27th International Towing Tank Coference ITTC 2014

27th INTERNATIONAL
TOWINGTANKCONFERENCE
Copenhagen,DENMARK
p
g ,
Aug.31 Sep.5,2014
PROCEEDINGS VOLUMEI
Table of Contents
Proceedings of the 27th ITTC
Volume I
Preface
Organising committee
Supporting organisations
Report of the Executive Committee
Report of the Advisory Council
10
Report of the Resistance Committee
14
Report of the Propulsion Committee
60
Report of the Manoeuvring Committee
128
Report of the Seakeeping Committee
195
Report of the Ocean Engineering Committee
263
Report of the Stability in Waves Committee
332
Report of the Quality Systems Group
414
Appendix 1
Committees of the 27th ITTC
439
Appendix 2
Tasks and Structure of the 27th ITTC Technical Committees

and Groups
444
Appendix 3
Tasks and Structure of the 28th ITTC Technical Committees

and Groups
458
Appendix 4
Description and Rules of the ITTC Proposed for Adoption by

the 27th Full Conference
475
Appendix 5
Member Organisations
496
Appendix 6
Designated Representatives (R), Committee Members (M) and

Observers (O) invited to attend the 27th ITTC Conference
513
Volume II
Report of the Specialist Committee on CFD in Marine Hydrodynamics
522
Report of the Specialist Committee on Detailed Flow Measurement Techniques
568
Report of the Specialist Committee on Performance of Ships in Service
585
Report of the Specialist Committee on Hydrodynamic Noise
639
Report of the Specialist Committee on Hydrodynamic Modelling of Marine

Renewable Energy Devices
680
Report of the Specialist Committee on Ice
726
Preface
sub-suppliers for one of their new buildings.

This is indicating that we are still a
shipbuilding nation the ships are just not
built here in Denmark.
ITTC 2014 is held in Copenhagen, Denmark

according to a recent UN survey the
happiest nation in the world as many of you
saw on a large commercial on the wall in the
baggage claim area when you arrived to the
airport. I am personally very happy to see so
many international experts joining and
actively participating in this important
conference in Copenhagen.
The story above is an indication of the

globalization of shipping and the inherent
international nature of shipbuilding. The
international element has over the past three
years for ITTC resulted in a much stronger
and visible representation in IMO regarding
e.g. EEDI issues. ITTC is seen as a trusted
advisor and we are addressed in many
important questions within naval architecture
especially regarding test of energy efficient
solutions. It cannot be stressed too much that
if we wish to maintain our image as an
independent, trustworthy group of experts, we
shall work hard to be seen as such otherwise
we will lose credibility and influence.
Just like for the last conference, I will also

this time like to applause the presence of so
many senior participants. Their presence is
the evidence of the long history of ITTC. As
part of the opening of the conference we are
very happy to be able to welcome Bill
Morgan who takes us through the long and
interesting history of ITTC - presented by a
man that has joined the journey a long part of
the way!
The future of ITTC is depending on

maintaining a good image. The future work of
ITTC is also important. To that end, the
Executive Committee this period took the
initiative to form a group within ITTC to
formulate the future work of ITTC, under the
leadership of Jrgen Friesch, HSVA. This
work will start up at this conference and it
shall be very interesting to follow it.
In Denmark, we are not so happy to

experience that the number of shipyards has
diminished over the last many years leaving
the impression that Denmark is no longer a
shipbuilding nation. It is true that we do not
have so many shipyards anymore, but the
amount of maritime designers, suppliers and
service providers has increased. From the
managing director of a Danish shipping
company building ships in Asia I recently
heard that they are using 23 different Danish
iii
I wish to use this opportunity to thank all the

committees that have worked hard and
passionately in the last three years. Their
work is reflected in these proceedings. It is
worth mentioning that the work in the
committees is often done on top of all other
daily duties and sometimes in peoples spare
time. Such an effort should receive our
deepest respect and thankfulness.
the ITTC Conference here in Copenhagen. At

FORCE Technology we recently and on the
same day celebrated his 25 years jubilee, 70
years birthday and retirement. Aage has been
proposed as secretary for ITTC for the next
three years. Being reelected as secretary for
ECMAR as well means that he will not retire
completely.
I hope that you will all be very happy and
enjoy your stay in Copenhagen as a result of
both the technical and social programme of
this conference!
I will also like to extend a special thank to our

secretary, Aage Damsgaard, who has been
working hard for ITTC during the last period
as well as being instrumental in organizing of
Copenhagen, 18th July, 2014
Peter Kr. Srensen

Chairman, 27th ITTC Executive Committee
iv
Organising Committee
Peter Kr. Srensen, FORCE Technology (Chairman)
Steen Sabinsky, European Maritime Development Centre
Valdemar Ehlers, Maritime Group of Society of Danish Engineers
Aage Damsgaard, FORCE Technology (Secretary)
Editor
Aage Damsgaard, FORCE Technology
Financial support
rendered by
IDA Maritimt Selskab
City of Copenhagen
Lauritzen Fonden
Den Danske Maritime Fond
Torm Fonden
Orients Fond (Norden)
Skibsteknisk Selskabs Fond
Den A. P. Mllerske Stttefond
ONR Global
ITTC
FORCE Technology
vi
Executive Committee
Final report and recommendations to the 27th ITTC
1.
the recommendation to modify the ITTC Rules

as also described later.
INTRODUCTION
The roles and responsibilities of the Executive Committee are defined in the ITTC Rules
and include
Implementing the decisions of the
Full Conference
Representing ITTC between Conferences
Replacing members of technical
committees and groups as necessary
between Conferences
Accepting new member organisations to the ITTC
Managing the finances
Approving the arrangements and associated costs and registration fees
for the Conference
Reporting on its activities to the Full
Conference
Finally, the Executive Committee has

worked together with the Advisory Council on
the presentation of recommendations to be
adopted by the 27th Full Conference.
2.
2.1
OBITUARIES
Jong H. Hwang
In addition, the Executive Committee appoints members of the Advisory Council and
reviews the members on a regular basis.
During the 27th ITTC, the Executive Committee has performed its duties in accordance
with the above. In addition, circumstances have
required the Executive Committee to make
policy decisions which could not await the next
Full Conference. These decisions concern acts
in relation to IMOs introduction of the Energy
Efficiency Design Index (EEDI) and are described later in this report. This has also led to
Professor Jong H. Hwang died of

pneumonia March 12, 2012 at the age of 84. He
was born on January 25, 1928 in Seocheon,
Hamkyungnam-do, Korea.
Prof. Hwang played a leading role in
founding Korea Towing Tank Conference
(KTTC) on April 1980 in order to incorporate
effectively with ITTC and became the first
this period, he put much emphasis on interactions with ITTC, ISSC, PRADS and IUTAM.
He published over one hundred research reports and journal papers and four books in engineering mathematics and one in naval architecture. He was elected as a member of the
Korea Academy of Arts and Science in 1999.
Professor Hwang received many professional
honors such as the Outstanding Scientific
Achievement Award in 1986 from the Society
of Naval Architects of Korea. He received the
Mokryun Medal and the Moran Medal from
the Government. He also received the
Sunggok Award from Sunggok Foundation.
Chairman of KTTC until 1984. He remained a

member of the Steering Committee of KTTC
until 1997. He served as a representative for the
towing tank of Seoul National University and
actively participated in ITTC. He made
contributions by presenting written discussions
at the 11th , 15th , 16th, and 17th ITTC.
He attended Seoul National University and
received his B.S. degree in naval architecture in
1950 and Ph.D. degree in naval architecture in
1969. His teaching career started early in 1952
as TA until 1954. He stayed at the Massachusetts Institute of Technology as a visiting
fellow at the Department of Naval Architecture
and Marine Engineering for one year beginning
1956. His academic career started as a lecturer
at the Department of Naval Architecture, Seoul
National University from 1954 to 1959. He
became an assistant professor in 1959 and then
an associate professor in 1961, and professor in
1969. He retired in 1993. Then he became a
professor emeritus. He was a visiting professor
at the Department of Naval Architecture, The
University of Tokyo for one year from 1976 to
1977.
Prof. Hwang is survived by his wife, Sookhee Kim, four sons, Woonsuk (Prof. in Inha
Univ.), Woonkwang(Executive V.P. in LG
Eletronics), Woonbong (Prof. in POSTECH),
Woonjae( Prof. of Korea Univ.), and one
daughter, Meeran.
2.2
Professor Hwang was a pioneer in ship hydrodynamics research and education in Korea.
Early in his life, he played a leading role in
setting up the ship hydrodynamics research
program in the Department of Naval Architecture and Ocean Engineering, Seoul National
University. He was the most influential professor on many Korean ship hydrodynamicists. He
also made a herculean effort to establish academic ties between Korea and Japan in the
field of naval architecture, specifically with the
University of Tokyo and Hiroshima University.
He organized the Korea-Japan Ship Hydrodynamics Seminar in 1970 as the first international cooperative activity. He served as the 12th
president of the Society of Naval Architecture
of Korea (SNAK) from 1973 to 1975. During
Takao Inui
The Emeritus Professor Takao Inui of the

University of Tokyo, Japan went away on 14th
September 2012 at the age of 92. He was a
chairman of the 18th ITTC executive committee
in 1987 (Kobe, Japan ). He has achieved a great
number of excellent research works in the field
of wave resistance. Especially he contributed to
the dissemination of bulbous bow for merchant
ships. He was the fourth Weinblum lecturer

and received a lot of awards including Japan
Academy Prize and Japan Culture Prize
(Bunkakourousha).
3.
4.
COMMITTEE MEETINGS
The committee has held four meetings between 2011 and 2014, and the final meeting
will be held in Copenhagen during the 27th Full
Conference.
COMMITTEE MEMBERSHIP
The first meeting was held in Rio de Janeiro
during the 26th Full Conference. The committee
reviewed the comments made by the Conference to the Terms of Reference for the new
technical committees and endorsed the revised
version, which was subsequently issued to the
technical committee chairpersons together with
their appointment. The Terms of Reference are
included as Appendix 2 of Volume I of the
Proceedings of the 27th Full Conference. The
technical committee members had already been
selected and were approved by the Full Conference, see Appendix 1 of Volume I of the Proceedings.
th
Membership of the 27 Executive Committee has been the following:

Chairman: Stig Sand, FORCE Technology.
Stig retired from FORCE on 31st December
2013 and was replaced by Peter K. Srensen,
also from FORCE.
Northern Europe representative: Susanne
Abrahamsson, SSPA.
Central Europe representative: Jrgen Friesch, HSVA.
Southern Europe representative: Daniele
Ranocchia, INSEAN (CNR)
The committee further discussed the issue

of AC membership qualifications. The discussion was instigated by the increasing number of
universities seeking membership of the AC.
The valuable work of the universities in the
technical committees is highly appreciated, but
care should be taken to avoid the procedures
becoming too academic and impractical for
use in the commercial tanks. It was decided to
propose a revision of the Rules on this point, to
emphasize the importance of commercial work
as a qualification for being member of the AC.
Pacific Islands representative: Masashi Kashiwagi, Osaka University

East Asia representative: Suak-Ho Van,
KRISO
Americas representative. F. Mary Williams,
NRC. Mary resigned in January, 2013, and was
replaced by Antonio Fernandes, LabOceano.
Non-voting ex-officio members of the Executive Committee were:
Gerhard Strasser, Vienna Model Basin, as
Advisory Council Chairman,
Antonio Fernandes, LabOceano, as past
Chairman, until appointed Americas Area Representative,
Aage Damsgaard, FORCE Technology, as
ITTC and EC Secretary.
The committee confirmed the financial

support to representation of ITTC at IMO
meetings, and appointed Gerhard Strasser as
the representative for EEDI/EEOI matters.
The second committee meeting was held in
Daejon, Korea, hosted by KRISO. The proposed wording of the modification of the ITTC
Rules regarding AC membership was reviewed
and agreed to be submitted to the Full Confer-
ence for adoption, and a new AC membership

review form should be prepared, reflecting the
revised requirements. It was decided that all
AC members should report on the new form
during this period.
Two new members of ITTC were approved,

Technical University Berlin and Cranfield University, and a number of changes to technical
committees were implemented.
The committee established a new working

group to deal with the future role of ITTC, including planning of future technical committees. The group is headed by Jrgen Friesch
and members are Gerhard Strasser, Masashi
Kashiwagi and Suak-Ho Van.
Further items covered in this meeting included a presentation by the working group,
approval of the venue and fee for the 27th Full
Conference, ITTC Secretary for the 28th ITTC,
and cost of attending IMO meetings.
The fourth meeting was held in Wuxi,
China, hosted by CSSRC.
th
The decision on venue for the 28 ITTC

Full Conference was opened for discussion.
Both Korea (KRISO) and China (CSSRC) announced that they would be candidates. They
were asked to give a presentation of their candidature at the third Executive Committee
meeting.
The committee reviewed the wording of

the proposed changes to the Rules of ITTC and
agreed on a few further revisions.
The committee further reviewed the financial status. As a consequence of the increased
financial support to the involvement in IMO
and ISO activities in relation to EEDI and sea
trial procedures, and of the introduction of the
new website, it is expected that the total expenses for this period may exceed the fee income by up to 10,000 USD. As this amount
may be covered by the reserves and as the corresponding costs will be less during the next
period, the committee decided that the membership fee should be kept at its present level.
The committee also agreed to support the printing of the Proceedings of the 27th ITTC by an
amount of 6,000 USD.
The committee decided to re-admit Brodarski Institute, Croatia, to the Advisory Council
after it had settled the outstanding fees.
During the AC meeting preceding the
committee meeting, a serious dispute had
arisen with regard to the process of revising the
speed/power sea trial procedures and submitting them to IMO. As a consequence, the
committee decided to produce a procedure for
making decisions between Conferences and
recommend this for adoption by the next Full
Conference.
The third meeting was held in Copenhagen,
Denmark, hosted by FORCE Technology. The
two candidates for hosting the 28th Full Conference, CSSRC and KRISO, both gave very convincing presentations of their respective proposals, and the committee had to vote to make
a decision which venue to recommend to the
Full Conference. The decision was to recommend CSSRC to host the 28th ITTC Full Conference.
The AC membership review was performed

using the revised form, which was found acceptable with a minor adjustment. The revised
form is annexed to this report.
The committee briefly reviewed the evaluation of the members of the technical committees submitted by the chairmen using the form
annexed to this report. The evaluations will be
considered when appointing candidates for the
next committees. For this purpose, the revised

form of CV for committee member candidates,
also annexed, shall be used.
approved by the Full Conference in advance.

During the past period, the Executive Committee decided that ITTC should play a major role
in the implementation of EEDI requirements in
order to influence this important aspect of ship
performance requirements. This necessitated a
revision of the speed/power sea trial procedures
which was implemented in 2012 and submitted
to IMO beginning of 2013. At the same time,
the two revised procedures 7.5-04-01-01.1 and
01.2 were made available on the ITTC website.
The recommended modification of the ITTC
Rules is made in order to formalise this way of
operating.
Two new AC member organisations were

approved, Shanghai Ship and Shipping Research Institute, China, and Samsung Heavy
Industries, Korea, as was Universiti Teknologi
Petronas, Malaysia, as new member of ITTC.
Several new Area Representatives will be
or have been appointed for the next ITTC, including Kourosh Koushan, Marintek, for
Northern Europe and Fabio di Felice, CNRINSEAN, for Southern Europe. A new representative for Central Europe will be appointed
later, as may a new representative for East
Asia. The representatives for Pacific Islands
and Americas shall continue for one more term.
5.
5.1
The Advisory Council was formed at the

13th ITTC in 1972 in order to emphasize the
role of the commercial tanks in relation to the
procedures and guidelines issued by ITTC, to
ensure that they are applicable in practice. Criteria for becoming a member of the Advisory
Council were established, to show that their
primary business was model testing for clients.
The recommended modification strengthens the
criteria slightly, also requiring work to be performed by professional full-time staff. The
new requirements are reflected in the form used
to assess present Advisory Council members
every second period and new candidates for
membership of the Advisory Council, partly
asking the member to specify the division of
their turn-over between commercial work, research and education, partly to specify the
number of full-time staff performing work for
clients. The new form has been tested on all
Advisory Council members this period and on
two new candidates.
COMMITTEE DECISIONS
Revision of ITTC Rules
The committee decided to recommend to

the 27th Full Conference to adopt two modifications to the ITTC Rules, one concerning decision making between Full Conferences, the
other concerning the qualifications for Advisory Council membership. The recommended
modifications appear in clause 5.2 and 7.2(a) of
RP 1.0-01, Description and Rules of the ITTC,
respectively, which is found in the 2014version of the ITTC Recommended Procedures
and Guidelines. RP 1.0-04 describes the procedure for decision making between Full Conferences. Both documents are also found in Appendix 4 of Volume I of the Proceedings.
In addition to these two major changes to

the Rules, some minor revisions were made for
reasons of consistency. Among these is the
definition of the role of the Vice Chairman of
the Executive Committee and the Advisory
Council, clauses 6.2 and 7.2, respectively.
The involvement of ITTC in external activities, e.g. in IMO and ISO, has necessitated the
ability of the Executive Committee to make
and execute decisions without having them
5.2
Committees and Tasks of the 28th

ITTC
Discuss if ITTC is ready to react flexible on

short term questions mainly in between two
Conferences (Does the role of the committee
chairmen need to be defined in a new way)
Based on input from the technical committees, AC members, ITTC members and the EC
Working Group on the Future of ITTC, the
Advisory Council prepared the document defining the structure and Terms of Reference of
technical committees and groups of the 28th
ITTC enclosed as Appendix 3 of Volume I of
the Proceedings of the 27th Full Conference.
5.3
Handle all external needs which are related

to non-technical issues
Define how the group should interact with
AC and EC
Represent ITTC in all political, administrative bodies and organizations (technical input
should be given by the technical committees),
and suggest how this could look like
Working Group on Future of ITTC
The Executive Committee decided to continue the working group considering the future
role of ITTC. However, as the specific tasks for
this group could not be finalised during this
term, a small group of committee members
continued subsequently to elaborate the Terms
of Reference and mode of operation of the
group.
Suggest modifications to the ITTC Rules, if

necessary
Adjust the relevant procedures, if necessary.
5.4
The working group has proposed the following draft Terms of Reference:
Changes in ITTC Membership
The following new members of ITTC have

been approved during this period:
Technical University Berlin, Germany
Discuss open questions of long term developments in hydrodynamics by observing also

different activities of networks worldwide (EU,
aerospace, automobile)
Identify new topics of importance / relevance to the ITTC
Cranfield University, UK
Universiti Teknologi PETRONAS,

Malaysia
Develop a strategy with regard to ITTCs

role in national and international institutions
like IMO, ISO, ISSC. It should additionally
outline how ITTC should be represented in
those bodies
The following members terminated their

membership:
Webb Institute, USA
Discuss if the way how ITTC works is still

adequate
The two Japanese members, IHI Corporation and Universal Shipbuilding Corporation,
merged their test facilities, which now operate
under the name Japan Marine United Corpora-
Icepronav, Romania
ceedings of all ITTC Conferences and the Catalogue of Facilities. Under the News menu, you
will find the ITTC News and Short News,
which are posted when relevant. Finally, when
relevant, it will provide a link to the conference
website.
tion. JMUC continues IHIs membership of the

Advisory Council.
Several members have changed the names
of their Designated Representatives. The member information as known by the secretariat on
1st May 2014 is included in Appendix 5 of
Volume I of the Proceedings of the 27th Full
Conference.
5.8
IMO and ISO Activities
The Executive Committee has endorsed a

number of changes of membership of the technical committees. Appendix 1 of Volume I of
the Proceedings includes a list of all past and
present members of the committees of the 27th
ITTC.
The Executive Committee has decided that

ITTC shall continue the cooperation with IMO
in relation to the implementation of EEDI and
EEOI. IMO has adopted the ITTC model test
procedures and recommends the ITTC
speed/power trial procedure to be used until the
ISO15016 standard has been revised. The
committee has consequently decided to continue the financial support to ITTCs involvement in the revision of the ISO standard.
5.6
5.9
5.5
Changes in Technical Committee

Membership
Advisory Council Membership Review
The final accounts of the 26th ITTC and the

projected accounts for the 27th ITTC are shown
below. All amounts are in USD.
During this period, all Advisory Council

members were reviewed using the revised
evaluation form. The revised review form, reflecting the increased emphasis on commercial
work required for being a member of the Advisory Council, was generally accepted by the
AC members. This form will therefore be implemented for future reviews, and the Executive Committee will decide on the continuation
of AC membership on the basis of these forms.
5.7
ITTC Accounts
Account item
ITTC fee
AC fee
Financial income
Total income
Secretariat hours
Secretariat expenses
IMO/ISO activities
Support to Conference
Financial costs
Misc. costs
Total costs
Net Result
Total equity capital
ITTC Website
A new website has been developed and may

be found on www.ittc.info . The website is
continuously updated with member information
and provides links to ITTC Recommended
Procedures and Guidelines, Symbols and Terminology, Dictionary, Sample QA Manual, and
the ITTC wiki. It furthermore holds the Pro-
27th projected
56,000
66,500
0
122,500
95,000
12,000
15,000
6,000
750
1,000
129,750
-7,250
44,157
26th
Final
55,200
62,750
129
118,079
86,525
16,374
2,754
0
535
565
106,753
11,325
51,407
5.10 Budget for 28th ITTC

The proposed budget (in USD) for the 28th
ITTC is shown below. The budget has been
based on the assumption that the ITTC and AC
fees and the remuneration of the secretariat
remain unchanged.
Account item
ITTC fee
AC fee
Financial income
Total income
Secretariat hours
Secretariat expenses
IMO/ISO activities
Support to Conference
Financial costs
Misc. costs
Total costs
Net Result
6.
28th
Budget
57,000
66,500
0
123,500
90,000
12,000
10,000
6,000
800
700
119,500
4,000
RECOMMENDATIONS
The Executive Committee recommends the

following to the Full Conference:
Adopt the following new and revised procedures and guidelines
recommended by the technical
committees and group
o 4.2.3-01-03
o 7.5-01-03-01
o 7.5-01-03-03
o 7.5-01-03-04
o 7.5-02-01-01
o 7.5-02-01-04
o 7.5-02-01-05
o 7.5-02-02-02
o 7.5-02-02-02.1
o 7.5-02-02-02.2
o 7.5-02-03-01.4
o 7.5-02-03-01.6
o 7.5-02-03-02.1
o 7.5-02-03-02.2
o 7.5-02-03-02.3
o 7.5-02-03-03.2
o 7.5-02-03-03.3
o 7.5-02-03-03.4
o 7.5-02-04-02
o 7.5-02-05-04
o 7.5-02-05-05
o 7.5-02-06-01
o 7.5-02-06-02
o 7.5-02-06-03
o 7.5-02-06-04
o 7.5-02-06-05
o 7.5-02-07-02.1
o 7.5-02-07-02.2
o 7.5-02-07-02.3
o 7.5-02-07-03.7
o 7.5-02-07-03.8
o 7.5-02-07-03.9
o 7.5-02-07-03.10
o 7.5-02-07-04.2
o 7.5-02-07-04.4
o 7.5-03-02-03
o 7.5-03-02-04
o 7.5-03-03-01
o 7.5-03-03-02
o 7.5-03-04-02
o 7.5-04-01-01.1
o 7.5-04-01-01.2
o 7.5-04-04-01
Delete and remove the following
procedures and guidelines from the
ITTC Recommended Procedures
and Guidelines, as being obsolete
o 7.5-02-02-03
o 7.5-02-02-04
o 7.5-02-02-05
o 7.5-02-02-06
o 7.5-02-07-02.4
o 7.5-02-07-03.3
Adopt the revised Register of ITTC
Recommended Procedures and
Guidelines as prepared by the Quality Systems Group
Adopt the revised ITTC Rules as reflected in procedure 1.0-01 and 1.004
Adopt the committee structure and
Terms of Reference for the 28th
ITTC as presented in Appendix 3 of
Volume I of the Proceedings of the
27th ITTC Full Conference
Accept the proposed chairs and
members of the technical committees and groups
Accept that the Executive Committee establishes an informal working
group to consider the future role of
ITTC
Accept prof. Zhenping WENG,

CSSRC as the next Chairman of the
Executive Committee and CSSRC
as host of the 28th ITTC Full Conference
Accept Mr. Aage Damsgaard,
FORCE Technology, as Secretary of
the 28th ITTC
Accept the continued involvement
of ITTC in IMO and ISO with regard to EEDI, EEOI and safety matters and to support this activity financially
Accept the proposed budget for the
28th ITTC and general membership
fee of 600 USD for the entire period
Advisory Council
Report to the 27th ITTC
1.
2.
MEMBERSHIP AND MEETINGS
The membership of the 27th Advisory

Council consisted of 35 organisations. Two
organisations, Ecole Centrale Nantes, France,
and LabOceano, Brazil, were admitted to the
Advisory Council. The two Japanese ITTC
members, IHI Corporation and Universal Shipbuilding Corporation, merged their test facilities, which now operate under the name Japan
Marine United Corporation. JMUC continues
IHIs membership of the Advisory Council.
2.1
ACTIVITIES AND RECOMMENDATIONS OF THE ADVISORY

COUNCIL
Kick-off Meeting with Technical

Committees
At the 26th Conference in Rio de Janeiro,

the Advisory Council arranged a kick-off meeting with all the new chairmen of the technical
committees who were present at the Conference. The intention of the kick-off meeting was
to give the new chairmen a good understanding
of their work procedures and the liaison with
the Advisory Council, and to emphasize the
importance of a well coordinated commencement of the committee work.
Prof. Gerhard Strasser was elected Chairman and Dr. Takuya Omori Vice Chairman.
Mr. Aage Damsgaard was appointed Secretary.
The Advisory Council held three meetings
since the last Conference, In Daejon, Korea,
October 2012, in Copenhagen, Denmark, September 2013, and Wuxi, China, in April, 2014.
The fourth meeting will be held in Copenhagen
during the Conference.
The kick-off meeting appeared to have little

effect on the performance of the committees, so
it will be repeated at the 27th Conference with
even more focus on the first years activities of
the committees and the results expected during
that year.
The roles and responsibilities of the Advisory Council as defined in the ITTC Rules are
primarily to support the Executive Committee
on all technical matters.
2.2
Review of the Work of the Technical

Committees and Groups
The technical committees and group provided progress reports for the Advisory Committee meetings in October 2012 and September 2013. The first progress report demon-
10
strated that most of the committees had not

properly understood the tasks concerning new
and revised procedures. In order to improve the
performance of the next committees in this
respect, it was decided that a new standard
template for the first progress report shall be
implemented, spelling out in more detail what
is required. The present report template may be
used for the second progress report.
The technical committees and group submitted a total of 51 revised or new procedures
for review by the Advisory Council and proposed a number of procedures to be deleted.
With such a large number of documents, it is
evident that keeping deadlines is crucial, as is
the standard of work expressed in the procedures. During this period, about 80% of all
final procedures had to be returned to the
committees for further corrections following
the last AC review. Had the AC review of procedures been taken literally, all these procedures should have been postponed to the next
period.
WG 2
WG 3
WG 4
Resistance
Propulsion
Manoeuvring
Ocean
Engineering
SC CFD
SC Ships in
Service
Seakeeping
SC Ice
SC Detailed
Flow
SC Hydrodynamic Noise
Stability in
Waves
SC Energy
Devices
The work of the Quality Systems Group

was monitored by the AC Chairman.
The main responsibilities of the working
groups are to review committee progress reports, review procedures and guidelines and
define the Terms of Reference for the next
committees. In order to use the time at the AC
meetings efficiently, the working groups as far
as possible perform their review before the
meetings. This is of course possible, only, if the
documents are submitted timely by the committees. The meetings are then used to consolidate the comments resulting from the review in
discussions with the entire AC and preparing
responses to the committees.
Consequently, it is very important for the

coming periods that the agreed working procedures are followed.
2.3
WG 1
Advisory Council Working Groups

2.4
As in the latest periods, the work of the Advisory Council was organised in four working
groups, each dealing specifically with the work
of selected committees. The division of work
this time was as shown in the table below.
A total of 51 procedures and guidelines

were prepared by the committees and group, 18
new and 33 revised documents. In addition, the
committees proposed six old procedures to be
deleted as they were considered obsolete. As
described above, the large number of new and
revised procedures and guidelines appeared to
cause problems for the committees as well as
the Advisory Council, which resulted in a significant delay of the publication and a considerable additional work load for the Quality
Systems Group.
11
Out of the 51 new or revised documents,

just four were considered too incomplete to be
published this time.
Specialist committees
Performance of Ships in Service
Hydrodynamic Noise
Ice
Hydrodynamic Modelling of Marine Renewable Energy Devices
Modelling of Environmental Conditions
Energy Saving Methods
Some inconsistencies in the titles of a large

part of the new and revised procedures were
discovered and have been revised by the QSG.
As a consequence thereof, the procedure for
formatting of procedures and guidelines has
been revised. During the next period, the entire
register will be reviewed by the QSG and any
remaining inconsistencies will be corrected.
Groups
Quality Systems Group
The specialist committees on CFD and Detailed Flow Measurements were discontinued
after having run for two periods. CFD and
Flow aspects have to be handled by the respective general committees.
The proposed new Register of ITTC Recommended Procedures and Guidelines has been
published on the conference website and will,
if adopted by the Full Conference, be available
on the ITTC website.
2.6
2.5
Technical Committees for the 28th

ITTC
ITTC Rules
The Advisory Council was heavily involved

in the discussion of the changes of the ITTC
Rules. The proposed procedure for decision
making between Conferences was instigated by
discussions between AC members, and the
proposed strengthening of the requirements for
AC membership were directly suggested by the
AC. The EC report presents the proposed
changes.
Several proposals for new specialist committees were tabled for the Advisory Council,
partly by the present committees and partly by
AC members. After voting in the AC, it was
recommended to establish the following committees for the 28th ITTC:
General committees
Resistance
Propulsion
Manoeuvring
Seakeeping
Ocean Engineering
Stability in Waves
2.7
Cooperation with IMO and ISO
The Advisory Council, represented by its

Chairman, has played a very active role in the
cooperation with IMO on EEDI matters and
with ISO on the revision of the sea trial standard ISO 15016.
In relation to the EEDI regulations, ITTC
was firstly able to have the ITTC model test
procedures accepted as the approved test procedures to be considered in validation of EEDI.
Secondly, the ITTC sea trial procedures were
12
identified by IMO as the preferred standard, at

least until a revised ISO 15016 was ready. IMO
also advised ISO to cooperate with ITTC in the
revision of ISO 15016 and base the revision on
the ITTC procedures. The cooperation between
ITTC and ISO has been very successful, and
the revised ISO 15016 is now nearly complete.
3.
OFFICERS FOR THE 28TH ITTC

ADVISORY COUNCIL
Prof. Gerhard Strasser was reappointed as

Chairman for the 28th ITTC Advisory Council
and Dr. Takuya Omori as Vice Chairman.
13
Resistance Committee
Final Report and Recommendations to the 27th ITTC
1.
INTRODUCTION
1.1
Membership and Meetings
The members of the Resistance Committee

of the 27th ITTC are:
Dr. Tommi Mikkola

Aalto University
Helsinki, Finland
Four committee meetings have been held

during the work period:
Prof. Stephen Turnock (Chair) University of Southampton

Southampton, United Kingdom
Dr. Hisao Tanaka
Japan Marine United Corporation
Tsu, Japan
Dr. Jin Kim
Maritime and Ocean Engineering
Research Institute
Daejeon, Korea
Prof. Baoshan Wu
China Ship Scientific Research Centre
Wuxi. Jiangsu, China
1.2
Dr. Thomas C. Fu (Secretary)

Naval Surface Warfare Center,
Carderock Division
W. Bethesda, Maryland, U.S.A.
Istanbul, Turkey, 27-28 February 2012

at the Istanbul Technical University.
Bethesda, Maryland, U.S.A., 13-14

September 2012 at the Naval Surface
Warfare Center Carderock Division.
Espoo, Finland, 10-11 June 2013 at

Aalto University, Otaniemi Campus.
Southampton, United Kingdom, 14-15

January 2014 at the University of
Southampton.
Tasks
The recommendations for the work of the

Resistance Committee as given by the 26th
ITTC were as follows:
1. Update the state-of-the-art for predicting
the resistance of different ship concepts
emphasising developments since the 2011
ITTC Conference. The committee report
should include sections on:
Prof. Ali Can Takinaci

Istanbul Technical University
Istanbul, Turkey
14
7. Review new developments on model

manufacturing devices and methods.
a. The potential impact of new technological developments on the ITTC.
8. Review the development and evaluate improvements in design methods and the
capabilities of numerical optimization applications, such as Simulation Based Design environments, with special emphasis
on design of new ship concepts, geometry
manipulation and parameterization, surrogate models and variable fidelity applications. (The fundamental assumption that an
optimal hull shape is one that minimizes
the calm water resistance may no longer be
appropriate given the developments in CFD
that give the designer the ability to make
assessment of both wave and viscous effects for added resistance in waves as well
as the interaction between hull-propulsor
and appendages.)
b. New experimental techniques and extrapolation methods.

c. New benchmark data.
d. The practical applications of computational methods to resistance predictions
and scaling.
e. The need for R&D for improving methods of model experiments, numerical
modeling and full-scale measurements.
2. Review ITTC Recommended Procedures
relevant to resistance and:
a. Identify any requirements for changes
in the light of current practice, and, if
approved by the Advisory Council, update them.
2.
STATE OF THE ART
The concern of the shipping industry to

both reduce fuel use and hence expense, as well
emissions, has placed greater emphasis on the
ability to accurately resolve at design small
changes in hull and appendage resistance. This
desire has driven many of the state-of-the-art
improvements seen since 2011 as the results of
funded research programmes focussed on the
energy efficiency design index (EEDI) start to
reach maturity.
b. Identify the need for new procedures

and outline the purpose and content of
these.
c. Implement updated uncertainty analysis spreadsheet for resistance test.
3. Continue the analysis of the ITTC worldwide series for identifying facility biases.
4. Review definitions of surface roughness
and develop a guideline for its measurement.
A review by Molland et al (2014) compares

alternative techniques for improving overall
ship propulsive efficiency for both drag reduction and improved propulsor efficiency. Table
1 compares the relative contributions of different resistance components for a variety of ship
types. The domination of skin friction, especially at slow speeds, confirms the research
drive to improve coatings longevity and performance as well the search for alternative
5. Review results from tests that correlate

skin friction with surface roughness.
6. Review trends and new developments in
experimental techniques on unsteady flows
and dynamic free surface phenomena.
15
methods of reducing friction such as air lubrication. One area which has received little attention to date is in methods to reduce air resistance of ship superstructures which although
they constitute 2-4% of resistance are treated
effectively as a bluff body dominated by pressure form drag (Molland et al, 2011). As such
they are well suited to a relatively simple series
of design modification. Investigations using a
combination of CFD and wind tunnel tests are
expected to result in a new generation of

streamlined ships.
Table 1 Approximate distribution of resistance components. Air drag is shown as a percentage of total
resistance, i.e. total hull plus appendages plus air.(Molland et al, 2014)
Type
Tanker
Tanker
Bulk carrier
Bulk carrier
Container
Lbp
(m)
330
174
290
180
334
CB
0.84
0.80
0.83
0.80
0.64
Container
232
0.65
Catamaran
ferry
80
0.47
Dw
(tonnes)
250000
41000
170000
45000
100000
10000 TEU
37000
3500 TEU
650 pass
150 cars
Service
speed
(Knots)
15
14.5
15
14
26
Service
power
( kW)
24000
7300
15800
7200
62000
0.136
0.181
0.145
0.171
0.234
23.5
29000
0.250
60
10
30
4.0
36
23500
0.700
30
10
60
4.0
One method of reducing resistance is that of

adjusting the in service trim of vessels and this
has prompted a significant number of towing
tank studies. Larsen et al (2012) examined the
physics of how adjusting trim can modify both
the form and wave resistance components.
They used a combination of model tests, RANS
CFD, and potential flow theory to investigate
the behaviour of a large cargo vessel at partially loaded draught and reduced speed. The
RANS CFD was used to calculate the resistance and as shown in Figure 1 captured well
the changes found in the model scale self propulsion tests, whereas the potential flow under
predicted the power change. Overall a 10%
drop in power could be achieved with the correct trim, with 80% originating from reduction
in residuary resistance around the bulbous bow.
Fr
Hull resistance component

Friction
Form
Wave
%
%
%
66
26
8
65
25
10
66
24
10
65
25
10
63
12
25
Air
Drag
% total
2.0
3.0
2.5
3.0
4.5
Figure 1. Comparison of different trim guidance methods at Fn=0.128 (Larsen et al, 2012).
The ability of CFD to resolve in detail the
flow features around the bulbous wave which
initiate the drag changes with trim is captured
well in Figure 2. An example of a study for a
shipping fleet (Takinaci and Onen,2013) on
trim optimisation found 4-14% power reduction for a range of size of ships. Ships in the
range of 40,000-80,000 tonnes had important
16
calm water resistance in steady waves of a variety of bow forms, shown in Figure 3.
potential benefits, whereas for larger ships the

gains were found to be less.
Figure 3. Six flares used to assess influence on

added resistance (Winden et al, 2013).
Figure 2. Bow wave at 2.0m trim and

Fn=0.128.Model test and RANS CFD (Larsen
et al, 2012).
Figure 4. Added resistance in waves for the
tested bow sections.
Another area of growing importance is the

understanding of the influence of detailed hull
design on added resistance effects. In the past
designing a ship for a single design speed,
matching the propulsor in calm water, and then
adding an appropriate powering margin was
acceptable. The influence of the installed
power term in the EEDI formula now challenges designers to at least consider how they
can better quantify the performance of the ship
across its whole operational profile. A probabilistic approach can be applied for the expected voyage sea states that allows a better
assessment to be made of alternative hull designs. For example Winden et al (2013) studied, using CFD, the influence of added and
Significant changes can be found as given

in Figure 4 for the change in added resistance
compared to the reference hull. There is limited available experimental data for validation
of computational approaches but as described
later in section 8 the ever growing capability of
simulation based techniques will require such
data to ensure that valid designs are implemented at full scale.
17
2.1
ratio of air bubbles to boundary layer length is

very different between model and actual ship.
Therefore they carried out experiments using a
flat plate (L = 50 m, B = 1 m) in the 400 m
towing tank of NMRI. The plate was towed at
6.2 m/s (12 kt), which equivalent to the cruising speed of the ship for a full scale experiment. Air bubbles were injected at 3 m from
the bow. Both the total drag of the flat plate
and local skin friction were measured. The procedure of the power estimation of the full scale
ship in the state of the bubble injection is
shown in Figure 5. The skin friction drag reduction values by bubbly flow in full scale ship
are estimated based on tank test result of flat
plate. The drag reduction value in full scale
ship with bubble flow drag reduction system is
estimated based on a linear approximation. An
example of estimation is shown in Figure 6.
New Technologies
Air lubrication. As one of the energysaving technologies, frictional drag reduction

technology by air lubrication has been developed and its practical use is being attempted,
see for example Kawakita (2013).
Kawashima et al. (2007) gives a progress
report of a research project moving towards
practical use of air bubble injection as a drag
reduction device for ships. The project aims to
achieve a 10% net energy-saving by air bubble
injection, taking into account the work needed
for injecting air bubbles.
It is difficult to estimate the actual drag reduction effect on a full scale ship based on
model scale experiments, as the relative scale
25000
dR (N )
20000
C enter lane
S ide lane
End lane
Total
15000
10000
5000
0
0
10
12
tbc(m m )
Figure 6. Estimation of drag reduction value in

full scale ship with bubble flow drag reduction
system based on curve approximation. (Kawashima et al, 2007)
Figure 5. Schematic diagram of full scale ship

power estimation with bubble flow drag reductions system.(Kawashima et al, 2007)
2.2
Experimental Techniques and Extrapolation
The advanced model measurement technology conference series organised via an EU

sponsored research programme, the hydro testing alliance http://www.hta-forum.eu/, provides
a valuable resource of up-to-date developments
in experimental testing technology. The 3rd of
the series was held in Gdansk in September
18
ages provides an alternative method of measuring model sinkage and trim. Bennett et al
(2014) used a combination of three 9 degree of
freedom wireless sensors, strain gauges, conventional heave and trim potentiometers and
video analysis to investigate model response.
Figure 8 shows the experimental setup. An
experimental uncertainty analysis demonstrated
that with suitable calibration comparable levels
of uncertainty were obtained between the conventional heave and pitch measurements and
those obtained derived using calibrated wireless sensors. Such systems are ideal for use on
free running models were conventional techniques are not applicable and often video motion capture systems are difficult to use due to
lighting or location of suitable fixture locations.
2013, Atlar and Wilczynski, (2013). The sessions concentrated on noise measurements, PIV
applications, optical measurements, coating
assessment and drag reduction, uncertainty,
control technologies, free running models and
smart tank testing.
Of relevance to the later discussion of CFD
validation for resistance prediction is the
method of waterline registration using fluorescence, Geerts et al (2011). Waterline registration is of use in assessing squat, freeboard and
bow wave dynamics. The use of a fluorescent
light source applied as a coating to the hull and
illuminated by UV prevents unwanted reflections and allows much more accurate capture of
the dynamic surface waterline as shown in Figure 7.
Figure 8. Schematic of experimental set-up of a

segmented hydroelastic model with three
Shimmer sensors.
2.3
Figure 7. Comparison of an image from the
same camera position but with different lighting at a model speed of 0.65 m/s; above: image
with regular tank lights, below: image with
ultra violet lights.
New Benchmark Data,
The results of a major new experimental

study for bench-marking data are not reported
in this term of the Committee. But the plan of
new measurements is confirmed with the Steering Committee for CFD Workshop 2015 (Larsson et al, 2014) and it will be used as the new
benchmark case. The Workshop will be held at
Tokyo in December 2-4, 2015. The detail information
can
be
found
at
http://www.t2015.nmri.go.jp, the workshop
The rapid reduction in the cost of inertial

measurement units and their ease of use, either
through use of commercial smartphone systems or as more conventional instrument pack-
19
website. The model ship is named as Japan

Bulk Carrier (JBC). The lines of JBC hull form
are shown in Figure 9 and 10. The JBC hull
form has a duct type ESD (energy saving device) and so the experimental data will be obtained both with and without a duct. The model
size and measurement items are shown in Table
2.
Table 2. Items of measurement for JBC

Condition
Hull
Measurement
Towing
Towing
Tank
NMRI
NMRI
7m BH
X, M
7m BH
V, T
w/o ESD
7m BH
V, T
NMRI
w/ ESD
3m BH
V, T
OU
w/o ESD
3m BH
V, T
OU
w/ ESD
Self-prop
7m BH
SP, M
NMRI
7m BH
V, T
NMRI
w/o ESD
7m BH
V, T
NMRI
w/ ESD
3m BH
V, T
OU
w/o ESD
3m BH
V, T
OU
w/ ESD
*X: Resistance, M: Trim and Sinkage, SP: Selfpropulsion data, V: Velocities, T: Turbulence, NMRI:
National Maritime Research Institute, OU: Osaka University
Figure 9. Body plan of JBC
2.4
Practical Applications of CFD
A good overview of the current capabilities

of the CFD methods in ship hydrodynamics is
provided by the CFD Workshop series. An
interested reader is also referred to an extensive
review of current capabilities and future trends
of CFD in ship hydrodynamics by Stern et al
(2013), which includes collected results and
references on various resistance, sinkage and
trim verification and validation studies. The
latest Gothenburg 2010 workshop was quite
extensively discussed in the report of the 26th
ITTC Specialist committee on CFD. However,
a book (Larsson et al, 2014) about the results,
findings and conclusions of the workshop has
been published recently with some additional
experimental and computational data. For completeness it is appropriate to collect some of the
conclusions of the workshop which are most
relevant for resistance and the associated flow
predictions.
Figure 10. Profile of JBC
20
using structured rather than unstructured

grids. The established uncertainty estimation methods give consistent results in the
vicinity of the asymptotic range, but quite
different estimates far from the range. Most
resistance solutions are validated. For the
non-validated solutions the source of error
is suggested to be the turbulence model.
Considering all the computed resistance

predictions the mean difference between
measurements and simulations is practically
zero (-0.1%) and the mean standard deviation has improved considerably since the
2005 workshop (from 4.7% to 2.1%). The
average comparison errors in sinkage and
trim for Fr>0.2 are around 4%, whereas
larger (relative) errors are observed for
lower speeds most probably due to difficulties in measuring the quantities accurately
and due to the small absolute values. Wave
profiles on the hull and at the closest cut are
generally well predicted, but large differences between the methods are observed
further from the hulls.
The favourable characteristics of an anisotropic turbulence model have been demonstrated by Guo et al (2013) as well. They have
studied the distribution of resistance by measuring and simulating the calm water resistance,
sinkage and trim of a three-segment KVLCC2
model. A comprehensive verification and validation study shows that both isotropic and anisotropic models can give good prediction in
terms of the measured quantities, but the superiority of the anisotropic explicit algebraic
stress model is revealed by the resistance prediction of the aft segment. The study provides
particularly interesting reference data for CFD
model validation.
Grid sizes above 3 million cells do not provide discernible improvement in resistance
predictions (with URANS). Above and below this the resistance predictions are
within 4% and 8% of the measured value.
Finer grids with up to tens of millions of
cells are required for local flow predictions.
For DTMB 5415 accurate free-surface prediction can be obtained with just 2 million
cells whereas finer grid are required for
KVLCC2 due to shorter wave length.
As the methods have matured and the modelling knowledge has increased, Navier-Stokes
equations based methods are used for an increasingly wide range of cases related to resistance and wave making. Castiglione et al
(2014) have studied the validity of the RANS
based resistance prediction for a catamaran
model in shallow water and the influence of
water depth of the interference effects. Maki et
al (2013) have compared linear potential flow
and RANS based methods for the prediction of
the calm-water resistance components of a surface effect ship. Takai et al (2011) have studied
the predictive capability of RANS based approach for the performance analysis of a very
large high-speed ship with a transit speed of at
least 36 knots. Bhushan et al (2012) have studied the vortical structures and the associated
transom flow and sinkage and trim instabilities
of the appended Athena hull form using hybrid
The results suggest that turbulence models

more advanced than the two-equation models do not improve the resistance predictions. The anisotropic explicit algebraic
Reynolds stress model seems to be the best
option for predicting aft body flow of U
shaped hulls with strong bilge vortex. The
hybrid RANS/LES models seem promising,
but they show limitations for flows with
limited separation or triggering turbulence
for slender bodies. Furthermore, the grid
resolution requirements are significantly
higher than for URANS based predictions.
The results suggest that it is easier to reach
convergent behaviour with grid variation
21
vides a resistance prediction with an accuracy

of around 10 percent for a wide range of displacement hull forms and Froude numbers.
RANS/LES approach including validation

against full-scale experimental data.
Examples of current and future capabilities
of CFD with massively parallel simulations
have been provided by Nishikawa et al (2012,
2013) and Fu et al (2013). Nishikawa et al
(2012) have demonstrated fully resolved LES
of KVLCC2 with Reynolds numbers of 5x105
and 1x106 with up to 1x109 cells and over 1500
cores and later (Nishikawa et al, 2013) with
model test Reynolds number 4.6x106 using up
to 32x109 cells.
Belibassakis et al (2013) have applied isogeometric analysis for the Neuman-Kelvin

problem of the ship wave making and resistance. Here the same NURBS basis is used to
define the geometry and the singularity distributions with the intention of providing the
same accuracy with a lower number of panels
and a natural connection with modern ship design systems. Taravella and Vorus (2012) have
developed an expanded, general solution of
Ogilvie's formulation for moderate and highspeed ships (0.4<Fr<1.0) accounting for the
wake trench generated by a fully ventilated
transom. For the three cases shown with closed
stern or fully ventilated transom the accuracy
of the resistance prediction is roughly 10 percent from Fr=0.4 up. Yan and Liu (2011) have
applied the Pre-corrected Fast Fourier Transform (PFFT) to improve the computational
efficiency of the high-order boundary element
method (BEM) for nonlinear wave-wave/body
interaction. The approach is based on a process,
where only the near-field contributions of the
influence matrix are evaluated exactly. The
approach reduces the O(N2~3) expense of the
conventional quadratic BEM to O(N ln N). Series 60 has been used as a practical case to
demonstrate the applicability of the developed
approach.
These papers provide concrete examples of

the rapid development of high performance
computing and of the computational requirements of fully resolved LES simulations with
practical Reynolds numbers. Fu et al (2013) on
the other hand have studied the capabilities of a
Cartesian grid immersed body, volume-of-fluid
method for the simulation of planing hulls.
They have compared measurements and massively parallel simulations with 1-8x108 cells
for three validation cases. The results demonstrate excellent reproduction of the flow details
such as impact pressure, wetted length and
spray sheet formation and good agreement in
terms of hull attitude and resistance.
Despite the rapidly growing interest in bare
hull flow and resistance predictions based on
the Navier-Stokes equations with (U)RANS,
LES or DES modelling, there is still an interest
to apply and develop potential flow based
methods also for resistance predictions (see
also the section on simulation based design).
The methods have been improved both in terms
of predictive capability and computational efficiency. Huang et al (2013) discuss the numerical implementation of the Neumann-Michell
theory of ship generated waves. They highlight
the importance of specific implementation details which are fundamental for the quality of
the predictions. The developed approach pro-
In terms of verification and validation of

computational predictions Eca and Hoekstra
(2014) have proposed a new procedure for the
estimation of numerical uncertainty. They have
combined the traditional variable order expansion (ahp) and three alternative fixed order expansions (ah, ah2, a1h + a2h2). The procedure
includes non-weighted and weighted fits and
the best fit is selected based on the standard
deviation of the fit. The procedure is tested
with four different test cases including the re-
22
support advanced concept design and accurate

prediction on ship flows and hydrodynamics
forces. The ability to predict accurately viscous
drag, wave drag, form drag (pressure) and
spray drag continues to be of importance and
continued work is needed. Schemes for handling surface roughness numerically still remain an area of research as is the accurate
modelling of full-scale boundary layers. Wave
interactions between multihull hulls continue to
be a challenge, as is the accurate prediction of
spray drag for high-speed craft.
sistance of KVLCC2. It is demonstrated that

the alternative expansions are more frequently
used as the complexity of the flow case increases. The results further demonstrate that it
is hard to avoid scatter of data in complex flow
cases and, thus uncertainty estimation procedures which are able to handle this are required.
An extensive analysis by Zou and Larsson
(2014) of all the Gothenburg 2010 compares
alternative approaches for verification and
validation on the large data set of mesh refinement triplets. These indicate that for the various
approaches tested that verification and validation gives a relatively reliable error and uncertainty estimation when used within the asymptotic region. That the level of iterative convergence needs to be assessed alongside grid convergence and that typically modelling error is
small compared to numerical and experimental
uncertainty.
2.5
With the current emphasis on energy efficiency, systems that provide weather routing to
save fuel have been proposed. These systems
rely on accurate prediction and knowledge of a
ships added resistance in waves, which has led
to a need for model testing procedures, as well
as for full-scale ship trials. This work has demonstrated the difficulties in accurately charactering ship performance in a range of environmental conditions.
As the development of drag reduction technologies continues it will require improved
instrumentation and testing techniques to accurately assess these technologies where the differences in the measured drag may only be 12%, but would still translate to a significant
cost savings over the lifetime of the ship.
Need for Research and Development
As the need for increased energy efficiency

has grown, the number of unconventional hull
forms, drag reduction technologies, and interest
in multihulls has also grown. In order to effectively assess the performance of these technologies and designs, including their performance at sea in a range of sea states much research is needed in improving instrumentation
and testing methods both at model and full
scales, in the numerical modelling and understanding the physics related to ship resistance.
Specifically work needs to be done as it relates
to high-speed planing hulls, multi-hulls, drag
reduction technologies, and added resistance in
waves. Advances in numerical modelling continue, but increased emphasis on improved turbulence modelling and focus on simulation of
high Reynolds number boundary layers, and
high Froude number flows are needed to both
3.
3.1
PROCEDURES
Resistance Tests
The evolution of the procedures for uncertainty analysis in measurement related to resistance tests has been overviewed.
The well-known ISO GUM (1995) is based
on the Guide: Recommendation 1 (CI-1981)
by the Comit International des Poids et Me-
23
sures (CIPM) and Recommendation INC-1

(1980) by the Working Group on the Statement
of Uncertainties of the Bureau International des
Poids et Mesures (BIPM). Meanwhile, the 18th
ITTC Advisory Council (1984-1987) established an ad-hoc "Working Group on Validation Techniques" with the task to discuss the
subject concerned numerical methods, as well
as pay the attention of ITTC to the uncertainty
of physical model testing. The 19th ITTC Validation Panel provided "Guideline for Uncertainty Analysis of Measurement" in Section
II.3.2 of the Panel report (ITTC, 1990). They
also presented excellent examples of uncertainty analysis, e.g., for resistance measurement, detailed in Section II.4.1 of the report,
although, where the terminology of precision
errors (random or repeatability) and bias errors
(systematic or fixed) was used.
Table 3. Guides for uncertainty analysis in

ITTC community before 2008
Procedure
Number
7.5-02-0101
7.5-02-0102
7.5-02-0103
7.5-02-0201
7.5-02-0202
7.5-02-0203
7.5-02-0204
7.5-02-0205
7.5-02-0206
ISO GUM
Title
Testing and Extrapolation methods, General, Uncertainty Analysis in EFD, Uncertainty Analysis Methodology.
(1999/Rev00)
Testing and Extrapolation Methods,
General, Uncertainty Analysis in EFD,
Guidelines for Resistance Towing Tank
Tests. (1999/Rev00)
Testing and Extrapolation, General, Density and Viscosity of Water.
(1999/Rev00)
Resistance, Resistance test.
(2002/Rev01)
Resistance, Uncertainty Analysis, Example for Resistance Test.
(2002/Rev01)
Resistance, Uncertainty Analysis Spreadsheet for Resistance Measurements.
(2002/rev00)
Resistance, Uncertainty Analysis Spreadsheet for Speed Measurements.
(2002/rev00)
Resistance, Uncertainty Analysis Spreadsheet for Sinkage and Trim Measurements. (2002/rev00)
Resistance, Uncertainty Analysis Spreadsheet for Wave Profile Measurements.
(2002/rev00)
Guide to the Expression of Uncertainty in
Measurement. (1995) (Drafted in 1993)
Since 1999, ITTC has recommended a series of procedures/guidelines for uncertainty

analysis according to the AIAA methodology,
as shown in Table 3.
The 25th ITTC Specialist Committee on
Uncertainty Analysis (2005-2008) revised the
procedure 7.5-02-01-01 and in 2008, the 25th
ITTC agreed to shift the methodology for
analysis of uncertainty in measurement from
the AIAA standard (symbolically by bias and
precision uncertainties) to the ISO GUM methodology (symbolically by type A and type B
uncertainties).
24
uncertainty of wetted surface area in resistance

tests. Especially, the procedure is revised to
focus on resistance measurement, and does not
include the process of extrapolation, so as to
avoid the existing disputes on the analysis of
uncertainties or more correctly modelling assumptions related to frictional line, form factor
and residuary resistance coefficient, which
should be dealt with in a new procedure for
uncertainty analysis of extrapolation in future.
Additionally, considering there is no substantial information given by the procedure 7.502-01-02(1999), General guideline for uncertainty analysis of resistance tests, the specialist committee decided to revise it as an illustrative example for application of ISO GUM into
a specific kind of hydrodynamic experiments in
towing tanks. This revised procedure 7.5-0201-02 was accepted and however, finally renumbered 7.5-02-02-02 in 2008. Logically, this
re-allocation of numeration is more proper, as
this procedure should be in the procedure group
of 7.5-02-02 related to resistance tests. However, the procedure originally numbered 7.502-02-02 (2002), Example for uncertainty
analysis of resistance tests, was dropped in
2008, although it would be better to be renumbered 7.5-02-02-02.1, as a supplement of
7.5-02-02-02 (2008). The 27th ITTC Resistance
Committee decided to revise this disappearing
original procedure and then suggest to recover
it as newly numerated 7.5-02-02-02.1 (2014),
see Table 4.
For underwater vehicles, e.g., torpedo and

submersible, the wetted surface area can usually be estimated mathematically by the tolerance of manufacture or practically measured
with a systems such as a 3D Terrestrial Laser
Scanner. The displacement volume of a submerged model represents the size of model and
can be expressed as
LBH
and the wetted surface area can be expressed

as,
Table 4. Changes in ITTC procedures for uncertainty analysis related to resistance in 2008
Procedure
Number
7.5-02-0101
7.5-02-0102
7.5-02-0202
(1)
Title
1/ 3 2
(2)
where, L is the characteristic length, B the

width and H the height of model. The relative
tolerance of displacement volume can be estimated as
Guide to the Expression of Uncertainty in

Experimental Hydrodynamics.
(2008/Rev01)
(Revised and re-numbered 7.5-02-02-02)

L
B
H
L
B

General Guidelines for Uncertainty
Analysis in Resistance Towing tank
Tests.
(2008/Rev01)
(3)
and then the relative uncertainty of displacement volume can be evaluated by combination
of the uncertainties of length, width and height,
In revised version of the dropped procedure

7.5-02-02-02.1 (2008), a methodology is provided that shows how ISO GUM process can
applied in experimental hydrodynamics and
illustrates some specific consideration that
should be taken into the uncertainty analysis of
resistance measurements, such as about the
25
uL 2 uB 2 uH 2
(4)
where, u denotes the standard uncertainty.

Thereafter, the uncertainty of wetted surface
area can be estimated as
uS
uS
2/3
u
S
uC
u1 2 u2 2 u3 2 u4 2 u5 2
u2 2 u5 2
(5)
u
2
dynamometer
(8)
repeatability
(7)
This is in agreement with experiences in

well-controlled commercial towing tanks.
Therefore, the spreadsheet for resistance measurement (the procedure 7.5-02-02-03) is not
necessary or even not useful for routine practice of commercial tests, because the total/
combined uncertainty in resistance can be estimated simply by RSS (Root-Sum-Square) of
that of dynamometer calibration and repeat
tests as in Equation 8, although such a spreadsheet may be used in investigation of UA
method or for detailed comparison of intra- and
inter-laboratory tests.
And the uncertainty of wetted surface area can

be calculated by Equation 5.
Table 5. Example of uncertainty analysis in

resistance measurement of DTMB 5415 model
For surface vessels, the size of its underwater part is determined by its weight (displacement mass, ),
water
(6)
Then, its uncertainty can be estimated by
u 2 u _ water2
Component of Uncertainty in RT
Wetted Surface Area
On the other hand, all the procedures as

listed in Table 2 for uncertainty analysis of
resistance tests seem to focus mainly on interpreting the test results to the users of CFD
simulation and are too complicated to be practical or even useful to routine tests in towing
tank. They are seen to be much too mathematical rather than of practical engineering use in
regular towing tank tests.
Type
B
Dynamometer (=32)
Towing Speed
Water Temperature
Repeatability (N=9)
Combined uncertainty for

single measurement
Expanded uncertainty for
single measurement (kP=2)
The 27th ITTC Resistance Committee performed uncertainty analysis for a real example
of a new series of resistance tests of DTMB
5415 model and found that the dominant components of uncertainty are of dynamometer
accuracy (evaluated by calibration) and repeatability (estimated by repeat tests), as shown in
Table 5 and Eq.8,
Uncertainty Component in RT (Fr =0.28)

u1 = 0.035 %
u2 = 0.19 %
u 3 = 0.067 %
u4 = 0.024 %
u 5 = 0.45 %
u C = 0.49 %
U P = 0.98 %
Furthermore, the uncertainty propagated

from towing speed into resistance can usually
be considered negligible when the speed can be
controlled with the accuracy recommended by
the ITTC procedure 7.5-02-02-01. Therefore,
the spreadsheet by the procedure 7.5-02-02-04
(2002) is not needed for routine tests.
The value of resistance is closely correlated
to the running sinkage and trim, but there is no
26
analytical relation between resistance and its

corresponding sinkage and trim. If special attention is given to the measurement of sinkage
and trim, the detailed analysis as with the
spreadsheet in the procedure 7.5-02-02-05
(2002) may be needed.
4.1
The comparison of test data from a total of

11 towing tanks for the large model of DTMB
5415 has been performed, as in what appears to
be a mistake the data from No.10 tank is identical to that from No. 4.
Finally, the measurement of wave profile is

quite different from that of resistance. Before
developing a procedure for uncertainty analysis, a detailed procedure should be recommended for testing of wave profile measurement itself.
The large model, denoted as Geosim A,

used in the ITTC worldwide comparative tests
is the CEHIPAR model 2716, a wooden geosim
of the model DTMB 5415, with Lpp of 5.72 m,
draft of 0.248 m in calm water without trim,
displacement volume of 549 m3 (ITTC, 2005),
corresponding to a scale of 24.824. The nominal wetted surface area of 4.786 m2 (Olivieri et
al, 2001) is adopted in expressing the total resistance coefficient (CT).
It is suggested that all the spreadsheets in

the procedures 7.5-02-02-03~06 (2002) can be
dropped or if needed, revised in future and additionally, when repeat tests are performed to
obtain the mean as measured and evaluate the
uncertainty of repeatability, the outlier detection will be included in the spreadsheets.
4.
Inter-laboratory comparison
As prescribed by the ITTC comparative

tests, there would be used 9 repeat tests at each
speed in each of towing tanks to perform statistical analysis. All the total resistance measurements in a specific tank are corrected to the
nominal speed (Fr=0.1, 0.28 and 0.41) and
converted to the nominal temperature of fresh
water 15 degrees Celsius before any statistical
analysis is made.
WORLD WIDE CAMPAIGN
The world wide campaign has occupied the

resistance committee since the 24th ITTC. No
new submissions have been made to the committee since the 26th ITTC. The analysis presented uses the available data to draw conclusions about inter-tank bias. A new spreadsheet
based analysis tool was developed to draw together all the data for comparative purposes.
Although it is disappointing not to be able to
fully exploit all the tests conducted by the
many tanks who participated testing the small
and large geosim models unless the data is
submitted there is little that can be done. Similarly where there are ambiguities in the data
submitted due to the double blind nature of the
testing these are impossible to resolve.
The means of total resistance coefficients

from those repeat tests in each tank are given in
Table 6. Such means can be regarded as the
best measurement in each towing tank. The
experimental standard deviation (StDev) of
tests in each tank is also presented. Such standard deviations can be used to estimate the
uncertainties of repeatability of measurement in
each towing tank.
27
Step 4: Judge if the kth test is outside the scattering band of triple deviation,
Table 6. Statistical analysis of resistance measurement in comparative tests of the large

DTMB 5415 model in 11 towing tanks
Tank
No.
Rk R* 3 S*
CT(10-3)_15deg_Fresh Water of Large Model

(5.72m)_DTMB 5415_S=4.786m2
Fr =0.1
Fr =0.28
Fr =0.41
Mean
StDev
3.956
1.2%
3.917
1.6%
4.007
0.9%
4.306
3.6%
4.008
1.2%
3.918
1.1%
N/A
3.959
0.5%
4.001
1.9%
Mean
StDev
# 1
4.156
0.2%
# 2
4.160
0.5%
# 3
4.216
0.2%
# 4
4.270
1.8%
# 5
4.248
0.4%
4.234
# 6
0.6%
# 7
4.263
0.4%
# 8
4.166
0.5%
# 9
4.216
0.7%
# 10
(#4)
# 11
3.989
1.1%
4.190
0.4%
# 12
4.019
2.3%
4.203
0.7%
Averaged after outliers (in RED) ticked out
Baseline
3.975
4.211
0.98%
0.96%
Mean
6.429
6.497
6.536
6.587
6.617
6.639
6.480
6.336
6.590
StDev
0.2%
0.5%
0.2%
1.9%
0.3%
6.412
6.368
0.2%
0.7%
6.499
1.6%
0.3%
0.5%
0.8%
1.9%
For inter-laboratory comparison, the average of measurement means of 11 towing tanks

can be considered as a kind of baseline.
When averaging the means of tests in 11
tanks, the detection of outlier can be performed
following the above steps. The statistical analysis and corresponding results are shown in Figures 11-13 and given in Table 7. These deviations are kind of measure for the facility bias. It
is interesting to note that the scattering of data
between towing tanks is much larger at speed
of Fr=0.41 than that of Fr=0.1 and Fr=0.28.
Step 1: Calculate the mean (R0) and standard

deviation (S0) of 9 repeat tests,
S0
1
Ri
N i
(i 1, N )
1
( Ri R0 ) 2
N 1 i
(12)
Step 5: If the kth test is outside the triple

band, its measurement can be considered as an
outlier and then the mean R* and standard deviation S* are adopted as statistic parameters of
repeat tests. Otherwise, no outlier is detected
and the mean R0 and standard deviation S0 of
repeat tests are used.
Before any statistical analysis, a practical

approach to detect outlier is suggested for intralaboratory comparison as the following steps:
R0
(9)
(i 1, N ) (10)
Step 2: Judge if there is any test result outside

the scattering band of double deviation,
Ri R0 2 S 0
(i 1, N )
(11)
Step 3: If no test is outside the band, no outlier

exists. If the kth test is outside the double
band, it will be doubted as an outlier. Tick it
out and calculate the mean (R*) and standard
deviation (S*) of the repeat tests again, excluding the kth test.
Figure 11a. Statistical analysis for means of

total resistance coefficients of 10 tanks
(Fr=0.1/including an outlier)
28
Figure 11b. Statistical analysis for means of

(Fr=0.1/excluding outlier)
Figure 12. Statistical analysis for means of

(Fr=0.28, no outlier)
Figure 13. Statistical analysis for means of

(Fr=0.41, no outlier)
The normalized deviations of means of resistance in each tank from the overall average
of all tanks are summarized in Figure 14 and it
shown that almost 95% of the means are within
the scattering band of 2% of the overall average, when the outlier is excluded.
29
Table 8. Statistical analysis of running sinkage

and trim measurement in comparative tests of
the large DTMB 5415 model (Fr=0.28)
Fr
=0.28
Tank
No.
Figure 14. Scattering of means of resistance by

11 towing tanks in comparative tests of the
large DTMB 5415 model
The measurements of running sinkage and
trim would present more information to intraand inter-laboratory comparison of resistance
tests. For intra-laboratory comparison, the statistical analysis for sinkage and trim from repeat tests in each towing tank is given in Table
7-9. Obviously, the scattering of resistance is
not closely correlated to that of sinkage.
Fr =0.1
Tank
No.
Mean
StDev
Mean
StDev
Mean
Averag
e
(Baseline)
3.975
0.98%
-1.05
0.19
-0.013
Mean
StDev
# 1
4.156
0.2%
# 2
4.160
0.5%
# 3
4.216
0.2%
# 4
4.270
1.8%
# 5
4.248
0.4%
# 6
4.234
0.6%
# 7
4.263
0.4%
# 8
4.166
0.5%
# 9
# 10
4.216
0.7%
# 11
4.190
0.4%
Mean
10.95
10.75
10.49
10.39
-9.21
12.59
10.23
10.34
10.32
(#4)
10.05
StDe
v
0.29
0.43
0.11
0.30
0.14
0.19
0.16
0.10
0.35
0.30
Mean
0.113
0.103
0.102
0.111
0.098
0.118
0.104
0.101
0.097
0.015
0.016
# 12
4.203
-9.35
0.7%
0.15
Average
0.96
4.211
(Baseline)
10.21
0.104
%
0.55

(5.72m)_DTMB 5415_S=4.786m2
Resistance
CT
Sinkage (mm)
Trim (Deg)
# 1
3.956
-1.64
1.2%
0.31 -0.015
# 2
3.917
-1.05
1.6%
0.40 -0.008
# 3
4.007
-1.19
0.9%
0.08 -0.012
# 4
4.306
-0.85
3.6%
0.24 -0.018
# 5
4.008
N/A
1.2%
N/A
3.918
# 6
1.1%
# 7
N/A
N/A
# 8
3.959
-1.30
0.5%
0.03 -0.012
# 9
4.001
N/A
1.9%
# 10
(#4)
# 11
3.989
-0.89
1.1%
0.31 -0.014
# 12
4.019
N/A
2.3%

(5.72m)_DTMB 5415_S=4.786m2
Resistance
CT
Sinkage (mm)
Trim (Deg)
StDev
0.002
0.006
0.001
0.011
0.000
0.001
0.003
30
StDe
v
0.002
0.005
0.002
0.009
0.003
0.003
0.002
0.001
0.004
0.004
0.002
0.005

Fr =0.41

(5.72m)_DTMB 5415_S=4.786m2
Resistance CT Sinkage (mm)
Trim (Deg)
Tank
No.
Mean StDev
Mean StDev
Mean
# 1
6.429
0.2% -27.35
0.25 0.335
# 2
6.497
0.5% -26.30
0.33 0.373
# 3
6.536
0.2% -26.67
0.16 0.430
# 4
6.587
1.9% -25.96
0.51 0.415
# 5
6.617
0.3% -22.52
0.12 0.361
# 6
6.639
0.3% -29.45
0.28 0.535
# 7
6.480
0.5% -24.40
0.16 0.403
# 8
6.336
0.8% -25.21
0.07 0.367
# 9
6.590
N/A
1.9%
# 10
(#4)
# 11
6.412
0.2% -25.24
0.08 0.378
# 12
6.368
0.7% -24.39
0.20 0.352
Average
(Baseline)
6.499
1.6%
-25.34
1.45
0.379
StDev
0.012
0.004
0.004
0.019
0.005
0.009
0.009
0.005
0.006
0.004
0.031
Figure 15. Statistical analysis of running sinkage and trim measurement in comparative tests
of the large DTMB 5415 model (Fr=0.1)
For intra-laboratory comparison, the statistical analysis for means of sinkage and trim
from repeat tests in each towing tank is shown
in Figures 15-17 and also presented in Table 79. The scattering of resistance is not closely
correlated to that of sinkage, either, as shown in
Figure 18.
31
Figure 18. Correlation analysis of resistance to
sinkage and trim measurement in comparative
tests of the large DTMB 5415 model (Fr=0.41)
4.2
Wave Resistance Evaluation from

Worldwide Campaign
Tests were done during the 24th, 25th and

26th ITTC periods. In the 24th ITTC, 20 institutions from 15 countries have been carried on
the tests while in the 25th ITTC, 35 institutions
from 19 countries have been participants. In the
last 26th ITTC period, 41 institutions from 20
countries have been carried on the tests.
During the tests two geosims of the DTMB
5415 Combatant with 5.720 and 3.048 meters
length have been used, see Table 10. Test
Froude numbers are selected as 0.1, 0.28 and
0.41 and carried on 4 different days and 10 runs
each set.
32
Table 10. Hull geometric parameters

5.720
LPP (m)
BWL(m)
0.724
T(m)
0.402
3
0.842
(m )
S (m2)
4.8273
The purpose of the resistance test is to produce data for the temperature-corrected resistance coefficient. The total measured resistance
values have been given with the file system.
Therefore,
CTM
RTM
Figure 19. Distribution of maximum and

minimum values of residuary resistance for the
Large Model.
(13)
1
M S M VM2
2
The residuary resistance of the model is

calculated from the model resistance tests taking the form factor equals to k=0.15 (Stern et
al, 2010) which is to be independent of scale
and speed. The residuary resistance can therefore be calculated as:
CR CTM CFM 1 k
(14)
Figure 20. Distribution of maximum and

minimum values of residuary resistance for the
Small Model.
where CFM is derived from the ITTC 1957

correlation line.
An Excel macro based spreadsheet is developed for the evaluation of wave resistance.
The extreme values of maximum and minimum
of residuary resistance of two models are given
in Table 11.
Table 11. Maximum and minimum values of
residuary resistance
Fr
0.10
0.28
0.41
LARGE MODEL (5.72m)

Min CR*1000
Max.CR*1000
-19.0788
-1.8363
1.2535
20.84345
3.5725
5.6700
SMALL MODEL (3.048m)

Min CR*1000
Max.CR*1000
-18.79000
-2.43352
-0.33806
23.66018
4.82622
6.75376
Figures 19 and 20 show the distribution of

maximum and minimum wave resistance values for each institute. The diversity in residuary
resistance is quite high for the Fr= 0.1 when
comparing with the others due to the measurement sensitivity is poor in the low speed range.
Additionally, the spread of in resistance values
is higher for the small model when comparied
to the large one for the Froude numbers 0.28
and 0.41.
Negative wave resistance values exist in
both models for the Froude Number 0.28 due to
the definition of form factor. Negative residuary resistance values still exist in the small
33
proaching that of the general capability of towing tanks to measure resistance. Another point
worth emphasising is that the Gothenburg
workshop used test data from INSEAN (Case
3.1 fixed , large model Fn=0.28), IIHR (Case
3.1b fixed, small model Fn=0.28) and INSEAN
(Case 3.2, free to sink and trim, large model
Fn=0.28,0.41). The majority of the data in
Larrson et al (2014) is presented as a percentage difference from the experimental value. For
case 3.1a for the large model as shown in Table
8 the World Wide Campaign (WWC) mean
value of CT is 4.21x10-3.although comparable
with the value of 4.23 x10-3 shown in Fig. 5.24
of Zou and Larrson(2014). This change increases the error from 2.6% to 3.1% although
the WWC was a different physical model. The
comparable change for the more realistic free
model (case 3.2) is from 0.1%D to 0.6%D.
model for the Froude Number 0.41. Such values suggest that selecting a fixed value of form
factor valid for all Fn is incorrect. Indeed for
dynamic hull with significant amounts of sinkage and trim a Fn dependency is to be expected
and could be resolved through use of longitudinal wave cuts for measuring wave resistance,
(Molland et al, 2011).
The usefulness of the spreadsheet based approach and other studies can be carried out
using suitable macro functions in the future as
it is able to access the whole database.
4.3
Comparison with variation from Gothenburg 2010 study
As previously reported (ITTC, 2011b) the

same hull DTMB 5415 tested at two scales in
the ITTC world wide campaign was one of the
test cases (3.1a,3.1b and 3.2) for the Gothenburg 2010 CFD Workshop (Larrson et al,
2014). Figure 21 shows the % variability for
the total resistance coefficient for all the CFD
values as a function of computational mesh
size. The benchmark value for DTMB5415 is
taken as the value from a single experimental
source. In looking at the variability in the CFD
data especially noting the differences between
fixed and free to trim calculations, it can be
seen that for the vast majority of the CFD results even for the smallest mesh cases lie within
5% of the mean.
It is worth noting that the uncertainty with

computing free sinkage and trim appears already to be comparable with the capabilities of
tanks to measure these quantities to a common
datum.
One useful facet not originally included in the values of sinkage and trim was
the influence on uncertainty on the level of the
IIHR rails, (Larrson et al, 2014, 53-64). After
the original presentation of the data it was
found that there were significant variation in
both rails in the IIHR towing tank. These were
subsequently re-levelled increasing the overall
experimental uncertainty in sinkage for instance from a maximum measured variation of
1.29mm on the east rail to 0.462mm.
The accompanying statistical analysis for

the DTMB hull extracted here as Table 12
quantifies values with mean differences from
the single experimental test case varying between 0.1% (free at Fn=0.28) and 4.3% (free at
0.41), In comparing these values with those
presented for the large model which had a standard deviation of 1% from the mean, although
the CFD still has a larger variability, with larger mesh calculations the uncertainty is ap-
34
4.4
The worldwide campaign data should be

made available via new ITTC website. The
previous committee has provided an easily used
database for additional studies. Further analysis
was conducted by the committee and has
shown some greater understanding. No new
data was received. We suggest an approach for
inter tank bias comparison, established a base
line by removing 'outliers' and make accessible
the whole database via new ITTC website and
will provide a searchable spreadsheet for use
when looking at all data. A comparison is made
with the corresponding data from the CFD
analysis from Gothenburg 2010.
Figure 21. Variation in Resistance Coefficient

with mesh for all Gothenburg 2010 calm water
resistance test cases, including worldwide campaign hull DTMB5415,
For future such campaigns, the double blind

although a good idea in reality was too much of
challenge. The inability to resolve ambiguities
in submission, despite the prescriptive spreadsheet based uncertainty procedures (7.5-02-0203 to 7.5-02-2.06) and the failure of many towing tanks to submit the analysed data severely
restricted the size of the data set for both large
and small models. Similarly the challenge of
moving models between countries and the possibility of damage due to transit could very well
have introduced its own age related bias. Any
future such activity led by the ITTC should
consider following an open approach to ensure
the collective community of expertise can ensure data collected is always to a high standard.
Questions that are as yet not possible to resolve
are whether the dominant bias is associated
with tank blockage or if as in the IIHR tests it
is the lack of levelness in the rails which causes
the problems with the sinkage and trim comparisons.
Table 12 Gothenburg 2010 Calm water resistance CFD results for DTMB5416 test cases
Case
Fn
%E
No. of
Submissions
3.1a
0.28
2.5
5.3
11
3.1b
Fixed
S&T
0.28
-2.6
4.4
3.2
0.138
-2.8
4.4
Free
0.28
0.1
2.1
0.41
4.3
1.4
Recommendations for the World Wide

Campaign
Fixed
S &T
35
5.
5.1
SURFACE ROUGHNESS
On the other hand, roughness measurements
on ship models are carried out at few model
basins (e.g. MARIN, SSPA), but the results of
the measurements are used for quality assurance and not for further investigation. Most of
the model basins do not measure the roughness
of the models hull.
Introduction
This section summarizes the state of art in

hull surface roughness of actual ship and its
influence on the roughness allowance (CF),
including experimental and numerical approaches.
5.3
5.2
Measurement and evaluation of

roughness
Experimental approach of roughness

influence
In order to clarify correlation between

properties of coatings on ship hull surface and
frictional resistance, experimental studies were
carried out by Tanaka et al. (2003), Weinell et
al. (2003), and Mieno (2012). A rotating cylinder type dynamometer is used to measure frictional resistance of coatings at higher Reynolds
number flow similar to that around a real ship.
Measuring the frictional resistance and change
of roughness of cylinders coated with selfpolishing type paint or water repellent paints,
correlation between properties of coating and
frictional resistance can be investigated. Further, a simple method based on these experimental results like that shown in Figure 22 can
estimate the frictional resistance acting on the
surface of the actual ship hull.
For the measurement of roughness of actual

hull surface, the BMT Sea Tech Hull Roughness Analyser (a stylus instrument with a surface probe) is used in many shipyards as the
standard measurement tool. The hull roughness
is normally measured in the way that the hull is
divided into 10 equal sections with 10 measurements each, 5 on the port side and 5 on the
starboard side. A total of 50 readings are taken
on each side, 30 on the vertical sides and 20 on
the flats. From the 100 measuring locations, the
average hull roughness is calculated (ITTC
2011).
In ISO-4287:1996, various roughness parameters are defined. Surface roughness in
general is a measure of the texture of a surface,
and this is calculated on a profile or on a surface. Profile roughness parameters (Ra, Rq.)
are more common whereas area roughness parameters (Sa, Sq,.) give more significant
values.
There are many different roughness parameters in use, but Rz, is a useful parameter
because it can consider as the BMT roughness
parameters. The definition of Rz in 50 mm
evaluation length is similar to definition of
BMT roughness, and its value is almost same.
(Mieno, 2012).
Figure 22. Schematic flow of roughness allowance estimation by rotating cylinder method.
36
estimated roughness allowance by White's formula (White, 1991) is shown in Figure 24.
Tanaka et al (2003) proposed roughness allowance estimation method based on the results
of rotating cylinder experiments. Under the
assumptions that the flow around the rotating
cylinder around becomes turbulent and wall
law is established near surface of the cylinder
near the surface, velocity profile in boundary
layer is as follows.
0.0008
CF
ITTC1978
ln y B B
(15)
at Rn=8,000,000
10.1kt
SF1
SF1R
SF3
1000Cf
SF5
SF5R
SF5RR
Estimated
L/Rz
100
200
300
L(m)
The rotating cylinder method is used in order to investigate the effect of damaged hull
surface, newly developed paint performance.
Weinell et al. (2003) carried out the rotating
cylinder tests to investigate the effect of roughness on the frictional drag. One smooth cylinder and two sand roughened cylinders are used
for reference, seven roughened cylinders are
investigated. In the experiment, torque is measured. Further, ageing effect for fiber and nonfiber containing paints are also examined. Also
roughness of simulated weld seam and simulated paint remain are also investigated. With
respect to frictional drag, the contribution from
a modern self-smoothing antifouling or silicone
based fouling-release paint is negligible compared to the contribution from irregularities
found on ships hull. In the investigated range
of roughness, micro-roughness was found to be
much more important than macro-roughness.
On the other hand, large-scale irregularities
were found to be even more important than
both micro-and macro-roughness.
10
Ke=50m
Ke=25m
Figure 24. Example of estimated roughness

allowance for actual ship (Tanaka 2003).
Estimating roughness function B, frictional resistance including influence of roughness can be easily obtained by boundary layer
calculation. In Figure 23, it is shown an example of correlation between surface roughness
and frictional resistance.
5.5kt
Ke=100m
0.0004
0.0002
Ke=200m
0.0006
10
Figure 23. Correlation between surface roughness and resistance coefficient (Tanaka 2003).
Mieno (2012) investigated the influence of

various roughness parameters to frictional resistance increase. In this study the influence of
the surface roughness on the friction was
measured using rotating cylinder, and roughness was measured with a Laser displacement
meter and the surface parameters were investi-
When equivalent sand roughness Ks of an

actual ship hull is obtained, roughness allowance CF can be estimated by various expressions of frictional resistance. An example of
37
gated by the JIS B 06015 method (similar to

ISO-4287). Roughness of an actual ship hull
surface was measured by replicar method. The
Friction Increasing Ratio FIR(%) is defined in
Equation (16). T is equal to the torque measured using a painted cylinder and T0 is the
torque measured on a smooth surface cylinder.
FIR(%)
T T0
100
T0
40.0
DS
35.0
C_SPC
FIR (%)
30.0
N_SPC
25.0
FRC
20.0
15.0
10.0
(16)
5.0
0.0
0
Relation between Rz and FIR is shown as a

graph in Figure 25. Dry spray (DS) are plotted
as the
symbol, conventional self-polishing
coating (C_SPC) as the symbol, new generation self-polishing coating (N_SPC) as the
symbol, foul release coating (FRC) as the
symbol. Friction increasing was observed according to increasing of Rz. Even at the same
Rz value, FIR differences are observed between
FRC, N_SPC, C_SPC and DS. Relation between Sm and FIR is shown in Figure 26. Sm of
DS ranges from 2000 to 3000 micron and FIR
is more than 25%. Sm of C_SPC ranges from
3000 to 4500 micron of N_SPC from 4000 to
7000 micron and of FRC Sm is more than 8000
micron. FIR for FRC and N_SPC is less than
2%. A lower Sm-value tends to increase FIR
more than a higher value. Sasajima (1965) reported a correlation between the squared height
parameter divided by wavelength as H2/ and
the friction coefficient. When Rz is considered
as H, and also Sm is considered as , there
should be a correlation between FIR and
Rz2/Sm.
50
100
150
200
Rz (micron)
Figure 25. Relation between Rz and FIR

(Mieno 2012)
FIR (%)
40.0
35.0
DS
30.0
C_SPC
N_SPC
25.0
FRC
20.0
15.0
y = 2.6195x
10.0
r = 0.8669
5.0
0.0
10
Rz /Sm (micron)
Figure 26. Relation between Rz2/Sm and FIR

(Mieno 2012)
As a new experimental technique using a
flat plate, Kawashima (2012) has proposed a
new experimental method shown in Figure 27.
Aiming to clarify the relationship between friction resistance and roughness parameter
(height, period, slope, etc.), the authors carried
out tank tests of flat plates that have various
types of roughness by painting. According to
the results of the tank test, frictional resistance
increase becomes smaller as roughness height
length ration H/L becomes larger.
38
tion. Roughness allowance CF by surface

roughness is dependent upon roughness height
non-dimensionalized by plate length and Reynolds number. It is possible to evaluate full
scale ship resistance increase caused on surface
roughness with the presented method. To estimate CF easily, CF formula approximated
with function of non-dimensional roughness
height is also presented in Figure 28.
Figure 27. Schematic view of measurement

system (Kawashima, 2012).
Theoretical and numerical approach of

roughness influence
C F103
5.4
A new theoretical friction factor model for

fully developed turbulent internal flows of
smooth and rough pipes and channels has been
developed by using a new velocity profile,
which is a combination of logarithmic and
power law profiles (Atkan et al, 2009). The
proposed equation is explicit function of Reynolds number and relative roughness. Constants
in the derived equation for the friction factor
are given by experimental data. The formula
recovers Prandtls law of friction for smooth
pipes well. The model also shows good correlation with the available data for turbulent flows
in rough pipes for wide ranges of Reynolds
number and surface roughness covering the
entire Moody chart. The maximum relative
error between the published experimental friction factors and those calculated from the developed equation was found to be less than 3%,
and the proposed relationship agrees with the
Blasius relationship for low Reynolds numbers
to within 1%.
0
106
k/L=1.010-5
k/L=9.010-6
k/L=8.010-6
k/L=7.010-6
k/L=6.010-6
k/L=5.010-6
k/L=4.010-6
k/L=3.010-6
k/L=2.010-6
k/L=1.010-6
107
108
109
1010
ReL
Figure 28. Added frictional resistance due to

surface roughness (Katsui et al, 2011).
Ea and Hoekstra (2010) reported the effects of hull roughness on viscous flows around
ships. These effects are computed by replacing
the typically non-uniform roughness of the hull
surface by a uniform sand roughness. The calculations are performed with the RANS-code
PARNASSOS using the SST k model. No
wall functions are applied, and the roughness
effect is introduced via a change in the wall
boundary condition. For a tanker, a container
ship and a car carrier, the flow is computed at
model and full scale Reynolds numbers for
sand-grain roughness heights ranging from 0
(smooth wall) to 300 m. Each case is computed on six nearly geometrically similar grids
to allow a fair estimate of the numerical uncertainty. The results shown, in Figure 29, confirm
that an increase of the roughness height leads to
an increment of the friction and pressure resis-
Considering roughness influence, Katsui et

al. (2011) proposed a new flat plate friction
formula for wide Reynolds number range based
on momentum-integral equation and Coles
wall-wake law. The flat plate frictional coefficient is evaluated by solving a differential
equation introduced Whites roughness func-
39
roughness are carried out in order to examine

the applicability of the current roughness models in a turbulence closure. 2-D Channel test
cases show that - based roughness model is
more robust than SA based model, though both
models can simulate effects of sand-grain
roughness fairly well. The flat plate simulations
also reproduce a reasonable behaviour of frictional resistance increase by the roughness effect. For applications to full scale ship flows
with a surface roughness, the extension of the
current roughness model is required, since the
roughness distribution is supposed to be not
uniform in the paint surface of an actual ship as
shown in Figure 30.
tance coefficients and the wake fraction. It is

clear from the data that there is a significant
scale effect, depending not only on the global
Reynolds number (based on the ship length)
but also on the roughness Reynolds number
(based on the roughness height). The combination of the effects observed for CF and CP is
reflected in the viscous resistance coefficient,
CV. Since CF is dominant, the behavior of CV is
similar to that observed for CF. The roughness
height does not affect only the near-wall flow.
The wake field at the propeller plane is also
clearly influenced by hR. The thickness of the
boundary-layer and the mean wake fraction
grow with the increase of hR.
Figure 30. Logarithmic plots of velocity profiles by SST model at Rn 108 (Hino, 2012).
Figure 29. Ratio between friction resistance
coefficients predicted with and without sandgrain roughness.
5.5
Conclusions
ISO-4287 definitions of roughness, which

are widely used in industry, are possible to represent various characteristics of roughness. On
the other hand, measurement with BMT roughness analyser is general in many shipyards, but
it seems to be difficult to understand various
characteristics of roughness by the device. Because Reduction of frictional resistance is the
essential task for energy saving, it is expected
that new types of paints for this purpose will be
developed in the future. Therefore, it will be
necessary to evaluate more precisely the
As the first step toward the flow simulation

of a full scale ship with hull surface roughness,
Hino (2012) computed simple 2-D channel
flows and flat plate flows using the current
turbulence models with roughness effect. The
results are compared between a smooth wall
and a rough wall and the level of applicability
of the current roughness models is examined.
Flow computations in a 2-D channel and
around a flat plate with and without surface
40
flow visualization extends back to the 1990s,

Dong et al (1998) and Waniewski (1998) for
example (see Figure 31). These laser fluorescence methods were initially utilized to measure the free-surface of non-breaking flow fields
(see Duncan, 1999), but were soon extended to
breaking waves, see Kiger & Duncan (2012)
and multiphase flows (Fu et al, 2009).
roughness influence to hull frictional resistance

based on experimental, theoretical, and numerical results.
The RC suggests the following items for the
future:
(i) Continue to monitor trends and new developments in measurement techniques of hull
roughness.
(ii) Continue to review trends in roughness
definition considering estimation of roughness
allowance.
(iii) Continue to monitor new developments
in experimental techniques for roughness allowance estimation.
(iv) Continue to monitor new developments
in theoretical and numerical estimation techniques for roughness influence to frictional
resistance increase.
6.
UNSTEADY FREE SURFACE
Experimental tow tank and full-scale measurement techniques have focused on unsteady
flows and free-surface phenomena including
wave breaking. These techniques have been
motivated by interest in wave impact and
slamming, spray generation, air entrainment/bubble generation, and wave breaking.
The experimental work has focused on fundamental understanding as well as model development and code validation. Recent examples
of full-scale field measurements include Beale
et al, (2010), Drazen et al (2010), and Fu et al,
(2012), and of laboratory-scale measurements
by Masnadi et al (2013), Wang et al (2012),
and Andre and Bardet (2014a and 2014b).
While work in this area began in earnest back
in 2004 with laboratory work utilizing laser
induced fluorescence methods, free-surface
Figure 31. Sample image of the overhead view

of the bow wave generated by towing a ship
model, from Dong et al (1998).
While standard planar laser induced fluorescence (PLIF) has been used to identify 2dimension wave profiles, only recently have
they been extended to 3-dimensions and coupled with PIV measurements. Figure 32 (courtesy of Philippe Bardet) shows a conceptual
test of multiple simultaneous PLIF planes recorded with a single camera.
41
sufficient backscatter limits their usefulness in

scale model testing. Figures 33-37 show examples of the scanning LiDARs capabilities.
Figure 32. A Multi-plane PLIF sample to

demonstrate principle of optical configuration
for 3-D surface profile reconstruction (courtesy
of Philippe Bardet).
The lower cost of high-resolution digital
cameras and the development light fieldimaging which involves sampling a large number of light rays from a scene to allow for scene
reparameterization (Isaksen et al, 2000) and
synthetic aperture refocusing, Synthetic aperture refocusing allows individual planes in the
scene to be focused on, while planes not of
interest are blurred and has allowed for the
development 3-D imaging systems capable of
simultaneously measuring a fluid volume and
seeing-through partial occlusions (see Belden
et al, 2010; Belden et al, 2011; and Belden and
Techet, 2014).
Figure 33. Image of the breaking transom

wave generated by NSWCCD Model 5673
towed at 7 knots.
While development of sophisticated 3-D

techniques are being developed for simultaneous measurement of the free-surface and velocity field, work also continues on techniques to
measure the unsteady free-surface in the field.
Scanning LiDAR systems have been mounted
on-board ships to document the unsteady freesurface and wave breaking (Terrill & Fu,
2008). More recently airborne LiDAR systems
have been used to characterize the open ocean
wave field and to validate radar based wave
measurement systems. Similarly scanning LiDAR systems have been used in tow tank facilities (Fu et al, 2009), but their uncertainty
and the need for surface roughness to provide
Figure 34. Pseudo-coloured time series of the

LiDaR signal return amplitude 1.5 m (5 ft) aft
of the transom. Model traveling at 7 knots.
42
Figure 35. Mean transom wave elevation profiles of NSWCCD Model 5673 traveling at 7
knots.
Figure 37. LiDAR image of the free-surface
transom wave from NSWCCD Model 5673
traveling at 8 knots generated by panning the
scanning the LiDAR aft at 3 deg/sec.
So the measurement and simulation of unsteady free surface flows remains and active
area of research. Along with this work in developing measurement techniques and fundamental understanding is the long term need for
better comprehension these mechanisms on
added resistance. That is, our ability to use unsteady surface fluctuations and relate them
back to resistance.
Figure 36. Contour plot of the mean freesurface elevation of the transom wave generated by NSWCCD Model 5673 at 7 knots.
7.
MODEL MANUFACTURE
The ability to change the geometry of a

physical model has often required a significant
extra expense which has restricted the ability to
seek optimal hull form solutions at model scale.
The development of new manufacturing techniques that can provide a cost-effective way
forward for investigation of parametric changes
to local hull features or appendage arrangement
will allow more effective use of towing tank
testing for problems where CFD still has limited applicability due to the need to resolve
small computational time steps. The area of
rapid manufacturing technology is actively
43
structs the model from the input file and slices

it at relatively small increments, which may
vary from 1/1000" (0.025mm) to 1/250"
(0.1mm). Each layer is built and stacked on top
of the previous layer, until the entire model is
generated.
evolving and even during the duration of the

27th ITTC has both reduced in price and increased in capability. In the area of its application to ship models and the obvious area of ship
model appendages there is a lack of published
data on the accuracy with which models can be
generated. Whereas it is evident that complex
features, e. g. generation of turbulence trips can
be built into the model or recesses for pressure
sensors what needs more effort is in metrology
of the finished products to assess the influence
of the manufacturing technique on the actual
accuracy and crucially the surface finish. For
use in larger models there are often size limitations on the production of components and so
models need to be made from many segments
which need joining in a precise manner. Notwithstanding these limitations, it is expected
that as material costs drop further many more
components will be manufactured. A review by
Vaezi et al (2013) considers the next generation
devices which allow variable material properties and alternative materials to be generated in
the same component.
7.1
Rapid Prototyping Techniques. Stereo Lithography: With this method, each layer is generated by exposing the surface of a photosensitive liquid polymer, contained in a tank, to a
laser beam that traces the section. The exposed
area solidifies and is lowered by exactly the
thickness of the layer. After all the layers have
been generated the part is post-cured to harden
the material. The size of the model is restricted
by the size of the tank.
Laser Sintering. This process uses a laser
beam to solidify particles of a powdered material. After a layer has been exposed, a new layer of powder is applied and exposed. The unexposed powder also functions as a support for
extended and free floating parts of the model.
This process may use a variety of powder materials, such as PVC, ABS, nylon, polyester, polypropylene, polyurethane, wax, or powdered
metals.
Rapid Prototyping Technology
Rapid prototyping is an extremely important technology to both the commercial and

military sectors. It is quickly becoming a mainstream technology for the production of models
to evaluate fit and form or tooling for low volume manufacturing, see Freitag et al (2003)
and Nguyen and Vai (2010) for a more complete summary of Rapid Prototyping.
Inkjet and 3D Printing. Unlike Laser Sintering, the laser is replaced with an inkjet head
that deposits a liquid adhesive onto the powder
as it translates across the surface. Key advantages of this process are the potential for
increased productivity through the application
of multiple inkjet heads and the ability to spatially introduce a second phase directly as part
of the liquid adhesive.
The part to be built is first constructed as a

solid model in a 3D modeling system and then
exported through a file exchange format, typically the STL (Stereo Lithography) format. In
an STL file, the surfaces of a model are represented by triangular polygons. Some rapid prototyping systems also accept IGES or DXF
formats. A rapid prototyping machine recon-
Masking Process. With this method a black

toner mask is generated on a glass plate which
is the negative image of the layer to be built. A
thin layer of liquid polymer is applied to the
plate and is exposed to UV light. The un-
44
masked area solidifies when exposed and is

attached to the previous layer.
et system could be manufactured perfectly in

single stage using 3D printers as shown in Figure 38. Figure 39 shows installed system to
model after painting phase.
Fused Deposition Modeling. With this

method a thin plastic or wax like wire filament
is fed to a moving head, which traces the area
of the layer and deposits the filament on the
surface. Just before deposition, the wire is
heated above its solidifying temperature. Once
deposited, the material solidifies and adheres to
the previous layer.
Laminated Object Manufacturing. After a
thin sheet of paper like material is positioned
on a platform, a laser cuts the outline of the
layer. The unwanted pieces of the layer are
removed before the next sheet is placed on top.
The layers are laminated together with a heat
sensitive coating.
Cost of Rapid Prototyping. The price of a
rapid prototyping machine currently ranges
from $5,000 to $500,000. However, a number
of service bureaus specialize in building rapid
prototyping models and do it at a relatively low
cost. 3D Printers are in general use and its cost
depends on the time and material used. While
the number of polygons that define a part is a
minor factor, the volume and layer resolution
of a part affect the production time as well as
the quantity of material consumed and ultimately determine the cost. Small parts can be
built relatively cheap but large parts cost is
quite high.
Figure 38. Shaft, barrel, strut and stern tube

system (3D Printer used).
Potential Use of Rapid Prototyping in Model Production. In general, paraffin wax, wood,
foam and glass reinforced plastics are materials
for manufacture of hull models. Wood is still
probably the more commonly used. Rapid prototyping technology is quite expensive for
model manufacturing purpose for today but
appendages such as shaft, barrel, rudder and
strut could be produced with extremely high
precision. In addition, a shaft, barrel and brack-
Figure 39. Installed shaft, barrel, strut and

stern tube systems on a model in ITU Ata
Nutku Ship Model Basin, Istanbul, Turkey.
45
well as the recent proceedings of the PRADS,

FAST and IMDC conferences.
7.2
Example of use of rapid prototyping

technology in model testing
8.1
Limited publications have detailed the use

of rapid prototyped components. A student
project by Cope (2012) provide evidence of
possible applications. Cope used a fused deposition technique and an ABS-M30 plastic to
manufacture a 0.17m diameter propeller for a
free running model. The printing process limited the minimum trailing edge thickness to 2
mm and required a modification to the scaled
propeller thickness distribution. As ABS is not
particularly stiff and has a degree of water
permeability the propeller was copper-nickel
plated with a thickness of 0.1 mm. An assessment was made of the increase of blade stiffness as shown in Table 13.
The optimisation problem is commonly

formulated as a nonlinear programming (NLP)
problem (Tahara et al, 2011)
min f (x, u(x)), x X M

x
h j (x) 0, j 1,..., p
g j (x) 0, j 1,..., q
l
u
xi xi xi
(17)
where f is a N-dimensional vector of objective

functions, x is a vector of design variables belonging to a subset X of the M-dimensional real
space, u is a vector of the state of the system, hj
and gj are the equality and inequality constraints respectively, and the superscripts l and
u refer to the lower and upper bounds of a specific design variable respectively.
Table 13 Relative Stiffness of ABS Model

Scale Propeller.
Blade Material
Relative Stiffness
ABS FDM
1
Cu+Ni Plated ABS
27
Aluminium Alloy
69
8.
Optimization problem
Objectives. The optimisation algorithm

tries to minimise or maximise the objective
function or functions. Various objectives have
been used in literature. The hydrodynamic objectives studied include wave making, total and
added resistance, propulsion power, wake quality, wake wash and seakeeping merit functions.
However, non-hydrodynamic objectives may
also be of interest such as objectives related to
structural performance, capacity, manufacturing or operating costs.
SIMULATION BASED DESIGN
The development in the computational

power available and the relative maturity of the
hydrodynamic analysis tools have significantly
advanced simulation based design (SBD). The
following section focuses on the different elements of SBD and the associated technological
developments. These include developments
related to global optimisation strategies, multiobjective optimisation, variable fidelity approaches, meta-models and geometry modelling. For various examples of the practical application of SBD the reader is referred to the
cited literature and the references therein as
Depending on the number of objectives of

interest the problem is either of single- or
multi-objective type. Real-world design problems are associated with several, often conflicting, objectives. Thus, there is a growing interest in multi-objective optimisation (see e.g.
Tahara et al, 2011; Kuhn et al, 2010). A multi-
46
ies can also be used to support the choice of the

variables and to determine dominating variations. Recently Proper Orthogonal Decomposition (POD) has been suggested for reduction of
the dimensionality of the design space with the
majority of the geometric variability retained.
Chen et al (2014) have used POD in the optimisation of the water-jet propelled Delft Catamaran. They have managed to reduce the 20dimensional design space into 4 and 6 dimensional spaces depending on the constraints and
at the same time maintain 95 percent of the
geometric variation.
objective problem can be a multi-disciplinary

problem or a multi-point problem. In the former the objectives are related to different disciplines (e.g. resistance and seakeeping, Tahara
et al, 2008, 2011), whereas in the latter the
same objective function is evaluated at different condition (e.g. resistance at several speeds,
Kandasamy et al, 2013). The multi-objective
problem can be reduced into a single-objective
problem through scalarisation, i.e. by forming a
single objective as the weighted sum of the
multiple objectives (see e.g. Tahara et al,
2011). For the weighting the knowledge of a
designer, builder or owner can be used. However, often it is preferred that the Pareto optimality of the problem is maintained. For a
Pareto optimal solution the improvement in one
objective leads to a decline in one or more of
the other objectives. Maintaining the Pareto
optimality gives the designer a wider choice of
optimal solutions and freedom to choose the
weighting of the objectives afterwards.
The design variables are also subject to

various constraints. The constraints can be in
the form of equality or inequality constraints,
they can be linear or nonlinear and they can
constrain the design variables directly (e.g. box
constraints) or indirectly (e.g. constraint on
displacement). Because of the constraints the
search space can be non-convex or even discontinuous. This limits the set of applicable
optimisation algorithms. Furthermore, the way
in which constraints are taken into account depends on the algorithm. This may be based on
direct elimination of infeasible solutions, penalty formulation by increasing (or decreasing)
the objective function, if constraints are violated or explicitly adjusting the search direction
to point back into the feasible space.
The fundamental problem related to the objectives is that in ship hydrodynamics they are
often expensive to evaluate. Furthermore, the
problem has often multi-modal nature, i.e. the
objective function has many local optima.
These have a great influence on the choice of
the optimisation strategy.
Design variables. The design variables dictate the possible changes to be explored in the
optimisation process. The choice of correct
design variables is fundamental for the quality
of the optimal solution. The number of design
variables, which determines the dimensions of
the search space, should be as low as possible
but still allow sufficient flexibility in the design
variations. The hull fairness and limitations of
manufacturing should also be considered when
making the choice. The knowledge of a designer can be used to guide the selection of
relevant variables, but also to reduce the dimensions of the search space. Sensitivity stud-
Operating conditions. In the most common

case in the literature the optimisation is performed for a single operating condition. However, a growing trend in the research is the optimisation for multiple operating conditions
(multi-point optimisation). The variables defining the operating condition include for example
ship speed, loading condition, water depth and
sea state. These should be included in the
statement of the optimisation problem. Operational profiles can be used to weight the different operating conditions.
47
has been found or a set number of iterations has

been reached.
Deterministic vs. stochastic problem. In the

literature the optimisation problem is often
considered as a deterministic problem. However, uncertainties in the real world operating
(loading, trim, speed) or environmental conditions (sea state, wind, water quality) lead to a
stochastic problem. In addition, there are various other sources of uncertainty such as the
deviation between the intended and the manufactured design and modelling and numerical
uncertainties in the evaluation of the objective
functions. The practical consequence of this is
that a design optimised for the expected values
of the uncertain operating parameters may not
be the real optimum of the stochastic problem.
Geometry modification.
The geometry
modification routine takes as input a set of design variables and produces as output a definition of geometry which can be a surface definition or a computational grid. The approaches
for geometry modification can be categorised
based on how their operation is related to the
Computer Aided Design (CAD) systems:
CAD free: works independently of any CAD
system; might work directly on the computational grid
CAD direct control: controls a real CAD
system
CAD emulation: emulates the operations
that would normally be done in a CAD system; uses the same geometry entities and
file formats to be compatible with a CAD
system
Recently the stochastic nature of the reallife problems has gained more attention. Diez
et al (2012) discuss the associated idea of robust design optimisation (RDO) extensively
and present a RDO framework combining
multi-disciplinary analysis and Bayesian decision making. Here the operating scenario is
given as a probability distribution and the optimisation is based on the minimisation of the
expectation of the objective function. They
demonstrate RDO for the hydroelastic optimisation of the efficiency of a fin keel subject to
uncertain yaw angle. Even if the design space
is limited and the operating scenario is simple
the stochastic and deterministic optima are different with the robust design showing a better
overall performance.
8.2
Various algorithms have been proposed for

the geometry modifications. In some algorithms the design variables are directly related
to the points on the hull surface. In this case
particular care has to be exercised in order to
ensure hull fairness. For example, the hull can
be modified by multiplying the hull offsets
with smooth functions (Tahara et al, 2011;
Zhang and Ma, 2011) or by interpolating the
displacements using radial basis functions
(Kim et al, 2010), where the parameters of the
functions are defined by the displacement of a
set of hull surface points.
Simulation based design framework
A SBD toolbox consists of three elements:

(i) generation of a geometry based on the design variables, (ii) evaluation of the objective
functions using the given geometry and (iii)
optimisation algorithm which modifies the design variables based on the evaluated objectives. These steps are iterated until the optimum
Alternative approaches have been proposed,

where the design variables are independent of
the hull surface definition. Two methods showing good performance and great flexibility are
the geometry morphing (see e.g. Kang and Lee,
2012) and the free form deformation (FFD, see
e.g. Tahara et al, 2011). In morphing two or
more hull forms are combined into one as a
48
weighted sum of the parent forms. The number

of weights is usually one less than the number
of parent hull forms. By using the weights directly as design variables, an optimisation algorithm with very low number of design variables
is achieved. In FFD, on the other hand, the hull
or a part of it is enclosed in a parallelepiped
containing a structured set of control points.
The parallelepiped is deformed by moving the
control points, and the displacement of any
point inside it is interpolated based on the displacements of the control points (for details see
e.g. Tahara et al, 2008). Several parallelepipeds
can be combined to perform global and local
modifications of the hull form.
on the accuracy. In concept level design the

problem is multidisciplinary, the search space
is large and the time to find the optimum is
very limited. Here simulation is too time consuming and the tools may be very simple based
on design equations, regression data or correlation lines (see e.g. Hart and Vlahopoulos,
2010). When simulations can be afforded, potential flow based tools provide more accuracy,
but are still relatively efficient. The full range
of potential flow based methods ranging from
thin ship theory to fully nonlinear boundary
element methods have been used in SBD (Kim
et al, 2010; Zhang and Ma, 2011; Tahara et al,
2011). The most accurate, but also computationally most expensive methods used so far in
SBD are mainly based on the ReynoldsAveraged Navier-Stokes (RANS) equations
(see e.g. Kim et al, 2008; Tahara et al, 2008,
2011).
Global modification approaches operating

on the parameterisation of the common ship
design curves (e.g. sectional area curve, waterline, profile, sections) have also been proposed
(see e.g. Kim et al, 2008). Dedicated, fully analytical approaches have been presented for particular hull forms (e.g. rounded bilge boats by
Prez and Clemente, 2011). The benefit of
these methods is that there is a direct link to the
classical design office practice, and the modifications are easily related to the changes in the
established design parameters. Based on the
parameterisation it is also possible to formulate
a constrained design approach, in which the
geometry will automatically satisfy the constraints set on the main parameters such as
buoyancy, longitudinal centre of buoyancy or
waterline area (Prez and Clemente, 2011).
Optimisation algorithms. The optimisation

algorithm of the SBD framework works on the
values of the objective functions produced by
the analysis tools and tries to find a better set of
design variables leading to an improved value
of the objective or objectives. In gradient based
algorithms the optimisation is driven by the
gradient of the objective function, whereas gradient free algorithms operate without any
knowledge of the gradient. The optimisation
algorithms can also be categorised into local
and global algorithms based on whether they
search for local or global optima. The literature
cited in this chapter includes various examples
of optimisation algorithms that have been used
in SBD and comparisons of common algorithms (see e.g. Kim et al, 2008; Campana et al,
2009).
Analysis tools. The analysis tools take as

inputs the modified geometry and the operating
conditions and produce values of the objective
functions and possible constraints. The level of
detail of the methods used varies a lot. The tool
set is a compromise affected by for example the
complexity of the design problem (number of
design variables and objective functions, multidisciplinary problems), the time and computational resources available and the requirements
The trend has been towards gradient free

global optimisation algorithms. There are several reasons for this. (i) The gradient evaluation
is problematic due to noisy and non-smooth
objective functions or due to unavailability of
49
deterministic variants have also been successful

applied (Campana et al, 2009).
derivatives, so that local algorithms could be

stuck at local minima. (ii) The geometrical and
functional constraints required to make the
design realistic result often into nonconvex
feasible search space. (iii) In several fields experimental and computational activities have
helped the designers to produce near optimal
designs, so that finding further improvement
with local optimisation is difficult. (Campana
et al, 2009) However, local algorithms complement global algorithms with different advantages such as faster convergence. Therefore,
hybrid algorithms combining global and local
algorithms have also been proposed. (see e.g.
Campana et al, 2009; Peri and Diez, 2013)
Regardless of the type of the algorithm, in

multi-modal problems it is essential that there
is a balance between the local and exploring
characteristics of the algorithm. A good balance leads to a fast convergence of the algorithm and avoids premature convergence to a
local optimum. The balance can be changed as
the solution approaches the global optimum.
For example, in PSO the inertia controls the
balance between the local and global characteristic. (Campana et al, 2009)
The computational expense of the evaluation is often a problem in optimisation. The
computational cost can be reduced by using
meta-models, variable fidelity/physics approach or a combination of these. The idea here
is that the number of the most accurate and
expensive evaluations is reduced by performing
the majority of the evaluations with less expensive approach. For example, the expensive
method is called only, if the less accurate
method shows an improvement in the design. A
meta-model is an approximation for the behaviour of the objective function constructed from
the function values at a set of sample points. In
variable physics approach the low fidelity solution could be based on low cost potential flow
solution and the high fidelity solution on a
RANS solver (see e.g. Tahara et al, 2008, 2011;
Kandasamy et al, 2013). Alternatively a variable resolution or iterative accuracy approach
could be used. In the former the low and high
fidelity solutions are obtained with a coarse and
a fine discretisation resolution, respectively. In
the latter, the convergence level of the numerical solution is altered between the fidelities.
Meta-models based on the known difference
between the high and low fidelity solutions at
sample design points can be used to improve
the low fidelity estimate, and a trust region
The rapid development of parallel computing has led to the increasing popularity of
population based optimisation algorithms.
Many of these draw their inspiration from the
processes in nature. These include various
forms of evolutionary algorithms (EA), such as
evolution strategies (ES) and genetic algorithms (GA; Tahara et al, 2008; Kim et al,
2010; Zhang and Ma, 2011; Kandasamy et al,
2013), and particle swarm optimisation (PSO;
Kim et al, 2008; Campana et al, 2009; Hart and
Vlahopoulos, 2010; Diez et al, 2012; Tahara et
al, 2011; Kandasamy et al, 2013). In EAs the
main idea is to produce successive generations
of designs which exhibit improving performance. The main operations between generations
are selection, recombination (crossover) and
mutation. The differences between the various
EA methods lie in the details of these operations and how the operations are combined. In
PSO the global optimum is sought for based on
an analogy with the behaviour of a flock of
birds. Each individual of the swarm explores
the search space with a variable velocity. This
is affected by the previous velocity (inertia), by
the attraction of the best locations so far for the
swarm (social factor) and for the individual
(cognitive factor). The original PSO formulation has additionally randomness included, but
50
than the experimental uncertainty. (iii) The

optimised solution is validated, if the absolute
value of the difference between the simulated
and measured improvements is less than the
combined uncertainty from the simulations and
the measurements (Tahara et al, 2008, 2011).
methodology can be used to control the frequency of high fidelity evaluations.

The effectiveness of the variable physics
approach was demonstrated by Kandasamy et
al (2013). They combined a low-fidelity potential flow code and a high-fidelity RANS code
for the resistance optimisation of the water-jet
propelled Delft Catamaran. With the variablefidelity approach the overall CPU time dropped
to less than half of the high-fidelity approach,
and both approaches converged to the same
optimum. A further, and more significant, reduction in computational effort for the same
optimisation problem is achieved by Chen et al
(2014). They studied the combination of POD
for the dimensional reduction of the design
space, multiple meta-models and multiple deterministic PSO variants. The deterministic
PSO gave the same optimum as the original
stochastic version of PSO, but with just 2% of
the computational cost. Compared to Kandasamy et al (2013) the proposed approach
provided an additional calm-water resistance
reduction of 6.6% with 1/10th of the computational cost.
It should be noted that the methodology is

independent of the V&V of the individual solutions for the parent and optimal design and only
includes the trend. This is in line with the fundamental goal of the design problem, i.e. to
find the optimal design. The absolute values of
individual designs can be verified and validated
using a single run procedure.
For practical examples of the application of
the V&V methodology the interested reader is
referred to Tahara et al (2008, 2011) and Kandasamy et al (2013).
9.
RECOMMENDATIONS
The 27th ITTC Resistance Committee recommends the following:
Verification and Validation. In order to

have confidence in a SBD framework the results of the optimisation process should be verified and validated (V&V), i.e. a simulated improvement should correspond to a real-life improvement with a sufficient confidence. It has
been proposed that the methodology used for
the V&V of single run cases can be extended
into a systematic procedure for the V&V of the
optimised solution. This V&V process consists
of three parts and is based on the difference in
performance between a parent and optimised
designs. (i) The optimised design is numerically verified, if it can be shown that the magnitude of simulated improvement is larger than
the numerical uncertainty. (ii) The optimised
design is experimentally verified, if the magnitude of the measured improvement is larger
51
Adopt the updated guideline 7.5-02-02-02

Testing and Extrapolation Methods, General Guidelines for Uncertainty Analysis in
Resistance Towing Tank Tests
Adopt the updated guideline 7.5-02-02-02.1

Testing and Extrapolation Methods, Example Uncertainty Analysis of Resistance
Tests in Towing Tank which effectively replaces the dropped 7.5-02-02-02(2002,
rev.01).
Adopt the new guideline 7.5-02-02-02.2

Testing and Extrapolation Methods, Practical Guide: Uncertainty Analysis of Resistance Measurement in Routine Tests.
Remove the procedure 7.5-02-02-04 Testing and Extrapolation Methods Resistance,

Uncertainty Analysis Spreadsheet for Speed
Measurements.
Remove the procedure 7.5-02-02-05 Testing and Extrapolation Methods Resistance,

Uncertainty Analysis Spreadsheet for Sinkage and Trim Measurements.
Remove the procedure 7.5-02-02-06 Resistance uncertainty analysis spreadsheet for

wave profile measurements.
10.
high quality data for high performance craft

e.g. planning/hydrofoil craft.
Remove the procedure 7.5-02-02-03 Testing and Extrapolation Methods, Resistance,

Uncertainty Analysis Spreadsheet for Resistance Measurements.
The increasing availability of computational

resources means that mesh resolution is less of
an issue, however noting the recent 32 billion
cell alters perspective but need to get better
handle on 'real' cost of such analysis. Many
challenges remain with breaking, bubbly flow,
and spray will have an impact for resistance. It
may not change the value but alters detail of
flow which may have implications for propulsion etc. This links into need for new R&D
surface
roughness,
model
construction/precision, aim to reduce uncertainty and
better understanding.
With regard to procedures/guidelines, it was
decided to eliminate the spreadsheet as they are
were based on the AIAA standard and furthermore, not now relevant as they were primarily
linked to the world wide campaign. The update
to ISO GUM was applied as it is fairly straightforward and should be widely adopted in routine commercial tests. It should be noted that
there is still no procedure for recording wave
profile. The surface roughness guideline was
not changed, but reviewed in the committee
report for better understanding.
CONCLUSIONS
It is the need to increase energy efficiency

of shipping that drives the need to significantly
improve our ability to measure resistance.
10.1 State of the Art

The state-of-the-art review captures the
most significant developments. There is an
increased need to do higher precision resistance
measurements and understand trade-off between resistance components. Trim optimisation requires enhanced precision in resistance
test e.g. 1%, improvements need to be able to
resolve to greater than this accuracy. There is
the capability to acquire more data during test
motion e.g. wireless sensors, synchronised
video, better documentation for CFD validation, and improve standard of reporting of test
conditions. There is some new limited validation data, and preparation for the Tokyo 2015
CFD workshop will give validation for a new
ship type. It is noted that there is still a lack of
The worldwide campaign data should be

made available via the new ITTC website. The
previous committee has provided an easily used
database for additional studies. Further analysis
was conducted by the committee and has
shown some greater understanding. No new
data was received. We suggest an approach for
inter tank bias comparison, established a base
line by removing 'outliers' and make accessible
the whole database via new ITTC website and
will provide a searchable spreadsheet for use
when looking at all data. A comparison is made
with the corresponding data from the CFD
analysis from Gothenburg 2010.
52
able to guarantee a smooth geometry. Geometry morphing and free form deformation have
proven to be favoured choices in this respect.
Recently, significant reduction in the computational cost has been obtained by using proper
orthogonal decomposition to reduce the number of design variables and at the same time
keeping nearly all of the geometric variability.
As the approaches for deterministic problems
start to mature, it is expected that the stochastic
nature of the design problems (e.g. variable
environment in terms of seastate/wind, operational profile) will gain more attention.
For future such campaigns, the double

blind, although a good idea but in actuality,
was too much of challenge, with limited participation and may have bias issues with
'changes' to the model during the campaign due
to the extreme time scale of the effort.
With respect to surface roughness, limitations from practical systems available and challenge of getting measurements on full scale
ships with vast area and looking at fine scale
points resolved to height changes of a few mm.
Need for new instrumentation systems perhaps.
Measurement of the unsteady free surface is
still very much needed to support the development of breaking models and the validation of
CFD codes. As the measurement techniques
capable of characterising the small scale
roughness associated with wave breaking are
still very much in development, there is no
need for a procedure at this time.
10.2 Potential Tasks for the 28th ITTC Resistance Committee

(i) Develop a new procedure for wave profile measurement and wave resistance analysis,
uncertainty analysis for extrapolation can then
engage possible alternative scaling techniques
in a rational way
Model based manufacturing has definitely

been impacted by the proliferation of rapid
prototyping. The questions of whether large
high fidelity physical models can be built from
multiple pieces and how strength/stiffness are
maintained remain to be answered.
(ii) Unsteady free surface dynamics is still

an active area for research and there remains
a long term need for better comprehension of
added resistance, that is the ability to use surface fluctuations and turbulence and relate
them to resistance.
Simulation based design has evolved rapidly in the past decade. A main driver of the
development is the inherent computational cost
of the simulations. There is an apparent trend
towards hybrid algorithms, which combine
analysis methods of varying fidelity. In these
methods, the majority of objective function
evaluations is performed with low-cost methods (potential flow, surrogate models) and the
accuracy of the optimisation is guaranteed with
infrequent high-cost evaluations (e.g. RANS).
A careful setup of the design problem is required in order to keep the dimensions of the
design space to a minimum. At the same time
the geometry manipulation methods should be
(iii) Resolve differences between ISO 4287

and widely used BMT roughness measurement
system.
(iv) Propose an approach for tanks to reduce/manage their uncertainty as a follow on
from the Worldwide Campaign.
(v) Sensitivity study for which areas of the
ship should you be measuring/modifying
roughness
53
11.
Belden, J., Truscott, T.T., Ravela, S., Techet,

A.H., 2011, Three-Dimensional Synthetic
Aperture Imaging and Resolution of MultiPhase Flows, Proceedings of the ASMEJSME-KSME Joint Fluids Engineering
Conference, Hamamatsu, Japan; 24-29 July.
REFERENCES
Andre, M.A. and Bardet, P.M., 2014a, High

Resolution Simultaneous Multiphase TimeResolved Particle Image Velocimetry,
17th Int. Symposium on Applications of
Laser Techniques to Fluid Mechanics.
Campana, E.F., Liuzzi, G., Lucidi, S., Peri, D.,

Piccialli, V., and Pinto, A., 2009, New
Global Optimization Methods for Ship Design Problems, Optimization and Engineering, Vol. 10, pp. 533-555.
Andre, M.A. and Bardet, P.M., 2014b, Velocity Field, Surface Profile and Curvature
Resolution of Steep and Short Free Surface
Waves, Experiments in Fluids, in press.
Atlar,M and Wilczynski, L(eds), 2013, Proc. of
3rd Advanced Model Measurement Technology Conference , Gdansk,Poland
Chen, X., Diez, M., Kandasamy, M., Zhang, Z.,

Campana, E.F., and Stern, F., 2014, HighFidelity Global Optimization of Shape Design by Dimensionality Reduction, MetaModels and Deterministic Particle Swarm,
Engineering Optimization, DOI: 10.1080
/0305215X.2014.895340.
Avci, Atakan and Karagoz, Irfan, 2009, A

Novel Explicit Equation for Friction Factor
in Smooth and Rough Pipes, Journal of
Fluids Engineering, Vol. 22.
Cope, D., 2012, Design of a Free-running,

1/30th Froude Scaled Model Destroyer for
In-situ Hydrodynamic Flow Visualization,
SM Thesis, MIT
Beale, K.C., Fu, T.C., Fullerton, A.M., Drazen,

D. and Wyatt, D., 2010, An Experimental
Characterization of Full-Scale Ship Generated Bow Spray, Proceedings of the 28th
Symposium on Naval Hydrodynamics,
Pasadena, USA.
Diez, M., Peri, D., Fasano, G., and Campana,

E.F., 2012, Hydroelastic Optimization of a
Keel Fin of a Sailing Boat: a Multidisciplinary Robust Formulation for Ship Design,
Structural and Multidisciplinary Optimization, Vol. 46, pp 613-625.
Belden, J. and Techet, A.H., 2014, Simultaneous Quantitative Flow Measurement using
PIV on Both Sides of the Air-Water Interface for Breaking Waves, Experiments in
Fluids, under review.
Dong, R., Katz, J., and Huang, T.T., 1997, On

the Structure of Bow Waves on a Ship
Model, Journal of Fluid Mechanics. 346.
77-115.
Belden, J., Truscott, T.T., Axiak, M., and Techet, A.H., 2010, Three-dimensional Synthetic Aperture Particle Imaging Velocimetry, Measurement Science and Technology, 21(12), 2010.
54
Drazen, D., Beale, K.L.C., Bhushan, S., Fullerton, A.M., OShea, T., Brucker, K., Dommermuth, D., Wyatt, D., Carrica, P., Fu,
T.C., Stern, F., 2010, Comparisons of
Model-Scale Experimental Measurements
and Computational Predictions for the
Transom Wave of a Large-Scale Transom
Model, Proceedings of the 28th Symposium on Naval Hydrodynamics, Pasadena,
USA.
Fu, T.C., OShea, T.T., Judge, C.Q., Dommermuth, D., Brucker, K., and Wyatt, D.C.,
2013, A Detailed Assessment of Numerical Flow Analysis (NFA) to Predict the Hydrodynamics of a Deep-V Planing Hull,
International Shipbuilding Progress, Vol.
60, pp 143-169.
Geerts, S.,Van Kerkove, G, Vantorre, M, and
Delefortrie, G, 2011, Waterline registration using fluorescent lighting, Advanced
Model Measurement Technology for EU
Maritime Industry - AMT11, Newcastleupon-Tyne.
Guo, B.J., Deng, G.B., and Steen, S., 2013,
Verification and Validation of Numerical
Calculation of Ship Resistance and Flow
Field of a Large Tanker, Ships and Offshore Structures, Vol. 8, pp 3-14.
Ea, L. and Hoekstra, M., 2010, Quantifying

Roughness Effects by Ship Viscous Flow
Calculations, Proceedings of the 28th
Pasadena, USA.
Ea, L. and Hoekstra, M., 2014, A Procedure
for the Estimation of the Numerical Uncertainty of CFD Calculations Based on Grid
Refinement Studies, Journal of Computational Physics, Vol. 262, pp 104130.
Hart, C.G., and Vlahopoulos, N., 2010, An

Integrated Multidisciplinary Particle Swarm
Optimization Approach to Conceptual Ship
Design, Structural and Multidisciplinary
Optimization, Vol. 41, pp 481494.
Freitag, D., Wohlers, T., and Philippi, T., 2003,

Rapid Prototyping: State of the Art,
Manufacturing Technology Information
Analysis Center.
Hino, T., 2012, Surface Roughness Models for

CFD Simulations, Conference Proceedings
of the Japan Society of Naval Architects
and Ocean Engineers, Vol.15.
Fu, T.C., Fullerton, A.M. and Drazen, D., 2009,

Free-Surface Measurements in a Tow
Tank Using LIDAR, ASME 2009 Fluids
Engineering
Summer
Meeting
(FEDSM2009), Forum on Fluid Measurements and Instrumentation, Paper No.
FEDSM2009-78464, Vail, Colorado, USA,
August 2-6.
Huang, F., Yang, C., and Noblesse, F., 2013,

Numerical Implementation and Validation
of the NeumannMichell Theory of Ship
Waves, European Journal of Mechanics B/Fluids, Vol. 42, pp 4768.
Fu, T.C., Fullerton, A.M., Ratcliffe, T.,

Minnick, L., Walker, D., Pence, M.L., and
Anderson, K., 2009, A Detailed Study of
Transom Breaking Waves, Naval Surface
Warfare Center Carderock Division,
Hydromechanics Directorate R&D Report,
NSWCCD-50-TR-2009/025, May.
ISO, 1997, Geometrical Product Specifications (GPS) - Surface Texture: Profile

method - Terms, Definitions and Surface
Texture Parameters, ISO 4287:1997.
55
Kang, J-Y., and Lee, B-S., 2012, Application

of Morphing Technique with MeshMerging in Rapid Hull Form Generation,
International Journal of Naval Architecture
and Ocean Engineering, Vol. 4, pp 228-240.
ITTC, 1987, Report of the Advisory Council,

Proceedings of the 18th ITTC Full Conference, Kobe, Japan.
ITTC, 1990, Report of the Panel on Validation
Procedures, Proceedings of the 18th ITTC
Full Conference, Madrid, Spain.
Katsui, T., Izumi, T., and Ueno, S., 2011, The

Effects of Surface Roughness on Flat-Plate
Frictional Resistance, Conference Proceedings of the Japan Society of Naval Architects and Ocean Engineers, Vol.13.
ITTC, 2005, Final Report and Recommendations to the 24th ITTC by the Resistance
Committee, Proceedings of the 24th ITTC
Full Conference, 4-10 September, Edinburgh, UK.
Kawakita, C., 2013, Study on Marine Propeller Running in Bubbly Flow, Proceedings
of the 3rd International Symposium on Marine Propulsors, Launceston, Tasmania,
Australia.
ITTC, 2011a, Report of Specialist Committee

on Surface Treatment, Proceedings of the
26th International Towing Tank Conference,
Rio de Janeiro, Brazil
.
ITTC, 2011b, Report of Resistance Committee, Proceedings of the 26th International
Towing Tank Conference, Rio de Janeiro,
Brazil.
Kawashima, H., Kodama, Y., Hinatsu, M.,

Hori, T., Makino, M., Ohnawa, M., Takeshi, H., Sakoda, M., Kawashima, H., and
Matsuno, F., 2007, A Research Project on
Application of Air Bubble Injection to a
Full Scale Ship for Drag Reduction, Proceedings of FEDSM2007 (5th Joint
ASME/JSME Fluids Engineering Conference), San Diego, California USA.
Isaksen, A., McMillan, L., and Gortler. S.J.,

Dynamically
Reparameterized
Light
Field, in SIGGRAPH00: Proceedings of
the 27th Annual Conference on Computer
Graphics and Interactive Techniques, Number 1-58113-208-5, New York, NY, USA,
2000. ACM Press/Addison-Wesley Publishing Co., pp 297306.
Kawashima, H., Makino, M., Fukasawa, R.,

Takeshi, H., Kawaguchi, Y., Tuji, Y., Iwamoto, K., Motozawa, M., and Masuda, H.,
Mieno, H., 2012, Effect of Geometric
Roughness Parameters on Turbulent Frictional Resistance, Conference Proceedings
and Ocean Engineers, Vol.15.
Kandasamy, M., Peri, D., Tahara, Y., Wilson,

W., Miozzi, M., Georgiev, S., Milanov, E.,
Campana, E.F., and Stern, F., 2013, Simulation Based Design Optimisation of Waterjet Propelled Delft Catamaran, International Shipbuilding Progress, Vol. 60, pp
277-308.
Kiger, K.T., Duncan, J.H., 2012, AirEntrainment Mechanisms in Plunging Jets

and Breaking Waves, Annual Review of
Fluid Mechanics, Vol. 44, pp. 563-596.
56
Kim, H., Yang, C., Kim, H., and Chun, H.H.,

2010, A Combined Local and Global Hull
Form Modification Approach for Hydrodynamic Optimisation, Proceedings of the
28th Symposium on Naval Hydrodynamics,
Vol. 2, pp 1219-1232.
Masnadi, N., Washuta, N., Wang, A., and Duncan, J.H., 2013, The Interaction of a Turbulent Ship-Hull Boundary Layer and a
Free Surface, presented at the 66th Annual
Meeting of the American Physical Society,
Division of Fluid Dynamics, November 2426,
Pittsburgh,
Pennsylvania,
USA
http://meetings.aps.org/link/BAPS.2013.DF
D.D28.2.
Kim, H.J., Chun, H.H., Peri, D., and Campana,

E.F., 2008, Optimizing using Parametric
Modification Functions and Global Optimization Methods, Proceedings of the 27th
Symposium on Naval Hydrodynamics, Vol.
2, pp 1457-1468.
Mieno, H., 2012, An Experimental Study for

Friction Resistance of Ship Hull Sprayed
with Paints, Conference Proceedings of the
Japan Society of Naval Architects and
Ocean Engineers, Vol.14, Japan.
Kuhn, J., Collette, M., Lin, W.-M., Schlageter,

E., Whipple, D., and Wyatt, D., 2010, Investigation of Competition between Objectives in Multiobjective Optimization, Proceedings of the 28th Symposium on Naval
Hydrodynamics, Vol. 2, pp 1233-1244.
Molland, A.F., Turnock, S.R. and Hudson,

D.A., 2011, Ship Resistance and Propulsion: Practical Estimation of Ship Propulsive Power, Cambridge University Press.
Larsen, N.L., Simmonsen, C.L, Neilsen, C.K.,

and Holm, C.R., 2012, Understanding the
physics of trim. Ninth Annual Green Ship
Technology Conference, Copenhagen,
March 2012.
Molland, A.F., Turnock, S.R., Hudson, D.A.,

and Utama I.K.A.P, 2014, Reducing ship
emissions: a review of potential practical
improvements in the propulsive efficiency
of future ships. Transactions of Royal Institution of Naval Architects Part A, 156,
175-188.
Larsson, L., Stern, F., Visonneau, M. (Eds.),

2014, Numerical Ship Hydrodynamics: An
Assessment of the Gothenburg 2010 Workshop, Springer Science+Business Media,
Dordrecht.
Nguyen, Huy and Vai, Michael, 2010, Rapid

Prototyping Technology, Vol. 18, No 2,
Lincoln Laboratory Journal.
Larsson, L., Visonneau, M., Stern, F., Hino, T.,

Hirata, N., Kim, J., 2014, Communication
with the Steering Committee of the CFD
Workshop 2015.
Nishikawa, T., Yamade, Y., Sakuma, M., Kato,

C., 2012, Application of Fully-Resolved
Large Eddy Simulation to KVLCC2 Bare
Hull Double Model at Model Ship Reynolds Number, Journal of the Japan Society of Naval Architects and Ocean Engineers, Vol. 16, pp 1-9.
Maki, K.J., Broglia, R., Doctors, L.J., Di Mascio, A., 2013, Numerical Investigation of
the Components of Calm-Water Resistance
of a Surface-Effect Ship, Ocean Engineering, Vol. 72, pp 375- 385.
57
Nishikawa, T., Yamade, Y., Sakuma, M., Kato,

C., 2013, Fully Resolved Large Eddy
Simulation as an Alternative to Towing
Tank Resistance Tests 32 Billion Cells
Computation on K computer, Proceedings
of the 16th Numerical Towing Tank Symposium, Mlheim, Germany.
Stern, F., Longo, J., Penna, R., Olivieri, A.,

Ratcliffe, T. and Coleman, H., 2000, International Collaboration on Benchmark CFD
Validation Data for Surface Combatant
DTMB Model 5415, 23rd ONR Symposium on Naval Hydrodynamics, Val de
Reuil, France.
Olivieri, A., Pistani,F., Avanzini,A., Stern, F.

and Penna, R., 2001, Towing Tank Experiments of Resistance, Sinkage and Trim,
Boundary Layer, Wake, and Free Surface
Flow Around a Naval Combatant INSEAN
2340 Model, IIHR Technical Report No.
421, September, Iowa City, Iowa, USA
Stern, F., Yang, J., Wang, Z., Sadat-Hosseini,

H., Mousaviraad, M., Bhushan, S., Xing,
T., 2013, Computational Ship Hydrodynamics: Nowadays and Way Forward, International Shipbuilding Progress, Vol. 60,
pp 3-105.
Tahara, Y., Peri, D., Campana, E.F., and Stern,
F., 2011, Single- and Multi-objective Design Optimization of a Fast Multihull Ship:
Numerical and Experimental Results,
Journal of Marine Science and Technology,
Vol. 16, pp 412433.
Prez, F. and Clemente, J.A., 2011, Constrained Design of Simple Ship Hulls with
Image-Spline Surfaces, Computer Aided
Design, Vol. 43, pp 18291840.
Peri, D. and Diez, M., 2013, Ship Optimization by Globally Convergent Modification
of PSO by a Surrogate-Based Newton
Method, Engineering Computations, Vol.
30, pp 548-561.
Tahara, Y., Peri, D., Campana, E.F., and Stern,

F., 2008, Computational Fluid DynamicsBased Multiobjective Qptimization of a
Surface Combatant Using a Global Optimization Method, Journal of Marine Science
and Technology, Vol. 13, pp 95116.
Rodenhuis, G.S., Morgan, W.B. and Davies,

M.E.H., 1987, Validation and Uncertainty
Analysis An ITTC Activity Session 1:
Report of Advisory Council Working
Group on Validation, Proceedings of the
18th ITTC Full Conference, Kobe, Japan.
Takai, T., Kandasamy, M., Stern, F., 2011,

Verification and Validation Study of
URANS Simulations for an Axial Waterjet
Propelled Large High-Speed Ship, Journal
of Marine Science and Technology, Vol.
16, pp 434-447.
Sasajima, H., et.al. 1965, Experimental Investigation into Roughness of Hull Surface and
Increase of Skin Frictional Resistance, J.
of Zosen Kiokai, Vol. 117, pp 58-71.
Takinaci, A.C., Onen, M., 2013, Low Engine

Power-Less Emission, Atmos 2013, 6th
Atmospheric Science Symposium, stanbul
Turkey, pp 193-200.
SIMMAN 2014, DTMB 5415 Geometry and

Conditions, http://www.simman2014.dk/.
58
White, F.M., 1991, Viscous Fluid Flow, 2nd

Edition, McGrawHill.
Tanaka, H., Toda, Y., Higo, K., and Yamashita,

K., 2003, Influence of Surface Properties
of Coatings to Frictional Resistance, Journal of the Kansai Society of Naval Architects, Vol. 239, Japan.
Winden, B., Turnock, S.R., and Hudson, D.A.,

2013, Predicting powering performance
changes for ships in offshore conditions
from small design modifications, TwentyThird International Offshore and Polar Engineering Conference, Anchorage, Alaska,
USA.
Taravella, B.M., and Vorus, W.S., 2012, A

Wave Resistance Formulation for Slender
Bodies at Moderate to High Speeds, Journal of Ship Research, Vol. 56, pp 207-214.
Terrill, E.J., and Fu, T.C., 2008, At-Sea
Measurements for Ship Hydromechanics,
Proceedings of the 27th Symposium on Naval Hydrodynamics, Seoul, Korea, October
5-10.
Winkel, E.S., Cutbirth, J.M., Ceccio, S.L., Perlin, M., and Dowling, D.R. 2012, Turbulence Profiles from a Smooth Flat-Plate
Turbulent Boundary Layer at High Reynolds Number, Experimental Thermal and
Fluid Science, Vol. 40, pp 140149.
Vaezi, M, Chianrabutra, S, Mellor, B and

Yang, S., 2013, Multiple material additive
manufacturing Part 1: a review. Virtual
and Physical Prototyping, 8, (1), 19-50
Yan, H., Liu, Y., 2011, An Efficient HighOrder Boundary Element Method for
Nonlinear Wave-Wave and Wave-Body Interactions, Journal of Computational Physics, Vol. 230, pp 402-424.
Wang, D., Dai, D., Liu, X., and Duncan, J.H.,

2012, An Experimental Study of Droplets
Produced by Plunging Breakers, presented
at the 65th Annual Meeting of the American Physical Society, Division of Fluid Dynamics, Nov. 18-20, San Diego, CA, USA,
http://meetings.aps.org/link/BAPS.2012.DF
D.D28.3.
Zhang, B.-J. and Ma, K., 2011, Study on Hull

Form Optimization for Minimum Resistance Based on Niche Genetic Algorithms,
Journal of Ship Production and Design,
Vol. 27, pp 162-168.
Zou, L and Larsson, L, 2014, A verification
and validation study based on resistance
submissions, Numerical Ship Hydrodynamics: An Assessment of the Gothenburg
2010
Workshop,
Springer
Science+Business Media, Dordrecht.
Waniewski, T.A. 1998. Air Entrainment by

Bow Waves, Ph.D. thesis, California Institute of Technology, October.
Weinell, C.E., Olsen, K.N., and Christoffersen
M.W., 2003, Experimental Study of Drag
Resistance Using a Laboratory Scale Rotary
Set-Up, Biofouling, International Congress
on Marine Corrosion and Fouling, No.11,
San Diego, California, USA.
59
Propulsion Committee
1.1
Five Committee meetings were held as

follows:
INTRODUCTION
DGA Hydrodynamics, France, 30-31

January 2012
Krylov Institute, Russia, 8-9-10 October

2012
Dr. Didier FRECHOU (Chairman), DGA

Hydrodynamics, France
Pusan University, Korea, 22nd and 23rd

January 2013
Tom DINHAM-PEREN (Secretary), BMT

Defence Services Ltd, U.K.
University of Michigan, USA, 23-25 October, 2013.
BMT Defence Services Ltd, UK, 13-14

March 2014.
The members of the Propulsion Committee of the 27th International Towing Tank
Conference are as follows:
Rainer
GRABERT,
SchiffbauVersuchsanstalt Potsdam GmbH (SVA)
Germany
Valery BORUSEVICH, Krylov State Research Center, Russia
1.2
Professor Chen-Jun YANG, Shanghai Jiao

Tong University, China
Professor Emin KORKUT, Istanbul Technical University, Turkey
The 26th ITTC recommended the following tasks for the 27th ITTC Propulsion Committee:
Professor Steven CECCIO, University of

Michigan, USA
Takuya OHMORI, Japan Marine United

Corporation, Japan
Professor Moon Chan KIM. Pusan University, Korea
Recommendations of the 26th ITTC
1. Provide an update of the state-of-the-art

for predicting propulsion systems
emphasing developments since the 2011
includes discussions of the following topics:
a. The potential impact of new technological developments on the ITTC, including new types of propulsors, azimuthing thrusters, and propulsors with
flexible blades.
60
5. Prepare a state-of-the-art review of modelling and scaling unconventional propulsion and wake improving devices.
b. New experimental techniques and extrapolation methods.

c. New benchmark data.
d. The practical applications of computational methods to the propulsion systems predictions and scaling.
e. New developments of experimental
and CFD methods applicable to the
prediction of cavitation.
f. The need for R&D for improving
methods of model experiments, numerical modeling and full-scale measurements.
g. A review of new developments regarding high-speed marine vehicles
6. Examine methods of target wake simulation, e.g. the smart dummy approach.
7. Examine wake fraction scaling for twinscrew ships, and show the consequences
on existing procedures.
8. Examine the possibilities of CFD methods
regarding scaling of conventional and unconventional propeller open water data,
including initiation of a comparative
CFD-calculation project.
2. Provide a review of ITTC Recommended

Procedures relevant to propulsion. The
committee report specifically discusses
the following topics:
9. Develop guidelines for hybrid propulsor

testing.
10. Continue monitoring existing full-scale
data for podded propulsion, if such data
is available.
a. Identification of needed changes in

procedures the light of current practice,
and, if approved by the Advisory
Council, provision of updated requirements.
b. Identification of any needed new procedures, including an outline of their
purpose and content.
1.3
General Remarks
All the tasks outlined in the terms of reference were taken in charge by the present
committee. The committee had some difficulties liaising with other committees concerning
Task 3 and Task 4. The portion of this report
regarding procedural reviews has been recently reported to the AC, which recommended that the procedures be a continuing
consideration of the next committee. Concerning the CFD comparative benchmark, a
joint effort of the Propulsion committee and
the CFD committee will continue to gather
contributions from all the ITTC organisations.
3. Liaise with the Specialist Committee on

Performance of Ships in Service, especially regarding power prediction and
consequences of EEDI.
4. Assess where CFD results can be introduced to support experimental model
testing by monitoring status of CFD to
perform full scale powering, resistance,
cavitation and wake simulations and their
correlation with full scale data. Identify
the needs for hybrid procedures combining experimental and numerical methods.
61
Ships and Structures in Ice, September

17-20, 2012, Banff,
STATE OF THE ART UPDATE
13th Propeller/Shafting Symposium September 11 12, 2012, Norfolk.
9th Symposium on Particle Image

Velocimetry, 21-23 July 2011, Kobe.
ONR Naval S&T Partnership Conference

event, October 22-24, 2012, Washington
D. C.
ICOMIAs 1st International Hybrid Marine Propulsion Conference, November

2011, The RAI, Amsterdam.
IWSH2011, The 7th International Workshop on Ship Hydrodynamics, 16-19 September, 2011, Shanghai.
SMP11 International Symposium on Marine Propulsors and Workshop, June 2011,

Hamburg.
ISOPE 2012 Conference: 22nd international Ocean and Polar Eng, 17-23 June,
Rhodes.
HIPER, 28-29 Sept 2012, Duisburg.
Many major international conferences

were held since the 26th ITTC conference in
2011:
IWSH 2011: 7th International Workshop

on Ship Hydrodynamics 16-19 September
2011, Shanghai.
ISOPE 2013 Anchorage Conference:

22nd international Ocean and Polar Eng,
30 June 4 July, Anchorage.
MARINE 2011- IV International Conference on computational methods in marine

Engineering, 28-30 September, Lisbon.
IMDC 2012-11th International Marine

Design Conference, June 2012, Glasgow.
PRADS 2013: The 12th International

Symposium on Practical Design of Ships
and Other Floating Structures, 20-25 October 2013, Changwon.
ICHD 2012- The 10th International Conference on Hydrodynamics, 1 - 4 October,

2012, St Petersburg.
FAST 2013, 12th International Conference on Fast Sea Transportation, 2-5 Dec
2013, Amsterdam.
Voith Hydrodynamic conference, June

2012.
CAV2012- 8th Symposium on Cavitation,

14-16 August, 2012, Singapore.
AMT 2013, The 3rd International Conference on Advanced Model Measurement Technology for the EU Maritime
Industry, 17-19 September 2013, Gdansk.
OMAE 2013, The 32nd International

Conference on Ocean, Offshore and Arctic Engineering, June 9 to 14, 2013,
Nantes.
IWSH 2013: The 8th International Workshop on Ship Hydrodynamics, 23- 25

September, 2013, Seoul.
SMP13, The Third International Symposium on Marine Propulsors, 5 8 May,

2013, Launceston.
ICMT 2012- International Conference on

Maritime Technology, 25-28 June 2012,
Harbin.
ONR 29th symposium on Naval Hydrodynamics, 24 August 2012, Goteborg.
Journes de lHydrodynamique 2012, 2122-23 Nov 2012, Paris.
NAV2012 - 17th International conference on Ships and Shipping Research 1719 October 2012, Naples.
The most relevant papers from these conferences and from other technical journals and
conferences were reviewed and reported.
ICETECH 2012, International Conference and Exhibition on Performance of

62
2.1
New technological developments
2.1.1 New types of propulsors

There is still a tremendous interest concerning Contra-Rotating Propeller (CRP)
concepts based on combination of conventional propellers and Pods, either on single or
twin shafts (see examples on figures 1, 2, 3 &
4)
Figure 3: The main propeller (right) with

counter rotating, 360 degree azimuthing, ABB
Azipod thruster on 200 TEU Container Feeder vessel (Henderson, 2013)
One advantage of a CRP system when
compared to a single propeller is that, as the
two propellers of the CRP share the total propulsive force, the load on a single propeller is
reduced, allowing for a reduction in rotation
speed. Thus, increased propulsion efficiency
can be obtained compared to a single propeller of the same diameter.
Figure 1: The first ferry with a podded CRP

propulsion system (Ueda et al., 2004)
Figure 4: CRP Electric Propulsion system

(Hideki, et al. 2011)
Figure 2: CRP Combination of a Rudder Pod

unit and a single propeller
(Snchez-Caja, et al., 2013)
As pointed out by Hideki et al. (2011), in

an electric propulsion vessel, there is no need
to connect a large main engine directly to the
propeller shaft. Instead, two electric propulsion motors much smaller in size than the
main engine are connected to the propeller
shaft through a CR gear. Since the electric
propulsion devices are connected via electrical buses, the arrangement in the engine room
is more flexible than in conventional vessels
(Figure 5).
63
large drafts and little demands on manoeuvring performance and redundancy.

Full displacement ferries, on the other
hand, usually have twin screws and multiengine machinery. There have of course been
good reasons for these trends. Ferries are often faster and require increased propulsive
power. Their draft is often limited, and the
propeller loads becomes higher. These factors
favour twin-screw solutions, where the power
can be divided between two propellers. Safety
aspects and fast turnaround in port favours
two propellers.
Figure 5: Flexible engine room arrangement

and development of hull form
(Hideki et al., 2011)
A range of new propulsion concepts for

ferries have been presented in recent years,
such as Podded CRP, Wing Pods and Wing
Thrusters. These have some features in common in that they do not use a traditional twin
shaft line arrangement but instead employ a
propeller mounted on the centreline skeg
combined with either one or two azimuthing
propulsors.
Therefore, the hull form from midships to

the stern, which is important to reducing fluid
resistance, is can be improved compared to
vessels with conventional propulsion (Fig. 6).
Several recent papers reveal an increasing

interest in Energy saving devices before or
after the propeller or within the propeller itself. The review of new developments on that
topic is largely detailed in Section 6.
A few projects using immersed pump-jet
or water-jet have also been published.
Pospiech (2012) presented a design of a
pump-jet fully integrated with the ship hull
(Figure 7). Giles et al. (2011) presented a design of water-jet fully immersed and also fully
integrated within the ship hull (Figure 8).
Figure 6: Comparison of fuel consumption

between conventional vessel and electric propulsion vessel with IHIMU-CEPS (1,230 m3
type chemical tanker used as an example)
(Hideki et al., 2011)
Most cargo vessels have only a single
propeller directly driven by a diesel engine.
Single screw propulsion offers an efficient
hull form. The resistance is lower and the hull
efficiency is high owing to the beneficial
wake field behind the skeg. This configuration provides the most cost efficient solution
for most cargo vessels with modest power,
64
Figure 9: Hybrid sailing vessel

(Ouchi, et al. 2013)
Figure 7: VOITHs New Propulsion System:

The Voith Linear Jet (Pospiech, 2012)
Figure 10: Thrust force distribution on sails

(Ouchi, et al. 2013)
The potential impact of these new
propulsors are listed below:
Figure 8 : WaterJet: Propulsor
(Giles, et al. 2011)
Although the Hybrid sailing vessel is still
at a research and development stage, expected
fuel energy savings are very promising. Using
9 rigid sails on a cap-size bulker of
180,000DW, Ouchi et al. (2013) forecast a
fuel energy savings of at least 20%. CFD was
used to estimate the thrust distribution on every sail for different apparent wind angles.
New procedures are required for selfpropulsion test of contra-rotating propulsion system and for pump-jets that are integrated within the hull
CFD calculation might be required to

support EFD to assess the performance of
Energy Saving Devices.
A new procedure for self-propulsion will

certainly be required for hybrid sailing
vessels.
2.1.2 Azimuthing thrusters

Two papers (Palm, et al., 2011; Koushan,
et al., 2011) have shown interests on the effect
of ventilation on azimuthing thruster performances.
Palm et al. (2011) present a comparative
study between cycloidal propeller and azimuthing thruster, investigating the effect ven-
65
tilation on the thrust losses. The blade thrust

force of an azimuthing thruster is subject to
large variations when ventilation is occurring.
Due to its working principle, the cycloidal
propeller is less prone to ventilation than the
azimuthing thruster.
Figure 12: Azipull Thruster

(Koushan et al., 2011)
Figure 11: Cycloidal propeller and azimuthing

thruster at ventilation conditions
(Palm et al., 2011)
For all ventilated conditions, it can be observed that a sudden drop in thrust is measured when the advance coefficient becomes
less than a critical advance coefficient, which
is J 0.6 for calm water and J 0.5 for wave
conditions. From the critical advance coefficient down to bollard condition, further reduction of the thrust is occurs, though slight
thrust recovery is registered close to the bollard condition (J = 0). Dynamic variations are
analysed using standard deviation and histograms. As histograms approximate the probability distribution, they show that the standard deviation values should be handled with
some care as the data shows distributions that
can be both highly skewed and non-Gaussian.
The effect of waves and ventilation on propeller torque follows the same trends as on propeller thrust. It is observed that the spindle
moment changes sign from positive to negative at high J values.
Koushan et al., 2011 present a similar

study on ventilated propeller blade loadings
and spindle moment of a thruster in calm water and waves. Experimental results are presented for the thrust, torque, and spindle moment of a single blade of a propeller from a
pulling thruster under various ventilated operating conditions and in waves.
Amini & Steen (2011) performed a series

of model tests on an azimuth thruster model
in oblique inflow conditions for different
heading angles and at different advance coef66
used as a patrol vessel by the Australian Customs. This composite propeller consists of
five composite blades bolted and bonded to a
NAB hub. As mentioned by Kane (2001), it
was designed to explore the mechanical properties required in this application include mechanical performance (stiffness, strength and
fatigue) as well cavitation inception speed,
reported to be 30% higher than the original
NAB propeller.
ficients in pushing and pulling modes. Tests

were performed in ventilating and nonventilating conditions. A novel shaft dynamometer was used to measure all six component forces and moments on the propeller
shaft. It was found that the propeller shaft lateral force and bending moment were quite
large, and thus, the load at the shaft-bearing
positions was about three times larger than
when only the propeller weight was considered. The results also showed that oblique inflow due to steering gives higher bending
loads than when the propeller is subject to
ventilation in the straight-ahead condition. A
basic blade element momentum method
(BEMT) was used to predict the forces and
moments on the propeller shaft in oblique
flow conditions. Fairly good agreement was
found between the BEMT results and the experimental results.
In another example, Airborne Composites

successfully developed composite propeller
blades for the Royal Dutch Navy, supplying
them with a composite main propeller for an
Alkmaar-class mine hunter (Figure 13). This
propeller is for a power of about 1400 kW and
has a diameter of 2.5m (Black, 2011).
The authors finally recommend considering the shaft side forces and bending moments
due to steering and oblique inflow in the mechanical design of the propeller suspension
such as thruster housing and propeller shaft
bearings.
2.1.3 Flexible blade propulsors
Composite marine structures are attractive
because of their ability to conserve weight,
reduce maintenance cost, and improve performance via 3-D passive hydroelastic tailoring of the load-dependent deformations.
Manufacturers are proposing carbon fibre
propeller of diameter up to 3m.
Figure 13: Composite propeller to the

RNLN minehunter. (Black, 2011)
Few experiments have been performed at
model scale, one example is Taketani et al.,
2013 where different propeller materials have
been tested (Figure 14). The results show that
the propeller C (sintered nylon powders
with a laser heating source) presents larger
blade deviations than carbon composite material. For a same propeller loading (Kt), the advance ratio J is significantly reduced (Figure
15).
Several attempts have been made to manufacture full size composite propellers and
some trials have been conducted in the recent
past to compare composite structure and
Nickel Aluminium Bronze (NAB) casting.
In 2000, QinetiQ investigated a 2.9 m diameter composite propeller on the Research
Vessel Triton, a triple hull warship, nowadays
67
Figure 14: Model composite propeller

(Taketani et al., 2013)
Figure 15: Model composite propeller performances (Taketani et al., 2013)

Propeller efficiency increased in cases
where this deformation was small (Dry Carbon), since the loss of torque was greater than
the loss in thrust. At a certain point, propeller
efficiency begins to decline with greater deformation, suggesting an optimal level of deformation. Elastic deformation was dominant
at the blade tip. This deformation occurred
along the direction of thrust and worked as a
forward rake.
The cavitation generated after deformation
indicated that such deformation reduced loads
at the blade tip and affected pitch angles. This
deformation is expected a reduction of pressure fluctuations.
68
In Fluid-Structure Interaction (FSI) analysis, calculations results and model test results
were compared. In the case of small deformations, analysis results were consistent with
changes in propeller characteristics. For larger
deformations, analysis proved relatively inaccurate in estimating the deformation of the
entire propeller. Future efforts should target
improvements in this aspect.
Manudha, et al. (2013) presented a validation study that compares results obtained numerically using Fluid-Structure Interaction of
Finite Element Analysis and experimental results. This validation has been carried on a
twisted-bend-twisted coupled hydrofoil. Although several simplifications were made for
modelling purposes, the consistency between
Finite Element Analysis and experimental results were found in good agreement. The
knowledge gained through this validation
study is extremely helpful in developing an
optimisation scheme and an accompanying
numerical model that can accurately predict
the performance of optimised designs without
the need for extensive experimentations.
Figure 16: Elastic blade deformation on a

composite propeller (Young, 2012).
Young (2010) presents a detailed analysis
of the dynamic hydroelastic scaling of selfadaptive composite marine rotors. The scaling
analysis main goal is to define how to achieve
the same dynamic load-deformation responses
between the model and the prototype. This
can be achieved by requiring the model to be
geometrically similar to the prototype, by requiring the effective structural mass and
structural rigidities to be the same and by requiring the same flow velocity as at full scale:
Extensive studies have been made by

Young (Young, 2007; Young, 2010; Young,
2012; Motley & Young 2012) on flexible
blade propellers. Among all those studies, the
impact on similarity to be applied for model
tests on flexible blade propellers (Figure 16)
in order to scale the fluid structure response is
of major interest.
V M = V FS
The following is a simpler way of presenting the implication of the similarity laws.
When we have to consider testing at model
scale with flexible blades, the strain should be
kept the same between model scale and full
scale. This is to ensure that the displacement,
induced by the elasticity of the blade and
which changes the angle of attack, will be
scaled between model and full scale (Figure
17).
69
= f (FHydro , FCentrifugal )
Full scale
flexible material
FHydro
cS
VS
FCentrifugal
1
V 2 S FHydro V 2 D 2
2
m prop = m prop 2 R
FCentrifugal prop D 3 2
cS
D
2
FCentrifugal prop V 2 D 2
Rigid material
Model scale
flexible material
To be more accurate, added mass in addition to the mass of the blade should be taken
into account. But the blade mass as well as
the fluid added mass can both be scaled by a
factor.
cm
Vm
cm
The similarity between model scale and

full scale implies that the same ratio of hydrodynamic force to centrifugal forces should
be kept the same at model and full scale
which means the ratio of water density to
propeller density should be kept the same:
Rigid material
Figure 17: Strain at full scale and model scale.

This is equivalent to say that the strain on
the blade section, that could be defined as the
c
ratio =
as shown on the figure, should
c
be the same at model scale and full scale. The
strain is related to the stress by the modulus
of elasticity E:
c
=
=
c
E
c : chord length
c : displacement
E : is the modulus of elasticity
: is the stress in the material
V 2 D 2
=
2
2
prop
prop V D
Because stress is homogeneous to a pressure, we can write that the stress between
model scale and full scale is:
M
M VM2
On the other hand, the stress is a function

of hydrodynamic forces and centrifugal forces
which means that we can write:
S
S VS2
In order to get the same kind of strain on

the blades as at full scale, this leads to the following relationship :
S = m
S
ES
m
Em
Combining all those similarity rules, we

find that:
70
S = M
M
M VM2
prop
=
=
S
ES
S
S VS2
prop
M
EM
2.1.4 Podded propeller in Ice and bubbly

flow
Due to the growing interest of a potential
new northern route induced by the global
warming, several studies have been carried on
propeller ice blade load impact (Brouwer et
al., 2013; Sampson et al., 2013), propeller
wash (Ferrieri et al., 2013), and cavitation
(Sampson & Atlar, 2013).
prop M = prop S
EM = ES
VM = VS
This demonstrates that with same blade

material at full scale and with the same full
scale speed, the strains and loading will be the
same.
However, it is problematic to run model
test following these requirements, as the similarity conditions are very difficult to achieve
on the model scale for the followings reasons:
1.
2.
Manufacture of the model scale propeller

(e.g. 250 mm in diameter) is required to
have the same isotropic material properties as that of the full scale (e.g. 2.5 m)
propeller; this is difficult to achieve, especially with composite carbon fibre materials at the root and the tip.
Testing at full-scale speeds necessitates
performing the test at very high static
pressures in order to avoid any cavitation.
In practice, those conditions cannot be
achieved in a towing tank, but they can
be achieved in cavitation tunnel.
Figure 18: Picture from a high-speed camera of a propeller entering an ice ridge
(Brouwer et al., 2013).
It seems more reasonable to use CFD

which might use a combination of fluid and
structural modelling (Young, 2007; He et al.,
2012). Meanwhile special care should be
taken for the composite structural characteristics, for, as pointed out by Young & Motley
(2011), the variations in material parameters
and material failure initiation models lead to a
much wider spread of propeller performance
characteristics, operating conditions, and safe
operating envelopes for an adaptive propeller
compared to a rigid propeller.
71
2.2
New Experimental Techniques and

Extrapolation Methods
2.2.1 3D flow visualization

Only one paper dealing with 3D flow investigations around the propeller caught the
attention of the committee. Pecoraro et al.
(2013), present a 3D flow velocity measurements, using the LDV technique. The major
outcome of the analysis is that the effect of
the propeller suction, which increases the velocity, extends upstream at a distance about 1
propeller radius, and that the flow fluctuation
induced by the blade passage extends upstream to a distance of about 4 propeller radii.
The propeller is able to reduce the size of the
detached area longitudinally and transversally
but is not able to remove totally the flow
separation. The boundary of the separated
flow can be identified by using the skewness
coefficient, which allows a better identification of the extension of the separated flow.
Figure 19: Propeller Thrust, Torque reduction as a function of void fraction (Kawakita,
2013)
Brouwer et al. (2013) developed a measurement setup in which a 6 components balance is measuring the 6 degrees of freedom
forces and moments on a single blade of the
podded propeller. This measurement setup
was used to measure the ice impact in a model
test at the AARC facility of Helsinki.
A few papers (Kawakita et al. 2011, and
Kawakita, 2013) have discussed the effect of
air lubrication of a ship hull on propeller efficiency. In recent years, air lubrication systems
have been attracting attention as a method of
reducing carbon dioxide emissions from ships
by reducing the total resistance of the ship.
The bubbly flow generated travels to the stern
such that the propeller may partially work in
two-phase flow modifying the thrust and
torque (Figure 19).
72
se results of this work are discussed in Section 2.1.3.
Figure 21: Optical scan on a CP propeller

(deviation from its theoretical geometry, pressure side suction side) (Dang et al., 2012)
2.2.3 Non-stationary blade force measurements
Non-stationary blade forces measurement
on propellers at model scale is still a challenging issue. Funeno et al. (2013) developed a
blade spindle torque sensor built in the propeller hub (Figure 22) to measure blade
torque of a controllable pitch propeller operating in off-design conditions and high propeller loading.
Figure 20: Axial velocity at R/R=0.7 with

and without the propeller (Pecoraro et al.,
2013)
Manufacture / control of Model Propellers
For measurement of blade geometry, Dang
et al. (2012) are presenting a new optical
technique based on digital photogrammetry.
In order to have control on the accuracy of the
blades, the propeller is optically scanned at its
design pitch. The results are compared to the
theoretical geometry and the deviations are
determined and presented in 3D images of the
model propeller (Figure 21).
Just to mention that there is an increase interest (DNV rules, 2010, 27th ITTC Specialist
Committee on Hydrodynamic Noise) for this
topic that might have some impact on
propulsor design, on the procedure to measure
propulsor radiated noise, on the prediction of
the cavitation inception point, because cavitation is largely increasing the radiated noise of
a propeller (Briancon et al., 2013; Bosshers et
al., 2013).
2.2.2 Propeller manufacturing

Only one paper concerning new techniques for manufacturing model propeller,
(Taketani et al., 2013) was found. A model
propeller was manufactured by sintering nylon powders with a laser and was then compared with aluminum made propeller and carbon composite propeller (see Figure 14). The-
73
mendations given in the 7.5-02-03-01.3 Propulsion, Performance Podded Propulsion

Tests and Extrapolation. The authors recommend having a aft fairing cone to rotate with
the propeller and having a separate pre-test
with a dummy hub to correct with the propeller open water test results which is a first alternative recommended in the 7.5-02-03-01.3
Propulsion, Performance Podded Propulsion
Tests and Extrapolation.
2.4
Figure 22: Propeller shaft thrust and

torque sensor and the blade spindle sensor
(Hagesteijn, 2012; Funeno, 2013)
2.3
Application of computational methods
With respect to the propulsive performance, the major interest is still in developing
and applying CFD (mainly RANS) models for
self-propulsion simulation at model scale, including different approaches to extract the
effective wake field. Meanwhile, such simulation at full scale began to appear, which provides a new perspective for studying the Reynolds scale effects. On the other hand, there is
a pronounced increase in efforts devoted to
the research of scale effects on energy saving
devices, such as the pre-propeller stators/fins
and ducts, the CLT propeller and the PBCF,
and on multi-component propulsors, such as
ducted, contra-rotating, and podded propellers.
New benchmark data
A sensitivity study of the testing parameters for Propeller alone and the Podded
propulsor open water test have been carried
out by CTO (Godowski et al., 2013). The
paper is a summary of the large test campaign
that was performed within the framework of
the Hydro-Testing Alliance Network of Excellence, Joint Research Program 4 (JRP4),
based on the so-call ABB case. Before that, a
first benchmark had shown large discrepancies of about 5.9% even for the POD propeller
open water test (Veikonheimo, 2006). Then a
second benchmark testing program has been
launched through the Hydro Testing Alliance
(HTA) European Project to standardize the
testing procedure in order to understand the
causes the discrepancies found in the first test
and to define recommendations for the testing
procedure/setup of Podded propulsors. It was
determined that using a same propeller model,
a same POD housing, the same aft fairing for
the propeller open water test, reduces the discrepancies of the results between the different
facilities.
2.4.1 Self-propulsion and effective wake

field
In Castro, et al. (2011) the feasibility of
self-propulsion simulation at full scale was
demonstrated for the KCS, using a DES
model and a dynamic overset approach. The
propulsion factors were analyzed from simulated full scale resistance, open water, and
self-propulsion performances, and compared
with those obtained from model scale simulations and experiments. The SFC based on
EFD and ITTC extrapolation procedure was
larger than that based on model and full scale
computation results. The computed full scale
open water thrust was close to, while the
The final conclusions of this benchmarking test program were in line with the recom74
torque was slightly lower than the model scale

EFD data. The simulation results of full scale
self-propulsion agreed well with EFD data,
except for the torque coefficient (and hence
the relative rotative efficiency). Through
comparison of simulated stern flows, it was
shown that the propeller working behind the
hull experiences an inflow of higher axial velocity and uniformity due to the thinner
boundary layer at full scale than at model
scale, which results in favourable effects on
propeller and propulsive efficiencies, axial
loading fluctuations, as well as the level of
bending moment around horizontal axis.
ing axial force only) were also presented to

compare with those from the more accurate
BEM-based body force model.
Sakamoto, et al. (2013a) presented research on a RANS simulation of the resistance, open-water, and self-propulsion performances for a twin-skeg container ship at
model scale, together with towing tank experiments. An in-house FVM solver and the
Spalart-Allmaras one-equation turbulence
model were used. The propeller was modelled
by body force distributions computed by a
simplified propeller theory. By using three
sets of block-structured grids having a refinement ratio of 2 , the uncertainty analysis
for resistance and self-propulsion coefficients
was conducted with the V&V method recommended by the 25th ITTC. It was concluded that the CFD solver was capable of
predicting the resistance and self-propulsion
performances for the low L/B twin-skeg ship,
though it could be improved by implementing
real-geometry propeller computations.
In Rijpkema, et al. (2013) different ways
to extract the effective wake field and their
influences on predicted propeller performance
behind the hull were studied. Two in-house
RANS solvers coupled with a BEM propeller
code were used in a comparative investigation
of the self-propulsion computations for KCS.
The body force field was imposed at the blade
positions (instead of the propeller disk position) by interpolation of BEM output. The effective wake field was obtained by subtracting the time-averaged propeller induced velocities computed by BEM from the RANScomputed velocity field of the hull-propeller
system. The numerical results indicate that the
effective inflow accelerates towards the propeller, see Figures 24 and 25, hence the axial
location where the effective wake is defined
has an influence upon the predicted propeller
rotation rate.
Figure 23: The overset grid system for

KCS (Castro, et al., 2011)
Villa, et al. (2012) presented a viscous/
inviscid coupled approach for the simulation
of self-propulsion based on a RANS and an
unsteady BEM solver. Extraction of the effective wake field was made at a plane 0.2D upstream of propeller blades by using the timeaveraged induced velocities computed by the
BEM code. Simulations were conducted for
the KCS propelled by KP505 at model scale,
Fn = 0.26. It was shown that the iterative approach converged fast and the CFD and EFD
results of total resistance, propeller rotation
speed, and the velocities at a section in propeller slipstream correlated well. In addition
the results from an actuator disk model (hav75
In the viscous/potential flow coupled approach by Snchez-Caja, et al. (2014b) a lifting line model for the propeller in effective
wake was used to compute the body forces
which were circumferentially averaged and
distributed on the propeller's reference plane,
or the actuator disk. However, it was shown
from open-water computations that the propeller-induced velocities by the lifting-line
model were different (and not accurate due to
the assumptions made in the model) from
those predicted by RANS using the equivalent
body force distributions, which would bring
about errors in the effective wake so predicted.
Figure 24: The axial locations used to

compute the effective wake field. The contours represent the body force distribution in
the RANS simulation. (Rijpkema, et al.,
2013)
For the three components of induced velocity vector, a procedure was proposed to
quantify the correction factors for such errors
due to the lifting line model through coupled
computations for the open-water propeller.
Numerical results indicated that the correction
factors at a reference thrust loading condition
could be applied, with just a little loss of accuracy, to another condition where the thrust
loading was within 50% of that at the reference condition. This feature might allow for
savings in the computation of the correction
factors. The procedure was applied to a hybrid
CRP pod configuration, where it was shown
that the errors in thrust and torque were about
5% without corrections for the effective
wake. As the interaction between forward and
aft propellers was treated as part of the effect
wake, the procedure would make it possible
to use single propeller design methods for the
CRP.
Figure 25: The RANS/BEM coupled results of effective wake velocities at different
locations, where the acceleration of effective
wake flow towards the propeller disk is
shown. (Rijpkema et al., 2013)
By using the effective wake field linearly
extrapolated from upstream locations to the
propeller reference plane, the accuracy of
propeller performance prediction was improved. In addition the effective wake fields
predicted by a RANS-BEM coupled method
and by the more traditional force-field method
based on the nominal wake and propeller
thrust loading were shown to be quite different, being the former method more accurate
with respect to the propeller performance
when the extrapolated effective wake was
used.
In the naval context, Liefvendahl, et al.

(2012) presented near-wall modelled LES
simulation results for the SUBOFF+E1619
configuration, using fine (16M) and coarse
(8M) grids respectively. The authors found
that the coarse grids resulted in a slightly
higher level of unsteadiness in the wake flow,
but a higher level of fluctuation in blade
thrust, and concluded that much higher grid
76
study, the extrapolated energy-saving rate

from the RANS results was somewhat higher
than that from the model tests.
resolution would be needed for more accurate

simulation of unsteady flow and propeller
forces. Zhang et al. (2012) presented RANS
simulation results for another submarine
hull/propeller configuration to investigate the
effects of free surface on resistance and selfpropulsion. The CFD and EFD data correlated
well, both indicating that the free surface effect on resistance was negligible below a certain centreline submergence (h/L > 1/3), while
that on the self-propulsion factors was even
smaller.
In Guiard et al. (2013) the procedure for

designing the Mewis Duct was presented in
brief. The fin setting designed on the basis of
model experiments was subject to further adjustments to make full use of the full scale
wake flow. In this final step of design, RANS
simulation results at model and full scale provided the designer with a reference. Despite
the lack of full scale wake data, it was assumed that existing procedure for scaling the
effective wake fraction was applicable to scaling the nominal wake fraction, too. And it followed that the full scale nominal wake distribution would be deemed as a good prediction
if its disk-average was close to the nominal
wake fraction predicted by an accepted wake
scaling procedure.
2.4.2 Energy-saving devices

The scale effects of the Wake Equalizing
Duct (WED) and the Vortex Generator Fins
(VGF) on propulsion and fluctuating pressure
were numerically and experimentally investigated by Heinke et al. (2011). The RANS
predictions of the nominal wake at modeland full-scale indicated that the propeller inflow would be largely altered by the scale effect, while the WED, or the VGF alike, could
reduce the wake peak distinctly. The CFD results were utilized in designing the VGF.
Concerning the scale effects on propulsion
factors, discrepancies existed between the
RANS and ITTC '78 predictions, especially
for the WED, though the hull efficiencies
happened to be close to each other.
For a mid-size tanker, the influences of

grid size, turbulence model, and surface
roughness on predicted nominal wake flow
and fraction were investigated. For a sufficiently fine grid set of high quality, it was
shown that the nominal wake fractions were
under-predicted with both SST k- and RST
turbulence model if the hull was treated as a
smooth surface. The surface roughness value
was shown to have important impacts on the
predicted wake distribution and fraction. In
terms of the predicted wake fraction, the RST
model performed the best for the typical
roughness value of 0.188mm, while the SST
k- model needed a much larger roughness of
0.5mm to yield similar result. Meanwhile, in
the two cases the simulated wake flows were
quite different (Figure 26).
Huang et al. (2012) presented an investigation of the WEDs for a bulk carrier based
on RANS simulations with a body-force propeller model and experiments. Both work indicated that, for a fixed tilt angle, the asymmetric arrangement of port and starboard halfducts was quite important for maximizing the
energy-saving rate. The RANS-based energysaving was slightly lower than the model test
result.
A numerical investigation was made by

Huang S.-Q, et al. (2012) for the effects of the
Pre-Swirl Duct (PSD), a combination of a
pre-positive duct and several pre-swirl stators.
Four cases having different duct and/or stator
The effects of symmetrical and asymmetrical WEDs for a VLCC were investigated by
Yu et al. (2013) based on RANS simulations
and a real-geometry propeller model. In this
77
in thrust, in comparison to the decrease in

torque. Meanwhile, the RANS-predicted scale
effect was smaller when compared with a
scaling procedure practically used for the
CLT propeller. In addition, the RANSpredicted scale effects under lighter loading
condition were more pronounced and much
larger than for conventional propellers.
section profiles were simulated. The device's

effects of equalizing and pre-swirling the propeller inflow were confirmed by the RANS
results. It was concluded that, among others,
the stator pitch angle was a key parameter for
the energy-saving predicted.
Snchez-Caja, et al. (2014a) investigated

the influences of endplate geometry on the
efficiency of the CLT propeller based on fullscale simulations for two propellers in open
water using an in-house RANS solver and
Chien's low Reynolds number turbulence
model. To reduce numerical uncertainty, a
template-based procedure was devised for
generating block-structured grids having the
same topology and similar grid size distributions for different endplate geometries. The
grid dependency was studied by using three
successively coarsened grid sets. The largest
difference was 1.3% in torque between the
coarse and fine grids. Twelve cases were investigated for a 4-bladed propeller with varied
endplate geometries. It was shown that the
contraction of endplate affects both efficiency
and thrust, and lighter loading on endplate
improves the efficiency; the forward sweep
improves the efficiency, too. From a theoretical viewpoint, the working mechanism of
endplate was analyzed based on radial distributions of bound and free vortices obtained
by integrating the flow velocities. The results
indicated that for cases of higher efficiency
the tip vortex was weaker, consequently the
induced drag was smaller.
Figure 26: The full scale nominal wakes

of a tanker predicted by RANS simulations.
Upper: RST model, roughness 0.188mm;
lower: SST k- model, roughness 0.5mm.
The axial wake fractions were 0.313 and
0.318 respectively, against the value of 0.316
estimated by using the model wake fraction
obtained from RANS and the RST model.
(Guiard et al., 2013)
In Haimov et al. (2011) the scale effects
on ducted and CLT propeller performance in
open water were investigated. The RANS
computations were conducted with a commercial solver, using unstructured tetrahedral
grids. In respect to the CLT propeller, the
comparison between model and full scale results indicated that the increase in efficiency
at full scale was primarily due to the increase
The RANS-based investigation was further conducted by Snchez-Caja, et al. (2014c)

of scale effects on the 4-bladed CLT propeller.
The propeller efficiency at full scale was 10%
higher than at model scale, where 2% was
from the endplates due to the reduction in
torque. The circulation distribution at full
scale was higher in magnitude but lower in
78
The simulation approach was further extended for use with steerable thrusters in
Bulten, et al. (2013). In this case the RANSpredicted model and full scale performances
of the thruster in a straight course indicated
that the efficiency increase at full scale was
mainly due to the increase in unit thrust, in
which the axial forces on the duct and propeller housing made more contributions. For the
bollard pull performance, a generic prediction
method was proposed by making use of the
pump theory and RANS flow data, and the
influence factors wherein were discussed. In
respect to the transient thrust and torque, it
was found from unsteady simulations that
their fluctuation amplitudes were larger in
free sailing condition than in bollard pull condition, and were asymmetrical about the steering angle. The reason for the asymmetry was
further analyzed by comparing the contributions from the lateral force and the eccentricity of thrust.
slope, confirming the results of higher thrust

coefficient as well as efficiency than at model
scale. The strong dependency of efficiency
scaling on the type of flow regime at model
scale was pointed out. In some cases, efficiency-based ranking for endplate designs at
model scale were different from that at full
scale.
2.4.3 Multi-component propulsors
Kinnas, et al. (2013) presented a method
based on potential/viscous flow iteration by
treating the duct-induced velocity field under
propeller action as the effective wake for the
propeller, for the purpose of computing propeller sheet cavitation under inclined inflow.
The comparison of computed and measured
open-water performances of a ducted propeller indicated that the iterative method was
able to predict the hydrodynamic performance
with good accuracy, especially for the thrust.
In Bulten, et al. (2011) a RANS approach
was employed to predict and analyze the
Reynolds scale effects on the open water performance of a ducted propeller and on the
nominal wake of a ship hull. In regard to the
ducted propeller, RANS results for the Kaplan
4-70 propeller in 19A nozzle indicated that
the increase in open-water efficiency at full
scale was mainly attributed to the decrease in
propeller torque, while the duct and propeller
thrust coefficients were quite close between
model and full scales. An analysis was made
to explain the results by employing the pump
theory. It was argued that the reduced viscous
loss at full scale had resulted in an increase in
the dimensionless flow rate through the nozzle. Consequently the propeller loading was
reduced at full scale, which resulted in decreases in both thrust and torque of the propeller, apart from the traditionally acknowledged scale effects on propeller thrust and
torque.
To investigate the capability of the RANS

simulation approach for ducted propeller under non-cavitating and cavitating conditions,
CFD and EFD results were compared by Xia
et al. (2012). The RNG k-e model with wall
function, and Sauer and Schnerr's mass transfer model were employed for turbulence closure and cavitation, respectively. Blockstructured and unstructured grids were used
for fully wetted flow, where the predicted
open water characteristics both agreed well
with the measured one, except for lightly
loaded conditions where the flow separation
occurring near the duct trailing edge was not
well simulated. Under developed cavitation
conditions, although the numerical approach
was able to simulate thrust breakdown, the
thrust and torque were over-estimated in general and there were significant increases in
predicted thrust and torque towards the starting point of thrust breakdown. It was concluded that the unstructured grids were more
suitable for modelling the tip-clearance flow.
79
Sakamoto et al. (2013b) attempted model

and full scale viscous CFD computation of a
POD propulsor in open water configuration.
The propeller was represented by a bodyforce model. The full scale propulsive efficiency estimated by the full scale CFD computation was higher than that of ITTC prediction method applied to the model scale CFD
result (Figure 27). The discrepancy comes
from differences in the resistance of the POD
drive, caused by the changes of the flow field
such as the position of the separation line.
Figure 28: Scale effects on each of fore

(subscript f) / aft (subscript a) propeller
open performance (Fujisawa 2013)
In the ocean engineering context, thrusterhull interactions are important for DP system
design. The numerical modelling of such interactions is challenging especially under the
bollard condition. Maciel et al. (2013) presented a RANS-based approach to this problem and investigated its feasibility and accuracy in terms of predicted thrusts and wake
flows for three typical cases, i.e., a ducted
thruster model working in open water, under a
flat plate, and under a barge. The propeller
was modelled by an actuator disk where the
body force distributions were determined by
fitting RANS results. By using a small current
speed (J = 0.028) together with careful choice
of numerical schemes and parameters, simulations under the bollard condition were realized with reasonably good agreement with the
measured forces on the thruster and the
plate/barge, and with the wake flows measured by PIV, see Figure 29 for example.
Figure 27 Comparison of propulsor open

water characteristics: unit-based, Exp. vs CFD
vs Exp. with ITTC correction, model and full
scale. (Sakamoto et al., 2013b)
Fujisawa (2013) discussed the scale effect
on the POC of contra-rotating propeller by
CFD. Fore and aft propellers of a CRP system
have different trends in scale effect. It is supposed that the turbulence caused by the fore
propeller hastens the flow transition of aft
propeller (Figure 28).
80
2.4.5 Off-design operating conditions

Hur et al. (2011) measured propeller shaft
torque and stress for an LPG carrier in a crash
stop operation during sea trials. RANS simulations were carried out using the RPM and
ship speed data from sea trial. Both steady
and unsteady RANS results for torque were
close to each other at full astern, and also to
the sea trial data when the ship wake was ignored, suggesting that steady simulation could
be used for blade strength analysis at initial
design stage.
Figure 29: Comparison of RANSsimulated axial velocity contours with the

wake trajectory measured by PIV for the tilted
thruster working under the barge with bilge
keel. (Maciel et al., 2013)
In Sileo, et al. (2011) RANS simulations

were carried out for a self-propelled chemical
tanker model under reversing condition, and
the computed forces were compared well with
measured data. Based on the numerical results
of flow and hull pressure etc. the reasons for a
reversing single-screw ship to deviate from
straight course were analyzed.
2.4.4 Design & optimization

Vesting et al. (2013) presented a multiobjective optimization study for a cruise ship
propeller by considering the open-water efficiency as well as blade cavitation and induced
pressures in a given wake field. A vortex lattice code was used to predict hydrodynamic
forces and sheet cavitation, while a boundary
element code to calculate the induced pressures. The codes were driven by a genetic algorithm. The blade geometry was parametrically represented in the traditional way, and
morphed with B-spline curves in order to reduce the number of design variables. A sensitivity analysis (SA) was carried out for the
geometric parameters with regard to their impacts on the performance aspects being considered. Starting from the baseline geometry
which was already manually optimized and
proven to be a good design by model experiments, further optimizations were conducted
with all and a selected set (according to the
results from SA) of the design variables, respectively. The latter case proved to converge
faster than the former one. The results indicated that induced pressures could be further
reduced. Satisfaction of the constant-KT constraint, and the resolution for interaction effects among parameters remain as issues in
the method.
The flow and forces under crash astern

conditions were simulated by using LES for a
single propeller, Jang, et al. (2013), and a
ducted rotor with upstream stator rows, Jang,
et al. (2012), and compared with model test
data with good quantitative agreement. The
typical flow feature was a highly unsteady
vortex ring having its averaged location and
strength changing with the advance ratio, Figure 30. Flow separation from the trailing
edges resulted in high-amplitude, transient
blade loads and the lateral force. For the
ducted rotor-stator configuration, the same
ring-vortex structure existed and numerical
results indicated the lateral force came mostly
from the pressures on duct inner surface due
to tip-leakage flows. The LES model was further applied by Verma et al. (2012) to investigate the effect of hull on the propeller in crash
astern operation. In addition to the ring vortex
structure in the vicinity of blade tips, in the
presence of the hull there existed a recirculation zone upstream of the propeller. The lead-
81
ing and/or trailing edge flow separation contributed to the transient lateral force.
In Amini et al. (2012) the feasibility of
different numerical methods was investigated
for predicting the six-component forces acting
on the propeller blades of an azimuth pod
thruster working in pulling and pushing
modes within a 30 range of the oblique inflow angle. The computational methods include a blade element momentum theory
(BEMT), a boundary element method (BEM),
and a RANS method. Being based on Glauert's momentum theory, the vortex cylinder
model, and the blade element theory, the
BEMT for oblique inflow was able to compute the blade forces and moments in a quasisteady manner while the nominal wakes due
to the hull and thruster housing were taking
into account. Blade forces and moments obtained from the three methods were compared
with those measured in a towing tank with a
six-component force dynamometer embedded
in the propeller hub. The MRF-based RANS
model performed the best in both pulling and
pushing modes, and the prediction accuracy
was further improved when unsteady effects
were accounted for by using sliding meshes.
The two potential flow methods were able to
predict the variations of blade forces and
moments with oblique flow angle reasonably
well, although under and over estimations
were seen in the six components made either
by the BEMT or by the BEM.
Figure 30: Circumferentially averaged flow

around a propeller under crash astern operation. Upper: J = 0.5, lower: J = 1.0. (Jang,
et al., 2013)
2.5
Experimental and CFD methods for

the prediction of cavitation
Methods to predict cavitation on marine

propeller blades has been classified by the
26th CFD Committee as interface tracking,
discrete bubble dynamics and interface capturing methods. The interface tracking method is used to predict steady attached sheet
cavitation in inviscid flow. In the discrete
bubble dynamics method, cavitation is modelled as an interaction between bubble nuclei
and pressure field variation. Bubble size governed by Rayleigh-Plesset Equation. This type
of method is applied to predict inception,
travelling bubble and nuclei effects. The interface capturing method assumes that the flow
82
a Volume-of-Fluid implementation to capture

the liquid-vapor interface and a transport
equation-based method for the mass transfer
between the phases. They compared the numerical results with the experiments. Their
results indicate that a potential flow solver is
not suitable for prediction complex sheet type,
and root type of cavitation. RANS has partly
captured the dynamic evolution of the sheet
close to the tip region as well as the occurrence of the root cavitation. LES captured the
correct location and dynamic behavior of the
vortical structure (as was not the case for
RANS) as shown in Figure 32. However the
grid resolution is still an issue for the LES
computation compared to those for the
RANS.
is a mixture of multi-phase flow and a flow

solver and a cavitation model is used to determine the vapor volume of fraction.
Sipila and Siikonen (2012) have investigated the numerical simulation of cavitating
model size PPTC propeller of SVA Potsdam
in uniform inflow. The propeller wake field is
calculated with Chiens k- turbulence model
in the non-cavitating and cavitating conditions
and with Menters SST k- turbulence model
in wetted conditions. The effect of the experimental coefficients in Merkles mass transfer
model on the cavitating tip vortex is studied
systematically. The calculations are conducted with FINFLO, a general-purpose CFD
code and numerical results are compared with
model test results performed by SVA Potsdam. Particular attention was paid to the grid
resolution. The numerical results and the experiments show a reasonable correlation with
each other.
(a)
(b)
Figure 32: Blade pressure with iso-surface
of the second invariant of the vorticity v
v , indicating vortical structures, as predicted by RANS (a) and LES (b)
Li et al. (2012) also made an attempt to
predict numerically cavitating flows for the
INSEAN propeller E779A operating in uniform and non-uniform wakes. A multiphase
mixture flow RANS solver and Zwarts mass
transfer model are used to predict the turbulent cavitating flow. Turbulence is modelled
by a modified SST k- model. In the uniform
wake, the predicted sheet cavities are stable
and have similar patterns as observed in the
experiment. They found that there are unresolved issues like the cavitation inception or
disappearance leading edge cavity position,
differences in the maximum cavity area and
its location.
Figure 31 The surface grid on the blade

and a slice of the grid in the slipstream that
has been adjusted to follow the wake of the
blade and the tip vortex at the finest grid level
Sipila & Siikonen (2012).
Lu et al. (2012) performed numerical simulations of the cavitating flow around a typical yacht and Ro-Pax vessel propeller operating in open water but mounted on an inclined
shaft. They used Large Eddy simulation
(LES) and Unsteady Reynolds-Averaged
Navier-Stokes (URANS) in combination with
83
2.6
marine vehicles indicates its wide applicability in hull optimization processes and acceptable accuracy for power prediction.
The need for R&D
There is still a need for continued R & D

to aid in the improvement of model experiments, numerical modelling and full-scale
measurement. Specific areas needing improvement are the following:
model and full scale meaaurements of

propulsors in off-design conditions
full scale measurements of ship propulsive gain due to the use of Energy Savings Devices (ship configurations with
and without)
propulsive performances on composite

propeller at full scale and model scale
with possible measurement of blade deformation and torque
full-scale measurements on Hybrid Contra-Rotating Shaft Pod propulsors
EFD and CFD (e.g. RANS) simulation of

the effect of varying Reynolds number on
the performace of blade sections.
full scale measurement of waterjet inlet

flow velocity fields
2.7
Kandasamy et al. (2011) reported on hydrodynamic optimization of multihull ships.

Simulation based design (SBD) was applied
for the resistance optimization of two waterjet
propelled high-speed ships, namely JHSS
(Joint High Speed Ship) which is monohull
and the DELFT catamaran. The adopted SBD
explores the concept of variable physics approach for the Delft catamaran which shows
strong waterjet hull interaction effects. The
design optimization yielded geometries with
significant resistance reduction for both JHSS
and Delft catamaran. Tahara et al. (2011) also
reported on the numerical optimization of the
initial design of two waterjet propelled ships
JHSS and Delft catamaran.
High-speed marine vehicles
Figure 33: Axial velocity contours on a

cross-cut inside the waterjet inlets (top figure)
and aft view of the powered JHSS with water
exiting the waterjet inlets and free surface
colored by wave height (Delaney et al.,
2011).
Performance prediction of high speed craft

with a view to improve model/ship extrapolation techniques and additional investigations
into scaling effects of waterjet and surface
piercing propeller propulsion tests are focused
on in this review.
Zaghi et al. (2011) reported on an experimental and numerical test campaign of fast
catamarans being done at INSEAN facilities.
The CFD models employed second order
solver for the unsteady incompressible Navier
Stokes equations. The effect of demi-hull separation by means of both experimental and
CFD tools is reported. Delaney et al. (2011)
performed RANS calculations on the JHSS
that was equipped with four waterjets. Fig.33
2.7.1 Powering and performance prediction

Numerous studies are related to catamaran
concept including well-known typical highspeed multi-hull model DELFT 372 catamaran for which new tests were also carried out
and a large database is still in construction.
Development of CFD tools for high-speed
84
tion of the hull/propulsor configuration. Also

it sheds some light on the reason for the negative thrust deduction fractions sometimes
found on waterjet driven hulls. Broglia et al.
(2011) reported on calm water and seakeeping
experimental investigation for a fast catamaran DELFT 372. The main issue of the paper
is the interference effect between the hulls
whilst former numerous studies published
concerned with catamaran with the nominal
separation. A monohull was tested as well.
The large measurements collected provide a
valuable database for CFD validation. Conclusions on the interference effects are made.
The total coefficient curve shows the presence
of two distinct humps one around Fr = 0.3 and
one around Fr = 0.5. The peaks in the CT are
more accentuated for the catamaran than for
monohull. Moreover it has seen that the second hump is strongly dependent on the separation length.
indicates that the flow through the waterjet

inlets is extremely complex including interaction with the free surface and these features
captured correctly by CFD. Computed propulsion is within 6% of experimental measurements which is quite good considering
slight differences between the computational
model and experimental conditions.
Skejic et al. (2012) theoretically investigated the problem of effective power requirements in calm water for high-speed vessels (monohulls and catamarans) at preliminary design stage. The effective power requirements have been derived from a modified version of Doctor and Day (1997) method which predicts total vessel resistance in
calm water, introduced modifications are
mainly related to different methods of wave
making resistance estimation for deep and
shallow water. In particular for deep water the
influence of the viscosity effects according to
different wave theories is analyzed and
demonstrated significant influence to effective
power predictions. The wave making resistance and effective power are also analyzed
in the finite water depth where they depend
on the depth Froude number. The results are
compared with available published results and
show good agreement.
Figure 34: Calm water tests: CT versus

speed (Broglia, et al., 2011)
Eslamdoost et al. (2013) developed and

validated the method, which is based on the
potential flow assumption with non-linear free
surface boundary conditions to model the
waterjet-hull interaction. By means of this
method, assuming that each of the investigated parameters independently influences the
resistance change, the resistance increment of
the hull is estimated through a linear expansion in a Taylor series, which is a function of
the hull sinkage, trim and the flow rate
through the waterjet unit. Knowing the magnitude of each single parameter separately
helps to understand the physics behind the
thrust deduction and may aid in the optimiza-
Broglia, et al. (2012) provided the results

of velocity field measurements around the
Delft catamaran 372 model advancing in
steady drift course. The purpose of the work
is the characterization of the strong vortex
structures generated along the keel of each
demi-hull and to provide a valuable experimental data set for CFD benchmarking in severe off design conditions (such as during
tight maneuver or when advancing at high
drift angles). Zurcher, et al. (2013) discussed
experimental set-up, model manufacturing
and preparation for the model tests to be car85
hull form design and performance evaluation

of a Surface Planing Submersible Ship (SPS)
which can sail in planning mode on the surface at high speeds and cruse underwater at
low speeds. Finite volume based CFD method
that took into account dynamic sinkage and
trim were used for design of hull form. Preliminary model tests are also reported.
Mosaad, et al. (2012) presented simple method to predict required power for WIG craft
that can be used successfully in the preliminary design stage, using an iterative computer
program. The output of this proposed method
gives the logic and acceptable performance of
the WIG craft compared to the related planning hull.
ried out using a load-varied self-propulsion

testing technique and reported that a set of sea
trials database is available to establish a
methodology for waterjet self-propulsion testing based on the model tests.
2.7.2 High speed vehicle concepts
Besides widely used catamarans other
concepts of high speed vehicles were also reported, including variations in their design by
CFD and model experiment. Bono, et al.
(2012) introduced the hybrid hull structure
between a catamaran and a monohull (Yshape) combining the positive characteristics
of monohull (better maneuvering and less
high frequency roll motions) with those of
multihull (less resistance and good stability).
Static and dynamic behaviors of the Y-hull
model were studied in the towing tank experiment. Numerical simulations were carried
out to optimize the hull shape. Brizzolara, et
al. (2011) reported on hydrodynamic design
of a family of hybrid SWATH unmanned surface vehicles. Modern CFD automatic parametric optimization has been developed as an
instrument for design and the final design was
validated by RANS approach. Eastgate, et al.
(2011) discussed the design of a submersible
aircraft concept along with the results of some
tests.
2.7.3 Propulsors
Hwang, et al. (2011) developed the design
procedure for developing trans-velocity propellers (TVP). Trans-velocity (inflowadopted) foil provided propellers design is
that it jumps from non-cavitating condition to
the super-cavitating at a very narrow speed
range. Thus it operates like subcavitating
propeller at low and intermediate speeds and
transferred immediately to supercavitating
mode at high speeds. Design procedure is effective but time consuming because of RANS.
Boundary element method with cavitation
model and viscous correction may be more
practical for propeller geometry optimization
with the RANS application at the last stage
for final design. TVP is designed with efficiency 0.72 between 20 to 30 knots and 0.67
at 40 knots. Improvement of this TVP with
relatively poor efficiency at high speed and
large inclined shaft condition is demonstrated
by Hsin, et al. (2013). The computational results from the RANS method are compared to
the experimental data for both designs.
McDonald, et al. (2011) reported on analyzing and comparing Tri-SWACH, monohull

and trimaran concepts. Fu, et al. (2011) presented experimental and computational results
for a Deep-V monohull planing hull. Planing
craft model test program focused on collecting a wide range of types of measurements.
Due to complexity of planning craft hydrodynamics model size was maximized (thus minimizing scaling errors) while still being able
to obtain a wide Froude number range (0.31
to 2.5). Knight, et al. (2011) discussed the
methodology of multi-objective particle
swarm optimization of a planning craft with
uncertainty. Zheng, et al. (2012) presented
Propeller with hybrid sections (HB) i.e.

different section geometries at different radii
demonstrates better performance than TVP at
all speeds and large shaft inclinations up to 10
86
the entire range of operational conditions and

pitch-settings of each propeller.
degrees. A pre-swirl stator (PSS) is designed

and as a result efficiency of HB improved
by 1.38%. Figure 35 indicates final result of
design optimization.
2.7.4 Waterjets
Giles, et al. (2013) designed an advanced
submerged type waterjet and reported on its
hydrodynamic characteristics, including differences between powering performance predictions equipped with this propulsor estimated by the ITTC momentum flux method
and by BMTs own method based on the proprietary software tool Ptool. Notable differences between the two methods were observed in the advanced waterjet in calculation
of delivered power, with the empirical method
giving a higher prediction then the momentum flux technique in the low to medium
speed range due to higher estimated propulsive coefficients. The conventionally propelled hullform performance was derived
from empirical estimates, with reasonably
similar predictions throughout the speed
range. The sensitivity study in the calculation
of propulsive coefficients highlighted the
need for further research to define a robust
and mature calculation procedure for submerged waterjet technology.
Figure 35: Comparison of performances of

TVP and HB propeller with PSS at 36 knots
and 10 degrees inclined shaft condition.
Epps, et al. (2011) represents the design
method for high speed propeller blade shape
optimization. During the optimization routine
the design (ship endurance speed) load distribution is optimized, and the off-design (maximum speed) performance is determined, such
that the chord length can be set to a minimum
that still prevents cavitation at both conditions. Schulze (2011) and Weber (2011) discussed application of improved Z-drive with
contra-rotating propellers for high-speed applications.
Implementation of the ITTC recommended test procedures for waterjet systems has
been discussed in Dang, et al. (2012) in detail
by using a waterjet propelled 15 m Fast River
Ferry as an example. Attention has been paid
to scale effects of model testing and the
method for Reynolds corrections. Self propulsion tests were conducted accordingly to
ITTC procedure with the stock waterjet. Installed pump efficiency was found to be 4%
lower than uniform free stream efficiency
(due to flow distortion to the pump), although
in most cases it is typically 2%. Determination of the uniform free stream efficiency may
not be necessary if the pump efficiency in installed conditions can be measured correctly.
Dang, et al. (2013) reported on two new

propeller series for Controllable Pitch Propellers
(CPPs).
Following
the
well
knownWageningen B-series and Ka-series,
the new C-series comprise open CPPs whereas the new D-series concern ducted CPPs.
These series include 4-bladed CPP with large
blade area and high pitch ratios for fast ferries. Systematic measurements of the propeller and duct thrusts, the torque and also the
blade spindle torque have been carried out for
87
Significant attention has been paid to

waterjet system efficiency tests. From the
tests the pump head has been found to be less
sensitive to Reynolds number if the flow at
the pump inlet is fully turbulent, however impeller torque is highly Reynolds dependent.
This means that a reliable waterjet system
performance test should be carried out at high
shaft rotational rates. Duct loss is strongly
Reynolds dependent. Therefore, to get a good
estimation of the duct loss, one must test at
high duct Reynolds, a conclusion which is at
odds with previous studies.
Chang et al. (2012) discussed a numerical

panel method developed to predict the hydrodynamic performance of water-jets subject to
a uniform flow. Steady potential flow inside
the waterjet is calculated using a combined
theoretical and numerical algorithm taking
into account the interaction between the rotor
and stator. The interaction between the rotor
and the stator is evaluated using an iterative
procedure that considers the effect of circumferentially averaged induced velocities from
one rotor onto the other rotor. The pressures
on the shroud surface inside the waterjet are
evaluated by using hybrid scheme that couples the potential flow solver with RANS
solver. Satisfactory correlations with the experimental data were observed. The predicted
pressure head rise agreed well with experimental data and the maximum error is less
than 2.5%. The predicted power coefficient is
slightly lower (1% error) than those measured.
The predicted performance due to cavitation breakdown is well matched to the measurements. The current supercavitating model
is to be improved and extended in order to
analyze unsteady wetted and cavitating performance when the waterjet is subject to a
non-uniform flow. The effect of air injection
into a water jet is presented earlier by Tsai, et
al. (2005) and then by Gany, et al. (2008),
Gany (2011) was as much as 15 to30 % in
terms of waterjet thrust. Gowing, et al.
(2012) and Wu, et al. (2010) demonstrated
details of test procedure development as well
as optimization of the air injection waterjet.
As a result Wu, et al. (2012) reported on net
thrust augmentation as high as 70% (compare
to 50% reported by Gany, et al. and 12% or
10% in Gowing and Tsai) for an exit void
fraction of 50%. It is demonstrated that a
well-designed nozzle with a proper air injection scheme can provide significant performance improvement with high void fraction
Figure 36 : Reynolds effect on impeller

torque coefficients. (Dang et al., 2012)
ITTC procedure required measurements to
be conducted at more than one Reynolds
number to get an appreciation of the Reynolds
number dependency. Testing at blade tip
chord Reynolds numbers as high as Rn = 5 x
106 is recommended by authors. Strong Reynolds dependency of the apparent intake losses
have also been found which converges at a
duct Rn = 107. A power loading coefficient is
proposed for determination of the operating
point when the pump characteristics are extrapolated to full scale while the existing
ITTC procedure defined this point in terms of
the towing force.
88
air injection. The conclusions are based on

numerical and experimental results
2.7.5 Surface Piercing Propellers
Surface Piercing Propellers (SPP) are often employed on high-speed vessels planning
to reduce frictional resistance. Thus SPPs
operate in fully or partly ventilated conditions, making SPPs difficult to design with
high reliability. Himei, et al. (2013) discussed
two theoretical methods for SPP analysis. One
is modification of a program code for supercavitating propellers using the vortex lattice
method, and the other is RANS simulation
applied the VOF method. The main conclusion was that analysis program for fully submerged super-cavitating propellers with correction of calculated Kt, Kq values by an immersion factor equal to the ratio of submerged
propeller disc area to total propeller disc area
could provide reasonable results in a short
period of time. Also, RANS simulations
showed good agreement with experiment, although the differences of both were larger at
higher J (Figure 37). Scherer, et al. (2011)
discussed theoretical and experimental results
for surface piercing outboard and stern-drive
propulsion systems.
Figure 37: Comparison between calculated

and measured KT, KQ and 0. (Experiment:
FnD = 6, = 2.3) (Himei, et al., 2013).
3.1
REVIEW ITTC RECOMMENDED

PROCEDURES
Identify any required changes
The committee was given a task to review

the procedures relevant to propulsion. In view
of this the following procedures were subjected for reviewing:
89
7.5-02-03-01:
Propulsion/Performance
category including five sections.
7.5-02-03-02 Propulsion/Propulsor category including five sections.
7.5-02-03-03 Propulsion/Cavitation category including eight sections.
7.5-02-04 Ice Testing category including

one section.
7.5-02-05 High Speed Marine Vehicle
02.2 on uncertainty analysis as also made by

the 26th ITTC Propulsion Committee. Procedure 7.5020301.4 on 1978 ITTC Performance Prediction Method was also modified
for minor corrections and formatting. 7.5-0203-01.5 Testing and Extrapolation Methods,
Propulsion, Performance, Predicting Powering Margins has been effective since 25th
ITTC, 2008 as a guideline. This procedure
contains new terms, empirical formulae, etc.
In Section 4.1.1 Calm Water Powering Margin, it is not clear how much power margin
will be applied to the model tests results with
either stock or design propellers. The committee thinks that the power margin requires validation and that a review of recommended
power margins and power margin policy
should be conducted, taking into account data
for actual in-service performance in the typical service conditions encountered.
category including one section.
7.5-02-07-02
Loads
and
Reesponses/Seakeeping category including one section.
After discussion with the Advisory Council the procedures for the Ice Testing, High
Speed Marine Vehicles and Seakeeping categories were left due to a high number of procedures to be reviewed.
The following procedures were reviewed
and updated by the 26th ITTC Propulsion
Committee:
ITTC Procedure 7.5-02 03-01.4 Performance, Propulsion 1978 ITTC Performance Prediction Method
ITTC Procedure 7.5-02 03-02.3 Propulsor

Nominal Wake Measurement by LDV
Model Scale Experiments
ITTC Procedure 7.5-02 03-03.2 Testing

and extrapolation Methods Propulsion:
Cavitation Description of Cavitation Appearances
Update to ITTC Procedure 7.5-02 03-03.3

Cavitation Induced Pressure Fluctuations
Model Scale experiments
ITTC Procedure 7.5-02-03-03.4 Cavitation Induced Pressure Fluctuations: Numerical Prediction Methods
ITTC Procedure 7.5-02-03-01.2 Propulsion, Performance Uncertainty Analysis,

Example for Propulsion Test
ITTC Procedure 7.5-02-03-02.1 Testing

and Extrapolation Methods Propulsion,
Propulsor Open Water Test.
ITTC Procedure 7.5-02-03-02.2 Propulsion, Propulsor Uncertainty Analysis, Example for Open Water Test
Thanks to a naval engineer, Mikael Huss

who contacted the committee, the propulsive
efficiency or quasi-propulsive coefficient, or
total efficiency, D, equation was corrected in
the 7.5-02-03-01.4 1978 ITTC Performance
Prediction Method Procedure. In Section
2.4.3 the correct equation is = .
A small correction was made to the procedure 7.5-02-03-02.1, Open Water Test. In
Section 3.1.1, Model, the procedure refers to
propeller model accuracy as The model propeller should be manufactured in accordance
with Standard Procedure 7.5-01-02-02, Propeller Model Accuracy. Actually the referred
procedure is for cavitation tests not for propulsion and open water tests. The open water
procedure should refer to 7.5-01-01-01, Ship
Model procedure. Therefore this was corrected in the open water procedure. In addition
7.5-01-02-02, Model Manufacture, Propeller
Model Accuracy is confusing for users. The
committee recommends that this procedure
should include all tolerances for model manufacture of propeller in two sections, including
Minor formatting corrections were made

to Procedures 7.5-02-03-01.2 and 7.5-02-0390
Section 1 for propulsion and open water tests

and Section 2 is for cavitation tests.
Some additional information on required
calibration of LDV measurements has been
included in the 7.5-02-03-02.3 Propulsor
Nominal Wake Measurement by LDV Model
Scale Experiments. As a matter of fact, to
really follow a Quality System, the calibration
of the calculation of the velocity V=fD . df
should include both the calibration of the frequency processed by the Burst Signal Analyser and the calibration of the fringe spacing
with the rotating disk. Then the velocity uncertainty can be determined using both the
uncertainty on the Doppler frequency fD and
on the fringe spacing df :
Under Section 2.3.1, the status description for cavitation prediction was updated.
The RANS and two-phase flow methods
are now capable of predicting unsteady
sheet cavitation though the accuracy
needs to be improved, instead of being
unable to address the problem.
Under Section 2.4, a recent publication

was added and commented to support the
existing description of the more accurate
but complicated method for hull pressure
calculation.
Under Section 3.1, rake was added as

one of the propeller geometric parameters
which are to be considered in pressure
fluctuation computations.
Concerning the 7.5-02-03-03.2 Testing

and Extrapolation Methods Propulsion; Cavitation Description of Cavitation Appearances
procedure, the committee recommends providing sketches of propeller blade with the
cavity extent on the suction side as a function
of blade angular position (Figure 38).
V f D d f
=
+
V
fD
df
Concerning the 7.5-02-03-03.3 Cavitation
Induced Pressure Fluctuations Model Scale
Experiments procedure, the committee recommends distinguishing two types of analysis:
harmonic analysis i.e. blade angular position
domain analysis [p()=p(.t)], and time domain analysis [p(t)]. The first one is recommended to eliminate the potential fluctuation
of the shaft revolution rate if the pressure is
sampled using a multiple pulses shaft encoder.
The second is preferred when examining
broadband level of the pressure pulse signal.
Concerning the 7.5-02-03-03.4 Testing

and Extrapolation Methods Propulsion; Cavitation Cavitation-Induced Pressure Fluctuations: Numerical Prediction Methods, the
committee recommends to adopt the following revisions:
18
36
54
72
90
108
126
144
162
180
198
216
234
252
270
288
306
324
342
Figure 38: Suction side cavitation as a function of blade angular position
Under Section 2.2.1, three references

were added which reveal the most recent
advances in effective wake calculation by
the coupled RANS/potential-flow methods.
91
3.2
with multiple shafts (mainly three) should be

addressed and standardized for more accurate
full-scale prediction. The committees recommend classification of existing propulsion
systems as shown in the next table along with
the existing or required self-propulsion procedure that should be applied for each class.
The need for new procedures
The committee discussed the need for new

procedures and concluded that ships with
multiple shafts and pre-swirl duct concepts
with an integrated pre-swirl fin system are the
main potential areas to be considered. Since
the current procedures deal only with single
and twin-screw propulsion, propulsion test
92
Table 1: Propulsion system classification

CASE
I
Single shaft line Propeller
CASE
II
Center line Propeller + wing conven- Center line Propeller + wing Pods Need for self-propulsion
tional shafl line propeller
/ Thrusters / Z drives
procedure that should
include differentiation of
wake fraction and thrust
deduction factor for
wing and centre propellers and issues on power
distribution.
Possible
extension of the existing
procedure
Single Shaft Line CRP Concept
Twin shaft lines CRP Concept
A new guideline is proConventional Propeller / Pod combi- Conv. Propeller behind skeg / posed by the present
nation
Pod Combination
committee for Hybrid
Contra-Rotating Shaft
Pod
Propulsors
(HCRSP) Model Test.
CASE
III
Twin shaft lines Propellers or Already existing ITTC

Pods
self-propulsion procedures
Conv. Propeller open shaft / Pod

Combination
CASE
IV
Single Forward and aft propulsors Twin Forward and aft propulsors Need for self-propulsion
(double ended ship)
(double ended ship)
procedure that should
include issues on power
distribution optimization
Water jet(s) combined with conv.
propeller
/
Pods
93
Within this classification, CASE III,

which is related to Hybrid Contra-Rotating
Shaft Pod Propulsors, concerns propulsion
systems where a high interaction between
propulsors occurs. CASE II and CASE IV involve configurations where low interaction
might exist between propulsors. Interaction
between propulsors means that the loading of
one propulsor is influenced by the loading of
the other propulsors. CASE I is the only propulsion configuration where the interaction is
assumed negligible.
The IMO developed an Energy Efficiency

Design Index (EEDI) which expressed the
ratio of total CO2 emission from combustion
of fuel, including propulsion and auxiliary
engines and boilers, taking into account the
carbon content of the fuels in question, with
the transport work, calculated by multiplying
the ships capacity (dwt), as designed, with
the ships design speed measured at the
maximum design load condition and at 75 per
cent of the rated installed shaft power.
The EEDI requirement of the IMO is forcing the ship industry to look for solutions,
apart from the conventional ones, to satisfy
the new requirements. Mewis ducts are one
energy saving device which has been increasingly installed on ships. The application of
the system requires on a ship-by-ship basis by
the help of CFD techniques. Scaling of wake
and the angles of the fin system are critical
issues. Therefore a combination of CFD
methods and experiments should be done in a
coordinated way.
EEDI =
Multiple shaft line (number of shaft >2)

propulsors and the need to address the
power distribution in the self-propulsion
analysis
Hybrid propulsion system procedures and

guidelines
Scaling issues on Energy Saving Devices
CO2 emission
transport work
A simplified version of the EEDI formula

is as follows:
nj=1 fj nME
i=1 PMEi . CFMEi . SFCMEi + (PAE . CFAE . SFCAE )
fi . fc . Capacity. fw . Vref
Where
fj
: correction factor for ship specific design elements

fi
: capacity facto
fc
: cubic capacity factor
fw
: weather factor
PMEi
: Power of ith Main Engine
CFMEi
: Conversion factor from Power
to CO2 for fuel of ith Main Engine
SCFMEi
: Specific Fuel consumption for
fuel of ith Main Engine
PAE
: Power of Auxiliary Engine
CFMEi
: Conversion factor from Power
to CO2 for fuel of Auxiliary Engine
SCFMEi
: Specific Fuel consumption for
fuel of Auxiliary Engine
Capacity : Measure of carrying power, eg
deadweight for Tankers
Vref
: Ship Design speed
The committee highlights the following

issues:
LIAISON WITH THE PERFORMANCE OF SHIPS IN SERVICE

COMMITTEE
94
rine propulsors and energy-saving devices, in

particular the Reynolds scale effects. RANS
methods are the most commonly used method;
meanwhile, for enhanced resolution of the
flow the DES and LES methods began to be
applied to more complex configurations or
more demanding operating conditions (Castro,
et al., 2011; Jang, et al. 2012 & 2013). On
some topics, such as the ship wake, ESDs,
and propeller at crash astern, fully RANS or
combined viscous/inviscid tools are being
used as complements to model experiments
by providing data that are difficult or impossible to measure. Concerning powering performance prediction, Verhulst (2012) expected that hybrid procedures would emerge
based on suggestions that CFD could be a better tool than model experiments for predicting
resistance scale effect when flow separation is
severe at model scale, and for evaluating scale
effect on wave-making resistance.
In this formula, only the following items

can be determined from model tests (or full
size power trails): PMEi, Vref and fw.
The determination of the speed power
curve to determine PMEi, Vref and fw are covered by the following procedures:
Seakeeping Committee; 7.5-02-07-02.2

Testing and Extrapolation Methods Loads
and Reponses, Seakeeping Prediction of
Power Increase in Irregular Waves from
Model Tests
Specialist Committee on Performance of

Ships in Service; 7.5-04-01-01.1, 7.5-0401-01.2 Speed and Power Trials Parts 1
and 2.
Comments have been made and forwarded to

the relevant committees, but too late for a response to be received within this session.
It is our understanding that the Specilaist
Committee on Performance of Ships in Service has decided not to produce a procedure for
the Fw component in the EEDI formulation.
For designing a wake-adapted propeller or

predicting its cavitation behaviour, the effective wake field is needed, which can be predicted from the model-scale nominal wake
field by a scaling method, such as the RANS
or the Sasajima method as recommended by
the Specialist Committee on Wake Scaling of
the 26th ITTC.
This committee recommends that the issue

of Power Margins for satisfactory performance and for safety should be reviewed jointly
by the Propulsion and the Ships in Service
Committee in the next session.
5.1
The effective wake field is not generally

directly measured by model experiments (using e.g. LDV techniques). As already mentioned in Chapter 2.4.1 , there are a number of
researches dedicated to predicting the effective wake field based on coupled viscous/potential-flow CFD methods. The hull
flow with propeller in action is simulated by
the RANS method, while the propeller is replaced by a body force distribution. The potential flow methods are employed to compute the propeller working in iteratively determined effective inflow, such as the boundary element methods (Rijpkema, et al., 2013;
Krasilnikov, 2013) or the lifting line method
IDENTIFY WHERE CFD CAN SUPPORT EFD AND THE NEED FOR
HYBRID CFD/EFD PROCEDURES
Status of relevant developments
Review of the papers published in major

symposiums and journals during the period of
the Committee indicates that there is a continuously growing interest in applying viscous
CFD tools for predicting the hydrodynamic
and cavitation performances of various ma95
produce pre-swirl inflow to the propeller by

making use of the swirling flow due to the
bilge vortices, and/or to accelerate the high
axial wake region. As the direction and speed
of stern flow are strongly influenced by the
viscous flow around the hull, scale effects are
important for the design and performance extrapolation of such devices. Being a typical
example, Guiard, et al. (2013) presented a design procedure for the Mewis Duct where
the fin setting designed according to model
experiments might be subject to final adjustments based on full-scale RANS simulation
results. Due to the lack of validation data, the
full-scale simulation model was fine tuned,
interpretation of the results and the final adjustments were made with care.
(Snchez-Caja, et al., 2014b). The computed

propeller loads are converted to a body force
distribution that are distributed on the propeller disk (Krasilnikov, 2013; Snchez-Caja, et
al., 2014b) or in the actual fluid volume otherwise swept by the rotating blades
(Rijpkema, et al., 2013). The effective wake
distribution defined at the propeller disk is
determined by extrapolation from the velocities at planes upstream of the propeller blades
(Rijpkema, et al., 2013), or by deducting from
the total wake velocities the RANS-computed
induced velocities for the actuator disk (without hull) in open water (Krasilnikov, 2013;
Snchez-Caja, et al., 2014b).
Potentially these methods are also applicable to full-scale. However, it is not yet clear
how the different potential-flow and bodyforce models for propeller influence the predicted effective wake distribution. A comparative/benchmark study might be necessary
to further assess the methods.
It has been known that the CLT and

Kappel type propellers, as well as the propeller boss cap fins, are subject to more severe
scale effect, and the ITTC'78 procedure originally designed for conventional propellers
might be no longer applicable to them. RANS
simulations seem to become a routine for the
assessment of their scale effects. Besides,
RANS tools are widely used in the design
process for ESDs, see Section 2.4.2 and Section 6 for a comprehensive review, since it
would be difficult and cost inefficient to improve the design by measuring the forces that
are usually quite small, or by visualizing the
flow experimentally.
In ITTC recommended procedure 7.5-0203-02.5: Experimental Wake Scaling, existing approaches have been listed for simulating the full scale wake. RANS simulations are
recommended to help with the experimental
simulation work, specifically in the scaling
approaches using flow liners, water speed adjustment, and smart dummy models. In fact,
the geometric particulars and even shape of
the flow liner or smart dummy model are so
designed that their nominal wake distributions
according to RANS simulation best approximate the target ones which again are sometimes predicted by RANS. Hence the procedure is already a partially hybrid one. Further
work based on viscous CFD seems necessary
to investigate how the propulsor interacts with
the wake simulating devices.
For propulsors involving stationary parts,

such as the duct and pod housing, scaling is
an issue as the blades and stationary parts experience different flow regimes, which is further complicated by the change in load shares
among the parts at full scale.
For ducted propellers, based on a RANS
simulation and analysis, it was shown that the
reduced viscous loss at full scale had resulted
in an increase in the dimensionless flow rate
through the duct. Consequently the propeller
One category of energy-saving devices

consist of pre-propeller fins, ducts, and the
combination of them. They are designed to
96
However, the Committee recommends

that CFD should be gradually integrated into
the overall tool set for making predictions in
the same way as any other experience or theory based method is at present. Potential
combinations of CFD and EFD are listed below,
loading was reduced at full scale, resulting in

decreases in both thrust and torque of the propeller, apart from the traditionally acknowledged scale effects on propeller thrust and
torque (Bulten, et al., 2011).
The existing ITTC procedure for podded
propulsor extrapolation still calls for validation by full-scale data. In practice viscous
CFD tools are mainly employed to assess the
scale effects. In a recent work a scaling procedure for puller pods was proposed, featuring a correlation coefficient, , which is dependent on the Reynolds number as well as
the thrust-loading coefficient. The correlation
coefficient was evaluated with resort to fullscale RANS simulations (Park et al., 2013).
CFD-aided scaling of resistance and powering
CFD-aided simulation of full scale and

effective wake field
CFD-aided performance scaling for ducted propellers, podded propulsors, and energy-saving devices
Numerical scaling for flexible propellers
Another potential use of CFD is that calibrated CFD can be used to extend EFD results
for items not measured, such as stern flow
direction and the side force on propellers, and
to give guidance in design modification.
For flexible propellers, the practical difficulties were pointed out in Section 2.1.3 to
satisfy both hydro and structural dynamic
similarity laws. Instead, numerical simulation
involving coupled fluid and structure analysis
was recommended.
6
5.2
Needs for hybrid procedures
Based on the brief review in the preceding

section, the Committee finds that, although
CFD is being increasingly used to various aspects of ship propulsion, especially concerning the scale effects and helping with design
by providing complementary data to experiments, it is still too early to recommend a new
hybrid procedure mainly for two reasons.
MODELLING AND SCALING OF

UNCONVENTIONAL PROPULSION
AND WAKE IMPROVING DEVICES
Energy saving devices have become an

important issue in recent times due to the increased price of oil and EEDI regulations.
Many energy saving devices have appeared,
however only some of these devices remain
after validation of the effectiveness of their
performance. In this study, these unconventional devices are classified and assessed in
terms of their energy saving potential. The
unconventional devices are classified into
four categories, mostly based upon Carltons
(2012) criteria, as shown in Table 2. The
maximum possible gains in the propulsive
efficiency in model tests were recently shown
by the HSVA group and are shown in Table
3. The most difficult thing about the comparison of the efficiency gains is choosing the ba-
First, the case studies available in the open

domain are based on different modelling approaches which brings about many options
and makes it difficult to judge their applicable
extent. In this sense benchmark studies are
necessary. Second, before a numerical approach can be incorporated into an existing
procedure, it needs validation by full-scale
data.
97
sis case against which they are assessed,

which could vary by up to 3% or more.
PRI
IPI
AFS
RRE
DVP
DEP
DTV
PAT
Table 2 Classification of unconventional

propulsors based on Carlton (2012)
Mitsui integrated
duct: PAT, IPI
Ducted propeller
Hitachi zosen
nozzle: PAT, IPI
Schneekluth duct:
Wake EqualIPI, PAT
izing Duct
Sumitomo
Devices (partial duct)
duct:PAT, IPI
before
Reaction fin: PRI
the pro- Pre-swirl staAsymmetric stapeller
tor
tor (DSME): PRI
Pre-swirl duct (Mewis duct): PRI,
PAT, IPI
Grothues spoilFlow regulat- ers: IPI, PAT
ing front fin
Saver fin (SHI):
IPI, AFS
Propellers with
End-Plates
(CLT): DTV
UnconvenBackward rake
tional tip
tip propeller:
shape propel- DTV
Forward rake tip
Devices ler
propelat the
ler(KAPPEL):
propeller
DTV
Propeller Cone Fins (PBCF): DEP
Contra-Rotating Propeller: RRE
Rim driven (Hubless propeller):
DTV
give a pre-rotation to the propeller

inflow
improve propeller inflow
alleviate flow separation
recover rotational energy from
downstream
decrease viscous loss after propeller cap
decrease eddy after propeller cap
decrease tip vortex loss
produce additional thrust
Devices
behind
the propeller
Renewable
energy
propulsion
Others
98
Grim Vane Wheel: RRE

Rudder-Bulb Fins system: DVP
Additional thrustor fins: RRE
Post-swirl stator: RRE
Sail
Kite
Magnus effect
Oscillating propulsor
Surface piercing propeller
Table 3 Maximum possible gains from

measures aimed at increasing the propulsive
efficiency (by Hollenbach, and Friesch, in
HSVA)
6.1
Devices before the propeller
6.1.1 Ducted propeller

Recently, the conventional duct has been
modified into several configurations. A partial
duct is more popularly used than a conventional duct for equalizing the oncoming flow
into the propeller as well as for saving energy.
The Mitsui integrated duct and the Hitachi
Zosen duct might not be classified as partial
ducts but rather as a classical ducted propeller, because the size is almost the same as for
a conventional duct, although the positioning
and shape have been changed slightly (see
Figures 39 and 40).
Model
Possible
Tests reGain
quired?
Reducing Separations,/
Improving the Quality
of the Wake Field
Grothues
wake equal3%
Yes
ing spoiler
Schneekluth
wake equal4%
Yes
ing duct
Sumitomo
(SILD)
integrated
6%
Yes
Lammeren
duct
Recovering Rotation
Losses
Twist rudder (BMS /
without rudHSVA)
2%
Yes
der bulb
Single pre(Peters /
3%
Yes
swirl fin
Mewis)
Pre-swirl fin
(DSME,
4%
Yes
system
Korea)
Rudder thrust (HHI,
4%
Yes
fins
Korea)
Reducing Hub Vortex
Losses
Divergent
propeller boss
2%
Yes
cap
Rudder with
2%
Yes
rudder bulb
Propeller boss (PBCF)
3%
Proposed
cap fins
Reducing Rotational and
Hub Vortex Losses
Twist rudder (BMS /
with rudder
HSVA)
4%
Yes
bulb
High Effi(Wartsila,
ciency RudRolls
6%
Yes
ders
Royce)
Note: Possible gains are not fully cumulative
B.
Figure 39: Mitsui integrated ducted propeller (Carlton, et al., 2010)
Hz nozzle
Rudder
Propeller
Figure 40 : Hitachi Zosen nozzle propeller

(Carlton et al., 2010)
Sumitomos SILD has been successfully
applied to a tanker, where the efficiency gain
was more than 6% as shown in Table 4. There
99
Table 4 Typical efficiency gains from

PIDs (Propulsion Improving Devices) from
HSVA (Hollenbach & Reinholz, 2011))
may be further room to improve the efficiency

at slow speed ship with an optimized duct.
The scaling problem for these ducts may differ somewhat from a conventional duct. Further work on this scaling problem, including
pre-swirl in the duct is expected in the near
future.
A EFD case study for the effect of a partial wake equalizing duct was carried out for a
river-going general cargo ship by Korkut
(2006). Analysis of the results indicates that
the partial wake equalizing duct concept with
an appropriate stern design affects not only
the flow characteristics at the aft-end, but also
the propulsion characteristics.
Bulten (2011) proposed a full scale numerical towing tank and wake field for analyses. The duct was analysed as an axial pump
instead of using conventional propulsive coefficients within CFD. The well-known 19A
nozzle and Kaplan type propeller were used to
investigate scale effects as shown in Table 5.
Year
Ship Type
2010
ConRo
Vessel
2009
Kamsarmax
Bulk Carrier
2009
7,450 TEU
2008
16,000 TEU
2008
13,050 TEU
2008
14,000 TEU
2008
4,400 TEU
2008
7,090 TEU
2007
VLCC
2007
6,300 TEU
2007
8,400 TEU
2005
VLCC
2011
158k DWT
Tanker
2007
8,000 TEU
2005
8,000 TEU
2007
2003
Aframax
Tanker
Aframax
Tanker
Device
DSME
Pre-Swirl
Stator
DSME
Pre-Swirl
Stator
DSME
Pre-Swirl
Stator
DSME
Pre-Swirl
Stator
DSME
Pre-Swirl
Stator
DSME
Pre-Swirl
Stator
DSME
Pre-Swirl
Stator
DSME
Pre-Swirl
Stator
DSME
Pre-Swirl
Stator
DSME
Pre-Swirl
Stator
DSME
Pre-Swirl
Stator
DSME
Pre-Swirl
Stator
SHI Saver
Fins
SHI Post
Stator
HHI
Thrust Fin
Sumitomo
SILD
Sumitomo
SILD
Gain in Power
Design
Ballast
Draught Draught
3.7%
Not investigated
6.3%
1.4%
3.6%
Not investigated
3.8%
Not investigated
4.5%
3.2%
4.5%
4.7%
1.0%
Not investigated
3.3%
0.4%
5.6%
5.5%
3.3%
Not investigated
3.5%
1.1%
4.8%
Not investigated
3.2%
3.9%*
4.9%
8.7%
6.0%
Not investigated
Not investigated
Not investigated
Not investigated
Not investigated
*measured in HSVAs large cavitation

tunnel HYKAT at higher Reynolds Numbers
The research shows that the difference between the model and full-scale torque is larger
for the ducted propeller case than for a con100
could be an indication of the investigations

which are necessary to in order to understand
the impact of scale effects on the wake field
and cavitation, in particular the tip vortex
cavitation (Figure 42).
ventional propeller for the same thrust. This

paper also shows the possibility of full-scale
wake predictions using CFD methods for the
ducted propeller.
Table 5 Wake fraction comparison for the
ducted propeller
Measured
Wake
fraction
0.5132
CFD
(model
scale)
0.5041
CFD(full
scale)
0.3477
Heinke et al. (2011) investigated scale effects for ships with a wake equalizing duct or
with vortex generating fins. The CFD calculations at the model and full scale show that the
change in the propulsion coefficients, such as
the thrust deduction fraction, wake fraction
and hull efficiency of ships with a WED or
VGF can be predicted with good accuracy
using the ITTC 1978 propulsion method. The
CFD calculations show a larger scale effect
on the effective wake fraction than the prediction using the ITTC 1978 method for the
WED.
Figure 42: Comparison of Cavity extent

(Heinke et al., 2011)
Yasuhiko et al. (2011) investigated fullscale design of a semi-circular duct using
CFD. The flow field at the front of the duct
was analysed at both model and full-scale.
From the change in the orientation of the vortices, the angle and diameter of the full-scale
duct were changed.
Figure 41 : Appendage profiles

(Heinke et al., 2011)
Figure 43: Basic energy-saving principles

of the semi-circular duct
(Yasuhiko et al. (2011))
Analysis of the cavitation observations

showed that tip vortex cavitation is only
weakly developed if the propeller works in
the full-scale wake field (DM69S). This effect
101
Although the wake scaling in the 1999

method may be somewhat exaggerated as a
result of the axial velocity retardation due to
the existence of the stator, there is a good correlation between the analysis result and sea
trial. This may act as some compensation for
having no scaling of the stator drag at full
scale.
6.1.2 Pre-swirl stator

A reaction fin has been successfully applied to high block coefficient ships by Takekuma et al. (1981) of Mitsubishi heavy industry. Research into the pre-swirl stator (see
Figure 44) was extended to the development
of an asymmetric stator by DSME (Daewoo
Ship and Marine Engineering) and also the
combination of a stator and wake equalizing
duct.
The new type of stator, the so-called L-J

duct and the pre-swirl stator were recently
introduced by Zondervan et al. (2011) as
shown in Figure 45.
Figure 45: Illustration of a Bulk carrier fitted with an L-J duct and pre-swirl stator
(Zondervan et al., 2011)
Figure 44: DSME asymmetric pre-swirl
stator (Source unknown)
A similar concept was applied to a twin

shaft vessel to increase the efficiency through
the use of struts. There have been many attempts at developing different configurations
of pre-swirl stator.
The model test results are normally scaled

using ITTC1999 method (Van et al. 1999)
that differs from the ITTC1978 method in the
prediction of full scale wake as shown in the
equation below.
6.1.3 Pre-swirl duct

Mewis developed a combination of a partial wake equalizing duct and an asymmetric
stator that has a very compact configuration
from a structural point of view. The model
test results were published by HSVA model
basin as shown in Table 6 where the efficiency gain was about from 2 to 7 percent
compared to the conventional propeller. Manoeuvrability and cavitation tests were also
conducted to compare the performance both
with and without the Mewis duct. The Mewis
duct has mostly been applied to high block
102
Table 6: Model
Mewis Duct from
Reinholz, 2011)
Year
Ship
Type
coefficient ships such as bulk carriers and

tankers as the duct is more effective.
The pre-swirl duct was analysed with a
varying stator angle and angle of attack of the
duct by Huang et al. (2012). The changes in
the wake field were with the variation of parameters in a pre-swirl duct. An efficiency
gain of between 2.9% and 4.3% was calculated using CFD computations of these variations.
2011
test results with a BMS

HSVA (Hollenbach and
Gain in
Power
Design
Ballast
Draught Draught
4.7%
Not investigated
151k
DWT
Tanker
2010
75k
3.9%
7.2%
DWT
Tanker
2010
163k
4.7%
7.1%
DWT
Tanker
2010
158k
3.8%
Not invesDWT
tigated
Tanker
2010
57k
5.4%
7.8%
DWT
Tanker
2010
20,000
1.5%
Not invesDWT
tigated
MPC
2009
45k
6.0%
5.4% *
DWT
Bulker
2008
12,000
7.7%
7.4%
DWT
MPC
2008
Aframax 6.9%
Not invesBulk
tigated
Carrier
* light loaded draught condition
Guiard et al. (2013) proposed a full-scale

design for a pre-swirl duct through the use of
a CFD code. It was stated that a complicated
turbulence model is difficult to apply to a
compound propulsor such as a Mewis duct.
The computed results are expected to be validated by full-scale test data.
6.2
Devices at the propeller
6.2.1 Unconventional tip shape propellers

Sistemar Company has proposed the Tip
Vortex Free propeller (TVF), though the
name has subsequently been changed to the
Contracted Loaded Tip propeller (CLT). The
concept behind the design is the same as for a
winglet on an airplane. This idea has been ex103
tended to both forward (so called KAPPEL)

and backward smoothly curved tip rake propellers to mitigate cavitation risks at the propeller tip. The reduced strength of the tip vortex reduces the pressure fluctuations on the
hull surface rather than improving the efficiency. The backward tip rake propeller has
been applied to most propellers in Korean
ship-yards recently.
Anderson (1997) reported three kinds of
extrapolation for tip fins, using a method
based on the ITTC78 method. To secure a fair
comparison, this procedure was applied to
both the tip fin and conventional propellers.
The corrections turned out to be bigger for the
tip fin propeller, meaning that it is more sensitive to scale effects. Unfortunately, no fullscale tests have been undertaken and so no
confirmation of this scaling procedure can be
made.
Figure 46: Forward tip rake propeller

(Source unknown)
Inuakai (2013) conducted a comparative

study on the performance of backward and
forward (KAPPEL type) tip rake propellers. It
was found that the negative pressure area on
the blade can be significantly reduced with
backward tip rake propellers. This means that
the blade area can be reduced without sacrificing cavitation performance, which consequently leads to a 2.6% higher efficiency
when compared with a conventional propeller.
Figure 47: Backward tip rake propeller

(Source unknown)
Figure 48: Contracted loaded tip propeller

(Source unknown)
Bertetta (2012) carried out EFD and CFD
work to analyse the CLT propeller. A panel
method and RANS code were used in the
computational analysis of the POW perform-
104
ance and cavitation. There was good agreement between the experiments and computations, with an overall error of less than 4%.
Inukai (2011) proposed the concept of a
CRP with a tip rake propeller to improve the
propulsive efficiency. The efficiency of the
backward tip rake type is slightly better than
that of the forward type but there was no gain
found in the experiment. Ultimately, a 1.5%
efficiency gain was found compared to a conventional CRP.
Sanchez-Caja et al. (2012) analysed the
scale effects of the CLT propeller using CFD
(RANS Solver). According to their computational results, the difference between the full
and model scale is larger than for a conventional propeller because the flow separation
area is somewhat larger than that of a conventional propeller. This means that the standard
extrapolation method for a conventional propeller may not be applicable to a CLT type
propeller.
Figure 49: Comparison of cavity extent

using panel and RANSE numerical
computations (Cheng et al., 2010)
Cheng et al. (2010) reported on the scale

effects for an end plate effect propeller
(KAPPEL) using both numerical computations and experiments. The CFD showed larger scale effect for both thrust and torque as
compared with EFD, which only showed
scale effect on torque.
Nielson et al. (2012) proposed a combined
system of a KAPPEL propeller and rudder
bulb whose efficiency was up to 9% higher
than a conventional propeller system. The
proportion of this gain from the KAPPEL
propeller and rudder bulb were almost even.
Figure 50: Open water propeller

characteristics from RANS / Panel method /
Experiments at the model scale
(Nielson et al., 2012)
105
Kawamura et al. (2012) reported the difference between the effects of PBCF in model
tests and in the full-scale data using CFD
computations. The efficiency of the computed
full-scale value was better than the model test
results by around 1%, however it was still almost 2% smaller than the sea trial data.
Hansen et al. (2011) reported the analysed
results of the efficiency improvement from
PBCF installation in more than 60 vessels.
Improvements in efficiency of between 2%
and 10% were shown, with an average improvement of 5%. Full-scale tests were carried out to find the correlation between the
model and full scale results. The full scale
results, showing an efficiency gain of around
4%, were a slightly less than the model test
results which indicate that no large scale effect is present which is a different conclusion
from Ouch (1989). The hull condition was
also examined to assess the full-scale results
sensitivity.
Figure 51: Pressure distribution and

streamlines for a KAPPEL propeller with a
rudder bulb seen from starboard and port
sides
(Nielson et al., 2012)
6.2.2 Propeller Boss Cap Fins (PBCF)
The PBCF is a relatively compact and
cheap energy saving device. The effects of
which are related to the propellers radial
loading distribution. If the loading around the
hub region is large, the rotational energy of
the hub vortex can be effectively recovered by
the PBCF.
Figure 52: Re Relationship between M/E

output and FOC saving using PBCF
(Hansen et al., 2011)
Ouchi (1989) reported the comparative

analyses of the sea trial results of 11 ships and
their models. The results indicated considerable scale effects between the model and actual measurements, such that the efficiency
gain at full scale could be two to three times
that at the model scale. As far as extrapolation
methods are concerned, no dedicated procedure for the PBCF has been reported.
106
Figure 54: Rim driven propeller

(Superyacht News.com, 2011)
Figure 53: Fitting the PBCF to a full scale
ship (Hansen et al., 2011)
6.3
Devices behind the propeller

The most well-known device which can be
located behind the propeller may be the
Grimse vane wheel, whose efficiency is
known to be around 6%. This device however
has been used only reluctantly recently as a
result of the possibility of damage due to the
free running condition and its large diameter.
Hsin et al. (2011) has carried out computations on the unsteady forces in contrarotating propellers using RANS code and the
BEM method. Two CRPs were chosen to be
examined and the experimental results were
compared. Overall there was a reasonable correspondence between the two, except for the
torque of the aft-propeller
6.2.3 Rim driven
Yakovlev et al. (2011) compared the rim
driven propeller of both the hub and hubless
types. The thrust and torque of the hubless
propeller are higher than those of the propeller with the hub, whilst the efficiency is almost same. Qing-ming et al. (2011) investigated the rim driven propeller (hubless propeller) with four different pitch distributions
to examine the performance variations. It was
shown that the vortex at the hub is closely related to the radial loading distribution of the
propeller.
Figure 55: Grim vane wheel

(Source unknown)
Unconventional rudders have recently
been the focus for energy savings as well as
for the reduction of cavitation problems on
the rudder surface. Additional thruster fins
(including a post-swirl stator) and a rudderbulb (including a costa bulb) have been further developed. As the bulb size increases, the
efficiency of the propeller can also be higher
due to the smaller contraction of the slip
stream caused by the rudder bulb. There have
Cao et al. (2012) designed and analysed a

rim driven thruster using a CFD code coupled
with lifting line theory. The computed results
have a good correlation with the experimental
data. The computed results also indicated that
the correct adjustment of the blade loading
distribution can restrain the root and the tip
region vortex.
107
ciency gain obtained was between 3% and

10% when compared to a B-series propeller.
been very few studies recently into devices

located behind the propeller, which may be
due to the complex flow pattern at the stern.
For cavitation tests and measurements of

hull pressure fluctuations, the correct simulation of the full-scale wake field is an important technique for the reduction of scale effects. One possible solution is to use a model
that does not have complete geometrical similarity but is shaped to produce the full-scale
wake field. In this case, the full-scale wake
field is calculated by the use of CFD tools.
Such models are often called smart dummy
models.
Figure 56: Thrust fin

(Hyundai heavy industry)
In Germany the joint research project

KonKav II, Correlation of Cavitation Effects
Under Consideration of the Wake Field has
been initiated. Participants are Flensburger
Schiffbau-Gesellschaft (FSG), Hamburgische
Schiffbau-Versuchsanstalt (HSVA), Schiffbau-Versuchsanstalt Potsdam (SVA), Technische Universitt Hamburg-Harburg (TUHH)
and Universitt Rostock (UniHRO). The purpose of the research project KonKav II is to
develop a more accurate and marketable cavitation prognosis. In the project the focus is on
scale effects that occur through the interaction
between wake field, propeller cavitation and
the resulting pressure fluctuations. A deeper
understanding of these processes will help to
convert model test results to full-scale predictions in a reliable way.
Figure 57: Rudder bulb

(Rolls-Royce brochure)
6.4
EXAMINE METHODS OF WAKE

SIMULATION
Oscillating propulsor.
Mattheijssens et al. (2012) reported the

analysis of an oscillating foil with a combined
motion of heaving and pitching from experiments and a numerical approach. The efficiency of the passive horizontal foil is very
high at the design frequency and half of one
chord length depth.
One of the objectives is to improve simulation of a full-scale wake field in the context
of model tests. It is common practice to use
dummy models with attached strainers influencing the flow in a way that the wake field
of the full-scale version is simulated. A procedure based on an adjoint sensitivity analysis
has been developed by Technical University
Politis and Tsarsitalidis (2012) reported

the Flexible Oscillating Duct as a novel propulsor. BEM theory was used for the theoretical analysis of this propulsor and the effi108
Hamburg-Harburg to find appropriate dummy

model geometry and appropriate mesh parameters of the strainers to simulate the previously calculated full scale wake field. The
photographs (Figure 58) show the geometry
of the additional grids used on the conventional dummy model and a dummy model that
is optimised on the base of an adjoint sensitivity analysis.
Figure 59: Examples of intermediate

forms in systematic hull form variations of
width and length.
Figure 60: View from behind the Smart

Dummy design (left), and the original geosim
hull (right)
Figure 58: Additional wire grids for the

conventional dummy model (left) and the optimised dummy model (right), Photograph
from Schiffbau-Versuchsanstalt Potsdam
Even though the full-scale wake field was

not fully represented, a good similarity in the
upper part was achieved (Figure 61).
This research project is on-going, and

more results will be available within the next
committee.
Schuiling et al. 2011, Bosschers et al.
2012 and Johannsen et al. 2012 report the use
of such smart dummy models. Simple shortening and narrowing the model (Figure 59)
did not lead to sufficient wake fields. Good
results could be achieved by modifying the
gondola only in a way that propeller clearance
and shaft height was kept the same. The result
is shown in Figure 60.
Figure 61: Axial wake velocities of the

Smart Dummy design (left) compared to
those at ship scale (right). The dashed lines
are at 1.1 and 0.6 times propeller radius. The
solid line is at the propeller radius
109
Stck et al. (2010), Krger et al. (2011), and

Rung et al. (2012). Various objective functions are considered, among other things the
wake quality. Further developments in this
field could also be useful for an effective and
fast design of smart dummy models.
Blade rate order hull pressure fluctuations

were close to those found on full scale, but
higher order blade rate components were not
improved with respect to the full scale. The
resulting hull pressure fluctuations for a sensor directly above the propeller were compared. The full- scale measurements were
made available by Lloyds Register. The geosim results were obtained using the wake peak
identity approach while the smart dummy results were obtained using thrust-identity. A
very good agreement between model scale
tests and full-scale tests was obtained for the
first harmonic while for the second harmonics
there is still a considerable difference.
WAKE FRACTION SCALING FOR

TWIN SCREW SHIPS
This is related to the 1978 Performance

Prediction method in which no wake fraction
scaling is given for twin skeg cases.
For cases of finer forms where the shaft is
supported by A-brackets using wTS = wTM is
still advised and appears to be the general
practice.
However, there is an increasing number of
fuller form twin skeg vessels. In these vessels
the wake field experienced by the propeller is
close to that of a single skeg vessel and it
might be that the normal single screw wakescaling procedure should be used. This procedure is used by several establishments.
Figure 62: Comparison of nondimensional full scale (in black) and model
scale (in blue and green) pressure amplitudes
for first four blade rate orders.
In Heinke, et al. (2011), the scale effects
on cavitation and fluctuating pressure were
experimentally investigated for the cases of a
container ship without and with the WED or
the VGF fitted. Based on RANS simulations,
a shortened dummy model was adopted to
simulate the full-scale wake. In all the
cases, the pressure pulses were found to be
apparently lower in the full-scale wake than
in the model wake. Either the WED or the
VGF could further reduce the pressure pulses.
However, the variations in the fluctuating
pressure amplitudes with the attack angle of
VGF were found to be different at model- and
full-scale, which might provide some hint as
to how to optimize the orientation of the
VGF.
The use of wake scaling on twin skeg

ships needs to be examined further and the
next committee should seek to obtain examples of model and ship data so that the issue
of wake scaling can be examined. In particular the issue of whether the full wake scaling
as used in the single screw method or some
reduced level of scaling should be used.
Ohmori et al. (2013) have studied the scaling of results from a twin skeg model by CFD
and by three semi-empirical techniques. They
conclude that the method due to Tanaka gave
the best result, but also that the axial and tangential components of wake may need to be
scaled separately. They conclude that more
work is needed on the scaling of tangential
wake.
Further publications deal with adjoint

RANS for hull form optimisation, such as
110
eration of laminar-turbulent transition on

the blade. For the full-scale calculations a
fully turbulent inflow can be assumed.
Sakamoto et al. (2011) used CFD backed

by model tests to examine wake scaling on
twin skeg ships. The work suggests that the
ITTC78 single screw scaling method gives
reasonably good results, but further work to
develop specific twin skeg wake scaling
methods is suggested.
The calculations shall be carried out neglecting cavitation.
The water characteristics shall be taken

for a water temperature of Tw = 15C as
provided in Tab. 1 on page 2.1.
The propeller is a controllable pitch propeller. The gap between hub and blade
root is considered unimportant regarding
the integral values of the propeller and
shall not be taken into account.
For initiating a comparative CFDcalculation project two propeller geometries

that are in the open domain had to be found.
For the conventional propeller the PPTCpropeller (Potsdam Propeller Test Case) from
SVA Potsdam could be used. But geometry
for an unconventional propeller could not be
found.
The decision to calculate a single blade

passage or the entire propeller (5 blades)
is left to the participant.
Two different scale ratios ( = 12 and =

1).
The PPTC-propeller has 5 blades and a diameter of 250 mm. The following test description was given by the ITTC:
Five different advance coefficients:

J = 0.6, 0.8, 1.0, 1,2 and 1.4
The forces on the propeller blade and on

blade sections
SCALING OF CONVENTIONAL
AND UNCONVENTIONAL PROPELLER OPEN WATER DATA
The propeller shall be tested in a pull configuration. The corresponding hub cap is
provided.
The extent of the shaft behind the propeller has to be at least two propeller diameters.
The extent of the solution domain can be

chosen arbitrarily, however it is considered necessary to have a radial domain
extent which gives a cross sectional area
of the domain which is at least 100 times
larger than the corresponding propeller
disc area. Radial extent Ddomain > 10 DP
With respect to the test results the following evaluation was requested by the ITTC:
The thrust and torque of different blade

sections shall be evaluated. The coefficients
shall be subdivided into a pressure and a frictional component. The intention is to obtain a
deeper and more detailed insight into the scale
effects of the propeller. The total thrust and
torque is obtained via the summation of the
different blade section values. The calculations shall be conducted in model and fullscale.
In total 10 calculations were requested.
The results are not linked to the corresponding participant, guaranteeing anonymity.
The dimensionless wall distance on the

propeller blade shall be chosen such that
the viscous sublayer is resolved.
All ITTC members were invited to participate on the comparative CFD-calculation

by email. On the SVA Potsdam web site
It is highly recommended to conduct the

calculations in model scale under consid111
(www.sva-potsdam.de/pptc_ittc_switch.html)
the propeller data, an Excel sheet for the results and instructions for the calculations are
provided.
In total 9 institutions participated at the
ITTC propeller benchmark. Some institutions
provided multiple results, giving in total 12
results. The following the institutions participated:
DGA Hydrodynamics
Hyundai Heavy Industries
Krylov State Research Centre
MARIC
SJTU
SSPA
SSSRI
SVA
Technical Research Centre Japan Marine

United Corporation (JMU)
Computational method, approach
Open water curves
Thrust and torque on blade sections
The participants were asked to fill out a

questionnaire and provide details regarding
their computations. From this, the following
can be drawn:
In general a single blade passage with periodic side boundaries is used
The side boundaries are in general matching
In general unstructured meshes consisting

of tetrahedral elements with a prismatic
boundary layer and local grid refinment
are used
In model scale the dimensionless wall

distances ranges between 1 and approx.
50
In full-scale the dimensionless wall distances ranges in general between 1 and

approx. 30
The number of cells on the blade surface

in the range between 9,800 and 80,000
For the domain extent two groups can be

distinguished. One keeping the domain
very large with the cross sectional area of
the domain being 3600 times as large as
the propeller disc area. The other group
has the domain extent very small having
values of below 16. The same applies for
the upstream and downstream extent of
the solution domain.
All participants use 2 equations turbulence models
The calculated open water curves are

compared with the corresponding measurements. The measured model scale open water
curves are extrapolated to full-scale according
to the ITTC extrapolation method. The extrapolated model data is denoted as EFD (experimental fluid dynamics) results. The CFD
(computational fluid dynamics) and EFD results are compared.
The computational results were evaluated

for the following:
The thrust and torque generated by different blade sections, ranging from the hub to the
tip of the propeller, are investigated for the
requested advance coefficients, both for
model and full-scale. The following two diagrams show the KT and KQ curves, for the
model scale and as recalculated by the ITTC
78 method for ship scale, in comparison with
CFD data for full scale. Whilst the KT correction according to ITTC 78 method is very
small, the CFD results show bigger corrections. For KQ the CFD results show positive
corrections for higher advance coefficients.
The standard deviation of KT and KQ is
greater than the values itself. That may be
112
caused by the small size of the calculation set.

Thus these diagrams are preliminary results.
More calculations are necessary.
Figure 66: KQ, red acc. to ITTC 78, black

from CFD with -bounds
Streckwall, et al. 2013 reported their work
on an advanced scaling procedure for marine
propellers. Emphasis is put on propeller designs with blade shapes that differ from conventional type. The work was performed
within the European project PREFUL with
the target to investigate the possibilities of
improvements of the scaling calculation in
order to consider the differences between
blade shapes more precisely. As a result the
differences between the several scaling procedures are shown, especially in comparison
to the results of a new strip method, which
was developed within the project. It is understood that the enhanced open water corrections are to be compared with full-scale observations (trial trips) in future.
Figure 63: Mean CFD values with -bounds

and comparison with open water curves in
model scale.
Figure 64: Mean CFD values with -bounds

and comparison with open water curves in full
scale.
10 DEVELOP GUIDELINES FOR HYBRID PROPULSOR TESTING
10.1 Purpose
Social demand on energy saving and
greenhouse gas emission reduction is generating pressure to develop new more efficient
propulsors. Remarkable advances in hybrid
propulsors (propulsion systems consisting of
more than one type of propulsor) has been
made in recent years. But the model testing
Figure 65: KT, red acc. to ITTC 78, black

from CFD with -bounds.
113
more significant combinations, HCRSP propulsors. The method is based on the studies
by Sasaki (2006/2009), Chang (2011),
Quereda (2012), and Snchez-Caja (2013).
procedure for such propulsors systems has not

yet been established.
Among several configurations of hybrid
propulsor, the committee focused on the Hybrid Contra-Rotating Shaft Pod propulsor
(HCRSP or so-called hybrid CRP concept)
and has developed model open water and propulsion test procedure guidelines.
The tank model test consists of propulsor

open water test, resistance test and selfpropulsion test. The unique point of hybrid
propulsor model test is that load distribution
between fore propeller and aft POD is not
fixed. Thus the load distribution varying tests
are compulsory in both propulsor open test
and self-propulsion test.
10.2 Definition and Classification

There exist many combinations of hybrid
propulsors. They can be classified into two
major groups: low interaction group and high
interaction group. The high interaction group
consists of different propulsors arranged in
line in fairly close proximity (e.g. CASE III
of Table 1 in Paragraph 3). All other configurations (parallel or in line propulsors with
more distance in between) are usually classified into low interaction group (e.g. CASE II
and IV of Table 1 in Paragraph 3).
Another point is the arrangement of the

propeller open boat for the fore conventional
propeller. As for the aft POD drive located
behind the fore propeller, the propeller open
boat must be arranged in reversed configuration (in front of the fore propeller). In the reversed configuration, viscous wake of the
propeller open boat flows into the propeller
and the measured results are to be appropriately corrected (Ohmori, 2013).
As described in the new guideline, model

test of low interaction group can be conducted
following the conventional Propulsion Test
Procedure 7.5-02-03-01.1 or Podded Propulsor Test Procedure 7.5-02-03-01.3 or Waterjet
Propulsion Performance Prediction Propulsion Test and Extrapolation 7.5-02-05-03.1.
However load-varying test should be conducted for each propulsor separately to determine the self-propulsion point.
The final guideline is registered as 7.5-0203-01.6 Hybrid Contra-Rotating Shaft Pod

Propulsors Model Test.
10.3 Description of guideline
10.4 Discussion
A guideline for the high interaction case

was developed. Although many combinations
of propulsor (e.g. conventional propeller,
POD, waterjet, Z-drive, CRP and so on) are
possible, effective combinations from the
viewpoint of energy efficiency are limited.
Thus the guideline focuses on the one of the
The procedure covers only model tests and

the scaling method is not included. The reason for this is the lack of full-scale validation
data. Although the scaling method for podded
propulsors will be helpful, the development of
the full-scale prediction method is the subject
of future work.
POD dynamometer
FLOW
Propeller Open Boat
Fore Prop.
Aft Prop.
Figure 67: Open water test configuration
114
Mitsubishi Heavy Industries (MHI) is the

first shipyard that has built a large ship with
HCRSP (Ueda, 2004). Their tank test procedure is simpler than the new guideline (it is
basically based on the conventional propulsor
test procedure), but it has already been confirmed by the full scale trial results. However
the committee could not adopt this method as
no published paper is available.
conducted, including simultaneous measurements of the loads on the thruster body and
propeller. ABB express its willingness to acquire and analyze such data and to publish the
results in future.
12 CONCLUSIONS
12.1 Recommendations to the Next Committee

12.1.1 Procedure Review/Update
The 27th Propulsion committee has developed a new guideline for HCRSP (Hybrid
Contra-Rotating Shaft Pod) Propulsor Model
Tests. The model test scaling is not discussed
in this guideline as there is a lack of model
test and full-scale trials comparison data. For
this reason, the committee recommends the
continued monitoring of model test and scaling procedures used for this kind of device
(and for propulsion devices in general) by
member institutions of the ITTC. If there is
sufficient information on the comparison between model and full scale data indicating
changes to test or scaling procedures, the relevant guidelines should be updated.
Figure 68: HCRSP mounted on a ROPAX

Ferry (Ueda, 2004)
11 MONITORING OF FULL SCALE

DATA FOR PODDED PROPULSION.
No new full-scale data has been published,
the only known available example is the
ABB case. The Propulsion committee contacted ABB to establish if such data could be
published.
The committee recommends that the monitoring of the existing literature for examples
of the Reynolds number scale effects should
continue in order to update the 7.5-02 -0503.2 Waterjet System Performance procedure.
Clarification and detailing of the procedure in
the part relating to the data acquisition and in
the part related to extrapolation is required.
Further reviews of the literature should examine the need and use of the blade-tip and
chord Reynolds numbers as well the intake
duct Reynolds number and update the procedure if required.
The discussion in the 25th ITTC POD

committee report concluded that the main issue is still the scaling of pod housing drag.
Taking this into account, the most helpful results for benchmarking would be full-scale
data with measurements of propeller thrust,
torque and also pod housing drag.
The propulsion committee, with reference
to Honninen, et al. (2007), discussed with
ABB if such full-scale data could be made
available for the ship Norilsky Nickel for
which extensive full-scale measurements were
The committee recommends a review of

the power margins given in the guidelines and
115
to model the target wake field, use of CFD in

conjunction with EFD for composite propellers).
the monitoring of the effect of the introduction of the EEDI on power margins.
12.1.2 New Procedures
The committee recommends developing a
new procedure for propulsion performance
prediction for triple shaft vessels. Although
the existing procedure largely covers this, the
procedure needs to be extended to take account of the interaction between centerline
and wing propulsors and to allow for the determination of the wake fraction and the thrust
deduction factors for these propulsors separately.
The present committee was not able to

find a suitable model test and CFD study for
unconventional propellers. The definition of
what would be interesting to work with as an
unconventional propulsor is still to be discussed with the CFD committee.
Recent publications suggest that RANS
codes are more and more widely used for
propulsor design. The analysis of the data of
the benchmark launched by the 27th committee should be able to give some answers to the
use and interpretation of RANS methods and
procedures. A combine effort with the CFD
committee will encourage the continuation of
this study with the aim of getting further contributions from member institutes. The EFD
data used in this study comes from only one
institute. The committee recommends that additional EFD studies on the same propeller
design should be performed.
12.1.3 Technologies to Monitor

The committee recommends monitoring
the model test and scaling procedures for energy saving device technologies. The impact
on self-propulsion and cavitation testing is
also to be reported to assess the way of taking
into account differences in inflow speed and
direction between the model and the ship.
This is particularly relevant to wake improving devices where the optimum alignment
may be different between the model and ship.
This raises the question of the relevance of
any propulsive gains determined from model
tests to the ship. The use of CFD and/or a
combination of CFD and EFD should be also
considered, as well as full-scale trials results.
An area to examine is the fluctuating

components of propeller bearing forces, especially on Pod and azimuthing thruster
Further work is still required on the way to
test and analyse the results for composite propellers. The use of CFD in combination with
EFD to investigate the fluid-structure interaction (static and dynamic hydro-elastic response) needs to be better understood.
The committee recommends monitoring

the smart dummy model used for cavitation
tests for propulsors behind a skeg. A joint research project Koncav II has been launched
in Germany and preliminary results might be
available within the three years term of the
next committee.
Experimental techniques such as detailed

local flow velocity measurement using PIV,
blade strain, cavity surface and volume measurement still need to be monitored.
The committee recommends examining

the existing procedures and assessing where
CFD results can be introduced in the propulsion process to assist EFD e.g. use CFD to
determine the target wake field to be modelled
in cavitation testing, use of smart dummy model
Testing and estimation methods for

propulsors in bubbly flow should be monitored. The open-water and self-propulsion
characteristics in bubbly flow are relevant to
116
air lubricated vessels and the effect of void

fraction, void type and affected area on the
propeller need to be investigated and understood.
12.1.4 Scaling for Propulsors
As no full scale data on Pod Propulsor
have been found within this session, the
committee recommends that the next committee should continue to look for-full scale data.
The prediction of full scale cavitation induced hull pressure is still of interest either by
means of CFD directly or CFD and EFD used
in combination.
In view of the growing interest in energy
saving devices further work is still required
on model test techniques and the prediction of
power savings.
12.2 Recommendations to the Conference

The Committee recommends to the Full
Conference that they should
Adopt the revised procedure ITTC Procedure 7.5-02 03-01.4 1978 ITTC Performance Prediction Method
Adopt the revised procedure ITTC Procedure 7.5-02 03-02.3 Propulsor Nominal
Wake Measurement by LDV Model Scale
Experiments
Adopt the revised procedure ITTC Procedure 7.5-02 03-03.2 Testing and extrapolation Methods Propulsion : Cavitation
Description of Cavitation Appearances
Adopt the revised procedure Update to

ITTC Procedure 7.5-02 03-03.3 Cavitation Induced Pressure Fluctuations Model
Scale experiments
Adopt the revised procedure ITTC Procedure 7.5-02-03-03.4 Cavitation Induced

Pressure Fluctuations: Numerical Prediction Methods
117
Adopt the new guideline 7.5-02-03-01.6

HCRSP (Hybrid Contra-Rotating Shaft
Pod) Propulsors Model Test
Bosschers J., Lafeber F.H., de Boer J., Bosman R. & Bouvy A., Underwater radiated
noise measurements with a silent towing
carriage in the Depressurized Wave Basin,
AMT 13 17-18 September 2013, Gdansk,
Poland.
REFERENCES
Amini H., Sileo L., Steen S., 2012, Numerical Calculations of Propeller Shaft Loads
on Azimuth Propulsors in Oblique Inflow,
17(4): 403-421.
Amini H. and Steen S., 2011, Experimental
and Theoretical Analysis of Propeller
Shaft Loads in Oblique Inflow, Journal
of Ship Research, Vol. 55, No. 4, pp. 268288.
Brianon L., Fournier P. & Frechou D., Marine propeller noise measurements techniques in hydroacoustics tunnel,
AMT 13 17-18 September 2013, Gdansk,
Poland.
Barkmann U., Heinke H.J., Lbke L., Potsdam Propeller Test Case (PPTC), Test
Case Description, Second International
Symposium on Marine Propulsors smp11,
Hamburg, Germany, June 2011, Workshop:
Propeller performance
Brouwer J., Hagesteijn G., Bosman R., Propeller-ice impacts measurements with a
six-component blade load sensor, 2013,
Third International Symposium on Marine
Propulsors SMP13, Launceston, Australia.
Bulten, N., Nijland, M., 2011, On the Development of a Full-Scale Numerical Towing
Tank Reynolds Scaling Effects on Ducted
Propellers and Wakefields, Second International Symposium on Marine Propulsors
2011, Hamburg, Germany.
Black S. , Composite propeller for Royal

Navy minehunter,
http://compositesworld.com/articles/, 2011.
Bertetta, D., Brizzolara, S., Canepa, E.,
Gaggero, S and Viviani, M., 2012, EFD
and CFD characterization of a CLT propeller, International Journal of Rotating
Machinery, Article ID 348939.
Bulten N., Suijkerbuijk R., 2013, Full Scale

Thruster Performance and Load Determination Based on Numerical Simulations,
Propulsors (SMP13), Launceston, Australia.
Bono,B., Cucinotta,F.,Guglielmino,E.,Zotti,I.,
2012, Experimental and Numerical
Evaluation of an Innovative Planning
Hull, NAV 2012
Cao, Q.-M., Hong F.-W., Tang, D.-H., HU, F.L., Lu, L.-Z., 2012, Prediction of Loading Distribution and Hydrodynamic
Measurements for Propeller Blades in a
Rim Driven Thruster, Journal of Hydrodynamics, Vol. 24, Issue 1, pp. 50-57.
Bosschers J. and van Wijngaarden E., "Scale

effects on hull pressure fluctuations due to
cavitating propellers", 10th International
Conference on Hydrodynamics October 14, 2012 St. Petersburg, Russia
Cao, Q.-M., Dong, A., Hong, F. and Tang, D.,

2012 Numerical Design of Rim Driven
Thruster and Hydrodynamic Measurement,
International Marine Design Conference
2012, Vol 3, pp. 479-489.
118
Carlton, J. S., 2012, Marine propellers and

propulsion, Butterworth Heinemann,
Great Britain.
Delaney, K.,2011, Use of RANS for analysis

of a high speed Sealift Concept Vessel,
MARINE 2011,Lisbon,Portugal
Castro A. M., Carrica P. M., Stern F., 2011,

Full scale self-propulsion computations
using discretized propeller for the KRISO
container ship KCS, Computers & Fluids,
51, pp.35~47.
DNV, 2010, Rules for Classification Of

Ships, Silent Class Notation, Part 6,
Chapter 24. Det Norske Veritas.
Dubbioso G., Muscari R., Di Mascio A., 2013,
CFD Analysis of Propeller Performance
in Oblique Flow, Third International
Symposium on Marine Propulsors
(SMP13), Launceston, Australia.
Chang, S.-H., Kinnas, A., 2012, Numerical

Simulation of Wetted and Cavitating
Flows inside Water-jets, 29th Symposium
on Naval Hydrodynamics, Gothenburg,
Sweden
Epps.Dual Operating point Blade optimization for high speed propellers. FAST 2011
Chang, B-J., Go, S., 2011, Study on a procedure for propulsive performance prediction for CRP-POD systems, J. Marine Sci.
Technology, Vol. 16 pp.1-7.
Eslamdoost, A., Larsson, L., Bensow, R.,2013,

Contribution of Different Parameters to
the Thrust Deduction of a Waterjet Propelled Hull, FAST 2013
Cheng, H., Chien, Y., Hsin, C., Chang, K.,

Chen, P., 2010, A numerical comparison
of end-plate effect propellers and conventional propellers, 9th International Conference on Hydrodynamics 2010, Shanghai, China, pp.495-500
Ferrieri J.M., Veitch B., and Akinturk

A.,Experimental Study on Ice Management through the use of Podded Propeller
Wash, Third International Symposium on
Marine Propulsors SMP13, Launceston,
Australia May 2013.
Dang J., Liu R., Pouw C.,2012,Waterjet System Performance and Cavitation Test Procedures, Symposium on Marine Propulsors SMP13,Launceston,Australia.
Fujisawa T., 2013, Study of Scale Effect on

CRP by viscous CFD, Conference Proc.
JASNAOE, 17: 147-148.
Dang J., Brouwer J., Bosman R. and Pouw C.,

2012, Quasi-Steady Two-Quadrant Open
Water Tests for the Wageningen Propeller
C- and D-Series, Twenty-Ninth Symposium on Naval Hydrodynamics, Gothenburg, Sweden.
Funeno I., Pouw C., Bosman R, Measurements and Computations for Blade Spindle Torque of Controllable Pitch Propellers in Open Water, Third International
SMP13, Launceston, Australia May 2013.
Dang,J., van den Boom, H.J.J., Ligtelijn,

J.Th.,2013, The Wageningen C- and DSeries propellers, FAST 13
Fu. Measurements and Computational Predictions of a Deep-V MonohullPlaning Hull

FAST 2011
119
Gany, A., Shemer,A., Gofer,A., Har-Lev,D.,

2008, Testing Air-Augmented Waterjet
Propulsion, International Conference on
Waterjet Propulsion, London, UK
Heinke H.-J., Hellwig-Rieck K., 2011, Investigation of Scale Effects on Ships with a
Wake Equalizing Duct or with Vortex
Generator Fins, Second International
SMP11, Hamburg, Germany.
Giles W., Dinham-Peren T., Amaratunga S.,

Vrijdag A., Partridge R., The Advanced
WaterJet: Propulsor Performance and Effect on Ship Design, 10th IMarEST Naval Engineering and Exhibition , May
2010, Portsmouth, UK
He X.D., Hong Y., Wang R.G., Hydroelastic

optimization of a composite marine propeller in a non-uniform wake, Ocean Engineering Journal 39 (2012) 1423.
Godowski R., Richards J., Koushan K.,

Alterskjaer S.A., Atlar M. & Saisto I.,
Open water performance characteristics
of a pod propulsor the benchmark test,
The 3rd International Conference on Advanced Model Measurement Technology
for the EU Maritime Industry, AMT13,
Gdansk, Poland.
Henderson K, New Design of 2000 TEU

Feeder,
http://articles.maritimepropulsion.com/arti
cle/New-Design-of-2000-TEU-Feeder6784.aspx, Maritime propulsion, January
2012.
Hideki Y., Hiroaki M., Aiichiro Saeki, 2011,
Energy Saving Technology of the DieselElectric Propulsion, System for Japanese
Coastal Vessels, IHI Engineering Review,
Vol 44
Gowing S., 2011, Experimental Study of an

Air-Augmented Waterjetpropulsor, Symposium on Marine Propulsors11, Hamburg, Germany
Himei K. Numerical Analysis of Unsteady

Open Water Characteristics of Surface
piercing Propeller. Third International
SMP13, Launceston,Australia
Guiard, T., Leonard, S. and Mewis F., The

Becker Mewis Duct-Challenges in FullScale Design and new Developments for
Fast Ships, 2013, Third International
SMP 13, Tasmania, Australia.
Hollenbach, U. and Reinholz, O., 2011, Hydrodynamics Trends in Optimization Propulsion, Second International Symposium on Marine Propulsors SMP11,
Hamburg, Germany
Haimov H., Vicario J., Del Corral, J., 2011,

RANSE Code Application for Ducted
and Endplate Propellers in Open Water,
Second International Symposium on Marine Propulsors SMP11, Hamburg, Germany.
Holtrop J., 2000, MARIN Training Course

on Propulsion Hydrodynamics, Netherlands.
Hansen, H. R., Dinham-Peren, T., Nojiri, T.,

2011, Model and Full Scale Evaluation of
a Propeller Boss Cap FinsDevice Fitted
to an Aframax Tanker, Second International Symposium on Marine Propulsors
2011, Hamburg, Germany.
Huang S.-F., Huang G.-F., 2012, Numerical

Investigation for Effectiveness of Wake
Equalizing Duct, 10th International Conference on Hydrodynamics, St. Petersburg,
Russia.
120
Huang, S., Huang, Z., Branch, S., 2012, Investigation on Energy-Saving Effectiveness of Pre-Swirl Duct Based on CFD,
10th International Conference on Hydrodynamics, St. Petersburg, Russia
Johannsen, C., Wijngaarden, E., 2012, Investigation of Hull Pressure Pulses, Making
Use of Two Large Scale Cavitation Test
Facilities, Proceedings of the Eighth International Symposium on Cavitation
(CAV 2012)
Hur J. W., Lee H., Chang B. J., 2011, Propeller Loads of Large Commercial Vessels at
Crash Stop, Second International Symposium on Marine Propulsors (SMP11),
Hamburg, Germany.
Jang, Jin-Yul, 2013, Study on Performance

of Contra-Rotating Propeller, 2013, Master Thesis, Pusan National University, Korea.
Hwang, J-L.,Chin, S-S.,Chang,K-K., Tu,

Chin-Chin.,2011, Development of the
Trans-Velocity Propellers, Second International Symposium on Marine Propulsors
SMP11, Hamburg, Germany
Kandasamy. Optimization of Waterjet Propelled High Speed Ships JHSS and Delft
Catamaran. FAST 2011
Kane C.,
http://www.compositecarbonfiberprop.co
m/qinetiq.htm, World's Largest Composite Carbon Fiber Propeller, 2001
Inukai, Y., 2011, Development of ContraRotating Propeller with Tip-Raked Fins,

Kawakita C., Study on Marine Propeller

Running in Bubbly Flow, Third International Symposium on Marine Propulsors
Inukai, Y., A Development of a Propeller

with Backward Tip Rake Fin, 2013,
Propulsion SMP13, Tasmania, Australia.
Kawakita, C., Takano, S., Kodan, Y., & Mizokami, S., (2011) Experimental Investigation of the Behavior of Injected Air on the
Ship Bottom and its Influence on Propeller. Journal of the Japan Society of Naval,
Architects and Ocean Engineers, Vol.12,
pp.43-50.
Ishida, S., Fujino, R., 1998, A Performance

Prediction Method for Contra-rotating
Propeller Ships, Society of Naval Architects of Japan, Vol. 183, pp. 35-44, 1998
(in Japanese).
Kawamura, T., Ouchi, K., Nojiri, T., 2012,

Model and full scale CFD analysis of
propeller boss cap fins (PBCF), Journal
of Marine Science and Technology, 09484280.
Jang H., Mahesh, K., 2012, Large Eddy

Simulation of Crashback in Ducted Propellers with Stator Blades, 29th Symposium on Naval Hydrodynamics, Gothenburg, Sweden.
Kawamura T., Ouchi K., Takeuchi S., 2013,

Model and full scale CFD analysis of
propeller boss cap fins (PBCF), Third International Symposium on Marine Propulsors SMP13, Launceston, Australia.
Jang H., Mahesh, K., 2013, Large Eddy

Simulation of Flow around a Reverse Rotating Propeller, Journal of Fluid Mechanics, 729: 151-179.
121
Kim K.-S., Kim Y.-C., Kim J., Lee Y.-Y., Ahn

H., Yim G., Park I.-R., 2012, A Study on
the Energy Saving Fin Attached on the
Ship Stern, 10th International Conference
on Hydrodynamics, St. Petersburg, Russia.
Lu, N. Svennberg,N., Bark, G. and Bensow, R.

(2012) Numerical Simulations of the
Cavitating Flow on a Marine Propeller.
Proceedings of 8th International Symposium on Cavitation, CAV2012, Singapore.
Kim, S.-E., 2009, A Numerical Study of Unsteady Cavitation on a Hydrofoil, Proc.,

7th International. Symposium on Cavitation CAV2009, Ann Arbor, Michigan,
USA.
Maciel P., Koop A., Vaz G., 2013, Modelling

Thruster-Hull Interaction with CFD,
OMAE ASME 32nd International Conference on Ocean, Offshore and Arctic Engineering, Nantes, France.
Kinnas S.A., Jeon C.-H., Purohit J., TianY.,

2013, Prediction of the Unsteady Cavitating Performance of Ducted Propellers
Subject to an Inclined Inflow, Third International Symposium on Marine Propulsors SMP13, Launceston, Australia.
Manudha T. Herath, B. Gangadhara Prusty, G.

H. Yeoh, M. Chowdhury and Nigel
St.John, Development of a shapeadaptive composite propeller using bendtwist coupling characteristics of composites, Third International Symposium on
Marine Propulsors SMP13, Launceston,
Australia May 2013.
Korkut, E., 2006, A Case Study for the Effect of a Flow Improvement Device (a
Wake Equalizing Duct) on Ship Powering
Characteristics, Ocean Engineering,
Vol.33, pp.205-218
Mattheijssens, J., Marcel, J.-P., Bosschaerts,

W., Lefeber, D., 2012, Oscillating foils
for ship propulsion, 9th National Congress on Theoretical and Applied Mechanics, Brussels, 9-10-11.
Koushan K., Spence S., Savio L., 2011, Ventilated Propeller Blade Loadings and
Spindle Moment of a Thruster in Calm
Water and Waves, Second International
McDonald. A Tool for Analyzing and Comparing Tri-SWACH, Monohull and Trimaran Hullforms. FAST 2011
Mewis, F., Guiard, T., 2011, Mewis Duct New Developments, Solutions and Conclusions, Second International Symposium on Marine Propulsors SMP11,
Hamburg, Germany.
Krasilnikov V. I., 2013, Self-Propulsion

RANS Computations with a Single-Screw
Container Ship, Third International Symposium on Marine Propulsors SMP13,
Launceston, Australia.
Mosaad M.A., Gaafary M.M., El-Kilani H.S.,

Amin I.A., Power prediction of WIG craft.
International Shipbuilding Progress 58,
pp219-238, 2012.
Li, D-Q, Grekula,M., Lindell, P. and

Hallander., J. (2012). Prediction of Cavitation for the INSEAN Propeller E779A
Operating in Uniform Flow and NonUniform Wakes. Proceedings of 8th International Symposium on Cavitation,
CAV2012, Singapore.
122
Motley M.R. and Young Y.L., Scaling of the

Transient Hydroelastic Response and Failure Mechanisms of Self-Adaptive Composite Marine Propellers, International
Journal of Rotating Machinery Volume
2012.
Park H.-G., Choi J.-K., Kim H.-T., 2013, An

Estimation Method of Full Scale Performance for Pulling Type Podded Propellers,
Propulsors SMP13, Launceston, Australia.
Pecoraro A., Di Felice F., Felli M., Salvatore
F., Viviani M., Propeller-hull interaction in
a single-screw vessel, Third International
SMP13, Launceston, Tasmania, Australia,
May 2013
Nielsen, J. R., Shin, K. W., Lundgren, E.,

Faghani, F., 2012, Combined Kappel
propeller and rudder bulb system for improved propulsion efficiency, MAN Diesel & Turbo, Frederikshavn, Denmark
Ohmori, T., Ochi, F. and Nagaya, S., 2013, A
Study on the Influence of Propeller Open
Boat in Reversed Configuration Propeller
Open Water Test, Conference Proc. Japan
Society of Naval Architects and Ocean
Engineers, Vol. 17, Nov. 2013, Japan.
Politis, G., Tsarsitalidis, V., 2012, Flexible

Oscillating Duct: An approach to a novel
propulsor, Applied Ocean Research, Vol.
36, 99.36-40.
Pospiech P., VOITHs New Propulsion System: The Voith Linear Jet (VLJ),
http://articles.maritimepropulsion.com/,
November 23, 2012
Ohmori T., Sudo Y., Numerical and Experimental Study on Wake Scaling of TwinSkeg Ships, The Japan Society of Naval
Architects and Ocean Engineers. 2013
Poul, A., 1997, A Comparative Study of

Conventional and Tip-Fin Propeller Performance, Twenty-First Symposium on
Naval Hydrodynamics 1996, Trondheim,
Norway, pp.930-945.
Ouchi, K, 1989, Research and Development

of PBCF Improvement of Flow from
Propeller Boss, The Proceedings of the
International Symposium on Ship Resistance and Powering Performance 89
(ISRP), Shanghai.
Quereda, R., Veikonheimo, T., Prez-Sobrino,

M., Ponce, J., Snchez-Caja, A., Masip, J.,
Gonzlez-Adalid, J., Uriarte, A., Nijland,
M. and Kokkia, K., 2012, Model Testing
and scaling for CRP POD, Proc. ICHD10,
Oct. 2012, St. Petersburg, Russia.
Ouchi K., Uzawa K, Kanai A. and Katori M.,

Wind Challenger - the Next Generation
Hybrid Sailing Vessel, Third International Symposium on Marine Propulsors
Rijpkema D., Starke B., Bosschers J., 2013,

Numerical Simulation of Propeller-Hull
Interaction and Determination of the Effective Wake Field Using a Hybrid RANSBEM Approach, Third International
SMP13, Launceston, Australia.
Palm M., Jrgens D., Bendl D., Numerical

and Experimental Study on Ventilation for
Azimuth Thrusters and Cycloidal Propellers, Second International Symposium on
Marine Propulsors ,SMP'11, Hamburg,
Germany, June 2011 ,
123
Rung T., Wokner K., Manzke M., Brunswig J.,

Ulrich C., Stuk A., "Challenges and Perspectives for Maritime CFD Applications",
Jahrbuch der Schibautechnischen Gesellschaft, 103:127-139, 2009.
Snchez-Caja A., Martio J., Saisto I., Siikonen T., 2014b, On the Enhancement of
Coupling Potential Flow Models to RANS
Solvers for the Prediction of Propeller Effective Wakes, Journal of Marine Science
and Technology, published online in February 2014.
Sakamoto N, Kawanami Y, Uto S., Computational Study for Single-Screw and TwinSkeg Container Ships in Full Scale by Unstructured Grid based RANS Solver, The
Ocean Engineers, 2011
Snchez-Caja A., Gonzlez-Adalid J., PrezSobrino M., Sipil T., 2014c, Scale Effects on Tip Loaded Propeller Performance Using a RANSE solver, Ocean Engineering, http://dx.doi.org/10.1016/
j.oceaneng.2014.04.029.
Sakamoto N., Kawanami Y., Uto S., Sasaki N.,

2013, Estimation of Resistance and SelfPropulsion Characteristics for Low L/B
Twin-Skeg Container Ship by a HighFidelity RANS Solver, Journal of Ship
Research, 57(1).
Snchez-Caja A, Prez-Sobrino M., R.

Quereda M.R., Nijland N., Veikonheimo
T., Gonzlez-Adalid J., Saisto I. and
Auriarte A., Combination of Pod, CLT
and CRP Propulsion for Improving Ship
Efficiency: the TRIPOD project, A Third
International Symposium on Marine Propulsors SMP13, Launceston, Australia
May 2013.
Sampson R., Atlar M., St John J.W. & Sasaki

N., Podded propeller ice interaction in a
cavitation tunnel, Third International
Sasaki, N., Kawanami, Y., Ukon, Y., Kano, T.

and Tomizawa, S., 2006, Model test procedure and analysis of hybrid CRP POD
system, Proc. 2nd International conference on technical advances in podded propulsion (T-POD), Nantes, France.
Sampson R. & Atlar M., 2013, Prediction of

the effect of cavitation on propeller ice interaction, The 3rd International Conference on Advanced Model Measurement
Technology for the EU Maritime Industry,
AMT13, Gdansk, Poland.
Sasaki, N., Kuroda, M., Fujisawa, J., Imoto, T.

and Sato, M., 2009, On the Model Tests
and Design Method of Hybrid CRP Podded Propulsion System of a Feeder Container Ship, Proc. The First International
SMP09, June 2009, Trondheim, Norway.
Sanchez-Caja, A., Gonzalez-Adalid, J., PerezSobrino, M. and Saito, I., 2012, Study of
End-Plate Shape Variations for Tip Loaded
Propellers Using a RANSE Solver, 29th
Gothenburg, Sweden.
Snchez-Caja A., Gonzlez-Adalid J., PrezSobrino M., Saisto I., 2014a, Evaluation
of Endplate Impact on Tip Loaded Propeller Performance Using a RANSE Solver,
International Shipbuilding Progress, 61:
103~128.
Scherer., Hydrodynamics of surface piercing

outboard and sterndrive propulsion systems. FAST Conference 2011
124
Schuiling B., Lafeber F. H., van der Ploeg A.,

van Wijngaarden E., "The Influence of the
Wake Scale Effect on the Prediction of
Hull Pressures due to Cavitating Propellers", Second International Symposium on
Marine Propulsors SMP11, Hamburg,
Germany, June 2011.
Taketani T., Kimura K., Ando S., Yamamoto

K., Study on Performance of a Ship Propeller Using a Composite Material, Third
International Symposium on Marine Propulsors SMP13, Launceston, Australia
May 2013.
Tomohiro Takai, MamvannanKandasamy,
Frederick Stern, Verification and validation study of URANS simulations for an
axial waterjet propelled large high-speed
ship, J Mar Sci. Tech. (2011) 16: 434-447
Schulze, "An improved Z-drive with ContraRotating Propellers for High-Speed Applications", FAST Conference 2011
Sileo L., Steen S., 2011, Lateral Force and
Turning Moment on a Reversing Ship,
Tsai,J.,Tse,C.,Wang,S.,Yeh,D., 2005, Experimental Study on the Hydrodynamic

Performace of Two-Phase Nozzle for
Waterjet propulsion System, FAST 2005,
St-Petersburg, Russia.
Sipil, T. and Siikonen, T. (2012). RANS Predictions of a Cavitating Tip Vortex. Proceedings of 8th International Symposium
on Cavitation, CAV2012, Singapore.
Ueda, N., Oshima, A., Unseki, T., Fujita, S.,

Takeda, S. and Kitamura, T., 2004, The
First Hybrid CRP-POD Driven Fast
ROPAX Ferry in the World, Mitsubishi
Heavy Industries, Ltd. Technical Review
Vol.41 No.6.
Skejic,R.,2012,Effective Power Requirements for High Speed Catamarans in Calm

Water During the Preliminary Design
Stage, NAV 2012 - 17th International
Conference on Ships and Shipping Research.
Van, S.-H., Kim, M.-C., Lee, J.-T., 1993,

Comparison of Powering Performance
Prediction Methods for Preswirl Stator
Propulsion System, Proceedings of
SNAK, Spring Meeting.
Streckwall H, Greitsch L., Scharf M., An

advanced Scaling Procedure for Marine
Propellers, Third International Symposium on Marine Propulsors SMP13,
Launceston, Australia May 2013.
Veikonheimo T., 2006, Solving problems of

propeller model scaling, The naval Architect, pp 51-53.
Stuck A., Kroger J., Rung T., "Adjoint-ased

Hull Desogn for wake optimization, Ship
Technology Research, Vol. 58, No.1, January 2011.
Verma A., Jang H., Mahesh K., 2012, The

Effect of an Upstream Hull on a Propeller
in Reverse Rotation, Journal of Fluid
Mechanics, 704: 61-88.
Verhulst M. A., 2012, Statistical Analysis of
Model-Full Scale Correlation for Propulsion Tests and the Role of CFD in Extrapolation, 10th International Conference
125
Vesting F., Johansson R., Bensow R. E., 2013,

Parameter Influence Analysis in Propeller
Optimisation, Third International Symposium on Marine Propulsors SMP13,
Launceston, Australia.
Yasuhiko, I, Tadaaki, K., Shigeki, N., Fumitoshi, O., 2011, Energy-Saving Principle of
the IHIMU Semicircular Duct and Its Application to the Flow Field Around Full
Scale Ships, IHI Engineering Review,
Vol. 44, No. 1, pp.17-22.
Villa D., Gaggero S., Brizzolara, S., 2012,

Ship Self Propulsion with Different CFD
Methods: From Actuator Disk to Viscous
Inviscid Unsteady Coupled Solvers, 10th
International Conference on Hydrodynamics, St. Petersburg, Russia.
Young Y.L., Hydroelastic behaviour of flexible composite propellers in wake inflow,

16th International Conference on Composite material, 2007
Young Y.L.,Dynamic hydroelastic scaling of
self-adaptive composite marine rotors,
Elsevier Ltd., Composite Structures Journal 92, pp 97106, 2010.
Weber, "Application of the New FORTJES Zdrive from REINTJES on Planing Vessels",
FAST 2011
Wu, X., S., Choi, J-K., Hsiao, C-T., Chachine
G.L., 2010, Bubble Augmented Waterjet
Propulsion: Numerical and Experimental
Studies, 28th Symposium on Naval Hydrodynamics, Pasadena, California, USA
Young Y. L, 2012, Analysis & Scaling of

Flexible Composite Marine, Presentation
at the 3rd Propulsion Committee meeting,
Pusan.
Young Y.L., Motley M.R., 2011, Influence of
Material and Loading Uncertainties on the
Hydroelastic Performance of Advanced
Material Propellers , Second International Symposium on Marine Propulsors
Wu, X., Singh, S., Choi, J-K., Chachine G.L.,

2012, Waterjet Thrust Augmentation using High Void Fraction Air Injection,
29th Symposium on Naval Hydrodynamics, Gothenburg, Sweden
Xia L., Lundberg J., Bensow R. E., 2012,
Performance Prediction of a Nozzle Propeller, 29th Symposium on Naval Hydrodynamics, Gothenburg, Sweden.
Yu H., Kong W., Cai R., Wang J., Zhang Y.,

2013, Numerical Study of Energy-saving
Mechanism of Duct on a VLCC with
Real-geometry Propeller, Third International Symposium on Marine Propulsors
Yakovlev, A. Y., Sokolov, M. A., Marinich, N.

V., 2011, Numerical Design and Experimental Verification of a RIM-Driven
Thruster, Second International Symposium on Marine Propulsors SMP11,
Hamburg, Germany.
Zhang N., Chen X., Xie H., 2012, Numerical

Simulation of Hull/Propeller Interaction of
Submarine, 10th International Conference
Zheng,Y.,Dong,W.,2012,Hull Form Design
and Preliminary Evaluation of a Surface
Planing Submersible Ship, ISOPE-2012,
Rhodez, Greece
126
Zondervan, G.-J., Holtrop, J., Windt, J., Terwisga, T., 2011, On the Design and
Analysis of Pre-Swirl Stators for Single
and Twin Screw Ships, Second International Symposium on Marine Propulsors
SMP2011, Hamburg, Germany
Zurcher K., Bose N.,Binns J.R., Thomas
G.,Davidson G. Design and commissioning tests for waterjet self-propulsion testing of a medium speed Catamaran ferry
using a single Demihull, Third International Symposium on Marine Propulsors
127
Manoeuvring Committee
1.
1.1
Dr. Michael Woodward. University of

Newcastle upon Tyne, UK
INTRODUCTION
Membership
1.2
The 27th ITTC Manoeuvring Committee

(MC) consisted of:
Mr. Frans Quadvlieg (Chairman). MARIN,
The Netherlands.
Dr. Guillaume Delefortrie (Secretary).
Flanders Hydraulics Research (FHR), Belgium.
Dr. Jonathan Duffy. Australian Maritime
College (AMC), Australia.
Prof. dr. Yoshitaka Furukawa. Kyushu University, Japan.
Dr. Pierre-Emmanuel Guillerm. Ecole Centrale de Nantes (ECN), France.
Dr. Sun-Young Kim. KRISO, South-Korea.
Dr. Claus Simonsen. FORCE Technology,
Denmark.
Prof. dr. Eduardo Tannuri. Escola
Politcnica da Universidade de So Paulo,
Brazil.
Prof. dr. Xiao Fei Mao. Wuhan University
of Technology (WHUT), China.
Meetings
The committee has met four times during

the course of their three years mandate:
KORDI (now KRISO), Daejeon, SouthKorea from March 12 to 14, 2012;
ECN, Nantes, France from November 19 to
21, 2012;
FHR, Antwerp, Belgium from June 5 to 7,
2013, in conjunction with the conference on
manoeuvring in shallow and confined waters in Ghent;
WHUT, Wuhan, People Republic of China,
from March 3 to March 5, 2014, in conjunction with a seminar on manoeuvrability.
During all meetings, all members were present.
2.
TASKS AND REPORT STRUCTURE
The following lists the tasks given to the

27 MC together with explanation on how the
tasks have been executed.
All members except Mr. Quadvlieg and Dr.

Kim were new members in the committee.
th
In addition to the official members, the MC

had significant aid from the representative of
the QSQ committee in the area of uncertainty
analysis:
128

in the light of current practice and, if approved
by the Advisory Council, update them.
and outline the purpose and content of these.
The procedures have been reviewed and
updated where needed, as discussed in the section on procedures.
Task 1.
Update the state-of-the-art for
predicting the manoeuvring behaviour of ships
emphasising developments since the 2011
a. the potential impact of new technological developments on the ITTC,
b. developments in manoeuvring and
course keeping in waves,
c. new experiment techniques and extrapolation methods,
d. new benchmark data
e. the practical applications of computational methods to manoeuvring predictions and
scaling.
f. the need for R&D for improving methods of model experiments, numerical modelling and full-scale measurements.
g. the effects of free surface, roll, sinkage,
and trim in numerical simulation of manoeuvring.
Task 3.
Complete the work on the Procedure 7.5-02-06-04, Uncertainty Analysis;
Forces and Moment, Example for Planar Motion Mechanism Test, based on ISO approach.
The present procedure 7.5-02-06-04 and the
subsection on uncertainty analysis in the Procedure 7.5-02-06-02, Captive Model Test Procedure, prepared by the 23rd ITTC are based
on the ASME approach. In view of the work already carried out for the Procedure 7.5-02-0604, consider to keep the elaborated ASME example as one of the Appendices to the to-berenewed 7.5-02-06-04.
This task has been achieved by an extensive

discussion of the publications which were issued around the world. The particularly interesting technique is CFD, which received special attention in this report. The effects of free
surface, roll, sinkage and trim have been discussed.
The procedure for UA of captive tests has

been significantly reviewed. This is discussed
in the section on procedures.
Task 4.
Based on results of the SIMMAN workshop held in 2008 and its next edition, continue the already initiated work to
generate a guideline on verification and validation of RANS tools in the prediction of manoeuvring capabilities. Liaise with the QSG
with respect to definitions of Verification and
Validation.
Manoeuvring and course keeping in waves

has received special attention. The criteria
proposed by IMO are followed and interpreted.
Realising that the present day numerical methods are insufficient, this has also emerged as a
separate section on manoeuvrability in waves
in the report.
A guideline for the use of CFD solutions for

manoeuvring predictions is created. This is discussed in the section on procedures.
New benchmark data has been pro-actively

pursued. These efforts are discussed in the
benchmark section.
Task 5.
Restricted waters:
a. Produce a guideline for experimental
methods.
b. Complete the initiated one for numerical methods which may serve as a basis for
Task 2.
Review ITTC Recommended
Procedures relevant to manoeuvring and
129
recommended procedures for manoeuvring in

restricted waters.
Task 9.
Support the organisation of a
second SIMMAN workshop.
The guideline for experimental methods

was integrated with the procedures for free
running model tests and captive model tests.
The members of the committee actively organise and support this workshop, which will
now be held in December 2014.
Task 6.
Free running model tests:
a. Update the Procedure 7.5-02-06-01,
Free Running Model Test (FRMT) Procedure,
in particular to include objective statements on
the initial conditions of free manoeuvring
model tests.
b. Elaborate the already initiated procedure on uncertainty analysis for free running
manoeuvring model tests, including an example.
Task 10. Manoeuvring criteria and relations to IMO:

a. Report on manoeuvring criteria for
ships not directly covered by IMO like POD
and waterjet driven vessels, naval ships, inland
ships, HSMV, etc.
b. Study possible criteria for manoeuvring
at low speed and in shallow waters and if warranted communicate findings to IMO.
A dedicated section is created on manoeuvring criteria and in particular a section is created to discuss non-IMO related criteria which
are in use.
The procedure for FRMT is updated and a

guideline on uncertainty for FRMT has been
created. Details are provided in the section on
procedures.
Task 7.
Scale effects in manoeuvring:
a. Report on knowledge and collect, analyse and summarize data on scale effects for
manoeuvring predictions.
3.
The work conducted on scale effects is included in a separate section.
3.1
USING EXPERIMENTS AS A
TOOL TO ADVANCE THE KNOWLEDGE IN MANOEUVRING
In Deep Unrestricted Water
Design Improvements. Recent studies have

been undertaken to investigate the influence of
ship design and operational aspects on manoeuvring characteristics.
Task 8.
Review developments in methods and draft a validation procedure of combined manoeuvring and seakeeping with respect to simulation. Liaise with the Seakeeping
Committee and the Stability in Waves Committee.
Physical model scale experiments were

conducted by Park et al. (2011) to measure the
running trim of a high speed vessel at zero drift
angle. Small drift angle tests were conducted to
assess course keeping ability. For the zero drift
angle tests vertical motions were measured to
investigate the bow down trim at high speeds
and how this can be reduced to move the lateral
centre of pressure toward the stern to improve
course keeping ability. The small drift angle
The methods are reviewed. It is too early to

create a validation procedure for simulations
for combined manoeuvring and seakeeping.
The Seakeeping Committee and the Stability in
Waves Committee did not have tasks to address
this.
130
hull form with a bow thruster. The force derivatives and coefficients were determined according to the MMG model procedure using
the equivalent single rudder method to reduce
complexity. The hydrodynamic force coefficients were presented for the hull, propeller and
rudder together with the hull force characteristics due to bow thruster operation.
tests were conducted for the naked hull and

with a transom wedge. It was found that the
addition of the transom wedge moved the lateral centre of pressure toward the stern and improved the course stability.
Hirata et al. (2012a, 2012b) presented results from full scale trials and model scale experiments to assess the effect that trim has on
the manoeuvring performance of the training
ship Toyoshio Maru, an azimuth propeller vessel. The full scale tests consisted of turning circle and zigzag manoeuvres for three load conditions, one even keel condition and two conditions trimmed by the stern. The model scale
experiments consisted of oblique towing tests
and circular motion tests in the even keel and
the largest trimmed by the stern load conditions. The results showed that the vessel exhibited course instability for all load conditions,
however trimming by the stern improved the
course stability and remarkable improvement
was seen in the Y() and the N() derivatives.
Yasukawa et al. (2012a) investigated the

hydrodynamic force characteristics of a catamaran with asymmetrical demi-hulls. Physical
scale model experiments were conducted with
different demi-hull separations, rudder angles
and propeller loads. The demi-hull separation
was shown to have little effect on the rudder
normal force and the smallest demi-hull separation provided the best course keeping performance. Numerical simulations of a turning circle
manoeuvre were conducted and compared to
trial results. The steady turning radius showed
good correlation, while the advance and tactical
diameter were over estimated.
In tight turning manoeuvres involving
twin/multi screw vessels, the load in each propeller shaft can vary significantly, which can
influence the manoeuvring behaviour of the
ship. Coraddu et al. (2013) investigated the
propeller loads on a twin screw vessel using
free running model scale experiments and numerical simulations. They investigated the effect of constant propeller RPM, constant power
and constant torque on propeller loads. They
conducted zigzag, turning circle and Dieudonne spiral tests and compared the experimental
results to numerical manoeuvring simulations,
which correlated well and showed the effect of
the asymmetrical propeller loading.
Free running physical scale model experiments were conducted by Miyazaki et al.
(2013) to determine the manoeuvring characteristics of a KCS container ship model with a
static heel angle. The yaw rate and drift angle
during turns with a static heel angle were quantified and discussed.
Kang et al. (2011) investigated the manoeuvring and powering benefits of aligning
twin rudders with the inflow of the propeller
stream of a single propeller vessel. They conducted free running turning and zigzag physical
scale model experiments at Osaka University.
They showed that course keeping stability was
increased by the non-zero rudder angle; however the turning ability was reduced.
Towed Stability. Towed stability receives

more and more attention due to the many
FPSOs which are nowadays towed over the
oceans. Yang & Wada (2012) have been investigating both numerically and experimentally a
Yasukawa et al. (2011) reported on captive

model tests to measure the hydrodynamic force
coefficients on a twin screw, twin rudder ferry
131
of a variety of skeg shapes, and as such CFD is

able to balance the resistance and the towed
stability in order to achieve good directional
stability with minimum barge resistance.
better way to investigate the actual limits of

towed stability. They concluded that there is
quite a difference between towing in the traditional way and towing using an actual tug in
the basin. The numerical model had the capabilities to quantify the effect of the environmental forces on the towed stability. Nakayama
et al. (2011) investigated the towed stability in
(head) waves. A mathematical model was proposed which was validated using model tests.
They show a relationship between peak loads
and surge and pitch motions. Zotti (2013) conducted a study to investigate the directional
stability of a barge being towed by a tug. A
physical scale model barge was towed at various angles of attack up to 6 degrees. Forces on
the barge model were measured to perform a
directional stability analysis applicable to only
small perturbations from the equilibrium condition. The barge was tested in three configurations; without appendages, with a rudder and
with two side skegs. The barge without appendages demonstrated directional instability,
i.e. it had the tendency to move transversely
and to rotate on itself when acted upon by an
external force. The barge with the central rudder had little tendency to translate laterally, but
a great tendency to rotate. The barge with skegs
demonstrated little tendency to rotate and great
tendency to translate laterally. Hong et al.
(2013) present an overview of two different
mathematical models that can be used for
towed stability simulations: the MMG model
for towed bodies by Fitriadhy & Yasukawa
(2011a) and the cross flow drag model according to Wichers (1988). Coefficients for both
models have been derived from captive model
tests. Simulations were carried out using both
models. By comparison of the simulated trajectories to model tests, the authors conclude that
the cross flow drag model is easier to use,
while giving practically the same results as the
MMG model and model tests. Toxopeus et al.
(2013b) show how CFD is used to perform virtual captive tests to predict the towed stability
3.2
In Shallow Water
General. It is necessary to validate shiphandling simulation models for use to approve

new waterway designs. Bttner et al. (2013)
presented experiments with two aims: to detect
the influence of under keel clearance on turning
and course keeping ability and to sound the
limitations of the manoeuvring model implemented in a simulator when applied to manoeuvring in shallow waterways. A remotely
controlled free sailing model was used to perform IMO standard zigzag manoeuvres in the
wave basin of BAW in Hamburg at different
initial speeds as well as at a range of water levels targeting a representative range of under
keel clearances. Data from the manoeuvring
trials were proven to be a good base for determination of coefficients. Another finding was
the impossibility to find a suitable set of coefficients for a broad range of either water depths
or speeds in shallow water.
False Bottom. The use of false bottoms to
execute shallow water tests still demands validation and analysis. The flow field at the borders of the false bottom depends on the dimensions of the tank and on the size of the structure
and the apparatus used to support the false bottom. If there is not enough space for the water
above the false bottom to flow when the ship is
passing, the pressure distribution can be disturbed and the shallow water effects will not be
accurately measured. Only a few papers demonstrated such concern, presenting a validation
of the false bottom dimensions and demonstrating that they are properly designed for the experiment. An example is the work by Yeo et al.
(2013), which describes a false-bottom facility
132
ship models with large inertia. The authors did

not discuss the problems related to the flow at
the lateral boundary of the false bottom. This
may be a concern due to the small width of the
tank, and may play some role in the shallow
water effects.
built at the KRISO towing tank. The tank dimensions are 200 m x 16 m x 7 m, and the false
bottom is 54 m long and 10 m wide. Using this
false-bottom facility, captive model tests were
conducted with a 1:31 scale model of the KCS
hull for three under keel clearances (h/T = 1.2,
1.5 and 2.0). The authors made a preliminary
validation of the false bottom concept, aiming
to verify the effects of the limited lateral size of
the false-bottom. They compared static drift
test results conducted along the mid-breadth
line of the false-bottom and results from a
static drift test conducted along the 1m biasedin-breadth line of the false-bottom. They concluded that the limit in the breadth of the falsebottom would not cause a significant effect on
test results for cases in which the position bias
in breadth (of the model) was within 1 m. Furthermore, based on this result, amplitudes of
forced motion in dynamic tests of the benchmark PMM tests were selected to be within 1
m. This kind of verification must be carried out
when using false-bottoms to perform shallow
water experiments. The benchmark test results
obtained in these experiments will be provided
to participants of the SIMMAN 2014 conference to add to data for subsequent studies.
3.3
In Restricted Water
Canal Navigation. Model scale experiments were conducted by Iseki & Kawamura
(2011) to investigate the rudder angle required
to counter ship-bank interaction. The experiments were conducted in a circulating water
channel and involved adjusting the oblique angle of the ship model and the rudder angle
close to a lateral bank to find the equilibrium
point. The measured values for equilibrium
were compared against the theoretical value of
the Next Generation Fairway Design Standard,
which showed some possibility of underestimation for the safety margins of the fairway.
Iseki & Takagi (2013) conducted experiments with a propelled scale model to determine the equilibrium position of a ship operating in the vicinity of a bank wall. The propeller
RPM, oblique towing angle and rudder angle
were varied for a range of water depth to draft
ratios and distances off the bank. Ship speed
was shown to have little influence on the required rudder angle.
Bguin et al. (2013) presented the experimental database for three different models
(Wigley Hull, Container Carrier and River
Barge), with a combination of ship speed and
water depth. It focused on additional hydrodynamic forces, as well as squat and vertical motions (trim and sinkage) of hulls sailing
straight-ahead in shallow water, as a function
of Froude number. The test facility is 138 m x
5 m. A double bottom made of 28 removable
plates of 1 m width, firmly fixed to a scaffold
structure was used to change the water depth
on a 28 m length section of the towing tank.
One problem addressed by the authors was related to the time window available to obtain the
steady state results in the shallow water section. This is important for higher speeds and
Ibaragi et al. (2012) reported on physical

scale model experiments to determine the effect that channel width, drift angle, under keel
clearance and distance from a lateral bank has
on the sway force and yaw moment of two different hull forms in restricted water. The captive model tests were conducted at the
Seakeeping and Manoeuvring Basin at Kyushu
University. A new empirical formula was presented to predict the sway force and yaw moment due to the drift angle, separation from the
133
model, which takes into account the forward

speed, propeller action, lateral position in the
fairway, total width of the fairway and water
depth.
bank and under keel clearance. The formula

represented the general trends but showed poor
quantitative accuracy.
To investigate the behaviour of a ship in restricted water, Sano et al. (2012) conducted
physical scale model experiments to quantify
the sway force, yaw moment and rudder force
acting on a vessel due to the effects of a bank,
drift angle and rudder angle. The captive model
experiments were conducted in a scale model
channel of a Japanese port using a ship model
fitted with a propeller operating at the selfpropulsion point. The experiments were conducted at various water depth to draft ratios.
The forces and moments induced by the rudder
angle, bank effects and drift angle were exaggerated at low water depth to draft ratios. New
equations were presented to determine whether
a vessel is directionally stable when operating
in restricted water.
Full scale motion measurements of vessels

transiting the Columbia River Bar have been
obtained by Lesser & Jordan (2013). One of the
aims was to quantify under keel clearance in
moderate to high seas. Two methods were used
to measure the vessel motion:
(1) high-precision Trimble GNSS (GPS) units
mounted at the bow and bridge wings with
an additional unit mounted to a pilot
"chase" boat to measure the sea level;
(2) an iHeave unit in winter to measure the motions due to extreme weather.
Numerical simulations were also conducted using the Delft3/SWAN numerical model and
DUKC software. No clear rule of thumb was
identified to eliminate risky transits; however
several aspects affecting the transits were identified.
Squat. Delefortrie et al. (2010) presented a

mathematical model to predict squat of container carriers operating in muddy navigation
areas. The new squat formulae are based on an
extensive experimental research program carried out at the Flanders Hydraulics Research
Towing Tank over the period 2001 to 2004 to
investigate the manoeuvring behaviour of deep
drafted vessels in muddy bottom areas. It was
found that the sinkage over a muddy bottom is
mostly less than a solid bottom, but the trim
can be larger when manoeuvring in muddy areas.
Briggs et al. (2013) compared full scale

Differential Global Positioning System (DGPS)
measurements of ship squat for four different
vessels in the Panama Canal to predictions using a selection of empirical formulae and numerical techniques. They found that the prediction techniques provided reasonable results and
can be used with confidence in deep draft
channel design.
Crabbing. For cruise vessels and ferries,
harbour manoeuvring is an important manoeuvring case. These ships are equipped with bow
and stern thrusters, and the main propeller(s)
are operating in push-pull model. Usually,
berthing (going to the quay) and unberthing
(leaving the quay) are investigated. Lee et al.
(2011) investigated experimentally a twin
screw vessel with bow and stern thrusters.
Based on the experiments, a modular mathematical model was developed for the complex
An extensive captive model test program

was undertaken by Lataire et al. (2012a) to investigate squat with a scale model of the
KVLCC2. Tests were carried out for canals
with rectangular cross section at different water
depths, widths of the canal section, model lateral position in the canal and forward speeds
(2-16 knots where possible). The measurements were used to validate a mathematical
134
Vrijburcht (1988). His model proved to be useful for rectangular shapes such as barges, but
needed improvement for slender ships hulls
(Vergote et al., 2013). The improved sixwaves-model has been used to calculate the
water level elevation at the end of the lock. The
results have been compared with measurements
for the ship models of a New Panamax container ship and a bulk carrier.
flow phenomena for different distances between the ship and quay and also for different
water depths. The fine mesh of different distances to the quay at which captive tests were
performed is particularly interesting.
Kwon et al. (2013) investigated the limiting
operational conditions of a cruise vessel with 3
bow thrusters and 2 pods. Using experiments,
the forces generated by the actuators were obtained. These were compared to the wind loads
obtained by CFD. Model tests were carried out
in deep and shallow water. For berthing, the results were similar in deep and shallow water,
but for unberthing, there were significant differences measured.
Locks can be divided into two categories

depending on whether an approach structure is
present or not. While the latter provides a useful aid for alignment, its induced asymmetry
must be counteracted by the ships available
steering aids. A lateral force component and
yawing moment also occur when a ship sails
eccentrically in a symmetrical lock layout. Insight into these asymmetries is provided by experimental research, for instance the approach
layout for the locks to the Panama canal (Delefortrie et al., 2009) or for the lock to IJmuiden
(The Netherlands) (Kortlever & de Boer,
2013). In these two cases additional difficulties
occur due to the exchange of fresh water with
salt water during the levelling process and after
the opening of the gates. Model tests and full
scale trials for the West lock in Terneuzen (The
Netherlands) were described by Verwilligen et
al. (2012). The results of lock entry and exit
tests can be implemented in a real-time manoeuvring simulator to evaluate the nautical
qualities of the design of a new lock. An example of such an approach was discussed by Verwilligen et al. (2013).
Locks. During the last couple of years

there has been a worldwide growing interest in
the study of ship behaviour in locks, mainly
due to the construction of new locks or the
modernization of existing locks to cope with an
ever increasing ship size. The most impressive
example is the construction of the Third lane of
the Panama Canal (2015) for which several experimental studies have been carried out. For
that reason PIANC has started Working Group
155 (Thorenz, 2013) to study the ship behaviour in locks and approaches to locks. The ship
behaviour in locks was also the main topic of
the latest International Conference on Ship
Manoeuvring Behaviour in Shallow and Confined Water (2013). An overview of significant
locks and the challenges to enter them is described in a practical way by Eloot & al.
(2013).
The above mentioned model scale tests

were all carried out at FHR (Figure 1), who
provided benchmark data to the scientific
community (Vantorre & Delefortrie (2013), see
section 5.4). During the latest International
Conference on Ship Manoeuvring Behaviour in
Shallow and Confined Water (2013) several
papers were presented focussing on the comparison between the benchmark data and nu-
Ships are subject to forces during entry and

exit manoeuvres, but also during the filling and
emptying process while being in the lock
chamber. The latter is however not considered
to be a manoeuvring topic and is not treated in
this report. During a lock entry a ship is subjected to an increased resistance, which is well
predicted by the six-waves-model described by
135
real-time prediction of the ships velocity and

the squat during lock entry and exit manoeuvres. A coefficient was added to take account
of the lock chamber frictional effects. The code
was successfully compared with both experimental and full scale results. Spitzer &
Soehngen (2013) gave a comprehensive overview of lock entry and exit manoeuvres. They
evaluated existing semi-empirical formulae
with model tests and full scale trials. The numerous uncertainties of such formulae call for
the need of additional physical model tests and
CFD research. A specific type of lock entry
manoeuvres is an entry in a ship lift. Li et al.
(2013) conducted experimental research focussing on the squat measurement and the derivation of a squat prediction formula for different
ship lifts in China, such as the Three Gorges
ship lift.
merical computations. Wang & Zou (2013)

used an unsteady RANS solver with a dynamic
mesh method, free undisturbed water level and
user defined functions to define the ship motion
in the lock. The lateral force and yaw moment
were well predicted, while the longitudinal
force was under predicted compared to the
benchmark data. Lindberg et al. (2013) introduced a potential model for nearly real-time
ships hydrodynamics and linear water waves
calculations. The model has been tested with
the New Panamax container carrier sailing into
the lock, but the interaction with vertical approach and lock walls is not yet well predicted
by the model. De Loor et al. (2013) computed
the effect of the exchange between fresh and
salt water on a moored ship along a lock approach wall and compared the results with the
benchmark data. It was concluded that although
the application of CFD is not (yet) feasible to
predict absolute values with sufficient accuracy, it can provide more insight in the physical
processes.
3.4
Ship-to-Ship Interaction
There has been a growing interest in ship to

ship interaction issues, as evidenced by recent
work on ship to ship transfer, tug ship interaction and ship passing scenarios.
Ship to Ship Transfer. Physical model scale
experiments were conducted by Arslan et al.
(2011) to investigate the flow around the parallel midship sections of two ships in a side by
side lightering operation using PIV and dye injection. The results from the experiments were
used to validate CFD predictions. The numerical predictions generally showed good correlation with the experimental results.
Quasi-static and dynamic captive model
tests were conducted by Lataire et al. (2012b)
to simulate the interaction forces and moment
due to a lightering operation of the KVLCC2
and a service ship. Different longitudinal and
lateral positions of the service ship relative to
the KVLCC2 model were tested. Both models
Figure 1. Lock entry model scale test at FHR.

Other authors also developed numerical or
empirical codes, mainly focussing on lock entry speed and sinkage. Henn (2013) enhanced
an existing code for inviscid flows to enable a
136
were fitted with rudders and propellers (running at their open water model self-propulsion
point). New formulae were presented to predict
the forces and moments experienced by the
service ship due to the KVLCC2. The formulae
correlated well in surge, sway and yaw.
namic interaction forces experienced by an

azimuth stern drive tug sailing in the vicinity of
the bow of a Panamax container vessel. The interaction forces on the tug model were measured for a range of relative positions and drift
angles at multiple forward speeds. The forces
were used as input to a fast-time simulation
program to assess the required thrust and azimuth angle to keep the tug at a fixed station.
An assessment was made on the most suitable
position to pass the tug towline.
Yasukawa & Yoshida (2011) investigated a

simplified lightering operation by conducting
physical scale model experiments using two
Wigley parabolic hulls. The lateral separation,
drift angle and rudder angle were varied. The
tests were conducted with no stagger between
the two ships (i.e. midships adjacent). The
sway force and yaw moment was measured on
each of the models along with the normal force
on the rudders. The results from the experiments were compared to numerical predictions
based on nonlinear lifting surface theory. The
numerical predictions correlated reasonably
well with the experiments with a few exceptions.
Passing Ship Scenarios. Delefortrie et al.

(2012) investigated the hydrodynamic forces
and moments acting on a berthed ship due to
different ship traffic scenarios. Captive physical scale model experiments were undertaken
to measure the forces and moments acting on a
berthed ship due to a passing ship and due to
multiple passing ship interaction, with different
dock widths. The effect of a nearby swinging
vessel was also investigated. The applicability
of superposition theory was assessed for estimating the forces and moments experienced by
a berthed ship due to multiple passing ships. It
was concluded that while applicable in most
cases, when under keel clearance or separation
ratio is low, the superposition theory is less accurate. At low under keel clearances it was
found that the forces due to a nearby swinging
ship can be significant, even higher than realistic passing ship manoeuvres.
Sano et al. (2013) reported on physical

model scale experiments to investigate a ship to
ship transfer manoeuvre. The hydrodynamic interaction surge force, sway force and yaw moment were measured on two Wigley parabolic
hulls in close proximity with rudders. The rudder normal force was also measured on both
models. The water depth to draught ratio, lateral clearance between the hulls, hull drift angle and rudder angle were varied during the test
program. It was found that when a ship steered
the interaction force acted not only on the own
ship, but also induced an interaction force and
moment on the ship alongside, which varied
with water depth. The experimental results
were used to validate numerical analyses using
a nonlinear lifting body theory.
Duffy et al. (2011, 2013) and Denehy et al.

(2012) reported on investigations into the influence of waterway geometry, around berth
geometry, berthed ship size and berth occupancy arrangement on the hydrodynamic interaction forces and moments experienced by a
berthed ship due to a passing ship. From captive physical model scale experiments it was
found that the different scenarios significantly
influenced both the form and magnitude of the
interaction forces and moments.
Tug-Ship Interaction. An investigation into

tug-ship interaction was undertaken by Geerts
et al. (2011). Physical model scale experiments
were conducted to investigate the hydrody-
137
Uliczka et al. (2013) conducted physical

model scale experiments to measure the interaction sway force and yaw moment for two
scenarios in a narrow fairway: a containership
passing a moored containership and two containerships passing. Both head on and overtaking manoeuvres were investigated for both scenarios, however the overtaking case with both
ships moving was conducted with each ship
travelling at the same speed sailing parallel.
The results were incorporated into shiphandling simulators for the simulation of containership manoeuvres in narrow fairways.
3.5
Blendermann et al. (2011) report the results

of a combined numerical and experimental investigation of the wind loads on a scale model
of a passenger / car ferry, as well as a full-scale
computation. The ship model (scale 1:150) was
tested in two wind tunnels. The deviations between the results in the two wind tunnels and
the CFD computation were of the same order.
Silva (2012) presented a comprehensive set of
experimental tests for a supply boat for obtaining winds and current loads, in a wind tunnel
and towing tank. The author also performed
CFD calculations and obtained quite good
agreement. The results indicated that CFD is a
realistic and reliable alternative to wind tunnel
model and towing tank tests for predicting
static forces.
Special Experimental Techniques
This section focuses on some works that

used special or non-conventional experimental
techniques and arrangements to study ship manoeuvrability. Also, the application of new system identification (SI) techniques to derive
models and coefficients from manoeuvring
tests is presented.
The manoeuvrability of an unusual vessel

was studied by Ueno et al. (2011) using circular motion tests. The submersible surface ship
(SSS) is a new concept ship that avoids rough
seas by going underwater using downward lift
of wings and keeping residual buoyancy for
safety.
Yoshimura et al. (2012) conducted a comprehensive set of measurements of open water

rudder tests in several exposing conditions, using a large scale rudder model. The authors intention was to obtain a better prediction of rudder lift forces for ballast conditions, when a
ships rudder may be partially exposed on the
water surface. They verified that the actual aspect ratio used for the prediction of rudder
normal force must take into account the water
surface at both sides of the rudder. Also, when
only a small part of the rudder is above the water, the stall phenomenon does not appear and
the maximum lift coefficient significantly increases. The influence of the ships loading
condition on the manoeuvring characteristics
has also been investigated by Hirata et al.
(2012a, 2012b). The authors used full scale trials of a training ship to verify the influence of
trim angle on the manoeuvrability of the ship.
The System Identification (SI) technique of

Extended Kalman Filter (EKF) has been used
to estimate values of hydrodynamic coefficients for a submarine from its full-scale manoeuvring sea trials data in the paper of Ray &
Sen (2012). Data from sea trials with two submarines were used to identify the hydrodynamic coefficients. The authors provide advice
for problems related to the robustness of the SI
techniques applied to the identification of hydrodynamic parameters from noisy full-scale
data.
SI based on artificial intelligence was
deeply investigated by Chinese researchers.
They studied the Support Vector Estimation
technique applied to AUV free-running tests
(Xu et al. 2011), and obtained hydrodynamic
138
vring motion in the proximity of a pier. Manoeuvrability indices and the other parameters
are identified taking group test results as the
training sample.
derivatives similar to those obtained by traditional captive PMM experiments. Extended

analysis concerning AUV application is presented by Xu et al. (2013). The technique was
also used for ship model identification with
good results, as shown by Zhang & Zou
(2011c, 2013). More analysis and results for
ship model identification is presented by Wang
et al. (2013b). The authors also studied the influence of the noise in the estimation of the hydrodynamic parameters and applied a Wavelet
Denoising technique to improve the results
(Zhang & Zou, 2011b). The method was also
applied to the estimation of a 4DOF mathematical model of ships using the roll planar
motion mechanism (RPMM) test, adequate for
the analysis of ship manoeuvring motion in
waves (Wang et al., 2013b).
Ahmed & Hasegawa (2013) conducted free

running model tests of automatic ship berthing
using an Artificial Neural Network (ANN)
trained code. They found that the automatic
berthing manoeuvre could be successfully implemented up to certain wind speeds once the
appropriate teaching variables had been selected.
3.6
Improvements in Experimental Methods
Revestido & Velasco (2012) proposed an

identification scheme for nonlinear manoeuvring models based on two steps with a gray
box approach. On the first step, a suitable
model structure is selected and initial parameters are estimated. Estimated parameters are refined using a nonlinear prediction error method
on the second step.
Hexapods have become more common in

hydrodynamic laboratories. In the past, these
have been used as a tool in the investigation of
sloshing and VIV (Vortex Induced Vibrations).
The use of hexapods as a replacement of a traditional planar motion mechanism seems an
easy step. Up to now, only the work of de Jong
& Keuning (2005) was published. Added mass
and sway and yaw damping were measured on
a segmented model. The results show that the
analysis of tests (oscillations tests in waves
with a segmented model) is an elaborate job.
Nevertheless, the use of a hexapod as a complete replacement of a PMM alone implies that
the oscillations that can be made are so-called
small stroke oscillations: the maximum transverse excursions are in the order of 0.5 m.
This would be an important restriction. A better
approach is to mount the hexapod under a
transverse carriage (with the transverse carriage
mounted on the main carriage). As such, the
hexapod can be used as part of a large stroke
oscillator. Such a set-up is installed in the
Marintek facilities (Berget, 2011).
Luo et al. (2011) applied support vector

machines based SI to predict ship manoeu-
A second observation is the use of false bottoms, which do not fit the whole basin, to in-
Neural Networks have also been applied to

the SI of manoeuvring models, as presented by
Zhang & Zou (2012) and Woo & Kim (2013).
Di Mascio et al. (2011) investigated prediction methods for the manoeuvrability of twinscrew naval vessels. Regression analysis, SI
method, semi empirical corrections for the influence of appendage and RANSE calculations
are applied for analysis of the manoeuvring behaviour of twin-screw ships. They concluded
that the combination of the SI technique and
RANSE calculations could be useful for reducing research costs.
139
controlled during free running model tests as a

function of the instantaneous propeller load.
The impact is considerable and it is indeed recommended to consider the effect of propeller
load on the manoeuvrability of the ship.
vestigate the behaviour in shallow water. The

use of false bottoms has to be considered carefully. The shallow water PMM results for
KVLCC1 and 2 that were obtained using a
false bottom in the INSEAN basins were - after
long discussion - rejected as benchmark data,
as issues were raised concerning the accuracy
of results obtained using the false bottom constructed of removable plates.
A new basin to carry out free running

model tests was reported by Sanada et al.
(2012) and Sanada et al. (2013). The basin at
IIHR measures 40x20x3m and is equipped
with wave makers and a xy carriage with a
turntable. The carriage can follow a free manoeuvring model to perform free running manoeuvring tests in calm water or in waves. The
carriage tracking system, the 6 DOF visual motion capture system and the model release and
capture system were extensively described. The
capability to perform local flow measurements
through PIV besides a semi-captive model allows the measurement of local flow fields for
comparison to CFD results.
The increasing international attention towards manoeuvrability encourages several

smaller basins to investigate manoeuvrability
issues. Yoon & Kang (2013) are reporting the
installation of a CPMC in a basin of 20 x 14 m.
They performed tests at a scale of 1:223. It is
very clear that such techniques should only be
used qualitatively for educational purposes and
that results obtained in this way are of use to
demonstrate that there are indeed scale effects.
But besides the considerable effects of blockage, the accuracy of transducers and bottom
flatness are of a different level due to the very
small forces that need to be measured. Obviously, the main concern with respect to scale
effects is that the Reynolds numbers are so
small that it is very likely that the flow around
the hull is laminar which leads to a different
flow pattern around the manoeuvring hull.
An important improvement in the experimental techniques is the application of uncertainty analysis. Quadvlieg & Brouwer (2011)
are applying this to free running model tests on
KVLCC2. Woodward (2013) described how
the uncertainty of the measurements of the
forces and moments in captive model tests
propagates to the manoeuvring derivatives. He
applied this on KVLCC1.
The desired increase of knowledge about

the manoeuvrability in waves has led to using
captive test techniques in waves with the objective to create mathematical models for manoeuvring prediction in waves. Sung et al.
(2012) reported on the application of this technique to the KCS where PMM tests were performed in waves.
4.
4.1
Some reported improvements in free sailing
techniques are twofold: the correction of the
longitudinal scale effect by adding an airpropeller on the free running model as proposed by Ueno & Tsukada (2013). Mauro
(2013) reported how the propellers need to be
USING SIMULATIONS AS A TOOL

TO ADVANCE THE KNOWLEDGE
IN MANOEUVRING
In Deep Unrestricted Water
Using Viscous CFD Methods. One of the

main advantages of CFD is its ability to provide information about hydrodynamic loads
and motions of the vessel together with detailed
flow field information, which can help to un-
140
steady turn with drift. Comparison with experimental data in the studies above showed
that many of the flow features can be captured,
so CFD seems to be a promising tool for learning about the flow physics in manoeuvring.
derstand the flow physics related to manoeuvring. Another advantage is that this type of
simulation does not rely on model testing with
physical scale models, which means that for instance the hull form or the rudder can be
changed relatively easy. This is useful in the
early design phase where CFD can help to investigate manoeuvring related issues and help
to improve the design. Therefore, CFD is used
ranging from detailed flow studies (to learn
about the features of the flow field) for prediction of hydrodynamic forces and moments to
direct simulation of manoeuvres. This applies
to both surface ships and submarines. It seems
that in addition to the traditional RANS approach, also Detached Eddy Simulation (DES)
and Delayed Detached Eddy Simulation
(DDES) have started to show up in practical
applications.
When it comes to hydrodynamic forces and

moments many different applications are covered to gain knowledge about loads on hulls,
rudders and propellers. Silva (2012) calculated
both hydro and aerodynamic loads on a supply
vessel with RANS. Comparison with experimental tank and wind tunnel showed both close
agreement and deviations depending on the
flow angle relative to the heading of the vessel.
Xing et al. (2012) computed hull forces and
moments for the KVLCC2 and found a reasonably good agreement with measurements.
Amin & Hasegawa (2012) also computed hull
forces for the KVLCC2, but the applied unstructured mesh introduces deviations with the
measurements. Arii et al. (2012) calculate rudder forces for an open water propeller-twin
rudder configuration with reaction fins. The
forces seem to be difficult to capture for larger
rudder angles. In Miyazaki et al., (2011) the
KVLCC2 was modified and used for a study of
the influence of skeg configurations on the
course stability. CFD is used to simulate the
CMT test and the computed forces and moments were used to determine the hydrodynamic derivatives and evaluate the course stability index. Compared to experimental data,
the results look promising. Shin et al. (2013)
performed RANS based CFD computations for
the KVLCC1 and KVLCC2 in pure turning and
static drift conditions. The computed force and
moment coefficients were compared with experimental PMM data. Fukui (2012) performs
CFD computations of the forces and moments
on a VLCC hull with rudder in order to estimate the rudder-hull interaction coefficients
used in the MMG model. The overall forces are
in reasonable agreement with measured data.
Accurate representation of the rudder in the
In terms of flow field investigations Xing et

al. (2012) made a very detailed RANS and
DES based study of the bare hull of the
KVLCC2 with different turbulence models in
order to identify and study the generation and
breakdown of the vortex structures around the
hull in oblique flow at drift angles from 0 to 30
degrees. Comparison with model test results
shows that many flow features are captured by
the CFD solution. Amin & Hasegawa (2012)
also study the flow around the KVLCC2 but
find that unstructured grids make it difficult to
accurately capture the flow features. Sakamoto
et al. (2012a, 2012b) made a comprehensive
flow field study covering vortex structures, velocities and free surface elevations for the
5415M in static and dynamic PMM conditions.
The computed velocities in a number of cross
planes along the hull were compared with results from SPIV measurements. Overall level
flow features were captured, but vortex core
properties were predicted to be too weak. Kim
et al. (2012) studied the flow around the
DARPA Suboff submarine to investigate the
vortex structures from the hull and the fins in
141
turbulence modelling, propeller modelling and

how extreme the flow condition is in terms of
flow separation. Generally it seems that forces
and moments plus trends are captured reasonably well. Finally, it is possible to use the computed forces and moments as input to system
based simulators.
simulation seems to be important to capture the

interaction effects. Simonsen et al. (2012) investigated forces and moments plus hydrodynamic derivatives for the appended KCS container ship with RANS and a body force propeller in a number of PMM conditions. Computed forces as well as moments plus hydrodynamic derivatives were compared with model
test results. Further, simulations of the standard
IMO manoeuvres were made based on both
pure experimental PMM data and combinations
of experimental dynamic PMM data and static
computed PMM data. Results look promising
on both force and manoeuvre levels; however,
the simplified propeller model may introduce
differences. Rajita Shenoi et al. (2013) made
numerical simulations of the horizontal PMM
conditions by means of RANS in order to determine the hydrodynamic derivatives and to
perform 3 DOF manoeuvring simulations for
the S175 container ship. A combination of
measured and computed data is used as input
for the simulator, similar to what was done by
Simonsen et al. (2012). Computations covered
the static drift and pure sway conditions. Other
data came from empirical methods and measurements. The predicted turning circle compared reasonably well with measurements.
Mauro et al. (2012) worked with the 5415M to
investigate the asymmetric loading on a twin
propeller configuration during turning. Sakamoto et al. (2012a, 2012b) performed static and
dynamic PMM simulations for the 5415M
based on RANS CFD. Thorough V&V was
conducted and overall, the CFD solver seems
to have the capability of handling static and
dynamic PMM simulations, and the resultant
forces and moment coefficients as well as hydrodynamic derivatives show reasonable
agreement with measured data. Cheng et al.
(2013) also performed RANS CFD computations for the 5415M in the pure yaw and pure
sway conditions. When compared with measurements the quantitative accuracy of the above
studies depends on properties like mesh size,
Drouet et al. (2011) cover the DARPA

Suboff submarine to compute forces and moments in static drift condition. The results generally look good compared to measurements.
Though, for a drift angle larger than 12 the
configuration of the bare hull including the sail
element deviates, possibly due to turbulence
modelling. DARPA Suboff is also studied by
Kim et al. (2012) to compute the loads in
steady turn with drift. Zhang et al. (2013) computed the flow around the Series 58, Suboff and
DRDC STR submarines with RANS in order to
simulate steady turn with and without drift. Pan
et al. (2012) used unsteady RANS simulation
for captive simulations with the Suboff geometry, including steady oblique towing and dynamic pure heave and pure pitch PMM motion.
The CFD method is able to provide estimates
of the manoeuvring coefficients for the fully
appended submarine model, but more studies
on application of more advanced turbulence
models, finer grid resolution and additional
verifications and validations are recommended
to improve comparison with data. Zaghi et al.
(2012) studied the manoeuvring behaviour of a
fully appended submarine in the vertical plane
by using CFD based captive data as input for a
manoeuvring model. There is no comparison
with experimental data for validation. Polis et
al. (2013) used CFD to compute the manoeuvring coefficients for the Suboff in steady conditions near the free surface to include the free
surface effect in the coefficients. Different
submergences and speeds were covered. Comparison with captive model test data shows reasonable agreement. In order to be able to include the coefficients in manoeuvring models,
142
In Carrica et al. (2013) URANS computations of standard manoeuvres were performed

for a surface combatant at model and full scale.
Two types of manoeuvres were simulated:
steady turn at 35 degrees rudder deflection and
20/20 zigzag both with constant RPM approach
and body-force propeller. Results are benchmarked against experimental time series of
yaw, yaw rate and roll, and trajectories, and
also compared against available integral variables. Comparison between CFD and experiments showed reasonable agreement for both
manoeuvres, though issues regarding adequate
modelling of propellers with side forces remain
to be solved. The 20/20 zigzag manoeuvre was
also simulated at full scale for one Froude
number. The full scale case produces a thinner
boundary layer profile compared to the model
scale.
the computed results are approximated with

exponentially fitted expressions.
The final application is direct simulations of
the manoeuvres where the CFD tool is used to
solve the flow field, compute the hydrodynamic forces and moments and find the trajectory of the ship during the manoeuvre. In Broglia et al. (2011) and Dubbioso et al. (2012)
RANS simulations were performed for a free
running twin screw tanker model performing
turning circles and 20/20 zigzag. The propeller
is modelled as a momentum disk approach
where also side forces are accounted for. The
results show that reasonable agreement can be
obtained with measurements for speed, drift
angle and yaw rate during the manoeuvre. In
terms of overall manoeuvring characteristics a
comparison between measured and computed
transfer, advance, tactical and turning diameters looks promising. Sadat-Hosseini et al.
(2013) performed RANSE based CFD simulations for the free running Delft Catamaran with
water-jet propulsion during turning and zigzag
manoeuvres. Simulations were conducted with
two propulsion approaches:
1) bare hull with integral force models for water-jet;
2) bare hull with actual water-jet with body
force impeller defined by pump curves.
Araki et al. (2012a) performed free running

CFD simulations for the ONR Tumblehome
hull form in order to generate data for SI ,
which can be used to derive hydrodynamic coefficients for system-based simulators. The advantage of using free running CFD instead of
model testing for this purpose is that both motions and forces on the hull and appendages can
be generated in CFD. The results of the manoeuvring simulations obtained with coefficients from CFD SI look good when compared
to measured standard turning circle and zigzag
tests. This approach is an alternative to the one
described above where a large set of CFD
based PMM simulations are performed to determine the hydrodynamic coefficients for the
mathematical manoeuvring model. Chase et al.
(2012) have performed RANS, DES and DDES
simulations for a free running submarine
(DARPA Suboff) model performing a horizontal overshoot manoeuvre. The propeller was
modelled with two different approaches:
a body-force approach where the PUF-14
vortex-lattice potential flow code is coupled
with the RANS solver;
The CFD results were compared with system-based predictions and both validated
against experimental fluid dynamics (EFD)
data. When compared to measured manoeuvres
CFD with actual water jet model showed best
agreement for turning. For the zigzag manoeuvre CFD with actual water-jet showed the largest errors, while good agreement was shown
for CFD bare hull with the system based integral force water-jet model. The authors concluded that further works on water-jet characteristics and modelling are required.
143
direct modelling of the propeller in the CFD

model.
The horizontal overshoot manoeuvre was simulated with both propeller models. In terms of
validation, the final free running manoeuvre
was not compared with measurements, but both
hull and propeller forces were compared with
measurements for different conditions.
(2012) made a database of manoeuvring hydrodynamic coefficients for medium speed

merchant ships and fishing vessels. The database not only contains hydrodynamic derivatives but also interaction coefficients. The coefficients are arranged by the principal particulars of ships and regression formulae are presented. Sugisawa & Kobayashi (2012) proposed a correction method for hydrodynamic
derivatives estimated by published empirical
formulae. Correction factors for derivatives are
defined to minimize the difference between
simulated and measured turning trajectories.
Viallon et al. (2012) investigated the reduction
of the order and number of regressors of polynomial regression models for manoeuvring
forces. A secondary regression which provides
practically the same accuracy as the original
higher order regression model for moderate
manoeuvres is presented. Oh & Hasegawa
(2013) evaluated four existing mathematical
models for low speed ship manoeuvrability.
Sway force and yaw moment predicted by the
mathematical models were compared with experimental results. They also conducted a simulation study on turning motion and a zigzag
manoeuvre to check the influence of each
model.
Using Potential Flow Techniques. Ommani

et al. (2012) investigated the hydrodynamic
forces on a semi-displacement vessel with a
drift angle. The resulting flow asymmetry at
the dry transom stern was investigated. The potential part was solved using the 3D Rankine
source method and the viscous cross flow was
calculated using a 2D+t theory. The agreement
with experimental results is reasonable for the
longitudinal and lateral force, but the neglected
nonlinearities and 3D viscous flow are believed
to hamper the prediction of the yawing moment.
Ommani & Faltinsen (2013) investigated
the dynamic stability performance of an advancing mono-hull, semi-displacement vessel
in sway-roll-yaw. A linear Rankine panel
method was adopted and various Froude numbers were analysed. Compared with the experiments, the numerical analysis was able to
predict the instability of system.
In terms of propeller and rudder force, Shen

& Hughes (2012) proposed a computation
method for the effective inflow velocity of the
rudder. They estimated the axial and tangential
flow velocities at the rudder plane separately
and the effective inflow velocity was determined based on the axial and transverse flow
distributions and the rudder geometry encountered by the propeller slipstream. Hwang
(2012) presented a pragmatic 4-quadrant propeller-rudder model based on the concept of
Thulin (1974) and Chislett (1996). Dubbioso &
Viviani (2012) analyzed the effect of stern appendage configurations comprising skegs, fins
and rudders on the manoeuvrability of twinscrew ships. Based on extensive experiments
Ichinose & Furukawa (2011) presented an

estimation method for hydrodynamic forces
acting on a ship hull in oblique motion using a
3D vortex method. A vortex block model and a
vortex sheet model were introduced to model
the flow in the boundary layer, but the quantitative accuracy of the estimated forces is not sufficient.
Using Empirical Calculations. In order to
predict the hydrodynamic forces acting on a
hull, which is necessary to conduct ship manoeuvring simulation, Yoshimura & Masumoto
144
for seven twin-screw models, an empirical correction method for appendages effect is proposed.
motion using hydrodynamic derivatives, including the effect of roll motion, are shown.
A mathematical model for a twin-propeller,
twin-rudder ship was developed by Khanfir et
al. (2011) based on captive model tests and
free-running experiments. An experimentbased method for estimating rudder-hull interaction coefficients is proposed. Simulated results based on the proposed mathematical
model are compared with free-running test results for validation.
Fang et al. (2012) developed a real-time

simulator based on a 6 DOF mathematical
model including seakeeping and manoeuvring
characteristics. Hydrodynamic coefficients
were estimated with empirical formulae in published papers. The simulated turning motions of
8,200 TEU container vessels were compared
with measured sea trial results for the validation of the simulator. Yuba & Tannuri (2013)
investigated the manoeuvrability of pusherbarge systems which have an azimuth or a conventional propulsion system with/without an
auxiliary bow azimuth thruster. The advantage
of each system, depending on the manoeuvring
situation, is shown.
The effect of static and dynamic azimuthing

conditions on the propulsive characteristics of a
puller podded unit were analyzed by Akinturk
et al. (2012) based on model experiments in
open water. They conducted a thorough uncertainty analysis to assess the uncertainty in their
experiments and to identify the major factors
influencing measured results. Amini & Steen
(2012) also investigated the effect of a dynamically changing propeller revolution and azimuth angle on propeller shaft loads based on
model experiments using a model of a pushing
azimuth thruster. Song et al. (2013) investigated the thrust loss induced by the interaction
between an azimuth thruster and a ship hull
based on model tests using a model of a wind
turbine installation vessel. Comparison between simulation results using a commercial
CFD code and measured results is also shown.
Using Experimental Techniques. In order

to evaluate the effect of roll motion on ship
manoeuvrability, Yoshimura (2011) introduced
a rudder to yaw response equation based on a
linear mathematical model of hydrodynamic
forces acting on a ship. He pointed out that the
turning moment induced by roll motion is a key
parameter which strongly affects the coursekeeping and turning abilities. This tendency
becomes remarkable when the roll angle becomes large. Yasukawa & Hirata (2013) conducted oblique towing and circular motion tests
with changing heel angle to capture the characteristics of hydrodynamic forces acting on a
ship hull. The effect of the heel angle on the
course stability criterion was evaluated using
hydrodynamic derivatives obtained by model
experiments. Yasukawa & Yoshimura (2013)
investigated the roll-coupling effect on ship
manoeuvrability in the framework of linear
motion theory. They proposed approximate
formulae for the course stability criterion,
steady turning index and time constant for
steady turning. Simulation results of turning
Several publications relate to unconventional ships. Obreja et al. (2010) developed a

simulation code for the manoeuvring characteristics of a Mediterranean fishing vessel. PMM
experiments were used for evaluating the hydrodynamic derivatives. The simulation results
for turning motion and zigzag manoeuvres
were compared with the model test results.
Zhan & Molyneux (2012) developed a simulation method for ship motion in packed ice,
combining mathematical models for ship motion, ice motion and ship-ice interaction. The
145
tively agreed with the results of simulations

and tank tests.
manoeuvring behaviour of an arctic drill ship

with ice was simulated by the mathematical
model and compared with experimental results.
Avila & Adamowski (2011) carried out
forced oscillation and steady-state tests with an
open-frame ROV. Analysing the variation of
drag and inertia coefficients in Morisons equation as a function of Keulegan-Carpenter and
Reynolds numbers, dependency or independency on the parameters is shown. De Barros &
Dantas (2012) presented a comparative study
of CFD and ASE (analytic and semi-empirical)
methods for the prediction of the normal force
and moment coefficients of an AUV with a
duct propeller. The advantages of the symbiosis
between CFD and ASE methods are suggested.
Ren et al. (2012) proposed a mathematical

model of a tug towage operation for an interactive tug simulator. Two kinds of towline tension models were used. The first one is a model
with linear strain which can take account of the
towlines own weight. The other one is a model
with nonlinear strain which omits the towlines
own weight. The appropriate model was selected in their simulation comparing the towline strain with the maximal towline strain
given by the towline stress-strain diagram.
Yoon & Kim (2012) modelled a towline with a
finite element model in 5 DOF (roll excluded).
The motion of the tow vessel was simulated in
6 DOF but the towed vessel was assumed to
solely move in the horizontal plane. In the
above papers, only the results of numerical
simulations are presented.
Towed stability. Fitriadhy & Yasukawa

(2011a, 2011b) developed a nonlinear numerical simulation tool to predict course stability
and turning ability of a towing system in calm
water. The motions of the towing and towed
vessels were coupled by a towline. The towline
was modelled using a 2D lumped mass method
to take into account the dynamic motion of the
towline. Linearized equations of motion were
also derived to confirm the validity of the
nonlinear analysis. The influences of several
parameters such as towline length, towed vessels dimension and tow points on course stability and turning ability of the towing system
were investigated.
4.2
In Shallow Water
Using Viscous CFD Methods. Toxopeus

(2011b) performed a comprehensive study of
the shallow water effect on the KVLCC2.
Computations were performed with fixed sinkage and trim and free-surface effects were not
taken into account. Results highlight the adverse influence of the water depth on the flow
along the aft part of the ship. Kimura et al.
(2011) applied CFD to study the manoeuvring
forces on a VLCC in shallow water .
Fitriadhy et al. (2011) investigated the

mechanism of slack towline motion and its influence on towing and towed vessels during
manoeuvring. A linearized theory was applied
to grasp the basic mechanism of dynamic interaction between towing and towed vessels. They
proposed a formula which gives the appearance
limit of slack towline during turning. Furthermore Yasukawa et al. (2012b) carried out
nonlinear time domain simulations and tank
tests to validate the formulae. It is concluded
that the slack towline appearance limit qualita-
Using Potential Flow Techniques. Skejic et

al. (2012) investigated the ship manoeuvring
performance in calm water with variable finite
water depth. A unified seakeeping and manoeuvring (MMG based) model was modified
with the inclusion of shallow water effects.
Simulated results of turning motion for variable
sea bottom profile are shown.
146
tion of the manoeuvring characteristics of a

pusher barge system for deep and shallow water conditions. Comparisons between simulated
results using experimental or empirical coefficients with measured results are shown. Reichel (2012) developed a mathematical model
based on the MMG approach for a twinpropeller, twin-rudder car-passenger ferry.
PMM tests were conducted to determine the
hydrodynamic derivatives and other parameters. Three modes of motion such as ahead,
astern and pure drift were considered in the
model tests to simulate port operations.
Gourlay (2013) applied a modified slender

body method to solve the ships squat in a
dredged channel and canal. The sinkage in a
dredged channel is 20-30% larger than in open
water, while in a canal, the squat can increase
up to 100% compared to the value in open water.
A shallow water hydrodynamic coefficient
prediction and MMG equation simulation of
ship fleets manoeuvring in shallow water
(Three Gorges Dam of China) was carried out
by Cai, et al. (2012). The added mass was calculated by strip theory and empirically corrected with the shallow water effect. The simulation results showed good agreement with the
experiments.
4.3
In Restricted Water
Using Viscous CFD Methods. Zou et al.

(2011) compared results obtained with both potential and CFD codes with experiments for the
KVLCC2 in a canal. Results show the influence of viscous effects on ship behaviour and
flow field. The CFD results are in good agreement with the experiments for different UKC
and lateral clearances. In Zou & Larsson
(2012a) the research is extended to provide
physical explanations of the flow field. Computations were performed for both 0 RPM and
self-propulsion. Results show a strong influence of the bank on stern flow leading to high
asymmetrical propeller loadings and yaw moments.
Using Empirical Calculations. A prediction

method for linear derivatives in shallow water
was proposed by Furukawa et al. (2011). The
linear derivatives were obtained by adding correction factors to the deep water derivatives.
The correction factors are provided as functions of parameters, which consist of principal
ship dimensions and so on.
Quadvlieg (2013) presented a method to
create mathematical manoeuvring models for
the simulation of inland ships based on only the
main particulars of hull, rudder and propeller
without the need to execute model tests. A
modular model is introduced based on slender
body theory and cross flow drag theory for hull
forces and a parameterised model for rudders
of inland vessels based on systematic model
tests.
Lou & Zou (2012) performed CFD computations on a KVLCC hull in a canal. Computations were performed in pure sway for symmetrical and asymmetrical locations of the ship in
the canal. Results showed strongly different
behaviour of the sway forces and yaw moment
for the two cases.
Using Experimental Techniques. The inherent directional stability of a catamaran was

investigated by Milanov et al. (2011) based on
a linearized manoeuvring model and model experiments covering a wide range of Froude
numbers and depth to draft ratios. Maimun et
al. (2011) presented an experimental investiga-
Using Potential Flow Techniques. With the

first-order Rankine source panel method, Yao
et al. (2011) studied the bank effects of a container ship sailing along vertical or sloping
147
al. (2013) applied the course stability criterion

for a ship running in a channel under steady
wind and obtained the check helm angle required for course keeping by solving the steady
motion equations.
banks in shallow channels. The influences of

the ship to bank distance , the speed and the
water depth on the sway and yaw hydrodynamic forces were discussed.
Using Empirical Calculations. A statistical
squat prediction model was proposed by
Beaulieu et al. (2012) based on a stepwise regression tree algorithm. The prediction model
was developed using a database containing
5,141 observations in the St. Lawrence River
and produces a relationship between squat and
ship speed. Om et al. (2013) evaluated the manoeuvrability of a shallow draft ore carrier with
twin-propeller and twin-rudder, which is newly
designed for inland waterways.
4.4
Ship-to-Ship Interaction
Using Viscous CFD Methods. Mousaviraad et al. (2011) use CFDSHIP-IOWA to

study interactions between passing ships. Replenishment and overtaking computations were
performed in both calm water and waves. Influence of the spacing between ships and the
sheltering effect of one ship was evaluated. Results are compared with experiments.
Muto et al. (2011) simulated the motion of

a ship running in a non-uniform flow field,
mimicking the flow field that a ship may encounter while sailing near the mouth of a river.
Estimated hydrodynamic forces using empirical formula for large drift angles and simulated
trajectories were compared with measured results. Hasegawa et al. (2013) investigated the
ship manoeuvring behaviour in crossing current. They pointed out that a mathematical
model for low speed should be considered even
if the ship speed is not low because the crossing current causes a large drift angle.
Fonfach et al. (2011) present a comparative

study of potential and CFD computation on the
flow past a tug boat close to a large tanker.
Computations were performed using freesurface boundary conditions or double body
conditions. Results highlighted the influence of
the free-surface boundary condition to accurately predict the lateral force on the tug boat as
the separation distance is reduced.
Simonsen et al. (2011) performed CFD
computations on a tug boat next to a tanker for
different tugboat drift angles and locations relative to the tanker. The CFD results are in good
agreement with the experiments.
Carreo et al. (2013) conducted full-scale

trials of a riverine support patrol vessel which
has a pump-jet propulsion system and a large
beam-draft ratio. The standard parameters of
turning tests were measured to compare with
simulated results based on a mathematical
empirical model.
Benedict et al. (2011) developed a new and

extended mathematical model to solve encountering and overtaking ship operations considering the surge and sway motion. A combined
approach with finite volume discretisation and
level-set free surface flow was adopted to
simulate the hydrodynamic forces. The paper
also introduced the safe passing distance based
on a reference drift angle.
Using Experimental Techniques. Yasukawa et al. (2012c) analysed the course stability and yaw motion of a ship running under
steady wind conditions and proposed a course
stability criterion including the effect of aerodynamic force derivatives. Then, Yasukawa et
148
Sadat-Hosseini et al. (2011b) presented a

study on investigating the interaction between
two different tankers; Aframax and KVLCC2,
free to heave and pitch, advancing in shallowwater with the same speed and with a fixed
separation distance using CFDSHIP-IOWA
V4.5 URANS simulation. The result was validated and shows good agreement. Several influences such as suction force and asymmetric
ship wake on ship-ship interaction and longitudinal alignment on yaw moment were discussed. The same problem was investigated by
Zou & Larsson (2012b). The paper applied the
steady RANS to numerically simulate the hydrodynamic force between the Aframax and the
KVLCC2. Both the RANS and URANS gave
good results compared to the experiments.
Using Potential Flow Techniques. Potential

theories are efficient in solving ship-to-ship interaction problems. With the manoeuvring
model introduced by Skejic (2008) and a 3D
boundary element method, Xiang & Faltinsen
(2011) simulated the interacting hydrodynamic
forces of two ships and carried out verification
and validation in infinite water. In this research, a low Froude number and a rigid free
surface was assumed. Xiang et al. (2011) also
predicted the interacting loads of two tankers
involved in a typical lightering operation with
the 3D panel method. As for the ship to floating structure interaction, Skejic et al. (2011)
used the STF strip theory and a two time scale
manoeuvring model to simulate the process of
manoeuvring a ship around a floating object
with the assumption of low speed and uniform
current.
Zhang & Zou (2011a) used the FLUENT

software to calculate the hydrodynamic forces
of encountering and passing ship-to-ship interaction. The influences of boundary conditions
such as bank effect and water depth were presented.
Sutulo et al. (2012) applied the classic Hess

and Smith method, combined with rigid free
surface conditions, into the real time interacting
forces of two ships. Compared with experiment results, the largest discrepancies were
discovered for the sway force at a very small
horizontal clearance. This effect could be analyzed with viscous flow theory and free-surface
boundary condition, see Fonfach et al. (2011).
Leong et al. (2013) focused on the interaction forces and moments acting on an AUV operating in close proximity to a moving submarine. The influences of longitudinal and lateral
distances and a range of speeds were investigated through CFD and EFD and a safe path
for the AUV to approach or depart from the
submarine was suggested.
3D potential flow theories have been applied to the interactions between a moving ship
and moored ship. Van der Molen et al. (2011)
calculated the hydrodynamic forces of a
moored ship in port due to passing ships by
means of a 3D source method taking account of
the free surface and the finite water depth .
Pinkster (2011) gave 3D potential flow results
of hydrodynamic forces on a moored vessel
due to a passing vessel based on a double-body
flow and free surface assumption. He also
pointed out that the complexity of geometry,
current or drifting angle would lead to inaccuracies. Based on Pinksters double-body
Zubova & Nikushchenko (2013) investigated ship to ship interaction using the Wigley
hull form. Calculated forces and moments using
commercial
software
(FLUENT,
FINE/Marine and STAR-CCM+) were presented.
Yang et al. (2011) compared potential flow
and CFD results for passing ships at low speed,
of which one was the KVLCC2. Potential flow
and CFD results are in good agreement.
149
method, Bunnik & Toxopeus (2011) presented

a RANS method to compute the effect of passing ships on moored ships. The discrepancy between RANS and the potential methods for
large drift angles was analysed. The 3D potential flow method was also applied by Verdugo
et al. (2013) who studied the methodology to
analyse ship manoeuvres and passing ship effects on moored ships at different berths in the
Port of Altamira (Mexico).
risks. Gronarz (2011) made a so-called hybrid

regression to predict the transient behaviour related to forces and moments caused by passing
ships.
4.5
Improvement in CFD methods
For the application of CFD for manoeuvring, simulation of the captive conditions is
the most commonly used approach today. It
seems that reasonable results can be obtained,
Simonsen et al. (2012), but the downside of the
approach is that many CFD simulations must
be performed to give enough data to provide
the required derivatives for simulator models.
On the other hand, part of the test matrix can be
computed and combined with input from other
sources. The CFD based SI approach from
Araki et al. (2012a) is currently not used much,
but if the CFD code is capable of simulating
the free sailing manoeuvres it can be done. The
simulations required are complex, but fewer
runs are required compared to the captive approach. It should be mentioned that if the free
sailing capability is available in the CFD code
and one is only looking for the standard IMO
manoeuvres they could be directly simulated
without going through the system-based model.
If more general manoeuvres are to be performed the CFD based SI method could be a
better option.
De Jong et al. (2013a) applied a newlydeveloped time-domain model based on the

shallow-water flow formulations for continuity
and momentum (Xbeach) to simulate the passing ship effect in waterways and ports. The
non-linear effects such as shallow water waves,
currents and an arbitrary bank condition could
be taken into account.
Pinkster & Bhawsinka (2013) introduced a
real-time simulation technique which links the
program Delpass and MARINs real-time
simulator. This might reflect more precise ship
manoeuvring behaviour on the simulator since
it uses the real-time force for ship-bank and
ship-ship effects instead of the empirical hydrodynamics.
Ship-to-ship interaction research was carried out by Watai et al. (2013). The results
based on strip theory, empirical regression and
3D Rankine source boundary element method
were compared with the experiments. The 3DBEM method gave the best agreement with the
test on the passing ship effects.
Recent works using unsteady Navier-Stokes

equations to simulate free-running manoeuvres
have been published. Simulations are usually
performed using propeller models in order to
reduce computational effort. One of the weak
points that are currently experienced by many
of the CFD applications is the propeller modelling. It would be good to run the CFD simulations with spinning propeller geometry, but this
is very time consuming due to the different
time scale between propeller physics and manoeuvring forces variations. Therefore, many
Using Empirical Calculations. An artificial

neural network method for predicting the sway
force, surge force and yaw moment was studied
by Xu et al. (2012). With this ANN technique,
the influence of ship speed, water depth and
ship dimensions could be immediately translated into ship-to-ship forces to help the pilot
quickly judge the navigation environment and
150
users apply simplified propeller models which

are missing some of the rudder-propeller-hull
interaction effects and in some cases also the
side force from the propeller. This influences
of course the loads on the individual components and will influence the predicted manoeuvre.
4.6
The concept of multi-controller structure

was applied to autopilot design by Saari &
Djemai (2012). The ship speed is used to select
between different PID control gains, and a
simple switching law is adopted. The authors
showed that the non-linear behaviour of the
system due to the speed can be adequately
compensated by the proper switching of PID
control gains.
Autopilots and other control applications
Mizuno & Matsumoto (2013) derived an

automatic ships manoeuvring system using a
sliding mode controller. They demonstrated the
advantages of the proposed controller by means
of computer simulations and actual sea tests
carried out using the small training ship ShiojiMaru under various conditions. The authors
emphasized that the control scheme can be easily implemented in the autopilot for small size
ships.
This section presents the developments related to the application of control systems to
the manoeuvring problem. Besides autopilots
new technologies, there are some improvements related to automatic berthing, optimal
route finding, etc.
Bhattacharyya et al. (2012) developed a
fuzzy autopilot algorithm for manoeuvring of
surface ships and verified the performance using time-domain simulations of a Mariner class
vessel. However, this can be considered an introductory work, since the analysis assumed an
undisturbed environment without any waves,
current or wind. Mucha & Moctar (2013) tested
different control approaches to design and tune
the autopilot applied to a vessel navigation
close to a bank.
The automatic berthing is a marine control

related problem, in which the model describing
the vessel motion is highly non-linear, especially in the case of low speed and large manoeuvring motion. Also, the number of inputs
used to control the vessel position and heading
may be large, due to the utilization of thrusters
and tugboats. Due to the previous characteristics of the problem, the definition of the minimum-time approaching control for automatic
berthing requires a large computer processing
capacity. Mizuno et al. (2012) developed an
automatic berthing system using GPU, which is
able to cope with external disturbances. The
method uses the prediction of the future position of the vessel in order to define the next set
of inputs. Numerical simulations and full-scale
tests were used to verify the system. Tran & Im
(2012) presented an automatic berthing system
with an artificial neural network (ANN) controller. The controller is designed to use assistant devices such as bow thruster and tugboat.
Luo et al. (2013) proposed a hybrid architecture for the autopilot, with real time identification of ship dynamics based on support vector machines and robust techniques applied for
the controller design. Numerical simulations
were used for the performance analysis.
Do (2010) derived a general control algorithm for underactuated ships, with no independent actuator in the sway axis. The trajectory control using the rudder is an example of
such a problem. The algorithm is based on
nonlinear control theory and numerical simulations illustrated its effectiveness.
151
The online prediction of ship roll motion

during manoeuvring plays an important role in
navigation safety and ship control applications.
Yin et al. (2013) derived a method for this task,
using neural networks. The results of full-scale
sea trials were used to validate the method.
the 5415M. However, the results from the 2008

workshop showed that there were only minor
differences in manoeuvring characteristics between the KVLCC1 and KVLCC2. Therefore,
to limit the number of test cases and focus the
effort on fewer ships it was decided to only focus on KVLCC2, KCS and 5415M in SIMMAN 2014. A discussion of the 2008 data is
given in Stern et al. (2011).
A method for automatic route finding and

collision avoidance was presented by Xue et al.
(2011). This paper presents an effective and
practical method for finding safe passage for
ships in possible collision situations, based on
the potential field method. Simulations of complex navigation situations demonstrated the effectiveness of the method.
The main focus of the workshop is on appended hull tests in deep and shallow water to
provide data for simulation of free manoeuvres.
Though, bare hull tests for validation of CFDbased methods are also available. Ship, rudder
and propeller geometries plus the captive part
of the data from the model tests is already
available to the public via request from the
workshop website www.simman2014.dk. Free
running test results will be made available after
the workshop, since the free running test cases
are blind. An overview of the model test data
available for the workshop is given in Table 1.
Some test data has not yet been received.
Nakano & Hasegawa (2012) proposed a

prediction method for manoeuvring indices K
and T in Nomotos model by analysing AIS
(Automatic Identification System) data with an
optimisation method.
5.
5.1
BENCHMARK DATA
Captive Model Test Data. All test conditions for the workshop are specified in model
scale, i.e. appended captive tests are made at
model self-propulsion point using constant
RPM throughout the manoeuvre. Typical output are X- and Y-forces plus yaw and heel
moments (4 DOF). In some cases rudder and
propeller loads are also measured.
SIMMAN 2014
Goal. In continuation of the Workshop on

Verification and Validation of Ship Manoeuvring Simulation Methods, SIMMAN 2008, a
new workshop SIMMAN 2014 will be held in
December 2014. Since SIMMAN 2008 some of
the deep water data sets used for the workshop
has been replaced by new measurements based
on the learning from 2008. Further, the scope
of SIMMAN 2014 has been extended compared to 2008, so shallow water is also a part of
the workshop. This has necessitated measurements in shallow water.
For KVLCC2, new PMM data is available

for both deep and shallow water in both appended and bare hull configurations. Hyundai
Maritime Research Institute (HMRI) has provided data for a 3 DOF test in deep water with
a model at a scale of 1:46.426. INSEAN is
planning on making the same test in deep water, but with a smaller model at a scale of
1:100. This data will be available in the second
half of 2014. The Bulgarian Ship Hydrodynamics Centre (BSHC) has contributed with 3DOF
At the SIMMAN 2008 workshop the focus

was placed on four hull forms selected by the
ITTC for benchmark, i.e. the KVLCC1 and
KVLCC2 tankers, the KCS container ship and
152
PMM data in shallow water for an appended

model at a scale of 1:45.714. Water depths
ranging from very shallow to moderate shallow
were covered with h/Tm ratios of 1.20, 1.50 and
2.00. In addition to this a number of bare hull
conditions were also covered for h/Tm=1.20.
Flanders Hydraulics Research (FHR) also executed shallow water 3 DOF PMM tests for the
KVLCC2. In this case the scale was 1:75 and
h/Tm ratios of 1.20, 1.50 and 1.80 were covered. A subset of bare hull conditions are also
available from FHR. Concerning circular motion tests (CMT) with the KVLCC2, the 3 DOF
data set for the appended hull used for SIMMAN 2008 is still used and available. The
scale of the model was 1:110.
test, which means that heel variation is included in the test. A limited set of conditions
with the bare hull is also covered. The scale of
the model is 1:52.667. In shallow water two
data sets have been made. One set is made by
FHR who considered water depths with h/Tm
ratios of 1.20, 1.50 and 2.00. The model used
in this case is the same as the one FORCE
used, i.e. model scale of 1:52.667. The other
data set is made by MOERI. The test was made
with a model at a scale of 1:31.6. Data from
this test has not yet been released by MOERI.
With respect to CMT tests two data sets are
available. The first is from NMRI who made 3
DOF CMT for SIMMAN2008 with a model at
a scale of 1:75.5. The other set is made by
(CSSRC). To account for heel, the test was
made as a 4 DOF test with the appended hull.
The scale of the applied model is 1:52.667.
For KCS in deep water PMM tests were

performed at FORCE with the appended hull.
Since heel plays an important role for the container ship the test was performed as a 4 DOF
Table 1. Available data for the SIMMAN 2014 workshop.

Captive
Free
Hull
PMM
app.
deep
PMM
app.
shallow
PMM
bare
deep
PMM
bare
shallow
CMT
app.
deep
CMT
bare
deep
Free
app.
deep
Free
app.
shallow
INSEAN
(2014)
missing
BSHC
(2013)
INSEAN
(2014)
missing
BSHC
(2013)
KVLCC2
HMRI
(2012)
KCS
FORCE
(2009)
FHR
(2012)
FHR
(2012)
5415M
MARIN
(2007)
MOERI
(2013)
FORCE
(2009)
FORCE
(2004)
FHR
(2012)
NMRI
(2006)
NMRI
(2005)
3DOF
HSVA
(2006)
MARIN
(2007)
FHR
(2012)
MARIN
(2013)
CTO
(2007)
CSSRC
(2013)
4DOF
MARIN
(2009)
BSHC
(2008/
2011)
153
IHI
(2012)
MARIN
(2007)
MARIN
(2007)
FHR
(2012)
IIHR
(2005)
INSEAN
(2005)
shallow water two new data sets have been

measured. One was made by FHR with the
same model (1:75) that they used for the PMM
tests. Another data set was measured by
MARIN with the FHR model (1:75). The considered water depths covered h/Tm ratios of
1.20, 1.50 and 1.80.
A third set of CMT tests in 4DOF is made

available by JMU and Hokkaido University
based on measurements in 2012 at a scale of
1:105.
For the 5415M the PMM test results are
available for both bare and appended hulls. For
the bare hull three data sets were made by
FORCE, INSEAN and IIHR. The three institutes used different model scales: 1:35.480,
1:24.830 and 1:46.588, respectively. These data
sets were also available for SIMMAN2008. For
the appended 5415M MARIN has provided a
set of PMM data for the model with a twin
screw-twin rudder arrangement, a centre line
skeg, bilge keels and stabiliser fins. The PMM
test was conducted as a 4 DOF test and in addition to the traditional overall forces and moments acting on the ship, local force measurements on rudders and stabilizers were also performed. Concerning CMT test results, MARIN
performed this test with the same 5415M
model that was used for the PMM test. Both
appended 5415M data sets are new compared
to the sets used for the workshop in 2008.
For the KCS container ship in deep water a

new set of free model tests has been performed
by MARIN with a model at a scale of 1:37.890.
It can be noted that this is a somewhat larger
model compared to the one used for deep water
PMM at FORCE. In shallow water three new
data sets have been measured. Two were made
by BSHC and one was made by FHR, but they
were all made with a model at a scale of
1:52.667. Both BSHC and FHR considered
h/Tm ratios of 1.20, 1.50 and 2.00. It can be
noted that at BSHC the full turning circles were
measured, while the FHR data only contains
partial turning circles due to limited width of
the towing tank.
During SIMMAN2008, the free model tests
from MARIN for the 5415M showed a surprising asymmetry between the port and starboard
turning circle manoeuvres, but this has subsequently been checked and corrected, so data
should be ready for SIMMAN2014.
Free Model Test Data. The nominal conditions for the free model tests comprised constant RPM at the model self-propulsion point as
well as a certain speed, rudder rate and GMT
for each ship. The typical measurements cover
turning circles (full or partial) plus 10/10 and
20/20 zigzag tests.
As a final comment to the shallow water

captive and free running test results in shallow
water, it should be noted that towing tank
blockage may influence the results as indicated
in Toxopeus et al. (2013a). In deep water the
width of the applied towing tanks does not influence the results significantly. But, when testing for instance at h/Tm of 1.20 with very small
under keel clearance, the width of the tank has
an influence. So, when using the shallow water
data for validation of simulation tools this has
to be kept in mind.
For the KVLCC2 tanker in deep water free

model tests were performed with the same
model (1:45.714) at the nominal conditions at
three facilities: HSVA, MARIN and CTO for
SIMMAN 2008. It can be noted that KVLCC1
was also tested and it was from these results
that it was found that the difference in manoeuvring characteristics between the two versions of the tanker was quite small. It was decided to skip KVLCC1 for SIMMAN2014. In
154
5.2
5.3
Submarine
Hamburg Test Case
The Hamburg Test Case (HTC) is a 1:24

scale model of a 153.7m container ship built
by Bremer Vulkan in 1986. Captive deep water
model testing was conducted with the HTC
within the VIRtual Tank Utility in Europe
(VIRTUE) project by Hamburgische SchibauVersuchanstalt (HSVA) in order to provide
data for CFD validation. The tests covered
force measurements for the bare hull, the hull
with rudder and the hull with propeller and
rudder. In addition, PIV measurements were
conducted with the bare hull model while sailing in steady turning motion. The experiments
were reported in VIRTUE deliverable D3.1.3,
Vogt et al. (2007). Further, free running model
tests were performed by MARIN to determine
the manoeuvring characteristics in connection
with measured turning circles and pull out plus
10/10 and 20/20 zigzag manoeuvres. The results are reported in Toxopeus (2011a).
The DARPA SUBOFF is a recommended

submarine hull form for benchmark tests. This
is described by Groves et al. (1989). Very detailed flow measurements were published by
Huang et al. (1992) based on measurements in
a wind tunnel. Towing tank experimental results were presented by Roddy (1990). The latter one concerns rotating arm experiments carried out in the Carderock Model basin of
NSWC.
The DARPA SUBOFF comes in various
configurations having different arrangements
of aft planes and stern arrangements: it is recommended to work with one of the following
configurations. Configuration AFF-1 is an axisymmetric body without sail, propeller and
planes. Measurements are carried out until drift
angles of 18. This is often taken as the base
case for many research programs. Configuration AFF8 is the fully appended hull with a sail
and aft planes. In addition to the results of captive manoeuvring experiments, this set of data
also includes the flow field at several locations
and the pressures at several locations on the
hull measured during the captive manoeuvring
experiments.
5.4
Restricted Water Cases
Bank Effects. To investigate bank effects

and make a public data set to be used for validation of mathematical models and CFD computations a comprehensive research project
covering captive model testing has been carried
out at Flanders Hydraulics Research in Belgium in cooperation with the Maritime Technology division of Ghent University, Lataire et
al. (2009b). In this study two types of banks
were investigated: one covers surface piercing
banks, characterised by a constant slope from
the bottom up through the free surface and the
other covers banks with platform submergence
composed of a sloped part from the bottom up
to a certain level where it transitions into a
horizontal, submerged platform. Further, three
different under keel clearances were considered. Three ship models were used during this
test: a 8000 TEU container carrier, a LNG-
Many researchers over the world are using

this hull form as the study object: A collaborative exercise to calculate the manoeuvring
forces for DARPA SUBOFF by CFD is reported by Toxopeus et al. (2012). Zhang et al.
(2013) simulated the flow over the AFF-1
form. Kogishi et al. (2013) have also performed
calculations on this hull form, but unfortunately
performed experiments on a different submarine hull. Ray (2010) used RANS to determine
the hydrodynamic coefficients of the DARPA
SUBOFF. Vaz et al. (2010) compared the results of two different viscous flow solvers for
DARPA SUBOFF.
155
carrier and a small tanker. Only a limited set of

model test results from the study are made
available for the container carrier model at different loading conditions. The data covers
measured hull forces and moments, rudder
forces, propeller thrust and torque, dynamic
sinkage and trim plus free surface elevations.
wave and the water level elevation at the closed

lock door were measured. In addition to this
data, results for a limited number of captive
tests with a bulk carrier at a scale of 1:75 sailing in the approach channel to another lock are
also provided in Vantorre & Delefortrie (2013).
Ship to Ship Interaction. In relation to shipto-ship interaction captive model test results for
lightering conditions are presented in Lataire
et. al. (2009a). The service ship (SS) is an
AFRAMAX and the ship to be lightered
(STBL) is the KVLCC2 tanker. Both ships are
at a scale of 1:75 and are equipped with rudder
and running propeller. Speeds of 2, 4 and 6
knots were covered in shallow water corresponding to h/T=1.87 for the STBL. During the
static tests the transverse and longitudinal position of the SS relative to the STBL were varied.
Further, different drift angles of the SS were
also covered. During dynamic tests both harmonic pure yaw and pure sway conditions were
covered. The results of the tests cover propeller
thrust and torque, rudder torque and forces plus
hull forces and moments for both ships. Further, the wave elevation at three positions in the
basin were recorded to track the wave making
of the passing ships.
5.5
Manoeuvring in Waves
Yasukawa (2006) provides benchmark data

for manoeuvring in waves. Free running turning circles with a container ship (S-175) at a
scale of 1:50 were carried out in regular waves.
The ship model always started at Fr = 0.15. The
regular waves were tested in both beam and
head seas of varying wave length ( /L = 0.51.2, H/L = 0.02). Course keeping tests in regular waves were performed for wave directions
0, 30, 90, 150 and 180 and varying wave length
( /L = 0.5-1.5, H/L = 0.02).
6.
6.1
MANOEUVRING AND COURSE

KEEPING IN WAVES
Overview
Manoeuvrability in waves is a common

name but it gathers many different applications
like course keeping in following waves,
broaching and pure manoeuvrability.
Lock Effects. The last benchmark data set

for restricted water covers model test data for
ships approaching and leaving locks. In Vantorre & Delefortrie (2013) model tests with a
free running self-propelled 12000 TEU containership at a scale of 1:80 were conducted in
model of the new locks in the Panama Canal.
Both lock entry and lock exit conditions were
covered for under keel clearances of 20% and
10%. In terms of published results the ships
position, the set speed and the actual speed, the
longitudinal forces (propeller thrust and tug
force), the propeller rate the lateral force and
yawing moment, the absolute running sinkage
of the ships bow and stern, the height of bow
Course keeping in head waves is dealing

mainly with forces at wave frequency and
small heading deviation. Consequently it is
more a seakeeping concern than a manoeuvring
issue. In following seas, the encounter frequency is significantly lower and ship motions
are studied like low-frequency motion. Moreover, waves may be jeopardizing ship stability
in the horizontal and vertical planes which may
result in large heading deviations. Tools to ana-
156
mum power line method, simplified method

and comprehensive method. In May 2013 it resulted in an interim guideline, MEPC.65/22, in
which the comprehensive approach was
dropped. MEPC 66 added in April 2014 EEDI
calculations for ships that were not considered
in 2012 (LNG carriers, RORO carriers and
cruise ships with alternative propulsion). No
changes were made to the 2013 interim guidelines for determining the minimum propulsion
power.
lyse course keeping in following seas are therefore derived from manoeuvring tools.
Broaching concerns the loss of stability in
the horizontal plane in following seas. Once
broaching occurs, kinematic energy along the
velocity axis transfers in the roll motion (Wu et
al., 2010) which leads to strong heel angles and
loss of heading. Usually models are developed
to study broaching inception (early stage corresponding to the loss of stability in the horizontal plane) since once the ship is broaching, it
can hardly be controlled. Small ships are
mainly concerned by broaching since sailing
speed and ship length have to be close to wave
speed and wave length.
The first level of assessment in these guidelines is an empirical and statistical method to
set a minimum power value for the installed
power, which correspondent to different ship
types (bulk carriers and others) and deadweights, see for example Figure 2.
Pure manoeuvrability (i.e. turning ability)

in waves is concerned with the influence of
waves on the manoeuvring criteria of a ship.
Turning capability in waves is linked to the
IMO manoeuvring in adverse conditions.
The second level of assessment is to evaluate the manoeuvrability empirically based on

not only the ships size but also the other factors such as windage area and rudder area.
Ship manoeuvring and course keeping in

waves are studied using experimental methods,
numerical simulation based on specific numerical models and CFD.
6.2
IMO criteria
In the past few years, some new IMO regulations of Energy Efficiency Design Index
(EEDI) were carried out in which the ships
manoeuvrability and course keeping ability in
adverse wind and waves are added. It means
that the techniques of prediction of manoeuvring in waves need to be developed urgently.
Figure 2. Statistics of minimum propulsion

power line of a bulk carrier above 20k DWT.
In May 2011, MEPC 62/5/19 was issued in

which a minimum propulsion power line criterion is stated and the adverse weather condition
is defined. In June 2012, MEPC 64/4/13 and
MEPC 64/INF.7 were issued. The approach
consists of three levels of assessment: mini-
157
include the mathematical model in a full mission bridge simulator.
Table 2. MEPC weather conditions and indices.

Environment
and indices
Sig. wave
height (m)
Mean wind
speed (m/s)
Course deviation ()
Min advance
speed (kn)
MEPC
62/5/19
MEPC
64/4/13
MEPC
65/22
<9.8
<8
<5.5
<21.4
<25
<19
5-10
10
10
2-4
Unified methods.
Matusiak & Stigler
(2012) presented experiments and simulations
of a steady turning manoeuvre in irregular
waves. Results show a very unsteady behaviour
of the roll angle. The simulations are based on
an unsteady manoeuvring model based of infinite added mass and Cumming integrals for radiation forces.
Two-time scale methods. Skejic & Faltinsen (2013) applied their two-time scale model
to irregular sea states. The effect of varying
significant wave heights and varying phase angles was applied to the turning circles of the S175 container ship. Seo & Kim (2011) coupled
a potential seakeeping tool with a manoeuvring
model. Both models have a different time-scale
and coupling is performed at each time step of
the manoeuvring model. The coupling consisted of adding the drift forces coming from
the seakeeping tool to the manoeuvring model
while, position and heading coming from the
manoeuvring tool were used to update the
seakeeping computations. Rankine panels were
used with linearized boundary conditions in the
seakeeping tool. The manoeuvring model coefficients were derived from empirical formulae
or from the experimental data in waves (Yasukawa, 2006). Nemzer et al. (2012) presented
analytical and experimental procedures to assess ship manoeuvrability in wind and waves.
The procedures were used to find the minimum
speed at which test vessels can maintain course
in waves and to determine the range of wave
encountering angles where the ship can manoeuvre at low speeds. Kim & Sung (2012)
validated their two-time scale method with
PMM-tests in waves on the KCS.
The third level of assessment, which was

dropped in 2013, was to make a comprehensive
assessment under specified adverse weather
conditions. A ship needed to show the capability to maintain a minimum speed with a maximum course deviation of 10 in any wind and
wave direction. It is clear that more research
and tool development is needed before being
able to set the limits for the third level approach.
At the same time the weather conditions
and criteria for the key indices were lowered
from MEPC 62 to 65, see Table 2.
6.3
Overview of methods
There are 4 classes of methods used to consider manoeuvring in waves: experimental

methods, unified methods, two-time-scale
methods and direct calculations by CFD.
Experimental methods. Using a combination of physical model tests and numerical
tools, Otzen & Simonsen (2012) developed a
mathematical model of a high speed catamaran
ferry manoeuvring in waves. The model is able
to simulate broaching, as demonstrated by validation against model test results. The aim is to
Direct calculations by CFD. Mousaviraad

et al. (2012) used CFD simulation software to
conduct free running simulations of ships ma-
158
seakeeping and manoeuvring models, with specific models for flow-propeller-rudder interactions. More and more teams are assessing this
problem using CFD. Nevertheless such computations require a tremendous implementation
effort and numerical resources. A solver dealing with manoeuvring in waves has to include
URANS equations with free-surface effects,
ship motions, propeller modelling and wave
modelling and propagation.
noeuvring in deep and shallow water in quartering waves. The influence of waves on turning circle and zigzag manoeuvres was quantified. De Jong et al. (2013b) performed simulations based on a potential method using a transient diffraction-radiation Green function. Resistance, seakeeping, forced motion and freerunning tests with hydrojet were performed.
Extensive simulations were carried out to study
broaching and surfriding conditions depending
on speed, wave steepness and heading. Araki et
al. (2012b) derived improved coefficients for a
6 DOF simulation model from free running
CFD simulations. The original 6 DOF simulation model was based on captive tests augmented with linear FK forces. Sadat-Hosseini
et al. (2011a) used CFD-ship IOWA to simulate 6 DOF ship motions in following seas and
to study the broaching instability limits. The
CFD results were compared with model tests.
Greeley & Willemann (2012) used a weak scattered potential flow theory combined with lifting line theory with vortex shedding to derive
manoeuvring forces in calm water and waves.
Simulations of a the 5415M with bilge keels in
following and quartering seas were performed
and a comparison of relative importance of
Froude Krylov (FK) and hydrostatic forces
relatively to lift forces. The main results show
that the lift forces are of the same order as the
FK forces and in phase. Concerning the yaw
moment, the results show that the lifting forces
are higher than the FK yaw moment.
6.4
Manoeuvring experiments in waves also require some new background research to address arising questions, such as: what are the
relevant parameters to be measured to study
course keeping in stern waves or turning in
waves? What methodology (experimental setup, initial conditions, number of repetitions,
analysis procedure, ...) should be used to get
converged mean values and standard deviations
of the chosen parameters?
For a ship manoeuvring simulator that takes
account of wave action, a force based mathematical model is needed. If EFD is used this
means that captive model tests are needed in
waves. Performing PMM tests in waves can be
cumbersome because it leads to an exploding
test program: each variation of PMM or wave
frequency can lead to a different encounter position between the ship and the wave, which
can possibly have an effect on the measured
forces.
It is clear that numerical methods for the
prediction of the IMO third level assessment
are not fully developed yet. An experimental
verification of the comprehensive approach is
so elaborative that it becomes unaffordable.
There are many methods used and every problem mentioned in 6.1 cannot be dealt with using the same methods. Regarding the complexity of the problem, a workshop on manoeuvring
in waves should be organized. Possible topics
are:
Judgement and analysis
Manoeuvring in waves raised new challenges for both experimental and numerical
modelling:
Numerical modelling of ship motion and
ship stability in steep following waves with low
encounter frequency requires the development
of new models, different from traditional
159
Give input to the IMO MEPC;

Propose dedicated guidelines, both for experimental and numerical methods to verify
and validate possible tools;
Define the need for further research on manoeuvring in waves;
Stimulate therefore the creation of benchmark data on manoeuvring in waves.
Define a common understanding of the result and if warranted, define a way of analysing time domain results to reach converged final results.
size or the Reynolds number achieved during

the measurements is unknown.
Similar conclusions can be drawn for the
KVLCC1 equipped with rudder and propeller:
the NMRI data deviates from other data as drift
angle and yaw rate increase.
0.015
0.01
0.005
Y'
7.
MOERI
NMRI
INSEAN
SCALE EFFECTS
-0.005
7.1
-0.01
Correlation data
Effect of model size. At the SIMMAN2008

workshop, PMM and CMT data for KVLCC1
and KVLCC2 with three different size models
were submitted. MOERI and INSEAN carried
out PMM tests with a 5.5 m model and a 7.0 m
model respectively and NMRI carried out CMT
tests with a 2.9 m model. INSEAN and NMRI
set the propeller rpm to model self-propulsion,
but MOERI set the propeller rpm to ship selfpropulsion. Bare hull test data are also available for static drift and pure yaw tests.
-0.015
-20
-10
10
20
Drift Angle (deg.)

0.004
MOERI
NMRI
INSEAN
0.003
0.002
N'
0.001
0
-0.001
-0.002
Figure 3 shows the comparison of side

forces and yaw moments with drift angle for
the bare hull of the KVLCC2. They show good
agreements generally except in the region of
large drift angles where the NMRI data have a
larger value than the other data. This can be
explained by the effects of Reynolds number
on the cross flow drag component which becomes larger as the drift angle increases. This
shows that a 3 m model at scale 1:110 is not
large enough to avoid scale effects. Whether
the difference is due to the scale, the model
-0.003
-0.004
-20
-15
-10
-5
10
15
20
25
Drift Angle (deg.)
Figure 3. Comparison of static drift test data for

KVLCC2 (Bare Hull)
Scale effects for podded vessels. Specifically because during the last ITTC period, the
correlation between FRMT and full scale trials
were questioned, during the course of the ITTC
working period, interviews were held with 5
160
model is used. Although the modular model

can principally consider the effect of the changing propeller loading on the rudder forces,
more careful examination on the effects of propeller loading on the propeller-rudder-hull interaction coefficients is required to assure that
the predicted results by a modular model can
be completely free from the effects of selfpropulsion point.
shipyards building podded vessels. These shipyards indicated that the free running model
tests used for the prediction of the manoeuvrability were satisfactory. The typical model sizes
for FRMT were in the range of 4.5-6.5m and
the RPM was power controlled (and hence load
dependent).
7.2
Recent studies on scale effects

To apply a self-propulsion point different
from MSPP in free running model tests, it is
necessary to equip the ship model with an auxiliary device to apply a towing force. Tsukada
et al. (2013) developed a prototype of an auxiliary thruster that assists free-running model
ships propellers. The auxiliary thruster can
control its forward force and adjusts the model
ship propeller load to arbitrarily time varying
target values. Free-running tests of a ship were
used to study the effect of propeller load on
manoeuvrability. The skin friction correction
applied to the container ship model demonstrates the auxiliary thruster works well and the
effect on manoeuvrability is clear. Theoretical
simulation calculation also confirmed the effect. It was observed that the effect on the
overshoot angles is marginal, but the effect on
the overshoot time is larger.
As observed at the SIMMMAN 2008 workshop, the application of different selfpropulsion points during manoeuvring model
tests significantly affects the prediction results.
Shin et al. (2012) investigated the effects of the
choice of the self-propulsion point on the hydrodynamic coefficients and the predicted manoeuvring performance for KVLCC1 and
KVLCC2 by PMM tests and simulations. They
carried out PMM tests at both ship selfpropulsion point (SSPP) and model selfpropulsion point (MSPP) and carried out simulations with both a whole-ship model and a
modular model. When the whole-ship model is
used, the hydrodynamic coefficients obtained
at the MSPP give a more stable manoeuvring
performance than those obtained at the SSPP.
Furthermore, the difference of manoeuvring
performance between KVLCC1 and KVLCC2
becomes smaller when the hydrodynamic coefficients obtained at MSPP are used. In the
modular model, the propeller slip stream effect
with different propeller loading conditions is
taken into account by the rudder inflow model.
The manoeuvring performance predicted by
hydrodynamic coefficients obtained at MSPP
and SSPP is not significantly different. However, the propeller-rudder-hull interaction coefficients obtained from tests at MSPP and SSPP
show some difference, although they are assumed to be independent of the propeller loading condition. This means that the selection of
the self-propulsion point also could affect the
manoeuvring results even when a modular
The optimal self-propulsion point, which

makes the ship models rudder inflow dynamically similar to the full scale ships rudder inflow, lies between MSPP and SSPP, but there
has not been a concrete proposal yet on how to
determine the optimal self-propulsion point.
Ueno & Tsukada (2013) determined the optimal self-propulsion point (REC) as the point at
which the rudder force of a model is equivalent
to the force of a full-scale ship. They carried
out free running tests using an auxiliary
thruster and performed simulations at MSPP,
SSPP and REC. However, the comparisons of
free running model test data and simulation re-
161
can be used to estimate possible scale effects.

The model size is restricted by the dimension
of the facility and stock propellers. In this case,
the attachment of a flow stabilizer or turbulence stimulator can be considered to minimize
the scale effects due to a too small model size.
A flow analysis in CFD can assist to find a
proper size and position of the flow control devices.
sults are not satisfactory, mainly because of the

dependency of the rudder force model.
Sun et al. (2012) presented research on the
influence of the Reynolds number on the hydrodynamic coefficients in submarine model
tests. A virtual fluid viscosity was introduced
and the mesh motion technology based on
mesh deformation was used to calculate the
hydrodynamic coefficients of a submarine in
different orders of Reynolds numbersThey
also examined the influence of Reynolds numbers in submarine manoeuvring hydrodynamic
calculation
7.3
The determination of the self-propulsion

point is also critical in accurate full-scale prediction, especially for free model tests, see for
instance the method proposed by Ueno & Tsukada (2013). The magnitude of the rudder angle can also be adjusted to apply a dynamically
equivalent rudder force. It requires information
on the effects of the Reynolds number on the
rudder force and on the inflow to the rudder.
Recommendations for the study of

scale effects
Systematic Method. Since there are many

contributors to scale effects, it is not easy to establish a standard full-scale extrapolation
method from manoeuvring tests in the near future, like a full-scale powering prediction
method. In this section a systematic method to
identify possible scale effects prior to model
test is presented.
Post-test methods to correct the test results

require an abundant sea-trial database and reliable mathematical models to describe the ship
dynamics.
Before these diagrams and methods can be
matured, much effort will be needed: robust estimation of hydrodynamic coefficients using
SI, established methods to correct hydrodynamic derivatives to full scale and methods to
control boundary layer.
In the 26th ITTC manoeuvring committees

report (ITTC, 2011), several correlation methods to minimize scale effects were reviewed
and categorized in-to pre-test methods, posttest methods and during-test methods. Figure 4
and Figure 5 represent a flow chart for free
model and captive model tests respectively together with correlation methods applicable at
each stage. Each method, however, requires
knowledge on scale effects and some tools to
be developed.
The first decision in model tests is the size
of the model, which is so critical to scale effects that it must be reviewed with available
model-ship correlation data and/or some tool to
be able to roughly estimate scale effects. CFD
162
fects. Comparison of full scale and model

scale CFD computations may then appear as a
good candidate to study such effects. However,
to study scale effects using CFD, many issues
have to be overcome:
At full scale, the grid size in the direction
normal to the hull has to be adjusted to full
scale boundary layer characteristics which
leads to a large mesh size.
Full scale computation of ship manoeuvring
requires a huge computational effort and
validation data including local flow characteristics (boundary layer flow for example),
which is scarce, especially for manoeuvring.
Figure 4. Flow diagram for free model test and

model-ship correlation method applicable at
each stage.
There is a strong need for research on scale

effects for knowledge and identification of the
limits of present day experimental procedures.
CFD is mature enough to be used for specific
studies on the different origin of scale effects,
such as: influence of the scale on non-linear
coefficients, influence of the scale on the wake
fraction and propeller loading, influence of the
scale on rudder inflow and rudder forces.
For the research on scale effects, more
knowledge on propeller-hull-rudder interaction
is required. Fukui (2012) has investigated the
interaction coefficients between hull and rudder
in the MMG model using CFD. This kind of
approach is very promising to understand the
physics of flow into the rudder during manoeuvring motion and can easily be extended to understand the mechanism of scale effects.
Figure 5. Flow diagram for captive model test

and simulation method and model-ship correlation method applicable at each stage
8.
Necessity of CFD research. Knowledge on

scale effects is still limited due to the scarce information on full-scale data. CFD could allow
computations to be performed to investigate the
similarities (Froude, Strouhal, cavitation) and
more specifically the viscous (Reynolds) ef-
MANOEUVRING CRITERIA
This section gives an overview of criteria

that are in use, including those that are commonly and less commonly used. Apart from the
commonly known IMO criteria for ship manoeuvrability, the heel angles, the guidelines
163
for naval vessel ship manoeuvrability, the SOLAS rudder tests, criteria for inland ships, fast
ships and dedicated low speed manoeuvres are
studied.
8.1
clear whether this code was related to the constant heel angle during a turn, or related to the
more critical and larger outward initial heel angle in a turn. RINA proposed 15 as criterion
for the maximum outward heel angle in a manoeuvre and 10 as criterion for the maximum
constant heel angle in a turn. The objective of
the criterion is not to prevent capsizing, but to
ensure passenger safety. RINA recommends to
use simulations or model tests or full scale
measurements to demonstrate compliance with
these criteria.
Overview of Existing Manoeuvring

Criteria
IMO Criteria for Manoeuvrability. At

the 25th ITTC (2005), a review was given based
on the experience with the (at that time new)
IMO criteria MSC.137(76). The 2005 ITTCMC report describes the history of the development of the IMO manoeuvring criteria. Turning ability, initial turning, course keeping and
stopping ability were at that time considered
the manoeuvring criteria that were to be encompassed. This was the first ITTC conference
taking place after the IMO criteria for ship manoeuvrability had become mandatory in 2003.
In 2005, it was discussed how many institutes
were considering the code as mandatory and
how they assured compliance with the criteria.
The interpretation was quite diverse. The MC
believes at present that the manoeuvring criteria are less ambivalent, and considered more
widely accepted by the shipbuilding community. Moreover, currently many researchers
know the actions to be undertaken to assure
that the ships are able to meet the requirements
of IMO MSC 137(76).
It is not the mandate of the ITTC-MC to

come up with a level value for the maximum
heel angle, it is the mandate to have an opinion
on the applicability and realism of the procedures to achieve the level. The MC has investigated the applicability of the rule and compared
the actual measured heeling angle due to turning with the IMO rule. The opinion of the MC
is that it may be the maximum angle which is
more representative for the passengers safety
than the constant heel angle. Furthermore, the
formula originally proposed by IMO is not representative for the maximum heel angle.
SOLAS Test. A SOLAS test is often used
(considered mandatory) to demonstrate at full
scale that the rudder engine has enough capability. The aspect to prove is that at full speed,
the rudder should be able to move from 0 to
+30 to -35 and back to zero. The objective of
the manoeuvre is to verify that the rudder
movement from +30 to -35 should take place
in 28 seconds or less. Care should be taken that
the heel angle during such test does not become
critical.
Criteria for Heel Angles during Turn for

Passenger Vessels. In the international code on
intact stability IS2008, issued by the IMO, it is
stated that for passenger vessels, the angle of
heel on account of turning shall not exceed 10
when calculated using the following formula as
heeling moment due to turning:
8.2
0.2
(1)
Inland Ships
Europe. In Europe the inland ships are assigned to a class based on their length and
beam. The classes vary from I (38.5 m x 5.05
The RINA has proposed amendments on

the code, amongst others because it was not
164
m) to VII (285 m x 34.2 m). While the fist consist of a small self-propelled barge, the latter
represents a push convoy of one pusher and 6
barges in 3 by 2 or 2 by 3 configuration. The
inland waterways receive the same classification, for instance a ship of class III can sail on
waterways of class III and higher.
Table 3. Evasive manoeuvre: maximal period.

UKC
(% of draft)
Used rudder
angle ()
Size
(LxB m)
110x11.45
193x11.45
110x22.9
193x22.9
270x22.9
193x33.35
The Central Commission for Navigation on

the Rhine (CCNR) has issued manoeuvring criteria for vessels sailing on the river Rhine.
These criteria concern speed, stopping and
turning abilities and evasive capabilities. The
trials have to be carried out with a minimal
loading condition of 70% in calm water in a
channel of sufficient width and minimum 2 km
straight. The minimal under keel clearance is
20% of the draft, but never lower than 0.5 m.
40
Yaw rate checking (/min)

20
28
40
>40
>100
20
20
Maximal period (s)

150
110
110
12
18
180
130
110
12
180
130
110
Expert judgement
China. Manoeuvring standards were issued

for the Yangtze river because both the dimension and the speed of the vessels increase and
the fact that hazardous goods are being transported along the river.
Every inland ship, including convoys needs

to be able to reach a speed of 13 km/h ahead
and 6.5 km/h astern. Any ship needs to be able
to reach 6.5 km/h with its installed emergency
power (e.g. a bow thruster). Ships that are up to
110 m x 11.45 m need to be able to stop from
13 km/h within 305 m. Larger ships have to
stop within 350 m.
The maximum length of the vessels or convoys is 150 m. According to hydrological conditions the river is divided in several navigation
areas, namely, in increasing order of difficulty,
A, B, C and J (J1: very turbulent, J2: turbulent).
Like in Europe each ship (type) can be assigned to a limit class. Sometimes due to
changing hydrological conditions (which can
also be a consequence of operational decisions)
a section of the river can have a more restricted
class, for example near the Three Gorges Dam
the class can be restricted to J2. Typical ships
are:
A: large dimension (> 130 m);
B: large B/D ratio: B > 20 m, T: 3 to 5 m;
C: twin propeller.
A specific kind of test for inland ships is the

so-called evasive manoeuvre, also performed at
13 km/h, that is comparable to a zigzag manoeuvre, but the rudder checking is performed
based on the yaw rate instead of the heading
deviation. The yaw rate to be checked depends
on the ships size and the rudder angle, which
depends on the under keel clearance. The criterion depends only on the period of the evasive
manoeuvre, which is a function of ship size and
under keel clearance, see Table 3.
The following manoeuvring indices are

regulated (JT/T 258-2004):
Stability;
Turning;
Stopping;
Astern stability.
165
Applicability of the criteria. In practice

modern inland ships do not have significant
problems to comply with the CCNR criteria.
On the other hand there is a tendency to increase the class of the European waterways. A
lot of research is going on to investigate
whether an inland waterway can accept a larger
class inland vessel. This research consists of
analysing a wide range of scenarios and is typically performed on a ship manoeuvring simulator, Eloot & Delefortrie (2012), which of
course requires the availability of realistic manoeuvring models in restricted waters. Hasegawa (2013) also sums up the difficulties and
challenges of river transportation in Asia.
Table 4 shows the requirements to be met for

each manoeuvre and each navigation class. In
this table the following variables are used:
C0: the allowable course variation at =
0, measured over 3 min.
0: the allowable rudder variation to keep a
prescribed course during 5 min.
y0-15: the minimal allowable yaw rate when
moving towards 15/min with a rudder angle of 15
D0 and Ah represent the dimensionless tactical diameter and track reach;
A: the allowable rudder variation to keep a
prescribed course astern during 3 min.
The manoeuvres have to be carried out at a
steady speed, the value of which is not specified. Due to water level variations in the Three
Gorges dam, the navigation conditions can vary
significantly. In deep conditions navigation
needs to occur in the vicinity of flooded banks,
while in shallow conditions 180 turning is impossible. The strong current (~3m/s) of the
river challenges both downstream navigation
(less rudder efficiency) and upstream navigation (power lacking).
8.3
Waterjet/Fast Ships
Whereas the manoeuvring characteristics

and criteria of displacement vessels are well
understood and documented, the same information regarding high speed craft is not so readily
available. Some seminal works discussing specific manoeuvring criteria for high speed vessels (HSVs) are presented in this section.
The stopping manoeuvre for HSV was investigated by Varyani & Krishnankutty (2009).
The stopping abilities of vessels ranging from
medium speed containership to high-speed vessels have been estimated using analytical models, verified with known results and checked
for the actual stopping criteria. The authors
verified that the stopping ability of high-speed
vessels with waterjet propulsion has been
found to be far better than the IMO manoeuvring criteria, which are based on stopping tests
performed on conventional vessels. This result
is coherent with the fact that a HSV must stop
in a smaller distance for safety reasons, since if
there is traffic around, the other vessels do not
have sufficient time to avoid collision with
HSVs. This paper is an indication that a more
Table 4. Yangtze river manoeuvring requirements (Standard Ship Type Index System of
Inland Transportation Vessel).
166
ANEP 70 (2003), ANEP 78 (2007) and ANEP

79 (2007). Based on the experience obtained
from these ANEPs, definitive criteria in the
format of a NATO STANAG have been developed, and is at present under ratification
(NATO STANAG 4721). Justification for the
need of a common naval manoeuvrability standard is given by rnfelt (2009). Examples to
get experience on how to apply the manoeuvring criteria to naval vessels are described by
Armaoglu et al. (2010) and Quadvlieg et al.
(2010). Armaoglu et al. (2010) explain the draft
criteria, Quadvlieg et al. (2010) explain an update of the criteria and a practical application
on the 5415M (the ITTC benchmark vessel).
The main objective was not to judge if the
5415M would meet the criteria, but to judge if
the tools that are available have the capabilities
to predict whether the performance could be
met or not.
stringent stopping criterion must be defined for

HSVs.
The turning capability of HSVs was studied
by Lewandowski (2004), who derived a regression equation based on full-scale data. The
work of Bowles (2012) examined various aspects of the turning capabilities of a high speed
monohull craft and based on the previous studies, tried to define a set of criteria adequate for
the turning ability of HSVs. The first criterion
defined by Bowles (2012) is that a high speed
monohull should be capable of a predictable,
controllable hard over turn at maximum speed
while rolling inboard to the turn. The author
demonstrated several problems associated with
outboard rolling angles related to safety and
comfort. Furthermore, a high speed monohull
should be able to manoeuvre within a turning
circle diameter not larger than 110% of the
predicted diameter based on the regression
equation developed by Lewandowski (2004).
Finally, a high speed monohull (recreational
craft passenger vessel) should not be able to
execute turning manoeuvres if the horizontal
accelerations developed exceed 0.35g to avoid
being hazardous to occupants. A method for
calculating the minimum recommended turning
circle diameter is also derived in that work.
8.4
The key of these developments is that the

manoeuvring criteria are related to the general
profile of a naval ship (the safety) and to mission abilities (for example, for mine hunting,
different manoeuvrability may be required than
for replenishment at sea).
To quantify the safety, the following basic capabilities are distinguished.
Transit and patrol;
Harbour manoeuvring.
Naval ships
An initiative of several NATO countries has

led to the development of proposed manoeuvring standards for naval vessels. This process
is described by rnfelt (2009). Since about
2002, the specialist team on seagoing mobility
formed under NATO Maritime Capability
Group 6 on Naval ship design has been progressing significantly in the development of
new mission-oriented criteria, which include a
large envelope of operational requirements.
This work has resulted in several Allied Engineering Publications (ANEP) like NATO
To quantify the mission ability, the following missions are distinguished:

Anti-submarine warfare (pro-active);
Anti-submarine warfare (re-active);
Mine warfare (hunting);
Mine warfare (sweeping);
Mine warfare (avoiding);
Anti-air warfare (pro-active);
Anti-air warfare (re-active);
Vehicle interaction (replenishment at sea);
167
Vehicle interaction (air vehicle);

Vehicle interaction (sea vehicle);
Vehicle interaction (sea vehicle LPD/
Dock).
Lateral transfer (quantified by the crabbing

velocity);
Turning from rest (quantified by the time
needed to turn to 90 degrees at rest using all
manoeuvring aids);
SDNE (standard deviation of navigational
error), this involves not only the hydrodynamic capabilities of the ship, but also the
accuracy of navigational aids, including
navigational sensors and autopilot. This is
quantified by the standard deviation from a
predefined earth fixed track).
A minimum amount of manoeuvring abilities are required to fulfil the missions. The following are the manoeuvring abilities:
Course keeping (where the maximum allowed course deviation (95% probability) in
a sea state has to remain below a criterion
level);
Track keeping (where the maximum allowed track deviation (95% probability) in
a sea state has to remain below a criterion
level);
Turning (quantified by the tactical diameter);
Initial turning (quantified by the time it
takes to reach 20 degrees heading change
after setting the rudder to 20 degrees. This
can be obtained from a 20/20 zigzag test.);
Yaw checking (quantified by the first overshoot time in a 20/20 zigzag test);
Turning from rest (quantified by the time
needed to turn to 90 degrees from rest);
Stopping (quantified by the track reach
from a stopping test);
Acceleration (measured by the maximum
acceleration during a manoeuvre from 0 to
maximum speed);
Astern course keeping (where the maximum allowed course deviation (95% probability) in a sea state has to remain below a
criterion level while sailing astern);
Station keeping (showing the ability to
maintain a position with environmental disturbances, quantified by a heading/position
deviation that the ship is not to supersede
during 95% of the time);
For every mission or for safety, a different

speed is to be selected at which the manoeuvring ability needs to be demonstrated. Furthermore, for the requirements of course keeping, track keeping, astern course keeping and
station keeping, a target sea state needs to be
selected.
The required levels for every manoeuvring
ability, (for example a minimum tactical diameter of 3.5 ship lengths) have a minimum
level (i.e. the level that at least needs to be met)
and a target level (the vessel that meets that
level shows superior performance).
Apart from the NATO development, the
Korean Navy also employed a similar structure
to quantify the manoeuvring performance of
their naval vessels together with the IMO criteria. Rhee et al. (2013) established the relationship among ship types, missions and manoeuvring tests based on naval experts opinions,
and finally proposed manoeuvring criteria for
Korean naval ships with respect to ship types,
referring to the criteria of NATO, Lloyd register (2006) and Korean naval ships trial data.
168
8.5
overshoot angles of ships with podded propulsion may be larger than for ships with conventional twin screw twin propeller arrangements.
Pod-Driven Ships
A question that is often raised is whether

the manoeuvring criteria of IMO would be
valid for pod-driven ships of over 100 m length
as well. IMO manoeuvring criteria were developed for conventionally propelled and steered
ships. This is augmented by a discussion about
the large heel angles that podded vessels may
encounter when sailing at full speed and applying 35 degrees of helm. Also the crash stop test
was under discussion as the loads on the bearings during the full scale crash stop test are not
desired.
For crash stop tests, it is considered acceptable to perform the crash stop test in such a
way that it can be demonstrated that the ship
can stop within 15 ship lengths.
8.6
Manoeuvres in Restricted Conditions
Initiatives to develop criteria in restricted

conditions. The restrictions can have different
sources, namely speed limitations, shallow or
restricted water or harsh weather conditions.
To answer these questions it is important to

address each manoeuvre separately. The MC
made a couple of mini-interviews with shipyards regularly building podded vessels and institutes having experience with the podded vessels.
To demonstrate adequate turning ability, the
turning circle test is used. On full scale trials a
common approach among the interviewed
shipyards is that it is considered acceptable to
carry out the turning circle test with a lower
pod angle than 35 degrees, as long as with this
lower pod angle, it is also demonstrated that the
criteria of advance and tactical diameter can be
met.
SNAME Panel H-10 performed a study of

the issues of characterising slow ship manoeuvring performance (Hwang et al., 2003). They
surveyed senior mariners, simulator operators
and other relevant professionals to collect information on the characteristics of slow speed
manoeuvring. They also considered that the test
procedure should not be complex and the performance indices should be easy to derive, intuitive, quantifiable, and of practical use to
both operational people and technical people.
Based on the survey results and the requirement of tests, they proposed eleven basic slow
speed manoeuvres.
For course keeping, yaw checking and initial turning, the zigzag test is used. Investigations of Woodward et al. (2009) have revealed
that the application of the same criteria for the
overshoot angle of the 10/10 zigzag test and the
20/20 zigzag test are realistic and valid. The
zigzag test is still a measure for directional stability and also a measure for the steering difficulty. So, for course keeping, yaw checking
and initial turning, the 10/10 and 20/20 zigzag
tests are to be carried out and the results judged
in the same way as for the conventionally propelled ships. Kobyliski (2012) warns that the
Abramowicz-Gerigk (2005) evaluated the

manoeuvres proposed to characterize the ship
performance in constrained waters previously
proposed by Hwang et al. (2003). The investigations used full mission simulators and a
training vessel of Gdynia Maritime University,
and considered the back & fill - fill first to
starboard manoeuvre. The slow speed manoeuvres involve rather complex hydrodynamic
phenomena, large drift angles, big propeller
loadings, strong interaction between ship hull
and control devices. There are frequent piloting
commands and the vessels are mainly in transi-
169
The project SHOPERA "Energy Efficient

Safe Ship Operation" also runs from 2013 to
2016 and started from the concerns on sufficient propulsion and steering power in harsh
weather conditions due to the EEDI. The aims
of the project are:
Further development and refinement of existing hydrodynamic simulation software
tools for the efficient analysis of the
seakeeping and manoeuvring performance;
Performing
seakeeping/
manoeuvring
model tests in combined seaway/wind environment by use of a series of prototypes of
different ship types to validate the numerical tools. Full scale trials will also be used
as a validation tool.
Develop new guidelines for the required
minimum propulsion power and steering
performance to maintain manoeuvrability in
adverse conditions.
tory motion (not steady state), and the operation involves different combinations of vessel
moving and propeller thrust directions (four
quadrant operation). Due to this complexity,
the investigations have concluded the necessity
of full scale trials since the accuracy of mathematical models in such cases are not always
satisfactory. The author also concluded that it
was still too early to define standards for slow
speed manoeuvrability.
In Europe several joint-industry projects
have started that focus on the validation of manoeuvring models, including scale effects and
manoeuvring in waves.
An on-going R&D project sponsored by
Research Council of Norway, Norwegian and
international partners named "Sea Trials and
Model Tests for Validation of Ship-handling
Simulation Models" aims to continue this effort
to define standards for slow speed manoeuvrability (2013 to 2016). The main objective is to
develop and apply a method for validation of
numerical ship models used in engineering
tools for studies of ships' manoeuvring performance in deep and restricted waters and ship
handling training simulators. This will be done
by comparing outcomes of numerical simulation models to measured responses from sea
trials of selected case vessels. It also aims to
establish benchmark datasets for validation of
simulation models. Some preliminary information can be found at Marintek, (2014).
Development of criteria. In a general point

of view, to select manoeuvring criteria, the following sequence is to be followed:
1. The selection of an important characteristic
(for example turning ability)
2. The selection of a representative measure
(for example turning radius)
3. The selection of a limiting value (for example 5 ship lengths)
Regarding the first item, the MC considers
that, just as in deep water, there could be requirements for turning ability and yaw checking. A minimum amount of turning should be
considered, related to the turning radii that a
ship has to make in shallow water as well,
when approaching a harbour. A minimum level
of course keeping and initial turning is required
as well, such that the ship should be able to not
turn too drastically so that the rate of turn can
be sufficiently counteracted.
Figure 6. Project layout of MAROFF KPN.
170
Regarding the second point, it is essential to

define the speed at which the manoeuvres are
to be carried out. It needs to be representative
for the ship. It is considered to be the speed at
which ships are approaching the harbour, but at
which the ships are not yet under tug/bow
thrusters assistance. Considering that this slowahead will have different speeds for all ships,
this means that there is some variability of the
speed allowable for this.
9.
9.1
PROCEDURES
Overview
The MC reviewed the procedures and

guidelines under its responsibility and made
updates as follows:
7.5-02-06-01 Free Running Model Tests:
descriptions on the parts of the procedures
which are common in captive model tests and
free running model tests were unified. A section on restricted water was added. The definition of deep, shallow and restricted water was
included. Specific test types in shallow and restricted water have been added for free running
model tests, e.g. evasive (avoidance) tests are
different in shallow and deep water. The aspects which require special considerations
when performing manoeuvring tests in shallow
and restricted water were specifically outlined.
The turning ability could be typically expressed by a turning circle test or a test at
which maximum rudder is given and a constant
rate of turn is achieved. In shallow water, this
rate of turn converges much quicker to a constant value than in deep water, so perhaps already only a partial turning circle could be sufficient. The course keeping ability is in shallow
(and/or restricted) water often evaluated in an
evasive type of manoeuvre like applied to
inland ships (see section 8.2). The rudder is applied to an angle (maximum angle). A rate of
turn builds up, and at a certain value, the rudder
is swung over to the opposite side. This is similar to a classical zigzag test, but now with the
rate of turn as lead signal.
7.5-02-06-02 Captive Model Tests: descriptions on the parts of the procedures which are
common in captive model tests and free running model tests were unified. The SIMMAN
2008 tests were added to the benchmark list.
The definition of deep, shallow and restricted
water was included. The explanation of multimodal tests was added. Special considerations
for shallow and restricted water were added.
Because there is now a section related to uncertainty analysis for captive model tests, a large
part of UA was deleted from this procedure,
and reference is given to the procedure for uncertainty analysis of captive model tests, which
received a very significant update.
The international guidelines and rules for

port and navigation channels design such as
PIANC (MarCom Working Group 121, 2014)
and ROM (2000) are intrinsically related to the
definition of standards for slow-speed manoeuvres. Those guidelines take into account average vessels navigating to or from the berth,
and design the port/channels dimensions accordingly. A more accurate definition of the
requirements for the vessels during the port
manoeuvres will directly result in a more accurate definition for the dimensions of the ports
and channels.
7.5-02-06-03 Validation of Manoeuvring

Simulation Methods: more precise definitions
of deep, shallow and restricted water are included. References for benchmark data for
shallow and restricted water manoeuvres have
171
experimental uncertainty into account. More

details about this new guideline are given in
Section 9.2.
been added. A general revision on the nomenclature was also carried out.
7.5-02-06-04 Force and Moment Uncertainty Analysis on Captive Model Tests: the
procedure has been very significantly updated.
The text was adapted to ISO GUM and the example was rewritten for clarity. Furthermore,
as the previous procedure provided just an example of an uncertainly analysis towards the
measured force during captive tests, the present procedure describes how the uncertainty in
the measured force can be used to determine
the uncertainty of a characteristic derived from
a manoeuvre based on simulations which are
based on captive tests. The description of how
this from-begin-to-end uncertainty chain is
working is fully elaborated. An example from
beginning to end is not yet included.
7.5-02-06-05 Guideline on Uncertainty

Analysis on Free Model Tests. The purpose of
the guideline is to provide guidance for ITTC
members to perform uncertainty analysis (UA)
of a model scale free-running model test following the ITTC Procedures 7.5-02-06-01,
Free Running Model Tests. It is a guideline
until it has proved itself for at least one 3-year
period of the ITTC so that more institutes can
elaborate this and become familiar with the
concept of uncertainty analysis for free running
model tests. More details about this new guideline are given in the Section 9.3
9.2
7.5-02-05-05 Manoeuvrability of HSMV:
the year of the sources has been updated and
minor English corrections have been applied.
The procedure reflects that the worldwide experience to HSMV is limited and that the ITTC
recommends to perform free running tests or
CMT tests in 6 DOF, not in 3 or 4 DOF.
New guideline on V&V of CFD Solutions in the Prediction of Manoeuvring

Capabilities
Captive PMM type CFD simulations are

becoming more widely used, therefore a V&V
guideline for this type of simulation has been
created. The captive part of the guideline covers stationary straight-line motions (static drift,
static rudder etc.), dynamic harmonic motions
(pure sway, pure yaw etc.) and stationary circular motions.
The MC also developed two new guidelines, with the following topics:
7.5-03-04-02 - A new guideline named
"Validation and Verification of CFD Solutions
in the Prediction of Manoeuvring Capabilities"
has been made. The guideline describes how
Validation and Verification (V&V) can be performed for CFD based simulation of captive
and free-running conditions. The verification
covers the assessment of the numerical uncertainty and hereby gives an indication of the uncertainty related to the simulated results. The
validation concerns the comparison between
computation and measurements in order to
quantify how well the computation agrees with
the measurement, taking both numerical and
Static simulations are typically treated as

steady computations and the hydrodynamic
forces and moments will in this case be constant. Dynamic simulations are treated as transient computations, since the flow is not steady
due to the dynamic motion of the ship and the
hydrodynamic forces and moments will be represented as time series. V&V in the guideline is
therefore focused on single value forces or
moments for the static conditions, while for the
dynamic simulations the focus is put on time
series for forces and moments, either in the
172
time domain or in the frequency domain (Fourier coefficients).
9.3
In the guideline the numerical error covers

contributions from the iterative solution procedure and the grid for all kinds of simulations.
The time step size is also concerned for dynamic simulations.
This newly developed guideline is based on

ideas proposed by Quadvlieg & Brouwer
(2011). The ideas were sparked by discussions
during the SIMMAN2008 workshop, because it
was deemed that the initial conditions at the
start of a manoeuvre were significantly determining the outcome of a manoeuvre such as the
first overshoot angle. A methodology is described that takes into account these effects,
and is based on the uncertainty propagation
technique. The methodology uses the sensitivity of the final outcome to the initial condition.
It is important to note that this sensitivity coefficient may be determined based on simulations, as long as the simulations are adequate
enough to capture the desired effect. The
guideline comes with an example. In the light
of the comparison between the manoeuvring
predictions made by different prediction methods in the frame of the SIMMAN2014 manoeuvring workshop, the determination of the
uncertainties of free running manoeuvring tests
will gain importance.
The free running part of the guideline covers V&V of free running simulations, where
the trajectory of the manoeuvring ship is predicted directly by CFD. The focus is on classical IMO manoeuvres like 35 turning circle
and 10/10 or 20/20 zigzag tests and the goal is
to make V&V representative for the trajectory
instead of the force level.
In reality it is quite difficult to make a formal V&V on time level for the trajectories, so a
more practical approach is to consider the
global parameters representing the trajectory.
This means that for turning circles it is recommended to consider the following global parameters for V&V: tactical diameter, advance,
transfer, yaw rate once steady in turn, peak yaw
rate, drift angle once steady in turn, speed loss
and heel angle (4 DOF). For zigzag tests, relevant parameters are: first and second overshoot
angles, first and second overshoot time, peak
yaw rate and period.
10.
New guideline on UA in free running

manoeuvring tests
CONCLUSIONS
10.1 Using Experiments as a Tool to advance the Knowledge in Manoeuvring
For these global parameters the guideline

suggests that the numerical error estimate covers contributions from the iterative solution
procedure, the grid and the time step size.
As in previous years, work has been conducted to investigate standard manoeuvres in

deep unrestricted water. However, there is a
growing trend towards research in shallow and
restricted water. For example, a significant
amount of research into vessel behaviour in
locks, ship-ship interaction and ship-bank interaction can be observed. Experiments have
been carried out with false bottoms in towing
tanks and basins to study the behaviour of ships
in shallow water. Further work is required to
Assuming that the numerical uncertainties

are estimated during the verification procedure
described in the guideline and that model test
data with experimental uncertainties is available the guideline finally gives a procedure on
how the validation should be made in order to
check how well the CFD simulation captures
the manoeuvre of interest.
173
benchmark ships. In addition, HTC, S175 and

DARPA SUBOFF became benchmark cases.
Also data for more complex restricted water
cases are made available. So, it appears that
there is focus on benchmark data generation in
the community and that people are using it.
This is positive and valuable in order to support
the validation of the numerical simulation
methods, which are being used widely.
establish the length of the false bottom needed

to ensure the flow around the model is not adversely influenced by the ends of the false bottom. The rigidity of the false bottoms is also a
large concern.
There is a trend towards more detailed specialized manoeuvring research, such as investigating propulsion system operation settings,
asymmetrical propeller loading effects, appendage configurations and the effect of static
trim and heel angles. Also, a significant quantity of work has been conducted on SI, including the use of artificial intelligence.
10.4 Manoeuvring and Course Keeping in

Waves
Concerning manoeuvring in waves, the
IMO criteria are currently defined, which has
been discussed in the report. The title manoeuvring in waves may cover very different
topics (broaching, course-keeping, manoeuvres
at sea). For each of these topics, different
methodologies are used. The MC grouped the
methodologies that are in use in logical groups.
FRMT are still giving the most complete picture of reality including events like for example
propeller ventilation. Simulations are however
strived at for obvious reasons. There is no consensus yet on the preferred simulation method
per topic.
10.2 Using Simulations as a Tool to advance

the Knowledge in Manoeuvring
The viscous CFD methods have not evolved
that much over the last three years, but have
become more widely used. The most used approach is the simulation of captive deep water
conditions to provide input for manoeuvring
simulations. The propeller modelling however
remains a weak point.
In restricted water the use of CFD is mainly
focussing at ship-bank interaction or ship-ship
interaction. The latter has been tackled thoroughly, also with potential flow models. In any
case more emphasis should be put on verification and validation of the simulation models.
10.5 Scale Effects

Some researches were carried out to investigate the effect of the self-propulsion point on
the manoeuvrability. However, research on
scale effects is hampered by the absence of
good quality open full scale data that can serve
as benchmark. As an alternative CFD can be
used as a tool to assess geosim conditions.
10.3 Benchmark Data

Concerning generation of new benchmark
data most work has been performed with surface ships. The upcoming SIMMAN2014
workshop on manoeuvring has facilitated much
new deep and shallow water data for both KCS
and KVLCC2. Further, it seems that both of
these ships plus the naval combatant 5415M
have been adopted by the community as
10.6 Manoeuvring Criteria

An overview is given for criteria for ship
manoeuvrability.
174
to quantify how well the computation agrees

with the measurement, taking into account both
numerical and experimental uncertainty.
The IMO criteria for ship manoeuvrability

are in place and well established and used.
They are valid for podded vessels and ships
with flap rudders as well.
The Guideline on Uncertainty Analysis on

Free Running Model Tests (7.5-02-06-05) provides guidance for ITTC members to perform
uncertainty analysis (UA) of a model scale
free-running model test following the ITTC
Procedures 7.5-02-06-01, Free Running Model
Tests. Amongst others, this guideline uses the
uncertainty propagation techniques to quantify
the effect of the initial conditions on the final
result.
The criteria for heel angles initiated by

turning are not very well established and lack
some realism. They need further improvement.
For naval vessels and inland vessels, manoeuvring standards are in place. For planing
vessels and manoeuvres at slow speed and shallow water, proposals for criteria are made and
summarised in this section.
It is not the mandate of the ITTC-MC to
generate criteria, but the ITTC-MC will have
an opinion about the realism, practicality and
applicability and can, as such, contribute to the
development of criteria.
11.
RECOMMENDATIONS
Continue work in order to have a full set of

benchmark data for each of the benchmark
hulls (KVLCC2, KCS, 5415M, HTC, SUBOFF
and S175 manoeuvring in waves). Ideally add
real vessels to the benchmark set.
10.7 Procedures
Capitalize the momentum created by SIMMAN2014 and the conference on shallow and
confined water to continue the development of
V&V of ship manoeuvring simulation methods,
including CFD.
The MC reviewed the procedures and

guidelines under its responsibility. Major updates and improvements were done in 7.5-0206-04 Force and Moment Uncertainty Analysis
on Captive Model Tests. Additional restricted
water recommendations have been added to
captive and free running procedures.
Extend the UA for captive model tests from

measurements towards the mathematical models and the predicted manoeuvres. Elaborate
with an example.
The MC also developed two new guidelines. The guideline "Validation and Verification of CFD Solutions in the Prediction of Manoeuvring Capabilities" (7.5-03-04-02) describes how Validation and Verification (V&V)
can be performed for CFD based simulation of
captive and free-running conditions. The verification covers the assessment of the numerical
uncertainty and hereby gives an indication of
the uncertainty related to the simulated results.
The validation concerns the comparison between computation and measurements in order
Issue a new questionnaire concerning the

procedure of captive tests (7.5-02-06-02), with
particular attention to the use of PMM and
hexapod, and have the procedure of captive test
(7.5-02-06-02) revised, including 6 DOF considerations.
Revisit the full scale manoeuvring trials
procedure (7.5-04-02-01). Monitor the full
scale measurement campaigns starting up in the
175
joint industry projects to use this as a starting

point for scale effects research, supported by
CFD.
12.
REFERENCES
26th ITTC MC final report, Proceedings of the

26th ITTC Vol. I; Rio de Janeiro, Brazil,
2011
Investigate the effect of movable bottoms to

study the behaviour of ships in shallow water.
Abramowicz-Gerigk, T., 2005, "Investigations

on Standards for Ship Manoeuvring
Performance at Slow Speed in Constrained
Space", 11th International Congress of the
International Maritime Association of the
Mediterranean, Lisbon, Portugal.
Stimulate the use of proposed low speed

manoeuvres (full scale, free running, simulation model). Share the results and build up a
database to identify possible manoeuvring criteria.
Ahmed, Y. and Hasegawa, K., 2013, "Implementation of Automatic Ship Berthing

Using Artificial Neural Network for Free
Running Experiment", 9th IFAC conference
on Control Applications in Marine Systems
(CAMS). Part 1, Osaka, Japan, pp. 2530.
Manoeuvring in waves needs specialist

knowledge from various fields and has a variety of applications and goals. It is therefore
recommended to work either with a specialist
committee on manoeuvring in waves or to organize a workshop on manoeuvring in waves or
to have a dedicated member both in the
seakeeping and the manoeuvring committee to
address the topic. Liaise with IMO or IACS to
address manoeuvring in waves in the future.
Akinturk, A., Islam, M., Veitch, B. and Liu, P.,

2012, "Performance of Dynamic Azimuthing Podded Propulsor", International
Shipbuilding Progress, Vol. 59, pp. 83106.
The Manoeuvring Committee recommends

to the Full Conference to:
Adopt the revised procedure 7.5-02-06-01
Free running model tests
Captive model tests
Validation of manoeuvring simulations
models
Uncertainty analysis on captive model tests
Manoeuvrability of HSMV
Adopt the new guideline 7.5-03-04-02
Verification and validation of CFD solutions in the prediction of manoeuvring capabilities
Adopt the new guideline 7.5-02-06-05 Uncertainty analysis on free model tests
Amin, O. and Hasegawa, K., 2012, "Numerical

Prediction of Flow Field around a Ship
Drifting with Various Angles", MARSIM
2012, Singapore.
Amini, H. and Steen, S., 2012, "Theoretical
and Experimental Investigation of Propeller", International Shipbuilding Progress,
Vol. 59, pp. 5582.
Araki, M., Sadat-Hosseini, H., Sanada, Y.,
Tanimoto, K., Umeda, N. and Stern, F.,
2012, "Estimating Maneuvering Coefficients Using System Identification Methods
with Experimental, System-Based and CFD
Free-Running Trial Data", Ocean Engineering, Vol. 51, pp. 6384.
176
Bguin, L., Guillerm, P., Rousset, J., Weber,

M., Lambert, S., Toularastel, J. and Davoust, L., 2013, "An Experimental Investigation of Behavior and Hydrodynamics
Forces Acting on a Ship in Shallow Water",
Third international conference on ship
manoeuvring in shallow and confined
water, Ghent, Belgium, pp. 199207.
Araki, M., Sadat-Hosseini, S., Sanada, Y.,

Umeda, N. and Stern, F., 2012, "Study of a
System-based Mathematical Model Using
System Identification Technique with
Experimental, CFD, and System-based Free
Running Trials in Following Waves", 11th
International Conference on the Stability of
Ships and Ocean Vehicles , Athens, Greece,
pp. 171185.
Benedict, K., Kpnick, W., Baldauf, M.,

Gronarz, A., Friedhoff, B. and De Mello
Petey, F., 2011, "Improved Simulation Model and Methods for Determination of the
Required Passing Distance between Ships
in Restricted Fairways", 2nd International
Conference on Ship Manoeuvring in
Shallow and Confined Water, Trondheim,
Norway, pp. 3950.
Arii, T., Kobayashi, A. and Hasegawa, K.,

2012, "Performance Analysis of SinglePropeller / Twin-Rudder System by Computational Fluid Dynamics", MARSIM
2012, Singapore.
Armaoglu, E., Eggers, R., Quadvlieg, F. and
van Coevorden, P., 2010, "On the
Manoeuvring of Naval Surface Ships with
Respect to a New STANAG", WARSHIP
2010, London, UK.
Berget, K., 2011, "A New Multi-Purpose Carriage in the MARINTEK Towing Tank",
Marintek review no. 2. Retrieved from
http://www.sintef.no/upload/MARINTEK/P
DF-filer/Review/Review_2_2011_Web.pdf
Arslan, T., Pettersen, B., Visscher, J.,

Muthanna, C. and Andersson, H., 2011, "A
Comparative Study of PIV Experiments and
Numerical Simulations of Flow Fields
around Two Interacting Ships", 2nd
International Conference on Ship Manoeuvring in Shallow and Confined Water,
Trondheim, Norway, pp. 3137.
Bhattacharyya, S., Rajesh, G. and Gupta, D.,

2012, "Fuzzy Autopilot for Ship
Maneuvering", International Shipbuilding
Progress, Vol. 58, No.2011, pp. 191218.
Blendermann, W., Hellwig, K. and Schuckert,
E., 2011, "Wind Loads on a Passenger/car
Ferry by CFD Computations and Wind
Tunnel Tests", Ship Technology Research,
Vol. 58, No.2, pp. 8288.
Avila, J. and Adamowski, J., 2011, "Experimental Evaluation of the Hydrodynamic

Coefficients of a ROV through Morisons
Equation", Ocean Engineering, Vol. 38,
No.17-18, pp. 21622170.
Bttner, C., Uliczka, K., Carstens, D. and

Sponholz, J., 2013, "Free Sailing Manoeuvres for Tuning of Analytical Shallow
Water Models", Third international conference on ship manoeuvring in shallow and
confined water, Ghent, Belgium, pp. 177
183.
Beaulieu, C., Gharbi, S., Ouarda, T., Charron,

C. and Aissia, M., 2012, "Improved Model
of Deep-Draft Ship Squat in Shallow
Waterways Using Stepwise Regression
Trees", Journal of Waterway, Port, Coastal,
and Ocean Engineering, Vol. 138, No.2, pp.
115121.
177
Bowles, J., 2012, "Turning Characteristics and

Capabilities of High-Speed Monohulls",
The Third Chesapeake Power Boat
Symposium , Annapolis, MD, USA.
Chase, N., Michael, T. and Carrica, P., 2012,

"Overset Simulation of a Submarine and
Propeller in Towed , Self-Propelled and
Maneuvering Conditions", 29th symposium
Sweden.
Briggs, M., Kopp, P., Ankudinov, V. and Silver, A., 2013, "Comparison of Measured
Ship Squat with Numerical and Empirical
Methods", Journal of Ship Research, Vol.
57, No.2, pp. 7385.
Cheng, J., Zhang, Z., Jiang, F., Wang, X. and

Feng, D., 2013, "Numerical Simulation of
the Planar Motion Mechanism Tests",
Chinese Journal of Hydrodynamics, Vol.
28, No.4, pp. 460464.
Broglia, R., Durante, D., Dubbioso, G. and Di

Mascio, A., 2011, "Turning Ability
Characteristics Study of a Twin Screw
Vessel by CFD", International Conference
on Computational Methods in Marine
Engineering, Lisbon, Portugal.
Chislett, M., 1996, "A Generalized Math

Model for Manoeuvring", Marsim 1996,
Copenhagen, Denmark.
Coraddu, A., Dubbioso, G., Mauro, S. and
Viviani, M., 2013, "Analysis of Twin
Screw Ships Asymmetric Propeller Behaviour by Means of Free Running Model
Tests", Ocean Engineering, Vol. 68, pp. 47
64.
Bunnik, T. and Toxopeus, S., 2011, "Viscous

Flow Effects of Passing Ships in Ports",
OMAE 2011, Rotterdam, The Netherlands.
Cai, C., Cai, X., Zhao, C. and Chen, M., 2012,
"Numerical Simulation on Ships Maneuverability in Shallow Water", Journal of
Chongqing University, Vol. 35, No.8, pp.
116121.
Carreo, J., Mora, J. and Prez, F., 2013,
"Mathematical Model for Maneuverability
of a Riverine Support Patrol Vessel with a
Pump-Jet Propulsion System", Ocean
Engineering, Vol. 63, pp. 96104.
Dand, I. and Ferguson, A., 1973, "Estimating

the Bow and Stern Sinkage of a Ship under
Way in Shallow Water", Naval Architect,
No.238.
De Barros, E. and Dantas, J., 2012, "Effect of a
Propeller Duct on AUV Maneuverability",
Ocean Engineering, Vol. 42, pp. 6170.
Carrica, P., Ismail, F., Hyman, M., Bhushan, S.

and Stern, F., 2013, "Turn and Zigzag
Maneuvers of a Surface Combatant Using a
URANS Approach with Dynamic Overset
Grids", Journal of Marine Science and
Technology, Vol. 18, No.2, pp. 166181.
De Jong, M., Roelvink, D., Reijmerink, S. and

Breederveld, C., 2013, "Numerical Modelling of Passing-Ship Effects in Complex
Geometries and on Shallow Water", Smart
Rivers 2013, Lige, Belgium and Maastricht, The Netherlands, pp. 95.195.7.
De Jong, P. and Keuning, J., 2005, "Tests with
a Six Degrees of Freedom Forced Oscillator
to Investigate the Non-Linear Effects in
Ship Motions", FAST 2005, St. Petersburg,
Russia.
178
Di Mascio, A., Dubbioso, G., Notaro, C. and

Viviani, M., 2011, "Investigation of TwinScrew Navai Ships Maneuverabiiity Behavior", Journal of Ship Research, Vol. 55,
No.4, pp. 221248.
De Jong, P., Renilson, M. and van Walree, F.,

2013, "The Broaching of a Fast Rescue
Craft in Following Seas", FAST 2013,
Amsterdam, The Netherlands.
De Loor, A., van der Hout, A., Weiler, O. and
Kortlever, W., 2013, "The Use and Validation of Openfoam to Determine the Lateral and Longitudinal Forces Exerted on a
Vessel in the Lock and in the Lock
Approach", Third international conference
on ship manoeuvring in shallow and
165.
Do, K., 2010, "Practical Control of Underactuated Ships", Ocean Engineering, Vol.
37, No.13, pp. 11111119.
Drouet, A., Reliquet, G., Bardin, A., Jacquin,
E., Gentaz, L. and Alessandrini, B., 2011,
"Simulation of Submarine Manoeuvring
Using Navier-Stokes Solver", International
Conference on Computational Methods in
Marine Engineering , Lisbon, Portugal.
Delefortrie, G., Vantorre, M., Cappelle, J. and

Ides, S., 2012, "The Effect of Shipping
Traffic on Moored Ships", 10th International Conference on Hydrodynamics, St.
Petersburg, Russia.
Dubbioso, G., Durante, D., Broglia, R. and Di

Mascio, A., 2012, "CFD Maneuvering Prediction of a Twin Screw Vessel with Different Stern Appendages Configuration",
29th symposium on Naval Hydrodynamics,
Gothenburg, Sweden.
Delefortrie, G., Vantorre, M., Eloot, K., Verwilligen, J. and Lataire, E., 2010, "Squat
Prediction in Muddy Navigation Areas",
Ocean Engineering, Vol. 37, No.16, pp.
14641476.
Dubbioso, G. and Viviani, M., 2012, "Aspects

of Twin Screw Ships Semi-Empirical
Maneuvering Models", Ocean Engineering,
Vol. 48, pp. 6980.
Delefortrie, G., Willems, M., Laforce, E., Vantorre, M., De Mulder, T., De Regge, J. and
Wong, J., 2008, "Tank Test of Vessel Entry
and Exit for Third Set of Panama Locks",
International Navigation Seminar following
PIANC AGA 2008, Beijing, China, pp.
517523.
Duffy, J., Denehy, S., Ranmuthugala, D. and

Renilson, M., 2013, "The Effect of Berth
Blockage on Berthed Ship - Passing Ship
Interaction", Third international conference
on ship manoeuvring in shallow and confined water, Ghent, Belgium, pp. 209214.
Denehy, S., Duffy, J., Renilson, M. and Ranmuthugala, D., 2012, "The Effect of Berthed Ship Size and Berth Occupancy on
Berthed Ship - Passing Ship Interaction
Forces and Moments", Hydronav 2012/
Manoeuvring 2012, Ilawa, Poland, pp. 70
78.
Duffy, J. and Renilson, M., 2011, "The Importance of the Form of Time Domain Forces
and Moments on Berthed Ship Interaction",
2nd International Conference on Ship
Manoeuvring in Shallow and Confined
Water, Trondheim, Norway, pp. 107116.
179
Eloot, K. and Delefortrie, G., 2012, "Inland

Navigation: Assessing the Manoeuvring
Behaviour for Real-Time Simulation
Purposes", MARSIM 2012, Singapore.
Fukui, Y., 2012, "A Study on Interaction

Coefficients between Hull and Rudder in
Maneuvering
Model
Using
CFD",
MARSIM 2012, Singapore.
Eloot, K., Vantorre, M., Verwilligen, J., Bus,

D., Cleeren, R., Gheyle, E., Detienne,
R., 2013, "Lock Manoeuvres: Practical
Cases in Europe and Panama", Third International Conference on Ship Manoeuvring
in Shallow and Confined Water, Ghent,
Belgium, pp. 309323.
Furukawa, Y., Nakiri, Y. and Kijima, K., 2011,

"Prediction of Linear Hydrodynamic Derivatives in Shallow Water", 2nd International Conference on Ship Manoeuvring in
Norway, pp. 147152.
Geerts, S., Vantorre, M., Eloot, K., Huijsmans,
R. and Fierens, N., 2011, "Interaction
Forces in Tug Operations", 2nd International Conference on Ship Manoeuvring in
Norway, pp. 153163.
Fang, C., Lin, C. and Tsai, J., 2012, "Sea Trial

Validation on the Manoeuvring Performance for the 8200 TEU Container Ship",
Fitriadhy, A. and Yasukawa, H., 2011, "Course
Stability of a Ship Towing System", Ship
Technology Research, Vol. 58, No.1, pp. 4
23.
Gourlay, T., 2013, "Ship Squat in Non-Uniform Water Depth", Coasts and Ports 2013 ,
Sydney, Australia.
Fitriadhy, A. and Yasukawa, H., 2011, "Turning Ability of a Ship Towing System",
Ship Technology Research, Vol. 58, No.2,
pp. 112124.
Greeley, D. and Willemann, S., 2012, "Surface

Ship Maneuvering Forces in Calm Water
and Waves", 29th symposium on Naval
Hydrodynamics, Gothenburg, Sweden.
Fitriadhy, A., Yasukawa, H. and Masaki, Y.,

2011, "Slack Towline on Tow-Towed Ships
Interaction during Maneuvering", 2nd
Gronarz, A., 2011, "A New Approach in

Modelling the Interaction Forces", 2nd
Groves, N., Huang, T. and Chang, M., 1989,
"Geometric Characteristics of DARPA
SUBOFF Models (DTRC Model Nos. 5470
and 5471)", Report No. DTRC/SHD-129801.
Fonfach, J., Sutulo, S. and Guedes Soares, C.,

2011, "Numerical Study of Ship-to-Ship
Interaction Forces on the Basis of Various
Flow Models", 2nd International Conference on Ship Manoeuvring in Shallow
and Confined Water , Trondheim, Norway,
pp. 137146.
180
Hwang, W., 2012, "On a Pragmatic Analytical

4-Quadrant Propeller-Rudder Model",
Hasegawa, K., 2013, "River Utilization and

Transportation for 21st Century: Experiences and Recommendations for a Sustainable Development", International Conference IDS2013 - Amazonia, Iquitos, Peru,
pp. 18.118.12.
Hwang, W., Jakobsen, B., Barr, R., Ankudinov,

V., Fuller, N., Vest, L., Landsburg, A.,
2003, "An Exploratory Study to Characterize Ship Manoeuvring Performance at
Slow Speed", MARSIM 2003, Kanazawa,
Japan.
Hasegawa, K., Oh, K., Ahmed, Y. and Rigo, P.,

2013, "Ship Manoeuvring Behaviour in
Crossing Current", Third international conference on ship manoeuvring in shallow and
307.
Ibaragi, H., Nakiri, Y. and Furukawa, Y., 2012,

"Experimental Study on Bank Suction",
MARSIM 2012 , Singapore.
Henn, R., 2013, "Real-Time Simulation of

Ships Manoeuvring in Locks", Third
international conference on ship manoeuvring in shallow and confined water, Ghent,
Ichinose, Y. and Furukawa, Y., 2011, "Fundamental Investigation on Estimation of Hydrodynamic Forces Acting on a Ship in Oblique Motion by Using Three Dimensional
Vortex Method", Journal of the Japan
Engineers, Vol. 13, pp. 19.
Hirata, N., Ukita, H. and Yasukawa, H., 2012,

"Trim Effect on Maneuverability of a
Training Ship Toyoshio-Maru", Journal
of Japan Institute of Navigation, Vol. 126,
pp. 8189.
Iseki, T. and Kawamura, D., 2011, "Experimental Study on Ship-Handling Limits

under Ship-Bank Interaction Forces", Journal of Japan Institute of Navigation, Vol.
124, pp. 257263.
Hirata, N., Yasukawa, H. and Ukita, H., 2012,

"Maneuvering Fullscale Trial of a Ship with
Azimuth Propellers to Capture the Trim
Effect", MARSIM 2012, Singapore.
Iseki, T. and Takagi, T., 2013, "Experimental

Study on Ship-Handling Limits under ShipBank Interaction Forces -- Effects of Propeller Slipstream", Journal of Japan Institute of Navigation, Vol. 128, pp. 161166.
Hong, S., Nam, B., Kim, J. and Park, J., 2013,

"A Study on Towing Characteristics of a
Transportation Barge in Waves", ISOPE
2013, Anchorage, Alaska, USA, Vol 9, pp.
777783.
Kang, D., Nagarajan, V., Gonno, Y., Uematsu,

Y., Hasegawa, K. and Shin, S., 2011,
"Installing Single-Propeller Twin-Rudder
System with Less Asymmetric Maneuvering Motions", Ocean Engineering, Vol. 38,
No.10, pp. 11841196.
Huang, T., Liu, H., Groves, N., Forlini, T.,

Blanton, J. and Gowing, S., 1992, "Measurements of Flows over an Axisymmetric
Body with Various Appendages in a Wind
Tunnel: The DARPA SUBOFF Experimental Program", 19th Symposium on Naval
Hydrodynamics, Seoul, Korea, pp. 312
346.
181
Khanfir, S., Hasegawa, K., Nagarajan, V.,

Shouji, K. and Lee, S., 2011, "Manoeuvring
Characteristics of Twin-Rudder Systems:
Rudder-Hull Interaction Effect on the
Manoeuvrability of Twin-Rudder Ships",
Vol. 16, No.4, pp. 472490.
Kortlever, W. and de Boer, G., 2013, "Manoeuvring at Transit of the Existing North Lock
and the Future Sea Lock at IJmuiden, The
Netherlands; Pilot Procedures and Information from Scale Model Tests", Third International Conference on Ship Manoeuvring
Kim, S., Rhee, B. and Miller, R., 2012,

"Anatomy of Turbulent Flow around
DARPA SUBOFF Body in a Turning
Maneuver Using High-Fidelity RANS
Computations", 29th symposium on Naval
Hydrodynamics, Gothenburg, Sweden.
Kwon, C., Lee, S., Lee, Y., Yang, H., Song, G.,
Kim, J. and Seo, J., 2013, "Experimental
Study on the Crabbing Ability of a Cruise
Ship Equipped Three Bow Thrusters and
Two Pods in Open and Shallow Water",
PRADS 2013, Changwon, Korea, pp. 1112
1119.
Kim, S. and Sung, Y., 2012, "Numerical Simulations of Maneuvering and Dynamic Stability of a Containership in Waves", 11th International Conference on the Stability of
Ships and Ocean Vehicles, Athens, Greece,
pp. 215225.
Lataire, E., Vantorre, M. and Delefortrie, G.,

2009, "Captive Model Testing for Ship-toShip Operations", MARSIM 2009 , Panama
City, Panama.
Kimura, Y., Kobayashi, E., Tahara, Y. and

Koshimura, S., 2011, "A Study on Estimation of Hydrodynamic Forces Acting on
a Ship Hull in Shallow Water by CFD", 2nd
Lataire, E., Vantorre, M. and Delefortrie, G.,

2012, "A Prediction Method for Squat in
Restricted and Unrestricted Rectangular
Fairways", Ocean Engineering, Vol. 55, pp.
7180.
Lataire, E., Vantorre, M., Delefortrie, G. and
Candries, M., 2012, "Mathematical Modelling of Forces Acting on Ships during Lightering Operations", Ocean Engineering,
Vol. 55, pp. 101115.
Kobyliski, L., 2012, "Problems of Handling

Ships
Equipped
with
Azimuthing
Propulsion Devices", Hydronav 2012/Manoeuvring 2012, Ilawa, Poland, pp. 168177.
Lataire, E., Vantorre, M. and Eloot, K., 2009,

"Systematic Model Tests on Ship-Bank
Interaction Effects", International Conference on Ship Manoeuvring in Shallow and
Confined Water: Bank Effects, Antwerp,
Belgium, pp. 922.
Kogishi, A., Correa da Silva, H., Brinati, H., de

Conti, M. and Domiciano, V., 2013, "Experimental Evaluation of Submersible Drift
Forces", PRADS 2013, Changwon, Korea.
182
Lee, S., Park, J., Rhee, K. P., Yoo, W. and

Kim, S., 2011, "An Experimental Research
on the Hydrodynamic Forces Acting on a
Twin-Screw Ferry during Unberthing", 2nd
Lou, P. and Zou, Z., 2012, "Numerical Calculation of the Viscous Hydrodynamic
Forces on a KVLCC Hull Sailing along
Channel Bank", OMAE 2012, Rio de Janeiro, Brazil.
Luo, W., Fu, B., Guedes Soares, C. and Zou,
Z., 2013, "Robust Control for Ship CourseKeeping Based on Support Vector Machines, Particle Swarm Optimization and L2Gain", OMAE 2013, Nantes, France.
Leong, Z., Saad, K., Ranmuthugala, D. and

Duffy, J., 2013, "Investigation into the
Hydrodynamic Interaction Effects on an
AUV Operating Close to a Submarine",
Pacific 2013: International Maritime Conference, Sydney, Australia.
Luo, W., Zou, Z. and Xiang, H., 2011, "Simulation of Ship Manoeuvring in the Proximity of a Pier by Using Support Vector
Machines", OMAE 2011, Rotterdam, The
Netherlands.
Lesser, G., Jordan, D., River, C. and Pilots, B.,

2013, "Under-Keel Clearance at the
Columbia River Bar", Coasts and Ports
2013, Sydney, Australia.
Maimun, A., Priyanto, A., Muhammad, A.,

Scully, C. and Awal, Z., 2011, "Manoeuvring Prediction of Pusher Barge in Deep
and Shallow Water", Ocean Engineering,
Vol. 38, No.11-12, pp. 12911299.
Lewandowski, E. M., 2004, "The Dynamics Of

Marine Craft Maneuvering And Seakeeping", Advanced Series on Ocean Engineering, Volume 22 World Scientific.
MarCom Working Group 121, 2014, "Harbour

Approach Channels Design Guidelines."
Brussels, Belgium, pp. 1328.
Li, Z., Hu, Y., Guo, C. and Wang, J., 2013,

"Research on Ship Squat Calculation
Method for Ships Entering and Leaving the
Shiplift Chamber", Smart Rivers 2013,
Lige, Belgium and Maastricht, The
Netherlands, pp. 162.1162.4.
MARINTEK, 2014, "Sea Trials and Model

Tests for Validation of Shiphandling
Simulation Models". Retrieved from
http://www.sintef.no/Projectweb/SimVal/
Lindberg, O., Glimberg, S., Bingham, H.,

Engsig-Karup, A. and Schjeldahl, P., 2013,
"Real-Time Simulation of Ship-Structure
and Ship-Ship Interaction", Third International Conference on Ship Manoeuvring
in Shallow and Confined water, Ghent,
Matusiak, J. and Stigler, C., 2012 "Ship Roll

Motion in Irregular Waves during a Turning
Circle Maneuver", 11th International Conference on the Stability of Ships and Ocean
Vehicles, Athens, Greece, pp. 291297.
Mauro, S., 2013, "Experimental Study of the
Asymmetrical Propeller Loads Occurring in
Unmanned Self-Propelled Free Running
Surface Model Tests", AMT 13: 3rd International Conference on Advanced Model
Measurement Technology, Gdansk, Poland.
Lloyd Register, 2006, Rules and Regulations

for the Classification of Naval Ships, Volume 3, Part 1, Chapter 6.
183
Mousaviraad, S., Sadat-Hosseini, S., Carrica, P.

and Stern, F., 2011, "URANS Studies of
Ship-Ship Interactions in Calm Water and
Waves for Replenishment and Overtaking
Conditions", 2nd International Conference
on Ship Manoeuvring in Shallow and Confined Water, Trondheim, Norway, pp. 253
264.
Mauro, S., Dubbioso, G., Broglia, R. and

Muscari, R., 2012, "Investigation of
Asymmetrical Shaft Power Increase during
Ship Maneuvers by Means of Model Tests
and CFD", 29th symposium on Naval
Hydrodynamics , Gothenburg, Sweden.
Milanov, E., Zlatev, Z., Chotukova, V. and
Stern, F., 2011, "Analysis of Inherent Course Stability of a High-Speed Catamaran in
Deep and Shallow Water", International
Shipbuilding Progress, Vol. 58, pp. 8396.
Mucha, P. and Moctar, O., 2013, "Ship-Bank

Interaction of a Large Tanker and Related
Control Problems", OMAE 2013, Nantes,
France.
Miyazaki, H., Sawada, H., Tukada, Y. and

Kuroda, T., 2013, "Experimental and Numerical Study about the Static Heel Effect
on the Turning Ability", ISOPE 2013, Anchorage, Alaska, USA, Vol 9, pp. 840845.
Muto, H., Furukawa, Y., Ibaragi, H. and Habu,

I., 2011, "Prediction of Ship Manoeuvring
Motion in Non-Uniform Flow Field",
ISOPE 2011, Maui, Hawaii, Vol 8, pp.
951957.
Miyazaki, H., Ueno, M. and Tsukada, Y., 2011,

"Numerical Study about Effects of Stern
Skeg on Course Stability", ISOPE 2011,
Maui, Hawaii, Vol 8, pp. 964969.
Nakano, T. and Hasegawa, K., 2012, "An

Attempt to Predict Manoeuvring Indices
Using AIS Data for Automatic OD Data
Acquisition", MCMC 2012, Arenzano,
Italy, Vol 3.
Mizuno, N., Kakami, H. and Okazaki, T., 2012,

"Parallel Simulation Based Predictive Control Scheme With Application To Approaching Control For Automatic Berthing",
MCMC 2012, Arenzano, Italy.
Nakayama, Y., Yasukawa, H. and Watanabe,

J., 2011, "Dynamic Interaction between
Tow and Towed Ships in Head Seas", 2nd
Mizuno, N. and Matsumoto, S., 2013, "Design

and Evaluation of Simple Ship s Automatic
Maneuvering System Using Sliding Mode
Controller", 9th IFAC conference on
Control Applications in Marine Systems
(CAMS). Part 1., Osaka, Japan, pp. 6772.
NATO ANEP-70, 2003, "Volume I Guidance

for Naval Surface Ships Mission Oriented
Manoeuvring Requirements. Volume II
Guidance for the Preparation of Onboard
Manoeuvring Information.", NATO Allied
Naval Engineering Publication 70.
Mousaviraad, S., Bhushan, S. and Stern, F.,

2012, "CFD Prediction of Free-Running
SES/ACV Deep and Shallow Water
Maneuvering in Calm Water and Waves",
NATO ANEP-78, 2007, "Naval Surface Ships

Mission Oriented Manoeuvring Requirements. Specification and Verification Templates.", NATO Allied Naval Engineering
Publication 78.
184
Otzen, J. and Simonsen, C., 2012, "Development of a Mathematical Model of a High

Speed Catamaran Ferry for Simulations in
Hard Weather during Arrival Based on
PMM and Seakeeping Model Tests",
NATO ANEP-79, 2007, "Controllability and

Safety in a Seaway", NATO Allied Naval
Engineering Publication 79.
Nemzer, A., Sergeev, V. and Polischuk, D.,
2012, "Investigation of Maneuverability
under Wave and Wind Conditions", 10th
International Conference on Hydrodynamics, St. Petersburg, Russia.
Pan, Y., Zhang, H. and Zhou, Q., 2012,

"Numerical Prediction of Submarine
Hydrodynamic Coefficients Using CFD
Simulation", Journal of Hydrodynamics,
Vol. 24, No.6, pp. 840847.
Obreja, D., Nabergoj, R., Crudu, L. and

Pcuraru-Popoiu, S., 2010, "Identification
of Hydrodynamic Coefficients for Manoeuvring Simulation Model of a Fishing Vessel", Ocean Engineering, Vol. 37, No.8-9,
pp. 678687.
Park, H., Kim, D., Lee, S. and Rhee, K., 2011,

"The Effect of Appendages on the Course
Keeping Ability of a Semi-Displacement
Round Bilge Ship", ISOPE 2011, Maui,
Hawaii, Vol 8, pp. 958963.
Oh, K. and Hasegawa, K., 2013, "Low Speed

Ship Manoeuvrability: Mathematical Model
and Its Simulation", OMAE 2013, Nantes,
France.
Pinkster, J., 2011, "Prediction of Hydrodynamic Interaction Effects of Vessels in Ports",

Water , Trondheim, Norway, pp. 279287.
Om, P., Satish, P., Nagarajan, V. and Suresh,

C., 2013, "Feasibility Study and Design of
Shallow Draft Ore Carriers for Inland
Waterways", International Conference IDS
2013 - Amazonia, Iquitos, Peru, pp. 08.1
08.18.
Pinkster, J. and Bhawsinka, K., 2013, "A RealTime Simulation Technique for Ship-Ship
and Ship-Port Interactions", 28th International Workshop on Water Waves and Floating Bodies, Lisle sur la Sorgue, France.
Ommani, B. and Faltinsen, O., 2013, "An Investigation on the Calm-Water Linear
Dynamic Stability of Semi-Displacement
Vessels in Sway-Roll-Yaw", FAST 2013 ,
Amsterdam, The Netherlands.
Polis, C., Ranmuthugala, D., Duffy, J. and

Renilson, M., 2013, "Enabling the Prediction of Manoeuvring Characteristics of a
Submarine Operating Near the Free Surface", Pacific 2013: International Maritime
Conference, Sydney, Australia.
Ommani, B., Faltinsen, O. and Lugni, C., 2012,

"Hydrodynamic Forces on a Semi-Displacement Vessel on a Straight Course with
Drift Angle", 10th International Conference
Quadvlieg, F., 2013, "Mathematical Models for

the Prediction of Manoeuvres of Inland
Ships; Does the Ship Fit in the River",
Smart Rivers 2013 , Lige, Belgium and
Maastricht, The Netherlands, pp. 187.1
187.9.
rnfelt, J., 2009, "Naval Mission and Task

Driven Manoeuvrability Requirements for
Naval Ships", FAST 2009, Athens, Greece.
185
Ren, J., Zhang, X. and Sun, X., 2012, "Mathematical Modeling of Towage Operation for
Interactive Tug Simulator", MARSIM
2012, Singapore.
Quadvlieg, F., Armaoglu, E., Eggers, R. and

van Coevorden, P., 2010, "Prediction and
Verification of the Maneuverability of
Naval Surface Ships", SNAME 2010,
Bellevue, USA.
Revestido, E. and Velasco, F., 2012, "TwoStep

Identification
of
Non-Linear
Manoeuvring Models of Marine Vessels",
Quadvlieg, F. and Brouwer, J., 2011,

"KVLCC2 Benchmark Data Including Uncertainty Analysis to Support Manoeuvring
Predictions", International Conference on
Computational Methods in Marine Engineering, Lisbon, Portugal.
Rhee, K., Kim, D. and Kang, D., 2013, A

Study on the Development of Korean Register (KR) Manoeuvrability Rules for Naval
Ships, 2013 Naval Ship Technology &
Weapon Systems Seminar, Pusan, Korea.
Rajita Shenoi, R., Krishnankutty, P., Panneer

Selvam, R. and Kulshrestha, A., 2013, "Prediction of Manoeuvring Coeffcients of a
Container Shup by Numerically Simulating
HPMM Using RANSE Based Solver",
Third international conference on ship
manoeuvring in shallow and confined
water, Ghent, Belgium, pp. 221229.
Roddy, R., 1990, "Investigation of the Stability

and Control Characteristics of Several
Configurations of the DARPA SUBOFF
Model (DTRC Model 5470) from CaptiveModel Experiments", Report No. DTRC/
SHD-1298-08.
Ray, A., 2010, "Analysis of Manoeuvring

Hydrodynamics of Underwater Vehicles"
IIT Delhi.
ROM, 2000, "Recommendations for the Design

of the Maritime Configuration of Ports,
Approach Channels and Harbour Basins",
Madrid, Spain.
Ray, A. and Sen, D., 2012, "Identification of

Submarine Hydrodynamic Coefficients
from Sea Trials Using Extended Kalman
Filter", 10th International Conference on
Hydrodynamics, St. Petersburg, Russia.
Saari, H. and Djemai, M., 2012, "Ship Motion

Control Using Multi-Controller Structure",
Refsnes, J. and Sorensen, A., 2012, "Hydrodynamic Modelling for Dynamic Positioning
and Maneuvering Controller Design",
OMAE 2012, Rio de Janeiro, Brazil.
Sadat-Hosseini, H., Carrica, P., Stern, F.,

Umeda, N., Hashimoto, H., Yamamura, S.
and Mastuda, A., 2011, "CFD, SystemBased and EFD Study of Ship Dynamic Instability Events: Surf-Riding, Periodic Motion, and Broaching", Ocean Engineering,
Vol. 38, No.1, pp. 88110.
Reichel, M., 2012, "Application of MMG Model Simulations to Twin-Propeller, TwinRudder Car-Passenger Ferry in Port Manoeuvring Conditions", MARSIM 2012,
Singapore.
186
Sadat-Hosseini, H., Chen, X., Kim, D., Milanov, E., Georgiev, S., Zlatev, Z. and Stern,
F., 2013, "CFD and System-Based Prediction of Delft Catamaran Maneuvering and
Course Stability in Calm Water", FAST
2013, Amsterdam, The Netherlands.
Sano, M., Yasukawa, H. and Hata, H., 2012,

"Experimental Study on Ship Operation in
Close Proximity to Bank Channel",
Sano, M., Yasukawa, H., Kitagawa, K. and
Yoshida, S., 2013, "Shallow Water Effect
on the Hydrodynamic Interaction between
Two Ships with Rudder in Close Proximity", Third International Conference on
Ship Manoeuvring in Shallow and Confined
Water, Ghent, Belgium, pp. 113121.
Sadat-Hosseini, H., Wu, P., Toda, Y., Carrica,

P. and Stern, F., 2011, "URANS Studies of
Ship-Ship Interactions in Shallow Water",
Seo, M. and Kim, Y., 2011, "Numerical Analysis on Ship Maneuvering Coupled with
Ship Motion in Waves", Ocean Engineering, Vol. 38, No.1718, pp. 19341945.
Sakamoto, N., Carrica, P. and Stern, F., 2012,

"URANS Simulations of Static and Dynamic Maneuvering for Surface Combatant:
Part 1. Verification and Validation for Forces, Moment, and Hydrodynamic Derivatives", Journal of Marine Science and Technology, Vol. 17, No.4, pp. 422445.
Shen, Y. and Hughes, M., 2012, "Effective

Inflow Velocity for Rudder Calculations",
International Shipbuilding Progress, Vol.
59, pp. 107127.
Sakamoto, N., Carrica, P. and Stern, F., 2012,

"URANS Simulations of Static and Dynamic Maneuvering for Surface Combatant:
Part 2. Analysis and Validation for Local
Flow Characteristics", Journal of Marine
Science and Technology, Vol. 17, No.4, pp.
446468.
Shin, S., Ahn, K., Sung, Y. and Oh, S., 2012,

"A Study on Effect of the Self-Propulsion
Points in Pmm Tests for KVLCCs Manoeuvrability", MARSIM 2012, Singapore.
Shin, S., Lee, T. and Ahn, K., 2013, "A Study
on the Numerical Analysis of Maneuverability at Hull Form Design Stage", PRADS
2013, Changwon, Korea, pp. 11061111.
Sanada, Y., Tanimoto, K., Takagi, K., Gui, L.,

Toda, Y. and Stern, F., 2013, "Trajectories
for ONR Tumblehome Maneuvering in
Calm Water and Waves", Ocean
Engineering, Vol. 72, pp. 4565.
Silva, D., 2012, "CFD Virtual Testing for Resistance , Wind and Current Loads on a
Supply Boat", OMAE 2012, Rio de Janeiro,
Brazil.
Sanada, Y., Tanimoto, K., Takagi, K., Sano,

M., Yeo, D., Gui, L., Stern, F., 2012,
"Trajectories and Local Flow Field
Measurements around ONR Tumblehome
in Maneuvering Motion", 29th symposium
Sweden.
Simonsen, C., Nielsen, C., Otzen, J. and Agdrup, K., 2011, "CFD Based Prediction of
Ship-Ship Interaction Forces on a Tug
beside a Tanker", 2nd International Conference on Ship Manoeuvring in Shallow and
Confined Water, Trondheim, Norway, pp.
329338.
187
Simonsen, C., Otzen, J., Klimt, C., Larsen, N.

L. and Stern, F., 2012, "Maneuvering Predictions in the Early Design Phase Using
CFD Generated PMM Data", 29th symposium on Naval Hydrodynamics, Gothenburg, Sweden.
Stern, F., Agdrup, K., Kim, S., Cura Hochbaum, A. C., Rhee, K., Quadvlieg, F.,
Gorski, J., 2011, "Experience from SIMMAN 2008 The First Workshop on Verification and Validation of Ship Maneuvering Simulation Methods", Journal of
Ship Research, Vol. 55, No.2, pp. 135147.
Skejic, R., 2008, "Maneuvering and Seakeeping of a Single Ship and Two Ships in
Interaction" Norwegian University of
Science and Technology.
Sugisawa, M. and Kobayashi, H., 2012,

"Estimation on Ship Maneuverability Based
on the Correlation between Hydrodynamic
Force and Moment", MARSIM 2012,
Singapore.
Skejic, R., Breivik, M. and Berg, T., 2011, "Investigating Ship Maneuvers around a Floating Structure under the Influence of a Uniform Current in Deep and Calm Water",
2nd International Conference on Ship Manoeuvring in Shallow and Confined Water,
Sun, M., Wang, Y. and Yang, Q., 2012,

"Analysis of the Reynolds Number
Influence on Hydrodynamic Coefficients in
Numerical Simulation of Submarine
Maneuverability", Journal of Harbin Engineering University, Vol. 33, No.11, pp.
13341340.
Skejic, R. and Faltinsen, O., 2013, "Maneuvering Behavior of Ships in Irregular

Waves", OMAE 2013, Nantes, France.
Sung, Y., Lee, H., Lee, T. and Kim, S., 2012,

"Captive Model Test and Numerical Simulation on the Manoeuvring Forces in Waves", 11th International Conference on the
Stability of Ships and Ocean Vehicles,
Athens, Greece, pp. 865876.
Skejic, R., Kirimoto, K., Berg, T. and Pedersen, E., 2012, "Maneuvering Performance
of Ships in Calm Water with Variable
Finite Water", MARSIM 2012, Singapore.
Song, G., Kim, H., Park, H. and Seo, J., 2013,
"The Investigation for Interaction Phenomenon of Azimuth Thruster on Ship",
PRADS 2013 , Changwon, Korea, pp. 823
828.
Sutulo, S., Guedes Soares, C. and Otzen, J.,

2012, "Validation of Potential-Flow Estimation of Interaction Forces", Journal of
Thorenz, C., 2013, "Activities of PIANC
Working Group 155: Ship Behaviour in
Locks and Lock Approaches", Third International Conference on Ship Manoeuvring
Belgium, pp. 99102.
Spitzer, D. and Soehngen, B., 2013, "On the

Longitudinal Dynamics of Ship Entry and
Exit at Locks", Smart Rivers 2013, Lige,
Belgium and Maastricht, The Netherlands,
pp. 44.144.13.
188
Tsukada, Y., Ueno, M., Miyazaki, H. and

Takimoto, T., 2013, "An Auxiliary Thruster
for Free-Running Model Ship Test",
OMAE 2013, Nantes, France.
Thulin, S., 1974, "Discussion of Large Amplitude PMM Tests and Manoeuvring Prediction for a Mariner Class Vessel", 10th
ONR Symposium on Naval Hydrodynamics, Boston, USA.
Ueno, M. and Tsukada, Y., 2013, "Numerical

Study on Rudder Effectiveness Correction
of a Free-Running Model Ship", PRADS
2013, Changwon, Korea, pp. 11201127.
Toxopeus, S., 2011, "Practical Application of

Viscous-Flow
Calculation
for
the
Simulation of Manoeuvring Ships" Delft
University of Technology.
Ueno, M., Tsukada, Y. and Sawada, H., 2011,

"A Prototype of Submersible Surface Ship
and Its Hydrodynamic Characteristics",
Ocean Engineering, Vol. 38, No.14-15, pp.
16861695.
Toxopeus, S., 2011, "Viscous-Flow Calculations for KVLCC2 in Deep and Shallow
Water", International Conference on Computational Methods in Marine Engineering,
Lisbon, Portugal.
Uliczka, K., Bttner, C. and Carstens, D., 2013,

"Head-on Traffic at the Approach Channel
to the Port of Hamburg", Third International Conference on Ship Manoeuvring
Toxopeus, S., Atsavapranee, P., Wolf, E.,

Daum, S., Pattenden, R., Widjaja, R.,
Gerber, A., 2012, "Collaborative CFD
Exercise for a Submarine in a Steady Turn",
OMAE 2012, Rio de Janeiro, Brazil.
Toxopeus, S., Simonsen, C., Guilmineau, E.,
Visonneau, M., Xing, T. and Stern, F.,
2013, "Investigation of Water Depth and
Basin Wall Effects on KVLCC2 in
Manoeuvring Motion Using Viscous-Flow
Calculations", Journal of Marine Science
and Technology, Vol. 18, No.4, pp. 471
496.
Van der Molen, W., Moes, J., Swiegers, P. and

Vantorre, M., 2011, "Calculation of Forces
on Moored Ships due to Passing Ships",
Vantorre, M. and Delefortrie, G., 2013,
"Behaviour of Ships Approaching and
Leaving Locks: Open Model Test Data for
Validation Purposes", Third International
Conference on Ship Manoeuvring in Shallow and Confined water, Ghent, Belgium,
pp. 337352.
Toxopeus, S., Stroo, K. and Muller, B., 2013,

"Optimisation of Resistance and Towed
Stability of an Offshore Going Barge With
CFD", OMAE 2013, Nantes, France.
Tran, V. and Im, N., 2012, "A Study on Ship
Automatic Berthing with Assistance of
Auxiliary Devices", International Journal of
Naval Architecture and Ocean Engineering,
Vol. 4, No.3, pp. 199210.
Varyani, K. and Krishnankutty, P., 2009,

"Stopping Manoeuvre of High Speed
Vessels Fitted with Screw and Waterjet
Propulsion", Journal of Marine Engineering
and Technology, Vol. 8, No.1, pp. 1119.
189
Vaz, G., Toxopeus, S. and Holmes, S., 2010,

"Calculation of Manoeuvring Forces on
Submarines Using Two Viscous-Flow
Solvers", OMAE 2010, Shanghai, China.
Vrijburcht, A., 1988, "Calculations of Wave

Height and Ship Speed When Entering a
Lock", Delft Hydraulics Publication, No.
391.
Verdugo, I., Iribarren, J., Atienza, R., Cal, C.,

Pecharroman, L. and Trejo, I., 2013,
"Passing Ship Interaction Study in Altamira
Port (Mexico)", Third International
Conference on Ship Manoeuvring in Shallow and Confined water, Ghent, Belgium,
pp. 191198.
Wang, H. and Zou, Z., 2013, "Numerical Study

on Hydrodynamic Behaviour of Ships
Sailing in Locks", Third International
Conference on Ship Manoeuvring in Shallow and Confined Water, Ghent, Belgium,
pp. 129134.
Wang, X., Zou, Z. and Xu, F., 2013, "Modelling of Ship Manoeuvring Motion in 4 Degrees of Freedom Based on Support Vector
Machines", OMAE 2013, Nantes, France.
Vergote, T., Eloot, K., Vantorre, M. and

Verwilligen, J., 2013, "Hydrodynamics of a
Ship While Entering a Lock", Third
Ghent, Belgium, pp. 281289.
Watai, R., Rudderi, F., Tannuri, E. and Weiss,

J., 2013, "Evaluation of Empirical and Numerical Methods on the Prediction of Hydrodynamic Loads Involved in the Passing
Ship Problem", Third International Conference on Ship Manoeuvring in Shallow and
Confined Water, Ghent, Belgium, pp. 167
175.
Verwilligen, J., Maes, E. and Eloot, K., 2013,

"The Seine-Scheldt Project: Nautical
Accessibility of a New Lock in Harelbeke",
Third International Conference on Ship
Water, Ghent, Belgium, pp. 291299.
Wichers, J., 1988, "A Simulation Model for a

Single Point Moored Tanker", MARIN
Publication, No. 797.
Verwilligen, J., Richter, J., Reddy, D., Vantorre, M. and Eloot, K., 2012, "Analysis of
Full Ship Types in High-Blockage Lock
Configurations", MARSIM 2012, Singapore.
Woo, J. and Kim, N., 2013, "System Identification of an Autonomous Surface Vehicle
Using Neural Networks", ISOPE 2013, Anchorage, Alaska, USA, Vol 9, pp. 402405.
Viallon, M., Sutulo, S. and Guedes Soares, C.,

2012, "On the Order of Polynomial Regression Models for Manoeuvring Forces",
MCMC 2012, Arenzano, Italy.
Woodward, M., Atlar, M. and Clarke, D., 2009,

"Application of the IMO Maneuvering
Criteria for Pod-Driven Ships", Journal of
Vogt, M., Cura Hochbaum, A., Schneider, M.

and Dautel, J., 2007, "Report on Model
Tests. Virtue Deliverable D3.1.3", Hamburg, Germany.
190
Xu, Y., Sun, Y., Wei, Y., Guan, H., Liu, M.

and Cai, W., 2012, "Study on Ship-Ship
Hydrodynamic Interaction by ANN
Optimization", MARSIM 2012, Singapore.
Woodward, M., 2013, Propagation of

experimental uncertainty from force
measurements
into
manoeuvring
derivatives. AMT 13: 3rd Inter-national
Conference
on
Advanced
Model
Measurement Technology, Gdansk, Poland.
Xue, Y., Clelland, D., Lee, B. S. and Han, D.,

2011, "Automatic Simulation of Ship
Navigation", Ocean Engineering, Vol. 38,
No.17-18, pp. 22902305.
Wu, W., Spyrou, K. and McCue, L., 2010,

"Improved Prediction of the Threshold of
Surf-Riding of a Ship in Steep Following
Seas", Ocean Engineering, Vol. 37, No.13,
pp. 11031110.
Yang, H. and Wada, Y., 2012, "Theoretical and

Experimental Study on the Towing Stability
of the Large Offshore Floater System under
the Various Environmental Forces", MARSIM 2012, Singapore.
Xiang, X. and Faltinsen, O., 2011, "Maneuvering of Two Interacting Ships in Calm
Water", Marine systems & Ocean Technology, Vol. 6, No.2, pp. 6573.
Yang, H., Wu, B., Miao, Q., Xiang, X., Berg,

T. and Kuang X., 2011, "Study of the
Effects of Unsteady Ship to Ship Interaction
by CFD Method", 2nd International Conference on Ship Manoeuvring in Shallow
and Confined Water, Trondheim, Norway,
pp. 393398.
Xiang, X., Skejic, R., Faltinsen, O. and Berg,

T., 2011, "Hydrodynamic Interaction Loads
between Two Ships during Lightering Operation in Calm Water", 2nd International
Conference on Ship Manoeuvring in
Norway.
Yao, J., Zou, Z. and Wang, H., 2011,

"Numerical Study on Bank Effects for a
Ship Sailing in Shallow Channel", Journal
of Shanghai Jiaotong University (Science),
Vol. 16, No.1, pp. 9196.
Xing, T., Bhushan, S. and Stern, F., 2012,

"Vortical and Turbulent Structures for
KVLCC2 at Drift Angle 0, 12, and 30
Degrees", Ocean Engineering, Vol. 55, pp.
2343.
Yasukawa, H., 2006, 6-DOF Motion Simulations of a Turning Ship in Regular Waves,
MARSIM 2006, Terschelling, The Netherlands.
Xu, F., Zou, Z. and Song, X., 2011, "Parametric Identification of AUV S Maneuvering
Motion Based on Support Vector
Machines", Journal of Ship Mechanics,
Vol. 15, No.9, pp. 981987.
Yasukawa, H. and Hirata, N., 2013,

"Maneuverability
and
Hydrodynamic
Derivatives of Ships Traveling in Heeled
Condition", Journal of the Japan Society of
Naval Architects and Ocean Engineers,
Vol. 17, pp. 1929.
Xu, F., Zou, Z., Yin, J. and Cao, J., 2013,

"Identification Modeling of Underwater
Vehicles Nonlinear Dynamics Based on
Support Vector Machines", Ocean Engineering, Vol. 67, pp. 6876.
191
Yasukawa, H., Hirata, N., Ikezoe, S. and

Hirata, Y., 2012, "Experimental Study on
Ship Performaces of a Catamaran with
Asymmetric Demi-Hulls", Journal of the
Ocean Engineers, Vol. 15, pp. 101110.
Yeo, D., Yun, K., Kim, Y. and Kim, S., 2013,

"Benchmark HPMM Tests for KCS in
Shallow Water", Third International Conference on Ship Manoeuvring in Shallow
and Confined Water , Ghent, Belgium, pp.
249255.
Yasukawa, H., Hirata, N., Tanaka, S. and Ito,

S., 2011, "Hydrodynamic Force Characteristics on Maneuvering of a TwinPropeller Twin-Rudder Ship with Bow
Thruster", Journal of Japan Institute of
Navigation, Vol. 125, pp. 209219.
Yin, J., Zou, Z. and Xu, F., 2013, "On-Line

Prediction of Ship Roll Motion during
Maneuvering Using Sequential Learning
RBF Neuralnetworks", Ocean Engineering,
Vol. 61, pp. 139147.
Yoon, H. and Kang, S., 2013, "Experimental
Investigation on the Depth Effect of
Hydrodynamic Coefficients Obtained by
PMM Test in Square Tank", Third
Yasukawa, H., Hirata, N., Yokoo, R. and

Fitriadhy, A., 2012, "Slack Towline of Tow
and Towed Ships during Turning", Journal
and Ocean Engineers, Vol. 16, pp. 4148.
Yasukawa, H., Hirono, T., Nakayama, Y. and
Koh, K., 2012, "Course Stability and Yaw
Motion of a Ship in Steady Wind", Journal
of Marine Science and Technology, Vol.
17, No.3, pp. 291304.
Yoon, H. and Kim, Y., 2012, "Coupled

Dynamic Simulation of a Tug-TowlineTowed Barge Based on the Multiple
Element Model of Towline", Journal of
Korean navigation and port research, Vol.
36, No.9, pp. 707714.
Yasukawa, H., Sano, M. and Amii, H., 2013,

"Wind Effect on Directional Stability of a
Ship Moving in a Channel", Third
International Conference on Ship Manoeuvring in Shallow and Confined water,
Yoshimura, Y., 2011, "Effect of Roll Motion

on Ship Manoeuvrability by a Rudder to
Yaw Response Equation", Journal of the
Ocean Engineers, Vol. 13, pp. 1118.
Yasukawa, H. and Yoshida, S., 2011,

"Hydrodynamic Interaction of Two Thin
Ships with Rudder in Close Proximity", 2nd
Yoshimura, Y. and Masumoto, Y., 2012,

"Hydrodynamic Force Database with
Medium High Speed Merchant Ships
Including Fishing Vessels and Investigation
into a Manoeuvring Prediction Method",
Journal of the Japan Society of Naval
Architects and Ocean Engineers, Vol. 14,
pp. 6373.
Yasukawa, H. and Yoshimura, Y., 2013,

"Investigation of Roll-Coupling Effect on
Ship Maneuverability", Journal of the Japan
Engineers, Vol. 17, pp. 5464.
192
Zhang, X. and Zou, Z., 2011, "Identification of

Abkowitz Model for Ship Manoeuvring
Motion Using -Support Vector Regression", Journal of Hydrodynamics, Vol. 23,
No.3, pp. 353360.
Yoshimura, Y., Nakao, I., Kanamoto, M. and

Nakamura, M., 2012, "Ship Manoeuvrability in Ballast Condition (Open Water Characteristics of Rudder)", Journal of Japan
Institute of Navigation, Vol. 126, pp. 99
104.
Zhang, X. and Zou, Z., 2012, "Black-Box

Modeling of Ship Manoeuvring Motion
Based on Feed-Forward Neural Network
with
Chebyshev
Orthogonal
Basis
Function", Journal of Marine Science and
Technology, Vol. 18, No.1, pp. 4249.
Yuba, D. and Tannuri, E., 2013, "Analysis of

Pusher-Barge System with Different
Maneuvering and Propulsion Devices",
OMAE 2013, Nantes, France.
Zaghi, S., Dubbioso, G. and Broglia, R., 2012,
"Numerical Simulation of Submarine
Rising Maneuver", 10th International Conference on Hydrodynamics, St. Petersburg,
Russia.
Zhang, X. and Zou, Z., 2013, "Estimation of

the Hydrodynamic Coefficients from
Captive Model Test Results by Using
Support Vector Machines", Ocean Engineering, Vol. 73, pp. 2531.
Zhan, D. and Molyneux, D., 2012, "3-Dimensional Numerical Simulation of Ship Motion in Pack Ice", OMAE 2012, Rio de
Janeiro, Brazil.
Zotti, I., 2013, "River Transport by Barges:

Resistance and Directional Stability
Problems", International Conference IDS
2013 - Amazonia , Iquitos, Peru, pp. 15.1
15.20.
Zhang, C. and Zou, Z., 2011, "Numerical

Investigation on Ship-Ship Hydrodynamic
Interaction in Restricted Waters", 2nd
Zou, L. and Larsson, L., 2012, "Confined

Water Effects on the Viscous Flow around
a Tanker with Propeller and Rudder", 29th
symposium on Naval Hydrodynamics, Gothenburg, Sweden.
Zhang, J., Maxwell, J., Gerber, A., Holloway,

A. and Watt, G., 2013, "Simulation of the
Flow over Axisymmetric Submarine Hulls
in Steady Turning", Ocean Engineering,
Vol. 57, pp. 180196.
Zou, L. and Larsson, L., 2012, "Investigation

of Ship-to-Ship Interaction during a
Lightering Operation in Shallow Water
Using a RANS Solver", Marsim 2012,
Singapore.
Zhang, X. and Zou, Z., 2011, "Application of

Wavelet Denoising in the Modeling of Ship
Manoeuvring Motion", Journal of Ship
Mechanics, Vol. 15, No.6, pp. 616622.
Zou, L., Larsson, L., Delefortrie, G. and

Lataire, E., 2011, "CFD Prediction and
Validation of Ship-Bank Interaction in a
Canal", 2nd International Conference on
Ship Manoeuvring in Shallow and Confined
Water , Trondheim, Norway, pp. 413422.
193
Zubova, A. and Nikushchenko, D., 2013, "Ship

to Ship Interaction Investigations with the
Use of CFD Methods", Third International
Conference on Ship Manoeuvring in Shallow and Confined Water, Ghent, Belgium,
pp. 213236.
194
Seakeeping Committee
1.
GENERAL
1.1. Membership and meetings

The Committee appointed by the 26th ITTC
consisted of the following members :
Yonghwan Kim (Chairman), Seoul National University, Korea
Dan Hayden (Secretary), Naval Surface
Wafare Center, West Bethesda, USA
Dariusz Fathi, Norwegian Marine
Technology
Research
Institute
(MARINTEK), Trondheim, Norway
Greg Hermanski, Institute for Ocean
Technology, St. Johns, Canada
Dominic Hudson, University of Southampton, United Kingdom
Pepijn de Jong, Delft University of
Technology, The Netherlands
Katsuji Tanizawa, National Maritime
Research Institute, Tokyo, Japan
Giles Thomas, Australian Maritime
College, University of Tasmania, Tasmania, Australia
Wu Chengshen, China Ship Scientific
Research Center, Wuxi, China (Replaced Dr. Quanming Miao in 2012)
University of Southampton, Southampton, United Kingdom, January 2012
National Maritime Research Institute,

Tokyo, November 2012.
David Taylor Model Basin, West Bethesda, USA, July 2013
Delft University of Technology, Delft,

Netherlands, February 2014
In addition, a joint ISSC/ITTC workshop on

uncertainty modelling for ships and offshore
structures was held in Rostock, Germany in
September 2012.
1.2. Terms of Reference Given by the 26th
ITTC
The list of tasks recommended by the 26th
ITTC was as follows:
1. Update the state-of-the-art for predicting
the behaviour of ships in waves emphasising developments since the 2011 ITTC
Conference. The committee report should
include sections on:
a. the potential impact of new technological developments on the ITTC
b. new experiment techniques and extrapolation methods,
c. new benchmark data
Four committee meetings were held at:
195
8. Establish a numerical and experimental

process for estimating fw, in the EEDI calculation. Liaise with the Specialist Committee on Performance of Ships in Service.
d. the practical applications of computational methods to seakeeping predictions and scaling.

e. the need for R&D for improving methods of model experiments, numerical
modelling and full- scale measurements.
9. Develop a unified method for sloshing experiments drawing on the methods developed by the classification societies. Identify
benchmark data for sloshing in LNG carriers.
2. Review ITTC Recommended

Procedures relevant to seakeeping and
these.
c. Introduce a definition of slamming.
10. Review and update the Procedure 7.5-0205-04, Seakeeping Tests for High Speed
Marine Vehicles.
2.
REVIEW OF STATE-OF-THE-ART
3. Liaise with ISSC, the Ocean Engineering

Committee, The Stability in Waves Committee and the Specialist Committee on
Performance of Ships in Service.
2.1. New Experimental Facilities
4. Update existing ITTC Recommended Procedure 7.5-02-07-02.5, Verification and

Validation of Linear and Weakly NonLinear Seakeeping Codes, to reflect the
outcomes of the Verification and Validation
workshop held in 2010.
The Actual Sea Model Basin (Figure 1) is a

very advanced indoor facility for the simulation
of the actual sea environment, including wind
and waves, constructed at the National Maritime Research Institute and completed at the
end of August 2010. The length, width and
depth of the basin are 80m, 40m and 4.5m,
respectively. A total of 382 segmented flaptype absorbing wave makers are installed on all
peripheries of the basin. By numerical control
of individual segments, realistic wave field of
the actual seas can be reproduced in the basin.
For model tests, a three degree of freedom towing carriage is available. The main carriage,
which has a rail span of 41m, travels up to
3.5m/s, and the sub-carriage installed below the
main-carriage runs up to 3.0m/s and is
equipped with a turntable. In addition to multifunctional towing capability, auto-tracking
function is available for free running tests in
waves. For wind generation, removable blow-
2.1.1.
5. Investigate methodology for Verification

and Validation of fully non-linear seakeeping viscous flow codes.
6. Develop a guideline for the verification
andoutline further developments required
for validation of hydroelastic seakeeping
codes.
7. Jointly organize and participate in the joint
ISSC/ITTC workshop on uncertainty in
measurement and prediction of wave loads
and responses.
196
Actual Sea Model Basin, National

Maritime Research Institute
ers are available and a fluctuating wind up to

10m/s can be generated. The basin has a central
control system of the wave makers, towing
carriages and the wind generators. All functions of this basin are controlled synchronously.
As a result, a high level of accuracy and reproducibility are achieved.
The Actual Sea Model Basin has 382 flap

type absorbing wavemakers along the entire
periphery except in front of the trim tank. The
flap boards of the unit are connected to neighbors by watertight fan-like connection plates to
avoid discontinuity. Each unit is numerically
controlled both for generation and absorption
and the entire water surface can be used for
uniform wave field even in the case of short
crested irregular wave generation.
The Actual Sea Model Basin is a rectangular tank with rounded corners. Dimensions of
the basin and its trimming tank are given in
Table 1 and Table 2. For the installation about
2 meters of space is required at the backside of
the flap. As a result, size of the water surface is
about 76m x 36m. The four corners radius of
curvature is 7.70m.
The Actual Sea Model Basin has a X-Y-

towing carriage. Main carriage travels the longitudinal X direction, sub-carriage installed
blow the main carriage travels the transverse Y
direction and the turntable installed on the subcarriage rotate direction around vertical axis.
Figure 1. New actual sea model basin at NMRI

Table 1. Dimension of Actual Sea Model Basin
Between Wall
80.0 m
Length
Water Surface
76.2 m
Between Wall
40.0 m
Width
Water Surface
36.0 m
Depth
--4.95 m
Water Depth
Standard
4.50 m
Table 2. Dimension of Trimming Tank.

Length
6.0 m
Width
1.2 m
Depth
0.95 m
Water Depth
0.65 m
197
2.1.2.
Seoul National University Sloshing

Facility
The small platform of 1.5 tonne payload is

suitable for the 3D model tests of about 1/70
scale, and the midsize platform of 5 tonne payload can be used for the 3D model tests of
1/60~1/40 scale. The large platform of 14
tonne payload can be used for the 3D model of
1/40~1/20 scale, but the experiment becomes
more expensive as the size of model increases.
Figure 3 shows the relative scale of the three
motion platforms.
Recently Seoul National University (SNU)

installed three hexapod motion platforms with
different payloads: 1.5 tonne, 5 tonne and 14
tonne (Figure 2). Each platform has six linear
motors of different capacities, and all platforms
are capable of simulating the 6-DOF motions
of ships in a seaway. The small and midsize
platforms of 1.5 tonne and 5 tonne capacity
were installed in 2009, but the large platform of
14 tonne capacity including mount base was
installed in 2012 and upgraded twice in 2013.
The large platform height is 4.0m at rest condition, 4.9m in stand-by condition, and about
5.7m in maximum heave motion. This platform
consumes 140kW in normal/average excitation
condition and 270kW in peak excitation. The
detailed kinematic performance is summarized
in the Table 3.
(a) 1.5 tonne platform
The facility at SNU is the worlds largest

sloshing experimental facility, with 500 dynamic, high quality pressure sensors, associated
DAQ system and about 160TB storage for data
acquisition and storage. 2D and 3D PIV systems are available in this facility. The heavygas test using SF6 and N2 is also carried out in
this test facility.
(b) 5 tonne platform
(c) 14 tonne platform
Figure 2. Three hexapod motion platforms in SNU
198
Table 3. Performance of 14 tonne Hexapod Platform

Displacement
Speed
@1500 rpm
@2000 rpm
155 cm/s
200 cm/s
138 cm/s
180 cm/s
84 cm/s
110 cm/s
34/s
45 /s
Acceleration
Surge
Sway
Heave
Roll
144 cm
138 cm
84 cm
33
> 0.9G
> 0.9G
> 0.9G
Pitch
33
37/s
49 /s
> 250/s
Yaw
33
56/s
74 /s
> 250/s
> 250/s
2
2
2
Figure 3. Scaled model tanks on the large and midsize platforms and a 2D tank on the small platform
199
Figure 4. New Wavemaking Facility in Maneuvering and Seakeeping Basin (MASK), CDNSWC
2.1.3.
New Wavemaker MASK Basin,

Naval Surface Warfare Center
A wavemaker replacement for the Maneuvering and Seakeeping Basin, of Carderock

Division, Naval Surface Warfare Center was
publicly completed in December 2013 (Figure
4). The wavemaker machine consists of 216
paddles at a 0.658 m spacing from centreline to
centreline. There are 108 paddles along the
long wall of the tank, 60 paddles in the curve,
and 48 paddles along the short wall. The paddles have a hinge depth of 2.5 meters. The
wavemaker is of a dry-back design with gusset
material connecting each paddle. The paddles
integrate a force feedback design where forces
are measured at the lower hydrostatic assist
location and at the upper motion control attachment. The components of the wavemaker
are illustrated in Figure 5. The new wavemaker
is capable of regular and irregular seas, multicomponent long and short crested seaways, and
other superposition events as required. No
changes in the beaches along the opposite sides
of the basin were required.
Figure 5. Rendering of 4 MASK Wavemaker

Paddles Showing Components
2.1.4.
New Wavemaker Depressurized

Wave Basin, MARIN
A wavemaker replacement for the depressurized basin of the MARIN facility was publicly completed in March 2012. In tandem with
the wavemaker upgrade, several new sub carriages were built due to the improvement of
200
having wavemakers installed in the depressurized wave basin as shown in Figure 6. The
wavemaker installation includes 24 dry-back
paddles with a 2.5m hinge depth and a 0.6m
width along the short wall; and 200 dry-back
paddles with a 1.8m hinge depth and 0.6m
width along the long edge. The junction of the
short and long walls is shown in Figure 7.
Both banks of paddles were similar in design
concept to the components shown in Figure 5
for the MASK basin as both designs were provided by the same company. Deployable
beaches were installed as required on opposite
walls since wavemakers had not previously
been installed. The wavemakers had to be designed and built to satisfy the unique challenges of a depressurized facility.
The wavemaking capability in a depressurized basin will allow for the investigation of
air-water phenomena not previously possible.
These areas of investigation could include
damaged stability, cavitation, designed air cavities, and air cavities during slamming and wave
impacts.
Figure 7. New wavemakers at junction of short

and long walls of depressurized basin
2.1.5.
New Towing Tank, University of Southampton
A new towing tank is under construction at

the University of Southampton, UK, due for
completion in September 2014. The new facility is 138m long with a breadth of 6m and a
depth of 3.5m. The tank is equipped with a
cable-driven carriage having a maximum speed
of 12 m/s. The Wolfson Unit for Marine Technology and Industrial Aerodynamics, part of
the University of Southampton, and the Universitys Ship Science degree programme will
be the primary users of the facility. The tank is
designed to allow all types of hydromechanic
experiments for the shipping, offshore and
yacht and small craft industries. The towing
tank will be used for a mix of activities including education, research and consultancy.
Seakeeping experiments will be performed
with hinged-flap wavemakers, which are capable of generating regular and irregular waves as
well as transient breaking and focused waves.
The maximum wave height for regular waves is
0.5m and waves with a period between 0.8s
and 3.5s can be generated. Both standard and
user-defined sea-states can be used. The tank is
also to be equipped with a motion-tracking
camera system and PIV for fluid flow diagnostics. A small coastal wave basin (5m x 5m),
narrow flume with wavemakers and three wind
Figure 6. New wavemakers and sub carriages

at MARIN depressurized basin
201
tunnels are also included in the purpose-built

fluid dynamics laboratory building.
is also restricted by the characteristics of the

wave generator.
Guo and Steen (2011) carried out an experimental study on the added resistance of
KVLCC2 in short waves. The shortest wave
length for model test is about 0.18Lpp. A
unique feature of this experiment is that the
ship model is divided into three segments: foresegment, aft-segment, and parallel mid-body.
An aluminium frame is used to keep the three
segments together. The fore- and aft- segments
are connected to the frame through springs and
force transducers. The springs only absorb vertical forces, whereas the force transducers
measure the longitudinal forces. The added
resistance distribution with respect to the hull
segments can be explored through this method.
Before the experiment, a detailed wave calibration was carefully performed. A new data processing method was proposed to eliminate the
effect of low-frequency noise in the measured
force to achieve more accurate results.
2.2. Development in Experimental, Analytical, and Numerical Techniques

2.2.1.
Experimental Techniques
This section contains reviews of work concerning developments in experimental techniques, which include model scale and full
scale experiments.
2.2.1.1. Model Scale Experiment
Added resistance / speed loss in waves
The prediction of added resistance or speed
loss of a ship in waves is essential to evaluate
the ship performance in a seaway. In the past
several decades, experimental techniques on
added resistance in waves have been well developed, especially for ships in long and intermediate-length waves. However, experiments
for added resistance in short waves are still a
challenge to many researchers.
The experimental results show that the

added resistance is concentrated at the fore
segment and that it is small at the aft segment.
In the mid segment, the increase of frictional
resistance due to short waves is very small
(Figure 8). The non-dimensional added resistance coefficient measured by the experiment is
fairly independent of wave amplitude, which
confirms that the added resistance for short
waves is roughly proportional to the square of
the wave amplitude.
Some of the modern ships are very large,

for example, a VLCC (Very Large Crude-oil
Carrier) will exceed 320m in length. That
means when the VLCC is travelling in normal
sea states, most of the waves encountered can
be considered as short waves. So the prediction
of added resistance for ships in short waves is
an important topic.
One of the major challenges is the generation of short waves with high quality in wave
basin. Waves with high steepness are unstable
(called the Benjamin-Feir instability effect),
and short waves with low steepness are subject
to more spatial variation than long waves due
to the variation in their transversal amplitude
across the basin. The generation of short waves
202
Figure 9. Experimental speed loss in waves
Figure 8. Added resistance with respect to hull

segments
Tanizawa, K. (2012) and Kitagawa, Y

(2014) introduced an experimental methodology for free running test to measure the nominal
speed loss in waves. They developed two devices. One is a marine diesel engine simulator,
MDES. Based on the mathematical model of a
marine diesel engine, MDES controls the propeller rotational speed of model ships by real
time simulation of engine response to the propeller loading oscillation. With MDES, engine
characteristics could be considered in the model test. The other is an auxiliary thruster system,
ATS. This is a duct fan working in the air to
add thrust to the model ship in order to correct
for differences in skin friction. With ATS, the
propeller loading condition of model ship could
be adjusted to that of the full-scale ship at the
same Froude number. They conducted a free
running model experiment in waves using the
MDES and ATS and measured not only ship
motion responses but also the realistic dynamic
responses of a ship propulsion system in waves
such as propeller load and rotating speed oscillation, fuel supply rate and nominal speed loss
in waves.
The effect of oblique waves on ocean-going

vessel behaviour in realistic sea states was
studied by Chuang and Steen (2013). Seakeeping model tests were carried out with a free
running model in oblique waves in the ocean
basin laboratory. Calm water resistance, azimuth propulsion system, ship machinery,
seakeeping, steering and automatic control
were all included in the model tests. In order to
compensate for the relatively higher frictional
resistance of the model, a tow rope force was
applied by an air fan mounted on the model.
Due to the limitation of the experimental environment, converged speed in waves could not
be achieved in all runs. A correction method
was also proposed to find converged speed
from non-converged model tests.
The experimental results show that in
oblique waves, the speed loss increase with the
added wave resistance (Figure 9). When wave
length approaches ship length, the speed loss
reaches its peak value. For a fixed heading angle, speed loss is increasing roughly linearly
with increasing wave elevation for tests with
constant propulsive power. When the power is
kept constant in head sea and bow sea conditions, the higher the initial calm water speed,
the less will the speed drop in waves.
Influence of abnormal waves

Abnormal wave encounters can result in
significant damage to or loss of a vessel. Sig-
203
cut. The force transducers registered the longitudinal forces during the model tests. The vertical wave bending moment superimposed by
the counteracting vertical bending moment
caused by the longitudinal forces can be determined based from the measured forces. Figure
12 shows an example of experimental vertical
bending moment (VBM) time traces.
nificant attention should be paid to identifying

the risks to a vessel when encountering abnormal waves.
Clauss and Klein (2011) investigated the
generation, propagation, kinematics and dynamics of extreme waves in a seakeeping basin.
The measurements were conducted in the
seakeeping basin of the Ocean Engineering
Division, Technical University of Berlin. The
spatial development of the extreme wave was
measured in a range from 30.9m ahead of, to
21.0m behind the target position for a total of
520 registrations. The towing carriage was
equipped with 13 wave gauges installed at an
interval of 0.2m and the seakeeping basin was
subdivided into 20 measurement sections. Figure 10 shows the experimental set-up schematically, with a side view on the set-up (top)
describing the measurement orders as well as a
top view on the arrangement of the wave
gauges installed on the towing carriage (bottom).
Figure 11. Model test of a Ro/Ro vessel in an

extreme wave
Figure 10. Schematic sketch of the extreme

wave experimental set-up
The impact of the extreme wave on a ship
was also investigated, in particular the vertical
bending moment. A Ro/Ro vessel in the extreme wave in head seas was studied (Figure
11). The wooden model was subdivided into
three segments intersected at Lpp/2 and 3/4Lpp
(measured from the A.P.). The segments were
connected by three force transducers at each
Figure 12. Experimental results of VBM for

vessel in abnormal sea states
The analysis of the registrations reveal extreme waves occurring at three different positions in the seakeeping basin, emerging from a
204
wave group, which propagates almost constantly along the wave tank. The analysis of the
total energy propagation shows that the wave
crest velocity of the three waves in the wave
group, i.e. the celerity is almost twice the velocity of the mean energy (group velocity). The
investigations on wave-structure interaction
between such an extraordinarily high wave and
a segmented wooden Ro/Ro ship model reveal
that the impact is severe and results in high
global loads.
A synchronic 3-D experimental investigation was conducted by Greco et al. (2012) for
wave-ship interactions involving the water-ondeck and slamming phenomena. The experiments examined a patrol ship at rest and with
forward speed that was free to oscillate in
heave and pitch in regular and irregular waves
(Figure 13). In the study, the head-sea regular
wave conditions were examined in terms of (1)
RAOs and relative motions, (2) occurrence,
features and loads of water-on-deck, bottomslamming and flare-slamming events and (3)
added resistance in waves. A systematic and
comprehensive analysis of the phenomena was
made available in terms of the Fr, incoming
wavelength-to-ship length ratio and wave
steepness. The main parameters that affect the
global and local quantities were identified and
possible danger in terms of water-on-deck severity and structural consequences were determined. Different slamming behaviors were
identified, depending on the spatial location of
the impact on the vessel: single-peak, churchroof and double-peak behaviors. A bottomslamming criterion was assessed.
Bennett et al. (2012) carried out an experimental investigation of global symmetric waveinduced loads, as well as motions, experienced
by a naval ship (a frigate) in abnormal waves.
Experiments were conducted using a segmented flexible backbone model in regular and
irregular (random and abnormal) sea states at
forward speed. Abnormal sea states were generated using a previously developed optimisation technique. Measurements were made of
symmetric motions and the vertical bending
moment at various locations along the ship.
The influence of slamming on severity of abnormal wave encounters was discussed.
Water on deck and slamming
Green-water events are well recognised as
dangerous circumstances for marine vehicles in
general. They are characterized by compact
masses of liquid shipped onto the vessel deck
due to the ship interactions with sufficiently
severe sea states and their consequences can
affect stability, structural integrity, operations
on board and safety, depending on the vessel
type and operational conditions. Slamming is
another phenomenon of concern for ships and
may occur in connection with water-shipping
events, complicating the wave-ship interaction
scenario. It is associated typically to small spatial and temporal scales, with location and features depending on the vessel geometry and
operational conditions.
Figure 13. Model test of water on deck and

slamming
Thomas et al. (2011), Lavroff et al. (2013)
investigated slam events experienced by highspeed catamarans in irregular waves through
experiments using a hydroelastic segmented
205
wall of a 2D sloshing tank in the shallow water

condition. The strain distribution along a vertical aluminium plate inserted in a rigid vertical
wall of a sloshing tank was measured to characterize the dynamic features of the local loads.
To assess the effect of the hydroelasticity, the
same phenomenon was reproduced on the opposite fully rigid wall of the tank. The experimental results show that although the overall
kinematical evolution of the phenomenon is
quite well reproduced, strong differences were
observed in the dynamical features between
elastic and rigid case.
model (Figure 14). It was tested in irregular

head seas at two speeds relating to Fr of 0.32
and 0.60. Nearly 300 slams were identified in
the test data and analyzed with respect to kinematic parameters. Slams were found to have
a large range of magnitudes; however, the majority of events were of relatively low severity.
Differences in slam characteristics were found
for two model speeds tested.
Loads due to sloshing in LNG tanks not

only act on tank walls as inner loads, but also
affect the global wave loads by coupling with
general motions of the carrier. Wang et al.
(2012) investigated sloshing and its effects on
global responses of a large LNG carrier. In
their experiments, the interactions of sloshing
motions and the global wave loads were studied by seakeeping model tests of a selfpropelled LNG ship with a liquid tank (Figure
15). The results show that the existence of liquid in tank will affect the vertical natural frequencies of the hull girder and natural rolling
period of the ship. The motion period of liquid
in the tank depends on the inner shape of the
tank and the filling level, and on the wave
heading and ship speed. The general effects of
sloshing on global wave loads are not very remarkable, though the wave direction and ship
speed are the sensitive parameters of the LNG
carrier relative to sloshing.
Figure 14. Slamming on the centre bow of the

catamaran model
Sloshing
Wave-impact in sloshing flows is an important issue for the safety of the LNG carriers. Ji
et al. (2012) carried out experiments on nonresonant sloshing in a rectangular tank with
large amplitude lateral oscillation. A sequence
of experiments was performed to investigate
large amplitude sloshing flows at off-resonant
condition far from the system natural frequency.
Through PIV measurement, it showed that the
flow physics on nonlinear off-resonant sloshing
problem can be characterized into a combination of three peculiar sloshing motions: standing wave motions, run-up phenomenon and
gradually propagating bore motion from one
sidewall to the opposite wall.
Figure 15. Model test of LNG carrier with liquid tank
Bardazzi et al. (2012) carried out an experimental study on the kinematic and dynamic
features of a wave impacting a rigid vertical
206
Other issues
Atlantic region on a 98m wave piercer catamaran. For varying wave headings, vessel speeds
and sea states the data records were interrogated to identify slam events. An automatic
slam identification algorithm was developed.
This has allowed the slam occurrence rates to
be found for a range of conditions and the influence of vessel speed, wave environment and
heading to be determined. The slam events
were further characterized by assessing the
relative vertical velocity at impact between the
vessel and the wave.
Tiao (2011) carried out an experimental investigation of nonlinearities of ship responses

in head waves. The experimental program consisted of tests in both regular and irregular head
waves, and the measured quantities included
wave elevation, vertical motions, and hull pressures. By contrasting these results to the quasilinear behaviours of heave motion, the nonlinear behaviours of pressure were highlighted
and presented. Three nonlinear assessments,
the probability density function, and the variance spectra were provided.
Koning and Kapsenberg carried out a

measurement campaign on board a 9,300 TEU
container vessel. The measurements comprised
ship performance parameters, cross section
loads on two locations, local stresses in the
bow area and accelerations on five longitudinal
locations on deck. The wave environment was
monitored by wave radar analyzing the back
scatter from the waves and by two height level
radars on the bow. Figures 17 and 18 show
sample full scale time traces.
Hashimoto et al. (2011) carried out the

broaching prediction of a wave-piercing
tumblehome vessel with twin screws and twin
rudders (Figure 16). In their study, a series of
captive model tests were conducted to measure
the resistance, the manoeuvring forces, the
wave-exciting forces, the heel-induced hydrodynamic forces, and the roll restoring variation
for the vessel.
Figure 16. Captive model test for broaching

2.2.1.2. Full Scale Experiment
Full-scale measurements are an extremely
effective mechanism for investigating seakeeping behaviour, although they are complex and
expensive to conduct.
Figure 17. Sample full scale raw strain gauge
data showing slam events
Jacobi et al. (2013) investigated the slamming behaviour of large high-speed catamarans
through full-scale measurements. The US Navy
conducted the trials in the North Sea and North
207
still proves to be a reliable and efficient solution.

There has been recent work done on improving the numerical properties of frequency
domain methods. Du et al. (2012) studied the
occurrence of irregular frequencies for zero and
for forward speed problems. They found that
for most applications irregular frequencies occur outside the range of practical interest for
rigid body motions. However difficulties can
occur in the analysis of large offshore structures and in hydro-elastic problems of flexible
bodies. They implemented a lid method to suppress the occurrence of irregular frequencies at
zero speed. Their work also shows that while
irregular frequencies may not occur with forward speed, the disturbances can be caused by
inaccurate treatment of the waterline integral
terms and the solution method as the forward
speed tends to smaller values.
Figure 18. Full scale rigid body motions: roll

and pitch
2.2.2.
Numerical Methods
Nan and Vassalos (2012) discuss the treatment of the m-terms in a forward speed frequency domain method. M-terms are second
order derivatives of the steady flow potential
that appear in the body boundary condition. In
their study they evaluated the m-terms explicitly with a numerical scheme in a frequency
domain Rankine panel method. They showed
agreement between the predictions from their
method and model experiments.
Frequency Domain Methods for Motions

and Loads
Due to the advances that have been made in
the development and validation of time domain
methods in recent years there is a visible shift
in the literature from frequency based methods
towards time domain methods. This shift in
focus has reached the point where in application time domain methods are now superseding
frequency domain methods to a large extent.
As an example of the application of frequency domain methods in design applications,

Tello et al. (2011) presented a study of the
seakeeping performance of a set of fishing vessels applying a linear three-dimensional frequency domain method. Maximo et al. (2012)
used a linear frequency domain panel code to
evaluate the seakeeping performance of a high
speed trimarans vessel in a parametric design
tool for rapid evaluation of various design solutions.
Nonetheless, in the early design stage frequency domain methods prove more efficient
in providing quick solutions, allowing for the
evaluation of a large amount of design alternatives at a lower level of detail and complexity.
Also for the analysis of typical zero or slow
speed applications such as moored floating
structures in waves and current and in particular for multi-body problems as side-by-side
moored systems, the frequency domain method
208
applications. These range from two dimensional linear or nonlinear strip theory to three
dimensional transient Green Function Methods
(GFM) and Rankine Panel Methods (RPM).
Emerging alternative potential flow based
techniques are Higher Order Boundary Element
Methods (HOBEM) and nonlinear potential
flow Finite Element Methods (FEM). In some
cases hybrid methods are being proposed.
As an illustration of the usage of frequency

domain methods for zero speed applications,
Wang and Xie (2012) combined a linear frequency domain method to compute the first
order wave induced motions with mean and
low frequency drift motions estimated from
pre-computed drift design curves for a floating
offshore unit. For the pre-computed drift motion design curves use was made of a nonlinear
coupled time domain analysis.
(i) 2D time domain techniques

Zhao et al. (2011) investigated the interactions between the motions and inner-tank
sloshing of a FNLG using a frequency domain
method. They included the interior wetted surface of the tanks as conventional outer wetted
surface and evaluated the effect of sloshing on
the global response by comparing responses
with and without the effect of sloshing.
Two dimensional time domain methods are

relatively efficient and less complex in development compared to three dimensional time
domain approaches. Often they are based on
frequency domain methods that are extended to
the time domain by using retardation functions.
Time domain based solutions exist and are often applied for high speed planing problems.
Time Domain Methods for Motions and

Loads
Chuang and Steen (2013), for example,

computed the speed loss of a vessel in oblique
waves by combining linear strip theory using
retardation functions to obtain a two dimensional time domain solution with second order
wave forces, a thrust model and a nonlinear
maneuvering model. The outcomes were compared with experimental data of a freely running model.
Time domain methods have gained increasing interest and many alternative methods have
been developed over the last few decades. At
this moment, time domain methods seem to be
displacing the more traditional frequency domain methods for many practical applications.
The advantage of time domain methods lies in
the more intuitive extension towards nonlinear
motions and loads and the relative ease of incorporating external forces, such as propulsion
and control forces or coupling with for flexible
structural modes and sloshing problems. This
usually comes at the cost of an increased computational demand compared to frequency domain methods. Especially for the more nonlinear approaches dealing with the geometry, for
instance generating a panelization on the time
dependent wetted surface can be a significant
task.
Mortola at al. (2011) proposed a more

complex time domain solution employing a
two dimensional nonlinear radiation solution
on the actual wetted surface below the undisturbed waves combined with nonlinear restoring and wave exciting forces. They presented a
comparison of the proposed method and two
and three dimensional linear approaches applied to the S-175 container ship.
For motions and loads of high speed planing craft time domain methods based on two
dimensional time domain theory are often applied. Faltinsen and Sun (2011) computed the
dynamic response of planing vessels in regular
There are many alternative time domain solutions being developed and used for practical
209
head seas using a 2D+t methodology. They

introduced three dimensional corrections at the
transom stern assessing the influence of the
flow around the transom on the vertical plane
motions.
pitch motions. They compared their outcomes

to experimental data and the results obtained
with conventional strip theory. They concluded
that forward speed has a significant effect on
the coupling effects between heave and pitch
and stressed the importance of taking into account the linear interactions between steady
and unsteady flows.
Rijkens (2013) used a nonlinear semiempirical strip theory method for high speed
craft in an real-time active control scheme for
reducing vertical acceleration levels in head
waves. Continuous ship response predictions
are made based on the incident wave to estimate the vertical acceleration level, leading to
interventions by the control system when a
threshold value is exceeded by means of thrust
reduction or control device actuation.
The application of semi-nonlinear GFM to

high speed semi-displacement vessels was
studied by van Walree and de Jong (2011) and
Hughes and Weems (2011). Van Walree and de
Jong validated their body linear time domain
method with nonlinear restoring and incident
wave forces by deterministically comparing
with the motions obtained with model experiments in stern-quartering seas of a fast patrol
boat. To achieve this, they reconstructed the
wave train from the experiments as an input for
their simulations.
(ii) 3D transient Green Function Methods

Three dimensional transient Green Function Methods only require panelling of the wetted hull geometry, relying on a linearized free
surface boundary condition that is automatically satisfied by the transient Green function,
as well as the radiation condition. Typically,
the approach used allows for direct incorporation of forward speed effects at the cost of a
relatively complicated numerical scheme.
Hughes and Weems (2011) used a comparable method (LAMP) with an active ride control system to simulate the motions of a high
speed wave piecing catamaran and validated
against data obtained from full scale sea trails.
They also compared their outcomes with the
results of linear frequency domain simulation
and stressed the necessity of time domain simulation to enable nonlinear aspects of the ride
control system.
Time domain GFM approaches come in

various degrees of complexity, ranging from
fully linear time domain approaches that only
require setting up the influence matrix once for
the entire time domain simulation to body exact
approaches that require re-panelling and recomputation of the influence matrix at each
time step. There are many intermediate possibilities, by using nonlinear restoring forces and
nonlinear Froude-Krylov forces on the actual
wetted body. These approaches are often
loosely termed blended methods or seminonlinear methods.
A body exact GFM was presented by Zhang

et al. (2011) using a more sophisticated version
of LAMP. They introduced the pre-corrected
Fast Fourier Transform (pFFT) method in their
solution scheme to improve computational efficiency in terms of both CPU time and the required core memory for (linear and nonlinear)
problems with a very large number of unknowns.
Datta et al. (2013) used a linear time domain GFM for the analysis of radiation forces
on a ship advancing with forced heave and
Van Walree and Turner (2013) presented

the development and validation of a body exact
GFM. Based on the weak scattered assumption,
210
they transformed hull surface vertically to apply the linear free surface condition in a
nonlinear way on the incident wave surface.
They validated their results against motions
and pressures obtained with model experiments
with a patrol boat in head seas. Their method
was shown to be able to capture the pressure
peaks occurring during slam events.
linear waves and Boussinesq-type shallow water waves to evaluate the influence of nonlinear
behaviour. They did not find significant differences between linear and nonlinear waves.
They performed an analysis of the hydrodynamic coefficients, wave loads, and motion
responses for a LNG carrier and observed the
influence of varying bathymetry.
(iii) 3D time domain Rankine Panel Methods
Song et al. (2011) validated a weakly

nonlinear RPM consisting of a linear RPM
combined with nonlinear restoring and incident
wave forces for ship motions and structural
loads on a container ship. They recommended
that to control the non-restoring horizontal
plane motions in steep stern quartering seas
they carefully considered soft springs for better
computational accuracy.
The Rankine Panel Method (RPM) uses a

distribution of singularities of much simpler
form compared to the GFM. However, in order
to satisfy the free surface condition also panels
need to be distributed over the free surface and
the radiation condition requires an additional
numerical method such as a numerical beach.
The distribution of singularities over the free
surface enables the relatively easy extension to
nonlinear analysis. The RPM has gained significant popularity over the past decade. Also
the RPM comes in multiple forms, ranging
from fully linear to body exact and a nonlinear
free surface condition.
You and Faltinsen (2012) developed a fully

nonlinear RPM combined with a numerical
wave tank and numerical damping zone to
simulate the interaction between moored floating bodies and waves in six degrees of freedom.
After presenting verification and validation
results they present a simulation of a moored
Wigley hull in regular waves in shallow water.
Zaraphonitis at al. (2011) performed

seakeeping analysis of a medium speed container vessel with a linear RPM. They also applied linear strip theory and a frequency domain GFM and compared the relative merits of
the three computational methods of varying
degree of complexity.
Xu and Duan (2013) used a multitransmitting formula with artificial wave speed
to eliminate wave reflection on the artificial
boundary, demonstrating that their method is
capable of performing stable long time simulations of floating bodies. Nan and Vassalos
(2012) included the m-terms in the body
boundary condition of a RPM with a double
body linearization.
Ommani and Faltinsen (2011) applied the

linear time domain RPM for the hydrodynamics of semi-displacement vessels. They incorporated transom effects by modeling a hollow
behind the transom based on an analytical approach and the unsteady flow is linearized
about the steady flow including the hollow.
They showed results in good overall agreement
with experimental data obtained in literature.
(iv) Higher Order Boundary Element Methods

(HOBEM)
In higher order BEMs the boundary surfaces are discretized with higher order boundary elements avoiding some of the problems
introduced by the stepwise discretization of the
Kim and Kim (2013) combined a linear

RPM with a numerical wave tank generating
211
more efficient outer domain solution. Tong et

al. (2013) presented a matched Rankine Panel
Method with a Green Function Method in the
outer domain.
traditional constant panel methods. The higher

order elements allow for much smoother representation of the velocity potential and its derivatives and therefore require much less elements compared to traditional panel methods
and allowing for much easier evaluation of
spatial flow derivatives.
Kjellberg et al. (2011) developed a nested

approach that combines a two-dimensional
numerical wave tank with a three-dimensional
fully nonlinear body exact boundary element
method using constant strength source panels
that only resolves the 3D flow in vicinity of the
hull.
He and Kashiwagi (2013) developed a

higher-order BEM within the frame of linear
potential flow theory to predict the radiation
forces of a Wigley forced heave and pitch at
forward speed. They used the Rankine source
as the kernel function. The results were compared to model experiments and other numerical solutions.
Guo et al. (2012) presented a coupled numerical wave model using a Volume Of Fluid
(VOF) method to resolve the extreme wave
motions near a structure while using a BEM
further upstream.
Shao and Faltinsen (2012) presented an alternative formulation of the boundary value
problem in a body-fixed coordinate frame,
avoiding the numerical difficulties associated
with the mj-terms and their derivatives. They
used a higher order BEM with cubic shape
functions as solution scheme. They applied the
method to second order sum frequency excitation of ship springing.
Weymouth and Yue (2013) developed

physics-based learning models for ship hydrodynamics. This approach uses a very limited
amount of high fidelity data points obtained
from experiments or CFD computations combined with a large amount of intermediate data
points for the same problem obtained from less
accurate but far more efficient methods such as
linear potential flow methods. The approach
then uses both data sets to generate an improved prediction over the entire data range.
The aim is to achieve far more accurate simulations, while spending a minimum amount of
computational effort.
(v) Finite Element Methods

An alternative to Boundary Element Methods is the application of the Finite Element
Method to solve the potential flow problem.
Hong and Nam (2010) used a FEM method to
analyze second-order wave forces on side-byside moored floating bodies. Yan and Ma
(2011) used the quasi arbitrary LangrangianEulerian Finite Element Method based on fully
nonlinear potential flow theory to investigate
the nonlinear interaction between two floating
structures.
Maneuvering in Waves and Dynamic

Stability
There is a growing interest in the assessment of the dynamic stability of ships operating
in waves, due to IMO activity regarding the
update of intact stability criteria. This development has led to an increased demand for
numerical methods capable of dealing with the
problem of a ship maneuvering in waves.
(vi) Hybrid methods

Usually hybrid methods consist of a sophisticated inner domain solution matched with a
212
Skejic and Faltinsen (2013) analyzed ship

maneuvering in waves by using a unified
seakeeping and maneuvering two-time scale
model. They used an approximated method for
slow drift second order drift forces combined
with a maneuvering model based on nonlinear
slender body theory.
Developing techniques to accurately predict

the magnitude of slamming events is still a key
focus for researchers. Yang et al. (2013) presented a technique to estimate slamming impact loads and dynamic structural responses of
containerships at an initial design stage using a
direct analysis method based on fluid-structure
interaction. The method is based on using a
commercial CFD program (STAR-CCM+) and
a structural analysis program (ABAQUS), respectively. Bow and stern slamming loads were
calculated, but the authors undertook no validation. Rahaman and Akimoto (2012) used a
RANS based motion simulator to model slamming of a modern container ship. The numerical method was successfully validated in regular head waves and mechanism of slamming on
the bow flare region analyzed based on visualization of flow field.
Yu and Ma (2012) considered a frequency

domain strip theory solution transferred to the
time domain with nonlinear restoring forces
incorporating rudder control and propeller
forces. They applied the method to parametric
roll of container vessels.
Belenky and Weems (2012) used a linear
GFM combined with nonlinear restoring and
incident wave forces to determine the interdependence of roll angles and rates. Van Walree
(2012) used a very similar approach for the
behaviour of a destroyer in steep sternquartering seas.
Full-scale measurements are an extremely

effective mechanism for investigating slamming behavior, although they are complex and
expensive to conduct. Ogawa et al. (2012) examined the relationship between the occurrence
probability of a slamming induced vibration
and sea state based on the full-scale measurement data of two large container ships.
Kim and Sung (2012) extended a nonlinear

time domain seakeeping panel method by adding resistance, propulsion and maneuvering
force models. They calibrated the maneuvering
force model with captive model tests and carried out numerical simulations for a container
vessel in waves.
2.2.3.
Jacobi et al. (2014) investigated the slamming behaviour of a 98m high-speed catamaran
through the analysis of extensive full-scale
trials data. Slam occurrence rates were found
for a range of conditions and the influence of
vessel speed, wave environment and heading
determined. Since the ship was equipped with a
ride control system its influence on the slam
occurrence rates was also assessed. Identifying
slam events in full-scale trials data can be challenging; however Amin et al. (2012) introduced,
described, applied and recommended the continuous wavelet transform as an effective
means to identify and investigate the wave induced hull vibrations in both the time and frequency domains simultaneously.
Rarely Occurring Events
Slamming
Slamming is defined as an impact between
the hull of a vessel and the water surface. Keel,
stern, flare or wet deck slamming can impart
significant global and local structural loads
onto vessels. The impacts can also induce vibration within the ship (known as whipping)
and can ultimately lead to an increase in structural fatigue.
213
Using experimental data for a hydroelastic

model of a high-speed ferry, Dessi and Chiappi
(2013) analyzed the statistical properties of the
slamming impact process. One of their major
findings was that the impact statistics are
largely affected by the grouping of slams into
clusters, thus violating the hypothesis of mutual
independence between successive impacts that
is at the basis of most of the statistical models.
They also proposed a new criterion for slamming identification based on the evaluation of
the whipping bending moment.
Water Entry
The ability to accurately predict the loads
and pressures on a body entering the water is
fundamental to the slamming problem.
Korobkin (2011, 2013) continues to work
on this fundamental problem. Korobkin (2011)
presented a numerical method to solve the
problem of symmetric rigid contour entering
water at a given speed based upon the so-called
Generalized Wagner Model (GWM). The solution derived predicts accurately the hydrodynamic force similar to Modified Logvinovich
Model (MLM) but additionally it gives access
to the pressure distribution, which is not available within MLM. This method was extended
by Korobkin (2013) to accurately account for
the second stage of the flow, when the wedge is
already completely wetted and a cavity is
formed behind the wedge.
Chen et al. (2012) having performed model

experiments on a segmented hydroelastic
model concluded that in larger sea states the
influence of whipping has a major influence on
the magnitude of the longitudinal bending moment. They also found that a linear hydroelastic
theory can accurately predict the bending moment in small sea states.
Drop tests provide the ability to obtain experimental results for the water entry problem.
Alaoui et al. (2012) conducted drop tests on
cones (with and without knuckles) and hemispheres at constant velocity. The experimental
set up enabled impacts at high-speeds with
small velocity deviations. Good agreement
between numerical results using Impact++
ABAQUS, ABAQUS/Explicit and FLUENT
codes and available experimental measurements were obtained.
A hydroelastic model was used by Lavroff

et al. (2013) and French et al. (2013, 2014) to
examine the slamming behaviour of large high
speed catamarans. Lavroff et al. (2013) performed towing tank tests in regular seas to
measure the dynamic slam loads acting on the
centre bow and vertical bending moments acting on the demihulls of the catamaran model as
a function of wave frequency and wave height.
Peak slam loads measured on the centre bow of
the model were found to approach the total
mass of the model. French et al. (2013, 2014)
investigated slamming behaviour in irregular
waves finding that encounter wave frequency
and significant wave height are important parameters with regard to centrebow slamming,
but that relative vertical velocity is a poor indicator of slam magnitude.
Panciroli (2012) conducted a series of drop

test experiments on flexible wedges and found
that large structural deflormations generate two
fluid-structure interaction phenomena that
never occur in rigid-bodies impact: (i) the repetition of impacts and separation between the
fluid and the structure in the region characterized by the fluid jet generated during the water
entry and (ii) an underpressure region with a
cylindrical wavefront in the underwater
fluid/structure interface. Yamada et al. (2012)
used LS-DYNA whereby the fluid structure
214
interaction (FSI) is taken into account by coupling fluid analysis and structural analysis in
each time step of time domain simulations.
Comparisons were made of the pressure distribution and slamming impact water entry of a
rigid wedge, with those determined by conventional Wagner theory.
Extreme Accelerations on Small HighSpeed Craft

When operating in waves, small high-speed
craft can experience extreme accelerations if
the hull exits the water and slams upon re-entry.
Modelling the wave impacts is a current industry challenge and as such Rose et al. (2011)
used a vibro-impact oscillator to model nonlinear planing hull accelerations and predict
extreme events in variable environments.
Whilst Riley et al. (2011) presented a simplified approach to quantifying the comparison of
acceleration responses of small high-speed
craft in rough seas and proposed the use of a
Ride Quality Index (RQI).
Reynolds-Averaged Navier-Stokes Equations (RANSE) appear to be able to satisfactorily model the water entry problem. Swidan et
al. (2013) used quasi-2D drop test experimental
measurements to validate the simulation of
symmetric wedge water impacts using RANSE,
with close agreement found between the experimental and numerical results.
An effective method of reducing the likelihood of these extreme events is through a ride
control system. Rijkens et al. (2011) developed
a computational tool for the design and optimisation of these ride control systems for high
speed planing monohulls. Hydrodynamic characteristics of both transom flaps and interceptors were determined by a systematic series of
model test experiments.
Green Water
Green water on deck can result in significant loads that are significant with respect to
the safety of forward stowed cargo and deck
equipment. Kim et al. (2013) provided an
analysis procedure to calculate the design pressure on ships breakwaters using the Computational Fluid Dynamics (CFD) method and provided the technical background of the newly
proposed rule requirements for breakwaters.
Zhang et al. (2013) used a Moving Particle
Semi-implicit (MPS) method to simulate green
water on deck scenarios and successfully validated the technique with experimental data
available in the literature. A similar MPS
method was used by Bellizi et al. (2013) to
investigate the effect of bow shape on green
water on deck.
2.2.4.
Hydroelasticity
Understanding the hydroelastic response of

a ship is an important part of the overall structural response. This is true for both extreme
ship structural responses and the fatigue loads
of some structural details. The challenges are
both in model test techniques as well as development and verification/validation of numerical methods. The applicability of the methods
for design applications are also addressed.
Buchner and van den Berg (2013) studied

green water on deck emanating from the side of
the vessel using experiments. They concluded
that this is a very complex process that will
need CFD for the prediction of important nonlinear effects. Their model tests can be used as
important validation material in this process.
K.-H. Kim et al. (2013) presented a fully

coupled BEM-FEM analysis for ship hydroelasticity in waves. For the analysis of fluidstructure interaction problems, a partitioned
method was applied. The fluid domain surrounding a flexible body was solved using a Bspline Rankine panel method, and the structural
215
domain was handled with a three-dimensional

finite element method. The two distinct methods were fully coupled in the time domain. The
numerical results of natural frequency and the
motion responses of simple and segmented
barges were computed to validate the method.
The study extended to the application to two
real ships, 6500 TEU and 10,000 TEU containerships, for more validation and also observation on the practicality of the method. It was
found that the method provides reliable solutions to linear ship hydroelasticity problems.
and numerical scheme. The hydroelastic motions and loads on ship structures were compared for segmented models of large containerships.
He and Kashiwagi (2012) developed a hydroelastic simulation method based on BEM
with MEL for fully nonlinear water waves and
FEM for elastic deflection. A hybrid waveabsorbing beach was installed to prevent wave
reflection from the end of the wave tank. Using
this simulation method, they simulated the interaction of a surface-piercing plate with nonzero initial free surface and compared the result
with the corresponding linear analytical solution. They also simulated hydroelastic response
of a surface-piercing vertical plate due to a
solitary wave.
J.-H. Kim et al. (2013a) introduced an

analysis of ship hydroelasticity for a fatigue
assessment of ship structural design. In this
study, the hydroelastic analysis for springing
and whipping was carried out by using a fully
coupled three-dimensional BEM-FEM approach with two-dimensional slamming theories, and a sequential fatigue assessment is performed. The fatigue damage was decomposed
to wave frequency and high frequency components. Furthermore, the high frequency component was again decomposed to 1st harmonic
springing, super harmonic springing and whipping contributions. The amount of the contributions was compared in irregular sea states.
Das and Cheung (2011) proposed a hydroelasticity model to couple the hydrodynamic
load, elastic deformation, and rigid-body motion for marine vessels advancing in ocean
waves. Small amplitude assumptions of the
surface waves and body surface motions lead to
linearization of the mathematical problem in
the frequency domain. The formulation
adopted a translating coordinate system with
the free surface boundary conditions accounting for the double body flow around the vessel
and the radiation condition taking into account
the Doppler shift of the wave field. A boundary
element model, based on the Rankine source
distribution, described the potential flow and
the hydrodynamic pressure on the vessel. A
finite element model relates the hull motion to
the hydrodynamic pressure through a kinematic
and a dynamic boundary condition. This direct
coupling of the structural and hydrodynamic
systems leads to a matrix equation in terms of
the body surface displacement. The model was
verified with published data from the modal
superposition method without forward speed
effects and applied to examine the characteris-
J.-H. Kim et al. (2013b) applied different

numerical methods for the coupled hydroelasticity analysis of ship structures in regular and
irregular waves. For the hydrodynamic analysis
of flexible body motion, a time domain
Rankine panel method was applied. For the
structural analysis, three different approaches
were considered: beam approximation, modal
approach by using the eigenvectors of threedimensional (3-D) finite element (FE) model,
and full 3-D FE analysis. For the computation
of slamming force, wedge approximation and
generalized Wagner model (GWM) were applied for 2-D slices of the ship. The computational results were compared with experimental
results for the validation of the methodology
216
tics of a flexible Wigley hull advancing in

waves.
A bulk carrier, a VLCC, and a container carrier

were employed as subject ships. A fully three
dimensional numerical method was employed
for evaluating the load effects. The pressure
obtained by three-dimensional potential theory
was integrated over the instantaneous wet surface to account for linear and nonlinear wave
loads. Slamming loads were separately modelled by using momentum theory. The calculations were performed for the respective shortterm sea states. The characteristics of the fatigue damage by the wave-induced vibrations
were clarified. It was shown that the amount of
the increase in fatigue damage depends on the
wave loading properties of the ships in waves
as well as the structural properties such as natural frequencies of flexible modes.
Piro and Maki (2011) studied hydroelastic

impact together with the exit of simple ship
sections. The method used a loosely coupled
fluid-structure interaction (FSI) solver to couple a finite element model to a computational
fluid dynamics (CFD) model. The structure
was represented using beam and plate finite
elements and decomposed into its dry mode
shapes. The motion of the structure was applied
to the boundary of the CFD simulation using
either the exact or approximate body boundary
condition. The fluid pressure on the structure
was expanded in the structural modes and applied in the force term of the structural equations of motion. The system was solved iteratively in each time step to ensure time accuracy.
The hydroelastic impact of a wedge was studied to validate the numerical method and the
exit of the wedge from the water was investigated.
Stenius et al. (2011) discussed challenges in

modeling and quantifying hydroelastic effects
in panel-water impacts and summarised results
from numerical and experimental studies. Kinematic and inertia related hydroelastic effects
were discussed and exemplified in relation to
pressure distributions and structural responses.
Hydroelastic effects were quantified by comparing hydroelastic results with rigid/quasistatic reference results. The formulation of noncoupled reference solutions in experimental
studies is particularly challenging and the paper
addressed this problem by outlining a semiempirical approach to reach such solutions. For
those impact situations where the hydroelastic
interaction seemed to have a significant effect,
it was found both numerically and experimentally that the hydroelastic effects were amplifying the structural responses in comparison to
the rigid/quasi-static reference solutions. Two
approaches for characterization of impact situations regarding the involved hydroelastic effects in relation to panel properties and impact
conditions were discussed and exemplified.
These approaches can tentatively be used to
evaluate the hydroelastic effects in design
situations.
Paredes and Imas (2011) investigated the

three-dimensional fluid-structure interaction
between a free-surface disturbance and a deformable membrane as a canonical problem
representative of the interaction between a surface-effect ship (skirt) advancing with forward
speed in waves. The numerical study was performed using a hydrodynamic solver developed
around an SPH algorithm that was used to simultaneously model both the fluid dynamics
and structural dynamics with two-way fluidstructure coupling. Results from this study
were presented along with validation examples
and as well as a discussion of their SPH algorithm, in particular their methodology for
treatment of boundary conditions, FSI, and
fluid viscous effects.
Iijima et al. (2011) evaluated the effect of
the wave-induced vibrations on long-term fatigue damage in various types of ships is evaluated by using a series of numerical simulations.
217
method and program can predict the wave

loads properly.
White et al. (2012) presented some methods

to determine values of dynamic bending moments considering the effects due to whipping
and springing which are suitable for design
application. Examples of the use of these
methods were also presented.
Matsubara et al. (2011) performed model

tests on a segmented model of a wave-piercing
catamaran to obtain experimental values of
global motions and loads as well as slamming
loads, with a particular focus on the influence
of the centrebow configuration. The motions
were found to be distinctly non-linear with
respect to wave height; this was due to the immersion of the centrebow in larger waves tending to reduce the heave and pitch motions. The
wave loads were found to be dominated by the
slam load on the centrebow, varying in magnitude and location with respect to wave conditions.
Senjanovi et al. (2011, 2013) discussed

treatment of the restoring stiffness, which couples displacements and deformations, playing a
very important role in hydroelastic analysis of
marine structures. The problem of its formulation is quite complex and is still discussed in
relevant literature. Different numerical formulations were implemented and compared.
Begovic et al. (2011) presented an experimental investigation to obtain motion and load
measurements of an intact and damaged frigate
model in waves. The experimental measurements showed the changes in motion and hull
girder loading when a ship hull is damaged.
The obtained data were compared with numerical predictions from non-linear time domain
motion code (strip theory) implemented in
ShipX.
Wu and Stambaugh (2013) presented a

comparative study carried out for a 45m long
high-speed vessel. The time history of the vertical bending moments (VBM) and the standard
deviations of both wave-frequency and highfrequency components in the VBM were compared between model tests and numerical simulations. A comparison of the probability of exceedance derived from the hydroelastic hogging and sagging vertical bending moments
was also presented. Different aspects of model
testing and numerical simulation were discussed. The paper concludes that an integrated
approach, that uses the advantages of both
model testing and numerical simulation while
overcoming the drawbacks of either method
applied alone, is the best way forward in the
near future.
Chen et al. (2012) carried out segmented

ship model experiments on bow slamming and
whipping of a ship. A nonlinear hydroelasticity
method considering slamming loads was proposed Variable cross-section beams were
used to improve the simulation of the stiffness
of the hull Severe bow slamming was observed when the model was in head-following
regular waves. Experimental results showed
that when the wave height increased from 5.6m
to 21m the mean value of the total moment
increased from 25% to 92% compared with that
of the wave moment because of severe whippingThe measured results on the central hull
in different sea states were compared with calculations based on linear and nonlinear hydroelasticity theory showing that their present
Halswell et al. (2011) discussed each area

of hydroelasticity found in an inflatable boat;
defining each problem and possible methods of
investigation. Anecdotal evidence has shown
that this flexibility or hydroelasticity of an inflatable boat improves its performance, especially in waves.
218
Besten et al. (2011) developed an analytical,

2D, mathematical model for the local structural
response of a hydrodynamic impact loaded
sandwich structure with vibration isolation and
structural damping properties. The structural
response was determined by solving semianalytically a hydro-elastic coupled sandwich
flexible core model and a hydrodynamic impact model in modal space, verified by results
found in literature and FEM calculations.
effect of additional hull features such as fins,

etc., on ship's performance.
For the estimation of fw to evaluate EEDI,
the design parameters and the assumed conditions in the simulation to obtain the coefficient
fw should be consistent with those used in calculating the other components in the EEDI.
3.2. Basic Conditions in the Prediction of

Ship Speed Reduction
3.
PROCESS FOR THE ESTIMATION

OF SHIP SPEED REDUCTION
COEFFICIENT FW IN WAVES
Symbols for ship performance (also refer to

Figures 19 and 20)
PB : Brake power
RT : Total resistance in a calm sea condition
(no wind and no waves)
Vref : Design ship speed when the ship is in operation in a calm sea condition (no wind and
no waves)
Vw : Design ship speed when the ship is in operation under the representative sea condition
Rwave : Added resistance due to waves
3.1. Introduction
The speed reduction coefficient fw is introduced in the 2012 Guidelines on the method of
calculation of the attained energy efficiency
design index for new ships (EEDI), adopted by
MEPC.212(63). fw is a non-dimensional coefficient indicating the ship speed reduction in a
representative sea condition of wave height,
wave frequency and wind speed. As the representative sea condition, Beaufort scale 6 was
adopted by MEPC considering mean sea condition of north Atlantic and north Pacific. fw can
be determined by conducting the ship specific
simulation on its performance at representative
sea condition.
Rwind : Added resistance due to wind

D : Propulsion efficiency
S : Transmission efficiency
Subscript w refers to wind and wave sea conditions.
In the following review of the state of the

art for the fw estimation process, ship resistance as well as brake power in a calm sea condition (no wind and no waves) is assumed to be
evaluated by tank tests, which means model
towing tests, model self-propulsion tests and
model propeller open water tests. Numerical
calculations can be used as equivalent to model
propeller open water tests or used to complement the tank tests conducted to evaluate the
Symbols for representative sea conditions
D : Angular distribution function

E : Directional spectrum
H : Significant wave height
S : Frequency spectrum
T : Mean wave period
: Angle between ship course and regular

waves (angle 0(deg.) is defined as the head
waves direction)
219
: Mean wave direction ( = 0 (deg.))
: Circular frequency of incident regular

waves
Figure 19. Relationship between power and ship speed reduction.
Figure 20. Flow chart of the calculation of ship speed reduction

The representative sea conditions for ships
have to be determined first. The sea condition
for the prediction of ship speed reduction is
dependent on marine area. Larger ships are

operated in relatively shorter wave length and
lower wave height waves than smaller ships.
220
where the brake power in the representative sea

condition PBw equals to PB , which is the brake
power required for achieving the speed of V ref
Therefore, even in the same sea condition, ship

speed reduction can be dependent on ship dimension, i.e. capacity of cargo, and ship type.
The direction of wind and waves are defined as
heading direction, which has the most significant effect on the speed reduction. As ocean
waves are characterised as irregular, the directional spectrum should be considered. To obtain the mean wave period from the Beaufort
scale, the following formula derived from a
frequency spectrum for fully-developed waves
is used.
T = 3.86 H
in a calm sea condition. Where PBw can be

derived from the total resistance in the representative sea condition RTw , the properties for
propellers and propulsion efficiency D should
be derived from the formulas obtained from
tank tests or an alternative method equivalent
in terms of accuracy, and transmission efficiency S should be the proven value as verifiable as possible. The brake power can also be
obtained from the reliable self-propulsion tests.
(1)
where H is the significant wave height in metres and T is the mean wave period in seconds.
PB = RT V ( D S )
The directional spectrum E is composed of

frequency spectrum S and angular distribution
function D .
E ( , ; H , T , ) = S (; H , T ) D( ; )
(5)
The coefficient of the ship speed reduction

fw is calculated by
f w = Vw / Vref
(2)
( 6)
at the point where

S ( ; H , T ) =
AS
BS
PB at Vref = PBw at Vw .
(3)
where
4
Total Resistance In A Calm Sea Condition:

RT The total resistance in a calm sea condition
(no wind and no waves) is evaluated by tank
tests, which means model towing tests, model
self-propulsion tests and model propeller open
water tests. Numerical calculations may be
accepted as equivalent to model propeller open
water tests or used to complement the tank tests
conducted (e.g. to evaluate the effect of additional hull features such as fins, etc., on ship's
performance).
2
1 2
, BS = , Tz = 0.920T ,
Tz
Tz
2
2
cos ( )
D( , ) =
2
(4)
0
(others )
AS =
H
4
(7)
Ships are assumed to be in steady navigating

conditions on a fixed course with constant main
engine output. The current effect is not considered.
Total resistance in the representative sea

condition: RTw The total resistance in the representative sea condition, RTw , is calculated by
adding R wind , which is the added resistance
due to wind, and R wave , which is the added
The total resistance in the representative sea

condition, RTw , is calculated by adding the
added resistance due to wind and waves Rw
to the total resistance in a calm sea condition
RT . The ship speed V w is the value of V
221
resistance due to waves, to the total resistance

in a calm sea condition RT .
RTw = RT + Rw
Added resistance due to waves: Rwave. Irregular waves can be represented as linear superposition of the components of regular waves.
Therefore added resistance due to waves is also
calculated by linear superposition of the directional spectrum E and added resistance in regular wave.
(8)
= RT + Rwind + Rwave
Added resistance due to wind: R wind Added
resistance due to wind can be calculated by the

following typical formula on the basis of the
mean wind speed and wind direction.
=
Rwind
1
2
a AT CDwind (U wind + Vw ) Vref 2
2
Rwave =
2
Rwave ( , ;V )
a2
E ( , ; H , T , )d d
(9)
(9)
Added resistance in irregular waves Rwave

should be determined by tank tests or a formula
equivalent in terms of accuracy. In cases of
applying the theoretical formula, added resistance in regular waves, Rwave, is calculated from
the radiation and diffraction components of
added resistance primary induced by ship motion and wave diffraction in regular waves, Rwm,
and the reflection component due to wave reflection for the correction of added resistance
in short waves, Rwr.
CDwind should be calculated by a formula with

considerable accuracy, which has been confirmed by model tests in wind tunnel. More
general formula can be applied when wind direction is not longitudinal, e.g. Fujiwara and
Ueno (2006), Blendermann (1994). The vertical profile of wind can be also considered.
There are a few different models of vertical
variation for ocean waves such as models based
on power law (Blendermann, 1994) and logarithmic approximation (DNV, 2010). These
models can be applied for the more accurate
prediction of CDwind.
Rwave = Rwm + Rwr
222
(10)
Table 4. Methods for added resistance prediction

Numerical method
Approaches
Experiment
Slender-body theory
3D panel method
Direct pressure integration (e.g. Faltinsen

et al, 1980, Kim & Kim, 2011)
Added
resistance
computation
Momentum conservation method (e.g.

Maruo, 1960, Joncquez, 2009)
CFD
Direct pressure integration:

Added resistance = (Total
Resistance in waves)
(Resistance in cal water)
Radiated energy method (e.g. Salvesen, 1978)
Methodology
Strip method,
(enhanced)
unified theory
Green-function
method, Rankine panel
method
Linear formulation for seakeeping.

Short-Wave
Approximation
Remarks
Faltinsens approximation, NMRIs

empirical formula
Commercial
or in-house
codes
Surge-fixed or
surge-free
tests
Fully
nonlinear
formulation.
Fully nonlinear
Quick
computation
Different formulations
for time-domain and
frequency-domain
methods.
A lot of
computationa
l time
Expensive
In shot waves,
empirical or
asymptotic
formula should be
combined.
Grid dependency
should be observed in
short waves.
Strong grid
dependency
in short
waves.
Scale
dependency and
repeatability
should be
observed.
3.3. Calculation Methods for Added Resistance in Regular Waves
3.4. Correction of added resistance in short

waves, Rwr .
Added resistance can be obtained either by

using numerical computation or towing-tank
experiments. Since added resistance is the second-order mean quantity which can be obtained
by linear solution of the seakeeping problem,
linear seakeeping programs can be applied. The
method of added resistance prediction in regular waves can be summarized as in Table 4.
The comparison of added resistance obtained
by different methods has been recently introduced by Seo et al. (2013).
Symbols
B : Ship breadth
B f : Bluntness coefficient, which is derived from the shape of water plane
and wave direction
: Wave incident angle (defined in

Figure 19)
CU : Coefficient of advance speed, which
is determined on the basis of the
guidance for tank tests
223
: Ship draft
Fn = V
1
g I2
2
2U
sin 2 ( ) +
[1 + cos cos( )]ndL
L
g
=
, n2 cos=
, n6 x0 cos y0 sin )
( n1 sin=
Rwave =
L pp g
: Froude number (nondimensional number in relation to

ship speed)
g : Gravitational acceleration
I 1 : Modified Bessel function of the first
kind of order 1
k
: Wave number of regular waves
K 1 : Modified Bessel function of the second kind of order 1
: Incident wave elevation
I
n = (n1 , n2 , n3 ) : Normal vector on ship surface

L
: Ship length
: Water density
U
: Ship speed
(x0, y0) : Position of body surface
e : Encounter wave frequency
(11)
Semi-empirical formulae
1
R=
d (1 + U ) g I2 BB f ( )
wave
2
(12)
where
B f (=
)
1
sin 2 ( )sin dl + sin 2 ( + )sin dl
II
B I
(13)
- Fujii and Takahashi (1975)
2 I 2 (kd )
, 1 + U =+
1 5 Fn
d = 2 2 1
I1 (kd ) + K12 (kd )
(14)
To overcome the difficulty of computing

added resistance in short waves several formulae can be used:
- NMRI (Tsujimoto et al. 2008, Kuroda et al.

2008)
Ray theory formulation: Faltinsen et al.

(1980)
Added resistance in regular waves for correcting Rwm is calculated as follows.
The integration in Eq. (11) is performed

over the non-shaded part (A-F-B) of the waterline as shown in Figure 21.
R wr =
1
g a 2 BB f (1 + CU Fn ) d
2
(15)
where
d =
2 I 12 ( K e d )
,
2 I 12 ( K e d ) + K 12 ( K e d )
V
2
,
K e = K (1 + cos ) , =
g
1
=
sin 2 ( )sin dl
, B f ( )
B
+ sin 2 ( + )sin dl
II
Figure 21. Coordinate system for the added

resistance calculation in the short wave range
dl is a line element along the water plane, w

is the slope of line element along the waterline,
and domains of integration are shown in Figure
22. Unified definition of the heading angle of
224
Guidelines on the method of calculation of the

attained Energy Efficiency Design Index for
new ships (EEDI), adopted by MEPC.212(63).
Ship types are defined in regulation 2 in Annex
VI to the International Convention for the Prevention of Pollution from Ships, 1973, as
modified by the Protocol of 1978, as amended
by resolution MEPC.203(62).
ship to wind and wave is used to prevent confusion in MEPC, i.e. = 0 for head sea.
aft
fore
II
waves
Figure 22. Coordinate system for Rwr
The Japanese delegation suggested a

method to estimate the coefficient fw from the
standard fw curves. When real ship data for
speed reduction are known, this method can be
an alternative method, which does not require
computation or experiment. When this is the
case, the accuracy of real ship measurement is
essential. Otherwise, this approach can provide
inaccurate prediction of the coefficient fw.
Effect of advance speed U is determined

as follows:
U = CU ( ) Fn
(16)
The coefficient of advance speed in oblique

waves CU ( ) is calculated as follows:
CU ( ) = Max[FS , FC ]
Example
(17)
Each standard fw curve has been obtained
on the basis of data of actual speed reduction of
existing ships under the representative sea condition in accordance with procedure for deriving standard fw curves. Each standard fw curve
is shown from Figure 23 to Figure 25, and the
standard fw value is expressed as follows:
where
(i) B f ( = 0) < B fc or B f ( = 0) < B fs :
FS = CU ( = 0) 310{B f ( ) B f ( = 0)} ,
FC = Min[CU ( = 0), 10]
(ii) B f ( = 0) B fc and B f ( = 0) B fs :
FS = 68 310 B f ( ) , FC = CU ( = 0)
and B fc =
fw = a ln(Capacity)+ b
58
68 CU ( = 0)
, B fs =
.
310
310
(18)
where a and b are the parameters given in Table 5.

Table 5. Parameters for determination of
standard fw value
Ship type
a
b
Bulk carrier
0.0429
0.294
Tanker
0.0238
0.526
Containership
0.0208
0.633
3.5. A Practical Estimation of fw from

Standard Curve
The design parameters in the calculation of
fw from the standard fw curves should be consistent with those used in the calculation of the
other components in the EEDI. Three kinds of
standard fw curves are provided for bulk carriers, tankers and containerships, and expressed
as a function of Capacity defined in the 2012
225
4.
Bulk carrier
1.000
0.950
0.900
CFD-BASED ANALYSIS ON
SEAKEEPING PROBLEMS : STATE OF THE ART REVIEW AND
SUMMARY OF METHODOLOGY
fw 0.850
During the past two decades, thanks to the

rapid development of computer power, computational fluid dynamics (CFD) has been applied
to some seakeeping problems. In the broadest
sense, CFD method refers to all computational methods for fluid flow, including boundary element methods (BEM), finite element
methods (FEM), finite difference, or volume,
methods (FDM/FVM), spectral methods, etc.
However, it is now generally understood that
the term CFD method concerns only the field
equations, i.e. the continuity equation and the
Navier-Stokes, or the Euler equation. There are
several criteria for the taxonomy of CFD based
methods for seakeeping analysis as follows:
- Grid system: grid based method (FDM,
FVM, FEM) vs. particle method (SPH, MPS)
- Characteristics of flow I: inviscid vs. viscous (RANS, LES)
- Characteristics of flow II: incompressible
(SIMPLE, fractional step) vs. compressible
(artificial compressibility)
- Treatment for interface: interface tracking
vs. interface capturing (VOF, Level-Set)
- Treatment for moving body: boundary-fitted
(re-mesh, overlapping) vs. immersed boundary
- Domain of problem : global flow vs. local
flow
0.800
0.750
0.700
0
50,000
100,000
150,000
200,000
250,000
Capacity
Observed fw of existing ships
Draft standard fw curve
regression
Figure 23. Standard fw curve for bulk carrier

Tanker
1.000
0.950
0.900
fw 0.850
0.800
0.750
0.700
0
100,000
200,000
300,000
400,000
Capacity
regression
Figure 24. Standard fw curve for tanker

Container ship
1.000
0.950
0.900
fw 0.850
0.800
0.750
0.700
0
10,000
20,000
30,000
40,000
50,000
60,000
70,000
This is graphically summarised in Figure 26.
80,000
Capacity
Current numerical methods can be categorised largely into two groups: grid methods and
gridless methods. The former is known as an
Eulerian approach, which discretizes a fluid
volume in structured or unstructured grids and
solve the field equations defined on these spatial grids. On the other hand, gridless methods
regression
Figure 25. Standard fw curve for containership
226
relatively smaller than convection effects. In

fact, this is the reason why potential flow theory is valid in the ship motion problem and is
capable of reasonable accuracy. In many cases,
the more important physical phenomenon is the
interaction between the free surface flow and
air flow. This is the case particularly when the
hydrodynamic pressure due to local impacts is
of primary interest. As the related problems of
ship propulsion, or manoeuvring, in waves become of more interest then the importance of
viscous effects will increase in comparison to
classical seakeeping problems.
have seen increased applications recently.

These methods, e.g. SPH (smoothed particle
hydrodynamics) and MPS (moving particle
semi-implicit method), define a finite number
of fluid mass (basically, they are volume fractions) and solve the field equations by using
their interactions.
In most cases in classical seakeeping problems the effects of viscosity are limited to roll
motions or flow around appendages. That is,
most problems related to free surface flows in
seakeeping problems are inertia-dominant
problems and therefore diffusion effects are
Figure 26. Overall status of the art of CFD schemes: Field equation solvers
227
Table 6. Summary of CFD methodology for seakeeping analysis

C. Hu et al.
(Kyushu
Univ.)
D.G.
Dommermut
h et al.
(SAIC)
Discretization
for convective
CIP
3rd QUICK
term
Body motion
Free surface
IBM
Particle
THINC
(VOF)
J. Yang et al.
P. Queutey et
(Univ. of
al.
Iowa)
(ECN)
3rd QUICK /
Improved
WENO
Gamma
IBM
IBM
Triangle
Triangle
panel
panel
CLSVOF
CLSVOF
Mesh
Deformation
R. Lhner et
H. Miyata et
al. (George
al.
(Seoul
Mason
(Univ. of
National
Univ.)
Tokyo)
Univ.)
Galerkin
QUICK
MC Limiter
ALE
Overlapping
Grid
Density
VOF
VOF
Function
(QUICK)
Y. Kim et al.
IBM
Triangle
panel
THINC
(VOF)
LES
Remark
LES
Ghost Fluid
RANS
RANS
Method
The main reason for applying a CFD based

method, as opposed to potential flow, to
seakeeping analysis is for calculation of problems which contain strongly nonlinear phenomena such as breaking waves, largeamplitude ship motions and wake flows, etc.
Besides the accuracy of physical modeling and
computational results, the colourful postprocessing of results and capability of simulating strongly nonlinear free surface flows are
appealing to researchers and engineers. Up-todate numerical methods such as volume-offluid (VOF), level-set methods or particle
methods provide reliable results even for the
violent flow problem in which the topology of
the free-surface boundary is largely distorted,
fragmented and merged. Recent turbulence
modeling such as RANS and LES become
quite popular and they provide reasonable numerical results for an engineering purpose. The
major difficulty in the numerical simulation of
strongly nonlinear wave-body interaction problems using a field equation solver is that a rigid
body can move arbitrarily without coincidence
of the grid lines and body boundary, so that
The key technology in the application of

CFD methods to seakeeping problems, including ship motion and local free-surface flows, is
how to obtain or trace the dynamic free-surface
profile. When grid methods are applied, there
are several candidates to choose for the implementation of dynamic and kinematic freesurface boundary conditions. For ship motion
problems, VOF (Volume of Fluid) and level-set
approaches are popular, but there has also been
recent work done using other methods. A good
example is CIP (constrained interpolation profile) method. In contrast to grid methods, the
numerical treatment of the free surface in particle methods is more straightforward. Most of
them adopt a Lagrangian method, i.e. particle
tracking with time-marching. Along with the
simulation of particle motions inside a fluid
volume, particle movement on the free surface
can be used to trace its profile. At present
commercial programs and the open source program OpenFOAM are commonly applied and it
is likely that the application of these programs
will be more popular in the future.
228
some special treatment is required, such as remeshing, moving mesh or embedded (overset)
meshing techniques. Each scheme has its own
strengths and weakness and recent studies
clearly show a diversity of method applied with
no significant dominance of any one numerical
scheme. Furthermore, in spite of the improvement of computational resources, there are still
doubts over the accuracy of CFD based methods due to the sensitivity of the solution to grid
spacing and time step size. For a threedimensional full-scale ship calculation CFD
methods still require very large computational
effort, which limits their application as a practical ship design tool.
Figure 27. Overset grid system (Sadat-Hosseini

et al., 2013)
Many computational results for ship motions using CFD methods were produced in the
last few years (refer to Table 6 for an overview
of CFD methods used for seakeeping). Orihara
and Miyata (2003) solved the ship motions
problem in regular head wave conditions and
evaluated the added resistance of a series of
different bow-form for a medium-speed tanker
in regular head waves using a CFD simulation
method called WISDAM-X. The Reynoldsaveraged Navier-Stokes (RANS) equations
were solved by the finite-volume method with
an overlapping grid system.
The group at Iowa University has led many

research projects on the ship resistance problem using CFD methods. Based on their past
experience in CFD computations, their work
has extended to manoeuvering and seakeeping
problems in recent years. For example, Carrica
et al. (2007) solved RANS equation with single-phase level set method for surface ships
free to heave and pitch in regular head waves.
The overset grid system which is shown in the
Figure 27 was used for a rigid body movement.
More recently, Sadat-Hosseini et al. (2013)
validated CFD Ship-Iowa V4.5 for the ship
motions and added resistance of KVLCC2
tanker advancing at Fn=0.142 with fixed and
free surge in head waves.
Dommermuth et al. (2007) simulated breaking waves around ships and prescribed the motion problem by Numerical Flow Analysis
(NFA) code based on a combination of Cartesian-grid methods and volume-of-fluid methods. A ship hull was represented on a Cartesian
grid by an immersed boundary generated from
the panelled ship hull surface data. They used a
Smagorinsky turbulence model, which is an
LES scheme for computation of turbulence
phenomena in the flow field, while a free slip
229
boundary condition was adopted for the body

boundary condition and an empirical model for
shear stress was used for friction of body.
gram called ISISCFD. This program used improved gamma differencing scheme for discretization of the convection term, and the RANS
solver was applied to computation of the turbulence effect. One of the main characteristics of
this program is using an unstructured hexahedral grid and an analytical weighting mesh deformation approach for a moving body. This
program was also validated by Guo et al. (2012)
for calculating the added resistance of
KVLCC2 in head waves.
Hu and Kashiwagi (2007) developed a

CFD-code named Research Institute for Applied Mechanics, Computation Method for Extremely Nonlinear hydrodynamics (RIAMCMEN) which adopted a constrained interpolation profile (CIP) based Cartesian grid method.
In the CIP-based formulation, the wave-body
interaction problem is considered as a multiphase problem. Different phases are recognized
by a density function that has a definition similar to the volume fraction function in the VOF
method. To calculate the volume fraction of the
solid phase, virtual particles were used. They
compared the THINC scheme and the CIP
scheme as an interface capturing method and
showed the possibility that a CIP-based method
could be applied to simulate strongly nonlinear
wave-body interaction problems for modified
Wigley models. Hu et al. (2008) conducted
computation for green water effects in large
amplitude ship motion of S-175 containership
as shown in Figure 28.
Monroy et al. (2009) validated a spectral

wave
explicit
Navier-Stokes
equation
(SWENSE) method to solve the ship motion
problem in irregular head waves. In the
SWENSE method, incident wave terms are
calculated by a potential flow model and diffracted wave fields are solved based on the
RANSE equation under a structured body-fitted
grid system. Due to the potential based theory,
this program can have the capability for simulating ship motions in irregular waves. They
carried out computation for heave and pitch
motion in irregular waves using this approach.
Yang et al. (2013) simulated largeamplitude ship motions by using a finitevolume based method on a non-uniform Cartesian grid. Viscous effects were ignored and the
wave-body interaction problem was considered
as multi-phase problem with water, air, and
solid. The volume fraction of a solid body embedded in a Cartesian grid system was calculated by a level-set based algorithm and systematic numerical simulations for Wigley III
hull and S-175 containership in regular head
waves were conducted.
Particle methods have also been applied to
wave-body interaction problems. Sueyoshi
(2004) and Doring et al. (2004) conducted
computations for motion analysis of two dimensional floating bodies with a hole using a
particle based method such as moving particle
Figure 28. S-175 containership advancing in

large amplitude head waves (Hu et al.,
2008)
Visonneau et al. (2010) conducted analysis
for ship motion problems using their CFD pro-
230
semi-implicit (MPS) and smoothed particle

hydrodynamics (SPH). These efforts may be a
useful foundation for damaged ship analysis.
Figure 29 shows some sample results of the

pierced box case.
Figure 29. Pierced box test case (Doring, 2004)

As well as the above applications of proprietary codes, there have also been applications of open source and commercial CFD
software to wave-body interaction problems.
Moctar et al. (2010) calculated the ship motions in regular head waves for /L=0.6, 1.1,
and 1.6 by using Comet and OpenFOAM based
on the RANS equations with finite-volume
approach. Test ships were a containership
(KCS) and an oil tanker (KVLCC2). Recently,
the same group has continued to simulate violent ship motion by using OpenFOAM and
STAR-CCM+. The commercial software StarCCM+ developed by CD-adapco is becoming
popular and Kim et al. (2013) showed the CFD
simulations of ringing response of a gravity
based structure in extreme sea states using this
technique.
- ECN-CFD : CFD based method using

RANS solver, ISISCFD (Ecole Centrale
de Nantes)
- GL-CFD : CFD based method using unstructured FVM RANS solver, COMET
(Germanischer Lloyd)
- KU-OU-CFD : CFD based method using
CIP and THINC scheme, RIAM-CMEN
(Kyushu University and Osaka University)
For these test models, there was no clear
advantage of any particular CFD based method
compared with potential flow based methods,
as long as there are no strong nonlinearities or
viscous effects. Also, numerical codes using
nominally the same method can produce different results meaning that the choice of numerical scheme and the procedure of implementation are both of critical importance for seakeeping problems.
A comparative study for various seakeeping

tools was conducted by Bunnik et al. (2010). A
container ship and a ferry were chosen for
model ship. For the container ship, rigid body
motions including hydrodynamic coefficients,
added resistance, internal loads and relative
vertical motions all calculated for 24.5 knots in
head seas while for the ferry, rigid body motions, internal loads and relative vertical motions were compared for 25.0 knots in head
seas. All the numerical results were compared
with experimental data. In this comparative
study, the participants based on CFD methods
were as follows:
Another comparative study of CFD methods for seakeeping was conducted by Larsson
et al. (2010). In this comparative study, the
performance of various CFD based methods
was compared. Although most test cases were
for steady wave problems such as prediction of
ship resistance, in some cases, the ship motions,
added resistance and roll decay were compared
with experimental data. Test cases were for the
KVLCC2, KCS and DTMB 5415.
231
Larsson et al. (2011) analyzed the results of

the comparative study and pointed out that the
number of grid points has an obvious effect on
both motions and resistance results. The prediction error is around 16 %D (standard deviation)
for 1st harmonic motion amplitude and the
smallest error averaged over amplitudes and
phase for motions is 2.66%D for CFDShipIowa with the largest number of grids, 4.73M
grid points. A comprehensive analysis of all
results is published in Larsson et al. (2014).
Although CFD based methods can be applied to wave-body interaction problems, they
generally require massive computational time
and thus offer few advantages unless violent
flows or highly nonlinearity are involved. Thus,
many studies have focused on CFD computation to simulate violent local flows rather than
three-dimensional wave-body interaction problems. Sueyoshi et al. (2005) have applied the
MPS method for sloshing problem of a two
dimensional tank. Nam and Kim (2006) introduced the application of SPH, and Kishev et al.
(2006) have applied a CIP scheme for violent
sloshing problems. Level-Set and SPH methods
have been applied by Colicchio (2007) for flipthrough phenomena during sloshing flows and
compared with experimental results. Kim
(2007) described experimental and numerical
issues in sloshing analysis, and the comparison
between the SPH and SURF schemes has been
introduced. Wemmenhove et al. (2009) solved
three-dimensional violent sloshing problems by
using ComFLOW code. Typical results of fluid
configuration are shown in Figure 30.
A detailed study of both steady and unsteady ship motions is considered in Simonsen
et al. (2013), who compare experimental results
for the KCS to CFD predictions using both Star
CCM+ and CFDSHIP-IOWA and a potential
flow method. Attention is paid to the uncertainty of both the measured and predicted quantities. Overall agreement of the CFD with the
experimental data is good, with the steady-flow
quantities better predicted than the unsteady
motions. In waves, the mean resistance was
accurately predicted by the CFD, but the amplitude of the resistance variation with time is
underpredicted. This is consistent with other
studies of the same phenomena using CFD.
For the slamming problem, CFD methods

are not generally useful because the impact
pressure is quite sensitive to grid resolution and
time step. The water entry problem with impact
occurrence is strongly nonlinear and regarded
as a non-memory problem, where the impulsive
pressure variation is involved in a similar manner to sloshing-induced impact. This problem
has been tackled by using SPH. Good examples
can be found in the work of Oger et al. (2006,
2007) which solved 2D and 3D water entry
impact problems. Kim et al. (2007) also applied
the SPH method for the water entry of wedges,
and free surface evolutions have been compared with experimental results. Particularly,
SPH has been applied for simulating both the
non-cavity and cavity flows during impact.
Recently, Oger et al. (2009) extended their
SPH method to simulate hydroelastic impacts
A further comparison of the accuracy of

CFD methods to predict added resistance in
waves is found in Soding et al (2012) where a
comparison to a potential flow Rankine Panel
Method and experiments is made for a container ship advancing in head waves. Predictions from the CFD method are close to experimental results in the long wave region, but
less accurate in shorter waves.
An example of the application of an overlapping grid method applied to large amplitude
motions predicted using the Star CCM+ code is
found in Peric and Schreck (2012), where cases
of a free-fall lifeboat entering the free surface
and the KRISO container ship advancing in
oblique waves are addressed.
232
with strong fluid-structure coupling. An example of their results is shown in Figure 31.
<Exp.>
<Level Set>
<SPH>
<MPS>
<VOF1>
Figure 30. Comparative study of sloshing simulation (ISOPE, 2009)
<CIP2>
Figure 31. Visualisation of pressure field in water and Von Mises equivalent stress in structure at
various instants, Oger et al. (2009)
5.
cally, and LNGCs with capacities greater than

180,000 m3 appeared in the late 2000s (Figure
32). Although the capacity of LNG carriers has
been increased dramatically, the size of the
loads has remained nearly unchanged. Such
unbalance can result in the significant increase
in sloshing loads in liquefied gas tanks.
OVERVIEW OF SLOSHING EXPERIMENTS
5.1. Introduction
Liquefied natural gas carriers (LNGCs)
with capacities of 138,000145,000 m3 were
the most popular in the market from the 1970s
to the 1990s. Starting in 2000, though, construction of larger LNGCs increased dramati-
233
sloshing flows with strong nonlinear phenomena, and computational fluid dynamics (CFD)based computation is not yet an appropriate
tool to replace experimental methods. For this
reason, in the last decade, highly systematic
methodologies or concepts for the experimental
assessment of sloshing loads have been studied
(e.g., Graczyk et al., 2006; Kuo et al., 2010),
and a few large experimental facilities have
been built for practical model tests. Such large
facilities with capacities of more than 3- or 4tonne payloads were installed at GazTransport
and Technigaz (GTT), Marintek, Pusan National University, and Seoul National University (SNU) (Figure 33). In particular, very recently, a hexapod with a payload of more than
10 t was introduced by SNU. This trend is
mostly due to the demand for larger-scale
model tests, which implies that the importance
of and interest in sloshing are increasing among
not only naval architects but also ocean engineers.
Figure 32. Recent trend of LNGC capacity

The two major concerns in sloshing problems are the prediction of impact loads and
coupling with floating-body motion. The latter
concern is related to the motion dynamics of
ships or offshore structures, but the former is
the main interest in LNG carrier design. Despite many previous theoretical and computational efforts to predict sloshing pressure,
model scale testing is still considered as the
most reliable approach for practical purposes.
Analytic approaches cannot simulate violent
(a) Marinrek
(b) SNU
Figure 33. Practical model-scale sloshing experiment (Marintek and SNU)
and 3D experiments have become more popular since the late 1990s and 2000s. Nowadays,
the typical model scale of sloshing experiments
for practical LNG carrier design is in the range
of 1/601/40, and the 1/50 scale has become a
sort of standard size for model tanks.
Many studies were conducted in the 1970s

and 1980s, which were mostly limited to small
scale-model tests and/or 2D experiments, to
understand the physics of sloshing phenomena
and determine the magnitude of sloshinginduced impact pressure on LNG containment
systems. Based on this foundation, larger-scale
234
Recently, high-performance data acquisition and large data storage systems have allowed the capture of sloshing impact simulations with a high sampling rate. Many studies
have been conducted based on an experimental
approach (Lugni et al., 2006; He et al., 2009;
Maillard and Brosset, 2009; Yung et al., 2009).
A real-scale impact test was carried out at the
Maritime Research Institute Netherlands
(MARIN) (Brosset et al., 2009; Kaminski and
Bogaert, 2009). Previous experimental studies
were focused on sloshing phenomena and investigation of the scale effect on sloshing.
Many research activities were highlighted in
the Sloshing Dynamics Symposium of the International Society of Offshore and Polar Engineers (ISOPE) conference. Very recently, an
ISOPE sloshing benchmark test was carried out
(Loysel et al., 2012), and the differences between the experimental results of various experimental facilities were observed.
In sloshing experiments, in addition to uncertainty, there are many technical barriers to

the accurate measurement of impact pressure,
e.g., the sensitivity of pressure sensors, scale
effects, and appropriate media to simulate
LNG-NG flows. Because there is no experimental technique on which everyone agrees
organizations with large sloshing experimental
facilities and classification societies have their
own procedures for sloshing experiments.
Some procedures or techniques are common,
but there are some differences in the detailed
methodology. However, it should be mentioned
that while some procedures/techniques are
common, it does not mean that they are the best
or most appropriate. That is, there are still
many uncertainties in sloshing experiments,
which are not clear or validated. Therefore, it is
not appropriate to develop or suggest a unified
procedure for sloshing experiments at this time.
Instead, the committee would like to summarize the current status of model-scale sloshing
experiments
and
the
guidance
/recommendations of classification societies.
In spite of the considerable efforts expended in experimental analysis, there are

many uncertainties in these sloshing experiments. Recently, Souto-Ielesias et al. (2011)
discussed uncertainty analysis of the experimental setup. In terms of experimental instruments, Choi et al. (2010) tested two piezoelectric sensors and discussed the effects of thermal
shock, sensing diameter, and improper mounting on the sloshing pressure. Pistani and Thiagarajan (2012) thoroughly examined a motion
platform, a pressure sensor, and a data acquisition system and observed the characteristics of
instruments. Except for those papers, it is difficult to find studies on errors analysis of experimental instruments.
5.2. Sloshing Experiment: Overview

Figure 34 shows a typical schematic diagram of a measurement system for sloshing
experiments. A motion platform, which is controlled by a motion controller, provides a
model tank with six degrees of motion. Then,
pressure sensors installed in the tank measure
the dynamic pressure on the tank walls. A data
acquisition system converts electric pressure
signals into digital data. The acquired data is
monitored in real time and saved to a data storage server.
235
Figure 34. Schematic diagram of a measurement system for sloshing experiments

5.2.1.
Motion Platform
There are about 10 facilities with hexapod

platforms with payload capacities of 1~2 tonne.
Such small platforms can be used for 1/100
1/60-scale tests for 3D model tanks and up to
1/50-scale tests for 2D models of typical LNG
carriers or LNG floating production storage
and off-loading (FPSO) facilities. For practical
experiments, i.e., for predicting sloshing loads
or the certifying classification societies, a 1/50
1/40 scale experiment should be carried out. In
this case, a hexapod platform for a payload
simulation of 26 tonne is needed. At present,
only a few facilities have this capacity. In the
case of GTT, a platform with a 6-ton capacity
is being used. Very recently, SNU installed
three motion platforms with payload capacities
of 1.5, 5, and 14 tonne that can conduct experiments of up to 1/20 scale with a 3D model
tank.
In the model-scale sloshing experiment, a

motion excitation bed is essential to simulate
the motion of the tank (i.e., motion of a ship or
offshore structure). There are a few types of
excitation bed. In the case of MARINTEK
(Figure 33), a moving table with rotating axes
is used to simulate motion. However, the most
typical type is the hexapod-type platform
shown in Figure 35. A hexapod platform comprises six actuators that can move vertically
and transversely. Linear actuators are typically
equipped to minimize the time lag between the
controller and the actuators.
236
(a) SNU (3 platforms of different sizes)

(b) GTT
(c) PNU
Figure 35. Hexapod platforms for sloshing experiments (over 4-tonne dynamic payloads)
is not affected by surface roughness. It is also
important for the thickness of the acrylic layer
to be sufficient to minimize the hydroelastic
behavior of a model tank. When the wall thickness is not sufficient, the sloshing impact loads
can cause hydroelastic vibration of a model
tank, consequently resulting in unreliable
measurement of pressure and flow.
The greatest technical difficulty in the design and fabrication of a large platform is the
severe requirements of the motion characteristics. Since violent sloshing flows typically occur in harsh environments, all the motion properties, i.e., displacement, velocity, and acceleration, must be large enough to simulate the
severe motion responses of ships and offshore
structures. Furthermore, the accuracy of motion
signals should be carefully checked. The accuracy of motion displacement and phase shift
can be observed by using motion sensors such
as optical sensing devices, accelerometers,
and/or potentiometers. To this end, it is desirable to use multiple sensing devices to crosscheck accuracy. If the error in the motion amplitude is larger than 3%5%, the platform motion sensors should be calibrated to increase
their accuracy.
5.2.2.
Before an experiment with partial filling, it

is desirable to carry out a hammering test. The
results of the hammering test can be used to
predict the natural frequency of tank wall vibration, and the period of this natural mode
should be much smaller than the typical duration of sloshing-induced impact pressure, so
that the effect of hydroelastic vibration will not
have any effect on the impact process.
When heavy gas is used in sloshing experiments in order to match the density ratio between LNG and NG, rather than that between
water and air, the model tank should be gas
proof. It is very important to ensure that the
heavy gas does not leak during the experiment.
Heavy gas (SF6 is typically used) can be harmful to humans, so safety should be guaranteed
during the experiment.
Model Tank
A model tank is generally made of acrylic so

that the detailed flow can be visually observed.
Figure 36 shows typical 2D and 3D models for
sloshing experiments. The model tank should
be water-tight and the wall surface should be
very flat and smooth if there is no particular
reason to make it rough, so that sloshing flow
237
(a) 2D tank
5.2.3.
(b) 3D tank
Figure 36. 2D and 3D model tanks
tric. Many pressure sensors used in previous
studies have small sensing diameters of about
2.55.5 mm. The pressure sensor should be
small as possible and have a high natural frequency because large sloshing impacts occur in
a very small region within a very short time.
Moreover, the pressure sensor needs to be capable of measuring in two-phase flows over a
large pressure range.
Pressure Sensor
Pressure sensors can be the most important

of all experimental instruments. The motion
platform can be calibrated by measuring the
displacement of the input and output. The error
of a data acquisition system is relatively lower
than that of other instruments. A model tank
can be the source of error, but that error can be
minimized by the manufacturer. However, the
error from the pressure sensors in the sloshing
experiment has yet to be accurately estimated.
Linearity, hysteresis, and resolution of a pressure sensor can be evaluated, and calibration
can be performed using a reference sensor or
an impact test in air. However, those cannot
guarantee the accuracy of sloshing pressure,
because sloshing impact occurs within a very
short time, and the medium contacting the sensor suddenly changes from gas to liquid. The
pressure sensors are typically not calibrated in
that situation.
Piezoresistive sensors are not affected by

temperature differences between the sensor and
the medium. Furthermore, they are effective in
measuring slowly varying pressure. However,
piezoelectric sensors are regarded as a mature
technology with outstanding inherent reliability. Piezoelectric materials typically have a
high modulus of elasticity and thus nearly zero
deflection and extremely high natural frequencies. Moreover, they have excellent linearity
over a wide amplitude range. Therefore, piezoelectric sensors are appropriate for sloshing
experiments. However, it is known that an additional signal can be generated when the sensor contacts a medium with a different temperature. This can be a problem when measuring sloshing pressure because there can be a
temperature difference between the gas and the
liquid. Therefore, this sensor is not effective for
measuring static pressure, which produces a
constant loss of electrons, resulting in signal
drift.
There are various types of pressure-sensing

technologies, such as piezoresistive, capacitive,
electromagnetic, piezoelectric, optical, and
potentiometric. For measurement of sloshing
load, piezoelectric sensors are mainly applied,
and pressure sensors from the three manufacturers Kistler, Kulite, and PCB are popular as
shown in Table 7. The sensors by Kulite are
mainly piezoresistive (Kulite, 2004), while
those of Kistler and PCB are mainly piezoelec-
238
Piezoelectric sensors for sloshing experiments can be categorized into two types. The
first is charge-mode-type sensors, which require an amplifier to measure pressure signals.
The second is integrated electronics piezoelectric (IEPE) or integrated circuit piezoelectric
(ICP) sensors, which have an amplifier built
into the sensor. The charge-mode-type sensor is
good for high temperatures, and the sensitivity
of the sensor can be changed. However, they
take up a huge amount of space when a large
number of measuring points are required. ICP
sensors have fixed sensitivity, but the measuring system is relatively simple. Therefore, ICP
sensors are mainly used in many sloshing facilities. In sloshing experiments, it has not yet
been determined which type of pressure sensor
is best to be used for measuring the sloshing
impact pressure. The piezoelectric sensor is
regarded as being better than the piezoresistive
sensor for capturing impact pressure changes
that occur within 1~10 ms.
Table 7. Main features of pressure sensors for sloshing experiments

Group
Maker
Model
Diameter
(mm)
Reference
Ecole Centrale
Marseille
PCB
112A21
5.5
Loysel et al.
(2012)
Exxon Mobile
Kulite
2.6
Yung et al. (2009)
GTT
PCB
MARINTEK
Kulite
Pusan National
Univ.
Seoul National
Univ.
Technical Univ. of
Madrid
Univ. of DuisburgEssen
XCL-8M100-3.5BARA
112A21
5.5
~2.5
Loysel et al.
(2012)
Loysel et al.
(2012)
Kistler
211B5
5.5
Choi et al. (2010)
Kistler
211B5
5.5
Kim et al. (2011)
Kulite
XTL-190
~2.5
Kulite
XTM-190
3.8
Univ. of Rostock
PCB
M106B
11
Univ. of Western
Australia
Kulite
XCL-8M100-3.5BARA
Recently, Ahn et al. (2013) conducted a

comparative study on several pressure sensors
in sloshing experiments. They used one piezoresistive sensor and three piezoelectric sensors, including two ICP sensors, in 2D tank
tests, and tested and compared the sensitivity to
temperature differences between the sensors
and the medium by exposing the sensors to hot
2.6
Souto-Iglesias et
al. (2012)
Loysel et al.
(2012)
Mehl and Schreier
(2011)
Pistani and
Thiagarajan (2012)
and cold water. Sloshing pressures during the

regular and irregular motions were also measured. Figure 37 shows an example of results
from their comparative study.
Pressure measurement can be performed by
using not only a single pressure sensor but also
a cluster of sensors. Pressure sensors in 2 2, 3
239
3, 4 4, or any other n m combination can

be installed to measure local pressure in a certain area. Figure 38 shows two clusters sensors
with 3 3 and 2 2 configurations. These can
be used to analyze the spatial distribution of
pressure and observe the averaged local pressure or force in the measured area.
(a) Metal adaptors for a 3 3 cluster around a

corner
(a) Piezoresistive and piezoelectric sensors
(b) Installed 2 2 cluster of sensors

Figure 38. Examples of cluster sensors
The following tests are recommended before
the selection of pressure sensors for sloshing
tests:
Slowly varying pressure test
Test of sensitivity to temperature differences between liquid and sensor
Test of sensitivity to the test medium, e.g.,
water or other liquid
Drift test for long measurement time
Motor noise test
(b) ICP sensors
Figure 37. Time histories of pressure signals
measured in a 2D tank under surge motion with
20% H filling (Ahn et al., 2013)
Metal adaptors are commonly employed to

increase the reliability of pressure measurement
by pressure sensors. Bronze is the typical material for adaptors. This type of adaptor can give
more reliable and stable pressure signals. Furthermore, it is very important to maintain the
240
same temperature in the sensor and fluid. This

can be achieved by exciting fluid motion for a
certain time and allowing the temperatures of
the contacted fluid and sensor surfaces to
equalize.
peated tests are strongly recommended. These

repeated tests with different phases of wave
components, i.e., motion components, are desirable to reduce the error or uncertainty of
random signals.
5.2.4.
When a prescreening test cannot be conducted owing to cost and/or time limitations, a
typical set of conditions for sloshing experiments is listed in Table 8.
Sampling Rate and Time Window
It is known that the sampling rate in sloshing experiments should be high in order to capture spikes in sloshing pressure. In general, it is
agreed that 20 kHz or greater is acceptable for
most sloshing experiments (Kim et al., 2012;
Maillard et al., 2009; Ryu et al., 2009).
Table 8. Typical experimental conditions for

irregular motion (real scale)
Test
Description
condition
15%, 30%, 70%, and 95%
Filling levels
of tank height
The size of the experimental time window is

still under discussion. Since impact pressures
occur randomly and the magnitudes of peak
pressures are also random, the size of the time
window can be a critical parameter in the statistical analysis of impact loads. Thus far, a 5-h
time window in real scale has been popular for
irregular experiments, but recent studies have
shown that this may be insufficient for practical
LNG cargo containment system (CCS) design
(e.g., Ahn et al., 2013). It is not yet clear what
the optimum time window should be, but a
minimum measurement time of 50 h has been
recommended by SNU and a measurement
time of 200 h been suggested by Bureau Veritas.
5.2.5.
Ship speed
5 knots
Heading
angles
150 and 90
Tz (modal period): 9.0 s and 11.0 s

Hs (significant wave height) of 40Sea states year return period for a 150 heading, and 1-year return period for a
90 heading
Measurement
time
5 hours for each case
Test repetitions
At least 2 times
Test Conditions
5.2.6.
For the prediction of design loads due to

sloshing, the selection of the appropriate ocean
(i.e., motion) condition is a critical element in
sloshing experiments. It is strongly recommended to carry out prescreening tests to determine irregular wave conditions. However, in
practice, such prescreening tests incur a large
cost and require a long time. Therefore, the
type and number of the prescreening tests
should be carefully chosen. For the ocean conditions to be used for main experiments, re-
Measurement Area
It is obvious that sloshing pressure varies in

space. Therefore, the pressure sensors should
be installed in areas where largest impacts occur. In general, large sloshing pressures are
measured around the still-water level in low
filling conditions and around the upper chamber or the tank top in high filling conditions
(see Figures 39 and 40). Therefore, more sensors should be installed in these areas.
241
In a practical experiment, e.g., for the design of an LNG CCS, more sensors are better
in order to cover more areas. In particular, for
areas of high impact pressure, the installation
of cluster sensors is highly desirable. It is also
important to understand that the magnitudes of
impact pressures can differ between the
weather and lee sides; therefore, the locations
of the sensors should be carefully chosen.
Figure 40. Example of sensor locations for a

3D model
5.3. Statistical Analysis of Sloshing Impact

Pressure
5.3.1.
Peak Sampling
In statistical analysis, peak pressure signals

need to be sampled for the entire pressure time
history. Sampled sloshing peaks, or global
peaks, are chosen by imposing a set of threshold pressure and sampling time windows (Figure 41).
(a) 180 wave heading
Figure 41. Methodology of peak sampling

(b) 90 wave heading
Figure 39. Sloshing impact areas (Pastoor et
al., 2004)
Within a moving time window, the largest

peak signal is sampled as the global peak, and
others are disregarded in the analysis. The
maximum pressures collected from all the
242
segments become a set of sampled peaks for

statistical analysis. Therefore, the set of sampled data is dependent on the threshold pressure and the sampling time interval. The
threshold pressure plays a key role in this selection process. However, the criteria for selecting these parameters have yet to be clearly
defined. Therefore, the moving window size
and the threshold are varied to determine the
reliability of the results.
5.3.2.
where t p is the time when the peak pressure

Pmax occurs; the subscript indicates the time
when pressure becomes rise Pmax , decay Pmax . The
up-crossing time is considered for the rise time
and the down-crossing time is considered for
the decay time. Type 1 thresholding applies the
time when a certain absolute pressure is found,
regardless of the peak value. Conversely, type
2 thresholding measures the rise and decay
times at the instants when the pressure crosses
the up and down percentages ( 100 ) of the
peak pressure, respectively. This method, based
on a relative-pressure concept, defines the
times at which the rise and decay times should
be measured. Table 9 presents the current modeling method used by test facilities and classification societies. These different peak modeling
methods may predict different impact properties.
max
Peak Modeling
Sampled peak pressure signals can be modeled as simple triangular shapes, and thus, the
characteristics of the peaks can be determined.
Figure 42 shows an example of peak modeling
and the main characteristics of a peak: peak
pressure ( Pmax ), rise time ( Trise ), decay time ( Tdecay
), and total time ( Ttotal ). Peak pressure is defined
as the maximum pressure value of the peak.
However, definitions of rise time and decay
time are different in many studies. According
to existing studies and guidance notes from
classification societies, rise time and decay
time can be categorized as follows:
- Type 1: Absolute thresholding:
Trise = t P
max
t Pthreshold up-crossing ,
(19)
Tdecay = t Pthreshold down-crossing t Pmax .
- Type 2: Relative thresholding:

t Pmax t( rise Pmax )up-crossing
Trise =
Tdecay =
1 rise
t(decay Pmax )down-crossing t Pmax

1 decay
(20)
Figure 42. Definition of characteristics of a
modeled sloshing peak
(21)
.
(22)
243
Table 9. Current modeling methods used by test facilities and classification societies
Rise Time
Decay Time
ABS
Type 2 ( = 0.5)
Type 2 ( = 0.5)
Type 1
Type 1
DNV
Type 2 ( = 0.5)
Type 2 ( = 0.5)
LR
Type 2 ( = 0.5)
Type 2 ( = 0.5)
GTT
Type 2 ( = 0.5)
Type 2 ( = 0.5)
MARINTEK
Type 2 ( = 0.2)
Type 2 ( = 0.3)
5.3.3.
Statistical Distribution
Two methods are popular for statistical

analysis for sloshing impact pressures: the
three-parameter Weibull distribution and the
generalized Pareto distribution. The cumulative
probability functions of the two distributions
take the following forms:
- Weibull distribution:
([
F ( x ) =
1 exp ( x ) /
- Generalized Pareto distribution:

1/ c
F ( x ) = 1 + (1+ cx / )
(23)
Figure 43. Example of Weilbull distribution of
sloshing impact pressure
(24)
In the Weibull distribution function, is the

location parameter, is the scale parameter,
and is the shape parameter. Here, x should
be larger than the location parameter. To estimate these three parameters, the method of
moments can be applied, which matches the
first three model momentsmean, variance,
and skewnesswith their corresponding sample moments. Figure 43 shows an example of a
Weibull distribution fitted on sloshing impact
pressure data. In the generalized Pareto distribution function, is the scale parameter and c
is the shape parameter, both of which can also
be estimated by using the method of moments
6.
COLLABORATION WITH ISSC
6.1. Collaboration with ISSC

The committee has liaised with ISSC, the
Ocean Engineering (OE) Committee, and the
Specialist Committee on Performance of Ships
in Service. Particularly, the committee has been
collaborating strongly with the Loads Committee of ISSC. G. Hermanski plays an important
role as the liaison of ITTC and ISSC.
244
submitted the paper titled Uncertainties in

Seakeeping Analysis and Related Load and
Response Procedures. Y. Kim and G. Harmanski contributed to complete this paper, and
the paper was accepted for publication.
6.2. The First Joint ISSC/ITTC International Workshop

The first joint meeting of ITTC and ISSC
was held on 8th September, 2012, at Rostock,
Germany, with the title of Uncertainty Modelling for Ships and Offshore Structures (UMSOS). (Figure 44) Two ITTC committees,
Seakeeping Committee and Ocean Engineering
Committee, participated and gave two plenary
presentations. Also two ISSC Committees participated in the joint workshop. A panel session
followed the plenary presentations and fruitful
discussion was made among panellists and participants. A few ideas were proposed to
strengthen the collaboration between ITTC and
ISSC.
6.3. The Second Joint ITTC-ISSC International Workshop

The second joint workshop of ITTC and
ISSC will be held in Copenhagen, as a part of
ITTC Conference. Like the first joint workshop,
the four committees, two of ITTC and two of
ISSC, will contribute to the organization and
presentation. Lloyds Register and Seoul National National University are supporting
strongly the joint workshop, and DNV-GL and
MARIN are also supporting the organzation.
(Figure 45)
Figure 44. Flyer of 1st ITTC-ISSC Joint Workshop

Figure 45. Flyer of 2nd ITTC-ISSC Joint
Workshop
As a follow-up of this joint workshop, four

committees submitted technical papers to
Ocean Engineering. Seakeeping Committee
245
In this workshop, a benchmark test for motion and loads on a containership will be carried out. The model ship is a real ship designed
and tested in Korea. The benchmark test is a
blind test, in which the participants do not
know the results of experiment. Several representative results will be presented at the joint
workshop.
7.
7.2. ITTC Procedure 7.5-02-07-02.2,

Predicting Power Increase in Irregular
Waves from Model Experiments in
Regular Waves
It was suggested that the biggest change in
procedure should be the inclusion of a section
to address directional spectrum with short
crested components. It was concluded that other aspects of procedure would essentially remain the same. There was a discussion with
regards to applicability of various simulation
efforts to calculate added resistance. The
thought was whether there would be a future
area of the procedure that might incorporate
simulation combined with experimental results
to determine added resistance. Based on this
discussion, some sentences are revised, particularly for the wave spectrum.
ITTC RECOMMENDED
PROCEDURES
7.1. ITTC Procedure 7.5-02-07-02.1,

Seakeeping Experiments
This procedure is well written and mature.
Therefore, no significant revision was considered. There were proposed changes on sections
of the regular and irregular wave sections. It
was also proposed that blockage and depth
issues should be reviewed. There are several
figures without references. Additionally it was
considered if there is a better way to look at
uncertainty of random processes for the appendix of the procedure.
7.3. ITTC Procedure 7.5-02-07-02.3, Experiments on Rarely Occurring Events

This procedure was discussed in the general
context as to how it should be approached.
Ochis formulae had principally looked at
slamming velocity. It was thought that bow
flare and hull shape should also be an included
factor. In the revision, the definition of slamming has been included.
Based on these suggestions between members, the sections for regular and irregular
waves are revised. Also the appendix for uncertainty analysis is revised. The Seakeeping
Committee unsuccessfully tried to find the
source of Fig.3 - the original document mentions about the non published work of Fernandez. However, the committee members
agreed that Fig.3 should be kept since it contains useful information.
In the future ABS, ISSC and other classification rules should be reviewed for applicability to slamming and rarely occurring events.
7.4. ITTC Procedure 7.5-02-07-02.5,

Verification and Validation of Linear
and Weakly Non-Linear Seakeeping
Computer
After the review of the procedure and the
papers of ITTC Seakeeping Workshop held in
Seoul, no changes were recommended by the
246
committee. However, there was an important

comment that the current state of art shows that
most authors do not include details of their
V&V activities in publications other than
straightforward comparison between experimental and computed data, be it RAOs, signal
statistics, or direct time trace comparison. This
issue should be considered for any future revision.
Planing craft testing was updated to include a requirement to consider a appropriate sample rate for human factors measurements
Free-running model testing was updated to
recognise that onboard digital storage is
now possible and commonly used. The use
of small inertial measurement units for accelerations/motion measurements was recognised
A minor comment was added on the difficulty of determining the number of wave
encounters for planing craft where skipping from wave crest to crest may occur
The S175 was removed from the suggested
benchmark/database of ship. This hull
cannot be considered as an HSMV.
In the 27th term, the committee could not

provide the final draft which includes the description about hydroelasticity computation.
The computation procedure for ship structural
hydroelasticity can be included in the future or
can be a separate procedure.
7.5. ITTC Procedure 7.5-02-07-02.6,

Prediction of Global Wave Loads
8.
This procedure was not revised in the 27th

term. However the committee discussed combining it with the computational procedure for
ship hydroelasticity, but it was recommended
not to combine with computational procedure
at this stage.
CONCLUSIONS
8.1. General Technical Conclusions

A few experimental facilities were newly
introduced for seakeeping experiment and
sloshing. Although numerical schemes are
heavily being developed, the importance of
seakeeping experiments is still evident through
the need to validate numerical codes and to
evaluate the seakeeping performance of unconventional ships, e.g. high-speed vehicles and
multi-hull ships. The demand to observe very
nonlinear phenomena such as nonlinear waveinduced loads, slamming-whipping and green
water, is also increasing. Generation of severe
ocean environments and investigation of corresponding seakeeping performance is of interest,
particularly for offshore structures.
7.6. ITTC Procedure 7.5-02-05-04, HSMV

Seakeeping Tests
It was recommended to rewrite data acquisition and data sampling rates. There were only a
few paragraphs which need to be addressed,
and the references needed to be included.
Some revisions were made as follows:
References were included (there were none
in the previous version)
A paragraph on placement of free to
pitch fitting for catamaran vessels was
added
A requirement to measure pitch inertia was
added
Thanks to the increase of tank size in LNG

carriers and offshore structures, the capacity of
sloshing experimental facilities is getting bigger. This trend makes it possible to observe
larger scaled-model tests than ever. Experimen-
247
tal skills to measure local impact loads have

been developed, but there are many technical
issues in order to utilise the pressure measured
in a model tank for the design of a real-size
tank of a ship or offshore structure. At the present stage, it is very desirable to develop an
appropriate experimental procedure for modelscale tests and application to ship design. This
technical demand is very strong nowadays,
particularly for the design of safe LNG cargo
tanks of large offshore structures such as
FLNG and FSRU.
candidate to replace slender-body theory and

the application of CFD is slowly increasing.
For practical ship design, the prediction of
added resistance in short waves is crucial. So
far empirical formula, such as NMRIs formula
seem to be useful up to a certain level, but a
practical method to consider nonlinear effects
should be developed in the near future.
Ship structural hydroelasticity is an emerging problem in the design of very large ships,
such as ultra large containerships. Strip-based
approaches combined with a modal approach
have been popular in the past, but recent research has focused on the application of 3D
panel methods combined with beam approximations. Instead of a beam approximation, a
whole ship FE analysis is also considered although it requires significantly larger computational effort. Both towing-tank experiments
using segmented models and numerical computation are being used in recent years. Not only
for springing but also slamming and resultant
whipping are main topics of recent researches.
The Energy efficiency Design Index (EEDI)

and Energy Efficiency Operation Index (EEOI)
are critical issues for the shipping and shipbuilding industry. The procedures of estimating
and verifying CO2 emission from ships are
under intensive discussion at IMO/MEPC and
ITTC should cooperate with the IMO. From the
viewpoint of seakeeping, the most important
parameter is power increase or speed loss in
waves. For calculating EEDI, power increase
or speed loss in an actual seaway has to be predicted by model tests or theoretical calculations.
There is a coefficient fw in the calculation of
EEDI that describes the ratio of ship speed in
waves and in wind to that in calm water. A
reliable simulation procedure to compute fw is
not yet available..
Seakeeping analysis based on frequencydomain formulation still represents the chosen

approach when considering rapid evaluation of
prototype designs. However, the popularity of
time-domain methods for seakeeping analysis
has increased in recent years. This trend is due
to the advantages of the time-domain analysis
in the extension to nonlinear motion and structural loads, and coupling with external or internal forces. Also the demand for the analysis of
ship structural hydroelasticity including slamming and whipping makes the time-domain
approach more popular. CFD application is in
use in the field of seakeeping , but its robustness and computation efficiency are not yet to a
mature state. However, the application of CFD
programs, particularly commercial software, is
rapidly increasing.
The most crucial element in the calculation

of fw is to predict added resistance in waves.
Besides towing-tank experiments, there are
several computational methods, including slender-body theory, 3D panel methods, and CFD
application for seakeeping analysis, and direct
pressure integration, momentum conservation,
and radiated energy methods for added resistance. To date, the most popular method in the
shipbuilding field is the combination of slender-body theory and momentum conservation
formula, specifically Maruos formula. However, ascomputational resources continue to
increase 3D panel methods become a strong
248
as motions, loads, sloshing, slamming and fullscale measurements. The benchmark data can
be very useful to validate the results of experiments and computation. In particular it is recommended to collect the reliable benchmark
data of added resistance. The prediction of
added resistance is the key element of the prediction of the power increase in waves. To
validate and understand the accuracy of computational codes, the reliable benchmark data is
necessary.
8.2. Recommendation To The Full Conference

Adopt the updated procedure No. 7.5-0207-02.1 Seakeeping Experiments.
Adopt the updated procedure No. 7.5-0207-02.2 Prediction of Power Increase in Irregular Waves from Model Tests.
Adopt the updated procedure No. 7.5-0207-02.3 Experiments on Rarely Occurring
Events.
It is recommended to write a new section

for the V&V of ship hydroelasticity codes in
the procedure 7.5-02-07-02.5, Verification and
Validation of Linear and Weakly Non-linear
Seakeeping Computer Codes. If it is too
lengthy, it can be a separate procedure. It is
recommended that the developed section/procedure is reviewed by the ISSC Loads
and Responses Committee.
No modification of the procedure No. 7.502-07-02.5 Verification and Validation of Linear and Weakly Non-linear Seakeeping Computer Codes.
No revision of the new procedure No. 7.502-07-02.6 Global Loads Seakeeping Procedure.
It is recommended to strengthen the collaboration with ISSC committees, including,

Loads and Responses and Environment Committees. ITTC Seakeeping Committee and
Ocean Engineering Committee, and ISSC
Loads and Responses and Environment Committees can share the information relating to
nonlinear motion and structural loads and to
understand the impact of projected changes in
the sea wave environment and the influence the
types of wave spectra have in seakeeping experiments. Where there is such overlap with
these committees, then collaboration will be
valuable. The collaboration can be achieved by
the liaison(s) of the committees, but a new
working group can be organized for more systematic and active collaboration between ITTC
and ISSC.
Adopt the updated procedure No. 7.5-0205-04 HSMV Seakeeping Tests.
8.3. Proposals For Future Work

It is recommended that ITTC has a combination of pure technical committees and special
committee(s) for external needs. ITTC has been
a technical organization to create and update
the procedures for experiments and computation in the marine hydrodynamics field. In the
27th term, the role of ITTC was extended to
provide professional comments to IMO and/or
ISO and it is desirable that such external need
is handled by a special committee(s) which
takes charge of non-technical issues. By splitting the committees and their roles, most ITTC
committees can remain as pure technical committees.
It is recommended to liaison with Propulsion and Manoeuvring Committees for

seakeeping/motion effects. When the ship motion becomes large, the propulsion and manoeuvring performance can be influenced by
It is recommended to survey and/or collect

benchmark data for seakeeping problems, such
249
motion effects. Also it is recommended to

liaise with the Ship Stability in Waves Committee for nonlinear ship motions and statistical
analysis of large roll motions.
Ahn, Y.J., Kim, K.H., Lee, S.W., Kim, Y.,

2013, Experimental Study on the Effects
of Pressure Sensors and Time Window in
Violent Sloshing Pressure Measurement,
23rd ISOPE, Alaska, USA.
It is recommended to organize a special

committee for sloshing to create a procedure
for sloshing model experiments. Due to the
high demand of LNG in the world energy market, the construction of LNG carriers and LNG
offshore platforms is increasing rapidly. Sloshing is a critical problem of LNG ships and offshore platforms, and hence the number of
sloshing experimental facilities has increased
over the last decade. However, the procedure
for sloshing experiments is not yet fully established. ITTC should create a general procedure
for sloshing experiments, particularly focusing
on model-scale tank test.
9.
Ahn, Y., Kim, S.Y., Kim, K.H., Lee, S.W.,

Kim, Y., Park, J.J., 2012a, Study on the
Effect of Density Ratio of Liquid and Gas
in Sloshing Experiment, 22nd ISOPE,
Rhodes, Greece.
Alaoui, A.E.M., Nme, A., Tassin, A., Jacques,
N., 2012, Experimental study of coefficients during vertical water entry of axisymmetric rigid shapes at constant speeds,
Applied Ocean Research, Vol. 37, pp 183
197.
Amin, W., Davis, M., Thomas, G. Holloway,
D., 2012, Analysis of Wave Induced Hull
Vibrations using Continuous Wavelet
Transforms, Ocean Engineering, Vol. 58,
pp 154166.
REFERENCES
American Bureau of Shipping (ABS), 2006,

"Strength assessment of membrane-type
LNG containment systems under sloshing
loads", American Bureau of Shipping
(ABS), Guidance Notes.
Bardazzi, A., Lugni, C., Faltinsen, O.M.,

Graziani, G., 2012, Hydroelastic study of
the impact phenomena in sloshing flow,
Hydroelasticity in marine technology, Tokyo, Japan.
Advanced Marine Technology, 2010, Development of large scale sloshing experiment

facilities, AMEC Project Report, Seoul
National University, Seoul, Korea.
Begovic, E., Day, A.H., Incecik, A., 2011,

"Experimental Ship Motion and Load
Measurements in Head and Beam Seas",
Proceedings of the 9th HSMV Symposium,
Naples, Italy.
Ahn, Y., Kim, J.H., Kim, S.Y., Kim, K.H.,

Kim, Y., 2012, Particle Image Velocimetry Measurement on the Oscillating
Characteristics of Sloshing-induced Internal
Flow Fields, Proceedings Of the 6th AsiaPacific Workshop on Marine Hydrodynamics, Johor, Malaysia.
Belenky, V. and Weems, K.M., 2012, Dependence of roll and roll rate in nonlinear
ship motions in following and stern quartering seas, Proceedings of the 11th International Conference on the Stability of Ships
and Ocean Vehicles, Athens, Greece.
250
Bellezi, C.A., Cheng, L-Y., Nishimoto, K.,

2013, A Numerical Study of the Effects of
Bow Shape on Green Water Phenomenon,
23rd ISOPE, Alaska, USA.
Bunnik, T., Daalen, E. van, Kapsenberg, G.,

Shin, Y., Huijsmans, R., Deng, G., Delhommeau, G., Kashiwagi, M., Beck, B.,
2010, A comparative study on state-of-theart prediction tools for seakeeping, 28th
California, USA, pp 1-13.
Bennett, S.S., Hudson, D.A., Temarel, P.,

Price, W.G., 2012, The influence of abnormal waves on global wave-induced
loads, Hydroelasticity in marine technology, Tokyo, Japan.
Bureau Veritas, 2011, New Guidance Note NI

554 Design Sloshing Loads for LNG Membrane Tanks, Bureau Veritas (BV), Classification Notes.
Besten, J.H. den, Huijsmans, R.H.M., Vredeveldt, A., 2011, "Hydrodynamic impact of
sandwich structures with vibration isolation
and structural damping properties", International Shipbuilding Progress, Vol. 58(1), pp
1-57.
Carrica, P.M., Wilson, R.V., Noack, R., Stern,

F., 2007, Ship motions using single-phase
level set with dynamic overset grids,
Computer & Fluids, Vol. 36, pp 1095
1111.
Blendermann, W., 1994, Parameter identification of wind loads on ships, Journal of

Wind Engineering and Industrial Aerodynamics, Vol. 51, pp 339-351.
Chen, Z.Y., Ren, H.-L., Li, H., Zhang, K.-H.,

2012, "Experimental and numerical analysis of bow slamming and whipping in different sea states", Journal of Ship Mechanics, Vol. 16(3), pp 246-253.
Bogaert, H., Brosset, L., Kaminski, M.L., 2010,

Interaction between wave impacts and corrugations of MarkIII Containment System
for LNG carriers: findings from the Sloshel
project, 20th ISOPE, Beijing, China.
Chiu, F.C., Tiao, W.C., Guo, J., 2007, Experimental study on the nonlinear pressure
acting on a high-speed vessel in regular
waves, Journal of Marine Science and
Technology, Vol. 12, pp 230-217.
Boom, H. van den, Hout, I. van der, Flikema,

M., 2008, Speed-Power Performance of
Ships during Trials and in Sevice,
SNAME Greek Section 2nd International
Symposium on Ship Operations, Management & Economics, Athens, Greece, pp 1-7.
Choi, H.I., Choi, Y.M., Kim, H.Y., Kwon,

S.H., Park, J.S., Lee, K.H., 2010, "A study
on the characteristic of piezoelectric sensor
in sloshing experiment", 20th ISOPE, Beijing China.
Bouscasse, B., Broglia, R., Stern, F., 2013,

Experimental investigation of a fast catamaran in head waves, Ocean Engineering,
Vol. 72, pp 318-330.
Chuang, Z.J. and Steen, S., 2013, Speed loss

of a vessel sailing in oblique waves, Ocean
Engineering, Vol. 64, pp 88-99.
Buchner, B. and van den Berg, J., 2013, Nonlinear Wave Reflection along the Side of
Ships leading to Green Water on Deck,
PRADS 2013, Changwon, Korea.
251
Clauss, G.F. and Klein, M., 2011, The New

Year Wave in a seakeeping basin: Generation, propagation, kinematics and dynamics, Ocean Engineering, Vol. 38, pp 16241639.
Doring, M., Oger, G., Alessandrini, B., Ferrant,

P., 2004, SPH Simulations of Floating
Bodies in Waves, 19th IWWWFB, Cortona, Italy.
Du, S.X., Hudson, D., Price, W.G., Temarel, P.,
2012, An investigation into the hydrodynamic analysis of vessels with a zero or
forward speed, Journal of Engineering for
the Maritime Environment, Vol. 226(2), pp
83-102.
Colicchio, G., Colagrossi, A., Lugni, C., Brocchini, M., Faltinsen, O.M., 2007, Challenges in the numerical investigation of the
flip-through, 9th International Conference
in Numerical Ship Hydrodynamics, Michigan, USA.
Faltinsen, O.M., Minsaas, K.J., Liapis, N.,

Skjrdal, S.O., 1980, Prediction of resistance and propulsion of a ship in a seaway,
13th Symposium on Naval Hydrodynamics,
Tokyo, Japan, pp 505-529.
Das, S. and Cheung, K.F., 2011, "Hydroelasticity of Marine Vessels Advancing in a Seaway", Proceedings of the 11th International
Conference on Fast Sea Transportation,
Hawaii, USA, pp. 192-200.
Faltinsen, O.M. and Sun, H., 2011, Dynamic

motions of planing vessels in head seas,
Vol. 16, pp 168-180.
Datta, R., Fonseca, N., Guedes Soares, C.,

2013, Analysis of the forward speed effects on the radiation forces on a Fast
Ferry, Ocean Engineering, Vol. 60, pp
136-148.
Fonseca, N., Ricardo, P., Guedes, S.C., Clauss,

G., Schmittner, C., 2010, Numerical and
experimental analysis of extreme wave induced vertical bending moments on a
FPSO, Applied Ocean Research, Vol. 32,
pp 374-390.
Det Norske Veritas (DNV), 2006, "Sloshing

analysis of LNG membrane tanks", Det
Norske Veritas (DNV), Classification
Notes.
Det Norske Veritas (DNV), 2010, Environmental conditions and environmental
loads, Recommended Practice DNV-RPC205.
French, B., Thomas, G., Davis, M., 2013,

Slam Occurrences and Loads of a HighSpeed Wave Piercer Catamaran in Irregular
Seas, Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment,
August, 2013.
Dommermuth, D.G., O'Shea, T.T., Wyatt,

D.C., Ratcliffe, T., Weymouth, G.D.,
Hendrikson, K.L., Yue, D.K.P., Sussman,
M., Adams, P., Valenciano, M., 2007, An
Application of Cartesian-Grid and Volumeof-Fluid Methods to Numerical Ship Hydrodynamics, 9th International Conference
in Numerical Ship Hydrodynamics, Michigan, USA.
French, B., Thomas, G., Davis, M.R., 2014,

Slam Characteristics of a High-Speed
Wave Piercing Catamaran in Irregular
Waves, International Journal of Maritime
Engineering, Vol. 156 (1), pp A-25 - A-36.
252
Fujii, H. and Takahashi, T., 1975, Experimental study on the resistance increase of a ship
in regular oblique waves, Proceedings of
the 14th ITTC, Ottawa, Canada, pp 351360.
Guo, B.J. and Steen, S., 2011, Evaluation of

added resistance of KVLCC2 in short
waves, Journal of Hydrodynamics, Vol.
23(6), pp 709-722.
Guo, B.J., Steen, S., Deng, G.B., 2012,
Seakeeping prediction of KVLCC2 in
head waves with RANS, Applied Ocean
Research, Vol. 35, pp 56-67.
Fujiwara, T. and Ueno, M., 2006, Cruising

performance of a large passenger ship in
heavy sea, 16th ISOPE, San Francisco,
USA.
Guo, L.-D., Sun, D.-P., Wu, H., 2012a, A new

numerical wave flume combining the 0-1
type BEM and the VOF method, Journal
of Hydrodynamics, Vol. 24(4), pp 506-517.
Gavory, T., 2005, "Innovative tools open up

new prospects for liquid motion model
tests", Proceedings of the Gastech, Bilbao,
Spain.
Halswell, P.K., Wilson, P.A., Taunton, D.J.,

Austen, S., 2011, "Design and performance
of inflatable boats: Flexibility and environmental considerations", Proceedings of the
9th HSMV Symposium, Naples, Italy.
Graczyk, M., Moan, T., Rognebakke, O., 2006,

Probabilistic Analysis of Characteristic
Pressure for LNG Tanks, Journal of Offshore Mechanics and Arctic Engineering,
Vol. 128, pp 133-144.
Gran, S., 1981, Statistical distributions of local impact pressures in liquid sloshing,
Norwegian Maritime Research, Vol. 9(2),
pp 2-12.
Hashimoto, H., Umeda, N., Matsuda, A., 2011,

Broaching prediction of a wave-piercing
tumblehome vessel with twin screws and
twin rudders, Journal of Marine Science
and Technology, Vol. 16, pp 448-461.
Greco, M., Bouscasse, B., Lugni, C., 2012, 3D seakeeping analysis with water on deck
and slamming. Part 2: Experiments and
physical investigation, Journal of Fluids
and Structures, Vol. 33, pp 148-179.
He, G. and Kashiwagi, M., 2012, Numerical

analysis of the hydroelastic behavior of a
vertical plate due to solitary waves, Journal of Marine Science and Technology,
Vol. 17, pp 154-167.
Grin, R., 2012, On the Prediction of Wave

Added Resistance with Empirical Methods, Proceedings of 11th IMDC Conference, Glasgow, UK, pp 313-324.
He, G. and Kashiwagi, M., 2013, HigherOrder BEM for Radiation Forces of a
Modified Wigley Hull with Forward
Speed, 23rd ISOPE, Anchorage, Alaska.
Guo, B.J. and Steen, S., 2010, Experiment on

added resistance in short waves, 28th
Pasadena, California.
Hong, S.Y. and Nam, B.-W., 2011, Analysis

of 2nd-Order Wave Force on Floating Bodies Using FEM in Time Domain, International Journal of Offshore and Polar Engineering, Vol. 21(1), pp 22-28.
253
Hu, C. and Kashiwagi, M., 2007, Numerical

and Experimental Studies on ThreeDimensional Water on Deck with a Modified Wigley Model, 9th International Conference in Numerical Ship Hydrodynamics,
Michigan, USA.
"Speed/power trials, part 2, analysis of

speed/power trial data".
IMO MEPC64/INF.6 29, 2012b, Additional
information on ITTC Recommended Procedure 7.5-04-01-01.2, "Speed/power trials,
part 2, analysis of speed/power trial data".
Hu, C., Kashiwagi, M., Sueyoshi, M., 2008,

Improvement towards High-Resolution
Computation on Strongly Nonlinear WaveInduced Motions of anActual Ship, 27th
Seoul, Korea.
Jacobi, G., Thomas, G., Davis, M.R., Davidson, G., 2014, An insight into the slamming behaviour of large high-speed catamarans through full-scale measurements
Vol. 19(1), pp 15-32.
Hughes, M.J. and Weems, K.M., 2011, TimeDomain Seakeeping Simulations for a High
Speed Catamaran with an Active Ride Control System, Proceedings of the 11th International Conference on Fast Sea Transportation, Hawaii, USA.
Ji, Y.M., Shin, Y.S., Park, J.S., Hyun, J.M.,

2012, Experiments on non-resonant sloshing in a rectangular tank with large amplitude lateral oscillation, Ocean Engineering, Vol. 50, pp 10-22.
Ichinose, Y., Tsujimoto, M., Shiraishi, K.,

Sogihara, N., 2011, Decrease of Ship
Speed in Actual Seas of a Bulk Carrier in
Full Load and Ballast Conditions, Journal
and Ocean Engineers, Vol. 15, pp 37-45.
Joncquez, S.A.G., 2009, Second-Order Forces

and Moments Acting on Ships in Waves,
PhD Thesis, Technical University of Denmark, Copenhagen, Denmark.
Kashiwagi, M. and Ohkusu, M., 1993, Study
on the Wave-Induced Steady Force and
Moment, Journal of The Society of Naval
Architects of Japan, Vol. 173, pp 185-194.
Iijima, K., Itamura, N., Fujikubo, M., 2011,

"Comparison of Long-term Fatigue Damage in Bulk Carrier, VLCC and Container
Carrier Subjected to Wave-induced Vibrations", Proceedings of the 11th International
Hawaii, USA, pp. 547-554.
Kim, B., Ryu, M.C., Jung, J.H., Shin, Y.S.,

2010, Identification of critical sea states
for sloshing model tests, Proceedings of
the Society of Naval Architects & Marine
Engineers, Washington, USA.
IMO MEPC.1/Circ.796 12, 2012, Interim

Guidelines for the Calculation of the Coefficient fw for Decrease in Ship Speed in a
Representative Sea Condition for Trial
Use.
Kim, H.I., Kwon, S.H., Park, J.S., Lee, K.H.,

Jeon, S.S., Jung, J.H., Ryu, M.C., Hwang,
Y.S., 2009, An Experimental Investigation
of Hydrodynamic Impact on 2-D LNGC
Models, 19th ISOPE, Osaka, Japan.
IMO MEPC64/4/15 29, 2012a, ITTC Recommended Procedure 7.5-04-01-01.2,
254
Kim, J.-H., Kim, K.-H., Lee, D.-Y., Jung, B.H., Kim, Y., 2013, "A Fully Coupled BEMFEM Analysis on Ship Structural Hydroelasticity and Experimental Validation",
PRADS 2013, Changwon, Korea, pp. 603611.
Kim, T. and Kim, Y., 2011a, Numerical

analysis on floating-body motion responses
in arbitrary bathymetry, Ocean Engineering, Vol. 62, pp 123-139.
Kim, Y., 2007, Experimental and numerical
analyses of sloshing flows, Journal of Engineering Mathematics, Vol. 58, pp 191210.
Kim, J.-H., Kim, Y., Kim, Y., Kim, K.-H.,

2013a, "Study on Ship Structural Hydroelasticity and Fatigue Assessment in Irregular Seaways", OMAE 2013, Nantes, France.
Kim, Y., Kim, S.Y., Yoo, W.J., 2010a, Statistical Evaluation of Local Impact Pressures
in Sloshing. 20th ISOPE, Beijing, China.
Kim, J.W., Tan, J.H.C., Magee, A., Wu, G.,

Paulson, S., Davies, B., 2013b, Analysis of
ringing response of a gravity based structure in extreme sea states, ASME 2013,
Nantes, France.
Kim, Y., Kim, S.Y., Kim, K.H., Chun, S.E.,

Suh, Y.S., Park, J.J., Hwang-Bo, S.M., Lee,
Y.J., 2011, Model-Scale Sloshing Tests for
an Anti-Sloshing Floating Blanket System,
21st ISOPE, Hawaii, USA.
Kim, K.-H., Bang, J.-S., Kim, J.-H., 2013c,

"Fully coupled BEM-FEM analysis for ship
hydroelasticity in waves", Journal of Marine Structures, Vol. 33, pp 71-99.
Kim, Y., Kim, Y., Liu, Y., Yue, D.K.P., 2007,

On the Water-Entry Impact Problem of
Asymmetric Bodies, 9th International
Conference in Numerical Ship Hydrodynamics, Michigan, USA.
Kim, K.H. and Kim, Y., 2011, Numerical

study on added resistance of ships by using
a time-domain Rankine panel method,
Ocean Engineering, Vol. 38, pp 1357-1367.
Kishev, Z.R., Hu, C., Kashiwagi, M., 2006,

Numerical simulation of violent sloshing
by a CIP-based method, Journal of Marine
Science and Technology, Vol. 11 pp 111122.
Kim, S., Kim, C-Y., Cronin, D., 2013d, Green

Water Impact Loads on Breakwaters of
Large Container Carriers, PRADS 2013,
Changwon, Korea.
Kitagawa,Y., Tanizawa,K., Tsukada,Y., 2014,

Development of an Experimental Methodology for Self-Propulsion Test with a
MarineDiesel Engine Simulator, Third Report Auxiliary Thruster System -, Proceeings of the 24th ISOPE conference,
Vol.3, pp 691-696.
Kim, S.Y., Kim, K.H., Kim, Y., 2012, Comparative Study on Model-Scale Sloshing
Tests, Journal of Marine Science and
Technology, Vol. 17(1) pp 47-58.
Kim, S. and Sung, Y.J. 2012, Numerical simulations of maneuvering and dynamic stability of a containership in waves, Proceedings of the 11th International Conference
on the Stability of Ships and Ocean Vehicles, Athens, Greece.
255
merical Ship Hydrodynamics, Gothenburg,

Sweden.
Kjellberg, M., Contento, G., Janson, C.E., 2011,

A Nested Domains Technique for a FullyNonlinear Unsteady Three-Dimensional
Boundary Element Method for FreeSurface Flows with Forward Speed, 21st
ISOPE, Hawaii, USA.
Larsson, L., Stern, F., Visonneau, M., 2011,

CFD in Ship Hydrodynamics Results of
the Gothenburg 2010 Workshop, MARINE 2011 IV International Conference
on Computational Methods in Marine Engineering, Lisbon, Portugal.
Koning, J. and Kapsenberg, G., 2012, Full

scale container ship cross section loads First results, Hydroelasticity in marine
technology, Tokyo, Japan.
Larsson, L., Stern, F., Visonneau, M., 2014,

Numerical Ship Hydrodynamics an assessment of the Gothenburg 2010 Workshop, Springer.
Korobkin, A.A., 2011, Semi-analytical approach in Generalized Wagner Model,

26th IWWWFB, Athens, Greece.
Korobkin, A.A., 2013, Wagner-type models
of water impact with separation for a finite
wedge, 28th IWWWFB, Marseille,
France.
Lavroff, J., Davis, M., Holloway, D., Thomas,

G., 2013, Wave Slamming Loads on
Wave-Piercer Catamarans Operating at
High-Speed Determined by Hydroelastic
Segmented Model Experiments, Marine
Structures, Vol. 33, pp. 120-142.
Kuo, J.F., Campbell, R.B., Ding, Z., Hoie,

S.M., Rinehart, A.J., Sandstrm, R.E.,
Yung, T.W., Greer, M.N., Danaczko, M.A.,
2009, LNG Tank Sloshing Assessment
Methodology The New Generation, 19th
ISOPE, Osaka, Japan.
Lloyds Register (LR), 2009, Sloshing Assessment Guidance Document for Membrane Tank LNG Operations, Lloyds
Register (LR), Classification Notes.
Loysel, T., Chollet, S., Gervaise, E., Brosset,
L., De Seze, P.-E., 2012, "Results of the
First Sloshing Model Test Benchmark",
22nd ISOPE, Rhodes, Greece.
Kuroda, M., Tsujimoto, M, Fujiwara, T., Ohmatsu, S., Takagi, K., 2008, Investigation
on Components of Added Resistance in
Short Waves, Journal of the Japan Society
of Naval Atchtects and Ocean Engineers,
Vol. 8, pp 141-146.
Maillard, S. and Brosset, L., 2009, Influence

of Density Ratio between Liquid and Gas
on Sloshing Model Test Results, 19th
ISOPE, Osaka, Japan.
Kuroda, M., Tsujimoto, M., Sogihara, N.,

2012, Onboard Measurement for a Container Ship in view of Container Load Condition, Journal of the Japan Society of Naval Atchtects and Ocean Engineers, Vol.
15, pp 29-35.
Maruo, H., 1960, The drift of a body floating

on waves, Journal of Ship Research, Vol.
4, pp 1-10.
Mathiesen, J., 1976, Sloshing loads due to
random pitching, Norwegian Maritime Research, Vol. 4(3), pp 2-13.
Larsson, L., Stern,F., Visonneau, M., 2010,

Gothenburg 2010: A Workshop on Nu-
256
Matsubara, S., Thomas, G., Davis, M.R., Holloway, D.S., Roberts, T., 2011, "Influence
of Centrebow on Motions and Loads of
High-Speed Catamarans", Proceedings of
the 11th International Conference on Fast
Sea Transportation, Hawaii, USA, pp 661668.
Nan, X. and Vassalos, D., 2012, A three dimensional numerical study for ship motion
in waves with forward speed, Proceedings
of the 11th International Marine Design
Conference, Glasgow, UK.
Nippon Kaiji Kyokai (NK), 2010, Guideline
for the Technical Appraisal of Ship Performance in Actural Seas, Nippon Kaiji
Kyokai (NK), Classification Notes, pp 1-27.
Maximo, R., Ruggeri, F., Mueller, C., 2012,

Parametric Design Tool Considering Integrated Seakeeping, Stability and Wave Resistance of a High Speed Trimaran Vessel,
Proceedings of the 8th International Conference on High-Performance Marine Vehicles (HIPER), Mlheim an der Ruhr, Germany.
Nitin, R., Tam, T., Krish, T., Dominique, R.,

Robert, K.M., Timothy, F., 2010, The Effect of Sampling Rate on the Statistics of
Impact Pressure, OMAE 2010, Shanghai,
China.
Moctar, B., Kaufmann, J., Ley, J., Oberhagemann, J., Shigunov, V., Zorn, T., 2010,
Prediction of ship resistance and ship motions using RANSE, Gothenburg 2010: A
workshop on CFD in Ship Hydrodynamics,
Gothenburg, Sweden, pp 495-505.
Ogawa, Y., Kitamura, O., Toyoda, M., 2012,

A study for the statistical characteristic of
slamming induced vibration of large container ship, Hydroelasticity in Marine
Technology, Tokyo, Japan.
Oger, G., Brosset, L., Guilcher, P.-M., Jacquin,
E., Deuff, J.-B, Le Touz, D., 2009, Simulations of Hydro-elastic Impacts Using a
Parallel SPH Model, 19th ISOPE, Osaka,
Japan.
Monroy, C., Ducrozet, G., Roux de Reilhac, P.,

Gentaz, L., Ferrant, P., Alessandrini, B.,
2009, RANS Simulations of Ship Motions
in Regular and Irregular Head Seas using
the SWENSE Method, 19th ISOPE,
Osaka, Japan.
Oger, G., Doring, M., Alessandrini, B., Ferrant,

P., 2006, Two-dimensional SPH Simulations of Wedge Water Entries, Journal of
Computational Physics, Vol. 213, pp 803822.
Mortola, G., Incecik, A., Turan, O., Hirdaris, S.,

2011, Large Amplitude Motions and
Loads Using a Non-linear 2D Approach,
26th IWWWFB, Athens, Greece.
Oger, G., Rousset, J.M., Le Touz, D., Alessandrini, B., Ferrant, P., 2007, SPH simulations of 3-D slamming problems, 9th International Conference in Numerical Ship
Hydrodynamics, Michigan, USA.
Nam, B.W. and Kim, Y., 2006, Simulation of

Two-Dimensional Sloshing Flows by SPH
Method, 16th ISOPE, San Francisco, California, USA.
257
Ommani, B. and Faltinsen, O.M., 2011, Study

on Linear 3D Rankine Panel Method for
Prediction of Semi-Displacement Vessels
Hydrodynamic Characteristics at High
Speed, Proceedings of the 11th International Conference on Fast Sea Transportation, Hawaii, USA.
Pistani, F., and Thiagarajan, K., 2010, "Set-up

of a Sloshing Laboratory at the University
of Western Australia", 20th ISOPE, Beijing,
China.
Rahaman, M. and Akimoto, H., 2012, Analysis of the Mechanism of Slamming on the
Bow Flare Region of a Container Ship Using RaNS CFD Method, 22nd ISOPE,
Rhodes, Greece.
Orihara, H. and Miyata, H., 2003, Evaluation

of added resistance in regular incident
waves by computational fluid dynamics
motion simulation using an overlapping
grid system, Journal of Marine Science
and Technology, Vol. 8, pp 47-60.
Rijkens, A.A.K., 2013, Improving the sea

keeping behaviour of fast ships using a proactive ride control system, Proceedings of
Sea Transportation, Amsterdam, Netherlands.
Panciroli, R., 2012, Water entry of flexible

wedges: Some issues on the FSI phenomena, Applied Ocean Research Vol. 39, pp
7274.
Rijkens, A.A.K., Keuning, J.A., Huijsmans,

R.H.M., 2011, A computational tool for
the design of ride control systems for fast
planing vessels International Shipbuilding
Progress, Vol. 58, pp 165190.
Paredes, R., Imas., L., 2011, "Application of

SPH in Fluid-Structure Interaction Problems Involving Free-surface Hydrodynamics", Proceedings of the 11th International
Hawaii, USA, pp 200-208.
Riley, M.R., Coats, T., Haupt, K., Jacobson,

D., 2011, Ride Severity Index A New
Approach to Quantifying the Comparison
of Acceleration Responses of High-Speed
Craft, Proceedings of the 11th International Conference on Fast Sea Transportation, Hawaii, USA.
Pastoor, W., Tveitnes, T., Valsgrd, S., Sele,

H.O., 2004, Sloshing in Partially filled
LNG Tanks an Experimental Survey,
Offshore Technology Conference, Houston,
Texas, USA.
Rose, C.J., Weil, C.R., Troesch, A.W., 2011,

Planing Craft Acceleration Prediction Using Vibro-Impact Methodology, Proceedings of the 11th International Conference
on Fast Sea Transportation, Hawaii, USA.
Peric, M. and Schreck, E., 2012, Simulation of

extreme motion of floating bodies using
overlapping grids, NuTTS2012: 15th Numerical Towing Tank Symposium, Cortona,
Italy.
Ryu, M.C., Jung, J.H., Jeon, S.S., Hwang, Y.S.,

Han, S.K., Kim, Y.S., Cho, T.I., Kwon,
S.H., 2009, Reference Load for a Conventional 138K CBM LNG Carrier in a Comparative Approach, OMAE 2009, Honolulu, Hawaii, USA.
Piro, D.J. and Maki, K.J., 2011, "Hydroelastic

Wedge Entry and Exit", Proceedings of the
11th International Conference on Fast Sea
Transportation, Hawaii, USA, pp 653-660.
258
Sadat-Hosseini, H., Wu, P., Carrica, P.M.,

Kim, H., Toda, Y., Stern, F., 2013, CFD
verification and validation of added resistance and motions of KVLCC2 with fixed
and free surge in short and long head
waves, Ocean Engineering, Vol. 59, pp
240-273.
Simonsen, C.D., Otzen, J.F., Joncquez, S.,

Stern, F., 2014, EFD and CFD for KCS
heaving and pitching in regular head
waves, Journal of Marine Science and
Technology, Vol. 18, pp 435-459.
Skejic, R. and Faltinsen, O.M., 2013, Maneuvering Behavior of Ships in Irregular
Waves, OMAE 2013, Nantes, France.
Salvesen, N., Tuck, E.O., Faltinsen, O.M.,

1970, Ship Motions and Sea Loads,
Transactions of Society of Naval Architects
and Marine Engineers, Vol. 78, pp 250-279.
Soding, H., Shigunov, V., Schellin, T.E., el

Moctar, O., Walter, S., 2012, Computing
added resistance in waves Rankine panel
method vs RANSE method, NuTTS2012:
15th Numerical Towing Tank Symposium,
Cortona, Italy.
Senjanovi, I., Hadi, N., Bigot, F., 2013,

"Finite element formulation of different restoring stiffness issues in the ship hydroelastic analysis and their influence on response", Ocean Engineering, Vol. 59, pp
198-213.
Sogihara, N., Ueno, M., Fujiwara, T., Tsujimoto, M., Sasaki, N., 2011, Onboard
Measurement for Verification of a Calculation Method on Decrease of Ship Speed for
a RoRo Cargo Ship and an Oil Tanker,
21st ISOPE, Hawaii, USA.
Senjanovi, I., Hadi, N., Tomi, M., 2011,

"Investigation of Restoring Stiffness in the
Hydroelastic Analysis of Slender Marine
Structures", Journal of Offshore Mechanics
and Arctic Engineering, Vol. 133(3).
Sogihara, N., Ueno, M., Hoshino, K., Tsujimoto, M., Sasaki, N., 2010, Verification of
Calculation Method on Ship Performance
by Onboard Measurement, 20th ISOPE,
Beijing, China.
Seo, M.G., Lee, J.H., Yang, K.K., Kim, K.H.,

Kim, Y., 2013, Analysis of added resistance: comparative study on different methodologies, OMAE 2013, Nantes, France.
Song, M-J., Kim, K.-H., Kim, Y., 2011, Numerical analysis and validation of weakly
nonlinear ship motions and structural loads
on a modern containership, Ocean Engineering, Vol. 38(1), pp 77-87.
Seo, M.G., Park, D.M., Kim, K.H., Kim, Y.,

2012, Computation on Added Resistance
Based on Near-Field and Far-Field Methods, 22nd ISOPE, Rhodes, Greece.
Shao, Y-L. and Faltinsen, O.M., 2012, A numerical study of the second-order wave excitation of ship springing in infinite water
depth, Journal of Engineering for the
Maritime Environment, Vol. 226(2), pp
103-119.
Specialist Committee on Performance of Ships

in Service 27th ITTC, 2012, Speed and
Power Trials Analysis of Speed/Power Trial
Data, ITTC Recommended Procedures
and Guidelines.
259
Stenius, I., Rosn, A., Battley, M., Allen, T.,

Pehrson, P., 2011, "Hydroelastic Effects in
Slamming Loaded Panels". Proceedings of
Sea Transportation, Hawaii, USA, pp. 644652.
Thomas, G., Matsubara, S., Davis, M.R.,

French, B., Lavroff, J., Amin, W., 2012,
Lessons learnt through the design, construction and testing of a hydroelastic
model for determining motions, loads and
slamming behaviour in severe sea states,
Hydroelasticity in marine technology, Tokyo, Japan.
Sueyoshi, M., 2004, Numerical Simulation of

Extreme Motions of a Floating Body by
MPS Method, Proceedings of the Joint International Conference of OCEANS04 and
TECHNO-OCEAN, Kobe, Japan.
Thomas, G., Winkler, S., Davis, M.R., Holloway, D., Matsubara, S., Lavroff, J., French,
B., 2011, Slam events of high-speed catamarans in irregular waves, Journal of Marine Science and Technology, Vol. 16, pp
8-21.
Sueyoshi, M., Kishev, Z.R., Kashiwagi, M.,

2005, A Particle Method for Impulsive
Loads Caused by Violent Sloshing, 20th
IWWWFB, Spitsbergen, Norway.
Tiao, W.C., 2011, Experimental investigation

of nonlinearities of ship responses in head
waves, Applied Ocean Research, Vol. 33,
pp 60-68.
Swidan, A., Amin, W., Ranmuthugala, D.,

Thomas, G., Penesis, I., 2013, Numerical
prediction of symmetric water impact loads
on wedge shaped hull form using CFD,
World Journal of Mechanics, Vol. 3(8).
Tong, X.-W., Li, H., Ren, H.-L., 2013, A hybrid approach applied to fast calculating the
time-domain ship motions, Journal of Ship
Mechanics, Vol. 17(7), pp 756-762.
Tanizawa, K., Kitagawa, Y., Takimoto, T.,

Tsukada, Y., 2012, Development of an
Experimental Methodology for SelfPropulsion Test With a Marine Diesel Engine Simulator, International Journal of
Offshore and Polar Engineering, Vol.23,
No.3, pp. 197204
Tsujimoto, M., Kuroda, M., Shibata, K., Sogihara, N., Takagi, K., 2009, On a Calculation of Decrease of Ship Speed in Actual
Seas, Journal of the Japan Society of Naval Atchtects and Ocean Engineers, Vol. 9,
pp 79-85.
Tello, M., Ribeiro e Silva, S., Guedes Soares,

C., 2011, Seakeeping performance of fishing vessels in irregular waves, Ocean Engineering, Vol. 38(5-6), pp 763-773.
Tsujimoto, M., Kuroda, M., Shiraishi, K., Ichinose, Y., Sogihara, N., 2012, Verification
on the Resistance Test in Waves Using the
Actual Sea Model Basin, Journal of the
Japan Society of Naval Atchtects and
Ocean Engineers, Vol. 16, pp 33-39.
Tsujimoto, M., Sasaki, N., Takagi, K., 2011,
On the Evaluation Method of Ship Performance for Blunt Ships, Journal of the
Japan Society of Naval Atchtects and
Ocean Engineers, Vol. 15, pp 21-27.
260
Tsujimoto, M., Sasaki, N., Takagi, K., 2012a,

On the Evaluation Method of Ship Performance for Blunt Ships - Extension of 10
mode Index for Ships, Journal of the Japan
Society of Naval Atchtects and Ocean Engineers, Vol. 15, pp 21-27.
Wang, J. and Xie, B., 2012, A simplified

method for predicting global motion of
moored semi-submersible platforms, 22nd
ISOPE, Rhodes, Greece.
Wang, X.L., Gu, X.K., Hu, J.J., Xu, C., 2012,
Investigation of sloshing an its effects on
global responses of a large LNG carrier by
experimental method, Journal of Ship Mechanics, Vol. 16(12), pp 1394-1401.
Tsujimoto, M., Shibata, K., Kuroda, M., Takagi, K., 2008, A Practical Correction
Method for Added Resisitance in Waves,
Journal of the Japan Society of Naval
Atchtects and Ocean Engineers, Vol. 8, pp
147-154.
Wemmenhove, R., Iwanowski, B., Lefranc, M.,

Veldman, A.E.P., Luppes, R., Bunnik, T.,
2009, Simulation of Sloshing Dynamics in
a Tank by an Improved Volume-of-Fluid
Method, 19th ISOPE, Osaka, Japan.
Visonneau, M., Queutey, P., Leroyer, A.,

Deng, G.B., Guilmineau, E., 2008, Ship
Motions in Moderate and Steep Waves with
an Interface Capturing Method, 8th ICHD,
Nantes, France, pp.485492.
Weymouth, G.D. and Yue, D.K.P., 2013,

Physics-Based Learning Models for Ship
Hydrodynamics, Journal of Ship Research,
Vol. 57(1), pp 1-12.
Walree, F. van, 2012, Development and validation of a time domain seakeeping code
for a destroyer hull form operating in extreme sea states, Proceedings of the 11th
International Conference on the Stability of
Ships and Ocean Vehicles, Athens, Greece.
White, N., Wang, Z., Lee, Y., 2012, "Guidance

Notes on Whipping and Springing Assessment", Proceedings of the 11th International Marine Design Conference (IMDC
2012), Glasgow, UK.
Walree, F. van and de Jong, P., 2011, Validation of a Time Domain Panel Code for High
Speed Craft operating in Stern Quartering
Seas, Proceedings of the 11th International
Hawaii, USA.
Wu, M.K., Lehn, E., Moan, T., 2012, Design

of segmented model for ship seakeeping
tests with hydroelastic effects, Hydroelasticity in marine technology, Tokyo ,Japan.
Wu, M.K. and Stambaugh, K., 2013, "Experimental And Numerical Study Of Hydroelastic Responses In A High-Speed Vessel",
Proceedings of the 12th International Conference on Fast Sea Transportation, Amsterdam, Netherlands.
Walree, F. van and Turner, T., 2013, Development And Validation Of A Time Domain
Panel Code For Prediction Of Hydrodynamic Loads On High Speed Craft, Proceedings of the 12th International Conference on Fast Sea Transportation, Amsterdam, Netherlands.
Xie, N. and Vassalos, D., 2012, Evaluation of

the m-terms and 3D ship motions in
waves, Journal of Ship Mechanics, Vol.
16(9), pp 971-979.
261
Xu, G., Duan, W.-Y., 2013, Time-domain

simulation of wavestructure interaction
based on multi-transmitting formula coupled with damping zone method for radiation boundary condition, Applied Ocean
Research, Vol. 42, pp 136-143.
Yung, T.W., Ding, Z., He, H., Sandstrm, R.E.,

2009, "LNG Sloshing: Characteristics and
Scaling Laws," International Journal of
Offshore and Polar Engineering, Vol. 19(4),
pp 264-270.
Zaraphonitis, G., Grigoropoulos, G.J., Damala,
D.P., Mourkoyannis, D., 2011, Seakeeping
Analysis of a Medium-Speed Twin-Hull
Containership, Proceedings of the 11th International Conference on Fast Sea Transportation, Hawaii, USA.
Yamada, Y., Takami, T., Oka, M., 2012, Numerical Study on the Slamming Impact of
Wedge Shaped Obstacles considering
Fluid-Structure Interaction (FSI), 22nd
ISOPE, Rhodes, Greece.
Yan, S. and Ma, Q.W., 2011, Fully Nonlinear
Hydrodynamic Interaction Between Two
3D Floating Structures in Close Proximity,
International Journal of Offshore and Polar
Engineering, Vol. 21(3), pp 662-669.
Zhang, S., Weems, K., Lin, W.-M., 2011,

Solving Nonlinear Wave-Body Interaction
Problems with the Pre-Corrected Fast Fourier Transform (pFFT) Method, Proceedings of the 11th International Conference
on Fast Sea Transportation, Hawaii, USA.
Yang, J., Kim, S., Park, J.S., Jung, B-H., Lee

T-L., 2013, Numerical Analysis for
Slamming Impact Loads and Dynamic
Structural Responses of a Containership
PRADS 2013, Changwon, Korea.
Zhang, Y., Wang, X., Tang, Z., Wan, D., 2013,

Numerical Simulation of Green Water Incidents Based on Parallel MPS Method,
23rd ISOPE, Anchorage, Alaska, USA.
Yang, K.K., Nam, B.W., Lee, J.H., Kim, Y.,

2013a, Numerical Analysis of LargeAmplitude Ship Motions Using FV-based
Cartesian Grid Method, International
Journal of Offshore and Polar Engineering,
Vol. 23(3), pp 186-196.
Zhao, W.-H., Hu, Z.-Q., Yang, J.-M., Wei, Y.F., 2011, Investigation on sloshing effects
of tank liquid on the FLNG vessel responses in frequency domain, Journal of
Ship Mechanics Vol.15(3), pp 227-237.
Zhao, X.Z. and Hu, C.H., 2012, Numerical
and experimental study on a 2-D floating
body under extreme wave conditions, Applied Ocean Research, Vol. 35, pp 1-13.
You, J. and Faltinsen, O.M., 2012, A 3D Fully

Nonlinear Numerical Wave Tank with a
Moored Floating Body in Shallow Water,
22nd ISOPE, Rhodes, Greece.
Yu, L., Ma, N., Gu, X., 2012, Ship dynamic
stability in rough seas, Proceedings of the
11th International Conference on the Stability of Ships and Ocean Vehicles, Athens,
Greece.
262
Ocean Engineering Committee

1.
GENERAL
1.1
Samsung
Heavy
Industries,
Geoje
Shipyard, Korea, December 2011.
MARINTEK,
Trondheim,
Norway,
September 2012.
Ecole Centrale de Nantes, France, June
2013.
Shanghai Jiao Tong University, China,
February 2014.
The members of the Ocean Engineering

Committee of the 27th International Towing
Tank Conference were as follows:
Prof. Wei Qiu (Chairman), Memorial
University of Newfoundland, Canada
Mr. Halvor Lie (Secretary), MARINTEK,
Norway
Dr. Jean-Marc Rousset, Ecole Centrale de
Nantes, France
Dr. Dong-Yeon Lee, Samsung Ship Model
Basin, Korea
Prof. Sergio H. Sphaier, Federal University
of Rio de Janeiro, Brazil
Prof. Longbin Tao University of
Newcastle upon Tyne, United Kingdom
Prof. Xuefeng Wang, Shanghai Jiao Tong
University, China
Dr. Takashi Mikami, Akishima Laboratory
(MITSUI ZOSEN) Inc., Japan
Dr. Viacheslav Magarovskii, Krylov
Shipbuilding Research Institute, Russia
Four Committee
respectively at:
meetings
were
1.2
Tasks Based on the Recommendation

of 26th ITTC
Update the state-of-the-art for predicting

the behavior of bottom founded or
stationary floating structures including
moored and dynamically positioned ships
emphasizing developments since the 2011
- The
potential
impact
of
new
technological developments on the ITTC
- New experimental techniques and
extrapolation methods
- New benchmark data
- The
practical
applications
of
computational methods to prediction and
scaling
- The need for R&D for improving
methods
of
model
experiments,
numerical modeling and full scale
measurements.
held
263
Review ITTC Recommended Procedures

relevant to ocean engineering
1.3
Structure of the Report
The work carried out by the Committee is

presented as follows:
- Identify any requirements for changes in

the light of current practice, and, if
approved by the Advisory Council.
Identify the need for new procedures and
outline the purpose and content of these.
2. State of the Art Reviews

Section 2.1: Predicting the Behaviour of
Stationary Floating Structures and Ships
Section 2.2: Predicting the Behaviour of
Dynamically Positioned Structures
Section 2.3: Highly Nonlinear Effects on
Ocean Structures
Section 2.4: Predicting Vortex Induced
Vibrations and Vortex Induced Motions
Section 2.5: New Experimental Techniques
Section 2.6: New Extrapolation Methods
Section 2.7: Practical Applications of
Computational Methods to Prediction and
Scaling
Section 2.8: Improving Method of Model
Experiments, Numerical Methods and FullScale Measurements
Complete the VIV and VIM guidelines and

benchmark study initialized by the
Specialist Committee in Vortex Induced
Vibrations of the 26th ITTC. The report on
the benchmark test shall include clear
definition of all the test parameters.
Complete and report on the wave run-up
benchmark study for a single cylinder.
Carry out a wave run-up benchmark study
for cases of four columns using the
experimental data from MARINTEK.
Investigate and report on the thrusterthruster interaction, ventilation and their
scaling for DP systems.
3. Review of Existing Procedures
Investigate and report on physical and

numerical modeling of vessels in side-byside operations with an emphasis on wave
elevation in the gap.
Section 3 reviews the procedures, 7.5-0207-03.1

Floating
Offshore
Platform
Experiments,
7.5-02-07-03.2
Analysis
Procedure for Model Tests in Regular Waves
and 7.5-02-07-03.3 Model Tests on TankerTurret Systems, and addresses the need for new
procedures.
Investigate and report on motions of large

vessels and floating structures in shallow
water.
New Documentation
Jointly organize and participate in the joint

ISSC/ITTC workshop on uncertainty in
measurement and prediction of wave loads
and responses.
Section 4 discusses the development of

guideline for VIV and VIM model tests.
Section 5 presents numerical benchmark
studies of VIV.
264
Section 6 presents benchmark studies of

wave run-up for cases of single and four
columns.
Section 7 discusses the investigation of
thruster-thruster interaction, ventilation and
their scaling effect for dynamic positioning
(DP) systems.
Section 8 presents the study of physical and
numerical modeling of vessels in side-byside operations.
Section 9 discusses the motions of large
ships and floating structures in shallow
water.
Section 10 summarizes the outcome of the
first joint ISSC/ITTC workshop on
uncertainties in measurement and prediction
of wave loads and responses.
waves, current and wind including vortexinduced-motion (VIM). The wave and current
interactions is also an important issue for the
spar platform.
VIM of spars has been studied by many
researchers using numerical and experimental
methods. Gonalves et al. (2012) applied the
Hilbert-Huang Transform Method to analyse
VIM of a mono-column platform and showed a
good agreement compared to that from the
traditional analysis. Gonalves et al. (2012a)
presented an overview of relevant aspects on
VIM of spars and mono-column platforms and
showed that the loading condition had the
largest impact on VIM responses because the
low aspect ratio promotes large 3D effects on
the vortex shedding.
Conclusions and Recommendations

Sections 11 and 12 present the conclusions
and recommendations, respectively.
2.
STATE OF THE ART REVIEWS
2.1
Stationary Floating Structures and

Ships
2.1.1
Spar Platforms
Majority of the new field developments

using Spar platforms have been in deepwater
offshore regions. There are many technical
challenges with deployment and operation in
deep or ultra-deep water, typically including
the design and construction of drilling and
production facilities to withstand the harsh
deepwater environment and regulatory issues
that arise from operations at these depths.
Figure 2.1.1.1 Sketch of S-Spar (Sun and

Huang, 2012)
Lefevre et al. (2013) presented CFD studies
on the VIM of a spar using STAR-CCM+. The
numerical solutions were compared with model
test results. Good agreement was found.
Guidelines on computing spar motions, the use
of turbulence models, mesh resolutions and the
choice of time step were given for CFD
simulations of spar VIM. Constantinides and
Research has been carried out particularly

to address the global motions of spar hulls in
265
instability regions and the maximum roll

amplitudes.
Oakley (2013) simulated the VIM of a truss

spar using AcuSolve. A cylindrical domain and
a specialized boundary condition were used to
avoid the creation of separate setups for each
heading in the spar design phase.
New design concepts have also been

developed. Sun and Huang (2012) developed a
new spar concept called "S-Spar" (Figure
2.1.1.1). The "S-Spar" combined the features of
classic spars and truss spars. Numerical
predictions were performed using the panel
method. The new concept led to smaller wave
forces and motions than those of the classic
spars.
A JIP has recently been set up to

specifically address VIM. The project started at
summer 2013 and will be completed by
summer 2016. MARIN and USP will carry out
model tests as well as CFD computations.
Comprehensive benchmark data will be
produced from the model tests for the
validation of numerical simulations.
2.1.2 TLPs
Efforts have been made to investigate the

responses of spars in waves and current.
Murray et al. (2012) conducted a model test
campaign on a 1:50 Radial Wellbay Spar
(RAW Spar) at the OTRC, Texas A&M
University. The model test results were
compared with numerical simulations by
ABAQUS based a semi-empirical model by
Muehlner et al. (2012b). Kurian et al. (2013)
conducted experimental and numerical study
on the truss spar subjected to long and short
crested waves. The numerical solutions agreed
well with the experimental results. Lower
responses were also observed for short crested
waves. Zhang et al. (2012) conducted model
tests and investigated the added mass
coefficients of a truss spar. In the model tests,
the truss spar was subjected to uniform current.
It was found that the added mass coefficients
decrease with the reduced velocity increased.
Hong et al. (2013) presented an experimental
study on the motion of a 1/100 scaled model of
a spar-type floating platform. The effect of test
conditions, e.g., the center of gravity, mooring
stiffness and the fairlead location were
investigated. Rodriguez and Neves (2012)
studied the nonlinear instabilities of spar
platforms in waves with a focus on the
parametric resonance phenomenon. Parametric
Amplification
Domains
(PADs)
were
computed, showing the boundaries of the
In the past three years, research has been

carried out on TLPs using experimental and
numerical methods focusing on motions and
loads on tethers due to air-gap and wave impact
on deck.
Some of the results of the Cooperative
Research on Extreme Seas and their impacT
(CresT) JIP are presented and discussed in the
work of Hagen (2011), Bitner-Gregersen
(2011), Hennig et al. (2011), Forristal (2011),
and Forristal and Aubult (2013) in the 30th and
32nd OMAE Conferences. Figure 2.1.2.1
shows the TLP model used in the CresT JIP.
Figure 2.1.2.1 The TLP Model Used in

CresT (Henning et al., 2011)
Hagen (2011) discussed the wave
nonlinearities that might lead to unrealistically
low estimates of the extreme tether tension for
266
the wave measurements for a TLP. The secondorder theory gave marginal improvements and
is therefore not recommended.
the TLP, especially those related to wave-indeck events. The 100-year return period value
was shown to increase considerably if the
nonlinearities beyond the second order are
included.
Based on extensive model tests, Gaidai et

al. (2012) proposed another method for
estimating the extreme value statistics of airgap for a TLP subjected to random events. The
method used only the area extreme value at
each point to obtain a robust identification of
the crossing rate function that determines the
extreme value distribution. It was shown that
this method can lead to an accurate prediction
by using much less data in comparison with the
conventional statistical procedure.
Bitner-Gregersen (2011) presented the

reliability assessment of air-gap of the TLP in
extreme waves. The study showed the effects
of wave nonlinearity, diffraction and radiation
by the TLP, spatial variations of crest statistics,
deck heights and sea water level variations.
Based on a stochastic model, sensitivity studies
were carried out to identify the importance of
parameters on the probability of failure.
Uncertainties related to the analyses were
identified and ranked.
Johannessen (2011) investigated the highfrequency loading and the response of a TLP in
irregular steep waves. By comparing the model
test results of tether loadings, it was concluded
that the weakly nonlinear methods seem to be
incapable of estimating the excitation at very
high frequencies, while a much simpler
impulse formulation gave a better estimate of
horizontal excitations at these high frequencies.
Hennig et al. (2011) reported some results

of extreme wave loads and responses observed
in the model tests of the TLP. It was concluded
that the wetted deck area, depending on the
type of wave impact, wave-in-deck event and
design variation, affect significantly the actual
responses of the TLP. The effect of the wave
short-crestedness on extreme loading was also
assessed.
Muehlner et al. (2012a) investigated the

effect of high-frequency oscillations of a TLP
on the fatigue of its tendons by direct
calculations in time domain. The coupled
analysis of the TLP with tendons and risers was
carried
out
by
considering
several
nonlinearities, including large displacements,
finite wave height, viscous drag, higher-order
wave effects, and variable added mass of the
TLP columns. The analysis results showed that
the fatigue damage due to high-frequency
oscillations in the tendons was significant.
Based on the JIP experimental results,

Forristal (2011) showed that the maximum
crest heights in an area are greater than those at
a single point. This work also stated that
Piterbargs theory (Piterbarg, 1996) can
accurately predict this behavior. Model tests
showed that the short-term statistics of the
diffracted waves under a TLP have the same
form as that of the incident waves. Based on
these evidences, the author proposed a method
for the calculation of air-gap. More recently,
also in the context of the CresT JIP, Forristal
and Aubult (2013) analyzed the effect of wave
diffraction on the measured wave heights under
the deck of the TLP. The results demonstrated
that the first-order diffraction theory can be
used to find the wave heights under the deck of
the TLP, and it should also be used to correct
Mansour et al. (2013) investigated the

design aspects of TLP tendon and tendon
foundation systems. The study involved the
numerical simulation of progressive failure of
tendons in cyclonic events. The TLP responses
during the transition from the restrained
condition (TLP with all tendons) to the free-
267
floating condition have been numerically

simulated and verified against model test
results. The paper presents two approaches
concerning the design of TLPs. The first
approach involves the design the TLP hull in
case of progressive failure of the tendon
system. The second approach concerns the
design of a TLP Gravity Base Foundation
(GBF) system so that the TLP is less reliant on
the soil suction even in the survival condition.
Relatively new TLP concepts have also
been proposed and studied. Chandrasekaran et
al. (2011) investigated a relatively new
platform concept for ultra deepwater offshore
exploration by using an experimental approach.
The platform, Triceratops, combines the
characteristics of TLP and spar, and consists of
deck structure supported by three buoyant leg
structures (BLS) connected through ball joints.
Model tests in regular waves showed that the
compliancy of ball joints affects significantly
the responses and tether tensions. Only surge
motions are transferred from the BLS to the
deck. Figure 2.1.2.2 shows a typical
triceratops.
Figure 2.1.2.2 The Triceratops Concept

(Chandrasekaran et al., 2011)
Rao et al. (2012) performed a
hydrodynamic analysis of a relatively new
concept of a TLP, namely Tension Based
Tension Leg Platform (TBTLP) (see Figure
2.1.2.3), which was proposed for much deeper
water than the conventional TLPs. Time series
of free vibration and response amplitude
operators (RAOs) have been obtained and
compared for three different cases of TLPs
with and without tension base in various water
depths. The efficacy of the provision of a
tension base has been proved by comparing the
RAOs.
More recently, Srinath and Chandrasekaran
(2013) investigated the influence of perforated
members on the dynamic response of TLPs
through model testing. Experiments in regular
unidirectional waves showed that surge and
pitch response amplitudes decrease in the
presence of retrofitting perforated cylindrical
members. Depending on the wave period, the
reduction may vary from 4% to 25%.
268
expensive heavy lift vessels. The partially

assembled tendon is then incrementally pulled
out through a stinger at the barge stern and
secured with a holdback clamp so that the next
tendon joint can be connected. The process
repeats itself until the whole tendon is
assembled and deployed. The tendon is then
upended to a vertical configuration and
connected to a TLP or a foundation pile.
Rijken (2013) provided two engineering
solutions for the installation of TLPs under
swell conditions. These methodologies aim to
reduce heave motions either by installing heave
plates or by temporarily decreasing the
waterplane area. Both methods reduce the
heave RAOs when the wave period is greater
than 12 s, and they may be applicable to
situations where the installation window may
contain prolonged periods of persistent swell.
Figure 2.1.2.3 The TBTLP Concept

(Rao et al., 2012)
In terms of hydrodynamic behavior of

TLPs, some interesting work has been
published. Cruz et al. (2012) reported the
parametric yaw motions of a TLP in close
proximity to a moored FPSO. It was also
observed in the experiments that as the TLP
yaw motion amplifies, the TLP sway
amplitudes reduce, revealing a strongly nonlinear coupling between these modes. A
nonlinear mathematical model that takes
hydrodynamic interactions of two bodies and
nonlinear restoring into account was also
proposed for investigating the occurrence of
parametric instabilities of this type of system.
Rudman and Cleary (2013)
applied the
Smoothed Particle Hydrodynamics (SPH)
method to the fully-coupled simulation of the
impact of a highly non-linear breaking rogue
wave on a moored semi-submersible tension
leg platform. They showed the detailed effect
of wave impact angle on the subsequent
platform motions and determined how the
cable tension varied with wave impact angle
and time after impact. The application of the
method and the presented results highlighted
Figure 2.1.2.4 The TLP with Perforated

Members (Srinath and Chandrasekaran, 2013)
New installation methodologies regarding
TLP and its tendons have also been proposed.
For tendon installation, Li et al. (2012)
proposed an innovative approach, which
involved the horizontal assembly of TLP
tendon segments on a construction barge,
instead of the typical vertical installation using
269
full dynamic coupling among them along with

sum-frequency wave-excitation effects in time
domain. The sum-frequency wave loading
effects can be significant in the coupled
analysis when blades are fixed (not rotating) at
minimal angle like the survival condition.
Therefore, there are significant differences
between uncoupled and coupled analyses, and
care needs to be taken when applying the
conventional dynamic analysis methods, which
are typically used for floating offshore oil and
gas platforms, to the design of FOWTs. There
exist complicated coupling effects among blade
rotation, tower flexibility, blade-control
mechanism, platform and mooring dynamic
characteristics, and they should be fully
considered for effective and robust design of
future FOWTs.
how the simulations could be used for practical

design purposes and in assessment of operating
conditions, especially in extreme wave
conditions.
TLPs with direct and indirect applications
as offshore wind energy devices have also been
investigated. Bachynski and Moan (2012)
analyzed four TLP wind turbine (TLPWT)
concepts using a fully-coupled nonlinear timedomain method and a linear frequency-domain
method. The designs included a wide range of
displacements. The wind-induced responses
were found to be significant and dependent on
the TLPWT hull design according to the
nonlinear simulations. The nonlinear timedomain results for coupled wind and wave
simulations indicated that wind loads were
important for both operational and survival
cases. In the operational cases, the operating
turbines provided low-frequency excitation as
well as some damping of the pitch motions.
The wave-induced motions tended to become
more important in more severe sea states. In the
parked condition, the aerodynamic torque was
found to be quite strong, and proved to be a
critical force component for the smallest
TLPWT design.
2.1.3
Semi-Submersibles
Semi-submersibles are a subject of

continuing interest studied by a number of
authors using a variety of methods.
DaSilva and Knecht (2011) introduced the
practical implementation of a calculation
methodology covering all environmental
aspects that affect the airgap for semisubmersibles. The effects considered include
the first-order vessel motions under an
undisturbed wave field, diffracted wave
elevation along the free surface under the
platform, slow drift quadratic transfer function
(QTF), vessel set-down and the heel effects
due to mooring stiffness. The results showed
good correlation between the model test results
and the two analytical methods. The proposed
analytical approach allows the designers to
verify the airgap results in the early stages of
the design.
The Tension-Leg-Buoy (TLB), a concept

developed based on the TLP for offshore wind
turbine applications, was investigated by Myhr
and Nygaard (2012). They addressed the
effects of the Excess Buoyancy (EB) and
mooring lines layout. Other offshore wind
energy applications related to TLPs can be
found in Copple and Capanoglu (2012), Ren et
al. (2012) and Stewart et. al (2012).
Bae and Kim (2013) presented an analysis
method for a mono-column TLP-type floating
offshore wind turbine (FOWT) designed for
200m water depth. The proposed method
integrates rotor dynamics and control, aerodynamics, tower elasticity, floater dynamics,
and mooring line dynamics to investigate the
VIM of semisubmersibles has been

addressed in various degrees. For example, Xu
(2011) introduced a new semisubmersible
design (NexGen) as a wet-tree floater which
270
confidence on the prediction of VIM using the

CFD method.
achieves significantly improved heave motion

and vortex-induced-motion (VIM) performance
through
hull-form
optimization
while
maintaining the simplicity of a conventional
semisubmersible design. The difference
between the NexGen semi-submersible design
and a conventional semi-submersible design is
in the blisters attached to the columns, the
distribution of pontoon volume, and the
pontoon cross-section shape. In the NexGen
semi-submersible design, the pontoon volume
is re-distributed to minimize heave loading
while maintaining sufficient structural rigidity,
a long heave natural period and adequate
quayside buoyancy. The blisters attached to the
columns effectively break the vortex shedding
coherence along the column length and
therefore suppress VIM.
Gonalves et al. (2012) experimentally

studied the Vortex Induced Yaw (VIY) motion
on a large volume semisubmersible platform.
The yaw motion showed a resonant behavior
with considerable amplitudes.
Mansour and Kumar (2013) presented the
numerical results for the motion response of a
Free Hanging Solid Ballast (FHSB)
Semisubmersible in extreme hurricane. The
new feature was proved to improve the
performance
of
a
conventional
semisubmersible.
Kyoung et al. (2013) conducted model tests

and numerical simulations to validate the
Heave and
VIM
Suppressed (HVS)
semisubmersible's global performance. The
performance of the HVS semisubmersible was
verified and validated. Xu et al. (2012)
validated the HVS semisubmersible's VIM
responses by model tests and CFD
computations. Both the model test and the CFD
analysis showed better performance of the
HVS design than an equivalent conventional
semisubmersible. Gonalves et al. (2012)
presented new experimental results on VIM of
a large volume semisubmersible platform. The
wave effects were the main focus. According to
the results, regular and irregular waves led to
considerable differences in responses. Bai et al.
(2013) conducted model tests in a towing tank
to study the VIM response of a Deep Draft
Semisubmersible (DDS) with four rectangular
columns and four pontoons. CFD computations
based on RANS model were also carried out to
investigate the problem. The experimental
results showed that the VIM responses of the
DDS mainly include horizontal motions (surge,
sway and yaw), among which sway is
dominant. The numerical results gave
Figure 2.1.3.1 The Free Hanging Solid

Ballast (FHSB) Semi (Mansour and Kumar,
2013)
Kurian et al. (2012) conducted model test
on a moored semisubmersible with one failure
mooring line. Results showed that the platform
migrated to new mean position with a
considerable transient response after the line
failure.
Shan et al. (2012) conducted model tests
and studied the wave run-up phenomenon of
271
Zhang et al. (2012) performed a study on

SPM mooring system for side-by-side two
vessels. A new side-by-side mooring bay
designed by Keppel Offshore & Marine
Technology Centre was investigated, and its
global performance and dynamic stability were
compared against those of the traditional SPMmooring system. The multi-body systems
include a SPM buoy with a turntable and
mooring system, a VLCC FPSO, oil tanker,
and the hawsers/fenders and yokes between
them. The paper clearly showed that the newlydesigned SPM mooring system experienced
smaller relative motions between vessels and
was more stable in the same environment
compared to the traditional SPM mooring
system.
column arrays. The leg spacing was found to be

a factor that affects the wave run-ups.
2.1.4
FPSO Vessels
FPSO vessels have been operated in a

variety of water depth due to their flexibility,
reliability, and low cost. Efforts have been
made to investigate the responses of FPSO
vessels in waves. Studies have been addressing
low frequency motion, the effect of internal
liquid cargo, and the hydrodynamic interaction
when operated in a close proximity, the
shallow water effects, and fully nonlinear
analysis.
Minnebo et al. (2012) investigated the
response of FPSO systems subjected to squalls
and developed a robust approach for estimating
the design value. It was shown that the
governing squall parameter concerning FPSO
offset is the peak wind speed, both for spread
moored and turret moored vessels. The method
of dynamic amplification limitations showed
great potential to be used as a Design Value
Estimating method, as it combines the physical
correctness of the squalls and the response
characteristics of the FPSO system.
Vant Veer et al. (2012) introduced a

validated methodology to calculate the
oscillatory loads on bilge keels of ships
operating at zero forward speed in irregular sea
states. To calculate these loads, the local
relative fluid velocities acting normal to the
bilge keel were combined with a KC dependent
drag coefficient. The local relative velocity to
the bilge keel was obtained from 3D potential
flow calculation. The KC dependent drag
coefficient of the bilge keel geometry was
calculated by 2D CFD simulations in harmonic
flow oscillations utilizing a rectangular fluid
domain. With the present approach it is
possible to quantify the ultimate load on the
bilge keel in design extreme conditions and to
obtain the long term load distribution necessary
for fatigue analysis. Model tests for several
FPSO vessels have been used to validate and
calibrate the methodology.
A procedure for selecting the best heading

for FPSOs in Santos basin considering the
wave induced motions was introduced by
Oliveira (2012), particularly for FPSOs with
spread mooring pattern. A search algorithm has
been implemented to enable the comparison of
a large number of statistical results and to
determine an adequate heading for the FPSOs.
The optimum ranges concerning the roll
motion, the vertical displacement and the
vertical acceleration at the riser connection
point dont occur at the same heading.
Considering the restraints, an approximation of
the best range can be selected, allowing for
some deviations.
272
11
Kim et al. (2012) introduced improved

methods on offloading operability of side-byside moored FLNG. The operational envelop of
loading arm is a function of relative motion and
wave drift force between two vessels. In the
proposed methods, the concept 1 involved an
articulated type reduction device with oil and
spring as a damper in the cylinder which stroke
is 0.15m (9.0m in real scale). This motion
device can be installed at bow and stern of
FLNG and LNGC to reduce the relative motion
between FLNG and LNGC. The waves inside
the gap are the main reasons for the sway drift
forces in head seas. For the reduced gap wave
between FLNG and LNG carrier, the wave
absorber type device, concept 2, was designed.
Using this device, a reduction of the second
order drift forces can be expected. This device
can be installed at side of FLNG between
fenders. From the experimental study, it was
found that the proposed motion reduction
devices reduce the relative motion between two
vessels significantly, and finally, improved
offloading operability is expected.
Figure 2.1.4.1 Bow connection details of

new concept SPM mooring system (Zhang et
al., 2012)
2.1.5
Floating LNG Production Storage

and Offloading Vessels
Kaminski and Bogaert (2010) presented the

progress made in the full-scale tests of real
membrane containment systems subjected to
the action of breaking waves, which were used
to model the sloshing impacts in LNG tanks of
LNG carriers or Floating LNG terminals
(FLNGs). The waves were generated in a water
flume using a wave focusing method. The tests
were carried out through the Sloshel project.
Their paper explains steps undertaken to
improve the test repeatability, and to collect
data for the analysis of scaling laws, hydrostructural interaction, and effects of membrane
corrugations.
2.2
Dynamically Positioned (DP)

Structures
Xu et al. (2013) presented a new control

strategy considering roll-pitch motion control.
Traditionally, DP systems only deal with
horizontal motions without considering vertical
ones including roll and pitch. However, large
roll and pitch motions may be induced by
thruster actions, which obviously should be
avoided. The main idea in the new control
strategy is to consider roll-pitch velocity and
acceleration feedback in the horizontal control
law in order to avoid large roll-pitch motions.
The time-domain simulation results showed
that the new control strategy can suppress roll
and pitch motions. However, it will reduce the
positioning accuracy in the horizontal-plane in
some degree. Moreover, the energy
The motions and mooring loads of a turret

moored Floating Storage and Regasification
Unit (FRSU) and an Liquefied Natural Gas
Carrier (LNGC) including sloshing were
studied by Cho et al. (2011). The turret moored
FSRU weathervanes on a turret, and the sideby-side LNGC moves and interacts with
FSRU. It was concluded that the longitudinal
sloshing considerably affects the surge motion
and mooring tensions. The paper showed that
sloshing need to be considered simultaneously
for the analysis of side-by-side moored FSRU
and LNGC.
273
consumption with the new control strategy was

lower than that with the conventional one.
(energy) savings. An iterative process has also

been studied by taking the limitations of
actuators into account.
Smit et al. (2011) investigated to what

extent the current feed forward control
improves the positioning performance of
dynamically positioned FPSO vessels in
varying currents. Tidal current reversals and so
called internal soliton currents are examples
of varying currents, in which the current feed
forward control is expected to improve the
positioning performance. The DpSim software
developed by MARIN was extended with a
module containing the current feed forward
control. When the current feed forward control
was applied in DP in varying currents, the
mean and standard deviation of the control
point excursion were reduced. The heading
performance and power usage did not change
significantly while achieving this reduction.
2.3
2.3.1
Highly Nonlinear Effects on Ocean

Structures
Slamming
Slamming is a complex nonlinear problem.

It has been continuously studied by many
researchers using experimental and numerical
methods. In the numerical methods, methods
based on the potential-flow theory, and CFD
methods such as SPH, VOF and CIP, have
been employed.
For dynamically positioned crane barges

operating in a close proximity to FPSO during
lifting
operations,
the
hydrodynamic
interactions are important and must be
considered in the analysis. Tannuri et al. (2012)
presented a large set of experimental tests
considering a DP Barge in a close proximity to
a FPSO. Results include the hydrodynamic
interactions and their effect on DP performance
in terms of station-keeping and thrust demand.
Figure
2.3.1.1
High-Speed
Apparatus (Alaoui and Neme, 2012)
van Daalen et al. (2011) presented a generic

optimization algorithm for the allocation of
dynamic positioning actuators, such as
azimuthing thrusters and fixed thrusters. The
algorithm is based on the well-known Lagrange
multipliers method. In their work,
the
Lagrangian represents not only the cost
function (the total power delivered by all
actuators), but also all constraints related to
thruster saturation and forbidden zones for
azimuthing thrusters. The Newton-Raphson
method was recommended to solve the thruster
allocation problem. Depending on the
configuration, it may lead to significant power
Shock
Alaoui and Nme (2012) carried out an

experiment to study fluid-structure interactions
during the slamming impacts. The vertical
impact velocities were maintained constant by
using a specially designed high-speed shock
machine. Three rigid structures, including a
cone, a square pyramid and a wedge-cone,
were tested. Good repeatability of impact
velocities and slamming loads was observed,
and empirical formulas for dimensionless
slamming coefficients were obtained. The
predicted slamming coefficients of the cone by
274
13
for non-dimensional impact coefficients was

proposed in their work.
the ABAQUS/Explicit code are in good

agreement with the experimental results.
Constantinescu et al. (2011) proposed three
numerical methods to study 2D slamming
(wedge) and pseudo-3D slamming (cone)
problems.
The
first
method,
Impact++ABAQUS, was based on Wagner's
theory and the displacement potential
formulation. The second one used the Arbitrary
Lagrangian-Eulerian (ALE) analysis and a
commercial finite element software program,
ABAQUS/Explicit. The third method was
based on the Coupled Eulerian-Lagrangian
(CEL) approach and the VOF method.
Experiments were also carried out by using a
hydraulic shock machine for cones with
varying deadrise angles.
Figure 2.3.1.2 Slingshot Impact Testing

System (Huera-Huarte and Gharib, 2011)
Damblans et al. (2012) carried out model

tests to investigate the process of lowering a
mud mat (plate with shirts) into water. The
model tests were conducted by lowering a large
scale mud mat with different porosities into
calm water, regular wave, and irregular wave.
Constant velocities were assured by using an
electric jack. Impact loads were measured
during the tests. Effects of porosity, impact
velocity, and inclination angles of the plate on
the impact coefficient were studied. Further, a
numerical method, based on RANS with VOF
for free surface capturing, was applied to
simulate the slamming phenomena and to
predict the impact loads.
Jiang et al. (2012) validated two CFD

methods for slamming problems by comparing
the predicted impact loads with experimental
data. The two CFD methods were a RANS
method with STAR-CCM+ and a LagrangianEulerian Fluid-Structure Interactions (FSI)
method with DYSMAS. The pressure peak, the
pressure time history, and the pressure-area
relationship were investigated, and reasonable
agreements between numerical predictions and
experimental results were reported.
Korobkin and Khabakhpasheva (2013)
investigated the effect of water depth on the
first peak of bending stresses during the entry
of an elastic body into water. Wagner's model
was applied to solve deepwater impact while
the leading-order solution was presented for
shallow water impact. Two typical shapes,
including a wedge with small deadrise angle
and a cylindrical shell of elastic structures were
considered. Computed bending stresses were
compared to experimental data, and good
agreement was observed.
Huera-Huarte et al. (2011) conducted a

series of experiments to study slamming forces
for the water entry of a rigid flat plate. A novel
test apparatus, named Slingshot Impact Testing
System (SITS), was developed. The tests were
conducted with high impact velocity up to 5
m/s and a wide range of deadrise angles from
0.3 to 25. The cushion effect due to trapped
air with small deadrise angles (<4) was
confirmed from the tests. An empirical formula
275
pressure distribution, and the integrated

slamming loads were measured in the
experiments. An empirical formula for
slamming coefficient was also presented.
Nuffel et al. (2011) conducted free-drop

tests to study water entry of a rigid cylinder
into calm water. Improvements were made on
the accuracy and the repeatability of the
pressure measurements. In their study,
pressures and accelerations were recorded and
further investigated. Parametric studies were
carried out to examine the effects of sensor
mounting, data sampling rate, temperature
shock, the object surface conditions, and the
water surface conditions on the measured
pressure
peak.
Recommendations
for
experimental set-ups were provided. In 2012,
they continued the study with the same
apparatus (Nuffel et al., 2012). Global forces
were also measured in the tests. Relationships
for pressure-speed and force-speed were
investigated.
Veen and Gourlay (2011) conducted

parametric studies to investigate the effects of
sectional shape and time-varying impact
velocity on slamming loads by using the 2D
SPH method. They used three section shapes,
including a wedge, a bow flare, and a
catamaran, in their studies. Veen and Gourlay
(2012) further carried out numerical studies on
2-D bottom slamming and bow flare slamming
problems. In their work, the solid wall
boundary conditions were modelled by using
the ghost particle technique. The numerical
method was applied to the free drop impact
with prescribed velocity profile, and the
numerical results were compared with the
experimental
data
(Aarsnes,
1996).
Furthermore, a linear strip-theory code was
combined with the SPH algorithm to compute
the impact loads on hull sections. The
numerical solutions were also compared to the
experimental data from Ochi (1958).
To investigate the slamming load

distribution and its relationship with the impact
velocity, Peng et al. (2011) conducted a free
drop slamming test with a scaled trimaran
model. Pressures were measured at the main
hull, the side hull, and the cross structure of the
trimaran. Comparisons were made between the
experimental data and the simulation results
based on the finite element method.
Vepa et al. (2011) carried out comparative

studies of slamming loads on cylindrical
structures with three methods: a mesh-based
implicit method, a mesh-based explicit method,
and the SPH method combined with the finite
element (FE) model. The explicit method and
the SPH-FE method were applied by using LSDYNA while the implicit method was applied
by using FLUENT-ABAQUS. Rigid and
deformable cylinders were included in the
computations. A significant pressure peak
reduction was observed in the deformable
cylinder cases. They also concluded that the
SPH method had better convergence than the
mesh-based methods.
Rahaman and Akimoto (2012) studied the

slamming at the bow flare region by using a
RANS-based CFD method. They investigated
the pitch and heave motion as well as the
pressure distribution at the bow flare region of
a 3D container ship model travelling in regular
head waves. Two dimensional simulations
were carried out for selected bow flare sections
based on the VOF method and FLUENT.
Predicted slamming loads agreed reasonably
well with the experimental data by Zhao et al.
(1996).
Stansberg et al. (2012) conducted
experiments to investigate the breaking-wave
induced slamming loads on vertical offshore
structures. Time series of wave elevation,
Wang and Soares (2013) investigated the

2D water entry of a bow flare section and the
effects of roll angle on slamming loads by
276
15
angle of 62.5 deg when Froude number is

larger than 1.0.
applying an explicit finite element method in

combination with a multi-material Eulerian
formulation and a penalty coupling method. In
the previous work by Wang et al. (2012),
computations were carried out by using LSDYNA/Explicit. The predicted slamming load
and pressure were compared with experimental
data by Aarsnes (1996) and the numerical
results by using other methods, including BEM
and CIP.
Yang and Qiu (2012) continued their

studies of 2D and 3D slamming problems
based on a constrained interpolation profile
(CIP) method. The compressible air was
considered in the simulations. Validation
studies of the numerical methods were carried
out for 2D wedges with large and small
deadrise angles, a 3D catamaran, and 3D
cylinders. Numerical results were compared
with solutions by other numerical methods and
experimental data.
Yamada et al. (2012) applied an explicit

finite element code LS-DYNA to simulate the
slamming loads of water-entry of a full-scale
wedge. They first validated the method with a
small-scale rigid wedge and an elastic cylinder.
Further, the method was employed to
investigate slamming of a full-scale elasticplastic wedge. Results from numerical
simulations were compared to those by the
conventional Wagner method.
2.3.2
Sloshing
The problem of the sloshing of liquid cargo

in tanks is especially important in the case of
Liquefied Natural Gas (LNG). The liquid is
stored at atmospheric pressure in insulated
tanks at -161 Celsius. Due to the insulation
system, tanks cannot be partitioned. As a result,
important liquid motions in the tanks, excited
by the vessel motions, may be observed. The
design of LNG ships or storage units is thus
very
complex.
The
state-of-the-art
methodology is based on the use of seakeeping
computer codes to estimate ship or platform
motions. Experiments on tank models and CFD
simulations have been performed in order to
estimate global and local fluid loadings in the
tanks.
Yan and Liu (2011) proposed a fully

nonlinear numerical method based on the
potential flow theory to investigate water entry
of axisymmetric bodies. The method was based
on an axisymmetric linear boundary element
method (BEM) and a mixed EulerianLagrangian (MEL) approach. A jet cutting
technique, which was effective and robust, was
developed. They applied the numerical method
to study the effect of gravity and body
geometry as well as the flow separation
location on the continuous body surface. Two
representative bodies, an inverted cone and a
sphere, were included in the study. They
concluded a formula with a single similarity
parameter for evaluating the contribution of the
gravity of the total impact force on the cones.
For the sphere impact, they observed the
gravity effect was unimportant in the initial
stage of impact, but slightly increased the
impact pressure in the later stage when Froude
number is less than 2.0. The flow separation
location remained at a fixed location at the
Experimental assessments of many

parameters affecting the fluid motion and
pressure are presented in Loysel et al. (2012)
and (2013). These results were acquired during
two rounds of Sloshing Model Test (SMT)
benchmark studies.
The first round of benchmark studies,
involving nine participants, were based on a
simple tank geometry (2D rectangular tank
with clear water), 14 different excitation
conditions, and a measurement setup. It aimed
277
Souto-Iglesias et al. (2011) presented a

description of an experimental setup for
sloshing tests involving angular harmonic
motions. Details on data acquisition and
synchronisation schemes were given. An
uncertainty analysis was presented, focusing on
the measurements of the first peak pressure.
to compare the laboratory measurements. From

the comparison of experimental data, some
preliminary conclusions were given: the
repeatability of single impact waves seems to
be acceptable, however notable discrepancies
in event rates and probabilities of pressure
exceedance were clearly observed for harmonic
and irregular waves. These differences led to
the next round of benchmark studies in 20122013.
Pistani and Thiagarajn (2012) carried out

sloshing tests using a hexapod with two 2D
model tanks. The maximum pressures were
measured for 1-DOF motions. An analysis of
the experimental setup was presented in their
paper. A thermal artefact on the pressure
transducers was observed when the water hit
their sensitive surfaces. This effect was also
reported by Loysel (2012). They also checked
the motions of the excitation rig. The steps of
the data collection and analysis, as well as
corrections to experimental shortcomings, were
described.
The focus in the second round was on the

accurate control of three parameters: the water
filling level, the positioning of the tank and the
rig motion. Many of motion rigs were
hexapods (Loysel et al., 2013, Baudin et al.
2013). The results for single wave impacts with
large gas pockets showed good agreement.
This resulted in considering this setup as a
reference
configuration
to
validate
methodologies. Differences can be found when
the impact location, the gas pocket location and
its size are not be accurately controlled.
Discrepancies in the results for irregular
motions still existed and they are comparable
to those in the precedent benchmark studies.
Temperature effects were highlighted and
further investigations regarding this aspect
were proposed.
Figure 2.3.2.2 Full-Scale Air Pocket Impact

on MarkIII (Kaminski and Bogaert, 2010)
Hydroelasticity in sloshing experiments
was studied by Choi et al. (2012) using a
hexapod and rectangular tank models. Surge
motions for four different filling levels were
tested using a regular rigid tank and a tank with
a flexible stainless steel wall. The experiments
Figure 2.3.2.1: Representative Pressure

Time Histories by Six Participants for A Single
Impact Wave (Loysel et al., 2013)
278
17
order to improve the model for predicting

sloshing pressure maxima. Two different
statistical fitting methods were used for
sloshing pressure measurements in one sea
state which is equivalent to a 480-hour duration
sloshing test at full scale. This long duration
sloshing test was in fact generated by using 96
five-hour individual experimental tests. The
two methods led to a correct estimation of the
maximum sloshing pressure. Graczyk et al.
(2012) investigated local pressure effects based
on low filling level tests of a 2D LNG tank
model (scale 1:35). The tank has a smooth wall
surface and a wall with horizontal protrusions
similar to Invar edges that disturb the local
flows, inducing either pressure amplifications
or cancellations. The authors indicated the need
of advanced instrumentation in combination
with high-speed cameras to explain the
measurements of local pressure.
confirmed the impact pressure are higher in the

case of the flexible wall.
Figure 2.3.2.3 Rigid and Flexible Models

and Locations of Pressure Transducers (Choi et
al., 2012)
Lugni et al (2013) presented similar
findings from their hydroelasticity experiments
on a flexible tank wall. They also investigated
the pressure effects on air cavities formed by
the impact waves.
Wang et al. (2012) developed a new
reliability-based methodology for the sloshing
assessment of a membrane-type LNG cargo
containment system (CCS) in LNGCs and
FLNGs. For each individual sloshing impact
event, the dependency of two parameters (the
magnitude and the rising time) was taken into
account in this new methodology. Based on
sloshing model test data, the equivalent static
pressure for each individual impact event was
calculated using the magnitude and the
dynamic capacity factor (DCF) through the
associated rising time. In the reliability
analysis, the limit state function was used by
applying the Load and Resistance Factor
Design (LRFD) approach. Then, the sloshing
load (equivalent static pressure) and structural
resistance (static capacity) distributions were
employed to determine the partial safety factors
in the CCS design formula at a target reliability
index.
Fillon et al. (2013) applied the extreme
values theory to sloshing pressure samples in
Using the same motion rig, Bouscasse et al.

(2013) measured the free surface elevations in
a 2D rectangular swaying tank. The
experimental data were used to check the
weakly-compressibility assumption in the SPH
simulations.
Clauss et al. (2012) presented the
comparison of model test results for a moored
LNG model (scale 1:100) and numerical
solutions. The study focused on the water
motions within the prismatic tanks (30% filled)
in beam seas.
Flow
velocity
measurements
were
performed by Ji et al. (2012) using a PIV
system in a small swaying rectangular tank
excited by a crank motorised arm. The
harmonic motions in non-resonant conditions
were compared to the published results, and the
velocity flow fields were processed to obtain
the properties of travelling waves. Water runup and run-down on walls were analysed with
respect to the flow regimes.
279
two models. However, when the Froude scaling

was applied, a good agreement was found.
Progress has been made to investigate the

scale effect using model and full scale tests.
Lafeber et al. (2012) reported the scale effect
on wave impact using an instrumented wall
adopted in the Sloshel JIP. The first test was
carried out at scale 1:6 in 2009 and at the full
scale in 2010 at the same ambient conditions.
The comparison of the two tests results showed
the effect of the liquid properties and the air.
As the compressibility of the gas was not
scaled, the loading processes, building jets
along the wall from the impact area and
compression of entrapped air, were not
Froude-similar. The full-scale wave impact was
found after the loading process of compression
of entrapped air at scale 1:6 was corrected
using the one-dimensional model of Bagnold
(1939).
2.3.3
Wave Run-up
Research has been carried out in the past

years on the study of the wave run-up on
circular cylinders, monopiles, barges and
columns of large semisubmersibles using CFD
methods. The outcome of the studies indicates
the importance of high-order nonlinearities and
the need of computational efforts for accurate
predictions.
Ramrez et al. (2011) presented a CFD
model (NS3), which solves Navier-Stokes
equations and uses the VOF method to treat the
free surface. NS3 was applied to simulate the
wave run-up on a vertical circular cylinder and
the numerical results were compared to the
experimental data from the large-scale tests
performed at the Large Wave Channel (GWK)
in Hannover, Germany.
Pasquier and Berthon (2012) compared the

sloshing impact measurements at full scale and
at model scale. The actual ship motions were
used as input for the model test (scale 1:40). A
good correlation was found between the model
test and full-scale results. At small scale, the
experimental simulations of LNG sloshing
represented an accurate global flow inside the
tanks in terms of impact frequency. However,
the authors suggested the need of studies for a
wider range of conditions.
Cao et al. (2011) conducted simulations of

the wave run-up on a fixed vertical cylinder.
The finite volume method was employed to
solve Navier-Stokes equations based on
OpenFOAM. The wave elevations were
computed at several locations within a radial
distance around the cylinder. The computed
wave run-ups, velocities and pressures at
various locations were compared with the
published
experimental
data
from
MARINTEK.
Karimi et al. (2013) also investigated the

effect of scaling on the sloshing pressure. Two
sets of model tests of 2D tanks at scales of 110
and 140 were carried out by GTT with a fill
level of 20%. The effect of the gas-liquid
density ratio and the speed of sound in the gas
on measured pressures was studied.
Kim et al. (2011) developed a numerical

wave tank model by matching the far-field
wave solution based on the potential-flow
theory and the near-field CFD solution. This
model was implemented in a CFD code, based
on the Arbitrary Langrangian Eulerian (ALE)
finite element method. The developed method
was applied to a truncated vertical cylinder
exposed to nonlinear regular waves with wave
length much greater than the diameter of the
The sloshing pressures were also measured

by Kim et al. (2012) for a 1:50-scale model and
a 1:70-scale model. The sloshing pressures
were recorded at the same location for the
excited model tanks with irregular motions at
the same Froude scale. The comparison showed
the differences in the statistical results for the
280
19
WAMIT and by the improved ComFLOW

code. Results showed that ComFLOW was
able to predict the relative wave elevations at
different positions below the deck.
cylinder. Comparison with the theoretical and

experimental data showed that the proposed
method predicts wave run-up accurately with a
small computational domain confined near the
cylinder.
Priyanto et al. (2012) investigated the wave

run-ups on a large semi-submersible. Tests of a
small-scale moored model in irregular waves
were carried out in Marine Technology Centre
(MTC)'s towing tank at Universiti Teknologi
Malaysia. Significant wave run-up occurrences
on the square-sectioned columns were
observed.
Li et al. (2012) investigated wave run-ups

on a vertical circular cylinder in an extreme
wave environment. The waves were generated
in a 3D wave basin using a focused wave
method with different frequency and
directional components. A practical method
based on the velocity stagnation head theory
was calibrated to calculate the wave run-up.
The maximum wave kinematics at wave crest
was calculated using the second-order theory.
Wave run-ups on the weather side of the
cylinder were calculated and compared with
measurements in experiments with multidirectional focused wave groups. The relations
between the defined parameters and the wave
parameters, such as model scale, directional
spreading index and wave steepness, were
discussed.
Shan et al. (2012) presented an

experimental investigation on three model
configurations including a four-column array, a
two-column array and a single column, aiming
to reveal the relationship between wave run-up
and leg spacing, the relationship between wave
interaction and model configurations, as well as
the wave run-up distributions around columns.
The wave environment was restricted to
monochromatic progressive waves with
different wave steepness. For the three tested
configurations, wave run-up reached the
maximum on the front sides of the fore
columns, and decreased gradually as wave
propagated. It was also found from the tests for
the four- and two-column arrays that wave runup decreases gradually as the leg spacing
increases, which indicates the leg spacing
would have important effect on the wave
interaction among columns, and eventually
affect the wave run-up on the columns.
Peng at al. (2012) investigated wave runups on a monopile foundation in regular and
irregular waves using ComFLOW. The
numerical solutions are in good agreement with
experimental measurements. It was showed
that the wave run-up is dependent on the wave
nonlinearity. A set of dimensionless and simple
formulae have been derived to relate
dimensionless wave run-up on the structure to
the diameter of the structure and the Ursell
number. The proposed formulae included the
effect of the diameter of structure on the wave
run-up. It led to similar results in comparison
with other formulae.
2.4
2.4.1
Watai et al. (2011) reported some of the

results of a cooperative project that investigates
the wave run-up on a large moving semisubmersible platform. Wave elevations at
various locations below the deck were
measured and compared to the predictions by
VIV/VIM
Empirical VIV Prediction Programs
Slender structures subjected to VIV often

vibrate in both in-line (IL) and cross-flow (CF)
directions. The in-line motion of VIV can be a
major contributor to the fatigue damage due to
its higher frequencies and response modes even
281
method was applied by Zhao et al. (2013) to

study VIV responses of a cylinder in the
combined steady and oscillatory flow.
that the IL displacement normally is less than

the CF one. It also triggers higher-order
harmonic responses in both IL and CF
direction which further increase the fatigue
damage. Passano et al. (2012) reported the
latest development of the VIV prediction
program, VIVANA, with its new IL prediction
model. The modelling of risers with partially
covered strakes in Shear7 was presented by
Resvanis and Vandiver (2011). The
hydrodynamic force model of the strake section
was generalized from forced motion tests with
a rigid straked cylinder.
Bourguet et al. (2011, 2012) performed

direct numerical simulations on a tensioned
beam with a length to diameter ratio of 200,
subject to vortex-induced vibrations in linear
varying shear flow at three different Reynolds
numbers, from 110 to 1,100. The energy
transfer between the structure and the fluid was
studied and the presence of mono- and multifrequency responses was investigated. Similar
study was also carried out for the tensioned
beam subject to the exponential flow (Bourguet
et al., 2013). The mechanism of the broadband
VIV responses was studied.
Efforts have been made to develop a

general methodology to calibrate Factors of
Safety (FoS) for fatigue damage due to VIV.
Fontaine et al. (2013) presented a reliability
based method which accounts for uncertainties
in S-N behaviour, metocean conditions and
software prediction of VIV. Tognarelli et al.
(2013) also presented similar methods, in
which the prediction uncertainty is based on the
measured flow and the response data for fullscale drilling risers in the field.
2.4.2
2.4.3
New VIV Prediction Methods
A time-domain finite element analysis

method using a local hydrodynamic force
model has been developed by Mainon et al.
(2011). In this model, the recent history of the
velocity is used to enter a database of velocity
and force measurements obtained from rigid
cylinder tests, and thus to determine the force
and advance the dynamic FEM analysis.
Preliminary results are encouraging. The
objective was to create models that can capture
higher harmonics and can be used in the
analysis of risers with seafloor contact or timevarying currents and waves.
VIV Prediction Based on CFD
Huang and Larsen (2011) presented the 2-D

numerical simulation results for an elastically
mounted circular cylinder subject to vortex
induced
vibrations.
Reynolds-Averaged
NavierStokes (RANS) equations and k
turbulent equations were solved by a finite
volume method. The predicted response
amplitudes, hydrodynamic forces and wake
patterns were compared with the measured data
in the equivalent experiments.
Campbell et al. (2013) proposed a new

random vibration method with a band-limited
white-noise lift-force model to predict the VIV
responses of a fully straked flexible cylinder.
Ma et al. (2012) developed a time-domain
analysis tool for VIV prediction of marine
risers based on a forcing algorithm and by
making full use of the available high Reynolds
number experimental data. In the formulation,
the hydrodynamic damping is not treated as a
special case but simply an extension of the
Zhao et al. (2012) simulated the onedegree-of-freedom (1-DOF) VIV of a circular

cylinder in oscillatory flow. The vibration of
the cylinder was confined in the cross-flow
direction only. RANS equations and k
turbulent equations were solved by a Petrov
Galerkin finite element method. The same
282
21
added mass coefficients from forced motion

tests with extracted orbits from flexible beam
tests. The influence of added mass on the IL
and CF interactions has been studied for tests
with mode one dominating the responses in
both directions.
experimentally derived lift curves. The forcing

algorithm was integrated into a mooring
analysis program based on the globalcoordinate based finite element method. At
each time step, the added mass, lifting force
and drag force coefficients and their
corresponding loads are computed for each
element. Validation studies have been carried
out for a full-scale rigid riser segment and a
model-scale flexible riser. The numerical
results were compared with experimental data
and solutions by other programs. The
validation studies have shown the proposed
method is promising in VIV prediction.
2.4.4
Raghavan and Bernitsas (2011) performed

free oscillation tests of a rigid cylinder to study
the Reynolds number effect within the range of
8.00l03 to 1.50l05. The objective of their
work was to design a power generation unit
based on VIV that can absorb energy from the
fluid. It was found that VIV is significantly
different at different flow regimes. An
amplitude ratio of 1.9 was achieved for a
smooth cylinder in VIV even with high
damping imposed.
Experiments
A. 2D Tests
To further investigate the effect of

Reynolds number on VIV, a new innovative
VIV test rig was designed and built at
MARINTEK to test a rigid full-scale riser
model (Lie et al., 2013). The rigid riser model
was mounted vertically and can either be
elastically mounted or be given a forced CF
motion. The bare cylinder was tested in both
sub-critical and critical Reynolds number
regimes. The effect of Reynolds number on the
amplitude of VIV displacement was found to
be significant and further research was
recommended to explore the subject.
The semi-empirical VIV prediction

programs rely on hydrodynamic force
coefficients generalized from forced motion
tests of rigid cylinders. In the work by Zheng et
al (2011), extensive forced in-line and
combined in-line and cross-flow experiments
were employed to provide the hydrodynamic
coefficient databases, in addition to the existing
CF hydrodynamic coefficients. In these tests,
the IL and/or CF motions are harmonic.
It is known that the cross-section motions
of a flexible beam subjected to VIV can be far
from harmonic motions. The motion amplitude
can also vary in time. To investigate the VIV
response subjected to the non-harmonic
motions, forced motion tests for rigid risers
using observed orbits extracted from flexible
beam were carried out by Yin and Larsen
(2011). The tests results were compared with
CFD solutions. Using the same experiment
technique, Yin and Larsen (2012) further
compared the hydrodynamic coefficients
obtained from the forced motion tests with
observed motion orbits extracted from flexible
beam experiments and from periodic
approximations. Aglen et al. (2011) studied the
Yiannis et al. (2013) performed the tandem

riser tests at the prototype Reynolds numbers.
The tests were carried out utilizing two fullscale cylinders fitted with actual VIV
suppression devices and towed either in fixed
or spring supported configurations. The results
revealed significant differences from those by
today's design practices and industry codes.
283
Unique features of VIV in an oscillatory flow

were presented.
B. 3D Tests
Several VIV tests with flexible beam have
been carried out during 2011-2013. Strain
gauges are mostly used in these tests.
Accelerometers are also used in some of the
tests to provide redundancy in the
measurements. All of the tests were carried out
in sub-critical Reynolds numbers due to the
limitation in the test facility and the cost.
Huera-Huarte and
Bearman
(2011)
performed model tests to study the interference
between two identical risers. In these tests, two
flexible risers were arranged in tandem and
side-by-side positions. The test pipe is 1.5m
long with an outer diameter of 16mm. The
dynamic responses of the two interfering risers
were presented.
An extensive hydrodynamic test program of

riser models subjected to vortex-induced
vibrations was carried out in the MARINTEK
Offshore Basin Laboratory on behalf of Shell
Oil Company (Lie et al. 2012). Three different
riser models were towed horizontally at various
speeds, simulating uniform and linearly
varying sheared current. The test program
included approximately 400 tests with different
riser configurations. VIV responses of risers
with/without suppression devices as well as the
effect of Reynolds number and marine growth
were investigated.
Efforts have also been made to further

analyze the existing VIV test data. Larsen et al.
(2012) applied wavelet analyses to reveal the
frequency components in the measured signals,
using Hanytangen and NDP high-mode VIV
test data. This study characterized the
frequency components of VIV measured in
flexible beams subjected to sheared current in
order to establish a general model for use in the
empirical VIV prediction programs.
The presence of higher-order harmonic
frequency components and chaotic responses
has been observed in many flexible beam tests.
Price et al. (2011) studied the impact of higherorder harmonic stress components and the
broad band responses on fatigue damage using
NDP high-mode VIV test data. The study
indicated that both factors can lead to
significant fatigue damages.
Huera-Huarte et al. (2013) presented the

experiment results of a long flexible cylinder
with low mass ratio subject to a stepped
current. The test pipe is 3m long with an
external diameter of 19 mm. The effect of low
mass ratio on VIV was investigated.
Song et al. (2010) performed VIV tests with
a long flexible riser towed horizontally in a
wave basin. The riser model has an external
diameter of 16 mm and a total length of 28.0
m. The asymmetrical distribution of
displacement was mainly resulted from the
modal composition.
Modarres-Sadeghi et al. (2011) also

analyzed
the
NDP
high-mode
VIV
experimental data. The stationary and chaotic
VIV responses were characterized. Their
influences on the fatigue damage were
discussed.
Vandiver (2012) proposed a dimensionless
damping parameter to describe the cylinder
VIV response, which overcomes the limitations
in existing "mass-damping" parameters.
Fu et al. (2013) performed VIV tests of a

flexible cylinder in an oscillatory flow. A
flexible test cylinder was forced to
harmonically oscillate at various combinations
of amplitude and period. The test cylinder is
4m long with an outer diameter of 24mm.
284
23
relatively
low
scanning
frequency.
Experimental data (clouds of points) can be
processed by regular dedicated software.
Shapes of objects can be measured within a
large volume at a millimeter precision. The
system was initially developed for surveys and
maintenance purposes, and it could be used in
wave tanks for underwater measurements, for
example, the scours around foundations.
Swithenbank and Larsen (2012) calculated

the energy in the system from measured
responses of a flexible beam and associated
energy levels with the duration of the high VIV
amplitudes.
Rao et al. (2013) studied the excitation
competition between the bare and buoyant
segments of flexible cylinders using the Shell
high-mode VIV test data.
Chabaud et al. (2013) developed the

concept of real-time hybrid testing (RTHT),
defined as a hardware-in-the-loop (HiL)
simulation, and applied it to scaled model
testing. The authors admitted this method is not
a standard and accurate method in offshore
studies. In order to generalize its use, they
described the global scheme and presented
details on the different stages of calculations
and data processing, at least on numerical and
theoretical aspects.
McNeill and Agarwal (2011) proposed an

efficient method for modal decomposition and
reconstruction of riser responses due to VIV.
The travelling wave responses and the fatigue
damage along the riser can be estimated
accurately by this method using a limited
number of measurements. McNeill (2012)
further proposed an alternative way of
estimating the fatigue damage, which is based
on Dirlik's method to obtain rain-flow damage
for Gaussian random stress.
2.5
The modeling of fenders in experiments

was presented by Cole et al. (2012). The design
and development of model-scale fenders and
their application in float-over topsides
installation
experiments
are
provided.
Improvements were shown in term of
versatility and robustness.
New Experimental Techniques
Song et al. (2013) presented a velocity

measurement method derived from the PIV
technique using a high speed camera, called
Bubble Image Velocimetry (BIV). It directly
uses air-water interfaces in the image without
the use of a laser for illumination. The
measurement plane is controlled by minimizing
the depth of field within which objects (i.e., air
bubbles and water droplets in this case) are in
focus and sharp, and therefore carrying more
weight (i.e., higher intensity) in the correlation
process for the velocity determination.
It should be mentioned the openings of two

new facilities in UK with wave and current
capacities, mainly for ocean engineering and
testing of marine energy devices. The
Plymouth Ocean Wave Basin, established in
2013, is 35m long and 15m wide fitted with a
movable
floor
(0-3m
depth)
and
multidirectional wave generator. FLOWAVETT, opened in 2014 and located at Edinburgh,
is a 25m diameter circular tank with a rising
floor. Pumps around the tank allow to generate
a water current up to 1.6 m/s at any direction in
the tank.
A subsea imaging technique was described

by Embry et al. (2012) for in-situ
measurements, using a high resolution 3D laser
imaging unit. The optical head is mounted on a
2D-scanning device. The equipment and the
preliminary tests in a basin were described
showing the ability of high spatial accuracy at a
285
2.6
2.7
New Extrapolation Methods
During the period of 2011-2013, limited

investigations have been carried out on the
development of extrapolation methods.
However, challenges and issues in scaling of
model test results to full scale have been
indicated in problems related to sloshing,
dynamic position systems, and mooring and
risers.
Practical Applications of
Computational Methods to Prediction
and Scaling
Koop and Bereznitski (2011) calculated

current coefficients for the JBF-14000 semisubmersible using MARIN's in-house code
ReFRESCO. Full-scale CFD computations
were carried out to investigate possible scale
effects using five subsequently refined grids for
three different headings and ten different grids
of different type for a scaled model. The
numerical results were compared with the
experimental data obtained from wind tunnel
experiments and tests in the offshore basin.
Approximately 15-20% lower values were
found than those from the model-scale tests.
Ottens and Dijk (2012) studied the thrusterhull interaction of a semi-submersible crane
vessel in a current. CFD computations were
compared with the model test data for the
assessment of the thrust efficiency of the DP
thrusters. From the comparison between the
CFD and model test data, it was observed that
the CFD method was able to predict the
relevant force components within a sufficient
accuracy for engineering purposes. To assess
the CFD prediction in case of full scale,
numerical results were compared with the sea
trial data for the vessel with different thrust
combinations. The comparison suggests the
improvement in CFD code.
Figure 2.6.1 Air Pocket Impact on A

Corrugated Wall (Upper: 1:6 Scale; Lower:
Full Scale) (Bogaert et al., 2011)
For example, in the Sloshel project, Bogaert
et al. (2011) discussed the uncertainties in
model tests of sloshing due to scaling biases
which are associated with the Froude-scaled
excitations. Based on the results of experiments
at 1:6 and 1:1 scales (see Figure 2.6.1), it was
concluded that gas pocket pressures are greatly
affected by the gas compressibility bias due to
the un-scaled properties of the gas.
2.8
Improving Method of Experiments,

Numerical Methods and Full-Scale
Measurements
Huera-Huarte (2012) used the Defocusing

Digital Image Particle Velocimetry (DDPIV)
method to measure vortex-induced vibrations
of long flexible cylinders in wind/water tunnel.
The concept of the proposed method was given
by Willert and Gharib (1992). The author
suggested the method, as a better alternative to
other
traditional
vibration
response
286
25
measurement techniques, could be used to

study VIV in the laboratory. The good
agreement of measured data with known results
confirmed the effectiveness of the above
technique.
4.
Bluff marine structural bodies such as the

risers, free spanning pipelines and offshore
platforms with cylindrical members (e.g., spars
and semi-submersible) can undergo vortex
shedding in ocean currents. The vortex
shedding process and vortices induce periodic
forces on the body which can cause the body to
vibrate in both in-line (IL) and cross-flow (CF)
directions. If the vortex induced response
mainly causes elastic deformation in marine
structures, such as risers, cables and free
spanning pipelines, this phenomenon is known
as Vortex Induced Vibrations (VIV). If the
vortex induced response mainly causes rigid
body motions such as a sway motion of a
platform, this response often is denoted as
Vortex Induced Motion (VIM).
The flooding process of a tank in a

damaged ship was studied by Ruponen et al.
(2012) at full scale. A decommissioned ship
was used for the full-scale tests. Bernoullis
equation for compressible fluid was used for air
flows in the time-domain flooding simulations.
For numerical simulations, The NAPA
flooding simulation tool was used. In general,
the comparison between experimental and
simulated results showed a good agreement
with small inaccuracies in the calculation of
transient phenomena in the beginning of the
flooding process.
3.
GUIDELINES FOR VIV AND VIM

TESTS
REVIEW OF THE EXISTING

PROCEDURES
The
Committee
focused
on
the
development of guideline for VIV testing (7.502-07-03.10). The purpose of this guideline is
to ensure that laboratory model tests of VIV
responses of marine structures are adequately
performed according to the best available
techniques and to provide an indication of
improvements that might be made. The
guideline is also to ensure that any comprises
inherent in VIV tests are identified and their
effects on the measured results are understood.
The Committee reviewed three existing

procedures: 7.5-02-07-03.1 Floating Offshore
Platform Experiments, 7.5-02-07-03.2 Analysis
Procedure for Model Tests in Regular Waves
and 7.5-02-07-03.3 Model Tests on TankerTurret Systems.
Only very minor revisions were identified
for 7.5-02-07-03.1 and 7.5-02-07-03.2. The
Committee however found that there is little
information in 7.5-02-07-03.3 and the limited
information in 7.5-02-07-03.3 is very similar to
that in 7.5-02-07-03.1. The Committee
recommends to move the contents of 7.5-0207-03.3 to 7.5-02-07-03.1.
The Committee has also drafted the

guideline for VIM testing (7.5-02-07-03.11). It
is recommended to be completed by the Ocean
Engineering Committee of 28th ITTC.
5.
The Committee also identified that there is

no existing procedure dealing with the result
analysis of model tests in irregular waves. The
Committee recommends to develop a new
procedure on this aspect.
NUMERICAL BENCHMARK
STUDIES OF VIV
In the previous benchmark studies

organized by the 26th ITTC Ocean Engineering
Committee, all participants selected twodimensional unsteady RANS methodology.
287
de Wilde and Huijsmans (2001) and de Wilde

et al. (2003, 2004 and 2006).
Various turbulence models were used with the

assumption that the flow is fully developed to
the turbulent status.
It was concluded from the study that the
drag crisis phenomenon on the stationary
smooth cylinder was not predicted in the
numerical studies. It is well known that the
drag crisis is caused by the instability of
separated shear layer in critical range (3x105<
ReD <3.5x105). At the critical Reynolds
numbers, the transition point is located very
close to the point of flow separation. As a
result, the shear layer eddies cause the mixing
of flow in boundary layer so that the flow is
energized and the flow separation is delayed.
The delay of separation point leads to the
reduction of the drag coefficient. The
methodology based on two-dimensional,
unsteady RANS with turbulence models, is not
sufficient to simulate the physical phenomenon
(ITTC Ocean Engineering Committee Report,
2011). It is necessary to extend the benchmark
studies by including other CFD methods.
Figure 5.1.1 Smooth Cylinder of MARIN
A Workshop for benchmark studies on VIV

and wave run-up was held in Nantes, France,
October 17-18, 2013. Six participations
presented their results of VIV studies. The
results of benchmark studies are summarized
below.
5.1
Figure 5.1.2 High Reynolds VIV Test

Apparatus
For the numerical computations, six (6)
Reynolds number are selected as follow:
6.31E+04, 1.26E+05, 2.52E+05
3.15E+05, 5.06E+05, 7.57E+05
Benchmark Data
The measured drag coefficient for the

smooth stationary cylinder is presented in
Figure 5.1.3.
As reported in the ITTC Ocean Engineering

Committee Report (2011), the benchmark data
for the VIV of a circular cylinder was provided
by MARIN. The rigid circular cylinder is
200mm in diameter and 3.52m in length
(Figure 5.1.1). The cylinder was suspended
from the carriage about 1.7m below the calm
water surface. The VIV test apparatus is shown
in Figure 5.1.2. The towing tank is 4m deep,
4m wide and 210m long. The cylinder was kept
fixed in the flow and towed by the carriage at
various speeds. Details of the tests can found in
288
27
Table 5.2.2 Numerical Methods Used by

Participants
Code name
A
B
C
D
E
Figure 5.1.3 Drag Coefficient for Smooth

Cylinder
F
G
H1
5.2
Participants and Numerical Methods
H2
H3
Various organizations and individuals have

been invited to participate in the benchmark
studies. A list of participants is given in Table
5.2.1.
The
numerical
methods
and
computational details are summarized in Table
5.2.2.
H4
Table 5.2.1 Participants for the VIV

Benchmark Studies
Affiliation
China Ship Scientific
Research Centre
Seoul National
University
Samsung Ship Model
Basin
Memorial University
Inha University
University of Iowa
University of
Southampton
Shanghai Jiao Tong
University
Nationality
China
Korea
FLUENT
(Commercial Code)
SNUFOAM
(In-house Code)
FLUENT
(Commercial Code)
CFDShip-IOWA
(In-house Code)
Code-S
(In-house Code)
OpenFOAM
(Open Source Code)
Naoe-FOAM-SJTU
(In-house Code)
STAR-CCM+
(Commercial Code)
STAR-CCM+
(Commercial Code)
STAR-CCM+
(Commercial Code)
STAR-CCM+
(Commercial Code)
Number
Type of Grid
of Grid
2D/
3D
Steady/
Unsteady
RANS
/DES
LES
2D
Unsteady
RANS
2D
Unsteady
RANS
2D
Unsteady
RANS
3D
Unsteady
LES
3D
Unsteady
LES
3D
Unsteady
LES
2D
Unsteady
RANS
2D
Unsteady
RANS
2D
Unsteady
RANS
3D
Unsteady
DES
3D
Unsteady
LES
Convection
Term
China
289
0.001/0.00
05
87,223
Structured
Upwind
32,280
Structured
Upwind
43,820
Structured
Upwind
67,000,000
Structured
QUICK/WENO
0.00008
/0.0001
11,300,000
Unstructured
(Cartesian)
Upwind
(CFL=0.5)
Max
4,000,000
Unstructured
Hybrid
(Central +
Upwind)
0.005
100,000
Chimera
Upwind
H1
592,478
Hybrid
Upwind
H2
592,478
Hybrid
Upwind
H3
12,400,000
Structured
Upwind
H4
12,400,000
Structured
Upwind
Korea
Canada
Korea
USA
UK
0.001/0.00
02
/0.0001
0.001
0.00017
~ 0.0015
0.0001
~0.002
0.0001
~0.002
0.002
~0.02
0.002
~0.02
A
B
C
59
2
10
Wall
Function
(Used/No
t
Used)
U
N
N
0.03 ~0.15
G
H1
H2
H3
H4
1~4.9
0.06~0.56
0.06~0.56
0.06~0.56
0.06~0.56
U
N
N
N
N
Turbulence
Model
k-w SST
k-w SST
k-w SST
Dynamic
model
Dynamic
model
Dynamic
model
k-w SST
k-w SST
k-e (Standard)
-
Transition
Model
(Used/ Not
Used)
N
N
N
N
N
N
N
N
N
N
N
Figure 5.3.1 Mean Drag Coefficient

5.3
Numerical Results
In the benchmark studies, URANS,

detached eddy simulation (DES) and large
eddy simulation (LES) methods were used. In
term of overall trend, results by DES and LES
are generally in better agreement with the
experimental data than those by URANS. The
steep drop of mean CD was captured by LES.
In addition, the LES results agree better with
the experimental data at most points than those
by URANS. Some URANS methods gave
reasonably good results at high Reynolds
numbers. The mean CD , the mean CL , the
RMS of CL , and the Strouhal number are
compared with experimental data in Figs.
5.3.1-5.3.4, respectively, and are also presented
in Tables 5.3.1-5.3.4.
Figure
290
5.3.2
Mean
Lift
Coefficient
29
Table 5.3.2 Mean Lift Coefficient

Mean CL
Exp.
A
B
C
D
E
F
G
H1
H2
H3
H4
0.631
0.01
0.000
0.000
-0.002
0.038
-0.030
0.000
0.000
0.130
0.010
-0.040
-0.010
Reynolds Number (E+05)

1.26
2.52
3.15
5.06
-0.02
-0.17
-0.02
-0.04
0.000
0.001
0.000
0.002
0.000
0.000
0.000
0.000
0.003
-0.002
0.000
0.001
-0.052
0.079
0.007
0.003
-0.020
0.000
0.040
0.000
0.000
0.012
0.000
0.000
0.001
-0.120
0.000
-0.080
-0.160
-0.010
0.010
0.010
-0.020
0.020
-0.030
-0.010
-0.010
-
7.57
-0.11
0.000
0.000
0.001
-0.005
-0.001
-0.180
0.010
0.010
-0.040
Table 5.3.3 RMS of Lift Coefficient

RMS CL
Figure 5.3.3 RMS of Lift Coefficient
Exp.
A
B
C
D
E
F
G
H1
H2
H3
H4
0.631
0.24
0.53
0.47
0.83
0.60
0.18
0.51
0.86
1.08
0.10
0.58
0.99
1.26
0.26
0.46
0.28
0.70
0.62
0.16
0.34
0.72
1.04
0.12
0.38
-

2.52
3.15
5.06
0.07
0.03
0.05
0.26
0.22
0.25
0.17
0.17
0.16
0.64
0.61
0.50
0.12
0.06
0.06
0.08
0.06
0.06
0.24
0.19
0.15
0.95
1.00
1.02
0.13
0.13
0.32
0.32
0.21
0.55
-
7.57
0.04
0.21
0.16
0.34
0.04
0.12
0.95
0.12
0.13
0.10
Table 5.3.4 Strouhal Number

Strouhal
Number
Exp.
A
B
C
D
E
F
G
H1
H2
H3
H4
Figure 5.3.4 Strouhal Number

Table 5.3.1 Mean Drag Coefficient
Mean CD
Exp.
A
B
C
D
E
F
G
H1
H2
H3
H4
0.631
1.16
0.70
0.87
1.05
1.37
1.10
1.49
1.14
1.28
0.54
1.38
1.70
1.26
1.10
0.57
0.69
0.89
1.37
1.08
1.10
1.02
1.16
0.57
1.02
-

2.52
3.15
5.06
0.77
0.27
0.26
0.46
0.45
0.44
0.61
0.61
0.54
0.82
0.79
0.71
0.56
0.27
0.25
0.88
0.41
0.38
0.74
0.68
0.61
1.04
1.06
1.00
0.59
0.54
0.84
0.81
0.69
1.48
-
7.57
0.26
0.42
0.54
0.62
0.21
0.60
0.95
0.50
0.52
0.30
5.4
0.631
0.19
0.28
0.25
0.25
0.18
0.28
0.20
0.24
0.29
0.35
0.22
0.21
1.26
0.20
0.29
0.26
0.26
0.18
0.27
0.21
0.24
0.29
0.34
0.25
-

2.52
3.15
5.06
2.00
0.46
0.79
0.31
0.31
0.31
0.27
0.27
0.22
0.27
0.27
0.27
0.19
0.41
0.41
0.53
0.28
0.30
0.25
0.26
0.26
0.29
0.30
0.31
0.35
0.36
0.28
0.27
0.28
0.20
-
7.57
0.45
0.32
0.21
0.28
0.34
0.28
0.31
0.37
0.31
0.31
Summary of Presentations at the

Workshop
In the Workshop, six papers were presented

on VIV benchmark studies. A summary of
some papers related to the benchmark studies is
given below.
291
Yeon et al. (2013) studied drag crisis with

the LES method and the computations were
carried out at various Reynolds numbers. It was
indicated that the solutions are strongly
affected by the domain size. The mean drag
coefficients were compared to experimental
data by MARIN in Figure 5.4.1.
Figure 5.4.2 Simulation Results of 3D LES

( Lee and Yang, 2013)
James and Lloyd (2013) studied the flow
around the circular cylinder at high Reynolds
numbers using LES. They found that
unstructured grids provide better resolution of
key flow features, when a reasonable grid
size is maintained. A blended upwind-central
scheme, unique in OpenFOAM, was used,
avoiding unnecessarily high numerical
dissipation as well as removing artificial
wiggles observed in the full central scheme.
Figure 5.4.3 presents an example of vortical
structures.
Figure 5.4.1 Drag Coefficient versus Re

(Yeon et al., 2013)
Lee and Yang (2013) also employed LES
for the benchmark studies and carried out
simulations at three Reynolds numbers, Re =
6.31E+04, 1.26E+05, and 2.52E+05. The 3D
LES code was developed in-house based on a
finite-volume method. A dynamic sub-grid
scale model, in which the model coefficient is
dynamically determined by the currently
resolved flow field rather than by assigning a
prefixed constant, was implemented for
accurate turbulence modelling. Figure 5.4.2
presented time-averaged statistical data in
comparison with those by MARIN. Note that
Grids #1, #2 and #3 consist of 4.4, 8.7 and 11.3
millions of cells, respectively. As shown in the
figure, LES captured the trends of the mean
drag coefficients near the drag crisis.
Re = 3.15 x 105
Figure 5.4.3 Vortical Structures in terms of
the Second Invariant of the Velocity Gradient
Tensor (James and Lloyd, 2013)
Wen and Qiu (2013) simulated the twodimensional unsteady turbulence using a
RANS solver, Star-CCM+, and various
turbulence models. The studies showed that
turbulence models have significant effects on
the solutions (see Figure 5.4.4) and RANS is
inadequate to address the drag crisis
phenomenon.
292
31
drag crisis phenomenon and the LES solutions

agree better with experimental data at most
points than those by URANS. At high
Reynolds numbers, some solutions by the
URANS method agree reasonably well with the
experimental data.
Some of the participants are still working
on completing the simulations at all the
Reynolds numbers using DES and LES. More
comparisons will be made in a journal paper,
which is being prepared by the Committee.
Figure 5.4.4 Horizontal Velocity Contours

at Re = 6.31E+04 (top: SST k- model,
middle: k- model, bottom: RSTM model)
(Wen and Qiu, 2013)
The Committee recommended to continue

the benchmark studies based on LES and DES.
Ye et al. (2013) used a RANS solver,

pimpleFoam in OpenFOAM, coupled with an
overset grid technique. The k- SST turbulence
model was employed. Numerical results
without overset grid approach were also
presented for comparison study. An example of
predicted velocity contour is presented in
Figure 5.4.5.
BENCHMARK STUDIES OF WAVE

RUN-UP
6.1
Introduction
The Committee conducted benchmark

studies of wave run-ups on single truncated
cylinder and on four truncated cylinders. A
Workshop was held at Nantes, France on
October 17 and 18, 2013 and provided
opportunities for participants to present and
discuss the results of benchmark studies.
Numerical solutions based on various methods
were compared with experimental data. Note
that six organizations of Korean Towing Tank
Conference (KTTC) also carried out the
comparative studies on wave run-ups using
MOERI's benchmark data. A Workshop on the
benchmark studies was held at Daejeon, Korea
on September 12, 2013. Note that this Section
will focus on the outcome of the Workshop
hosted by the Committee.
Re = 7.57 105
Figure 5.4.5 Velocity Contour (Ye et al.,
2013)
5.5
6.
In this benchmark study, URANS, DES and

LES were used. In terms of overall trend,
numerical predictions by DES and LES are
generally in better agreement with the
experimental data than those by URANS. It can
be concluded that the LES method captured the
6.2
Benchmark Data
The experiments for wave run-ups on a

single truncated circular cylinder were carried
out by
both MOERI and MARINTEK.
293
MARINTEK conducted the model tests for

wave run-ups on four truncated cylinders. The
benchmark data are summarized in the
following sections.
6.2.1
Single Truncated Circular Cylinder
Model tests were carried out by MOERI for

the single truncated circular cylinder for six (6)
wave periods and four (4) wave steepness.
Table 6.2.1.1 presents the test matrix, in which
the shaded cases were also tested by
MARINTEK (Kristiansen et al., 2004). Note
that the experimental data provided by MOERI
was used in the benchmark studies. The
diameter of the prototype cylinder is 16.0m and
its draft is 24.0m. The model scale is 1:50.3
and the model diameter is 31.8cm. Figure
6.2.1.1 shows the locations of wave probes.
The experimental set-up used by MOERI is
presented in the Figure 6.2.1.2.
Figure 6.2.1.1 Locations of Wave Probes

(MOERI)
In the benchmark studies, the first-order,

second-order harmonics and mean results of
following measured items were compared with
numerical solutions at various wave
frequencies in terms of kR ( k is wave number
and R is the radius of the cylinder):
1) Horizontal force, Fx , vs. kR
2) Vertical force, Fz , vs. kR
3) Wave elevations at 10 wave probe
locations.
Figure 6.2.1.2 Experimental Set-up

(MOERI)
Table 6.2.1.1 Test Matrix for the Single

Truncated Circular Cylinder
6.2.2
Four Truncated Cylinders
Model tests were conducted by MARNTEK

for four truncated cylinders of two different
cross-section geometries (circular and squared).
The locations of wave probes and four
truncated cylinders as well as wave headings
are shown in Figure 6.2.2.1. The coordinates of
wave probes are given in Table 6.2.2.1. Test
conditions are summarized in Table 6.2.2.2.
294
33
Table 6.2.2.1 Locations of Wave Probes (in

Prototype Scale)
Note that MARINTEK has also carried out

model tests for single circular and squared
cylinders, as shown in Table 6.2.2.2. Only
experimental data for four truncated cylinders
were used in the benchmark studies.
a1
a2
a3
a4
b1
b2
b3
b4
c1
c2
c3
c4
(0,0)
Circular Cylinder
X(m)
Y(m)
34.0000
25.9500
34.0000
24.5300
34.0000
21.2500
34.0000
18.0000
28.3078
28.3078
27.3037
27.3037
24.9844
24.9844
22.6863
22.6863
25.9500
34.0000
24.5300
34.0000
21.2500
34.0000
18.0000
34.0000
a1
a2
a3
a4
b1
b2
b3
b4
c1
c2
c3
c4
Squared Cylinder
X(m)
Y(m)
34.0000
25.9500
34.0000
24.5300
34.0000
21.2500
34.0000
18.0000
27.1362
27.1362
26.1321
26.1321
23.8128
23.8128
21.5147
21.5147
25.9500
34.0000
24.5300
34.0000
21.2500
34.0000
18.0000
34.0000
Note: a1,b1 and c1 are the wave probes on

the cylinder surface
Table 6.2.2.2 Test Matrix
(a) Four Circular Truncated Cylinders
I) single circular column, II) single squared column

III) four circular columns, IV) four squared columns
(0,0)
6.3
Participants
Eleven organizations participated in the

benchmark studies. The list of participants is
given in Table 6.3.1. Some participants
participated in the benchmark studies by
carrying out numerical simulations and others
conducted model tests. Table 6.3.2 presents
the cases studied by each participant.
(b) Four Squared Truncated Cylinders

Figure 6.2.2.1 Experimental Set-up for
Four Truncated Cylinders (MARINTEK)
295
The grid topologies are presented in Figure

6.4.1.2.
Table 6.3.1 Participants for Wave Run-up

Benchmark Studies
No.
1
2
3
4
5
6
7
8
9
10
11
Affiliation
ECN, France
Hyundai Heavy Industries
Inha University
University of Iowa
MOERI(KRISO)
University of Bath
MARINTEK
Pusan National University
Samsung Heavy Industries with CD-Adapco Korea
Seoul National University
Shanghai Jiao Tong University
Table 6.3.2
Participants
Participant
ECN, France
Hyundai Heavy
Industries
Inha University
University of Iowa
MOERI
University of Bath
MARINTEK*
Pusan Nat.
University
Samsung Heavy
Industries with
CD-Adapco Korea
Seoul National
University *
Shanghai Jiao
Tong University
Benchmark
Studies
Table 6.4.1.1 Numerical Methods and

Schemes
6.4.1
SGS
K-omega
Stoke 1 st &
2nd order
Stoke 2 nd
order
by
VOF-Implicit
MMD-Explicit
Wave theory
Stoke 5 th
order
Stoke 5 th order
Stoke 5 th
order
Inlet
Velocity
Velocity
Velocity
Wave
pressure &
Velocity
Not
applicable
Outlet
Pressure
outlet
Pressure outlet
Pressure
outlet
Exit
Not
applicable
Side
Symmetry
Symmetry
Wall
Top
Symmetry
Symmetry
Far-field
Bottom
Wall
Symmetry
Wall
Slip-wall
T/250
1/1000s
Variable time
step by
courant
number
1~2
Grid size
Number
of Cells
O
O
O
O
Numerical Results
Grid Topology and Numerical
Scheme
Nine participants employed CFD methods

to simulate wave run-ups. The numerical
methods, the computational domains, boundary
conditions and time steps employed by
participants are summarized in Table 6.4.1.1.
296
0.005
VOF-Explicit
Airy theory,
Stoke 2 nd rder
Linear
Not
applicable
Not
applicable
Not
applicable
Patch with
relaxation
zone
Patch with
relaxation
zone
Velocity
Velocity
Slip-wall
Velocity
Patch
Atmosphere
Slip wall
T/250~
T/100
Variable time
step
controlled by
Courant
number
T/200
3D
16D
8D
50~70EA
70EA
15
8D
12.5D
3D
Per length
150EA
75EA
Min. 60EA
20EA
20EA
Min. 6EA
At least 15
Commercial
Star-CCM+
In-House
INHAWAVE-II
Comflow
ver 3.1
In-House
FEDIF
In-House
CFDShip-Iowa
V4.5
20~30EA
No-slip wall
Side
Per height
Zero gradient
Outlet
Code
0 deg 45 deg
Damping
zone
w/ wall B.C
G-2
SKE
Free-surface scheme
Time step size
Four
Squared
Cylinders
G-1
VOF with
local height
function
Boundary
conditions
* Note that MARINTEK and Pusan

National University participated in the
benchmark studies by carrying out model tests.
6.4
A
RKE
Inlet
Single
Single
Four
Circular Squared
Circular
Cylinder Cylinder
Cylinders
Wave
heading: 0 deg 0 deg 45 deg
0deg
O
O
O
O
O
O
O
Participants
Turbulence model
82EA
Not
applicable
Not
applicable
In-house
DIFFRACT
Ver.2009
5D
12~22EA
10EA
In-house
OpenFoam
Ver.2.2.1
In-house
35
[ Surface grid distribution around the cylinder ]
[ Volume grid distribution ]
(a) A
(b) B
(a) A
(c) C
(d) D
(b) E
(e) E
(f) F
(g) G-1
(h) G-2
(c) F
Figure 6.4.1.2 Grids for four Truncated
Circular Cylinders
6.4.2
The time series of computed wave

elevations at 10 wave probe locations
(WPB#01-WPB#05, WPO#01-WPO#05) and
forces on the single truncated circular cylinder
( Fx and Fz ) are compared with the time
histories of experimental data by MOERI in
Figure 6.4.2.1 for two test conditions (T15S110
and T09S116). It can be observed that the
predicted patterns of wave run-ups on the
single truncated circular cylinder, obtained by
all the participants, are very similar to those of
experimental ones.
(i) H
Figure 6.4.1.1 Grids for
Truncated Circular Cylinder
the
Single Circular Cylinder
Single
297
Figure 6.4.2.2(a) shows the 1st harmonic

results at WPB#01. The trends of experimental
results by MOERI and MARINTEK are similar
at WPB#01. The trends of numerical results by
participants A, B and F agree well with the
experimental results by MOERI at WPB#01.
Figure 6.4.2.2(b) shows the 2nd harmonic
results at WPB#01. The trends of experimental
results by MOERI and Pusan National
University (denoted as EXP-A) are similar at
WPB#01. However, the trend of those by
MARINTEK is somehow different from the
other two.
1st harmonic components
(b) 2nd harmonic components

Figure 6.4.2.2 Wave Run-ups at WPB#01
for the Single Truncated Circular Cylinder
(a) T15S110
(b) T09S116
Figure 6.4.2.1 Predicted Wave Elevations
and Forces with Experimental Results
298
37
6.4.3
(a)
Four
Circular
T07S130,Wave Heading =0 deg
Four Truncated Cylinders
Figure 6.4.3.1 shows the time series of

wave elevations at 12 locations (a1~a4, b1~b4,
c1~c4) for four truncated columns. They are
compared with experimental results by
MARINTEK. The predicted patterns of wave
run-ups on the four truncated circular and
squared cylinders are similar to those of
experimental data. The 1st and 2nd harmonic
components of wave elevations at a1, b1 and c1
are compared with experimental data in Figure
6.4.3.2 and Figure 6.4.3.3, respectively, for the
four truncated circular cylinders with wave
heading of 0 degree.
Cylinders,
(b) Four Squared Cylinders, T07S130,

Wave Heading =0 deg
(c) Four Squared Cylinders, T07S130,

Wave Heading =45deg
Figure 6.4.2.3 Comparison of Time
Histories for Four Truncated Circular and
Squared Cylinders
299
(a) Position - a1
(a) Location - a1
(b) Location - b1
(b) Position - b1
(c) Location - c1
Figure 6.4.3.1 1st Harmonic Values for Four
Truncated Circular Cylinders at Locations of
Three Wave Probes (Wave Heading =0 deg)
(c) Position - c1
Figure 6.4.3.2 2nd Harmonic Values for
Four Truncated Circular Cylinders at Locations
of Three Wave Probes (Wave Heading =0 deg)
6.5
Summary of Presentations at
Workshop
In the Workshop, six papers were presented

on wave run-up benchmark studies. A
summary of papers related to the wave run-up
benchmark studies is given below.
300
39
Kristiansen and Stansberg (2013) studied

the wave diffraction (upwelling) and run-up on
vertical columns in steep wave conditions by
reviewing a data set from the scaled model
tests with single and multiple fixed columns in
deep water. Measurements clearly show higher
wave crests than those by the linear modelling
for steep waves. The second-order modelling
can be used to improve this. However, there are
still deviations in steep waves, especially at
short wave periods (see Figure 6.5.3).
Yoon et al. (2013) computed wave

elevations at several locations around a
truncated circular cylinder using CFDShipIowa. Time series of wave elevations and wave
forces were compared with experimental data.
Figure 6.5.1 presents the comparison of
predicted wave elevations with experimental
ones.
Figure 6.5.1 Experimental Wave Profiles

(Stansberg and Kristiansen, 2005) and
Numerical Predictions for the Case of T=15s,
H=35m (Yoon et al., 2013)
Sun et al. (2013) predicted wave elevations
around a single truncated circular cylinder
using a potential-flow solver (DIFFRACT) and
a viscous-flow solver, OpenFOAM. Results
were compared with measured time series in
experiments and the solutions by WAMIT.
Spectral analyses were carried out. RAOs and
QTFs of wave elevations were compared with
the results obtained by Kristiansen et al.
(2004).
Figure 6.5.3 Wave Crest Heights for the

Case of T=15sec, 4 Columns and Heading = 45
deg. (Kristiansen and Stansberg, 2013)
Cao et al. (2013) computed wave run-ups
on a fixed single truncated circular cylinder and
four circular cylinders using in-house CFD
naoe-FOAM-SJTU solver. Favourable wave
elevations were obtained in comparison with
experimental data (see Figure 6.5.4).
Figure 6.5.4 Wave Elevations for the Case

of Four Circular Cylinders (T = 9 sec and
Heading=45 deg) (Cao et al., 2013)
(a) 1st Harmonic
(b) 2nd Harmonic
Figure 6.5.2 RAOs and QTFs (Sun et al.,
2013)
6.6

benchmark studies on the cases of the single
301
presents some typical scenarios of thrusterthruster interactions.
truncated cylinder, and four organizations

participated in the benchmark studies on the
cases of four truncated
cylinders. Nine
participants employed CFD methods in their
studies. The FFT analysis was performed to
predict the harmonic values, and the results of
harmonic values were compared with the
experimental results.
It was concluded that the values and trends
of the computed wave elevations and forces by
CFD methods are in good agreement with the
experimental results for the cases of single and
four cylinders.
Due to time constrains and limited
computing resources, most of participants have
focused on the single circular cylinder cases. It
is recommended that more studies be extended
to the four-column cases. Some of the
participants are still working on completing the
simulations. More comparisons will be made in
a journal paper, which is being prepared by the
Committee.
7.
THRUSTER INTERACTION AND

SCALE EFFECT IN DP TESTS
7.1
Introduction
Figure 7.1.1
Scenarios for ThrusterThruster Interactions (Ruiz et al., 2012)
7.2
Literature Review
A lot of todays knowledge on thruster

interaction effects was due to the development
in the late 1980s and early 1990s (Nienhuis,
1992). In 1983, a semi-empirical calculation
procedure was developed by MARIN to
estimate the thruster-thruster interaction
(Nienhuis, 1986). The underlying assumption
of this method was that the propeller slipstream
behaves similar to a swirling turbulent jet. The
good correlation between model test results and
calculations indicated that this assumption was
correct. However, this conclusion was not
confirmed since the extent of the thrusterthruster interaction was largely determined by
two factors: the decrease of the velocity in the
slipstream and the width of the slipstream.
These two factors are related by the
conservation of momentum. In 1986/1987, the
first detailed thruster slipstream was measured
by MARIN using the 2D LDV. These
measurements were carried out on a thruster
Dynamic positioning (DP) systems and

azimuthing thrusters are widely used in the
offshore industry for station-keeping. The
effective force generated by thrusters can be
significantly smaller than those obtained from
their open-water characteristics. This is a result
of thruster interactions with the hull, current
and the wake of neighbouring thrusters. These
phenomena are often referred as thrusterthruster and thruster-hull interactions. The
understanding and quantification of thruster
interaction (or thrust degradation) effects is
essential for the evaluation of the stationkeeping capabilities of DP vessels. Figure 7.1.1
302
41
suggested to account for the Coanda effect. If

there are support struts to the propeller in the
flow, the reduction in thrust is approximately
10%.
mounted under a simple-shaped barge. Some of

the conditions were however very similar to
the open-water condition. The test results
showed a jet spread and a velocity decay
different from that predicted by the simple
calculation procedure mentioned above.
Det Norske Veritas (DNV, 1996) outlined

rules for thruster assisted (TA) mooring
systems. Depending on whether manual TA or
automatic control (ATA) is employed, 70% or
100% of the net thrust can be used. It is
assumed that azimuthing thrusters can provide
thrust in all directions, unless specific
restrictions are defined.
One of the oldest data available for thrusterthruster interaction in open water were
published by Lehn (1980, 1981) which are for
zero-speed conditions only and cover variations
in relative thruster position and thruster angle.
Nienhuis (1992) used the calculated
velocity field downstream of a simplified
thruster (which delivered the same thrust and
the same power as Lehn's thruster) and
calculated the thruster-thruster interaction. The
average inflow velocity over the propeller disk
of the second thruster was calculated, and the
resulting advance ratio was used in conjunction
with the estimated open-water diagram of the
thruster used by Lehn (1980). Moreover,
Nienhuis (1992) investigated the interaction of
thrusters below a flat plate. By using the
calculated velocity field for a simplified
thruster close to a flat plate, it is possible to
calculate the thruster-thruster interaction using
the same approach as for the open-water case.
Both measurements and calculations showed
that the interaction in open-water persists for
larger distances between the thrusters. In the
work of Nienhuis (1992), the thruster-hull
interaction was also investigated.
Brandner (1998) investigated the interaction

between two closely spaced ducted azimuthing
thrusters through a series of experiments.
Forces acting on a single thruster as well as on
two thrusters were measured for a range of
operating conditions and relative positions. The
results showed that forces from the trailing
thruster were heavily affected by interaction
due to impingement of the race from the
leading thruster, whereas forces from the
leading thruster essentially remain unaffected
despite its proximity to the trailing thruster.
van Dijk and Aalbers (2001) showed that
degradation effects on a thruster in model scale
may occur due to inflow and cross flow, and
due to waves if they cause ventilation effects.
They stated that as the thrust is generated based
on the principle of accelerating water, there is a
suction flow and a jet flow. The suction flow is
characterized by relatively low flow velocity
over a wide area, while the jet flow is high
speed and concentrated in a relatively small
cross-section area. Furthermore, the jet may
induce other flow patterns, depending on the
local hull form and the intensity and direction
of the jet. These flows, together with the
current flow and waves may cause interaction
effects leading to degradation of thruster
performance. The following types of
interaction were considered: thruster-thruster,
API (1996) provided guidelines for the

determination of available thrust, and
particularly gives guidance on how the thrust
varies with the inflow velocity. It indicates that
the thrust reduction for dynamic positioning
systems due to oblique inflow cross-coupling
effects is not well researched. API states that
the propeller thrust decreases with increasing
inflow, which is caused by the current speed,
movement of vessel or the slipstream from
another thruster. A 5-15% correction factor is
303
A reduction in thrust (up to 40%) was

recorded when one thrusters slipstream is
pointed into the other thrusters slipstream.
thruster-hull (including the Coanda effect),

thruster-current, and thruster-waves.
Figure 7.2.1 Thruster

Reported in Nordveit (2007)
Nordtveit et al. (2007) presented the results

of model tests carried out in MARINTEK. The
tests were to assess the thrust degradation in
DP operations of an Aframax DP2 shuttle
tanker, operating in rough environmental
conditions in the North Sea. Investigations
were conducted for tunnel thrusters, azimuth
thrusters and main propellers with rudders. The
results showed that thrust loss or thrust
degradation effects due to thruster-thruster and
thruster-hull interactions and the dynamics
effects are of significant importance for the
design, analysis and operation of a DP vessel.
The magnitude of thrust degradation depends
on the vessel type, design, operation and
environmental forces. Thrust degradation
coefficients are recommended for the DP
capability analysis of the Aframax shuttle
tanker.
Configurations
Ekstrom and Brown (2002) addressed the

influence of two thrusters in close proximity.
The experiments were carried out at the wave
tank in the Department of Mechanical
Engineering at University College London.
They recognized that additional research into
the thruster cross-coupling effects at a range of
in-flow velocities is needed, as these effects are
likely to be significant at the current speeds
appropriate to manoeuvring situations using
dynamic positioning systems. In their work,
they drew some interesting conclusions:
Bosland et al. (2009) proposed a numerical

method to predict the interaction effects. The
developed propeller interaction model is based
on the panel method. At the second thruster the
distorted flow field due to the first thruster was
modeled by means of two wake field models; a
linear potential wake model and an empirical
turbulent jet model. Due to the intersection of
wake and the body panels at the second
thruster, numerical instabilities occurred at the
collocation points. These instabilities were
removed by applying a realistic vortex model
instead of the analytical vortex model. It was
concluded that the thrusters interaction
propeller model coupled with the turbulent jet
wake field yield an accurate prediction of
thruster interaction. Although results based on
the linear potential wake field model are
promising, the prediction of the divergent and
subsiding characteristics of the physical wake
field needs to be improved, since the linear
The thrust in open water tests was 8 to 15%

more than that in the tests with a thruster
attached to a vessel.
Thrust losses were up to 5% for the
thruster closer to the vessel.
The loss of thrust is more likely due to the
hull influence rather than the Coanda effect
for thrusters placed close to the stern of the
vessel.
A reduction or an increase in thrust can
occur when one thrusters slipstream is
influenced by the other thrusters
slipstream.
304
43
magnitude of losses associated with the

interaction effects is a function of the hull
shape, the locations of thrusters, the degree of
tilt of the propeller or nozzle axis. Barred
zones that prevent thrust in defined sectors can
be created in the DP control system software to
address issues associated with the thruster wash
for azimuthing thrusters. Such barred zones
may result in reduced capability. Furthermore,
in order to minimize negative effects caused by
thrusters interacting hydrodynamically with
each other, DNV recommends that the distance
between thrusters should be maximized to the
feasible extent.
wake model does not correctly represent the

physical properties of the wake.
Palmer et al. (2009) assessed thruster-hull
and thruster-thruster interactions on for
autonomous underwater vehicles (AUVs). The
interactions were investigated using an
experimental
approach.
The
induced
longitudinal force (thrust loss) was less than
10% of the desired thrust force and the induced
lateral force was between 8% and 20% of the
desired thrust.
American Bureau of Shipping (ABS, 2013)

also published a Guide for Dynamic Position
Systems. It recommends that the thrusterthruster interaction effect should be included
in the station-keeping performance assessment,
and that the results from full-scale or suitable
model tests for thruster-thruster interaction
effects can be used whenever possible. If such
results are not available, Appendix 1 of the
ABS Guide provides guidelines for the
assessment of the interaction effect on the
available thrust.
Song et al. (2013) investigated the thrust
loss by interactions between azimuth thrusters
and ship hull based on the model tests and the
numerical simulations. In the DP condition,
two thrusts need to be considered: one is the
thrust of the azimuth thrusters and the other
one is the resultant thrust of the ship. The
difference between these two thrusts denotes a
thrust loss due to the thruster-hull interaction.
In the model tests, the thrust and torque of an
azimuth thruster were measured at 15 interval
between 0 and 360. The resultant thrust and
moment were obtained by measuring the force
using the dynamometer in the towing carriage.
A Wind Turbine Installation Vessel (WTIV)
was used in the studies. Based on the model
tests, the thrust loss due to thruster-hull
interaction was up to 30% of the pure thrust. In
Figure 7.2.2 Possible Thruster Interactions

on AUVs (Palmer et al., 2009)
de Wit (2009) and van Daalen et al. (2011)
investigated the interaction effects on the
optimization of DP allocation algorithms. In
their work, the effect of the thruster-thruster
interaction on the reduction of delivered power
was studied.
Det Norske Veritas (DNV, 2012) outlined
the guidelines for the design of dynamically
positioned vessels. In the design process of DP
systems, the thruster interaction effect is
recognized as an important issue in the
determination of the desired capability. The
305
literature, or by carrying out dedicated model

tests. Published data can give valuable insights,
but it is often too general, or not applicable to a
specific design. Model tests, on the other hand,
do provide detailed results but they are
relatively expensive. In addition, model test
results often become available relatively late in
the design process, making it difficult to
incorporate the results in the design.
the numerical simulations, two methodologies,

MRF (Moving Reference Frame) and SM
(Sliding Mesh), were applied. Although both
numerical methodologies showed good
agreements with experimental data, it was
suggested that the MRF method is time-saving
and therefore more practical to predict the
thrust loss.
The CFD simulation could be an alternative

method but there is little experience in the
application of CFD as an engineering tool for
thrust degradation effects. With the rapidly
increasing capabilities of CFD models and
computer hardware, the time is right for the
development of new tools to analyze the
thruster interactions (Cozijn, 2010).
In offshore heavy lift or pipe-laying
operations, the station keeping capabilities of a
DP-vessel affect the operability limits of these
operations. The efficiencies of DP thrusters of
these vessels have been assessed by comparing
the CFD solutions with model test results
(Ottens et al., 2011). Numerical studies using
CFD were performed to assess thruster-hull
interactions on a semi-submersible vessel. The
CFD results were validated against results of a
series of model tests, including an open-water
thruster, the single thruster-hull interactions
without current, and full thruster-hull
interactions with all thrusters active without
current. The CFD
results show good
agreement with the model test data. The
computed forces on the semi-submersible as
well as on the individual floater with active
thrusters are in 10% difference in comparison
with the model test data. The largest
discrepancies are in the bow quartering
conditions where the thruster-hull interactions
show the most complex flow pattern due to the
location and shape of the stern keel. The
comparisons between the CFD and model test
results demonstrates that CFD is able to predict
Figure 7.2.3 Ship Model for ThrusterThruster/Hull Interaction Tests at Samsung

Ship Model Basin (Song et al. , 2013 )
Figure 7.2.4 Polar Plot of Thrust Loss due

to Thruster-Thruster Interaction (Song et al.,
2013 )
The work described above demonstrates
progress made in the study of the effects of
thruster-thruster interaction on the performance
of DP vessels. Thrust degradation effects can
be quantified using data available from
306
45
the relevant force components well with a

sufficient accuracy for engineering purposes.
7.3
Measurement of Thruster Wake
Research has been carried out to understand

the thruster interaction effects by measuring the
detailed wake flow using PIV systems.
Figure 7.3.1 Measured Velocities in the
Wake of an Azimuth Thruster (Cozijn et al.,
2010)
Figure 7.2.5 Downwash of Active

Thrusters, Azimuth 270 deg (Ottens et al.,
2011)
Figure 7.3.2 Flow Field of A Single Sweep

Measurement with the PIV System ( Cozijn et
al., 2010)
Cozijn et al. (2010) investigated the wake
flow behind a ducted azimuthing thruster in
open water and under a barge. Model tests
were carried out in stationary conditions. The
propeller thrust and torque were recorded and
the flow velocities in a large number of crosssections at various distances from the thruster
were measured using a PIV system (see Figure
7.3.1). In addition, velocities were measured in
a longitudinal plane at the thruster centre line
(see Figure 7.3.2). The PIV measurements for
the thruster under a barge show the thruster
wake deformed by the presence of the barge as
well as by its bilge. The bottom of the barge
forms a flat plate above the thruster, clearly
flattening the cross-section of the thruster
wake. In addition, the wake flow along the
bottom and the bilge of the barge resulted in a
low pressure region, causing the wake flow to
diverge up as it flows from under the barge into
Figure 7.2.6 Visualization of the

Impingement of Wakes on the Portside of the
Floater, Azimuth 270 deg. (Ottens et al., 2011)
307
models against measurement results, both at

model-scale and at full-scale, are required.
the open water. This phenomenon is known as

the Coanda effect and was clearly visible in the
PIV measurements.
Research into CFD computations for

thruster interactions should first focus on the
computation of the velocities in the wake of a
thruster in open water. The accurate
computation of the velocities, especially at
large distances from the thruster, is crucial for
the accurate prediction of thruster interaction
effects in a later stage. Different modelling
options should be investigated. Subsequently,
complex configurations should be considered
in the computation by introducing additional
physics, such as friction forces on the hull and
the deflection of the thruster wake (Coanda
effect).
Cozijn and Hallmann (2013) reported on

thruster-interaction model tests carried out in
MARIN's Deepwater Towing Tank. The wake
flow at a large number of cross-sections at
different distances from the thrusters was
measured with a PIV system for two different
DP vessels, a semi-submersible and a drill ship.
The PIV measurements provided a detailed
image of the flow velocities in the thruster
wake, showing the axial velocities, as well as
the transverse and vertical velocity components
(see Figure 7.3.3).
Figure 7.3.3 Measured Wake Velocity Field

(Cozijn and Hallman, 2013)
7.4
8.
MULTIPLE-BODY INTERACTION
IN WAVES
8.1
Introduction
When two vessels are in a close proximity,

the large resonant elevation of free surface
occurs in the gap. Most of the linear seakeeping programs currently used by the
industry over-predict the free surface elevation
between the vessels and hence the lowfrequency loadings on the hull. This leads to
problems in the design of the fenders, hawsers
and loading arms and causes unsafe operations.
Recommendations
The Joint Industry Project on the

hydrodynamics of thruster interaction (TRUST
JIP) was initialized to investigate the thruster
interaction effects using both experimental and
CFD methods. As an outcome, guidelines are
also expected to be developed on how to use
model tests and CFD computations in the
analysis of thruster interaction effects and for
the optimization of thruster configurations on
DP vessels.
To overcome the problems, the lid

technique (Huijsmans et al., 2001), in which
the free surface in the gap is replaced by a
flexible plate, has been developed to suppress
the unrealistic values of low-frequency forces.
A linear dissipation term has also been
proposed by Chen (2004) to modify the freesurface equation. Newman (2003) used the
generalized mode technique to model the free
surface. However, these methods require to
input the artificial damping factors.
For
example, Chen (2005) computed the drift
Although the application of CFD methods

for thruster interactions is still largely
unexplored, suitable modeling methods should
be investigated and developed in the near
future. Thorough validation studies of CFD
308
47
measured cases. It was noted that the damping

factor should be tuned via the second-order
drift force and not first-order quantities, such as
wave height. The damping factor was said to
have the greatest effect on the second-order
drift force.
forces and wave elevations in the gap for two

side-by-side barges and for a barge adjacent to
a Wigley hull and compared the results to
measured values. The numerical model was
based on the linear potential theory with the
addition of a damping term to the free surface
boundary conditions in the gap region.
Numerical simulations showed wave height
and drift force in the resonance band was overpredicted using a damping coefficient =0;
better agreement to measured data was
achieved with = 0.016. Cheetham et al.
(2007) presented numerical results by using
AQWA software for side-by-side ship
hydrodynamics and validation studies. A
linearized damping lid boundary condition was
used in the gap region. Simulations were
performed for a ship-barge case where it was
determined that a value of damping factor =
0.01 was the most appropriate for the boundary
condition.
Bunnick et al. (2009) performed a

numerical simulation using the damping lid
method, as described in Chen (2005), to
compare to the model tests results of two sideby-side LNG carriers in head seas. The
damping lid was also extended to the surface
inside the vessel but not just the free surface
gap. It was reported that the damping lid
method worked better than the rigid lid method
since the former showed better comparison
with experimental results over the frequency
range of interest.
Molin et al. (2009) used DIODORE, which
is based on the potential-flow theory, to
analyze two side-by-side fixed barges. A set of
massless plates were added to the gap between
the barges and a quadratic damping force was
applied to the plates. The numerical results
were compared to the model tests of two
rectangular barges in irregular waves. A drag
coefficient, CD = 0.5, for determining the
quadratic damping force, led to good
agreement with measured data. It was
recommended that an investigation of freely
floating ships should be performed in the
future.
Since these methods are inadequate to give

reasonable predictions without providing the
experimental data beforehand, it may not be
practical to apply them for design and analysis.
It is desirable to determine the damping
contribution due to viscous flow.
8.2
State-of-the-Art Review
Many researchers have contributed to the

studies of interactions of side-by-side bodies
based on the potential-flow theory in the
frequency domain and using lower-order and
high-order panel methods. Pauw et al. (2007)
performed a comparison of measured data and
numerical analysis of two side-by-side LNG
carriers. The numerical analysis was performed
with a panel method code using a flexible
damping lid in the gap region. A variety of gap
widths were used in head seas in an attempt to
obtain rationale for predicting suitable damping
factors. It was concluded that no unique value
for the damping factor could fully cover all the
Kawabe et al. (2010) examined water

surface response in a moon pool for a freely
floating vessel. There was a comparison of
numerical results with a damped moon pool
free surface and measured data. This
investigation showed a damping factor of =
0.05 resulted in a good agreement between
numerical and measured results.
Zhang et al. (2013) conducted numerical
calculations of the hydrodynamic interactions
309
of two bodies in arbitrary arrangements, in

terms of the different gap distances, relative
sizes and the arbitrary relative angles. On the
basis
of
the
potential
theory,
the
hydrodynamics software HYDROSTAR was
utilized. The results of different cases showed
that with the gap distances reducing, the
resonance phenomenon became more dominant
than shielding effect. For cases of different
relative angles, the results suggested that sway
and heave response were sensitive in head sea.
For parallel arrangement, with the size of
barges turn smaller, the motion responses were
larger.
side-by-side barges during float-over operation,

using the potential flow code WAMIT. The
numerical results were validated by model
tests. It was reported that numerical simulation
could obtain a satisfactory result by adding
viscous damping rectification.
Kashiwagi and Shi (2010) obtained the
pressure distribution for multiple bodies in a
close proximity. They solved the integral
equation of the diffraction potential by the
Higher-order Boundary Element Method
(HOBEM). It was found that when the
separation distance between bodies becomes
smaller, there would be a larger deviation of
the pressure distribution.
Ten et al. (2012) performed a semianalytical method to predict the characteristics

of the resonance of viscous fluid in narrow gap.
Meanwhile, dissipation was introduced in the
form of pressure loss. This method was
validated by comparing with the existing
analytical, numerical and model test results. It
was found that the classical BEM was
inapplicable for very small gap size. The semianalytical model was reported suitable both
when the ratio of gap distance to the ship body
breadth is small and large.
Hong et al. (2013) studied the gap

resonance between the bodies in close
proximity by two methods, in terms of a ninenode discontinuous higher order boundary
element method (9dHOBEM) and a constant
boundary element method based on the
boundary matching formulation (BM-CBEM).
The results showed that using BM-CBEM
combined with the free surface damping or
9dHOBEM combined with a tuned value of the
wetted surface damping parameter could
largely reduce the over-predicted first-order
hydrodynamic coefficients and successfully
estimate the time-mean drift forces of two side
by side floating structures.
Clauss et al. (2013) investigated the gap

effects between side-by-side LNGs with
numerical methods in the frequency domain.
The free surface elevation was adapted by a
damping lid. WAMIT that is based on the
linear and second-order potential theory was
used. The numerical and experimental
investigations were conducted with a fixed
terminal. Wave propagation in terms of wave
height and regions of cancellation and
amplification were examined. They reported
that at a frequency around 0.81 rad /s, the
surface elevation inside the gap was not
overestimated by WAMIT without a numerical
damping lid.
Efforts have been made to address the

interaction problem in the time domain. Xiang
and Faltinsen (2011) developed a time-domain
solution for the linear loads and motions of two
tankers paralleled in calm and deep water in
lightering operation by using 3D Rankine
source method. The numerical solution was
validated by comparing with existing
analytical, numerical and model test results.
Zhu et al. (2008) presented a time-domain
solution for two side-by-side floating structures
using the potential flow theory. Two side-byside hull-shape boxes with a narrow gap were
Xu et. al. (2013) calculated the secondorder mean drift force and moment on three
310
49
element solver, and the CLEAR-VOF method

was applied to capture the free surface in the
gap region. Experimental results were used to
assess the performance of each model. Both
potential and viscous models performed well
for predicting frequencies outside the
resonance band, while the potential flow model
over-predicts the wave height around resonant
frequencies. The viscous flow model showed
good agreement with measured values for all
frequencies. To improve the potential flow
method, Lu et al. (2010b) extended the
previous work and applied artificial damping to
the free surface. The potential flow model with
a damping coefficient = 0.4 showed good
agreement with the viscous flow results and
measured values for two body cases and for
both gaps in three body cases. In 2011, they
conducted an investigation on the effects of gap
width, body draft, body width and number of
bodies of multi-bodies at close proximity (Lu
et al., 2011).
fixed and the body forces due to the incoming

waves and diffracted waves were computed.
This time-domain analysis showed good
agreement for the narrow gap resonant
phenomena with the frequency-domain
analysis.
Numerical methods based on nonlinear
potential-flow theory, such as the finite element
method, have also been developed to solve the
interaction problem.
Wang et al. (2011) applied fully nonlinear
potential theory to study 2D resonant waves in
the gap between two floating structures. A
higher-order finite element method was used to
analyze the fully nonlinear resonant oscillations
of the liquid in the gap. They compared the
second-order time-domain results with
corresponding fully nonlinear results and
concluded that the second-order theory might
overestimate the wave amplitude in the gap and
the wave loads on the structures.
Lu and Chen (2012) examined the energy

dissipation around resonant frequencies
between two bodies by CFD computations. The
dissipation was said to be relatively constant
over frequencies near the resonant frequency.
The dissipation rate was examined over various
zones. The outcome showed that using the
dissipation coefficient to assimilate the friction
force could reduce the over-prediction of
resonant wave elevation compared with
conventional potential model. An explicit
formula to achieve dissipation coefficient was
recommended.
Ma et al. (2013) applied the fully nonlinear

potential theory to study the 2D resonant waves
in the gap between two floating barges by
using the Quasi Arbitrary Lagrangian-Eulerian
Finite Element Method (QALEFEM). The
computed free surface elevations and the forces
acting on barges suggested the use of nonlinear
models for such cases, in particular, the 4thorder or higher-order component was
recommended. These investigations provided a
basis for future 3D studies.
Attempts have also been made to determine
the viscous effect by solving Reynolds
Averaged NavierStokes (RANS) equations.
Lu et al. (2010a) performed numerical
simulations on two identical bodies and three
identical bodies at a close proximity.
Numerical studies were completed by using
potential flow theory and viscous fluid theory
without artificial damping force. The viscous
flow model was solved by three-step finite
Zou and Larsson (2013) investigated

interactions of two side-by-side ships in
shallow water. They completed a systematic
numerical investigation of the ship-to-ship
interaction during a lightering operation, using
a steady-state Reynolds Averaged Navier
Stokes (RANS) solver. The numerical results
were compared with benchmark experimental
data. A good agreement was found between
311
improves the offloading operability in the

multi-directional environments. However, in
the test, as vessels heading angle approaches
to the direction of swell, the LNGC was
exposed to wind wave as much as to increase
the relative motion between the two vessels and
deteriorate the offloading operability. In the
model test campaign, the motion RAOs and
horizontal drift forces/moment due to waves
for the side-by-side moored vessels were
measured and compared with the analytical
calculations, which show the strong shielding
effect on the wind wave by the FLNG.
measured and computed wave heights,

indicating that the predicted pressure
distribution on the free surface was appropriate.
8.3
Existing Model Tests
Many model tests of two side-by-side

bodies have been identified in the review,
including captive and floating tests with and
without mooring lines between two bodies.
Besides those listed in Section 8.2, some recent
model tests on side-by-side vessels are
presented below.
Cho et al. (2011) carried out experimental

studies of motions and drift forces of side-byside moored FSRU and LNGC including
sloshing effect. Both FSRU and LNGC have
LNG cargo tanks. The sloshing of LNG can
affect the motions and drift forces due to the
coupling between sloshing and motions of the
floating bodies. The effect of coupling may
vary with the filling level of LNG. The effect
of filling level was investigated in their work.
The effect of gap flow was also investigated.
The horizontal motions and drift forces were
analyzed and it was confirmed that the gap
flow is affected by the sloshing. It was found
that the sway motion, sway drift force and gap
flow are influenced by sloshing in head sea
even the sloshing is weak.
Figure 8.3.1 Side-by-Side Moored Vessels

(Kim et al., 2012)
Kim et al. (2012) performed a series of
model tests and investigated the effect of the
heading control on the offloading operability of
side-by-side moored vessels, LNGC and LNG
FPSO
(FLNG),
in
multidirectional
environments. In the tests, hawser tensions,
fender loads, and relative motions between two
vessels were measured, which are the key
factors defining the offloading operability. The
heading control was designed to maintain the
FLNGs heading. In the model tests, several
heading angles were selected to investigate the
impact of the heading control on the offloading
operability, which includes the heading angles
aligned with swell, and between swell and
wind wave. The loading conditions of the
FLNG and LNGC were chosen to have a
similar roll natural period, and the period of
swell was also selected close to the roll natural
period, which realizes an worst situation. The
model tests proved that the heading control
8.4
Potential Experimental Data for

Benchmark Studies
To investigate the wave elevation in the gap

between two side-by-side bodies and the effect
of viscous effect on the prediction, it is of
importance to identify benchmark data for
validation
studies.
The
Committee
recommended model tests of two floating
bodies without mooring lines and fenders in
between. The experimental data should include
at least measured wave elevations in the gap
and motions of bodies and/or mean drift forces
312
51
at various gaps, wave frequencies and

headings. The following experimental data
have been identified for potential use in the
proposed benchmark studies.
Hong et al. (2005) carried out model tests
of side-by-side LNG FPSO and LNGC with
wired springs as mooring at the KRISO Ocean
Engineering Basin. The gap was set as 4 m in
full scale. Model tests were performed in both
regular and irregular waves. For regular waves,
the wave frequencies were from 0.25 rad/s to
1.2 rad/s in full scale and the headings were
150, 180, 240 and 270 degrees. Six DOF
motions of each vessel were measured with
photo sensors, relative waves at 3 locations
(midship and +/- 0.3L from the midship,
portside) of LNG FPSO were measured by
capacitance type probes. Strain gauge type
accelerometers were used for measuring
horizontal and vertical accelerations. Drift
forces were measured using the tension load
cells at the end of spring wire moored to the
ships.
Figure 8.4.1 Simplified Models
8.5
Recommendations
The determination of the viscous effect on

the prediction of wave elevations in the gap
and the drift forces on two bodies in a close
proximity remains as a challenge. As the next
step, the Committee recommended to collect
the experimental data available for benchmark
studies. With an objective to investigate the
viscous effect on the predictions by potentialflow methods, numerical tools based on the
CFD methods should be included in the studies.
The Committee have also initialized a

model test program for two identical bodies
with simplified geometry in regular waves
(wave steepness is 1/30). The tests were carried
out at Ocean Engineering Research Centre of
Memorial University's 60 m towing tank. The
test matrix included three gaps and three wave
headings. Motions of each body and wave
elevations at three locations in the gap were
measured. Figure 8.4.1 shows the simplified
models in the tank. Model tests have also been
carried out for the single body in regular waves.
The tests are planned to be repeated in an ocean
engineering basin. It is anticipated that the
experimental results can be used in benchmark
studies.
9.
MOTIONS OF LARGE SHIPS AND

FLOATING STRUCTURES IN
SHALLOW WATER
The shallow water wave problem has

become one of the important issues in offshore
hydrodynamics as the need for floating LNG
terminals increases. The amplitude of the long
period resonant motion of moored structures in
shallow water is greatly influenced by the low
frequency part of the incident waves, which
themselves are a result of interactions of the
component waves of the incident wave
spectrum
(ITTC
Ocean
Engineering
Committee, 2008). The Committee was tasked
to report on the motions of large ships and
floating structures in shallow water.
A
literature review was first conducted to identify
313
were applied to a floating storage and

regasification unit (FRSU) and an LNGC in
shallow water waves of varied depth. The
numerical results were compared with those
obtained for the equivalent constant water
depth condition. The comparison shows that
the motion responses are in general larger than
those for even bottom cases. In particular, the
horizontal motions are significantly large
because of the wave deformations due to the
bottom topography and the low-frequency
waves. The enlarged horizontal surge motion is
certainly important for the mooring design for
floaters in shallow water.
the progress made in model tests and numerical

simulations of large floating structures.
In terms of the prediction of slowly varying
motions and loads, Stansberg and Kristiansen
(2011) conducted model tests with a large
LNG carrier moored in shallow water.
Quadratic Transfer Function (QTF) for slowly
varying surge force was presented using the
cross-bi-spectral analysis. The off-the-diagonal
QTF values have a tendency to increase
significantly as the difference frequency is
increased in shallow water condition,
especially for smaller incident wave
frequencies. Newmans approximation was
claimed to underestimate QTF for shallow
water condition.
Pessoa et al. (2013) applied a second-order
boundary element method to an axisymmetric
floating body in bi-chromatic waves. The
occurrence of large low-frequency motions was
shown in experiments and in numerical results
when the difference frequencies between
bichromatic waves were close to natural
frequencies of surge motion and even pitch
motion.
Figure 9.1 Tower Yoke Mooring System

(Kim et al., 2011 )
Progress has also been made in simulations

of nonlinear shallow water waves by solving
Boussinesq equations. Lee et al. (2010)
simulated nonlinear waves in shallow water
based on the Boussinesq equations. The
simulated waves well represented the wave
deformations such as shoaling, refraction and
non-linear wave interactions among wave
components as they approach to the coastal
region from the far field. By using the
computed wave field, motion responses of two
moored floaters were computed. The wave
excitation and radiation force were estimated
by a constant panel method. In order to
estimate the wave excitation forces including
shallow water effects, the wave height and
velocity components obtained by the wave
simulation were utilized. The computations
The motions of a LNG carrier in various

bathymetric conditions were studied by Kim
(2013) using a linear Rankine panel method
and by solving the Boussinesq equations. The
depth was assumed to be shallow (15-30m),
constant or with a slope. The numerical results
were compared with those with infinite depth
conditions, in term of hydrodynamic
coefficients and motion responses. The authors
concluded that the nonlinear effects are not
noticeable except for a very steep slope, and
that the linear methods can be used to evaluate
the hydrodynamics of floating bodies over
varied bathymetry.
Model tests have also been carried out to
study the responses of large floating structures
314
53
modeling for ships and offshore structures in

the journal of Ocean Engineering.
such as FRSU in shallow water waves. For

example, Kim et al. (2012) carried out model
tests to study the responses of a FSRU with a
mooring system in shallow water. In their
work, two different mooring systems, the turret
catenary system and the tower yoke system,
were compared.
The second ISSC/ITTC joint workshop to be

held in August 30, 2014 will focus on the
wave-induced motion and structural loads on
ships and offshore structures, including a
computational benchmark test for a large
modern ship.
Zeng et al. (2012) presented a shallow

water mooring system for FPSO systems.
Based on a turret mooring with self adjusting
stiffness system (TUMSAS), the mooring
systems were developed using numerical
approaches and experimental validations. The
design case was for a 24m deep location and a
30,000-ton FPSO. The self adjusting stiffness
was obtained by using a weight module and
catenary chains. The results show a larger
offset of the FPSO and a drastic reduction of
the forces acting on the mooring system.
Vertical motions were also reduced in
comparison with a regular turret.
11.
11.1 State of the Art Review

Stationary Floating Structures and Ships
Experimental and numerical procedures for
predicting motions of floating structures are in
general well established. There is still a need of
research on vortex induced motions of spars
and semisubmersibles, and on the platform
responses in extreme seas. Studies have been
carried out on novel TLPs, spars and
semisubmersible structures.
The shallow water wave problem and the

motions of large floating structures in shallow
water remain as challenging topics. The
Committee
recommended
to
identify
benchmark data to validate numerical methods
including those based on the potential flow
theory, CFD and those based on solving the
Boussinesq equations.
10.
CONCLUSIONS
Relative motions between two floating

bodies remain very important research topics,
especially for the safe operation of floating
LNG production and storage and offloading
vessels.
Highly Nonlinear Effects on Ocean Structures
ISSC/ITTC WORKSHOP
Slamming, sloshing and wave run-ups,

representing the highly nonlinear effects,
remain as important issues for the
design/operation of offshore structures in
extreme sea conditions. CFD methods such as
VOF, SPH and CIP, along with experiments,
are the primary tools to address these highly
nonlinear phenomena.
The first ISSC/ITTC joint workshop on

uncertainty modeling for ships and offshore
structures has been successfully organized by
ISSC, ITTC Ocean Engineering Committee
and ITTC Seakeeping Committee. The
Committee presented the uncertainties related
to predictions of loads and responses for
offshore structures at the Workshop on
September 8, 2012 at Rostock, Germany. The
joint effort between ISSC and ITTC has led to
the publication of a special issue on uncertainty
For
sloshing,
the
state-of-the-art
methodology is based on the use of seakeeping
315
02-07-03.1 and 7.5-02-07-03.2. The Committee

however found that there is little information in
7.5-02-07-03.3 and the limited information in
7.5-02-07-03.3 is very similar to that in 7.5-0207-03.1. The Committee recommended to
move the contents of 7.5-02-07-03.3 to 7.5-0207-03.1. The Committee also identified that
there is no existing procedure dealing with the
result analysis of model tests in irregular
waves. The Committee recommends to develop
a new procedure on this aspect.
computer codes to estimate ship or platform

motions. Experiments on sloshing tank models
and CFD simulations have been performed in
order to estimate global and local fluid
loadings in the tanks. Benchmark studies of
LNG sloshing have been carried out to assess
the uncertainties in measurement of pressures,
to investigate scale effects, and to validate the
numerical tools. Research has also been
focused on hydroelasticity using experimental
studies. There is still a need of research in these
areas using experimental and numerical
methods.
11.3 Benchmark Studies on VIV

VIV and VIM
In this benchmark study, URANS, DES and
LES were employed by six participants. In
terms of overall trend, numerical predictions by
DES and LES are generally in better agreement
with the experimental data than those by
URANS. It can be concluded that the LES
method captured the drag crisis phenomenon
and the LES solutions agree better with
experimental data at most points than those by
URANS. At high Reynolds numbers, some
solutions by the URANS method agree
reasonably well with the experimental data.
The Committee recommended to continue the
benchmark studies based on LES and DES.
Progress has been made in the prediction of

VIV and VIM using empirical prediction
programs, CFD methods and experimental
methods. A few new prediction programs have
been developed based on the time-domain
methods. Further research is required in this
area.
New Experimental Techniques
A couple of new experimental techniques
have been identified, including the BIV
technique for velocity measurements and a
subsea imaging technique with a potential to be
used in a tank for underwater measurements.
11.4 Wave Run-Up Benchmark Studies

New Extrapolation Methods
benchmark studies on the cases of the single
truncated cylinder and four organizations
participated in the benchmark studies on the
cases of four truncated
cylinders. Nine
participants employed CFD methods in their
studies. It was concluded that the values and
trends of the computed wave elevations and
forces by CFD methods are in good agreement
with the experimental results for the cases of
single and four cylinders. Due to time
constrains and limited computing resources,
most of participants have focused on the single
Limited investigations have been carried

out on the development of extrapolation
methods. Challenging issues in scaling of
model tests results to full scale have been
indicated in various applications throughout the
report, particularly in sloshing tests.
11.2 Review of the Existing Procedures

The Committee reviewed three procedures.
Very minor revisions were identified for 7.5-
316
55
shallow water. The focus was on the LNG

ships and terminals as well as FPSO and their
mooring systems. The shallow water wave
problem and motions of large floating
structures in shallow water remain as
challenging topics.
circular cylinder cases. It is recommended that

more studies be extended to the four-column
cases.
11.5 Thruster-Thruster Interactions
A literature review has been conducted for
thruster-thruster interactions. Great progress
has been made in investigating the interactions
using experimental and CFD methods.
Research has been carried out to understand the
thruster interaction effects by measuring the
detailed wake flow using PIV systems.
Although the application of CFD methods for
thruster interactions is still largely unexplored,
suitable modeling methods should be
investigated and developed in the near future.
Thorough validation studies of CFD models
against measurement results, both at modelscale and at full-scale, are required.
In shallow water, the low-frequency

component induced by nonlinear wave
interactions is important for the low-frequency
motions of two floating bodies. The
hydrodynamic effects of sloshing tank and the
gap phenomena for two floating bodies in
shallow water need to be studied further.
The Committee recommended to identify
benchmark data to validate numerical methods
including those based on potential flow theory,
CFD and those based on solving the
Boussinesq equations.
12.
RECOMMENDATIONS
11.6 Side-by-Side Body Interaction

The Ocean Engineering Committee would
like to make the following recommendation to
the 27th ITTC:
A literature review has been conducted for

side-by-side body interactions in waves with an
emphasis on the prediction of wave elevation in
the gap and the drift forces. Progress has been
made in investigating the damping effect using
model tests and CFD simulations. However,
the determination of wave elevations and drift
forces using the potential-flow based methods
remains as a challenge. The Committee
recommended to collect the available
experimental data for benchmark studies. With
an objective to investigate the viscous effect on
the predictions by potential-flow methods,
numerical tools based on the CFD methods
should be included in the studies.
- Adopt the new guideline 7.5-02-07-03.10,

"Guideline for VIV Testing"
13.
REFERENCES
Aarsnes, J.V., 1996, Drop Test with Ship

Sections - Effect of Roll Angle, Report
603834.00.01,
Norwegian
Marine
Technology Research Institute, Trondheim.
Aglen, I.M. and Larsen, C.M., 2011,
Importance of Added Mass for the
Interaction between IL and CF Vibrations of
Free
Spanning
Pipelines,
Proc.
OMAE2011, Rotterdam, The Netherlands.
11.7 Motions of Large Ships and Floating

Structures in Shallow Water
A literature review has been carried out for
motions of large ships and floating structures in
317
Alaoui, A.E.M. and Nme, A., 2012,

Slamming Load during Vertical Water
Entry at Constant Velocity, Proc.
ISOPE2012, Rhodes, Greece.
Bogaert, H., Kaminski, M.L.M. and Brosset, L.,

2011, Full and Large Scale Wave Impact
Tests for a Better Understanding of
Sloshing: Results of the Sloshel Project,
Proc. OMAE2011,
Rotterdam, The
Netherland.
American Petroleum Institute (API), 1996,

Recommended Practice for Design and
Analysis of Station-keeping Systems for
Floating Structures, App. C, API, 2SK,
2nd edition.
Bosland, R., Dijk, J.M. and Huijsmans, R.H.M.,

2009, Numerical Prediction of ThrusterThruster Interaction, Proc. OMAE2009,
Honolulu, USA.
American Bureau of Shipping (ABS), 2013,

Guide for Dynamic Positioning Systems,
Houston.
Bourguet, R., Karniadakis, G.E. and

Triantafyllou,
M.S.,
2013,
MultiFrequency Vortex-Induced Vibrations of a
Long Tensioned Beam in Linear and
Exponential Shear Flows, J. Fluid and
Structures, Vol. 41, pp.33-42.
Bachynski, E.E. and Moan, T., 2012, Linear

and Nonlinear Analysis of Tension Leg
Platform
Wind
Turbines,
Proc.
Bourguet, R., Triantafyllou, M.S., Tognarelli,

M. and Beynet, P., 2011, Fluid-Structure
Energy Transfer of a Tensioned Beam
Subject to Vortex-Induced Vibrations in
Shear Flow, Proc. OMAE2011, Rotterdam,
The Netherlands.
Bae, Y.H. and Kim, M.H., 2013, Rotor-floatertether Coupled Dynamics Including
Second-order Sum-frequency Wave Loads
for a Mono-column-TLP-type FOWT
(Floating Offshore Wind Turbine), Ocean
Eng., Vol. 61, pp.109-122.
Bourguet, R., Triantafyllou, M.S., Tognarelli,

M. and Beynet, P., 2012, Distributed
Wake-Body Resonance of a Long Flexible
Cylinder in Shear Flow, Proc. OMAE2012,
Rio de Janeiro, Brazil.
Bagnold, R.A., 1939, "Interim Report on

Wave-Pressure Research", Report, TU Delft.
Bai, Z., Xiao, L., Kou, Y. and Yang, L., 2013,
Research on Vortex Induced Motion of a
Deep Draft Semisubmersible with Four
Rectangular Columns, Proc. ISOPE2013,
Anchorage, USA.
Bouscasse, B., Colagrossi, A., Antuono, M. and

Lugni, C., 2013, A Classification of
Shallow Water Resonant Sloshing in a
Rectangular Tank, Proc. OMAE2013,
Nantes, France.
Baudin, E, Diebold, L., Pettinotti, B, Rousset,

J.M. and Weber, M., 2013, Bureau Veritas
Sloshing Model Tests & CFD Calculations
within
ISOPE
Benchmark,
Proc.
ISOPE2013, Anchorage, USA.
Brandner, P.A., 1998, An Experimental

Investigation into the Interaction between
Two Closely Spaced Azimuthing Thrusters,
Report AME CRC C 98/4, Australian
Maritime Engineering CRC Limited.
Bitner-Gregersen, E.M., 2011, Reliability

Assessment of TLP Air-Gap in Nonlinear
Waves, Proc. OMAE2011, Rotterdam, The
Netherland.
318
57
Bunnik, T., Pauw, W. and Voogt, A., 2009,

Hydrodynamic Analysis for Side-by-Side
Offloading, Proc. ISOPE2009, Osaka,
Japan.
Chen, X.B., 2005, Hydrodynamic Analysis for

Offshore
LNG
Terminals,
Proc.
International Workshop on Applied
Offshore Hydrodynamics, Rio de Janeiro,
Brazil.
Campbell, B. and Slocum, S., 2013,

Prediction of VIV for Risers With
Effective Strakes, Proc. OMAE2013,
Nantes, France.
Cho, S., Sung, H., Hong, S., Hong, S., Ha, M.,
Choi, Y., Yu, B., Jang, R. and H. Choi, 2011,
Experimental Study on the Effect of
Sloshing on Side-by-Side moored FSRU
and LNGC, Proc. ISOPE2011, Maui,
USA.
Cao, H., Liu, Y. and Wan, D. 2013,

Benchmark Computations of Wave RunUp on Single Cylinder and Four Cylinders
by naoe-FOAM-SJTU Solver, Proc. ITTC
Workshop on Wave Run-up and Vortex
Shedding, Nantes, France,
Choi, H.I., Park, J.H., Kwon, S.H., Lee, K.H.,

Lee, S.B. and Yang, Y.J., 2012, An
Experimental Study on Hydro-Elasticity in
Sloshing, Proc. OMAE2012, Rio de
Janeiro, Brazil.
Cao, H., Zha, J. and Wan, D., 2011, Numerical

Simulation of Wave Run-up Around a
Vertical Cylinder, Proc. ISOPE2011, Maui,
USA.
Clauss G.F., Dudek M. and Testa D., 2013,

Gap Effects at Side-by-Side LNG-Transfer
Operations, Proc. OMAE2013, Nantes,
France.
Chabaud, V., Steen, S. and Skjetne, R., 2013,

Real-Time Hybrid Testing for Marine
Structures: Challenges and Strategies, Proc.
OMAE2013, Nantes, France.
Clauss, G.F., Sprenger, F., Dudek, M. and Testa,

D., 2012, Sloshing: From Theory to
Offshore Operations, Proc. OMAE2012,
Chandrasekaran, S., Sundaravadivelu, R.,

Pannerselvam, R., Madhuri, S. and Varthini,
D.S., 2011, Experimental Investigations of
Offshore Triceratops under Regular Waves,
Proc. OMAE2011,
Rotterdam, The
Netherlands.
Cole, J.C., Islam, M., Garvin, M. and

Herrington, P., 2012, Modelling Details of
Fenders
in
Float-Over
Installation
Experiments, Proc. OMAE2012, Rio de
Janeiro, Brazil.
Cheetham, P., Du, S., May, R. and Smith, S.,

2007, Hydrodynamic Analysis of Ships
Side By Side in Waves, Proc. International
Aerospace CFD Conference, Paris, France.
Constantinescu, A., Alaoui, A.E.M., Nme, A.

and Jacques, N. and Rigo, P., 2011,
Numerical and Experimental Studies of
Simple Geometries in Slamming, Inter. J.
Offshore and Polar Eng., Vol. 21, pp.216224.
Chen, X.B., 2004, "Hydrodynamics in Offshore

and Naval Applications - Part I", Keynote
lecture of 6th Intl. Conf. Hydrodynamics,
Perth (Australia).
Constantinides, Y. and Oakley, O.H., 2013,

Prediction and Screening of Truss Spar
VIM with CFD, Proc. OMAE2013, Nantes,
France.
319
Copple, R.W. and Capanoglu, C., 2012,

Tension Leg Wind Turbine (TLWT)
Conceptual Design Suitable For a Wide
Range of Water Depths, Proc. ISOPE2012,
Rhodes, Greece.
Det Norske Veritas (DNV), 2012, Dynamic

Positioning Vessel Design Philosophy
Guidelines, Recommended Practice DNVRP-E306.
de Wilde, J.J. and Huijsmans, R.H.M, 2001,
Experiments for High Reynolds Numbers
VIV on Risers, Proc. ISOPE2001,
Stavanger, Norway.
Cozijn, H., 2010, "New Initiatives Probe:

Thruster Interaction Effects", Maritime
Report, Num. 99, pp.10-12.
Cozijn, J.L. and Hallmann, R., 2013, "ThrusterInteraction Effects on a DP SemiSubmersible and a Drill Ship: Measurement
and Analysis of the Thruster Wake Flow",
Proc. OMAE2013, Nantes, France.
de Wilde, J.J. and Huijsmans, R.H.M., 2004,

Laboratory Investigation of Long Riser
VIV Response, Proc. ISOPE2004, Toulon.
de Wilde, J.J., Huijsmans, R.H.M. and
Triantafyllou, M.S., 2003, Experimental
Investigation of the Sensitivity to In-line on
Vortex-induced
Vibrations,
Proc.
ISOPE2003, Hawaii, USA.
Cozijn, J.L., Hallmann, R. and Koop, A.H.,

2010, Analysis of the Velocities in the
wake of an Azimuthing Thruster Using PIV
Measurements and CFD Calculations,
Proc. Dynamic Positioning Conference,
Houston, USA.
de Wilde, J.J., Huijsmans, R.H.M. and Tukker,

J., 2006, Experimental Investigation into
the Vortex Formation in the Wake of an
Oscillating Cylinder Using Particle Image
Velocimetry, Proc. ISOPE2006, San
Francisco, USA.
Cruz, R.E., Neves, M.A.S., Rivera, L.A. and

Esperana, P.T.T., 2012, An Investigation
on the Excitation of Yaw Parametric
Resonance of a Tension Leg Platform,
Proc. OMAE2012, Rio de Janeiro, Brazil.
de Wit, C., 2009, "Optimal Thrust Allocation

Methods for Dynamic Positioning of Ships",
M.Sc. Thesis, Delft Univ. of Technology.
Damblans, G., Berhault, C., Marcer, R., Cinello,

A. and Ptri, F., 2012, CFD and
Experimental Investigations of Slamming
Load Predictionon Subsea Structures in
Splash Zone, Proc. ISOPE2012, Rhodes,
Greece.
Ekstrom, L. and Brown, D.T., 2002,

"Interaction Between Thrusters Attached to
a Vessel Hull", Proc. OMAE2002, Oslo,
Norway.
DaSilva, O. and Knecht, H., 2011, Airgap on

Semi Submersibles, A Practical Guide on
the Implementation of a Stochastic
Approach, Proc. OMAE2011, Rotterdam,
The Netherlands.
Embry, C., Hardy, M., Nickerson, B., Manning,

N., Goodyear, D., Richardson D. and
Pappas, J.M., 2012, SS MTS: Subsea
Monitoring High Resolution 3D Laser
Imaging for inspection, Maintenance,
Repair and Operations, Proc. OTC2012,
Houston, USA
Det Norske Veritas (DNV), 1996, Rules for

Classification of Mobile Offshore Units,
Position Mooring, Part 6 Ch. 2.
320
59
Fillon, B., Henry, J., Diebold, L. and Derbanne,

Q., 2013, Extreme Values Theory Applied
to Sloshing Pressure Peaks, Proc.
Gonalves, R.T., Rosetti, G.F., Fujarra, A.L.C.,

Nishimoto, K. and Oliveira, A.C., 2012,
Wave Effects on Vortex-Induced Motion
(VIM) of a Large-Volume Semisubmersible Platform, Proc. OMAE2012,
Fontaine, E.R., Rosen, J., Marcollo, H.,

Vandiver, J.K., Triantafyllou, M., Resvanis,
T.L., Larsen, C.M., Tognarelli, M.A.,
Oakley, O.H., Constantinides, Y. and
Johnstone, D.R., 2013, Using Model Test
Data to Assess VIV Factor of Safety for
SCR and TTR in GOM, Proc. OMAE2013,
Nantes, France.
Gonalves, R.T., Rosetti, G.F., Fujarra, A.L.C.,

Nishimoto, K. and Oliveira, A.C., 2012,
Vortex-Induced Yaw Motion (VIY) of a
Large-Volume Semi-Submersible Platform,
Proc. ISOPE2012, Rhodes, Greece.
Graczyk, M., Berget, K. and Allers, J., 2012,
Experimental Investigation of Invar Edge
Effect in Membrane LNG Tanks, J.
Offshore Mech. and Arctic Eng., Vol. 134.
Forristal, G.Z. and Aubault, A., 2013,

Improving Offshore Platforms Wave
Measurements, Proc. OMAE2013, Nantes,
France.
Hagen, ., 2011, Reliability Assessment for

TLP Tether Overload in Nonlinear Waves,
Rotterdam, The
Proc. OMAE2011,
Netherlands.
Forristal, G.Z., 2011, Maximum Crest Heights

under a Model TLP Deck, Proc.
Fu, S., Wang, J., Baarholm, R., Wu, J. and
Larsen, C.M., 2013, "VIV of Flexible
Cylinder in Oscillatory Flow", Proc.
Hennig, J., Scharnke, J., Buchner B. and van

den Berg, J., 2011, Extreme LoadResponse Mechanisms of a Tension Leg
Platform due to Larger Wave Crests Some
Results of the Crest JIP, Proc.
Gaidai, O., Naess, A. and Stansberg, C., T.,

2012, Airgap Statistics for a Tension Leg
Platform, Proc. OMAE2012, Rio de
Janeiro, Brazil.
Hong, D.C., Hong, S.Y., Nam, B.W. and Hong,

S.W., 2013, Comparative Numerical Study
of Repulsive Drift Forces and Gap
Resonances between Two Vessels Floating
Side-By-Side in Proximity in Head Seas
Using A Discontinuous HOBEM and A
Constant BEM with Boundary Matching
Formulation, Ocean Eng., Vol. 72.
Gonalves, R.T., Franzini, G.R., Rosetti, G.F.,

Fujarra, A.L.C. and Nishimoto, K., 2012,
Analysis Methodology for Vortex-Induced
Motion (VIM) of a Monocolumn Platform
Applying the HilbertHuang Transform
Method, J. Offshore Mech. and Arctic
Eng., Vol. 134.
Hong, S.Y., Kim, J.H., Cho, S.K., Choi, Y.R.

and Kim, Y.S., 2005, "Numerical and
Experimental Study on Hydrodynamic
Interaction of Side-by-Side Moored
Multiple Vessels", Ocean Eng., Vol. 32.
Gonalves, R.T., Rosetti, G.F., Fujarra, A.L.C.

and Nishimoto, K., 2012a, An Overview
of Relevant Aspects on VIM of Spar and
Monocolumn Platforms, J. Offshore
Mech.and Arctic Eng., Vol. 134.
321
Hong S., Lee, I., Park, S.H., Lee, C. and Chun,

H., 2013, Scale Model Experiments of the
SPAR-Type Floating Offshore Platform,
Proc. ISOPE2013, Anchorage, USA.
Ji, Y.M., Shin, Y.S., Park, J.S., and Hyun, J.M.,

2012, Experiments on Non-Resonant
Sloshing in a Rectangular Tank with Large
Amplitude Lateral Oscillation, Ocean Eng.,
Vol. 50, pp.10-22.
Huang, Z. and Larsen, C.M., 2011, "Numerical

Simulation on Vortex-Induced Vibration of
an Elastically Mounted Circular Cylinder
With Two Degrees-of-Freedom", Proc.
Jiang, M., Lien, V., Lesar, D., Engle, A. and

Lewis, R., 2012, A Validation of Various
Codes Using Hydrodynamic Wedge Impact
Data, Proc. OMAE2012, Rio de Janeiro,
Brazil.
Huera-Huarte, F. J., 2012, An Optical Tool for

Measuring Vortex-Induced Vibrations of
Long
Flexible
Cylinders,
Proc.
OMAE2012, Rio de Janeiro, Brazil.
Johannessen, T.B., 2011, High Frequency

Loading and Response of Offshore
Structures in Steep Waves, Proc.
Huera-Huarte, F.J. and Gharib, M., 2011,

"Vortex and Wake-Induced Vibrations of a
Tandem Arrangement of Two Flexible
Circular Cylinders with Far Wake
Interference", J. Fluid and Structures, Vol.
27, pp.824-828.
Kaminski, M.L. and Bogaert, H., 2010, Full

Scale Sloshing Impact Tests Part 2, Proc.
ISOPE2010, Beijing, China.
Karimi M.R., Kosinski, C. and Brosset, L.,
2013,"Comparison of Sloshing Model Test
Results at Scales 1:10 and 1:40", Proc.
Huera-Huarte, F.J. and Gharib, M., 2011,

"Flow-Induced Vibrations of a Side-by-Side
Arrangement of Two Flexible Cylinders", J.
Fluid and Structures, Vol. 27, pp.354-366.
Kashiwagi, M. and Shi, Q., 2010, Pressure

Distribution Computed by Wave-Interaction
Theory for Adjacent Multiple Bodies, J.
Hydrodynamics, Vol. 22(5), pp.526-531.
Huera-Huarte, F.J., Jeon, D. and Gharib, M.,

2011, Experimental Investigation of Water
Slamming Loads on Panels, Ocean Eng.,
Vol. 38, pp.1347-1355.
Kawabe, H., Kwak, H. U., Park, J. and Ha, M.,

2010, The Numerical and Experimental
Study on Moonpool Water Surface
Response of a Ship In Wave Condition,
Proc. ISOPE2010, Beijing, China.
Huijsmans, R.H.M., Pinkster, J.A. and de

Wilde, J.J., 2001, "Diffraction and
Radiation of Waves Around Side by Side
Moored Vessels", Proc. ISOPE2001, Oslo,
Norway.
Kim, J., Jaiman, R., Cosgrove, S. and

OSullivan, J., 2011, Numerical Wave
Tank Analysis of Wave Run-Up on a
Truncated Vertical Cylinder, Proc.
James, M. and Lloyd, T., 2013, Large Eddy

Simulations of Circular Cylinders at a
Range of Reynolds Numbers, Proc. ITTC
Shedding, Nantes, France.
322
61
Kim, M.S., Jeong, H.S., Kwak, H.W., Kim,

B.W. and Eom, J.K., 2012, Improvement
Method on Offloading Operability of Sideby-side Moored FLNG, Proc. ISOPE2012,
Rhodes, Greece.
Kristiansen, T., Barrholm, R. and Stansberg,

C.T., 2004, Validation of Second-order
Analysis in Predicting Diffracted Wave
Elevation around a Vertical Circular
Cylinder, Proc. ISOPE2004, Toulon,
France.
Kim, T. and Kim, Y, 2013, Numerical

Analysis on Floating-Body Motion
Responses in Arbitrary Bathymetry, Ocean
Eng., Vol. 62, pp. 123-139.
Kristiansen, T. and Stansberg, C.T., 2013,

Empirical Prediction of Nonlinear Wave
Diffraction and Run-Up on Vertical
Columns, Proc. ITTC Nantes Workshop
on Wave Run-up and Vortex Shedding,
Nantes, France.
Kim, H.J., Kwak, H.U., Lee, J.H., Kim, S.E.

and Seo, J.S. 2012, Offloading Operability
with Heading Control of Side-by-Side
Moored FLNG and LNGC, Proc.
Kurian, V.J., Ng, C.Y. and Liew, M.S., 2013,

"Effect of Short-crested Waves on the
Dynamic Responses of Truss SPAR
Platforms", Proc. ISOPE2013, Anchorage,
USA.
Kim, S., Kim, K. and Kim, Y., 2012,

"Comparative Study on Model-Scale
Sloshing Tests", J. of Marine Sci. and Tec.,
Vol. 17, pp. 4758.
Kyoung, J. and Yang, C.K., OSullivan, J. and

Miliante, T., 2013, Validation of the HVS
Semisubmersible Global Performance by
Model Tests, Proc. OMAE2013, Nantes,
France.
Kim, H.T., Lee, D.Y. and Kwon, J.W., 2013,

Numerical Simulations of Wave Run-Up
on Single cylinder and Four Cylinders
Using CFD Tools, Proc. KTTC Daejeon
Workshop on Wave Run-up.
Kurian, V.J., Yassir, M.A. and Harahap, I.S.H.,

2012,
Dynamic
Response
of
Semisubmersibles with Damaged Mooring
Lines, Proc. ISOPE2012, Rhodes, Greece.
Kim, Y.S., Sung, H.G., Kim, J.H, Hong, S.Y.

and Hong, J.P. 2012, An Experimental
Study on the Response of FSRU in Shallow
Water in Comparison of Mooring Systems,
Proc. ISPOE 2012, Rhodes, Greece.
Lafeber, W., Bogaert, H. and Brosset, L., 2012,

"Comparison of Wave Impact Tests at Large
and Full Scale: Results from the Sloshel
Project", Proc. ISOPE2012, Rhodes, Greece.
Koop, A. and Bereznitski, A., 2011, "ModelScale and Full-Scale CFD Calculations for
Current Loads on Semi-Submersible", Proc.
Larsen, C.M., Zhao, Z.G. and Lie, H., 2012,

"Frequency Components of Vortex Induced
Vibrations in Sheared Current", Proc.
Korobkin, A.A. and Khabakhpasheva, T.I.,

2013, Impact of Elastic Body on the Deep
and Shallow Water, Proc. OMAE2013,
Nantes, France.
Lee, H.W., Lee, D.Y., Kim, B.K., Shin Y. S.

and Choi, H.S., 2010, A Motion Analysis
of Two Floaters in Shallow Water using
Boussinesq Equations, Proc. ISPOE 2010,
Beijing, China.
323
Lee, K. and Yang, K.S., 2013, Large Eddy

Simulation of Turbulent Flow Past a
Circular Cylinder, Proc. ITTC Nantes
Shedding, Nantes, France.
Loysel, T., Gervaise, E., Morean, S. and

Brosset, L, 2013, Results of the 2012
2013 Slohing Model Test Benchmark,
Lu, L. and Chen, X., 2012, Dissipation in the
Gap Resonance between Two Bodies, Proc.
IWWWFB2012, Copenhagen, Denmark.
Lefevre, C., Constantinides, Y., Kim, J.W.,

Henneke, M., Gordon, R., Jang, H. and Wu,
G., 2013, Guidelines for CFD Simulations
of Spar VIM, Proc. OMAE2013, Nantes,
France.
Lu, L., Cheng, L., Teng, B. and Sun, L., 2010a,

Comparison of Potential Flow and Viscous
Fluid Models in Gap Resonance, Proc.
IWWWFB2010, Harbin, China.
Lehn, E., 1980, Thruster Interaction Effects,

NSFI, Marintek, R102-80, Trondheim,
Norway.
Lu, L., Cheng, L., Teng, B. and Sun, L., 2010b,

Numerical Simulation and Comparison of
Potential Flow and Viscous Fluid Models in
Near Trapping of Narrow Gaps, J.
Hydrodynamics, Vol. 22, pp.120125.
Lehn, E., 1981, Thruster-hull Interaction

Effects, NSFI, Marintek, R119-81,
Trondheim, Norway.
Li, G., Kipp, R. and Leverette, S., 2012,
Horizontal Installation of TLP Tendons,
Li,
Lu, L., Teng, B., Cheng, L., Sun, L. and Chen,

X., 2011, Modelling of Multi-Bodies in
Close Proximity under Water Waves - Fluid
Resonance in Narrow Gaps, Science China
Physics, Mechanics & Astronomy, Vol. 54,
pp.1625.
J., Wang, Z. and Liu, S., 2012,

Calculations of Wave Run-up on Cylinder
in Multi-Directional Focused Waves, Proc.
Lugni,C., Bardazzi, A., Faltinsen, O. and

Graziani,
G.,
2013,
Hydroelastic
Challenges for Wave-Impact Phenomena in
Sloshing Flow, Proc. OMAE2013, Nantes,
France.
Lie, H., Braaten, H., Jhingran, V.G., Sequeiros,

O.E.
and
Vandiver,
K.,
2012,
Comprehensive Riser VIV Model Tests in
Uniform and Sheared Flow, Proc.
Ma, P., Qiu, W. and Spencer, D., 2012, "TimeDomain VIV Prediction of Marine Risers",
Lie, H., Braaten, H., Szwalek, J., Russo, M.

and Baarholm, R., 2013, Drilling Riser
VIV Tests with Prototype Reynolds
Numbers, Proc. OMAE2013, Nantes,
France.
Ma, Q., Yan, S. and Zhou, J., 2013, Fully

Nonlinear Simulation of Resonant Wave
Motion in Gap between Two Structures,
Loysel, T., Chollet, S., Gervaise, E., Brosset, L.

and De Seze, P.E., 2012, Results of the
First Sloshing Model Test Benchmark,
Mainon, P. and Larsen, C.M., 2011, "Towards

a Time-Domain Finite Element Analysis of
Vortex
Induced
Vibrations",
Proc.
324
63
Mansour, A.M., Gordon, B.J., Ling, Q. and

Shen, Q., 2013, TLP Survivability against
Progressive Failure of Tendon and
Foundation Systems in Offshore Western
Australian Harsh Environment, Proc.
Muehlner, E., Murray, J., Banumurthy, S. and

Lakhotia, C., 2012b, "Comparison Between
Numerical Prediction and Model Tests
Measurements on the Centerwell Tank of a
Radial Wellbay Spar", Proc. OMAE 2012,
Mansour, A.M. and Kumar, D., 2013, High

Performance Semisubmersible Design for
Dry
Tree
Applications
in
Harsh
Environment, Proc. OMAE 2013, Nantes,
France.
Murray, J., Muehlner, E., Banumurthy, S. and

Choi, G., 2012, "Model Tests on a Radial
Wellbay Spar in Gulf of Mexico,
Norwegian Sea and Offshore Brazil
Environments", Proc. OMAE 2012, Rio de
Janeiro, Brazil.
McNeill, S.I., 2012, Spectral Formulations for

Vortex-Induced
Vibration
Modal
Decomposition and Reconstruction, J.
Offshore Mech. and Arctic Eng., Vol. 134.
Myhr, A. and Nygaard, T.A., 2012, Load

Reductions and Optimizations on TensionLeg-Buoy
Offshore
Wind
Turbine
Platforms, Proc. ISOPE2012, Rhodes,
Greece.
McNeill, S.I. and Agarwal, P., 2011, Efficient

Modal Decomposition and Reconstruction
of Riser Response due to VIV, Proc.
Newman, J.N., 2003, "Application of

Generalized Modes for the Simulation of
Free Surface Patches in Multi Body
Hydrodynamics", WAMIT Consortium
Report.
Minnebo, J., Izadparast, A.H., Duggal, A. and

Huijsmans, R.H.M., 2012, ResponseBased Analysis of FPSO Systems for Squall
Loadings, Proc. OMAE2012, Rio de
Janeiro, Brazil.
Nienhuis, U., 1986, "Simulations of Low

Frequency Motions of Dynamically
Positioned Offshore Structures", RINA
Spring Meeting, London.
Modarres-Sadeghi,
Y.,
Chasparis,
F.,
Triantafyllou, M.S., Tognarelli, M. and
Beynet, P., 2011, Chaotic Response is
Generic
Feature
of
Vortex-Induced
Vibrations of Flexible Risers, J. Sound and
Vibration, Vol. 330, pp.2565-2579.
Nienhuis, U., 1992, "Analysis of Thruster

Effectivity for Dynamic Positioning and
Low Speed Manoeuvring", Ph.D. Thesis,
Delft University of Technology.
Molin, B., Remy, F., Camhi, A. and Ledoux, A.,

2009, Experimental and Numerical Study
of the Gap Resonances in-between Two
Rectangular Barges, Proc. IMAM2009,
Instanbul, Turkey.
Nordveit, R., Nygrd, B. and Jullumstr, E.,

2007, "Thrust Degradation in DP
Operations: DP Model Test of an Aframaz
Shuttle Tanker - Methods, Results,
Operations",
Dynamic
Positioning
Conference.
Muehlner, E., Banumurthy, S. and Murray, J.,

2012a,
Effect
of
High-Frequency
Response on TLP Tendon Fatigue, Proc.
325
Nuffel, D.V., Vepa, S., Baere, I., Degrieck, J.,

Rouch, J. and Paepegem, W.V., 2011,
Pressure Measurement on the Surface of a
Rigid Cylindrical Body during Slamming
Wave
Impact,
Proc.
OMAE2011,
Rotterdam, The Netherlands.
Pasquier, R. and Berthon, C., 2012, "Model

Scale Test Vs. Full Scale Measurement:
Findings from the Full Scale Measurement
of Sloshing Project", Proc. ISOPE2012,
Rhodes, Greece.
Passano, E., Larsen, C.M. and Lie, H., 2012,
Comparison of Calculated In-Line Vortex
Induced Vibrations Response to Model
Tests, Proc. OMAE2012, Rio de Janeiro,
Brazil.
Nuffel, D.V., Vepa, S., Baere, I., Degrieck, J.,

Rouch, J. and Paepegem, W.V., 2012,
Experimental Study on the Impact Loads
Acting on a Horizontal Rigid Cylinder
during Vertical Water Entry, Proc.
Pauw, W. H., Huijsmans, R. H.M. and Voogt,

A., 2007, Advances in the Hydrodynamics
of Side-By-Side Moored Vessels, Proc.
OMAE2007, San Diego, USA.
Ochi, M.K., 1958, Model Experiments on

Ship Strength and Slamming in Regular
Waves, Trans. Royal Society of Naval
Architects and Marine Engineers, Vol. 66,
pp. 345-383.
Peng, S., Sun, H., Pan, J. Xia, Z. and Wu, W.,

2011, Experimental Study and Numerical
Simulation on Slamming of Trimaran,
Proc. ISOPE2011, Hawaii, USA.
Oliveira, M.C., 2012, Selecting the Best

Heading for FPSOs in Santos Basin
Considering the Wave Induced Motions,
Peng, Z., Wellens, P. and Raaijmakers, T., 2012,

3-D Numerical Modeling of Wave Run-Up
on Monopiles, Proc. OMAE2012, Rio de
Janeiro, Brazil.
Ottens, H. and van Dijk, R., 2012, "Benchmark

Study on Thruster-Hull Interaction in
Current on a Semi-Submersible Crane
Vessel", Proc. OMAE2012, Rio de Janeiro,
Brazil.
Pessoa, J, Fonseca, N. and Soares, C.G., 2013,

Analysis of the First Order and Slowly
Varying Motions of an Axisymmetric
Floating Body in Bichromatic Waves, J.
Offshore Mechanics and Arctic Eng.,
Vol.135.
Ottens, H., van Dijk, R. and Meskers, G., 2011,

Benchmark Study on the Thruster-Hull
Interaction on a Semi-Submersible Crane
Vessel, Proc. OMAE2011, Rotterdam,
The Netherlands.
Pistani,
F.
and
Thiagarajan,
K.,
2012,Experimental Measurements and
Data Analysis of the Impact Pressures in a
Sloshing Experiment, Ocean Eng., Vol. 52,
pp. 60-74.
Palmer, A.R., Hearn, G.E. and Stevenson P.,

2009,
Thruster
Interactions
on
Autonomous Underwater Vehicles, Proc.
OMAE2009, Honolulu, USA.
Piterbarg, V.I., 1996, "Asymptotic Methods in

the Theory of Gaussian Processes and
Fields", AMS Trans. of Math. Monographs,
Vol. 148, Providence, R.I.
326
65
Price, R., Zheng, H., Modarres-Sadeghi, Y. and

Triantafyllou, M.S., 2011, "Effect of Higher
Stress Harmonics and Spectral Width on
Fatigue Damage of Marine Risers", Proc.
Resvanis, T.L. and Vandiver, J.K., "Modelling

Risers with Partial Strake Coverage", Proc.
Rijken, O., 2013, Installation Methodologies
for a Tension Leg Platform under Ocean
Swell Conditions, Proc. OMAE2013,
Nantes, France.
Priyanto, A., Maimun, A., Ghani, M.P.A.,

Nasrudin, N. and Kader, A.S.A., 2012,
Recurrence Wave Run Up on a Large
Volume
Semisubmersible,
Proc.
Rodriguez, C.A. and Neves, M.A.S., 2012,

"Nonlinear Instabilities of Spar Platforms in
Waves", Proc. OMAE2012, Rio de Janeiro,
Brazil.
Raghavan, K. and Bernitsas, M. M., 2011,

Experimental Investigation of Reynolds
Number Effect on Vortex Induced Vibration
of Rigid Cylinder on Elastic Supports,
Ocean Eng. Vol. 38, pp.719-731.
Rudman, M. and Cleary, P.W., 2013, Rogue

Wave Impact on a Tension Leg Platform:
The Effect of Wave Incidence Angle and
Mooring Line Tension, Ocean Eng., Vol.
61.
Rahaman, M.M. and Akimoto, H., 2012,

Analysis of the Mechanism of Slamming
on the Bow Flare Region of a Container
Ship Using RaNS CFD Method, Proc.
Ruponen, P., Kurvinen, P., Saisto, I. and Harras,

J., 2012, Air Compression in a Flooded
Tank of a Damaged Ship, Ocean Eng., Vol.
57, pp.64-71.
Ramirez, J., Frigaard, P., Andersen, T.L. and

Christensen, E.D., 2011, Numerical
Modelling of Wave Run-up: Regular
Waves, Proc. ISOPE2011, Hawaii, USA.
Shan, T., Li, X., Chen, G., Xiao, L., Lu, H. and
Li, J., 2012, Leg Spacing Effect on Wave
Run-up and Non-linear Wave Disturbance
along Semi-submersible Columns, Proc.
Rao, D.S.B., Selvam, R.P. and Srinivasan, N.,

2012, Hydrodynamic Analysis of Tension
Based Tension Leg Platform, Proc.
Smit, M.R., Tjallema, A.R. and Huijsmans,

R.H.M., 2011, Current Feed Forward
Control in Dynamic Positioning, Proc.
Rao, Z., Vandiver, J.K. and Jhingran, V., 2013,

VIV Excitation Competition between Bare
and Buoyant Segments of Flexible
Cylinders, Proc. OMAE2013, Nantes,
France.
Song, Y.K., Chang, K.A., Ryu, Y. and Kwon,

S.H., 2013, Flow Velocity and Impact
Pressure in Liquid Sloshing, Proc.
Ren, N., Li, Y. and Ou, J., 2012, The Windwave Tunnel Test of a New Offshore
Floating Wind Turbine with Combined
Tension Leg-mooring Line System, Proc.
Song, J.S., Kim, H.J., Park, H.G. and Seo, J.S.,

2013, The Investigation for Interaction
Phenomenon of Azimuth Thruster of Ship,
Proc. PRADS 2013, Changwan City,
Korea.
327
Song, J., Teng, B., Tang G., Wu, H., Park, H.,
Lu, L. and Zhang, J., 2010, "Experimental
Investigation on VIV Responses of a Long
Flexible Riser Towed Horizontally in a
Wave Basin", Proc. ISOPE2010, Beijing,
China.
Sun, M. and Huang, W., 2012, A New

Concept of Spar in Deep Water and Its
Hydrodynamic Performance under Internal
Wave, Proc. ISOPE 2012, Rhodes, Greece.
Swithenbank, S.B. and Larsen, C.M., 2012,
"Occurrence of High Amplitude VIV With
Time Sharing", Proc. OMAE2012, Rio de
Janeiro, Brazil.
Souto-Iglesias, A., Botia-Vera, E., Martin, A.

and Prez-Arribas, F., 2011, A Set of
Canonical Problems in Sloshing. Part 0:
Experimental Setup and Data Processing,
Ocean Eng., Vol. 38, pp.18231830.
Tannuri, E.A., Simos, A.N., Sparano, J.V. and

Matos, V.L.F., 2012, "Motion-Based Wave
Estimation: Small-Scale Tests with a CraneBarge Model", Marine Structures, Vol. 28.
Srinath, V. and Chandrasekaran, S., 2013,

Experimental Investigation of Dynamic
Response of Tension Leg Platform with
Perforated Members, Proc. OMAE2013,
Nantes, France.
Ten, I., Lu, L. and Chen, X., 2012, A SemiAnalytical Method with Dissipation for
Fluid Resonances, Proc. OMAE2012, Rio
de Janeiro, Brazil.
Stansberg, C.T., Berget, K., Graczyk, M.,

Muthanna, C. and Pakozdi, C., 2012,
Breaking Wave Kinematics and Resulting
Slamming Pressures on a Vertical Column,
Tognarelli, M.A., Panicker, N., Campbell, M.

and Winterstein, S.R., 2013, "VIV Safety
Factors for Drilling Risers: Propagating
Model Uncertainty in a Long-Term
Reliability Analysis", Proc. OMAE2013,
Nantes, France.
Stansberg, C.T. and Kristiansen, T., 2011,

Experimental Study of Slow-drift Ship
Motions in Shallow Water Random Waves,
Proc. OMAE2011,
Rotterdam, The
Netherlands
Vant Veer, R., Pistidda, A. and Koop, A., 2012,

Forces on Bilge Keels in Regular and
Irregular
Oscillating
Flow,
Proc.
Stewart, G., Lackner, M., Robertson, A.,

Jonkman, J. and Goupee, A., 2012,
Calibration and Validation of a FAST
Floating Wind Turbine Model of the
DeepCwind Scaled Tension-leg Platform,
van Daalen, E.F.G., Cozijn, J.L., Loussouarn, C.

and Hemker, P.W., 2011, A Generic
Optimization Algorithm for the Allocation
of DP Actuators, Proc. OMAE2011,
Sun, L., Chen, L., Zang, J., Taylor, R.E. and

Taylor, P.H., 2013, Nonlinear Interactions
of Regular Wave with Truncated Circular
Column, Proc. ITTC Nantes Workshop on
Wave Run-up and Vortex Shedding, Nantes,
France.
van Dijk, R.R.T. and Aalbers, A.B., 2001,

"What Happens in Water: The use of
Hydrodynamics to Improve DP", Dynamic
Positioning Conference, Houston, USA.
Vandiver, J.K., 2012, "A Damping Parameter
for Flow Induced Vibration", J. of Fluids
and Structures, Vol. 35, pp.105-119.
328
67
Veen, D.J. and Gourlay, T.P., 2011, A 2D

Smoothed Particle Hydrodynamics Theory
for Calculating Slamming Loads on Ship
Hull Sections, Proc. High Speed Marine
Vessels Conference, Fremantle.
Watai, R.A., Matsumoto, F.T., Sparano, J.V.,

Simos, A.N. and Ferreira, M.D.A.S., 2011,
Wave Run-up Simulations with a Moving
Large Volume Semi-submersible Platform,
Proc. OMAE2011,
Rotterdam, The
Netherlands.
Veen, D.J. and Gourlay T.P., 2012, A

Combined Strip Theory and Smoothed
Particle Hydrodynamics Approach for
Estimating Slamming Loads on a Ship in
Head Seas, Ocean Eng., Vol. 43, pp.64-71.
Wen, P. and Qiu, W., 2013, Numerical Studies

of VIV of a Smooth Cylinder, Proc. ITTC
Nantes Workshop on Wave Run-up and
Vortex Shedding, Nantes, France.
Vepa, K.S., Nuffel, D.V., Paepegem, W.V.,

Degroote, J. and Vierendeels, J., 2011,
Comparative Study of Slamming Loads on
Cylindrical Structures, Proc. OMAE2011,
Willert, C. and Gharib, M., 1992, "ThreeDimensional Partical Imaging With a Single
Camera", Experiments In Fluids, Vol. 12(6),
pp. 353-358.
Xiang, X. and Faltinsen, O. M., 2011, Time
Domain Simulation of Two Interacting
Ships Advancing Parallel in Waves, Proc.
OMAE2011, Rotterdam, Netherlands.
Wang, S., Luo, H. and Soares, C.G., 2012,

Explicit FE Simulation of Slamming Load
on Rigid Wedge with Various Deadrise
Angles during Water Entry, Maritime Tech.
and Eng., pp. 399-406.
Xu, Q., 2011, A New Semisubmersible Design

for Improved Heave Motion, Vortexinduced Motion and Quayside Stability,
Rotterdam, The
Proc. OMAE2011,
Netherlands.
Wang, B., Shin, Y. and Wang, X., 2012,

Reliability-based Sloshing Assessment of
Containment Systems in LNGCs and
FLNGs, Proc. ISOPE2012, Rhodes,
Greece.
Xu, Q., Kim, J., Bhaumik, T., OSullivan, J.

and Ermon, J., 2012, Validation of HVS
Semisubmersible VIM Performance by
Model Test and CFD, Proc. OMAE2012,
Wang, S. and Soares, C.G., 2013, Slam

Induced Loads on Bow-flared Sections with
Various Roll Angles, Ocean Eng., Vol. 67,
pp. 45-57.
Xu, S., Wang, X., Wang, L. and Li, J., 2013,

Dynamic Positioning with Roll-pitch
Motion Control for a Semi-Submersible,
Wang, C., Wu, G. and Khoo, B.C., 2011, Fully

Nonlinear Simulation of Resonant Motion
of Liquid Confined Between Floating
Structures, J. Computers & Fluids, Vol.
44(1), pp. 89-101.
Xu, X., Yang, J., Li, X. and Lu, H., 2013,

Wave Drift Forces on Three Barges
Arranged Side by Side in Floatover
Installation, Proc. OMAE2013, Nantes,
France.
329
Yamada, Y., Takami, T. and Oka, M., 2012,

Numerical Study on the Slamming Impact
of Wedge Shaped Obstacles Considering
Fluid-structure Interaction (FSI), Proc.
Yoon, S.H., Kim, D.H., Sadat-Hosseini, H.,

Yang, J. and Stern, F., 2013, High Fidelity
CFD Simulation of Wave Run-up around
Vertical Cylinders in Monochromatic
Waves, Proc. ITTC Nantes Workshop on
Wave Run-up and Vortex Shedding, Nantes,
France.
Yan, H. and Liu, Y., 2011, Nonlinear

Computation of Water Impact of
Axisymmetric Bodies, J. Ship Research,
Vol. 55, No. 1, pp. 29-44.
Zeng, H., Li, X., Chen, J., Chen, M., Tan, J.,
Jing, Y., Shi, S., Li, Z. and Li, X., 2012,
TUMSAS: a New Solution for Shallow
Water FPSO Mooring, Proc. OTC2012,
Houston, USA
Yang, Q. and Qiu, W., 2012, Numerical

Simulation of Water Impact for 2D and 3D
Bodies, Ocean Eng., Vol. 43, pp. 82-89.
Zhang, Z., Kim, M.H., Kang, H.Y., Zong, Y.

and Wu, J.F., 2012, A Study on SPM
Mooring System for Side-by-side Two
Vessels, Proc. ISOPE2012, Rhodes,
Greece.
Ye, H., Zhong, Q. and Wan, D., 2013,

Benchmark Computations of Flows
around a Stationary Cylinder with High
Reynolds Number by RANS- Overset Grid
Approach, Proc. ITTC Nantes Workshop
on Wave Run-up and Vortex Shedding,
Nantes, France.
Zhang, Z., Sun L., Ma, Q.W. and Xu, G., 2013,
A
Numerical
Investigation
on
Hydrodynamics of Two Floating Bodies of
Arbitrary Arrangements in Regular Waves,
Yeon, S.M., Yang, J. and Stern, F., 2013,

Large Eddy Simulation of Drag Crisis in
Turbulent Flow Past a Circular Cylinder,
Proc. ITTC Nantes Workshop on Wave
Run-up and Vortex Shedding, Nantes,
France.
Zhang, H., Yang, J., Peng, T. and Lu, H., 2012,

"Experimental Investigation on Added
Mass Coefficient of a Truss Spar Subjected
to
Vortex-Induced
Motions",
Proc.
Yiannis, C., Raghavan, K., Karayaka, M. and

Spencer, D., 2013, "Tandem, Riser
Hydrodynamic Tests at Prototype Reynolds
Number", Proc. OMAE2013, Nantes,
France.
Zhao, M., Cheng, L. and An, H., 2012,

"Numerical Investigation of VortexInduced Vibration of a Circular Cylinder in
Transverse Direction in Oscillatory Flow",
Ocean Eng., Vol. 41, pp. 39-52.
Yin, D. and Larsen, C.M., 2011, Experimental

and Numerical Analysis of Forced Motion
of a Circular Cylinder, Proc. OMAE2011,
Zhao, R., Faltinsen, O.M. and Aarsnes, J.V.,

1996, Water Entry of Arbitrary TwoDimensional Sections With and Without
Flow Separation, Proc. 21st Sym. on Nav.
Hydro., pp. 408-423
Yin, D. and Larsen, C.M., 2012, Forced

Motion Experiments with Measured
Motions from Flexible Beam Tests under
Uniform and Sheared Flows, Proc.
330
69
Zhao, M., Kaja, K., Xiang, Y. and Yan, G.

2013, "Vortex-Induced Vibration (VIV) of
a Circular Cylinder in Combined Steady
and Oscillatory Flow", Ocean Eng., Vol. 73,
pp. 83-95.
Zheng, H., Price, R., Modarres-Sadeghi, R.,
Triantafyllou, G. and Triantafyllou, M.,
2011, "Vortex-Induced Vibration Analysis
(VIVA)
Based
on
Hydrodynamic
Databases", Proc. OMAE2011, Rotterdam,
The Netherlands.
Zhu, H., Zhu, R. and Miao, G., 2008, A Time
Domain Investigation on the Hydrodynamic
Resonance Phenomena of 3-D Multiple
Floating Structures, J. Hydrodynamics, Vol.
20, pp. 611616.
Zou, L. and Larsson, L., 2013, Numerical
Predictions of Ship-to-Ship Interaction in
Shallow Water, Ocean Eng., Vol. 72, pp.
386-402.
331
Stability in Waves Committee

1.
contributions on uncertainty and extreme

waves, respectively.
INTRODUCTION
Meetings. Four Committee meetings were

held as follows:
Osaka, Japan
- February 2012
Athens, Greece
- September 2012
Washington, D.C, USA
- June 2013
Daejeon, Korea
- March 2014
1.1. Membership and Meetings

Membership. The Committee appointed by
the 26th ITTC consisted of the following
members:
Dr. A. M. Reed (Chairman)

Carderock Division, Naval Surface
Warfare Centre (NSWCCD), USA
Mr. A. Peters (Secretary)
QinetiQ, Haslar, UK
Professor W. Y. Duan
Harbin Engineering University,
China
Assoc. Professor P. Gualeni
University of Genoa, Italy
Assoc. Professor T. Katayama
Osaka Prefecture University, Japan
Dr. G. J. Lee
Korea Research Institute of Ships &
Ocean Engineering (KRISO), S. Korea
Dr. F. van Walree
Maritime Research Institute Netherlands
(MARIN), the Netherlands
1.2. Tasks from the 26th ITTC

Update the state-of-the-art for predicting
ship stability in waves, emphasizing developments since the 2011 International Towing
Tank Conference (ITTC). The committee report should include sections on:
a. Definition of loss and survival of a ship
(particularly damaged ships);
b. The amount of detail required for
modelling the internal geometry of a
ship;
c. Leak and collapse pressures for water
tight doors and bulkheads; and
The committee would like to acknowledge

the valuable contributions of wave data to the
reviews from MARIN; and the work from Joel
Park and John Telste from NSWCCD for their
d. Importance of taking air pressure into

account (how open or closed compartments are in ships ties into item b
above)
332
Update ITTC Recommended Procedure

7.5-02-07-04.2, Model Tests on Damage Stability in Waves, paying specific attention to:
a. Investigate the significance of scale effects in air pressure on flooding-model
tests under atmospheric conditions.
Comment on the need to perform
flooding-model tests under scaled air
pressure conditions.
e. Modelling of extreme wave conditions.

Review ITTC Recommended Procedures
relevant to stability and
b. Investigate how to deal with inertia due

to the floodwater mass.

these.
Investigate roll damping for largeamplitude roll motions in irregular seas. Review suitable data for future benchmarking of
time-domain computer codes.
Investigate uncertainty analysis for intact

and damaged model tests to complement current procedures (Uncertainty in making measurements, and technical means that are used).
a. Time-domain roll damping in irregular

waves
Investigate the criteria for modelling wave

spectra in the determination of dynamic
instability of intact vessels [Stability failures in
the International Maritime Organization (IMO)
sense: pure loss of stability, parametric roll,
broaching, dead ship condition (resonant roll
in beam seas)], i.e., wave steepness, nonlinearity, frequency contents of the spectrum,
statistical distribution of wave and crest height
and spatial behaviour of the waves and nonlinear wave kinematics.
b. Modelling of hydrodynamics of
large-amplitude roll motion (regular
and irregular seas)
Cooperate with the IMO SLF subcommittee correspondence group and the ITTC Seakeeping Committee.
2.
Develop better understanding of uncertainties associated with the results from experiments and simulations of extreme motions of
intact vessels in realistic irregular seaways and
develop quantitative techniques which reflect
the nature and magnitude of the phenomena.
Review vulnerability criteria (including
long term probability of loss of the ship) for
intact and damaged ships, and outline further
developments that are required. [Directly
tied to on-going IMO Sub-committee on Stability, Load Lines & Fishing Vesseal Safety
(SLF) actions]
STATE-OF-THE-ART REVIEW
2.1. Review
During the past few years major efforts
have been on-going in ship stability research.
The most well known references in this area
are the International Stability Conference and
Workshops. The last Stability Conference
occurred in Athens, Greece in 2012 (STAB,
2012) and the last two stability workshops
occurred in Washington, D.C, USA, in 2011
(ISSW, 2011) and another in Brest, France in
333
In terms of probabilistic definition, survivability, PS, is the combination of susceptibility,

PH, the inability to avoid an undesired event or
a related initiating event and vulnerability,
PK/H, the inability to withstand the effect of an
undesired event (Ball & Calvano, 1994).
Therefore, survivability is defined as :
2013 (ISSW, 2013)

The focus of this
state-of-the-art review is enumerated in Steps
ae of Section 1.2.
2.2. Definition of Loss and Survival of a

Ship
PS 1 PH PK /H .
In any structured framework or methodology aimed at assessing ship safety, an accurate

definition of the boundary between survival
and loss is necessary.
If susceptibility and vulnerability are the

inability to avoid or withstand, respectively,
the effect of a certain situation, their combination is defined as the mathematical complement to survivability, i.e., the ability to survive.
The whole assessment methodology is yet

to be properly defined and validated (Peters, et
al. 2012) in order to recognise in a reliable
way the possible ship-specific weakness in that
term.
Susceptibility in and of itself is a complex

concept to fully understand and model. In
the case of a damaged ship, for example, it
might correspond to the probability that a ship
will be hit by another ship. For an intact ship,
this might correspond to the probability that a
ship is caught in a severe storm.
The term ship loss is commonly used as

a statement of an undesired event, but the
same expression can be used to describe many
different scenarios. The opposite statement
ship survival is also regularly used, but also
suffers from the same problemlack of a precise definition of the situation.
Vulnerability represents the probability of

severe consequences or even total loss of a
vessel when an undesired initiating event has
occurred.
In current literature, a trend has been observed to mention the concept of ship loss
when dealing with an intact ship, while ship
survival is more likely to be used when discussing the safety of a damaged ship.
We can assume that loss is an extreme

negative consequence given a certain undesired initiating event. In this perspective it
can be considered the mathematical complement to survivability.
2.3. Relationship between Loss and

Survival
2.4. Definition of Loss
Detailed examination is required of the

definitions and relationship between ship loss
and ship survival in order to avoid
redundancies, overlapping concepts or contradictions.
The loss of a ship is an expression that, in

addition to an explicit negative connotation,
can be used to indicate many different levels
of severity of a situation. One approach
would be to decide to focus only on sinking
334
The adoption of a fixed absolute roll-angle

value as a limit to define a capsizing event is
very common in literature, even if it is well
recognised that this, in principle, might change
from ship to ship due to the different dynamics
of each ship. Beaupuy, et al. (2012) suggest
that this aspect should be investigated by assuming that the critical threshold is a percentage of the angle of vanishing stability of each
ship. Another possible event of partial failure,
cargo shift, is mentioned in Kubo, et al.
(2012).
and/or capsizing, the latter defined as the

transition to another stable equilibrium, other
than upright, which is intrinsically unsafe. It
is evident that from a safety point of view,
some other intermediate levels of undesired
severe situations should be taken into account.
During the recent IMO activities regarding
the development of second- generation intact-stability criteria, a new terminology was
identified, i.e., intact-stability failure (IMO,
2008). This is defined as a state of inability
of a ship to remain within design limits of roll
(heel, list) angle and a combination of rigid
body accelerations. A total stability failure
and a partial stability failure are defined
below:
Total Stability Failure Capsizing, being

the total loss of a ships operability with
likely loss of lives.
Partial Stability Failure The occurrence

of very large roll (heel, list) angles and/or
excessive rigid body accelerations, which
will not result in loss of the ship, but which
would impair normal operation of the ship
and could be dangerous to crew, passengers, cargo or ship equipment.
In Kobyliski (2006), the concept of a

loss-of-stability accident (LOSA) was introduced as a better description of the situation
that occurs in reality, instead of talking about
just a capsizing event. Kobyliski referred to
a prolonged discussion on the definition of
capsizing during the second International Conference on Stability of Ships & Ocean Vehicles (STAB) conference in 1982. He proposed that capsizing be defined as a situation
where amplitudes of rolling motion or heel
exceed a limit that makes operation or handling a ship impossible for various reasons
(loss of power, loss of manoeuvrability, necessity to abandon the ship). Kobyliskis proposed definition of capsizing did not necessarily assume the ship taking the inverted position. Therefore, capsizing might be better
defined as LOSA and the definition might also
be suitable for use in assessing the risk of capsizing.
It is immediately evident that besides the

well-known concept of ship loss coinciding
with ship capsize, it is important to discuss
scenarios where the roll angles exceed a prescribed limit; and where the combinations of
lateral and vertical accelerations exceed prescribed limits.
LOSA can be divided into subcategories to

cover the different types and severity of loss,
i.e., sudden capsizing, large heel with loss of
power and manoeuvrability, large heel with
progressive flooding and eventually capsizing
or foundering.
The so-called prescribed limits of roll angles can be fixed in absolute terms (e.g., 45
degrees, 30 degrees) or other less precise terms
(e.g., deck-edge immersion or immersion of
some defined critical point like the downflooding openings) (Bakalov, 2012).
In the case of a damaged-ship scenario, a

reference is often made to a critical limitingheel angle to define loss of a vessel. A 45-
335
might enter from unprotected openings, which

could be just as critical.
degree mean angle was used by Spanos & Papanikolaou (2012). Alternatively, for Roll
On-Roll Off (RO-RO) passenger ships, the
procedure derived from the Directive
2003/25/EC is used where a ship is regarded as
capsized if the roll angle exceeds 30 degrees
instantaneously or if the steady (mean) heel
angle is greater than 20 degrees for a period
longer than three minutes (Kwon, et al., 2012).
In the same paper, the importance of the ship
structures condition for a damaged ship is discussed as well: the rapid deterioration and
degradation of the structural integrity might
become important as much as stability deficiency for some types of ships.
In line with the treatment of stability failure, it might be possible in principle to consider a total loss of buoyancy and a partial
loss of buoyancy. Partial loss of buoyancy
can be defined as a situation that will jeopardize the normal operations of a ship and its
crew, or present a possibly critical situation for
passengers, cargo or ship equipment.
Therefore, a situation other than the total
sinking of a ship should be read in terms of
residual buoyancy and equilibrium waterline
characteristics.
The concept of critical limiting heel angle

was also discussed by Montewka, et al. (2013)
where the loss of the Roll On Passenger
(ROPAX) is expected if two consecutive limiting states are exceeded, namely crashworthiness and stability. In application, ship capsizing is assumed to occur when 60 degrees of
roll angle is exceeded.
A possible combination of different

measures of various safety elements synthesised in a Relative Damage Loss Index (RDLI)
is applied by Peters & Wing (2009) allowing a
more comprehensive evaluation of a ships
damage performance.
It should be recognised that intact and

damaged ships have some basic analogies
when defining ship loss.
2.5. Loss of Functional Capability

The rule-making framework for ship safety
is currently focused towards goal-based
standards. With goal-based standards, functional requirements must be complied with in
order to meet the overall goal. IMO has already agreed in principle with the following
goal, valid for all kinds of new ships: Ships
are to be designed and constructed for a specified design life to be safe and environmentally
friendly. (IMO, 2005).
When considering the dynamic behaviour

of a damaged ship in a seaway, the threshold
definition should be treated in line with the
intact-ship approach, i.e., recognising the concepts of total loss or partial loss dealing with
roll angles, accelerations, and immersion of
critical points. These concepts need to be
discussed within specific restrictions in relation to the residual operational capability required for a ship.
This implies that a ship must have characteristics adequate to minimise the risk of
loss of the ship.
As regards the sinking phenomenon, this is

generally applicable to a ship with damage to
her hull, leading to a significant ingress of
water and a consequent reduction of the reserve of buoyancy. For an intact ship, water
This new approach tends to avoid prescriptive standards in favour of rules referring
336
to safety goals, with an identified level of performance, but without specifying the means of
achieving that level (Kobyliski, 2012).
The orderly evacuation and abandonment

of a ship, therefore, becomes a secondary option only to be employed if the casualty threshold is exceeded. In this case the issue of energy production and distribution is another
functional capability that should be considered
as a key to safe abandonment, when defining
the concept of ship loss or survival.
It is, therefore, important to focus on the

functional capabilities that are vital for a ship
so that the loss of ship definition can coincide with the loss of such functional capabilities.
For a ship in the intact condition, it is reasonable to define the main list of functional
capabilities as:
2.6. Internal Geometric Modelling

The European Union (EU) Integrated
Flooding Control & Standards for Stability &
Crisis Management Project (FLOODSTAND)
(Naar & Vaher, 2010) was a European research
project which set out to derive detailed data on
flooding mechanisms to validate numerical
simulation tools and to help develop a standard
for damaged-ship stability, focussing on the
risk of flooding.
Buoyancy
Watertight integrity
Stability
Navigation
Some specific operational and systems
activity
Traditionally, for a ship in a damaged

condition, reserve buoyancy and stability are
the key desirable functions while possibly accepting a degraded level of performance.
The most important issue is the ability to perform the evacuation and the emergency procedures, but some other key activities might also
be required, for example returning to port under your own power.
IMO has recently introduced the regulatory
concept of safe return to port (Spanos &
Papanikolaou, 2012) through the International
Convention for the Safety of Life at Sea (SOLAS) Regulation II-1/8-1, where a passenger
ship shall be designed so that key specified
systems remain operational when a ship is subject to flooding of any single watertight compartment.
The modelling of internal geometry and

effects on stability modelling have been studied by Karlberg, et al. (2011) as part of the
FLOODSTAND project. As described in this
report, the routes floodwater takes as it progresses inside a ship and the order in which
compartments fill can have a significant effect
on the consequent motions and events onboard,
and in some cases on the final flooded state of
a vessel.
In large passenger ships the internal layout
of a vessel is typically characterised by watertight subdivisions such as double bottoms,
watertight bulkheads and bulkhead decks.
More specifically, it also includes the decks
and significant non-watertight subdivisions,
which make up the corridors and cabins, etc.
This complex internal structure makes it challenging to model the damage stability of a passenger vessel both numerically and physically.
A passenger ship is deemed capable of returning to port, when key functions and systems such as propulsion, navigation, and essential hotel services remain operational.
337
The effect of variations in the input data on

the results of a flooding simulation was
studied through systematic sensitivity analysis
with three different damage scenarios. The
results indicate that the effect of these flow
coefficients and collapse pressures on transient
heeling in the beginning of flooding is minimal. However, the parameters were found to
have a notable effect on the time-to-flood. A
higher critical collapse pressure was found to
significantly slow down the flooding process.
The leakage area ratio also was found to have
a significant effect on the time-to-flood, especially in a flooding case where closed doors do
not reach collapse. In a flooding case where
most of the flooding was simulated as leakage
through closed doors, the applied leakage area
ratios had a dominant effect on time-to-flood.
Underestimation of this coefficient by 50%
was shown to potentially lead to a 50% overestimation in the time-to-flood according to
the FLOODSTAND report.
The progress of flooding is typically characterised by the amount of incoming floodwater and how it is distributed in a ship. The
distribution of floodwater affects sinkage, heel
and trim of a ship, and consequently the stability, which are the most important factors governing the survivability of a vessel. With
complex subdivisions and multiple damage
openings, very small changes in floodwater
flow can result in various possibilities for a
flooding sequence. Therefore, it is not always straightforward to predict with certainty
what the final flooded state of a vessel will be.
The use of time-domain flooding simulation tools has expanded in recent years with
the increase in available computer capability.
It is well known that simulation results depend
on applied input data for ship openings. The
leakage and collapsing of non-watertight structures, such as closed fire doors, can have a
very remarkable effect on the time-to-flood
calculations.
It was also found during the study that

during simulations, variations of critical pressure head for collapse had a significant effect
on the way the flooding progressed, and thus
had an effect on the overall flooding rate and
the time-to-flood. These also affected the
resulting vessel-heeling behaviour, and in turn,
the flooding rate. In the early flooding
phases, leakage modelling was shown to have
a clear effect on the time-to-flood.
The main objective of the Work Package 2

in the FLOODSTAND project was to provide
data for more accurate and realistic modelling
of progressive flooding in time- domain
simulations. In the study, both experimental
and numerical studies were performed in order
to develop guidelines on modelling leaking
and collapsing structures for use in flooding
simulation.
Furthermore,
discharge
coefficients for water flow through typical
openings were evaluated.
2.7. Leak and Collapse Pressures of

Water- tight Doors and Bulkheads
It was clear that the exact values for discharge coefficients for leakage through a
closed door cannot be evaluated for each opening in a large passenger ship. Therefore the
discharge coefficients that are used have to be
based on approximations and estimates.
Part of the FLOODSTAND Project focussed on work to investigate flooding through

watertight doors and hatches.
Utilising full-scale testing for the leakage
and collapse of watertight doors and bulkheads,
338
The point of collapse or maximum flow

rate was found to be dependent on the type,
material and construction of a door and frame.
Due to the fact that pressure was at its highest
at the bottom of a door panel, structural deformation and structural leakage to the lower
door hinges and sills occurred.
real-time data was collected to help develop

simulation tools. Full-scale bending, tensile
strength and compressive tests were carried
out on individual wall-panel materials. Numerical studies and simulation analyses were
carried out using Finite Element Methods and
Computational Fluid Dynamics in order to
give a comparison between experimental and
numerical data.
A key finding from these experiments was

that for many doors, the leakage-area ratio increased almost linearly as a function of the
pressure head. For example, the results obtained for a light watertight door showed that
the leakage through the test door started at a
water height of about 2 m and had leakage of
less than 1.0 litre/second until structural damage occurred at a pressure head of about 8.0 m.
Even after significant structural failure, the
leakage through the door was approximately
40 litres/seconds, which corresponded to a
leakage-area ratio of 0.017.
Through extensive simulations for different

damage scenarios, the FLOODSTAND
research established some guidelines for modelling these structures during progressive
flooding.
During the FLOODSTAND physical tests
undertaken by the Centrum Techniki Oretowej
(CTO) in Gdansk, Poland, water-pressure head
was gradually increased at 0.5 m increments
until the test object was damaged, the waterflow-rate value exceeded a critical value of
90 litres/second, or the critical pressure was
above 220 kPa.
Measurements included
leakage-flow rate, deflection of the test object
at six points and pressure head at structural
failure.
A Class A60 double leaf-hinged door, a

Class A60 sliding door and a cabin wall were
also modelled.
The panel bending tests
showed a good correlation with the Finite Element Method (FEM) analysis. Generally, the
ability to compare FEM results with physical
tests was limited. The doors tested had a
leakage rate too high to be comparable with
FEM results. It was found in the study that
the use of analytical methods is not always
justified, as door failure often depends on the
strength of the hinges as opposed to the
strength of the main body of the door.
Twenty different types of doors, windows,

walls and hatch configurations were tested,
including;
Class A-60 double leaf-hinged-marine

fire door,
Class B joiner door hinged,
Steel frames for Class B wall and cabin
wall,
Steel frames for cabin wall,
Cool Room sliding door,
Semi Watertight Door--sliding steel
frames,
Cross flooding hatch,
Sliding door and Hinged door.
For many doors it was found that the assumption that the leakage area is evenly distributed vertically is not valid as there is often
a gap between the bottom of the door and the
sill.
The FLOODSTAND study concluded that
different categories of doors behave very differently under flooding conditions and even
339
the same door within the same category can

behave very differently as the gap between the
sill and the door can vary considerably. General guidelines were presented for both Class A
and B doors, but it was noted that significant
further work is needed, including further physical testing. With Class A structures, sensitivity analysis was recommended to consider
the variability in the results, while Class B
structures were found to fail at water levels
lower than expected.
3.
extremes of uncertainty of the mass properties

to determine the impact of this uncertainty on
the experimental results. Technically the
above approach is impossible as there would
again be uncertainties associated with the mass
properties for these new tests. The only feasible approach to determining the impact of
the uncertainties in mass properties on the
uncertainties of experimental results appears to
be computational, although there is no established procedure.
From a practical perspective, the use of a
validated linear seakeeping code is the most
realistic approach to solving the above problem, as it will allow rapid assessment of the
impact of the various mass-properties uncertainties in various combinations on the
measured motions. Although a linear code
will have its own accuracy issues, it will provide a consistent metric against which the impact of mass-properties uncertainties can be
judged. Also, as a linear code provides a lowest common denominator, it will allow realistic
comparisons between various experimental
facilities and organizations without introducing many computational tool variables into the
assessment.
UNCERTAINTY ANALYSIS FOR INTACT AND DAMAGED MODELS

USED IN SEAKEEPING AND
EXTREME MOTION TESTS1
The results of seakeeping and extreme

motions testing are the characteristics of stochastic processes in random seas. As such,
there is no uncertainty to be reported in the
results, but rather confidence bands on the statistics characterizing the results of the experiment. The statistical uncertainty of seakeeping and extreme motions in a seaway will be
discussed in Chapter 5, which follows.
The material that follows outlines the

equations typically used to determine the mass
properties of a model for seakeeping and
extreme-motions testing, and derives the
uncertainty equations for ballasting based on
ISO GUM (JCGM, 2008) and ITTC (2008).
In seakeeping and extreme-motions experiments, the area where traditional deterministic

uncertainty analysis applies is in determining
the mass properties of the model being tested.
Documentation of surface-ship-model tests
usually includes tables of the results but does
not explicitly include the equations in the ballasting process or the instrumentation.
3.1. Model Weight and Mass
Given the uncertainty range on the mass

properties of a seakeeping or extreme-motions
test, the ideal approach would be to repeat the
experiment with the model ballasted to the
The formulation is from the Archimedes

principle; that is, a ships weight is equal to its
buoyancy force. In that case, the equation for
a ship or model weight is given by:
This section is based largely on unpublished notes by

Dr. Joel Park of DTMB (NSWCCD).
340
W g
where is water density, g is local acceleration

due to gravity, and is the displaced volume.
From (1), the model weight is then computed
as:
found in international standards. The seawater values are in TEOS-10 (IOC, SCOR &
IAPSO, 2010), and freshwater values are in
Harvey, et al. (2008) and IAPWS (2008).
The uncertainty in density may be computed
from the measured temperature and salinity.
Wm ms m g m m /( ss )
From (4) and (5), the expanded relative

uncertainty in weight and mass is as follows:
(1)
(2)
where m is mass and the subscripts m and s are

for the model and ship, respectively. However, the displaced volume is related to the
scale ratio by:
s / m
UWm / Wm (U m / m )2 (3U Lm / Lm )2
(U gm / gm ) 2
(3)
(6)
After the model weight and mass are adjusted to the values from (4) and (5), the model
must be weighed. After the model is weighed, the combined uncertainty in model mass
includes the result of the measured weight and
the computed weight. The combined uncertainty is then:
Ls / Lm
From (2) and (3), the model weight is then
(4)
2
U c U meas
U m2 m
In mass units, (4) becomes
mm ms m / ( s 3 )
U mm / mm (U m / m ) 2 (3U Lm / Lm ) 2 (7)
The scale ratio is defined as the ratio of the

ship length to the model length:
Wm ms mgm / ( s 3 )
(8)
The final measured weight and mass as

computed from (4) and (5) should be within
the uncertainty of (8). The uncertainty estimate in density for (6) and (7) should be the
maximum difference between the value applied during ballasting and value measured
during testing. The uncertainty in the model
length should be obtained from direct measurements of the model dimensions while the
uncertainty in g is from an internationally
recognized standards organization.
(5)
The calculation of the model weight and

mass from (4) and (5) should be computed on
the basis of the standard values for s
(1026.021 kg/m3 for salt water at 15 C) and
gc (9.80665 m/s2) for full scale, and the
values of m (generally fresh water) and gm
appropriate for the experimental facility.
Standard gravity is fixed at an internationally
accepted value of 9.80665 m/s2 from
Thompson & Taylor (2008).
3.2. Longitudinal Centre of Gravity

The remaining procedures described here
require suspension of the model from a struc-
The values for freshwater and seawater for

standard field and laboratory conditions can be
341
turally rigid frame. The process includes a

beam to which the model is attached.2 The
beam is attached to the frame by a pivot point.
The determination of the longitudinal centre of
gravity (LCG) is a two-step measurement process:
from the pivot point to the CG.

angle near zero, the result is
x/ z
For a pitch
(9)
Calculation of the location of the vertical

CG is described in the following section.
The CG of the beam is measured.

The CG of the beam and model is
measured.
The CG of the model is then computed
from the previous two steps.
From (9), uncertainty in the displacement

from the true LCG is:
U x ( U z )2 (zU )2
One method in the determination of the CG

is simply to move the beam, or the beam and
model combination until the beam is level.
In this case, the CG is directly below the pivot.
However, the uncertainty in the CG location
by levelling may be unreliable. A more direct method is suspension of the model at two
points: one near the bow and the second near
the stern. The location of the CG is then
computed from the moments and the uncertainty is easily established. The load at the
bow and stern is measured with electronic load
cells attached to the suspension cables.
(10).
For a pitch angle near zero, (10) becomes:
U x zU .
The combined uncertainty relative to the
model reference point for the LCG is then
U c ( zU ) 2 U x2m .
If the instrument for measurement of level
is removed from the fixture, an equivalent
weight should be located at the measurement
point.
3.2.1. Levelling Method

The simplest method for locating the LCG
may be by moving the beam alone under the
pivot until it is level, and then moving the
model on the beam until the model on the
beam is level. When the model is level, the
LCG is located directly below the pivot point.
Any deviation of the LCG is given by:
3.2.2. Two-point Suspension Method

The LCG location can be measured by
supporting the beam at two points (1, near the
stern, and 2, near the bow), suitably far apart
with the LCG somewhere in-between (the
beam is not necessary for this). At both
points there should be a load cell measuring
the weight at that point. The model should
also be levelled. The weights from the load
cells are as follows:
tan x / z .
where is the pitch angle, x is deviation from

the true LCG, and z is the vertical distance
For the beam
Wb F1 F2
The beam is not required for all procedures, but is

required for some, those for which the beam is not
necessicarily required will be noted.
342
(11).
For the beam and model
Wbh F3 F4
c3 xh / F31 F42 ( x1 x2 ) / Wh2

c4 xh / F42 F31 ( x1 x2 ) / Wh2 .
(12).
The distances x1 and x2 are likely measured

with the same device, and the uncertainty in
the distance will be the same and correlated.
Similarly, the load cells for the measurement
of the aft and forward locations may have the
same uncertainty. If they are calibrated at the
same time with the same equipment, then the
load measurements are also correlated. The
uncertainty in the location of the LCG is as
follows:
From (11) and (12), the weight of the hull

is
Wh ( F3 F1 ) ( F4 F2 )
(13)
where F1 and F3 are the load cell readings at

the stern and F2 and F4 are at the bow.
Similarly, the moments are as follows:
For the beam
U xm (c1 c2 ) 2U x2 (c3 c4 ) 2U F2 .
xbWb x1F1 x2 F2
(14).
In tests where equipment will be added to

the model later, the LCG of the model hull is
determined by either of the previous methods,
and components are added. Mass properties
of the smaller components are measured with a
mass properties instrument. The total weight
of the model then is
and x1 is the distance from the reference location (say amidships) to the aft suspension cable (negative aft) and x2 is the distance from
the reference location to the forward suspension cable (positive forward). For the beam
and hull
xbhWbh x1F3 x2 F4
Wm Wi
(15).
(17),
i 1
From (13)(15), the CG of the model

relative to the reference location is
xh (x1F31 x2 F42 ) / (F31 F42 )

(x1F31 x2 F42 ) / Wh
where n is the number of components.

LCG is given by
(16)
xm ( xiWi / Wm )
The
(18).
i 1
where
The uncertainty in the weight is
F31 F3 F1
F42 F4 F2
2
U W2 m U Wi
i 1
For the uncertainty estimates, the sensitivity coefficients from (16) are as follows:
and the uncertainty in the LCG is
c1 xh / x1 F31 /( F31 F42 ) F31 / Wh

c2 xh / x2 F42 /( F31 F42 ) F42 / Wh
343
(19),
low the pivot point on the frame, and the

heel angle. The instrument for measuring the
heel angle should be located on the model
where the instrument replaces a mass of equal
weight. A fixture may be added that is included in the added weight so that weight may
be moved to multiple locations. Then the
(yw/tan ) term can be computed as the slope
from yw versus tan by regression analysis as
a better estimate.
2
U xm
(WiU xi / Wm )2 (xiUWi / Wm )2
i 1
i 1
(xi WiUWm / W )
(20)
2 2
m
i 1
The previous formulation assumes the

measurements are independent; however, some
of the measurements are correlated. The hull
weight and LCG are independent of the measurements by the mass-properties instrument,
although the measurements of the components
by the mass-properties-instrument are correlated. In any case, the uncertainty from the
hull measurements will be the dominant term
in the estimate.
From (21), the sensitivity coefficients are

as follows:
c1 z / w (1 / Wm )( yw / tan zw )
c2 z / Wm (w / Wm2 )( yw / tan zw )
c3 z / yw w /(Wm tan )
If both the levelling and two-point suspension methods are applied in the determination
of LCG, the result should be within the uncertainty estimates of both methods. Estimates
using both methods indicate a discrepancy in
LCG location by the levelling method in comparison to the two-point load method. The
difference is larger than the uncertainty estimates on the location of the LCG. This illustrates the difficulty in getting accurate results
using the levelling method.
c4 z / wyw /(Wm sin 2 )

c5 z / zw w / Wm
The uncertainty in the VCG is then
U z (c1U w )2 (c2UWm )2 (c3U yw )2

(c4U ) (c5U zw )
2
(22)
If the slope method for (yw/tan ) is applied,

the uncertainty in the slope must be added to
(22). The sensitivity coefficient for the slope
is from (21)
3.3. Vertical Centre of Gravity

The vertical centre of gravity (VCG) is
determined by the added weight or inclining
method in air. In added weight or inclining
method, a weight is added or moved transversely, respectively, resulting in a heeling
moment. The added weight or inclining
method is as follows:
z (w / Wm )( yw / tan zw )
c6 w /Wm
For the uncertainty with the slope, (22) becomes
U z (c1U w )2 (c2UWm )2 (c3U yw )2
(21)
(c4U )2 (c5U zw )2 (2c6ub )2
where w is the added or shifted weight, yw is

the lateral location, zw the vertical location be-
344
(23)
where ub is the standard uncertainty in the

slope b from linear regression analysis.
3.4. Moment of Inertia
The VCG of the hull is computed from the

hull-beam combination from the following:
The moment of inertia of a model is computed from the oscillation of the model about
the pivot point on the frame. The moment of
inertia (MOI) in pitch is:
zh (Wbh zbh Wb zb ) / Wh
I mgd (T / 2 ) 2
The sensitivity coefficients from (23) are as

follows:
(24)
where d is the distance from the pivot point to

the CG, and T is the period of oscillation.
The period of oscillation is determined by attaching a precision electronic inclinometer to
the model and collecting a time series of its
signal with a digital-data-collection system.
The sensitivity coefficients from (24) are as
follows:
c1 zh / Wbh zbh / Wh
c2 zh / zbh Wbh / Wh
c3 zh / Wb zb / Wh
c4 zh / zb Wb / Wh
c5 zh / Wh (Wbh zbh Wb zb ) / Wh2

The uncertainty of the VCG for the hull is
then
c1 I / m gd (T / 2 ) 2
U zh (c1UWbh )2 (c2U zbh )2 (c3UWb )2
c3 I / g md (T / 2 ) 2
(c4U zb ) (c5UWh )
2
c2 I / d mg(T / 2 )2
c4 I / T mgd(T / 2 ) 2 /(2 2 )
The uncertainty in the MOI is

For a model assembled from several parts,
the VCG is
U I (c1U m )2 (c2U d ) 2
z m ziWi /Wm
(c3U g )2 (c4U T ) 2
i 1
where the assembled model weight is given

by (17) and x is replaced with z in (18). The
uncertainty in model weight is given in (19).
The period in (24) is obtained by linear regression analysis of the time series with a
damped sine wave of the following form:
From (20) the uncertainty in the VCG is:
y aexp(bt)sin(2 t / c d) e
where a, b, c, d, and e are constants that are

computed from linear regression analysis. In
this equation, c is the period, T. Regression
analysis also provides the standard deviation.
The combined uncertainty in the period is
computed from:
2
U zm
(WiU zi / Wm )2 (ziUWi / Wm )2
i 1
(25)
i 1
(zi WiUWm / Wm2 )2

i 1
345
U T (2uc ) 2 U t2
k I cg / mm
where uc is the standard deviation or standard

uncertainty of the period from linear regression analysis and Ut is the uncertainty in the
time traceable to an internationally recognized
standards organization for the electronic device.
From (27), the sensitivity coefficients are

as follows:
1
2 mmI cg
1
c2 k / mm
I cg / m3
2
c1 k / I cg
In some cases, damping may be low, and

the damping term in (25) may be dropped.
That is, a sine wave curve fit may work better.
Then, (25) becomes
The uncertainty in the radius of gyration in

roll is
U k (c1U Icg ) 2 (c 2U mm ) 2
y asin(2 t / c d) e
The previous equations in this section for

the MOI of pitch are also applicable to roll
where the subscript is replaced with .
Calculations for the MOI indicate that a

time standard traceable to an internationally
recognized standards organization is critical in
the measurement of the oscillation period.
3.4.1. Composite Pitch MOI

For a model assembled from a number of
pieces, the MOI and its uncertainty for an
assembled model are as follows in pitch:
The hull MOI is separated from the beam

and hull MOI by the following:
Ih Ihb Ib
(27)
(26)
Im [( xci2 zci2 )mi Ii ]
The uncertainty in the hull alone from (26)
i 1
is
Uh U
2
hb
where xci, yci, and zci are the Cartesian coordinates relative to the model CG. The sensitivity coefficients are as follows:
2
b
where Ihb is the MOI of the beam and hull assembly and Ib is the MOI of the beam only.
c1i Im / mi xci2 zci2

c2i Im / xci 2 xci mi
c3i Im / zci 2 zci mi
c4i Im / ii 1
The MOI about the CG and its uncertainty

are given by
Icg Im mm d m2
U Icg U
2
Im
d U 4(md mU dm )
4
m
2
m
The composite uncertainty for the model in

pitch is then
The radius of gyration is defined as
346
3.5. Transverse Metacentric Height
U I2 m (c1iU mi )2 (c2iU xci ) 2

i 1
The transverse metacentric height is determined by performing an inclining experiment

in water, floating the model in calm water and
adding weight to the model in the transverse
direction. The method and equations are similar to those for the VCG. The result for the
metacentric height is as follows:
(c3iU zci )2 U I2i

For the MOI of components measured on
the same mass-properties instrument, the
uncertainties may be considered correlated.
In that case, the uncertainties may be summed
for those parts.
GM T w yw tan zw w Wm .
3.4.2. Composite Roll MOI

For a model assembled from a number of
pieces, the MOI and its uncertainty for an
assembled model are as follows in roll where x
is replaced by y in the pitch equation,
The sensitivity coefficients are then
c1 GM T / w
Wm (yw / tan zw ) / (w Wm )2
c2 GM T / Wm
I m [( yci2 z ci2 ) mi I i ] .
w(yw / tan zw ) / (w Wm )2
c3 GMT / yw w /[tan (w Wm )]
i 1
The sensitivity coefficients are as follows:
c4 GMT / wyw /[sin2 (w Wm )]

c5 GMT / zw w /(w Wm )
The uncertainty in GMT is
c1i Im / mi yci2 zci2

c2i Im / yci 2 yci mi
c3i Im / zci 2 zci mi
UGMT
c4i Im / Ii 1
(c1iU mi ) (c2iU yci )

2
i 1
Wm
2 c3U yw
c U
2
(29)
zw
A better estimate of (yw/tan ) may be

computed by linear regression analysis of the
slope of the yw versus tan curve at .
(Linear curve fit requires model inclination
that does not exceed 5 degrees.) In that case,
the sensitivity coefficient is
(28)
(c3iU zci ) U
2
c4U
The composite uncertainty for the model in

roll is then
2
Im
c U c U
2
Ii
For a symmetric model where yci = 0, (28)

becomes
c6 w /(w Wm )
U I2m [( z ci2 U mi ) 2 ( 2 zci miU zci ) 2 U I2i ] .
The uncertainty in GMT is then from (29)

with the addition in the uncertainty of the
slope is:
i 1
347
UGMT
c U c U
1
c5U zw 2c6ub
c4U
c3U yw
2
Wm
distribution function is a good basis for the

estimation of a design-wave crest, Buchner, et
al. (2011). However, depending on parameters such as directional spreading, sea- state
steepness and propagation distance, crests may
exceed the second-order distribution in some
severe seas by around 10%. On the other
hand, the very highest crests may be limited by
breaking and even fall below a second-order
model.
where ub is the standard uncertainty of the

slope b from linear regression analysis.
4.
MODELING OF WAVE SPECTRA

4.3. Effect of Directional Spreading
4.1. Extreme-wave Modelling Related to

Stability Research
For three different sea states at the same

peak period, the effect of spreading is illustrated in Figure 4-1. Three spreading factors
are shown, increasing from top to bottom.
The three sea states were measured in the
MARIN Offshore Basin during the CresT project. The waves were steep, with a nominal
significant wave height of 12 m and a peak
period of 12 seconds. The model scale was
50. The theory, Provosto & Forristall (2002),
shows that the deviation from second-order
theory is much less in short-crested waves.
The measured crest-height distribution lies
above both the Rayleigh distribution and the
standard second- order distribution for the
long-crested and the low-spreading case. It
should be noted that the figures correspond to
one phase seed per sea state. In on-going
projects, corresponding investigations concern
a large number of seeds.
When nonlinear or extreme wave modelling is considered with respect to shipstability research, the following related questions can be raised:
How often do extreme waves occur and
how relevant are they,
What are their typical shapes and kinematics,
How can we model extreme waves.
These questions shall be treated in the following, looking both at state-of-the-art methods and at recent research. This section is
organized accordingly.
4.2. Probability of Occurrence and Relevance of Extreme Waves

From the numerous data sets investigated
during the Cooperative Research on Extreme
Seas and their ImpacT Joint Industry Project
(CresT JIP), on the effect of extreme- wave
impacts on offshore structures, it was
concluded that a second-order wave-crest-
348
starting from below the second-order theory

and increasing up to a significant deviation
beyond second order. For the largest crests,
wave breaking as a counteracting effect limits
a further increase and the wave-crest distributions fall even below second order. This effect of wave breaking as a limiting process is
considered an important observation.
Figure 4-1 Wave-crest distribution depending

on spreading, from top to bottom: Long-crested,
low-spreading (s=15) and strong-spreading
(s=4), measurements by MARIN for the CresT
JIP.
4.4. Effect of Sea State Steepness

The effect of sea state steepness is illustrated in Figure 4-2 showing the measured
crest distributions for 4000 hours of field data,
increasing from top to bottom. The sea state
steepness is defined on the basis of the mean
spectral period, T1:
It can be seen that the wave crests become

larger with increasing sea-state steepness,
349
bottom: Analysis of 4000 hours of field

measurement by Shell for the CresT JIP.
Figure 4-2 (Continued).
4.5. Effect of Distance (from a Wave

Maker)
In order to investigate the effect of wave
evolution with distance on wave-crest distributions, measurements at several locations along
MARINs Offshore Basin length were carried
out. Figure 4-3 shows the distribution of
wave probes over the basin length.
Following the evolution of the wave with
increasing distance from the wave generator, it
can be observed that breaking does not stop
the possible further development of extreme
crests. Figure 4-4 shows crest-height distributions for the same test, but at greater distances from the wave generator. These measurements show that in long-crested waves, it
may take a few wavelengths to modify the
crest-height distribution.
The observed
growth may be due to third-order resonant
interactions, or Benjamin-Feir instabilities,
accompanied by a shift of spectral energy in
the frequency band, and observed growth
Figure 4-2 Wave-crest distribution depending

on sea-state steepness, increasing from top to
350
seems somewhat faster here than has been reported in some other studiesat scale 1:50,
the MARIN Offshore Basin has a length of
510 wavelengths.
In summary, for the wave statistics, the
following can be concluded from the research
undertaken in CresT:
1. Use the Forristall distribution for the
wave height.
2. Use second order distribution as basis
for the crest height.
Figure 4-4 Crest-height distribution observed

for long-crested seas in the MARIN Offshore
Basin, 100 m from wave flap, approximately 2
wavelengths from the wave generator (649 m)
and approximately 5 wavelengths from the
wave generator (1930 m), scale 1:50.
Figure 4-3 Distribution of wave probes along

MARINs Offshore Basin.
3. Correct for observed deviations from

second order. (This is the subject of
ongoing research.)
Understanding the processes described
previously and giving useful recommendations
demands an effort in defining the correct wave
spectrum, understanding wave amplification
and breaking, and generating fully nonlinear
crest statistics in a scheme useful for engineering applications.
351
4.6. Shape and Kinematics of Extreme

Waves
In order to answer this question, the following aspects are considered:
How to model the most realistic wave

directionality
Wave loading and response in shortcrested waves
In case of short-crested waves the directional distribution of the wave energy has to be
defined. The directional spectrum, S(,), is
a combination of a frequency-dependent spectrum, S(), and a frequency- and directiondependent spreading function, D(, ):
Figure 4-5 Formulation of the spreading

function D / G with s = 7.
By using an s-parameter that is frequencydependent, each of these formulations can be
used to describe a D(,) function. For example, in the Park, et al. (2001) spreading function, the exponent in the cos2s formulation is
frequency dependent:
S , S . D , / G ,
G ,
D , d
0
s
1
, for
max p
s
2.5

, for
1
smax
p
p
The frequency dependent, S(), can be described using a JONSWAP formulation, for
example. For the spreading function, D(), a
number of formulations that do not depend on
are commonly used, amongst others:
where p denotes the peak frequency of the

S() spectrum.
An illustration of this type of spreading

function is given in Figure 4-5.
An example of a frequency-dependent
spreading is given in Figure 4-6.
4.7. Calibration of Directional Waves

To improve the quality of waves in a model
basin, a calibration loop can be used. For a
target wave spectrum the wave-maker- control
352
software determines the theoretical flap

motions, leading to a wave realization in the
basin. Depending on the quality of the
wave-maker theory used, the resulting wave in
the basin can differ from the target spectrum.
In a typical calibration loop the generated
wave is measured and analyzed. The resulting spectrum is compared against the target
spectrum. Next, the target spectrum sent to
the wave maker can be adjusted in an attempt
to obtain a better-quality basin wave.
trum, Sm (), and the measured spreading function, Dm(,).

3. The corrections, CS() and CD(,),
were computed.
4. A new wave attempt based on CS()St
() and CD(,)Dt (,) was generated.
5. The calibration process was repeated
from point 2 until satisfactory results
were obtained.
To measure the waves, resistance-type,
wave-elevation probes were used. The probe
layout consisted of a number of small footprint
arrays distributed over a larger area of the basin. To determine the wave spectral density,
a combination of two methods was used: Extended
Maximum
Likelihood
Method
(EMLM), Waals, et al. (2002) and Maximum
Entropy Method (MEM), Briggs (1982)]
which were both implemented and tested for
typical probe arrays. For frequencies above
2.5 rad/s (18 s prototype), a slope-based MEM
method was used on each of the small footprint arrays to obtain local information on the
Dm(, ). At lower frequencies, i.e., longer
waves, the slope fell within the resolution/
measurement accuracy of the wave probes
within a small footprint array. As an alternative, a phase-difference-based EMLM method was used, based on single-wave probes
distributed over a larger area in the basin.
Combining the two methods gave a reliable
analysis for a wide range of frequencies. The
correction factor, CD(, ), was computed
using: CD(,) = Dm(, )/Dt(, ). The
correction was only computed for the range of
and with sufficient spectral energy.
Figure 4-6 Frequency-dependent directionalspreading function D (p = 0.80 [rad/s]).
For long-crested waves the calibration procedure is well-established and included in

common wave-generation software.
For
short-crested waves a similar approach was
implemented and tested at MARIN: First the
directional spectrum, S(,), was defined as a
combination of a frequency-dependent spectrum, S(), and a frequency- and directiondependent spreading function D(,); in the
correction procedure, S(,) and D(,) are
treated separately. In a global overview the
calibration worked as follows:
1. A wave was generated in the basin for
the theoretical spectrum, St(), and the
spreading function, Dt(,).
2. The results were measured and analysed to determine the measured spec-
4.8. Extreme Wave Modeling in Model

Basins
To model extreme waves accurately in both
in test basins and in numerical simulations,
353
different approaches are required which are

addressed briefly in the following sections.
Numerical wave tanks are addressed elsewhere.
Deterministic-wave generation means to
reproduce a predefined target wave train at a
given position in a basin. For the generation
of deterministic-wave sequences in a model
basin, different types of wave makers are
available. The wave generation process, as
illustrated in Figure 4-7 (an example of a double-flap wave maker), can be divided into four
steps:
1. Definition of the target wave train: the
target position in time and space is
selectedfor example, the position
where a ship encounters the wave train
at a given time. At this location, the
target wave train is designedbased
on defined parameters or a wave record.
2. Upstream transformation: the target
wave train is transformed upstream to
the position of the wave maker, e.g., by
means of a nonlinear wave propagation
model.
3. Calculation of control signals: the
corresponding control signals are
calculated using adequate transfer
functions of the wave generator.
4. Performing the model tests: the control
signals are used to generate the specified wave train, which is measured at
selected positions in the tank.
Figure 4-7 Process of deterministic-wave

generation: Calculation starts from the desired
target wave train, defined by particular
parameters (1). Modelling wave propagation
properly, the wave train at the position of the
wave maker (2) as well as the corresponding
wave-maker-control signals (3) are calculated.
The resulting wave train can be measured at the
target position (4) and compared to the given
target wave (5).
4.9. Optimization of Wave Realisations

Furthermore, the target wave can be
achieved by optimization applied both to a numerical and a physical wave tank. In the figure below, (an example of the well-known
New-Year Wave as an extreme directional
wave), this optimization process is illustrated.
The New-Year Wave was measured on
01/01/95 in the Norwegian sector of the North
Sea (Draupner) by a down-looking radar, Haver & Anderson (2000). It is a 20-min wave
record, with TP = 10.8 s, HS = 11.92 m, HMAX =
25.6 m HMAX / HS = 2.15, Crest height 18.5
m, water depth = 70 m. The directional-wave
generation based on optimization works as follows:
Combining target wave train (time domain) and directional spectrum (frequency domain) to fronts as an
unique parameter set of wave frequency, heading, amplitude and phase
354
Transferring wave fronts upstream using linear theory

Calculating the motion of the
first-wave board, and then of neighboring boards
Generating, measuring and analyzing
waves
Optimizing wave-board motions, based
on comparisons with the target wave
4.10. Focused Waves

Focused wave techniques (Clauss, 2008)
can be used to deterministically generate extreme waves in model tests such as capsizing
tests and is based on the in-phase superposition of component waves at a target location
(or at a focusing point), at a given target time.
Another input can be the spectral shape of a
single wave and/or the underlying sea state.
Focused-wave techniques can be applied to the
determination of response amplitude operators
(RAOs) (linear focusing waves), the simulation of extreme events and embedding extreme
waves in sea states. The advantages of these
techniques are a short test duration, smooth
transfer functions and extreme waves controllable in space and time. Figure 4-9 gives
an example of a focused-wave generated in a
model basin.
Figure 4-8 shows the result of the optimized-basin realization of the short-crested
New-Year Wave.
Figure 4-8 New-Year Wave modelled in the

basin by using an optimization method.
Figure 4-9 Focused waves generated for model

tests.
4.11. Numerical Methods

Modelling of extreme waves requires a
nonlinear wave-propagation model for both
physical and numerical wave generation.
Numerical wave tanks can be based on potential (e.g., WAVETUB) or viscous-flow solvers,
355
which can be coupled with motion- simulation

tools. Also a coupling between potential and
viscous flow solvers is a good approach to
limit the calculation domain and save simulation time. Wave-structure interaction can be
simulated in a wave field introduced via a
pressure distribution (requires coupling with a
wave model) or wave-velocity inlet (requires a
wave-maker model in CFD).
For a single monochromatic wave, exact

second-order theory gives very close to zero
total (hydrostatic plus hydrodynamic) pressure
on the free surface up to wave steepnesss approaching 1/7. However, in a steep sea state
composed of many waves of different frequencies, the sum- and the difference-frequency
exponential terms can contribute unrealistically large terms that result in free-surface
pressures that are far from zero. Therefore,
we shall adopt an approximation that uses a
two-term Taylor series expansion of the
first-order term, which the literature suggests
is one of the best compromises for dealing
with these issues. This can be thought of as a
two-term expansion of the exponential term
that gets very large in the exact second-order
solution.
Such advanced methods are required to

model extreme-wave properties such as: wavepropagation speed increasing with wave steepness; vertical asymmetry of wave crest and
trough; mass transport; interaction between
wave frequencies; and Benjamin-Feir instabilities (cf. Green & Naghdi, 1986, 1987; Dommermuth & Yue, 1987; Webster, 2009).
For use in simulation methods for stability
investigations, advanced CFD-based methods
are still too central processing unit (CPU)intensive for practical use. Higher order
theories based on potential flow can be used
for such purposes as described in the next sections.
4.12.1. Coordinate System

An earth-fixed Cartesian X,Y, Z coordinate system is used where Z points upward
and the plane, Z 0 , lies in the mean
free-surface level. The horizontal X and
Y axes are such that the coordinate system is
right-handed; otherwise, the orientations of the
horizontal axes are arbitrary.
4.12. Pressure Modelling
4.12.2. Determining Linear-Wave

Amplitudes
Given a two-sided linear spectrum, S1 ( ) ,
such that the quadratic spectrum
For a nonlinear environmental representation, the selection of the proper hydrodynamic

pressure model is an important issue. The
model must be able to represent the pressure in
directional sea states, account for the increased
steepness of wave crests, allow for the accurate representation of the wave kinematics in
both the surf zone and the fluid domain, contain a statistical structure consistent with that
observed in nature, and allow fast simulations
of ambient sea-state pressures for use in the
prediction of vessel and platform responses.
Second-order theory meets most of these requirements.
S2 ( ) S1 ( )
2 d S1 ( )S1 ( )Z 2 ,
is a good approximation to some desired twosided target spectrum, ST ( ), linear-wave

amplitudes are determined from the equation
356
where I() , I() , and pI() are O( ) . The

perturbation parameter, , is often taken to be
the wave steepness or the wave amplitude.
aj a( j ) 2 S1 j .
It is assumed that S1 (0) 0 and a0 0 ,
but it is not assumed that is uniform.
Therefore, the user may provide wave periods
Tj 2 / j in decreasing order for j 1,
2,,N.
4.12.4. Equations to Obtain First- and

Second-Order Pressures
The perturbation series are substituted into
the Bernoulli equation to obtain the equation
The frequencies, j , might also be
determined so that S( j )( j 1 j 1 ) is approximately constant. In either case, the

increments are defined from the j as
follows:
j 1 j 1 2 if j 1,..., N 1

if j N
N N1
For all j between 1 and N , a j aj .
For positive j, phase angles, j , are
chosen so that they are random numbers
uniformly distributed between 0 and 2 .
For negative j, the phase angles satisfy the
equation j j .
The phase angle for
The sum of all terms of order, , on the

left side of the equation must equal the sum of
all terms of order, ,on the right side of the
equation for all . Therefore, the following
equations are obtained:
j 0 is irrelevant since the magnitude, a0 ,

vanishes and thus may be defined as 0.
4.12.3. Perturbation Series
The velocity potential, wave elevation,
and pressure are written as a perturbation
series
pI(0) gZ,
pI(1)
I1
,
t
2 1
pI(2) I I1 I1 .
2
t
4.12.5. Zeroth-Order Pressure

The zeroth-order velocity potential and the
zeroth-order wave height vanish, but the
357
zeroth-order pressure is nonzero and equals the

linear hydrostatic pressure:
4.12.7. Second-Order Pressure

To shorten the equation, it is helpful to
define the quantity, k j , by the equation
pI(0) gZ.
k j k 2j k2 2k j k cos j
4.12.6. First-Order Pressure

There are N linear wave components
with associated positive frequencies, j , and
positive
wave
numbers,
The second-order pressure, pI(2) , can be

determined from the equation
k j / g, for
2
j
j 1,2,..., N. The j-th wave component propagates in the direction that makes the angle,
j , with respect to the positive X -axis where
(1
j 1 1
2 2kZ
)aj a j 1 cos j
(1
j 1 1
)aj a j 1 cos j
k k Z
2 ek jZ
e j
j
cos j
2
gk j j
j j
k j k j
kj j j g
where j is the Kronecker delta and j is
a j aj
defined as
j j
j j
j j t X k j cos j k cos
Where it is assumed that a0 0. Using

this notation, the linear pressure is a sum of
components
Y k j sin j k sin j
The single sum and the first double sum

are the contributions due to sum frequencies.
The second double sum is the contribution
from difference frequencies.
kj Z
j 1
a
2
k k Z
2 ek jZ
e j
j
cos j
2
gk j j
To compute the first-order pressure, additional

N wave components, j N,...,1, are
defined with negative frequencies and wave
numbers as:
j is measured counter-clockwise about the

Z -axis as seen from a point on the positive
Z -axis. It has amplitude, aj , and a phase
angle, j . The phase angles are random numbers uniformly distributed between 0 and 2 .
pI(1) (X,Y, Z,t) g aj e
pI(2) (X,Y, Z,t)
cos j t k j X cos j Y sin j j
358
4.12.8. Pressure Above the Mean FreeSurface Level

One could evaluate the pressure above the
mean free-surface level just as given in the
equations for Z 0 . However, as is pointed
out by Gudmestad (1993), this leads to unrekZ
alistic results as terms involving e j become
very large near the crests of waves. Therefore, the approach of Stansberg, et al. (2006) is
used here. Of the various methods considered by them, their second-order model has
provided computed data closest to measured
data.
The pressure given by this
second-order
wave
model
for
(1)
(2)
0 Z I (X,Y;t) I (X,Y;t) is
First-Order Sums.
The
pressure is given by the equations
first-order
pI1 X,Y, Z,t g aj e j
kZ
j 1
cos j t k j X' j
where it is assumed that a0 0 holds.

Second-Order Sums. The second-order
correction
to
the
pressure
for
unidirectional-wave systems is entirely due to
difference frequencies:
pI 2 X,Y, Z,t pI 2 X,Y, Z,t
pI (X,Y, Z,t) pI(1) (X,Y,0,t) pI(2) (X,Y,0,t)
(1)
pI (X,Y, Z,t)
Z
Z
Z0
aaZ
4
j
p i j t k j k X' j
j
j N N
where Z (jp) is defined by the equation
4.12.9. Computational Methods

Unidirectional- and multidirectional-wave
systems are treated separately since the
computational methods for the two cases are
significantly different.
Z jp
Unidirectional Waves
If waves travel in the direction that makes
the angle , measured counter clockwise
from the positive earth-fixed X -axis as
viewed from above, then one can change to a
primed coordinate system with coordinates
X ,Y, Z such that
if k j k 0
0
j e k j k Z
.
k j ,k
max
ek j k Z
if k j k 0
Multidirectional Waves
An efficient method for calculating firstand second-order pressures is not known for
situations in which wave directions and wave
frequencies are irregular. Therefore, it is
assumed that wave amplitude is supplied on a
topologically rectangular grid of points in the
( , ) -plane so that
X ' X cos Ysin

Y' X sin Y cos
ap a p ,
Z' Z
The direction of wave propagation then
coincides with the positive X -axis.
359
p N ,..., N and 1,..., N where

a a( , ) is a real-valued function whose
domain is a subset of {( , ) : and
0 2 } . The frequencies, p , satisfy
the equation, p p , and the discrete
amplitudes, ap , satisfy the equation,
a p ap . For each p and there is a
phase angle, p . For positive p , the phase
for
N
i
i t
pI X,Y, Z,t ape p e p
4 1 m1 p N
ik p X cos Y sin
The function
k pZ
p0
sin kp X cos Ysin
i t
p)
Z (pqm
Z ( p) ( p , ; q , m )
i pt
p q 1 cos m
p q
k pqmZ

2 e
gkpqm p q
1 k k Z
e p q
if pq 0
p
Z pqm
p q 1 cos m
p q
k pqmZ

2 e
gkpqm p q
1 k k Z
e p q
if pq 0
cos k p X cos Ysin

i
p
aqme qme q Z pqm
is defined by the equation
N
N
i
i t
k Z
pI1 X,Y, Z,t g ' ape p e p e p
1
p0
ik X cos m Y sin m
e q
.
The first-order pressure is given by the

equation
p N
numbers are equally spaced so that k p pk

for some k . The discrete wave numbers
and angular frequencies are related by the
equation kp p | p | /g.
' ape p e
N N
angles are uniformly distributed random

numbers between 0 and 2 radians. For
negative p , the phase angles are chosen so
that p p. It is assumed that the wave
If p q and m , there is a
removable singularity.
In this case, the
2|k |Z
transfer function equals 2pe p . The sum
The primed summation symbol indicates

that the first term in the summation should be
halved. The inner sums can be evaluated
with the aid of Clenshaw's algorithm (Goertzel,
1960; Luke, 1976; Newman, 1987; Press, et al.,
1986) if the wave numbers are equally spaced.
over q can be obtained with the aid of

Clenshaw's algorithm after which the sum over
p can be obtained with the same algorithm.
If the second-order pressure due to the sum
frequencies is desired, then the definition of
The second-order correction to the pressure

isgiven by the equation
p)
should be modified so that it is 0 if
Z (pqm
360
pq 0 . Similarly, if the second-order
4.13.1. Determining a Linear Spectrum

Only the case of unidirectional waves is
considered here since an integral equation similar to the one that exists for unidirectional
waves is not known for the case of multidirectional waves. A two-sided target spectrum,
ST ( ), is assumed to have been provided by
the user.
A two-sided linear spectrum
S1 ( ), is sought which approximately satisfies
the equation
pressure due to the difference frequencies is

p)
desired, then the definition of Z (pqm
should
be modified so that it is 0 if pq 0 .
4.13. Linear Spectrum from a Nonlinear

Spectrum
ST S1
In extreme nonlinear seas, one cannot directly use the measured spectra, ST ( ) , from
these seas in an analysis, or to derive a seakeeping prediction, but rather one must derive
the underlying linear spectrum to describe the
waves that should be simulated. This is because nonlinear interactions between the linear
waves will provide second-order, nonlinear
contributions through the physics capturing
wave-wave interactions.
2 d S1 S1 Z 2 ,
(30)
for real where
2 2 / 2 g if > 0
Z ,
2 2 / 2 g if < 0
At extreme wave heights theoretical spectra such as the Joint North Sea Wave
Observation Project (JONSWAP) spectrum
have nonlinear tails that are unrealizable in an
experimental facility due to the breaking of
high frequency waves.
The underlying
realizable spectrum may be derived as the
corresponding linear spectrum by the techniques to be described.
(31)
The details of the derivation are presented

in Sclavounos (1992). The spectral density,
S1 ( ) , is that of the linear model and is
defined as follows:
1 2
a j S1 j
8
Therefore, the statistical inference of a
second-order
model
reduces
to
the
determination of the wave amplitudes, aj , so
The derivation of the linear spectrum

underlying the nonlinear spectrum requires the
solution of an integral equation describing the
measured spectrum by either direct or indirect
methods. This section will introduce two
possible methods of solving this problem, with
the assumption that the process involves only
first- and second-order processes, a reasonable
assumption in most circumstances.
that the second-order spectral density best

matches the measured spectrum, ST ( ) .
The linear spectral density, S1 ( ) , may be
selected from any of the standard families with
parameters such that the equality (30) is
satisfied in a least squares sense.
361
S1 ( ) , may be obtained and thus avoids the
For example, the ITTC spectrum may be

used for the representation3, S1 ( ) :
S1
4
0.110 2
H1/ 3T15e0.440 ,
4
T
1
2
issue of whether a solution exists or not.

The numerical scheme that follows
requires that discrete frequencies be equally
spaced. If this is not the case, then
in the discretized integral equation will not be
one of the discrete frequencies, j , and any
(32)
numerical scheme becomes complicated.

The discrete frequencies in this subsection are
therefore not necessarily those for which linear
wave amplitudes, aj , are chosen in the next
In (32) an accurate estimate of the modal

period, T1 , may be available from full-scale
measurements. Significant wave height on
the other hand must be selected so that (30) is
satisfied as accurately as possible, given
ST ( ). The amplitudes of the regular wave
components then follow from (31) and are
used in equations for the representation of the
linear- and second-order velocity potentials
which then yield all desired quantities in the
second-order wave-kinematics model.
subsection, and the N used in the description

of the numerical scheme is not necessarily the
number of positive wave frequencies used in
the next subsection. It is assumed that j
are given by the equation
j j
for j 0,1,2,... and some increment of

frequency .
An alternative numerical approach such as

the following might be considered. Using the
definition of Z (31) and assuming that the
spectra, S1 ( ) and ST ( ), are even functions of , the integral equation can be rewritten as
ST S1 2
If S1,0 0 , the integral equation can be

discretized as
ST , S1,
2 S1,n S1,n Z2n,n S1, n Zn
d S1
n1
S1 Z 2 , S1 Z 2 ,
Where
S1,p S1 ( p )
Z pq Z( p ,q ).
Here
and ST , p ST ( p ). The
series is truncated and the equations are
written as
The integral equation has no solution if the

target spectrum has content of higher than the
second order in the wave amplitude. This
subsection describes how a least-squares
approximation to the desired linear spectrum,
This representation can be obtained from equations

on page 38 of Beck, et al. (1989) if three significant
digits are retained.
362
1
2
f S1, ST , 2 S1,n S1,n Z n,
n
n1
N
N
2
S1,n S1,n Z n,n S1,n S1,n Z 2n,n 0
n 1
n1
for 1,2,..., N . The frequency, ,
and the number, N are provided by the user.
The objective is to minimize the sum
N
f 2
2
(0)
An initial guess, S1,
, for the discrete
linear spectrum is provided by the equation
( p1)
several, say 10, evenly spaced points, S1,m
,
( p)
( p)
in the interval, [(1 )S1,m
,(1 )S1,m
], and
make the change based on the 10 evaluations
of 2 . The number 10 is arbitrary and can be
replaced by another value supplied by the user.
Furthermore, the points do not have to be
evenly spaced.
The whole process is
repeated for a specified number of iterations.
The sum 2 can be monitored and the
iterative process can be truncated when the
fractional change in the sum is less than a
user-specified tolerance or no longer
decreases.
The desired values, S1, , for the discrete

( p)
linear spectrum are given by S1,m
where p
is the number of the most recent iterate.
Interpolation is required if the spectral density
function is desired at frequencies other than
m m .
S1, ST , for 0,1,...,N

All iterates for the linear spectrum are
assumed to vanish at 0 rad/sec:
S1,0 0 for p 0,1,...
5.
It is now assumed that the p -th iterate,

( p)
say S1,m
, is known. For m 1,2,..., N ,
( p1)
is chosen between
S1,m
( p)
such that
(1 )S1,m
f2 S11,
N
p 1
STATISTICAL
UNCERTAINTIES
ASSOCIATED WITH (EXTREME)
SHIP- MOTIONS IN WAVES
( p)
and
(1 )S1,m
p 1 p 1 p
p
,...,S1,m 1 ,S1,m ,S1,m 1 ,....,S1,N
5.1. Introduction
Measured data of physical phenomena can

be classified as either deterministic or random.
Often repeated measurements show variations
due to the inability to control experimental
conditions and/or due to the randomness of the
physical phenomena considered. For example, the results from a standard resistance
experiment are a deterministic quantity, which
can be affected by small flow disturbances created by previous test runs.
is approximately minimized. The number

is somewhat arbitrary and can be provided by
the user; it only serves to bound the interval in
which a minimum of 2 is sought.
Numerical tests for some spectra indicate that
0.1 is acceptable for those spectra. To
minimize 2 , we can check the sum at
363
with a given uncertainty margin. At the same

time, methods are provided to predict the
statistical uncertainty related to the occurrence
of extreme motions.
A seaway, the loads on a vessel and the

responses of a ship are all random processes.
The results of scale-model experiments and
numerical simulations of ships in waves depend on the duration of the test runs or
numerical simulations. This is a key factor in
determining the number of test runs for scalemodel experiments and numerical simulations.
Furthermore, in analysing test or simulation
data, it is important to assess the statistical
reliability of motions and events.
5.2. Linear Signals
Incident waves and linear ship motions

satisfy a Gaussian (or Normal) distribution
function (Ochi, 1973).
This distribution
function is characterised by the standard deviation of the signal, sq :
Quantities such as incident waves and the

resulting first-order ship motions can be regarded as linear signals for which straightforward formulas are known that describe its
probability-distribution function as a function
of the standard deviation of the signal. The
distribution of individual oscillations (local
extremes) is known to satisfy distribution
functions which depend on the bandwidth of
the frequency spectrum of the signal. The
most probable extreme value of a signal is
then characterised by the number of oscillations and the standard deviation.
1 N
qi q 2
N i 1
sq
Here N is the number of samples, qi is the

sample value and q is the mean value of the
signal:
q
In the case of nonlinear phenomena such

as wave-impact pressures, parametric- roll
motions, water ingress on open-top container
ships, and broaching, an estimate of the most
probable extreme value cannot be solely based
on the standard deviation and number of
oscillations in the signal. In such cases it is
customary to sort the peak values and to plot
these as a function of the frequency of exceedance. Fitting a distribution function and
extrapolating to the required number of events
yields the most probable value. The reliability of such a procedure depends heavily on the
number of samples, for instance the number of
slams encountered during a certain time period.
The intention of this chapter is to provide
methods for determining the duration of
scale-model experiments or numerical simulations such that linear motions can be obtained
1 N
qi
N i 1
The probability density function of a

Gaussian distribution is:
q q
p q
1
e
2 sq
2 sq2
The probability that a value, q q , exceeds a certain value, qm, is obtained from the
integral:
P qm q q p y dy
(33)
Based on (33), Table 5.1 shows exceedance

probabilities for several values of qm.
364
Additionally, the stochastic variable, q, can

be described by the distribution of amplitudes
(peak values) of q. When q has a Gaussian
distribution, its amplitudes follow a Rayleigh
or Rice distribution, depending on the
bandwidth of the frequency spectrum (see
Section 5.1). Amplitudes are often the most
interesting quantities in ship-motion analysis.
P qm q
P q qm
q 3sq
99.9
0.13
q 2sq
97.7
2.28
q sq
84.1
15.9
q sq
15.9
84.1
q 2sq
2.28
97.7
q 3sq
0.13
99.9
qm
Figure 5-1 shows a schematic view of the

main quantities of interest.
5.3. Nonlinear Signals
In case of nonlinear quantities like largeamplitude roll motions or wave-impact loads,

the estimate of the most probable extreme
value cannot be based solely on the standard
deviation and number of oscillations of the
signal. In this case it is customary to sort the
peak values and to plot these as a function of
the frequency of exceedance, i.e., the fraction
of the amplitudes exceeding a certain value.
Fitting a distribution function and extrapolating to the required number of events yields the
most probable value. In this procedure the
highest value with zero frequency is actually
not accounted for.
Table 5.1 Exceedance probabilities.
When qa = q q is the amplitude of a

Gaussian process then the mean of the highest
one-third of the maximum to minimum values
of qa is known as the significant double amplitude of q.
The most probable maximum value, 2qa,max,
of the variable, q, depends on the number of
oscillations, n, as shown by Longuet-Higgins
(1957):
2qa,max 2s q 2
Figure 5-1 Schematic view of a test signal;

sigma represents the standard deviation.
With
The cumulative, 3-parameter, Weibullprobability-density function is often used to fit

the data. The governing parameters in this
distribution function are the scale parameter,
, shape parameter, and offset, :
ln n ln 1 (1 e )
2
For large values of n it can be shown that
2qa,max 2sq 2ln n .
365
capsize probability requires special techniques.

Naess & Moan (2012) and Wang & Moan
(2004) describe and compare methods for extreme-value estimation such as the Peak over
Threshold (POT) method. This method is
based on peak values that exceed a certain
threshold level; sample values that are below
the threshold are not considered. Using the
POT method gives allows better modelling of
the tail of the peak-value distribution.
P q qm
q
m
e
If the fit yields a shape parameter of 2 ,

the results resemble a Rayleigh distribution.
For processes which are governed by quadratic
values of the underlying motions (like the
relative velocity which governs a wave impact
pressure), 1 , which corresponds to a
negative exponential distribution.
The opposite approach is to use only the

less nonlinear part of the distribution function
to make predictions of a threshold value. In
the case of capsizing for instance, the threshold heel angle would be one where the righting
moment arm (GZ) curve is at a maximum. A
variation on this approach is by Belenky, et al.,
(2012a) which describes a split-time method
with separate approaches for the linear and
nonlinear parts.
The most probable maximum value is defined by:

1
2qa,max ln
n
Ochi (1990) describes several other types

of distribution functions and how to derive extreme values with a certain adopted exceedance risk level. The frequency of exceedance
is the number of exceedances of a certain
amplitude divided by the total number of
amplitudes. Figure 5-2 shows a typical frequency of exceedance plot.
5.4. Statistical Reliability
Seakeeping tests are generally designed to

obtain a fair estimate of the standard deviation
of linear quantities. As a rule of thumb, the
standard deviation of linear signals obtained
from realisations with a typical duration of 180
wave encounters will show scatter (i.e., a
standard deviation of the standard deviations
of multiple runs of about 5%.
For the analysis below it is assumed that
the observed processes are stationary and ergodic. For stationary processes the true mean
value of a quantity is time independent and the
auto-covariance function is a function of time
only. A stochastic process is said to be
ergodic if its statistical properties (such as its
mean and variance) can be deduced from a single, sufficiently long sample (realisation) of
the process.
Figure 5-2 Frequency of an exceedance plot.
Highly nonlinear and rare processes like

capsizing are difficult to fit by means of a
distribution function, and prediction of the
366
For a given system under evaluation, the

question is what is a sufficiently long measurement duration? In general this depends on two
properties of the spectral density function of a
signal: the frequency where the spectrum has
its peak value, P, and the bandwidth of the
spectrum, b. This is illustrated in Figure 5.3.
10 /T
Alf
S d
(35)
S d
0
For large durations (10) reduces to:

q
2
T P
(36)
Multiplication of q with the standard

deviation of the sample yields the error in
physical quantities.
Equation (12) can be used to determine the
required duration given a certain error:
T
Figure 5-3 Plot of spectral density vs

frequency.
Alf
10
1 Alf
T 2 2P
(37)
For a Gaussian process, an estimate for the

statistical error of the standard deviation is
given by Pierce (1992):
Peak frequency is usually easily recognised

(note that more than one peak may exist).
The
response
bandwidth
is
small
(narrow-banded) for lightly damped resonantroll motions. A more broad-banded response
is observed for heave and pitch motions in
head seas. Low frequency responses due to
wave- drift forces and course keeping enlarge
the bandwidth of the frequency spectrum and
have a profound influence on the statistical
error as shown below.
An estimate of the statistical error in the
mean value is given by Pierce (1992) as:
q
2
P q
sq
3
5 2bT
(38)
where the bandwidth, b, is defined at half the

peak spectral density. Vice versa, the required duration given a certain error follows
from:
T
3
5 2b 2sq
(39)
In summary, the variability of the standard

deviation decreases when the bandwidth of the
response spectrum increases and reduces with
one over the square root of the duration. The
variability of the mean value depends on the
low-frequency content and the peak frequency
(34)
where T is the run duration in seconds and Alf

is the low-frequency-area ratio in the spectrum.
This ratio is defined as:
367
of the spectrum and is independent of the

bandwidth of the signal. It reduces with one
over the duration, provided the low-frequency
content is very low.
Considering the results for a nonlinear

process 1 and a batch size of 20, the
standard deviation of the most probable extreme is about 30%; the standard deviation of
the extrapolated most-probable extreme value
with a 1% exceedance probability is some
40%.
It should be noted that for forward-speed

cases, peak frequency and bandwidth of the
encounter spectrum should be used in (34)
(39).
5.5. Nonlinear Signals and Extreme Events
The number of extreme events is generally

much smaller than the number of wave
encounters. Due to this and the statistical
scatter of nonlinear phenomena, the statistical
reliability of this information may be quite
limited. Extrapolation of the probability of
exceedance of measured extreme values to
larger extreme values further increases the
scatter; a reliable assessment of extreme and/or
rare values requires a long test or a numerical
simulation procedure.
Figure 5-4 Sample size and reliability.
5.6.
Confidence Intervals for Mean and

Standard Deviation
When performing scale-model tests or

numerical simulations, one may use the
number of wave encounters to determine the
required duration of a time series of linear
motions and loads such that the results are
accurate within an adopted confidence interval.
For nonlinear motions and rare and/or extreme
events, the number of encounters is usually
unknown a priori, and statistical accuracy can
only be determined after a certain test or
numerical-simulation duration has been
obtained.
Statistical accuracy can be
assessed when uncertainty estimators are
derived from the time signals. The procedure
below outlines derivation of such uncertainty
estimators for single- and multiple-time
records.
To illustrate the above problem, Figure 5.4

shows the results of a numerical experiment in
which a large number of time series (batches)
were generated. Each time series contained
N peaks. The function values followed a
prescribed Weibull distribution.
For 180 events (wave encounters or oscillations) and 2 , a Rayleigh Distribution,
the standard deviation of the batch mean
amplitude is around 4%. For N=180 the
standard deviation of the most probable extreme is about 8%.
When extrapolating
smaller batches with N=20 to the 1/180
probability level, the uncertainty in the most
probable extreme increases to between 10 and
20%.
368
5.7. Multiple Uncorrelated Time Records
u1,est
qU 95 qn 1.96u1,est
The factor 1.96 stems from a normal

distribution for a 5% probability of
exceedance.
The variance of a single time trace is given
by:
The mean value can be estimated using an

averaged quantity of a single realisation over a
time interval. If the time series, q j (t) , is the
jth realisation of a stationary random process
with time average, q j , and N samples per
realisation,
s 2j
1 N
q ji t
N i 1
1 n 2
s j
n j 1
The variance of the variance for the

ensemble of time records is
sv2
The time-average, q j , and the ensemble

average, qn , are estimators of the true mean,
q . Due to practical restrictions, the signal
length, T, is often limited causing a difference
between estimated averages and the true mean.
When a finite set of n repeated time series,
q j (t ) , is available, the variance, Vn = sn2 , and
1 n 2
sj s2
n 1 j 1
(41)
The random uncertainty, u1,est , follows

from
u sv
1,est
the standard deviation, sn , of the mean values

are defined as:
s2
1 n
qn q j
n j 1
1 n
q j qn
n 1 j 1
1 N
qi q j
N i 1
The mean variance, s 2 , is given by
An ensemble average, qn , is an average

quantity of a set of n realisations:
sn2
The 95% confidence interval for the mean

value is then obtained from:
Multiple uncorrelated time records are

obtained when a number of test runs or
simulations are obtained under identical
conditions but with a different wave sequence
for each run or simulation.
qj
sn
n 1
2
/2
and u sv
1,est
n 1
2
1/2
where 2 is the asymmetrical Chi-squared

distribution-function value.
The 95%
confidence interval for the standard deviation
is then obtained from
(40)
For uncorrelated sample mean values, the

first-order estimate of the random uncertainty,
u1,est , follows from:
sU 95 sv u1,est
369
1
q t dt
T T
q lim
In its report to the 26th ITTC, the

Specialist Committee on Stability provides an
example of the application of the methodology
for calculating variance of the mean and
variance of the variance (ITTC, 2011a,
Sect. 5).
When = 0, the auto-covariance value,

xx (0), is equal to the variance of the signal.
It is noted that the auto-covariance function,
xxC (), is related to the auto-correlation
function, xxR(), by
C
If there is only a single time record

available, n = 1, this procedure does not work
due to the factor, n1, in the denominator of
(40) and (41). For single-time records a
different procedure can be adopted as outlined
in the next section.
xxC xx R q 2
with
xx R
1
q t q t dt
T
0
5.8. Single-time Records
The variance of the mean value is given by

Bendat & Piersol (2010):
As explained by Bendat & Piersol (2010),

the auto-covariance function of a signal
enables the computation of the expected
variance of the mean and variance of the
variance.
The auto-covariance function
shows the dependence between current (at
time, t) and previous (time shift, ) values of
quantities in a stochastic process. For stationary processes the true mean value of a
quantity, x, is time independent and the
auto-covariance function is a function of time
only.
The mean value and the autocovariance function can be calculated using
temporal averages for an ergodic, stationary
random process:
T
0
2
C
1 xx d
T T
0
while the first-order estimate of the random

uncertainty, u1,est , now equals the standard
deviation, s s 2 .
The variance of the variance is given by
Bendat & Piersol (2010) as
sv2
T
2
2
1 xxC d.
T T
0
1
q t q
T
T
xxC lim
s2
The first-order estimate of the random

uncertainty, u1,est , is the standard deviation.
(42)
q t q dt
The uncertainty of the signal variance, sv2 ,

is presented by the confidence interval
where is the time shift and T is the duration

of the time series. The mean value is defined
as:
sv2 u1,est , sv2 u1,est
370
Here and are the confidence

factors to be obtained from a Chi-square
distribution, 2 , where equals the degrees
of freedom. It is noted that this is an
asymmetrical distribution with . For
more information see Bendat & Piersol (2010)
or other statistical handbooks like Ochi (1973).
Several methods can be found in literature
for the computation of the auto-covariance
function (Brouwer, et al., 2013). The direct
calculation according to (42) is a timeconsuming process. A more efficient approach is to use Fourier transforms. The
Fourier transform of the auto-covariance function, xxC (), equals the spectral density function, q(t) : Sxx ( f ). The inverse transform
yields
xxC
S xx ( f )e
2 if
n is the number of segments. They show

that the estimator for random uncertainty for
the mean value in the segment method is
u1,est
Apparently, splitting a single measurement

into several segments shows a much faster
decrease of uncertainty than taking several
uncorrelated measurements with the same total
length. A similar estimator for the variance is
under development.
6.
df
where f denotes the frequency, f 2 .

This computation is not without numerical
problems; repetition and noise amplification
can occur. Belenky, et al. (2007) proposed to
smooth the spectrum to prevent numerical
problems. Brouwer, et al. (2013) proposed to
use a biased auto-covariance function to
prevent such problems.
Brouwer, et al.
(2013) also proposed an alternative method to
determine the uncertainty of the mean and
variance by using the covariance of correlated
segments. These segments are consecutive
parts of a single, sufficiently long time record.
Sufficiently long is defined here as
n
fL
and Ts
REVIEW OF
CRITERIA
VULNERABILITY
The review of vulnerability criteria, including long-term probability of loss of a ship,

is carried out both for intact and damaged
ships. Further development of vulnerability
criteria that are required is outlined in Section
6.4.
Ts
sn
n
6.1. What is a Vulnerability Criterion?
The concept of a vulnerability criterion has

a very clear definition when dealing with an
intact ship. In IMO documents, vulnerability
criteria are intended as tools to assess whether
a ship is susceptible to different modes of
stability failures. If a ship is susceptible to a
stability failure that is neither explicitly or
properly covered by the existing intact-stability regulations, the ship is regarded
as an unconventional ship for that particular
stability-failure mode.
n
b
An intact-stability failure occurs when a

ship cannot remain within the design limits of
the roll (heel, list) angle and a combination of
rigid-body accelerations (IMO, 2008).
where Ts is the length of a segment, f L is

the lowest frequency component present in the
signal, b is the bandwidth of the spectrum and
371
state-of-the-art prediction methods in the field

of ship-capsizing prediction. This third-level
criteria should be as close to the physics of
capsizing as practically possible.
The phenomena in waves which may cause

large roll angles and/or accelerations have
been identified in the 2008 Intact Stability (IS)
Code, Section 1.2, Part A as follows:
Direct assessment procedures for stability

failure are intended to employ the most advanced technology available, yet be sufficiently practical so as to be uniformly applied,
verified, validated, and approved using currently available infrastructure. Ship motions
in waves, used for assessment on stability performance, can be reproduced by means of numerical simulations or model tests (IMO,
2013a).
1. Restoring-arm-variation events such as

parametric excitation and pure loss of
stability;
2. Critical behaviour under dead-ship
conditions (i.e., loss of steering ability
or propulsion, and possible endangerment by resonant roll while drifting
freely.
3. Manoeuvring-related problems in
waves (e.g., broaching-to in following
and quartering seas when a ship may
not be able to maintain a constant
course, which in turn may lead to extreme angles of heel).
At present, a great deal of attention is paid

to specifying the characteristics of numerical
simulations that adequately replicate ship motions. This field will attract the interest and
efforts of researchers and the rule-making
community for the next several years (IMO,
2014).
Therefore, under the specific agenda item

devoted to second-generation intact-stability
criteria, the activity at the IMO is focussed on
the development of specific vulnerability criteria for parametric roll, pure loss of stability,
dead-ship conditions, and broaching. Recently, attention has also been given to the issue of excessive accelerations.
In recent years the activity at the IMO has

focussed on the development of first- and
second-level criteria. The first level of criteria is designed to be a simple procedure based
on geometry/hydrostatics, load conditions, and
basic operational parameters, thus having low
complexity but a higher safety margin. The
second level of criteria relies on simplified
physics-based calculations with reasonable
computational efforts and straight-forward
applications following suitable guidelines.
This second level is characterised by a moderate level of complexity coupled with the
appropriate safety margin. It is important to
point out that this second level vulnerability
criterion should be able to eliminate any
suspicion of vulnerability and if this is not the
case it should confirm vulnerability and justify
the application of direct stability assessment
for this mode (IMO, 2010).
Second-generation intact-stability criteria

are based on a multi-tiered assessment approach: for a given ship design, each stability-failure mode is evaluated using two levels
of vulnerability assessment. The two levels
of vulnerability assessment criteria at the different tiers are characterized by different levels
of accuracy and computational effort.
A ship which fails to comply with the first
level is assessed by the second-level criteria.
In a case of unacceptable results, the vessel
must then be examined by means of a direct
assessment procedure based on tools and
methodologies corresponding to the best
372
going to be finalised very soon. Further development is needed in relation to dead-ship

conditions and excessive accelerations (IMO,
2014).
For a damaged ship, it is uncommon to find

explicit reference to the term vulnerability
criteria in the literature. There currently
appears to be no structured reference framework for damaged ships as there is for intact
ships with functions and purposes.
For the pure loss-of-stability failure mode,

the vulnerability criteria are expressed in IMO
(2013a). The first vulnerability level is focussed on the transverse metacentric height,
GM, which is calculated when a longitudinal
wave passes a ship. In this calculation the
moment of inertia of the water plane is considered at a draft corresponding to the level of the
wave trough. The wave height that is used in
this calculation is described in this method.
The criterion is very simple and straightforward and is based on the traditional hydrostatics of a vessel.
In the warship context, the word vulnerability may be defined as an antonym of the
term survivability (see Paragraph 2.3) since
vulnerability is the conditional probability of
being lost given a certain scenario. In a
situation where susceptibility (probability of
being damaged) is equal to 1, survivability and
vulnerability can be considered mathematical
opposites for the purpose of this review.
6.2. Second-generation Intact-stability

Vulnerability Criteria
As an alternative at the first level, the metacentric height (GM) can be determined as the
minimum value calculated for a ship balanced
on a wave crest. The wavelength is selected
equal to the ship length and with a specific
wave height. The wave crest is then centred
at different longitudinal positions along the
vessel and the hydrostatics are calculated.
There is a need to properly balance the assessment of the probability of capsizing between a specific sea state and an average of
sea conditions. This need is well illustrated
by Reed (2009) where the criticalities due to
predictions based on linear superposition of a
phenomenon claimed universally as nonlinear
are discussed.
The second level of vulnerability criteria

takes into account characteristics of the righting arm, GZ, in longitudinal waves and then
weighted averages of these stability parameters are calculated. As in the level one
method, the calculations are conducted with
the vessel balanced on a wave with the wave
crest at different longitudinal positions along
the vessel.
6.2.1. Review of Vulnerability Criteria

As already discussed, vulnerability criteria
for specific stability failures are under development at the IMO. In the last ten years research communities have been very active in
this subject area. At STAB conferences and
ISSW workshops there have been dedicated
sessions on related in the area of vulnerability
criteria.
The selection of wave heights and

wavelengths used in the calculations are still
under discussion, with two main options.
The first option is based on sixteen
representative wave cases.
The second
option is based on Grims (1961) effective
wave height calculated for all possible
Two levels of vulnerability criteria and

standards for parametric-roll resonance, for
pure loss of stability, and for broaching are
373
amplitude in head and following seas is also

evaluated. Roll response is calculated using
the equation for uncoupled roll motion while
accounting for the influence of pitch and heave
quasi-statically. A range of speeds is considered and the environment is described by a
specified set of waves. Grims effective
wave height is calculated for all possible
significant wave heights, and for zero-crossing
wave periods appearing in the wave-scatter
diagram of the North Atlantic, with
wavelength equal to ship length. With this
procedure the roll amplitude for all possible
short-term sea states in the North Atlantic is
obtained. The probability of encountering
critical sea states where the roll amplitude is
greater than the critical angle can be calculated
and compared with the required standard
(Umeda, 2013).
significant wave heights and zero-crossing

wave periods in the wave scattering diagram
of the North Atlantic, but with the wavelength
equal to the ship length (Umeda, 2013).
In the case of parametric-roll-stability failure mode, reference is made to IMO (2013a,
2013b). The first level vulnerability criteria
is based on the ratio between variations of amplitude of the GM when a longitudinal wave
passes a ship, and, the GM of loading conditions in calm water. Variations of the GM
amplitude are evaluated by considering half
the difference between the moment of inertia
of the water plane calculated at the draughts
corresponding to the height of the wave crest
and the wave trough. Wave height is again
described in the methodology.
Another alternative in determining the
variation of GM may be calculated as half the
difference between the maximum and minimum values of the GM calculated, assuming a
ship to be balanced on a series of waves with
the wavelength equal to ship length and prescribed wave height, with the wave crest centred at the longitudinal centre of gravity and at
each 0.1L forward and aft from the longitudinal centre of gravity.
For broaching stability failures (IMO

2013a), the first vulnerability level is very simple and only considers the Froude number and
ship length.
For the second level of vulnerability, the
critical Froude number (i.e., corresponding to
the susceptible threshold of surf-riding), is
evaluated for a regular wave with a specific
steepness and a specific ratio between the
wave and ship length. The short-term probability of surf riding can be calculated with
Longuet-Higginss theoretical formula for the
joint-probability-density function of local
wave height and length. The long-term probability of surf riding needs to be calculated
with the wave scatter diagram of the North Atlantic and compared with an acceptable standard (Umeda, 2013).
Second-level vulnerability criteria consists

of two stages. Evaluation of the first stage
employs the calculation of the ratio of GMs
from the first level of vulnerability, but uses a
statistical average of the results from multiple
wavelengths and wave heights in the computations instead of using a single wavelength and
single wave height. The ratio in the first
stage of second-level vulnerability also assumes the ship to be balanced on a set of
waves defined in terms of prescribed wavelengths and wave heights.
The issue of dead-ship conditions (IMO,

2013a) at the first vulnerability level is dealt
with by the adoption of the IMO weather criteria, and amended in the specific area of wave
steepness.
In the second stage of the second-level of

vulnerability criteria, a weighted average-roll
374
ship vulnerability. In general, this inclusion

is made by means of a weighted average using
a large number of wave cases. This approach
seems to be sufficiently appropriate to measure,
with a certain level of accuracy, the vulnerability of a ship. The adequacy of the assessment
tools requires further examination when combined with standard values.
For the second level of vulnerability criteria, a weighted average representing a comprehensive failure index, is evaluated considering
different combinations of possible environmental conditions (IMO, 2012). The reference exposure time is one hour. Calculation
of a possible critical-roll angle is repeated for
several sea states according to the relevant
wave-scattering diagram.
The necessary
calculations can be made using one of two
methodologies, both of which are based on the
same underlying one degree of freedom (DoF)
model, but are slightly different in their calculation details (IMO, 2013c). One method
uses the linearization of the GZ curve in the
vicinity of the equilibrium heel angle under the
action of mean wind, and estimating the failure
probability by means of the equivalent-area
concept. The second method approximates
the original GZ curve with piece-wise linear
curves. More details about the two methodologies are available in IMO (2009). Bassler,
et al. (2009) provides a critique of the two approaches from a theoretical point of view.
Notwithstanding the robust and efficient

theoretical and methodological approaches as
the basis of the present vulnerability criteria,
consistency with the use of other possible
sources of wave statistics (on the discretion of
various nations Administrations) needs to be
taken into consideration.
As an extrapolation, the so-called direct
assessment can be considered a vulnerability
criterion also. In this case the approach consists of two major parts: identification of a
tool/methodology that adequately predicts ship
motions in waves; and development of a procedure that determines ship safety based on the
likelihood or risk of stability failure. IMO
(2013a) provides a description of the capabilities of a methodology which is used for direct
assessment presented by different stability-failure modes. In the same document
measurement of stability-failure likelihood is
described as a probabilistic performance-based
criteria.
For the problem of excessive accelerations,

proposals for the first and second vulnerability
levels are still under development at the IMO.
The most recent version of these criteria is
given in IMO (2012).
Based on the work described above, especially for the second-level vulnerability criteria,
it is evident that the assessment of a ship is
structured in terms of ship-environment interaction. While formulating the criteria, ship
characteristics are given as defined by a design
team and fixed in terms of geometry and speed.
The loading condition is defined as the loading condition under investigation.
Validated numerical tools are necessary,

but not sufficient by themselves to complete a
direct stability assessment. There should be a
prescribed procedure of applications of the
tools, and following such a procedure, multiple
applications should reach the same conclusions on a subject vessel. The procedure
should also describe how to choose loading
and environmental conditions. The measure
of likelihood of stability failure is the main
result of a direct stability assessment.
Attention, therefore, is very much focussed

on the issue of including environmental
conditions in the methodology of assessing
375
When using validated numerical tools, the

following issues must be addressed: time of
exposure; the problem of rarity (see also IMO,
2011, Annex 1; and IMO, 2007b); statistical
uncertainty; a set of loading conditions (reasonably selected from a vessel-stability booklet); and environmental conditions (in terms of
the type of wave spectrum and its characteristics).
6.2.2. The Problem of Rarity

For the treatment of the problem of rarity,
several techniques have been investigated:
envelope peaks over threshold (EPOT) (Ypma
& Harmsen, 2012); critical wave groups (Shigunov, et al., 2012); split time for dead-ship
conditions and split time for surf riding
(Belenky, et al., 2012b).
The split-time method is proposed as a

possible way to simplify the approach for predicting the probability of ships capsizing in
irregular waves, and separating the prediction
process into a rare problem and a non-rare
problem. The non-rare problem is treated
through direct statistical processing of the
time-domain motion data so the intermediate
threshold is expected to be low enough that
up-crossing statistics may be evaluated directly.
The rare problem is solved by using the roll
rate at the instant of up-crossing in order to
find the value that leads to the specified
stability failure (Belenky, et al., 2013; Belenky,
et al., 2009b). A very interesting discussion
of potential applications of POT and EPOT
approaches is given in Belenky & Campbell
(2012).
The proper selection of wave conditions is

a key issue (Belenky, et al., 2009a). In order
to provide practical and consistent vulnerability criteria, stability failures must be evaluated
for reasonable environmental and operational
conditions. It is usually possible to find a
combination of these conditions which results
in a stability failure. While excluding unrealistic operational conditions is relatively obvious, determination of appropriate wave conditions is more difficult, due to their stochastic
nature.
For the intact-ship condition the biggest
issues of vulnerability assessment, in addition
to the environmental context, are the proper
prediction of the physical behaviour of an intact ship in her interaction with a seaway, coupled with the statistics of ship conditions (displacement, center of gravity (CG), speed, etc.).
All of these factors need to be taken into account in an overall capsize-probability assessment (Ypma & Harmsen, 2012). In this perspective an Insufficient Stability Event Index
(ISEI) has been defined and applied to several
full-scale capsizing events with appropriate
numerical methods and procedures in order to
establish appropriate threshold values (Krueger & Kluwe, 2010).
In Themelis & Spyrou (2006) an interesting alternative use of a short-term or long-term

prediction is postulated. Given a particular
ship, the methodology can be deployed for
short- or long-term assessments, depending on
the intended period of exposure to the weather.
In the current context, short-term is described as an assessment for a single trip, with
a time window of a few hours forecast of
weather parameters. Such an assessment
could serve as a decision-making tool in an
operational situation. Long-term assessments
are performed for a variety of reasons on an
annual basis or projected on a ships lifespan.
The use of a long-term assessment is most
common during the design phase of a ship.
The attention to ship vulnerability is evident also in the field of naval ships (Beaupuy,
et al., 2012; Gu, et al., 2012) and is expressed
in terms of capsizing probability.
376
capsize (Spanos & Papanikolaou 2007; Spanos

& Papanikolaou, 2014; Jalonen, et al., 2012);
time-to-sink (Vant Veer, et al., 2002; Ruponen,
2007); survival time (Jasionowski, et al., 2004;
Pawowski, 2008). In Ran, et al. (2012) the
importance of the proper modelling of water
ingress is pointed out because of its influence
on time-to-capsize.
6.3. Damaged-ship Survivability Criteria
There are several degrees of increased

complexity
involved
in
damaged-ship
dynamic-stability studies compared with
intact-ship dynamic-stability studies (Peters &
Wing, 2009).
Additional issues involved in developing
survivability criteria for a damaged ship versus
an intact one include the damage scenario itself, the flooding process, and the presence of
water on-board after damage.
The strong influence of time on ship

survivability is emphasised, especially for RoRo ships, in Spanos & Papanikolaou (2010)
where time-dependant survivability is analysed.
The time issue for passenger ships is also discussed in Spanos & Papanikolaou (2012)
where time-to-capsize for a given ship is assumed as a random variable depending on:
random environmental conditions during a
flooding casualty; the random shape and location of the hull breach; and the ships loading
and local (e.g., arrangements and permeability)
details of the flooded spaces. In the case of
passenger ships, the statistical probability
distribution (when capsizing is a possible
event), can be approached with a basic Monte
Carlo simulation. In this method time-tocapsize is sampled from a deterministic timedomain simulation for ship flooding and for a
sufficiently large number of damage cases to
meet statistical convergence of the results.
The damage itself introduces further statistical and probability issues into the problem.
Flooding, especially in the progressive transient phase is characterised as stochastic in nature, while water on-board enhances the
nonlinear implications in the behaviour of a
ship.
Because of the uncertainty and stochastic
nature of flooding, the identification and
discussion of vulnerability criteria are further
complicated with regard to the intact-ship
problem. Therefore, dealing with a damaged
ship will require a more comprehensive tool
for the prediction of the physical behavior of
the ship, inclusive of the damage scenario and
flooding phenomenon (Ruponen, et al. 2012;
Dankowski, 2012).
A comprehensive approach to possible

passenger ship loss must consider both the issue of time-to-sink together with an evacuation
model (Skjong, et al., 2006; Spyrou & Roupas,
2006).
Harmsen (2006) presented a study about

the impact on stability of progressive flooding
through small openings. However, additional
studies are required on how to deal with these
effects in static-stability calculations.
Determination of the time required to carry

out emergency procedures for a damaged ship
is
the
result
of
a
survivability
assessment.(Spanos & Papanikolaou, 2012;
and Jasionowski, et al., 2010). This problem
of the time needed to carry out emergency
procedures is implicit in the safe-return-to-port
concept (IMO, 2007a). Within a certain
In damaged-ship scenarios, time is a central issue in vulnerability investigations

(Spanos & Papanikolaou, 2014), and often
represents the most important factor in many
situations: e.g., time-to-flood and time-to-
377
damage threshold, it is assumed that the ship

will survive indefinitely, whereas if the
threshold is exceeded and abandonment
becomes a possible event, then sufficient time
is needed to carry out emergency procedures.
In investigations where time is a fixed
parameter (30 minutes, one hour, etc.), the outcome of the assessment process is given in
terms of: capsize probability (Jasionowski, et
al., 2004); probability of survival (Tagg &
Tuczu, 2002; vant Veer, et al., 2004; IMO,
2005); capsizing risk, capsizing index, and
capsizing band (Papanikolaou, et al. 2010;
Tsakalakis, et al. 2010). In these investigations with time a fixed parameter, attention
is paid to environmental conditions, in particular to significant wave height. It is recognized that predicting ship survival is not a
well-defined process, but there is a range of
conditions within which the transition from
safe to unsafe takes place. By convention this range has been named the capsize
band. This band begins at highest wave
height where no capsizes are observed and
ends at the lowest wave height where all
predictions result in loss of ship. In order to
better describe the capsize band, the term,
rate-of-capsize, has been introduced.
Figure 6-1 Capsize-rate values for different

Hs and different loading conditions
(Tsakalakis, et al. 2010).
Therefore PF will be 0 at the lower end of

the capsize band and 1 at the upper end. The
point of the capsize band where PF = 0.5 is the
critical wave height and it is this value that is
used by convention when referring to ship
survivability.
It is also important to analyse the influence
of a specific damage/flooding scenario as
shown by Tellkamp & Cramer (2002). In
Vassalos (2012) and in Vassalos & Jasionowski (2013), a definition of vulnerability
is given as the probability that a ship may
capsize within a certain time when subjected
to any feasible flooding case.
For example, a capsize band is created by

reporting the rate-of-capsize as a function of
different, significant wave heights, creating a
sigmoid distribution. The rate-of-capsize is
the probability of capsizing (PF) given a
particular sea state.
The above definition is applied in Jalonen,

et al., (2012), where expressions like vulnerability to flooding and vulnerability to open
watertight doors are used in relation to a rapid
capsize.
For the survivability of a ship in a damaged
condition, safety rules have recently shifted
from a deterministic approach to a
probabilistic one (IMO, 2005), where a
comprehensive procedure is carried out in order to attain an A Index representative of the
378
global performance of a ship in case of damage. The term 1-A is the probability of
capsizing/sinking and is applied in risk evaluation procedures (Zaraphonitis, et al., 2013).
A strong correlation between ship survivability
and wave height is presented in Peters & Wing
(2009) where a global, relative damage-loss
index is formulated and applied.
1.
2.
3.
4.
5.
6.
7.
6.4. Further Developments in a

Survivability Definition
Loss mode
Loss threshold
Ship operational conditions
Environmental conditions
Time of exposure
Methodology for short-term prediction
Methodology for long-term prediction
(taking into account the problem of rarity for an intact ship).
The extension of the meaning of loss is

already considered (Peters & Harrison, 2006)
when applied to naval ships. For a naval ship,
the concept of mission continuity needs to be
part of the meaning of loss. Instead of only
the physical damage to a naval vessel being
considered, mission continuity, which is concerned with the ability of a vessel and crew to
both defend herself and perform its required
mission, must also be considered. Mission
interruption is one example of a missioncontinuity loss and can be described as an
indirect loss, contrasted with direct loss
from damage to ship systems due to structural
and flooding damage.
In the past decade there has been a trend to

create principles for a move from
prescriptive-based to performance-based approaches in the field of ship safety and in
particular, in the fields of both intact-ship
stability and damaged-ship stability (Peters, et
al., 2013; Vassalos, et al., 2005; Kobyliski,
2007).
In developing a new approach in terms of
risk assessment, it is assumed that the safety
rules will be restructured. In general risk
assessment relies on a physics-based
assessment of ship behaviour, given some
physical and environmental conditions, and the
proper treatment of the statistics involved in
order to get to a strong probability of
occurrence (or non occurrence) of an
undesired event.
Validation of the individual steps of a

methodology and of an assessment framework
as a whole is vital to build confidence in the
final outcomes (Smith & Campbell, 2013;
Montewka, et al., 2013). The importance of
defining the relationship between capsize
probability and general ship properties is discussed in Ypma & Harmsen (2012).
A large number of experimental studies

have been carried out in order to support the
possible theoretical approaches and the studies
have been shown to be of great importance,
particularly in the field of damaged-ship stability.
In Bassler, et al. (2009) some fundamental

issues are raised in relation to the selection of
realistic environmental conditions. This paper highlights the fact that an unrealistic environmental condition may lead to incorrect results, even if the criteria are technically correct.
In Bassler, et al. (2009) some possible options
for using realistic environmental conditions
are listed: e.g., an equivalent wave for life-
The assessment of ship vulnerability in

terms of ship loss is the result of a comprehensive methodology where the following points
are identified:
379
larger time interval such as a season, a year, or

the life-time of a vessel.
time risk; a short-term sea state deemed

representative of a specific ship-operational
profile; and a long-term approach using a scatter diagram for a representative part of the
World Ocean.
A short-term description of the environment can be characterised by one sea state or

wave spectrum. However, if either of the
above are chosen for use in a vulnerability
criteria, justification will be required as to why
a particular sea state or wave spectrum is used.
Justification of the choice is important because
sea states which are too severe may make the
criteria too conservative and diminish its value.
Special research is needed in order to choose a
sea state equivalent or representative for a
ships operational profile. This may result in
a ship-specific sea-state to use for assessment.
Consideration must be given to the

appropriate application of classical methodologies developed for the evaluation of extreme values of structural loads to stability
prediction. A typical scheme for the calculation of extreme loads is based on longterm statistics, so a number of sea states needs
to be considered. An operational profile is
usually assumed based on existing experience.
It includes the fraction of time that a ship is
expected to spend in each sea state. Shortterm probability of exceedance is calculated
for each sea state; then the formula for total
probability is used to determine the life-time
probability of exceedance of the given level.
This level is typically associated with significant wave height and a zero-crossing or mean
period.
An alternative to the selection of a limited

set of environmental conditions may be the use
of long-term statistics considering all the
combinations of weather parameters available
from scatter diagrams or appropriate analytical
parametric models.
In the traditional literature of naval
architecture and ship design, long-term prediction is usually performed with a statistical
model composed of a short-term probability
distribution of ship responses obtained with
the linear superposition principle and a longterm occurrence-probability distribution of sea
states provided in an ocean-wave statistics
table.
In calculating extreme loads, actual physical failure and the implied possible nonlinearities are not considered. The discussion in
Bassler, et al. (2009) highlights the relevance
of what is discussed above, specifically in the
short-term phase of the evaluation. Considering a regular wave as the equivalent of a specific sea state is attractive because of its
simplicity. However, the physics of some
stability failures may be quite different in
regular and irregular waves.
A difficult issue for finding a shared vision

is the identification of a representative, if not
realistic, environmental and operational
context (Perrault, 2013). It has been proven
that proper representation of the wave environment is key to correctly evaluating dynamicstability-related risks (Rosn, et al., 2013).
When vulnerability criteria are probabilistic in nature, then the next important parameter
to examine is the time scale, whether longterm or short-term. Short-term, as already
mentioned earlier in this report, refers to a
time interval where quasi-stationary statistics
are assumed. A long-term scale covers a
For an intact-ship assessment, the nonergodic nature of capsizing is incompatible

with the linear hypothesis of the traditional
380
7.5-02-07-04.4, Simulation of Capsize Behaviour of Damaged Ships in Irregular Beam

Seas.
statistical procedures used to assess the risk of

capsizing for an intact ship. Further development of a proper theoretical approach and/or
acceptable approximated methodology is
needed.
7.1. Scale Effects in Air Pressure
It must be decided in the case of a damaged

ship whether the assessment should be posed
in terms of probability of survival or in terms
of survival time.
The introduction of the human-factor element is beyond the scope of this Committee
but it is an important element in the process of
assessing ship vulnerability. Evaluation of
ship behaviour should remain in the design
domain; however; when moving towards an
operational context, the human-factor influence cannot be disregarded (Kobylinski,
2012).
There are some cases in which the flooding

of a ship is affected by the air pressure inside
the vessel. The main contribution of air
pressure takes place in the trapped-air case
and in the vented-air case with small vent
area. In a model test of a damaged ship, if the
air pressure is maintained at atmospheric pressure, then scale effects in air pressure occur.
Let be the ratio of ship length to model
length. The model-scale pressure should be
scaled by 1 in order to maintain dynamic
similitude. That is, if the model is small, then
the pressure of the air should be reduced
proportionally. This is possible only in a
depressurised tank facility. However, most
model basins can only test under atmospheric
air conditions, not under scaled-air pressure
conditions. Figure 7.1 reveals, conceptually,
the difference in pressure head between scaled
air-pressure model test and an atmospheric
pressure model test.
Once a satisfactory process is identified for

assessing ship vulnerability, additional effort
will be required to evaluate the acceptable
level (Sheinberg, et al., 2006).
7.
DAMAGE-STABILITY-IN-WAVES
PROCEDURE
Procedure 7.5-02-07-04.2, Model Tests on

Damage Stability in Waves, provides a test
procedure for carrying out model tests on a
damaged ship in irregular waves to determine
the probability of capsizing, or the significant
wave height that will cause a model to capsize
in a fixed time period. The Committee
investigated the significance of scale effects in
air pressure on flooding-model tests under
atmospheric conditions, and also how to deal
with inertia due to floodwater mass. Based
on these investigations, the Committee updated two ITTC recommended procedures:
Damage Stability in Waves, and Procedure
Figure 7-1 Concept of a scaled-model test.
For a trapped-air case, the pressure of the

model in atmospheric conditions is higher than
in scaled pressure. Therefore, flooding to
381
Figures 7-4, 7-5 and 7-6 show the waterheight behaviour along with scaled time in the
case of a trapped-air case for both small and
opening large openings in a compartment bottom.
that compartment is restricted as shown in Figure 7-2.
5m
5m
10m
Full Scale
Scaled Model
Scaled Air Pressure
Scaled Model
Atmospheric Pressure
Figure 7-2 Flooding in a trapped-air case.

For a vented-air case, air is compressed
and the internal pressure increases. The pressure under atmospheric conditions is higher
than under scaled-air pressure, so the flooding
speed will be slower than under scaled-air
pressure, and the following situation will occur,
Figure 7-3.
Figure 7-4 Schematic drawing for flooding

in a non-vented air case.
0.4
iso-thermal process
Adamage/Abottom=0.001
1/1
Scale Factor
0.3
h/D
1/2
0.2
1/4
0.1
1/10
1/20
1/30
1/40
1/50
Figure 7-3 Flooding in a vented-air case.
10
20
30
time(scaled)
The above situation can be simulated by

using the state equation of air,
Figure 7-5 Flooding in a non-vented air case

for a small opening.
The above two figures are exactly the same
except for the time scale. This time scale
difference comes from the opening-area ratio.
As one over the scale ratio becomes small, the
final water height is reduced also. In this
case, the scale effect of air pressure is
significant, regardless of the size of the opening.
PV const .
where P is the absolute pressure of the air,

V is the volume under consideration, and
is the ratio of specific heats; in the case of air
is 1.0 for an isothermal process and 1.4 for
an adiabatic process. The flow through an
opening can be estimated by the orifice equation.
382
0.4
iso-thermal process
1/1
Scale Factor
0.3
h/D
1/2
0.2
1/4
0.1
1/10
1/20
1/30
1/40
1/50
0
0
time(scaled)
Figure 7-7 Schematic drawing for flooding

in a vented-air case.
Figure 7-6 Flooding in a non-vented air-case

for a large opening.
1.6
For a vented case, Figures 7-7 to 7-10

show the density ratio of air and water height
during the flooding process.
iso-thermal process
h/D, rho/rho_0
1/1
The ratio of vent area to damage area plays

an important role in the flooding process.
When this ratio is large, i.e., for a large-vent
area, the scale effect turns out to be small.
For the small-vent area, the scale effect is large
during the initial stage, and as time passes the
scale effect becomes small.
1.2
Aairvent/Adamage=1.0
density
1/2
1/10
1/4
0.8
Scales 1/1
1/2
1/4
1/10
1/20
1/30
1/40
1/50
1/1
water height
1/50
0.4
0
0
4
6
time(scaled)
10
Figure 7-8 Flooding in a vented-air case for a

large air-vent area.
In order to reflect the damaged-model-test

procedure in which a model is initially set in
equilibrium condition, the effects of assuming
the air-compression process to be isothermal
or adiabatic can be simulated after setting the
inner air pressure to be equal to the outside
water pressure at the position of the damaged
opening. For this purpose, the pressure of the
compartment is initially set to the outside water pressure for the vented case. Figures 7.11
and 7.12 show the flooding process of the isothermal and adiabatic processes, respectively.
383
1.6
isothermal process
1/1
1.6
density
water height
h/D, rho/rho0
h/D, rho/rho0
0.8
Scales 1/1
1/2
1/4
1/10
1/20
1/30
1/40
1/50
1/1
0.4
20
40
60
time(scaled)
80
isothermal process
1/1
1/2
1/10
water height
1/1
0
0
20
40
60
time(scaled)
100
adiabatic process
h/D, rho/rho0
h/D, rho/rho_0
1.6
water height
Scales 1/1
1/2
1/4
1/10
1/20
1/30
1/40
1/50
1/1
0.4
100
initial pressure equilibrium
density
0.8
80
Figure 7-11 Flooding for the isothermal

process when air pressure was initially
balanced.
1/2
1/4
1/10
1.2
Scales 1/1
1/2
1/4
1/10
1/20
1/30
1/40
1/50
0.8
0.4
Figure 7-9 Flooding in a vented-air case for a

medium air-vent area.
1.6
1/4
1.2
0
0
initial pressure equilibrium
density
1/2
1/4
1/10
1.2
isothermal process
1/1
1/1
density
1/2
1.2
1/10
1/4
Scales 1/1
1/2
1/4
1/10
1/20
1/30
1/40
1/50
0.8
water height
1/1
0.4
0
0
200
400
600
time(scaled)
800
1000
Figure 7-10 Flooding in a vented-air case for

a small air-vent area.
20
40
60
time(scaled)
80
100
Figure 7-12 Flooding for the adiabatic

process when air pressure was initially
balanced.
If the flooding speed is slow, the aircompression process will be isothermal; if the
flooding speed is fast, the air-compression process will be adiabatic. When a damaged ship
with a large damage opening floats in waves,
the flooding due to wave and ship motion is
relatively fast, so an adiabatic process takes
place in the air-compression process. Figures
7.11 and 7.12 show that the scale effect is not
large.
In line with the above discussion, it can be

concluded that the scale effect is large for the
trapped air/small-vent area case. For other
cases, the scale effect is small and can therefore be ignored in model tests of a damaged
ship.
Under atmospheric conditions, it is possible to use alternative methods to reduce the
scale effect of air pressure. For the case of a
small-vent area, the vent opening can be enlarged to an appropriate size in order to reflect
the inflow and outflow of a full-scale situation.
For the case of trapped air, a simple solution
would be to attach a balloon to the compart-
384
side water level or not, and whether the

hydrodynamic problem of the floodwater can
be analysed separately or not. Provided that
a boundary condition is given for the matching
of inner- and outer-flow domains, the problem
can be separated into one of flow in inner- (inside the ship) and outer- (outside the ship)
flow domains.
The following questions can be used as
criteria to determine how the floodwater
should be treated:
What is the amount of water and is it or is
it not moving with the ship?
What, if any, is the significant pressure
jump across the compartment boundary?
Can the dynamics of the water be solved
separately or not?
ment in order to lessen the scale effect of air

pressure, and to obtain realistic flooding results in a test condition.
In summary, if a damage opening is large
and the compartment is well vented, scale effects due to air pressure will be small, and
model tests in atmospheric conditions are
suitable. The scale effects will be large in a
trapped-air or a small-vent area case. If precise and accurate test results are required, the
use of pressure regulation values on compartments to control the internal pressure may be a
viable solution in the former situation, or in
either case, model tests may be conducted in a
depressurised model basin. At a minimum,
when model tests are conducted under atmospheric conditions, modifications are recommended to reduce scale effects.
The above criteria also provide clues as to

what to consider as floodwater when examining damaged ships.

Damage Stability in Waves, was updated to
reflect the above discussion.
7.2.2. Partially-flooded Compartments

The hydrodynamics of floodwater and its
force on a compartment partially filled with
floodwater can be calculated by theory or by a
numerical scheme such as: resonant-mode
analysis; potential-flow theory; computational
fluid dynamics (CFD) with a free surface; etc.
In these methods, the force generated by the
floodwater is treated as an external force
which affects the motion of a ship. An additional problem to consider is whether the mass
of the floodwater should be included in the
ships mass or not. Since quasi-static analysis considers only the centre of gravity of the
floodwater, the mass of floodwater should be
included in the ships mass for this type of
analysis. However, in a fully dynamic analysis, the pressure includes both static and dynamic pressures. The force derived from
integrating these pressures on the surface of a
compartment includes all the effects of floodwater inertia and flow properties. The force
7.2. Inertia Due to Floodwater Mass

Floodwater inertia has two main effects on
a ships behaviour; one is the inflow/outflow
effect, and the other effect is the inertia of the
flood water itself.
7.2.1. Floodwater Domain
There is a problem of which region of a
ship should be treated as floodwater if the
damage opening is large enough. First a
more reasonable and clear definition of floodwater in the analysis of a damaged ship is
needed. If the focus is on the inertial properties of water, floodwater can be determined by
looking at whether or not the water is moving
together with the ship. If the focus is on the
hydrodynamics of floodwater, this may be
determined by investigating whether pressure
of the floodwater is strongly related to the out-
385
of the floodwater from a fully dynamic analysis assumes that the body force includes the
actual acceleration of the floodwater, i.e., both
gravitational acceleration and floodwater acceleration. In this case, the mass of the
floodwater should not be included in a ships
mass.
The inertias of fluid in tanks of different

aspect ratios and shapes, Figure 7-14, become
small as the aspect ratio goes to unity. The
solid lines of Figure 7-14 are analytical or numerical results while the dashed lines are from
an estimation formula that provides accurate
results.
7.2.3. Fully-flooded Compartments

Floodwater in a fully filled compartment is
often treated as a solid and thus is considered
part of the ship. In rectilinear acceleration,
floodwater acts like a solid. In rotational
acceleration, the moment of inertia of
floodwater in a compartment is smaller than
that of a solid, because part of the water does
not rotate with the ship. Lee (2014) showed
the ratio of the moment of inertia of floodwater and that of solids for various shapes of
compartments.
7.2.4.
Inertia of Floodwater Entering a

Ship
Newtons Second Law of Motion states
that the force (moment) on a body is equal to
its time rate-of-change of momentum (angular
momentum). For a body of constant mass
(moment of inertia) this translates to F ma
( M I d dt ). However, for a body such as

a rocket which is burning fuel and ejecting gas,
or a damaged ship in a seaway taking
on and
possibly discharging water, the F ma analogy is incorrect, because the time-rate-ofchange of mass must be taken into account.
Since the force of a body must remain
independent of the coordinate system, a simple
application of the rule for differentiation of the
product of two functions does not apply. The
contribution from the term for time-rate-ofchange of mass belongs on the left-hand side
of the equation with the force.
C R I Liquid / I Solid
where I Liquid and I Solid are the moment of

inertias of floodwater when treated as a liquid
and a solid, respectively.
Figure 7-13 shows the shapes of compartments treated in his study.
Figure 7-13 Various shapes of tanks useful

for application (Lee, 2014).
386
Ratio of moment of inertia C_R
Calculated
Proposed Formula
(44)
0.8
0.6
0.4
0.2
Rectangle
0
0
0.2
0.4
0.6
h/b or b/h
0.8
Hexagon
Octagon
Ellipse
Figure 7-14 Moments-ofinertia of water in

fully filled tanks of various shapes,
calculated and estimated from Lee (2014).
If we represent the momentum of the ves
sel as p and the angular momentum as L ,
then, with m
where p mv and
the mass of the ship, v the velocity, I the
moment of inertial tensor and the angular

velocity, Newtons Second Law of Motion can
be written as:
dv
Fm ,
dt
d
MI
.
dt
where v ' and ' are the velocity and angular velocity of the flooding (discharging) water
relative to the vessel, respectively4. All of
and dI dt
the quantities
dm dt ,
in (44) can be determined from analysis of the
flow at the damaged opening. However, if
there is flow between flooded compartments,
then the force due to the flow of floodwater
between compartments must be accounted for
in a similar manner. The evaluation of
dI dt is also somewhat more complex as it
involves the actual shape of the compartment.
The above material dealing with the
change of inertia due to floodwater was included Procedure 7.5-02-07-04.4.
8.
IMO LIAISON
ITTC Specialist Committee on Stability in

Waves (SiW) has reviewed draft reports of the
Intercessional Correspondence Group (ISCG)
as well as IMO documents including the
SLF54, SLF55 and SDC1 sub-committee reports. The reports discuss methodologies for
vulnerability criteria and direct stability assessment for the following stability failures:
Quasi-steady stability variation in waves
in following/stern quartering seas;
Parametric resonance due to stability
variation in waves;
Dead-ship conditions;
(43)
When the mass, and hence the moment of

inertia are constant, these equations
can be re
duced to the original F ma equation.

However, in the damaged condition, the vessels mass and moment of inertia vary with
time and the equations of motion must be written as in (43). Rewriting (43) to account for
the intake and/or discharge of floodwater as
for a closed system yields:
Note that these velocities are positive in the same

direction as that of the ship, which is opposite the
convention often used in rocket propulsion, where the
positive velocity of the exhaust gases is opposite the
positive velocity of the rocket.
387
on the quality of direct calculation methodologies. The ITTC SiW Committee reiterated
the availability of technical specifications for
numerical tools for direct assessment of
vulnerability criteria that were contained in the
Committees report to the 26th ITTC (ITTC,
2011a).
9.
9.1. Validation of Predictions for Roll

Damping
Validation is important for numerical calculations, and the selection of adequate validation data is important for accurate stability
estimations.
The following methods are
commonly used to obtain validation data of
roll damping:
PREDICTING ROLL MOTION AND

DAMPING
Roll motion is one of the most critical responses of a ship in waves, and the roll response of a ship is an important consideration
in its design. Roll motion limits ship operability, affects crew performance and ship
habitability, and affects dynamic stability and
ship capsize. The roll motion of a ship can
be determined by analysing the various moments acting on the ship: virtual and actual
moments of inertia of mass; roll-damping moment; restoring moment; wave excitation; and
moments caused by other modes of ship motion. Among them, the roll-damping moment
has been considered to be the most important
contributor that needs to be correctly predicted. The roll damping moment of a ship
needs to be taken into account at the initial
stage of ship design to secure the safety of a
ship, and also to obtain a better understanding
of ship motions in waves.
Free-decay test. (A)

Forced-roll test with sinusoidal-roll excitation. (B)
Forced-roll test around a fixed axis. (C)
Roll-motion data is also used to validate

roll-motion simulations. In the following
sections, some validation data for numerical
results are introduced.
In order to better understand the rolldamping effects for roll motions in irregular
seas, a state-of-the-art review was conducted.
This review covered both the validation of numerical results of roll damping, and numerical
modelling of hydrodynamics for time-domain
computer codes for large-amplitude roll motions.
388
small amplitudes, and is constrained in all

other degrees of freedom. For largeamplitude
forced rolls the model must be allowed to
heave and pitch. In both tests the forcing-roll
moment and the roll motion are measured
starting after four swings from rest in order to
remove transient effects (Ikeda, et al., 1988
and Katayama, et al., 2011). The equivalent
linear damping can be obtained by frequency
analysis of the measured roll moment based on
the measured roll at the fundamental frequency
component in phase with the roll angular
velocity.
A
[deg]
[s]
Excitation moment
generating device
[deg]
[s]
Towing Carriage
[deg]
[Nm]
[s]
In the case of statistical analysis of irregular roll motions, there is another approach to
the linearization of the roll- damping expression that can be used. In this linearization,
the linear and quadratic damping coefficients
from a roll decay or forced roll experiment are
added with the quadratic term weighted by the
standard deviation of the roll angular velocity
in random seas (ITTC, 2011b, Sect. 3.2).
Forced rolling
device
Figure 9-1 Experiments to obtain validation

data of roll damping.
9.1.1.
Damping Coefficients from Forcedroll Tests

One of the purposes of using roll damping
derived from forced-roll experiments is to
calculate the roll amplitude in regular waves.
In this case, the frequency-domain rolldamping coefficients are used in equations of
motion.
Jaouen, et al. (2011) verified and validated

MARINs Unsteady Reynolds Averaged
Navier-Stokes (URANS) code ReFRESCO for
roll damping of two-dimensional hull sections
by comparing the damping coefficients measured by Ikeda, et al. (1978), Figure 9-2.
Ikeda, et al. (1978) showed the measured rolldamping coefficient of Series 60, SR98,
SR158, SR108, and also showed the effects of
forward speed on the damping coefficient.
Ikeda, et al. (1978) provided other useful
measured data. Ikeda, et al. (1976, 1977b,
1979) provided detailed validation data for
measured flows around a bilge keel using
forced-roll tests. Ikeda, et al. (1977b) also
showed a number of types of vortices on hulls
(Figure 9-3) as well as measured flows around
the bilge of a naked hull (Ikeda, et al., 1977a).
Figure 9-4 shows the pressure distribution on a
two-dimensional model with bilge keels.
For this purpose, the coefficient of roll

damping denotes the equivalent linear damping coefficient. Although the value of the
coefficient depends nonlinearly on the roll
amplitude and angular velocity for a certain
frequency and forward speed, it is assumed
that the coefficient is constant during a specific
motion for a given roll amplitude.
The equivalent linear damping coefficient
is obtained from a forced-roll test. There are
two ways to perform a forced-roll test. In
one test the model is forced to roll but with
389
added mass, damping and coupling coefficients among roll, heave and pitch. He also
carried out a forced-roll test with forward
speed for a three-dimensional segmented
model and showed the sectional added mass,
damping and coupling coefficients among roll,
heave and yaw.
Figure 9-3 Eddies near a hull (Ikeda, et al.,

1977b).
Figure 9-2 Coefficients of added mass and

damping (Jaouen, et al., 2011).
Bonfiglio, et al. (2011), using FLUENT

and CFD-code base on the open source libraries of OpenFOAM, and Henning (2011),
evaluated the hydrodynamic damping and
added mass coefficients of two-dimensional
ship-like hull sections in the case of forced
oscillations. The results from Bonfiglio, et al.
were compared with measured results carried
out by the Delft Hydrodynamics Laboratory
(Vugts, 1968, 1970). Vugts carried out a
forced-roll test for two-dimensional ship sections (Figure 9-5) and showed the measured
Figure 9-4 Measured pressure distribution

on a hull with bilge keels under forced
rolling (Ikeda, et al., 1977a).
Paap (2005) investigated verification of

CFD calculations with forced-roll test results
for a circular cylinder with various types of
bilge keels and a free surface. The measured
data included not only coefficients but also
velocity vectors obtained by a particle image
velocimetry (PIV) technique (Figure 9-6), i.e.,
390
free-decay test. Some notes on how to carry

out a free-decay test are indicated in IMO
(2006, pp. 11).
time histories of bilge-keel force and heighs of

the radiated wave.
Bangun, et al. (2010) calculated the
hydrodynamic damping and added mass
coefficients of two-dimensional rectangular
sections with bilge keels and compared the
predictions with measured results by Yago, et
al. (2008). Yago, et al. (2008) showed the
measured added mass, the equivalent linear
total roll damping, and the wave component of
roll damping.
To estimate the onset of large-amplitude

roll motions at the roll natural frequency,
Sadat-Hosseini, et al. (2010) use roll-damping
coefficients obtained from a roll-decay test in
the equations of motion for a time-domain
simulation.
Figure 9-6 Visualized vortex and velocity

vectors (Paap, 2005).
Figure 9-5 Cross sections of cylinders (Vugts,
1970).
9.1.2. Free-decay Test Data
Roll damping results obtained from a rolldecay test are not the same as the results obtained from a forced-roll test (Figure 9-7).
The difference between the two sets of results
occurs particularly during the first few oscillations because roll-decay motion is a transient
motion. ITTC (2011, pp 1920,) shows how
to obtain a roll-damping coefficient from a
391
Figure 9-7 Comparison of measured results

by free-decay tests and forced-roll tests by
sinusoidal harmonic-roll excitation
(Handschel, et al., 2012).
Yang, et al. (2012) calculated roll damping

of DTMB Model 5512 at different initial roll
angles by using the roll-decay simulation in
CFD (Figure 9-8). Roll-damping coefficient
results were compared with measured results
by Irvine (2004). Wilson, et al. (2006) used
an unsteady Reynolds Averaged Navier-Stokes
(RANS) method (CFDShip- Iowa) to compute
the motions of DTMB Model 5512, and the
resulting flow and wave fields around the
models; the calculated results were compared
with the measured results obtained by Irvine,
et al. (2004). Sadat- Hosseini, et al. (2010)
calculated roll motion with forward speed of
the Office of Naval Research (ONR)
Tumblehome hull form by CFDShip-Iowa and
compared it with the measured roll motion of
DTMB Model 5415 (Irvine, 2004). Gao &
Vassalos (2011) applied a RANS-based CFD
solver to study the roll decay of an intact
DTMB Model 5415.
The computed
roll-decay history and velocity contours were
compared with the measured results by Irvine,
et al. (2004) Figure 9-9. Irvine also provided
measured data (roll motion, velocity field, and
wave pattern around the hull) for DTMB
Model
5512
(http://
www.iihr.uiowa.edu/shiphydro/efd-data5512roll-decay/).
Figure 9-8 Measured roll motion and curve

of extinction (Yang, et al., (2012).
9.1.3.
Roll damping in time-domain

simulations of large-amplitude
motions
For time-domain simulations of irregular
motion, roll damping must include the effects
of transient motion (Ikeda, et al., 1988;
Katayama, et al., 2010, 2013). This means
that the validation data must include time
histories of the force of moment, the motions
and flow around the hull measured under
transient and irregular motion conditions.
Moreover, if the roll amplitude is large, the
validation data must include the effects of
nonlinearity caused by the large amplitudes of
motion (e.g., Tanaka, et al., 1981; Bassler,
2013). For free motions in extreme waves,
the waves which impact the model and the
resulting motions are required for validation of
the simulation.
392
taneous velocity and acceleration are used, for

which flow memory is not accounted The
Logarithmic Decrement Method, where an
equation without memory is fitted to the motion decay data, has the same deficiency as the
Morison Equation Method. Ikeda, et al.
(1988) showed through experiments that the
drag coefficient on plates increased in the first
few oscillations when the plate is started rest
(Figure 9-10). It takes 3 to 4 oscillations before a steady-state flow field is established and
the drag becomes constant. For all KeuleganCarpenter (KC) numbers investigated (defined
as KC = UT/2h, where U is the maximum flow
velocity in the oscillation period, T, and h is
span of the bilge keel), the drag coefficient in
the first oscillation is about half the value for
that in a steady condition. This effect is
caused by the interaction between previous
and present vortices. Only after a few oscillations does a steady, disturbed-flow field exist
around the object. An additional valuable
observation reported from the experiments by
Ikeda, et al. (1988) is that the memory effects
remain important in irregular motion. When
an oscillation has a larger amplitude than the
oscillation after it, then the drag coefficient is
larger than at a steady oscillation amplitude.
When an oscillation is smaller in amplitude
than the oscillation after it, the drag coefficient
is similar to the drag found in the first oscillation starting from rest.
Figure 9-9 Contours of velocity (Gao &

Vassalos., 2011).
Therefore, the following experimental data

may be required for validation of simulations
for large-amplitude, irregular-roll motions:
Irregular- and large-amplitude forcedroll test data
Irregular- and large-amplitude roll motion data in extreme, irregular waves
Katayama, et al. (2011) investigated the effects of transient motion on the drag force of a
flat plate. In the region of KC < 250, the drag
coefficient for acceleration in one direction is
larger than the drag coefficient for acceleration
in a uniform flow and smaller than that in a
steady oscillatory flow (Figure 9-11). Moreover, in a transient condition under forced
oscillation, the drag coefficients from the first
to the third oscillation are smaller than that in
a steady oscillatory flow. These facts may
indicate that the characteristics of transient and
However, no studies exist which provide

measured data for all the required conditions.
In this section, some studies relating to largeamplitude rolls or irregular roll motions are
introduced.
The importance of flow-memory effects on
roll damping was discussed by Ikeda, et al.
(1988). Using the Morison Equation instan-
393
also reduced by deformation of the water surface. These same effects may occur for
large-amplitude roll motions for normal-draft
ships with bilge keels.
non-periodic rolling affect the drag coefficient.

Katayama, et al. (2013) proposed an empirical
formula for the bilge-keel component of roll
damping based on the results of Katayama, et
al. (2010) that indicate that transient effects on
bilge keel drag can affect the onset and amplitude of parametric rolling in a time-domain
simulation.
CD
20
10
0
0
measured by forced sway test ( CDperi)

result in equation (11) ( CDacc )
result in steady flow ( CD0 )
10
20
Kc
30
Figure 9-11 Comparison of drag coefficients

of a flat plate from a forced-sway test and a
unidirectional accelerating test. Equation
(11) is a curve fit to measured data from a
unidirectional accelerating test with various
accelerations (Katayama, et al., 2011).
Bassler (2013) analysed the hydrodynamics of large-amplitude ship-roll motions as

components of added inertia and damping
based on the results of forced-roll tests and
CFD. It was shown that the effects of hull
geometry, bilge-keel geometry, deck edge, and
the free surface all affect the hydrodynamic
components during large- amplitude roll motions. Results from the experiments included
measurements, observations, and identification
of the discrete processes that result in several
physical phenomena relevant to largeamplitude roll motions, including bilge-keel
interaction with the free surface (emergence
and re-entry), vortex shedding, and the effect
of vortex shedding on the forces and moments
of both hull and the bilge keel. Figure 9-12
shows measured bilge-keel force at various
roll amplitudes.
Figure 9-10 Drag and added-mass

coefficients of a sinusoidally oscillating flat
plate normal to the motion from rest (Ikeda,
et al. 1988).
Tanaka, et al. (1981) discussed the effects

of shallow draft on roll damping for hulls with
bilge keels. Under certain conditions bilge
keels add no increase to roll damping for some
shallow-draft ships (Figure 9-12). From experimental and theoretical studies, it was
shown that the wave-damping component was
reduced by the interaction between the waves
made by both the hull and bilge keel; the eddydamping component of bilge-keel damping is
394
9.2. Modelling of large-amplitude roll

motions.
Understanding roll motion and its associated damping is essential for the safety of a
ship since roll motion, coupled with other motions, may lead to capsizing. Apart from environmental uncertainties, the damping coefficients in equations of motion cannot be derived accurately by theoretical means alone, so
experimental studies (e.g.,, experimental
forced-roll and roll-decrement tests) or numerical studies are necessary. Once the decaying curve or forced-moment curve is obtained either from simulations or from model
tests, damping coefficients can be obtained by
several appropriate techniques.
Figure 9-13 Filtered roll-motion

measurements and bilge-keel-force
measurements for DTMB Model #5699, at
various roll amplitudes, = 15 (purple),
25 (black), 30 (red), 35 (green) and 40
(blue) deg, = 2.5 rad/s, with distinct
physical phenomena identified at various
stages in the roll cycle. (Bassler, 2013).
Since the pioneering work of Froude, considerable attention has been paid by various
researchers to roll damping. Even now roll
damping continues to be studied because fluid
viscosity and vessel-forward speed create
many difficulties in making predictions of
ship-roll motions due to roll damping..
9.2.1.
Current engineering prediction

methods.
Current ship-motion-prediction methods
rely primarily on potential-flow-based hydrodynamic methods such as:
Strip theory methods
Frequency-domain free-surface Greenfunction panel methods,
Frequency-domain Rankine-panel
methods,
Time-domain free-surface Greenfunction panel methods,
Time-domain Rankine-panel methods.
Figure 9-12 Effects of draft and roll

amplitude on non-dimensional roll damping
of a two-dimensional model. (Tanaka, et
al., 1981).
395
great deal of effort has been directed at developing coefficient-based approaches for roll
prediction. The most important contribution
to developing such coefficient-based methods
was developed by researchers such as Tanaka,
Himeno, Ikeda, and Blok. According to
them, viscous-damping coefficients can be divided into components related to four effects;
friction; lift associated with forward speed;
bilge-keel local effects; and vortex-shedding.
Even though numerous sources exist for
systematic empirical data, problems remain
with limitations in specific ranges of geometry
and operating parameters.
The standard
empirical approach, for example, involves
subdividing damping into bare hull, appendage
components, etc. These approaches have
been used successfully when applied to hull
forms for which they were developed. However, these methods require new data when
applied to new hull forms.
Except for Strip Theory the panel methods

above may include fully three-dimensional
effects of flow and free-surface boundary
forward-speed effects, which are taken into
account in strip theory methods. Local pressures, especially for shorter waves, were much
better predicted by panel methods than by strip
theory methods.
Frequency-domain methods deal with
linear-ship-motion problems based on steady
flow. However, these methods may not be
applicable to large-amplitude motions for ships
with strong flare such as container ships.
Therefore, a time-domain-panel method including nonlinearity of hull and free-surface
boundary conditions for ship-motion prediction was developed. Generally, time- domain
code requires considerable computational time
for obtaining a solution. Although hydrodynamic forces, ship motions, and wave pressure
are much better predicted using frequencydomain panel methods than by strip theory
methods, the calculated accuracy of hydrodynamic forces on lateral motions using
frequency-domain panel methods is not satisfactory. This is due to the fact that viscous-flow effects are not accounted for in
potential-flow methods and in some situations
are introduced into the calculations through
empirical corrections.
9.2.2.
Requirements for large-amplitude

Roll motion prediction
Typical wave-induced ship-motion solution
techniques are based on the assumption of
using small-amplitude motions and potential
flow so that the general 6-DOF nonlinear
equations of motions are reduced to two separate sets of linear equations (i.e., vertical plane
motions and lateral plane motions) and are
solved in the frequency domain. Using those
assumptions, predictions show good agreement for vertical-plane motions. For lateralplane motions, potential-flow-method-based
codes simulate viscous effects by incorporating empirically derived roll-damping data.
Predictions with these methods are limited to
the range of geometry, frequency, and operating parameters for which empirical data are
valid. However, these methods are also limited by scale effects.
In fact, predicting roll effects analytically

has always been problematic because of significant viscous effects (i.e., the nonlinear nature of roll motions and the strong dependence
of roll damping on forward speed). An ideal
fluid theory cannot resolve such roll effects.
In fact it has a tendency to under predict restoring moments due to the cancellation of the
unsteady pressures over the sides and bottom
of a ship. Such predictions become progressively worse for round-bottom hulls. Consequently, potential flow methods must be supplemented with empirical information. A
396
resulting in under-predicted roll motion, e.g.,

Belenky, et al. (2009b).
Even modest damping can significantly

affect roll motions. However, our ability to
predict roll motions continues to lag behind
that of predicting pitch and heave. Unlike
other degrees of freedom (that are dictated by
potential flow-induced forces), roll is dominated by the turbulent, vortex-driven flows
near the bilge of a ship. The hydrodynamics
of roll motion of a ship is largely influenced by
viscous effects which include drag on the hull
form as it rolls and on flow separation from
the bilge and keel where subsequent vortex
formations account for a large amount of roll
damping. Bilge keels significantly increase
the damping of roll motions, and at forward
speeds, bilge keels generate a lift force which
also contributes to damping. At high speeds
the lift on a hull can be a significant
contributor to roll damping.
9.2.3.
CFD-based Prediction of Roll

Damping
Since roll damping is dominated by vorticity, truly robust modeling of the problem requires a technique capable of predicting the
creation of vorticity in the boundary layer, the
shedding of vorticity upon boundary-layer
separation, and the effects of turbulence on
pressure in the shed-vortex cores. Thus,
there is a critical need for development of
methods for predicting both viscous flows and
large- amplitude motions for surface ships
with appendages. The most common numerical technique for predicting roll damping involves the embedded vortex approach. This
approach usually uses a vortex distribution
over the body, shed-point vortices in the flow,
and a separation model for the flow near the
bilge corners.
Unfortunately, separation
models require some prior knowledge of the
boundary-layer separation point, and are therefore difficult to apply for round bilge-hull
forms without bilge keels. The techniques
are also generally limited to two dimensions
(Yeung, et al., 2013).
As ship roll is typically a lightly damped

motion with large wave-driven excitations,
significant accelerations can occur near resonance. This raises a practical concern for
owners who wish to maximize a ships range
of operability in often marginal conditions.
The ability to accurately predict rolling near
resonance is therefore a crucial topic, and dictates the need for a better understanding of the
viscous and vortical flows that drive damping.
The level of understanding required is further
reinforced by the fact that viscous flow often
exhibits nonlinear (e.g., amplitude-dependent)
behavior, and may, therefore affect already
extreme motions in a nonlinear manner.
Steady Reynolds Averaged Navier-Stokes

(RANS) methods to calculate resistance and
propulsion are the most advanced methods to
use when predicting ship resistance. For ship
resistance and powering, CFD has become increasingly important and is now an indispensable part of the design process. In comparison, application of unsteady RANS methods to
ship motions in waves is less developed due to
obstacles from unsteady flows [i.e., ship motions, and complex environments (e.g., incident waves, wave breaking, and bubble flow)].
These obstacles increase required computer
resources.
For large-amplitude roll motion, the geometry of a wetted-ship surface may have abrupt geometry changes and bilge keels may
become less effective due to emergence and
interaction with the free surface. As existing
coefficient-based damping models were developed for small- to moderate-roll motions, the
amount of energy dissipation for largeamplitude roll motion may be over estimated,
397
ing the pressure distribution in that region.

The physics of damping behaviour at large angles is still an open question. It is clear that
vortex shedding is the dominant aspect of the
dynamics of systems with large damping.
Oliveira & Fernandes (2009) have proposed a
new approach to fit a nonlinear model with a
set of data obtained from several roll-decay
tests.
Unsteady RANS methods have the potential to produce superior roll motion predictions
compared to other methods since the effects
due to viscosity, creation of vorticity in the
boundary layer, vortex shedding, and turbulence are naturally included in the calculations.
In an effort to develop a physics-based approach to the prediction of ship motions, most
studies have focused on two-dimensional oscillating bodies. Yeung & Ananthakrishnan
(1992) were perhaps the first to attempt to capture the flow attributes through the application
of RANS techniques, and their efforts have set
the direction for further studies in this area.
RANS-equation methods have been used to
study the flow around two-dimensional oscillating cylinders (Korpus & Falzarano,
1997); Yeung, et al., 1998; Sarkar & Vassalos,
2000).
Bangun, et al. (2010) simulated forced- roll

motion from small- to moderate- angular
amplitudes for a barge with various bilge-keel
orientations. The vorticity contour and roll
hydrodynamic coefficients of a rolling barge
are calculated from velocity and pressure
fields, respectively. In contrast to an inviscid
fluid where damping is found to be small at
high-wave frequencies, numerical results obtained from a viscous solver show that
damping is large even when the wave frequency is high (i.e., when the convective flux
dominates the flow over the diffusive flux).
It is shown that larger roll-amplitude excitation
will cause the vortices generated to interact
very near the free surface. It remains a challenge to solve a pressure-correction equation
under such a condition.
Accurate predictions of forces and moments on a three-dimensional, submerged

cylinder fitted with bilge keels and with a
prescribed roll motion was demonstrated in
Miller, et al. (2002). Wilson, et al. (2006)
demonstrated three-dimensional RANS results
for ship-hull forms undergoing roll, but were
limited to small-roll amplitudes. Numerical
uncertainties for RANS simulations are estimated by using verification and validation
(V&V) procedures.
Yang, et al. (2012) used CFD to simulate

DTMB Model 5512 roll-damping motions at
different initial roll angles and the results
showed good agreement with tank test data.
It showed that the roll-damping coefficient is
unrelated to the initial roll angle and varies
linearly rather than nonlinearly if the roll angle
is less than 20 degrees.
The damping behaviour of a ship model

depends on the local effects on the hull and
appendages. It also depends on the vortex
effects on the pressure distribution on a ship
bottom. Wanderley, et al. (2007) were able to
show the influence of vortex shedding on the
roll-damping contribution acting on the bottom
pressure of a ship hull. The influence of
vortex shedding in roll dynamics depends on
the amplitude of motion. For small angles,
the vortex quickly vanishes from the hull.
For larger angles, however, the vortex increases until linked to the hull bottom, modify-
Stern, et al. (2013) summarised the CFD

progress on ship hydrodynamics.
They
showed that CFD studies mainly focus on
heave- and pitch-motion simulations by RANS
compared with roll simulations. Validation
for local flow has not been conducted yet due
to the complexity in local flow measurements
398
sures of watertight doors and bulkheads is another key area that must be covered for
damaged-ship modelling. This review also
considers the importance of taking air pressure
into account during damage experiments and
simulations.
for free-running models. For more computerintensive applications such as seakeeping and
route modelling, an extremely long simulation
time and a range of operating conditions need
to be covered. For these applications, the
speed of current CFD solutions is still the limiting factor. Thus, using a faster method such
as a system-based method should be considered. However, the mathematical models for
these methods could be improved using
high-fidelity CFD solutions along with system
identification techniques. In addition, innovative numerical methods for easier and faster
CFD solutions are required. Finally, taking
advantage of faster computers such as the next
generation massively parallel multicore machines should be considered.
10.
2. A state-of-the-art review has been carried

out concerning the definition of loss and survival of a ship. It has been concluded that the
two terms, loss and survival, under specific
conditions, express complementary concepts.
It is possible to identify many analogies but
also differences while investigating the concepts of loss and survival for an intact ship
versus a damaged one. Nevertheless, the
prevalent trend in defining loss and survival is
to focus on the capsizing event, but due to inherent practical difficulties in dealing with this
phenomenon, attention is often shifted to focus
on the definitive representative roll-angle
value. However, the critical roll-angle value
is a particular characteristic of a specific ship
under investigation. From a performancebased assessment perspective, it is recommended that attention also be paid to the loss
of functional capabilities, which in some cases
the functional capabilities (e.g., ship power
production and delivery) are beyond the
specific focus of the ITTC.
CONCLUSIONS AND RECOMMENDATIONS
10.1. Technical conclusions
A comprehensive state-of-the-art review on

predicting ship stability in waves has been
undertaken and has been particularly concerned
with the definition of loss and survival of a
ship, and modelling the internal geometry of a
damaged ship. This review concludes with a
discussion of modelling of extreme-wave conditions.
3. An investigation into uncertainty analysis

for use in intact- and damaged-model tests to
complement current procedures has been reviewed and an outline guide has been provided.
This investigation has focused on the
uncertainty involved in making measurements
during experiments such as roll, pitch, water
height, etc. This investigation concluded that
the impact of errors occurring while setting up
the model can have a significant impact on the
experimental results. However, understanding the source of the errors allows the effects
of the errors to be minimised.
1. This review of modelling of damaged ships

has reinforced the importance that methodologies used to model damage must reflect the
mechanisms involved with the physics of damaged-ship motions leading to loss of a vessel
(i.e., sensitivity to scaling in model tests,
nonlinear effects of progressive flooding, and
floodwater effects on damping of roll on other
degrees of freedom). Leak and collapse pres-
399
A significant difference between an intactand a damaged-ship situation with respect to

safety assessments, is the issue of time-to-loss.
For an intact ship the time-to-loss interval is so
long that the estimation of the rare-event occurrence implies the need to further develop
methodologies for statistical extrapolation.
For a damaged ship, the critical point to determine is if the time-to-loss is sufficient to perform emergency procedures or to evacuate the
ship. The outcome from these investigations
is extremely diverse which suggests a review
is required for the identification of an efficient,
final assessment index.
4. An investigation on wave modelling

spectra in the determination of dynamic instability of intact vessels has looked at
nonlinear wave kinematics, statistical distribution of crest and trough height and nonlinear
wave propagation. Progress is being made
regarding methodologies for stability assessment of both intact and damaged ships, A
number of modelling methods are presented to
achieve realistic environmental conditions.
5. In order to better understand the uncertainties associated with results from experiments
and simulations of extreme motions of intact
vessels in realistic irregular seaways, a number
of quantitative techniques which reflect the
nature and magnitude of the phenomena of
extreme motions have been reviewed. These
techniques address the statistical reliability of
both linear and nonlinear signals and
events. Furthermore, these techniques were
reviewed to determine extreme values and
confidence intervals for nonlinear signals.
7. An investigation of model tests on damage

stability in waves has examined air compressibility, scale effects on air pressure, and current test procedures. This investigation covered the scale effects on air pressure on
flooding-model tests under atmospheric conditions and how to deal with the inertia due to
floodwater mass. The investigation concluded
that the scale effects on air pressure are not
significant in most cases, except for the case of
trapped air and for a large-damage opening
with a small-vent area. In line with these
investigations, Procedure 7.5-02-07-04.2 has
been updated. The inertia due to floodwater
mass was investigated with regard to
computational modelling. This included the
momentum change description of floodwater,
potential criteria for determining the amount of
floodwater and a review of research related to
floodwater dynamic properties; this has resulted in a revision to Procedure 7.5-02-0704.4.
6. A state-of-the-art review has been carried

out concerning the definition of vulnerability
criteria (including long-term probability of
loss of a ship) for intact and damaged ships.
An outline of current developments is presented and includes a vision of an harmonized
approach for intact and damaged ships, highlighting the different priorities that can be
identified in the two states. Common approaches are recommended to identify and discuss the relevance and treatment of the environmental context, ship loading conditions,
and time of exposure. These considerations
must also be coupled with the current developments of simulation tools for the prediction of
nonlinear dynamic ship behaviour. Looking
specifically at the case of damaged ship, the
stochastic nature of flooding, especially in the
transient progressive process, should be addressed in conjunction with the proper stochastic treatment of the entire damage scenario.
8. In order to better understand the rolldamping effects for large-amplitude roll motions in irregular seas, a state-of-the-art review
was conducted. This covered both validation
data for numerical results of time-domain
computer codes of roll damping and numerical
modelling of hydrodynamics for time-domain
computer codes of roll damping. The review
400
of validation data focused not only on largeamplitude irregular motion but also on smallamplitude regular motion. Some existing and
useful model-scale experimental data has been
identified for validation. These data are presented separately as a total hydrodynamic
moment, and roll damping with its components.
Ball, R. E. & C. N. Calvano (1994) Establishing the fundamentals of a surface ship

Survivability Design Discipline. Naval
Engineers J., 106(1):7174.
Bangun, E. P., C. M. Wang & T. Utsunomiya
(2010) Hydrodynamic forces on a rolling
barge with bilge keels. Applied Ocean
Research, 32:219232.
9. The committee has:

a. Updated Procedure 7.5-02-07-04.2 for
Model Tests on Damage Stability in
Waves.
b. Updated Procedure 7.5-02-07-04.4 for
Simulation of Capsize Behaviour of
Damaged Ships in Irregular Beam Seas.
Bassler, C. C. (2013) Analysis and modeling

of hydrodynamic components for ship roll
motion in heavy weather. Ph.D. Thesis,
Virginia Polytechnic Institute and State
University, Blacksburg, VA, xxiv+253 p.
Bassler, C. C., V. Belenky, G. Bulian, A.
Francescutto, K. Spyrou & N. Umeda,
(2009) A review of available methods for
application to second level vulnerability
criteria. Proc. 10th Intl. Conf. Stability
of Ships and Ocean Vehicles, St. Petersburg, Russia.
10.2. Recommendations to the Conference
11.
Adopt the revised Procedure 7.5-02-0704.2, Model Tests on Damage Stability in

Waves.
Adopt the revised Procedure 7.5-02-0704.4, Numerical Simulation of Capsize
Behaviour of Damaged Ships in Irregular
Beam Seas.
Beaupuy, B., N. Stachelhausen, J.-Y. Billard,

E. Mogicato, P. Vonier & J.-F. Leguen
(2012) Operability of French naval ships
over 50 years. Proc. 13th Intl. Conf.
Athens, Greece, pp. 575582.
REFERENCES AND NOMENCLATURE
Beck, R. F., W. E. Cummins, J. F. Dalzell, P.

Mandel & W. C. Webster (1989) Motions in waves. Principles of Naval
Architecture, Vol. III, ed. by E. V. Lewis,
Jersey City, NJ, Society of Naval Architects & Marine Engineers, pp. 1190.
11.1. References
Bakalov, I. (2012) A probabilistic analysis

of stability regulations for river-sea ships.
Proc. 11th Intl. Conf. Stability of Ships
Belenky, V., C. C. Bassler, K. Spyrou (2009a)

Dynamic stability assessment in earlystage ship design. Proc. 10th Intl. Conf.
Stability of Ships and Ocean Vehicles, St.
Petersburg, Russia.
401
Bendat, J. S. & A. G. Piersol (2010) Random

Data, Analysis and Measurement Procedures. 4th edition, John Wily & Sons. Inc.,
New Jersey, USA.
Belenky, V. & B. Campbell (2012) Statistical

extrapolation for direct stability assessment. Proc. 13th Intl. Conf. Stability of
Ships and Ocean Vehicles, Athens, Greece,
pp. 243256.
Bonfiglio, L., S. Brizzolara & C. Chryssostomidis (2011) Added mass and damping
of oscillating bodies: a fully viscous numerical approach. Recent Advances in
Fluid Mechanics, Heat & Mass Transfer
and Biology, pp. 210215
Briggs, M. J. (1982) Multichannel maximum
entropy method of spectral analysis applied to offshore platforms. Proc. 14th
Offshore Tech. Conf. OTC, Houston, TX.
Belenky, V., A. M. Reed & K. M. Weems

(2009b) Probability of capsizing in beam
seas with piecewise linear stochastic GZ
curve. Proc. 10th Intl. Conf. Stability of
Ships and Ocean Vehicles, St. Petersburg,
Russia, pp. 637650.
Belenky, V., K. M. Weems, C. C. Bassler, M.
J. Dipper, B. Campbell & K. J. Spyrou
(2012a) Approaches to rare events in
stochastic dynamics of ships. Probabilistic Engineering Mechanics, 28:3038.
Brouwer, J., J. Tukker & M. van Rijsbergen

(2013) Uncertainty analysis of finite
length measurement signals. Proc. 3rd
Intl. Conf. Advanced Model Measurement
Technology for the EU Maritime Industry,
Gdansk, Poland.
Belenky, V., K. J. Spyrou & K. M. Weems

(2012b) Evaluation of the probability of
surf-riding in irregular waves with the
time-split method. Proc. 11th Intl Conf.
Athens, Greece.
Buchner B., G. Forristall, K. Ewans, M.

Christou & J. Henning (2011) New
insights in extreme crest height distributions (A Summary of the Crest JIP). Proc.
ASME 30th Intl. Conf. Offshore Mech. &
Arctic Engin., Rotterdam, the Netherlands.
Belenky, V., K. M. Weems & W-M. Lin

(2007) A probabilistic procedure for
evaluating the dynamic stability and capsizing of naval vessels, phase 1:
technology demonstration. SAIC Report
ASTD 08-017, 211 p.
Clauss, G. F. (2008) The taming of the shrew:

tailoring freak wave sequences for seakeeping tests, J. Ship Research,
52(3):194226.
Belenky, V., K. M. Weems, & V. Pipiras

(2013) Split-time method for calculation
of probability of capsizing due to pure
loss of stability. Proc. 13th Intl. Ship
Stability Workshop, Brest, France, pp. 70
78.
Dankowski, H. (2012) An explicit progressive flooding simulation method. Proc.

11th Intl. Conf. Stability of Ships and
Ocean Vehicles, Athens, Greece.
402
Handschel, S., N. Kllisch, J. P. Soproni, M.

Abdel-Maksoud (2012) A numerical
method for estimation of ship roll damping for large amplitudes. Proc. 29th
Symp. Naval Hydrodynamics, Gothenburg, Sweden, pp. 113.
Dommermuth, D. G. & D. K. P. Yue (1987)

A high-order spectral method for the
study of nonlinear gravity waves. J.
Fluid Mechanics, 184:267288. (1988)
Corrigendum, J. Fluid Mech., 189:589.
Gao, Q. & D. Vassalos (2011) Numerical
study of the roll decay of intact and
damaged ships. Proc. 12th Intl. Ship
Stability Workshop, Washington, D.C. pp.
277282.
Harmsen, E. (2006) Development of probability based quasi-static damage stability

criteria for naval ships. Proc. 9th Intl.
Conf. Stability of Ships and Ocean
Vehicles, Rio de Janeiro, Brasil.
Goertzel, G. (1960) Fourier analysis.

Mathematical Methods for Digital Computers, Ed. by A. Ralston & H. S. Wilf,
John Wiley & Sons, pp. 258262.
Green, A. E. & P. M. Naghdi (1986) A
nonlinear theory of water waves for finite
and infinite depths. Philos. Trans. Royal
Soc. London, Series. A, 320(1552):3770.
Harvey, A. H., A. P. Peskin & S. A. Klein

(2008) NIST/ASME Steam Properties
Version 2.22: Users Guide. National
Institute for Standards and Technology,
Gaithersburg, MD.
Haver, S. &, O. J. Andersen (2000) Freak
Waves: Rare Realizations of a Typical
Population or Typical Realizations of a
Rare Population?, Proc. 10th Intl. Offshore and Polar Engineering Conf.,
Seattle, WA, pp. 123132.
Green, A. E. & P. M. Naghdi (1987) Further

developments in a nonlinear theory of
water waves for finite and infinite Depths.
Philos. Trans. Royal Soc. London, Series
A, 324(1577):4772.
Henning, H. L. (2011) Investigation of the

heave, sway and roll motions of typical
ship like hull sections using RANS
numerical methods. Masters Thesis,
University of Stellenbosch, South Africa.
Grim, O. (1961) Beitrag zu dem Problem der

Sicherheit des Schiffes im Seegang.
Schiff und Hafen, 6:490497.
IAPWS (2008) Supplementary release on

properties of liquid water at 0.1 Mpa.
The Intl Assn. for the Properties of Water
& Steam, Berlin, Germany.
Gu, M., J. Lu & T. Wang (2012) An investigation on stability under dead ship condition
of a tumblehome hull. Proc. 13th Intl.
Vehicles, Athens, Greece, pp. 593 598.
Ikeda, Y., Y. Himeno, N. Tanaka (1976) On

roll damping force of ship: effects of
friction of hull and normal force of bilge
keels. J. Soc. Naval Arch. Japan,
161:4149. (in Japanese).
Gudmestad, O. T. (1993) Measured and

predicted deep water wave kinematics in
regular and irregular seas. Marine
Structures, 6:173.
403
IMO (2007b) SLF 50/4/4 Framework for the

development of new generation criteria
for intact stability. submitted by Japan,
the Netherlands, and the United States.
London, UK, 6 p.
Ikeda, Y., Y. Himeno & N. Tanaka (1977a)

One eddy making component of roll
damping force on naked hull. J. Soc.
Naval Arch. Japan, 142:5464.
Ikeda, Y., Y. Himeno & M. Tanaka (1978)
Components of roll damping of ship at
forward speed. J. Soc. Naval Arch. Japan,
143:121133.
IMO (2008) SLF 51 WP2 Revision of the

intact stability code. Report of the
Working Group (Part 1), London, UK,
21 p.
Ikeda, Y., K. Komatsu, Y. Himeno & N.

Tanaka (1977b) On roll damping force of
ship effects of hull surface pressure
created by bilge keels. J. Soc. Naval Arch.
Japan, 165:3140. (in Japanese).
IMO (2009) SLF 52/INF.2 Information

Collected by the Intercessional Correspondence Group on Intact Stability. Submitted by Japan. London, UK, 138 p.
Ikeda, Y., K. Komatsu, Y. Himeno & N.

Tanaka (1979) On roll damping force of
shipeffects of hull surface pressure
created by bilge keels. Report of Dept. of
Naval Arch., Univ. Osaka Prefecture, No.
00402.
IMO (2010) SLF 52/WP1 Development of

new generation intact stability criteria.
Report of the Working Group (Part 1),
London, UK, 15 p.
Ikeda, Y., K. Osa & N. Tatnaka (1988) Viscous forces acting on irregular oscillating
circular cylinders and flat plates. J.
Offshore Mech. and Arctic Engin., ASME,
110(2):140147.
IMO (2011) SLF 54/3/1, Annex 1 Framework

for the second generation intact stability
criteria, in development of second generation intact stability criteria. Report of the
Working Group at SLF 53 (Part 2),
Submitted by the Chairman of the
Working Group, London, UK, 5 p.
IMO (2005) MSC 80/24/Add. 1 Report of the

Maritime Safety Committee on its Eightieth Session. London, UK.
IMO (2012) SLF 54/WP.3 Development of

second generation intact stability criteria,
any other business. Report of the
Working Group (Part 1). London, UK,
24 p.
IMO (2006) MSC.1/Circ 1200 Annex. Interim guidelines for alternative assessment
of the weather criterion. London, UK,
17 p.
IMO (2013a) SLF 55/3/11 Development of

second generation intact stability criteria,
comparison study of draft level 2
vulnerability criteria for stability under
dead ship condition. Submitted by Italy
and Japan. London, UK, 4 p.
IMO (2007a) MSC 82/24/Add.1 Adoption of

Amendments to the Intl. Convention for
the Safety of Life at Sea, 1974, as
Amended. London, UK.
404
Irvine M., Jr., J. Longo & F. Stern (2004)

Towing tank tests for surface combatant
for free roll decay and coupled pitch and
Heave motions. Proc. 25th Symp. Naval
Hydrodynamics.
IMO (2013b) SLF 55/WP.3 Development of

second generation intact stability criteria;
development of amendments to Part B of
the 2008 IS Code on Towing, and Anchor
Handling Operations; Development of
amendments to the Criterion For Maximum Angle of Heel in Turns of the 2008
IS Code; Development of a mandatory
code for ships operating in polar waters.
Report of the Working Group (Part 1).
London, UK, 540 p.
ISSW (2011) Proceedings of the 12th International Ship Stability Workshop.

V.
Belenky. Ed., Washington, DC, iv+420 p.
ISSW (2013) Proceedings of the 13th International Ship Stability Workshop. Brest,
France.
IMO (2013c) SDC 1/INF.8 Development of

second generation intact stability criteria.
Information collected by the Correspondence Group on Intact Stability regarding
second generation intact stability criteria
development, Submitted by Japan. London, UK, 132 p.
ITTC (2008) Guide in the expression of

uncertainty in experimental hydrodynamics. ITTC Recommended Procedures
and Guidelines, 7.5-02-01-01, Revision 01,
25th Intl. Towing Tank Conf., 17 p.
IMO (2014) SDC 1/WP5 Development of

second generation intact stability criteria.
Report of the Working Group. London,
UK, 5 p.
ITTC (2011a) The Specialist Committee on

Stability in Waves: Final Report and
Recommendations to the 26th ITTC.
Proc. 26th ITTC, Rio de Janeiro, Brazil,
35 p..
IOC, SCOR & IAPSO (2010) The international thermodynamic equations of seawater2010: calculation and use of thermodynamic properties. Intergovernmental Oceanographic Commission, Manuals
and Guides No. 56, UNESCO, 196 pp.
ITTC (2011b) Numerical estimation of roll

damping. ITTC Recommended Procedures 7.5-02-07-04.5, 26th Intl. Towing
Tank Conf., 33 p.
Jalonen, R., P. Ruponen, A. Jasionowski, P.
Maurier, M. Kajosaari & A. Papanikolaou
(2012) FLOODSTAND overview of
achievements. Proc. 11th Intl. Conf.
Stability of Ships and Ocean Vehicles
(STAB'12), Athens, Greece, pp. 819830.
Irvine, M., Jr. (2004) Towing tank tests for

surface combatant for coupled pitch and
heave and free roll decay motions.
Doctorial thesis, University of Iowa, Iowa
City, IA.
405
Katayama T., Y. Yoshioka, T. Kakinoki & Y.

Ikeda (2010) Some Topics for Estimation
of Bilge-keel Component of Roll
Damping. Proc. 11th Intl. Ship Stability
Workshop, Wageningen, the Netherlands,
pp. 225230.
Jaouen, F., A. Koop & G. Vaz (2011) Predicting roll added mass and damping of a
ship hull section using CFD. Proc. ASME
30th Int.l Conf. Offshore Mech. & Arctic
Engin., Rotterdam, Netherlands, 11 p.
Jasionowski, A., D. Vassalos & L. Guarin
(2004) Theoretical developments on
survival time post-damage. Proc. 7th
Intl. Ship Stability Workshop, Shanghai,
China.
Katayama, T., Y. Yoshioka, T. Kakinoki & S.

Miyamoto (2011) A study on estimation
method of bilge-keel component of roll
damping for time domain simulation.
Proc. 12th Intl. Ship Stability Workshop,
Washington, DC, pp. 309316.
Jasionowski, A., D. Vassalos & L. Guarin

(2010) Time-based survival criteria for
passenger Ro-Ro vessels. Proc. 11th Intl.
Ship Stability Workshop, Wageningen,
Netherlands.
Kobyliski, L. (2006) Alternative stability

requirements based on system and risk
approach. Proc. 9th Intl. Conf. Stability
of Ships and Ocean Vehicles, Rio de
Janeiro, Brazil.
JCGM (2008) Evaluation of measurement

dataguide to the expression of uncertainty in measurement. JCGM 100:2008
GUM 1995 with minor corrections, Joint
Committee for Guides in Metrology,
Bureau Intl. des Poids Mesures (BIPM),
Svres, France.
Kobyliski, L. (2007) Goal-based stability

standards. Proc. 9th Intl. Ship Stability
Workshop, Hamburg, Germany.
Kobyliski, L. (2012) Stability criteria50
years of experience and future prospects.
and Ocean Vehicles, Athens, Greece,
pp. 91100.
Karlberg, D., R. Jalonen & P. Ruponen (2011)

Sensitivity analysis for the input data in
flooding simulation. FLOODSTAND
Report D2.6
Korpus, R. & J. Falzarano (1997) Prediction

of viscous roll damping by unsteady
NavierStokes techniques. J. Offshore
Mech. and Arctic Engin., 119:108113.
Katayama, T., J. Umeda, H. Hashimoto & B.

Yildiz (2013) A study on roll damping
estimation for non periodic motion. Proc.
13rd Intl. Ship Stability Workshop, Brest,
France, pp. 4449.
406
Krueger, S. & F. Kluwe (2010) Development

of threshold values for a minimum stability criterion based on full scale accidents. Technische Universitat HamburgHarburg, Institut fur Entwerfen von
Schiffen und Schiffssicherheit, Final
Report BMWi Project LaSSeLoads on
Ships at Sea, 03 SX 128 D, 167 p.
(English Translation from the German
original.)
Miller, R., J. Gorski & D. Fry (2002) Viscous

roll predictions of a circular cylinder with
bilge keels. Proc. 24th Symposium on
Naval Hydrodynamics, Fukuoka, Japan.
Kubo, T., N. Umeda, S. Izawa & A. Matsuda,

(2012) Total stability failure probability
of a ship in irregular beam wind and
waves: model experiment and numerical
simulation. Proc. 11th Intl. Conf. Stability of Ships and Ocean Vehicles, Athens,
Greece.
Naar, H. & S. Vaher (2010) Numerical study

on the critical pressure heads. FLOODSTAND Report D2.2a
Montewka, J., F. Goerlandt, S. Ehlers, T. Hinz

& P. Kujala (2013) A risk framework for
maritime transportation systems. Proc.
13th Int.l Ship Stability Workshop, Brest,
France, pp. 5869.
Naess, A. & T. Moan (2012) Stochastic

Dynamics of Marine Structures. Cambridge University Press, UK.
Kwon, S., Q. Chen, G. Mermiris, & D.

Vassalos, (2012) Coupling of progressive structural failure and loss of stability
in the safe return to port framework.
Newman, J. N. (1987) Evaluation of the

wave-resistance Green function: Part 1
The double integral. J. Ship Research,
31(2):7990.
Ochi, M. K. (1973) On Prediction of extreme
values. J. Ship Research, 17(1):2937.
Lee, G. J. (2014) Moment of Inertia of Liquid

in a Tank. Intl. J. Naval Architecture
and Ocean Engineering, 6(1):132150.
Ochi, M. K. (1990) Applied Probability and

Stochastic Processes. John Wiley and
Sons.
Longuet-Higgens, M. S. (1957) The statistical

analysis of a random moving surface.
Philos. Trans. Royal Soc. London, Series
A, 249:321387.
Oliveira, A. C. & A. C. Fernandes (2009) An

alternative approach for roll damping
estimation. Proc. 4th Intl. Workshop on
Applied Offshore Hydrodynamics, Rio de
Janeiro, Brazil.
Luke, Y. L. (1976) Mathematical Functions

and their Approximations. New York, NY,
Academic Press, Inc. 584 pp.
407
Peters, W. S., V. Belenky & A. M. Reed,

(2012) On regulatory framework of
direct stability assessment. Proc. 11th
Intl. Conf. Stability of Ships and Ocean
Vehicles, Athens, Greece.
Paap, M. (2005) Verification of CFD calculations with experiments on a rolling

circular cylinder with bilge keels in a free
surface. Masters Thesis, Delft University
of Technology & Bluewater Energy
Services, Delft, Netherlands.
Peters, W., V. Belenky & K. J. Spyrou (2013)

On alignment of the second generation
IMO intact stability criteria with the goal
based standards: Evaluation of the safety
level. Proc. 13th Intl. Ship Stability
Workshop, Brest, France, pp. 243250.
Papanikolaou, A., C. Mains, S. Rusaas, R.

Szalek, N. Tsakalakis, D. Vassalos & G.
Zaraphonitis (2010) GOALDS Goal
based damage stability. Proc. 11th Intl.
Ship Stability Workshop, Wageningen,
Netherlands.
Pierce, R. D. (1992) Run length and statistical

error estimation for seakeeping tests and
trials. Proc. Twenty-third American Towing Tank Conf., pp. 7382.
Park, J. C., Y. Uno, H. Matsuo, T. Sato & H.

Miyata (2001) Reproduction of fullynonlinear multi-directional waves by a 3D
viscous numerical wave tank. ISOPE
2001, Stavanger, Norway.
Press, W. H., B. P. Flannery, S. A. Teukolsky

& W. T. Vetterling (1986) Numerical
Recipes: The Art of Scientific Computing.
Cambridge University Press, Cambridge,
UK.
Pawowski, M. (2008) Closure on survival

time. Proc. 10th Intl. Ship Stability
Workshop, Daejeon, Korea.
Perrault, D. (2013) Examination of the
probability results for extreme roll of
naval vessels. Proc. 13th Intl. Ship Stability Workshop, Brest, France, pp. 178
184.
Provosto, M. & G. Z. Forristall, (2002)

Statistics of wave crests from models vs.
measurements. Proc. ASME 22th Intl.
Conf. Offshore Mech. & Arctic Engin.,
Oslo, Norway.
Peters, A. J. & P. Harrison (2006) A potential

framework for a performance based
damage stability standard for naval
vessels. Proc. 9th Intl. Conf. Stability of
Ships and Ocean Vehicles, Rio de Janeiro,
Brasil.
Ran, H., I. Rask & C. E. Janson (2012)

Damaged Ro-Pax vessel time to capsize.
Reed, A. M. (2009). A naval perspective on
ship stability. Proc. 10th Intl. Conf.
Petersburg, Russia, pp. 2144.
Peters, A. J. & D. Wing (2009), Stability

Criteria Evaluation and Performance
Based Criteria Development for Damaged
Naval Vessels. Proc. 10th Intl Conf.
Petersburg, Russia.
408
Roddier, D. (2000) Hydrodynamics of rolling

cylinders with and without bilge keels.
PhD Dissertation, University of California
at Berkeley.
Sheinberg, R., K. Stambaugh, A. Eisele & R.

Leadbetter (2006) Estimating probability
of capsize for operator guidance. Proc.
9th Int.l Conf. Stability of Ships and
Ocean Vehicles, Rio de Janeiro, Brasil.
Rosn A., L. Bjrnsson, M. Palmquist & E.

Ovegrd (2013) On the influence of sea
state idealizations and wave directionality
in dynamic stability assessments. Proc.
13th Intl. Ship Stability Workshop, Brest,
France.
Shigunov, V., N. Themelis & K. J. Spyrou

(2012) Critical wave groups vs. direct
Monte-Carlo simulations for typical
stability failure modes of a container ship.
Ruponen, P. (2007) Progressive flooding of a

damaged passenger ship. Doctoral Dissertation, Helsinki University of Technology, Department of Mechanical Engineering, Helsinki, Finland.
Skjong, R., E. Vanem & S. Russ (2006)

Holistic and risk based approach to
collision damage stability of passenger
ships. Proc. 9th Intl. Conf. Stability of
Ships and Ocean Vehicles, Rio de Janeiro,
Brasil.
Ruponen, P., M. Larmela, & P. Pennanen

(2012) Flooding prediction onboard a
damaged ship. Proc. 11th Intl. Conf.
Athens, Greece.
Smith, T. & B. Campbell (2013) On the

validation of statistical extrapolation for
stability failure rate. Proc. 13th Intl.
Ship Stability Workshop, Brest, France, pp.
7987.
Sadat-Hosseini, H., F. Stern, A. Olivieri, E. F.

Campana, H. Hashimoto, N. Umeda, G.
Bulian & A. Francescutto (2010) Headwave parametric rolling of a surface
combatant. Ocean Engineering, 37(10):
859878.
Sarkar, T. & D. Vassalos (2000) A RANSbased technique for simulation of the flow
near a rolling cylinder at the free surface.
Mar. Sci. Technol., 5:6677
Spanos, D. & A. Papanikolaou (2007) On the

time to capsize of a damaged RoRo/
Passenger ship in waves. Proc. 9th Intl.
Ship Stability Workshop, Hamburg, Germany.
time dependent survivability of ROPAX
ships. Proc. 11th Int.l Ship Stability
Workshop, Wageningen, Netherlands, pp.
143147.
Sclavounos, P. D. (1992) On the quadratic

effect of random gravity waves on floating
bodies. J. Fluid Mechanics, 242:475
489.
409
Spanos, D. & A. Papanikolaou (2012) Time

dependent survivability against flooding
of passenger ships in collision damages.
Proc. 11th Intl Conf. Stability of Ships
and Ocean Vehicles, Athens, Greece, pp.
401410.
Tagg, R. & C. Tuzcu, (2002) A performancebased assessment of the survival of damaged shipsFinal outcome of the EU
research project HARDER. Proc. 6th
Intl. Ship Stability Workshop, New York,
USA.

time for the abandonment of flooded
passenger ships due to collision damages.
J. Mar. Sci. & Technol.
Tanaka, N., Y. Himeno, Y. Ikeda & K.

Isomura (1981) Experimental study on
bilge-keel effect for shallow-draft ship. J.
Soc. Naval Arch. Japan, 180:6975.
Spyrou, K. J. & I. Roupas (2006) Damagedship survivability: A step beyond Wendel.

and Ocean Vehicles, Rio de Janeiro,
Brasil.
Tellkamp, J. & H. Cramer, (2002) A

methodology for design evaluation of
damage stability. Proc. 6th Intl. Ship
Stability Workshop, New York, USA.
Themelis, N. & K. J. Spyrou (2006) Probabilistic assessment of resonant instability.
Proc. 9th Intl. Conf. Stability of Ships and
Ocean Vehicles, Rio de Janeiro, Brasil.
STAB (2012) Proceedings of the 11th International Conference on the Stability of Ships
and Ocean Vehicles. K. J. Spyrou, N.
Themelis & A. D. Papanikolaou, Eds.,
Athens, Greece, 927 p.
Thompson, A. & B. N. Taylor (2008) Guide

for the use of the International System of
Units (SI). NIST Special Publication 811,
National Institute of Standards and
Technology, Gaithersburg, MD.
Stansberg, C. T., O. T. Gudmestad & S. K.

Haver (2006) Kinematics under extreme
waves. Proc. ASME 25th Intl. Conf.
Offshore Mech. & Arctic Engin., Hamburg,
Germany, OMAE2006-92491.
Tsakalakis, N., J. Cichowicz & D. Vassalos

(2010) The capsize band concept revisited. Proc. 11th Intl. Ship Stability
Workshop, Wageningen, Netherlands.
Stern, F., J. Yang, Z. Wang, H. SadatHosseini, M. Mousaviraad, S. Bhushan &

T. Xing (2013) Computational ship
hydrodynamics: Nowadays and way forward. Intl. Shipbuilding Progress, 60:3
105.
Umeda, N. (2013) Current status of second

generation
intact
stability
criteria
development and some recent efforts.
Proc. 13th Intl. Ship Stability Workshop,
Brest, France, pp. 138157.
410
vant Veer, R., J. de Kat & P. Cojeen (2002)

Large passenger ship safety: Time to
sink. Proc. 6th Int.l Ship Stability Workshop, New York, USA.
spectrum and the mean wave drift force on

a dynamically positioned vessel. Proc.
ASME 21th Intl. Conf. Offshore Mech. &
Arctic Engin., Oslo, Norway.
vant Veer R., W. Peters, A. L. Rimpela & J.

de Kat (2004) Exploring the influence of
different arrangements of semi-watertight
spaces on survivability of a damaged large
passenger ship. Proc. 7th Intl. Ship
Stability Workshop, Shanghai, China.
Wanderley, J. B. V., A. Ramiro, T. Reis, A. C.

Fernandes & C. Levi (2007) Numerical
simulation of roll damping of a FPSO.
Proc. ASME 26th Intl. Conf. Offshore
Mech. & Arctic Engin., San Diego, USA,
OMAE2007-29017.
Vassalos, D. (2012) Damage stability of

passenger shipsnotions and truths.
and Ocean Vehicles (STAB'12), Athens,
Greece, pp. 775790.
Wang, L. & T. Moan (2004) Probabilistic

analysis of nonlinear wave loads on ships
using Weibull, Generalized Gamma, and
Pareto Distributions. J. Ship Research,
48(3):202217.
Vassalos D. & A. Jasionowski (2013) Emergency response in ship flooding casualties. Proc. 13th Intl. Ship Stability Workshop, Brest, France.
Webster, W. C. (2009) Evolution and kinematics of steep, random seas: A comparison with usual engineering estimates.
Proc. 4th Intl. Workshop on Applied
Offshore Hydrodynamics, Rio de Janeiro,
Brazil.
Vassalos, D., A. Jasionowski & L. Guarin

(2005) Passenger ship safetyScience
paving the way. Proc. 8th Intl. Ship
Stability Workshop, Istanbul, Turkey.
Wilson, R. V., P. M. Carrica & F. Stern (2006)

Unsteady RANS method for ship motions
with application to roll for a surface
combatant. Computers & Fluids, 3:501
524.
Vugts, J. H. (1968) The hydrodynamic coefficients for swaying, heaving and rolling
cylinders in a free surface." International
Shipbuilding Progress, 15(167):251276.
Yago, K., Y. Ohkawa, T. Chuji & T. Utsunomiya (2008) Experimental study on

viscous damping force of box-shaped
body with fin. J. Soc. Naval Arch. Japan.
Vugts, J. H. (1970) The hydrodynamic forces

and ship motions in waves. Doctoral
Thesis, Delft University of Technology,
Delft, Netherlands, 115 p.
Yang, B., Z.-C. Wang & M. Wu (2012)

Numerical simulation of naval ships roll
damping based on CFD. Procedia
Engineering, 37:1418.
Waals, O. J., A. B. Aalbers & J. A. Pinkster

(2002) Maximum likelihood method as a
means to estimate the directional wave
411
Yeung, R. & P. Ananthakrishnan (1992)

Oscillation of a floating body in a
viscous fluid. J. Engin. Math., 26:211
230
CresT JIP Cooperative Research on Extreme

Seas and their impacT Joint
Industry Project
CTO
Centrum Techniki Oretowej
(Poland)
DoF
Degree of Freedom
DTMB
David Taylor Model Basin
EMLM
Extended Maximum Likelihood
Method
EPOT
Envelope Peaks Over Threshold
EU
European Union
FEM
Finite Element Method
FLOODSTAND Integrated Flooding Control
& Standards for Stability & Crisis
Management (EU Project)
FP
Forward Perpendicular
FPSO
Floating Production Storage &
Offloading
GM
Metacentric Height
GOALDS Goal Based Damage Stability
GZ
Righting Moment Arm
ICS
Intl. Council for Science
IAPSO
Intl. Assoc. for Physical Sciences
of the Ocean
IAPWS
Intl. Assoc. for Properties of
Water & Steam
IMO
Intl. Maritime Organisation
IOC
Intergovernmental Oceanographic
Commission
IS
Intact Stability
ISEI
Insufficient Stability Event Index
ISCG
Intercessional Correspondence
Group
ISO/ GUM International Standards
Group/Guide to the Expression of
Uncertainty in Measurements
ISSW
Intl. Ship Stability Workshop
ITTC
Intl. Towing Tank Conference
JCGM
Joint Committee for Guides in
Methodology
JONSWAP Joint North Sea Wave Observation
Project
KC
Keulegan-Carpenter number (KC =
UT/2h)
Yeung, R, S.-W. Liao & D. Roddier (1998)

On roll hydrodynamics of rectangular
cylinders. Proc. 8th Intl. Offshore &
Polar Engin. Conf., Montreal, Canada,
Vol. 3. pp. 44553.
Yeung, R, R. K. M. Seah &, J. T. Imamura
(2013) Lateral force and yaw moment on
a slender body in forward motion at a yaw
angle. J. Offshore Mech. & Arctic Engin.,
135(3): 031101 031109.
Ypma, E. & E. Harmsen (2012) Development
of a new methodology to predict the
capsize risk of ships. Proc. 11th Intl.
Vehicles, Athens, Greece.
Zaraphonitis, G., A. Papanikolaou, C. Roussou
& A. Kanelopoulou (2013) Comparative
study of damage stability regulations and
their impact on the design and safety of
modern ROPAX ships. Proc. 13th Intl.
Ship Stability Workshop, Brest, France,
pp. 235242.
11.2. Nomenclature
ASME
BIPM
CFD
CG
CPU
American Society of Mechanical

Engineers
Bureau Internatl. Poids Mesures
Computational Fluid Dynamics
Centre of Gravity
Central Processing Unit
412
KRISO
Korean Research Institute of Ships

& Ocean Engineering
LaSSe
Loads on Ships at Sea
LCG
Longitudinal Centre of Gravity
LOAS
Loss-of-Stability Accident
MARIN Maritime Research Institute
Netherlands
MEM
Maximum Entropy Method
MOI
Moment of Inertia
MSC
Maritime Safety Committee
NGS
Natl. Geologic Survey
NIST
Natl. Institute of Standards &
Technology (USA)
NOAA
Natl. Oceanic & Atmospheric
Administration (USA)
NSWCCD Carderock Division, Naval Surface
Warfare Centre
OMAE
Intl. Conf. on Ocean, Offshore
and Arctic Engineering
ONR
Office of Naval Research
PF
Probability of Capsizing
PIV
Particle Image Velocimetry
POT
Peak Over Threshold
RANS
Reynolds Averaged Navier-Stokes
RAO
Response Amplitude Operator
RDLI
Relative Damage Loss Index
RINA
Royal Institution of Naval
Architects
RO-RO
Roll On-Roll Off
ROPAX Roll On Passenger
SAIC
Science Applications Intl. Corp.
SCOR
Scientific Committee on Ocean
Research
SI
Intl. System of Units
SiW
Specialist Committee on Stability
in Waves
SLF
Sub-committee on Stability, Load
Lines & Fishing Vessels Safety
SOLAS
Intl. Convention for the Safety of
Life at Sea
STAB
Intl Conf. Stability of Ships &
Ocean Vehicles
UNESCO United Nations Educational,
Scientific & Cultural Organization
URANS
V&V
VCG
413
Unsteady Reynolds Averaged

Navier-Stokes
Verification & Validation
Vertical Centre of Gravity

1.
From here on, in order to save space in the

report, the Quality Systems Group will be addressed as QSG.
GENERAL
1.1. Membership and Meetings

1.2. Terms of Reference given by the 26th
ITTC to the QSG.
Benedetti L., CNR-INSEAN (Secretary)

Derradji A., NRC
Ferrando M., University of Genova, (Chair)
Johnson B., US Naval Academy (senior)
Kobayashi E., Kobe Univ.
Morabito M. G., US Naval Academy
Park J. T. NSWC Carderock Div.
Prez Rojas Luis, ETSIN
Sena Sales Jr J., LabOceano
van Rijsbergen M., MARIN
Woodward M. D., Newcastle Univ
1) Include a definition of the terms Verification and Validation in the ITTC

Symbols and Terminology List (to be
done within first three months as a basis
for the work of other committees).
2) Maintain the Manual of ITTC Recommended Procedures and Guidelines. Coordinate the modification and re-editing
of the existing procedures according to
the comments made by ITTC member
organizations at the Conference and by
the Technical Committees.
3) Support the Technical Committees in
their work on Recommended Procedures. Supply the chairmen of the new
committees at the beginning of the period with the MS Word versions of the
relevant procedures and the template for
the production of new procedures.
4) Observe the development or revision of
ISO Standards regarding Quality Control.
5) Update the ITTC Symbols and Terminology List.
6) Update the ITTC Dictionary of Hydromechanics.
From March 4th 2013 Morabito M. G., US

Naval Academy replaced Johnson B., US Naval Academy. Professor Jonson will remain a
corresponding member of the group.
From September 2013 Park J. T. Naval Surface Warfare Center Carderock Div. replaced
Derradji A., NRC
The Group held four meetings as follows:
Rio de Janeiro, September 3rd 2011
Madrid, June 25th to 27th 2012
Annapolis, July 1st to 3rd 2013
Genoa, January 27th to 29th 2014.
414
7) Cross-check the ITTC Symbols List and

the Dictionary with other standards e.g.
ISO.
8) Revise and update the existing ITTC
Recommended Procedures according to
the comments of Advisory Council,
Technical Committees and the Conference.
9) Before the third AC Meeting, review
and edit new ITTC Recommended Procedures with regard to formal Quality
System requirements including format
and compliance of the symbols with the
ITTC Symbols and Terminology List.
10) Follow the implementation of the
Benchmark data repository.
11) Support the technical committees with
guidance on development, revision and
update of uncertainty analysis procedures.
12) Observe ISO standards for uncertainty
analysis, in particular the uncertainty
analysis terminology.
13) Maintain Wiki for the 27th ITTC as a
trial period and create link to it from the
ITTC website.
2.
formance relative to the real-world objects it

simulates."
Verification is the process of determining that a model or simulation implementation accurately represents the developer's conceptual description and specification. (i.e., does the code accurately implement the theory that is proposed to
model the problem at hand?)
Validation is the process of determining
the degree to which a model or simulation is an accurate representation of the
real world from the perspective of the intended uses of the model or simulation.
(i.e., does the theory and the code that
implements the theory accurately model
the relevant physical problem of interest?)
Accreditation is the official determination that a model or simulation, is acceptable for use for a specific purpose. (i.e., is
the theory and the code that implements
it adequate for modeling the physics relevant to a specific platform? In other
words, are the theory and code relevant to
the type of vessel for which it is being
accredited?)
PERFORMED TASKS
A letter was sent to all of the Chairmen
with the definitions proposed by the QSG and
agreed upon by the AC Chairman.
2.1. Include a definition of the terms Verification and Validation in the ITTC
documents
The definitions have been entered into the

ITTC Dictionary of Hydromechanics.
The QSG has agreed on the following definitions:

2.2. Maintain the Manual of ITTC Recommended Procedures and Guidelines
"Verification, Validation, and Accreditation

are three interrelated but distinct processes that
gather and evaluate evidence to determine,
based on the simulation's intended use, the
simulation's capabilities, limitations, and per-
The revision of the Manual of ITTC Recommended Procedures and Guidelines concerned 54 documents:
415
Similarly, 7.5-02-07-04.4 was categorized

as a Guideline whereas the contents refer to it
as being a Procedure.
2 existing procedures were deleted

17 new Procedures/Guidelines have
been evaluated, 16 have been approved
and one postponed
To rectify this situation, the Advisory

Council agreed to the change of categorization
of the mentioned documents. Accordingly,
documents 7.5-01-03-03, 7.5-02-02-02 and 7.502-07-03.7 will be marked as Guidelines and
document 7.5-02-07-04.4 will be labelled as
Procedure.
35 existing procedures have been reviewed or updated, the revision of three

of which have been postponed.
The revision outcome is illustrated in Table

1.
In the process of revising the procedures
and guidelines submitted by the committees,
some apparent inconsistencies have been found
between the categorization (Procedure or
Guideline) and the contents/titles of the documents.
Specifically, 7.5-01-03-03, 7.5-02-02-02
and 7.5-02-07-03.7 were categorized as Procedures whereas the title and contents refer to
them as being Guidelines.
Table 1: Outcome of the Manual of ITTC Recommended Procedures and Guidelines Maintenance
New/
Revised
Number
R
R
N
1.0-01
1.0-02
1.0-04
4.2.3-01-02
4.2.3-01-03
7.5-01-03-01
7.5-01-03-03
7.5-01-03-04
7.5-02-01-01
Pr.
/Gl
Title
Description and Rules of the ITTC
Committee Structure of ITTC
Decision Making Between Conferences
Guidelines for Preparation of Technical Committee and
Group Reports
Work Instruction for Formatting ITTC Recommended
Procedures
Uncertainty Analysis, Instrument Calibration
Guideline on the Uncertainty Analysis for Particle Image Velocimetry
Benchmark for PIV(2C) and SPIV(3C) setups
Guide to the Expression of Uncertainty in Experimental
Hydrodynamics
416
AC
decisio
n
A
A
A
A
A
A
A
A
A
7.5-02-01-04
7.5-02-01-05
7.5-02-02-02
7.5-02-02-02.1
7.5-02-02-02.2
R
R
7.5-02-03-01.2
7.5-02-03-01.4
P
P
7.5-02-03-01.6
7.5-02-03-02.1
7.5-02-03-02.3
7.5-02-03-03.2
7.5-02-03-03.3
7.5-02-03-03.4
R
R
R
R
R
R
R
R
7.5-02-04-01
7.5-02-04-02
7.5-02-04-02.1
7.5-02-05-04
7.5-02-05-05
7.5-02-06-01
7.5-02-06-02
7.5-02-06-03
P
P
P
P
P
P
P
P
7.5-02-06-04
N
R
7.5-02-06-05
7.5-02-07-02.1
G
P
7.5-02-07-02.2
7.5-02-07-02.3
7.5-02-07-02.4
R
R
7.5-02-07-03.3
7.5-02-07-03.7
P
P
Guideline on Best Practices for the Applications of

PIV/SPIV in Towing Tanks and Cavitation Tunnels
Model scale noise measurements
General Guidelines for Uncertainty Analysis in Resistance Tests
Example for Uncertainty Analysis of Resistance tests in
Towing Tank
Practical Guide for Uncertainty Analysis of Resistance
Measurement in Routine Tests
Uncertainty Analysis Example for Propulsion Test
1978 ITTC Performance Prediction Method
Hybrid Contra-Rotating Shaft Pod Propulsor Model
Test
Open Water Test
Nominal Wake Measurements by LDV, Model Scale
Experiments
Cavitation Induced Pressure Fluctuations Model Scale
Experiments
Cavitation Induced Pressure Fluctuations Numerical
Prediction Methods
General Guidelines
Test Methods for Model Ice Properties
Resistance Test in Level Ice
Seakeeping Tests
Evaluation and Documentation of HSMV
Free Running Model Tests
Captive Model Test Procedure
Validation of Manoeuvring Simulation Models
Uncertainty Analysis for manoeuvring predictions based
on captive manoeuvring tests
Uncertainty Analysis for free running model tests
Predicting of Power Increase in Irregular Waves from
Model Test
Experiments on Rarely Occurring Events
Validation of Seakeeping Computer Codes in the Frequency Domain
Model Tests on Tanker-Turret Systems
Wave Energy Converter, Model Test Experiments
417
A
A
A
A
A
PP
A
A
A
A
A
A
A
PP
R
PP
A
A
A
A
A
A
A
A
A
A
D
D
A
N
N
N
N
R
7.5-02-07-03.8
7.5-02-07-03.9
7.5-02-07-03.10
7.5-02-07-03.11
7.5-02-07-04.2
P
P
G
G
P
7.5-02-07-04.4
R
N
N
7.5-03-02-03
7.5-03-02-04
7.5-03-03-01
G
G
G
7.5-03-03-02
7.5-03-04-02
R
R
N
7.5-04-01-01.1
7.5-04-01-01.2
7.5-04-04-01
P
P
P
Legend
Model Tests for Offshore Wind Turbines

Model Tests for Current Turbines
Guideline for VIV Testing
Guidelines for VIM Testing
Model Tests on Damage Stability in Waves
Numerical Simulation of Capsize Behaviour of Damaged Ships in Irregular Beam Seas
Practical Guidelines for Ship CFD Applications
Practical Guidelines for Ship Resistance CFD
Practical Guidelines for Ship Self-Propulsion CFD
Practical Guidelines for RANS Calculation of Nominal
Wakes
V&V of RANS Solutions in the Prediction of Manoeuvring Capabilities
Preparation and Conduct of Speed/Power Trials
Analysis of Speed/Power Trial Data
Underwater Noise from Ships, Full Scale Measurements
A
= Accepted
D
= Deleted
PP = Proposing Postponed
A
A
A
PP
A
A
A
A
A
A
A
A
A
A
duced clarifications to the existing requirements of ISO 9001:2000 and some changes
intended to improve consistency with ISO
14001:2004. No new requirements were added.
2.3. Support technical committees in their

work on Recommended Procedures
MS Word files containing the procedures to
be updated, together with the template to be
used for drafting new procedures has been sent
to the Chairmen of the ITTC Committees.
Nevertheless, a new version of the Standard

will be published in December 2015 by the
ISO, pending favourable vote by the members
in March 2015.
The Committees were also supplied with

the Guidelines for Preparation of Technical
Committee and Working Group Reports.
The process involves a number of draft releases and interested parties have been invited
to comment at various stages of the Standards
production. The first draft, called the Committee Draft, of ISO 9001:2015 was published in
May 2013 and was available for consultation
among members of ISO/TC 176/SC 2 (the ISO
committee that is leading the revision process)
until August 2013.
2.4. Observe the development or revision of

ISO Standards regarding Quality Control.
The present version of the ISO Standards
for Quality Management System is the ISO
9001:2008. This version basically re-narrates
ISO 9001:2000. The 2008 version only intro-
418
motivates this decision by arguing that

prevention is the task of the quality management system in its entirety, as opposed to a specific subsection of it.
The impact of this revision will be similar

to, if not greater than the 2000 edition, which
was a major change for accreditation bodies,
certification bodies, training organizations,
implementing organizations, procurement organizations, consultants and customers. The
transition period for ISO 9001:2000 was three
years and the expectation is that for the 2015
revision it will be the same, so activity is being
planned up to 2018.
However, this updated edition makes reference only to the Quality Management System
and the Technical Procedures are not affected.
The Technical Procedures are normally based
on ITTC Procedures.
The general changes can be summarized as

follows:
Adoption of a high-level structure and

terminology of Annex SL, a unified
guideline used for the development of all
new ISO standards (ISO/IEC, 2013).
New redaction to increase clarity and accessibility, reducing room for interpretation.
Introduction of two new clauses relating

to the context of the organization: understanding the organization and its context
and understanding the needs and expectations of interested parties.
Renders the adoption of a process approach in the implementation of a quality

management system more explicit, by including a clause, which specifies the requirements for the adoption of a process
approach.
Replaces the term products by goods

and services, in order to remove the existing bias towards organizations dealing
with physical products. As a result, the
new standard will be applicable for organizations of any kind.
Does not contain a clause with specific

requirements for preventive action. ISO
QSG feels obliged to submit to the Conference another quality standard that could be
appropriate for our experimental activity: the
ISO 17025 (ISO 2013), which sets general requirements for the competence of testing and
calibration laboratories, being the global quality standard for testing and calibration laboratories. It is the basis for accreditation from an
accreditation body, but an accreditation body
for towing tanks does not exist. The current
release was published in 2005.
Two main clauses are included in ISO/IEC
17025 Management Requirements and Technical Requirements. Management requirements
are related to the operation and effectiveness of
the quality management system within the
laboratory, and this clause has similar requirements to ISO 9001. Technical requirements
address the competence of staff; testing methodology; equipment and quality; and reporting
of test and calibration results.
Implementing ISO/IEC 17025 has benefits
for laboratories, but the work and costs involved should be considered before proceeding.
419
ISO 3715-1:2002; Ships and marine technology Propulsion plants for ships -- Part 1:
Vocabulary for geometry of propellers,
2.5. Update the ITTC Symbols and Terminology List.

After the last revision, the List is found to
be up-to-date and does not require a major
check.
ISO 3715-2:2001; Ships and marine technology -- Propulsion plants for ships -- Part 2:
Vocabulary for controllable-pitch propeller
plants,
Some minor maintenance has been performed as follows:
ISO 7255:1985; Shipbuilding -- Active control units of ships Vocabulary,
The symbol CAPP has been added;

The symbol LPP has been added to the
alphabetical list where it was missing;
The symbol c0.7 has been added as a consequence of the cross check with the ISO
Standards;
The symbol Re0.7 has been added.
ISO 7462:1985; Shipbuilding -- Principal

ship dimensions -- Terminology and definitions
for computer applications,
ISO 8384:2000; Ships and marine technology -- Dredgers Vocabulary,
ISO/TR 13298:1998; Ships and marine
technology -- Vocabulary of general terms,
2.6. Update the ITTC Dictionary of

Hydromechanics.
ISO 19018:2004; Ships and marine technology -- Terms, abbreviations, graphical symbols and concepts on navigation.
Revised or new entries:
Rake angle;
Skew;
Pod.
As regards ISO/TR 13298, ISO 19018 and

ISO 8384, no modification to the dictionary is
required.
Added figures:
The following gives a list of the additions/modifications required by the relevant

standard.
Co-ordinate planes;
Rake;
Set back;
Blade section.
ISO 3715-1:
2.7. Cross-check the ITTC Symbols List

and the Dictionary with other standards e.g. ISO.
QSG considered the following standards,
which were provided by the AC and were not
cross checked during the preceding period because of time shortage:
420
Leading edge, blade;

Leading edge, foil section;
Pitch;
Pitch angle;
Pitch, at a certain radius;
Pitch, blade mean;
Pitch, propeller mean;
Propeller reference system, cylindrical;
Propeller reference system, rectangular;
Trailing edge, blade;

Trailing edge, foil section.
ISO 3715-2:
Propeller;
Pitch angle, range of;
Pitch, design propeller;
Pitch, maximum ahead;
Pitch, maximum astern;
Pitch, nominal;
Blade position;
Blade position, angle of;
Propeller Windmilling.
the definition of Skew given in ISO

3715-1 ;
the definition of Propeller reference system, cylindrical given in ISO 3715-1;
the definition of Baseline given in ISO

7462.
For the time being, pending decisions of the

AC or the Conference, a statement was added
to the questioned definitions warning that the
definition is not in line with ISO.
2.8. Revise and update the existing ITTC

Recommended Procedures.
ISO 7462:
Axis co-ordinate;
Baseline;
Section;
all occurrences of Beam replaced with
Breadth;
Displacement Volume;
Moulded.
The QSG
procedures:
4.2.3-01-03
7.5-01-03-01
ISO 7255: added 6 new definitions:

7.5-02-01-01
Lateral thruster;
Retractable lateral thruster;
Rudder-propeller;
Swivelling rudder-propeller;
Retractable Rudder-propeller;
Active rudder.
the
following
Work Instruction for formatting ITTC Recommended

Procedures and Guidelines
Guide to the Expression of
Uncertainty in Experimental
Hydrodynamics
Procedure 4.2.3-01-03 has been updated in

order to ameliorate the format of the Recommended Procedures.
Minor corrections have been made to the
ITTC version of the GUM, Procedure 7.5-0202-02 ITTC (2014a). Equations (20) and (21)
have been corrected where a factor of 4 was
omitted from the coefficient for the shaft rotational rate, un, for the thrust and torque coefficients. The explanation on the tolerance for
weights has been restated in Section 14.1, and
equation (31c) has been corrected. The references to ISO have been replaced with JCGM.
The Symbol and Terminology List has been

accordingly updated where required.
Some definitions given in the ISO Standards conflict with the relevant ITTC definitions:
updated
the definition of Body Axes given in ISO

3715-1;
421
consistencies in the use of symbols and the use

of symbols not in the SaT List (such as RAW
Rwave, rho and rho0).
Errors were also discovered in the Instrument Calibration Procedure, 7.5-01-03-01

ITTC (2014b). A sign error has been corrected
in equation (19). The tolerance of weights in
section 5 has been re-stated, and equation (24)
corrected. The reference list has been updated.
Since these procedures are somehow connected with IMO and cannot be promptly corrected, Postponing the further updating of these
documents to the next ITTC period is recommended.
Section 7 has been added on Direct Digital

Calibration. Frequency signals from shaft rotational rate and carriage speed from a wheel
have been processed with frequency to voltage
(f-v) convertors. F-v converters are subject to
drift. Current data acquisition cards have a
counter port and built-in timing so that frequency can be measured directly without the
need for an f-v converter.
In the framework of above-mentioned procedures QSG suggests the develop of a new

procedure on full-scale torque measurements.
2.9. Review and edit new ITTC Recommended Procedures with regard to
formal Quality System requirements
During the revision process the QSG observed the non-compliance of procedures on
sea-trials 7.5-04-01-01.2.1 and 7.5-04-0101.2.2 with UA concepts and JCGM GUM
standards. Furthermore QSG noted some in-
The QSG review process regarded 35 existing and 17 new procedures adding to a total of
52 documents, as illustrated in Table 2.
Table 2: List of the reviewed procedures

Committee
Advisory Council /
Committee/Secretariat
Procedure No.
1.0-01
1.0-02
Executive
1.0-04
4.2.3-01-02
7.5-02-02-02.1
Resistance
7.5-02-02-02.2
7.5-02-02-02
7.5-02-03-01.4
Propulsion
7.5-02-03-01.6
7.5-02-03-02.3
422
Procedure title
Committee Structure of ITTC
Decision Making between Conferences
Guidelines for Preparation of Technical Committee and Group Reports
Example for Uncertainty Analysis of
Resistance Tests in Towing Tank
Practical Guide for Uncertainty
Analysis of Resistance Measurement
in Routine Tests
General Guideline for Uncertainty
Analysis in Resistance Tests
1978 ITTC Performance Prediction
Method
Hybrid Contra-Rotating Shaft Pod
Propulsors Model Test
Nominal Wake Measurement by LDV
Model Scale Experiments
7.5-02-03-03.2
7.5-02-03-03.3
7.5-02-03-03.4
7.5-02-05-05
7.5-02-06-01
7.5-02-06-02
7.5-02-06-03
Manoeuvring
7.5-02-06-04
7.5-02-06-05
7.5-03-04-02
7.5-02-05-04
7.5-02-07-02.1
Seakeeping
7.5-02-07-02.2
7.5-02-07-02.3
Ocean Engineering
7.5-02-07-03.10
7.5-02-07-03.11
7.5-02-07-04.2
Stability in Waves
7.5-02-07-04.4
7.5-03-02-03
7.5-03-02-04
CFD in Ship Hydrodynamics
7.5-03-03-01
7.5-03-03-02
Detailed Flow Measurements
7.5-01-03-03
7.5-01-03-04
423

Cavitation Induced Pressure Fluctuations Model Scale Experiments
Cavitation-Induced Pressure Fluctuations: Numerical Prediction Methods
Evaluation and Documentation of
HSMV
Free Running Model Tests
Captive Model Test Procedure
Validation of Manoeuvring Simulation
Models
Uncertainty Analysis for manoeuvring
predictions based on captive manoeuvring tests
Uncertainty Analysis for free running
model tests
Validation and Verification of RANS
Solutions in the Prediction of Manoeuvring Capabilities
Seakeeping Tests
Seakeeping prediction of Power Increase in Irregular Waves from Model
Tests
Experiments on Rarely Occurring
Events
Guideline for VIV Testing
Guideline for VIM Testing
Model Tests on Damage Stability in
Waves
Simulation of Capsize Behaviour of
Damaged Ships in Irregular Beam
Seas
Practical Guidelines for Ship CFD
Applications
Practical Guidelines for Ship Resistance CFD
Practical Guidelines for Ship SelfPropulsion CFD
Practical Guidelines for RANS Calculation of Nominal Wakes
Guideline on the Uncertainty Analysis
for Particle Image Velocimetry
Benchmark
for
PIV(2C)
and
7.5-02-01-04
7.5-04-01-01.1
7.5-04-01-01.2
7.5-02-01-05
Hydrodynamic Noise
7.5-04-04-01
7.5-02-07-03.7
Testing of Marine Renewable Devices

7.5-02-07-03.8
7.5-02-07-03.9
7.5-02-04-01
Ice
7.5-02-04-02
7.5-02-04-02.1
4.2.3-01-03

7.5-01-03-01
7.5-02-01-01
SPIV(3C) setups
Guideline on Best Practices for the
Applications of PIV/SPIV in Towing
Tanks and Cavitation Tunnels
Preparation
and
Conduct
of
Speed/Power Trials
Analysis of Speed/Power Trial Data
Model scale noise measurements
Underwater Noise from Ships, Full
Scale Measurements
Wave Energy Converter Model Test
Experiments
Model Tests for Offshore Wind Turbines
Model Tests for Current Turbines
General Guidelines for Ice Model
Testing
Test Methods for Model Ice Properties
Resistance Test in Ice
Work Instruction for formatting ITTC
Recommended Procedures and Guidelines
Guide to the Expression of Uncertainty in Experimental Hydrodynamics
The great majority of the procedures required an enormous amount of editing with
respect to format. This is probably due to the
fact that procedure 4.2.3-01-03 was not sufficiently clear about the use of Styles. The new
version of the document will help to obtain
documents in line with the ITTC agreed format.
will open the new file with the following template:
The document 0.0 Register has been updated accordingly.
2.10. Follow the implementation of the

A template in word format has been prepared to write new procedures in the next ITTC
period. To write a new procedure, an author
The Benchmark Data Repository structure

has been decided by the 26th ITTC.
ProcTemplate_2017.dotx
The file is included in the CD.
424
The QSG has tried to locate the benchmark

data, in order to supply them to the web-site
administrator for publication. The task proved
to be extremely difficult since nobody seems to
know who actually has the required data.
To this effect, a request was forwarded to
the AC through the ITTC Secretary aimed go
obtain information about the benchmark data
location, but no news has been obtained.
The QSG proposes to the Conference to insert into the ToR of each of the Committees an
item regarding the location of the performed
benchmark data about relevant topics, and to
provide the information to the next QSG.
2.11. Support the technical committees with

update of uncertainty analysis procedures.
Liaison
Committee
Rojas
Resistance and Propulsion
Woodward
Manoeuvering - Stability in
Waves
Sales
Seakeeping - Ocean Engineering
Rijsbergen
CFD - Detailed Flow Measurement and Noise
Benedetti
Perfomance of Ships in Service
Derradij
Marine Renewable Devices

Ice
On December 2011 letters have been sent to

all Chairmen asking to appoint a person to
liaise with QSG.
Following the invitation letter, a request for
support was received from the Manoeuvring
Committee. The Manoeuvring Committee
(MC) agreed at their first meeting to invite the
QSG representative on uncertainty analysis to
subsequent meetings. Attending the 2nd meeting of the MC (19-21 Nov 2012 Nantes,
France) the QSG representative presented an
overview of the changes needed to come in line
with ISO and assisted in a workshop to review/develop one procedure:
During the first meeting in Rio de Janeiro

the Group decided to support the technical
committees by appointing a QSG member to
follow their work and provide guidance and
assistance if required.
7.5-02-06-04 Force and Moment Uncertainty Analysis, Example for Planar

Motion Mechanism Test, Effective date
2008, Rev. 00.
Attending the 3rd meeting of the MC (5-7

June 2013 Antwerp, Belgium) the QSG representative assisted with the development of
two procedures:
425
http://www.bipm.org/en/committees/jc/jcgm/
7.5-06-05 Uncertainty Analysis for

Free-running Model Tests, Effective
date 2014, Rev. 00.
7.5-02-06-04 Uncertainty Analysis for
Manoeuvring Prediction based on Captive Manoeuvring Tests, Effective date
2014, Rev. 01.
The GUM has been re-released as JCGM

(2008a) and the VIM as JCGM (2008b). A total
of seven documents are being developed in
support of the GUM. Four have been completed: JCGM (2008c), JCGM (2009), JCGM
(2011), and JCGM (2012). Three more are in
preparation: JCGM (20xxa, b, c).
Following the 3rd meeting, additional materials were worked on in collaboration to assist
with the development of the procedures.
JCGM (2009) is an introduction to the

GUM. The body of this report is 15 pages and
serves as a good introduction to the GUM. The
other six supplemental documents apply to
more advanced users of uncertainty analysis.
Furthermore, the adoption of uncertainty

analysis in hydrodynamic metrology is a necessary and on-going task. However, expertise, in
this ever-developing field, cannot reasonably
be expected to be present in every technical
committee.
2.13. Maintain Wiki for the 27th ITTC as a

trial period and create link to it from
the ITTC website.
The format of maintaining a core group of

uncertainty specialists within the QSG, provides a critical mass for the cross-fertilisation
of ideas while at the same time providing consistency in the support to the ITTC community.
The link to Wiki Dictionary has been added

into the ITTC website and it is operative
(www.ittc.info). The Wiki is also accessible
directly from:
Maintain a core group of uncertainty specialists within QSG is recommended, which is

sufficient in size to achieve succession planning and knowledge transmission.
http://www.ittcwiki.org/doku.php
2.12. Observe ISO standards for uncertainty

analysis.
The ITTC Wiki online tool has been maintained operative as instructed by 26th ITTC.
The online version of the Wiki Dictionary has
been updated to reflect the changes approved at
the 26th ITTC.
Since the publication of the uncertainty

procedures from the 25th ITTC, which were
based upon the ISO Guide to the Uncertainty in
Measurement, the responsibility of the GUM
and the International Vocabulary for Metrology
(VIM) has been transferred to the Bureau International des Poids Measures (BIPM) and the
Joint Committee for Guides in Metrology
(JCGM). The latest information may be found
on the BIPM web page:
The way of operating and updating the

Wiki has followed so far the policy to implement changes on line only after the ITTC has
approved the Dictionary itself (i.e. updates
happen every 3-year period). In the spirit of
Wiki as a tool, inter-session updates should be
allowed under the disclaimer that the online
version is not an adopted version of the ITTC
Dictionary. This proposal is included in the
recommendations of Section 5.
426
A report on the analytics of the usage of the

website is contained in Annex A to this report.
3.
3.2. New Procedure on Torsionmeters

Development of a new procedure on torsionmeters is proposed for ship trials. Modifications to ships have been proposed for fuel
savings such as Cusanelli and Karafiath (2012).
The claim is made that 1 % fuel savings from
improved ship performance of DDG 51 class
ships would result in an annual fuel savings of
100,000 USD per ship. However, if the fuel
consumption is known with an uncertainty of 2
%, the 1 % savings is meaningless. No estimate exists on the uncertainty in fuel consumption for the U. S. Navy. This dilemma is what
Kline (1985) has called the hopeless experiment.
OTHER MATTERS
3.1. Survey of Uncertainty Analysis Procedure Usage

Anecdotal evidence exists in the ITTC
community in difficulty in the application of
the ITTC uncertainty analysis procedure, ITTC
(2014a). For the 28th ITTC, a survey is proposed on the application of ITTC (2014a).
From the survey results, a simplified step-bystep procedure will be developed on uncertainty analysis for novices. Perhaps a second
workshop on uncertainty analysis should be
conducted by the 28th ITTC.
An accurate measure of fuel consumption

by the propulsion system may not be possible
since fuel consumption may go to other
sources. Consequently, the only direct measurement of the ship propulsion performance is
the computation of power from the shaft speed
and torque. Insel (2008) has described some of
the challenges associated with ship powering
measurements. Insel (1985) concludes that the
uncertainty in ship powering is between 3 and
5 % of full-power. Environmental conditions
will increase the uncertainty; consequently,
ship trials should be conducted at a low sea
state (low waves and wind speed) and low current. With current estimates in powering, the
claimed reduction in power is likely smaller
than the estimated uncertainty. Again the ship
modification and the ship trial would be a
hopeless experiment.
Further, a surveying of the extent and

breadth of uptake of uncertainty analysis techniques and procedures by the hydrodynamic
testing community is recommended. This
should evaluate the extent to which the four
key stages of uncertainty analysis are implemented; viz.:
1. Type-B evaluation of zero-order replication level uncertainties including calibration with traceability to a national
standard.
2. Type-A evaluations of the above mentioned uncertainty sources instead.
3. Evaluation of random uncertainties assessed by time series analysis, repeat
measurements or reproduction measurements.
If a ship trial is performed at favourable environmental conditions, the uncertainty in

powering must reduced to as low a value as
practical. The primary contributor to the uncertainty in power is from the torque measurement. At present, the best device is a calibrated
torsionmeter such as the one in Figure 1.
4. Evaluation of systematic modeling uncertainties due to model size and interfacility bias.
427
Torque is measured as the relative rotational displacement of the two rings in the figure. The displacement is measured by strain
gages mounted in the connecting bar. The displacement and voltages are measured in a calibration fixture with instruments traceable to a
National Metrology Institute (NMI). Data are
transmitted by a wireless device.
From an uncertainty analysis, G is the dominant term. Thus, the uncertainty in torque and
power is 2.3 % of the full-scale calibration
value. In an example calculation, ITTC (2002)
estimated the expanded uncertainty in power
from all sources as 2.8 % by comparison with
Insel (2008) of 3 to 5 %. A reduction in the
uncertainty requires a measured value of G
with an uncertainty estimate.
However, an ultrasonic gage can measure
the shear-wave velocity, Vs of the shaft material and G computed by the following:
G = Vs2
where is the density of the material. Although density may not have been measured
for a particular shaft, the density probably has a
relatively low uncertainty. In principle, density
can be computed from the shaft weight and
geometry, but such a calculation would require
NMI traceable measurements of the weight and
shaft dimensions.
Figure 1. Drawing of torsionmeter installation.

The torque is then computed from the following:
Q = GJ /(RL)
(1a)
The outside diameter, Do, of the shaft may

be measured directly with a micrometer caliper
or indirectly from a circumference measurement with a tape, and the inside diameter, Di,
from the wall thickness, t, as follows:
where is the measured deflection, G the

modulus of rigidity or shear modulus of elasticity, R the radial distance to the sensor, L the
length of the span between the two rings, and J
is the polar moment of inertia. For a hollow
shaft,
J = ( / 32) /( D D )
4
o
4
i
(2)
Di = Do 2t
(3)
Di = C / 2t
(4)
or
(1b)
where C is the shaft circumference as measured
with a tape measure. The wall thickness is
measured with an ultrasonic gage. For calibration of the ultrasonic gage, gage blocks should
be manufactured from the same-class material
as the shaft with documented measurements of
and Do is the outside diameter of the shaft and

Di the inside diameter.
The only item that cannot be measured directly is the value of G. From ITTC (2002), the
expanded relative uncertainty in G is 2.3 %.
428
G, the dimensions, density, and their uncertainties.
The estimated uncertainties for the various

elements are listed in Table 3. A complete estimate requires the dimensions of the torsionmeter. As a preliminary estimate, the uncertainty G is computed from Equation (7), where
the uncertainties in the shear wave velocity and
density are assumed as 1 % and 2 %, respectively. The uncertainties in G from the two
elements are respectively, 120 x 106 and 164
x 106 Pa. The combined expanded uncertainty
in G is then 200 x 106 Pa or 0.25 %. An accurate assessment of density uncertainty is then
necessary. If G is the dominant term in the uncertainty estimate, the uncertainty in torque and
power is approximately 0.25 %. With the inclusion of the other terms, 0.50 % expanded
uncertainty in power appears to be reasonable.
The uncertainty in torque may be computed

from Equations (1) from the law of propagation
of uncertainty either by analytical methods or
central finite differencing from JGCG (2008a)
and ITTC (2014a). The result for the relative
standard uncertainty is
2
u u u u u
= + G + J + R + L
Q
G J R L
(3)
uQ
The uncertainty in the polar moment of inertia

for the shaft is
u J = ( / 8) (u Do Do3 ) 2 + (u Di Di3 ) 2
Table 3. Uncertainty estimates for elements of

torque calculation.
(4)
If the outside diameter is measured by a micrometer, the uncertainty of the inside diameter
is
Symbol Units
Value
mm
1.0
(5)
Di
mm
0.025
If the outside diameter is computed from a

measurement of the circumference, the uncertainty in the inside diameter is
Do
mm
0.025
mm
0.10
u Di = (uC / ) 2 + 4ut2
mm
0.10
mm
0.025
Vs
m/s
2.4
kg/m3
16
u Di = u D2 o + 4ut2
(6)
The standard uncertainty in G from the

shear wave velocity measurement from Equation (2) is
uG = (2 Vs uVs ) + V u
2
4
s
(7)
For a better assessment of the uncertainty
the following procedures should be followed:
For conventional steel, the values for the

shear modulus of elasticity are as follows:
G = 8.0 x 10 Pa
= 7800 kg/m3
Vs = 3200 m/s
429
Calibration of the displacement sensor

per the ITTC calibration procedure, ITTC
(2014b).
4.
Calibration of the ultrasonic device for

the shear velocity and thickness with
gage blocks.
Multiple measurements of the shaft outside diameter, wall thickness and shear
wave velocity. Measurements are recommended at eight (8) equal increments
or 45 increments around the shaft both
forward and aft of the torsionmeter for a
total of 16 measurements. If the outside
diameter is computed from the circumference, the circumference should be
measured forward and aft of the torsionmeter.
Measurements of R and L should be provided by the manufacturer with uncertainty estimates.
Measurement of shaft speed by direct
digital methods per ITTC (2014b).
5.
a new procedure on full scale torque

measurements,
a guideline with number 7.5-02-01-02
and working title: Guideline to Practical
Implementation of Uncertainty Analysis
a procedure on the determination of a
type A uncertainty estimate of a mean
value from signal analysis
RECOMMENDATIONS TO THE
CONFERENCE
The QSG recommends to the Full Conference

to:
adopt the revised procedure 4.2.3-01-03
Work Instruction for formatting ITTC Recommended Procedures and Guidelines;
adopt the revised procedure 7.5-01-03-01
Uncertainty Analysis, Instrument Calibration;
CONCLUSIONS
The revision of the ITTC Quality Manual

concerned 54 documents. Two existing procedures were deleted, 17 new procedures/Guidelines have been added, 35 existing
procedures have been reviewed or updated, of
which 3 have been postponed.
adopt the revised procedure 7.5-02-01-01

Guide to the Expression of Uncertainty in Experimental Hydrodynamics;adopt the revised
Symbols and Terminology List;
adopt the name of ITTC Dictionary of
Hydromechanics in place of Dictionary of
Ship Hydrodynamics;
The cross checking of the Dictionary and

the Symbols and Terminology List with ISO
standards has been completed and produced a
number of new entries in the ITTC documents.
A decision is still required by the Conference
about the discrepancy in the definition of Skew
between ISO and the ITTC definitions.
adopt the revised ITTC Dictionary of

Hydromechanics Version 2014;
enhance the liaison with ISO with a view to
reconcile the differences in definitions between
ISO standards and ITTC definitions as laid
down in the abovementioned procedures
The Dictionary and the Symbol and Terminology List have been updated and some mistakes have been rectified.
allow the Wiki tool to implement updates to

the Dictionary also between conferences.
The development of three new documents is

proposed to the Conference for the next ITTC
period:
430
6.
support the Technical Committees with

guidance on development, revision and update
of uncertainty analysis procedures,
RECOMMENDATIONS FOR FUTURE WORK
The following future work is recommended:

support the Technical Committees in their
work on Recommended Procedures. Supply the
chairmen of the new committees at the beginning of the period with the MS Word versions
of the relevant procedures and the template for
the production of new procedures,
observe ISO standards for uncertainty

analysis, in particular the uncertainty analysis
terminology,
review developments in metrology theory
and uncertainty analysis and issue appropriate
Procedures,
continue to maintain the online Wiki tool
keeping it up to date and in line with the
adopted documents of the ITTC,
maintain the Manual of ITTC Recommended Procedures and Guidelines. Coordinate the modification and re-editing of the
existing procedures according to the comments
made by ITTC member organizations at the
Conference and by the Technical Committees,
include a new section of the Dictionary

dedicated to Offshore Engineering, as preparation for an extension of ITTC procedures to
this fast developing field,
observe the development or revision of ISO

Standards regarding Quality Control,
include into the Dictionary a section dealing

with planning craft and a section on pods,
update the ITTC Symbols and Terminology

List,
include into the Dictionary a section on

pods,
update the ITTC Dictionary of Hydromechanics,
develop a guideline with number 7.5-02-0102 and working title: Guideline to Practical
Implementation of Uncertainty Analysis. This
guideline should assist committee members
(primarily beginners but also experienced in
the field of UA) in making an adequate uncertainty analysis in both pre-test and post-test
situations. It should provide an overview of all
the steps to be taken in an uncertainty analysis
and refers to existing procedures such as 7.502-01-01 on basic techniques and 7.5-01-03-01
on calibration,
revise and update the existing ITTC Recommended Procedures according to the comments of Advisory Council, Technical Committees and the Conference,
before the third AC Meeting, review and
edit new ITTC Recommended Procedures with
regard to formal Quality System requirements
including format and compliance of the symbols with the ITTC Symbols and Terminology
List,
develop a procedure on the determination of

a type A uncertainty estimate of a mean value
from signal analysis, based on Brouwer et al.
(2013). This analysis provides an uncertainty
estimate in cases where instead of multiple
follow the implementation of the Benchmark data repository,
431
repeat or reproduction measurements, only a

single time series is available,
2th International Towing Tank Conference,

draft.
surveying the extent and breadth of uptake

of uncertainty analysis techniques and procedures by the hydrodynamic testing community,
ITTC, 2014b, Uncertainty Analysis Instrument Calibration, ITTC Procedure 7.5-0103-01, Revision 01, 27th International Towing Tank Conference, draft.
JCGM, 2008a, Evaluation of measurement
data Guide to the expression of uncertainty in measurement, JCGM 100:2008
GUM 1995 with minor corrections, Joint
Committee for Guides in Metrology, Bureau International des Poids Mesures
(BIPM), Svres, France.
develop a new procedure on torsionmeters

for ship trials.
7.
REFERENCES
Brouwer, J., Tukker, J., van Rijsbergen, M.,

2013, Uncertainty Analysis of Finite
Length Measurement Signals, 3rd International Conference on Advanced Model
Measurement Technologies for the Maritime Industry, Gdansk, Poland.
JCGM, 2008b, International vocabulary of

metrology Basic and general concepts and
associated terms (VIM) JCGM 200:2008
VIM, Joint Committee for Guides in Metrology, Bureau International des Poids Mesures (BIPM), Svres, France.
Cusanelli, D. S. and Karafiath, G., 2012, Hydrodynamic Energy Saving Enhancements

for DDT 51-Class Ships, Naval Engineers
Journal, American Society of Naval Engineers, No. 124-2, pp. 123-138.
JCGM, 2008c, Evaluation of measurement

data Supplement 1 to the Guide to the
expression of uncertainty in measurement
Propagation of distributions using a
Monte Carlo method, JCGM 101:2008,
Joint Committee for Guides in Metrology,
Bureau International des Poids Mesures
Insel, M., 2008, Uncertainty in the analysis of

speed and powering trials, Ocean Engineering, Elsevier, Vol. 35, pp. 1183-1193.
ISO/IEC 2013 ISO/IEC, Directives, Part 1.
Consolidated ISO Supplement Procedures
specific to ISO, Fourth Edition, 2013. Annex SL (normative). Proposals for management system standards.
JCGM, 2009, Evaluation of measurement data

An introduction to the Guide to the expression of uncertainty in measurement
and related documents, JCGM 104:2009,
ITTC, 2002, The Specialist Committee on

Speed and Powering Trials, Final Report
and Recommendations to the 23rd ITTC,
Proceedings of the 23rd International Towing Tank Conference, Vol. II, p. 355.
ITTC, 2014a, Guide to the Expression of Uncertain in Experimental Hydrodynamics,
ITTC Procedure 7.5-02-02-02, Revision 02,
432

Supplement 2 to the Guide to the expression of uncertainty in measurement Extension to any number of output quantities,
JCGM 102:2009, Joint Committee for
Guides in Metrology, Bureau International
des Poids Mesures (BIPM), Svres, France.
The role of measurement uncertainty in
conformity assessment, JCGM 106:2012,
JCGM, 20xxa, Evaluation of measurement
data Supplement 3 to the Guide to the
expression of uncertainty in measurement
Modeling, JCGM 20xx:103. Joint
Committee for Guides in Metrology, Bureau International des Poids Mesures
(BIPM), Svres, France, in preparation.
JCGM, 20xxb, Evaluation of measurement
data Concepts and basic principles,
JCGM 20xx:105, Joint Committee for
des Poids Mesures (BIPM), Svres, France,
in preparation.
JCGM, 20xxc, Evaluation of measurement data
Applications of the least-squares method, JCGM 20xx:107, Joint Committee for
des Poids Mesures (BIPM), Svres, France,
in preparation.
Kline, S. J., 1985, The Purpose of Uncertainty
Analysis, Journal of Fluids Engineering,
American Society of Mechanical Engineers,
Vol. 107, No. 2, pp. 153-160.
433
8.
As can be seen looking at the table, quite

relevant effort has been dedicated to figures
and schemes to be included in the web pages.
This is an area that still needs attention and
further work in order to achieve a uniform acceptable level in terms of quality of the images,
drawings, table, sketches that are present in the
Dictionary. Several schemes have been redrawn from scratch.
ANNEX A REPORT ON THE ACTIVITY ON THE WIKI WEBSITE.
As agreed at 26th ITTC in 2011, QSG maintained and further developed the ITTC Wiki
page dedicated to the Dictionary of Hydromechanics at the following web address:
http://www.ittcwiki.org/doku.php/start
An example is shown below:
hosted at CNR-INSEAN, Roma, Italy.
ITTC Wiki Home page

The structure of the ITTC Wiki dictionary
is:
General
Vessel Geometry and Stability
Resistance
Propeller (including propeller geometry)
Cavitation
Seakeeping
Manoeuvrability
Performance (in the context of speed and
power)
Alphabetic dictionary
and fully reflects the structure of the ITTC Dictionary as agreed at 26th ITTC contained in the
pdf version.
As for the pdf version it is also possible to
browse the Alphabetic version.
Table A1 lists some of the modifications
implemented on the online tool after the 26th
ITTC to match the changes approved by the
Conference.
If the proposal of the QSG on the Dictionary is accepted by the 27th ITTC, the web pages
434
will be aligned again with the new proposed

structure. Then, the occasional further improvement can be implemented.
A link to the ITTC Wiki pages has been
added on the ITTC web site to increase the
visibility.
Trend of the users Analytics between 26th

ITTC and April 2014
An analysis of the visitors and their behaviour when visiting the ITTC Wiki has been
carried out and in the following most relevant
data collected between September 2011 (26th
ITTC) and April 2014 are showed below.
The Trends above show slow constant increase of the number of visitors.
SESSIONS
27.141
USERS
20.269
PAGE VIEWS
64.129
BOUNCE RATE
61.85%
More than 27.000 Sessions and more than
20.000 users have been registered.
New Visitors vs. Returning Visitors

Looking into how visits are geographically
distributed is also interesting.
Trend of the Sessions between 26th ITTC and

April 2014
Visits by Country
435
Visits by Continent
Visits by Continent figures
As can be seen by the previous analysis
Europe has registered more than 12.000 visitors
followed by Asia and the Americas. This result
is not coming as a surprise given the large
number of ITTC members in Europe and Asia.
For the Americas the two countries that have
shown significant interest are US and Brazil.
Singapore with more than 700 visits is
ranked 9th. This suggests that not only researchers and technicians belonging to ITTC
members organization have been visiting the
ITTC Wiki pages but also other type of professionals with a maritime interest. A big part of
those are (with an educated guess) students and
maritime universities in general. This fact is an
extremely positive signal that should not be
underestimated given the constant shortage of
qualified human capital experienced by several
ITTC organizations.
Visits by Citiy
For improved visibility, further dissemination actions could be imagined such as ITTC
members to add a link to the ITTC Wiki to the
web pages of their organizations.
Visits:First 10 Countries
436
Table A1: Modifications approved by the 26th ITTC Conference implemented on the Wiki tool
2014/03/14 11:34
2014/02/26 18:42
2014/02/26 18:35
2014/01/10 13:24
2014/01/10 10:45
2014/01/10 10:05
2014/01/10 10:00
2014/01/10 09:54
2013/10/09 15:18
2013/10/09 15:05
2013/10/09 15:05
2013/10/09 15:05
2013/10/09 15:05
2013/10/09 15:04
2013/10/09 15:04
2013/10/09 15:04
2013/10/09 15:04
2013/10/09 15:03
2013/10/09 15:03
2013/10/09 15:03
2013/10/09 15:03
2013/10/09 15:03
2013/04/08 14:34
2013/02/04 12:42
2012/09/03 15:52
2012/05/06 13:06
2012/05/05 20:59
2012/05/05 20:44
2012/05/05 19:24
2012/05/05 18:07
2012/05/05 18:07
2012/05/05 17:43
2012/05/05 17:43
2012/05/05 10:00
2012/05/05 00:16
2012/04/19 14:09
2012/03/21 18:12
2012/03/13 12:14
2012/03/13 12:08
2012/03/13 11:16
2012/03/13 11:16
2012/03/13 10:31
structured_dictionary:propeller [Blade position] ubuwiki

structured_dictionary:shipgeometry [Beam] ubuwiki
structured_dictionary:general [Axes co-ordinate] ubuwiki
propeller:structureddictionary2008_img_25.jpg created ubuwiki
structured_dictionary:seakeeping [Added mass [M]] ubuwiki
manoeuvrability:manoeuvrability7_1_ok.png created ubuwiki
structured_dictionary:performance [Admiralty coefficient] ubuwiki
start [ITTC Dictionary] ubuwiki
document [reference] ubuwiki
structured_symbols_list2011.pdf created ubuwiki
ittc_alphabet_dictionary_2011.pdf created ubuwiki
ittc_structured_dictionary_2011.pdf created ubuwiki
alphabetic_ittc_symbols_list2011.pdf created ubuwiki
dw-backup-20120621-185027.tar.bz2 removed ubuwiki
dictionary2011.pdf removed ubuwiki
alphabetdictionary2011.pdf removed ubuwiki
sidebar ubuwiki
trysyntax:trysyntax [Graphic notes] ubuwiki
proposal:dictionary:planing_resistance_and_trim_01.png created marco.ferrando-prof
proposal:dictionary:speed_en.png created marco.ferrando-prof
propeller:set_back.png created marco.ferrando-prof
structured_dictionary:set_back.png created marco.ferrando-prof
propeller:wing.png created marco.ferrando-prof
propeller:skew_3_3d.png created marco.ferrando-prof
propeller:propeller_lines.png created marco.ferrando-prof
propeller:rake_02.png created marco.ferrando-prof
structured_dictionary:rake_02.png removed marco.ferrando-prof
propeller:pitch_00.png created marco.ferrando-prof
propeller:sezioni_2.png created marco.ferrando-prof
flag_uk.jpg removed ubuwiki
flag-italian.jpg created ubuwiki
ittcrepository:pr-00_2.doc dario
ittcrepository:vort2.avi dario
ittcrepository:3dbis.flv dario
ittcrepository:fs_sezu.avi dario
ittcrepository:little_x_manual_4_5.pdf dario
437
2011/11/17 15:03
2011/05/30 12:10
2011/04/19 12:39
2011/04/19 12:23
2011/04/19 12:15
2011/04/19 12:14
2011/04/19 12:10
2011/04/19 12:09
2011/04/19 12:09
2011/04/19 12:04
2011/04/19 11:52
2011/04/19 11:52
2011/04/19 11:52
2011/04/19 10:49
2011/04/13 09:26
2011/04/13 09:26
2011/04/13 09:10
2011/04/13 09:08
2011/04/13 08:53
2011/04/05 23:29
2011/04/05 23:29
100_1835.jpg ubuwiki
efcampana.png ubuwiki
propeller:figure30.jpg dario
propeller:figure30.png dario
propeller:figura4-3.png dario
propeller:figure31.gif dario
propeller:figura31.png dario
structured_dictionary:figure34.png dario
structured_dictionary:figure30.png dario
structured_dictionary:figure29.png ubuwiki
propeller:figure26.png ubuwiki
propeller:hub_01a_2d.png marco.ferrando-prof
propeller:hub_01_2d.png marco.ferrando-prof
438
Appendix 1
Committees of the 27th ITTC
EXECUTIVE COMMITTEE
Stig Sand, FORCE Technology, Denmark, Chairman (until 2013)
Peter K. Srensen, FORCE Technology, Denmark, Chairman (from 2013)
Susanne Abrahamsson, SSPA, Sweden (Northern Europe Representative)
Jrgen Friesch, HSVA, Germany (Central Europe Representative)
Daniele Ranocchia, INSEAN, Italy (Southern Europe Representative)
F. Mary Williams, NRC, Canada (Americas Representative until 2013)
Antonio Fernandes, LabOceano, Brazil (Americas representative from 2013)
Masashi Kashiwagi, Osaka University, Japan (Pacific Islands Representative)
Suak Ho Van, KRISO, Korea (East Asia Representative)
Gerhard Strasser, Vienna Model Basin, Austria, AC Chairman, ex-officio
Aage Damsgaard, FORCE Technology, Denmark, ITTC and EC Secretary, ex-officio
ADVISORY COUNCIL
Neil Bose, AMC, Australia
Gerhard Strasser, Vienna Model Basin, Austria
Marcelo Neves, LabOceano, Brazil
Kostadin Yossifov, BSHC, Bulgaria (until 2013)
Rumen Kishev, BSHC, Bulgaria (from 2013)
F. Mary Williams, NRC, Canada (until 2013)
James Millan, NRC, Canada (from 2013)
Baoshan Wu, CSSRC, China
Jianming Yang, SJTU, China
Marta Pedisic Buca, Brodarski Institute, Croatia
Stig Sand, FORCE Technology, Denmark (until 2013)
Christian Schack, FORCE Technology, Denmark (from 2013)
Seppo Kivimaa, VTT, Finland
Guillaume de Garidel, DGA Hydrodynamics, France (until 2014)
Roland Joannic, DGA Hydrodynamics, Franse (from 2014)
Pierre Ferrant, Ecole Centrale de Nantes, France
Jrgen Friesch, HSVA, Germany
Manfred Mehmel, SVA Potsdam, Germany (until 2014)
Christian Ernst-Georg Masilge, SVA Potsdam, Germany (from 2014)
Cornel Thill, DST, Germany (until 2014)
Bettar Ould el Moctar, DST, Germany (from 2014)
439
Giovanni Caprino, CETENA, Italy

Daniele Ranocchia, INSEAN, Italy
Takuya Omori, JMUC, Japan
Kazuyuki Yamakita, Meguro Model Basin, Japan
Chiharu Kawakita, MHI, Japan
Noriyoki Sasaki, NMRI, Japan (until 2013)
Shotari Uto, NMRI, Japan (from 2013)
Hajime Yamaguchi, University of Tokyo, Japan
Hyun Soo Shin, HHI, Korea (until 2014)
Young Sik Jang, HHI, Korea (from 2014)
Suak Ho Van, MOERI, Korea
Ho-Hwan Chun, Pusan National University, Korea
Bas Buchner, MARIN, The Netherlands
Kourosh Koushan, MARINTEK, Norway
Leszek Wilczynski, CTO, Poland
Alexander Pustoshny, Krylov, Russia
Luis Palao Lechuga, CEHIPAR, Spain (until 2014)
Emilio Fajardo, CEHIPAR, Spain (from 2014)
Susanne Abrahamsson, SSPA, Sweden
Paul Crossland, QinetiQ, UK
Mehmet Atlar, Newcastle University, UK
Jon Etxegoien, NSWCCD, USA
Robert F. Beck, University of Michigan, USA
TECHNICAL COMMITTEES
Prof. Stephen Turnock, University of Southampton (Chair)
Dr. Hisao Tanaka, Universal Shipbuilding
Dr. Jin Kim, MOERI
Prof. Baoshan Wu, CSSRC
Thomas Fu, NSWCCD
Bertrand Alessandrini, ECN
Takinaci Ali Can, ITU
T. Mikkola, Aalto Uni
440
Didier Frchou, DGA (Chair)
Dr. Takuya Ohmori, JMUC
Prof. Moon Chan Kim, Pusan National Uni.
Dr. Chenjun Yang, SJTU
Steve Ceccio, Univ. of Michigan
Emin Korkut, ITU
Rainer Grabert, SVA Potsdam
Tom Dinham-Peren, BMT
V. Borusevich, Krylov
Frans Quadvlieg, MARIN (Chair)
Prof. Yoshitaka Furukawa, Kyushu University
Dr. Jonathan Duffy, AMC
Dr. Sun Young Kim, MOERI
Prof. Xiaofei Mao, Wuhan UST
Eduardo Tannuri, U Sao Paulo
Pierre Emanuel Guillerm, ECN
Dr. G. Delefortrie, Uni Ghent & Flanders
C. Simonsen, FORCE
Prof. Young Hwan Kim, Seoul National University (Chair)
Dr. Katsuji Tanizawa, NMRI
Dr. Giles Thomas, AMC
Prof. Quanming Miao, CSSRC (resigned 2012)
Greg Hermanski, NRC
David Hayden, NSWCCD
Pepijn de Jong, Delft Uni.
Dr. Dominic Hudson, Uni Southampton
D. Fathi, Marintek
Dr. Chengsheng WU, CSSRC (from 2012)
Wei Qiu, Memorial University (Chair)
Dr. Takashi Mikami, Mitsui Akishima
Prof. Xuefeng Wang, SJTU
Dr. Dong Yeon Lee, Samsung HI
Sergio Sphaier, LabOceano
Jean-Marc Rousset, ECN
Prof. Longbin Tao, Newcastle Uni.
H. Lie, Marintek
V. Magarovski, Krylov
441

Arthur Reed, NSWCCD (Chair)
Prof. Toru Katayama, Osaka Prefecture Uni.
Dr. Gyung Jung Lee, MOERI
Prof. Wenyang Duan, Harbin Eng. Uni.
Paola Gualeni, Unige
Frans van Walree, MARIN
Andy Peters, Qinetiq
Specialist Committee on CFD in Marine Hydrodynamics
Dr. Takanori Hino, Yokohama National Uni. (Chair)
Prof. Shin Hyung Rhee, Seoul National Uni.
Dr. Decheng Wan, SJTU
Sung-Eun Kim, NSWCCD
Pablo M. Carrica, Univ. of Iowa
Riccardo Broglia, INSEAN
Peter Bull, Qinetiq
Dr. Ignazio Maria Viola, Newcastle Uni.
D-Q. Li, SSPA
I. Saisto, VTT
Specialist Committee on Detailed Flow Measurement Techniques
Paisan Atsavapranee, NSWCCD (Chair)
Dr. Shigeki Nagaya, IHI
Dr. Feng Zhao, CSSRC
Prof. In Won Lee, Pusan National Uni.
Mario Felli, INSEAN
C. Muthanna, Marintek
Specialist Committee on Performance of Ships in Service
A. Minchev, FORCE (Chair)
Dr. Masaru Tsujimoto, NMRI
Mr. Michio Takai, Sumitomo HIMEC
Dr. Jinbao Wang, MARIC
Mr. Heungwon Seo, Hyundai HI
Angelo Olivieri, INSEAN
G. Grigoropoulos, NTUA
Dr. Uwe Hollenbach, HSVA
Henk van der Boom, MARIN
S. Werner, SSPA
W. Gorski, CTO
442
Specialist Committee on Hydrodynamic Noise

Elena Ciappi, INSEAN (Chair)
Mr. Chiharu Kawakita, Mitsubishi Heavy Ind.
Prof. Denghai Tang, CSSRC
Dr. Gil Hwan Choi, Hyundai HI
Dr. Theodore Farabee, NSWCCD
Herbert Bretschneider, HSVA
Johan Bosschers, MARIN
Specialist Committee on Hydrodynamic Modelling of Renewable Energy Devices
Dr. Sandy Day, Uni Glasgow/Strathclyde (Chair)
Prof. Motohiko Murai, Yokohama National Uni
Dr. Irene Penesis, AMC
Prof. Hyunkyung Shin, Uni. of Ulsan
Prof. Yanping He, SJTU
Arnold Fontaine, Penn State Univ.
Aurlien Babarit, ECN
Francesco Salvatore, INSEAN
M. Kraskowski, CTO
Specialist Committee on Ice
Peter Jochmann, HSVA (Chair)
Prof. Akihisa Konno, Kogakuin University
Prof. Qianjing Yue, Dalian UT
Michael Lau, NRC
Dr. Rod Sampson, Newcastle Uni. (until 2013)
K. Sazonov, Krylov
T. Leivisk, Aker Arctic
J. Rmeling, FORCE (until 2013)
R. von Bock und Polach, Aalto Uni
J. Huffmeier, SSPA (until 2013)
V. Westerberg, SSPA (from 2013)
Marco Ferrando, UNIGE (Chair)
Prof. Eiichi Kobayashi, Kobe Univ.
Bruce Johnson, US Naval Academy
Ahmed Derradji, NRC (until 2013)
Joel Sena Sales Jr., LabOceano
Lanfranco Benedetti, INSEAN
Luis Prez Rojas, ETSIN
M. van Rijsbergen, MARIN
Michael Woodward, Newcastle Univ.
Michael G. Morabito, US Naval Academy (from 2012)
Joel Park, NSWCCD (from 2013)
Updated 2014-05-25
443
Appendix 2
Tasks and Structure of the 27th ITTC
Technical Committees and Groups
1.
modelling as a means of predicting full-scale

behaviour. While maintaining an awareness of
progress, fundamental theoretical studies and
fundamental aspects of numerical fluid
computation should be covered by other fora.
Procedures and Guidelines shall contain only
techniques which are applicable in commercial
practice.
STRUCTURE OF TECHNICAL
COMMITTEES
The structure of the technical committees

has changed slightly from the 26th ITTC and
now includes six General Committees, six
Specialist Committees and one Group.
2.
Each General Committee will submit a

report on the results of its work to the Full
Conference. The conclusions and the
recommendations of the General Committee
should be structured as follows:
TERMS OF REFERENCE FOR THE

GENERAL AND SPECIALIST
TECHNICAL COMMITTEES AND
GROUPS
2.1. General Committees

1. General technical conclusions
2. Recommendations to the Full Conference,
which require actions such as, e.g.,
adopting ITTC procedures.
3. Proposals for future work of the General
Committee and identification of tasks,
which may be appropriate for Specialist
Committees. These proposals shall be
submitted to the Advisory Council which
will compile these proposals and present
them to the Full Conference.
Each General Committee will be

responsible for a general subject area. It will
review the state-of-the-art, identify the need for
research and development, and carry out longer
terms studies with broad impact.
An important part of the work of the
General Committees will be to establish
Procedures and Guidelines to help the ITTC
Member
Organizations
maintain
their
institutional credibility with regard to quality
assurance of products and services such as
predictions and evaluations, and quality
assurance of designs. The General Committees
will develop detailed plans in accordance with
Conference Recommendations and their work
should be directed towards the techniques and
understanding of physical and numerical
2.2. Specialist Committees

The ITTC Advisory Council will propose
Specialist Committees. Each Specialist
Committee will be responsible for studying a
specific technical problem. The Specialist
444
Committees will be appointed for a limited

duration. It is expected that they will complete
their tasks within maximum two ITTC periods
(6 years). They shall interact closely with the
appropriate General Committees. The tasks of a
Specialist Committee can include establishing
Procedures and/or Guidelines. Procedures and
Guidelines shall contain only techniques which
are applicable in commercial practice.
3.
MECHANISM FOR IDENTIFYING

NEW SPECIALIST TECHNICAL
COMMITTEES
As part of their Terms of Reference, the

General Committees shall consider the need for
new tasks and include appropriate proposals in
their technical reports. If the Advisory Council
identifies a need for a new Specialist
Committee when it reviews the draft
recommendations of the General Committees,
the Council will prepare and agree a statement
of the technical aims and objectives for the
work of the Specialist Committee.
Each Specialist Committee will present a

final report on the results of its work to the Full
Conference and interim reports on progress if
the duration of the committee spans more than
one Conference. The conclusions and the
recommendations of the Specialist Committee
should be structured as follows:
Independently of the proposals of the

General Committees, the Advisory Council
will keep under continuous review the
requirement for Specialist Committees.
1. General technical conclusions

2. Recommendations to the Full Conference,
which require actions such as, e.g.,
adopting ITTC procedures.
3. Proposals for future work of and
identification of tasks, which may be
appropriate for Specialist Committees.
These proposals shall be submitted to the
Advisory Council which will compile these
proposals and present them to the Full
Conference.
When the Advisory Council has agreed the

need for a new Specialist Committee, the draft
statement of technical aims and objectives will
be presented to the Executive Committee for
endorsement. If the Executive Committee
approves the formation of a new Specialist
Committee, it will present the proposal to the
Full Conference for approval.
4.
2.3. Groups
Groups may be established from time to
time by the Executive Committee to carry out
specific tasks for the Conference, which are not
technical issues. Membership of a Group
should not exceed three consecutive terms of
three years, but the Executive Committee may
make exceptions. Also, normally, Groups shall
have fewer members than the Technical
Committees. Such Groups shall be dissolved
upon completion of their respective tasks.
PROPOSED STRUCTURE OF THE

GROUP FOR 27THITTC
4.1. General Committees
445
Resistance
Propulsion
Manoeuvring
Seakeeping
Ocean Engineering
Stability in Waves
4.2. Specialist Committees
4. In their work, the committees shall

follow the guidelines given in ITTC
Recommended
Procedure
1.0-03,
General Guideline for the Activities of
Technical Committees, Liaison with the
Executive Committee and Advisory
Council.
CFD in Marine Hydrodynamics

Detailed
Flow
Measurement
Techniques
Hydrodynamic Noise
Hydrodynamic
Modelling
of
Marine Renewable Devices
Ice
5. Procedures and Guidelines must be in

the format defined in the ITTC
Recommended Procedure 4.2.3-01-03,
Work Instruction for Formatting ITTC
Recommended Procedures, and they
will be included in the ITTC Quality
Manual. Symbols and terminology must
be in accordance with those used in the
current version of the ITTC Symbols
and Terminology List. If necessary,
new symbols should be proposed in
collaboration with the Quality Systems
Group.
4.3. Groups
5.
TASKS OF THE TECHNICAL

COMMITTEES AND GROUPS OF
THE 27TH ITTC
5.1. General Terms of Reference
6. All new procedures for uncertainty

analysis in experiments shall follow the
ISO (1995) Guide to the Expression of
Uncertainty in Measurements (also
known as ISO-GUM). It is not required
to update existing procedures on
uncertainty analysis to follow this
standard. If a procedure for uncertainty
analysis is for other reasons updated, it
shall follow the ISO standard.
1. All committees shall observe the Terms

of Reference and general obligations.
The committees are expected to
perform all the tasks defined in this
document.
However,
should
a
committee be unable to do this, it shall
consult the Advisory Committee with
regard to reduction of the work.
2. Each technical committee shall consider
any unfinished items from previous
committees and report to the Advisory
Council by 1st December 2011 in order
to clarify whether these items should be
included in the Terms of Reference.
7. Committees that have a task to review

ITTC Recommended Procedures shall
identify and report any changes
proposed in their first annual report to
the Advisory Council. The changes
approved by the Advisory Council
should be implemented in the second
year and the draft revised procedure
submitted to the Advisory Council for
comment.
3. All committees shall identify areas of

mutual interest with other committees
and the concerned committees shall
establish active co-operation in these
areas.
446
a. The potential impact of new

technological developments on
the ITTC,
b. New experimental techniques and
extrapolation methods,
c. New benchmark data,
d. The practical applications of
computational
methods
to
resistance predictions and scaling,
e. The need for R&D for improving
methods of model experiments,
numerical modelling and fullscale measurements.
8. Committees that have a task to write

new procedures or guidelines shall
submit an outline of these with their
first annual report to the Advisory
Council. The outline shall be reviewed
by the Advisory Council and comments
made to the committees. The draft new
procedure or guideline shall be prepared
during the second year and submitted to
the Advisory Council for review.
9. All new and revised procedures shall, as
far as feasible, include procedure for
uncertainty analysis.
2.
Review
ITTC
Recommended
Procedures relevant to resistance and
a. Identify any requirements for
changes in the light of current
practice, and, if approved by the
Advisory Council, update them.
b. Identify the need for new
procedures and outline the
purpose and content of these.
c. Implement updated uncertainty
analysis spreadsheet for resistance
test.
3.
Continue the analysis of the ITTC

worldwide series for identifying facility
biases.
4.
Review definitions of surface roughness

and develop a guideline for its
measurement.
5.
Review results from tests that correlate

skin friction with surface roughness.
6.
Review trends and new developments

in experimental techniques on unsteady
flows and dynamic free surface
phenomena.
7.
Review new developments on model

manufacturing devices and methods.
10. New and revised draft procedures shall

subsequently be updated, incorporating
the comments made by the Advisory
Council, and in February of the third
year be submitted to the Quality
Systems Group for formal check and to
the Advisory Council for final review
and approval.
11. Committee reports to the Conference
should be structured in line with the
terms of reference of the committee and
in accordance with Recommended
Procedure 4.2.3-01-02, Guidelines for
Preparation of Technical Committee
and Working Group Reports
5.2. Terms of Reference for the General

Committees
1.
Update
the
state-of-the-art
for
predicting the resistance of different
ship
concepts
emphasising
developments since the 2011 ITTC
Conference. The committee report
447
8.

g. Monitoring the developments
regarding high-speed marine
vehicles
Review the development and evaluate

improvements in design methods and
the
capabilities
of
numerical
optimization applications, such as
Simulation Based Design environments,
with special emphasis on design of new
ship concepts, geometry manipulation
and parameterization, surrogate models
and variable fidelity applications. (The
fundamental assumption that an optimal
hull shape is one that minimizes the
calm water resistance may no longer be
appropriate given the developments in
CFD that give the designer the ability to
make assessment of both wave and
viscous effects for added resistance in
waves as well as the interaction
between
hull-propulsor
and
appendages.)
2.
Review
ITTC
Recommended
Procedures relevant to propulsion and
3.
Liaise with the Specialist Committee on

Performance of Ships in Service,
especially regarding power prediction
and consequences of EEDI.
1.
4. Assess where CFD results can be

introduced to support experimental
model testing by monitoring status of
CFD to perform full scale powering,
resistance, cavitation and wake
simulations and their correlation with
full scale data. Identify the needs for
hybrid
procedures
combining
experimental and numerical methods.
Update
the
state-of-the-art
for
predicting for propulsion systems
emphasising developments since the
2011 ITTC Conference. The committee
report should include sections on:
the ITTC including new types of
propulsors, azimuthing thrusters
and propulsors with flexible
blades,
b. New experimental techniques and
c. New benchmark data,
computational methods to the
propulsion systems predictions
and scaling,
e. New
developments
of
experimental and CFD methods
applicable to the prediction of
cavitation,
f. The need for R&D for improving
5. Prepare a state-of-the-art review of

modelling and scaling unconventional
propulsion and wake improving
devices.
6. Examine methods of target wake
simulation, e.g. smart dummy
approach.
7. Examine wake fraction scaling for twin
screw ships and show the consequences
on existing procedures.
8. Examine the possibilities of CFDmethods
regarding
scaling
of
448
practice and, if approved by the

conventional
and
unconventional
propeller open water data. Initiate a
comparative CFD-calculation project.
9. Develop guidelines for hybrid propulsor
testing.
3. Complete the work on the Procedure

7.5-02-06-04, Uncertainty Analysis;
Forces and Moment, Example for
Planar Motion Mechanism Test, based
on ISO approach. The present
procedure 7.5-02-06-04 and the
subsection on uncertainty analysis in
the Procedure 7.5-02-06-02, Captive
Model Test Procedure, prepared by the
23rd ITTC are based on the ASME
approach. In view of the work already
carried out for the procedure 7.5-02-0604, consider to keep the elaborated
ASME example as one of the
Appendices to the to-be-renewed 7.502-06-04.
10. Continue with the monitoring of

existing full scale data for podded
propulsion. If there is available data,
refine the existing Procedure.
1. Update
the
state-of-the-art
for
predicting the manoeuvring behaviour
of ships emphasising developments
since the 2011 ITTC Conference. The
committee report should include
sections on:
a. the potential impact of new
the ITTC
b. developments in manoeuvring
and course keeping in waves.
c. new experiment techniques and
d. new benchmark data
e. the practical applications of
computational
methods
to
manoeuvring predictions and
scaling.
f. the need for R&D for improving
g. the effects of free surface, roll,
sinkage, and trim in numerical
simulation of manoeuvring.
4. Based on results of the SIMMAN

workshop held in 2008 and its next
edition, continue the already initiated
work to generate a guideline on
Verification and Validation of RANS
tools in the prediction of manoeuvring
capabilities. Liaise with the QSG with
respect to definitions of Verification
and Validation.
5. Restricted waters:
a. Produce
a
guideline
for
experimental methods.
b. Complete the initiated one for
numerical methods which may
serve
as
a
basis
for
recommended procedures for
manoeuvring
in
restricted
waters.
2. Review
ITTC
Recommended
Procedures relevant to manoeuvring
and
6. Free running model tests:

a. Update the procedure 7.5-02-0601, Free Running Model Test
449
of waves, wind and current is the primary

responsibility of the Ocean Engineering
Committee, with the cooperation of the
Seakeeping Committee and the Stability in
Waves Committee.
Procedure, in particular to
include objective statements on
the initial conditions of free
manoeuvring model tests.
b. Elaborate the already initiated
procedure
on
uncertainty
analysis for free running
manoeuvring
model
tests,
including an example.
1. Update
the
state-of-the-art
for
predicting the behaviour of ships in
waves emphasising developments since
the 2011 ITTC Conference. The
committee report should include
sections on:
the ITTC
b. new experiment techniques and
d. the practical applications of
computational methods to seakeeping predictions and scaling.
e. the need for R&D for improving
7. Scale effects in manoeuvring:

a. Report on knowledge and
collect, analyse and summarize
data on scale effects for
manoeuvring predictions.
8. Review developments in methods and
draft a validation procedure of
combined manoeuvring and seakeeping
with respect to simulation. Liaise with
the Seakeeping Committee and the
Stability in Waves Committee.
9. Support the organisation of a second
SIMMAN workshop.
2. Review
ITTC
Recommended
Procedures relevant to seakeeping and
c. Introduce a definition of
slamming.
10. Manoeuvring criteria and relations to

IMO:
a. Report on manoeuvring criteria
for ships not directly covered by
IMO like POD and waterjet
driven vessels, naval ships,
inland ships, HSMV, etc.
b. Study possible criteria for
manoeuvring at low speed and
in shallow waters and if
warranted
communicate
findings to IMO.
3. Liaise with ISSC, the Ocean

Engineering Committee, The Stability
in Waves Committee and the Specialist
Committee on Performance of Ships in
Service.
Note: The Seakeeping Committee is primarily
concerned with the behaviour of ships
underway in waves. The Ocean Engineering
Committee covers moored and dynamically
positioned ships. The modelling and simulation
4. Update existing ITTC Recommended

Procedure 7.5-02-07-02.5, Verification
450
1. Update
the
state-of-the-art
for
predicting the behaviour of bottom
founded or stationary floating structures
including moored and dynamically
positioned
ships
emphasising
the ITTC.
b. new experimental techniques,
c. new benchmark data,
computational
methods
to
prediction and scaling.
and Validation of Linear and Weakly

Non-Linear Seakeeping Codes, to
reflect the outcomes of the Verification
and Validation workshop held in 2010.
5. Investigate
methodology
for
Verification and Validation of fully
non-linear seakeeping viscous flow
codes.
6. Develop a guideline for the verification
and outline further developments
required for validation of hydroelastic
seakeeping codes.
7. Jointly organize and participate in the
joint
ISSC/ITTC
workshop
on
uncertainty in measurement and
prediction of wave loads and responses.
8. Establish a numerical and experimental
process for estimating fw, in the EEDI
calculation. Liaise with the Specialist
Committee on Performance In Service.
2. Review
ITTC
Recommended
Procedures
relevant
to
ocean
engineering and
9. Develop a unified method for sloshing

experiments drawing on the methods
developed
by the
classification
societies. Identify benchmark data for
sloshing in LNG carriers.
10. Review and update the Procedure 7.502-05-04, Seakeeping Tests, for High
Speed Marine Vehicles.
3. Complete the VIV and VIM guideline

and benchmark study initiated by the
Specialist Committee in Vortex Induced
Vibrations of the 26th ITTC. The report
on the benchmark test shall include
clear definition of all test parameters.

Note: The Ocean Engineering committee
covers moored and dynamically positioned
ships and floating structures. The modelling
and simulation of waves, wind and current is
the primary responsibility of the Ocean
Engineering Committee, with the cooperation
of the Seakeeping Committee and the Stability
in Waves Committee.
4. Complete and report on the wave runup benchmark study for a single
cylinder.
451
d. Modeling of
conditions.
5. Carry out a wave run-up benchmark

study for cases of four columns using
the experimental data from Marintek.
extreme
wave
7. Investigate and report on physical and

numerical modeling of vessels in sideby-side operations with an emphasis on
wave elevation in the gap.
2. Review
ITTC
Recommended
Procedures relevant to stability and
8. Investigate and report on motions of

large ships and floating structures in
shallow water.
3. Investigate uncertainty analysis for

intact and damaged model tests to
complement current procedures.
9. Jointly organize and participate in the

joint
ISSC/ITTC
workshop
on
uncertainty in measurement and
prediction of wave loads and responses.
4. Investigate the criteria for modeling

wave spectra in the determination of
dynamic instability of intact vessels, i.e.
wave
steepness,
non-linearity,
frequency contents of the spectrum,
statistical distribution of wave and crest
height and spatial behaviour of the
waves.
6. Investigate and report on thrusterthruster interaction, ventilation and

their scaling for DP systems.

Note: The Stability in Waves Committee
covers the stability of intact and damaged ships
in waves. The modelling and simulation of
waves, wind and current is the primary
responsibility of the Ocean Engineering
Committee, with the cooperation of the
Seakeeping Committee and the Stability in
Waves Committee.
5. Develop better understanding of

uncertainties associated with the results
from experiments and simulations of
extreme motions of intact vessels in
realistic irregular seaways and develop
quantitative techniques which reflect
the nature and magnitude of the
phenomena.
1. Update
the
state-of-the-art
for
predicting the stability in waves,
emphasizing developments since the
2011 ITTC conference. The committee
report should include sections on:
a. Definition of loss and survival
of the ship;
b. The amount of detail required
for modeling the internal
geometry of the ship;
c. Leak and collapse pressures for
water tight doors and bulkheads;
and
6. Review vulnerability criteria (including

long term probability of loss of the
ship) for intact and damaged ships, and
outline further developments that are
required.
7. Update ITTC Recommended Procedure
7.5-02-07-04.2, Model Tests on
Damage Stability in Waves, paying
specific attention to:
452
factors which affect the accuracy of

solutions. In ITTC, as the range of
application of CFD has been extended, the
issues have been discussed in several
committees, (Resistance, Manoeuvring,
Propulsion, Seakeeping and Ocean
Engineering Committees, for example).
The purpose of this specialist committee is
to comprehensively review the past work
on the areas treated separately by those
committees. General conclusions on the
status of practical applications of CFD and
suggestions for future CFD applications
will be beneficial to all members of ITTC.
a. Investigate the significance of

scale effects in air pressure on
flooding model tests under
atmospheric
conditions.
Comment on the need to
perform flooding model tests
under scaled air pressure
conditions.
b. Investigate how to deal with the
inertia due to the flood water
mass.
8. Cooperate
with
subcommittee.
IMO
SLF
1. Review from an interdisciplinary

perspective, the current status of CFD
in areas of importance to the ITTC.
Include
resistance,
propulsion,
propulsors, manoeuvring, steep and
breaking wave simulation, seakeeping,
ocean engineering and steady and
unsteady flow field prediction at model
and full scale.
9. Investigate the roll damping for large

amplitude roll motions in irregular seas.
Review suitable data for future
benchmarking of time domain computer
codes.
5.3. Terms of Reference for Specialist

Committees
Specialist Committee on
Marine Hydrodynamics
CFD
2. Review the developments and identify

the need for research in steady and
unsteady computational fluid dynamics
at
full
scale,
including
the
implementation of real-time CFD
analyses for the use in manoeuvring
simulators.
in
Computational capabilities are making

progress in the design and evaluation
processes for many vehicles of interest
including marine vehicles. Although
inviscid methods are still often used,
RANS codes, DES, LES and DNS are
starting to play a larger role in the study of
flow fields generated by marine vehicles. It
is inevitable that these methods will have
an even larger role in the future as
computer power increases and the
application of such codes matures even
further. However, it will still take
considerable effort to have the confidence
in these methods that currently exist with
the same level as in model tests, since grid
resolution, turbulence modeling and other
sources of uncertainties are still major
3. Define which benchmark data are

needed for CFD validation. Include the
requirement for experimental data.
Create a list of benchmark experimental
data for validation of different aspects
of CFD for hydrodynamics of ships and
offshore structures, including the output
needed from such experiments and the
level of experimental uncertainty
required.
453
5. Develop a Guideline
uncertainty analysis.
4. Check the need for formal procedures

and guidelines on CFD verification and
validation in specific areas.
for
SPIV
6. Collaborate
with
the
Specialist
Committee on CFD to develop methods
for the validation of CFD codes using
detailed flow measurements.
5. Update the guideline 7.5-03-02-03,

Practical Guidelines for Ship CFD
Applications.
6. Review use and validation of CFD
methods for wake scaling and
determination of nominal full-scale
wake.
Specialist Committee on Hydrodynamic Modeling of Renewable

Energy Devices
1. Review and update the guideline on
wave energy converters.
7. Develop
procedure
for
RANS
simulation of model scale and full scale
nominal wakes.
2. Develop guidelines for the physical

modeling of wind and current/tidal
renewable energy systems, both
floating and bottom fixed structures.
8. Review recent developments in

techniques for direct numerical
simulation of wakes (LES, DNS, SPH,
ect).
3. Produce a guideline for large scale tests

in open environment.
Specialist Committee on Detailed Flow

Measurement Techniques
4. Investigate and report on techniques for

the modeling of power take-off (PTO)
systems.
1. Survey and report on the existing

detailed
flow
visualization,
measurement techniques and data
analysis methods.
5. Review and report on techniques for the

numerical modeling of renewable
energy systems.
2. Develop best-practice guidelines for the

applications of PIV/SPIV in tow tanks
and cavitation tunnels.
6. Investigate and suggest improvements

for wind load modeling on wind turbine
devices during physical model testing.
3. Develop experimental benchmarks for

the verification of PIV/SPIV setup.
7. Identify the parameters that cause the

largest uncertainties in the results of
physical model experiments and the
extrapolation to full scale.
4. Perform an uncertainty analysis to

assess PIV error sources beyond those
considered
in
existing
ITTC
Recommended Procedure 7.5-01-03-03.
These include peak locking errors, error
due to improper light sheet overlap,
effects of velocity gradients in the
interrogation region, etc.
8. Investigate and report on the correct

modeling for renewable energy system
arrays (farms).
454
Specialist Committee
dynamic Noise
on
3. Monitor and review the state of the art

for EEDI and EEOI prediction and
determination methods, including CFD
based ones.
Hydro-
1. Create
an
overview
of
the
characteristics of hydrodynamic noise
sources (including machinery and
equipment, e.g. sonars) and their
influence on the marine environment
4. Review the existing procedures for the

ship model testing with regard to the
requirements arising from the EEDI
prediction process, including ITTC
Recommended Procedure 7.5-02-0702.2, Prediction of Power Increase in
Irregular Waves from Model Tests, and
liaise with the Seakeeping Committee
to decide whether an update of the
procedure is required.
2. Create an overview of existing national

and international regulations regarding
hydrodynamic noise
3. Check the existing methods and
develop relevant guidelines how to
perform both model and full scale noise
measurements
5. Identify and describe the practical

aspects of the EEDI prediction process
involving ship model testing, and
develop a guideline for EEDI
prediction.
4. Identify scale effects in prediction of

hydrodynamically generated noises (
flow noise, cavitation noise,..)
6. Take into account minimum power

requirements for safe and effective
manoeuvring with respect to the EEDI
formula (sea margin).
5. Examine the possibilities to predict full

scale
values
(correlation
and
operational requirements).
Specialist Committee on Performance
on Ships in Service
7. Describe the type of data (and the

quality of that data) that should be
recorded during full scale monitoring
trials, including the issues of surface
roughness.
The purpose of the Committee is to

improve the performance predictions
(especially for large ships) for service
conditions covering the whole life cycle of
the ship, keeping in mind the EEDI and
EEOI development within IMO.
8. Review the existing ITTC trial test

procedures in this context. Review the
existing speed correction methods for
Full
Scale
Trial
Measurements
including ISO 15016, and come up with
recommendation if the problems are
identified, taking into account the
MARIN report as contained in
document MEPC 62/5/5.
1. Cooperate directly with the AC and

ITTCs representative in IMO with
regard to EEDI.
2. Liaise with the Resistance, Propulsion
and Seakeeping Committees as
relevant, specifically with regard to
estimating fw, in the EEDI calculation.
9. Review
the
technologies
(hydrodynamic issues) for enhancement
of the powering performance, such as
455
a. Brash ice channels

b. Icing
c. Ice and waves, wind, current;
ice dynamics
speed reduction, energy saving devices,

hull form and propeller design etc.
10. Investigate the experimental and
numerical possibilities to estimate the
effect of manoeuvering and wind to the
added resistance.
4. Review the existing numerical methods

(offshore
structures
and
ships)
concerning:
a. Model ice failure
b. Ice
resistance,
propulsion,
manoeuvring, ice loads
c. Operational simulation incl.
positioning in ice
11. Look for full scale data that will allow

to improve powering estimation taking
into account the surface roughness
(hull, appendages and propeller).
12. Examine the possibilities for numerical
methods in the prediction of the
influence of surface roughness on the
power prediction.
5.4. Terms of Reference for the Groups

1. Include a definition of the terms
Verification and Validation in the ITTC
Symbols and Terminology List (to be
done within first three months as a basis
for the work of other committees).

1. Ice properties modeling (full scale and
model scale) considering various
conditions, ridges, pressurized ice, etc.
for both offshore structures and ships.
a. Review and update the state of
the art, regarding new relevant
ice conditions such as brash ice
channels (related to Ice Class
powering requirements) both in
frozen channel and fresh
channel
b. Examine methods to model and
measure various ice properties
c. Gather information of scatter in
model ice properties within one
ice sheet (statistical distribution)
2. Maintain the Manual of ITTC

Recommended
Procedures
and
Guidelines.
Co-ordinate
the
modification and re-editing of the
existing procedures according to the
comments made by ITTC member
organizations at the Conference and by
the Technical Committees.
3. Support the Technical Committees in
their
work
on
Recommended
Procedures. Supply the chairmen of the
new committees at the beginning of the
period with the MS Word versions of
the relevant procedures and the
template for the production of new
procedures.
2. Define which existing ice related

procedures need to be checked and if
new ones need to be developed
3. Look into operational conditions in
freezing seas (in view of the climate
change) in terms of relevant modelling.
Conditions needed to be modeled are
for example:
4. Observe the development or revision of

ISO Standards regarding Quality
Control.
456
5. Update the ITTC

Terminology List.
Symbols
6. Update the ITTC

Hydromechanics.
Dictionary
11. Support the technical committees with

update
of
uncertainty
analysis
procedures.
and
of
12. Observe ISO standards for uncertainty

analysis, in particular the uncertainty
analysis terminology.
7. Cross-check the ITTC Symbols List

and the Dictionary with other standards
e.g. ISO.
13. Maintain Wiki for the 27th ITTC as a

trial period and create link to it from the
ITTC website.
8. Revise and update the existing ITTC

Recommended Procedures according to
the comments of Advisory Council,
Technical
Committees
and
the
Conference.
9. Before the third AC Meeting, review
and edit new ITTC Recommended
Procedures with regard to formal
Quality System requirements including
format and compliance of the symbols
with the ITTC
Symbols
and
Terminology List.
10. Follow the implementation of the
457
Appendix 3
Tasks and structure of the 28th ITTC technical committees and
groups
1.
taining an awareness of progress, fundamental

theoretical studies and fundamental aspects of
numerical fluid computation should be covered
by other fora. Procedures and Guidelines shall
contain only techniques which are applicable in
commercial practice.
STRUCTURE OF TECHNICAL
COMMITTEES
The structure of the technical committees

includes six General Committees, six Specialist
Committees and one Group.
2.
2.1
Each General Committee will submit a report on the results of its work to the Full Conference. The conclusions and the recommendations of the General Committee report should
be structured as follows:
TERMS OF REFERENCE FOR

THE GENERAL AND SPECIALIST
GROUPS
1.
2.
General Committees
Each General Committee will be responsible for a general subject area. It will review the
state-of-the-art, identify the need for research
and development, and carry out longer terms
studies with broad impact.
General technical conclusions

Recommendations to the Full Conference, which require actions such
as, e.g., adopting ITTC procedures.
In addition, each General Committee shall

submit proposals for future work of the General
Committee and identification of tasks, which
may be appropriate for Specialist Committees.
These proposals shall be submitted to the Advisory Council which will compile the proposals
and present them to the Full Conference.
An important part of the work of the General Committees will be to establish Procedures
and Guidelines to help the ITTC Member Organizations maintain their institutional credibility with regard to quality assurance of products
and services such as predictions and evaluations, and quality assurance of designs. The
General Committees will develop detailed
plans in accordance with Conference Recommendations and their work should be directed
towards the techniques and understanding of
physical and numerical modelling as a means
of predicting full-scale behaviour. While main-
2.2
Specialist Committees
The ITTC Advisory Council will propose

Specialist Committees. Each Specialist Committee will be responsible for studying a specific technical problem. The Specialist Committees will be appointed for a limited duration.
It is expected that they will complete their tasks
458
2.
within maximum two ITTC periods (6 years).

They shall interact closely with the appropriate
General Committees. The tasks of a Specialist
Committee can include establishing Procedures
and/or Guidelines. Procedures and Guidelines
shall contain only techniques which are applicable in commercial practice.
In addition, each Group shall submit proposals for future work of and identification of
tasks, which may be appropriate for General
and Specialist Committees. These proposals
shall be submitted to the Advisory Council
which will compile the proposals and present
them to the Full Conference.
Each Specialist Committee will present a

final report on the results of its work to the Full
Conference and interim reports on progress if
the duration of the committee spans more than
one Conference. The conclusions and the recommendations of the Specialist Committee
report should be structured as follows:
1.
2.
3.

Independently of the proposals of the General Committees, the Advisory Council will
keep under continuous review the requirement
for Specialist Committees.
Groups
Groups may be established from time to

time by the Executive Committee to carry out
specific tasks for the Conference, which are not
technical issues.
Each Group will present a final report on
the results of its work to the Full Conference.
The conclusions and the recommendations of
the Group report should be structured as follows:
1.
MECHANISM FOR IDENTIFYING

NEW SPECIALIST TECHNICAL
COMMITTEES
As part of their Terms of Reference, the

General Committees shall consider the need for
new tasks and include appropriate proposals in
their technical reports. If the Advisory Council
identifies a need for a new Specialist Committee when it reviews the draft recommendations
of the General Committees, the Council will
prepare and agree a statement of the technical
aims and objectives for the work of the Specialist Committee.
In addition, each Specialist Committee shall

submit proposals for future work of and identification of tasks, which may be appropriate for
Specialist Committees. These proposals shall
be submitted to the Advisory Council which
will compile the proposals and present them to
the Full Conference.
2.3

When the Advisory Council has agreed the

need for a new Specialist Committee, the draft
statement of technical aims and objectives will
be presented to the Executive Committee for
endorsement. If the Executive Committee approves the formation of a new Specialist Committee, it will present the proposal to the Full
Conference for approval.
459
4.
should a committee be unable to do

this, it shall consult the Advisory
Committee with regard to reduction
of the work.
PROPOSED STRUCTURE OF THE

GROUPS FOR 28TH ITTC
4.1
General Committees
4.2
2.
Each technical committee shall consider any unfinished items from

previous committees and report to
the Advisory Council by 1st December 2014 in order to clarify
whether these items should be included in the Terms of Reference.
3.
All committees shall identify areas

of mutual interest with other committees and the concerned committees shall establish active cooperation in these areas.
4.
In their work, the committees shall

follow the guidelines given in ITTC
Recommended Procedure 1.0-03,
General Guideline for the Activities
of Technical Committees, Liaison
with the Executive Committee and
Advisory Council.
5.
Procedures and guidelines must be

in the format defined in the ITTC
Recommended Procedure 4.2.3-0103, Work Instruction for Formatting
ITTC Recommended Procedures,
and they will be included in the
ITTC Quality Manual. Symbols and
terminology must be in accordance
with those used in the current version of the ITTC Symbols and Terminology List. If necessary, new
symbols should be proposed in collaboration with the Quality Systems
Group. Recommended Procedure
4.2.3-01-03 contains a template,
which shall be used for new procedures and guidelines.
Resistance
Propulsion
Manoeuvring
Seakeeping
Ocean Engineering
Stability in Waves
Specialist Committees
4.3

Hydrodynamic Noise
Hydrodynamic Modelling of Marine
Renewable Energy Devices
Ice
Energy Saving Methods
Modelling of Environmental Conditions
Groups
5.
TASKS OF THE TECHNICAL

COMMITTEES AND GROUPS OF
THE 28TH ITTC
5.1
General Terms of Reference

1.
All committees shall observe the

Terms of Reference and general obligations. The committees are expected to perform all the tasks defined in this document. However,
460
6.
7.
Committees that have a task to review ITTC Recommended Procedures shall identify and report any
changes proposed in their first annual report to the Advisory Council.
The changes approved by the Advisory Council should be implemented
in the second year and the draft revised procedure submitted to the
Advisory Council for comment.
8.
All general committees shall survey

and review new techniques within
CFD in their area and shall include
the results thereof in their report.
9.
All general committees shall monitor advances in the application of

detailed flow measurements in the
ITTC community to assess the need
for detailed evaluation and implementation of best-practice, uncertainty analysis, and benchmark
guidelines.
10.
The draft new procedure or guideline shall be prepared during the second year and submitted to the Advisory Council for review.
All new procedures for uncertainty

analysis in experiments shall follow
the ISO (1995) Guide to the Expression of Uncertainty in Measurements (also known as ISOGUM). It is not required to update
existing procedures on uncertainty
analysis to follow this standard. If a
procedure for uncertainty analysis is
for other reasons updated, it shall
follow the ISO standard.
11.
All new and revised procedures

shall, as far as feasible, include a
procedure for uncertainty analysis.
12.
New and revised draft procedures

shall subsequently be updated, incorporating the comments made by
the Advisory Council, and in February of the third year be submitted to
the Advisory Council for final review and approval. Thereafter, the
Quality Systems Group shall perform a formal check of the procedures.
13.
Committee reports to the Conference should be structured in line

with the terms of reference of the
committee and in accordance with
Recommended Procedure 4.2.3-0102, Guidelines for Preparation of
Committee and Group Reports.
5.2
Terms of Reference for the General

Committees
1.
Committees that have a task to write

new procedures or guidelines shall
submit an outline of these with their
first annual report to the Advisory
Council. The outline shall be reviewed by the Advisory Council and
comments made to the committees.
461
Update the state-of-the-art for predicting the resistance of different

ship concepts emphasizing developments since the 2014 ITTC Full
a.
The potential impact of new
technological developments
on the ITTC
b.
c.
d.
e.
2.
3.
4.
New experimental techniques and extrapolation

methods
New benchmark data
The practical applications of
computational methods to resistance predictions and scaling
The need for R&D for improving methods of model
experiments, numerical
modelling and full-scale
measurements.
During the first year, review ITTC

Recommended Procedures relevant
to resistance and resistance specific
CFD procedures, and
a.
Identify any requirements for
changes in the light of current practice, and, if approved by the Advisory
Council, update them
b.
Identify the need for new
purpose and contents of these
Review definitions of ship surface
roughness and develop a guideline
for its measurement, hereunder resolve differences between ISO 4287
and the widely used BMT roughness
measurement system. Include effect
of coatings and through-life changes.
Review trends and new developments on understanding the phenomenon of unsteady free surface
flows, including their influence on
added resistance and experimental
techniques.
462
5.
Develop a new procedure for measurement of wave pattern generated

by the hull model , and wave resistance analysis, including its influence through uncertainty analysis
for extrapolation.
6.
Review roughness of models and

appendages produced by rapid prototyping. Assess effects of this
roughness on resistance.
7.
Propose guidance for ITTC members to reduce/manage their uncertainty as a result of the worldwide
resistance benchmark tests of previous ITTCs.
8.
Review turbulence stimulation

methods and devices from the point
of view of their physics and update
the relevant procedure 7.5-01-01-01
Ship models. Check occurrence of
turbulence stimulation methods in
other procedures and update as
needed.
9.
Develop a procedure for verification

and validation of the detailed flow
field data
10.
An ITTC benchmark study shall be

initiated according to 7.5-01-03-04
Benchmark for PIV (2C) and SPIV
(3C) setups. The benchmark study
would involve PIV measurements
performed on a flow of interest, with
fully detailed uncertainty analysis.
The results can then be compared
with similar measurements done in
different facilities or with highquality CFD computations from various organizations.
b. Identify the need for new procedures and outline the purpose
and contents of these.
1.
2.
Update the state-of-the-art for predicting the propulsive performance

of ships, emphasizing developments
since the 2014 ITTC Conference.
The committee report should include sections on:
the ITTC including new types of
propulsors (e.g. hybrid
propulsors), azimuthing thrusters and propulsors with flexible
blades
b. New experimental techniques
and extrapolation methods
c. New benchmark data
computational methods to the
propulsion systems predictions
and scaling
e. New developments of experimental and computational methods applicable to the prediction
of cavitation
f. The need for R&D for improving methods of model experiments, numerical modelling and
full-scale measurements
g. Monitoring the developments
regarding high-speed marine
vehicles.
to propulsion and cavitation, including CFD procedures, and
AC, update them,
463
3.
Liaise with the Specialist Committee on Energy Saving Methods on

subjects of common interest.
4.
Liaise with the Specialist Committee on Performance of Ships in Service regarding consequences of
EEDI, especially with respect to
ITTC Recommended Procedure 7.502-03-01.4, 1978 ITTC Performance Prediction Method, with special emphasis on the proposed value
of the propeller roughness (to high),
CF and CA, also for different draft
conditions. Harmonize the formulae
in ITTC Recommended Procedures
7.5-02-03-01.4 and 7.5-02-03-01.2.
5.
Develop new roughness correction

methods for both hull and propeller.
6.
Continue with the monitoring of existing full scale data for podded propulsion. If there is available data, refine the existing procedure.
7.
Review and update guideline 7.502-03-01.6, Hybrid Contra-Rotating

Shaft Propulsors Model Test.
8.
Review and update, if required,

Recommended Procedure 7.5-0205-03.2 Waterjet System Performance.
9.
Develop an extension of the existing

procedure 7.5-02-03-01.4, 1978
ITTC Performance Prediction
Method for triple shaft vessels.
10.
Examine methods of target wake

simulation with the support of CFD
(smart dummy).
11.
Continue the given task 8 from the

former period (Examine the possibilities of CFD methods regarding
scaling of unconventional propeller
open water data. Initiate a comparative CFD calculation project).
12.
Monitor the use of and, if possible,

develop guidelines for quasi-steady
open water propeller and propulsion
model tests.
2.

to manoeuvring, including CFD
procedures, and
Advisory Council, update them
3.
Liaise with the Specialist Committee on Ice with regard to the possible
updating of ITTC Recommended
Procedure 7.5-02-04-02.3, Manoeuvring in Ice.
4.
Update ITTC Recommended Procedure 7.5-04-02-01, Full Scale

Manoeuvring Trials Procedure. Include consideration of full scale to
model scale correlation. In particular, examine the model scale to full
scale correlation of steering control
in manoeuvring.
5.
Update ITTC Recommended Procedure 7.5-02-06-02, Captive Model

Test Procedure, with particular attention to the use of PMM and hexapod.
6.
Continue work in order to have a

full set of benchmark data for each
of the benchmark hulls (KVLCC2,
KCS, 5415, HTC, SUBOFF and
S175 manoeuvring in waves).
7.
Extend the uncertainty analysis for

captive model tests from measurements towards a new procedure that
provides the uncertainty analysis for
the use of captive model tests in the
1.
Update the state-of-the-art for predicting the manoeuvring behaviour

of ships, emphasizing developments
the ITTC
b. developments in manoeuvring
and especially course keeping in
waves
c. new experiment techniques and
computational methods to
manoeuvring predictions and
scaling, including CFD methods
numerical modelling and fullscale measurements
f. the effects of free surface, roll,
sinkage, heel and trim in numerical simulation of manoeuvring.
464
predictions of manoeuvring. Elaborate with an example.

8.
Develop a procedure for verification

and validation of ship manoeuvring
simulation methods, including CFD.
9.
Review testing methods for ships in

ports and harbours, including ship
mooring loads, safe speed limits for
moving and its impact on moored
vessels, manoeuvring concerns such
as squat and bank effects.
10.
Conduct a concise review and report

on the specific aspects of the
manoeuvring of vessels in restricted
waters such as ports and harbours.
11.
Organize a joint workshop on

manoeuvring in waves with the
Seakeeping and the Stability in
Waves Committees and the Specialist Committee on Performance of
Ships in Service, for example on the
subject of minimum power requirements for safe manoeuvring in adverse sea conditions and model testing methods to investigate this.
1.
Update the state-of-the-art for predicting the behaviour of ships in

waves, emphasizing developments
the ITTC
b. new experiment techniques and
computational methods to
seakeeping predictions and scaling, including CFD methods
2.
Review ITTC Recommended Procedures relevant to seakeeping, including CFD procedures, and
3.
Update ITTC Recommended Procedure 7.5-02-07-02.5, Verification

and Validation of Linear and Weakly Non-linear Seakeeping Computer
Codes to include the verification and
validation of ship hydro-elasticity
codes. It is recommended that the
developed section/procedure is reviewed by ISSC Loads and Response Committee.
Note: The Seakeeping Committee is primarily concerned with the behaviour of ships underway in waves. The Ocean Engineering
Committee covers moored and dynamically
positioned ships. For the 28th ITTC, the modelling and simulation of waves, wind and current
is the primary responsibility of the Specialist
Committee on Modelling of Environmental
Conditions, with the cooperation of the Ocean
Engineering, the Seakeeping and the Stability
in Waves Committees.
465
4.
Update ITTC Recommended Procedure 7.5-02-07-02.1, Seakeeping

Experiments, to include tests specific to active stabilization systems,
with particular attention to modeling
the control system and prediction of
full scale behaviour. If possible, update the corresponding procedure
for high speed craft.
5.
Review ITTC Recommended Procedures 7.5-02-05-06, Structural

Loads, and 7.5-02-05-07, Dynamic
Instability Tests, and propose updates, if any.
6.
Develop a new procedure for the determination of speed reduction coefficient fw. Liaise with the Specialist
Committee on Performance of Ships
in Service.
7.
Develop a new procedure for model

scale sloshing experiments.
8.
Review the research considering the

impact of seakeeping on propulsion
and manoeuvring performance. Liaise with the Manoeuvring Committee.
9.
Survey and/or collect benchmark

data for seakeeping problems, such
as motion, loads, sloshing, slamming, added resistance, full-scale
measurements.
10.
Continue the collaboration with

ISSC committees, including Loads
and Responses and Environment
Committees.
11.
Support a joint workshop on

Manoeuvring and the Stability in

Waves Committees and the Specialist Committee on Performance of
Ships in Service, for example on the
subject of minimum power requirements for safe manoeuvring in adverse sea conditions and model testing methods to investigate this.

Note: The Ocean Engineering Committee
covers moored and dynamically positioned
ships and floating structures. For the 28th
ITTC, the modelling and simulation of waves,
wind and current is the primary responsibility
of the Specialist Committee on Modelling of
Environmental Conditions, with the cooperation of the Ocean Engineering, the Seakeeping
and the Stability in Waves Committees.
1.
466
Update the state-of-the-art for predicting the behaviour of bottom

founded or stationary floating structures, including moored and dynamically positioned ships, emphasizing
the ITTC
b. new experimental techniques
computational methods to prediction and scaling
2.
3.
4.
5.
Review ITTC Recommended Procedures relevant to ocean engineering, including CFD procedures, and
Complete the VIM guideline 7.5-0207-03.11, which was initiated by the
Ocean Engineering Committee of
the 27th ITTC.
Continue work to further quantify
the uncertainty sources in ocean engineering model tests. Prepare a list
of uncertainty parameters with
quantified values and conduct comprehensive uncertainty analyses for
selected tests. Collaborate with the
Seakeeping Committee and the Specialist Committee on Modelling of
Environmental Conditions.
Develop a guideline for model tests

of multi-bodies operating in close
proximity.
7.
Develop a procedure for the analysis

of model tests in irregular waves.
8.
Continue investigating thrusterthruster interaction, ventilation and

their scaling for DP systems.
Conduct a concise review and report

on specific aspects of moored structures and vessels in port such as the
effects of passing ships and harbor
resonance.
10.
Continue wave run-up benchmark

studies for cases of four columns
(circular and square cross-sections)
using the experimental data from
Marintek.
11.
Review the state-of-the-art in offshore mining, including model testing methods.

Note: The Stability in Waves Committee
covers the stability of intact and damaged ships
in waves. For the 28th ITTC, the modelling and
simulation of waves, wind and current is the
primary responsibility of the Specialist Committee on Modelling of Environmental Conditions, with the cooperation of the Ocean Engineering, the Seakeeping and the Stability in
Waves Committees.
Investigate the modelling of wind

for Ocean Engineering tests with attention to inflow conditions in cooperation with the Specialist Committee on Modelling of Environmental Conditions.
6.
9.
1.
467
Update the state-of-the-art for predicting the stability of ships in

waves, emphasizing developments
since the 2014 ITTC conference.
the ITTC
b. new experimental techniques
computational methods to prediction and scaling

2.
Review ITTC Recommended Procedures relevant to stability, including CFD procedures, and
3.
Update ITTC Recommended Procedure 7.5-02-07-04.1, Model Tests

on Intact Stability, to include uncertainty analysis of measurements, including an example.
4.
Consider whether the guideline for

the prediction of the occurrence and
magnitude of parametric rolling
should be updated to a procedure.
5.
6.
7.
Review surface tracking methods

for measuring flow between compartments of damaged ships.
8.
Review the current approaches for

quantifying time to loss and report
in the impact for model testing.
9.
Examine the model scale to full

scale correlation of steering control
and active motion control in extreme
waves.
10.
Support a joint workshop on

Manoeuvring and the Seakeeping
Committees and the Specialist
Committee on Performance of Ships
in Service, for example on the subject of minimum power requirements for safe manoeuvring in adverse sea conditions and model testing methods to investigate this.
Continue cooperation with IMO
SDC (formerly SLF) subcommittee.
11.
Continue to investigate the criteria

for modelling wave spectra in the
determination of dynamic instability
of intact vessels, i.e. wave steepness,
non-linearity, frequency contents of
the spectrum, statistical distribution
of wave and crest height and spatial
behaviour of the waves. Liaise with
the Specialist Committee on Modelling of Environmental Conditions.
5.3
Terms of Reference for Specialist

Committees
Specialist Committee on Hydrodynamic

Modelling of Marine Renewable Energy Devices
Work relating to wave energy converters
(WEC):
Include in the report an example of

uncertainty analysis in measurements for damage stability model
tests.
468
1.
Develop guidelines for uncertainty

prediction for WECs.
2.
Monitor and report on developments

in power take-off (PTO) modelling
both for physical and numerical prediction of power capture.
3.
4.
Work relating to offshore wind:
Review and report on the progress

made on the modelling of WEC arrays.
Review and report on challenges associated with the performance of
WECs in irregular wave spectra,
particularly as it relates to physical
modelling.
5.
Check willingness of participants

for the round-robin test campaign
before starting work.
6.
Review and report on integrated

WEC simulation tools based on
multi-body solvers which are in development.
1.
Wind Field Modelling including

Froude/Reynolds scaling challenges
for the turbine in cooperation with
the Specialist Committee on Modelling of Environmental Conditions.
2.
The impact of control strategies and

other features on full-scale devices
on global response to allow improved understanding of the impact
of simplifications adopted in model
tests.
3.
Report on integrated tools for simulation of floating wind turbine including platform, mooring, turbine
and control system.
4.
Report on developments in fullscale demonstrators of floating wind

turbines.
Work relating to current turbines:

1.
Develop specific uncertainty analysis guidelines / example for horizontal axis turbines
2.
Report on development in physical

and numerical techniques for prediction of performance of current turbines, with particular emphasis on
unsteady flows, off-axis conditions,
and other phenomena which offer
particular challenges to current devices.
3.
Report on the progress made on the

modelling of arrays.
4.
Report on progress in testing at fullscale and moderate scale in-sea test

sites.
Specialist Committee on Hydrodynamic

Noise
469
1.
Continue development of the guidelines produced during the 27th ITTC

and monitor how these guidelines
are being implemented by the towing tank community.
2.
Identify scale effects in prediction of

hydrodynamically generated noises
(flow noise, cavitation noise, etc.).
3.
Examine the possibilities to predict

full scale values (correlation and operational requirements) from model
scale noise measurements.
4.
Review uncertainties associated

with model scale noise measure-
ments and full scale noise measurements, including variability between

sister ships and influence of operational conditions during sea trials,
such as manoeuvring and sea state.
5.
Check the existing methodologies

regarding full scale noise measurements in shallow and restricted water and provide, if possible, guidelines. Establish communication with
ISO working groups active on this
topic.
6.
Update the overview of national and

international regulations and standards regarding hydrodynamic noise.
7.
Review the developments of predicting methods (theoretical and

numerical) for underwater noise
sources characterisation and for far
field propagation.
8.
Define and, if possible, conduct

benchmarking tests of model test
noise measurements, preferably for
a ship for which full scale noise
measurements are available.
Specialist Committee on Performance on

Ships in Service
The purpose of the committee is to improve
the performance predictions (especially for
large ships) for service conditions covering the
whole life-cycle of the ship, keeping in mind
the EEDI and EEOI development within IMO.
1.
Liaise with the Resistance, Propulsion and Seakeeping Committees as

relevant, specifically with regard to
estimating fw, in the EEDI calculation and CA guideline.
470
2.
Monitor and review the state of the

art for EEDI and EEOI prediction
and determination methods, including CFD based methods.
3.
Monitor and review the state of the

art with regard to minimum power
requirements for safe and effective
manoeuvring and requirements arising from the EEDI formula (sea
margin).
4.
Investigate the following aspects of

the analysis of speed/power sea trial
results:
a. Temperature and density correction to take into account temperature/density gradient
b. ISO proposed iterative method'
as an alternative for load variation method and current elimination.
c. Statistical properties for the results of load variation tests
d. New shallow water correction
method to replace Lackenby
e. Influence of headings and wind
on sea trials
f. Wave limits for the wave correction methods
g. Application of CFD methods for
wind loads
h. Expansion of the wind coefficient database for more ship
types
i. More extensive validation of the
wave correction methods (STA I
, STA2, NMRI)
j. Feedback of speed/power data
for correlation purpose especially for the design and EEDI draft.
5.
6.
On the basis of the results of these

investigations update the
speed/power sea trial procedures
7.5-04-01-01.1 and -01.2.
Resistance in Ice Tank Testing
Explore Ship in Service issues

a. Investigate the monitoring and
analysis of speed/power performance of ships in service
b. Investigate feedback of speed
power data to seakeeping committee to get reliable data for fw
from full-scale measurements
c. Investigate feedback of
speed/power data for fw
d. Investigate the influence of ship
hull surface degradation due to
fouling and aging on the
speed/power performance and
consider the related EEOI issues
originating from IMO requirements
e. Establish a guideline for the use
of CA for different draft conditions.
2.
Review the following items with a

view to developing procedures and
guidelines in the future:
Station keeping in ice, for
moored, DP and thrusterassisted moored structures
and ships.
Offshore structures fixed
and floating
Scalability of ice with the
goal of new guidelines on
full-scale ice property testing
Brash Ice characterization
and modelling.
4.
Evaluate numerical and semiempirical prediction for operation in

ice.
Specialist Committee on Modelling of Environmental Conditions

This new committee will deal with the
modelling of realistic environmental conditions
in a reliable, reproducible way in a model basin. During the first period, the focus of the
committee shall be in order of priority, waves,
wind and current.

1.
3.
Finalize the updating of the guidelines commenced during the 27th

ITTC, including:
7.5-02-04-01and 7.5-02-04-02.1.
Revise the following procedures:
7.5-02-04-02.3 Maneuvering
Tests In Ice (liaise with the
Manoeuvring Committee)
7.5-02-04-02.2 Propulsion
Test in Ice (liaise with the
Propulsion Committee)
7.5-04-03-01 Ship trials in ice
7.5-02-04-02.5 Experimental
Uncertainty Analysis for Ship
1.
Review the report of Ocean Engineering Committee of the 24th

ITTC (2005)
2.
Propose and develop guidelines

where appropriate.
Suggested topics may include:

Waves:
1.
Non-linear effects analysis, control
471
7.
Geographical consistency of wind

conditions
2.
Interactions with current and wind
3.
Distribution of extremes
4.
Wave grouping (characterization

and reproduction)
2.
Turbulence
5.
Short-crested wave modelling
3.
Vertical profiles (including current

reversal)
6.
Deterministic generation of extreme

waves
4.
Horizontal variation
5.
Measurements
7.
Current:
1.
Confinement
a. Wave frequency and low frequency reflections
b. Radiation and reflection from
model, beach, etc.
Interactions with waves
Specialist Committee on Energy Saving

Methods
1.
Conduct a systematic survey of energy saving methods, devices, applications and possible savings, including the influence on the EEDI formula.
2.
Identify the physical mechanisms on

energy saving on ships.
3.
Conduct a survey on the frictional

drag reduction methods, including
air lubrication and surface treatment.
Wind:
1.
Interaction with waves
4.
Conduct a survey on energy savings

based on the use of wind energy.
2.
Gusting (including squalls)
5.
3.
Turbulence
Monitor the CFD methods, model

tests and scaling procedures for energy saving devices.
4.
Vertical profiles
6.
5.
Horizontal variation
Conduct a survey on existing full

scale data on the effect of energy
saving methods.
6.
Measurements
7.
Identify the needs for new model

test procedures (resistance and pro-
8.
Measurement and analysis of longand short-crested waves
9.
Non-stationary power spectrum

(time and space)
10.
Wave breaking influence on statistics and kinematics
11.
Geographical consistency of wave

spectrum selection
472
pulsion, extrapolation methods) to

investigate the effect of energy saving methods.
5.4
6.
To further develop a liaison with

ISO with a view to reconcile the differences in definitions between ISO
standards 15016, EEDI definitions
and ITTC definitions as laid down
in the procedures 7.5-04-01-01.1
and -01.2
7.
Update the ITTC Dictionary of Hydromechanics.
8.
Revise and update the existing ITTC

Recommended Procedures according to the comments of Advisory
Council, Technical Committees and
the Conference.
9.
After the third AC Meeting, review

and edit new ITTC Recommended
Procedures with regard to formal
Quality System requirements including format and compliance of
the symbols with the ITTC Symbols
and Terminology List.
10.
Support the Technical Committees

with guidance on development, revision and update of uncertainty
analysis procedures.
11.
Observe ISO standards for uncertainty analysis, in particular the uncertainty analysis terminology.
12.
Review developments in metrology

theory and uncertainty analysis and
issue appropriate Procedures.
13.
Continue to maintain the online

Wiki tool keeping it up to date and
in line with the adopted documents
of the ITTC.
Terms of Reference for the Groups

1.
2.
3.
4.
5.
Update all ITTC Recommended

Procedures and Guidelines to conform to the requirements of Recommended Procedure 4.2.3-01-03,
Work Instruction for Formatting
and Guidelines.
Support the Technical Committees
in their work on Recommended
Procedures. Supply the chairmen of
the new committees with the MS
Word versions of the relevant procedures.
Maintain the Manual of ITTC Recommended Procedures and Guidelines. Co-ordinate the modification
and re-editing of the existing procedures according to the comments
made by ITTC member organizations at the Conference and by the
Technical Committees.
Observe the development or revision of ISO Standards regarding
Quality Control.
Update the ITTC Symbols and Terminology List. Consolidate some
inconsistencies in the use of symbols and add recognized symbols
not contained in the SaT list to the
list(such as RAW, Rwave, rho ad
rho0).
473
14.
To develop a procedure on the determination of a type A uncertainty

estimate of a mean value from signal analysis, based on Brouwer et al.
(2013). This analysis provides an
uncertainty estimate in cases where
instead of multiple repeat or reproduction measurements, only a single
time series is available.
15.
To develop a guideline with working title: Guideline to Practical Implementation of Uncertainty Analysis.
16.
At the beginning of the period, organize an electronic repository of information and data on the benchmarks cases. ITTC member organizations should then be invited to
participate in the adoption of the
benchmark and contribute to the database.
17.
Survey the extent and breadth of uptake of uncertainty analysis techniques and procedures by the hydrodynamic testing community.
18.
Include new sections in the Dictionary dedicated to Offshore Engineering, Planing Craft and Pods.
474
Appendix 4
(International Towing Tank Conference)
Proposed for adoption by the 27th Full Conference
1.
modelling and full scale measurements of ships

and marine installations;
DESCRIPTION
The International Towing Tank Conference

(ITTC) is a world-wide independent association
of hydrodynamics research organizations that
operate towing tanks or similar model test laboratories. ITTC members support the designers,
builders and operators of ships and marine installations by giving advice and information
regarding the performance, safety and environmental impact of ships and marine installations
using the results of physical model tests, numerical modelling and full-scale measurements.
2.
(e)
To validate the accuracy of full-scale
predictions for quality assurance;
(f)
To formulate collective policy on matters of common interest;
(g)
To provide an effective organization for
the interchange of information.
3.
ACTIVITIES
The aims of the ITTC shall be pursued

by:
(a)
Stimulating research into specific topics;
AIMS
The aims of the ITTC are:
(a)
To stimulate progress in solving the
technical problems which are of importance to
towing tank organizations and model test laboratories;
(b)
Organizing and encouraging meetings
to review progress in this research;
(c)
Making such recommendations and
decisions on joint action and policy as seem
desirable to the members of the ITTC;
(b)
To stimulate research in areas in which
a better knowledge is required in order to improve methods of predicting the full-scale hydrodynamic performance of ships and marine
installations;
(d)
Establishing procedures and guidelines
to help the member organizations to maintain
their institutional credibility with regard to
quality assurance of products and services, such
as, performance prediction and evaluation of
designs by either experimental or computational means;
(c)
To stimulate the improvement of methods of model experiments, numerical modelling
and full-scale measurements;
(d)
To recommend procedures for carrying
out physical model experiments, numerical
475
(e)
Recording and publishing discussions
taking place at ITTC meetings.
4.
5.
FULL CONFERENCE
The Full Conference comprises the designated representatives of member organizations

eligible to vote and present at general sessions
that take place during the Conference.
MEMBERSHIP
Membership of the ITTC shall be open to

all towing tank organizations or model test
laboratories that carry out hydrodynamic work
in support of the designers, builders and operators of ships and marine installations, and to
other organizations that contribute to the aims
of the ITTC.
5.1. Roles and responsibilities

The Full Conference shall:
(a)
Determine the policies of the ITTC;
Applications for membership shall be made

to the Executive Committee through the ITTC
Secretary. Each such organization shall satisfy
the Executive Committee that it is eligible for
membership.
(b)
Approve changes to the rules of the
ITTC;
Each member organization shall be represented by its director or other senior officer
having the authority to bind the member organization in matters relating to the ITTC (the
designated representative).
(d)
Appoint the Chairman and members of
each technical committee or group;
A membership fee shall be payable by all

member organizations. The Executive Committee shall propose the fee for the next three years
for approval by the Full Conference. The fee
shall be payable by October 1st of the year in
which the triennial conference (the Conference)
is held.
(f)
Approve the host organization for the
next Conference;
(c)
Appoint the Chairman of the Executive
Committee and the ITTC Secretary;
(e)
Approve financial reports and plans and
the ITTC membership fee;
(g)
Approve terms of reference for technical committees and groups;
(h)
Approve recommended procedures and
guidelines.
A member organization, which has not paid

the fee by May 31st in the year following the
Conference, shall no longer be a member organization of ITTC and the name of the organization shall be removed from the membership
list. The Executi-ve Committee may extend this
deadline if unusual financial or administrative
circumstances delay the payment of the fee.
Only member organizations are eligible to

vote. The vote shall be exercised by the designated representative of the organization and no
organization shall be entitled to more than one
vote. A designated representative who is unable
to attend the meeting may choose to delegate
the voting rights of the member organization to
another employee of the organization. The designated representative must inform the Chairman of the Executive Committee of the name
of the alternate before the start of the general
476
session at which the vote will take place. Postal

or email votes shall not be allowed.
(d)
Accept new member organizations to
the ITTC;
Voting may be by secret ballot or a show of

hands as determined by the Executive Committee. An affirmative vote of at least 2/3 of members present shall be required to carry a motion.
(e)
Manage the income from the ITTC
membership fees and any amounts transferred
from the Advisory Council.
A record of the decisions of the Full Conference shall be published in the proceedings of
the Conference.
(f)
Approve the arrangements and associated costs and registration fees for the Conference;
5.2. Decision making between Full

Conferences
(g)
Prepare a report on its activities for
presentation at a general session of the Conference.
If for any reason a decision is required in

the time gap between Full Conferences with
regard to the items listed in 5.1, the Executive
Committee unanimously and supported by a
majority of the Advisory Council is mandated
to make such decision. If a unanimous decision
cannot be made, a decision shall be made in
accordance with a procedure approved by the
Full Conference.
The Executive Committee shall propose the

following for approval by the Full Conference:
Any decisions made in accordance with 5.2

shall be reported to the Full Conference and
recorded in the proceedings of the Conference.
(c)
Recommended procedures and guidelines;
6.
(e)
A financial plan and the ITTC membership fee.
(a)
The Executive Committee Chairman,
ITTC Secretary and members and Chairmen of
technical committees and groups;
(b)
The terms of reference of technical
committees and groups;
(d)
The host organization for the next Conference;
EXECUTIVE COMMITTEE
In order to pursue the aims of the ITTC the

Executive Committee may initiate formal interactions or collaborations between the ITTC and
other organizations (for example the IMO or
ISSC). The Executive Committee may require
technical committees to carry out specific tasks
in support of such interactions.
The Executive committee shall:

(a)
Implement the decisions of the Full
Conference;
(b)
Represent the ITTC between Conferences;
Votes by the Executive Committee may be

by a show of hands or secret ballot at the call of
the Chairman. A simple majority shall carry a
motion.
(c)
Replace members of technical committees or groups as necessary between Conferences;
477
The following shall be ex-officio nonvoting members of the Executive Committee:
The Executive Committee shall meet at

least three times between Conferences.
(a)
The Chairman of the Advisory Council
6.2. Membership
(b)
The ITTC Secretary
The Executive Committee shall normally

consist of seven full-voting members including
the Chairman.
(c)
The past Chairman of the Executive
Committee. If the past Chairman is the representative of a geographic area then that person
shall be a full voting member of the Executive
Committee.
(a)
There shall be one representative from
each of the six geographic areas listed in Annex
A. (the area representative). Where at all possible, the area representative shall represent a
member organization of the Advisory Council.
The Executive Committee may approve exceptions to the area representative being from a
member organization of the Advisory Council.
Each area representative shall normally serve
for two terms of three years each. The area representatives shall be appointed at least one-half
year prior to the Conference by the member
organizations of that area. Each region shall
decide on its own procedure for selection (election) of its area representative.
(d)
The Conference Organizer, if that person is not a member of the Executive Committee.
The Executive Committee Secretary shall
be proposed by Chairman of the Executive
Committee for approval by the Executive
Committee and shall normally serve for the
term of one Conference.
The Executive Committee Secretary shall
work in support of the Executive Committee
and carry out duties assigned by the Executive
Committee. The duties may include work relating to the organization of the next Conference
such as making detail arrangements for the
Conference, editing and publishing the proceedings and communicating with member
organizations concerning the Conference.
(b)
The Chairman of the next Executive
Committee shall be appointed by the Full Conference at the end of the Conference and act as
Chairman until the end of the next Conference.
The Chairman of the Executive Committee is
usually the designated representative of the
member organization that will host the next
Conference, but the Executive Committee may
propose as its Chairman the designated representative of any member organization in the
area where the next Conference will be held.
The Vice Chairman of the Executive Committee shall be elected by the Executive Committee from its members. In the absence of the
Chairman, meetings of the Executive Committee shall be conducted by the Vice Chairman.
7.
ADVISORY COUNCIL

The Advisory Council proposes to the Executive Committee the topics that should be
addressed by the ITTC, bearing in mind that the
primary aim of the ITTC is to solve technical
problems of importance to towing tank organizations. It proposes new specialist committees
and recommends terms of reference for all
technical committees based on input from tech478
builders, owners or operators of these assets.

The work is directed and executed by full time
professional staff. The organization may also
conduct research, technology development, and
education activities, provided the funding for
these is secondary to its client revenue.
nical committees, ITTC members at large and

the expertise and priorities of Advisory Council
members.
The Advisory Council proposes recommended procedures and guidelines to the Executive Committee based on proposals by technical committees and groups.
(b)
It has a long history of work in support
of the ITTC as evidenced by membership of
Committees and Groups, providing data in
support of committee and group work, or making written contributions to committees and
groups;
The Advisory Council may provide advice

or recommendations to the Executive Committee on any other topics agreed by the Chairmen
of the Executive Committee and Advisory
Council.
(c)
It operates at least two model test facilities and has the capability of performing a variety of experimental and numerical investigations within the scope of the ITTC.
The Advisory Council may set up mechanisms to support and monitor the work of
Technical Committees. The Advisory Council
may communicate with technical committees
through the ITTC Secretary.
No limit shall be put on the total number of

members. However, the Executive Committee
shall confirm the membership of each member
of the Advisory Council once every six years.
In order to remain a member of the Advisory
Council members must demonstrate to the Executive Committee that they meet the criteria
(a), (b) and (c) and that in addition, they have
had a record of regular attendance at meetings
of the Advisory Council and the Full Conference and have made meaningful contributions to the Advisory Council. Half the Advisory Council member organizations shall be
confirmed every three years. The Advisory
Council shall recommend the process for confirmation to the Executive Committee.
Votes on matters other than the appointment

of the Chairman or Vice Chairman may be by a
show of hands or secret ballot at the call of the
Chairman. A simple majority shall carry a motion.
The Advisory Council shall meet at least
three times between Conferences at times and
places coordinated with meetings of the Executive Committee.
7.2. Membership
The Executive Committee appoints members to the Advisory Council. Applications for
membership shall be made to the Executive
Committee through the area representative.
Each such organization must satisfy the Executive Committee that:
Member organizations appointed to the Advisory Council shall be represented on the Advisory Council by their designated ITTC representative. In the event of the designated representative being unable to attend a meeting, the
member organization may send an alternate
who shall be a senior technical member of the
management of the member organization, able
to contribute to technical discussions on hydro-
(a)
The purpose of the organization is the
prediction of performance of marine vehicles,
marine structures and marine installations. The
organization provides information, on a fee-forservice basis, to clients who are the designers,
479
dynamic testing, numerical modelling and fullscale measurement.
mented in reports published in the proceedings

of the Conference.
Each member of the Executive Committee

shall be an ex-officio member of the Advisory
Council if he/she is not already a member in his
own right as a representative of a member organization.
The technical committees shall consist of

two types. One type on "general subject areas"
(general committees), such as: Resistance, Propulsion and Manoeuvring, shall be continuing
committees. The other type on "special subject
areas" (specialist committees), such as Waterjets, where a specific technical problem needs
to be addressed shall be of limited duration.
The Chairman and Vice Chairman of the

Advisory Council shall be elected by its members between one year and one-half year prior
to the next Conference. The election shall be by
secret ballot, the candidate with the maximum
number of votes shall be elected. The Chairman
shall take office immediately following the end
of this Conference. In the absence of the
Chairman, the meetings of the Advisory Council shall be conducted by the Vice Chairman.
Technical committees shall develop detailed

plans in accordance with their terms of reference. The work of all technical committees
shall be directed towards the techniques and
understanding of physical and numerical modelling as a means of predicting full-scale behaviour. While maintaining an awareness of progress, fundamental theoretical studies and fundamental aspects of numerical fluid computation shall be covered by other forums, such as
the ONR Symposium on Naval Hydrodynamics
or Conference on Numerical Ship Hydrodynamics.
Secretarial support to the Advisory Council

shall be provided by the ITTC Secretary.
7.3. Advisory Council fee

Advisory Council members shall pay a fee
to provide sufficient money to cover the cost of
the additional workload on the ITTC Secretary
of performing secretarial duties directly for the
Advisory Council. The fee shall be approved
by the Advisory Council and paid at the same
time and under the same conditions as the
ITTC membership fee. The Advisory Council
shall be responsible for managing the income
from the Advisory Council fee.
8.
Technical committees may contact member

organizations to request assistance (for example, by completing a questionnaire, participating in comparisons of the results of experiments or calculations or providing other information) or accept offers assistance from member organizations or individuals to help them
carry out their work. Written contributions to
the program of work of a technical committee
may be submitted to its Chairman by any
member organization or individual. The technical committee may include a short abstract of
any such contribution in its report, with an indication of the source from which the full
document may be obtained. The conclusions
and recommendations published in the committee report are the sole responsibility of the
committee.
TECHNICAL COMMITTEES

The technical committees carry out the
technical work of the ITTC defined in their
terms of reference. The results shall be docu480
A technical committee may make informal

contact with technical committees of other organizations which may be working in areas of
interest to the ITTC committee.
zation sponsoring the candidate must have

agreed to support the candidate financially in
carrying out his/her committee work and travel
to committee meetings.
The report of a technical committee shall

reflect the opinion of the complete committee.
If the committee is unable come to a consensus,
the different opinions of committee members
shall be published. The length, structure and
format of the report shall be in accordance with
guidelines set by the Executive Committee.
The conclusions shall be structured into two
separate parts:
For general committees, each geographic

area shall be allowed to present to the Executive Committee a "curriculum vitae" of only
one candidate for each committee. Once the
first six positions have been successfully filled,
each geographic area that wishes to nominate
an additional candidate may put a "curriculum
vitae" of another candidate forward for the two
remaining positions on that technical committee. For specialist committees each geographic
area may nominate any number of candidates.
(a)
General technical conclusions;
The membership of each technical committee shall be reviewed by the Full Conference at
intervals of not more than three years. A person
shall not serve on technical committees for
more than a total of four three-year terms, and
shall not be a member on any one technical
committee for more than three terms.
(b)
Recommendations to the Full Conference to adopt new or revised Recommended
Procedures or Guidelines.
Technical committees may make proposals
for future work in the subject area covered by
the committee. Such proposals shall be communicated to the Advisory Council through the
ITTC Secretary.
A member of a technical committee who is

unable to continue in committee work shall be
replaced according to the following guidelines:
Reporting schedules for the technical committees shall be set by the Executive Committee and communicated by the ITTC Secretary.
(a)
Where possible a suitable candidate
should be found from the geographical area of
the member to be replaced;
Technical committees shall meet no more

than four times between Conferences.
(b)
The Area representative for that area
shall, after consultation with the Chairman of
the technical committee, recommend the name
of the replacement member to the Executive
Committee;
8.2. Membership
Each technical committee shall normally
consist of not more than eight members, including the Chairman. The Chairman and members
shall in all cases be selected for their personal
contributions to, interest in, and ability to contribute to the subject area of that technical
committee. Formal qualifications and a balanced geographic representation shall also be
considered in the selection process. The organi-
(c)
If a suitable replacement cannot be
found from the area of the member to be replaced, the Executive Committee shall solicit
proposals from other area representatives. The
Executive Committee shall consult with the
Chairman of the Technical Committee on the
481
suitability of candidates for the work of the

Committee;
11.
(d)
The Executive Committee shall appoint
the new technical committee member.
9.
The ITTC Secretary shall undertake all administrative and secretarial tasks in support of
the operation of the ITTC except those specifically assigned by the Executive Committee to
the Executive Committee Secretary.
GROUPS
The Executive Committee may establish

groups to carry out specific non-technical tasks
for the ITTC. Examples of groups are the Symbols and Terminology Group and the Quality
Control Group. Groups may have fewer members than the technical committees. Membership on a group shall normally not exceed three
consecutive terms of three years, but the Executive Committee may make exceptions.
Groups shall be disbanded upon completion of
their tasks. Groups shall meet no more than
four times between Conferences.
10.
The duties of the ITTC Secretary may include maintaining lists of ITTC memberships,
publishing the ITTC Newsletter and maintaining the ITTC website. The ITTC Secretary provides secretarial support to the Executive
Committee and the Advisory Council and is the
primary point of contact for communications
within the ITTC and between outside organizations and the ITTC.
The ITTC Secretary shall be responsible for
the administration of ITTC funds. The ITTC
Secretary shall:
SERVING IN MORE THAN ONE

CAPACITY
(a)
No person shall serve in more than one official capacity, or on more than one technical
committee, at the same time. The official capacities are:
(a)
tee;
Membership of the Executive Commit-
(b)
Chairman of the Advisory Council;
ITTC SECRETARY
set up a bank account for ITTC funds;
(b)
collect ITTC membership fees and Advisory Council fees;
(c)
make separate records of income and
expenditure for the ITTC membership fees and
AC fees;
(d)
prepare proposed budgets and financial
reports for the Executive Committee and Advisory Council;
(c)
Chairman of a technical committee or
group.
(e)
make authorized withdrawals from the
account.
A member of the Executive Committee or

the Chairman of the Advisory Council shall not
also be a member of a technical committee or
group except for short periods of time at the
expressed recommendation of the Executive
Committee.
11.2. Selection of the ITTC Secretary

The ITTC Secretary shall be employed by
or in the case of a retiree, directly supported by
a member organization of the Advisory Council
482
Advisory Council and the cost of any other

activities approved by the Advisory Council for
implementation by the Executive Committee.
which undertakes to provide necessary services

such as office space, Fax, email etc. (The host
organization for the ITTC Secretary). The Secretary shall have experience as a representative
on the Advisory Council or as a member of a
technical committee.
Once each year the Executive Committee

and Advisory Council shall review and approve
budgets for the money for which they have
responsibility. The budgets shall show actual
income and expenditures to date, including any
balance or deficit remaining from previous
ITTC periods, and income and expenditures
planned for the remainder of the current ITTC
period.
The Advisory Council shall give the name

of a qualified person willing to become ITTC
Secretary for the next ITTC period to the Executive Committee between one year and onehalf year prior to the next Conference. The
name shall be chosen by secret ballot and the
candidate with the maximum number of votes
shall be passed on to the Executive Committee.
The Executive Committee shall propose the
ITTC Secretary to the Full Conference for appointment.
The ITTC Secretary shall set up a separate

bank account for ITTC funds. The ITTC membership fees and Advisory Council fees may be
kept in the same bank account (the ITTC Account), but the ITTC Secretary must maintain
separate records of the income and expenditures of money from both sources. Withdrawals
from the account shall be made only by the
ITTC Secretary with the written authority of
the Chairman of the Executive Committee or
the Chairman of the Advisory Council as appropriate. Cheques must be co-signed by the
senior financial officer of the host organization
for the ITTC Secretary.
The ITTC Secretary shall normally serve

for two terms.
The remuneration for the ITTC Secretary
shall be decided by the Executive Committee.
12.
MANAGEMENT OF ITTC FUNDS
The Executive Committee shall be responsible for the management of income from ITTC
membership fees and funds transferred to it by
the Advisory Council. Income from membership fees shall be used to cover the costs of the
ITTC organization, including the remuneration
of the ITTC Secretary, part of the cost of producing the proceedings of the Conference and
other costs approved by the Executive Committee.
A financial report shall be included in the

Executive Committee Report to the Conference. The Executive Committee shall also
present an outline financial plan for the upcoming period including a proposal for the ITTC
membership fee, for approval by the Full Conference. The financial reporting period for the
ITTC is from October 1st in the year of the
Conference to September 30th in the year of the
next Conference.
The Advisory Council shall be responsible

for the management of income from Advisory
Council membership fees. Income from the
Advisory Council fee shall be transferred to the
Executive Committee to cover the cost of the
additional workload on the ITTC Secretary of
performing secretarial duties directly for the
13.
THE CONFERENCE
The Conference shall be held at three-year

intervals.
483
organizations and members of technical committees and groups to the Conference. The host
organization may also invite observers and seniors to attend. The names of observers shall be
proposed by their area representative. Seniors
are persons now retired who have had a long
association with the ITTC and whose attendance is proposed by their area representative and endorsed by the Executive Committee. The host organization shall offer reduced registration fees to seniors.
Invitations from organizations to host the

Conference of the next interval must be sent to
the Executive Committee, through the area
representative, at least one year before the Conference of the current interval.
The Executive Committee and the Full Conference shall ensure a balanced rotation of the
Conference venue among the six geographic
areas. Each area shall decide on its own procedure for the rotation of venue among the countries in the area.
The host organization for the Conference
may be either an ITTC member organization or
an association whose mandate or aims are relevant to the aims of the ITTC, such as the
American Towing Tank Conference, the Society of Naval Architects of Japan or the British
Marine Hydrodynamics Panel.
13.1. Conference arrangements

The Conference shall include general and
technical sessions
General Sessions shall include discussion of
the report of the Executive Committee and
presentations of proposals from the Executive
Committee for decisions by a vote of the Full
Conference. The agenda and decision record of
the general sessions shall be published in the
proceedings of the Conference. General Sessions shall be chaired by the Chairman of the
Executive Committee.
The host organization shall have overall responsibility for the organization of the Conference.
When the host organization is an ITTC
member, the Conference organizer shall be the
designated representative of the host organization. When the host is a local association, the
Conference organizer shall be the designated
representative of an ITTC member organization
chosen by the association.
Technical sessions shall discuss the reports

and recommendations of the technical committees. No discussion shall be permitted that is
not directly related to the report and recommendations under consideration. The Conference proceedings shall not be used as vehicles
for disseminating technical papers. Technical
sessions shall be chaired by members of the
Executive Committee or Advisory Council.
The Conference organizer shall be responsible for the detailed arrangements for the Conference including the preparation and publication of the Conference proceedings.
The Conference may also include group

discussions, to provide opportunity for discussion of topics of current interest to members. The Advisory Council shall propose topics for group discussions to the Executive
Committee. The Executive Committee shall
choose suitably qualified individuals to organize and Chair the group discussions. A sum-
The arrangements, associated costs and registration fees for the Conference must be proposed by the host organization for approval by
the Executive Committee.
Participation in the Conference is by invitation only. The host organization shall invite
designated representatives of ITTC member
484
mary of the discussion shall be published in the

proceedings.
(a)
Membership information, rules, procedures and guidelines, and the archive of Conference proceedings;
Designated representatives, members of

technical committees and groups, observers and
seniors may participate in discussions at technical sessions (including submitting written
discussion) and in group discussions. Designated representatives may submit written discussion on behalf of colleagues from their organization. Presentation of written discussion
during the technical session shall be at the discretion of the session chairman. Only designated representatives of member organizations
may participate in discussions at general sessions.
14.
(b)
Information relating to the upcoming
Conference, including location, hotels, travel,
technical and social programs, and committee
reports, and other documentation for discussion
at the Conference.
14.2. ITTC Newsletter
A newsletter may be used to communicate
with member organizations. The newsletter
shall be published twice a year. It shall be edited and produced by the ITTC Secretary. The
newsletter may be published in paper or electronic form.
COMMUNICATIONS
The Executive Committee shall regularly

communicate with member organizations on
activities relating to the work of the Executive
Committee, the Advisory Council and technical
committees and groups and other any the matters judged by the Executive Committee to be
of concern to ITTC member organizations.
The communications may be through the use of
a web site, the publication of a newsletter or
any other means chosen by the Executive
Committee.
Member organizations may bring issues to
the attention of the ITTC through their area
representative. Members of the Advisory
Council may do so at a meeting of the Advisory
Council.
14.1. ITTC Website

There shall be only one ITTC web site. The
ITTC Secretary shall maintain the site.
The ITTC website shall provide access to:
485
Northern Europe
ANNEX A
Geographic areas
Area
Americas
Central Europe
East Asia
Countries Included
Argentina,
Brazil,
Canada,
Chile,
Ecuador,
Mexico,
USA,
Venezuela
Austria,
Belgium,
Germany,
The Netherlands,
United Kingdom
China,
Korea
Pacific Islands
Southern Europe
Denmark,
Finland,
Norway,
Poland,
Russia,
Sweden
Australia,
India,
Indonesia,
Japan,
Malaysia
Bulgaria,
Croatia,
France,
Greece,
Iran,
Israel,
Italy,
Portugal,
Romania,
Spain,
Turkey
Definitions
ANNEX B
In previous versions of the Rules and colloquially, the words International Towing Tank
Conference, its initials, ITTC, and shortened
form, Conference have been used to mean
different things depending on the context. The
present Rules attempt to avoid this confusion
by using these words with specific meanings:
Notes on the organization and operation of

the ITTC
This Annex provides information to help
new members of ITTC or members joining
committees for the first time, understand the
workings of the ITTC organization. It includes
background information, explains some rules in
more detail than is appropriate in the formal
rules document and includes brief descriptions
of current practice.
The four letters ITTC means the association of towing tank organizations which functions according to these rules.
The Conference means the tri-annual meeting of ITTC member organizations.
The Annex is supplementary to the Rules,

and does not take the place of the Rules. In case
of a perceived conflict between this Annex and
the Rules, the Rules shall be followed.
The Full Conference means the representatives of member organizations with authority to vote.
486
vidual Conference attendees made presentations, but from 1948 discussions at the Conference were based on reports of the technical
committees. This continues to be the structure
of the ITTC Conferences.
The name International Towing Tank

Conference is not used in the Rules except as
the title. In other documents it may be used to
mean the organization (ITTC) or the tri-annual
meeting (the Conference), depending on the
context.
As the size and number of topics considered

by the ITTC increased, there was concern that
the ITTC should not evolve into a diffuse organization loosely concerned with ship hydrodynamics. In addition, the member organizations whose primary business was model testing for clients were worried that they would be
outnumbered by the tanks operated by educational and research institutions which did not
share the same responsibilities to customers.
There was a possibility that ITTC might adopt
procedures and policies that would be harmful
to the relationships between the more commercial facilities and their customers. The Advisory Council was formed at the 13th ITTC in
1972 in response to these concerns. The purpose of the Advisory Council was (and still is)
to recommend the subjects to be considered
bearing in mind the primary aim of the conference is to solve technical problems of importance to tank superintendents. Organizations
represented on the Advisory Council were selected from member organizations which met
criteria chosen to show that their primary business was model testing for clients. In many
ways the Advisory Council represents the
community of Tank Superintendents which first
met over 80 years ago.
In addition the following three words are

used in the Rules:
Shall: Conveys commitment to doing something. Of these three words, shall is used in the
Rules in paragraphs which describe the operation of the ITTC.
Must: The action is mandatory; there are no alternatives; gives emphasis; stronger than shall.
May: The action is optional; the choice is up to
the person performing the action.
These definitions are also used in this Annex.
Brief history of the ITTC

In 1933 23 representatives of tanks from 10
countries including the superintendents of 9
tanks met in The Hague, to confer in an open
and confidential manner on their own methods
and also on the manner of publication of tank
results. The program for the new Conference
of Ship Tank Superintendents was focused on
the everyday business of tanks. The conference
appointed a committee to work out in a more
definite way the general conclusions. This was
the forerunner of the technical committees we
have today. All decisions were made by all
those present at the the conference.
Aims of the ITTC

The Aims of the ITTC written in the Rules
have changed very little from the aims of the
ITTC expressed in the first meetings over 70
years ago. Over the years they have been revised to keep them up to date by including numerical modelling and full-scale trials and
work done by ITTC members on marine installations other than ships. The aims include
stimulating relevant research in hydrodynam-
This simple organization continued until

1948, when a Standing Committee of six regional members was formed to give continuity
from one Conference to another. it later became
the Executive Committee. Up until 1948 indi-
487
ics, but the exchange of information concerning

research in theoretical hydrodynamics and fundamental aspects of numerical fluid computations are not included. These are covered by
other forums, such as the ONR Symposium on
Naval Hydrodynamics or Conference on Numerical Ship Hydrodynamics. The ITTC establishes the need for research, encourages research and provides for coordination of research carried out by its members, but does not,
as an organization, fund or carry out research.
The aims are written to ensure that the ITTC
continues to focus on its unique role of meeting
the needs of its members for giving advice and
information on full-scale performance to the
designers, builders and operators of ships and
marine installations based on physical and numerical modelling.
sions at the Conference are recorded as decisions of the Full Conference.
The ITTC Organization
Chairman of the Executive Committee
Members
The Chairman of the Executive Committee

is the leader of the ITTC and Chairs general
sessions at the Conference.
Executive Committee
The Executive Committee is in effect, the
governing body of the ITTC. The Chairman is
usually the organizer of the next Conference
and members are representatives from each of 6
geographic areas. The Executive Committee
implements decisions of the Full Conference
and may take actions between Conferences.
The agenda of the Executive Committee includes applications for membership of the
ITTC, membership of technical committees,
arrangements for the next Conference, financial
matters and relationships with other organizations.
Members of the ITTC are organizations that

satisfy the Executive Committee that they meet
the criteria for membership stated in the Rules.
(The ITTC does not have individual memberships; people participate in ITTC activities as
representatives of member organizations).
Advisory Council
The Advisory Council drives the technical
agenda of the ITTC. It is comprised of about 30
of the larger member organizations whose primary business is model testing for clients and
have had a long history of involvement with the
ITTC. The Advisory Council identifies topics
of importance to the ITTC, drafts terms of reference for the technical committees and groups
and provides ongoing support and monitoring
of the technical committees as they carry out
the work. It reviews proposed recommended
procedures in detail, and ensures they are appropriate for practical application in work for
clients. It reviews annual progress reports from
technical committees.
Designated representatives
Designated representatives are directors or
senior officers of member organizations who
have authority to bind the organization in matters relating to ITTC. Each member organization has one designated representative.
Full Conference
Decision making authority for the ITTC
rests with its member organizations. The Full
Conference is the collective name of the designated representatives from member organizations present at general sessions held during the
Conference. Votes taken during general ses-
488
Advisory Council Working Groups
The ITTC Secretary
To do its work effectively, the Advisory

Council has set up four working groups. Each
working group has responsibility for a technical
area of importance to the ITTC. Members of
the working groups are members of the Advisory Council who have an expertise or particular interest in the subjects covered by the group.
The working groups take the lead in dealing
with technical matters in their area of expertise
and report at meetings of the Advisory Council.
The ITTC Secretary is a central point of

contact for communications between ITTC
members and to and from organizations outside
the ITTC. The ITTC Secretary undertakes secretarial tasks in support of the operation of the
ITTC except those undertaken by the Executive
Committee Secretary. The duties of the Secretary include maintaining lists of memberships,
the administration and collection of membership fees, publishing the ITTC newsletter,
maintaining the ITTC website and preparing
agenda and minutes of meetings of the Full
Conference.
Technical Committees
Technical committees carry out the technical work of the ITTC. Members of the technical
committees are chosen for their ability to carry
out the work and to ensure a geographic distribution of membership. The Executive Committee chooses the Chairmen. The scope of work is
defined in the terms of reference for the committee. There are two types of technical committee; general technical committees are concerned with areas of continuing long-term importance to ITTC member organizations and
specialist technical committees that address
specific topics and are of limited duration. All
the technical committees have equivalent responsibilities. There is no hierarchy between
technical committees. The reports of technical
committees primarily contain reviews of research relevant to ITTC members and are not
comparable in format or content with publications in technical journals or at other conferences.
Executive Committee Secretary

The Executive Committee Secretary is primarily concerned with the organization of the
Conference. These duties are common to the
organization of any conference and include
making physical arrangements, setting up the
registration process and arranging for publication of the reports of technical committees and
discussions. The Executive Committee Secretary also performs duties in support of the Executive Committee, such as preparing agenda
and minutes of meetings.
The Conference
The Conference is held once every three
years, usually in September. The Conference
agenda is based on the presentation and discussion of reports of technical committees, not
presentations of papers by individuals. The
plenary or general sessions are the opportunity
for representatives of ITTC member organizations to discuss and for the Full Conference
to vote on recommendations from the Executive Committee.
Groups
Groups are similar to technical committees
except that their work is primarily nontechnical (for example symbols, quality control).
The Conference venue and host organization are chosen to ensure a balanced rotation
between geographic areas. The host organiza-
489
tion has overall responsibility for ensuring the

Conference meets the requirements of the ITTC
as described in the Rules and communicated by
the Executive Committee. The detailed arrangements for the Conference are the responsibility of the Conference Organizer who is the
designated representative of the host organization. The Executive Committee must approve
the arrangements and associated costs for the
Conference. The Conference Organizer is usually Chairman the Executive Committee. The
rules are written to allow for the possibility that
the Conference Organizer might have little experience of ITTC and that a different person
might chair the Executive Committee. Up to
the 25th Conference this situation has never
arisen.
effort is taken to minimize them. Meetings are

often scheduled to coincide with major conferences likely to be attended by several committee members and the cost to the host is kept
small by using in non-commercial facilities
whenever possible. The high cost of long distance air travel is distributed among members
by holding meetings in different geographic
areas.
ITTC Fees
Member organizations pay a membership
fee by which ITTC funds are raised. The ITTC
funds are used to cover the cost of the ITTC
organization, including paying for the ITTC
Secretary and a proportion of the cost of publishing the proceedings of the Conference.
(Conference proceedings are distributed to all
members, whether they attend the Conference
or not). Registration fees paid by Conference
attendees cover the cost of the Conference and
the remainder of the cost of the Proceedings.
Participation in the Conference is by invitation only. Invitations are sent to all designated
representatives and members of technical
committees and groups. In addition area representatives may propose observers and seniors
to attend. Employees of ITTC member organizations who are neither designated representatives nor members of technical committees or
groups may attend the Conference as observers.
Observers may also be persons with an interest
in the work of the ITTC who are not affiliated
with ITTC member organizations. Examples
are representatives from ship designers and
builders, classifications societies or other marine research organizations. Representatives of
commercial companies with an interest in marketing to ITTC members may attend the Conference as observers, but no provision is made
at most venues for the distribution of advertising material or product demonstrations.
Decision making process

The Full Conference is the decision-making
authority for the ITTC. Decisions by technical
committees, the Advisory Council and Executive Committee (other than those concerning
only the internal operation of these committees)
are made as recommendations for adoption to
the next level on the organization as follows:
1) Technical committees or groups
2) Advisory Council
3) Executive Committee
4) Vote by the Full Conference
Meetings
For example, when a technical committee

recommends the adoption of a procedure, the
procedure is first reviewed in detail by the Advisory Council. (In doing this the Advisory
Council will make use of the expertise in the
corresponding Advisory Council working
group). If the Advisory Council supports the
ITTC committees (including the Executive

Committee and Advisory Council) meet three
or four times between Conferences. The cost of
attending these meetings is a significant cost to
committee members organizations and every
490
recommendation it will pass the procedure to

the Executive Committee for consideration. If
the Executive Committee also supports the recommendation, (Rejection is unlikely because
members of the Executive Committee are also
members of the Advisory Council) it will rec-
ommend its adoption by the ITTC member

organizations through a vote of the Full Conference.
491
ITTC Recommended
Decision Making between Conferences
1.0-04
Page 18 of 4
Effective Date
2014
Revision
00
Table of Contents
1.
purpose ................................................. 19
2.
definitions ............................................. 19
3.
unanimous agreement ......................... 20
4.
disagreement ........................................ 20
Updated / Edited by
5.
RECORDING AND REPORTING OF

DECISIONS ......................................... 20
5.1 Executive Committee meetings ...... 20
5.2 Full Conferences .............................. 21
Approved
Executive Committee of the 27th ITTC

Date: 03/2014
27th ITTC 2014

Date: 09/ 2014
492
1.0-04
Page 19 of 4
ITTC Recommended
Decision making between Conferences
Effective Date
2014
Revision
00
1.
2.
PURPOSE
The Full Conference is the highest authority

of the ITTC and responsible for all policies and
technical matters. The Executive Committee
represents ITTC between Conferences. The
close cooperation with external bodies such as
IMO and ISO has demonstrated the need for
the Executive Committee being able to make
decisions on policy and/or technical matters
between Conferences. The purpose of the present document is to establish a formal procedure for making such decisions.
ISSUE - means an issue that may arise at

any level of the ITTC (TC, AC, EC) and has
either of the following characteristics:
Two situations are envisaged, viz.
DEFINITIONS
Unanimous Agreement: The Executive Committee members eligible to

vote agree unanimously to the proposed decision and are supported by
a majority of the Advisory Council
members.
A communication with a third

party/organization on ITTCs policies, attitude, position or professional opinion on matters which
may have a bearing on ITTCs image, credibility, independence or
may have legal or financial implications
Has a short time frame (in the sense

that it is shorter than the committee
life span and the Rules based decision processes)
A situation which cannot be solved

unanimously
Whenever in doubt, any member of a technical committee, the Advisory Council or the
Executive Committee can always address the
Executive Committee for an evaluation
whether a given subject shall be treated as an
ISSUE.
Disagreement:
No
unanimous
agreement is reached among the Executive Committee members eligible to vote or support is not obtained
from a majority of the Advisory
Council.
CORRESPONDENCE - shall as regards

this procedure always be by e-mail. It shall
include:
Updated / Edited by
Approved
Executive Committee of the 27th ITTC

Date: 03/2014
27th ITTC 2014

Date: 09/ 2014
493
1.0-04
Page 20 of 4
ITTC Recommended
A clear indication of the type of response required
A clear indication of the deadline

for the response (a typical time
frame shall be two weeks)
In case a unanimous agreement is reached

among the Executive Committee members eligible to vote and the support is obtained by a
majority of the Advisory Council members, the
decision is executed.
In case a unanimous agreement is not

reached, a task force shall be established, comprising
Advisory Council Chairman
Chairman of the relevant Advisory

Council Working Group (re. 1.0-03)
The task force is chaired by the Advisory

Council Chairman and shall, as its first action,
produce an ISSUE note. This is a maximum
two page description of the ISSUE with the
following contents:
Problem description
Differences
Recommendations
Appendices (technical)
The Executive Committee decides on the

ISSUE by simple majority and the appropriate
action is taken to execute the decision.
Chairman of the relevant technical

committee
Based on the OPINION notes, the Area

Representative produces a POSITION note,
which he submits to the Chairman of the Executive Committee within a further time frame
of two weeks. The POSITION note shall contain the views of the Advisory Council members from that area and a recommendation.
Regardless of the extent of responses from the
Advisory Council members, the Area Representative shall formulate the Area position on
the ISSUE.
DISAGREEMENT
Task force views
Within a period of two weeks from receiving the ISSUE note, the Advisory Council
members shall send an OPINION note to their
respective Area Representative in the Executive Committee. This note shall be brief and
clear and may in its simplest form just be a
vote, Yes, No, or Abstain.
UNANIMOUS AGREEMENT
4.
Revision
00
The ISSUE note shall be distributed to the

Executive Committee and Advisory Council
members.
VOTES - can be given as YES, NO and

ABSTAIN. Decision will be made by simple
majority according to the ITTC Rules.
3.
Effective Date
2014
5.
RECORDING AND REPORTING
OF DECISIONS
5.1
Executive Committee meetings
All decisions made by this procedure,

whether unanimously or by the procedure described in Section 4, shall be recorded in the
Minutes of the Executive Committee meetings.
494
ITTC Recommended
5.2
Full Conferences
All decisions made by this procedure,

whether unanimously or by the procedure described in Section 4, shall be reported to the
Full Conference in the Executive Committee
report and shall be recorded in the Proceedings
of the Conference.
495
1.0-04
Page 21 of 4
Effective Date
2014
Revision
00
Appendix 5
Member organisations
Argentina
Austria
Universidad de Buenos Aires

Departamento de Ingeniera Naval
Paseo Coln 850
Buenos Aires C1063ACV
Argentina
Att. Prof. M. A. Colpachi
Tel.: +54 11 4343 0891/2775
Fax: +54 4345 726
Email: mcolpac@fi.uba.ar; dindir@fi.uba.ar
URL: http://www.fi.uba.ar
Schiffbautechnische Versuchsantstalt in
Wien
Brigittenauerlnde 256
A-1200 Wien
Austria
Att. Prof. Gerhard Strasser
Tel.: +43 1 330 3732
Fax: +43 1 332 9385
Email: prof.dr.g.strasser@sva.at
URL: http://www.sva.at
Belgium
Australia
University of Liege - ANAST
Department ArGEnCo - Sector: TLU+C
Instutut du Genie Civil
Bat. B52/3 (Niv. +1) Chemin des Chevreuils 1
B-4000 Liege 1
Belgium
Att. Ass. Prof. HAGE Andr
Tel.: +32 4 366 9225
Mobile: +32 479 958 585
Fax: +32 4 366 9133
Email: ahage@ulg.ac.be
URL: http://www.ulg.ac.be/anast
Australian Maritime College

National Centre for Maritime Engineering and
Hydrodynamics, University of Tasmania
Locked Bag 1395
Launceston, Tasmania 7250
Australia
Att. Prof. Neil Bose
Tel.: +61 3 6335 4403
Fax: +61 3 6335 4720
Email: n.bose@amc.edu.au
URL: http://www.amc.edu.au
496
LabOceano - Brazilian Ocean Technology

Laboratory
Parque Tecnolgico - Quadra 07
Ilha do Fundo - Cidade Universitria
Caixa Postal: 68508
CEP: 21945 - 970 Rio de Janeiro
Brazil
Att. Marcelo Neves
Tel.: +55 21 38676771
Fax: +55 21 25628715
Email: masn@peno.coppe.ufrj.br
URL: http://www.laboceano.coppe.ufrj.br
Universiteit Gent & Flanders Hydralulic

Research
Towing Tank for Manoeuvres in Shallow
Water
Ugent - Maritime Technology Division
Technologiepark - Zwijnaarde 904
B-9052 Gent
Belgium
Att. Prof. Marc Vantorre
Tel.: +32 9 264 5555
Fax: +32 9 264 5843
Email: Marc.Vantorre@ugent.be
URL: http://maritiem.ugent.be
Bulgaria
Brazil
Bulgarian Ship Hydrodynamics Centre
William Froude Str. 1
Kv. Asparuhovo, P.O. Box 58
9003 Varna
Bulgaria
Att. Prof. Dr. Rumen Kishev
Tel.: +359 52 370 500
Fax: +359 52 370 514
Email: r.kishev@bshc.bg
URL: http://www.bshc.bg
Instituto de Pesquisas Tecnolgicas do

Estado de So Paulo - IPT
Centro de Engenharia Naval e Ocenica
Av. Prof. Almeida Prado, 532, Cidade
Universitria
Butant, So Paulo, SP
CEP: 01333-030
Brazil
Att. Dr. Carlos Daher Padovezi, Director
Tel.: +55 11 37674729
Fax: +55 11 37674051
Email: padnaval@ipt.br
URL: http://www.ipt.br
Canada
Memorial University of Newfoundland
Ocean Engineering Research Centre
Faculty of Engineering and Applied Science
St. John's, NF A1B 3X5
Canada
Att. Dr. Wei Qiu
Tel.: +1 709 737 8970
Fax: +1 709 737 2116
Email: qiuw@mun.ca
URL:
http://www.engr.mun.ca/research/ocean.php
LabOceano - Brazilian Ocean Technology

Laboratory
Parque Tecnolgico - Quadra 07
Ilha do Fundo - Cidade Universitria
Caixa Postal: 68508
CEP: 21945 - 970 Rio de Janeiro
Brazil
Att. Prof. Antonio Carlos Fernandes
Tel.: +55 21 38676771
Fax: +55 21 25628715
Email: acfernandes@peno.coppe.ufrj.br
URL: http://www.laboceano.coppe.ufrj.br
497
Harbin Engineering University

Department of Naval Architecture and Ocean
Engineering
Harbin, Heilongjiang 150001
China
Att. Dr. Xiongliang Yao
Tel.: +86 451 8251 9900 ext. 8296
Fax: +86 451 8251 8443
Email: heu-yxl@163.com
URL: http://www.hrbeu.edu.cn
National Research Council of Canada

Institute for Ocean Technology
Arctic Avenue
P.O. Box 12093
St. John's, Newfoundland A1B 3T5
Canada
Att. Dr. James Millan
Tel.: +1 709 772 2472
Fax: +1 709 772 2462
Email: james.millan@nrc-cnrc.gc.ca
URL: http://www.nrc.ca
Huazhong University of Science and

Technology
Engineering
Wuhan, Hubei 430074
China
Att. Prof. Yao Zhao
Tel.: +86 27 8754 3958
Fax: +86 27 8754 2946
Email: yzhaozzz@hust.edu.cn
URL: http://www.hust.edu.cn
China
(CSSRC)
P.O. Box 116
Wuxi, Jiangsu 214082
China
Att. Prof. Baoshan WU
Tel.: +86 510 8555 5299
Fax: +86 510 8555 5725
Email: wbscssrc@163.com
URL: http://www.cssrc.com.cn
Jiangsu University of Science and

Technology
School of Naval Architecture and Ocean
Engineering
No. 2 Mengxi Road
Zhenjiang 212003
China
Att. Prof. Renqing Zhu
Tel.: +86 511 84401133
Fax: +86 511 84421823
Email: zjcyzrq@hotmail.com
URL: http://202.195.195.151/index.asp
Dalian University of Technology

School of Naval Architecture and Ocean
Engineering
2 Ling-gong Road
Dalian 116024
China
Att. Prof. Zhi Zong
Tel.: +86 411 8470 7694
Fax: +86 411 8470 7337
Email: zongzhi@dlut.edu.cn
URL: http://www.dlut.edu.cn
498
Marine Design and Research Institute of

China (MARIC)
1688 Xizangnan Road
Shanghai 200011
China
Att. Prof. Jinbao Wang
Tel.: +86 21 6315 0560 ext. 802
Fax: +86 21 6315 1167
Email: wang:jb@maric.com.cn
URL: http://www.maric.com.cn
Wuhan University of Technology

School of Transportation
Yujiatou, Wuchang District
Wuhan, Hubei 430063
China
Att. Dr. Xiaofei Mao
Tel.: +86 27 8655 1193
Fax: +86 27 8786 3980
Email: mxfzh@163.com
URL: http://www.whut.edu.cn
Shanghai Jiao Tong University (SJTU),

School of Naval Architecture, Ocean and
Civil Engineering
800 Dong Chuan Road
Shanghai 200240
China
Att. Prof. Jianming Yang
Tel.: +86 21 6293 3082
Fax: +86 21 6293 3160
Email: jmyang@sjtu.edu.cn
URL: http://www.sjtu.edu.cn
Croatia
Brodarski Institute, Ship Hydrodynamics
and Physical Modelling
Ave. V. Holjevca 20
HR.10020 Zagreb
Croatia
Att. Ms. Marta Pedisic Buca
Tel.: +385 1650 4102
Fax: +385 1650 4230
Email: marta.pedisic@hrbi.hr
URL: http://www.hrbi.hr
Shanghai Ship and Shipping Research

Institute (SSSRI)
600 Minsheng Road
Shanghai 200135
China
Att. Professor Xiaping Chen
Tel.: +86 21 5885 6638 ext. 2585
Fax: +86 21 5821 2824
Email: srd@sssri.com; xpchen603@sina.com
URL: http://www.sssri.com
Denmark
FORCE Technology
Division for Maritime Industry
Hjortekaersvej 99
2800 Kgs. Lyngby
Denmark
Att. Mr. Peter Kr. Sorensen
Tel.: +45 72 15 77 00
Fax: +45 72 15 77 01
Email: pks@force.dk
URL: http://www.force.dk
499
FORCE Technology
Division for Maritime Industry
Hjortekaersvej 99
2800 Kgs. Lyngby
Denmark
Att. Dr. Christian Schack
Tel.: +45 72 15 7700
Fax: +45 72 15 77 01
Email: crs@force.dk
URL: http://www.force.dk
VTT
Vuorimiehentie 3, Espoo
P.O. Box 1000
FIN-02044 VTT
Finland
Att. Dr. Seppo Kivimaa
Tel.: +358 20 722 6223
Fax: +358 20 722 7053
Email: seppo.kivimaa@vtt.fi
URL: http://www.vtt.fi
Finland
France
Helsinki University of Technology, Ship

Laboratory
P.O.Box 5300, 02015 TKK
FIN-02015 TKK
Finland
Att. Prof. Jerzy Matusiak
Tel.: +358 9 451 3480
Fax: +358 9 451 3493
Email: Jerzy.Matusiak@tkk.fi
URL: http://www.tkk.fi/Units/Ship
DGA Hydrodynamics
Chausse du Vexin
BP 510
F-27105 Val de Reuil
France
Att. Dr. Roland Joannic
Tel.: +33 2 3259 7701
Fax: +33 2 3259 7702
Email: roland.joannic@intradef.gouv.fr
URL: http://www.bassin.fr
Aker Arctic Technology Inc.

Sjfaragatan 6
FI-00980 Helsinki
Finland
Att. Reko-Antti Suojanen
Tel.: +358 10 670 2540
Fax: +358 10 670 2527
Email: reko-antti.suojanen@akerarctic.fi
URL: http://www.akerarctic.fi
cole Centrale de Nantes

Laboratoire de Mcanique des Fluides
1 Rue de la Noe, B.P. 92101
F-44321 Nantes Cedex 3
France
Att. Dr. Pierre Ferrant
Tel.: +33 2 4037 1631
Fax: +33 2 4037 2523
Email: Pierre.Ferrant@ec-nantes.fr
URL: http://www.ec-nantes.fr
500
Technische Universitt Berlin

Fachgebiet Dynamik Maritimer
Systeme Institut fr Land- und Seeverkehr Bereich Schiffs- und Meerestechnik
Sekr. SG 17
Salzufer 17-19
10587 Berlin
Germany
Att. Prof. Dr.-Ing. Andres Cura Hochbaum
Tel.: +49 30 314 26010
Fax: +49 30 314 22885
Email: cura@tu-berlin.de
URL: http://www.tu-berlin.de/
Germany
Hamburgische Schiffbau Versuchsanstalt
GmbH (HSVA)
Bramfelder Strasse 164
D-22305 Hamburg
Germany
Att. Dipl.-Ing. Juergen Friesch
Tel.: +49 40 6920 3216
Fax: +49 40 6920 3345
Email: Friesch@hsva.de
URL: http://www.hsva.de
Schiffbau Versuchsanstalt Potsdam GmbH

Marquardter Chaussee 100
D-14469 Potsdam
Germany
Att. Dr. Christian Masilge
Tel.: +49 331 567 1244
Fax: +49 331 567 1249
Email: masilge@sva-potsdam.de
URL: http://www.sva-potsdam.de
Greece
National Technical University of Athens
Department of Naval Architecture and Marine
Engineering
9 Heroon Polytechniou Str., Zografou
Athens, 157-73
Greece
Att. Prof. George D. Tzabiras
Tel.: +30 1 772 1107
Fax: +30 1 772 1036
Email: tzab@fluid.mech.ntua.gr;
gregory@central.ntua.gr
URL: http://www.naval.ntua.gr
Development Centre for Ship Technology

and Transport Systems
Oststrasse 77
D-47057 Duisburg
Germany
Att. Dr.-Ing. Cornel Thill
Tel.: +49 203 993 6920
Fax: +49 203 361 373
Email: thill@dst-org.de
URL: http://www.dst-org.de
501
Sharif University of Technology

P.O. Box 11365-9567
Azadi Ave.
Tehran
Iran
Att. Dr. Mohammad Saeed Seif
Tel.: +98 21 6600 5549
Fax: +98 21 6600 0021
Email: seif@sharif.edu
URL: http://mech.sharif.edu/~mel/
India
Naval Science and Technological Laboratory
Ministry of Defence
R&D Organisation
Vigyan Nagar
Visakhapatnam 503 027, Andhra Pradesh
India
Att. Dr. P. K. Panigrahi
Tel.: +91 891 2586 076
Fax: +91 891 2559 464
Email: panigrahi.pk@nstl.drdo.in
URL:
http://www.drdo.org/labs/nr&d/nstl/index.shtm
l
Italy
Centro Esperienze Idrodinamiche Marina
Militare (CEIMM)
Ministero Difesa Marina
Via di Vallerano 149
I-00196 Roma
Italy
Att. Cdr. Domenico Guadalupi
Tel.: +39 06 3680 6427
Fax: +39 06 3680 5773
Email: domenico.guadalupi@marina.difesa.it
URL: http://www.marina.difesa.it/ceimm
Indonesia
UPT BPPH Indonesian Hydrodynamic
Laboratory
Jl. Hidrodinamika
Kompleks ITS, Sukolilo
Surabaya 60002
Indonesia
Att. Dr. Erwandi
Tel.: +62 31 594 7849
Fax: +62 31 594 8066
Email: erwandi@webmail.bppt.go.id
URL: www.indonesian-hydrolab.com
Centro per gli Studi di Tecnica Navale

(CETENA)
Via Ippolito d'Aste 5
I-16121 Genova
Italy
Att. Dr. Giovanni Caprino
Tel.: +39 010 599 5471
Fax: +39 010 599 5790
Email: giovanni.caprino@cetena.it
URL: http://www.cetena.it
Iran
Isfahan University of Technology
Subsea Research & Development Institute
Isfahan 84156-83111
Iran
Att. Dr. Ahmad Reza Zamani
Tel.: +98 311 3912515
Fax: +98 311 3912518
Email: arzamani@cc.iut.ac.ir
URL: http://subseard.iut.ac.ir
502
Universit di Trieste
Dipartimento di Ingegneria Navale, del
Mare e per l'Ambiente (DINMA)
Via A. Valerio 10
I-34127 Trieste
Italy
Att. Prof. Alberto Francesutto
Tel.: +39 040 676 3404
Fax: +39 040 676 3443
Email: francesc@univ.trieste.it
URL: http://www.dinma.univ.trieste.it
Instituto Nazionale per Studi ed Esperienze

di Architettura Navale (INSEAN)
Via di Vallerano 139
I-00128 Roma
Italy
Att. Dr. Daniele Ranocchia
Tel.: +39 06 5029 217
Fax: +39 06 507 0619
Email: daniele.ranocchia@cnr.it
URL: http://www.insean.it
Universit de Genova
Dipartimento di Ingegneria Navale e
Tecnologie Marine (DINAV)
Via Montallegro 1
I-16145 Genova
Italy
Att. Prof. Carlo Podenzana-Bonvino
Tel.: +39 010 353 2426
Fax: +39 010 353 2127
Email: podenzana@dinav.unige.it
URL: http://dinav.unige.it
Japan
Akashi Ship Model Basin Co. Ltd.
3-1, Kawasaki-cho
Akashi-City, 673-0014
Japan
Att. Director, Dr. Yasunroi Iwasaki
Tel.: +81 78 922 1200
Fax: +39 78 922 1205
Email: iwasaki_y@asmb.co.jp
URL: http://www.asmb.co.jp
Universit di Napoli
Dipartimento di Ingegneria Navale
Via Claudio 21
I-80125 Napoli
Italy
Att. Prof. Carlo Bertorello
Tel.: +39 081 760 3700
Fax: +39 081 239 0380
Email: bertorel@unina.it
URL: http://www.din.unina.it
Akishima Laboratories (Mitsui Zosen) Inc.

1-1-50, Tsutsujigaoka
Akishima City, Tokyo 196-0012
Japan
Att. Dr. Hiroyuki Nakagawa
Tel.: +81 42 545 3116
Fax: +81 42 545 3113
Email: nakagawa@ak.mes.co.jp
URL: http://www.mes.co.jp/Akiken/indexj.html
503
Hiroshima University
Department of Social & Environmental
Engineering
1-4-1, Kagamiyama
Higashi-Hiroshima 739-8527
Japan
Att. Prof. Hironori Yasukawa
Tel.: +81 82 424 7777
Fax: +81 82 424 7194
Email: yasukawa@naoe.hiroshima-u.ac.jp
URL: http://www.naoe.hiroshima-u.ac.jp
Kyushu University
Systems Engineering
744 Motooka, Nishishi-ku
Fukuoka 819-0395
Japan
Att. Prof. Jun Ando
Tel.: +81 92 802 3449
Fax: +81 92 802 2268
Email: ando@nams.kyushu-u.ac.jp
URL: http://www.nams.kyushu-u.ac.jp

Technical Research Center, Hydrodynamics
Research Group 1-3
Kumozukokan-cho, Tsu-City
Mie-pref. 514-0398
Japan
Att. Dr. Eng. Takuya Omori
Tel.: +81 59 238 6405
Fax: +81 59 238 6442
Email: omori-takuya@jmuc.co.jp
URL: http://www.jmuc.co.jp/en/
Kyushu University
Research Institute for Applied Mechanics
6-1 Kasuga-Koen, Kasuga-Shi
Fukuoka 816-8580
Japan
Att. Prof. Masahiko Nakamura
Tel.: +81 92 583 7752
Fax: +81 92 583 7754
Email: naka@riam.kyushu-u.ac.jp
URL: http://www.riam.kyushu-u.ac.jp
Meguro Model Basin

Naval Sytstems Research Center
Technical Research and Development Institute
Ministry of Defense
2-2-1 Nakameguro, Meguro-Ku
Tokyo 153-8630
Japan
Att. Dr. Kazuyuki Yamakita
Tel.: +81 3 5721 7005 ext. 6280
Fax: +81 3 3731 6144
Email: ymkt@cs.trdi.mod.go.jp
URL: http://cs.trdi.mod.go.jp
Kobe University
Graduate School of Marine Sciences
5-1-1 Fukoeminami, Higashinadaku
Kobe 658-0022
Japan
Att. Prof. Eiichi Kobayashi
Tel.: +81 78 431 4541
Fax: +81 78 431 6361
Email: kobayasi@maritime.kobe-u.ac.jp
URL: http://www.maritime.kobe-u.ac.jp
504
National Research Institute of Fisheries

Engineering
Fishing Research Agency
7620-7 Hasaki Kamisu Ibaraki
Ibaraki 314-0408
Japan
Att. Mr. Akihiko Matsuda
Tel.: +81 47 944 5929
Fax: +81 47 944 1875
Email: amatsuda@fra.affrc.go.jp
URL: http://www.nrife.affrc.go.jp
Mitsubishi Heavy Industries Ltd.

Nagasaki Research and Development Center
5-717-1 Fukahori-Machi
Nagasaki 851-0392
Japan
Att. Mr. Chiharu Kawakita
Tel.: +81 95 834 2600
Fax: +81 95 834 2385
Email: chiharu_kawakita@mhi.co.jp
URL:
http://www.mhi.co.jp/ngsrdc/english/senpaku/s
enpaku_top.html
Osaka Prefecture University

Department of Marine System Engineering
1-1 Gakuen-cho, Sakai
Osaka 599-8531
Japan
Att. Prof. Yoshiho Ikeda
Tel.: +81 72 254 9343
Fax: +81 72 254 9914
Email: ikeda@marine.osakafu-u.ac.jp
URL: http://www.marine.osakafu-u.ac.jp
Nagasaki Institute of Applied Science

536 Amiba-cho
Nagasaki 851-0193
Japan
Att. Prof. Shigeru Hayashita
Tel.: +81 95 838 3207
Fax: +81 95 837 0491
Email: hayashita_shigeru@nias.ac.jp
URL: http://www.nias.ac.jp
Osaka University
Engineering
2-1 Yamadaoka, Suita
Osaka 565-0871
Japan
Att. Prof. Masashi Kashiwagi
Tel.: +81 66 879 7738
Fax: +81 66 879 7594
Email: kashi@naoe.eng.osaka-u.ac.jp
URL: http://www.naoe.eng.osaka-u.ac.jp
National Maritime Research Institute

6-38-1 Shinkawa, Mitaka-City
Tokyo 181-0004
Japan
Att. Dr. Shotari Uto
Tel.: +81 42 241 3505
Fax: +81 42 241 3053
Email: uto@nmri.go.jp
URL: http://www.nmri.go.jp
505
University of Tokyo
Department of Ocean Technology, Policy and
Environment
Graduate School of Frontier Sciences
Kibanto Bldg. 6E5
Kashiwanoha 5-1-5
Kashiwa-shi, Chiba 277-8561
Japan
Att. Prof. Hajime Yamaguchi
Tel.: +81 4 7136 4114
Fax: +81 3 3815 8364
Email: H-yama@k.u-tokyo.ac.jp
URL: http://www.k.u-tokyo.ac.jp/pros-e/otpee/index-e.htm
Shipbuilding Research Centre of Japan

KICHIJOJI SUBARU Building
1-6-1 Kichijoji minamimachi-cho, Musashino
Tokyo 180-0003
Japan
Att. Dr. Yushu Washio
Tel.: +81 422 40 2826
Fax: +81 422 40 2829
Email: y_washio@srcj.or.jp
URL: http://www.srcj.or.jp
Sumitomo Heavy Industries Ltd.

Marine&Engineering Co., Ltd.
19, Natsushima-cho, YOKOSUKA
Kanagawa 237-8555
Japan
Att. Dr. Michio Takai
Tel.: +81 46 869 1616
Fax: +81 46 869 1705
Email: mic_takai@shi.co.jp
URL: http://www.shi.co.jp
Yokohama National University

Engineering
79-5 Tokiwadai, Hodogaya-ku
Yokohama 240-8501
Japan
Att. Prof. Kazuo Suzuki
Tel.: +81 45 339 4086
Fax: +81 45 339 4099
Email: kaz@ynu.ac.jp
URL: http://www.ynu.ac.jp
Tokyo University of Marine Science and

Technology
2-1-6 Etchujima,Koto-ku
Tokyo 135-8533
Japan
Att. Prof. Kiyokazu Minami
Tel.: +81 3 5245 7397
Fax: +81 3 5245 7397
Email: minami@kaiyodai.ac.jp
URL: http://www.kaiyodai.ac.jp
Korea
Hyundai Heavy Industries Co. Ltd.
Hyundai Maritime Research Institute
1 Cheonha-Dong, Dong-Ku
Ulsan 682-792
Korea
Att. Dr. Young Sik Jang
Tel.: +82 52 202 2115
Fax: +82 52 202 3410
Email: ysjang@hhi.co.kr
URL: http://www.hhi.co.kr
506
Samsung Ship Model Basin (SSMB)

Samsung Heavy Industries Co. Ltd.
103-28, Munji-dong, Yuseong-gu
Daejeon, 305-380
Korea
Att. Dr. Booki Kim
Tel.: +82 42 865 4700
Fax: +82 42 865 4736
Email: booki.kim@samsung.com
URL: http://www.shi.samsung.co.kr
Inha University
Engineering
253-Yonghyun-Dong, Nam-Ku
Inchon 402-751
Korea
Att. Prof. Young-Gill Lee
Tel.: +82 32 860 7340
Fax: +82 32 864 5850
Email: younglee@inha.ac.kr
URL: http://www.naoe.inha.ac.kr

Engineering
1 Gwanak-ro, Gwanak-gu
Seoul 151-744
Korea
Att. Prof. Jung-Chun Suh
Tel.: +82 2 880 7341
Fax: +82 2 888 9298
Email: jungsuh@snu.ac.kr
URL: http://naoe3.snu.ac.kr
Korea Research Institute of Ships and

Ocean Engineering (KRISO, formerly
MOERI)
1312-32 Yuseongdaero, Yuseong-gu
Daejeon 305-343
Korea
Att. Dr. Suak-Ho Van
Tel.: +82 42 868 7100
Fax: +82 42 868 7714
Email: shvan@kriso.re.kr
URL: http://www.kriso.re.kr
University of Ulsan
School of Transportation System Engineering
San 29 Moogeo-Dong, Nam-Ku
Ulsan 680-749
Korea
Att. Prof. Hyun-Kyoung Shin
Tel.: +82 52 259 2157
Fax: +82 52 259 2677
Email: hkshin@uou.ulsan.ac.kr
URL: http://www.ulsan.ehome.ac.kr

Engineering
San 30 Changjon-Dong, Kumjong-Ku
Pusan 609-735
Korea
Att. Prof. Ho-Hwan Chun
Tel.: +82 51 510 2341
Fax: +82 51 512 8836
Email: chunahh@pusan.ac.kr
URL: http://www.pusan.ac.kr
507
Malaysia
Norway
Universiti Teknologi Malaysia

Marine Technology Centre (MTC)
Faculty of Mechanical Engineering
81300 Skudai, Johor
Malaysia
Att. Prof. Engr. Dr. Ab Saman Abd Kader,
Director, Marine Technology Centre
Tel.: +0601 9717 5860 (HP)
Fax:
Email: abdsaman@utm.my
samasak1968@gmail.com
URL: http://www.fkm.utm.my/marine
Norwegian Marine Technology Research

Institute (MARINTEK)
P.O. Box 4125, Valentinlyst
N-7002 Trondheim
Norway
Att. Dr. Kourosh Koushan
Tel.: +47 73 59 5500
Fax: +47 73 59 5776
Email: kourosh.koushan@marintek.sintef.no
URL: http://www.marintek.sintef.no
Poland
The Netherlands
Ship Design and Research Centre (CTO

S.A.)
Al. Rzeczypospolitej 8
PL-80-369 Gdansk
Poland
Att. Dr. Leszek Wilczynski
Tel.: +48 58 307 4214
Fax: +48 58 307 4212
Email: research@cto.gda.pl
URL: http://www.cto.gda.pl
Maritime Research Instutute Netherlands

(MARIN)
P.O. Box 28
NL-6700 AA Wageningen
The Netherlands
Att. Dr. Bas Buchner
Tel.: +31 317 493 333
Fax: +31 317 493 245
Email: b.buchner@marin.nl
URL: http://www.marin.nl
Technical University of Gdansk

Ocean Engineering and Ship Technology
Narutowicza Str. 11/12
PL-80-952 Gdansk
Poland
Att. Prof. Marek Dzida
Tel.: +48 58 472 557
Fax: +48 58 414 712
Email: sekoce@pg.gda.pl
URL:
http://www.pg.gda.pl/~wwwoce/WOiOSite/HT
MLdocs/English/Home.htm
Delft University of Technology

Department of Marine Technology
Mekelweg 2
NL-2628 CD Delft
The Netherlands
Att. Prof. Rene H. M. Huijsmans
Tel.: +31 15 278 3598
Fax: +31 15 278 1836
Email: r.h.m.huijsmans@tudelft.nl
URL: http://www.3me.tudelft.nl
508
Russia
Sweden
Krylov Shipbuilding Research Institute

44 Moskovskoye Shosse
196158 St. Petersburg
Russia
Att. Dr. A.V. Pustoshny
Tel.: +7 812 127 9596 (9647) (9348)
Fax: +7 812 127 9595 (9632) (9594)
Email: krylov@krylov.spb.ru
URL: http://www.krylov.com.ru
Rolls-Royce Hydrodynamic Research Centre

P.O. Box 1010
SE-68129 Kristinehamn
Sweden
Att. Mr. Michael Forslund
Tel.: +46 550 84299
Fax: +46 550 84470
Email: michael.forslund@rolls-royce.com
URL: http://www.rolls-royce.com
Spain
SSPA Sweden AB
P.O. Box 24001
SE-400 22 Gteborg
Sweden
Att. Ms Susanne Abrahamsson
Tel.: +46 31 772 9000
Fax: +46 31 772 9124
Email: susanne.abrahamsson@sspa.se
URL: http://www.sspa.se
Canal de Experiencias Hidroninmicas de El

Pardo (CEHIPAR)
Carretera de la Sierra s/n
24048 El Pardo-Madrid
Spain
Att. Emilio Fajardo
Tel.: +34 91 376 2101
Fax: +34 91 376 0176
Email: efajardo@cehipar.es
URL: http://www.cheipar.es
Turkey
Engineering, Maslak Sariyer
34469 Istanbul
Turkey
Att. Prof. S. Bal
Tel.: +90 212 285 6485
Fax: +90 212 285 6454
Email: sbal@itu.edu.tr
URL: http://nutkulab.itu.edu.tr
Escuela Tcnica Superior de Ingenieros

Navales (ETSIN)
Universidad Politcnica de Madrid
Avda Arco de la Victoria s/n
28040 Madrid
Spain
Att. Prof. Luis Prez-Rojas
Tel.: +34 91 336 7154
Fax: +34 91 544 2149
Email: luis.perezrojas@upm.es
URL: http://www.etsin.upm.es
509
Newcastle University
School of Marine Science and Technology
Armstrong Building
Queen Victoria Road
Newcastle Upon Tyne, NE1 7RU
United Kingdom
Att. Prof. Mehmet Atlar
Tel.: +44 191 222 8977 (5067)
Fax: +44 191 222 5491 (5067)
Email: mehmet.atlar@ncl.ac.uk
URL: http://www.marinetech.ncl.ac.uk
United Kingdom
BMT Defense Services Ltd.
12 Little Park Road
Fareham
Hampshire, PO15 5SU
United Kingdom
Att. Dr. Tom Dinham-Peren
Tel.: +44 1489 553100
Fax: +44 1489 553101
Email: tperen@bmtdsl.co.uk
URL: http://www.bmtseatech.co.uk
University of Southampton
Froude Building (28)
School of Engineering Sciences
Southampton, SO17 1BJ
United Kingdom
Att. Dr. Stephen R. Turnock
Tel.: +44 23 8059 2488
Fax: +44 23 8059 3299
Email: srt@soton.ac.uk
URL: http://www.ses.soton.ac.uk
QinetiQ
Maritime Platforms
Haslar Marine Technology Park
Haslar Road, Gosport
Hampsjhire, PO12 2AG
United Kingdom
Att. Dr. Paul Crossland
Tel.: +44 23 9233 5506
Fax: +44 23 9233 5461
Email: pcrossland@QinetiQ.com
URL: http://www.qinetiq.com
Universities of Glasgow and Strathclyde

Engineering
100 Montrose Street
Glasgow, G4 OLZ
United Kingdom
Att. Prof. Atilla Incecik
Tel.: +44 141 548 4093
Fax: +44 141 552 2879
Email: atilla.incecik@na-me.ac.uk
URL: http://www.na-me.ac.uk
Cranfield University, School of Engineering

Whittle Building, Ground Floor, G113
Cranfield, Bedfordshire MK43 0AL
United Kingdom
Att. Dr. Maurizio Collu
Tel.: +44 1234 754779
Fax:
Email: maurizio.collu@cranfield.ac.uk
URL: www.cranfield.ac.uk
510
Stevens Institute of Technology

Davidson Laboratory
711 Hudson Street
Hoboken, NJ 07030
USA
Att. Dr. Raju Datla
Tel.: +1 201 216 5568
Fax: +1 201 216 8214
Email: rdatla@stevens.edu
URL: http://www.stevens.edu/engineering/cms
USA
Applied Research Labratory
Pennsylvania State University
P.O. Box 3-0
State College, PA, 16804-0030
USA
Att. Dr. Arnold A. Fontaine
Tel.: +1 814 863 1765
Fax: +1 814 865 3287
Email: aaf1@arl.psu.edu
URL: http://www.arl.psu.edu
Iowa Institute of Hydraulic Research

University of Iowa
Iowa City, IA 52242-1585
USA
Att. Prof. Frederick Stern
Tel.: +1 319 335 5215
Fax: +1 319 335 5238
Email: frederick-stern@uiowa.edu
URL: http://www.iihr.uiowa.edu
United States Naval Academy

Naval Architect & Ocean Engineering
Department
590 Holloway Road, Stop 11 D
Annapolis, MD 21402-5042
USA
Att. Prof. G.J. White
Tel.: +1 410 293 6423
Fax: +1 410 293 2219
Email: greg@usna.edu
URL: http://usna.edu/Hydromechanics
Naval Surface Warfare Center, Carderock

Division
David Taylor Model Basin
9500 MacArthur Blvd.
W. Bethesda, MD 20817-5700
USA
Att. Dr. Jon Etxegoien
Tel.: +1 301 227 1578
Fax: +1 301 227 2584
Email: jon.etxegoien@navy.mil
URL: http://www.dt.navy.mil
University of Michigan
Engineering
2600 Draper Road
Ann Arbor, MI 48109-2145
USA
Att. Prof. Robert F. Beck
Tel.: +1 734 764 0282
Fax: +1 734 936 8820
Email: rbeck@umich.edu
URL: http://www.engin.umich.edu/dept/name
511
University of New Orleans

Engineering
911 Engineering Building
New Orleans, LA 70148
USA
Att. Prof. Robert G. Latorre
Tel.: +1 504 280 7180
Fax: +1 504 280 5542
Email: rlatorre@uno.edu
URL: http://www.uno.edu/~engr/towtank
512
Appendix 6
Designated Representatives(R), Committee Members (M) and
Observers (O) invited to attend the 27th ITTC Conference
Name
Organisation
Country
Category
Prof. M. A. Colpachi
Prof. Neil Bose
Dr. Jonathan Duffy
Dr. Giles Thomas
Dr. Irene Penesis
Dr. Brendon Anderson
Dr. Stuart Cannon
Ms. Liz Lakey
Dr. Gregor Macfarlane
Dr. Hayden Marcollo
Associate Professor Paul
Brandner
Dr. Martin Renilson
Prof. Gerhard Strasser
Dr. Clemens Strasser
Ass. Prof. HAGE Andr
Prof. Marc Vantorre
Universidad de Buenos Aires

DSTO
DSTO
J.P.Kenny
AMC-UTAS
AMOG
AMC-UTAS
Argentina
Australia
Australia
Australia
Australia
Australia
Australia
Australia
Australia
Australia
Australia
(R)
(R)
(M)
(M)
(M)
(O)
(O)
(O)
(O)
(O)
(O)
Renilson Marine
Schiffbautechnische Versuchsantstalt in Wien
Schiffbautechnische Versuchsantstalt in Wien
University of Liege - ANAST
Universiteit Gent & Flanders Hydralulic Research
Towing Tank for Manoeuvres in Shallow Water
Universiteit Gent & Flanders Hydralulic Research
Towing Tank for Manoeuvres in Shallow Water
Flanders Hydraulic Research
DN&T
Instituto de Pesquisas Tecnolgicas do Estado de
So Paulo - IPT
LabOceano - Brazilian Ocean Technology Laboratory
Australia
Austria
Austria
Belgium
Belgium
(O)
(R)
(O)
(R)
(R)
Belgium
(M)
Belgium
Belgium
Brazil
(O)
(O)
(R)
Brazil
(R)

So Paulo - IPT
So Paulo - IPT
So Paulo - IPT
Brazil
(M)
Brazil
Brazil
Brazil
Brazil
(M)
(M)
(O)
(O)
Brazil
(O)
Dr. G. Delefortrie
Prof. Dr. Ir. Katrien Eloot
Dr. Adrian Constantinescu
Dr. Carlos Daher Padovezi,
Director
Prof. Antonio Carlos
Fernandes
Eduardo Tannuri
Sergio Sphaier
Joel Sena Sales Jr.
Marcelo Neves
Dr. James Manoel
Guimares Weiss, Director
Dr. Toshi-ichi Tachibana
513
Andre Fujarra
Alexandre Simos
Prof. Dr. Rumen Kishev
Dr. Kostadin Yossifov
Dr. Wei Qiu
Dr. James Millan
Greg Hermanski
Michael Lau
Heather Peng, ph.D., P.Eng.
David Murdey
Prof. Baoshan WU
Prof. Zhi Zong
Dr. Xiongliang Yao
Prof. Yao Zhao
Prof. Renqing Zhu
Prof. Jinbao Wang
Prof. Jianming Yang
Professor Xiaping Chen
Dr. Xiaofei Mao
Dr. Chenjun Yang
Dr. Chengsheng Wu
Prof. Xuefeng Wang
Prof. Wenyang Duan
Dr. Decheng Wan
Dr. Feng Zhao
Prof. Denghai Tang
Prof. Yanping He
Prof. Qianjing Yue
Zuyuan LIU, Prof.
Tingqiu LI, Prof.
Keqiang CHEN, Prof.
Xiaoming HU, Engineer
Zhiguo ZHANG, Professor
Yanzhuo XUE, Prof.
Debo HUANG, Prof.
Chunyu GUO, Prof.
University of So Paulo
University of So Paulo
Memorial University of Newfoundland
Memorial University, Faculty of Engineering and
Applied Science
China Ship Scientific Research Centre (CSSRC)
Huazhong University of Science and Technology
Jiangsu University of Science and Technology
Marine Design and Research Institute of China
(MARIC)
School of Naval Architecture, Ocean and Civil
Engineering
Shanghai Ship and Shipping Research Institute
(SSSRI)
Wuhan University of Technology
Engineering
Engineering
Engineering
Engineering
Wuhan Transportation University
Huazhong University of Science and Technology
514
Brazil
Brazil
Bulgaria
Bulgaria
Canada
Canada
Canada
Canada
Canada
(O)
(O)
(R)
(O)
(R)
(R)
(M)
(M)
(O)
Canada
China
China
China
China
China
China
(O)
(R)
(R)
(R)
(R)
(R)
(R)
China
(R)
China
(R)
China
China
(R)
(M)
China
China
(M)
(M)
China
China
(M)
(M)
China
China
China
(M)
(M)
(M)
China
China
China
China
China
China
China
China
China
(M)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
Zhuang KANG, Prof.

Zili WANG, President
Zhiyong JIANG, Head
Rening ZHU, Professor
Zhidong WANG, Professor
Daming YANG, Associate
Professor
Gang XU, Phd
Zhenping WENG, Director
Kai YAN, Prof.
Shitang DONG, Prof.
Changyun Chen, Prof
Weimin Chen, Associate
Professor
Lei Yan, Associate Professor
Ms. Marta Pedisic Buca
Mrs. Gordana Semijalac
Mr. Stanislav Ruzic
Mr. Boris Bucan
Mr. Peter Kr. Sorensen
Dr. Claus Simonsen
Dr. Anton Minchev
Dr. Christian Schack
Mr. Aage Damsgaard
Jrgen Juncher Jensen
Poul Andersen
Ulrik Dam Nielsen
Arne Hasle Nielsen
Stig Sand
Brian Skov Josefsen
Lasse Normann de-Boer
Mads Martinsen
Jan Runge
Audun Stme
Christian Nielsen
Henrik Mikkelsen
Nicolai Slaatto
Pelle Bo Regener
Anders Boy
Kasper Fnns Bach
Prof. Jerzy Matusiak
Reko-Antti Suojanen
Dr. Seppo Kivimaa
T. Mikkola

China
China
China
China
China
China
(O)
(O)
(O)
(O)
(O)
(O)
Jiangsu University of Science and Technology

China
China
China
China
China
China
(O)
(O)
(O)
(O)
(O)
(O)

Brodarski Institute, Ship Hydrodynamics and
Physical Modelling
Brodarski Institute
Brodarski Institute
Brodarski Institute
FORCE Technology
FORCE Technology
FORCE Technology
FORCE Technology
FORCE Technology
Danmarks Tekniske Universitet
Institut for Mekanisk Teknologi
China
Croatia
(O)
(R)
Croatia
Croatia
Croatia
Denmark
Denmark
Denmark
Denmark
Denmark
Denmark
(O)
(O)
(O)
(R)
(M)
(M)
(O)
(O)
(O)
Denmark
(O)
Denmark
(O)
Denmark
Denmark
Denmark
Denmark
Denmark
Denmark
Denmark
Denmark
Denmark
Denmark
Denmark
Denmark
Denmark
Finland
Finland
Finland
Finland
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(R)
(R)
(R)
(M)
Technology
Technology
Technology
Technology
Technology
Student
Student
Student
Student
Student
Student
Student
Student
Student
Student
Student
Helsinki University of Technology, Ship Laboratory
VTT
Aalto University
515
I. Saisto
T. Leivisk
R. von Bock und Polach
Dr. Harri Soininen
Mr. Raimo Hmlainen
Mr. Tomi Veikonheimo
Mr. Janne Niittymki
Dr. Pierre Ferrant
Roland Joannic
Bertrand Alessandrini
Didier Frchou
Pierre Emmanuel Guillerm
Jean-Marc Rousset
Aurlien Babarit
Guillaume de Garidel
Dipl.-Ing. Juergen Friesch
Prof. Dr.-Ing. Andres Cura
Hochbaum
Dr. Christian Ernst-Georg
Masilge
Prof. Dr. Ing. Bettar Ould el
Moctar
Rainer Grabert
Dr. Uwe Hollenbach
Herbert Bretschneider
Peter Jochmann
Dr. Manfred Mehmel
Dr.-Ing. Cornel Thill
Mr. Carsten Meier
Dr. Thomas Rggeberg
Prof. Stefan Krger
Mrs. Elke Proos
Prof. Gnther F. Clauss
Dipl.-Ing. Karsten Rieck
Michael Schmiechen
Prof. George D. Tzabiras
G. Grigoropoulos
VTT
Aalto University
Finland
Finland
Finland
Finland
Finland
Finland
Finland
France
(M)
(M)
(M)
(O)
(O)
(O)
(O)
(R)
France
France
(R)
(M)
France
France
(M)
(M)
France
(M)
France
(M)
France
Germany
(O)
(R)
Germany
(R)
Germany
(R)
Development Centre for Ship Technology and

Transport Systems
Hamburgische Schiffbau Versuchsanstalt GmbH
(HSVA)
(HSVA)
(HSVA)
Development Centre for Ship Technology and
Transport Systems
Lavision GmbH
Bundesministerium fr Wirtschaft und Technologie
TU Hamburg-Harburg, Institut fr Entwerfen von
Schiffen und Schiffsicherheit
Forscungszentrum Jlich GmbH
Germany
(R)
Germany
Germany
(M)
(M)
Germany
(M)
Germany
(M)
Germany
Germany
(O)
(O)
Germany
Germany
Germany
(O)
(O)
(O)
Germany
Germany
Germany
Germany
Greece
Greece
(O)
(O)
(O)
(O)
(R)
(M)
STX Finland
ABB Oy
Foreship
DGA Hydrodynamics
DGA Hydrodynamics
DGA Hydrodynamics
(HSVA)

516
Dr. P. K. Panigrahi
Prof. V. Anantha
Subramanian
Dr. Erwandi
Dr. Ahmad Reza Zamani
Dr. Mohammad Saeed Seif
Cdr. Domenico Guadalupi
Dr. Giovanni Caprino
Dr. Daniele Ranocchia
Prof. Carlo PodenzanaBonvino
Prof. Pasquale Casella
Prof. Alberto Francesutto
Paola Gualeni
Riccardo Broglia
Mario Felli
Angelo Olivieri
Elena Ciappi
Francesco Salvatore
Marco Ferrando
Lanfranco Benedetti
Prof. Georgio Contento
Dr. Guido Lupieri
Dr. Fabio di Felice
Director, Dr. Yasunroi
Iwasaki
Dr. Hiroyuki Nakagawa
Prof. Hironori Yasukawa
Dr. Eng. Takuya Omori
Prof. Eiichi Kobayashi
Naval Science and Technological Laboratory

IIT Madras
India
India
(R)
(O)
UPT BPPH Indonesian Hydrodynamic Laboratory

Isfahan University of Technology
Sharif University of Technology
Centro Esperienze Idrodinamiche Marina Militare
(CEIMM)
Centro per gli Studi di Tecnica Navale (CETENA)
Instituto Nazionale per Studi ed Esperienze di
Architettura Navale (INSEAN)
Universit de Genova
Dipartimento di Ingegneria Navale e Tecnologie
Marine (DINAV)
Universit di Napoli
Dipartimento di Ingegneria Navale
Universit di Trieste
Dipartimento di Ingegneria Navale, del Mare e per
l'Ambiente (DINMA)
Universit de Genova
Marine (DINAV)
Universit de Genova
Marine (DINAV)
University of Trieste, Dept. Of Engineering and
Architecture
University of Trieste, Dept. Of Engineering and
Architecture
Akashi Ship Model Basin Co. Ltd.
Indonesia
Iran
Iran
Italy
(R)
(R)
(R)
(R)
Italy
Italy
(R)
(R)
Italy
(R)
Italy
(R)
Italy
(R)
Italy
(M)
Italy
(M)
Italy
(M)
Italy
(M)
Italy
(M)
Italy
(M)
Italy
(M)
Italy
(M)
Italy
(O)
Italy
(O)
Italy
(O)
Japan
(R)
Akishima Laboratories (Mitsui Zosen) Inc.

Hiroshima University
Kobe University
Japan
Japan
Japan
Japan
(R)
(R)
(R)
(R)
517
Prof. Jun Ando

Prof. Masahiko Nakamura
Dr. Kazuyuki Yamakita
Mr. Chiharu Kawakita
Dr. Shotari Uto
Mr. Akihiko Matsuda
Prof. Yoshiho Ikeda
Prof. Masashi Kashiwagi
Dr. Yushu Washio
Dr. Michio Takai
Prof. Hajime Yamaguchi
Prof. Kazuo Suzuki
Professor Kiyokazu MINAMI
Prof. Shigeru Hayashita
Dr. Hisao Tanaka
Prof. Yoshitaka Furukawa
Dr. Katsuji Tanizawa
Dr. Takashi Mikami
Prof. Toru Katayama
Dr. Takanori Hino
Dr. Shigeki Nagaya
Prof. Motohiko Murai
Prof. Akahisa Konno
Dr. Chaniku Shin
Prof. Toshio Iseki
Professor Kunihiro IKEGAMI
Mister Kei SATO
Doctor Kinya TAMURA
Professor TODA, Yasuyuki
Professor Naoji Toki
Doctor Ryo Yakushiji
Prof. Emeritus Kuniharu
NAKATAKE
Prof.Takeshi KINOSHITA
Dr. Noriyuki SASAKI
Dr. Kinya TAMURA
Prof. Hisaaki MAEDA
Prof. Katsuro KIJIMA
Prof. Emer. Hiroharu KATO
Dr. Young Sik Jang
Prof. Young-Gill Lee
Dr. Suak-Ho Van
Kyushu University
Kyushu University
Meguro Model Basin
Mitsubishi Heavy Industries Ltd.
National Research Institute of Fisheries Engineering
Osaka University
Shipbuilding Research Centre of Japan
Sumitomo Heavy Industries Ltd.
Marine&Engineering Co., Ltd.
University of Tokyo
Tokyo University of Marine Science and Technology
Kyushu University
Mitsui Akishima
IHI
Kogakuin University
Tokyo University of Marine Science and Technology
Department of Naval Architecture, Faculty of
Engineering,
Nagasaki Institute of Applied
Science
Mitsubishi Heavy Industries
Osaka University
Ehime University
R&D Assessment Division, Technical Research and
Development Institute, Ministry of Defense
Kyushu University
Department of Oceanic Architecture and
Engineering, Ost, Nihon University
Maritime Technology Group, Monohakobi
Technology Institute
President, Nagasaki Institute of Applied Science

Inha University
Maritime and Ocean Engineering Research Institute
518
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
(R)
(R)
(R)
(R)
(R)
(R)
(R)
(R)
(R)
(R)
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
Japan
(R)
(R)
(R)
(R)
(M)
(M)
(M)
(M)
(M)
(M)
(M)
(M)
(M)
(O)
(O)
(O)
Japan
Japan
Japan
Japan
Japan
(O)
(O)
(O)
(O)
(O)
Japan
(O)
Japan
(O)
Japan
(O)
Japan
Japan
Japan
Japan
Korea
Korea
Korea
(O)
(O)
(O)
(O)
(R)
(R)
(R)
Prof. Ho-Hwan Chun

Dr. Booki Kim
Prof. Hyun-Kyoung Shin
Prof. Jung-Chun Suh
Dr. Jin Kim
Prof. Moon Chan Kim
Dr. Sun Young Kim
Prof. Young Hwan Kim
Dr. Dong Yeon Lee
Dr. Gyung Jung Lee
Prof. Shin Hyung Rhee
Prof. In Won Lee
Heungwon Seo
Dr. Gil Hwan Choi
Dr. Seung-Myun Hwangbo
Prof. Key Pyo Rhee
Dr. Bong-Jun Chang
Dr. Youngjae Sung
Dr. Seong Jae Jeong
Prof. Seung-Hee Lee
Prof. Sang-Hyun Kim
Prof. Sungbu Suh
Prof. Kwang Hyo Jung
Prof. Nakwan Kim
Dr. Se-Eun Kim
Dr. Seung Il Yang
Prof. Ab Saman Abd Kader
Dr. Montasir Osman Ahmed
Dr. Mohd Shahir Liew
Dr. Kourosh Koushan
D. Fathi
H. Lie
C. Muthanna
Dr. Andreas Krapp
Dr. Leszek Wilczynski
Prof. Marek Dzida
W. Gorski
M. Kraskowski
Dr. A.V. Pustoshny
(MOERI)
University of Ulsan
(MOERI)
(MOERI)
(MOERI)
Hyundai Heavy Industries Co. Ltd
Hyundai Heavy Industries Co. Ltd
National Fisheries R&D Institute
Inha University
Inha University
Dong Eui University
Daewoo Shipbuilding & Marine Engineering
KRISO
Universiti Teknologi Malaysia
Univeriti Teknologi Petronas, Civil Engineering
Department
Univeriti Teknologi Petronas, Civil Engineering
Department
Norwegian Marine Technology Research Institute
(MARINTEK)
(MARINTEK)
(MARINTEK)
(MARINTEK)
Jotun A/S
Ship Design and Research Centre (CTO S.A.)
Technical University of Gdansk
519
Korea
Korea
Korea
Korea
Korea
(R)
(R)
(R)
(R)
(M)
Korea
Korea
(M)
(M)
Korea
Korea
Korea
(M)
(M)
(M)
Korea
Korea
Korea
Korea
Korea
Korea
Korea
Korea
Korea
Korea
Korea
Korea
Korea
Korea
Korea
Korea
Malaysia
(M)
(M)
(M)
(M)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(R)
Malaysia
(O)
Malaysia
(O)
Norway
(R)
Norway
(M)
Norway
(M)
Norway
(M)
Norway
Poland
Poland
Poland
Poland
Russia
(O)
(R)
(R)
(M)
(M)
(R)
V. Borusevich
V. Magarovski
K. Sazonov
Prof. Luis Prez-Rojas
Emilio Fajardo
Luis Palao Lechuga
Mr. Michael Forslund
Ms Susanne Abrahamsson
D-Q- Li
Sofia Werner
V. Westerberg
Willem van Berlekom
Charlotta Nordenfelt
Mr. Lars T. Gustafsson
Prof. Lars Larsson
Prof. Gran Bark
Prof. Rickard Bensow
Prof. Jakob Kuttenkeuler
Frederik Gerhardt
Dr. Bas Buchner

Escuela Tcnica Superior de Ingenieros Navales
(ETSIN)
CEHIPAR
Canal de Experiencias Hidroninmicas de El Pardo
(CEHIPAR)
Rolls-Royce Hydrodynamic Research Centre
SSPA Sweden AB
SSPA Sweden AB
SSPA Sweden AB
SSPA Sweden AB
Qualisys AB
SSPA Sweden AB
Chalmers University of Technology
KTH Royal Institute of Technology
SSPA Sweden AB
Maritime Research Instutute Netherlands (MARIN)
Prof. Rene H. M. Huijsmans
Frans Quadvlieg
Pepijn de Jong
Frans van Walree
Henk van der Boom
Johan Bosschers
M. van Rijsbergen
Dr. M.W.C. Oosterveld

Prof. S. Bal
Ass. Prof. Emin Korkut
Takinaci Ali Can
Dr. Tom Dinham-Peren
Dr. Paul Crossland
Dr. Maurizio Collu
Prof. Mehmet Atlar
Dr. Stephen R. Turnock
Prof. Atilla Incecik

BMT Defense Services Ltd.
QinetiQ
Cranfield University, School of Engineering
520
Russia
Russia
Russia
Spain
(M)
(M)
(M)
(R)
Spain
Spain
(R)
(O)
Sweden
Sweden
Sweden
Sweden
Sweden
Sweden
Sweden
Sweden
Sweden
Sweden
Sweden
Sweden
Sweden
The
Netherlands
The
Netherlands
The
Netherlands
The
Netherlands
The
Netherlands
The
Netherlands
The
Netherlands
The
Netherlands
The
Netherlands
Turkey
Turkey
Turkey
UK
UK
UK
UK
UK
UK
(R)
(R)
(M)
(M)
(M)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(R)
(R)
(M)
(M)
(M)
(M)
(M)
(M)
(O)
(R)
(M)
(M)
(R)
(R)
(R)
(R)
(R)
(R)
Dr. Dominic Hudson

Prof. Longbin Tao
Andy Peters
Peter Bull
Dr. Ignazio Maria Viola
Dr. Sandy Day
Michael Woodward
Steve Curtis
Shaun Ross
Dr. Reddy Devalapalli
Dr. Alex Phillips
Dr. Mahdi Khorasanchi
Mr. Edward Nixon
Jennifer Norris
Dr. Arnold A. Fontaine
Prof. Frederick Stern
Dr. Jon Etxegoien
Dr. Raju Datla
Prof. G.J. White
Prof. Robert F. Beck
Prof. Robert G. Latorre
Dr. Roger H. Compton
Thomas Fu
Steve Ceccio
David Hayden
Arthur Reed
Sung.Eun Kim
Pablo M. Carrica
Paisan Atsavapranee
Dr. Theodore Farabee
Bruce Johnson
Michael G. Morabito
Joel Park
Dr. Joseph T. Arcano,
Technical Director
William B. Morgan
QinetiQ
QinetiQ
Edinburgh University
Cussons Technology Ltd.
Cussons Technology Ltd.
Lloyds Register
University of Strathclyde
University of Strathclyde
The European Marine Energy Centre (EMEC) Ltd.
Applied Research Labratory
Naval Surface Warfare Center, Carderock Division
Stevens Institute of Technology
University of New Orleans
Webb Institute
521
UK
UK
UK
UK
UK
UK
UK
UK
UK
UK
UK
UK
UK
UK
USA
USA
USA
USA
USA
USA
USA
USA
USA
USA
USA
USA
USA
USA
USA
USA
USA
USA
USA
USA
(M)
(M)
(M)
(M)
(M)
(M)
(M)
(O)
(O)
(O)
(O)
(O)
(O)
(O)
(R)
(R)
(R)
(R)
(R)
(R)
(R)
(R)
(M)
(M)
(M)
(M)
(M)
(M)
(M)
(M)
(M)
(M)
(M)
(O)
USA
(O)
http://www.ittc.info

27th International Towing Tank Coference ITTC 2014

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

27th International Towing Tank Coference ITTC 2014

Uploaded by

Copyright:

Available Formats

27th INTERNATIONAL

Report of the Advisory Council

Report of the Resistance Committee

Report of the Propulsion Committee

Report of the Manoeuvring Committee

Report of the Seakeeping Committee

Report of the Ocean Engineering Committee

Report of the Stability in Waves Committee

Report of the Quality Systems Group

Committees of the 27th ITTC

Tasks and Structure of the 27th ITTC Technical Committees

Tasks and Structure of the 28th ITTC Technical Committees

Description and Rules of the ITTC Proposed for Adoption by

Designated Representatives (R), Committee Members (M) and

Report of the Specialist Committee on Detailed Flow Measurement Techniques

Report of the Specialist Committee on Performance of Ships in Service

Report of the Specialist Committee on Hydrodynamic Noise

Report of the Specialist Committee on Hydrodynamic Modelling of Marine

Report of the Specialist Committee on Ice

sub-suppliers for one of their new buildings.

ITTC 2014 is held in Copenhagen, Denmark

The story above is an indication of the

Just like for the last conference, I will also

The future of ITTC is depending on

In Denmark, we are not so happy to

I wish to use this opportunity to thank all the

the ITTC Conference here in Copenhagen. At

I will also like to extend a special thank to our

Peter Kr. Srensen

the recommendation to modify the ITTC Rules

Finally, the Executive Committee has

Professor Jong H. Hwang died of

Chairman of KTTC until 1984. He remained a

The Emeritus Professor Takao Inui of the

ships. He was the fourth Weinblum lecturer

Membership of the 27 Executive Committee has been the following:

The committee further discussed the issue

Pacific Islands representative: Masashi Kashiwagi, Osaka University

The committee confirmed the financial

ence for adoption, and a new AC membership

Two new members of ITTC were approved,

The committee established a new working

The decision on venue for the 28 ITTC

The committee reviewed the wording of

The AC membership review was performed

next committees. For this purpose, the revised

approved by the Full Conference in advance.

Two new AC member organisations were

The Advisory Council was formed at the

Revision of ITTC Rules

The committee decided to recommend to

In addition to these two major changes to

Committees and Tasks of the 28th

Discuss if ITTC is ready to react flexible on

Handle all external needs which are related

Working Group on Future of ITTC

Suggest modifications to the ITTC Rules, if

Changes in ITTC Membership

The following new members of ITTC have

Discuss open questions of long term developments in hydrodynamics by observing also

Universiti Teknologi PETRONAS,

Develop a strategy with regard to ITTCs

The following members terminated their

Discuss if the way how ITTC works is still