Ship Manoeuvring in Waves

Ship Manoeuvring in Waves
A literature review
00_096
WL Rapporten
Ship Manoeuvring in Waves

A literature review
Tello Ruiz, M. ; Candries. M., Vantorre, M. ; Delefortrie, G. ; Peeters, D.; Mostaert, F.
November 2012
WL2012R00_096_18rev2_0
F-WL-PP10-1 Versie 04
GELDIG VANAF: 12/11/2012
This publication must be cited as follows:
Tello Ruiz, M. ; Candries. M., Vantorre, M. ; Delefortrie, G. ; Peeters, D.; Mostaert, F. (2012). Ship Manoeuvring in
Waves: A literature review. Version 2_0. WL Rapporten, 00_096. Flanders Hydraulics Research & Ghent
University: Antwerp, Belgium.
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Ship Manoeuvring in Waves: A literature review
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Keywords (3-5):
manoeuvring, seakeeping, 6 DOF, literature
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Tello Ruiz, M.
Candries, M.
Vantorre, M.
Delefortrie, G.
Peeters, P.
Mostaert, F.
Revisions
Nr.
Date
Definition
Author(s)
1_0
18/07/2012
Concept version
Tello Ruiz, M. ; Candries, M.
1_1
18/07/2012
Revision
Delefortrie, Guillaume
1_2
23/08/2012
Revision
Vantorre, Marc
2_0
19/11/2012
Final version
Delefortrie, Guillaume
Abstract
Manoeuvring in calm water and wave induced motion in open water have been major concerns over the past
years. Although the importance of such theories, developed to improve the safety at sea, their analysis is
constrained because of the assumptions and considerations employed. While the ship performs manoeuvres in
open sea or sheltered areas, she is subjected to a large number of phenomena thus impairing the overall
performance and increasing the probability of hazards and capsizes. Therefore, the conventional analysis of
manoeuvring, based only on the horizontal motions, cannot be applied if a more realistic study of the ship
dynamics is intended, thus it is necessary to incorporate the vertical motions. In this scope some light has been
shed in the recent years to address these problems and the present work aims to present a literature review of
the most promising methods up to date and the discussion of the relevant phenomena involved.
Contents
1
Introduction ............................................................................................................................................... 1
Rigid body dynamics ................................................................................................................................ 3
Manoeuvring in Waves ............................................................................................................................. 7

3.1
General discussion ............................................................................................................................ 7
3.2
Additional consideration to manoeuvring in a seaway ...................................................................... 7
Methods based on two-time scale models ............................................................................................. 10
Methods based on hybrid approach ....................................................................................................... 14
Final observations .................................................................................................................................. 17
Conclusion .............................................................................................................................................. 18
References ............................................................................................................................................. 19
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List of figures
Figure 1 Manoeuvring reference frame, (a) NED reference frame and (b) body fixed reference
frame, . .................................................................................................................................................... 3
Figure 2 Euler angles and yaw-pitch-roll rotation sequence ............................................................................ 3
Figure 3 Variation of the wetted surface as function of the roll angle. ............................................................. 8
Figure 4 Description of the two-time scale method and coupled time matching and data exchange, (a)
sequential evaluation and (b) a parallel evaluation. ...................................................................................... 10
Figure 5 Reference frames used in: (a) Skejic and Faltinsen (2008), (b) Yasukawa and Nakayama (2009)
and (c) Seo and Kim (2011). ......................................................................................................................... 12
Figure 6 Reference frames proposed by Hamamoto and Kim (1993): (a) earth fixed axes, (b) general body
axes and (c) horizontal body axes. ................................................................................................................ 15
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II
Abbreviations
NED
North-East-Down axes system
IRF
Impulse Response Function
CFD
Computational Fluid Dynamics
ODE
Ordinary differential equation
ST
Strip theory
BVP
Boundary value problem
Subscripts
M
Manoeuvring
Wave
Rudder
Propulsion
Hull
Nomenclature
, ,
Roll, pitch and yaw Euler angles of rotation
Euler-rotation matrix form the internal frame 1 to the internal frame 2
Euler-rotation matrix form the NED frame to the internal frame 1
Euler-Rotation matrix from the internal frame 2 to the body frame
Non orthogonal matrix
Body fixed axes system
, ,
Unit vector of the body axes system
Angular momentum
Total external force applied at the bodys centre of gravity
/ , Euler-rotation matrix from the body frame to the NED frame

Inertial axes system
Unit vectors of the Inertial axes system
Linear momentum
Angular momentum with respect to the origin
[]
[]
[]
[]
[]
[]
, ,
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[]
[]
[]
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[2 /]
[2 /]
[]
III
, ,
or , , direction respectively
Total external force components , ,
Total moment of external force applied at the origin
Linear velocity of the centre of gravity
, ,
Linear velocities in , , direction
, ,
Total moment of external force applied at the bodys centre of gravity
or , , direction
Total external moments of force about , ,
respectively
Linear velocity of the origin
, ,
Linear acceleration in , , direction
Angular velocity
, ,
direction
Angular velocity components about , ,
Mass of the ship
, ,
Angular velocity components about , , direction
, ,
Position of the centre of gravity in , , direction respectively
, ,
Time derivative of , , in , , direction respectively
, ,
Angular momentum components in , , direction respectively

Tensor of inertia
Principal moment of inertia about
,
,
Product of inertia about , , direction respectively


Frequency of encounter
Wave length
Incident wave angle relative to the ship
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[]
[]
[]
[/]
[/]
[/]
[/]
[/]
[/]
[/]
[]
[]
[2 /]
[2 / 2 ]
[2 ]
[2 ]
[2 ]
[2 ]
[2 ]
[2 ]
[2 ]
[/]
[]
[]
IV
1 Introduction
The description of rigid body dynamics applied to a ship is often separated into manoeuvring in calm water
and seakeeping. The division in these two sub-cases is reasonable since most of the manoeuvring takes
place in calm water environments while during voyages overseas usually a constant speed and a straight
course are set.
However, even if manoeuvring is mostly associated to calm water, other environmental forces such as
waves, wind and tidal currents may still be present. Hence the ship can be subjected to additional forces
which might be of considerable magnitude. The incorporation of such forces, however, requires a detailed
analysis. Wave effects are perhaps the most important since moderate values of this phenomenon can
result in large magnitude of forces and moments.
These wave forces are generally divided in the seakeeping analysis in three components: the diffraction
forces, the radiation forces and the Froude-Krylov forces. The diffraction forces can be understood as a
disturbance of the flow pattern by the presence of the body, this component is found by applying the no flow
boundary condition over the normal vector on the hull surface. The radiation forces are resultant of the
excitation given by the body to disturb a flow, e.g. when a rock located at certain high is dropped over a
calm water then part of its potential energy is converted into a generation of waves. Finally the last force
component, the Froude-Krylov force is the wave force resultant of the pressure integration over the hull
surface considering no disturbance of the initial flow pattern.
The incorporation of such a wave forces will bring additional issues commonly observed in seakeeping
analysis such as: propeller and rudder emergence and a variation of the wetted surface, which are a result
of the heave and pitch motions in waves. This however must be studied in advance to foresee their
application or not.
The manoeuvring in a seagoing environment implies a more complex problem and requires some insight
into the fluid phenomena acting upon the ship. The fluid effects involving the viscous and the potential
contribution and, the nonlinear behaviour as a result of the rigid body motions, increases the complexity of
the problem. The assumptions taken into account for the manoeuvring in calm water and seakeeping
analysis might not be applicable, at least not directly. Hence, in order to solve the ship dynamics while
manoeuvring in a seaway, a method must be sought that integrates manoeuvring and seakeeping aspects
and includes the hydrodynamic effects corresponding to both.
The manoeuvring motion in a seaway has been a topic of discussion over the recent years and the different
approaches found in the literature have been classified according to the ITTC (The Manoeuvring
Committee., 2011) as:
experimental methods;
methods based on two-time scale models;
methods based on unified theory;
methods using CFD.
However, the classification established above might lead to misunderstanding while dealing with unified
methods, such as the work of Skejic and Faltinsen (2008) which is a unified method based on two-time
scale, as will be explained in 4 . The following classification is therefore proposed:
experimental method;
method based on two-time scale models;
methods based on a hybrid approach;
methods using CFD.
Experimental methods are still the most reliable to investigate ship manoeuvring and course keeping in
waves. S. K. Lee et al. (2009) presented experimental results with a KVLCC model, manoeuvring in waves
for various wave-lengths and wave-amplitudes ratios. The results showed the dominant influence of the
second order wave forces on the trajectory for turning and zigzag manoeuvres.
Perhaps the most widely applied methods to deal with manoeuvring in a seaway are methods based on
two-time scale models or the hybrid approach. The two-time scale model separates the basic motion
equations into two groups, one is for the high frequency wave induced motion and the other is for the low
frequency manoeuvring motion.
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The hybrid approach, on the other hand, integrates the low frequency manoeuvring motion and the high
frequency wave induced motions into a generic set of equations to describe the manoeuvring in waves. To
achieve this, several reference frames are used, generally three. These methods will be discussed in
greater detail in Section 4 and Section 5 respectively.
CFD methods in principle provide an adequate description of all physics. But this approach is still highly
challenging from a computational point of view. Moreover, according to Sutulo and Guedes Soares (2006a)
another problem is connected to difficulties in arranging an appropriate turbulence model which is especially
difficult in the highly challenging case of curvilinear motion of a surface displacement ship as the flow
around the ships hull is then rich in separations, re-attachments, vortex formation and substantial
interaction with the rudder and propeller.
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2 Rigid body dynamics

Two right handed Cartesian reference frames are generally used to describe the rigid body motion: an
inertial reference frame and a body fixed reference frame. A typical inertial reference frame, North-East, and a body fixed system, , with the unitary
Down (NED), , with the unitary vectors, , ,
vectors , , , , are represented in Figure 1. Notice that the origin of the latter, , does not correspond to the
location of the centre of gravity, .
Figure 1 Manoeuvring reference frame, (a) NED reference frame and (b) body fixed reference frame,
.
The two reference frames are related using the Euler angles following the 321 rotation rule, first a yaw
rotation, followed by a pitch and finally a roll rotation, as indicated in Figure 2
Figure 2 Euler angles and yaw-pitch-roll rotation sequence
Each sequence leads to a matrix rotation relating the previous reference frame to the next fame. Thus the
resulting matrix for each transformation results in:

/ =

/ =
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(1)
(2)
/ =
(3)
Where /2 means the rotation from intermediate frame (2) to the body fixed frame (). Thus the
combination of the equations (1-3) results in the orthogonal matrix rotation from the body frame to the NED
frame as:
= / = / / /
( )
( + )

= ( + ) ( )

(4)
Thus, if any arbitrary vector is written alternatively as:

= + +
= + +
For the angular velocity, the following relation to the Euler angles is established:
= + +
= X + Y + Z
If we now consider the angular velocity in the body frame of reference ( ) and employ the matrix
transformation presented above, then the angular velocity in the frame of reference expressed in the
terms of the Euler angles is given by:
0
= 0 + /2 + 2/1 0
0
0
then the following relation between the angular velocity in the NED, and the Euler angles can be
drawn:
Where S is given by:
Y = =
1
= 0
0
0
cos
sin
sin
cos sin
cos cos
, and the
Now considering the rigid body ship, as external forces are applied the linear momentum,
, will vary as a function of the external forces, this is given by:
angular momentum,
=
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(5)
(6)
, the angular momentum,

, and the
As the origin differs from the centre of gravity, the velocity,
momentum of force, , can be expressed with respect to the origin, , by:

=
+
/
=
+
/
=>
Where / is the position of the centre of gravity respect to the origin O:

=
/
/
=
/ =>
=
+ /
Considering the set of equations expressed above, the forces an moment of force can be rewritten in:
=
+
where:
/
+
= =
(7)
(8)

= + +
=
is the angular momentum, , is the inertia tensor and

is the angular velocity expressed in the body
fixed reference frame.

The resulting equation expressed above can be expressed into: surge, sway, heave, roll, pitch and yaw
components, as follows:
= [( + ) + ( ) + ( + ) ( + )]
(9)
= [( + ) + ( ) + ( + ) ( + )]
(11)
= + + ( ) + [ ( ) ( )]
(13)
= [( + ) + ( ) + ( + ) ( + )]
(10)
= + + ( ) + [ ( ) ( )]
(12)
= + + ( ) + [ ( ) ( )]
(14)
where X,Y, Z are the forces in surge, sway an heave respectively and the momentum of forces K,M,N are
roll, pitch and yaw, respectively. It is important to mention that the equations shown above are expressed in
the body rigid frame.
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So far the general description of the rigid body motion is given by equations (9-14), based only on the
assumption of the ship as a rigid body. The complex relations observed, such as high order expressions
and coupling between different degrees of freedom (DOF), makes their practical application almost
impossible even when the fluid, propeller and rudder forces have not been introduced yet.
In general, some level of simplification must be considered as in manoeuvring in calm water where a
significant simplification is achieved by considering only horizontal components and small motions, as in the
work of Bailey et al. (1998).
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3 Manoeuvring in Waves
3.1 General discussion
Manoeuvring in waves involves several nonlinearities associated with the rigid body motion, the propeller
and rudder effects and with the complex fluid phenomena (fluid separation, vortex formation, viscous and
potential effects). When only the influence of the hull form is considered, neglecting the important
contribution of the propeller and rudder effects, and the well established studies of seakeeping on one hand
and manoeuvring in calm water on the other, some insights into the fluid phenomena acting upon the ship
hull can be addressed better.
For example, in the standard manoeuvring in calm water, the fluid forces on the hull are strongly influenced
by the viscosity and weakly by the potential effects. This suggests interaction between certain of these fluid
actions, such as the potential Munk moments still contributing to the total yawing moment measured during
captive model test (Sutulo and Guedes Soares, 2006b).
The description of the fluid forces for a ship manoeuvring in calm water is often based on the Taylor
expansion of the forces with coefficients known as slow motion derivatives (Another approach is also the
functional representation of the slow motion derivatives proposed by Bishop et al. (1984)). These slow
motion derivatives are quantities determined from experiments and evaluated at zero frequency (Bailey et
al., 1998). Although the slow motion derivatives are strong dependent of the fluid viscosity one must bear in
mind that they are still influenced by the potential flow contribution .
In seakeeping, on the other hand, viscous effects can be neglected in order to simplify the problem. Several
theories have been proposed in this field and perhaps the most cited work is the strip theory presented by
Salvesen et al. (1970). This method assumes the ship as a slender body in order to reduce the threedimensional (3D) problem to a 2D case.
The 2D representation of the ship is an approximation which gives good results for the vertical responses
while for horizontal motions, viscous effects may become important and empirical corrections can then be
introduced. Another problem with strip theory is that some discrepancies may be found at low frequency
motions. Several methods have been proposed in the mean time, e.g. the panel method developed by C.
Lee and Newman (2004). An extended discussion can be found in Vasquez (2011) and Skejic (2008).
However, when the ship manoeuvres in a seaway, the influence of wave effects must be included into the
analysis in addition to the viscous forces of the manoeuvring problem. Those wave effects are associated
to:
the diffraction,
the radiation,
the Froude-Krylov and
the 2nd order wave forces.
As the study now includes the wave-induced motion, the description of the rigid body motion in waves
implies modelling the 6DOF in contrast to the restricted horizontal motions analysis. Moreover, the different
wave force components requires a discussion on their importance, e.g. the diffraction force being mostly
important for wave scenarios where the wave length is small in relation to the vessel length and the Froude
Krylov for wave lengths which are large in relation to the vessel length.
3.2 Additional consideration to manoeuvring in a seaway
The incorporation of the wave effects while manoeuvring in a seaway is a straight forward decision;
however, one of the key issues is to discuss which wave phenomena should be considered.
For example, the first order wave forces are important while predicting the motion responses linked to
seakeeping criteria and to study the no less significant phenomena related to: harmonic and parametric
resonance, pure loss of stability, surf ridding and broaching to (Hamamoto et al., 1995). These indeed are
important factors to be considered since large motions responses could impair the propulsive force and
steering control. The 2nd order wave forces, on the other hand, are needed to include due to the steady
force drifting the ship from its original path.
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An additional issue related to the variation of the wetted surface is important to include in some scenarios,
for example if the motions experienced by the ship (see Figure 3) from 0 to roll to 7.5 the change of the
wetted surface is gentle and an assumption of constant form can be considered approximate, however if the
variation is considered from 0 degrees to 15, an important change can be observed and the constant
wetted surface is no longer valid. Large amplitude motions for example were found for a set of fishing
vessel at moderate to severe sea sates in Tello et al. (2011).
The variation of the wetted surface thus leads to a change of the associated wave forces such as: the
diffraction, radiation and Froude Krylov forces. However, an often practical solution is to consider as a
constant wetted surface for the diffraction and the radiation forces and to restrict the varying wetted surface
to the hydrostatic and Froude-Krylov forces (there are methods to include the nonlinear effects into the
diffraction and radiation forces but they are expensive in terms of computational time). By considering that
the variation of the wetted surface affects only the hydrostatic and the Froude-Krylov components is a
practical and simpler method for implementation (Fonseca and Guedes Soares, 1998).
Nonlinear phenomena were considered by Vasquez et al. (2011) and Vasquez (2011) and were found to be
only important when the ship waterplane area changes considerable from a lower draft to a higher draft
which may occur when the ship is subjected to large amplitude motions or in the case of hulls with high
flare.
Figure 3 Variation of the wetted surface as function of the roll angle.
The 2nd order wave forces, on the other hand, are the result of two or more wave systems (McCreight,
1991). The resulting wave profile induces a mean wave-drift force and, a slowly-varying and rapidly- varying
wave-drift forces. The last two terms act at higher and slower frequencies than the incident waves and are
usually neglected due to their small magnitude compared to the linear forces. However, the mean wave-drift
force cannot be omitted from the analysis since it induces a steady force on the ship, which influences
turning manoeuvres and induce a speed reduction for zigzag manoeuvres (Artyszuk, 2003; Skejic and
Faltinsen, 2008).
Two alternatives are available to estimate the mean wave-drift forces: the direct integration of the pressure
on the body surface and the method which depends on momentum conservation. The pressure-integration
method is more general, but it generally requires a more accurate solution to avoid local numerical errors.
On the other hand, the momentum method is restricted to the horizontal components of the force and the
vertical component of the moment (C. Lee and Newman, 2004).
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When dealing with manoeuvring in a seaway both methods seem applicable. Skejic and Faltinsen (2008)
and Skejic (2008) applied the pressure integration and the momentum conservation, while Seo and Kim
(2011) used only the former method. However, according to C. Lee and Newman(2004), it is highly advised
that in case of the applicability of both methods they should be compared in order to evaluate the
convergence.
Additional issues regarding the variation of the incident wave angle for the computation of the wave forces
are important from the seakeeping point of view. The responses and the wave exciting forces are frequency
dependant of the encounter frequency ( ), which changes continuously as the ship manoeuvres, e.g. in a
turning cycle.
Attempts to deal with these additional issues are the consideration of a quasi-steady behaviour during a
step of the simulation so that the incident wave angle will be defined by the actual relative heading. This will
permit to estimate the encounter frequency. This approach has been employed by . Skejic and Faltinsen
(2008) and Skejic (2008) and Yasukawa and Nakayama (2009).
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4 Methods based on two-time scale models

This method deals with manoeuvring in waves by a separate, but coupled, solution of two sub problems;
one associated with the manoeuvring motion and one with the wave induced motions. This separation is
based on the assumption of a rapidly varying time scale of the linear wave induced motions and a slowly
varying time scale associated with the manoeuvring motion (Seo and Kim, 2011; Skejic, 2008; Yasukawa
and Nakayama, 2009).
The independent analysis of each sub problem is solved while including the effects of the counterpart set,
e.g. the manoeuvring problem or module uses the hull linear wave forces in its analysis and gives the new
kinematic parameters, , , , and the current relative incident wave angle ( ) for the next seakeeping
calculations.
Two slightly different approaches are found within this methodology, a sequential (see Figure 4a) evaluation
where the seakeeping part is evaluated after the manoeuvring part and repeating this process until the
simulation time has been reached; and the parallel (see Figure 4b) method where the seakeeping is
evaluated several times while the manoeuvring runs only one step time. The latter has been employed by
Seo and Kim (2011) while the former by Skejic and Faltinsen (2008), Skejic (2008) and Yasukawa and
Nakayama (2009).
Figure 4 Description of the two-time scale method and coupled time matching and data exchange,
(a) sequential evaluation and (b) a parallel evaluation.
A general agreement while dealing with the manoeuvring and the seakeeping problems in this
methodology, as adopted by the works mentioned above, is to treat the independent problems as:
a 4, surge, sway, yaw and roll problem for the manoeuvring and
a 6 for the seakeeping counterpart.
In the manoeuvring model the following considerations are also included:

the modular approach in the mathematical model for the manoeuvring problem (see Eq. 15) and
the incorporation of the mean second order wave forces.
Thus the total external forces and moments for the 4 manoeuvring model, are given by:
= + + +
= + + +
= + + +
(15)
= + + +
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where, , are the corresponding surge and sway forces and the , are the roll and yaw moments of
force respectively. The subscripts, , , , , indicates the contribution of the hull, rudder, propeller and the
mean wave-drift forces/moments.
When dealing with the seakeeping analysis a quasi-steady behaviour for the time scale of the seakeeping is
considered, then a constant heading angle is assumed till the new global position is given by the
manoeuvring model.
The major difference between referred works are related to the chosen approaches for the seakeeping
analysis. While Skejic and Faltinsen (2008) and Yasukawa and Nakayama (2009) employed frequency
domain analysis, Seo and Kim (2011), on the other hand, solved directly the seakeeping problem in time
domain.
According to Skejic (2008) the seakeeping analysis, based on the assumption of a quasi-steady behaviour
for a differential of heading in a small period of time, will present advantages in comparison to the Cummins
equation since the solution of the convolution integral requires each time step the numerical computation of
the IRF. This due to the dependence of the wave forces of the incident wave angle,, and the frequency of
encounter, . Thus, neglecting the memory effects will decrease the expensive computational time
required when dealing with the memory effects.
Although the direct solution of the boundary value problem (BVP) used by Seo and Kim (2011) seems a
better approach, to the authors best knowledge, no report regarding the advantages of the direct solution of
the BVP is in respect to the method used by Skejic and Faltinsen (2008) and Yasukawa and Nakayama
(2009) has been published .
In addition to the differences already pointed out, other distinctions between the works within the category
of two-time scale models can be found:
the method used for the estimation of the slow motion derivatives,
the method used to obtain the linear wave induced motion,
the method used to calculate the mean second order wave forces,
the time scale for the manoeuvring and the seakeeping counterpart, and
the number of reference frames employed.
The manoeuvring mathematical model employed by Skejic and Faltinsen (2008) is based on the 3
(surge, sway and yaw) model of Sding (1982) with modifications to include roll motion and the mean
second order wave forces. In Yasukawa and Nakayama (2009), the description of the hydrodynamic forces
for the low frequency problem is based on the work of Hamamoto and Kim (1993). Seo and Kim (2011), on
the other hand, use the model given in Yasukawa (2006) with modifications as to how the actual fluid
inertial terms are estimated by their proposed time domain potential code.
When dealing with the linear wave induced motion, most of the methods use mathematical approaches
based on the assumption of the slender body theory. Perhaps, the Rankine time domain panel method used
in Seo and Kim (2011) might present improvements with respect to the frequency method used by Skejic
and Faltinsen (2008) and Yasukawa and Nakayama (2009). This may be an important subject of further
analysis.
The mean second order wave forces, wave-drift forces, can either be estimated by the direct integration of
the pressure on the body surface or by a method which uses momentum conservation. Skejic and Faltinsen
(2008) and Seo and Kim (2011) and apparently Yasukawa and Nakayama (2009) employed the former
method.
Although they used the same method, the only difference found then is the BVP used to estimate the mean
wave-drift force. The last two authors used the panel method and the former one employed four different
approaches based on the strip theory (ST). They are respectively, the direct integration pressure method by
Faltinsen et al., (1980); Salvesen, (1974) method; Loukakis and Sclavounos, (1978) method and the shortwavelength asymptotic theory by Faltinsen et al., (1980). The four different theories used by Skejic and
Faltinsen (2008) are included in order to cover the whole wave-length to ship-length ratios (due to the
limitation of the method base on ST) where the ship might operate.
As the analysis is carried out in two sub problems and by using the standard codes developed, the data
exchange process between the methods has to be transformed to the respective problem before included
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for the next simulation step. This standard process can be achieved by the application of the Euler angles
as shown in Section 2.
Skejic and Faltinsen (2008) for example used three upright reference frames: one to describe the wave
system, and the next two frames, the inertial and the body axes (see Figure 5b),
used for both the seakeeping and the manoeuvring problem. The last two frames are based on the works of
Bailey et al. (1998) and Bishop and Price (1981). The axes system , is introduced in order to simplify
the description of the incident wave angle relative to ship, , given by: = + , where is the incident
wave angle relative to and is the heading angle.
These two last frames, and , the inertial and the body frames respectively, have also
been used by Seo and Kim (2011), here the inertial frames and the fixed body frame are the and
axes respectively. In that work no incorporation of a third frame for the wave system (see Figure 5c) is
introduced.
Yasukawa and Nakayama (2009), on the other hand, used three axes systems: horizontal body
axes, , general body axes, , and earth fixed axes, , (see Figure 5b). These axes were first
proposed by Hamamoto and Kim (1993) aiming to find a general equation integrating standard well
developed methods for the analysis of seakeeping and manoeuvring.
Figure 5 Reference frames used in: (a) Skejic and Faltinsen (2008),
(b) Yasukawa and Nakayama (2009) and (c) Seo and Kim (2011).
Even the works might differ in method while dealing with the axes systems, it seems a general rule to
consider the centre of gravity as the origin for the body fixed coordinates, this is pointed out in the works of
Skejic and Faltinsen (2008) (b) and Yasukawa and Nakayama (2009) and since there are no terms related
to the position of the centre of gravity in the work of Seo and Kim (2011) this is also understood.
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When dealing with the wave forces in the two-time scale method, the incorporation of the linear wave forces
and the mean second order wave forces are straight forward. Additionally, a general agreement to deal with
a 4DOF manoeuvring problem, based on the modular approach, instead of a full 6DOF is found. This
indeed will reduce the complexity of the problem resulting in a more practical implementation.
However, the simplification to a 4DOF manoeuvring part will be less accurate than a full 6DOF. According to
Skejic (2008) and Skejic and Faltinsen (2008) the results can be accepted as a practical solution for the
simulation of a ship manoeuvring in waves. A more exact solution will increase the computational time
required for the analysis.
When the mathematical model for the manoeuvring set is in discussion, the employed methods in the works
described within this category of two-time scale method are different from one author to another. The
resultant estimations and comparison of their respective values has not been found by the authors therefore
the convenience or relevance of one method respect to another could be an important aspect for further
study. This extent also to the seakeeping method for the linear wave induced motion and the mathematical
methods for the mean second order wave forces.
To the authors, it seems that the parallel approach of Seo and Kim (2011) would require more hardware
than the sequential approach. This as the evaluation of the seakeeping part is carried out several times in
one manoeuvring step-time. This however should be also a matter of further study.
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5 Methods based on hybrid approach

This method deals directly with the full 6DOF ship rigid body dynamics aiming to fuse the fluid effects into a
general equation describing the ship rigid body motions. Several works falling into the classification of
methods based on hybrid approach can be found in the literature, such as the works of: Bailey et al. (1998),
Letki and Hudson (2005), Ayaz et al. (2006) and Sutulo and Guedes Soares (2006a, 2006b, 2008).
In this method the manoeuvring forces upon the ship are handled in the conventional modular approach
incorporating independently the hull (resistance), the rudder and the propulsive force. Additionally, taking
into account the assumption of a possible separation between the low frequency motion (calm water) and
the higher frequency motion (motion in waves), the contribution of the wave forces is included following up
the modular approach. Then the total force upon the ship can be written as:
= + + +
= + + +
= + + +
= + + +
(16)
= + + +
= + + +
where, , , are the corresponding surge, sway and heave forces and the , , are the roll, pitch and
yaw moments of force respectively. Here again the subscripts, , , , , indicates the contribution of the
hull, rudder, propeller and wave-induced forces/moments.
An alternative expression of the external forces is given Sutulo and Guedes Soares (2006a, 2006b, 2008),
In these studies, the subtraction of the potential forces for zero wave amplitude, (0, ), is considered
and the resulting equation is then:
(, ) = (, ) (, ) + ()
(17)
where (, ) means the theoretical external forces while manoeuvring in waves, (0, ) is the still
water forces predicted by the theoretical model and () is the chosen experimental determined
manoeuvring model.
According to Sutulo and Guedes Soares (2006a, 2006b, 2008) the subtraction of the zero wave amplitude
is made aiming to subtract the small contribution of the potential forces included into the manoeuvring
model () (mostly viscous and lift components). Thus, the expression given in Eq. 17 attempts to
incorporate only the non-potential contribution measured in the experimental determined manoeuvring
model.
Although, the expression in Eq. 16 and Eq. 17 looks different, they include the same wave-induced forces
which are accounted for:
the Froude-Krylov forces/moments,
the diffraction forces/moments,
the radiation forces/moments and,
- the nonlinear Froude-Krylov forces/moments related to the variable wetted surface.
Additionally, the frequency domain analysis is expressed in the time domain by the Cummins equation
(Cummins, 1962). This includes the memory effects by the convolution integral equation based on the
Volterra functional forms. Then the solution requires the evaluation of the convolution integral and the
impulse response function (IRF) for every time step. This approach is found in: Bailey et al. (1998), Ayaz
and Vassalos (2003), Ayaz et al.(2006), Nishimura and Hirayama (2003) and S.-K. Lee (2000).
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However, with respect to the convolution integral, Sutulo and Guedes Soares (2006a, 2006b, 2008)
introduced simplifications while applying the inverse Fourier transform for the radiation problem. This
simplification is based upon the assumption that any complex added mass can be approximated by a
rational function employing auxiliary states variables and once this is introduce the Fourier Inverse
transform will derive in a simple representation of the radiation forces in the time domain by a set of ordinary
differential equations (ODEs) with constant coefficients. The discussion of this methodology can be found in
Sutulo and Guedes Soares (2006a, 2006b, 2008).
The use of the IRF in general is found to be time consuming as it has to be estimated for every incident
wave angle. For example, Ayaz et al. (2006) stored the values of the added mass and the damping
coefficients for every 10 heading angle between 0 to 360 and then interpolated for a particular wave
heading during simulation. Hence, the representation of the radiation problem in a form of ODEs seems of
practical application. This should in principle reduce the highly computational time required while evaluating
the time domain responses of the manoeuvring ship.
A particular mathematical model, which can also be considered to be using a hybrid approach, is the
approach of Bailey et al. (1998). This analysis is constrained to small amplitude motion and included only
the linear wave forces, which leads to a simplified mathematical expression for the manoeuvring and the
seakeeping equations. Hence, it is possible to build a fused generic equation to express the hydrodynamic
fluid forces based on the slow motion derivatives, oscillatory derivative, hydrodynamic coefficients and the
IRF.
The simple representation of the hull-fluid forces based on the acceleration and velocity derivatives
(potential flow effects) will lead to an inaccurate prediction of the fluid effects. It has to incorporate the lift
effects, viscous cross flow and ship resistance (Eloot, 2006). Therefore, the manoeuvring increases its
complexity and it is impossible to find a fused relationship between the methods as in the work of Bailey et
al. (1998).
It is however, a common practice to employ well established manoeuvring models such as: the Japanese
manoeuvring model (MMG) together with the empirical formulation of Tasai (1961) as applied by Ayaz and
Vassalos (2003), Ayaz et al. (2006), Nishimura and Hirayama (2003); or the manoeuvring model of Inoue et
al. (1981) used by Sutulo and Guedes Soares ( 2006a, 2006b, 2008).
With respect to the reference frames, a general agreement between the authors is to use the proposed
frames by Hamamoto and Kim (1993) (See Figure 6). These particular reference frames are defined in
order to incorporate the standard reference frames used in manoeuvrability, stability and seakeeping.
Figure 6 Reference frames proposed by Hamamoto and Kim (1993): (a) earth fixed axes,
(b) general body axes and (c) horizontal body axes.
The new set of reference frames incorporate three different frames: the first one an earth fixed system,
defined by 0 , the second defined by are general body axes which are fixed on the ship with
the origin G being located at the centre of gravity of the ship. The third frame uses horizontal body axes
fixed in the ship with the origin at G and defined by . The last system can rotate around vertical z
axis and can move vertically following to the movement of the centre of gravity , but the plane defined by
and is kept as a horizontal surface.
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The origin of coordinates at the ships centre of gravity is chosen in order to simplify the resulting
mathematical expression of the application of the Euler angles (see section 2.) which lead to the
assumption of zero product of inertia. This is extensively explained in Ayaz et al. (2006).
Although the use of the three reference frames discussed above, is found in most of the works, a slight
variation is employed by Sutulo and Guedes Soares ( 2006a, 2006b, 2008). They do not consider the
centre of gravity as the origin of coordinates they chose an arbitrary position on the mean water level. The
same arbitrary position was chosen by Bailey et al.(1998) however this time an upright coordinate system
was employed.
The discussion of the coordinate systems however is not more important as the wave effects included into
the analysis. Most of the works, beside the linear wave forces, given by the standard seakeeping tools,
include the estimation of the nonlinear wave forces due to the variation of the wetted surface. However the
importance of these force contributors might not be relevant as discussed in the previous section.
Additionally the incorporation of the convolution integral and its evaluation might be an important subject of
further analysis as well the radiation forces expressed in a set of ODEs and proposed by Sutulo and
Guedes Soares ( 2006a, 2006b, 2008).
An important fact to criticize about all the methods within this classification is that none of them incorporated
the second order wave effects. The omission of the steady fluid components will lead to a wrong prediction
for manoeuvring studies capabilities such as turning circles and zigzag manoeuvres (Araki et al., 2011; S.
K. Lee et al., 2009; Skejic and Faltinsen, 2008).
If the incorporation of the second order components is sought, according to Skejic and Faltinsen (2008) this
will turns the problem more complex since the second order wave forces will imply a second order
expansion of the Volterra series, and as the IRF is dependant of the incident wave angle and the frequency
of encounter the estimation of each IRF for the first order and the second order wave forces will turning a
high task to accomplish.
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6 Final observations
The analysis of the ship dynamics while manoeuvring in waves is a challenging problem and some level of
simplification is ought to be accounted for in order to present a realistic and practical approach.
The incorporation of the wave forces is a straightforward decision however, the remaining question to
answer is which components should be considered for, e.g. the first order wave forces are important while
predicting the emergence of the propeller and the rudder, which will degrade the steering control; or the
incorporation of the mean second order wave forces which subject the ship to a steady force component
being crucial for ship capabilities such as turning circles, zigzag and spiral manoeuvres.
Several phenomena are involved while the ship is manoeuvring in waves and the incorporation of them are
fundamental and must be evaluated for some scenarios, types of ships, and zones of operability. On the
other hand, identifying phenomena which are less or insignificant to the problem will indeed simplify the
mathematical model and its implementation.
The two methods, the two-time scale model and the hybrid approach, discussed above, although both
looking very different, are based on the general assumption of a possible separation of fluid effects into a
contribution of the conventional manoeuvring in calm water and the wave-induce motions related to the low
frequency and high frequency problems, respectively. However, the evaluations of those systems are
completely different.
What is not a general consensus between the works discussed above, are the models implemented,
although they are based on the classical methods; in respect to seakeeping and manoeuvring. Apparently,
a determinant factor while choosing one or another methodology is based on the accessibility to the codes.
For example, Skejic and Faltinsen (2008) employed ST for the wave induced motion while Seo and Kim
(2011) used the Rankin time domain panel method. This leads to a straight forward question; which of the
methods are for better implementation in simulation tool for manoeuvring in waves?
Moreover, it is also important to mention that all the works found in the literature are developed for a ship
manoeuvring in waves in deep water and, to the authors best knowledge none mathematical model for a
shallow water environment have been developed yet. The introduction of the bottom constraint will indeed
introduce another excitation forces. These, however, as the other observation mentioned above, requires
an extend discussion and further study.
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7 Conclusion
The analysis of a manoeuvring ship in waves is found to be based on the assumption of the possible
separation of fluid effects related to the low frequency and high frequency motion. Within this consideration
two possible methods are found to deal with manoeuvring in waves: (a) a two-time scale model and (b) a
hybrid mathematical theory.
Both approaches employ the modular approach for the mathematical model already implemented in the
standardized manoeuvring in calm water and the incorporation of wave effects. This later estimated by the
seakeeping codes available to date. On the other hand, the main differences are that the former method
solves the manoeuvring and the seakeeping independently but with data exchange while the latter method
fuses the manoeuvring equations with the seakeeping equations and solves one general set of equations.
When the incorporation of the wave forces is under discussion, the importance of the linear and mean
second order wave forces is found. Other effects such as the nonlinear contribution of the wetted surface
under ship motions as well as the inclusion of the convolution integral (if the Cummins equation is used)
needs further evaluation.
Based on this literature review, the following recommendations or suggestions for further research are
made:
Investigate the suitability of the methods to calculate the second order mean drift forces,
such as: the far-field method based on the momentum-conservation theory, and the nearfield method by integrating the pressure on the body surface.
Determine the relevance of the second order wave forces resulting from the non-linear ship
motions and its simplified approach based on the pressure integration of the Froude-Krylov
forces.
Study of the effects of the ship under keel clearance on the manoeuvrability of the ship in
waves.
Since the study is carried out for a simulation of a ship manoeuvring in waves, the evaluation
of the time response of the methods should also be accounted for.
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8 References
Araki, M. et al. (2011). An Improvement of Broaching Prediction with a Nonlinear 6 Degrees of
Freedom Model. Journal of the Japan Society of Naval Architects and Ocean Engineers, 14, 8596.
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Astern Seas. Proc. of MARSIM 2003 (p. RC-14(1) - RC-14(9)).
Ayaz, Z., Vassalos, D., and Spyrou, K. J. (2006). Manoeuvring Behaviour of Ships in Extreme Astern
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Bailey, P. A., Price, W. C., and Temarel, P. (1998). A Unified Mathematical Model Describing The
Manoeuvring of a Ship Travelling in a Seaway. RINA, 140, 131-149.
Bishop, R. E. D., and Price, W. G. (1981). On the use of Equilibrium Axes and Body Axes in the
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Bishop, R. E. D., Price, W. G., and Temarel, R. (1984). A Functional representation of Fluid Actions on
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Cummins, W. E. (1962). The Impulse Response Function and Ship Motions. Schiffstechnik, 9, 101109.
Eloot, K. (2006). Selection, experimental determination and evaluation of a mathematical model for
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Faltinsen, O. M. et al. (1980). No TitlePrediction of resistance and propulsion of a ship in a seaway. In
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McCreight, W. (1991). A Mathematical Model for Surface Ship Maneuvering.

Nishimura, K., and Hirayama, T. (2003). Manoeuvring and Motion Simulation of a Small Vessel in
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SNAME, 78.
Seo, M.-G., and Kim, Y. (2011). Numerical Analysis on Ship Maneuvering Coupled with Ship Motion in
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regular waves. Journal of Marine Science and Technology, 13(4), 371-394.
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Ship Manoeuvring and Seakeeping in Regular Waves. Proc. of MARSIM 2006.
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Proceedings of 26th ITTC (Vol. I, pp. 123-181).
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of the Japan Society of Naval Architects and Ocean Engineers, 4, 127-136.
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Waves. International Conference on Marine Simulation and Ship Manoeuvrability.
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Ship Manoeuvring in Waves: A literature review

Flanders Hydraulics Research

manoeuvring, seakeeping, 6 DOF, literature

Tello Ruiz, M. ; Candries, M.

Ship Manoeuvring in Waves: A literature review

Rigid body dynamics ................................................................................................................................ 3

Manoeuvring in Waves ............................................................................................................................. 7

General discussion ............................................................................................................................ 7

Additional consideration to manoeuvring in a seaway ...................................................................... 7

Methods based on two-time scale models ............................................................................................. 10

Methods based on hybrid approach ....................................................................................................... 14

Final observations .................................................................................................................................. 17

Ship Manoeuvring in Waves: A literature review

Ship Manoeuvring in Waves: A literature review

North-East-Down axes system

Impulse Response Function

Computational Fluid Dynamics

Ordinary differential equation

Boundary value problem

Roll, pitch and yaw Euler angles of rotation

Euler-rotation matrix form the internal frame 1 to the internal frame 2

Euler-rotation matrix form the NED frame to the internal frame 1

Euler-Rotation matrix from the internal frame 2 to the body frame

Non orthogonal matrix

Body fixed axes system

Unit vector of the body axes system

Total external force applied at the bodys centre of gravity

/ , Euler-rotation matrix from the body frame to the NED frame

Unit vectors of the Inertial axes system

Angular momentum with respect to the origin

Ship Manoeuvring in Waves: A literature review

Total moment of external force applied at the origin

Linear velocity of the centre of gravity

Linear velocities in , , direction

Total moment of external force applied at the bodys centre of gravity

Linear velocity of the origin

Linear acceleration in , , direction

Mass of the ship

Angular velocity components about , , direction

Position of the centre of gravity in , , direction respectively

Time derivative of , , in , , direction respectively

Angular momentum components in , , direction respectively

Principal moment of inertia about

Principal moment of inertia about

Product of inertia about , , direction respectively

Product of inertia about , , direction respectively

Ship Manoeuvring in Waves: A literature review

Ship Manoeuvring in Waves: A literature review

Ship Manoeuvring in Waves: A literature review

2 Rigid body dynamics

Figure 2 Euler angles and yaw-pitch-roll rotation sequence

Ship Manoeuvring in Waves: A literature review

Thus, if any arbitrary vector is written alternatively as: