Case 4.2: KCS shallow water, trajectories
CASE 4.2: KCS manoeuvres in shallow water
1. Description of case 4.2
 KCS hull shape, at even keel draught of 10.8 meter (full scale), model scale draught 0.285m.
 L_{PP} = 6.07 m (scale 37.89)
 No bilge keels.
 Free to move in all directions (although the roll angles will be small).
 Starting speed: Fn = 0.0948 (corresponding to full scale 8.75 knots or model scale 0.731 m/s).
 Calm water
 g = 9.81 [m/s^{2}], ρ=1000 [kg/m^{3}]; ν=1.27×10^{6} [m^{2}/s]
 Propeller present and working at constant RPM. The RPM of the propeller is such that the ship is in (longitudinal) equilibrium at a speed of 8.75 knots full scale.
 Rudder (mariner type) steerable. The rudder rate will correspond to 2.32°/s on full scale or 14.28°/s on model scale
 GM is set to 0.60 meter (full scale), model scale value of 0.0158). The roll angle during the manoeuvres will be negligible, so it may not be needed to model this.
 Water depth is shallow water, Wd/T = 1.2
 Radius of gyration for yaw and pitch are 0.24L_{PP (in air)}
 Radius of gyration for roll is 0.4B (in air)
Case 4.2 will consists of 3 cases: case 4.2.1 (information about the self propulsion),, 4.2.2 2 (a 20/5 zigzag test) and 4.2.3 (a 35 turning circle test).
2. Experimental data
The submissions will be compared to model tests carried out by MARIN as primary data. This data was never published before.
3. Requested computations
2 manoeuvres are requested. You can only deliver case 4.2.3 when you deliver case 4.2.2.
Table1: Requested information
Package 
Manoeuvre 
Starting speed V_{0} 
Case 4.2.1 
Self propulsion information 
Fn = 0.0948 (equivalent to 8.75 knots full scale) 
Case 4.2.2 
20°/5° zigzag test, starting to portside 
Fn = 0.0948 (equivalent to 8.75 knots full scale) 
Case 4.2.3 
35° turning circle test, starting to portside 
Fn = 0.0948 (equivalent to 8.75 knots full scale) 
The propeller RPM at t=0 should be such that the ship is in longitudinal equilibrium. So, for a CFD time domain simulations, the situation at t=0 is equivalent to a propulsion test! The analysers will look at this data.
Note regarding the length of the simulation. We understand that for timedomain CFD simulations, the computation time can be long. For simulations based on mathematical models this is not the case. But in order to perform a proper data analysis, the time trace needs to be sufficiently long. For the 20/5° zigzag manoeuvre, at least including the second overshoot angle needs to be present (more when possible). For the 35° turning circle manoeuvre, at least a 360° turn has to be made
3.1. Submission 4.2.1: Selfpropulsion information
This submission is especially interesting for simulations based on URANS CFD. This case shows the “neutral rudder angle”, and the obtained longitudinal equilibrium (the propeller rpm and thrust). For simulations based on coefficient models, the neutral angle will often be zero.
 All results are to be given for model scale conditions.
 All simulations results should be provided in the format described in section 4.
 The propeller rate of revolution should correspond to the selfpropulsion point of the model. When the RPM is unknown (because for example a constant thrust or actuator disk model is used in CFD based simulations) please indicate this.
 Similar to the experiment, the rudders should be controlled by following autopilot during course keeping:
where δ(t) is rudder angle, proportional gain KP is 1.0, KD is 18.5 on full scale, 3 on model scale. ψC is the target yaw angle and ψ(t) is yaw angle. The maximum rudder rate should be assigned to 14.28 [deg/s], model scale. Rudder angle should be controlled by P controller during approaching before starting rudder execution for manoeuvring (Target yaw angle: ψC=0°)
Please see section 5 for an example of the submission.
3.2. Submission 5.2.2: 20°/5° zigzag manoeuvre starting to portside
 All results are to be given for model scale conditions.
 All simulations results should be provided in the format described in section 4.
 The propeller rate of revolution should correspond to the selfpropulsion point of the model. When the RPM is unknown (because for example a constant thrust or actuator disk model is used in CFD based simulations) please indicate this.
 Similar to the experiment, the rudders are controlled by autopilot during approaching before starting rudder execution for starboard side zigzag.
 During the zigzag maneuver, the rudders should go to the real geometric 20 degrees (not to 20 degrees away from the neutral angle).
 The heading at which the rudder goes to the opposite side is 5 degrees.
Please see section 6 for an example of the submission.
3.3. Submission 5.2.4: 35° portside turning circle maneuver
 All results are to be given for model scale conditions.
 All simulations results should be provided in the format described in section 4.
 The propeller rate of revolution should correspond to the selfpropulsion point of the model. When the RPM is unknown (because for example a constant thrust or actuator disk model is used in CFD based simulations) please indicate this.
 Similar to the experiment, the rudders are controlled by autopilot during approaching before starting rudder execution for starboard side zigzag.
 During the zigzag manoeuvre, the rudders should go to the real geometric 35 degrees (not to 35 degrees away from the neutral angle).
Please see section 8 for an example of the submission.
4. Format
Time series of the manoeuvres should be send to the organizers in an excel file. The data shall be give on model scale, and it will be compared to model scale data.
The submission consists of an excel file (example is given) with 17 columns and with rows for every time step. The time step is free to chose, but a small enough time step somewhere around 0.05 to 0.01 is recommended to get sufficient accuracy. The following quantities are asked:
Table 2: Submission variables
Symbol 
Item 
Unit 
t 
time 
s 
X 
X position in earth fixed system 
m 
Y 
Y position in earth fixed system 
m 
z 
z position in earth fixed system 
m 
ϕ 
Roll angle 
degrees 
θ 
Pitch angle 
degrees 
ψ 
Yaw angle 
degree 
u 
surge velocity 
m/s 
v 
sway velocity 
m/s 
w 
heave velocity 
m/s 
p 
roll rate 
deg/s 
q 
pitch rate 
deg/s 
r 
yaw rate 
deg/s 
δ 
Rudder angle 
deg 
n 
Propeller revolutions of portside propeller 
rpm 
T 
Thrust of propeller 
N 
Q 
Torque of starboard side propeller 
Nm 
The sign convention is illustrated in Figure 1. The origin is located on O which is located at midships, the intersection of ordinate 10 the centre line plane and the still water waterline. There is a righthanded earthfixed coordinate system x0y0z0 , and a horizontally moving right handed bodyfixed coordinate system xyz. The bodyfixed coordinate system has its origin in O, and the xy plane rotates with ship. The heading angle is defined as the angle between x0 and xaxis. u and v are the velocity components in x and y direction. the hull drift angle will be defined as β=atan(v/u), and the total velocity U=√(u2+v2). The time t=0 is the time when the steering starts. The initial direction of the model is the direction of x0axis. Initial conditions at t = 0 are: X
_{0}=0, Y
_{0}=0, ψ=0, ϕ=0, u=U
_{0}, v=0, r=0, δ=0
Figure 1: Illustration of the sign convention of the earthfixed and bodyfixed coordinate system.
Notes:
 The ship position or trajectory should be given in an Earthfixed coordinate system with X pointing North, Y pointing East, and Z pointing downward as shown in Figure 1. This x0y0z0 axis system remains horizontal in the earth. The ship was released at (0,0) when t = 0 . The roll angle (ϕ) is positive for pushing starboard into the water, pitch (θ) is positive for bow up position and yaw angle (ψ) is positive for bow turned to starboard. The reported trajectory is dimensional and angular motions should be reported in degrees. The angular velocities should be reported in degree per second. The reported yaw angle should be the deviation of yaw angle respect to the target yaw i.e. ψψ_{C}.
 All velocities for 6DOF motions (u, v, w, p, q, r) should be reported in shipfixed coordinate system with x axis positive toward bow, y axis positive toward starboard and z axis positive downward. This xyz axis system rotates with the ship. Given this convention, the reported velocities are:
 Rudder angle (δ) is positive when trailing edge moves to portside.
 The thrust T and torque Q for each propeller should be reported in shaft coordinate system with x axis positive toward the engine. Values are given dimensional
 All motions should be reported at O.
 Link to an excel file case 4.2.1, in which the submitter can put his data.
 Link to an excel file case 4.2.2, in which the submitter can put his data.
 Link to an excel file case 4.2.3, in which the submitter can put his data.
 Link to an excel file, in which the submitter can put the details of the calculation method.
The yellow fields in the excel sheet should be filled in. The excel sheet should be send to the organizing committee per email address “
simman2019host@gmail.com”.
5. Elaborated example for case 4.2.1
For case 3.2.1, we will ask the equilibrium speeds u, v, the rudder angle, RPM (i.e. the neutral rudder angle), thrust and torque, when available in the used method.
6. Elaborated example of case 4.2.2 (20/5 zigzag test, starting to portside)
For case 4.2.2, the comparison will look as displayed in the following figure 2. As can be seen, the results of the time traces will be analysed and presented nondimensional. On top of the time traces as presented in figure 2, the values of overshoot angles, rates of turn, period, etc will be derived from the time series. Table 3 illustrated which characteristics will be derived from the time series. These characteristics will be compared too as displayed in the figure 3: this shows how three submissions are compared to the FRMT data. A statistical analysis will be performed for all submissions to observe the spreading in results.
The primary values for the comparison will be the rates of turn and the period. The secondary values for the comparison will be the overshoot angles.
Table 3: Comparison values for Case 4.2.2
Category 
Unit 
Validation Variables 
Overshoot angles 
[deg] 
1^{st} overshoot angle (ψ_{OS1}) 

[deg] 
2^{nd} overshoot angle (ψ_{OS2}) 

[deg] 
3^{nd} overshoot angle (ψ_{OS3}) 
Time of execute 
[s] 
Time of 2^{nd} rudder execute (t_{2}) 

[s] 
Time of 3^{rd} rudder execute (t_{3}) 

[s] 
Time of 4^{th} rudder execute (t_{4}) 
Times 
[s] 
Period (time between the 4^{th} and 2^{nd} rudder execute = t_{4}t_{2}) 

[s] 
1^{st} overshoot time (t_{OS1}) 

[s] 
2^{nd} overshoot time (t_{OS2}) 

[s] 
3^{rd} overshoot time (t_{OS3}) 
Maximum yaw rate 
[deg/s] 
Maximum yaw rate during 1^{st} overshoot between t_{2} and t_{3} (r_{1}) 

[deg/s] 
Maximum yaw rate during 2^{nd} overshoot between t_{3} and t_{4} (r_{2}) 

[deg/s] 
Maximum yaw rate during 3^{rd} overshoot between t_{4} and t_{5} (r_{3}) 
Maximum drift angle 
[deg] 
Maximum drift angle during 1^{st} overshoot between t_{2} and t_{3} (β_{1}) 

[deg] 
Maximum drift angle during 2^{nd} overshoot between t_{3} and t_{4} (β_{2}) 

[deg] 
Maximum drift angle during 3^{rd} overshoot between t_{4} and t_{5} (β_{3}) 
Maximum roll angle 
[deg] 
Maximum roll angle during 1^{st} overshoot between t_{2} and t_{3} (ϕ_{1}) 

[deg] 
Maximum roll angle during 2^{nd} overshoot between t_{3} and t_{4} (ϕ_{2}) 

[deg] 
Maximum roll angle during 3^{rd} overshoot between t_{4} and t_{5} (ϕ_{3}) 
Figure 2: time traces of several submissions for the 20/5 zigzag manoeuvre, compared to FRMT
Figure 3: derived characteristics for the 20/20 zigzag manoeuvre to portside
Note: the black lines in the table and the first three columns in the table will be replaced with new data.
7. Elaborated example for case 4.2.3 : 35° turning circle manoeuvre to portside
For case 4.2.3, the comparison will look as displayed in the following figure 4 and 5. As can be seen, the results of the time traces will be analysed and presented nondimensional. On top of the time traces as presented in figure 4 and 5, the values of tactical diameter, rate of turn, drift angle, speed loss, etc will be derived from the time series. Table 4 illustrated which characteristics will be derived from the time series. These characteristics will be compared too as displayed in the figure 6: this shows how a submissions is compared to the FRMT data. A statistical analysis will be performed for all submissions to observe the spreading in results.
The primary values for the comparison will be the rate of turn and drift angles. The secondary values for the comparison are indicated in the table 4.
Table 4: Comparison values for Case 3.2.4
Category 
Unit 
Validation Variables 
Dimensions 
[] 
Advance / L_{PP} (AD/L_{PP}) 

[] 
Tactical diameter / L_{PP} (AD/L_{PP}) 

[] 
Transfer / L_{PP} (AD/L_{PP}) 
Times 
[s] 
Time to reach 90° (t_{90}°) 

[s] 
Time to reach 180° (t_{180}°) 

[s] 
Time to reach 36° (t_{360}°) 
Yaw rate 
[deg/s] 
Maximum yaw rate (r_{max}) 

[deg/s] 
Average yaw rate in the constant part of the turn (r_{C}) 
Speed 
[m/s] 
Speed in the steady part of the turn (U_{C}) 
Roll 
[deg] 
Maximum inward roll angle (ϕ_{inmax}) 

[deg] 
Maximum outward roll angle (ϕ_{outmax}) 

[deg] 
Roll angle in the constant part of the turn (ϕ_{c}) 
Nondimensional values 
[] 
Nondimensional yaw rate in the constant part of the turn (r’) 

[deg] 
Drift angle in the constant part of the turn (β_{C}) 

[] 
Pivot point (sin(β_{C})/r’) 

[] 
Speed ratio (U_{C}/U_{0}) 
Figure 4: Comparison of time traces from submissions to FRMT
Figure 5: comparison of birdeye plots to experiments
Figure 6: Comparison of derived characteristics for turning circle manoeuvres