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ITTC Quality System Manual

Recommended Procedures and Guidelines

Procedure

Full Scale Manoeuvring Trials

7.5 Process Control

7.5-04 Full Scale Measurements

7.5-04-02 Manoeuvrability

7.5-04-02-01 Full Scale Manoeuvring Trials

Updated/Edited by Approved

Manoeuvring Committee of the 28th ITTC 27th ITTC 2017

Date 03/2017 Date 09/2017

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Table of contents

2.2.14 Crabbing Test ............................. 11

1. PURPOSE OF PROCEDURE.............. 3
3. DATA ACQUISITION SYSTEM ...... 12
2. RECOMMENDED PROCEDURES
FOR MANOEUVRING TRIALS ........ 3 3.1 Instrumentation ............................... 12
3.1.1 Ship speed and position .............. 12
2.1 Trial Conditions ................................. 3
3.1.2 Ship’s heading ............................ 12
2.1.1 Environmental Restrictions .......... 3
2.1.2 Loading Conditions ...................... 5 3.1.3 Rudder angle .............................. 12
3.1.4 Rate of turn ................................. 13
2.1.3 Approach Conditions.................... 5
3.1.5 Shaft rpm .................................... 13
2.2 Test procedures and parameters to
3.1.6 Torque ........................................ 13
be obtained ......................................... 5
2.2.1 Turning Circle .............................. 5 3.2 Ship Parameters............................... 13
2.2.2 Zigzag Manoeuvre (Z-Manoeuvre) 3.3 Initial Conditions ............................. 13
................................................. 6
2.2.3 Modified Zigzag Manoeuvre ........ 7 4. DATA ANALYSIS .............................. 13
2.2.4 Zigzag Manoeuvre at Low Speed. 7 4.1 Correlation between Model Scale
2.2.5 Spiral Manoeuvre ......................... 7 and Full Scale ................................... 13
2.2.6 Pullout Test .................................. 8 4.2 Uncertainty Analysis ....................... 14
2.2.7 Stopping Test................................ 9 4.2.1 Correction due to Environment .. 14
2.2.8 Stopping Inertia Test .................... 9 4.2.2 Correction due to Ship Conditions .
2.2.9 Man-overboard Test ................... 10 ............................................... 14
2.2.10 Parallel Course Manoeuvre Test 10 4.3 Benchmark Tests ............................. 17
2.2.11 Initial Turning Test..................... 10
5. REFERENCES .................................... 17
2.2.12 Accelerating Turning Test .......... 11
2.2.13 Thruster Test .............................. 11
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Full Scale Manoeuvring Trials

1. PURPOSE OF PROCEDURE • Test procedures should document trials in a

way which is compatible with both ship de-
To provide a guideline for performing full sign and scientific purpose (e.g. validation of
scale trials to determine ship manoeuvring char- predicted manoeuvres).
acteristics as a reaction to rudder and engine ac-
tions.
2.1 Trial Conditions

2. RECOMMENDED PROCEDURES 2.1.1 Environmental Restrictions

FOR MANOEUVRING TRIALS
Manoeuvrability of a ship is strongly af-
The 23rd ITTC Manoeuvring Committee has fected by interactions with the bottom, banks,
drafted the present procedure based on the 14th passing vessels, wind and waves. Therefore the
ITTC MANOEUVRING TRIAL CODE, which trial site should be located in waters of adequate
is supplemented by considering the following depth with low current and tidal influence as
topics. possible, and manoeuvring trials should be per-
formed in the calmest possible weather condi-
• For operation purpose, tests must concern tions. It is recommended that
following qualities which have been identi-
fied by IMO: 1. the water depth should exceed four times
the mean draft of the ship;
1. inherent dynamic stability, 2. the maximum sea state should be chosen
2. course- keeping ability, taking into account the ship’s character-
3. initial turning/course-changing ability, istics such as ship speed, ship displace-
4. yaw checking ability, ment, etc. Although IMO Resolution
5. turning ability, MSC.137(76) requires trials to be con-
6. stopping ability. ducted with a sea state not greater than
4, some ships may require sea states as
Table 1 shows a total of 19 manoeuvring low as 1 in order to provide accurate full
tests recommended by various organisations. scale data;
This procedure provides detailed information on 3. the maximum wind speed should be cho-
a selection of 14 tests which provide infor- sen taking into account the ship’s char-
mation on above mentioned six ship-handling acteristics such as ship speed, ship dis-
characteristics. placement, accurate full scale data. Alt-
hough IMO Resolution MSC.137(76)
• Furthermore, recommendations are formu- requires trials not to be conducted with a
lated for operation purposes, including low true wind speed greater than Beaufort 5,
speed operation in channels and harbour en- some ships may require wind speeds not
vironments. exceeding Beaufort 2 in order to provide
accurate full scale data.
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Table 1: Recommended Manoeuvring Tests by various Organizations

Re-
IMO IMO ITTC SNAME Norse Stand- ITTC
Type of test Japan RR ISO marks
A601 MSC.137(76) 1975 1989 ard 2017
(*)
1 Turning circle √ √ √ √ √ √ √ √ 5

2 Z-manoeuvre test √ √ √ √ √ √ √ √ 3,4

Modified Z-manoeuvre
3 - - - - - √ - √ 1,3
test
Z-manoeuvre at low speed
4 - √ √ √ 1,2
test
5 Direct spiral test - - √ √ √ √ √ √ 1,2
6 Reverse spiral test - - √ √ √ √ √ √ 1,2
7 Pullout test √ - √ √ - - √ √ 1
8 Stopping test (from ahead) √ √ √ √ √ √ √ √ 6

9 Stopping inertia test √ - - - √ √ √ √ 6

10 Man-overboard test √ - - - - - √ √ 4,5

Parallel course manoeuvre
11 √ - - - - - √ √ 4,5
test
12 Initial turning test √ - - √ - - - √ 3
13 Accelerating turning test √ - √ - - - √ √ 5
14 Thruster test √ - √ √ √ - √ √ 4,5
15 Crabbing test - - - - - - √ √ 3
16 New course keeping test - √
Acceleration/deceleration
17 √ √
test
Crash stop ahead test
18 - √ √ √
(from asten)
19 Minimum revolution test √ √ √

(*) 1 inherent dynamic stability

2 course-keeping ability
3 initial turning/course-changing ability
4 yaw checking ability
5 turning ability
6 stopping ability

(22nd ITTC Trials & Monitoring Specialist Committee, 1999)

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2.1.2 Loading Conditions

It is recommended that the trials are to be

carried out with the ship in the full-load condi-
tion at zero trim, because in this condition the
manoeuvres are most critical, or in a normal op-
erational condition within a five percent devia-
tion of the full-load draft and trim.

Where it is impractical to conduct trials at

full-load draft, they may be conducted at a draft
as close to full-load draft as possible with mini-
mum trim, or in a ballast condition with mini-
mum trim and sufficient propeller immersion.

2.1.3 Approach Conditions

The approach speed according to IMO is to

Fig. 1 Turning circle: definitions
be at least 90 per cent of the ship’s speed corre-
sponding to 85 per cent of the maximum engine The essential information referred to the
output, but some tests should also be carried out midship to be obtained from this manoeuvre
at low speed (below 8 knots). consists of (see Figure 1):
Before the execution of the relevant ma-
noeuvre, the ship must have run at constant en- • tactical diameter,
gine(s) setting with minimum rate of change of • advance,
heading (steady course) for at least two minutes. • transfer,
The helmsman must be advised to keep heading • loss of speed on steady turn,
with minimum rudder actuations. • velocity loss and time to change heading 90
degrees
2.2 Test procedures and parameters to be • velocity loss and time to change heading 180
obtained degrees
• velocity loss and time to change heading 270
degrees
2.2.1 Turning Circle
The first three of these may be presented in
Turning circle tests are performed to both
non-dimensional form by dividing their values
port and starboard at approach speed with a
by ship's length between perpendiculars (LPP).
maximum rudder angle. It is necessary to do a
Maximum advance and maximum transfer can
turning circle of at least 540 degrees to deter-
be measured, too.
mine the main parameters of this trial.
When it is possible, turning circle at low or
half speed should be considered.
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2.2.2 Zigzag Manoeuvre (Z-Manoeuvre) Ψ degrees off the course port, the rudder is re-
versed again to starboard (third execute). This
The zigzag manoeuvre is obtained by revers- process continues until a total of 3 rudder exe-
ing the rudder alternately by δ degrees to either cutes have been completed.
side at a deviation Ψ from the initial course.
After a steady approach the rudder is put over to Hence, a zigzag manoeuvre is determined by
starboard (first execute). When the heading is the combination of the values of change of head-
Ψ degrees off the initial course, the rudder is ing Ψ and rudder angle, and is denoted δ/ψ.
reversed to the same angle to port (second exe- Common values for these parameters are 10/10
cute). and 20/20. However, other combinations can be
applied (see 2.2.3).
After counter rudder has been applied, the
ship initially continues yawing in the original di- The manoeuvres are to be executed at ap-
rection with decreasing yaw rate until it changes proach speed (see 2.1.3) and if possible at low
sign, so that the ship eventually yaws to the left speed also.
in response to the rudder. When the heading is

Figure 2. Time trace of zigzag manoeuvre parameters

Zigzag manoeuvres are carried out starting Initial turning time ta (s): the time from the
with both starboard and port rudder, in order to instant the rudder is put at the outset of the ma-
identify the environmental effects (e.g. wind). noeuvre (first execute) until the heading is Ψ
From the nautical point of view, however, i.e. degrees off the initial course. At this instant the
the interpretation of the international rules of rudder is reversed to the opposite side (second
navigation at sea, the turning and the yaw check- execute).
ing ability using starboard rudder angles δ are of
special interest, since emergency turns should Execute heading angle (degrees): heading
be carried out to starboard. Ψ at which the rudder is reversed.

For a first simple analysis of the results, Overshoot angle (degrees): the angle
characteristic steering values defined in Fig. 2 through which the ship continues to turn in the
can be used; the values are plotted as a function original direction after the application of counter
of the rudder angle δ. rudder. The first and second overshoot angles
correspond to the maximum heading angle
Results of zigzag tests are defined as follows: reached after the second and third execute, re-
spectively.
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Time to check yaw (tS, tB) (s): the time be- engine. When the ship's speed drops below 5
tween the rudder execute and the time of the knots, a 35/5 zigzag manoeuvre is initiated. The
maximum heading change in the original direc- above procedure to be repeated until the ship's
tion. heading does not react to the rudder actions.

Heading ψ (degrees): the course deviation

2.2.5 Spiral Manoeuvre
from the straight initial course.
Spiral manoeuvres are applied to assess the
Reach tA (s): the time between the first exe-
cute and the instant when the ship’s heading is course stability of the ship (see Figure 3). For
zero after the second execute. ships, which show stable characteristics either
the direct (Dieudonné) or reverse (Bech) spiral
Time of a complete cycle T (s): the time be- methods can be used to obtain response at low
tween the first execute and the instant when the rudder angles. For unstable ships, the Bech re-
ship’s heading is zero after the third execute. verse spiral is recommended within the limits
indicated by the results of the pullout manoeu-
Angular speed Ψ (deg/s): constant yaw rate vres.
(time gradient of heading) established after the
second execute. In this phase the ship executes
circular motion, if steady speed is assumed.

Unit time (s): the time required for the vessel

to travel her own length at approach speed (=
L/V). The time for a complete cycle is expressed
in unit times.

2.2.3 Modified Zigzag Manoeuvre

The test procedure for a modified zigzag ma-

noeuvre is the same as for 2.2.2. (zigzag ma-
noeuvre), but the execute heading angle is cho-
sen to be as small as 1 degree, the rudder angle
being 5 or 10 degrees (see section 4 of IMO
MSC/Circ.1053 for modified zigzag manoeu-
vres definitions).

The modified Z-manoeuvre test is used to

express course-keeping qualities in conditions
similar to actual operations characterised by
small heading changes and rudder values.
Figure 3: Presentation of spiral manoeuvre results

2.2.4 Zigzag Manoeuvre at Low Speed Direct Spiral Manoeuvre. With the ship on
an initial straight course, the rudder is put to
This manoeuvre is executed while the ship is about 25 degrees to starboard and held until the
running ahead by inertia after stopping the main
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rate of change of heading is constant. The rudder the desired rate of turn is obtained, the rudder is
angle is then decreased by 5 degrees and again actuated such as to maintain this rate of turn as
held until steady conditions of yawing have precisely as possible. The helmsman should
been obtained. This procedure is repeated until now aim to maintain the desired rate of turn us-
the rudder has covered the range from 25 de- ing progressively decreasing rudder motions un-
grees on one side to 25 degrees on the other side til steady values of speed and rate of turn have
and back again. Over the range of rudder angles been obtained. Steady rate of turn will usually
of 5 degrees on either side of zero or neutral rud- be obtained very rapidly, since rate steering is
der angle these intervals should be reduced. easier to perform than normal compass steering.
However, adjustments to the rudder angle may
The achieved steady rate of turn is registered be required until the ship achieves a steady
for each rudder angle. speed; therefore, it is necessary to allow some
time before the values of Ψ and δ are meas-
This manoeuvre should be carried out as in ured.
still air and calm water conditions as possible.

Reverse Spiral Manoeuvre. In the Bech re- 2.2.6 Pullout Test

verse spiral the ship is steered at a constant rate
of turn and the mean rudder angle required to The pullout manoeuvre is a simple test to
produce this yaw rate is measured. give a quick indication of a ship's course stabil-
ity.
The necessary equipment is a rate-gyro (al-
ternatively the gyro compass course Ψ may be
differentiated to provide Ψ ), and an accurate
rudder angle indicator. Experience has shown
that accuracy can be improved if continuous re-
cording of rate of turn and rudder angle is avail-
able for the analysis.

When several spiral tests are to be made, an

auto-pilot can be used to perform the reverse
spiral.

If manual steering is used, the instantaneous

rate of turn must be visually displayed for the
helmsman, either on a recorder or on a rate of
turn indicator.

Using the reverse spiral test, points on the

curve rate of turn versus rudder angle may be
taken in any order. However, if the ship is
steered manually, the procedure originally pro-
posed by Bech can be recommended. The ship
is made to approach the desired rate of turn, Ψ , Figure 4: Presentation of pull-out manoeuvre results
by applying a moderate rudder angle. As soon as
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A rudder angle of approximately 20 degrees When the propelling unit has reached steady
is applied until the ship achieves a steady rate of full astern rpm and ship’s speed becomes zero,
turn; at this point, the rudder is returned to mid- the test is completed.
ships. If the ship is stable, the yaw rate will de-
cay to zero for turns to both port and starboard. The parameters measured during crash-stop
If the ship is unstable, then the rate of turn will and stopping trial are (see Figure 5):
reduce to some residual yaw rate. The pullout
manoeuvres have to be performed to both port • the head reach which is defined as distance
and starboard to show a possible asymmetry travelled in the direction of the ship's initial
(see Figure 4). Pullout manoeuvres can be per- course;
formed at the end of a zigzag or turning circle • the track reach which is the total distance
test. travelled along the ship's path;
• the lateral deviation which is the distance to
2.2.7 Stopping Test port or starboard measured normal to the
ship's initial course.
During stopping tests a ship’s speed is re-
duced from some initial steady value to zero by Ships usually are directionally uncontrolla-
applying full astern power. ble during this manoeuvre so that the trajectory
is, to a large extent, determined by the ambient
disturbances, initial conditions and rudder ac-
tions. Although existing procedures allow rud-
der activity to keep the ship as close to the initial
course as possible, it should be noticed that IMO
requires the rudder to be maintained at midships
throughout the trial.

2.2.8 Stopping Inertia Test

Stopping inertia tests are performed to assess

the behaviour of a ship during deceleration with-
out propeller action.

Starting from full ahead speed, the engine is

stopped quickly. When the ship's ahead speed
has reduced to 5 knots, the test is completed.

The parameters measured during a stopping

inertia test are:
Figure 5. Definitions used in stopping trials

The most common stopping trial starts from • the head reach which is defined as distance
full ahead speed. When the approach conditions travelled in the direction of the ship's initial
are satisfied, the demand for full astern power is course;
given from the engine control position on the • the track reach which is the total distance
bridge. travelled along the ship's path;
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• the lateral deviation which is the distance to 2. the time taken to return to the point, or
port or starboard measured normal to the nearest position to that point, at which
ship's initial course; the manoeuvre was initiated
• the duration of the manoeuvre. 3. the lateral deviation from the initial
course at the point, or nearest position to
2.2.9 Man-overboard Test that point, at which the manoeuvre was
initiated are to be derived.
Man-overboard manoeuvres are performed
to provide information on the time taken and the 2.2.10 Parallel Course Manoeuvre Test
deviation from course necessary to retrieve a
person or object from the sea. The elliptical and The parallel course manoeuvre provides in-
Williamson turns are two well-known man- formation on the ship's side reach.
overboard manoeuvres. These manoeuvres will,
in the absence of wind and current, bring the With the ship initially under approach speed,
ship back to the position where the man over- the rudder is moved quickly to hard over star-
board incident occurred. board and held until the ship has altered course
by 15 degrees from initial course. At that time,
The elliptical turning manoeuvre. With the the rudder is moved quickly to hard over port.
ship initially under approach speed, the rudder When the ship’s heading resumes the initial
is moved quickly to hard over starboard and held course, the rudder is moved to midship.
until ship has altered course by 180 degrees
from initial course. At that time, the rudder is The test has to be repeated for 30 degrees
moved quickly to hard over port and the ship is and 45 degrees change of heading from initial
steadied on the original course. This manoeuvre course.
is to be terminated when the ship has returned to
the position, or nearest position, where the ma- Following data are to be derived from the tri-
noeuvre was initiated. als:

The Williamson turning manoeuvre. With 1. a plot of the ship’s track,

the ship initially under approach speed, the rud- 7. the time taken to reach parallel course,
der is moved quickly to hard over starboard and 8. the lateral deviation between the initial and
held until ship has altered course by 70 degrees final positions.
from initial course. At that time, the rudder is
moved quickly to hard over port, until the ship 2.2.11 Initial Turning Test
is heading 180 degrees from initial course. This
manoeuvre is to be terminated when the ship has The initial turning trial provides information
returned to the position, or nearest position, on the effectiveness of the rudder in transient
where the manoeuvre was initiated. manoeuvres and to ascertain the ship’s initial
turning ability.
Following data are to be derived from the tri-
als: With the ship initially under approach speed,
the rudder is moved quickly to 10 degrees and
1. a plot of the ship’s track, held until the ship has altered course by 10 de-
grees from initial course.
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Following data are to be derived from the tri- 2.2.13 Thruster Test
als:
For a ship fitted with lateral thrusters the fol-
1. a plot of the ship’s track, lowing tests are recommended.
9. the track reach, being the total distance trav-
elled along the ship’s path, non-dimension- Turning Manoeuvre. With the ship initially
ally expressed in ship lengths. at low speed (between 0 and 6 knots), the thrust-
ers are ordered to deliver full power while the
These data can also be obtained from the first rudder is kept amidships. The manoeuvre should
phase of a 10/10 zigzag manoeuvring trial, be- be continued until 90 degrees change of heading
tween the first and the second execute. has been completed. Tests should be conducted
both to port and starboard, with the bow and
stern thrusters independently. The initial condi-
2.2.12 Accelerating Turning Test tions include the ship bow being oriented di-
rectly into the wind.
Accelerating turning test provide the ability
to make a "kicking" turn at slow speed, which is The essential information to be obtained
used in harbour manoeuvres. from this manoeuvre consists of:
The ship is initially at standstill with zero
speed and propeller stopped. • time to change heading 15, 30, ..., 90 de-
grees.
The manoeuvre is started by ordering the • turning rate must be continuously recorded.
rudder hard over and the engine half ahead on If possible, a steady state turning rate must
telegraph. Rudder and engine control are there- be provided.
after kept constant during the turn. The turn con-
tinues until a 180 degrees change of heading has Zigzag Manoeuvre. With the ship initially at
been completed. low speed (between 3 and 6 knots), the thrusters
are ordered to deliver full power while the rud-
The essential information to be obtained der is kept amidships. The test follows the same
from this manoeuvre consists of: sequence as the zigzag manoeuvre (see 2.2.2)
where at the instants of the executes, the thruster
• tactical diameter, action is reversed instead of the rudder action.
• advance, An execute heading angle of 10 degrees is sug-
• transfer, gested.
• final speed,
It is recommended for special types of ships
• time to change heading 90 degrees
such as ferries to carry out zigzag manoeuvres
• time to change heading 180 degrees as above with a speed of approximately 3 knots
astern.
The first three of these may be presented in
non-dimensional form by dividing their values
by ship's length between perpendiculars (LPP). 2.2.14 Crabbing Test
Maximum advance and maximum transfer can
be measured, too. A ship’s ability to move transversely at zero
forward speed without altering heading is veri-
fied with a crabbing test. The purpose of the test
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is to document the maximum possible transverse 3.1 Instrumentation

speed.
This section presents specific procedures
All available propellers/rudders/thrusters and necessary equipments for the instrumenta-
should be used to perform the test. Obviously a tion of full-scale manoeuvring trials. A general
conventional ship with only one propeller, one on the calibration of the instruments can be
rudder and no bow thruster cannot perform crab- found on the ITTC Procedure 7.5-01-03-01 Un-
bing according to this definition. certainty Analysis: Instrument Calibration
(ITTC, 2014).
The essential information to be obtained
from this manoeuvre consists of the final steady 3.1.1 Ship speed and position
lateral speed of the ship. The forward speed and
the change of heading should also be docu- Ship speed and position should be deter-
mented, although they should be kept as low as mined using either the measured mile, electronic
possible. tracking or GPS. It is preferable to use GPS due
to its flexibility. As mentioned previously, trials
The use of propeller(s), rudder(s) and should be conducted in sheltered waters, of ade-
thruster(s) should be documented, including quate depth, with minimal currents and tides.
power, rpm, pitch, thrust direction, rudder angle, GPS, when used in the differential mode, allows
etc. correction of the data to a known reference site.
Pulse radar track is also recommended, however,
The test should be carried out in as still air
the flexibility is not as great as with GPS. DGPS
and calm water conditions as possible. If the
must be considered for small vessels.
wind is in excess of Beaufort 2 the test should
be carried out in beam wind, crabbing both with
the wind and towards the wind. Wind, current 3.1.2 Ship’s heading
and sea conditions should be documented.
A gyrocompass should be used to record
ship’s heading. The gyro repeaters are to be ad-
3. DATA ACQUISITION SYSTEM justed until they are synchronised with the mas-
ter gyro compass reading.
During the different trials, the data listed in
Tables 2 and 3 have to be measured and rec- 3.1.3 Rudder angle
orded from the start of the approach run until the
end of the manoeuvring trial. Rudder angle should be measured by ade-
quate instrumentation (e.g. angular potentiome-
Data should be acquired by a computer- ter) installed on the rudder stock. The steering
based system because almost all the manoeu- gear is to be tested to calibrate the rudder angle
vring trials require time history data. The system indicator(s), over the full range of movement
should be able to collect, record and process against the actual rudder angle reading given on
real-time trial data of all measured parameters. the rudder stock.
Data sampling rate of 0.5 - 2 samples per second
is suggested.
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3.1.4 Rate of turn • Rudder area

• Rudder angle or pod angle
The rate of turn indicator can be calibrated • Propeller type
against the actual change in heading per second • Propeller diameter and pitch
during a turn.
• Number of propellers and turning direction
of each propeller
3.1.5 Shaft rpm • Engine type
• Power and percentage of Maximum Contin-
Propeller shaft rpm should be determined by uous Rating to which ship speed and RPM
installing either a magnetic probe or infrared op- apply
tical sensing device. Sixty metal strips or reflec-
tive tapes should be installed so that instantane-
ous rpm can be determined. 3.3 Initial Conditions

The following data is to be clearly recorded

3.1.6 Torque for each trial:
The torque should be measured using a tor-
• Date
sion meter that can be calibrated. The residual
• Time
shaft torque (zero of the torsion meter) should
be taken immediately before and after the trials • Area of trial
by rotating the shaft slowly in both directions • Initial approach speed and heading
with turning gears and the torque values derived • Ship’s loading condition (draft, trim, longi-
from the torsion meter should be adjusted ac- tudinal centre of gravity and transverse met-
cordingly. Obtaining torque by attaching strain acentric height)
gages on the shaft is not recommended since • Radii of gyration
alignment of the gages is most difficult and they • Heel angle
cannot be physically calibrated once installed. • Water depth
• Environmental conditions, including
3.2 Ship Parameters o Current speed and relative direction
o Wind relative speed and direction
Following ship related parameters should be o Sea state
documented:
4. DATA ANALYSIS
• Ship type and design parameters (L/B, B/T,
CB)
• Hull conditions at trial condition (L/B, B/T, 4.1 Correlation between Model Scale and
CB, GM) Full Scale
• Submerged lateral area
If the full scale trials are to be compared to
• Lateral/longitudinal projected area above
numerical simulation in model scale or free run-
waterline
ning model tests, the scale effects must be taken
• Draft and Trim into account. The ITTC Procedure 7.5-02-06-01
• Stern type parameters at trial condition (ITTC, 2014) includes important comments
• Rudder type
• Number of rudders
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about the scale effects in the free running model correction method can be applied. For such
tests and how to compensate them. complicated manoeuvres simulation techniques
are the only possible solution.
The rudder angle actuation speed must be
properly defined according to the model scale. 4.2.2 Correction due to Ship Conditions
Some techniques are still being developed in or-
der to assure that the rudder lateral force is rela- Ship manoeuvrability can be significantly
tively equivalent in the model and full scale affected by the draft and trim condition. For ex-
(27th ITTC Manoeuvring Committee, 2014). ample, course stability in ballast condition is
usually better than in full load even-keel condi-
If using autopilot, it is important to check if tions. If it is not possible to perform the test in
the controller gains are equivalent in model full load even keel condition, the manoeuvring
scale and full-scale. characteristics should be then predicted by the
ballast condition test and corrected using a reli-
able method (i.e. model tests or proven com-
puter simulation) that ensures satisfactory ex-
4.2 Uncertainty Analysis trapolation of trial results, as also suggested by
IMO Resolution A.751 (1993). In this case,
Trial data uncertainty analysis should be car- however, the procedure must be clearly refer-
ried out to assess the level of confidence in the enced and documented.
trial results and to provide the statistics associ-
ated with ship trial measurements.

For the uncertainty analysis of ship position

and speed, shaft rpm and torque, reference can
be made to the uncertainty analysis section of
the Final Report and Recommendations to the
23rd ITTC - The Specialist Committee on Speed
and Powering Trials (ITTC, 2002).

The effect of errors in rudder angle or

manoeuvring device setting on the manoeuvre is
difficult to assess through conventional uncer-
tainty analysis. It is recommended to make use
of simulation techniques for this purpose.

4.2.1 Correction due to Environment

The immediate environment such as wind,

waves and current can significantly affect ship
manoeuvrability. IMO Resolution MSC.137(76)
(2002) suggests a method to account for envi-
ronmental effects only for turning tests. Recent
research concerning environmental effects on
zigzag tests has shown that no straightforward
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Table 2 Recommended Manoeuvring Trial Measurements

Rate
Forward Rudder
Type of test Heading Position rpm of Torque
speed angle
turn
1 Turning test √ √ √ √ √ √**
2 Z-manoeuvre test √ √ √ √ √
3 Modified Z-manoeuvre √ √ √ √ √
Z-manoeuvre at low
4 √ √ √ √ √
speed test
5 Direct spiral test √ √ √ √*
6 Reverse spiral test √ √ √ √*
7 Pullout test √ √ √ √*
8 Stopping test √ √ √ √ √ √
9 Stopping Inertia test √ √ √ √ √ √
10 Man-overboard test √ √ √ √
Parallel course manoeu-
11 √ √ √ √ √
vre test
12 Initial turning test √ √ √ √
13 Accelerating turning test √ √ √ √ √
14 Thruster test √ √ √ √ √ √
15 Crabbing test √ √ √ √ √ √

*
If the rate of turn cannot be obtained using a rate gyro and/or gyrocompass, the differential of the heading angle
has to be used to derive this parameter
**
Recommended for trials with twin propeller ships
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Table 3 Data sampling rate and accuracy requirements

Parameter Turning Pull-out Stopping Zig-zag ma- Spiral test Man-over- Minimum
test test test noeuvre board test accuracy

Time Continuously Continuously Continuously Continuously Continu- Continuously ±1s

ously
Position 1s 1s 1s 1s ± 5 metres
- -

Forward 4s 4s 4s Initially, 4s ± 0.2 knots

Speed then once at
-
each steady
rate of turn
Heading 1s 1s 1s 1s 1s 1s ± 0.5 de-
grees

Setting of 2s 2s 2s 2s 2s 2s ± 1 degree
manoeuvring
device
(Rudder an-
gle)
Propeller rpm 2s 2s 2s 2s 2s ± 1% of ini-
and torque 2s tial setting

Rate of turn 2s 2s 2s 2s ± 0.05

- - degs/s

Heel angle 2s 2s 2s 2s 2s 2s ±0.5 degree

Propeller 2s 2s 2s 2s ± 1% of ini-
pitch 2s 2s tial setting

Note
All parameters are to be measured at the initiation and termination of points of each manoeuvring trial
It should be indicated how position and speed have to be measured. A distinction should be made between
forward speed, length of speed vector, speed corrected for current, etc.

(adapted from Lloyd’s Register Provisional Rules, 1999)

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4.3 Benchmark Tests (10) Ship Model Correlation in Manoeuvrabil-

ity(17th 1984 pp.427-435) To Conduct
(1) Preliminary Analysis of ITTC Co-operative Model Tests and Compare Their Results
Tests Programme (11th 1966 pp.486-508) with "ESSO OSAKA' Deep and Shallow
A Mariner Class Vessel Water Trials Joint International Manoeu-
vring Program (JIMP) A Working Group
(2) The 11th I.T.T.C. Standard Captive-Model- Called JAMP (Japan Manoeuvrability Pre-
Test Program (11th 1966 pp.508-516) A diction)
Mariner Type Ship " USS COMPASS IS-
LAND" (11) Free-Running Model Tests with ESSO
OSAKA(18th 1987 p.369-371)
(3) Co-operative Tests for ITTC Mariner Class
Ship Rotating Arm Experiments(12th 1969 (12) Captive Model Tests with ESSO OSAKA
pp.667-670)A MARINER Model (18th 1987 pp.371-376)

(4) The Co-operative Free-Model Manoeu- (13) Manoeuvring Trial Code(14th 1975 pp.350-
vring Program (13th 1972 pp. 1000) Co-op- 365)
erative Test Program - Second Analysis of
Results of Free Model Manoeuvring (14) ITTC – Quality Manual (22nd ITTC QS
Tests(13th 1972 pp. 1074-1079) A MARI- Group 4.9-03/04-01)
NER-Type Ship
(15) Guide for Planning, Carrying out and Re-
(5) The Co-operative Captive-Model Test Pro- porting Sea Trials (ISO/TC8/SC9, 1999-
gram (13th 1972 pp.1000) To Determine the 10-19)
Ability with which Full-Scale Ship Trajec-
tories Could Be Predicted from the Test (16) Standards for ship manoeuvrability (Reso-
Data Acquired. lution MSC.137(76), 2002)

(6) Co-operative Tests Program - Review and (17) Classification of the Manoeuvring Capabil-
Status of Second Phase of Standard Cap- ity of Ships (Lloyd’s Register Provisional
tive-Model Test Program (13th 1972 pp. Rules, May 1999)
1080-1092)
(18) Excerpts regarding the Conduct of
(7) The Mariner Model Co-operative Test Pro- Speed/Power Trials, Uncertainty Analysis
gram -Correlations and Applications- (14th and Correction of Trials Data (22nd ITTC
1975 Vol.2 pp. 414-427) A New Large Trials & Monitoring Specialist Committee.
Amplitude PLANAR-MOTION-MECHA-
NISM. The MARINER Model
5. REFERENCES
(8) Comparative Results from Different Cap-
tive-Model Test Techniques(14th 1975 27th ITTC, 2014, Quality Manual, 2014. “Test-
Vol.2 pp.428-436) ing and extrapolation methods ma-noeuvra-
bility. Free Running Model Tests”, 7.5-02-
(9) A MARINER CLASS Vessel and a Tanker 06-01 ITTC Quality Manual.
Model
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27th ITTC, 2014. “Uncertainty Analysis: Instru-

ment Calibration”, 7.5-01-03-01 ITTC Rec-
ommended Procedures.

International Towing Tank Conference, 2014,

"Manoeuvring Committee - Final Report
and Recommendations to the 27th ITTC",
Proceedings of 27th ITTC, Copenhagen.

International Towing Tank Conference, 2002,

"The Specialist Committee on Speed and
Powering Trials - Final Report and Recom-
mendations to the 23rd ITTC", Proceedings
of 23rd ITTC, Venice.