Aalto University

School of Engineering
MEC-E2004 Ship Dynamics (L)

Lecture 2
Controlling Ship Dynamics
Where is this lecture on the course?

Lecture 1: Lecture 2: Lecture 10:

Ship Dynamics: Overview of Controlling Ship Dynamics Added Resistance and
the Methods, Definitions …. Maneuvering

Design Framework

Environment

Manoeuvring Seakeeping
Contents
Aims
• To understand how equipment and hull form affect ship
dynamics.
• With reference to equipment : To appreciate the influence
of propulsive control systems on ship dynamics and
associated design choices.

Keywords
• Propulsive control systems / Equipment: Rudder,
Propeller, Pods, Thrusters,Bilge keels and stabilizer fins,
Passive tanks
• Hull form dynamics, Controlability, Auto-pilot Systems

Literature
➢ Bertram, V., ”Practical Ship Hydrodynamics”, Butterworth-
Heinemann, Ch. 4, 5
➢ Lewis, E. V. “Principles of Naval Architecture - Motions in
waves and controllability”, Vol. 3, Society of Naval Architects
and Marine Engineers, Chapters 8 and 9
➢ Matusiak, J., ” Dynamics of a Rigid Ship”, Aalto University
➢ Journee, J., and Pinkster, J., ”Introduction in Ship
Hydromechanics”, Delft University of Technology, April 2002.
➢ K.J. Rawson and E.C. Tupper, Basic Ship Theory, 5 th Edition,
Various Chapters, ISBN: 978-0-7506-5398-5
Assignment 1
Baltic Sea
• 9 months in open water
• 3 months in ice
X trips per day/week
• Grades 1-3 Y speed
Z cars and ZZ busses
✓ Select a book-chapter related to ship dynamics …
and read it
Ice loads affect in-plane motions
✓ Define the operational profile for your ship,
Parametric rolling possible due
operations including seasonal effects and ship to aft shape
dynamics requirements Slamming due to bow shape
✓ Define the shape, size, location and space …
reservation of the maneuvering devices of your
Any other relevant info for
ship and sketch them on top of your hull (Napa-
Ship dynamics, such as
input) • Moving cargo
✓ Describe the main features of your ship's hull • …
form that affect the ship dynamics

• Grades 4-5 Fpropeller

✓ Read 1-2 scientific journal articles related to
ship dynamics
✓ Reflect these in relation to knowledge from
books and lecture slides

• Report and discuss the work

Frudder Fthurster
Motivation
• A ship should be able to operate according to her mission

• A ship is a dynamic system. The dynamics are affected by the environment, hull form and the
appedanges (propulsive equipment)

• A ship is a body moving in 6 rigid dof (+ N distortions)

• The hull form interaction with water waves affects the seakeeping performance and loading /
dynamics of the ship

• Appendages (propeller, rudder, pods, thrusters, etc.) imply forces and moments on the hull
and they interact with the wave environment. By altering the properties of this system we
may affect dynamics and hence change (increase or reduce) motions, hull resistance and
manoeuvrability leading to better or worse performance and increased or reduced safety

• Moving cargo loads and onboard equipment (e.g. Heavy lift Cranes) may also affect motions and
should be considered if/as applicable
 Motivation
• Once we select the main dimensions and the
mission of a vessel we have defined (to certain
extend) the bounds of her seaworthiness

• Motions are in principle an undesirable feature and

we need to reduce them

• The use of “Motion stabilisation” methods,

propulsors and auxiliary appendages /
equipment can be very important and should be
appreciated at concept design stage
Introduction to rigid body motions
• The dynamic behavior of ship can be The 6-DoF equation of motion
defined by : in matrix format is
– 6 degrees of freedom
– 6 equations of motion

• The constants are determined based on where for example the “mass” and
– Hull form and weight distribution of ship “stiffness” matrixes are
– Added mass
– Flows due to appendages and propulsion

V. Bertram – Practical Ship Hydrodynamics, Chapter 4, Ship Seakeeping (pp. 143-204), Butterworth
- Heinemann, 2012, ISBN 9780080971506 ; https://doi.org/10.1016/B978-0-08-097150-6.10004-1.
Ship Resistance & Propeller Trust
(Method 1)
• The ideal world : Resistance magnitude = Thrust magnitude
• Resistance + Thrust magnitudes do not change.
• If there is a change of ship’s speed during the maneuvers it is caused by cross-coupling
between ship speed and angular inflow velocity (see vector derivatives ; term r’v’ Ref.: J.
Matusiek Book on Rigid body ship dynamics, page 37, section 5.7, paragraph 1)

Matusiak, J., ” Dynamics of a Rigid Ship”, Aalto University

Is Method 1 reallistic?

MAN, Basic principles of ship propulsion

Basic Principles of Ship Propulsion - MAN Diesel SE - PDF Catalogs | Documentation | Boating
Brochures (nauticexpo.com)
Is Method 1 reallistic?

V. Bertram – Practical Ship Hydrodynamics, Chapter 3, Resistance and Propulsion (pp. 73-141),
Butterworth - Heinemann, 2012, ISBN 9780080971506 ; https://doi.org/10.1016/B978-0-08-097150-
6.10003-X
Ship Resistance & Propeller Thrust
(Method 2 – The modular model)
• Thrust deduction fraction principle
The propeller increases the resistance of the ship by
increasing the velocity along the hull (generally a small
effect) and by decreasing the pressure around the stern.
The increase of resistance due to the propeller action is
𝑇−𝑅𝑇
expressed as the thrust deduction fraction 𝑡 =
𝑇
where 𝑅𝑇 is the total resistance as found by the
resistance tests and T is the thrust required to maintain a
certain speed.
• The relationship between resistance and thrust is
𝑅𝑇 = 𝑇(1 − 𝑡)
• So the resistance due to propeller dynamics will be :

Xresistance = -RT /(1- t) = -0.5ru SCT /(1- t) 2

Where : RT=total resistance, t=thrust deduction factor, r=density, u=x-direction velocity, S=wetted
surface area, CT=total resistance coefficient expressed as function of Froude no.
Thrust - Fixed pitch propeller
• The total thrust is evaluated from the open
water characteristics (KT - J curve) as :

X prop = Zrn 2 D 4 K T
Where Z is the no of propellers, n is the no.
of propeller revolutions per second and D
the propeller diameter.

• The initial value of propeller revolutions should be adjusted so that a desired ship velocity is
obtained for the still water, constant forward speed with no drift angle condition i.e. the
propeller revs should be derived from the condition Xprop = −Xresistance.

• Depending on the type of propulsion machinery, the revolutions are kept constant or adjusted
𝑉 𝑉 1−𝑤
to keep the propeller advance coefficient 𝐽 = 𝐴 = constant. (NB : J expresses the
𝑛𝐷 𝑛𝐷
obtainable propeller efficiency in dimensionless format)

• Keeping the revs constant is recommended as it results in a smaller deviation from the initial
value of the forward speed.
Fixed vs Controllable pitch propellers

MAN, Basic principles of ship propulsion

https://marine.man-es.com/docs/librariesprovider6/propeller-aftship/5510-0004-04_18-1021-basic-
principles-of-ship-propulsion_web.pdf?sfvrsn=c01858a2_8
Thrust - Controllable pitch propeller
• If we assume that : Constant delivered power = Constant propulsive efficiency

➢ Propeller pitch control is good and efficiency losses (aprox 10%) for the off-design operational
conditions can be diregarded.
➢ The above assumptions and resistance vs. power equations result in the following relation of thrust
Xprop and ship’s speed

PDh0hR
X prop = .
V(1- w)

Typically the thrust forward and backward is not equal which means that for
example in ice rules you have to be able turn the direction of engine revs.
Else you may end up with unreallistically high thrust.
Rudder & Steering (home review exercise)

https://www.bing.com/videos/search?q=ship+Rudder+Types+&&view=detail&mid=0BD9ABF00E23E432F7D90BD9AB
F00E23E432F7D9&&FORM=VDRVRV

V. Bertram – Practical Ship Hydrodynamics, Chapter 6, Ship maneuvering (pp. 241-298), Butterworth
- Heinemann, 2012, ISBN 9780080971506 ; https://doi.org/10.1016/B978-0-08-097150-6.10006-5
Rudder dynamics
• Rudder set at angle δ develops a +ve force in Y–dir defined as Yδδ (in
simplified format)

• As this force acts on the ship’s stern aprox. half way aster from the origin
[0] a – ve turning moment Nδδ develops

• This moment makes the ship to turn and sets it at a certain drift angle β

• The turning motion initiated by the rudder is greatly amplified by the

turning moment Nvv developed by a hull set in inclined flow

• Thge rudder action can be modelled by :

✓ Method 1 : Stability derivatives (direct representation of the hull

forces asdependent to the rudder angle)

✓ Method 2 : Modular model (kinematic of inflow into the rudder &

modelling of effect of propeller flow on rudder action)

J. Matiusek. Rigid body ship dynamics

 Rudder kinematics
• The rudder angle and the angle at which
the flow enters the rudder, the angle of
attack, are not the same

• This is why the force 𝑌𝛿 × 𝛿 is just a first

approx.

• Both the inflow velocity and the angle of

attack are affected by the yaw and sway
motion of the ship

• If the rudder is located in the propeller

slipstream this will also affect the inflow

• Inflow into the rudder may be also changed

significantly due to the flow velocity in the
surface wave
Effective angle of water inflow
• To evaluate the rudder forces the flow velocoties at the rudder location have to be
evaluated first
• The effect of ship motion and wave motion is to change the angle of attack of the rudder
by the amount

g = arctan(Vy,R /Vx,R )

Total angle of attack is α=δ+γ.

 Rudder forces
• Rudder forces are evaluated according to Söding (1982) and Brix (1993) [Ref : Matiusek
Book, pages 140 & 142]
Projected rudder area
Stagnation point

1 1
L = rCL ARVR , D = rCD ARVR2 ,
2

2 2
Frictional resistance Cd as per ITTC-57 or ITTC-78 methods
for model ship correlation line

Drag Coefficient Lift Coefficient

CL2 2p L( L + 1)
CD = 1.1 + CD0, CL = sin(d + g ),
pL ( L + 2)
2

 =b2/AR is aspect ratio and b denotes rudder length. Note that rudder area is not a wetted area.
It is defined as a projected area of the side view of the rudder.
Effect of propeller action on rudder flow
• Rudder operates usually in the
propeller slipstream 1 æç VA ö÷
r¥ = r0 1+ ,
• As a result the forces developed by 2è V¥ ø
the rudder are substantially higher
Propeller radius
than the ones generated by the Radius of slipstream
rudder placed outside the slipstream behind propeller

• According to potential flow theory

and considering the momentum
conservation (ideal propulsion
model), the mean axial flow velocity
far downstream of the propeller is

V¥ = VA + UA0 = VA 1 + CT ,
Thrust loading coefficient

Thrust 8 KT
CT = =
0.5rVA p D / 4 p J
2 2 2
Azimuth thrusters
• Azimuth thruster units have become very popular in a
variety of ship types within the last two decades, a.k.a.
podded propellers
• Benefits
➢ good maneuvering qualities
➢ low vibration and noise
➢ overall propulsion characteristics are good thanks to an absence
of propeller shafts and supporting brackets.

• The biggest difference is that they operate frequently in

oblique inflow

For the case of an azimuth thruster knowledge of the forces developed by

propeller in oblique inflow is very important in order to evaluate the ship’s
maneuvering. In particular stopping a vessel may be conducted quite
differently and faster than in a case of traditional propulsion arrangement
Oblique flow and in-plane force
Oblique flow on prop disk means change of forces on propeller.
In plane force component
Propeller disc area
Fpy = rAp (VA + UA )Vpy ,

VA = Vx, R cos d - Vy, R sin d Vpy = Vx, R sin d + Vy, R cos d

Propeller advance velocity In plane flow velocity

(
U A = VA -1+ 1+ CT /2, )
Flow kinematics on propeller in oblique flow Propeller induced velocity
Oblique flow and thrust

The propeller thrust is evaluated from the known

thrust coefficient KT as a function of the advance
ratio J=VA/(nD) where n and D are propeller
revolutions and diameter respectively.

Fx = T cosd - Fpy sin d

Fy = T sin d + Fpy cos d .
For further details you may refer to Molland & Turnock (2007) -
Marine Rudders and Control Surfaces (Elsevier) -
https://www.elsevier.com/books/marine-rudders-and-control-
Flow kinematics on propeller in oblique flow surfaces/molland/978-0-7506-6944-3
Bow thrusters
• Bow thrusters are needed in manoeuvring in harbour operations

• Thruster works well with very low speeds in surge motion

• Depending on the required manoeuvrability there might be several (1-4)

thrusters in bow (and aft)

https://www.youtube.com/watch?v=PzjFEe47bzA

Fthurster
Bow thrusters

https://www.wartsila.com/marine/build/propulsors-and-gears/thrusters/wartsila-transverse-thrusters
Hull form dynamics
• Hull form has significant impact on
ship dynamics

• Too low freeboard may cause

shipping of green water

• Too low draft can cause bow or aft

slamming and/or propeller
emergence

• The positioning of equipment and

superstructure design should take
into account the heavy loading due
to rough seas

• The shape of hull form should be

such that impact loads are minimised
 Hull form dynamics - Motion Reduction

• Motion reduction is possible provided that we

know the motions of the ship so that we create a
mounted counter system that eliminates these
movements

• Most often the motion reduction is most effectively

done by dampers

• Dampers control forces and moments. However

they should be design in a way that doe not lead
to significant hull space
augmentations/corrections

• Roll is the motion that can be most effectively

reduced using small forces and moments
 Hull form dynamics - Motion Reduction

• The key idea of motion reduction is to reduce the

levels of kinetic energy lost in the system. In
terms of dynamics this means that we should
attempt by re-design the ship along the lines of
‘conservative system’ dynamics.

• Loss of kinetic energy is implied by wave making,

friction, production of eddies and additional forces

• Motion reduction systems may also produce

unwanted side effects, e.g. added resistance
Bildge Keels
• Bilge keels are passive structures welded to the
bilge region

• They are considered one of the most cost

effective ways to reduce roll motions because
they:
➢ Work well at all speeds
➢ Have no moving parts
➢ Require no special maintenance
➢ They increase the resistance of the ship
unless flow is not taken into account in the
design (CFD, model tests)

• Bilge keels work by creating drag forces which

oppose the roll motions
 Stabilizer fins
• Active roll stabilizer fins are typically located near the
bilge and amidships

• The angle of incidence is adjusted based on ship

rolling motions

• The fins create counter rolling motion to that caused

by the waves

• They cannot solve problems of very rough seas and

are quite expensive to install and maintain. They also
require extra space

• Retractable fins are often used in commercial ships.

Thhey require more hull space
https://www.youtube.com/watch?v=bjn_gRuBeV4

• Their interference with bilge keels should always be

checked
 Passive Tanks

• The liquid in partially filled tanks will slosh

back and forth in ship as it rolls

• The shifting weight will exert a roll moment

that is damping the rolling motion when
suitably designed

• U-tube tanks are commonly used in which

the flow can be controlled with
– Valves
– Pumps

• This tank works typically very well in slow

speeds

• The system has no moving parts so the

maintenance costs are low. However,
extra hull space is required.
Active Tanks

• Similar to the principle of passive tank system

• The movement of water is controlled by

– Pumps
– Air pressure above the water surface.

• The tanks either side of the ship may be

connected by a lower limb or two separate tanks
can be used

• The air duct contains valves operated by a roll

sensing device
 Control Systems
• Active roll stabilizer fins require a
control system

• When the ship experiences external Ship Gyro

load it moves
Load
Controller
• Gyro measures the movement

• Controller sets the stabilizing command Fin Servo

• Servo adjusts the fin

• Fin produces the counter force

Control Systems
Autopilot steering system example

Propulsion And Manoeuvring Systems - YouTube

Autopilot steering system example
Summary
• A ship must be able to operate according to her mission

• Forces and moments emerging from different devices (e.g. propellers, rudders,
pods, thrusters) are generated and affect ship dynamics.

• The hull form and her interaction with the ship propulsion systems affects ship
dynamics.

• Ship motions can be controlled by different systems that affect dynamics

– Roll damping can be controled more easily than other motions that would require the use of heavy
equipment affecting the lightship weight
– Systems such as bilge keels, active fins, active and passive tanks may be used to control motions but
each bear prons and cons depending on the type of vessel and her operating conditions.

For next time please review your knowledge on fluid

mechanics and ocean waves
Thank you