scheduled joint meetings. Bonnefoy F., Le Touze D., Ferrant P., 2006a,
“A fully-spectral 3D time-domain model for
second-order simulation of wavetank
experiments. Part A: Formulation,
The Seakeeping Committee

252

implementation and numerical properties”, of 2D sloshing: scenarios near the critical

Applied Ocean Research Vol. 28, pp 33–43 filling depth,” 21st IWWWFB,
Loughborough, UK.
Bonnefoy F., Le Touze D., Ferrant P., 2006b,
“A fully-spectral 3D time-domain model for Colicchio, G., Colagrossi, A., Lugni, C.,
second-order simulation of wavetank Brocchini, M., Faltinsen, O.M., 2007,
experiments. Part B: Validation, calibration “Challenges in the numerical investigation
versus experiments and sample of the flip-through”, 9th International
applications”, Applied Ocean Research Vol. Conference in Numerical Ship
28, pp 121–132 Hydrodynamics, Michigan, USA.

Carrera, G. and Rizzo, C.M., 2005, Crossland, P and Johnson, M.C., 1998, “A
“Measurements of Motions, Loads and Time Domain Simulation of Deck Wetness
Structural Response on a Fast FRP Pleasure in Head Seas”, RINA International
Craft”, 8th Intl. Conf. on Fast Sea Conference on Ship Motions and
Transportation, St. Petersburg, Russia, June. Manoeuvrability, London.

Carrica, P.M., Wilson, R.V., Noack, R., Xing, Cummins, W. E., 1962, “The Impulse
T., Kandasamy, M., Shao, J., Sakamoto, N., Response Function and Ship Motions,”
and Stern, F., 2006, “A Dynamic Overset, Schiffstechnik, Vol.9, pp. 102–109.
Single-Phase Level Set Approach for
Viscous Ship Flows and Large Amplitude Cusano, G., Sebastiani, L., Bacicchi, G., 2007,
Motions and Maneuvering,” 26th “Assessment of Whipping Effects Induced
Symposium on Naval Hydrodynamics, by Stern/Bow-flare Slamming”, 10th
Rome, Italy. International Symposium on Practical
Design of Ships and Other Floating
Chen, Z. and Xiao, X., 2007, “The Effect of Structures, Houston, TX., PRADS2007-
Speed and Sea State for Probability of 20189.
Ships Slamming”, 9th Intl. Conf. on Fast
Sea Transportation, Shanghai, China, Datta R., Sen D., 2006, “A B-spline based
September. method for radiation and diffraction
problems”, Ocean Engineering Vol. 33, pp
Chiu, F.C., Tiao, W.C., Guo, J., 2007, 2240–2259
“Experimental study on the nonlinear
pressure acting on a high-speed vessel in Davis M. R., Whelan J. R., 2007,
regular waves”, Journal of Marine Science “Computation of wet deck bow slam loads
and Technology, 12:203-217. for catamaran arched cross sections”, Ocean
Engineering
Chuang J.M., Qiu W., Peng H., 2007, “On the
evaluation of time-domain Green function”, Davis, M, Watson, L., Holloway, D., 2005,
Ocean Engineering Vol. 34, pp 962–969. “Measurement of Response Amplitude
Operators for an 86m High-Speed
Chung Y.K. , Chun H.H., 2007, “High speed Catamaran,” Journal of Ship Research,
theory for the planing of a flat plate at high Vol.49, No. 2, pp. 121-143.
Froude number”, Ocean Engineering Vol.
34, pp 1552–1560. Davis, M.R., Holloway, D.S. and Watson, N.L.,
2005, “Validation of Non-linear Wave
Colagrossi, A., Palladino, F., Greco, M., 2006, Loads Predicted by Time-domain Method
“Experimental and numerical investigation in Sea Trials of an 86m Catamaran”, 8th Intl.
Proceedings of 25th ITTC – Volume I
253

Conf. on FAst Sea Transportation FAST P., 2005. Prediction of three-dimensional

2005, St. Petersburg, Russia, June. Seakeeping Characteristics of Fast Hull
Forms: Influence of the Line Integral Terms,
Dawson, C. W., 1977, “A Practical Computer 8th Intl. Conf. on Fast Sea Transportation, St.
Method for Solving Ship-wave Problems,” Petersburg, Russia, June.
Proc. 2nd Conference on Numerical Ship
Hydrodynamics, pp.30-38. Ducrozet, G., Bonnefoy, F., Le Touze, D.,
Ferrant, P., 2006, “Implementation and
De Jong, P., Keuning, J.A., 2005, “Tests with a Validation of Nonlinear Wave Maker
Six Degrees of Freedom Forced Oscillator Models in HOS Numerical Wave Tank”,
to Investigate the Nonlinear Effects in Ship 16th ISOPE, San Francisco, Ca. USA,
Motions”, 8th Intl. Conf. on Fast Sea Vol.III, pp.334-341.
Transportation, St. Petersburg, Russia, June.
Egorov, G.V. and Tonyuk V.I., 2007,
De Jong, P., Van Walree, F., Keuning, A., “Hydrodynamics characteristics for
Huijsmans, R.H.M., 2007, “Evaluation of pitching and heaving of trimaran”,
the Free Surface Elevation in a Time- Proceedings 12th International Congress of
Domain Panel Method for the Seakeeping the International Maritime Association of
of High Speed Ships”, 17th ISOPE, Lisbon, the Mediterranean, Varna, Bulgaria, 2 - 6
Portugal, Vol.3, pp.2134-2141. September 2007, pp. 29 – 35

Dessi, D., De Luca, M., Mariani, R., El Moctar O., Brunswig, J., Brehm, A. and
Carapellotti, D., 2007, “Analysis of the Schellin, T., 2005, “Computation of Ship
Ship Response to Stern Slamming Loads”, Motions in Waves and Slamming Loads for
10th International Symposium on Practical Fast Ships using RANSE”, 8th Intl. Conf. on
Design of Ships and Other Floating FAst Sea Transportation FAST 2005, St.
Structures, Houston, Tx., PRADS2007- Petersburg, Russia, June.
20152.

Dessi, D., Mariani, R., 2005, “Structure and

load identification using wave excitation in El Moctar, O., Schellin, T.E., Priebe, T., 2006,
seakeeping tests,” 20th IWWWFB, “CFD and FE Methods to Predict Wave
Spitsbergen, Norway. Loads and Ship Structural Response,” 26th
Symposium on Naval Hydrodynamics,
Dessi, D., Mariani, R., 2006a, “Slamming load Rome, Italy.
analysis of a fast vessel in regular waves: a
combined experimental/numerical Fan, J., Huang, X, 2006, “A time domain
approach,” 26th Symposium on Naval method for calculating motions of a ship
Hydrodynamics, Rome, Italy. sailing on random waves,” STAB 2006, Rio
de Janeiro, Brazil
Dessi, D., Mariani, R., 2006b, “Experimental
Investigation of The Ship Response to Bow Fang M. C., Chen G. R., 2006a, “On the
and Stern Slamming Loads”, Proceedings nonlinear hydrodynamic forces for a ship
4th International Conference on advancing in waves”, Ocean
Hydroelasticity in Marine Engineering, Volume 33, pp 2119-2134.
Technology,Wuxi,China, 10-14 September
2006, pp. 79–88 Fang, M.C., Too, G. Y., 2006b, “The Effect of
Side Hull Arrangements on the Motions of
Du, S.X., Hudson, S.A., Price, W.G., Temarel, the Trimaran Ship in Waves,” ASNE Naval
The Seakeeping Committee

254

Engineers Journal, Vol. 117, No.4. Ocean Engineering Vol. 32, pp 223–238.

Fonseca N., Guedes Soares C., Greco, M., Colicchio, G., Faltinsen, O.M., 2005,
2004,“Validation of a time-domain strip “Application of a 2D BEM-Level Set
method to calculate the motions and loads Domain Decomposition to the Green-Water
on a fast monohull”, Applied Ocean Problem,” 20th IWWWFB, Spitsbergen,
Research Vol. 26 pp 256–273. Norway.

Fonseca N., Guedes Soares C., 2005a, Hart, C.J., Weems, K.M. nad Peltzer, T.J.
“ Comparison between experimental and (2007). Seakeeping Analysis of the Lifting
numerical results of the nonlinear vertical Body Technology Demonstrator Sea Flyer
ship motions and loads on a containership Using Advanced Time-Domain
th
in regular waves”, International Hydrodynamics, , 9 Intl. Conf. on FAst
Shipbuilding Progress, Vol. 52, No. 1, pp57 Sea Transportation FAST 2007, Shanghai,
-89 China, September.

Fonseca, N., Guedes Soares, C., 2005b, Hermundstad, O.A., Moan, T., 2005,
“Experimental Investigation of the “Numerical and experimental analysis of
Shipping of Water on the Bow of a bow flare slamming on a Ro-Ro vessel in
Containership”, Journal of Offshore regular oblique waves,” Journal of Marine
Mechanics and Arctic Engineering, Vol. 127, Science and Technology, 10:105-122.
November 2005, pp. 322-330.
Hermundstad, O.A., Moan, T., 2007, “Efficient
Fu, T.C., Fullerton, A.M., Minnick, L.M., 2007, calculation of slamming pressures on ships
“Characterization of Sea Fighter, FSF -1, in irregular seas”, Journal of Marine
Wave Slam Events,” 9th International Science and Technology, 12:160-182.
Conference in Numerical Ship
Hydrodynamics, Michigan, USA. Hirota K., Matsumoto K., Takagishi K.,
Yamasaki K., Orihara H., Yoshida H., 2005,
Fukunaga, K., Yamamoto, N., Ikeda, Y., 2007, “Development of bow shape to reduce the
“A Simple Onboard System to Identify added resistance due to waves and
Encounter-Wave Characteristics”, 17th verification of full scale measurement”,
ISOPE, Lisbon, Portugal, Vol.III, pp.1945- Proceeding of International Conference on
1950. Marine Research and Transportation, pp63-
70.
Garme K., 2005, “Improved time domain
simulation of planing hulls in waves by Holloway, D., Davis, M., 2006, “Ship Motion
correction of the near-transom lift”, Computations Using a High Froude
International Shipbuilding Progress, Vol. 52, Number Time Domain Strip Theory,”
No. 3, pp201-230. Journal of Ship Research, Vol.50, No. 1, pp.
15-30.
Ge, C., Faltinsen O., Moan, T., 2005 “Global
Hydroelastic Response of Catamarans Due Hosseini, S.H.S., Park, I.R., Stern, F., Olivieri,
to Wetdeck Slamming,” Journal of Ship A., Campana, E.F., Francescutto, A., 2007,
Research, Vol.49, No. 1, pp. 24-42. “Complementary URANS CFD and EFD
for Validation Extreme Motions
th
Gomez-Gesteira M., Cerqueiro D., Crespo C., Predictions,” 9 International Conference in
Dalrymple R.A., 2005, “Green water Numerical Ship Hydrodynamics, Michigan,
overtopping analyzed with a SPH model”, USA.
Proceedings of 25th ITTC – Volume I
255

Huang Y., Sclavounos P.D., 1998, “Nonlinear Inoue, Y. and Kamruzzaman, M., 2007,
ship motions,”, Journal of Ship Research, “Numerical Analysis of Seakeeping
Vol.42, pp.120–130. Performances for High Speed Catamarans
in Waves", 9th Intl. Conf. on FAst Sea
Hu, C., Kashiwagi, M., 2004, “A CIP-Based Transportation FAST 2007, Shanghai,
method for numerical simulations of violent China, September.
free-surface flows,” Journal of Science and
Technology, Vol.9, pp.143-157 Inoue, Y., Kamruzzaman, Md., 2007,
“Numerical Analysis on Hydrodynamic
Hu C., Kashiwagi M., 2006b, “Experiment and Characteristics of High Speed Catamarans
CFD Simulation of a Ship in Large Waves,” in Waves”, 10th International Symposium
Conference Proceedings Japanese Society on Practical Design of Ships and Other
of Naval Architects and Ocean Engineers, Floating Structures , Houston, Tx.,
Vol.2W PRADS2007-20085.

Hu C., Zdravko, K., Kashiwagi, M. and Iseki, T., 2007,”Bispectral Analysis of Non-
Faltinsen, O., 2006, “Application of CIP linear Ship Response”, 17th ISOPE, Lisbon,
Method for Strongly Nonlinear Marine Portugal, Vol.III, pp.3807-3812.
Hydrodynamics”, Ship Technology
Research, Vol. 53, pp. 74-87. Johnson M. C., Wilson P. A., 2005, “Sea state
estimated from ship motions by a simple
Hu, C., Kashiwagi, M., 2006, “Experimental statistical approach”, Transactions
Validation of the Computation Method for International Journal of Maritime
Strongly Nonlinear Wave-Body Engineering Vol 147, Part A1.
st
Interactions”, 21 IWWWFB,
Loughborough, UK. Koshizuga S. and Oka K., 1996, “Moving-
Particle Semi-Implicit Method for
Hu, C., Kashiwagi, M., 2006a, “Validation of Fragmentation of Incompressible Fluid”,
CIP-based Method for Strongly Nonlinear Nuclear Science and Engineering, Vol. 123,
Wave-Body Interactions,” 26th Symposium pp.421-434.
on Naval Hydrodynamics, Rome, Italy.
Kihara. H., Naito S., Sueyoshi M., 2005,
Hu, Ch., Kashiwagi, M., Kitadai, A., 2006b, “Numerical analysis of the influence of
“Numerical Simulation of Strongly above-water bow form on added resistance
Nonlinear Wave-Body Interactions with using nonlinear slender body theory”,
Experimental Validation”, 16th ISOPE, San Journal of Ship Research, Vol.49, No.3,
Francisco, Ca. USA, Vol.3, pp.467-472. pp191-206.

Iafrati, A., 2007, “Free surface flow generated Kim, K.H., Kim, Y., Kim, Y., 2007a, “A Time
by the water impact of a flat plate,” 9th Domain Analysis on Nonlinear Ship Motion
International Conference in Numerical Ship and Structural Load in Waves,” Proc.
Hydrodynamics, Michigan, USA. Autumn Meeting, Society of Naval
Architects of Korea (in Korean)
Inoue, Y. and Kamruzzaman, M., 2006, “A
Numerical Calculation of Hydrodynamic Kim, K.H., and Kim, Y., 2008, “Time-Domain
Forces on a Seagoing Ship by 3-D Source Analysis on Motion Response of Adjacent
Technique with Forward Speed”, 25th Intl. Multiple-Bodies in Waves,” Trans. Society
Conf. on Offshore Mechanics and Arctic of Naval Architects of Korea, Vol.45, No.1.
Eng. OMAE, 2006-92067.
The Seakeeping Committee

256

Kim, J., Kim, Y., Park, I.R., Van, S.H., 2007b, Validation”, 15th ISOPE, Seoul, Korea,
“Comparisons of Numerical Methods Vol.3, pp.274-291.
Applied to Violent,” 9th International
Conference in Numerical Ship Koo W.C., Kim M.H., 2006, “Numerical
Hydrodynamics, Michigan, USA. simulation of nonlinear wave and force
generated by a wedge-shape wave maker”,
Kim, Y., Kim, Y., Liu, Y., Yue, D.K.P., 2007c, Ocean Engineering Vol. 33, pp 983–1006.
“On the Water-Entry Impact Problem of
Asymmetric Bodies,” 9th International Korobkin, A., Malenica, S., 2005, “Modified
Conference in Numerical Ship logvinovich model for hydrodynamic loads
Hydrodynamics, Michigan, USA. on asymmetric contours entering water”,
20th IWWWFB, Spitsbergen, Norway.
Kim Y., Nam B.W., Kim D.W., Kim Y.S.,
2007d, “Study on coupling effects of ship Kreuzer, E.J., Sichermann, W.M., 2005,
motion and sloshing”, Ocean Engineering “Slender Body Theory Approach to
Vol. 34, pp 2176–2187. Nonlinear Ship Motions,” 20th IWWWFB,
Spitsbergen, Norway.
Kim, Y., 2007, “Experimental and numerical
analyses of sloshing flows”, Journal of Kristiansen E.,, Hjulstad A.,, Egeland O., 2005,
Engineering Mathematics 58, pp.191-210. “State-space representation of radiation
forces in time-domain vessel models”,
Kim, Y., 2001, “Numerical simulation of Ocean Engineering Vol. 32, pp 2195–2216.
sloshing flows with impact load”, Applied
Ocean Research, Vol. 23, No. 1. Kyoung J.H., Hong S.Y., Kim J.W., Bai K.J.,
2005, “Finite-element computation of wave
Kim, Y., 2002, “A numerical study on sloshing impact load due to a violent sloshing”,
flows coupled with ship motion: Antirolling Ocean Engineering Vol. 32, pp 2020–2039.
tank problem”, Journal of Ship Research,
Vol. 46, No. 1. Landrini, M., 2006, “Strongly Nonlinear
Phenomena in Ship Hydrodynamics,”
Kim, Y., 2005, “Numerical Analysis of Three- Journal of Ship Research, Vol.50, No. 2, pp.
Dimensional Slamming Forces in Waves,”, 99-119.
20th IWWWFB, Spitsbergen, Norway.
Lee D.H., Kim M.H., Kwon S.H. , Kim J.W.,
Kishev R., Rakitin V., Chalakov V., Maron A., Lee Y.B., ,2007b, “A parametric sensitivity
2005a, “Experimental verification of an study on LNG tank sloshing loads by
advanced deck wetness prediction method”. numerical simulations”, Ocean Engineering
The 11th Congress of the International Vol. 34, pp 3–9.
Maritime Association of the
Mediterranean ,Lisbon. Lee S.J., Kim M.H., Lee D.H., Kim J.W., Kim
Y.H., 2007a, “The effects of LNG-tank
Kishev, Z.R., Hu, C., Kashiwagi, M., 2006, sloshing on the global motions of LNG
“Numerical simulation of violent sloshing carriers”, Ocean Engineering Vol. 34, pp
by a CIP-based method”, Journal of Marine 10–20.
Science and Technology, 11:111-122.
Leguen, J-F., Bourdon, O., Dispa, H., 2007,
Kishev, Z.R., Hu, Ch., Kashiwagi, M., 2005b, “Hull Monitoring of a French Frigate,
“Numerical Simulation of Violet Sloshing Description , Treatments and Applications”,
by CIP Method with Experimental 17th ISOPE, Lisbon, Portugal, Vol.IV,
Proceedings of 25th ITTC – Volume I
257

pp.3740-3745. on Fast Sea Transportation, Shanghai,

China, September.
Leguen, J-F., Frẻchou, D., 2007, “Large Scale
Seakeeping Experiments in the New, Large Luo, H., Qiu, Q., Wan, Z-q., 2007b,
Towing Tank B600”, 10th International “Experimental Study of Whipping
Symposium on Practical Design of Ships Responses Induced by Stern Slamming
and Other Floating Structures, Houston, Tx., Loads”, 10th International Symposium on
PRADS2007-20033. Practical Design of Ships and Other
Floating Structures, Houston, Tx.,
Li, L., McTaggart, K., Hsiung, C.C., 2006, PRADS2007-20204.
“Finite Water Depth Effects on Two Ship
Interactions in Waves”, 16th ISOPE, San Luquet, R., Ducrozet, G., Gentaz, L., Ferrant, P.,
Francisco, Ca. USA, Vol.3, pp.157-164. Alessandrini, B.,2007, “Applications of the
SWENSE Method to seakeeping
Liang, X., Yang, J., Yang, C. Lu, H. and simulations in irregular waves,” 9th
Loehner, R., 2007, “Numerical and International Conference in Numerical Ship
Experimental Study of Green Water on a Hydrodynamics, Michigan, USA.
Moving FPSO”, 9th Intl. Conf. on FAst Sea
Transportation, Shanghai, China, September. Malenica, Š, Korobkin, A.A., 2007, “Some
aspects of slamming calculations in
Lin R.-Q. and Eagle, A. , 2005, “Wave-Wave seakeeping,” 9th International Conference in
Interactions between a High-Speed Vessel Numerical Ship Hydrodynamics, Michigan,
and Surface Waves in a Nonlinear Time- USA.
Dependent, Six-Degree of Freedom Ship
Motion Model”, 8th Intl. Conf. on Fast Sea Malenica, Š., Orozco, J.M., Chen, X.B., 2005,
Transportation, St. Petersburg, Russia, June. “Some aspects of multibody interactions in
seakeeping”, 15th ISOPE, Seoul, Korea,
Lin, Ji-ru, Shi, Li-guo, You, Guo-hong and Vol.3, pp.68-75.
Qian Ji., 2007a, “The Method for
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th
seakeeping”, 16 ISOPE, San Francisco, Ca.
Lin, W. M., 1984, “Nonlinear Motion of the USA, Vol.3, pp.312-317.
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Meinhold, M., 2007b, “Numerical Applied Ocean Research Vol. 26, pp 241–
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Numerical Ship Hydrodynamics, Michigan, the Skewness of Random Surface Waves”,
USA. Proc. of the Second Int. Offshore and Polar
Engineering Conference, San Francisco,
Luo, H. Wan, Z. Qiu, Q. and Gu, X., 2007a, Vol. 3, pp. 472-478.
“Numerical Simulation of Whipping
Responses Induced by Stern Slamming McCue, L. S., Campbell, B.L., Belknap, W.F.,
Loads in Following Waves”, 9th Intl. Conf. 2007, “On the Parametric Resonance of
The Seakeeping Committee

258

Tumblehome Hullforms in a Longitudinal Nam, B.W., Kim, Y., 2006, “Simulation of

Seaway,” ASNE Naval Engineers Journal, Two-Dimensional Sloshing Flows by SPH
Vol. 119, No. 3. Method”, 16th ISOPE, San Francisco, Ca.
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McCue, L.S., Bulian, G., 2007, “A Numerical
Study of a Parametric Roll Advance Nam, B.W., Kim, Y., 2007, “Effects of
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pp. 165-175. Croatia.

Mikami, T., Kashiwagi, M., 2007, “A Time- Nam, B.W., Kim, Y., Kim, D.W., 2006,
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International Conference in Numerical Ship Loughborough, UK.
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Nan Xie, Vassalos D., Jasionowski A., 2005,
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Proceedings of 25th ITTC – Volume I
259

Orihara H., 2006, “CFD simulations of flow Quérard, A.B.G., Temarel, P. and Turnock, S.R.,
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Vol.3, pp.2074-2078. rectangular tank with a high filling ratio”,
20th IWWWFB, Spitsbergen, Norway.
Perez Arribas F., Clemente Fernandez J.A.,
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20th IWWWFB, Spitsbergen, Norway.
Peseux, B., Gornet, L., Donguy, B., 2005,
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Prediction of Nonlinear Motions and Loads
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Conference in Numerical Ship
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16th ISOPE, San Francisco, Ca. USA, Vol.3, Schellin, T.E., El Moctar, O., 2007, “Numerical
pp.249-255. Prediction of Impact-Related Wave Loads
on Ships”, Journal of Offshore Mechanics
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Large-Amplitude Ship Motions in the Time 2007, pp. 39-47.
Domain,” 9th International Conference in
Numerical Ship Hydrodynamics, Michigan, Shibata, K. and Koshizuka, S., 2007,
USA. “Numerical analysis of shipping water
impact on a deck using a particle method,”,
The Seakeeping Committee

260

Ocean Engineering, Vol.34, No.3-4, pp.585- and Other Floating Structures, Houston,
593. TX., PRADS2007-20148.

Shin, Y.S., Belenky, V.L., Paulling, J.R., Subramanian, A. and Gururajan, N. ,2004,
Weems, K.M. and Lin, W.M., 2004, “Parametric Studies on Motion Behaviour
“Criteria for Parametric Roll of Large of High-Speed Planing Catamarans”, Ship
Container Ships in Longitudinal Seas”, Technology Research, Vol. 51, pp. 3-8.
SNAME Annual Meeting, Washington DC.
Sueyoshi, M., 2005, “Validation of Numerical
Singh S.P., Sen D., 2007, “A comparative Code by a Particle Method for Violent Free
linear and nonlinear ship motion study Surface Problem”, 15th ISOPE, Seoul,
using 3-D time domain methods”, Ocean Korea, Vol.3, pp.247-253.
Engineering Vol. 34, pp 1863–1881.
Sueyoshi, M., Kishev, Z.R., Kashiwagi, M.,
Singh, S.P., Kumar, M., 2007, “Hybrid 2005, “A Particle Method for Impulsive
Approach to Compute Ship Slamming”, Loads Caused by Violent Sloshing”, 20th
10th International Symposium on Practical IWWWFB, Spitsbergen, Norway.
Design of Ships and Other Floating
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20036. Boundary Integral Equations Method for
Computing Inertial and Damping
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483, Univ. of Hamburg. Teng, B., Gou, Y., 2006, “Fast Multipole
Expansion Method and its Application in
Söding, H., 1993, “A method for accurate force BEM for Wave Diffraction and Radiation”,
calculations in potential flow”, Ship 16th ISOPE, San Francisco, Ca. USA, Vol.3,
Technology Research, Vol. 40, pp. 176-186. pp.318-325.

Song, K.H., Kim, M., Kim, K.H., Kim, Y., Shin, Thomas, G., Doctors, L.J., Couser, P. and
K.S., Song, M.J. Sun, J.W., Yanh, J.H., Hackett, M., 2007, “Catamaran Motions in
2008, “Comparative Study on Seakeeping Beam and Oblique Seas”, 9th Intl. Conf. on
Analysis for Practical Ship Design,” Osaka Fast Sea Transportation, Shanghai, China,
Colloquium for Seakeeping and Stability, September.
Osaka, Japan.
Varyani K.S., Pham X.P., Olsen E.O., 2005,
Stenius I., Rosén A., Kuttenkeuler J., 2007, “Application of double skin breakwater
“Explicit FE-modelling of hydroelasticity with perforation for reducing green water
in panel-water impacts”, International loading on high speed container vessels.”
Shipbuilding Progress, Vol. 54, No. 2-3, pp International Shipbuilding Progress, Vol. 52,
111 – 127. No. 3.

Storhaug, G., Moan, T., 2007, Varyani, K.S., Pham, X.P. and Crossland, P,
“Springing/Whipping Response of a Large 2004, “Green Water Investigation for a
Ocean-Going Vessel – Investigation by an Containership”, Ship Technology Research,
Experimental Method”, 10th International Vol. 51, pp. 69-93.
Symposium on Practical Design of Ships
Proceedings of 25th ITTC – Volume I
261

Viviani, M, Brizzolara, S. and Savio, L. ,2007, combatant”, Computers & Fluids Vol. 35,
“Evaluation of slamming loads on a wedge- pp 501–524.
shaped section at different heel angles
adopting SPH and RANSE methods”, Proc. Wines, C., Steen, S., Tvete, M. and Midtun,
12th International Congress of the H.O., 2007, “Influence of Increased Weight
International Maritime Association of the on SES-performance in a Seaway”, 9th Intl.
Mediterranean, Varna, Bulgaria, 2 - 6 Conf. on Fast Sea Transportation, Shanghai,
September 2007, pp. 107 – 115 China, September.

Vorobyov, Y.L. and Demidjuk, A.V., 2007, Wist, H.T., Myrhaug, D., Rue, H., 2006,
“Radiation and diffraction problems for a “Second Order Model for Wave Crests
ship going in deep water under regular head Used in Prediction of Green water Loads
waves”, Proceedings of the 12th and Volume on Ships in Random Waves”,
International Congress of the International Journal of Offshore Mechanics and Arctic
Maritime Association of the Mediterranean, Engineering, Vol. 128, pp. 271-275.
Varna, Bulgaria, 2 - 6 September 2007, pp.
117 – 122 Wu M. K., Moan T., 2005, “Efficient
calculation of wave-induced ship responses
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Gleitvorgänge an der Oberfläsche von Applied Ocean Research Vol. 27, pp 81–96.
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Mathematic und Mechanik 12, pp. 193-215. Xia, J., 2005, “A consistent strip-theory
approach for wave loads and ship motions
Wang, C. Z., Wu, G. X., 2006, “An in rough seas,” 20th IWWWFB, Spitsbergen,
unstructured-mesh-based finite element Norway.
simulation of wave interaction with non-
wall-sided bodies”, Journal of Fluids and Yabe, T. and Wang, P-Y., 1991, “Unified
Structures 22 (2006), pp. 441-461. Numerical Procedure for Compressible and
Incompressible Fluid”, Journal of Physical
Wang, X., Gu, X. and Miao, Q., 2007, Society of Japan, Vol. 60, pp. 2105-2108.
“Prediction of Hydrodynamic Performance
of Catamarans Accounting for Viscous Yamasaki, J., Miyata, H., Kanai, A., 2005,
Effects”, 9th Intl. Conf. on Fast Sea “Finite-difference simulation of green water
Transportation, Shanghai, China, September. impact on fixed and moving bodies,”
Journal of Marine Science and Technology,
Wei, Y., Duan, W. And Ma, S., 2007, “Trimaran 10:1-10.
Motions and Hydrodynamic Interaction of
Side Hulls”, 9th Intl. Conf. on Fast Sea Yang, C., Lu, H., Lőhner, R., Liang, X., Yang,
Transportation, Shanghai, China, September. J., 2007, “An Unstructured-Grid Based
VOF Method for Ship Motions Induced by
Wemmenhove, R., Loots, G.E., Luppes, R., Extreme Waves”, 9th International
Veldman, A.E.P., 2005, “Simulation of Conference in Numerical Ship
green water loading by a three-dimensional Hydrodynamics, Michigan, USA.
two-phase numerical model,” 20th
IWWWFB, Spitsbergen, Norway. Yang, S.H., Lee, H.H., Park, T.H., Lee, I.H.,
Lee, Y.W., 2007, “Experimental and
Wilson R V., Carrica P M., Stern F., 2006, Numerical Study on the Water Entry of
“Unsteady RANS method for ship motions Symmetric Wedges and a Stern Section of
with application to roll for a surface Modern Containership”, 10th International
The Seakeeping Committee

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Symposium on Practical Design of Ships

and Other Floating Structures, Houston, Tx.,
PRADS2007-20107.

Yoo, Y., Kouguchi, N., Hou, D., Hamada, M.,

2007, “Precise measurement Method of
Wave Direction by GPS Buoy-Correction
for Buoy Oscillation”, 17th ISOPE, Lisbon,
Portugal, Vol.III, pp.1958-1964.

Young, R.W.C., 1973, “A singularity-

distribution method for free surface flow
problems with an oscillating body”, Ph.D.
Thesis, Univ. of California, Berkeley.

Zhang, S., Weems, K.M., Lin, W.M., 2007a,

“Numerical Simulation and Validation of
Ship-Ship Interactions in Waves,” 9th
International Conference in Numerical Ship
Hydrodynamics, Michigan, USA.

Zhang, X., Bandyk, P., Beck, R.F., 2007b,

“Large Amplitude Body Motion
Computations in the Time-Domain,” 9th
International Conference in Numerical Ship
Hydrodynamics, Michigan, USA.

5.2 Nomenclature

FAST International Conference of Fast

Sea Transportation
HSMV Symposium on High Speed
Marine Vehicles
ISOPE International Offshore and Polar
Engineering Conference
IWWWFB International Workshop on
Water Waves and Floating
Bodies
NAV International Conference on
Ship and Shipping Research
OMAE International Conference on
Offshore Mechanics and Artic
Engineering
PRADS International Symposium on
Practical Design on Ships and
Other Floating Structures
Proceedings of 25th ITTC – Volume I
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The Ocean Engineering Committee

Final Report and Recommendations to the 25th ITTC

1. GENERAL ƒ Shanghai Jiao Tong University, Shanghai,

February 2008.

1.1 Membership and Meetings

1.2 Tasks Based on Recommendations of
The Members of the Ocean Engineering the 24th ITTC
Committee of the 24th International Towing
Tank Conference were as follows: The original list of tasks recommended by
the 24th ITTC was as follows:
ƒ Prof. Pierre Ferrant (Chairman), Fluid
Mechanics Laboratory, Ecole Centrale de State of the Art Reviews Update the state-
Nantes, France of-the-art for predicting the behaviour of
ƒ Prof. Martin Downie (Secretary), bottom founded or stationary floating
University of Newcastle upon Tyne, structures including moored and dynamically
United Kingdom. positioned ships and the modelling of waves,
ƒ Dr Rolf Baarholm, Norwegian Marine wind and current in emphasizing developments
Technology Research Institute, Norway. since the 2005 ITTC Conference,
ƒ Prof. Antonio C. Fernandes, Laboceano,
Universidade Federal do Rio de Janeiro, ƒ Comment on the potential impact of new
Brasil developments on the ITTC.
ƒ Dr. Nuno Fonseca, Instituto Superior ƒ Emphasize new experimental techniques
Técnico, Portugal. and extrapolation methods and the
ƒ Dr Sa-Young Hong, Maritime and Ocean practical applications of computational
Engineering Research Institute, Moeri, methods to prediction and scaling.
Korea. ƒ Identify the need for R&D for improving
ƒ Prof. Shuichi Nagata, Institute of Ocean methods of model experiments, numerical
Energy, Saga University, Japan. modelling and full-scale measurements.
ƒ Dr Ir Jaap de Wilde, Maritime Research
Institute Netherlands, The Netherlands. Review Existing Procedures
ƒ Prof. Jianmin Yang, State Key Laboratory
of Ocean Engineering, Shanghai Jiao Tong ƒ Review ITTC recommended procedures
University, China 7.5-02-07-01.1, 7.5-02-07-03.1, 7.5-02-
07-03.2, 7.5-02-07-03.4 and 7.5-02-07-
Four Committee meetings were held 03.45.
respectively at: ƒ Determine if any changes are needed in
the light of current practice.
ƒ Maritime Research Institute Netherlands, ƒ Identify the requirements for new
the Netherlands, June 2006. procedures.
ƒ MOERI/KORDI, Korea, December 2006 ƒ Support the Specialist Committee on
ƒ Instituto Superior Técnico, Portugal, June Uncertainty Analysis in reviewing the
2007. procedures handling uncertainty analysis.
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Review validation of prediction techniques 1.3 Structure of Report

Critically review examples of validation of The work carried out by the committee is
prediction techniques presented as follows:

ƒ Identify and specify requirements for new State of the Art Reviews
benchmark data.
ƒ Outline a benchmark study using a simple ƒ Section 2: Predicting the Behaviour of
geometric form for the application of Bottom-Founded Structures
unsteady RANS codes to wave load ƒ Section 3: Predicting the Behaviour of
problems. The study should include Stationary Floating Structures and Ships
validation against experimental data ƒ Section 4: Predicting the Behaviour of
Dynamically Positioned Ships
Develop New Procedures ƒ Section 5: Modelling Waves, Wind and
Current
1. Develop a new procedure for the validation ƒ Section 6: Modelling Hydroelasticity and
of frequency-domain codes predicting wave Impact
loads and responses of offshore structures. ƒ Section 7: Predicting the Behaviour of
The work should be carried out in co- Renewable Energy Systems
operation with the Seakeeping Committee, ƒ Section 8: New Experimental Techniques
and should be based upon the review and ƒ Section 9: Progress in Computational
update the work done by the 24th ITTC Fluid Dynamics
Ocean Engineering and Seakeeping
Committees. Existing Procedures
2. Develop a new procedure for the validation
of time-domain codes predicting wave ƒ Section 10 reviews existing documentation
loads and responses of offshore structures. relating to: the Laboratory Modelling of
The work should be carried out in co- Multidirectional Irregular Wave Spectra
operation with the Seakeeping Committee. (7.5-02-07-01.1); Experiments with
Offshore Platforms (7.5-02-07-03.1);
Scaling Issues in Multiple-Scale Model Model Testing in Regular Waves (7.5-02-
Tests Review scaling issues associated with 07-03.2); Turret Tanker Systems (7.5-02-
multiple-scale model tests in which, for 07-03.4) and Hybrid Experiments and
example, some components become extremely Numerical Simulations (7.5-02-07-03.45)
small if proper geometric scaling is used.
New Documentation
Wind Modelling in Model Basins Identify
requirements and carry out a review of wind ƒ Section 11 discusses the validation of
modelling in model basins, including the prediction techniques with particular
physical modelling, simplified mathematical reference to the necessary attributes of
models and flow code analysis. The review numerical and theoretical data suitable for
should include scaling problems; validating CFD codes applied to wave
inhomogeneous wind fields, turbulence, loading problems.
coherence, wind spectra, wind-induced motion ƒ Section 12 discusses new procedures for
damping, and waves / wind interaction. validating frequency domain and time
domain codes used for predicting the wave
loads and responses for offshore structures.
ƒ Section 13: Multiple-Scale Model Testing
ƒ Section 14: Wind Modelling in Model
Proceedings of 25th ITTC – Volume I
265

Basins. cylinders. These activities encompass a

considerable body of work covering a wide
Conclusions and Recommendations range of topics. A comprehensive review of the
whole is beyond the scope of the present work,
ƒ Are presented in Sections 15 and 16 which focusses on a selection of recently
respectively. published theoretical/numerical, as well as
experimental, research reflecting current
Appendix interests. Relatively new arrivals on the scene
of bottom founded structures are those
ƒ Benchmark data for validating CFD codes. developed as part of the offshore renewable
energy infrastructure.

2. BOTTOM-FOUNDED STRUCTURES
2.2 Small Volume Structures

2.1 Introduction Common small volume structures, in

addition to jacket structures, include such
Bottom founded structures have been examples as jack up platforms, tower-yoke
traditionally classified in terms of their mooring systems and a variety of compliant
magnitude in relation to the characteristic structures. Fluid loading on structural elements
wavelength, λ , of their wave environment, and of such installations is generally computed
the associated physical phenomena and using the Morison equation. A recurring theme
analytical approaches used to treat them, as in research on small volume structures is the
discussed by the previous OEC (ITTC, 2005). search for a replacement for, or development of,
Small volume structures are typically the Morison equation. One of the methods used
associated with viscous effects, such as flow in the derivation of the Morison force
separation, and the Morison equation; large coefficients is the method of moments.
volume structures with wave diffraction and However, the coefficients obtained from this
potential flow theory. The division between the method can show considerable scatter due to
two, and the beginning of the linear diffraction large sampling variability. Najafian (2007) has
regime for a vertical circular of diameter D for proposed a more efficient form of the method
example, is commonly defined as D λ = 0.2 of moments, which reduces the sampling
or ka = 0.2π where a is the radius and k the variability. The results using simulated data
wave number. The structures to be discussed indicated that the proposed method is superior
here will also be loosely divided into small to the conventional one, particularly for the
volume structures, such as jacket and jack up case for drag-dominated forces.
structures, and large volume structures such as
gravity based structures (GBSs). Vertical Cylinders. An ongoing pre-
occupation with small volume structures is the
Bottom founded structures are the longest interaction of bodies in close proximity in
serving offshore, and methods of estimating different flow regimes. Sparboom and
their fluid loading are well established. Oumeraci (2006) have added to the body of
Experiments carried out today tend to be knowledge by carrying out a series of
looking at unusual structures or operational experiments on single vertical and inclined
procedures, investigating fundamental fluid cylinders and arrays of cylinders in non-
phenomena, and/or for validating newly breaking regular and irregular waves as well as
developed theory and numerical codes. In breaking freak waves. They presented
researching fluid phenomena, bottom founded maximum wave loads in the context of shelter,
structures are often idealised as vertical
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266

interference and amplification effects for dependent on the wave periods, and indicating
closely spaced slender cylinders. the importance of including dynamic effects in
the pull-down analysis.
Jacket / Jack-up Structures. The fluid
loading of a jack-up drilling platform due to The fatigue of jacket structures is an
freak waves in the North Sea has been longstanding problem that continues to attract
considered by El Moctar et al. (2007) who attention. Azimirad et al. (2007) compared the
included highly nonlinear effects, such as wave results obtained for fatigue life using frequency
run-up on platform legs and impact related spectra with directional spectrum in a
wave loads on the hull. Their analysis was deterministic-spectral fatigue analysis of a
based on a Reynolds-averaged Navier-Stokes jacket located in the Persian Gulf. They carried
solver using the volume-of fluid approach to out a dynamic analysis of the jacket under base
describe the physics associated with complex waves and obtained stress spectra using the
free-surface shapes with breaking waves and transfer functions and multiplying the
air trapping, hydrodynamic phenomena. The frequency spectra and directional spectra,
wave induced loads were used in a separately, and then calculated the fatigue
comprehensive finite element structural model damages for all stress spectra to get the total
of the platform to determine deformations and damage. The ratio of fatigue life obtained in the
stresses. The results of base shear and case of using frequency spectrum to the case of
overturning moment of the platform subject to using directional spectrum was 0.775
freak waves revealed that predictions based on
the use of the Morison formula differed by not Another topic of ongoing interest is wave
more than 25 percent from predictions obtained slamming in the splash zone of a variety of
from CFD techniques. bottom founded structures. Ren et al (2007),
for example, investigated the characteristics of
The probability of the overturning of a jack- wave impact on three-dimensional structures
up platform was calculated as a function of sea and the spatial and temporal distribution of the
state and operational time by Jensen (2007) corresponding impact pressures, and the
using a stochastic procedure, based on the First influence of the wave direction on the wave
Order Reliability Method (FORM), for impact forces on the underside of the structure.
estimating extreme value predictions related to
wave induced loads, including second order Tower-yoke mooring systems, comprising a
stochastic waves. tower fixed at the seabed and a mooring yoke
assembly connecting a platform with the tower,
During the demobilization of jack-up rigs, are used for station-keeping applications in
when the hull is ‘pulled down’ to provide a net extreme shallow water. Lui (2007) has derived
upward buoyancy force to extricate the legs, it exact solutions for their restoring force
can attract considerable wave forces. characteristics and the motions. He also carried
Chakrabarti et al. (2007) have developed a out model tests for the tower-yoke mooring
simplified ‘pull-down’ analysis procedure systems and reported excellent agreement
considering the harmonic wave forces, added between the analytical solutions and the
mass of the hull in water, boundary condition measurements.
of the legs in soil, and distributed buoyancy
springs under the hull. Using this procedure Jacket type structures can provide robust
they predicted the allowable safe wave heights support to wind and wave energy devices (eg
for a range of wave periods for a particular SEADOG, Serrahn et al., 2006) in challenging
water depth, and draft of the hull. They offshore environments. An interesting example
presented results for one class of jack up rig of a jacket type structure used in the field of
showing that the leg stresses are strongly renewable energy was given by Argyriadis and
Proceedings of 25th ITTC – Volume I
267

Klose (2007) who presented the results of an structure behaved as a grouping of point
integrated time domain analysis of wind absorbers rather than a single large body giving
turbine behaviour and the structural dynamics an associated reduction in the forcing function
of a complex support structure (jacket) under due to diffraction.
combined wind and wave loads in relatively
deep water compared to existing offshore wind
farms. The size is comparable to future wind 2.3 Intermediate Structures
farms in the North Sea that are currently in the
design phase. For the OWT configuration There is a class of vertical cylinders that
investigated, they showed that the wind loads lies outside the linear diffraction regime but in
govern the fatigue design while the wave a flow regime where the maximum horizontal
impact is only of minor importance, although wave induced velocity, U m , and period, T, are
the effect could be completely different in the such that the Keulegan-Carpenter number,
case of smaller turbine and different support U mT D , is less than 5. In this regime, viscous
structures like a tripod. drag forces are negligible and potential flow
theory is valid, but the Morison inertia term
Compliant Structures A number of only represents a first approximation to the
compliant tower designs have been proposed force and other non-linear terms can become
over the last 25 years. A new variant has been important as the wave steepness increases,
presented by Dryne et al (2006) who carried particularly as the magnitude of the wave
out deepwater wave-basin tests for a series of amplitude, A, approaches that of the cylinder
reduced (1/80) scale model compliant buoyant diameter (Rainey, 1995 and Faltinsen et al.,
towers (CBT) based on a conceptual prototype 1995).
design suited for the Vincent Field situated on
the North West Shelf of Western Australia. Masterton and Swan (2006) carried out
They varied seabed stiffness, additional experiments relating to nonlinear wave loads
buoyancy and platform payload, to investigate acting on vertical, surface-piercing, columns in
how each influenced the performance of the just this regime, in regular and irregular waves.
CBT. The dynamic characteristics and They compared measured data, describing the
responses obtained from the tests were total base shear, and over-turning moment to a
compared with the results from a finite element second order diffraction solution and a number
analysis and were reported to be in accordance of higher order potential flow models. They
with a reasonable degree of accuracy with the reported a wide range of flow conditions in
numerical predictions. which the existing potential flow models
provided an adequate representation of the
Renewable energy systems fall into all applied loading; even in relatively steep waves.
categories of bottom mounted structures. One Their results also indicated important flow
that could be classified also as compliant has regimes where unexpectedly large nonlinear or
been presented by Caska and Finnegan (2007) high frequency forcing can arise.
who analysed a wave energy device that
consists of a bottom-pivoted array of vertically In a follow up study Masterton et al. (2007)
oriented cylinders. They conducted a limited investigated the implications of their findings
parametric study to assess the influence of for operational problems observed on relatively
important features of the array on the fluid large volume structures, particularly, the loss of
structure interaction and resulting power output. effective air-gap. They considered two larger,
They concluded that a transverse array of practically important, column sizes with the
moderately sized cylindrical elements largest lying just outside the linear diffraction
experiences an increase in performance as regime. The nonlinear scattering mechanisms
wave frequency is increased. The entire they had previously observed were again seen
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across the full range of column size although prediction, although the magnitude of the
their significance reduced with increasing second order contributions to the overall
column size. Accordingly the second-order diffracted wave field are considerable, and
prediction was shown to improve for the larger discrepancies between estimated and measured
column sizes, and for the largest cases they results increase with wave steepness and the
reported excellent agreement comparison generation of white water.
between the calculated and measured data even
with relatively steep waves (AK=0.3). In a subsequent study, Walker et al. (2006)
incorporated their diffraction analyses into a
surface response surface (SRS) method
2.4 Large Volume Structures (Tromans and Vanderschuren, 1995) used to
compute extreme surface elevation statistics
Much of the work carried out with large around the platform. They reported excellent
volume structures is focussed on investigating agreement with experimental model test data
fluid phenomena in extreme conditions, and and accurately predicted extreme crest statistics
other non-linear phenomena, together with around a realistic concrete gravity-based
assessing and validating numerical methods for structure.
predicting them.
Wellens et al (2007) used a combination of
Vertical Cylinders. An interesting use of diffraction theory and a Navier-Stokes solver
vertical circular cylinders to investigate with the Volume of Fluid method (VOF) to
problems related to GBSs is provided by predict run-up on the columns of a GBS due to
Pavone et al. (2006) who analysed diffraction the amplified incoming waves. The approach
by two bottom mounted cylinders taking the was aimed at accommodating effects such as
randomness and directional spreading of the waves overtopping the columns, and energy
waves into account. They proposed a new dissipation due breaking waves that cannot be
iterative procedure to estimate the largest treated by conventional diffraction theory. The
forces on the bodies when extreme waves occur output from diffraction calculations were used
using Quasi-Determinism theory (Bocotti, as input on the boundaries of the Navier-Stokes
2000) to predict the force process on each domain. They showed that it is viable to use
cylinder when an exceptional crest or crest-to- linear diffraction results, in terms of surface
trough height of the incident wave field occurs elevations and velocities, to drive a fully non-
at a given time and position. linear Volume of Fluid simulation. The VOF
simulation of the flow in the immediate
Gravity Based Structures The feasibility of surroundings of the GBS was in better
using diffraction solutions to predict extreme agreement with the experiment than linear
green water levels beneath multi-column diffraction analysis but it was concluded that
gravity based structures has been investigated when simulations are required in larger
by Walker et al. (2006). They investigated domains and for longer periods of time, more
whether diffraction solutions can accurately accurate boundary conditions would be
predict the magnitudes and locations of the necessary.
most extreme green water levels, and whether
reliable green water measurements can be The impact load of a freak wave on a
obtained for validating diffraction solutions as cylindrical tower structure has been computed
possible design tools. They concluded that by Corte and Grilli (2006) using a three-
linear diffraction theory predicts both the dimensional boundary element method to
magnitude and location of the peak surface derive an extreme wave event and initialize
magnifications incorrectly whereas a second computations in a three-dimensional Finite
order diffraction solution provides an improved Volume VOF model, which was then used to
Proceedings of 25th ITTC – Volume I
269

compute the transient load. The boundary analysis the mooring lines and risers were
element wave modelling involved discretised as lumped masses connected by
discretisation of the fully nonlinear potential extending and rotational springs. Coupling
flow equations with free surface evolution. between the vessel and the mooring lines was
modelled by stiff springs. The vessel was
A VOF approach has also been used by subjected to first and second order wave forces,
Bredmose et al. (2006) to reproduce extreme and the mooring lines to drag and inertia
laboratory wave impacts on a gravity wind loading. The nonlinear drag forces were
turbine foundation associated with slamming stochastically linearised iteratively.
onto the under side of a horizontal platform in
irregular waves with a current. A new simplified but efficient approximate
model for the first- and second-order dynamic
response analysis of truss spar platforms has
3. PREDICTING THE BEHAVIOUR OF been developed by Sadeghi et al. (2006). The
STATIONARY FLOATING results obtained from their model compared
STRUCTURES AND SHIPS well with conventional numerical and
experimental data. The solution of the
The important categories in this section equations of motion are greatly simplified by
include spars, FPSO/FPDSOs, and very large their approach.
floating structures. They raise such issues as
sloshing, green water loading and air gap Cell-truss spar platforms have been studied
estimation, and can involve coupled systems by Zhang et al. (2007) who presented a
and multi-body interactions. numerical study on their hydrodynamic
behaviour. Features of both truss spars and cell
spars were taken into account in this new spar
3.1 Spar Platforms concept. The whole spar system was
numerically simulated, and a fully time-domain
Hydrodynamic Performances of Spar coupled analysis was conducted to investigate
Platforms. Tahar et al. (2006) and the behaviour of the platform both in operating
Theckumpurath et al. (2006) separately and survival conditions.
analysed the full scale data of the Horn
Mountain Spar collected during hurricanes in The motion characteristics of a Geometric
both the time and frequency domains. The time Spar were analyzed by Fan et al. (2007) for
domain analysis agreed better with the field deep water. The hydrodynamic coefficients,
data than frequency domain did. Their results first- and second-order wave forces and first-
also showed that both the slow-drift and the order motion responses were calculated. The
wave frequency surge and sway motions are hydrodynamic coefficients of the heave plates
well predicted in terms of energy spectra. Qi on the Spar were analyzed using the Morison
Xu et al. (2007) also analyzed the equation. They found that the low frequency
environmental data and the Horn Mountain motion component of pitch of the Geometric
Spar responses to the full strength of Hurricane Spar is important and cannot be ignored. The
Ivan in 2004. Their findings confirmed both the octagonal hull geometry and heave plates
robustness of the current spar design practice enhanced the drilling capability of the spar in
and the accuracy of the spar analysis tools. deep water.

The viability of frequency domain coupled Spar Vortex-Induced Motions. Spars are
analysis has been explored by Low et al. (2006) susceptible to vortex-induced motion (VIM).
who performed a systematic comparison of Sirnivas et al. (2006) used a new generation of
time and frequency domain methods. In their LES type model to simulate the flow around
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the Spar geometry. The new method allowed variation of the cell spar concept. Experimental
better capture of the back scatter. This results and numerical predictions for the
approach is well suited for flows where small responses of the spar to the wave loading, as
scales transmit a notable amount of energy to well as loads and added mass and damping
larger ones. The flow simulation was compared coefficients on the heave plates have been
with experimental data. presented.

Another approach to predicting realistic

spar VIM behavior was taken by Korpus et al. 3.2 FPDSO
(2007) who presented a modified and validated
unsteady Reynolds-averaged Navier-Stokes The motion characteristics of an FPDSO
(URANS) method. It includes the ability to and its sheltered riser vessel （SRV） in deep
address rough surfaces and high supercritical water have been analyzed by Chen et al. (2007)
Reynolds numbers. The resulting algorithms in the frequency domain using a double system
were used to assess the effectiveness of active coupled potential theory approach. The first
and passive control strategies for suppressing order forces and responses were calculated and
spar VIM. The active control system involves compared with model test data. The results
injecting high-pressure water tangentially into showed large reductions in, the heave motion
the boundary layer and has been shown to be of the SRV demonstrating that FPDSOs are
extremely effective at reducing drag and VIM well suited for implementation for deep sea
amplitudes. drilling operations.

Model tests of Spar vortex-induced motions

at both sub-and super-critical Reynolds 3.3 Green water and air-gap
numbers with matching Froude numbers have
been conducted by Finnigan et al. (2007). In Green Water. Strongly nonlinear ship-wave
order to assess the importance of appurtenances interactions have been investigated by Hu et al
(chains, pipes and anodes) and current heading (2005) with experiments and numerical
on strake effectiveness, tests were done with simulation in which they applied the
several sets of appurtenances, and at various Constrained Interpolation Profile (CIP) method
headings and reduced velocities. on a two dimensional box-type floating body.
They concluded that for the forced oscillation
Spar Design and Installation. A spar deck test, the viscous effect on the damping force
float-over feasibility study for West African can be correctly predicted by the current CFD
environmental conditions was carried out by Ji model. For the wave-body interaction problem,
et al. (2006). Their design used two existing the strongly nonlinear features of the body
barges in a catamaran configuration. They motion were found to be well simulated in the
discussed the weather window for spar deck computation.
installation and the importance of the
synchronized motion of spar, barge and deck Gomez-Gesteira et al. (2005) applied the
during the deck load transfer. The study Smoothed Particle Hydrodynamics (SPH)
showed that the float-over and mating method to analyze wave overtopping on the
operation is feasible in specified West African decks of offshore platforms and ships. They
sea states. compared their numerical results to the
laboratory results presented by Cox and Ortega
The effect of heave plates on the (2002). The SPH numerical technique was
hydrodynamic performance of a cell spar shown to provide good quantitative predictions
platforms was investigated experimentally by of wave motions. It was concluded that the
Zhang et al. (2006) who modelled and tested a fixed horizontal deck above the mean water
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271

level strongly modifies the wave kinematics. of gas bubbles in different sizes. They have
The appearance of a jet close to the rear of the shown that the physics are more accurately
deck after overtopping was also observed and simulated with the incompressible two-phase
analyzed under extreme conditions. model.

A two-dimensional study of water shipping Another approach was taken by Pham and
has been reported by Greco et al (2005). They Varyani (2005) who developed a revised dam-
investigated the main flow features and details break model with initial velocity to simulate
of the water shipping, and the impact with the the green water phenomenon using CFD.
deck structure, using experimental and Loading effects in both horizontal and vertical
numerical tools. Their model test was carried directions were analyzed and compared with
out in a wave flume for a fixed barge-shaped experimental results. It was concluded that the
structure. The green water loads on the vertical green water flow on the deck of ships with
deck structure showed a two-peak behaviour forward speed is well represented by a dam-
which is typical for wave impacts. break model with initial velocity. In a follow
up paper, Pham and Varyani (2006) presented
Nonlinear probability density functions for an investigation into the designs of V shape
predicting green water loads and volumes have and vane type breakwaters. They concluded
been studied Hanne et al. (2007). Their models that for both types of breakwater, the total
were based on the parametric model of Ogawa green water load on the structure behind them
(2003) combined with the transformation of a is not much affected by changes in the
second order wave crest height model. Results confronting angle, and that both are effective
from the second order models were compared against green water. However, V-shape
with model tests of a cargo ship with two breakwaters appear to perform better than
different kinds of bow flare presented by vane-type breakwaters in terms of reducing the
Ogawa. green water load as well as keeping a dry deck.

Yamasaki et al (2005) have developed a The velocity field of a plunging wave

modified marker and cell (MAC) method to impacting on a structure has been measured
predict water impact pressure caused by green Ryu et al (2005, 2006) in a two dimensional
water. Also, the density function method was wave flume. A modified particle image
employed in a framework of a refined and velocimetry (PIV) method was introduced to
overlapping grid system. A fixed rectangular obtain the velocity in the highly aerated region
body placed in regular waves, and a second and the splashing water on the deck. It was
case of a rectangular body with a vertical wall found that the maximum fluid particle velocity
on the deck, were both considered and is about 1.5 times the phase speed of the wave,
compared with tank experiments. Satisfactory while the maximum horizontal velocity above
agreement was shown for wave–body the deck is less than the phase speed. By
interactions and for the pressure values. The applying dimensional analysis to the velocity
method could be extended to a moving body data, a prediction equation was obtained for the
problem, in which the body was free to horizontal green water velocity distribution.
undergo heave, pitch, and surge motions.
Air-Gap Analysis. The evaluation of the
The problem of LNG sloshing and green dynamic air gap of a large-volume semi-
water loading has been studied by submersible platform was made by Simos et al.
Wemmenhove et al (2005) who have employed (2006) from towing-tank experiments. The air
a two-phase flow model based on an improved gap response at different locations of the hull
Volume of Fluid (VOF) method. The two- was evaluated under three different sea states,
phase flow has the ability to simulate the effect and the results were compared to some semi-
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analytical models proposed in the literature for (2006) proposed a new mooring system
preliminary air gap estimation. The role of composed of a combination of an inter-sinker,
dynamic coupling provided by a taut-leg an interbuoy and an anchor-sinker. Since the
mooring system on the air gap results was also motion of VLFS and any forces acting on it are
studied on the basis of experimental results. of oscillating nature, the vertical motions of the
inter-sinker and the interbuoy could store the
A statistical approach was taken by swaying energy of the float and release it
Forristall (2006) who considered the maximum periodically. In this way, the system prevents
crest over an area using a combination of the drift of the anchor-sinker or the mooring
analytic theory and numerical simulations. The chain from breaking.
resulting crest heights of Forristall are
significantly higher than those given by point The characteristics of bending moments,
statistics even for relatively small areas. On the shear forces and stresses at the unit connections
other hand, only a small fraction of the deck of VLFS under wave loads has been
may be inundated. investigated by Kim et al. (2007). The
responses of the VLFS were calculated by
Kazemi and Incecik (2007) carried out a solving multi-body equations of motion whilst
comparative study between the theoretical and considering hydroelasticity and connection
experimental analysis of air gap response and stiffness. Two types of VLFS units, tandem
potential wave on-deck impact forces on arranged units and side-by-side arranged units,
floating offshore structures. They introduced a were considered in the numerical examples.
simplified numerical method with sufficient Both rigid body analysis and hydroelastic
accuracy for the preliminary design stages of a analysis were carried out in the numerical study
floating offshore platform, and used it to and the two approaches compared.
predict the air gap response and to evaluate the
vertical wave impact force. The results The hydroelastic deformation of a pontoon-
obtained from the proposed method were type very large floating structure has also been
compared with those obtained from the considered by Kyoung et al (2006) who
experiments. developed a finite element method for the time
domain analysis with fully nonlinear free
Low-frequency pitch motions of a moored surface conditions. In their computation, with
semi-submersible in irregular sea states have an extreme wave condition, the structural
been analyzed by Stansberg (2007) who deformation and horizontal forces were
addressed physical mechanisms and their obtained by varying structural bending stiffness.
significance to air-gap problems. He
considered primarily excitation from wave drift Takagi and Nagayasu (2007) applied ray
and from moorings/riser systems, as well as the theory for predicting hydroelastic behavior of a
effects from current and wind. He also mat-like VLFS. The theory itself is based on
discussed the related challenges in deepwater the classical ray theory, which allows a fast
model testing of semis with truncated moorings, computational scheme. An experimental
and the motion and air-gap data from two technique in a small wave tank with a mini
previously performed model tests. scale model was also developed.

The existence of the upper facilities on

3.4 Very large floating structures VLFSs can influence their hydroelastic
deformations. This has been discussed by
Very large floating structures are a subject Murai et al. (2006) who effectively carried out
of continuing interest studied by a number of calculations for finding out their optimal
authors by a variety of methods. Nagai et al. arrangement. They chose vertical deformation
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273

amplitude and vertical acceleration as the results showed a similar trend to experimental
evaluation factor. They concluded that the results. The most pronounced coupling effects
optimal arrangement of the upper facilities is found were the shift or split of peak-motion
changed by wave conditions. frequencies. It was also found that the pattern
of coupling effects appreciably changed with
The problem of the transient dynamic the tank filling level.
response of a coupled system consisting of a
VLFS and a fluid domain subjected to arbitrary A new numerical method for the simulation
time-dependent external loads was addressed of violent sloshing flow inside a three-
by Qiu and Hua (2007) who developed a time- dimensional LNG tank considering wave
domain finite element procedure for its solution. breaking and liquid-gas interaction was
They carried out three tests: a weight pull-up developed Yu et al. (2007). They simulated the
test; a weight drop test; and a weight moving sloshing flow inside a membrane-type LNG
test, which idealizes an airoplane landing and tank numerically using the Finite-Analytic
taking off, and compared their results with Navier-Stokes method.
published experimental data.

3.6 Coupled Systems

3.5 Sloshing
Floating offshore structures are connected
A numerical analysis of sloshing in liquid to the sea bottom by mooring lines and risers.
cargo tanks of membrane-type LNG carriers in These lines respond dynamically to the wave
a rough sea has been undertaken by Arai et al. frequency motions of the floating structure
(2006). They described the influence of three- imposed on them. Due to inertial and drag
dimensional effects due to tank motion and effects on the lines, they do not achieve their
tank geometry on the sloshing flow, and catenary shape instantaneously when excited
demonstrated a strong relationship between the by the motions of the fairlead, and so the
sloshing and the frequency of the ship motion. behavior is dynamic in nature. The dynamic
effects influence the maximum loads on the
The impact pressure due to liquid sloshing lines and they also affect the dynamics of the
in LNG tanks was modelled by Kim et al. platform. Therefore, in these cases, it is
(2006) using a three-dimensional finite-element important to account for the dynamic coupling
method with the tank motions having six between the motions of the platform and the
degrees of freedom. The numerical result for an motions of the cables. The importance of the
example LNG tank showed good agreement dynamic coupling increases with water depth.
with model test results.
There are basically two methods to solve
Lee et al. (2007a) carried out a series of the cable dynamics problem, which is
parametric sensitivity studies on unmatched nonlinear; the finite difference method and the
dimensionless scale parameters on the LNG finite element method. Regarding the solution
tank sloshing loads using a CFD approach. The of the coupled system, the methods can be
CFD simulations were also verified against divided into frequency domain and time
experimental results. In a following paper, Lee domain methods. The first can only deal with
et al. (2007b) investigated the coupling and the linearised influence of the mooring on the
interactions between ship motion and inner- platform and has the advantage of
tank sloshing using a time-domain simulation computational efficiency. Time domain
scheme. The liquid sloshing in a tank was methods are used when it is necessary to
simulated in the time domain by a Navier- account for the nonlinear behavior of the
Stokes solver. The time-domain simulation moorings, and different levels of complexity
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can be considered depending on the line forces were in close agreement with the
characteristics of the problem to be solved. The time domain results.
fully coupled method considers all degrees of
freedom of the floater plus the degrees of An experimental investigation of an ultra
freedom of all the segments used to represent deep water semi submersible which combines
the mooring and risers simultaneously. The truncation of the mooring lines with calculation
latter is obviously computationally intensive. from a time domain coupled method has been
presented by Baarholm et al. (2006). The
Over the past three years some work has truncation design aimed at reproducing the
been devoted to the development and floater motion dynamics of the real deep water
demonstration of methods for coupled analysis. system, which was implemented with an
A great part of this effort has been devoted to optimization procedure. The coupled analysis
the development frequency domain tools with program was applied to reproduce the
the aim of reducing the computational effort for measured motions responses and in general the
engineering applications. Garrett (2005) agreement was good.
presented frequency domain and time domain
methods and compared their results in terms of Following on from their previous work,
accuracy and efficiency for a large semi Low and Langley (2007) discussed analysis
submersible with 16 mooring lines and 20 methods for efficient coupled analysis in
risers. A moderate sea state and a design storm intermediate water depths where the
were used as tests cases. Variances of forces mooring/vessel coupling and the geometric
and stresses on the lines were compared and nonlinearity are important. They compared
the author concluded that both types of results results of motions and line tension from three
were similar. However the frequency domain simplified methods with fully coupled results.
method requires two or three orders of Frequency domain results improved when the
magnitude less computational effort. linearization of geometric nonlinearity is
implemented. A hybrid method that combines
Low and Langley (2005) developed a the low frequency coupled response in the time
simplified two degrees of freedom frequency domain with wave frequency response in the
domain model to represent the surge motion of frequency domain compared well with the fully
the platform and fundamental vibration mode coupled results, using only a fraction of the
of the lines. Results from the simplified model computational effort.
were compared with fully coupled time domain
results for a moored FPSO subjected to a A fully coupled time domain method,
severe storm. The authors concluded that including the hydrodynamic load effects on the
coupled frequency domain calculations provide lines due to VIV has been presented by Rho et
the accuracy and efficiency necessary for al. (2007) who considered a box shaped FPSO
engineering purposes, provided that the moored with 16 lines in deep water.
nonlinearities of the mooring system are
properly stochastically linearised. They
presented further comparisons between 3.7 Hydrodynamics of Multi-Body
frequency domain and time domain codes for a Interactions
FPSO with spread mooring (Low and Langley,
2006), considering a fully coupled analysis The calculation of multi-body-wave
with all rigid body modes of the platform. A interactions is in most cases done by linear
severe storm was taken as the test case. The frequency domain boundary element methods,
comparisons showed that the frequency domain or panel methods. If nonlinear mechanical
results of the platform motions and mooring coupling between the bodies needs to be
considered, then it is possible to transform the
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275

frequency domain results to time domain Unrealistically high wave elevations

retardation functions and combine linear between two bodies in close proximity
hydrodynamics with nonlinear mooring forces predicted by numerical methods is still a
(e.g. Naciri et al., 2007). concern. Teigen and Niedzwecki (2006)
calculated the wave interaction effects on two
The recent publications seem to indicate side-by-side identical rectangular barges. The
that the higher order boundary element method wave amplifications around them were
(HOBEM) is preferable since the numerical calculated to second order, and regions of
solution converges faster and with smaller intense amplification were identified. The
computational effort. Computational effort sensitivity of the results to wave heading and
becomes a problem when several bodies need period was particularly strong for the sum
to be meshed and it is necessary to calculate frequency.
second order quantities by the near field
method which requires finer meshes. Since The problem of the resonant motion of the
these problems are, not only relatively recent, fluid in the gap between a LNG ship and a
but also very complex, many of the reported gravity based structure was investigated from a
studies combine numerical modelling with more fundamental point of view by Kristiansen
experimental programs. and Faltinsen (2007). They simplified the
problem by restraining the motion of the ship
A large part of the research effort on the and assuming two-dimensional flow. Linear
topic of the hydrodynamics of multi-body and nonlinear time domain boundary element
interactions was motivated by the problem of codes were compared with model tests carried
LNG offloading from a floating platform to a out in a wave flume with a two-dimensional
shuttle tanker. In this case an accurate midship section. They concluded that the linear
prediction of relative motions and also of wave calculated free surface elevation in the gap
drift forces is important. Kashiwagi et al. overpredicts the experimental data and the
(2005) applied a higher order boundary nonlinear results are, in general, between the
element method to calculate the first order linear results and the experimental data, still
hydrodynamic coefficients and wave exciting overpredicting the experiments.
forces on two side by side ships, as well as the
mean drift forces. The authors presented a The results from a frequency domain panel
“new” far field method with control surfaces method were compared with experimental data
surrounding each of the vessels. They for side by side moored LNG ships by Pauw et
compared numerical results with a al. (2007). The aim was to assess a new
comprehensive set of experimental data and damping lid method, originally proposed by
concluded that the agreement was good. Chen (2005) and tested by Fournier et al.
(2006), to reduce the resonant wave elevation
Hong et al. (2005) presented further between the ships. The method is based on the
comparisons between first order responses and implementation of a damping force at the free
mean second order forces computed by a surface gap, represented by a damping
HOBEM with experimental data for side by parameter. This parameter is tuned by fitting
side ship models. Their comparison showed the calculated responses to the measured ones.
very good agreements both for first and second The authors concluded that no unique value of
order quantities except that larger discrepancies the parameter is valid for all measured results
occur for a narrow frequency band where in the case of the small gap tested (4m).
resonant motions of the trapped water between However it is better to tune the damping
the hulls exist. parameter on the basis of the second order drift
force.
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Kashiwagi (2007) proposed the use of wave 4. DYNAMICALLY POSITIONED SHIPS,

interaction theory to calculate the MOBS
hydrodynamics of several interacting bodies in
waves. The advantage is the less computational
effort than the direct panel method. Although 4.1 Introduction
the method is theoretically valid for large
distance between bodies, some useful results Dynamic Positioning (DP) has seen a
can also be obtained for closely spaced bodies. continuing growth in offshore and ocean
engineering applications. Examples are:
Van der Valk and Watson (2005) presented offshore drilling, supply vessels, tug boats,
a comprehensive set of model test results for dredgers, diving support vessels, oil offloading,
severe multi directional wave climates. lifting, pipe- and cable laying, trenching and
Different side by side and tandem burial operations, autonomous under water
arrangements of an LNG and floating vehicles (AUVs), remotely operated vehicles
production barge were investigated and the (ROVs), yachts, cruise vessels and many more.
authors concluded that the mooring options In spite of this, the developments in the model
considered were not ideal for ship to ship basins seem a bit marginal, at least in terms of
transfer of LNG in a severe environment. what has been published in the open literature.
Most referenced papers report on the use of DP
Very large floating structures may need to model tests as part of a new development or
be composed of several connected bodies application. Few papers however, present
interacting hydrodynamically. Ikegami et al. attempts to improve the quality of DP tests in
(2005) investigated multiple connected floating the model basins or attempt to improve the DP
body systems applying a boundary element capabilities for real applications.
method. The connecting forces were
represented by a linear dynamic system. A fairly complete state-of-the-art report on
Model tests were performed for four connected dynamic positioning and dynamic positioning
floating body units and the agreement with model tests was presented in the 24th ITTC
numerical results for the motions of the floaters Ocean Engineering Committee report. An
and coupling forces was reasonable. Kim et al. update is presented here.
(2007) investigated the loads at the connections
between units of a very large floating structure
in waves. Multi body analysis was carried out 4.2 Trends In DP Development
where both the hydroelastic effects and the
stiffness at the connections were considered. Dynamic positioning was developed in the
The HOBEM was applied to solve the body- late 60’s and has since seen large developments,
wave interaction problem, while structural mainly for offshore drilling operations. Both
analysis was performed by the finite element ship type DP drilling vessels and DP drilling
method. semi-submersibles are nowadays commodities
for the offshore oil and gas industry. With the
The dynamics of tugs when assisting LNG rapid increase of the fuel prices, the drilling
carriers during berthing and offloading companies are rapidly investing in their assets.
operations in an offshore environment has been
investigated experimentally by Buchner et al. Another trend is the increasing complexity
(2005). They concluded that the motions of the of the offshore operations, including the
tugs are significant even in small seastates. deployment of different vessels and floaters in
This work illustrates that new challenges are close proximity, such as: FPSOs which are
posed to the scientific community as the offloaded by dynamic positioned shuttle
offshore activities grow and diversifies. tankers in tandem arrangement, supply vessels
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277

which use dynamic tracking to follow the are required to remove the position errors in the
motions of a sailing vessel and disconnectable wave frequency regime from the total
FPSOs which can disconnect from their fixed measured position error signal.
mooring and switch to free sailing DP mode in
the event of heavy weather. In 2003, Tannuri et al. investigated the
aspects of current force modelling for the
Finally the recent developments of dynamic assisted dynamic positioning of a moored
positioning for autonomous under water FPSO. In DP assisted mooring, the
vehicles can be mentioned. mathematical model must attenuate the slow
drift oscillations of the moored ship, whereas
the static horizontal forces are counteracted by
4.3 Components of a DP System the static mooring system.

The main components of a standard Tannuri et al (2005) also investigated an

dynamic positioning system (DPS) are: alternative control strategy for dynamic
ƒ Position measuring system positioning of a shuttle tanker during
ƒ Low pass filtering algorithm offloading operations. They claim that
ƒ Control algorithm conventional DP controllers may see
ƒ Allocation algorithm degradation effects in case of large mass
ƒ A number of propulsors variations during the loading operation.

It should be noted that the above studies

involved only numerical verification of the
algorithms. Model test verification was not
carried out.

4.5 Thruster-Thruster Interactions

Figure 4.1 Dynamic positioning control system
Brown and Ekstrom (2005) presented
The components to deliver the actual results of their recent investigation of the
(propulsive) force may include: thruster-thruster interactions during azimuthing
ƒ Azimuthing thrusters operations at model scale. This work was an
ƒ Main propellers extension of pervious work by Brown and
ƒ Bow tunnel thrusters Ekstrom in 2002. Earlier research on this topic
ƒ Stern tunnel thrusters has been performed by Lehn (1980) and
ƒ Rudders Nienhuis (1992).

4.4 Control and Filtering Algorithms 4.6 Thruster-Hull Interactions

A critical analysis of the control and Not much progress was found on the
filtering algorithms in real DP systems was thrusters-hull interaction for dynamic
conducted by Tannuri et al. (2005). They positioning of ships. An interesting paper by
extended the EKF with three additional state Chen and Lee (2003) however, reports on the
variables presenting the three motions in the coupling of a Chimera type Reynolds–
horizontal plane, and compared this filter with Averaged Navier-Stokes (RANS) solver with a
the existing filtering methods EKF-1 and EKF- propeller analysis tool, to study the propeller-
RPEM. The Extended Kalman Filters (EKF) ship interactions for ahead, backing, crash-
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astern and turning conditions. Such ƒ Developments for the “Urashima”

developments may in future also be applicable autonomous underwater vehicle by Aoki
for studying thrusters-hull interaction for et al. (2007).
dynamic positioning of ships.

5. WIND, WAVES AND CURRENT

4.7 DP Developments and Optimization

Major DP contractors claim important 5.1 Extreme Waves

developments in the control strategies of
dynamic positioning systems, such as high There are two distinct trends in floating
precision control, DP for calm weather structures. The first is for very deep water
conditions and DP for minimum power applications and the second is for shallow
consumption. These strategies seem not to have water applications. The deep water structures
yet been checked in the public domain. are mainly for production and storage of oil
and gas; FPSO, SPAR, TLP and Semis are
typical examples. After the existence of freak
4.8 DP Applications waves (or rogue waves) in deep water has been
verified through remote observations of surface
A fairly large number of model tests have waves and accident reports for exceptional
been carried out for testing dynamic positioned damage of ships and offshore structures, there
vessels for novel structures or new applications has been intensive research on the generation
of DP. The focus in these papers is more on the mechanism of freak waves (Rogue Waves,
application itself than on the actual DP control 2000, 2004). Recent hurricanes in the Gulf of
system. Examples are: Mexico (GOM) such as Ivan, Katrina and Rita,
even though they are not freak waves in the
ƒ Dimensioning of a DP system for shuttle strict sense, are a reminder of the importance of
tanker operations by Rocha and Portella analysis and simulation of such high waves in
(2002). the ocean wave basin. van Dijk et al. (2007)
ƒ Development of a dynamically positioned reported the significant wave heights in these
FPSO for ultra deep waters by Cortijo et al. three hurricanes as observed on board the
(2003). Marco Polo. The measured extreme wave
ƒ Offshore tanker offloading using a novel heights exceeded the expected extreme values.
floating DP unit by Kaasen and Olsen In hurricane Rita a maximum wave height of
(2005) 26.9 m was observed with an associated crest
ƒ Floatover deck installation of a Spar by height of 17.4m. Significant differences in
Edelson et al. (2007). wave spreading have been observed between
hurricanes Ivan and Katrina and Rita.

4.9 Autonomous Underwater Vehicles From the observations and interviews of

(AUVs) captains, the extreme waves in the ocean can be
categorized into long crested waves, and short
The development of autonomous under crested three-dimensional waves. The former
water vehicles with dynamic positioning seems type of extreme wave maintains its shape
ongoing. The trials of these vehicles are mostly whilst propagating for large distances, whereas
conducted in open water rather than in a the latter seem to exist over a relatively short
laboratory environment. Examples are: period. The shape of the short crested wave has
ƒ Parametric identification of the “Olister” a sharper front and shallower trough. It is
under water vehicle by Eteki (2004). known that the long crested wave resembles the
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unstable wave train of the Benjamin-Feir type, was adopted. Hague and Swan (2006) adopted
whereas the short crested wave resembles the a fully nonlinear numerical model in three
linear dispersive focusing wave (Waseda et al., dimensions based on the BEM for the
2005). simulation of free surface fluid flows,
including the focusing in space and time of
For the reproduction of extreme freak large numbers of wave components. They
waves in laboratories, studies on generation of showed that the approach is capable of
high waves have been carried out by simulating highly nonlinear wave groups at or
controlling wavemaker signals. There are two close to their breaking limit.
distinctive methods for generating freak waves
in laboratories. The first one is referred to as A High-Order Spectral Tank (HOST)
the wave focusing method which utilizes formulation was adopted by Ducrozet et al.
characteristics of wave dispersion and (2006) for improvements on the wavemaker
propagation. The second is to reproduce the so modelling. Their HOST-wm2 (2nd-order
called Benjamin-Feir (BF) instability wave by wavemaker signal) formulation was made to
controlling the initial sideband perturbation. simulate the generation of waves in a wave
Waseda et al. (2005) showed that the two kinds tank up to second order, and their propagation
of extreme waves could be successfully was performed in a fully-nonlinear manner.
reproduced by controlling wave maker signals
in wave basin. In order to improve the accuracy The measured wave elevations were
of the reproduction of specific wave records, analyzed through statistical, spectral and
various studies have been undertaken both wavelet approaches by Balaji (2006),
numerically and experimentally. theoretically and experimentally. He detected
the existence of, and identified, the wave
Clauss et al. (2005, 2006a) carried out a groupiness using each of these methods.
series of numerical and experimental attempts
to accurately reproduce a predefined record of Bunnik and Huijsmans (2005) compared
freak waves in a wave basin and they two numerical wave tanks which used a
investigated their effect on wave and structural potential flow based FEM and a viscous flow
response (Clauss et al., 2006b). based VOF method respectively. They
compared the wave propagation characteristics
Three-dimensional wave focusing has been of each method. They then proposed a hybrid
investigated by Liu et al. (2005) who compared approach which combines the two methods to
waves generated with constant wave amplitude exploit the merit of each; i.e. no numerical
(CWA) to those generated with a constant damping in FEM for wave propagation, and the
wave slope (CWS). Buchner et al. (2007) capability of describing violent wave
investigated parametric properties of laboratory kinematics in the VOF method.
made waves. They found that linear dispersion
is not able to predict the extreme wave crest, One of the main issues regarding the freak
and second order theory improves the waves is the investigation of their effect on
prediction of the crest amplitude but the structural response, as well as understanding
highest 10 crests in a 3-hour sea state are their generation mechanism. Kinoshita et al.
underestimated. (2006) investigated characteristics of ship wave
loads under extreme regular waves and freak
Fochesato et al. (2005) investigated the waves experimentally. Minami et al. (2006)
evolution characteristics of three-dimensional compared experimental results on whipping
focusing waves using a Boundary Element and slamming loads in freak waves with
Method (BEM) based numerical wave tank numerical simulations. Johannessen et al.
(NWT) in which a fast Multipole technique (2006) investigated extreme wave effects on
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wave responses of a TLP through an extensive investigating bound and free waves considering
series of model tests for measurements of the reflections in wave basins. They proposed an
air gap, wave loads and platform response. analytical model to calculate setdown in waves.
They also discussed the applicability of Their model was based on a second order
numerical simulations based on the VOF quadratic transfer function and a Lagrangian
method to extreme wave cases. Buchner and transformation for the effect of current.
Bunnik (2007) investigated the effect of Validation of the model was carried out
extreme waves on deepwater floating structures, through experiments with a large number of
focussing on the numerical prediction of wave probes through the basin. The separated
platform response to extreme waves. They also bound wave measured in the basin showed
discussed the applicability of an improved good agreement with the setdown calculated
Volume of Fluid (iVOF) method in the context with the numerical model.
of case studies for green water simulation, and
for the dynamic response of a TLP. Despite the fact that most tests for the
performance evaluation of floating structures
are conducted under a combined wave, current
5.2 Shallow Water Waves, Wave-Current and wind environments in model basins, few
Interactions reports are found for describing their
interaction effects in detail. Koo and Kim
The shallow water wave problem has (2006) discussed the effects of wave-current
become one of the important issues in offshore interaction by numerical simulation using a
hydrodynamics, both in numerical and numerical wave tank based on a higher-order
experimental aspects, as the need for floating boundary element method. They addressed the
LNG terminals increases. The amplitude of the issue that currents can significantly affect the
long period resonant motion of moored motions of floating bodies through a Doppler-
structures in shallow water is greatly shift-like phenomenon. They also found that
influenced by the low frequency part of the the second-harmonic horizontal force
incident waves, which themselves are a result component can be of an order as large as that
of interactions of the component waves of the of the first-harmonic force at certain wave
incident wave spectrum. Therefore the accurate frequencies when the current speed is 10% of
reproduction of the low-frequency component the wave celerity. Lee et al. (2006) investigated
of the input wave in model basin, and the experimentally the wave-current interaction
interpretation of their characteristics, are very and its mechanism. They showed that the mean
important in view of the need for performance current velocity decreased with the wave-
evaluation by model tests. Stansberg (2006) current interaction when the wave direction
has addressed the importance of wave-group opposed the current. The wavelength decreases
induced low-frequency wave components, and due to the wave-current interaction, and the
he showed that special attention is needed for wave height increases, but the increased wave
the reproduction of low-frequency wave height decreases gradually as the wave
component in laboratories. There are two types propagates forward.
of low-frequency waves: “bound” waves and
“free” waves. The former appear following the
wave groups, while the latter propagate with 6. HYDROELASTICITY AND IMPACT
their own speed. Therefore, identification and
the possible reduction of the free components
is of interest. He demonstrated a way to correct 6.1 Very Large Floating Structures
the effect of free wave component through
experiments for bi-chromatic waves. Voogt et The importance of the consideration of
al. (2005) treated similar topics by hydroelasticity in the design and analysis of
Proceedings of 25th ITTC – Volume I
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offshore structures has been widely recognized the interaction with bottom topography; time-
in research into very large floating structures domain analyses capable of transient response
(VLFS) because such huge structures cannot and nonlinear wave condition such as tsunami;
avoid having an inherently weak structural and coupled analysis with motion reduction
stiffness compared to existing structures based devices such as oscillating water column
on rigid body design concept. Hydroelasticity (OWC) chambers, which are important for
in VLFS design and analysis generally performance evaluation and enhancement in th
contributes to mitigation of wave loads since final stage of design.
deformation of the structure induces leading-
order hydrostatic counter balancing force Non-uniformity of the sea bottom may
components when the time-scale of elastic cause unexpected high motion responses due to
motion is comparable with the wave period. local amplification of the waves. Kyoung et al.
Regarding hydroelasticity of VLFS in the (2005) and Song et al. (2005) both investigated
frequency domain, various solution methods sea bottom effects. Kyoung et al. (2005)
have been developed. These methods can be employed the FEM to analyze the local change
categorized as eigenfunction methods, mode- of sea bottom, and showed that the FEM is
superposition methods and direct methods. very effective and accurate for the estimation
Each method has its own merits and demerits of the sea bottom effect in comparison with
depending on the application purposes. Riggs model test results. Song et al. (2005) used
et al. (2006) summarized the results of a BEM for solving the VLFS hydroelasticity
benchmark study on hydroelastic response on problem considering the sea bottom effect.
the ISSC VLFS. They concluded that the
responses predicted by four different codes Ikoma et al. (2005, 2006, 2007)
gave similar results; the fluid models they investigated the characteristics of hydroelastic
considered were potential theory and linear response and the wave drift force of air-
Green Naghdi theory, and the structural models cushioned pontoon-type VLFS. They expanded
used the three-dimensional grillage, the two- their previous work (Ikoma et al., 2002, 2003)
dimensional plate, and the three-dimensional by adopting a three-dimensional singular point
shell approaches. Hong et al. (2005) distribution method to consider side wall effect
investigated the numerical accuracy of accurately (Ikoma et al., 2005), then
structural stresses induced by hydroelasticity characteristics of wave drift force were
with three different approaches; the investigated. They showed a motion reduction
eigenfunction method, mode-superposition effect due to air-cushions both numerically and
method and direct method. The three methods experimentally. Experimental results showed
generally gave similar results for bending that there is an additional effect of the air-
moments but the mode-superposition method cushion on the structure, which resulted in the
was sensitive to the choice of the mode reduction of the wave drift force. Hong and
functions and number of modes included. Park Kyoung (2006) investigated the OWC chamber
et al. (2006) applied the analysis results of effect on the motion reduction of VLFS by
hydroelasticity to the fatigue strength analysis solving the interaction problem between a
of a pontoon-type VLFS. Greco et al. (2006) VLFS and an OWC chamber. They employed
presented a two-dimensional composite method the FEM for fluid motion while the mode-
for hydroelasticity which combined a linear superposition method was adopted for
method for global analysis and a nonlinear describing the elastic motion of the body. A
time-domain method for local analyses such as piecewise constant approach was applied to
slamming. implementing the mode-superposition
technique to consider various conditions of
Other topics associated with the structural stiffness and mass distributions of the
hydroelasticity of VLFS considered so far are: structure and OWC chamber. They used a two-
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dimensional approach for numerical responses under tsunami like solitary wave
convenience. They found that the frontal shape conditions. Their time-domain approach was
of the OWC chamber influenced the motion extended so that it could consider horizontal
reduction performance behind the OWC motion effects as well as vertical hydroelastic
chamber under optimized conditions in which motions (Kyoung et al., 2007). The effect of
an extra ordinarily extended frontal wall of the the horizontal motion was considered as a
OWC chamber gave a dramatic decrease of the normal flux assuming relatively small
motion response behind the OWC chamber. amplitude motion compared with body length.
Their extended work (Hong and Kyoung, They found that the resonant motion of a
2007) finally showed that the location of the dolphin-fender moored VLFS induced by a
OWC chamber is one of the very important tsunami like solitary wave might result in a
factors determining motion reduction serious mooring failure since the mooring force
performance. They showed that the OWC was much higher than in the usual cases. They
chamber located far from the frontline of the investigated the effect of additional damping
structure by its width gives a better mechanisms to the fender system, and that
performance than the one located at the front adding a damper to the fender is very effective
wall. The estimated motion reduction for reducing resonant motion due to an impact
performance was obtained as 70 % for an like solitary wave attack.
incident wave of 16 seconds for a 1000m long
structure. Their numerical results were
compared with model experiments and very 6.2 WHIPPING AND SLOSHING
good correlations were obtained. IMPACT

The role of the time-domain method is When the time-scale of elastic motion is
becoming increasingly important for much shorter than the wave periods, the
investigating transient and nonlinear effects on contribution from hydroelasticity generally
the hydroelastic response of VLFS. In the case induces higher loads and stresses, which should
of linear transient responses caused by moving be included in assessments of wave loads and
cargoes, landing and take-off or falling objects, responses. Whipping due to slamming, and the
the linear approach which uses a convolution elastic response of LNG containment due to
integral memory function gives good sloshing, are typical examples of
predictions for practical purposes. Under very hydroelasticity caused by impact force.
high and nonlinear wave conditions such as for Whipping is a resonant elastic response
a tsunami like solitary wave, however, it is associated with impact loads such as slamming,
important to consider the nonlinearity of which leads to very high sharp peaks with rapid
incident waves and nonlinear fluid-structure decay patterns. Springing is a resonant elastic
interactions directly. response induced by higher harmonic wave
loads when the exciting frequency coincides
Kyoung et al. (2006) presented a nonlinear with natural mode of hull vibrations.
time-domain approach in which the FEM is
used both for fluid and structural modelling. A Malenica et al. (2006) proposed an intuitive
fully nonlinear free surface condition was approach for the treatment of hydroelastic
implemented and the Mindlin plated element problems associated with sloshing in which
was adopted for describing elastic motion. sloshing impact is classified into three main
Numerical results were compared with model types (steep wave impact, impact with
experiments carried out by Endo and Yago entrapped air and impact with aerated fluid)
(1996) and good agreement was obtained which are subsequently simplified and solved
between the numerical results and experiments. using the asymptotic impact theories fully
The method was also applied to hydroelastic coupled with general structural finite element
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codes. Storhaug and Moan (2006) investigated effects of sloshing tests in relation to different
the whipping and springing responses of a ratios of dynamic air cushion pressure and
large ocean going vessel experimentally. They atmospheric pressure, between the model and
compared the results with numerical results full scales.
considering the steady wave due to forward
speed; wave amplification due to reflection; The hydroelasticity effects on sloshing
and the bow impact force and higher order pressure in relation to the geometry of the LNG
effects due to blunt bow reflection. They found containment has been investigated by Wang
that the nonlinear excitation sources affect and Kim (2007) who conducted a strength
vibration damage significantly. Deuf et al. analysis of an LNG tank using numerical
(2006) demonstrated the applicability of the analysis. They carried out a nonlinear dynamic
SPH method to hydrodynamic impact and FE analysis under sloshing impact pressure
fluid-structure coupling analysis. They using a fluid-structure coupling model. In the
obtained reasonable correlation between SPH FE simulations, the hydro-elastic effect on the
simulation results and analytical results for a structural response was studied considering
falling elastic wedge. Fonseca et al. (2006) LNG, foam, plywood and mastic as an
presented a time domain method to calculate acoustic medium; and a visco-elastic material,
the ship responses in heavy weather, including an orthotropic material, and an isotropic
the global structural loads due to whipping. material, respectively. Their numerical model
Slamming forces were given by the was validated by comparison with analytical
contribution of two components: an initial values. They defined the hydroelastic and
impact due to bottom slamming and flare visco-hydroelastic load factors to measure the
slamming due to the variation of momentum of reduction of hydrodynamic loading when
the added mass. The structural dynamic considering the visco-elastic property of
characteristics of the hull were modelled by a materials. Their conclusion was that hydro-
finite element representation of a Timoshenko visco-elastic effects cannot be neglected,
beam accounting for the shear deformation and especially in the case of short durations.
rotary inertia. Their results for the whipping
induced bending moment show a noticeable
discrepancy between the simulations and 7. RENEWABLE ENERGY SYSTEMS
experiments, and they concluded that further
study is needed for finding a more reasonable
choice of parameters governing nonlinear 7.1 Wave Energy
impact wave loads.
Many types of wave energy converter
As the capacity of LNG containment (WEC) have been proposed, but they can be
increases and partial filling cases are expected broadly classified into three types: oscillating
more frequently than before, the hydroelastic water columns (OWCs), movable body, and
behaviour of LNG containment due to sloshing wave overtopping devices. A variety of
impact loads becomes one of the more theoretical and experimental studies have been
important design concerns of LNG carried out, e.g. Brooke, 2003 and Cruz, 2008.
containment. Rognebakke and Faltinsen (2006) The basic approach, based on potential theory,
investigated the sloshing pressure of LNG for evaluating the performance of WECs is
focussing on the effect of the hydroelastic summarized by Mei (1982) and Falnes (2002).
behaviour of partially filled rectangular tank
and the entrapment of air. Their numerical In the experimental study of OWCs with air
method considering both air cavities and chambers, there is a difficulty: the hydro-
hydroelastic effects showed good agreement dynamic and pneumatic flows require different
with model tests. They also presented scale model scales and the influence of vortex
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shedding and viscous effects is difficult to infer motions of the floating devices in waves. The
from small-scale experiments. Therefore many method proposed by Cummins (1962)
mathematical and numerical models have been describing an arbitrary motion of floating
proposed in the frequency and time domains. devices as a succession of small impulsive
The effect on water of the air chamber in displacements is mainly used for calculations
models based on potential theory is considered based on potential theory in the time domain.
as a radiation problem involving the radiation The optimum control of the oscillation of
of waves caused by an oscillating dynamic air floating WECs has been studied by Falnes
pressure above the interface. The theory of (2001). Babarit et al. (2005) carried out a multi
wave interaction with oscillating water degree of freedom time domain simulation of
columns based on linear potential theory in the the floating WEC ‘SEAREV’, optimizing the
frequency domain has been summarized by geometry of the device and demonstrating the
Falnes (2002). effectiveness of the latching control. Costa
(2005) developed a non-linear time domain
The efficiency of the wave power model of the ‘Archimedes Wave Swing’ which
absorption of the floating OWC “Mighty is a fully-submerged device consisting mainly
Whale” has been calculated by Osawa et al of a bottom-fixed air-filled cylindrical chamber
(2004) using a three dimensional boundary and a movable upper cylinder which oscillates
element method. Hong et al. (2005, 2006) also vertically with the changes in the wave
modelled the absorbed wave power of a pressure. The ‘McCabe Wave pump’ which
floating “Backward-bent duct buoy” OWC consists of three barges hinged together for
with an L-shaped duct in the frequency domain creating fresh water from sea water, has been
using a three-dimensional Higher Order modelled by Kraemer (2005) who calculated
Boundary Element Method. They calculated its motions in waves and its power output
the drift force acting in the reverse direction of using a time-domain simulation.
propagation of the incident waves from
experimental data. Falcao (2002) considered A non-linear numerical model (AMAZIN-
the control of a wells turbine by employing the SC) based on the Euler equations for two-phase
rotational speed as the controlling variable on a free surface flow, and using the Finite Volume
stochastic model of the fixed OWC method, has been developed by Mingham
performance. (2004, 2005) and applied to the calculation of
OWC and ‘Pendulor’ types of WEC
In the time domain, Falcao and Justino considering their boundary movements.
(1999) developed a theoretical model based on
potential theory to simulate the energy Many experiments have been carried out in
conversion, from wave to turbine shaft, of a the development of new WEC devices. Retzler
fixed OWC plant equipped with a Wells air- (2006) measured the slow drift dynamics of a
turbine and with a valve for air-flow control. model of the ‘Pelamis’, which is a slender
They expressed the radiation air-flow rate as a semi-submerged articulated horizontal cylinder
convolution integral involving air pressure in with a compliant spread mooring system. He
the air chamber. Brito-Melo et al. (2002) also showed that the slow drift motion of the
conducted a time domain numerical simulation ‘Pelamis’ was a result of the low-frequency
to investigate the influence of the Wells turbine damped resonant response of the mooring to
aerodynamic design on the overall fixed OWC the second-order slow drift forces, which are
plant performance. predominantly due to wave power absorption.

In order to evaluate the performance of the A model of the ‘Wave Dragon’, which is
movable body type WECs, time domain an offshore floating WEC of the overtopping
models have been developed for predicting type, equipped with two wave reflectors
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285

focusing the incoming waves and a reservoir al. (2006). They carried out experimental
for collecting the overtopping water, has been studies under coupled wave and wind loads in
tank tested by Soerensen et al. (2005). In their an ocean basin and showed that conventional
experiments they measured its motions in rotor blade pitch control for wind velocities
waves and the discharge rate due to above rated wind speed introduces negative
overtopping. damping of the tower motion.

Ohkawa et al (2006) proposed a box girder

grid type floating wind power system and
carried out the model tests in irregular waves.
They conducted a hydro-elastic analysis on the
system in waves, as well as the mooring tests in
a wave tank, and wind tunnel tests.

Semi-submersibles also offer the possibility

of a support structure for offshore wind
turbines. Shimada et al. (2007) verified the
Figure 7.1 A wave farm of WEC ‘Pelamis’ basic characteristics of the wave-induced
motion of a semi-submersible floating structure
consisting of a three wind turbine base floater,
7.2 Wind Energy using numerical analysis in frequency domain
and 1/50th scaled rigid model experiments.
Various floating offshore wind farms have Zambrano et al. (2006) carried out a numerical
been proposed and model tests and numerical calculation in the time domain for motions of a
calculations carried out. In such structures, it is semisubmersible type offshore wind turbine in
important to understand the coupling between wind and waves
the support structure and the wind turbine
when subjected to combined wind and wave An unusual concept has been presented by
loading. Floating offshore wind energy Takagi et al. (2006) who carried out
research and development projects world wide experiments and a numerical analysis of the
have also been discussed by Henderson et al. hydro-elastic behaviour of a very large sailing
(2004). offshore wind farm, composed of slender
beams and demi-hulls. In their calculation, they
The technical and economical feasibility of used a pre-corrected Fast Fourier
five kinds of floating offshore wind farms Transformation (pFFT) technique for the fluid
including SPARs, Box Girders, Hybrid domain and the NASTRAN program for
Floaters, and Seabed-seated Floaters, has been analyzing thin structures.
studied by Ushiyama et al (2003) under typical
environmental conditions for Japan. Blade
loading on floating wind turbines has been
investigated by Suzuki (2007) who developed
two analysis codes, a turbine blade structural
analysis code, and a motion analysis code for
SPAR type floating platforms. He showed that
the increase of maximum load on the blade due
to the motion of a floating platform is not
serious, but fatigue loads can be significant. Figure 7.2 Sailing offshore wind farm
Another SPAR offshore wind turbine, the
‘Hywind’, has been investigated by Nielsen et
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7.3 Tidal Energy & Marine Current Taking another approach Calcagno et al.
Energy (2006) developed an unsteady three-
dimensional BEM to predict the performance
Many concepts of tidal and marine current of a vertical axis marine current turbine. In this
energy converters have been proposed method, the vorticity generated on the body is
(Fraenkel 2007). In order to evaluate the assumed to be shed into a thin layer through
performance of the turbines or hydroplanes of the body trailing edge. This thin layer is
these converters, a variety of numerical approximated by a vertical surface. Li et al.
methods, such as RANS CFD, BEM, and (2007) also carried out the calculations and
vortex methods have been developed, and experiments for a vertical axis tidal turbine.
many experiments carried out. They used a commercial RANS code and
potential flow solvers such as single and
A tidal power system supported by a bridge multiple streamtube codes, fixed-wake vortex
pier and exploiting the increase of the current codes and a free-wake discrete vortex method
velocity in its vicinity has been proposed by for their calculations, and compared the relative
Kyouzuka et al (2006, 2007). They proposed a accuracy of the different methods.
hybrid turbine, consisting of a Darrieus turbine
with a Savonius rotor to improve its starting
torque, and conducted the power generation 8. NEW EXPERIMENTAL TECHNIQUES
experiments in a towing tank.

A floating tidal power unit, the ‘Morild 1’, 8.1 Introduction

composed of a truss structure supporting four
turbines has been proposed by Berstad and Various types of new experimental
Tronatad (2007). They carried out a coupled measuring techniques are becoming available
analysis considering the hydrodynamic loading for ocean engineering model tests, such as:
and the structural response in the time domain ƒ Particle Image Velocimetry (PIV)
under waves, current and wind, as well as ƒ Fibre optic sensors
performing model tests in a tank. In their ƒ Rapid prototyping
analysis, wave loads were calculated using the ƒ Optical motion tracking
Morison formula or diffraction theory based on
‘strip theory’. A brief description of these techniques with a
review of recent developments is given in this
Wind tunnel tests and calculations using chapter.
vortex methods have been carried out by
Kashiwa Bara et al. (2004) on a floating buoy
for tidal current power generation. The buoy 8.2 PIV, Particle Image Velocimetry
had a semicircular cross section and vertical
through-hole where the turbine was installed. A New experimental measuring techniques
(three-dimensional) vortex method was also such as PIV and laser Doppler velocimetry
used by Coiro et al. (2005) to predict the (LDV) are becoming available for detailed
dynamic behaviour of a vertical axis tidal investigation of the flow around the hull of a
current turbine. They showed that the method ship model or for instance the flow around
is capable of evaluating turbine performances models of complex offshore structures. These
for higher solidity values by comparing their new techniques are particularly of interest for
results with the experimental measurements. Li validation of CFD tools.
and Calisal (2007) also used a vortex method to
calculate the performance of a stand-alone PIV is used in model basins for determining
vertical axis tidal turbine. the flow field around ship models and offshore
Proceedings of 25th ITTC – Volume I
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constructions, using either an earth-fixed or a

carriage-fixed system. The method is relatively
fast as a whole measurement plane is measured
at once, but several measurements may be
needed to get the proper average velocity field
in a turbulent flow, or to get the turbulence
properties.

The PIV principle is schematically

illustrated in Figure 8-1. The three-component
or stereo PIV technique uses two digital
cameras for recording the displacement of the
tracer particles in the flow. The x, y and z
components of the velocity vector are Figure 8.2 3D-PIV principle for x, y, z
measured in the planar measurement area velocity component measurement.
illuminated by the laser sheet.
Capabilities of state-of-the-art digital
camera PIV technology for towing tanks and
model basins are:

ƒ 1600x1200 pixels
ƒ 10 bits resolution
ƒ 15 Hz sample rate
Figure 8.1 PIV principle. ƒ x, y and z velocity components measured
in plane of laser sheet (3C-2D technology)
The two synchronised digital cameras ƒ typically 50x50 velocity vectors in
record the displacement of the particles measuring area
between two subsequent illuminations with the ƒ typical accuracy of 5%
laser sheet. The time lapse between the images
is short, typically 5 to 20 ms. The An increasing use of PIV measurements in
displacements and velocities are derived using towing tanks and model basins has been
a cross-correlation technique. The out-of-plane observed. However the technique needs further
component of the velocity vector is obtained by maturing for a wider use. The optical
the stereoscopic images from the two cameras, accessibility of the measurement plane can be
as shown in Figure 8.2. The projection of the problematic in practice and often requires the
real displacement vector (blue) on the use of a streamlined underwater housing. A
illuminated measuring plane (green) powerful laser is needed to illuminate the
corresponds with the recorded displacement particles in the measuring area. Also the choice
vectors of the two cameras (purple and red). of the seeding particles and applied method of
introducing the seeding particles into the flow
are important aspects for the success of the PIV
measurements.

Some examples of successful applications

for ship propellers, flow around bilge keels and
cylinder flow are briefly discussed below.

The wake of a model ship propeller has

been studied experimentally by Felice et al.
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(2004) using two-dimensional PIV. By waves.

comparison with LDV measurements they
concluded that PIV has proved to be a suitable PIV measurements were carried out by Soni
means of investigating the complex flow field and Larsen (2007) for studying the vortex
in the wake of a propeller. shedding from forced oscillation tests on a 0.1
m diameter rigid cylinder. The cylinder was
forced to follow an oscillatory pattern found
from a first set of experiments with a 20 mm
flexible pipe model. The PIV measurements
show the alternating vortex shedding in the
cylinder wake at Reynolds 4,000 to 4,500.

Figure 8.3 PIV and LDV measurements in Figure 8.5 PIV measurements in the wake
the wake of a model ship propeller. of a 100 mm forced oscillated rigid cylinder.

As part of the EXPRO-CFD project De Wilde et al. (2006) performed PIV

detailed PIV measurements were conducted on measurements in the wake of a stationary and
a fixed vertical cylinder in waves and on the forced oscillating rigid 200mm cylinder.
bilges of a floating FPSO model in waves. Reynolds numbers were between 40,000 and
Results were published by Gallagher and 200,000. The PIV measurements showed a
Woodburn (2003) and by Huijsmans and strong three-dimensionality in the flow.
Borleteau (2003).

Grant et al. (2007) presented stereo PIV

measurements for three-dimensional unsteady
flow around the bilges of a sailing ship model
in beam waves. The flow maps clearly show
the shedding of the tip vortex from the bilge
keel.

Figure 8.6 PIV set-up for 200 mm rigid

cylinder.

The kinematics of the diffracted wave field

of a rigid 160mm vertical surface piercing
cylinder was studied by Kristiansen et al.
(2005) using PIV. The disturbed velocity
profiles at 0.1D and 0.5D upstream of the
Figure 8.4 PIV measurements around the cylinder were presented. The kinematics of a
bilge keels of a sailing ship model in beam
Proceedings of 25th ITTC – Volume I
289

breaking wave over a two dimensional multiplexing.

structure at laboratory scale was studied by
Ryu et al. (2006). They used a modified PIV De Wilde and Huijsmans (2004) used Fibre
method called “bubble image velocimetry” Bragg Gratings (FBG) type fibre optics for
(BIV) for measurements in the highly aerated measuring the in-line and cross-flow vibrations
regions. of a 12.6 m long 16 mm diameter steel pipe in
flow. Lie et al. (2007) measured the vibrations
a 20 m long 120 mm diameter full scale
8.3 Fibre Optic Sensors umbilical with fibre-optic strain gauges inside
at 10 equally spaced stations.
Fibre optics is a particularly new
experimental technique which is seeing its first
applications in towing tanks and model basins. 8.4 Rapid Prototyping
The technique is based on the same fibre optic
technology used in communication which has Rapid prototyping technology is a group of
seen very rapid developments in the last manufacturing processes that enable the direct
decades. For model tests the technique is physical realization of three-dimensional
attractive when a large number of sensors are computer models. This technology converts the
required in an area that is small or a difficult to three-dimensional computer data provided by a
access. Problems with a large number of dedicated file format directly to a physical
electrical cables can be avoided with fibre model, layer by layer with a high degree of
optics. In one single fibre optic line of typically accuracy. The technology is fast developing
0.3 mm diameter, literally several hundreds of and may become very competitive to
sensors can be mounted. Optical strain gauges traditional model building techniques,
are the most common application, but several considering construction time and degree of
other types of sensors are available as well. detail.

There are many different types of optical Wieneke-Toutaui and Gerber (2003)
fibre sensor, working on different principles, presented the use of the rapid prototyping
such as: intensity modulation (e.g. technique for a scale 1:11 model for the
microbending), interferometry, polarization GEOSTAR project.
effects, refractive index changes and
reflectometry. One relatively mature type
which appears to be particularly attractive in
many applications is the Fibre Bragg Grating
(FBG). The measured shift in reflected
wavelength from the sensor can be interpreted
as a measure of the local strain.

Figure 8.7 schematic representations of 4 fibre Figure 8.8 Scale 1:300 demonstration
optic lines with FBG and wave-division model of drilling semi, manufactured with
rapid prototyping (courtesy MARIN).
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8.5 Optical 6 DoF Motion Measurements review. However, in this section, the most
significant recent developments in CFD in the
Optical motion measurements of ship context of ocean engineering will be reviewed
models, floater models or rigid bodies have in more detail. The review considers first the
become the standard in most towing tanks and practical fields of ocean engineering that have
model basins. Two systems seem to be most been most influenced by recent advances in
widely used at this moment: computational fluid dynamics. Then, some
insight into generic developments and concerns
ƒ The two-dimensional position of retro- in relation to CFD are given.
reflective markers on the model is
determined with high accuracy by the The main practical application domains
cameras. The three-dimensional position concerned with the development of CFD are
of the markers is calculated by combining the following:
two-dimensional data from several ƒ Violent flows, impact, slamming, green
cameras. The multiple cameras are often water on deck.
positioned on the sides of the basin. ƒ Coupled fluid-structure interaction
ƒ A camera with three CCD units is used to modelling
measure the position of one or more ƒ Cylinder flows, risers, VIV
infrared LED markers on the model. By ƒ Wave-structure interactions, including
using multiple markers, the position and viscous effects and/or extreme waves
orientation of the object can be accurately
calculated. Regarding numerical methods themselves,
significant recent development have been:
An underwater version of both systems is ƒ Hybrid potential/viscous flow coupling
currently available for use in model basins. schemes
ƒ New methods adapted to massive parallel
Some examples of recent applications of computing.
optical six degree of freedom motion tracking ƒ Code verification, uncertainty analysis
systems in model basins are given below.

Xin et al. (2006) used the system with the 9.2 Ocean Engineering Applications
retro-reflective markers for measuring the six Impacted by CFD Developments
degree of freedom motions of a scale 1:64
FPSO model. Kim et al. (2004) used the system Violent Flows. The simulation of violent
with active infrared LED markers for flows related to impact, slamming, sloshing,
measuring the three degree of freedom motions and green water on deck, is clearly an area in
at 47 positions of a scale 1:125 dolphin-fender which CFD has showed very significant
moored pontoon-type structure. progress in recent years.
In Hu et al. (2007), recent developments
of the so-called Constrained Interpolation
9. PROGRESS IN CFD Profile (CIP) method have been shown to
improve the capacity of the method to capture
impulsive internal impact loading associated
9.1 Introduction with sloshing.
Kim et al. (2007) compare SPH and VOF
A continuing expansion of the use of CFD solvers applied to the simulation of violent
in ocean engineering applications can be sloshing flows.
observed, and this situation is clearly reflected Oger et al. (2006) apply an improved
in the other sections of the state of the art Smooth Particle Hydrodynamics (SPH)
Proceedings of 25th ITTC – Volume I
291

method to two dimensional impact problems. solving Reynolds averaged Navier-Stokes

Validations of local and global quantities equations, associated with an interface
against experimental results have been capturing scheme for the free surface.
presented. Further applications using a Satisfactory comparisons with experimental
parallelised three dimensional version of the data are reported. However, regarding similar
code are described in Oger et al (2007). developments, the question of the accurate
Souto-Iglesias et al. (2006) use a SPH simulation of ship-wave interactions over long
algorithm to compute sloshing flows and periods of time remains open. Wemmenhove
associated loading on ships, while et al. (2006) apply the two-phase Volume of
Wemmenhove et al. (2007) and Peric et al. Fluid model Comflow to study the effect of
(2007) apply VOF-type solvers to the breaking waves on offshore structures.
simulation of sloshing in LNG tanks.
Shibata et al. (2007) present the Hybrid Potential/Viscous Flow Coupling
application of the Moving Particle System Schemes. This type of approach consists of
(MPS) method to the three dimensional exploiting a potential flow model for the
simulation of the coupling between ship representation of incoming waves, while the
motion and water on deck. interaction with the structure is treated by a
CFD approach. Such developments aim at a
Coupled Fluid-Structure Interactions. more efficient use of computing resources.
Both local and global fluid-structure Both functional decomposition techniques
interaction problems fall in this category. In (Ferrant et al., 2008) and domain decom-
the first case, the interest lies in the position techniques (Wellens et al., 2007,
simulation of local structural loading and Kihara et al., 2007) are implemented for this
possible failure that may result from purpose.
slamming or sloshing flows.
In the second case, the objective is to get New Methods Adapted To Massive
access to the global hydro-elastic response of Parallel Computing. A recent trend,
a compliant structure in waves. Large concerning both naval architecture and ocean
container ships in waves represent a typical engineering domains (amongst others), can be
application of this sort of approach. observed towards the development of new
State of the art contributions to both local strategies for the numerical modelling of free
and global fluid structure interaction surface flows. The common objective of
modelling may be found in Wu and Cui these developments is to develop numerical
(2006). schemes able to take advantage of massive
parallel computers used nowadays for High
Cylinder Flows, Risers, VIV. This topic is Performance Computing (HPC). The explicit
of obvious interest for ocean engineering, and character of the SPH method makes it a good
related CFD calculations remain challenging. candidate for massive parallel computing,
However, we refer to the report of the despite the lack of data structure which
specialist committee on vortex induced requires a dynamic task allocation procedure
vibration (VIV) for more information, in order (Oger et al., 2007). There is also a clear trend
to avoid any overlapping. towards the development of innovative
methods based on Cartesian grids, see e.g.
Wave-Structure Interactions, Including Dommermuth et al. (2007) and Yang et al.
Viscous Effects and/or Extreme Waves. Yang (2007), in which massive parallel
et al. (2007) report on the simulation of computation of ship flows are presented,
extreme ship-wave interactions including based on domain decomposition together with
green water on deck. The numerical model is an immersed boundary representation for the
based on a Finite Element Method (FEM) for body geometry.
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discussed. The procedure concludes with

Code Verification, Uncertainty Analysis. several references where benchmarks may be
While the use of CFD is growing rapidly, the found.
assessment of the quality of numerical results
is becoming an important issue. Besides the
classical approach of validating numerical 10.3 Model Testing in Regular Waves (7.5-
models against experimental and/or analytical 02-07-03.2)
results, the approach of code verification
through manufactured solutions is worth The committee reviewed the existing
mentioning (Eca et al., 2006). The numerical procedure 7.5-02-07-03.2 for the analysis of
estimation of simulation error bars associated model test results in regular waves. The
with uncertainties of the physical problem and structure of the original document was
data seems also promising, see e.g. Lucor and adequate, as well as the recommended
Triantafyllou (2007). procedure to analyze the measured signals and
the recommendations for several parameters
related to the preparation and performing of the
10. EXISTING PROCEDURES model tests.

Regarding the presentation of results, it is

10.1 Laboratory Modelling of recommended that, besides the amplitude and
Multidirectional Irregular Wave phase angle of the first harmonics, representing
Spectra (7.5-02-07-01.1) the transfer functions, the amplitudes and phase
angles of the second and third harmonics of
The committee reviewed the existing both the leading signal (incident wave) and the
procedure 7.5-02-07-01.1 for the laboratory responses are also presented. This is useful to
modelling of multidirectional irregular wave characterize properly the harmonic content of
spectra. The structure of the original document the signals since nonlinear signals may include
was adequate. Some minor changes were made important higher order effects. The mean value
to the text. Two references were added related of the responses can also be presented, as well
to the analysis of multidirectional waves. as the average values of the positive and
negative peaks of the signals.

10.2 Experiments with Offshore Platforms A small subsection of Uncertainty Analysis

(7.5-02-07-03.1) was included in the Validation section, which
basically refers to other ITTC documents.
The procedure 7.5-02-07-03.1 has been Recommended procedure 7.5-02-01-01
reviewed and consolidated towards the floating presents a methodology to estimate the
platforms analysis. This made it slightly uncertainty in experimental results of fluid
different from the corresponding one from the dynamics, including experimental data from
Seakeeping Committee. towing and seakeeping tanks. Recommended
procedure 7.5-02-07-02.1 demonstrates the
The procedure addresses topics such as the procedure for uncertainty analysis with an
need of a well posed run matrix, the model example of experimental data of the vertical
geometry and inertia adjustments, the motions of the S175 containership in regular
instrumentation and its calibration and also the waves.
data collection analysis and the presentation of
the results. In addition, the test parameters are The committee recognizes that the present
relating to topics such as the wave heading, the document does not include references with
mooring calibration, and the drift forces, are benchmark experimental data specific of ocean
Proceedings of 25th ITTC – Volume I
293

engineering problems; however the committee 10.6 Truncation of Test Models and
is not aware of any available and complete set Integration with Numerical
of results including uncertainty analysis Simulations (7.5-02-07-03.5)
according to ITTC recommendations.
The 24th ITTC Ocean Engineering
Committee proposed a new Procedure 7.5-02-
10.4 Turret Tanker Systems (7.5-02-07- 07-03.5, on truncated model systems with
03.3) passive (off-line) integration. This procedure
has been reviewed and updated by the present
As part of its review of the existing ITTC (25th) ITTC Ocean Engineering Committee.
procedure 7.5-02-07-03.3 on Model Tests on This has introduced minor changes in wording,
Tanker-Turret Systems, the OEC of the 24th and inclusion of a list of references in the
ITTC referred back to the ITTC procedure on Procedure.
Floating Offshore Platform Experiments
(Procedure 7.5-02-07-03.1). It concluded that
there were considerable areas of overlap 11. BENCHMARK DATA FOR
between the two and that only a few VALIDATION OF CFD CODES
modifications were required to the original
procedure to extend its scope to cover Tanker- The ITTC Ocean Engineering committee
Turret Systems. It therefore recommended that covers moored and dynamically positioned
the procedure on Tanker-Turret Systems should ships and the modelling and simulation of
be removed and that the procedure on Floating waves, wind and current. Task 3 of the
Offshore Platform Experiments should be committee’s tasks involves a critical review of
appropriately extended. It updated the validation of prediction techniques, including:
procedure on Floating Offshore Platform a) Identifying and specifying requirements for
Experiments appropriately. The present new benchmark data; and b) outlining a
committee has also reviewed Procedure 7.5-02- benchmark study using a simple geometric
07-03.1 and agrees with the conclusions of the form for the application of unsteady RANS
previous committee. codes to wave load problems. The study should
include validation against experimental data

10.5 Hybrid Experiments and Numerical In the first OEC meeting (Wageningen,
Simulations (7.5-02-07-03.4) June 2006), the committee generated the
following observations:
Procedure 7.5-02-07-03.4 on Hybrid Model
Testing was introduced by the 23rd ITTC ƒ Considerable benchmark data for CFD
(2002). The purpose was to document a tool or already exists either in the public domain
method for carrying out deep-water model tests or in the keeping of committee members,
in a test basin of limited depth, by means of a ƒ Existing data is not wholly appropriate for
truncated set-up combined with computer benchmarking ocean/offshore engineering
simulations. To the present (25th) ITTC Ocean applications,
Engineering Committee’s knowledge, the ƒ Suggested areas for OE benchmarking
particular testing technique described in this included: impact problems; multiple body
Procedure is not in use as of today. It is problems; fundamental flow studies on
recommended that the existing Procedure be bodies with simple geometries,
reviewed again at a later stage when more ƒ The benchmark data should be relevant to
experience is gained within active hybrid other techniques than just RANS codes,
testing. such as SPH,
ƒ The data should allow benchmarking with
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294

respect to viscous effects. specific to ocean engineering, or offshore,

structures and these should be identified as
It was decided that ‘unsteady RANS codes’ such and added to the former as separate sub-
should be widened to include all CFD codes sections in the document.
appropriate to fluid/structure problems in
waves. The committee concluded that the In the SC document the Verification
benchmarking exercise should focus on a body activities are clearly distinguished from the
of simple geometry, that the data should Validation activities. The recommendations are
comprise local pressures as well as global wave mostly independent of the method used to
loads, and that PIV measurements be taken solve the problem. On the other hand, one can
where possible. say that the existing tools to solve the
hydrodynamic problem for ships and for
In the second ITTC OEC meeting (Korea, stationary floating structures are similar in the
December 2006), two candidates were sense that they are based on inviscid fluids and
proposed for the CFD benchmark study: a) boundary element methods (the ones that can
existing ISSC experiments for wave run-up on be used at present for engineering applications).
a cylinder supplemented with new experiments The differences lie basically in the way the
including force measurements; and b) existing boundary conditions are represented (or
non-oscillating and forced oscillation simplified). For these reasons a great part of the
experiments on a circular cylinder in current procedure may be similar for ships and for
offshore structures.
Details of the case studies are presented in the
Appendix. Some aspects which are specific to offshore
structures include: the effect of water depth,
multi-body interactions and second order drift
12. VALIDATION OF SOFTWARE FOR forces. The methods to solve these problems
PREDICTING WAVE LOADS AND are more a generalization of the methods
RESPONSES OF OFFSHORE already covered by the common proposed
STRUCTURES procedure than new methods. For this reason it
is proposed that these specific topics are
One of the tasks based on the covered in new sub-sections added to the
recommendations of the 24th OEC was to common document. Nonlinear effects on
develop new procedures for validation of offshore structures should also be covered by
frequency domain and time domain codes for the new procedure, namely the nonlinear
predicting loads and responses of offshore geometry effects and nonlinear free surface
structures. The work was to be carried out in effects. It is suggested that the former topics
cooperation with the Seakeeping Committee. specific to offshore structures are considered
by the next OEC.
The Seakeeping Committee (SC) of the 25th
ITTC has prepared a new procedure for
“Verification and validation of linear 13. MULTIPLE-SCALE MODEL TESTING
seakeeping codes” which covers frequency
domain and time domain methods. The OEC
reviewed the document and proposes one 13.1 Introduction
common procedure for advancing ships and for
stationary offshore structures, with the same Multiple-scale model tests present a series
recommendations regarding documentation, of difficult issues in experimental research.
verification and validation of linear seakeeping Some important examples will be discussed in
codes. There are some aspects which are the following case addressing aspects relating
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295

to both the hull and lines (mooring lines and compliant mooring lines are responsible for
risers) in model design. Truncation, clashing, avoiding horizontal drift and bringing small
interference, oscillatory behaviour, VIV and horizontal restoring properties. If the mass is
VSIV are briefly considered to stress the need large (of the order of 300,000 ton) and the
for a correct consideration of line damping restoring properties are small, the horizontal
effects. However, at least for the case study, the natural frequencies are very small, away from
inertia and restoring forces are taken to be well the typical wave period range (5-15 s). The
represented in an ocean basin. motions at these natural frequencies are excited
by random seas due to the presence of wave
grouping which produces second order low
13.2 Case Study frequency wave forces with a broadband
character. This effect is resonant. Hence, some
The multiple-scale of model testing can be form of damping is essential to control the
better understood by considering a well defined response at resonance. Of the possible available
and typical case study. The one selected here is mechanisms (within the scope of the present
an Floating Production Storage and Offloading text), the mooring line damping (MLD)
(FPSO) platform of 300m length, held on contributes most significantly to the final
location by 20 mooring lines, with 100 risers behaviour for the horizontal platform motions.
of different kinds, in over 1500 m water depth, The focus in model design should be the way
and subjected to random ocean waves, wind the energy is dissipated. Is the energy
and currents. For such systems, it has been dissipation mechanism well represented in the
natural to resort to all the available engineering ocean basin?
resources to assure the success of the project.
One of these resources is model testing in a In any case, the model test design should
deep ocean basin. Several large and deep ocean consider three aspects that may go beyond
basins affiliated to the ITTC have the capability geometrical similarity. These are correct
to perform this kind of test. representation of the inertia, the damping and
the restoring forces. Fortunately, this is well
addressed for large bodies. The geometrical
13.3 Model Test Design similarity alone is enough to take care of the
effects corresponding to the added mass, the
The central issue for model testing is to vertical restoring forces and damping due to
define the scale of the model, and whenever radiation. These are the dominant forces for
gravity plays a dominant role, the Froude first order wave phenomena. The exception is
number equality generally prevails in the scale for roll where viscous forces are important. But
definition. ITTC community experience has for this, also the dominant viscous separation is
confirmed that wave effects on larger bodies well represented in the model by geometrical
are well represented physically in model testing similarity. The full scale mass is also easily
basins. Hence, based on the ocean basins sizes represented using internal ballast to assure
and wave generators capabilities, typically, the Froude scaling.
scale factor ranges from 50-90. Smaller scale
factors of, say 40-50, would lead to models that At this point, it is worth to mentioning that
are too large to construct and manipulate several aspects of the MLD have been studied
conveniently. On the other hand, larger scale during the FPS2000 JIP in the early 90s.
factors of, say 100-110, would require very Several comments made here are based on
sensitive instrumentation that is normally not these results. Some of the references are (Huse
available. and Matsumoto, 1989), (Huse and Lian, 1990),
(Huse and Oritsland, 1990) and (Huse et al,
For the FPSO case study, one feature is that 1991).
the floating body is not freely floating. The
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296

13.4 Line Modelling I truncation is inevitable for the case study. The
required line diameter (1 mm) is possible.
Ideally, the model test design would also However, it is usual to resort to diameter
have to match all three aspects (inertia, distortion (see below) for damping adjustments,
damping and restoring efforts) in relation to the since the diameter is not tightly constrained in
lines. A fortunate point is that, at least for the relation to representing accurately the global
case study, the inertia of the lines is usually not restoring forces and angles at the top
important for either the horizontal or the connections. Further discussion on this topic is
vertical floater motion. It is also fortunate that presented by Kendon et al (2008), in which
the restoring force representation due to the more references may be found.
lines is easily achieved. This is a static aspect
and both the global restoring forces and angles
at the top connection, now-a-days can be 13.5 Multiple Lines Behaviour
determined from a variety of fast and user
friendly multiple lines computer codes. These Before discussing line damping adjustment,
codes can predict the response on both full and it is worthwhile to consider the important
model scale, making it possible to design the elements of marine cable behaviour, and select
model line arrangements. It should be noted from them the important aspects to be
particularly that the mooring lines are mainly modelled in connection with floating bodies.
responsible for the global line restoring forces
and may be treated differently to the risers The shape and the diameter are important to
whose top angles are usually much smaller. Of define the drag forces, which dominate the
course, the model test design should include energy dissipation by the lines. Together with
truncation (see below). Usually the method is the static global shape the diameter, or more
to use an iterative process that is accurately, the equivalent diameter is the
straightforward, because the cited codes are important parameter in relation to MLD at
themselves straightforward. On the contrary, model scale. If there is a current, the correct
the damping caused by the lines is an open new induced static shape is also important,
question as discussed below. since the waves would excite an oscillatory
mechanism about this new shape. Hence, in
Of necessity the FPSO model has to be principle, to simulate the correct drag effects,
placed in an ocean basin with a limited depth. the oscillatory behaviour must also be
If the scale is 1:70, the basin should have its calibrated. For an ideal physical model,
depth equal to 21 m. If the mooring system is a Reynolds number will define the drag effect
catenary type (mooring radius about three coming from the constant current but one needs
times the depth), the mooring diameter would another non-dimensional number that will
have to be 130 m (for a taut-leg system the control the oscillatory effect.
diameter is less extreme; approximately 40-45
m). If the geometrical similarity of the mooring A seminal paper by Keulegan and
lines is to be kept, a 3 inches full scale diameter, Carpenter (1958) describes an investigation
line would correspond to a 1 mm diameter line into oscillatory flow effects by an interesting
at model scale. Ignoring the risers for the setup in a sloshing tank used for measuring
moment, the 1:70 the catenary moored case forces on the cylinders placed on the wave
study model would reach several physical nodes. Later research, using oscillating U-tube
limitations. With respect to the required 21 m tanks, has confirmed and organized the results
depth, there is no such a deep ocean basin (see for drag and inertia coefficients (Sarpkaya and
ITTC member ocean basin descriptions) in the Isaacson, 1981). The non-dimensional
world. For the required 130 m diagonal again, parameter that controls the oscillatory effect is
there is no ocean basin with such a large denoted the Keulegan-Carpenter (KC) number.
diagonal. The immediate conclusion is that For a cylinder residing in a harmonically
Proceedings of 25th ITTC – Volume I
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oscillating current, the KC number is Another recent study in the context of deep
proportional to the ratio the amplitude of the water risers concerns vortex self-induced
oscillations of the fluid particles to the diameter vibration (VSIV) (Fernandes et al, 2008). The
of the immersed body. For small KC (less than study shows, both in model tests and at full
10) the drag coefficient may be proportional to scale, that a steel catenary riser (SCR) may
the KC (Faltinsen, 1990). For large KC, the have a VIV response without current excitation
traditional flat response for two dimensional (see also Sumer and Fredsoe, 1999 and Le Cuff
cylinders under transverse constant directional at al, 2005). The cause is that the line’s own
flow in the usual Reynolds number range (~500 motion induced by the platform top connection
to ~500,000) may completely break down point motion also generates vortices leading to
(Sarpkaya and Isaacson, 1981). The reason transverse forces and motions. This
appears to be that the vortices shed into the phenomenon, in addition to the KC, the
flow return to the cylinder on flow reversal and reduced velocity and the mass ratio requires
modify the ambient flow. What then is the also the relative frequency correlation (the
correct drag coefficient that should be used in lateral response frequency divided by the
numerical codes and in the model test to excitation frequency). However, this parameter
achieve possibly equivalent lines (but see would be difficult to correlate in the case of
below)? truncation.

The line modelling problem in the present Another aspect of the case study is the line
case study is even more complicated. The flow quantity, a total of 120 lines. One must also
may be oscillatory due the wave field but the consider the interference effects. In the context
lines are not fixed. The KC number based on of fixed jackets, the bodies are fixed, and the
the amplitude of the wave flow is a valid there are several results for the drag of bodies
characterisation of the local flow when under interference for both tandem and side-
investigating fixed jackets but clearly, it is not by-side relative positions. However, when the
representative when the lines may move. Due lines move, as in the case study, the
to the large span, the lines are usually interference consequences are not very clear
compliant. They have infinite modes of yet. Only simple cases have been under
vibration. The current easily excites vortex investigation (see for instance Assi et al. 2007,
induced vibration (VIV), which increases the Baarholm et al., 2005 and 2007, Blevins et al.
drag, which itself affects the MLD. To consider 2007 and Fernandes et al. 2008). It is clear,
the VIV effect correctly, there are two more however, that interference will lead to different
relevant non-dimensional parameters. They are oscillatory behaviour, leading in turn to
the reduced velocity (the transversal current different drag coefficients that themselves will
velocity normalised by the excited natural change the MLD. This is even more
frequency and line diameter) and the mass ratio complicated to model if truncation of the lines
(it introduces the effect of the cable inertia with exists since line truncation cannot
respect to the added mass) (Blevins, 1994). It is accommodate interference effects. How to
easy to understand that truncation will affect reintroduce interference effects into the
the reduced velocity and it seems a difficult problem is a major issue.
exercise to correlate the reduced velocity since
it involves different spans and compositions.
On the other hand, the mass ratio may be made 13.6 Line Modelling II
consistent with the plane linear mass necessary
for the lines’ catenary behaviour affecting the In addition to the aspects discussed above,
line angles at the top, and consequently the it is worth mentioning that it has become
global restoring capability. However, what is common practice to use line concentration,
the point to have one parameter correlated and which is to use one equivalent line to replace a
the other not? number of similar lines. This practice
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introduces more difficulties since most of the Finally, a concluding comment should be
aspects discussed above are neglected. made about the hybrid model testing
methodology as discussed in ITTC (2005). By
The current procedure is simply to obtain this method, the complete reduced model
the equivalent line diameter by diameter simulation is not required, since advanced
distortion in such a way as to represent the drag computer codes may be used to extrapolate the
forces of the complete lines in the full scale results. One should be sparing in the use of this
model by using Froude scaling. This leads to method, at least for new systems with multiple
equations like equation (1) lines, and also when the floater may not be
considered large as compared with the lines.
D p C Dp
Dm C Dm = nlines (1)
λ
14. MODELLING WIND IN MODEL
where: (.) m refers to model properties; (.) p BASINS
refers to prototype properties; nlines ' is the
number of lines to be represented; D is the line 14.1 Physical Modelling In Model Basins
diameter; C D is the line drag coefficient; and
λ is the linear scale factor Wind loading is an important
environmental parameter that influences the
design of offshore structures, particularly in
13.7 Conclusions harsh environments. Up until now, the
following four methods have been used for
Due to the overall complexity of such generating wind forces in model basins: fixed
problems, a case by case approach is highly banks of wind fans; wind fans on the model
advisable. All the previous knowledge must be deck; spring-weight systems (or winches); and
collected for each case in order to forecast wave tanks in wind tunnels.
approximately the loading and responses
involved. Based on the ocean basin experience In the method of using a fixed bank of wind
(requiring several model tests of the same fans, the wind load is simulated with the help
system) and based on previous or concomitant
of blowers placed in front of the model. In the
numerical simulations, it is possible to predict
simulation of the actual wind in the model, the
which effects are the most important for the
Reynolds number for the wind is not
model test design. Hence, what to do with all
reproduced. Sometimes, the calculated mean
the multiple-line effects influencing the
wind load is scaled using Froude’s law, and the
damping, even for the case study, is far from
mean load rather than the wind speed is
reaching a standard.
reproduced in the model by adjusting the
However, for the case study, the multiple- location and speed of the fans as well as the
lines model test design should consider the placement of the superstructure (Chakrabarti,
following: 1994). This method seems to be the most
popular method and is widely accepted in most
ƒ the inertial effects are negligible; of the commercial wave basins. Kaasen et al
ƒ the statics (global restoring force plus the (2005) used this method to study the
vertical angles at the top connections) positioning behaviour of a DP unit attached to
maybe designed iteratively with user- a tanker. Buchner et al (2001) mentioned that
friendly computer codes; modelling the wind velocity using wind fans in
ƒ the damping representation, using the test basin does not automatically result in
diameter distortion, lines concentration the correct wind loads. Instead, a method is
and truncation should use (1)
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299

proposed to calibrate the correct wind loads, of this method with results from a fixed bank
rather than generate the correct wind velocity. of wind fans, they showed that the spring
system might be used as a mechanism during
The dynamic motions of an elastic floating preliminary model testing to simulate the
bridge in waves and wind was studied by influence of wind on yawing. Hara et al. (2005)
Murakoshi et al. (2004) in a wave tank of 12m made the wind load work in the model tanker
length, 5.4m width and 0.22m depth, which by hanging a weight through the pulley in order
was able to generate regular waves, installed to examine the motions of the moored ship in
inside the test section of a wind tunnel. In this wind and waves. Nagata, et al (1999) applied
experiment, the conditions of the wave and the controlled wind loads in surge, sway, roll and
wind were independently given. The wind yaw to a floating bridge by using four sets of
velocity was scaled using Froude’s law. Shoji actuators and wires. Time histories of the wind
et al (2006) investigated the behaviour of ships loads for four modes were computed from the
moored by single anchors in a basin with a Morison drag formula using the fluctuating
wind tunnel. With regard to the interaction wind velocity calculated from the Davenport
problem between the wind and the waves, wind spectrum and shape coefficients obtained
Mizutani et al. (2003) and Touboul et al. by wind tunnel tests. They showed that
(2006) measured the air-flow field over the measured wind load spectrum and time series
waves in a wind/wave flume using a PIV agreed with input data.
technique and observed air flow separation
over a breaking wave. In the above four methods of generating
wind forces in model basins, the methods using
WIND TUNNEL wind fans on the model deck, and spring-
Spire Roughness Block
weight systems, cannot represent the shielding
Wave Generator Floating
Bridge
effect or wind-induced motion damping. T
Wave

Although the method using a wave tank in a

wind tunnel is the best, it is difficult to
Wave absorbing
system
construct large-scale wind tunnels. The method
of using a fixed bank of wind fans is the most
practical. However, improvements such as
Figure 14.1 Wave Tank in Wind Tunnel modifying the vertical profile of the mean wind
velocity to be the same as that of natural wind
The wind load generation system using are necessary.
wind fans on the model deck has been
discussed by Bobillier et al. (2000). The pitch
angle of the blades of the wind fan was 14.2 Wind Force Simulation By Empirical
controlled to generate a time history of the Models
wind load computed from the Morison drag
formula using the wind velocity calculated Most numerical simulations of wind forces
from the wind spectrum and the shape use an empirical formula proportional to the
coefficient based on the geometry of the square of the wind velocity. This formula
superstructure. includes a shape coefficient such as the drag
coefficient.
Brown et al (1998) carried out an
experimental study investigating the behaviour The shape coefficient has usually been
of a system of springs for yaw motion in order obtained by wind tunnel tests. Simiu and
to simulate wind-induced loading effects on Scanlan (1996) summarized the shape
turret moored vessels. By comparing the results coefficients for offshore structures such as the
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semisubmersible unit and the guyed tower superposition of harmonic components with
platform. Tannuri et al. (2002) evaluated the uniformly distributed phases. Various wind
shape coefficient for the static wind forces spectra have been proposed by Kareem (1985).
acting on a pipeline launching barge with the The wind spectra proposed by Ochi and Shin
super-structure model turned upside down in (1988) and Kato et al. (1990) are spectra
the towing tank. Walree et al (1988) developed representing the wind over the ocean, which
a method to evaluate the wind loads on contains more energy than the overland spectra
offshore structures using a "building block" at low frequency.
approach. In this method the offshore structure
is represented by a number of standard In the case of evaluating the wind load
components with known wind load coefficients. acting on a slender structure, or multiple
The wind loads on the complete structure are structures arranged with sufficient separation,
determined by a summation of the individual the spatial distribution of the fluctuating wind
contributions, taking into account interaction velocity should be considered. The method of
effects, such as wind shielding. using the cross-spectrum of two continuous
wind velocity records was proposed to generate
On ships, some methods for estimating the the wind velocity considering spatial
shape coefficients were proposed on the basis correlation. Since the cross-spectrum is
of the regression analysis of experimental data represented by using spectra at two points and
(e.g. Ishewood 1972). Fujiwara et al. (2005, a coherence function, some coherence models
2006) also proposed the method to estimate for the turbulence component have been
longitudinal and lateral wind forces and the proposed (Simiu and Scanlan 1996,
yaw and heel moments of ships by using Saranyasoontorn et al. 2004). The Davenport
regression analysis on a large data set of wind exponential model (Davenport 1961) and the
tunnel experimental measurements. Further IEC exponential model (Thresher et al.1981)
wind load data on VLCCs based on wind are commonly used empirical coherence
tunnel measurements are available from models based on experimental results. The IEC
OCIMF (1994), while OCIMF / SIGGTO exponential model expanded the Davenport
published similar data on LNG-carriers (1985). exponential model by introducing a coherence
scale parameter. Theoretical coherence models
Wind tunnel tests were also carried out for where local isotropy is not assumed, such as
the shape coefficients for VLFSs. Ohmatsu et the isotropic von Karman turbulence model
al (1997) carried out wind tunnel test for a mat- (von Karman, 1948) and the Mann uniform
like VLFS. They measured the pressure drag shear turbulence models (Mann, 1994) have
coefficient and frictional drag coefficient and also been proposed. Saranyasoontorn et al.
discussed an estimation method for the wind (2004) compared the isotropic von Karman
force. Suzuki et al (2002) carried out wind model, the Mann uniform shear model and the
tunnel tests for a semi-submersible type VLFS. IEC exponential model with the measured
Drag force characteristics and the interaction coherence for the along-wind, across-wind, and
between the columns in the high Reynolds vertical turbulence components, and showed
number region were clarified and a formula that the Mann model provided the best
was proposed for the estimation of drag forces prediction.
acting on this type of structure.
Methods to generate a time series of wind
The wind velocity in empirical formulae is velocity by using a cross-spectrum such as the
represented as the sum of the mean and auto regressive AR method, the auto regressive
fluctuating components. When the wind moving average ARMA method and the
spectrum is given, a time series for the Shinozuka method have also been proposed.
fluctuating wind velocity may be generated by The AR model can be seen as a particular case
Proceedings of 25th ITTC – Volume I
301

of the general ARMA model. The Shinozuka number range of 3900 ~ 140000. They
model is based on the introduction of a matrix concluded that the EASM offered a reasonable
defined as the Cholesky decomposition of the predictive response to unsteady flow conditions,
real part of the cross spectrum, and FFT and agreeing closely with LES results.
techniques to improve the efficiency of its Tominaga et al. (2008) compared CFD results
generation are used. Rossi et al. (2004) tested using various revised k-ε models such as the
the three methods of AR, ARMA and LK model, the MMK model, Durbin’s revised
Shinozuka on simple cases and showed that k-ε model, and the LES model with
Shinozuka’s method appears to give the best experimental results for flow around a high-rise
results in terms of the overall quality of the building model within the surface boundary
signal, while the ARMA technique behaved layer. They concluded that Durbin’s revised k-ε
better than the equivalent AR formulation. model and the LES model showed the best
Sǿrensen et al. (2002) presented a wind model agreement with the experiments. Kuroda
based on Shinozuka’s method including the (2007) compared computational results from an
spatial variation of the turbulence and the LES model using a dynamic Smagorinsky-type
shadows behind wind turbine towers in wind SGS model, with experimental results by PIV
farms. Li et al (2004) carried out a wind measurement for wake flows past a bluff body.
simulation using Shinozuka’s method for long
cable-stayed bridges. Iwatani (1982) presented There are some computed results for air
a time series calculation program for the wind flow around a ship. Reddy et al (2000) and
velocity based on the AR method. Fumoto et al Kulkarni et al. (2007) used the FLUENT
(2006) calculated the elastic motion of a commercial CFD code with a RANS solver and
floating bridge in waves and wind in the time k-ε turbulence model to calculate the air flow
domain using Iwatani’s code. Mo and around a ship. El Moctar and Bertram (2003)
Reinholdtsen (2003) calculated the time series also carried out the computation of viscous
of wind, current and wave velocity using the flow around fast ship superstructures using
ARMA method. RANS solvers and with k-ε turbulence model.
Tai (1997) calculated the ship air wake,
including the effect of ship motion, using a
14.3 Wind Simulation By CFD RANS scheme.

Most CFD studies have focussed on the As mentioned previously, CFD wind load
prediction of flow around a bluff body, such as simulations of offshore structures with
a ship, rather than on wind forces acting on complicated shapes have hardly ever been
offshore structures. Murakami (1997) carried out. Such calculations are a subject for
summarized the CFD techniques used in wind future study.
engineering. He compared the relative
performance of various turbulence models such
as the k-ε model, the Reynolds Stress model 15. CONCLUSIONS
and the Dynamic LES for and concluded that
the Dynamic LES approach gave the best
results for many wind engineering applications. 15.1 State of the Art
Lübcke et al. (2001) compared the
computational results obtained from LES and Bottom-Founded Structures Routine
RANS, using the Boussinesq-viscosity model experimental and numerical procedures for
(BVM) or explicit algebraic stress models estimating the fluid loading on bottom founded
(EASM), with experimental results for the structures are well established. However, they
turbulent flow around bluff-bodies such as remain a challenging area of research in
square and circular cylinders over a Reynolds extreme environmental conditions. Ongoing
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research is required for novel structures of few interesting papers were found however on
unusual geometry and interaction effects the analysis of control and filtering algorithms.
relating to the proximity of components in An area which has not yet been much
unexplored configurations. There are still investigated relates to the claims from major
fundamental fluid phenomena to investigate, dynamic positioning contractors regarding high
particularly outside the conventionally defined precision control and dynamic positioning in
regimes associated with flow separation and relation to calm weather conditions, and for
wave diffraction. As numerical/theoretical minimum power consumption. Model test
models become increasingly refined, and the verification of these new strategies has not
scope of their capabilities widened, been found in the public domain.
experiments and experimental techniques have
to be devised for their validation. Relative Waves, Wind and Current. Reproduction
newcomers to the class of bottom founded and identification of extremely high waves in
structures are the offshore renewable energy model basins will become very important as
converters, which introduce elements to the requirements for the safety assurance of
fluid loading problem not normally floating structures become more stringent
encountered in conventional mainstream under severe design conditions. In shallow
offshore structures. water, the low-frequency component induced
by nonlinear wave interactions is of great
Stationary Floating Structures and Ships. importance to the interpretation of the low-
Coupled analysis in the time domain and model frequency resonant motion of moored
tests are two of the main research methods in structures. Consequently the development of
predicting the behavior of stationary floating standard procedures for the generation and
structures and ships. Numerical methods using identification of highly nonlinear waves, such
potential theory are still widely applied. Many as freak waves and setdown waves will
published papers focus on the calculation of enhance the model test input-output
slow drift forces. Different numerical models relationship.
have been presented to deal with complicated
non-linear phenomena, such as green water, In spite of its importance to the design and
VIM, VIV and the hydrodynamics of multi- analysis of moored offshore structures, few
body interactions. However it is difficult to research results have been found on wind and
include all the above effects when studying the currents in model basins. More basic and
behavior of stationary floating structures and practical model test data on wind and current
ships. Problems as complex as a fully coupled are needed for constructing reference data.
time domain method including the
hydrodynamic load effects on the mooring Coupled Systems. Coupled analysis,
lines due to VIV have been presented. representing the dynamic interaction between
However consideration of other complicated the floating offshore structure and the mooring
behavior of stationary floating structures, such and riser lines, becomes important as the
as green water and VIM, modelled in the time number of deep water installations increases.
domain still need to be studied further. Reliable numerical methods are important for
design purposes, operational studies and to
Dynamically Positioned Ships. The use of support the development of truncated model
dynamically positioned ships has seen a tests. Over the past three years some work has
continuing growth. However, there does not been devoted to the development and
appear to be too much on going research demonstration of methods for coupled analysis,
activity in the model basins. Most of the recent with emphasis on the improvement of
publications are concerned with the use of frequency domain tools appropriate for
dynamic positioning for new applications. A engineering applications. Fully coupled time
Proceedings of 25th ITTC – Volume I
303

domain codes are accurate; however they especially suited to the simulation of violent
require a large computational effort. For flows associated with impact, sloshing, and
frequency domain methods a proper statistical wave breaking. Another family of innovative
linearization of the mooring nonlinearities is methods exploits Cartesian grids with
essential. immersed boundary representation of the body
surface, aiming at a better exploitation of
Hydroelasticity and Impact. Hydroelasticity massively parallel machines used nowadays for
effects on impact phenomena such as whipping, High Performance Computing (HPC). Code
springing, slamming and sloshing, as well as verification, uncertainty analysis and validation
their influence on design and analysis of very studies will become more and more important
large floating structures, have been recognized to assess the quality of numerical simulations.
as one of the very important issues in the ocean
engineering field. Further comparative studies
on sloshing or slamming induced impact loads 15.2 Procedures
by experiment and numerical prediction will
contribute to the future development of The committee’s conclusions on their
reference data and of standard procedures for review of existing procedures are summarized
model tests considering impact and in chapter 10 above.
hydroelasticity.

Renewable Energy Systems: State of the 15.3 New Documentation

art research for wave energy, wind energy, tidal
energy and marine current energy has been
comprehensively reviewed. It is evident that in 15.4 Validation of CFD Codes. The
relation to the environmental problems of the Committee have proposed two case
earth, research in this field will increase in studies for bench-marking CFD codes.
future. Therefore, appropriate experimental Their use for a benchmarking exercise
techniques and procedures should be developed would provide valuable data for the
to cater for this expanding field. validation of CFD codes.

New Experimental Techniques. New Validating Frequency and Time Domain

experimental measuring techniques, such as Codes. The new procedure prepared by the
particle image velocimetry and fibre optical Seakeeping Committee on ‘Verification and
sensors are becoming more readily available validation of linear seakeeping codes’ should
for the towing tanks and the model basins. be reviewed with respect to aspects which are
These new techniques make measurements specific to offshore structures, such as: the
possible which were previously not feasible at effect of water depth, multi-body interactions
all or practically very difficult. However, these and second order drift forces. Nonlinear effects
new techniques still need further maturing for on offshore structures such as nonlinear
day-to-day use in the basins. Most applications geometry and free surface effects should also
so far are for research related projects. be considered. It is suggested that such topics
However, optical motion measurements in six are considered by the next OEC with a view to
degrees of freedom can be considered as the modifying the new procedure to enhance its
standard in most basins nowadays. suitability for offshore applications.

Progress in CFD. A continuing expansion

of the use of CFD for ocean engineering
applications can be observed. Meshless
methods have been developed and seem
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304

16. RECOMMENDATIONS An objective of the proposed benchmark

study is to study how well state-of-the-art
The Ocean Engineering Committee has the RANS codes (and other CFD techniques) can
following recommendations to make to the 25th compute the wave scattering around a simple
ITTC: large volume structure due to monochromatic
incident waves. The free-surface wave
ƒ Adopt the revised ITTC procedure 7.5-02- elevation within a column radius distance
07-01.1, “Modelling of Wave Spectra”. around fixed vertical columns is to be
investigated.
ƒ Adopt the revised ITTC procedure 7.5-02-
07-03.1, “Experiments with Offshore The data to be used in the comparative
Platforms”. study is taken from model tests performed at
MARINTEK. The data has previously been
ƒ Adopt the revised ITTC procedure 7.5-02- used in an ISSC benchmark study (see Nielsen,
07-03.2, “Model Testing in Regular 2003). The model tests and some analysis of
Waves”. the data are also described in e.g. Stansberg
and Nielsen (2001), Stansberg and Braaten
ƒ Adopt the revised ITTC procedure 7.5-02- (2002), Kristiansen el al (2004) and Stansberg
07-03.45, “Hybrid Experiments and and Kristiansen (2005). The ISSC data set does
Numerical Simulations”. not include force measurements, so additional
experiments have been performed by MOERI
in 2007. The MOERI experiments were
17. APPENDIX: BENCHMARK DATA FOR performed with an identical test set-up to the
VALIDATING CFD CODES. MARINTEK tests, but global and local wave
force measurements were also included.
This appendix presents two proposed case
studies for providing benchmark data for Test Configurations. Run-up around two
validating CFD codes. It also discusses the truncated vertical cylinders with different
CFD code specification and sources of data for cross-sectional geometry will be studied: a
validation. circular cross-section; and a squared cross-
section with rounded corners. The diameter of
the circular cylinder is D=16.0m, and the draft
17.1 Case Study 1: Run Up Around of the column is 24.0m. The column extends
Cylinders vertically above the free surface with constant
cross-section. The wave elevation is measured
In the design of floating platforms for harsh at 16 locations in the vicinity of the column.
environments, requirements for calm deck The locations of the measurement probes are
clearance are an important consideration. given in Table 1. The radial distance is
Sufficient deck clearance must be ensured to measured from the centre of the column. The
avoid damage to the deck due to waves positions are illustrated in Figure A1.
impacting it from below. To design a platform
against wave impacts one must be able to The square column with rounded corners has a
accurately estimate the wave scattering around width of 16.0m, and a draft of 24.0m. The
large volume structures. Today’s industry radius of the corners is 4.0m. The width of the
standard tools based on frequency domain plane sections on each side is 8.0m, see Figure
potential theory solvers have limitations in A1. The wave elevation is measured at 12
determining the highly non-linear fluid motions locations in the vicinity of column. The
around platform columns. locations of the measurement probes are given
in Table 2.
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305

the present benchmark study are given in Table

3.

Available Data. The following data is

given for each of the tests cases:

1. Time trace of the calibrated incident wave

at the position of the centre of the
Figure A1 Positions where the wave elevation cylinders
is measured.
2. Time traces of the wave elevation at the
locations given in Tables 1 and 2.
Table 1. Positions where the wave elevation
3. Time traces from wave force
is measured, Circular column
Row Direction Radial distances (m) point no. measurements (local and global).
(deg) 1, 2,3 and 4 4. Harmonic analysis results for the wave
A1 270 8.05, 9.47, 12.75, 16.0
A2 225 8.05, 9.47, 12.75, 16.0 elevation for zeroth, first and second
A3 202.5 8.05, 9.47, 12.75, 16.0 harmonics for wave elevation and wave
A4 180 8.05, 9.47, 12.75, 16.0
force.
Table 2. Positions where the wave elevation
is measured, Square column
Row Direction Radial distances (m) point no.
(deg) 1, 2,3 and 4 Table 3. Wave conditions to be considered in
B1 270 8.05, 9.47, 12.75, 16.0
B2 225 9.707, 11.127, 14.407, 17.657 the ITTC benchmark tests.
B3 180 8.05, 9.47, 12.75, 16.0 Monochromatic Wave Wave Wave
waves height, period, steepness,
H (m) T (s) H/λ (-)
For all cases a water density of ρ = 1000 kg/m3 M1 4.22 9.0 1/30
can be assumed. All incident waves are long- M2 7.90 9.0 1/16
crested and propagating in positive x-direction M3 12.65 9.0 1/10
M4 11.71 15.0 1/30
(0deg). The monochromatic waves are M5 21.96 15.0 1/16
specified in terms of wave height and wave M6 35.13 15.0 1/10
periods. The incident wave height, H (double
amplitude) is specified to avoid the problem of
asymmetry in the specification of incident
waves. The water depth is 490m.

Wave Conditions. In the original model

tests, monochromatic, bi-chromatic as well as
irregular wave conditions were studied. The
present benchmark study is limited to regular
incident wave conditions. The calibrated
monochromatic wave conditions had a duration
of 17½ minutes full scale time, where
approximately 20 oscillations of the wave
elevation time series after the transient phase
were used to determine the wave height during
calibration. The wave conditions to be used in
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6 7

4
1. Vertical struts.
1 2. Linear bearings
3. Test pipe.
4. End plates.
3
5. Drive shafts.
6. Oscillator
7. 30 kW electric motor.
Figure A2 Snapshots from tests. 2

Figure A3 High Reynolds VIV test apparatus.

17.2 Case Study 2: Forced Oscillations of a
Circular Cylinder in a Current

A 200 mm circular cylinder with smooth

surface was tested at MARIN in the
Netherlands (see Figures A3 and A4). The 3.52
m long rigid test cylinder was suspended from
the carriage at approximately 1.7 m water
depth. The towing tank is 4 m deep, 4 m wide
and 210 m long. The cylinder was kept fixed in
the flow or could be oscillated in the cross flow Figure A4 Smooth pipe 200 mm.
direction on linear bearings at both ends of the
pipe. The frequency and amplitude of the
oscillation could be accurately adjusted.

Three different types of tests can be carried

out with the set-up (see Figure A5): Test set 1 :
Vertical oscillation
Test set 2 :
Horizontal tow
Test set 3 :
Vertical oscillation,
Horizontal tow
ƒ Oscillation in still water (KC test)
ƒ Non-oscillating tow test (drag test) Figure A5 Type of tests carried out.
ƒ Oscillation while towing (VIV test)
The measured drag coefficient for the
smooth pipe is presented in Figure 6 together
The experimental apparatus and the with the results from Güven (1975) taken from
experiments are described in various Sarpkaya (1981).
publications by de Wilde and Huijsmans Mean drag coefficient smooth cylinder

(2001) and by de Wilde et al. (2003, 2004 and 1.40

2006) 1.20

1.00

0.80
Cd [-]

0.60

0.40

0.20

0.00
1.00E+04 1.00E+05 1.00E+06 1.00E+07

Re [-]
MARIN 7051 Guven 1975
Proceedings of 25th ITTC – Volume I
307

Figure A6 Drag coefficient of smooth pipe.

Stationary Cylinder in a Cross Flow. The

following benchmark cases are proposed for
the non-oscillating cylinder:
ƒ Re = 9.0E3, 9.0E4 and 5.5E5
ƒ Calculation of minimum of 40 vortex
shedding cycles of which 20 will be used
for analysis
ƒ Time traces of calculated in-line (Fx) and
cross-flow (Fz) forces
ƒ Derivation of mean drag and oscillating
lift coefficients Cd and Cl
ƒ Analysis of vortex shedding frequency (St Figure A8 Example of Cd and Cl time history
number and spectrum) (Re 9.3e4 and Re 5.5e5).
ƒ Presentation of flow maps and vorticity
plots Oscillating Cylinder in a Cross Flow. The
following benchmark case is proposed for the
Examples of the CFD results by Vaz et al. forced oscillating cylinder in cross flow:
(2007) are presented in Figures A6 and A7.
ƒ Re = 9.0E3
ƒ Reduced velocity of Ur = UT/D = 5
ƒ Amplitude ratio of A/D = 0.3

The added mass and out-of-phase lift

coefficients (Cm and Clv) should be derived
from the calculated lift forces, as for instance
done by Gopalkrishnan (1993).

17.3 Description of CFD method

For the comparison of the different CFD

methods, it is important that at least the
Figure A7 Example of convergence of residuals following is well documented:
history (Re 9.3e4)
ƒ Name of program and main characteristics
ƒ Type of CFD model (RANS, URANS,
LES, etc.)
ƒ Two-dimensional or three-dimensional
calculation
ƒ Type of discretizeation method (finite
elements, finite volumes, finite differences
etc.)
ƒ Type of turbulence model (e.g. 0-equation,
1-equation, 2-equation, Reynolds-stress
model, DES, LES, etc.)
ƒ Type of wall function (if applicable)
ƒ Type of grid (e.g. structured, unstructured,
The Ocean Engineering Committee

308

etc.) J.R., 2007, “Unsteady Force Measurements

ƒ Grid and grid size on Responding Circular in the Wake of an
ƒ Convergence criterion and convergence Upstream Cylinder”, Proc. 26th OMAE,
history. Paper 29040, San Diego, California.
ƒ CPU time
Atluri S., Halkyard J. and Sirnivas S. 2006,
A grid sensitivity analysis (3 or 4 grids) and “CFD Simulation of Truss Spar Vortex-
time-step sensitivity analysis is proposed. Induced Motion”. Proc. 25th OMAE
Hamburg, Germany, Paper 92400.

17.4 Available Data Azimirad, M., Gharabaghi, A.R.M. and

Chenaghlou, M.R. 2007, Deterministic−
Available Data. The following Spectral Fatigue Analysis Of A Typical
experimental data is available for the CFD Jacket Platform (Spd1), Using Directional
benchmark cases: Wave Spectrum, Proc. 26th OMAE, San
ƒ Time traces of measured in-line (Fx) and Diego, Paper 29069.
cross-flow (Fz) forces on the 3.52m long
pipe for tow speed of 0.70 and 3.15m/s Baarholm R., Kristiansen T. and Lie H., 2007,
ƒ Cd and Cl coefficients for non-oscillating “Interaction and Clashing between Bare or
tests Straked Risers – Analysis of Experimental
ƒ Cd, Cm and Clv coefficients for forced Results”, Proc. 26th OMAE, Paper 29240,
oscillating test. San Diego, California.
ƒ PIV data for the non-oscillating pipe at 0.5
m/s Baarholm R., Kristiansen T., Lie H. and
Herfjord K., 2005, “Experimental
Investigation of Dual Riser Interaction”,
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Wave Load And Structural Analysis For A Induced by Wake Interference”, Proc. 27th
Jack-Up Platform In Freak Waves, Proc. OMAE, Paper 57639, Estoril, Portugal.
26th OMAE, San Diego, Paper 29434.
Fernandes, A.C., Silva, E.M.C., Franciss, R.,
El Moctar, O. and Bertram, V. , Coelho, F.M., and Silva Neto, S.F., 2008
2003, ”Computation of Viscous Flow “Vortex Self-Induced Vibration
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The Ocean Engineering Committee

312

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Kim, B.W., Hong, S.Y., Kyoung, J., Cho, S., Kristiansen, T., Baarholm, R., and Stansberg,
2007, “Evaluation Of Bending Moments C.T., 2004, “Validation of Second-Order
And Shear Forces At Unit Connections Of Analysis in Predicting Diffracted Wave
Very Large Floating Structures Using Elevation Around A Vertical Cylinder”,
Hydroelastic And Rigid Body Analysis”, Proc. 14th ISOPE, Toulon, Vol. I, pp. 369-
Ocean Engineering, Vol. 34, pp. 1668-1679. 373.

Kim, J.H, Lew, J.M., Hong, D.C., Hong, S.Y., Kulkarni, P.R., Singh, S.N. and Seshadri.V.
Hong, S.W. and Hong ,K.Y. 2006, “An 2007,”Parametric Studies Exhaust Smoke-
Experimental Study on the Reverse Wave superstructure Interaction on a Naval Ship
Drift Force of a BBDB Type OWC Wave using CFD”, Computers and Fluids, 36, pp.
Energy Device”, Proc. 16th ISOPE 794-816
Pacific/Asia, Dalian, pp.237-242
Kuroda, M., Tamura, T. and Suzuki, M.
Kinoshita, T., Shi, J.S., Nakasumi, S., Kameoka, 2007,”Applicability of LES to the
H., Suzuki, K., Waseda, T., Tanizawa, K. Turbulent Wake of a Rectangular Cylinder
and Yuhara, T., 2006, “Longitudinal Loads – Comparison with PIV Data”, Journal of
on a Container Ship in Extreme Regular Wind Engineering and Industrial
Sea and Freak Wave”, Hydroelasticity in Aerodynamics, 95, pp.1242-1258
The Ocean Engineering Committee

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Kyoung, J.H., Hong, S.Y and Kim, B.W. 2006, Greece.

"Finite Element Method for Time Domain
Analysis on Hydroelastic Response of Lee D.H, Kim M.H., Kwon S.H., Kim J.W. and
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Francisco, California, USA, pp. 130-136. Numerical Simulations", Ocean
Engineering, Vol. 34, Part 1, pp. 3-9
Kyoung, J.H., Hong, S.Y. and Kim, B.W., 2006,
“Time Domain Analysis on Hydroelastic Lee S.J., Kim M.H., Lee D.H., Kim J.W. and
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Method”, Hydroelasticity in Marine sloshing on the global motions of LNG
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Kyoung, J.H., Hong, S.Y. and Kim, B.W., 2007.
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Proc. 26th OMAE, Paper 29708
Kyozuka, Y., Akira, H., Nakamura, N. and
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Characteristics of a Darrieus-Savonius William, G.W. and Calisal, S.M. 2007,
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Proc. East Asian Workshop for Marine Axis Tidal Turbine: RANS CFD and
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Kyozuka, Y., Gunji, T. and Wakahama, H. 2006, Li, Y., Liao, H. and Qiang, S. 2004,
“Tidal Power Generation by Making Use of “Simplifying the Simulation of Stochastic
a Bridge Pier”, Proc. 17th ISOPE, pp.317- Wind Velocity Fields for Long Cable-stayed
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Landrini M, Colagrossi A, Greco M, Tulin MP,
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processes and near-shore bore propagation”, F.G., 2007, “Free Span VIV Testing of Full
Journal of Fluid Mechanics, 591 pp.183- Scale Umbilical”, Proc. 17th ISOPE, Lisbon,
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Le Cunff, C., Biolley, F., and Damy, G., 2005, Low, Y.M. and Langley, R.S., 2005, “A
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Proceedings of 25th ITTC – Volume I
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Von Karman, T. 1948,”Progress in the Conf. on Numerical Ship Hydrodynamics,
Statistical Theory of Turbulence”, Proc. Ann Arbor, USA.
Natl. Acad. Sci., U.S.A., 34, pp.530-539
Wemmenhove R., Luppes R., Loots E. and
Voogt, A., Bunnik, T. and Huijsmans, R., 2005, Veldman A.E.P. 2005, "Modeling two-phase
“Validation of an Analytical Method to flow with offshore applications", Proc. 24th
Calculate Wave Setdown on Current”, Proc. OMAE, Halkidiki, Greece, Paper 67460.
24th OMAE, Paper 67436
Wemmenhove, R., Loots, E., Veldman, A.E.P.,
Walker D.A.G., Taylor P.H., Eatock Taylor R, 2006, “Hydrodynamic wave loading on
Tromans P.S. and Zang J. 2007, "Water offshore structures simulated by a two-
Wave Diffraction and the Spectral Response phase flow model”. Proc. 25th Int. Conf.
Surface Method", Proc. 17th ISOPE, Vol. 17, Offshore Mech. and Arctic Engg., OMAE
Part 4, pp. 254-258 2006, Hamburg, Germany.

Walker, D.A.G, Taylor, P.H., Eatock Taylor, R. Wemmenhove, R., Luppes, R., A.E, Veldman,
and Zang, J, 2006, Diffraction Theory as a A.E.P., Bunnik, T., 2007, “Numerical
Tool for Predicting Airgap beneath a Multi- simulation and model experiments of
column Gravity Based Structure, Proc. 16th sloshing in LNG tanks”. Proc. Int. Conf.
ISOPE, San Francisco, Vol. III, pp. 165 - Comp. Meth. Marine Eng., Marine 2007,
172 Barcelona.

Walker, D.A.G., Taylor, P.H., Eatock Taylor, R, Wieneke-Toutaui, B. and Gerber H.W., 2003,
Tromans, P.S. and Zang, J, 2007, Water “Rapid Prototyping Technology – New
wave diffraction and the spectral response Potentials for Offshore and Abyssal
surface method, Proc. 17th ISOPE, Lisbon, Engineering”, Proc. 13th ISOPE, Honolulu,
Vol. IV, pp. 3623 – 3629. Vol. I, pp. 27-32.

Wang, B. and Kim, J.W., 2006, “Strength Wilde, J.J and Huijsmans, R.H.M, 2001,
Evaluation of LNG Containment System “Experiments for High Reynolds Numbers
Considering Fluid-Structure Interaction VIV on Risers”, Proc. 11th ISOPE,
under Sloshing Impact Pressure”, Proc. 26th Stavanger, Vol. III, pp. 400-405
OMAE, Paper 29425
Wilde, J.J, Huijsmans, R.H.M, and
Waseda, T., Rheem, C.-K., Sawamura, J., Triantafyllou, M.S., 2003, “Experimental
Yuhara, T., Kinoshita, T., Tanizawa, K. and Investigation of the Sensitivity to In-line
Tomita, H., 2005, “Extreme Wave Motions and Magnus-like Lift Production
The Ocean Engineering Committee

324

on Vortex-Induced Vibrations”, Proc. 13th Method for Ship Hydrodynamics”, Proc. 9th
ISOPE, Hawaii, Vo. III, pp. 593-598. Int. Conf. on Numerical Ship
Hydrodynamics, Ann Arbor, USA.
Wilde, J.J, Sworn, A., Cook, H., Willis N., and
Bridge, C., 2004, “Cross section VIV Yu, K., Chen, H-C., Kim, J.W. and Lee, Y-B.
Model Test for Novel Riser Geometries”, 2007, "Numerical Simulation Of Two-
Proc. Deep Offshore Technology Con- Phase Sloshing Flow In LNG Tank Using
ference (DOT), New Orleans, Paper 12-3- Finite-Analytic Level-Set Method", Proc.
Jaap de Wilde. 26th OMAE, San Diego, CA, United States,
Vol. 4, pp. 851-860
Wilde, J.J. de and Huijsmans, R.H.M., 2004,
“Laboratory Investigation of Long Riser Zambrano, T., MacCready, T., Kiceniuk, T.,
VIV Response”, Proc. 14th ISOPE, Toulon, Roddier, D.G. and Cermelli, C.A. 2006,
Vol. III, pp. 511-516. “Dynamic Modeling Deepwater Offshore
Wind Turbine Structures In Gulf Of Mexico
Wilde, J.J. de, Huijsmans, R.H.M. and Tukker, Storm Condition”, Proc 25th OMAE, Paper
J., 2006, “Experimental Investigation into 92029
the Vortex Formation in the Wake of an
Oscillating Cylinder using Particle Image Zhang F., Yang J. M., Li R. P. and Hu Z. Q.,
Velocimetry”, Proc. 16th ISOPE, San 2006, “Effects of Heave Plate on the
Francisco, Paper 2006-JSC-434, pp. 798- Hydrodynamic Behavior so Cell Spar
805. Platform”. Proc. 25th OMAE, Hamburg,
Germany, Paper 92199.
Wu, Y.S., Cui, W.C. (Editors), 2006, Proc. 4th
International Conference on Hydroelasticity Zhang F., Yang J., Li R. and Chen G. 2007,
in Marine Technology, CSSRS, Wuxi, "Numerical Study on the Hydrodynamic
China. Behavior of a New Cell-Truss Spar
Platform", Proc. 26th OMAE, San Diego,
Xin L., Yang, J. and Xiao, L., 2006, “Research CA, United States, Vol. 2, pp. 93-102.
on Motion Response of Soft Yoke Mooring
FPSO System”, Proc. 16th ISOPE, San
Francisco, Paper JMY_02, pp. 181-186. .

Yamasaki, J., Miyata, H. and Kanai, H. 2005,

"Finite-Difference Simulation of Green
Water Impact on Fixed and Moving Bodies",
Journal of Marine Science and Technology,
Vol.10, Part 1, pp.1-10.

Yang, C., Lu, H., Löhner, R, Liang, X, Yang, J.,

2007, “An Unstructured-Grid based VOF
Method for Ship Motions Induced by
Extreme Waves”, Proc. 9th Int. Conf. on
Numerical Ship Hydrodynamics, Ann Arbor,
USA.

Yang, J., Sakamoto, N., Wang, Z., Carrica, P.,

Stern, F., 2007, “Two Phase Level-
Set/Immersed-Boundary Cartesian Grid
Proceedings of 25th ITTC – Volume I

325

The Quality Systems Group

Final Report and Recommendations to the 25th ITTC

3. Cross - check the ITTC Symbols List and

the Dictionary with other standards e.g.
1. GENERAL ISO Standards
1.1 Membership and Meetings
4. Stimulate, monitor and support validation
Dipl. Ing. Barbara Günther, SVA Potsdam, work within the Technical Committees.
Germany
Additional tasks received by the AC.:
Prof. Dr. Ing. Marco Ferrando, University of
Genoa, Italy 5. Produce a procedure on the review proc-
Dipl. Ing. Akio Ito, IHI Corporation. Japan ess of the AC Working Groups.
Dr. Chun-Ju Lee, MOERI (former KRISO) 6. Format the Rules for ITTC as a Proce-
Korea dure.
Prof. Dr. Ing. Gerhard Strasser, Vienna Model
Basin, Austria 7. Consider ways of publishing data.

The group met three times:

6th – 7th July 2006 Yokohama, Japan 2. TASKS PERFORMED
25th – 26th June 2007, Potsdam, Germany 2.1 Procedure on the Review Process of
7th – 8th April 2008, Genova, Italy the AC Working Groups.

All members attended all meetings By the Advisory Council a procedure for
. the review of the ITTC Recommended Proce-
dures and Guidelines by the AC was developed.
1.2 Tasks given by the 24th ITTC to the QS
Group. Procedure 4.2-03 was prepared. It deals
with work organization within the Advisory
1. Revise and update the ITTC Recom- Council with regard to tasking and monitoring
mended Procedures. Modify and re-edit the Technical Committees and Groups:
the existing procedures according to the
comments of the Conference and the 1. The Secretary of the Executive Committee
Technical Committees. should write to the chairmen of all of the
technical committees after the Conference
2. Update the ITTC Symbols and Terminol- to inform them of the tasks for each com-
ogy List. mittee.
2. The Advisory Council should review the
progress of the work of each committee.
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326

Each committee should prepare an interim reviewing proposed ITTC recommended pro-
report for consideration at the Council cedures.
meetings; the reports should include a
statement on the progress of the commit- 1. Accepted without reservation and proposed
tee’s work, attendance at meetings, and any to the Full Conference.
other matters requiring the attention of the The procedure describes current practice in
Council. many organizations, and while not all or-
3. Drafts for new or amended procedures ganizations will follow it in all details there
should be submitted to the Advisory Coun- is sufficient flexibility in the procedure to
cil during the autumn the year before the enable most organizations who are active in
full Conference. the area to follow it "in principle", and to
note the exceptions in their own procedures.
4. The EC and AC secretary should write a
note to all TC chairmen giving the formali- 2. Accepted, with minor editorial revisions
ties and deadline dates, which the commit- proposed to the Full Conference.
tees should follow. The procedure will be acceptable provided
5. The AC should perform the following task minor editorial changes are made. To en-
sure consistency Quality Systems Group
a) draft recommendations for terms of ref-
erence (ToR) for general committees will make the changes, and the procedure
will be returned to the technical committee
b) identify requirements and propose terms for its acceptance of the changes.
of reference for specialist technical
committees 3. Accepted, with areas of concern noted pro-
c) review and make recommendations on posed to the Full Conference.
proposed ITTC procedures The procedure, although requiring more
work, will be useful to the ITTC members
d) propose topics for group discussions at as it is written and should be proposed
the full Conference without delay. The comments of the work-
e) support the new Committees as regards ing group should be published with the pro-
the start up and interpretation of their cedure. It is impractical for the present
tasks technical committee to make the changes
required to address the working group's
To this effect and acc. to rule 7.4 of the concerns in the time available. The revi-
ITTC, several Working Groups can be estab- sions will be done by another committee
lished within the Advisory Council. The num- and included in a later revision.
ber of working groups, as well as the commit-
tees to be monitored by each group have to be 4. Proposing postponed
decided at the first AC meeting of each confer- Either the physical basis of the procedure is
ence. For each group a chairman will be nomi- not in line with current practice or there are
nated to co-ordinate the work of the group. The other technical problems making the proce-
working load should be evenly distributed dure impractical for many organizations to
among the Working Groups. follow. A procedure might also not be ac-
cepted because the document is not drafted
Each Working Group has to report to the to a level of detail at which it could be use-
Advisory Council Meetings. ful or because it is inconsistent with other
published ITTC procedures. The revisions
The following criteria have been estab- required are major and would be proposed
lished to assist the Advisory Council Working as a task for a future committee.
Groups to come to consistent decisions when
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327

Procedure 4.2-01 “Adoption or Modifica- 7.5-02-03-03.4 7.5-02-07-03.3

tion of ITTC Recommended Procedures and 7.5-02-04-01 7.5-02-07-04.2
Guidelines had to be adjusted accordingly. 7.5-02-04-02 7.5-02-07-04.3
7.5-02-04-02.1 7.5-03-01-04
2.2 Review of the “ITTC Recommended 7.5-02-04-02.2 7.5-03-01-02
Procedures” 7.5-02-04-02.3 7.5-03-01-03
7.5-02-04-02.4 7.5-03-02-01
During the 24th ITTC it has been decided 7.5-02-04-02.5 7.5-03-02-02
that the technical committees in addition to the 7.5-02-05-04 7.5-04-01-01.1
new procedures review some of the ITTC Rec- 7.5-02-05-04.1 7.5-04-01-01.2
ommended Procedures with respect to content 7.5-02-05-05 7.5-04-03-01
and actuality. This in the long run should lead
to higher quality of the Procedures.
Procedures dealing with uncertainty analy-
The following procedures have been pro- sis could not be updated because the Symbols
duced or updated by the Technical Committees List for uncertainty was not updated by the
and following the new procedure reviewed by time when the review was done. The Symbols
the Advisory Council. After this all the below List has now been supplied by the Specialist
procedures have been reviewed also by the Committee of Uncertainty Analysis. The AC
ITTC QS Group. has decided that these procedures are going to
be updated in the next period.
The list below shows that there is only one
procedure with “Concern noted” and none is During the revision it turned out that there
postponed. This is, compared to the last period, was a necessity to approach the advisory coun-
an improvement. cil with regard to waterjet propulsion (7.5-02-
05-03.1, 7.5-02-05-03.2, 7.5-02-05-03.3), as
Additionally the Register 0.0 has been up- there are many symbols not included in the
dated. symbols list and the group has not the compe-
tence to “confirm newly invented symbols”.
Furthermore the QS Group has revised ex-
These procedures should be updated during the
isting procedures with respect to symbols, ter-
next period.
minology and formatting issues:
Also the template for producing ITTC Rec-
ommended Procedures and Guidelines has been
updated.

7.5-02-01-03 7.5-02-05-06
7.5-02-03-03.2 7.5-02-05-07
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328

Committee Submitted procedure AC decision Comments

Advisory 1.0-01 Accepted Rewrite

Council Rules of the ITTC
4.2-01 Accepted Update
Adoption or Modification
of ITTC Recommended
Procedures and Guidelines
4.2-03 Accepted New
Review of ITTC Recom-
mended Procedures by the
Advisory Council
Resistance 7.5-01-01-01 Minor revision Review
Ship Models
7.5-02-02-01 Accepted Review
Resistance Tests
7.5-02-02-02 Accepted Review
Uncertainty Analysis, Ex-
ample for Resistance Test
7.5-02-02-03 Accepted Review
Uncertainty Analysis,
Spreadsheet for Resistance
Measurements
7.5-02-02-04 Accepted Review
Uncertainty Analysis,
Spreadsheet for Speed
Measurements
7.5-02-02-05 Accepted Review
Uncertainty Analysis,
Spreadsheet for Sinkage
and Trim Measurements
7.5-02-02-06 Accepted Review
Uncertainty Analysis,
Spreadsheet for Wave Pro-
file Measurements
7.5-03-01-01 Minor revision Review
Uncertainty Analysis in
CFD, Verification and
Validation Methodology
and Procedures
Propulsion 7.5-01-02-02 Minor revision Review
Propeller Model Accuracy
7.5-02-03-01.1 Minor revision Review
Propulsion Test
7.5-02-03-02.1 Minor revision Review
Propeller Open Water
Test
7.5-02-03-02.3 Accepted Review
Guide for use of LDV
7.5-02-05-02 Accepted Review
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329

Committee Submitted procedure AC decision Comments

High Speed Marine Ve-

hicles, Propulsion Test
Manoeuvring 7.5-02-06-01 Accepted Review
Free model test
7.5-02-06-02 Accepted Review
Captive model test
7.5-02-06-03 Accepted Review
Validation of manoeuvring
simulation models
7.5-04-02-01 Minor revision Rewrite
Full scale manoeuvring tri-
als
Seakeeping 7.5-02-07-02.1 Accepted Update
Seakeeping experiments
7.5-02-07-02.2 Accepted Rewrite
Prediction of Power In-
crease in irregular waves
from model tests in regular
waves
7.5-02-07-02.3. Minor revision Update
Experiments on Rarely Oc-
curring Events
7.5-02-07- 2.6 Accepted New
Validation of sea keeping
computer codes in the time
domain
Ocean Engi- 7.5-02-07-01.1 Minor revision Review
neering. Laboratory Modelling of
Multidirectional Irregular
wave spectra
7.5-02-07-03.1 Minor revision Review
Floating offshore platform
experiments

7.5-02-07-03.2 Minor revision Review

Analysis Procedure for
Model Tests in Regular
Waves
7.5-02-07-3.4 Accepted Review
Stationary Floating System
Hybrid Mooring Simula-
tion, Model Test Experi-
ments
7.5-02-07-03.5 Accepted Review
Truncation of Test Models
and Integration with Nu-
merical Simulations
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330

Committee Submitted procedure AC decision Comments

Stability in 7.5-02-07-04.1 Accepted Update

Waves Model Tests on Intact sta-
bility

Uncertainty 7.5-01-03-01 Accepted New

Analysis Uncertainty Analysis, In-
strument Calibration

7.5-01-03-02 Accepted New

Uncertainty Analysis, La-
ser Doppler Velocimetry
Calibration
7.5-02-03-03 Accepted New
Uncertainty Analysis, Par-
ticle Imaging Velocimetry

7.5-02-01-01 Accepted Review

Uncertainty Analysis in
EFD, Uncertainty Assess-
ment Methodology,
7.5-02-01-02 Accepted Review
Uncertainty Analysis in
EFD, Guideline for Resis-
tance Towing Tank Tests
Ice None

Cavitation 7.5-02-03-03.7 Minor revision New

Prediction of Cavitation
Erosion Damage for Un-
conventional Rudders or
Rudders behind Highly
Loaded Propellers
7.5-02-03-03.8 Accepted New
Modelling the Behaviour
of Cavitation in Water-
jets
Podded pro- 7.5-02-03-01.3 Concern noted Update, had been postponed
pulsion Podded Propulsor Tests in last period
and Extrapolation

Powering per- 7.5-02-03-01.4 Bigger revision Update

formance pre- 1978 ITTC Performance
diction Prediction Method

7.5-02-03-01.5 Minor revision Update

Predicting Powering Mar-
gins:
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331

Committee Submitted procedure AC decision Comments

7.5-02-05-01 Minor revision Update

High Speed, Resistance
Test.

Wake field 7.5-02-03-02.4 Minor revision New

Nominal Wake Measure-
ment, LDV Procedure

7.5-02-03-02.5 Minor revision New

Nominal Wake Measure-
ment, 5 hole Pitot tube pro-
cedure
7.5-02-03-03.1 Minor revision Update
Model Scale Cavitation
Test

7.5-02-03-03.3 Minor revision Update

Cavitation Induced Pres-
sure Fluctuations Model
Scale Experiments
7.5-02-03-03.5 Minor revision Update
Cavitation Induced Erosion
on Propellers, Rudders and
Appendages, Model Scale
Experiment
7.5-02-03-03.6 Minor revision Update
Podded Propulsor, Model
Scale Cavitation Test.

QS Group 4.2.3-01-01
Guide for the Preparation
of ITTC Recommended
Procedures and Guide-
lines
4.2.3-01-03
Work Instruction for For-
matting ITTC Recom-
mended Procedures and
Guidelines

2.3 Updating of the ITTC Symbols and The dictionary also has been cross-checked
Terminology List. with the ITTC Symbols List.

The list has been generally updated with the The dictionary has been reformatted in the
inclusion of a set of symbols on uncertainty common ITTC style (two columns etc).
analysis which has been supplied by the Spe-
cialist Committee on Uncertainty Analysis.
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332

2.4 Cross - checking the ITTC Symbols models the database structure in what are
List and the Dictionary with other known as database models (or data models).
standards e.g. ISO Standards The model in most common use today is the
relational model.
The procedure 7.5-01-02-01 “Terminology
The basic data structure of the relational model
and Nomenclature for Propeller Geometry”
can be thought of as a table, where information
does not comply with the ISO standard ISO
about a particular entity (say, a ship) is repre-
3715-1 Vocabulary for geometry of propellers;
sented in columns and rows (also called tuples).
however, this ISO standard does not comply
Thus, the "relation" in "relational database" re-
with ISO 31 either. So we notified the ISO
fers to the various tables in the database; a rela-
committee on propellers. They agreed to at
tion is a set of tuples. The columns enumerate
least have a look at it.
the various attributes of the entity (the ship’s
2.5 Support of work within the Technical main data), and a row is an actual instance of
Committees. the entity (a specific ship) that is represented
by the relation. As a result, each tuple of the
The QS Group had contact with all Techni- ship table represents various attributes of a sin-
cal Committees apart from the Specialist gle ship
Committee on Ice. All relations (and, thus, tables) in a relational
database have to adhere to some basic rules to
All submitted procedures have been re- qualify as relations. First, the ordering of col-
viewed. umns is immaterial in a table. Second, there
can't be identical tuples or rows in a table. And
2.6 Rules for ITTC as a Procedure.
third, each tuple will contain a single value for
The AC has reviewed, practically rewritten, each of its attributes i.e. each tuple has an
the ITTC Rules which have been formatted by atomic value.
the QS Group. A relational database contains multiple tables,
each similar to the one in the "flat" database
2.7 Ways of publishing data, benchmarks model. One of the strengths of the relational
model is that, in principle, any value occurring
There were frequent requests for publishing in two different records (belonging to the same
data to the ITTC community. The QS Group table or to different tables), implies a relation-
was asked to consider the problem how to store ship among those two records.
an publish data. There seems to be confusion
on what data to store and how they are to be Benchmark: A standardized problem or test
stored. For this reason some definitions are that serves as a basis for evaluation or compari-
given: son (as of computer system performance)
Data: A collection of natural phenomena de- Benchmark data: A data collection as base for
scriptors, including the results of experience, a benchmarking process (See ITTC Recom-
observation or experiment, or a set of premises. mended Procedures and Guidelines 4.0-01).
This may consist of numbers, words, or images,
particularly as measurements or observations of The QS Group cannot foresee a general
a set of variables. scheme on data collection. The way data are
published depends on the purpose. In any way
Database: A structured collection of records or it has to be data in digital form.
data that is stored in a computer system. A da-
tabase relies upon software to organize the The QS Group recommends using prefera-
storage of data. In other words, the software bly MS Access as data base software because
Proceedings of 25th ITTC – Volume I

333

of its widespread availability (part of MS Of- meters, ISO 484/1-1981 (E) different
fice). A collection of data in the form of excel classes 3 .... 25 micrometers)
sheets can be transferred into MS Access. Also
if commercial databases are used MS Access • Re-Numbers in open water test for de-
can usually be transferred to these. termination of propulsion
coefficients (low - like in propulsion
If a committee wants to make data avail- test or high - and correction for
able to the ITTC in future they should supply the calculation of test results)
the set of data in the suggested form. The data
then should be published in the official ITTC • Submerged bodies SES
website.
• Flow measurement and visualisation
3. OTHER MATTERS (including wake survey), turbulence
stimulation on models and appendages
3.1 Questionnaire and full-scale sea-keeping trials. Uncer-
tainty for propulsion and manoeuvring
A questionnaire has been sent out to all experiments in ice.
ITTC member institutions. 18 member institu-
tions answered. The aim was to verify the us- • Extrapolation procedure for pod propul-
age of the ITTC QS Manual and also to find sion
out whether there are requirements for new
procedures from member organizations not rep- • Inland Ships and Navigation
resented in the Advisory Council.

The suggested topics given by the member Almost all of the proposed subjects have
organizations as an answer to questions 12 and been taken into account by the new committee
13 of the questionnaire were: structure decided by the AC.

• Turbulence stimulator for ship with

bulb (position, texture)

• Re-Number correction for ship propeller,

surface texture (ITTC - 30 micro-
The Quality Systems Group

334

Question
Yes No
1 Are you following any quality control system? 17 1

2 Is your company certified acc. to ISO 9000? 7+1 8-1

3 If yes: when you are maintaining your ISO 9000 QS do you refer to the 5 6
ITTC QS Manual?
4 Has your company used the ITTC Sample QS Manual as one of the docu- 11 5
ments for establishing a quality control system?
5 Are you using or referring to the ITTC-Recommended Procedures and 18
Guidelines?
6 Are you using or referring to the Work Instructions contained in the ITTC 13 5
QS Manual
7 Is the use of the symbols defined in ITTC Symbols List enforced in your 11 7
company?
8 Are you aware of the ISO requirements prescribing the formatting of the 6 12
symbols?
9 In case you are using the Symbols List are you using primarily the alphabetic 7 6
one?
10 In case you are using the Symbols List are you using primarily the structured 7 4
one?
11 Does your company use or take advantage of the ITTC Dictionary? 11 7

12 Does your company wish to have a developed an ITTC Recommended Pro- 5 13

cedure or Guideline on a special topic?
If yes, which ___________________________________________________
______________________________________________________________

13 Does your company wish some completion or supplement to an existing 4 14

Recommended Procedure or Guideline?
If yes, which ___________________________________________________
______________________________________________________________

14 Does your company have an educational or training program for establishing 0 17

and maintaining the use of ITTC-Recommended Procedures and Guidelines?
Proceedings of 25th ITTC – Volume I

335

List including the need for new or missing

3.2 Cancelled Procedures symbols.
The Procedure 7.5-02-03-02.3 has been re- 3.5 Distribution and publication of QS
placed by 7.5-02-03-02.4. Manual

The access to the ITTC website is via

http://ittc.sname.org. It contains all the official
3.3 Observation of the Development or
documentation including ITTC Recommended
Revision of ISO Standards Regarding
Procedures, the ITTC Symbols List, Quality
Quality Control
Control Sample Manual, and the ITTC Dic-
There are some minor modifications of the tionary. Nevertheless it was decided in the AC
ISO 9000 Standard in preparation, however to produce the whole ITTC QS Manual on CDs
there no need for action at the moment. and distribute one CD to each member of the
ITTC. This should insure a quick and uncom-
plicated way to have access to the newest ver-
sion of the ITTC QS Manual.
3.4 General Observation Regarding Pro-
cedures and Symbols
4. CONCLUSIONS
th
The experience of the QS Group of the 24
ITTC showed that the procedures of many All ITTC Recommended Procedures have
technical committees do not really comply with been updated with regard to the ITTC Symbols
the ITTC symbols list and also the formatting and Terminology List. Many Procedures have
given in ITTC Procedure 4.2.3-01-01, Guide been updated by the technical committees. The
for the Preparation of ITTC Recommended update of the ITTC Symbols and Terminology
Procedures. One main issue is the style of sub- List in the field of uncertainty analysis and wa-
scripts. Very often it is not understood or ig- ter-jet propulsion systems could not be com-
nored that a descriptive subscript should be in pleted satisfactorily.
Roman letters and a subscript referring to a
The ITTC Dictionary has also been revised.
variable should be in Italic letters.
The whole set of documents of ITTC with
Again the Group asks the Technical Com-
regard to quality control has been re-edited.
mittees to stick to given formats. Organizations
should continue to use the ITTC Recom- The evaluation of a questionnaire on the
mended Procedures as a reference in their own usage of the ITTC Recommended Procedures
Quality System. shows that many member organizations accept
the “QS Manual” and that the system is alive.
Member Organizations should apply the
ITTC Symbols and Terminology List in all
their publications.

Members and Member Organizations are 5. RECOMMENDATIONS TO THE

encouraged to state the need for new ITTC CONFERENCE
Recommended Procedures if it is identified.
Adopt the revised Symbols List
Members and Member Organizations are
encouraged to identify and state the need for Adopt the revised Procedure 4.2-01 “Adoption
updating the ITTC Symbols and Terminology or Modification of ITTC Recommended Pro-
cedures and Guidelines”.
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336

Adopt the revised Procedure 4.2.3-01-01 tem requirements including format and compli-
“Guide for the Preparation of ITTC Recom- ance of the symbols with the ITTC Symbols
mended Procedures and Guidelines”. and Terminology List.

Adopt the revised Procedure 4.2.3-01-03 Install a system for easy access of member
“Work Instruction for Formatting ITTC Rec- organizations to benchmarks in cooperation
ommended Procedures and Guidelines”. with the Advisory Council.

Adopt the revised ITTC Dictionary Update the ITTC Symbols and Terminol-
ogy List especially with regard to symbols for
uncertainty analysis and water jet drives.
6. RECOMMENDATIONS FOR
FUTURE WORK Stimulate, monitor and support validation
work within the Technical Committees.
Revise and update the existing ITTC Rec-
ommended Procedures according to the com- Observe the development or revision of
ments of Advisory Council, Technical Com- ISO Standards regarding Quality Control.
mittees and the Conference.

Review and edit new ITTC Recommended

Procedures with regard to formal Quality Sys-
Proceedings of 25th ITTC – Volume I

337

Appendix 1

Interim Tasks and Structure of the 26th ITTC

Technical Committees and Group

1. STRUCTURE OF TECHNICAL modelling as a means of predicting full-scale

COMMITTEES behaviour. While maintaining an awareness of
progress, fundamental theoretical studies and
The structure of the Technical Committees fundamental aspects of numerical fluid
remains in principle unchanged from the 25th computation should be covered by other forum.
ITTC. Thus there are five General Committees
and 8 Specialist Committees and 1 Group. Each General Committee will submit a
report on the results of its work to Full
Conference. The conclusions and the
2. TERMS OF REFERENCES FOR THE recommendations of the general Committee
GENERAL AND SPECIALIST should be structured as follows:
TECHNICAL COMMITTEES AND
GROUPS
1. General technical conclusions
2. Recommendations to the Conference,
2.1 General Committees which require Conference actions as
adopting ITTC procedures.
Each General Committee will be 3. Proposals for future work of the
responsible for a general subject area. It will General Technical Committee and
review the state-of-the-art, identify the need for identification of tasks, which may be
research and development, and carry out longer appropriate for Specialist Committees.
terms studies with broad impact. These proposals shall be submitted to
the Advisory Council. The Council will
An important part of the work of the compile these proposals and present
General Committees will be establish them to the Full Conference.
Procedures and Guidelines to help the ITTC
Member Organizations maintain their 2.2 Specialist Committees
institutional credibility with regard to quality
assurance of products and services such as The ITTC Advisory Council will propose
predictions, evaluation and project assurance of Specialist Committees. Each Specialist
designs. The Committee will develop detailed Committee will be responsible for studying a
plans in accordance with Conference specific technical problem. The Specialist
Recommendations and its work should be Committees will be appointed for a limited
directed towards the techniques and duration. It is expected that they will complete
understanding of physical and numerical their tasks within maximum two ITTC periods
Appendix 1

338

(6 years). They shall interact closely with the their technical reports. If the Advisory Council
appropriate General Committees. The tasks of a identifies a need for a new Specialist
Specialist Committee can include to establish Committee when it reviews the draft
and/or Procedures and Guidelines. recommendations of the General Committees,
the Council will prepare and agree a statement
Each Specialist Committee will present a of the technical aims and objectives for the
final report on the results of its work to the Full work of the Specialist Committee.
Conference and interim reports on progress if
the duration of the committee spans more than Independently of the proposals of the
one Conference. The conclusions and the General Committees, the Advisory Council
recommendations of the Specialist Committee will keep under continuous review the
should be structured as follows: requirement for Specialist Committees.

When the advisory Council has agreed the

1. General technical conclusions need for a new Specialist Committee, the draft
2. Recommendations to the Conference, statement of technical aims and objectives will
which require Conference actions as be presented to the Executive Committee for
adopting ITTC procedures. endorsement. If the Executive Committee
3. Proposals for future work of and approves the formation of a new Specialist
identification of tasks, which may be Committee, it will present the proposal to the
appropriate for Specialist Committees. Full Conference for approval..
These proposals shall be submitted to
the Advisory Council. The Council will
compile these proposals and present 4. PROPOSED STRUCTURE OF THE
them to the Full Conference. TECHNICAL COMMITTEES AND
GROUP FOR 26TH ITTC

2.3 Groups
4.1 Technical Committees for the 26th
Groups may be established from time to ITTC
time by the Executive Committee to carry out
specific tasks for the Conference, which are not General Committees
technical issues. Membership of a Group
should not exceed three consecutive terms of
three years, but the Executive Committee may • Resistance
make exceptions. Also normally Groups shall • Propulsion
have fewer members than the Technical
• Manoeuvring
Committees. Such Groups shall be
disestablished upon completion of their • Seakeeping
respective task objectives. • Ocean Engineering

Specialist Committees
3. MECHANISM FOR IDENTIFYING
NEW SPECIALIST TECHNICAL • Uncertainty Analysis
COMMITTEES
• CFD in Ship Hydrodynamics
As part of their Terms of Reference, the • Scaling of Wake Field
General Committee shall consider the need for • Surface Treatment
new tasks and include appropriate proposals in
• High-Speed Craft
Proceedings of 25th ITTC – Volume I

339

• Stability in Waves 6. All procedures for uncertainty analysis in

experiments should follow the ISO (1995)
• Vortex Induced Vibrations ‘Guide to the Expression of Uncertainty in
• Detailed Flow Measurements Measurements’ (also known as ISO-GUM.)

Group 7. Committees that have a task to review ITTC

Recommended Procedures should identify
• Quality System Group and report any changes needed in their first
annual report to the Advisory Council. The
changes approved by the Advisory Council
5. TASKS OF THE TECHNICAL should be implemented in the second year.
COMMITTEES AND GROUPS OF
THE 26TH ITTC 8. Committee reports to the Conference should
be structured in line with the terms of
reference of the committee.
5.1 General Terms of Reference

1. All committees shall observe the terms of 5.2 Terms of References for the General
reference and general obligations. Committees

2. All committees shall identify areas of mutual Resistance Committee

interest with other committees and the
concerned committees shall establish active 1. Update the state-of-the-art for predicting
co-operation in these areas. the resistance of different ship concepts
emphasising developments since the 2008
3. Committees should co-operate with the ITTC Conference. The committee report
Quality Systems Group in their work on should include sections on:
procedures and the Specialist Committee on a. the potential impact of new
Uncertainty Analysis in their work on technological developments on the
uncertainty analysis. ITTC,
b. new experimental techniques and
4. In their work, all committees shall follow the extrapolation methods,
guidelines given in Recommended c. new benchmark data,
Procedure 1.0-03, “General Guideline for d. the practical applications of
the Activities of Technical Committees, computational methods to resistance
Liaison with the Executive Committee and predictions and scaling,
Advisory Council”. e. the need for R&D for improving
methods of model experiments,
numerical modelling and full-scale
5. Procedures must be in the format defined in
measurements.
the Manual of ITTC Recommended
Procedures and they will be included in the
2. Review ITTC Recommended Procedures
ITTC Quality Manual. Symbols and
relevant to resistance (including procedures
terminology should agree with those used in
for uncertainty analysis).
the current version of the ITTC Symbols and
a. Identify any requirements for
Terminology List. If necessary, new
changes in the light of current
symbols should be proposed in collaboration
practice, and, if approved by the
with the Quality Systems Group.
Advisory Council, update them.
Appendix 1

340

b. Identify the need for new consistently for resistance, propulsion and
procedures and outline the purpose the 1978 Powering Performance Prediction
and content of these. Method. Liaise with the Propulsion
c. With the support of the Specialist Committee.
Committee on Uncertainty Analysis,
review and if necessary amend, 8. Continue the tests in the ITTC worldwide
Procedures 7.5-02-02-03, 04, 05 series for identifying facility biases.
and 06 “Uncertainty Analysis Prepare a common calculation sheet to
spreadsheets for measurements of analyze the results of the tests. Check and
resistance, speed, sinkage and trim record the model dimensions regularly.
and wave profile” and Procedure
7.5-03-02-01 “Uncertainty Analysis Propulsion Committee
in CFD Example for Resistance and
Flow to bring them into line with 1. Update the state-of-the-art for predicting
the ISO approach adopted by the for propulsion systems emphasising
ITTC. developments since the 2008 ITTC
Conference. The committee report should
3. Identify the parameters that cause the include sections on:
largest uncertainties in the results of model a. the potential impact of new
experiments, numerical modelling and full- technological developments on the
scale measurements related to resistance. ITTC including new types of
propulsors, azimuthing thrusters and
4. Survey and document the range of practices propulsors with flexible blades,
adopted for turbulence stimulation. Update b. new experimental techniques and
parts of Recommended Procedure 7.5-01- extrapolation methods,
01-01, Model Manufacture which deal with c. new benchmark data,
turbulence stimulation, paying particular d. the practical applications of
attention to different kinds of bulbous bows computational methods to the
and high-speed ships. Liaise with the propulsion systems predictions and
Specialist Committee on High-Speed Craft. scaling,
e. new developments of experimental
5. Review ITTC Recommended Procedures and CFD methods applicable to the
relevant to scaling and extrapolation prediction of cavitation,
methods including theoretical and f. the need for R&D for improving
experimental investigations of the friction methods of model experiments,
line. Note: At the present time the ITTC numerical modelling and full-scale
does not consider introducing a new measurements.
friction line without extensive validation.
2. Review ITTC Recommended Procedures
6. Make the concept of form factor consistent relevant to propulsion (including proce-
in all relevant ITTC procedures. Include dures for uncertainty analysis).
the form factor in the formulation of the a. Identify any requirements for
ITTC 1957 friction line as an option in changes in the light of current
ITTC Recommended Procedure 7.5-02-02- practice, and, if approved by the
01, “Resistance Tests”. Advisory Council, update them.
b. Identify the need for new
7. Review methods used for the scaling of procedures and outline the purpose
appendage resistance, especially in relation and content of these,
to the problem of pod drag scaling. Ensure c. With the support of the Specialist
that the appendage drag scaling is treated Committee on Uncertainty Analysis,
Proceedings of 25th ITTC – Volume I

341

review and if necessary amend, manoeuvring predictions and

Procedure 7.5-02-05-03.3 scaling.
“Waterjets - Uncertainty Analysis f. the need for R&D for improving
Example for Propulsion Test” to methods of model experiments,
bring it into line with the ISO numerical modelling and full-scale
approach adopted by the ITTC. measurements.

3. Identify the parameters that cause the 2. Review ITTC Recommended Procedures
largest uncertainties in the results of model relevant to manoeuvring (including proce-
experiments, numerical modelling and full- dures for uncertainty analysis).
scale measurements related to propulsion. a. Identify any requirements for
changes in the light of current
4. Check the possibility of adopting the practice, and if approved by the
findings of the Powering Performance Advisory Council, update them.
Committee of 25th ITTC for improving the b. Identify the need for new
ITTC-78 method. procedures and outline the purpose
and content of these.
5. Follow developments in the field of podded c. With the support of the Specialist
propulsion with a view addressing the lack Committee on Uncertainty Analysis,
of model-scale and full-scale data in the review and if necessary amend,
public domain noted in procedure 7.5-02- Procedure 7.5-02-06-04, “Force and
03-01.3, “Podded Propulsor Tests and Moment Uncertainty Analysis
Extrapolation”. Investigate the possibility Example for Planar Motion Tests”
of improving the procedure including to bring it into line with the ISO
separating it into logical parts such as approach adopted by the ITTC.
resistance, propulsion, and extrapolation.
Liaise with the Resistance Committee 3. Based on results of the SIMMAN work-
shop held in 2008:
6. Comment on the impact of developments of a. Evaluate capabilities and drawbacks
propellers for ice going ships in the view of of simulation tools.
the increasing operations in ice covered b. Update the procedure 7.5-02-06-03,
waters and changes in regulations. “Validation of Manoeuvring
Simulation Models”.
Manoeuvring Committee
4. Based on results of the SIMMAN
1. Update the state-of-the-art for predicting workshop held in 2008:
the manoeuvring behaviour of ships a. Evaluate the capabilities and
emphasising developments since the 2008 discrepancies of time domain
ITTC Conference. The committee report RANS based simulations,
should include sections on: b. Produce a guideline on validation
a. the potential impact of new and verification of the RANS tools,
technological developments on the and a guideline on the use of these
ITTC tools in the prediction of
b. developments in manoeuvring and manoeuvring capabilities.
course keeping in waves.
c. new experiment techniques and 5. Write a procedure on Uncertainty Analysis
extrapolation methods, for free running model tests based on
d. new benchmark data results of the SIMMAN workshop.
e. the practical applications of
computational methods to
Appendix 1

342

6. Review developments in ship manoeuvring Procedure 7.5-02-07-02.1, “Sea-

in restricted waters (bank effects, muddy keeping Experiments” to bring it
bottoms, ship-ship interaction, etc). into line with the ISO approach
Produce draft outlines of procedures for adopted by the ITTC.
experimental and numerical methods that
will serve as a basis for Recommended 3. Write new procedure on the prediction of
Procedures for manoeuvring in restricted global wave loads. The procedure shall
waters. describe the design of the experiment, the
set-up of the model and instrumentation,
Seakeeping Committee the test and the analysis.
Note: The Seakeeping Committee is primarily
concerned with the behaviour of ships 4. Review methods used to predict power
underway in waves. The Ocean Engineering increase in waves from model tests. The
Committee covers moored and dynamically methods considered should include both
positioned ships and the modelling and those based on experiments in regular
simulation of waves, wind and current. waves and in irregular waves. Write a
section of the committee report describing
1. Update the state-of-the-art for predicting the alternative methods, and identifying
the behaviour of ships in waves those that are best current practice. Write a
emphasising developments since the 2008 new procedure for the prediction of power
ITTC Conference. The committee report increase in waves from model tests. The
should include sections on: new procedure should include the direct
a. the potential impact of new irregular wave method and relevant
technological developments on the material from procedure 7.5-02-07-02.2
ITTC “Prediction of Power Increase in Regular
b. new experiment techniques and Waves from Experiments in Regular Waves.
extrapolation methods, Procedure7.5-02-07-02.2 will be deleted at
c. new benchmark data the conclusion of this task.
d. the practical applications of
computational methods to sea- 5. Organize a workshop on validation and
keeping predictions and scaling. verification of non-linear seakeeping codes,
e. the need for R&D for improving and select or develop a benchmark case for
methods of model experiments, this Workshop. The results of the Work-
numerical modelling and full-scale shop will be used to develop the procedure
measurements. on validation and verification of non-linear
seakeeping computer codes.
2. Review ITTC Recommended Procedures
relevant to seakeeping (including proce- 6. Liaise with the ISSC and the Ocean
dures for uncertainty analysis). Engineering Committee.
a. Identify any requirements for
changes in the light of current Ocean Engineering Committee
practice, and, if approved by the Note: The Ocean Engineering committee
Advisory Council, update them. covers moored and dynamically positioned
b. Identify the need for new ships and floating structures and the modelling
procedures and outline the purpose and simulation of waves, wind and current.
and content of these.
c. With the support of the Specialist 1. Update the state-of-the-art for predicting
Committee on Uncertainty Analysis the behaviour of bottom founded or
review, and if necessary amend, the stationary floating structures including
uncertainty analysis included in moored and dynamically positioned ships
Proceedings of 25th ITTC – Volume I

343

emphasising developments since the 2008 7. Write a procedure for the testing of
ITTC Conference. The committee report dynamic positioning (DP) systems.
should include sections on:
a. the potential impact of new 8. Liaise with the ISSC and the Seakeeping
technological developments on the Committee
ITTC.
b. new experimental techniques,
extrapolation methods, 5.3 Terms of References for Specialist
c. new benchmark data, Committees for the period 2008-2011
d. the practical applications of
computational methods to Specialist Committee on Uncertainty Analysis
prediction and scaling.
e. the need for R&D for improving 1. Monitor new developments in verification
methods of model experiments, and validation methodology and procedures.
numerical modelling and full-scale
measurements. 2. Update the ITTC Recommended Procedure
7.5-03-01-01 “Uncertainty Analysis in
2. Review ITTC Recommended Procedures CFD, Uncertainty Assessment
relevant to ocean engineering (including Methodology and Procedures” to take into
procedures for uncertainty analysis) account the revisions proposed by the
a. Identify any requirements for Resistance Committee of the 25th ITTC.
changes in the light of current
practice, and, if approved by the 3. Evaluate the state-of-the-art for evaluation
Advisory Council, update them. of uncertainty and determine if any
b. Identify the need for new methods have evolved that better represent
procedures and outline the purpose what the ITTC community is using for
and content of these. practical CFD computations.

3. Identify the parameters that cause the 4. Update ITTC Recommended Procedure
largest uncertainties in the results of model 7.5-02-01-03, “Density and Viscosity of
experiments, numerical modelling and full- Water”.
scale measurements related to ocean a. Revise the formulae recommended
engineering. by the ITTC, for the density,
viscosity, and vapour pressure of
4. Conduct a study of numerical computations water,
in comparison with existing benchmark b. Develop uncertainty expressions for
data for these equations.
a. Wave run-up on a fixed vertical c. Review existing procedures and
cylinder. propose changes to ensure
b. Vortex shedding from a circular consistent use of this information.
cylinder for forced oscillation and
fixed in a current. 5. Write an ITTC Recommended Procedure:
“Uncertainty Analysis for the 1978 ITTC
5. Propose benchmark tests to investigate the Powering Prediction Method”, including a
hydrodynamic damping due to mooring realistic example. Liaise with the
lines. Propulsion Committee.

6. Develop guidelines for hydrodynamic 6. Complete the revision of Procedures 7.5-

testing of marine renewable energy devices. 02-03-01.2 “Uncertainty Analysis Example
for Propulsion test” and 7.5-02-03-02.2
Appendix 1

344

“Uncertainty Analysis Example for open manoeuvring, seakeeping and steady and
water test” unsteady flow field prediction at model and
full scale.
7. Work with other technical committees to
develop or revise procedures related to 2. Review the impact on CFD of different
uncertainty analysis. modelling techniques, such as particle
methods or Cartesian grid methods.
8. Support the committees that have the task
of harmonizing the ITTC Recommended 3. Identify the need for research in the
Procedures that contain uncertainty analysis treatment of:
with the ISO approach. Coordinate the a. the free surface, unsteady flows, and
work and review proposed revisions. accurate modelling of turbulence,
b. surface roughness and the ability to
Specialist Committee on CFD in Ship correlate the full-scale computation
Hydrodynamics with real ship data.

Computational capabilities are making progress 4. Define which benchmark data are needed
in the design and evaluation processes for for CFD validation. Include the
many vehicles of interest including marine requirement for experimental data.
vehicles. Although inviscid methods are still
often used, RANS codes, DES, LES and DNS 5. Liaise with the organizing committee for
are starting to play a larger role in the study of the 2010 CFD workshop in Goteborg.
viscous flow fields generated by marine (Note: There have been initial discussions
vehicles. It is inevitable that these methods between the ITTC AC and Professor L.
will have an even larger role in the future as Larsson, Chalmers University of
computer power increases and the application Technology, that the Specialist committee
of such codes matures even further. However, on CFD could be a reference group or
it will still take considerable effort to have the discussion partner to the organizing
confidence in these methods that currently exist committee of the 2010 CFD workshop).
with the same level as in model tests, since grid
resolution, turbulence modeling and other Specialist Committee on Scaling of Wake Field
sources of uncertainties are still major factors
which affect the accuracy of solutions. In 1. Define the physical nature of wake.
ITTC as the range of application of CFD has
been extended the issues have been discussed 2. Review the existing scaling methods and
in several committees, (Resistance, available full-scale data.
Manoeuvring, Propulsion and Seakeeping
Committees for example). The purpose of this 3. Review the applicability of CFD methods
specialist committee is to comprehensively for the prediction of full-scale wake. Liaise
review the past work on the areas treated with the Specialist Committee on CFD in
separately by those committees. General Ship Hydrodynamics.
conclusions on the status of practical
applications of CFD and suggestions for future 4. Address the available options for
CFD applications will be beneficial to all simulating full-scale wake both numerically
members of ITTC. and experimentally including the
limitations of existing test procedures.
1. Review from an interdisciplinary Liaise with Specialist Committee on
perspective, the current status of CFD in Detailed Flow Measurement.
areas of importance to the ITTC. Include
resistance, propulsion, propulsors,
Proceedings of 25th ITTC – Volume I

345

5. Write guidelines for methods of scaling of a. Check the need for changes to the
wake fields. existing extrapolation laws.
b. Study the roughness allowance for
Specialist Committee on Surface Treatment high-speed and conventional ships
(hull, appendages and propellers).
Ship coating systems have a big influence
on the performance of a ship. A big step in the Specialist Committee on High-Speed Craft
past was the so-called self-polishing paints
because they guaranteed no resistance increase 1. Review and identify numerical and
over a long period. The KS value changed from experimental developments for the
KS = 150E-6 m to KS = 100E-6 m or lower. prediction of the behaviour of high-speed
With the development of the environmental craft, especially multi-hull vessels,
consciousness the use of these paints is not addressing seakeeping, powering,
longer permitted and the paint manufacturers manoeuvring, far field waves and wash, air
have developed new paints such as silicon resistance and stability.
based ones or others with a very hard and
smooth surface. The experience with these 2. Identify validation data for new designs
paints regarding correlation is very poor from appropriate for benchmarking purposes.
the viewpoint of model basins. Furthermore Include relevant data about the ship
propellers are also painted nowadays and the geometry and loading condition, allowing
paint manufacturers give figures for lower the validation of numerical techniques in
resistance and higher efficiency that must be realistic conditions including some or all of
reflected by the community. The purpose of the major challenges: large domains,
this committee is to review the work done in complex bathymetry and unsteady effects.
the past and to draw general conclusions
concerning the practical impact on ship 3. Review, identify any requirements for
performance, mainly from the correlation point changes and, if approved by the Advisory
of view. Council, update ITTC Recommended
Procedures applicable to high-speed craft.
1. Review state of the art of different surface
treatment methods. 4. Update the ITTC Symbols List for high-
speed craft, especially with respect to
2. Review the possible impact on ship waterjet propulsion, taking into account
performance in the following areas in the ISO 31 “The principles of Notation” and
light of the recent rapid development of making the symbols consistent in the
coating systems: procedures for high-speed craft.
a. resistance (friction line),
b. propeller characteristics, Specialist Committee on Stability in Waves
c. cavitation behaviour,
d. comfort (propeller induced noise), 1. Update the state-of-the-art for predicting
e. acoustic signature. the stability of ships in waves, emphasising
developments since the 2008 ITTC
3. Review the existing measurement methods Conference. The committee report should
for surface roughness at model-scale and at include sections on:
full-scale. a. the potential impact of new
technological developments on
4. Propose methods that take in account existing ITTC procedures,
surface roughness and other relevant b. new experiment and extrapolation
characteristics of coating systems in model methods and the practical
testing. applications of computational
Appendix 1

346

methods to stability predictions 3. Prepare standard nomenclature for VIV and

and scaling, VIM investigations.
c. the need for R&D for improving
methods of model experiments, 4. Write a procedure for VIV and VIM testing
numerical modelling and full- for marine applications
scale measurements,
d. the development of vulnerability Specialist Committee on Detailed Flow
criteria and assessment methods Measurements
for intact ships considered by the
IMO and navies. Understanding the complex and nonlinear
phenomena by detailed flow field and wave
2. Write a section of the committee report field measurement has been one of the
describing various cases and methods for important advancements in ship
numerical prediction of capsizing. This hydrodynamics. For this purpose, the
section shall serve as a framework for simultaneous multi-point measurements (plane
future development of procedures for or volume) using images are required. Some
numerical predictions of capsizing of ships. image based measurement systems have been
Develop a procedure for the prediction of used in ship hydrodynamics and also used in
capsizing of a damaged RoRo ship in the towing tanks and full scale ships recently.
irregular beam waves. Recently, some experiments have been
conducted using image based measurement
3. Carry out a benchmark test study of techniques to provide detailed field data for
numerical codes for predicting onset and benchmarking of ship hydrodynamics unsteady
the magnitude of parametric roll in head CFD codes.
seas by using experimental data selected by
the 25th Committee and identify crucial 1. Review up to date measurement systems
elements for accurate predictions. and methods available for ship
hydrodynamics flow field measurements.
4. Review numerical techniques for assessing
the survival time of damaged passenger 2. Describe applications of PIV, Stereo PIV,
ships and identify experimental data for LDV, PTV, holography, on and off around-
their validation. the-hull flow measurements, including flow
separation, wake, vortex strength etc.
5. Develop a procedure for numerical Figure 1, below, is an example of how a figure
estimation of roll damping moment of used in a single column should be arranged on
intact and damaged ships. the page.

Specialist Committee on Vortex Induced

Vibrations 5.4 Terms of Reference for the Groups

1. Update the state-of-the-art for predicting Quality Systems Group

vortex induced vibrations and motions
emphasising developments since the 2008 1. Maintain the Manual of ITTC
ITTC in various current profiles at ultra- Recommended Procedures and Guidelines.
deep water. Co-ordinate the modification and and re-
editing of the existing procedures according
2. Organize, conduct and report the results of to the comments made by ITTC member
benchmark VIV tests. organizations at the Conference and by the
Technical Committees.
Proceedings of 25th ITTC – Volume I

347

2. Support technical committees in their work

on Recommended Procedures. Supply the
chairmen of the new committees at the
beginning of the period with the WORD
versions of the relevant procedures,
and the WORD template for the
production of new procedures. Inform
them which ITTC Recommended
Procedures to follow when reviewing or
producing new procedures.

3. Update the ITTC Symbols and

Terminology List.

4. Cross-check the ITTC Symbols List and the

Dictionary with other standards e.g. ISO
Standards.

5. Stimulate, monitor and support validation

work within the Technical Committees.

6. Define benchmark data

7. Organize the storage and publication of

benchmark data (website access)
Specialist Committee on Stability in Waves

640
Proceedings of 25th ITTC – Volume I
349

Appendix 2
Form for curriculum vitae of Nominees to
ITTC Technical Committees
Specialist Committee on Stability in Waves

640
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351

Appendix 3
Technical Committees Members
Performance Evaluation Sheet
Specialist Committee on Stability in Waves

640
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353

Appendix 4
Application Form to
ITTC Membership
Specialist Committee on Stability in Waves

640
Proceedings of 25th ITTC – Volume I
355

Appendix 5
Rules of International Towing Tank Conference
(Current Version)

1. AIMS
The primary task of the International Tow- 2.4. Establishing procedures and guidelines to
ing Tank Conference is to stimulate progress in help the member organisations to maintain
solving the technical problems that are of their institutional credibility with regard to
importance to towing tank Directors and Su- quality assurance of products and services,
perintendents who are regularly responsible for such as, performance prediction and evaluation
giving advice and information regarding full- of designs by either experimental or computa-
scale performance to designers, builders and tional means.
operators of ships and marine installa-tions
based on the results of physical and nu-merical 2.5. Recording and publishing discussions tak-
modelling. The Conference also aims at ing place at ITTC meetings.
stimulating research in all fields in which a
better knowledge of 'the hydrodynamics of 3. MEMBERSHIP
ships and marine installations is needed to Membership of the Conference shall be
improve methods of model experiments, nu- open to all towing tanks or model test laborato-
merical modelling and full-scale measure- ries that regularly have direct responsibilities to
ments; at recommending procedures for gen- the designers, builders and operators of ships
eral use in carrying out physical model ex- and marine installations, and also to other or-
periments and numerical modelling of ships ganisations that contribute to the aims of the
and marine installations; in validating the ac- Conference. Each such organisation shall sat-
curacy of such full-scale predictions and isfy the Executive Committee that it is eligible
measurements for quality assurance; at for- for membership. Each Member Organisation
mulating collective policy on matters of com- shall be represented by its Director, Superin-
mon interest and at providing an effective or- tendent or an equivalent. In addition, the Ex-
ganisation for the interchange of information ecutive Committee may invite individuals who
on such matters. have contributed and/or can contribute signifi-
cantly to the aims of the Conference to take
2. ACTIVITIES part in the work of the Conference.
The aims of the Conference shall be pur-
sued by: 4. ORGANISATION

2.1 Stimulating research into specific topics. 4.1. Conference

2.2. Organising and encouraging meetings to The Full Conference 1 will consist of the
review progress in this research. representatives of the Member Organisations,
2.3. Making such recommendations and deci-
sions on joint action and policy as seem desir- 1
Full Conference is defined as the meeting of all
able to the members of the Conference. members that takes place every three years.
Appendix 5

356

members of the Technical Committees and for the term of one Conference.
Groups, and such additional individuals who The Executive Committee shall implement
are invited and approved by the Executive the decisions of the Full Conference. It pro-
Committee and satisfy the membership re- poses Members and the Chairs of Technical
quirements of Paragraph 3. The Full Confer- Committees and Groups for appointment by the
ence shall determine its policies, decide the Full Conference. It replaces Technical Com-
subject matters to be considered, elect the mittee and Group members as necessary be-
Chair of the Executive Committee, elect the tween Full Conferences.
Chair of each Technical Committee or Group
and appoint members to the Technical Com- 4.3. Advisory Council
mittees and Groups. The Advisory Council shall recommend to
the Executive Committee subjects to be con-
4.2. Executive Committee sidered, bearing in mind that the primary aim
The Executive Committee shall normally of the Conference is to solve technical prob-
consist of seven full-voting members, six of lems of importance to Tank Directors and Su-
them being the current six geographic Area perintendents. It will review the Recommenda-
Representatives. An Area Representative shall tions of the Technical Committees and advise
be selected on a geographic basis by member the Executive Committee accordingly.
organisations of that particular geographic area The Member Organisations to be repre-
and, where at all possible, should represent a sented on the Advisory Council shall be pro-
member organisation of the Advisory Council. posed by the Executive Committee for ap-
Exceptions to the Area Representative being pointment by the Advisory Council. Such or-
from a member organisation of the Advisory ganisations have to satisfy the following condi-
Council shall be approved by the Executive tions:
Committee. Each Area Representative shall a. Shall carry out a substantial portion of their
normally serve for two terms. Each region shall work for clients and shall be able to dem-
decide on its own Procedure for selection (elec- onstrate a prior and ongoing responsibility
tion) of its Area Representative. The Chair of for the prediction of performance of actual
the next Executive Committee shall be elected vessels and marine installations. Substantial
by a Full Conference the end of that Confer- portion of their work means that a substan-
ence and act as Chair until the end of the next tial portion of their income comes from cli-
Full Conference. The new Chair of the Execu- ents ordering work. These clients could be
tive Committee will be the Chair of the Con- commercial clients, government organisa-
ference and the representative of the Member tions, or other organisations within the
organisation who will organise the Full Con- same company.
ference. In addition to the foregoing members b. Shall have a long history of work in support
of the Executive Committee, the Chair and of the ITTC as evidenced by membership
Secretary of the Advisory Council the past of Committees and Groups, providing data
Chair of the Executive Committee will be non- in support of Committee and Group works,
voting ex-officio members of the Executive or making written contributions to Commit-
Committee. The past Chair may be as Vice- tees and Groups.
Chair of the Committee. Should the past Chair c. Shall have the capability of performing a
be the representative of a geographic area then variety of investigations within the scope of
that person will be a full member of the Execu- the ITTC.
tive Committee. The Secretary of the Executive No limit is put on the total number of mem-
Committee is elected by the members of the bers. However, each member of the Advisory
Executive Committee and will normally serve Council must be confirmed as a member every
Proceedings of 25th ITTC – Volume I
357

six years in order to remain a member of the 4.4. Technical Committees

Advisory Council. They must re-establish that The Technical Committees will consist of
they meet the criteria a, b and c. In addition, two types. One type will be on "General Sub-
they must have had a record of regular atten- ject Areas" (General Committees), such as:
dance at meetings of the Advisory Council and Resistance, Propulsion, Manoeuvring, Loads
the Full Conference and meaningful contribu- and Responses, and will be continuing commit-
tion to the Advisory Council. Half the member tees. The other type will be on "Specialty Sub-
organisations will be confirmed every three ject Areas" (Specialist Committees), such as:
years. The Advisory Council will establish the Waterjets, where a specific technical problem
procedure for confirmation. needs to be addressed and, as such, will be a
Member Organisations of the ITTC, who limited-duration committee.
satisfy the criteria a, b, and c, may nominate The Technical Committees shall develop
their representative on the Advisory Council, detail technical plans in accordance with Con-
accepting that this representative will be their ference recommendations. The work of all
sole voice in the policy of the ITTC. Technical Committees should be directed to-
The representative should be a senior tech- wards the techniques and understanding of
nical member of the management of the Mem- physical and numerical modelling as a means
ber Organisation, able to contribute to technical of predicting full scale behaviour. While main-
discussions on hydrodynamic testing, numeri- taining an awareness of progress, fundamental
cal modelling and full scale measurement, and theoretical studies and fundamental aspects of
with the authority to commit the organisational numerical fluid computation should be covered
support for the work of the ITTC, such as, pro- by other forums such as ONR or Numerical
viding personnel to serve on the Technical Ship Hydrodynamics symposia, etc.
Committees or Groups, or undertaking specific The conclusions and recommendations of
tasks. the Technical Committees should be structured
Each member of the Executive Committee into three separate parts: (1) General technical
will be an ex-officio member of the Advisory conclusions; (2) Recommendations to the Con-
Council if he/she is not already a member in ference on carrying out or reporting work re-
his own right as a representative of a member quiring Conference action (e.g., testing tech-
organisation. niques, symbols, prediction techniques, etc.);
In the event of the nominated representative and (3) Recommendations for future work of
being unable to attend, the relevant Member the Committee. In particular, (2) and (3) should
Organisation may send an alternate representa- be concrete and specific.
tive with either full authority satisfying the Written contributions to the program of
foregoing paragraph, or as an observer. The work of a Technical Committee may be sub-
level of authority must be conveyed in writing mitted to its Chair by any member of the Con-
to the Advisory Council by the Member Or- ference on his/her own behalf or on behalf of
ganisation before the meeting. any other individual. Each Technical Commit-
The Chair, Vice-Chair and Secretary of the tee may include a short abstract of any such
Advisory Council shall be elected by its mem- contributions in its report, with an indication of
bers between one year and one-half year prior the source from which the full report may be
to the next Full Conference. The election will obtained. Conference proceedings and techni-
be by secret ballot if so desired by any mem- cal reports are not to be used as vehicles for
ber. disseminating technical papers.
They shall take office immediately Each Technical Committee shall normally
following the end of this Full Conference. consist of not more than eight members, in-
cluding the Chair The Chair and members
Appendix 5

358

should in all cases be selected for their per- 4.5. Groups

sonal contributions to, interest in, and ability to Groups may be established from time to
contribute to the subject area of that Technical time by the Executive Committee to carry out
Committee. Qualifications as well as balanced specific tasks for the Conference which are not
geographic representation shall be considered specific technical issues. Examples of such
in the selection process. For General Commit- Groups are the Symbols and Terminology
tees, each geographic area will be allowed to Group and the Quality Systems Group. Mem-
present to the Executive Committee a "curricu- bership on a Group should not exceed three
lum vitae" of only one candidate for each consecutive terms of three years, but the Ex-
Technical Committee and once the first six ecutive Committee is privileged to make ex-
positions have been successfully filled, then ceptions. Also, Groups normally shall have
each geographic area who wishes to nominate fewer members than the Technical Commit-
an additional candidate may place a “curricu- tees. Such Groups shall be disestablished upon
lum vitae" of another candidate forward for the completion of their respective task objectives.
two resuming positions on that Technical
Committee. For Specialist Committees each 5. MEETINGS
geographic area may nominate any number of
candidates. The membership of each Technical 5.1. Meetings
Committee shall be reviewed by the Confer- Meetings of the Executive Committee,
ence at intervals of not more than three years. Technical Committees, Groups and the Advi-
Membership on a single Technical Committee sory Council shall be held whenever their
should not exceed three consecutive terms of members consider them necessary. However,
three years. No person may serve on more than there should be no more than four meetings of
one Technical Committee at any one time. Ad- a Technical Committee or Group between Full
ditionally, the member organisation sponsoring Conferences.
the candidate must have agreed to support the
candidate financially in carrying out his/her 5.2. Conferences
committee work and travel to committee meet- Full Conferences will meet at three-year in-
ings. tervals but the Full Conference may alter this
A Technical Committee member who is interval at any time. Invitations from member
unable to continue in Committee work will be organisations to host the Full Conference of the
replaced according to the following guidelines: next interval must be sent to the Executive
a. The name of the replacement Technical Committee, through their Area Representative,
Committee member may be suggested by a at least one year before the Full Conference of
Member Organisation, the pertinent Tech- the current interval. The Executive Committee
nical Committee Chair, or the Executive and the Full Conference should ensure a bal-
Committee Area Representative of the anced rotation of the Full Conference venue
member to be replaced. among the six geographic areas.
b. The Technical Committee Chair and the The host country may invite observers to
above Executive Committee Area Repre- attend the Full Conference but they may not
sentative will jointly recommend the name take any active part in its work apart from con-
of the replacement member to the Execu- tributing verbally to technical sessions. The
tive Committee. detailed organisation of each Full Conference
c. The Executive Committee appoints the new is the responsibility of the host country, which
Technical Committee member. will also arrange for the preparation and publi-
cation of the Proceedings of that Full Confer-
ence.
Proceedings of 25th ITTC – Volume I
359

Each Full Conference will include Techni- Germany

cal Sessions at which the Reports and Recom- The Netherlands
mendations of the Technical Committees may United Kingdom
discussed by all Delegates; no discussion will
East Asia China
be permitted that is not directly related to the
South Korea
Report and Recommendations under considera-
tion. Northern Europe Denmark
Following the Technical Sessions, each Finland
Technical Committee will recast its recom- Norway
mendations, if necessary. The Advisory Coun- Poland
cil will review these Recommendations and Russia
advise the Executive Committee accordingly. Sweden
At Final Session of the Full Conference, these
Pacific Islands Australia
Recommendations will be presented for ap-
India
proval.
Indonesia
Japan
6. COMPOSITION OF EXECUTIVE
COMMITTEE BASED ON GEO- Southern Europe Bulgaria
GRAPHIC AREAS Croatia
France
6.1 The Executive Committee shall consist of Greece
seven full-voting members. Israel
Italy
6.2 The President and host of the next Full
Romania
Conference shall be Chair.
Spain
6.3 There shall be six Area Representatives, Turkey
one belonging to each of the Geographic
Areas given in Section 8. 8. GENERAL ADDITIONAL GUIDE-
LINES FOR THE OPERATION OF THE
6.4 The representative of each geographic area
ITTC
will be appointed at least one-half year
prior to the Full Conference by the member
No delegate should serve in more than one
organisa-tions of that area.
official capacity or on more than one Techni-
cal Committee, of the ITTC at the same time.
7. LIST OF GEOGRAPHIC AREAS
An official capacity2 is considered to be:
Name of Region Countries included a. Membership of the Executive Committee.
b. Chair and Secretary of the Advisory Coun-
America Argentina
cil
Brazil
c. Chair of a Technical Committee or Group
Canada
Chile
Ecuador
Mexico
USA 2
While membership of a Committee or Group is not
Venezuela included in this definition, it is generally expected that
delegates will not perform in such a capacity in addition
Central Europe Austria to a. or b., except for short periods of time at the ex-
Belgium pressed recommendation of the Executive Committee.
Specialist Committee on Stability in Waves

640
Proceedings of 25th ITTC – Volume I
361

Appendix 6
Rules of International Towing Tank Conference
(Proposal of the Revised Version)

1. DESCRIPTION modelling and full scale measurements of ships

and marine installations;
The International Towing Tank Conference
(ITTC) is a world-wide independent association (e) To validate the accuracy of full-scale pre-
of hydrodynamics research organizations that dictions for quality assurance;
operate towing tanks or similar model test
laboratories. ITTC members support the (f) To formulate collective policy on matters of
designers, builders and operators of ships and common interest;
marine installations by giving advice and
information regarding the performance, safety (g) To provide an effective organization for the
and environmental impact of ships and marine interchange of information.
installations using the results of physical model
tests, numerical modelling and full-scale
measurements. 3. ACTIVITIES

The aims of the ITTC shall be pursued by:

2. AIMS
(a) Stimulating research into specific topics;
The aims of the ITTC are:
(b) Organizing and encouraging meetings to
(a) To stimulate progress in solving the tech- review progress in this research;.
nical problems which are of importance to
towing tank organizations and model test labo- (c) Making such recommendations and deci-
ratories; sions on joint action and policy as seem
desirable to the members of the ITTC;
(b) To stimulate research in areas in which a
better knowledge is required in order to (d) Establishing procedures and guidelines to
improve methods of predicting the full-scale help the member organizations to maintain
hydrodynamic performance of ships and marine their institutional credibility with regard to
installations; quality assurance of products and services, such
as, performance prediction and evaluation of
(c) To stimulate the improvement of methods designs by either experimental or
of model experiments, numerical modelling computational means;
and full-scale measurements;
(e) Recording and publishing discussions
(d) To recommend procedures for carrying out taking place at ITTC meetings.
physical model experiments, numerical
Appendix 6

362

that take place during the Conference.

4. MEMBERSHIP
Roles and responsibilities
Membership of the ITTC shall be open to all
towing tank organizations or model test 5.2. The Full Conference shall:
laboratories that carry out hydrodynamic work
in support of the designers, builders and (a) Determine the policies of the ITTC;
operators of ships and marine installations, and
to other organizations that contribute to the (b) Approve changes to the rules of the ITTC;
aims of the ITTC.
(c) Appoint the Chairman of the Executive
Applications for membership shall be made to Committee and the ITTC Secretary;
the Executive Committee through the ITTC
Secretary. Each such organization shall satisfy (d) Appoint the Chairman and members of
the Executive Committee that it is eligible for each technical committee or group;
membership.
(e) Approve financial reports and plans and the
Each member organization shall be represented ITTC membership fee;
by its director or other senior officer having the
authority to bind the member organization in (f) Approve the host organization for the next
matters relating to the ITTC (the designated Conference;
representative).
(g) Approve terms of reference for technical
A membership fee shall be payable by all committees and groups;
member organizations. The Executive
Committee shall propose the fee for the next (h) Approve recommended procedures and
three years for approval by the Full Conference. guidelines.
The fee shall be payable on October 1st of the
year in which the triennial conference (the 5.3. Only member organizations are eligible to
Conference) is held. vote. The vote shall be exercised by the
designated representative of the organization
A member organization, which has not paid the and no organization shall be entitled to more
fee by May 31st in the year following the than one vote. A designated representative
Conference, shall no longer be a member who is unable to attend the meeting may
organization of ITTC and the name of the choose to delegate the voting rights of the
organization shall be removed from the member organization to another employee of
membership list. The Executive Committee the organization. The designated
may extend this deadline if unusual financial or representative must inform the Chairman of the
administrative circumstances delay the Executive Committee of the name of the
payment of the fee. alternate before the start of the general session
at which the vote will take place. Postal or
email votes shall not be allowed.
5. FULL CONFERENCE
5.4. Voting may be by secret ballot or a show
5.1. The Full Conference comprises the desig- of hands as determined by the Executive
nated representatives of member organizations Committee. An affirmative vote of at least 2/3
eligible to vote and present at general sessions of members present shall be required to carry a
Proceedings of 25th ITTC – Volume I
363

motion. (d) The host organization for the next Confer-

ence;
5.5. A record of the decisions of the Full
Conference shall be published in the pro- (e) A financial plan and the ITTC membership
ceedings of the Conference. fee.

6.3. In order to pursue the aims of the ITTC

6. EXECUTIVE COMMITTEE the Executive Committee may initiate formal
interactions or collaborations between the
Roles and responsibilities ITTC and other organizations (for example the
IMO or ISSC). The Executive Committee may
6.1. The Executive committee shall: require technical committees to carry out
specific tasks in support of such interactions.
(a) Implement the decisions of the Full Con-
ference; 6.4. Votes by the Executive Committee may
be by a show of hands or secret ballot at the
(b) Represent the ITTC between Conferences; call of the Chairman. A simple majority shall
carry a motion.
(c) Replace members of technical committees
or groups as necessary between Conferences; 6.5. The Executive Committee shall meet at
least three times between Conferences.
(d) Accept new member organizations to the
ITTC; Membership

(e) Manage the income from the ITTC mem- 6.6. The Executive Committee shall normally
bership fees and any amounts transferred from consist of seven full-voting members including
the Advisory Council. the Chairman.

(f) Approve the arrangements and associated (a) There shall be one representative from each
costs and registration fees for the Conference; of the six geographic areas listed in Annex A.
(the area representative). Where at all possible,
(g) Prepare a report on its activities for pres- the area representative shall represent a
entation at a general session of the Conference. member organization of the Advisory Council.
The Executive Committee may approve excep-
6.2. The Executive Committee shall propose tions to the area representative being from a
the following for approval by the Full Con- member organization of the Advisory Council.
ference: Each area representative shall normally serve
for two terms of three years each. The area
(a) The Executive Committee Chairman, ITTC representatives shall be appointed at least one-
Secretary and members and Chairmen of half year prior to the Conference by the
technical committees and groups; member organizations of that area. Each
region shall decide on its own procedure for
(b) The terms of reference of technical com- selection (election) of its area representative.
mittees and groups;
(b) The Chairman of the next Executive
(c) Recommended procedures and guidelines; Committee shall be appointed by the Full
Conference at the end of the Conference and
Appendix 6

364

act as Chairman until the end of the next 7.1. The Advisory Council proposes to the Ex-
Conference. The Chairman of the Executive ecutive Committee the topics that should be
Committee is usually the designated repre- addressed by the ITTC, bearing in mind that
sentative of the member organization that will the primary aim of the ITTC is to solve
host the next Conference, but the Executive technical problems of importance to towing
Committee may propose as its Chairman the tank organizations. It proposes new specialist
designated representative of any member committees and recommends terms of
organization in the area where the next reference for all technical committees based on
Conference will be held. The Vice-Chairman of input from technical committees, ITTC
the Executive Committee shall be elected by members at large and the expertise and
the Executive Committee from its members. priorities of Advisory Council members.

6.7. The following shall be ex-officio non- 7.2. The Advisory Council proposes recom-
voting members of the Executive Committee: mended procedures and guidelines to the
Executive Committee based on proposals by
(a) The Chairman of the Advisory Council technical committees and groups.

(b) The past Chairman of the Executive 7.3. The Advisory Council may provide advice
Committee. If the past Chairman is the or recommendations to the Executive
representative of a geographic area then that Committee on any other topics agreed by the
person shall be a full voting member of the Chairmen of the Executive Committee and
Executive Committee. Advisory Council.

(c) The Conference Organizer, if that person is 7.4. The Advisory Council may set up mecha-
not a member of the Executive Committee. nisms to support and monitor the work of
Technical Committees. The Advisory Council
6.8. The Executive Committee Secretary shall may communicate with technical committees
be proposed by Chairman of the Executive through the ITTC Secretary.
Committee for approval by the Executive
Committee and shall normally serve for the 7.5. Votes on matters other than the appoint-
term of one Conference. ment of the Chairman or vice-Chairman may
be by a show of hands or secret ballot at the
6.9. The Executive Committee Secretary shall call of the Chairman. A simple majority shall
work in support of the Executive Committee carry a motion.
and carry out duties assigned by the Executive
Committee. The duties may include work 7.6. The Advisory Council shall meet at least
relating to the organization of the next Confer- three times between Conferences at times and
ence such as making detail arrangements for places coordinated with meetings of the
the Conference, editing and publishing the Executive Committee.
proceedings and communicating with member
organizations concerning the Conference.
Membership

7. ADVISORY COUNCIL 7.7. The Executive Committee appoints

members to the Advisory Council.
Roles and responsibilities Applications for membership shall be made to
the Executive Committee through the area
Proceedings of 25th ITTC – Volume I
365

representative. Each such organization must representative. In the event of the designated
satisfy the Executive Committee that: representative being unable to attend a meeting,
the member organization may send an alternate
(a) It carries out a substantial portion of its who shall be a senior technical member of the
work for clients and is able to demonstrate a management of the member organization, able
prior and ongoing responsibility for the to contribute to technical discussions on
prediction of performance of actual vessels and hydrodynamic testing, numerical modelling
marine installations. Substantial portion of and full-scale measurement.
work means that a substantial portion of the
income to their model test laboratories comes 7.10. Each member of the Executive
from contracts for clients. These clients may be Committee shall be an ex-officio member of
commercial clients, government organizations, the Advisory Council if he/she is not already a
or other organizations within the same member in his own right as a representative of
company; a member organization.

(b) It has a long history of work in support of 7.11. The Chairman and vice-Chairman of the
the ITTC as evidenced by membership of Advisory Council shall be elected by its
Committees and Groups, providing data in members between one year and one-half year
support of committee and group work, or prior to the next Conference. The election shall
making written contributions to committees and be by secret ballot, the candidate with the
groups; maximum number of votes shall be elected.
The Chairman shall take office immediately
(c) It operates at least two model test facilities following the end of this Conference.
and has the capability of performing a variety
of experimental and numerical investigations 7.12. Secretarial support to the Advisory
within the scope of the ITTC. Council shall be provided by the ITTC
Secretary.
7.8. No limit shall be put on the total number
of members. However, the Executive Com- Advisory Council fee
mittee shall confirm the membership of each
member of the Advisory Council once every 7.13. Advisory Council members shall pay a
six years. In order to remain a member of the fee to provide sufficient money to cover the
Advisory Council members must demonstrate cost of the additional workload on the ITTC
to the Executive Committee that they meet the Secretary of performing secretarial duties
criteria (a), (b) and (c) and that in addition, directly for the Advisory Council. The fee
they have had a record of regular attendance at shall be approved by the Advisory Council and
meetings of the Advisory Council and the Full paid at the same time and under the same
Conference and have made meaningful contri- conditions as the ITTC membership fee. The
butions to the Advisory Council. Half the Advisory Council shall be responsible for
Advisory Council member organizations shall managing the income from the Advisory
be confirmed every three years. The Advisory Council fee.
Council shall recommend the process for
confirmation to the Executive Committee. 8. TECHNICAL COMMITTEES

7.9. Member organizations appointed to the Roles and responsibilities

Advisory Council shall be represented on the
Advisory Council by their designated ITTC 8.1. The technical committees carry out the
Appendix 6

366

technical work of the ITTC defined in their committee.

terms of reference. The results shall be
documented in reports published in the 8.5. A technical committee may make informal
proceedings of the Conference. contact with technical committees of other
organizations which may be working in areas
8.2. The technical committees shall consist of of interest to the ITTC committee.
two types. One type on "general subject areas"
(general committees), such as: Resistance, 8.6. The report of a technical committee shall
Propulsion and Manoeuvring, shall be reflect the opinion of the complete committee.
continuing committees. The other type on If the committee is unable come to a consensus,
"special subject areas" (specialist committees), the different opinions of committee members
such as Waterjets, where a specific technical shall be published. The length, structure and
problem needs to be addressed shall be of format of the report shall be in accordance with
limited duration. guidelines set by the Executive Committee.
The conclusions shall be structured into two
8.3. Technical committees shall develop separate parts:
detailed plans in accordance with their terms of
reference. The work of all technical committees (a) General technical conclusions;
shall be directed towards the techniques and
understanding of physical and numerical (b) Recommendations to the Full Conference to
modelling as a means of predicting full-scale adopt new or revised Recommended
behaviour. While maintaining an awareness of Procedures or Guidelines.
progress, fundamental theoretical studies and
fundamental aspects of numerical fluid compu- 8.7. Technical committees may make
tation shall be covered by other forums, such as proposals for future work in the subject area
the ONR Symposium on Naval Hydrodynamics covered by the committee. Such proposals
or Conference on Numerical Ship Hydro- shall be communicated to the Advisory Council
dynamics. through the ITTC Secretary.

8.4. Technical committees may contact mem- 8.8. Reporting schedules for the technical
ber organizations to request assistance (for committees shall be set by the Executive
example, by completing a questionnaire, Committee and communicated by the ITTC
participating in comparisons of the results of Secretary.
experiments or calculations or providing other
information) or accept offers assistance from 8.9. Technical committees shall meet no more
member organizations or individuals to help than four times between Conferences.
them carry out their work. Written
contributions to the program of work of a Membership
technical committee may be submitted to its
Chairman by any member organization or 8.10. Each technical committee shall normally
individual. The technical committee may consist of not more than eight members,
include a short abstract of any such including the Chairman. The Chairman and
contribution in its report, with an indication of members shall in all cases be selected for their
the source from which the full document may personal contributions to, interest in, and ability
be obtained. The conclusions and to contribute to the subject area of that
recommendations published in the committee technical committee. Formal qualifications and
report are the sole responsibility of the a balanced geographic representation shall also
Proceedings of 25th ITTC – Volume I
367

be considered in the selection process. The (d) The Executive Committee shall appoint the
organization sponsoring the candidate must new technical committee member.
have agreed to support the candidate financially
in carrying out his/her committee work and
travel to committee meetings. 9. GROUPS

8.11. For general committees, each geographic 9.1. The Executive Committee may establish
area shall be allowed to present to the groups to carry out specific non-technical tasks
Executive Committee a "curriculum vitae" of for the ITTC. Examples of groups are the
only one candidate for each committee. Once Symbols and Terminology Group and the
the first six positions have been successfully Quality Control Group. Groups may have fewer
filled, each geographic area that wishes to members than the technical committees.
nominate an additional candidate may put a Membership on a group shall normally not
"curriculum vitae" of another candidate exceed three consecutive terms of three years,
forward for the two remaining positions on that but the Executive Committee may make
technical committee. For specialist committees exceptions. Groups shall be disbanded upon
each geographic area may nominate any completion of their tasks. Groups shall meet no
number of candidates. more than four times between Conferences.

8.12. The membership of each technical

committee shall be reviewed by the Full 10. SERVING IN MORE THAN ONE
Conference at intervals of not more than three CAPACITY
years. Membership on a single technical
committee shall not exceed three consecutive 10.1. No person shall serve in more than one
terms of three years. official capacity, nor on more than one
technical committee, at the same time. The
8.13. A member of a technical committee who official capacities are:
is unable to continue in committee work shall
be replaced according to the following (a) Membership of the Executive Committee;
guidelines:
(b) Chairman of the Advisory Council;
(a) Where possible a suitable candidate should
be found from the geographical area of the (c) Chairman of a technical committee or
member to be replaced; group.

(b) The Area representative for that area shall, 10.2. A member of the Executive Committee or
after consultation with the Chairman of the the Chairman of the Advisory Council shall not
technical committee, recommend the name of also be a member of a technical committee or
the replacement member to the Executive group except for short periods of time at the
Committee; expressed recommendation of the Executive
Committee.
(c) If a suitable replacement cannot be found
from the area of the member to be replaced, the
Executive Committee shall solicit proposals 11. ITTC SECRETARY
from other area representatives. The Executive
Committee shall consult with the Chairman of Roles and responsibilities
the Technical Committee on the suitability of
candidates for the work of the Committee;
Appendix 6

368

11.1. The ITTC Secretary shall undertake all a technical committee.

administrative and secretarial tasks in support
of the operation of the ITTC except those 11.5. The Advisory Council shall give the name
specifically assigned by the Executive of a qualified person willing to become ITTC
Committee to the Executive Committee Secretary for the next ITTC period to the
Secretary. Executive Committee between one year and
one-half year prior to the next Conference. The
11.2. The duties of the ITTC Secretary may in- name shall be chosen by secret ballot and the
clude maintaining lists of ITTC memberships, candidate with the maximum number of votes
publishing the ITTC Newsletter and shall be passed on to the Executive Committee.
maintaining the ITTC website. The ITTC The Executive Committee shall propose the
Secretary provides secretarial support to the ITTC Secretary to the Full Conference for
Executive Committee and the Advisory appointment.
Council and is the primary point of contact for
communications within the ITTC and between 11.6. The ITTC Secretary shall normally serve
outside organizations and the ITTC. for two terms.

11.3. The ITTC Secretary shall be responsible 11.7. The remuneration for the ITTC Secretary
for the administration of ITTC funds. The shall be decided by the Executive Committee.
ITTC Secretary shall:

(a) set up a bank account for ITTC funds; 12. MANAGEMENT OF ITTC FUNDS

(b) collect ITTC membership fees and Advi- 12.1. The Executive Committee shall be
sory Council fees; responsible for the management of income
from ITTC membership fees and funds
(c) make separate records of income and transferred to it by the Advisory Council.
expenditure for the ITTC membership fees and Income from membership fees shall be used to
AC fees; cover the costs of the ITTC organization,
including the remuneration of the ITTC
(d) prepare proposed budgets and financial Secretary, part of the cost of producing the
reports for the Executive Committee and proceedings of the Conference and other costs
Advisory Council; approved by the Executive Committee.

(e) make authorized withdrawals from the 12.2. The Advisory Council shall be
account. responsible for the management of income
from Advisory Council membership fees.
Selection of the ITTC Secretary Income from the Advisory Council fee shall be
transferred to the Executive Committee to
11.4. The ITTC Secretary shall be employed by cover the cost of the additional workload on the
or in the case of a retiree, directly supported by ITTC Secretary of performing secretarial duties
a member organization of the Advisory Council directly for the Advisory Council and the cost
which undertakes to provide necessary services of any other activities approved by the
such as office space, Fax, email etc. (The host Advisory Council for implementation by the
organization for the ITTC Secretary). The Executive Committee.
Secretary shall have experience as a representa-
tive on the Advisory Council or as a member of 12.3. Once each year the Executive Committee
Proceedings of 25th ITTC – Volume I
369

and Advisory Council shall review and approve 13.3. The Executive Committee and the Full
budgets for the money for which they have Conference shall ensure a balanced rotation of
responsibility. The budgets shall show actual the Conference venue among the six
income and expenditures to date, including any geographic areas. Each area shall decide on its
balance or deficit remaining from previous own procedure for the rotation of venue among
ITTC periods, and income and expenditures the countries in the area.
planned for the remainder of the current ITTC
period. 13.4. The host organization for the Conference
may be either an ITTC member organization or
12.4. The ITTC Secretary shall set up a an association whose mandate or aims are
separate bank account for ITTC funds. The relevant to the aims of the ITTC, such as the
ITTC membership fees and Advisory Council American Towing Tank Conference, the
fees may be kept in the same bank account (the Society of Naval Architects of Japan or the
ITTC Account), but the ITTC Secretary must British Marine Hydrodynamics Panel.
maintain separate records of the income and
expenditures of money from both sources. 13.5. The host organization shall have overall
Withdrawals from the account shall be made responsibility for the organization of the
only by the ITTC Secretary with the written Conference.
authority of the Chairman of the Executive
Committee or the Chairman of the Advisory 13.6. When the host organization is an ITTC
Council as appropriate. Cheques must be co- member, the Conference organizer shall be the
signed by the senior financial officer of the host designated representative of the host
organization for the ITTC Secretary. organization. When the host is a local as-
sociation, the Conference organizer shall be the
12.5. A financial report shall be included in the designated representative of an ITTC member
Executive Committee Report to the Conference. organization chosen by the association.
The Executive Committee shall also present an
outline financial plan for the upcoming period 13.7. The Conference organizer shall be
including a proposal for the ITTC membership responsible for the detailed arrangements for
fee, for approval by the Full Conference. The the Conference including the preparation and
financial reporting period for the ITTC is from publication of the Conference proceedings.
October 1st in the year of the Conference to
September 30th in the year of the next 13.8. The arrangements, associated costs and
Conference. registration fees for the Conference must be
proposed by the host organization for approval
by the Executive Committee.
13. THE CONFERENCE
13.9. Participation in the Conference is by
13.1. The Conference shall be held at three-year invitation only. The host organization shall
intervals. invite designated representatives of ITTC
member organizations and members of
13.2. Invitations from organizations to host the technical committees and groups to the
Conference of the next interval must be sent to Conference. The host organization may also
the Executive Committee, through the area invite observers and seniors to attend. The
representative, at least one year before the names of observers shall be proposed by their
Conference of the current interval. area representative. Seniors are persons now
retired who have had a long association with
Appendix 6

370

the ITTC and whose attendance is proposed by Designated representatives may submit written
their area representative and endorsed by the discussion on behalf of colleagues from their
Executive Committee. The host organization organization. Presentation of written
shall offer reduced registration fees to seniors. discussion during the technical session shall be
at the discretion of the session chairman. Only
Conference arrangements designated representatives of member
organizations may participate in discussions at
The Conference shall include general and general sessions.
technical sessions

13.10. General sessions shall include 14. COMMUNICATIONS

discussion of the report of the Executive
Committee and presentations of proposals from 14.1. The Executive Committee shall
the Executive Committee for decisions by a regularly communicate with member
vote of the Full Conference. The agenda and organizations on activities relating to the work
decision record of the general sessions shall be of the Executive Committee, the Advisory
published in the proceedings of the Conference. Council and technical committees and groups
General sessions shall be chaired by the and other any the matters judged by the
Chairman of the Executive Committee. Executive Committee to be of concern to ITTC
member organizations. The communications
13.11. Technical sessions shall discuss the may be through the use of a web site, the
reports and recommendations of the technical publication of a newsletter or any other means
committees. No discussion shall be permitted chosen by the Executive Committee.
that is not directly related to the report and
recommendations under consideration. The 14.2. Member organizations may bring issues
Conference proceedings shall not be used as to the attention of the ITTC through their area
vehicles for disseminating technical papers. representative. Members of the Advisory
Technical sessions shall be Chaired by Council may do so at a meeting of the Advisory
members of the Executive Committee or Council.
Advisory Council.
ITTC Website
13.12. The Conference may also include group
discussions, to provide opportunity for dis- 14.3. There shall be only one ITTC web site.
cussion of topics of current interest to members. The ITTC Secretary shall maintain the site.
The Advisory Council shall propose topics for 14.4. The ITTC website shall provide access to:
group discussions to the Executive Committee.
The Executive Committee shall choose suitably (a) Membership information, rules, procedures
qualified individuals to organize and Chair the and guidelines, and the archive of Conference
group discussions. A summary of the proceedings;
discussion shall be published in the
proceedings. (b) Information relating to the upcoming
Conference, including location, hotels, travel,
13.13. Designated representatives, members technical and social programs, and committee
of technical committees and groups, observers reports, and other documentation for discussion
and seniors may participate in discussions at at the Conference.
technical sessions (including submitting written
discussion) and in group discussions.
Proceedings of 25th ITTC – Volume I
371

ITTC Newsletter ANNEX B

14.5. A newsletter may be used to Notes on the organization and operation of the
communicate with member organizations. The ITTC
newsletter shall be published twice a year. It
shall be edited and produced by the ITTC Sec- This Annex provides information to help
retary. The newsletter may be published in new members of ITTC or members joining
paper or electronic form. committees for the first time, understand the
workings of the ITTC organization. It includes
background information, explains some rules in
ANNEX A more detail than is appropriate in the formal
rules document and includes brief descriptions
Geographic areas of current practice.

Area Countries Included The Annex is supplementary to the Rules,

Americas Argentina, Brazil, and does not take the place of the Rules. In
Canada, Chile, Ecuador, case of a perceived conflict between this Annex
Mexico, USA, and the Rules, the Rules shall be followed.
Venezuela
Central Europe Austria, Belgium, Definitions
Germany, In previous versions of the Rules and
The Netherlands, colloquially, the words ‘International Towing
United Kingdom Tank Conference’, its initials, ITTC, and
East Asia China, Korea shortened form, ‘Conference’ have been used
Northern Denmark, Finland, to mean different things depending on the
Europe Norway, Poland, Russia, context. The present Rules attempt to avoid
Sweden this confusion by using these words with
Pacific Islands Australia, India, specific meanings:
Indonesia, Japan,
Malaysia The four letters ITTC means the
Southern Bulgaria, Croatia, association of towing tank organizations which
Europe France, Greece, Iran, functions according to these rules.
Israel, Italy, Portugal,
Romania, Spain, Turkey The Conference means the tri-annual
meeting of ITTC member organizations.

The Full Conference means the repre-

sentatives of member organizations with
authority to vote.

The name “International Towing Tank

Conference” is not used in the Rules except as
the title. In other documents it may be used to
mean the organization (ITTC) or the tri-annual
meeting (the Conference), depending on the
context.
Appendix 6

372

In addition the following three words are hydrodynamics. In addition, the member
used in the Rules: organizations whose primary business was
model testing for clients were worried that they
Shall: Conveys commitment to doing some- would be outnumbered by the tanks operated
thing. Of these three words, shall is used in the by educational and research institutions which
Rules in paragraphs which describe the did not share the same responsibilities to
operation of the ITTC. customers. There was a possibility that ITTC
might adopt procedures and policies that would
Must: The action is mandatory; there are no al- be harmful to the relationships between the
ternatives; gives emphasis. Stronger than shall. more commercial facilities and their customers.
The Advisory Council was formed in response
May: The action is optional; the choice is up to to these concerns. The purpose of the Advisory
the person performing the action. Council was (and still is) to recommend the
subjects to be considered “bearing in mind the
These definitions are also used in this Annex. primary aim of the conference is to solve
technical problems of importance to tank
superintendents.” Organizations represented on
Brief history of the ITTC the Advisory Council were selected from mem-
In 1933 23 representatives of tanks from 10 ber organizations which met criteria chosen to
countries including the superintendents of 9 show that their primary business was model
tanks met in The Hague, to “confer in an open testing for clients. In many ways the Advisory
and confidential manner on their own methods Council represents the community of Tank
and also on the manner of publication of tank Superintendents which first met over 60 years
results.” The program for the new Conference ago.
of Ship Tank Superintendents was focused on
the everyday business of tanks. The conference Aims of the ITTC
appointed a committee to work out “in a more The Aims of the ITTC written in the Rules
definite way the general conclusions.” This was have changed very little from the aims of the
the forerunner of the technical committees we ITTC expressed in the first meetings over 70
have today. All decisions were made by all years ago. Over the years they have been
those present at the “the conference”. revised to keep them up to date by including
numerical modelling and full-scale trials and
This simple organization continued until work done by ITTC members on marine
1948, when a Standing Committee of six installations other than ships. The aims include
regional members was formed to give stimulating relevant research in hydrodynamics,
continuity from one Conference to another. but the exchange of information concerning
This later became the Executive Committee. research in theoretical hydrodynamics and
Up until 1948 individual Conference attendees fundamental aspects of numerical fluid
made presentations, but from 1948 discussions computations are not included. These are
at the Conference were based on reports of the covered by other forums, such as the ONR
technical committees. This continues to be the Symposium on Naval Hydrodynamics or
structure of the ITTC Conferences. Conference on Numerical Ship Hydrodynamics.
The ITTC establishes the need for research,
As the size and number of topics considered encourages research and provides for coordina-
by the ITTC increased, there was concern that tion of research carried out by its members, but
the ITTC should not evolve into a diffuse does not, as an organization, fund or carry out
organization loosely concerned with ship research. The aims are written to ensure that
Proceedings of 25th ITTC – Volume I
373

the ITTC continues to focus on its unique role matters and relationships with other
of meeting the needs of its members for giving organizations.
advice and information on full-scale
performance to the designers, builders and Chairman of the Executive Committee
operators of ships and marine installations The Chairman of the Executive Committee
based on physical and numerical modeling. is the leader of the ITTC and Chairs general
sessions at the Conference.
The ITTC Organization
Advisory Council
Members The Advisory Council drives the technical
Members of the ITTC are organizations that agenda of the ITTC. It is comprised of about
satisfy the Executive Committee that they meet 30 of the larger member organizations whose
the criteria for membership stated in the Rules. primary business is model testing for clients
(The ITTC does not have individual and have had a long history of involvement
memberships; people participate in ITTC with the ITTC. The Advisory Council
activities as representatives of member identifies topics of importance to the ITTC,
organizations). drafts terms of reference for the technical
committees and groups and provides ongoing
Designated representatives support and monitoring of the technical
Designated representatives are directors or committees as they carry out the work. It
senior officers of member organizations who reviews proposed recommended procedures in
have authority to bind the organization in detail, and ensures they are appropriate for
matters relating to ITTC. Each member practical application in work for clients. It
organization has one designated representative. reviews annual progress reports from technical
committees.
Full Conference
Decision making authority for the ITTC Advisory Council Working Groups
rests with its member organizations. The Full To do its work effectively, the Advisory
Conference is the collective name of the Council has set up four working groups. Each
designated representatives from member working group has responsibility for a technical
organizations present at general sessions held area of importance to the ITTC. Members of
during the Conference. Votes taken during the working groups are members of the
general sessions at the Conference are recorded Advisory Council who have an expertise or
as decisions of the Full Conference. particular interest in the subjects covered by the
group. The working groups take the lead in
Executive Committee dealing with technical matters in their area of
The Executive Committee is in effect, the expertise and report at meetings of the
‘governing body’ of the ITTC. The Chairman Advisory Council.
is usually the organizer of the next Conference
and members are representatives from each of 6 Technical Committees
geographic areas. The Executive Committee Technical committees carry out the
implements decisions of the Full Conference technical work of the ITTC. Members of the
and may take actions between Conferences. technical committees are chosen for their
The agenda of the Executive Committee ability to carry out the work and to ensure a
includes applications for membership of the geographic distribution of membership. The
ITTC, membership of technical committees, Executive Committee chooses the Chairmen.
arrangements for the next Conference, financial The scope of work is defined in the terms of
Appendix 6

374

reference for the committee. There are two preparing agenda and minutes of meetings.
types of technical committee; general technical
committees are concerned with areas of The Conference
continuing long-term importance to ITTC The Conference is held once every three
member organizations and specialist technical years, usually in September. The Conference
committees that address specific topics and are agenda is based on the presentation and
of limited duration. All the technical discussion of reports of technical committees,
committees have equivalent responsibilities. not presentations of papers by individuals. The
There is no hierarchy between technical plenary or general sessions are the opportunity
committees. The reports of technical for representatives of ITTC member organi-
committees primarily contain reviews of zations to discuss and for the Full Conference
research relevant to ITTC members and are not to vote on recommendations from the
comparable in format or content with Executive Committee.
publications in technical journals or at other
conferences. The Conference venue and host
Groups organization are chosen to ensure a balanced
Groups are similar to technical committees rotation between geographic areas. The host
except that their work is primarily non- organization has overall responsibility for
technical (for example symbols, quality ensuring the Conference meets the
control). requirements of the ITTC as described in the
Rules and communicated by the Executive
The ITTC Secretary Committee. The detailed arrangements for the
The ITTC Secretary is a central point of Conference are the responsibility of the
contact for communications between ITTC Conference Organizer who is the designated
members and to and from organizations outside representative of the host organization. The
the ITTC. The ITTC Secretary undertakes Executive Committee must approve the ar-
secretarial tasks in support of the operation of rangements and associated costs for the Confer-
the ITTC except those undertaken by the ence. The Conference Organizer is usually
Executive Committee Secretary. The duties of Chairman the Executive Committee. The rules
the Secretary include maintaining lists of are written to allow for the possibility that the
memberships, the administration and collection Conference Organizer might have little experi-
of membership fees, publishing the ITTC ence of ITTC and that a different person might
newsletter, maintaining the ITTC website and Chair the Executive Committee. Up to the 25th
preparing agenda and minutes of meetings of Conference this situation has never arisen.
the Full Conference.
Participation in the Conference is by
Executive Committee Secretary invitation only. Invitations are sent to all
The Executive Committee Secretary is designated representatives and members of
primarily concerned with the organization of technical committees and groups. In addition
the Conference. These duties are common to area representatives may propose observers and
the organization of any conference and include seniors to attend. Employees of ITTC member
making physical arrangements, setting up the organizations who are neither designated
registration process and arranging for representatives nor members of technical
publication of the reports of technical committees or groups may attend the
committees and discussions. The Executive Conference as observers. Observers may also
Committee Secretary also performs duties in be persons with an interest in the work of the
support of the Executive Committee, such as ITTC who are not affiliated with ITTC member
Proceedings of 25th ITTC – Volume I
375

organizations. Examples are representatives as follows:

from ship designers and builders,
classifications societies or other marine 1) Technical committees or groups
research organizations. Representatives of 2) Advisory Council
commercial companies with an interest in 3) Executive Committee
marketing to ITTC members may attend the 4) Vote by the Full Conference
Conference as observers, but no provision is
made at most venues for the distribution of For example, when a technical committee rec-
advertising material or product demonstrations. ommends the adoption of a procedure, the
procedure is first reviewed in detail by the
Meetings Advisory Council. (In doing this the Advisory
ITTC committees (including the Executive Council will make use of the expertise in the
Committee and Advisory Council) meet three corresponding Advisory Council working
or four times between Conferences. The cost group). If the Advisory Council supports the
of attending these meetings is a significant cost recommendation it will pass the procedure to
to committee members’ organizations and the Executive Committee for consideration. If
every effort is taken to minimize them. the Executive Committee also supports the
Meetings are often scheduled to coincide with recommendation, (Rejection is unlikely
major conferences likely to be attended by because members of the Executive Committee
several committee members and the cost to the are also members of the Advisory Council) it
host is kept small by using in non-commercial will recommend its adoption by the ITTC
facilities whenever possible. The high cost of member organizations through a vote of the
long distance air travel is distributed among Full Conference.
members by holding meetings in different
geographic areas.

ITTC Fees
Member organizations pay a membership
fee by which ITTC funds are raised. The ITTC
funds are used to cover the cost of the ITTC
organization, including paying for the ITTC
Secretary and a proportion of the cost of
publishing the proceedings of the Conference.
(Conference proceedings are distributed to all
members, whether they attend the Conference
or not). Registration fees paid by Conference
attendees cover the cost of the Conference and
the remainder of the cost of the Proceedings.

Decision making process

The Full Conference is the decision-making
authority for the ITTC. Decisions by technical
committees, the Advisory Council and
Executive Committee (other than those
concerning only the internal operation of these
committees) are made as recommendations for
adoption to the next level on the organization
Specialist Committee on Stability in Waves

640
Proceedings of 25th ITTC – Volume I
377

Appendix 7
List of Member Organizations

The total number of ITTC members is 92

organisations from 31 countries. The complete BELGIUM
list of member organisations is reported below.
Note that an "*" mark denotes an organisation, ANAST, University of LIEGE
which is also member of the ITTC Advisory Chemin des Chevreuils Bat. B52/3
Council. B-4000 Liege
Attn.: Prof. Jean MARCHAL
Tel.: +32 4 366 9227
ARGENTINA Fax: +32 4 366 9133
E-mail: [email protected]
Universidad de Buenos Aires URL: http://www.ulg.ac.be/anast
Departamento de Ingeniería Naval
Paseo Colón 850 Universiteit Gent
Buenos Aires C1063ACV Towing Tank for Manoeuvres in Shallow Water
Attn.: Prof. M.A. Colpachi Maritime Technology
Tel.: +54 11 4343 0891/2775 Technologiepark-Zwijnaarde 9
Fax: +54 11 4345 726 B-9052 Gent - Zwijnaarde
E-mail: [email protected] or [email protected] Attn.: Prof. Marc Vantorre
URL: http://www.fi.uba.ar/ Tel.: +32 9 264 5555
Fax: +32 9 264 5843
AUSTRALIA E-mail: [email protected]
URL: http://www.ftw.rug.ac.be/
Australian Maritime College*
National Centre for Maritime Engineering and BRAZIL
Hydrodynamics, University of Tasmania
Locked Bag 1395 IPT - Instituto de Pesquisas Tecnologicas do
Launceston, Tasmania 7250 Estado de Sao Paulo
Attn.: Professor Neil Bose Av. Prof. Almeida Prado 532
Tel.: +61 3 6335 4403 Cidade Universitaria. 05508-901 Sao Paulo/SP -
Fax: +61 3 6335 4720 Brazil
E-mail: [email protected] Attn.: Dr. Carlos Daher Padovezi
URL: http://www.amc.edu.au/ Tel: +55 11 3767-4729
E-mail: [email protected]
AUSTRIA
LabOceano, Brazilian Ocean Technology
Schiffbautechnische Versuchsanstalt in Wien* Laboratory, COPPE, Federal University of Rio
Brigittenauerlände 256 de Janeiro
A-1200 Wien Parque Tecnológico - Quadra 07
Attn.: Prof. Gerhard Strasser Ilha do Fundão Cidade Universitária
Tel.: +43 1 330 3732 Caixa Postal: 68508
Fax: +43 1 332 9385 CEP: 21945 ・970 Rio de Janeiro
E-mail: [email protected] Attn.: Prof. Antonio Carlos Fernandes
URL: http://www.sva.at/
Appendix 7

378

Tel: +55 21 38676771 Dalian University of Technology

Fax: +55 21 25628715 School of Naval Architecture and Ocean
E-mail: [email protected], Engineering
[email protected] 2 Ling-gong Road
URL: http://www.laboceano.coppe.ufrj.br Dalian 116024
Attn.: Prof. Zhi Zong
BULGAR IA Tel.: +86 411 8470 7694
Fax: +86 411 8470 7337
Bulgarian Ship Hydrodynamics Centre* E-mail: [email protected]
William Froude Street 1 URL: http://www.dlut.edu.cn/
Kv. Asparuhovo, P.O. Box 58
9003 Varna Harbin Engineering University
Attn.: Dr. Kostadin Yossifov Department of Naval Architecture and Ocean
Tel.: +359 52 370 500 (direct 512) Engineering
Fax: +359 52 370 514 Harbin, Heilongjiang 150001
E-mail: [email protected] Attn.: Prof. Huang De Bo
URL: http://www.bshc.bg/ Tel.: +86 451 8251 9900 ext. 8296
Fax: +86 451 8251 8443
CANADA E-mail: [email protected]
URL: http://www.hrbeu.edu.cn/
Memorial University of Newfoundland
Ocean Engineering Research Centre Huazhong University of Science and Technology
Faculty of Engineering and Applied Science Department of Naval Architecture and Ocean
St. John’s, NF A1B 3X5 Engineering
Attn.: Brian Veitch Wuhan, Hubei 430074
Tel.: +1 709 737 8970 Attn.: Prof. Yao Zhao
Fax: +1 709 737 2116 Tel.: +86 27 8754 3958
E-mail: [email protected] Fax: +86 27 8754 2946
URL: E-mail: [email protected]
http://www.engr.mun.ca/research/ocean.php URL: http://www.hust.edu.cn

National Research Council of Canada* Marine Design and Research Institute of China
Institute for Ocean Technology (MARIC)
Kerwin Place 1688 Xi Zang Road
P.O. Box 12093, Postal Station A Shanghai 200011
St. John’s, Newfoundland A1B 3T5 Attn.: Prof Sheming Fan
Attn.: Mr. David C. Murdey Tel.: +86 21 6315 0560 ext. 804
Tel.: +1 709 772 2481 Fax: +86 21 6315 1167
Fax: +1 709 772 2462 E-mail: [email protected]
E-mail: [email protected] URL: http://www.maric.com.cn
URL: http://iot-ito.nrc-cnrc.gc.ca
Shanghai Jiao Tong University (SJTU)*
CHINA Ship Hydrodynamics Laboratory
1954 Hua Shan Road
China Ship Scientific Research Center (CSSRC)* Shanghai 200030
P.O. Box 116, Wuxi, Jiangsu 214082 Attn.: Prof. Gang Chen
Attn.: Prof. Kai YAN Tel.: +86 21 6293 3082
Tel.: +86 510 8555 5702 Fax: +86 21 6293 3160
Fax: +86 510 8555 5193 E-mail:[email protected]
E-mail: [email protected] URL: http://www.sjtu.edu.cn/
URL:http://www.cssrc.com.cn/
Proceedings of 25th ITTC – Volume I
379

Shanghai Ship and Shipping Research Institute URL: http://www.tkk.fi/Units/Ship

(SSSRI)
600 Minsheng Road Aker Arctic Technology Inc.
Shanghai 200135 Merenkulkijankatu 6
Attn.: Prof. Xiaping Chen FI-00980, Helsinki
Tel.: +86 21 5885 6638 ext. 2585 Attn.: Dr. Göran Wilkman
Fax: +86 21 5821 2824 Tel.: +358 10 670 2540
E-mail: [email protected] or [email protected] Fax: +358 10 670 2527
URL: http://www.sssri.com/ E-mail: [email protected]
URL: http://www.akerarctic.fi
Wuhan University of Technology
School of Transportation VTT Industrial Systems*
Yujiatou, Wuchang District Vuorimiehentie 3, Espoo
Wuhan, Hubei 430063 P.O. Box 1000
Attn.: Dr. Xiaofei Mao FI-02044 VTT
Tel.: +86 27 8655 1193 Attn.: Dr. Harri Soininen
Fax: +86 27 8786 3980 Tel.: +358 20 722 6223
E-mail: [email protected] Fax: +358 20 722 7053
URL: http://www.whut.edu.cn/ E-mail: [email protected]
URL: http://www.vtt.fi/
CROATIA
FRANCE
Brodarski Institut*
Av. V. Holjevca 20 Bassin d’Essais des Carènes*
P.O. Box 237, 10020 Zagreb Chaussén du Vexin
Attn.: Mr. Zeljko Djigas F-27105 Val de Reuil
Tel.: +385 1 6504 102 Attn.: Dr. Christian Helou
Fax: +385 1 6504 230 Tel.: +33 2 3259 7841
E-mail: [email protected] Fax: +33 2 3259 3148
URL: http://www.hrbi.hr/ E-mail: [email protected]
URL: http://www.bassin.fr
DENMARK
École Centrale de Nantes
Force Technology, Division for Maritime Laboratoire de Mécanique des Fluides
Industry* 1 Rue de la Noe, B.P. 92101
Hjortekaersvej 99, DK-2800 Lyngby F-44321 Nantes Cedex 3
Attn.: Dr. Stig Sand Attn.: Dr. Pierre Ferrant
Tel.: +45 72 15 77 00 Tel.: +33 2 4037 1631
Fax: +45 72 15 77 01 Fax: +33 2 4037 2523
E-mail: [email protected] E-mail: [email protected]
URL: http://www.force.dk URL: http://www.ec-nantes.fr

FINLAND GERMANY

Helsinki University of Technology Hamburgische Schiffbau Versuchsanstalt GmbH

Ship Laboratory (HSVA)*
P.O. Box 5300, 02015 TKK Bramfelder Strasse 164
FIN-02015 TKK D-22305 Hamburg
Attn.: Prof. Jerzy Matusiak Attn.: Dipl.-Ing. Juergen Friesch
Tel.: +358 9 451 3480 Tel.: +49 40 6920 3216
Fax: +358 9 451 3493 Fax: +49 40 6920 3345
E-mail: [email protected] E-mail: [email protected]
Appendix 7

380

URL: http://www.hsva.de/ INDONESIA

UPT BPPH Indonesian Hydrodynamic

Schiffbau Versuchsanstalt Potsdam GmbH* Laboratory
Marquardter Chaussee 100 Jl. Hidrodinamika
D-14469 Potsdam Kompleks ITS, Sukolilo
Attn.: Dr. Manfred Mehmel Surabaya 60111
Tel.: +49 331 567 1244 Attn.: Dr. Ika Prasetyawan
Fax: +49 331 567 1249 Tel.: +62 31 594 7548 , 7849
E-mail: [email protected] Fax: +62 31 594 8066
URL: http://www.sva-potsdam.de/ E-mail: [email protected]
URL: www.indonesian-hydrolab.com
Development Centre for Ship Technology and
Transport Systems* IRAN
Oststrasse 77
D-47057 Duisburg Sharif University of Technology
Attn.: Dr.-Ing. Tao Jiang P.O. Box 11365-9567
Tel.: +49 203 993 6920 Azadi Ave., Tehran
Fax: +49 203 361 373 Attn.: Dr. Mohammad Saeed Seif
E-mail: mailto:[email protected] Tel.: +98 21 6600 5549
URL: http://www.dst-org.de/ Fax: +98 21 6600 0021
E-mail: [email protected]
GREECE URL: http://mech.sharif.edu/~mel/

National Technical University of Athens ITALY

School of Naval Architecture and Marine
Engineering Centro Esperienze Idrodinamiche Marina
9 Heroon Polytechniou Str., Zografou Militare (CEIMM)
Athens, 157-73 Ministero Difesa Marina
Attn.: Prof. George D. Tzabiras Via di Vallerano 149
Tel.: +30 1 772 1107 I-00128 Roma
Fax: +30 1 772 1036 Attn.: Cdr. Massimo Soave
E-mail: [email protected] or Tel.: +39 06 507 7091
[email protected] Fax: +39 06 507 70921
URL: http://www.naval.ntua.gr E-mail: [email protected]
URL: http://www.marina.difesa.it/ceimm

INDIA Centro per gli Studi di Tecnica Navale

(CETENA)*
Naval Science and Technological Laboratory Via Ippolito d’Aste 5
Ministry of Defence I-16121 Genova
R. & D. Organisation Attn.: Dr. Giovanni Caprino
Vigyan Nagar Tel.: +39 010 599 5471
Visakhapatnam 530 027 Fax: +39 010 599 5790
Attn.: Adm. S. Mohapatra, Director E-mail: [email protected]
Tel.: +91 891 2558 402 URL: http://www.cetena.it/
Fax: +91 891 2559 464
E-mail: [email protected] Istituto Nazionale per Studi ed Esperienze di
URL: Architettura Navale (INSEAN)*
http://www.drdo.org/labs/nr&d/nstl/index.shtml Via di Vallerano 139
I-00128 Roma
Attn.: Dr. Enrico De Bernardis
Proceedings of 25th ITTC – Volume I
381

Tel.: +39 06 5029 9328 Tel.: +81 42 545 3118

Fax: +39 06 507 0619 Fax: +81 42 545 3113
E-mail: [email protected] E-mail: [email protected]
URL: http://www.insean.it/ URL: http://www.mes.co.jp/Akiken/index-j.html

Università di Genova Hiroshima University

Dipartimento di Ingegneria Navale e Tecnologie Department of Social & Environmental
Marine (DINAV) Engineering
Via Montallegro 1 1-4-1, Kagamiyama
I-16145 Genova Higashi-Hiroshima 739-8527
Attn.: Prof. Carlo Podenzana-Bonvino Attn.: Prof. Yasuuki Doi
Tel.: +39 010 353 2426 Tel.: +81 82 424 7781
Fax: +39 010 353 2127 Fax: +81 82 424 7194
E-mail: [email protected] E-mail: [email protected]
URL: http://dinav.unige.it/ URL: http://www.naoe.hiroshima-u.ac.jp/

Università di Napoli IHI Corporation*

Dipartimento di Ingegneria Navale Technical Development & Engineering Center
Via Claudio 21 1 Shin-nakahara-cho, Isogo-ku
I-80125 Napoli Yokohama 235-8501
Attn.: Prof. Pasquale Cassella Attn.: Mr Akio Ito
Tel.: +39 081 768 3307 Tel.: +81 45 759 2828
Fax: +39 081 239 0380 Fax: +81 45 759 2073
E-mail: [email protected] E-mail: [email protected]
URL: http://www.din.unina.it/ URL: http://www.ihi.co.jp/

Universit di Trieste Kobe University

Dipartimento di Ingegneria Navale, del Mare e Graduate School of Marine Sciences
per l’Ambiente (DINMA) 5-1-1 Fukoeminami-machi, Higashinadaku
Via A. Valerio 10 Kobe 658-0022
I-34127 Trieste Attn.: Prof. Eiichi Kobayashi
Attn.: Prof. Antonio Cardo Tel.: +81 78 431 4541
Tel.: +39 040 676 3404 Fax: +81 78 431 6361
Fax: +39 040 676 3443 E-mail: [email protected]
E-mail: [email protected] URL: http://www.maritime.kobe-u.ac.jp/
URL: http://www.dinma.univ.trieste.it
Kyushu University, Department of Naval
JAPAN Architecture and Marine Systems Engineering
744 Motooka, Nishishi-ku
Akashi Ship Model Basin Co. Ltd. Fukuoka 819-0395
3-1, Kawasaki-cho Attn.: Prof. Jun Ando
Akashi-City, 673-0014 Tel.: +81 92 802 3449
Attn.: Director, Dr. Yasunroi Iwasaki Fax: +81 92 802 2268
Tel.: +81 78 922 1200 E-mail: [email protected]
Fax: +39 78 922 1205 URL: http://www.nams.kyushu-u.ac.jp/
E-mail: mailto:[email protected]
URL: http://www.asmb.co.jp Kyushu University, Research Institute for
Applied Mechanics
Akishima Laboratories (Mitsui Zosen) Inc. 6-1 Kasuga-Koen, Kasuga-Shi
1-1-50, Tsutsujigaoka Fukuoka 816-8580
Akishima City, Tokyo 196-0012 Attn.: Prof. Masahiko Nakamura
Attn.: Dr. Norio Ishii Tel.: +81 92 583 7752
Appendix 7

382

Fax: +81 92 583 7754 Ibaraki 314-0421

E-mail: [email protected] Attn.: Mr. Toshikazu Masuya
URL: http://www.riam.kyushu-u.ac.jp/ Tel.: +81 47 944 5942
Fax: +81 47 944 1875
Meguro Model Basin* E-mail: [email protected]
Naval Systems Research Center URL: http://www.nrife.affrc.go.jp/
Technical Research and Development Institute
Ministry of Defense Osaka Prefecture University
2-2-1 Nakameguro, Meguro-Ku Department of Marine System Engineering
Tokyo 153-8630 1-1 Gakuen-cho, Sakai
Attn.: Dr. Kazuyuki Yamakita Osaka 599-8531
Tel.: +81 3 5721 7005 ext. 6280 Attn.: Prof. Yoshiho Ikeda
Fax: +81 3 3713 6144 Tel.: +81 72 254 9343
E-mail: [email protected] Fax: +81 72 254 9914
URL: E-mail: [email protected]
http://www.mod.go.jp/trdi/en/programs/navalrc/n URL: http://www.marine.osakafu-u.ac.jp/
avalrc.html
Osaka University
Mitsubishi Heavy Industries Ltd.* Department of Naval Architecture and Ocean
Nagasaki Research and Development Center Engineering
5-717-1 Fukahori-Machi 2-1 Yamadaoka, Suita
Nagasaki 851-0392 Osaka 565-0871
Attn.: Dr. Naoji Toki Attn.: Prof. Yasuyuki Toda
Tel.: +81 95 834 2014 Tel.: +81 66 879 7338
Fax: +81 95 834 2055 Fax: +81 66 879 7594
E-mail: [email protected] E-mail: [email protected]
URL: URL: http://www.naoe.eng.osaka-u.ac.jp/
http://www.mhi.co.jp/ngsrdc/english/senpaku/sen
paku_top.html Shipbuilding Research Centre of Japan
6-38-1 Shinkawa, Mitaka-city
Nagasaki Institute of Applied Science Tokyo 181-0004
536 Aba-Machi Attn.: Dr. Yushu Washio
Nagasaki 851-0193 Tel.: +81 422 24 3861
Attn.: Dr. Chaniku Shin Fax: +81 422 24 3869
Tel.: +81 95 838 3207 E-mail: [email protected]
Fax: +81 95 837 0491 URL: http://www.srcj.or.jp/
E-mail: [email protected]
URL: http://www.nias.ac.jp/ Sumitomo Heavy Industries Ltd.
Research and Development Center
National Maritime Research Institute* Yuhigaoka, Hiratsuka-shi
6-38-1 Shinkawa, Mitaka-City Kanagawa 254-8010
Tokyo 181-0004 Attn.: Dr. Michio Takai
Attn.: Dr. Yoshiaki Kodama Tel.: +81 46 869 1616
Tel.: +81 42 241 3038 Fax: +81 46 869 1705
Fax: +81 42 241 3053 E-mail: [email protected]
E-mail: [email protected] URL: http://www.shi.co.jp/
URL: http://www.nmri.go.jp
Tokyo University of Marine Science and
National Research Institute of Fisheries Technology
Engineering 2-1-6 Etchujima, Koto-ku
Fishing Research Agency Tokyo 135-8533
Ebidai, Hazaki, Kashima-Gun Attn.: Prof. Hiroaki Kobayashi
Proceedings of 25th ITTC – Volume I
383

Tel.: +81 3 5245 7394 253-Yonghyun-Dong, Nam-Ku

Fax: +81 3 5245 7394 Inchon 402-751
E-Mail: [email protected] Attn.: Prof. Young-Gill Lee
URL: http://www.kaiyodai.ac.jp Tel.: +82 32 860 7340
Fax: +82 32 864 5850
Universal Shipbuilding Corporation E-mail: [email protected]
Technical Research Center, Hydrodynamics URL: http://www.naoe.inha.ac.kr/
Engineering Laboratory
1, Kumozukokan-cho, Tsu Maritime and Ocean Engineering Research
Mie 514-03 Institute (MOERI)*
Attn.: Dr. Keiichi Yamasaki P.O. Box 23, Yuseong
Tel.: +81 59 238 6404 Daejeon 305-600
Fax: +81 59 238 6442 Attn.: Dr. Seok-Won Hong
E-mail: [email protected] Tel.: +82 42 868 7100
URL: http://www.u- Fax: +82 42 868 7714
zosen.co.jp/html_e/index.html E-mail: [email protected] or
[email protected]
University of Tokyo* URL: http://www.moeri.re.kr/
4-6-1 Komaba, Meguro-ku
Tokyo 153-8505 Pusan National University
Attn.: Prof. Takeshi Kinoshita Department of Naval Architecture and Ocean
Tel.: +81 3 5452 6169 Engineering
Fax: +81 3 5452 6169 San 30 Changjon-Dong, Kumjong-Ku
E-mail: [email protected] Pusan 609-735
URL: http://www.iis.u-tokyo.ac.jp/ Attn.: Prof. Ho-Hwan Chun
Tel.: +82 51 510 2341
Yokohama National University Fax: +82 51 512 8836
Department of Naval Architecture and Ocean E-mail: [email protected]
Engineering URL: http://www.pusan.ac.kr/
79-5 Tokiwadai, Hodogaya-ku
Yokohama 240-8501 Samsung Ship Model Basin (SSMB)
Attn.: Prof. Tsugukiyo Hirayama Samsung Heavy Industries
Tel.: +81 45 339 4087 103-28, Munji-dong, Yuseong-gu
Fax: +81 45 339 4099 Daejon, 305-380
E-mail: [email protected] Attn.: Mr. Seung-Myun Hwangbo
URL: http://www.ynu.ac.jp/ Tel.: +82 55 630 4740
Fax: +82 55 630 4956
KOREA E-mail: [email protected]
URL: http://www.shi.samsung.co.kr/
Hyundai Heavy Industries Co. Ltd.*
Hyundai Maritime Research Institute Seoul National University
1 Cheonha-Dong, Dong-Ku Department of Naval Architecture and Ocean
Ulsan 682-792 Engineering
Attn.: Dr. Hong-Gi Lee San 56-1, Shinrim-Dong, Kawanak-Ku
Tel.: +82 52 202 2115 Seoul 151-742
Fax: +82 52 202 3410 Attn.: Prof. Key Pyo Rhee
E-mail: [email protected] Tel.: +82 2 880 7329
URL: http://www.hhi.co.kr/ Fax: +82 2 888 9298
E-mail: [email protected]
Inha University URL: http://naoe3.snu.ac.kr
Department of Naval Architecture and Ocean
Engineering
Appendix 7

384

University of Ulsan URL: http://www.marintek.sintef.no/

School of Transportation System Engineering
San 29 Moogeo-Dong, Nam-Ku POLAND
Ulsan 680-749
Attn.: Prof. Hyun-Kyoung Shin Ship Design and Research Centre (CTO) *
Tel.: +82 52 259 2157 Al. Rzeczypospolitej 8
Fax: +82 52 259 2677 PL-80-369 Gdansk
E-mail: [email protected] Attn.: Dr. Leszek Wilczynski
URL: http://www.ulsan.ehome.ac.kr/ Tel.: +48 58 307 4214
Fax: +48 58 307 4212
MALAYSIA E-mail: [email protected]
URL: http://www.cto.gda.pl/
Universiti Teknologi Malaysia
Marine Technology Laboratory Technical University of Gdansk
Faculty of Mechanical Engineering Ocean Engineering and Ship Technology
81310 UTM-Skudai Narutowicza Str. 11/12
Attn.: Dr. Omar bin Yaakob PL-80-952 Gdansk
Tel.: +607 55 35700 Attn.: Prof. Marek Dzida
Fax: +607 55 74710 Tel.: +48 58 472 557
E-mail: [email protected] Fax: +48 58 414 712
URL: http://www.fkm.utm.my/marine E-mail: [email protected]
URL:
THE NETHERLANDS http://www.pg.gda.pl/~wwwoce/WOiOSite/HTM
Ldocs/ English/Home.htm
Maritime Research Institute Netherlands
(MARIN)* ROMANIA
P.O. Box 28, NL-6700 AA Wageningen
Attn.: Ir. A.H.Hubregtse ICEPRONAV SA
Tel.: +31 317 493 219 Portali Str. 19 A
Fax: +31 317 493 245 800025 Galati
E-mail: [email protected] Attn.: Dr. Alina Florea
URL: http://www.marin.nl/ Tel.: +40 236 417 833
Fax: +40 236 417 836
Delft University of Technology E-mail: [email protected]
Department of Marine Technology URL: http://www.icepronav.ro
Mekelweg 2, NL-2628 CD Delft
Attn.: Prof. Johan A. Pinkster RUSSIA
Tel.: +31 15 278 3598
Fax: +31 15 278 1836 Krylov Shipbuilding Research Institute*
E-mail: [email protected] 44 Moskovskoye Shosse
URL: http://www.3me.tudelft.nl/ 196158 St. Petersburg
Attn.: Dr. A.V. Pustoshny
NORWAY Tel.: +7 812 127 9596 (9647) (9348)
Fax: +7 812 127 9595 (9632) (9594)
Norwegian Marine Technology Research E-mail: [email protected]
Institute (MARINTEK)* URL: http://www.krylov.com.ru
P.O. Box 4125 Valentinlyst
N-7002 Trondheim SPAIN
Attn.: Dr. Carl Trygve Stansberg
Tel.: +47 73 59 5874 Canal de Experiencias Hidrodinámicas de El
Fax: +47 73 59 5870 Pardo (CEHIPAR)*
E-mail: [email protected] Carretera de la Sierra s/n
Proceedings of 25th ITTC – Volume I
385

28048 El Pardo-Madrid UNITED KINGDOM

Attn.: Adm. José M Sevilla
Tel.: +34 91 376 2101 BMT SeaTech Ltd.
Fax: +34 91 376 0176 Building 144
E-mail: [email protected] Haslar Marine Technology Park
URL: http://www.cehipar.es/ Gosport, Hampshire, PO12 2AG
Attn.: Dr. Ian W. Dand
Escuela Técnica Superior de Ingenieros Navales Tel.: +44 2392 335021
(ETSIN) Fax: +44 2392 335018
Universidad Politécnica de Madrid E-mail: [email protected]
Avda Arco de la Victoria s/n URL: http://www.bmtseatech.co.uk
28040 Madrid
Attn.: Prof. Luis Pérez-Rojas QinetiQ*
Tel.: +34 91 336 7154 Sea Division
Fax: +34 91 544 2149 Haslar Marine Technology Park
E-mail: [email protected] Haslar Road, Gosport
URL: http://www.etsin.upm.es/ Hampshire, PO12 2AG
Attn.: Dr. Jon Bayliss
SWEDEN Tel.: +44 23 9233 5048
Fax: +44 23 9233 4099
Rolls-Royce Hydrodynamic Research Centre E-mail: [email protected]
P.O. Box 1010 URL: http://www.qinetiq.com/
SE-68129 Kristinehamn
Attn.: Mr. Reima Aartojärvi University of Newcastle upon Tyne*
Tel.: +46 550 84465 School of Marine Science and Technology
Fax: +46 550 84470 Armstrong Building
E-mail: [email protected] Queen Victoria Road
URL: http://www.rolls-royce.com/ Newcastle Upon Tyne, NE2 1PT
Attn.: Prof. Mehmet Atlar
SSPA Sweden AB* Tel.: +44 191 222 8977 (5067)
P.O. Box 24001 Fax: +44 191 222 5491 (5067)
SE-400 22 Göteborg E-mail: [email protected]
Attn.: Ms Susanne Abrahamsson URL: http://www.marinetech.ncl.ac.uk/
Tel.: +46 31 772 9000
Fax: +46 31 772 9124 University of Southampton
E-mail: susanne.abrahamsson@sspa,se Froude Building (28)
URL: http://www.sspa.se/ School of Engineering Sciences
Southampton, SO17 1BJ
TURKEY Attn.: Prof. W.G. Price
Tel.: +44 23 8059 2316
Istanbul Technical University Fax: +44 23 8059 3299
Faculty of Naval Architecture and Ocean E-mail: [email protected]
Engineering URL: http://www.ses.soton.ac.uk/
Ayazaga Kampusu
80626 Istanbul Universities of Glasgow and Strathclyde
Attn.: Ass. Prof. Emin Korkut Department of Naval Architecture and Marine
Tel.: +90 212 285 6413 /-6400 Engineering
Fax: +90 212 285 6508 Henry Dyer Building, 100 Montrose Street
E-mail: [email protected] Glasgow, G4 BLZ, Scotland
URL: http://nutkulab.itu.edu.tr Attn.: Prof. Dracos Vassalos
Tel.: +44 141 548 4092
Fax: +44 141 552 2879
Appendix 7

386

E-mail: [email protected] Tel.: +1 201 216 5568

URL: http://www.na-me.ac.uk Fax: +1 201 216 8214
E-mail: [email protected]
VT Shipbuilding URL: http://www.stevens.edu/engineering/cms
Fleet Way
Portsmouth PO1 3AQ United States Naval Academy
Attn.: Mr. Paul Tucker Naval Architect & Ocean Engineering
Tel.: +44 23 9285 7438 Department
Fax: +44 23 9285 7453 590 Holloway Road, Stop 11D
E-mail: [email protected] Annapolis, MD 21402-5042
URL: http://www.vtplc.com/shipbuilding Attn.: Prof. G. J. White
Tel.: +1 410 293 6423
USA Fax: +1 410 293 2219
E-mail: [email protected]
Applied Research Laboratory URL: http://usna.edu/Hydromechanics
Pennsylvania State University
P.O. Box 30 University of Michigan*
State College, PA, 16804-0030 Department of Naval Architecture and Marine
Attn.: Dr. William C. Zierke Engineering
Tel.: +1 814 863 3051 2600 Draper Road
Fax: +1 814 865 3287 Ann Arbor, MI 48109-2145
E-mail: [email protected] Attn.: Prof. Robert F. Beck
URL: http://www.arl.psu.edu/ Tel.: +1 734 764 0282
Fax: +1 734 936 8820
Iowa Institute of Hydraulic Research E-mail: [email protected]
University of Iowa URL: http://www.engin.umich.edu/dept/name
Iowa City, IA 52242-1585
Attn.: Prof. Frederick Stern University of New Orleans
Tel.: +1 319 335 5215 Department of Naval Architecture and Marine
Fax: +1 319 335 5238 Engineering
E-mail: [email protected] 911 Engineering Building
URL: http://www.iihr.uiowa.edu/ New Orleans, LA 70148
Attn.: Prof. Robert G. Latorre
Naval Surface Warfare Center, Carderock Tel.: +1 504 280 7180
Division* Fax: +1 504 280 5542
David Taylor Model Basin E-mail: [email protected]
9500 MacArthur Blvd. URL: http://www.uno.edu/~engr/towtank
W. Bethesda, MD 20817-5700
Attn.: Dr. In-Young Koh Webb Institute
Tel.: +1 301 227 1578 Robinson Model Basin
Fax: +1 301 227 2584 298 Crescent Beach Road
E-mail: [email protected] Glen Cove, NY 11542-1398
URL: http://www.dt.navy.mil/ Attn.: Dr. Roger H. Compton
Tel.: +1 516 671 2215
Stevens Institute of Technology Fax: +1 516 674 9838
Davidson Laboratory E-mail: [email protected]
711 Hudson Street URL: http://www.webb-institute.edu/
Hoboken, NJ 07030
Attn.: Dr. Raju Datla
Proceedings of 25th ITTC – Volume I
387

Appendix 8
List of Representatives (R), Members of Committees
and Group (M) and Observers (O)
Invited for the 25th ITTC

ƒ Prof. dr. ir. Marc Vantorre (R)

ARGENTINA
University of Liege
Universidad de Buenos Aires ƒ Prof. Jean Marchal (R)
ƒ Prof. M.A. Colpachi (R)
BRAZIL
AUSTRALIA
LabOceano, Brazilian Ocean Technology
Australian Maritime College* Laboratory, COPPE, University of Rio de Janeiro
ƒ Dr. Giles Tomas (O) ƒ Prof. Antonio Carlos Fernandes (R, M)
ƒ Prof. Gregor Macfarlane (M) ƒ Prof. Carlos Antonio Levi (O)
ƒ Mr. Jinzhu Xia (M) ƒ Mr. Joel Sena Sales Jr. (O)
ƒ Dr. Martin Renilson (O) ƒ Prof. Marcelo de Almeida Santos Neves (O)
ƒ Prof. Neil Bose (R) ƒ Prof. Paulo de Tarso T. Esperanza (O)
ƒ Dr. Paul Brandner (O) ƒ Prof. Sergio Hamilton Sphaier (O)

Curtin UT Brazilian Society of Naval Archtects & Ocean

ƒ Dr. Kim Klaka (O) Engineers
ƒ Dr. Tim Gourlay (O) ƒ Mr. Almirante Armando de Senna
Bittencourt (O)
International Maritime Organisation
ƒ Mr. Rob Gehling (O) Instituto de Pesquisas Tecnologicas do Estado de
Sao Paulo (IPT)
University of New South Wales ƒ Dr. Carlos Daher Padovezi (R)
ƒ Dr. Tracie Barber (O) ƒ Mr. Carlos Hisayuki Umeda (O)

AUSTRIA PETROBRAS
ƒ Dr. JosAlfredo Ferrari Jr. (O)
Schiffbautechnische Versuchsanstalt in Wien*
ƒ Dr. Luiz Augusto Petrus Levy (O)
ƒ Prof. Gerhard Strasser (R, M)
ƒ Dipl.Ing. Richard Anzbok (M) University of Campina
ƒ Prof. Celso Kazuyuki Morooka (O)
BELGIUM
University of San Paulo
Flanders Hydraulics Research
ƒ Prof. Kazuo Nishimoto (O)
ƒ Prof. dr. ir. Katrien Eloot (O)
ƒ Prof. Toshi-ichi Tachibana (O)
Universiteit Gent
Appendix 8

388

BULGARIA ƒ Prof. Weibin Liu (O)

ƒ Prof. Yao Zhao (R)
Bulgarian Ship Hydrodynamics Centre*
ƒ Dr. Kostadin Yossifov (R) Jiangsu University of Science & Technology
ƒ Dr. Rumen Kishev (M) ƒ Mr. Da Ming Yang (O)
ƒ Prof. Lin Wang (O)
CANADA ƒ Prof. Ren Qing Zhu (R)
ƒ Prof. Zhi Dong Wang (O)
Memorial University of Newfoundland ƒ Prof. Zhi Yong Jiang (O)
ƒ Dr. Brian Veitch (R) ƒ Prof. Zi Li Wang (O)
ƒ Dr. Heather Peng (O)
ƒ Prof. Wei Qui (M) Marine Design and Research Institute of China
(MARIC)
National Research Council of Canada* ƒ Dr. Jinbao Wang (O)
ƒ Dr. Ahmed Derradji Aouat (M) ƒ Prof. Sheming Fan (R, M)
ƒ Mr. David C. Murdey (R)
ƒ Dr. F. Mary Williams (O) Shanghai Jiao Tong University (SJTU)*
ƒ Dr. Greg Hermanski (M) ƒ Prof. C.J. Yang (M)
ƒ Dr. M. Lau (M) ƒ Prof. Gang Chen (R)
ƒ Prof. Jianmin Yang (M)
Oceanic Consulting Corporation ƒ Prof. Ning Ma (O)
ƒ Dr. Dan Walker (O) ƒ Prof. Xuefeng Wang (O)
ƒ Dr. Don Spencer (M) ƒ Prof. Zao Jian Zou (M)
University of British Columbia Shanghai Ship and Shipping Research Institute
ƒ Prof. Sander Calisal (O) (SSSRI)
ƒ Prof. Guoxiang Dong (R)
CHINA
ƒ Prof. Xiaping Chen (O)
China Ship Scientific Research Center (CSSRC)*
Wuhan University of Technology
ƒ Prof. Bao Shan Wu (M)
ƒ Prof. Tingshou Tan (O)
ƒ Prof. De Xiang Zhu (M)
ƒ Prof. Xiaofei Mao (R)
ƒ Prof. Feng Zhao (O)
ƒ Prof. Kai Yan (R) Zhejiang Ocean University
ƒ Prof. Wei Xin Zhou (M) ƒ Prof. Yang Yu (O)
ƒ Prof. Zhen Ping Weng (O)
CROATIA
Dalian University of Technology
ƒ Prof. Q.J. Yue (M) Brodarski Institut*
ƒ Prof. Wang Yanying (O) ƒ Mr. Zeljko Djigas (R)
ƒ Prof. Zong Zhi (R)
DENMARK
Harbin Engineering University
ƒ Prof. De Bo Huang (R, M)
A.P. Moller-Maersk
ƒ Prof. Duan Wen Yang (O)
ƒ Mr. Jakob Buus Petersen. (O)
ƒ Prof. Su Yu Min (O)
ƒ Dr. Jan-Otto de Kat (O)
ƒ Prof. Xiong-Liang Yao (M)
ƒ Prof. Zhang Liang (O) Clipper Group
ƒ Mr. Kurt Damkjaer (O)
Huazhong University of Science and Technology
Proceedings of 25th ITTC – Volume I
389

Dampskibsselskabet NORDEN A/S Aker Yards

ƒ Mr. Søren Westergaard (O) ƒ Mr. Kari Kyyrö (O)
ƒ Mr. Raimo Hämäläinen (O)
Danish Maritime
ƒ Mr. Thorkil H. Christensen (O) Deltamarin Contracting Ltd
ƒ Mr. Mikko Mattila (O)
Danish Maritime Administration
ƒ Mr. Mogens Bech (O) Helsinki University of Technology, Ship
Laboratory
Danish Shipowners Association ƒ Prof. Jerzy Matusiak (R)
ƒ Mr. Hans Henrik Petersen (O) ƒ Mr. Tommi Mikkola (M)

DFDS VTT*
ƒ Mr. Claus Kruse (O) ƒ Dr. Antonio Sanchez-Caja (M)
ƒ Dr. Harri Soininen (R)
Force Technology, Division for Maritime ƒ Mr. Ilkka Saisto (O)
Industry*
ƒ Mr Aage Damsgaard (M) FRANCE
ƒ Dr. Anton Minchev (M)
ƒ Mr. Christian Schack (O) Bassin d'Essais des Carenes*
ƒ Dr. Kristian Agdrup (M) ƒ Dr. Christian Helou (R)
ƒ Dr. Stig Sand (R) ƒ Mr. Erwan Jacquin (M)
ƒ Dr. Laurence Briancon-Marjollet (M)
MAN Diesel A/S ƒ Dr. Pierre Perdon (M)
ƒ Mr. Thomas Knudsen (O)
Ecole Centrale de Nantes
Maritime Development Center of Europe ƒ Dr. Bertrand Alessandrini (O)
ƒ Mr. Steen Sabinsky (O) ƒ Dr. Pierre Ferrant (R, M)

Odense Steel Shipyard Ltd. GERMANY

ƒ Mr. Christian D. Schmidt (O)
ƒ Mr. Kjell Harr (O) Bundesministerium für Wirtschaft und
Technologie
Technical University of Denmark ƒ Dr. Stephan Hesselmann (O)
ƒ Dr. Jørgen Juncher Jensen (O)
ƒ Dr. Poul Andersen (O) Development Centre for Ship Technology and
ƒ Prof. Preben Terndrup Petersen (O) Transport Systems*
ƒ Mr. Cornel Thill (R)
The Danish Maritime Fund ƒ Dr.-Ing. Tao Jiang (R)
ƒ Mr. Erik Bastiansen (O)
Hamburgische Schiffbau Versuchsanstalt GmbH
(HSVA)*
ƒ Dr.-Ing. Andre Cura Hochbaum (M)
FINLAND
ƒ Dipl.-Ing. Christia Johannsen (M)
ABB ƒ Dipl.-Ing. Jens-Holger Hellman (M)
ƒ Mr. Tomi Veikonheimo (O) ƒ Dipl.-Ing. Juergen Friesch (R)

Aker Arctic Technology Inc. MPC Münchmeyer Petersen Marine GmbH

ƒ Mr. Goran Wilkman (R, M) ƒ Dipl.-Ing. Andreas Naujeck (O)
Appendix 8

390

Schiffbau Versuchsanstalt Potsdam GmbH* ƒ Dr. Daniele Ranocchia (O)

ƒ Dipl.-Ing. Barbara Guenther (M) ƒ Dr. Elena Ciappi (M)
ƒ Dr. Manfred Mehmel (R) ƒ Dr. Emilio F. Campana (M)
ƒ Dr. Enrico De Bernardis (R)
Technical University of Hamburg ƒ Dr. Fabio Di Felice (M)
ƒ Prof. G. Jensen (O) ƒ Dr. Francesco Salvatore (M)
ƒ Mr. Lanfranco Benedetti (O)
Technische Universität Berlin ƒ Dr. Riccardo Broglia (M)
ƒ Prof. Günther F. Clauss (O) ƒ Dr. Ulderico Bulgarelli (M)
ThyssenKrupp Marine Systems, Blohm+Voss Universita di Genova
GmbH ƒ Prof. Carlo Podenzana-Bonvino (R)
ƒ Mr. Stefan Deucker (O) ƒ Prof. Marco Ferrando (M)
ƒ Dr. Paola Gualeni (O)
GREECE
Universita di Napoli
National Technical University of Athens
ƒ Dr. Ermina Begovic (O)
ƒ Prof. Apostolos Papanikolau (M)
ƒ Prof. Guido Boccadamo (R)
ƒ Prof. George D. Tzabiras (R)
ƒ Prof. Pasquale Cassella (O)
ƒ Dr. Gregory Grigoropoulos (M)
Universita di Trieste
INDIA
ƒ Prof. Alberto Fransescutto (M)
ƒ Prof. Antonio Cardo (R)
Naval Science and Technological Laboratory
ƒ Dr. Gabriele Bulian (O)
(NSTL)
ƒ Dr. Giorgio Contento (O)
ƒ Mr. Manu Korulla (R)
JAPAN
INDONESIA
Akashi Ship Model Basin Co. Ltd.
UPT BPPH Indonesian Hydrodynamic
ƒ Dr. Kazuyuki Ebira (O)
Laboratory
ƒ Dr. Yasunroi Iwasaki (R)
ƒ Dr. Ika Prasetyawan (R)
Akishima Laboratories (Mitsui Zosen) Inc.
IRAN
ƒ Dr. Akihito Hirayama (O)
Sharif University of Technology ƒ Dr. Norio Ishii (R)
ƒ Dr. Mohammad Saeed Seif (R, M)
Hiroshima University
ITALY ƒ Prof. Hidetsugu Iwashita (O)
ƒ Prof. Hironori Yasukawa (M)
Centro Esperienze Idrodinamiche Marina ƒ Prof. Yasuaki Doi (R)
Militare (CEIMM) ƒ Prof. Yasushi Higo (O)
ƒ Cdr. Massimo Soave (R)
Hokkaido University
Centro per gli Studi di Tecnica Navale ƒ Prof. Yasuo Yoshimura (O)
(CETENA)
ƒ Dr. Giovanni Caprino (R) IHI Corporation*
ƒ Dr. Paolo Becchi (M) ƒ Dr. Akio Ito (R, M)
ƒ Dr. Akira Masuko (O)
Istituto Nazionale per Studi ed Esperienze di ƒ Dr. Takuya Omori (O)
Architettura Navale (INSEAN)*
Proceedings of 25th ITTC – Volume I
391

IHI Marine United Inc Nagasaki Institute of Applied Science

ƒ Dr. Tuyoshi Ishiguro (O) ƒ Prof. Chaniku Shin (R)
ƒ Dr. Yasuhiko Inukai (O) ƒ Prof. Tsutomu Hori (O)
ƒ Dr. Yukio Koshiba (O)
National Maritime Research Institute*
Imabari Shipbuilding Co., Ltd. ƒ Mr. Harukuni Taguchi (O)
ƒ Mr. Hitoshi Fujita (O) ƒ Dr. M. Hinatsu (M)
ƒ Mr. Yoshifumi Tai (O) ƒ Dr. Noriyuki Sasaki (M)
ƒ Dr. Shigesuke Ishida (M)
Kobe University ƒ Dr. Takanori Hino (O)
ƒ Prof. Eiichi Kobayashi (R) ƒ Dr. Yoshiaki Kodama (R)
ƒ Prof. Hiroyuki Sadakane (O) ƒ Dr. Yoshitaka Ukon (O)
ƒ Prof. Shigeru Nishio (M)
National Research Institute of Fisheries
Kyushu University, Department of Naval Engineering
Architecture ƒ Mr. Akihiko Matsuda (O)
ƒ Prof. Jun Ando (R, M) ƒ Mr. Toshihiko Kawashima (O)
ƒ Prof. Satoru Yamaguchi (O) ƒ Mr. Toshikazu Masuya (R)
ƒ Prof. Akiji Shinkai (O)
ƒ Prof. Katuro Kijima (O) Nippon Kaiji Kyokai
ƒ Prof. Kuniharu Nakatake (O) ƒ Dr. Ryuji Miyake (O)
ƒ Prof. Yoshitaka Furukawa (O) ƒ Dr. Tingyao Zhu (O)

Kyushu University, Research Institute for ONR Global, Tokyo

Applied Mechanics ƒ Dr. Cho Peter (O)
ƒ Prof. Changhong Hu (O) ƒ Capt. Nannettes Roberts (O)
ƒ Dr. Makoto Sueyoshi (O) ƒ Dr. Hitoshi Narita (O)
ƒ Prof. Masahiko Nakamura (R)
ƒ Prof. Yuusaku Kyozuka (O) Osaka Prefecture University
ƒ Prof. Toru Katayama (O)
Meguro Model Basin* ƒ Prof. Yoshiho Ikeda (R)
ƒ Director Kazuhisa Kuda (O) ƒ Prof. Yusuke Tahara (M)
ƒ Dr. Kazuyuki Yamakita (R)
ƒ Dr. Takayuki Mori (O) Osaka University
ƒ Prof. Hiroyoshi Suzuki (O)
Mitsubishi Heavy Industries Ltd.* ƒ Prof. Kazuhiko Hasegawa (O)
ƒ Mr. Akira Yamamoto (O) ƒ Prof. Masashi Kashiwagi (M)
ƒ Mr. Chiharu Kawakita (O) ƒ Dr. Munehiko Minoura (O)
ƒ Mr. Isao Satoh (O) ƒ Prof. Naoya Umeda (M)
ƒ Mr. Kenji Tsumura (O) ƒ Prof. Shigeru Naito (O)
ƒ Dr. Kin-ya Tamura (O) ƒ Prof. Toshio Suzuki (O)
ƒ Dr. Naoji Toki (R, M) ƒ Prof. Yasuyuki Toda (R, M)
ƒ Mr. Satoru Ishikawa (O) ƒ Dr. Yugo Sanada (O)
ƒ Mr. Shigetomo Fujita (O)
ƒ Mr. Tohru Kitamura (O) Oshima Shipbuilding Co., Ltd.
ƒ Mr. Yuusuke Takagi (O) ƒ Dr. He Qing (O)

Mitsui Engineering & Shipbuilding Co., Ltd. Saga University

ƒ Mr. Akihiko Fujii (O) ƒ Prof. Shuji Nagata (M)
ƒ Dr. Yoshihisa Takekoshi (O)
Appendix 8

392

Sanoyas Hishino Meisho Corporation KOREA

ƒ Mr. Kenta Koike (O)
Chosun University
Shipbuilding Research Centre of Japan ƒ Prof. K. J. Lee (O)
ƒ Dr. Kazunori Sato (O)
ƒ Mr. Ken Kanai (O) Chungnam National University
ƒ Mr. Shoji Shingo (O) ƒ Prof. Hyoung Tae Kim (O)
ƒ Dr. Yushu Washio (R)
Daewoo Shipbuilding & Marine Engineering
Sumitomo Heavy Industries Ltd. Co., Ltd.
ƒ Mr. Kyoji Murakami (O) ƒ Mr. Young-Bok Choi (O)
ƒ Dr. Michio Takai (R)
Hanjin Heavy Ind. & Construction Co., Ltd.
The Japan Society of Naval Architects and Ocean ƒ Mr. Noh-Jun Park (O)
Engineers
ƒ Dr. Hironori Arai (O) Hongik University
ƒ Dr. Seiko Ogiwara (O) ƒ Prof. Museok Song (O)

Tokyo University of Marine Science and Hyundai Heavy Industries Co. Ltd.*
Technology ƒ Dr. Bong Jun Chang (M)
ƒ Prof. Atsushi Ishibashi (O) ƒ Mr. Heung-Won Seo (O)
ƒ Prof. Hiroaki Kobayashi (O) ƒ Dr. Hong-Gi Lee (R)
ƒ Prof. Kuniaki Shoji (R) ƒ Dr. Keh-Sik Min (O)
ƒ Dr. Seon-Hyung Kang (O)
Tsuneishi Shipbuilding Company ƒ Dr. Young Jae Sung (O)
ƒ Dr. Jian Gang Shi (O)
ƒ Mr. Makoto Soejima (O) Inha University
ƒ Prof. Hyochul Kim (O)
Universal Shipbuilding Corporation ƒ Prof. Sung-Wan Hong (O)
ƒ Dr. Koichiro Matsumoto (M) ƒ Prof. Young-Gill Lee (R)
ƒ Dr. Mitsuyasu Nagahama (R)
Korea Maritime University
University of Tokyo* ƒ Prof. Beom-Soo Hyun (O)
ƒ Prof. Chang-Kyu Rheem (M)
ƒ Prof. Hajime Yamaguchi (O) Maritime and Ocean Engineering Research
ƒ Prof. Hiroharu Kato (O) Institute (MOERI)*
ƒ Prof. Hiroshi Kagemoto (O) ƒ Dr. Chun Joo Lee (M)
ƒ Prof. Hisaaki Maeda (O) ƒ Dr. Jin Kim (M)
ƒ Prof. Masataka Fujino (O) ƒ Dr. Sa Young Hong (M)
ƒ Prof. Takafumi Kawamura (M) ƒ Dr. Seok-Won Hong (R)
ƒ Prof. Takeo Koyama (O) ƒ Dr. Seung-Il Yang (M)
ƒ Prof. Takeshi Kinoshita (R, M) ƒ Dr. Suak-Ho Van (M)
ƒ Dr. Sun Young Kim (M)
Yokohama National University
ƒ Prof. Hajime Maruo (O) National Fisheries Research & Development
ƒ Prof. Hisashi Kai (O) Institute
ƒ Prof. Kazuo Suzuki (O) ƒ Dr. Jong Kun Shin (O)
ƒ Prof. Motohiko Murai (O)
Pohang University of Science & Technology
ƒ Prof. Seiji Taezawa (O)
ƒ Prof. Sang J. Lee (O)
ƒ Prof. Tsugukiyo Hirayama (R)
Proceedings of 25th ITTC – Volume I
393

Pukyong National University ƒ Ir. Jaap de Wilde (M)

ƒ Prof. Yong Jig Kim (O) ƒ Dr. M.W.C. Oosterveld (O)

Pusan National University Wartsila Propulsion Netherlands

ƒ Prof. Ho-Hwan Chun (R, M) ƒ Ir. J.Th. Ligtelijn (O)

Samsung Heavy Industries Co. Ltd. NORWAY

ƒ Dr. Jinho Jang (M)
ƒ Dr. Se-Eun Kim (M) Norwegian Marine Technology Research
ƒ Mr. Seung Myun Hwangbo (R) Institute (MARINTEK)*
ƒ Dr. Sung-Yong Han (O) ƒ Dr. Carl Trygve Stansberg (R)
ƒ Mr. Darius Fathi (O)
Seoul National University ƒ Mr. Frank Wettland (O)
ƒ Prof. Hang S. Choi (O) ƒ Mr. Halvor Lie (M)
ƒ Prof. Jung-Chun Suh (M) ƒ Mr. Kjell Olav Holden (O)
ƒ Prof. Key Pyo Rhee (R) ƒ Dr. Kourosh Koushan (O)
ƒ Prof. Kwang-June Bai (O) ƒ Dr. R. Baarholm (M)
ƒ Prof. Shin Hyung Rhee (O)
ƒ Prof. Yonghwan Kim (M) Norwegian University of Science and
Technology
University of Ulsan ƒ Prof. Knut Minsaas (O)
ƒ Prof. Hyun-Kyoung Shin (R) ƒ Prof. Odd M. Faltinsen (O)
ƒ Prof. Sverre Steen (M)
MALAYSIA
POLAND
Universiti Teknologi Malaysia
ƒ Dr. Mohamad Pauzi Abdul Ghani (O) Gdansk Shiprepair Yard Remontowa S.A
ƒ Dr. Omar bin Yaakob (R) ƒ Mr. Piotr Soyka (O)

THE NETHERLANDS Gdansk Shipyard

ƒ Mr. Boshidar Metschkow (O)
Bosch Rexroth B.V. ƒ Mr. Antoni Poziomski (O)
ƒ Ir. Lambert N. G. Romijnders (O)
New Szczecin Shipyard
Delft University of Technology ƒ Mr. Artur Trzeciakowski (O)
ƒ Dr.ir. J.A.Keuning (O)
ƒ Prof. Johan A. Pinkster (O) Northern Shipyard
ƒ Prof.dr.ir. R.H.M.Huijsmans (R) ƒ Mr. Jaroslaw Flont (O)

IHC Dredgers B.V. Polish Register of Shipping

ƒ Ing. C.H.M. Kramers (O) ƒ Mr. Jan Jankowski (O)

Maritime Research Institute Netherlands Ship Design and Research Centre (CTO)*
(MARIN)* ƒ Dr. Leszek Wilczynski (R)
ƒ Ir. A.H.Hubregtse (R) ƒ Dr. T. Bugalski (M)
ƒ Dr.ir. F. van Walree (M)
ƒ Ir. F.H.H.A. Quadvlieg (M) Technical University of Gdansk
ƒ Ir. G.F.M. Remery (O) ƒ Prof. Jan Szantyr (R)
ƒ Ir. H.C.J. van Wijngaarden (M) ƒ Prof. Marek Dzida (O)
ƒ Ir. J.H. Allema (M)
Appendix 8

394

The Association of Polish Maritime Industries ƒ Dr. Susanne Abrahamsson (R)

ƒ Mr. Jerzy Czuczman (O) ƒ Dr. Willem van Berlekom (O)

The Szewalski Institute of fluid -flow machinery TURKEY

ƒ Prof. Jarosław Mikielewicz (O)
Istanbul Technical University
PORTUGAL ƒ Prof. Emin Korkut (R, M)
ƒ Prof. Mustafa İnsel (M)
Instituto Superior Tecnic Portugal
ƒ Dr. Nuno Fonseca (M) UNITED KINGDOM

ROMANIA BMT SeaTech Ltd.

ƒ Dr. Ian W. Dand (R)
ICEPRONAV SA
ƒ Dr. Alina Florea (R) Cussons technology Ltd.
ƒ Mr. Peter Hughes (O)
RUSSIA ƒ Mr. Shaun Ross (O)
ƒ Mr. Steven Curtis (O)
Krylov Shipbuilding Research Institute*
ƒ Dr. Alexander Pustoshnyy (R) Dstl, Naval Systems Department
ƒ Dr. Elena Ya Semionicheva (M) ƒ Dr. Chris Jenkins (O)
ƒ Dr. Valery Borusevich (M)
International Paint Ltd.
SINGAPORE ƒ Dr. John Sinclair-Day (O)

Becker MArine Systems Asia Pte. Ltd. Lloyd’s Register

ƒ Dr. Teng Kiat Lim (O) ƒ Mr. John Carlton (O)
ƒ Mr. P. Fitzsimmons (O)
SPAIN
QinetiQ*
Canal de Experiencias Hidrodinamicas de El ƒ Mr. Andrew J. Peters (M)
Pardo (CEHIPAR)* ƒ Mr. James Anderson (O)
ƒ Dr. Jesus Valle (M) ƒ Dr. Jon Bayliss (R)
ƒ Adm. Jose M. Sevilla (R) ƒ Dr. Paul Crossland (M)
ƒ Dr. M.J. Bobo de la Pena (M)
Universities of Glasgow and Strathclyde
Escuela Tecnica Superior de Ingenieros Navales ƒ Prof. Atilla Incecik (R)
(ETSIN) ƒ Prof. Dracos Vassalos (O)
ƒ Prof. Luis Perez-Rojas (R) ƒ Dr. Sandy Day (M)
ƒ Dr. Shan Huang (M)
SWEDEN
University of Newcastle upon Tyne*
Rolls-Royce Hydrodynamic Research Centre
ƒ Prof. Martin J Downie (M)
ƒ Mr. Mickey Lindevall (O)
ƒ Prof. Mehmet Atlar (R)
ƒ Mr. Reima Aartojarvi (R)
ƒ Dr. Michael D. Woodward (O)
ƒ Mr. Roderick Sampson (M)
SSPA Sweden AB*
ƒ Mr. Jan Hallander (M)
University of Southampton
ƒ Dr. Jianbo Hua (M)
ƒ Prof. Anthony F. Molland (O)
ƒ Mr. Lars T. Gustafsson (O)
ƒ Dr. Dominic Hudson (O)
ƒ Dr. Sofia Werner (O)
ƒ Dr. Stephen R. Turnock (M)
Proceedings of 25th ITTC – Volume I
395

ƒ Prof. W.G. Price (R) University of Iowa, Institute of Hydraulic

Research
VT Shipbuilding ƒ Prof. Frederick Stern (R)
ƒ Mr. Paul Tucker (R)
University of Michigan*
USA ƒ Prof. Robert F. Beck (R)

American Bureau of Shipping University of New Orleans

ƒ Dr. Y.S. Shin (O) ƒ Prof. Robert G. Latorre (R)

Naval Surface Warfare Center* Webb Institute, Robinson Model Basin

ƒ Dr. Arthur M. Reed (M) ƒ Dr. Roger H. Compton (R)
ƒ Mr. G. Karafiath (M)
ƒ Dr. In-Young Koh (R)
ƒ Dr. Joel T. Park (M)
ƒ Dr. Joseph J. Gorski (M)
ƒ Dr. S. Gowing (M)
ƒ Dr. Stuart Jessup (O)
ƒ Dr. T. Fu (M)
ƒ Dr. Terence R. Applebee (M)
ƒ Dr. William B Morgan (O)

Office of Naval Research

ƒ Dr. Ki-Han Kim (M)
ƒ Dr. Patrick Purtell (O)
ƒ Dr. Ronald Josline (O)

Pennsylvania State University, Applied Research

Laboratory
ƒ Dr. William C. Zierke (R)

Stevens Institute of Technology, Davidson

Laboratory
ƒ Dr. Raju Datla (R)

Texas A & M University

ƒ Prof. Jeffrey M. Falzarano (O)

United States Merchant Marine Academy

ƒ Prof. Haruzo Eda (O)

United States Naval Academy

ƒ Dr. Bruce Johnson (O)
ƒ Prof. G. J. White (R)
ƒ Prof. Rameswar Bhattacharyya (O)

University of California, Barkley

ƒ Prof J.R. Paulling (O)
Specialist Committee on Stability in Waves

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