13_030_2 FHR reports
Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge Sub report 2 Development and validation of a Car and Truck Carrier
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge Sub report 2 – Development and validation of a Car and Truck Carrier
Eloot, K.; Verwilligen, J.; Mostaert, F.
Cover figure © The Government of Flanders, Department of Mobility and Public Works, Flanders Hydraulics Research Legal notice Flanders Hydraulics Research is of the opinion that the information and positions in this report are substantiated by the available data and knowledge at the time of writing. The positions taken in this report are those of Flanders Hydraulics Research and do not reflect necessarily the opinion of the Government of Flanders or any of its institutions. Flanders Hydraulics Research nor any person or company acting on behalf of Flanders Hydraulics Research is responsible for any loss or damage arising from the use of the information in this report. Copyright and citation © The Government of Flanders, Department of Mobility and Public Works, Flanders Hydraulics Research 2018 D/2018/3241/016 This publication should be cited as follows: Eloot, K.; Verwilligen, J.; Mostaert, F. (2018). Accessibility of Car and Truck Carriers of Wallenius‐Wilhelmsen to the port of Zeebrugge: Sub report 2 – Development and validation of a Car and Truck Carrier. Version 3.0. FHR Reports, 13_030_1. Flanders Hydraulics Research: Antwerp. Until the date of release reproduction of and reference to this publication is prohibited except in case explicit and written permission is given by the customer or by Flanders Hydraulics Research. Acknowledging the source correctly is always mandatory. Document identification Customer: Keywords (3‐5): Text (p.): Confidentiality: Author(s): Control
Flanders Hydraulics Research Ref.: WL2018R13_030_2 Car and Truck Carrier, Wallenius‐Wilhelmsen, mathematical model 26 Appendices (p.): / ☒ Yes Released as from: 01/01/2020 Eloot, K.
Name
Reviser(s):
Verwilligen, J.
Project leader:
Eloot, K.
Signature
Approval Head of Division:
F‐WL‐PP10‐2 Version 7 Valid as from 3/01/2017
Mostaert, F.
Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
Abstract This report had been written but not finished in 2013 while executing the simulation study in the framework of the accessibility study of car carriers of Wallenius to the port of Zeebrugge. Two simulation models for a 227 m Car Carrier and a 200 m Car and Truck Carrier had been developed but finally only the 227 m Car Carrier was evaluated as being realistic. In this report the available data and the procedure for the scaling of the simulation models is described and the full or partial results are summarised. If the simulation models for the Fidelio and the MS Tosca will be used for a study or training, the manoeuvring characteristics should be recalculated with the latest executable of the simulation software. The simulation results in this report are probably not identical anymore.
Fields of knowledge: Manoeuvreergedrag – open water – simulaties
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
Contents Abstract ............................................................................................................................................................ III Contents ............................................................................................................................................................ V List of tables...................................................................................................................................................... VI List of figures ................................................................................................................................................... VII 1
Introduction ............................................................................................................................................... 1
2
Data of the 227 m Car and Truck Carrier ................................................................................................... 2 2.1
General information ............................................................................................................................ 2
2.2
Manoeuvring information from wheelhouse poster and sea trials .................................................... 3
2.2.1
Wheelhouse poster....................................................................................................................... 3
2.2.2
Sea trial data ................................................................................................................................. 7
2.2.3
Comparison of the data from the sea trial and the wheelhouse poster .................................... 10
2.3 3
Development of the 227 m Car and Truck Carrier .................................................................................. 11 3.1
Methodology ..................................................................................................................................... 11
3.2
Modelling of the 227 m car carrier .................................................................................................... 11
3.2.1
Scaling of the 227 m car carrier .................................................................................................. 11
3.2.2
Determination of the Becker table ............................................................................................. 13
3.3
4
5
Becker rudder .................................................................................................................................... 10
Fast time simulation through manoeuvring trials ............................................................................. 14
3.3.1
Acceleration test ......................................................................................................................... 15
3.3.2
Turning circle .............................................................................................................................. 15
3.3.3
Zigzag manoeuvre ....................................................................................................................... 18
3.3.4
Crash stop and inertia test .......................................................................................................... 19
Data of the 200 m Car and Truck Carrier ................................................................................................. 20 4.1
General information .......................................................................................................................... 20
4.2
Manoeuvring information ................................................................................................................. 21
4.2.1
Telegraph – speed table.............................................................................................................. 21
4.2.2
Turning circle manoeuvre ........................................................................................................... 22
4.2.3
Zigzag manoeuvre ....................................................................................................................... 23
4.2.4
Crash stop manoeuvre ................................................................................................................ 23
Development of the 200 m Car and Truck Carrier .................................................................................. 24 5.1
Scaling of the mathematical model ................................................................................................... 24
5.2
Fast time simulation through manoeuvring trials ............................................................................. 25
References ....................................................................................................................................................... 26
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
List of tables Table 1 – Characteristics of the LCTC Faust ....................................................................................................... 2 Table 2 – Telegraph – speed table of the Fedora .............................................................................................. 4 Table 3 – Turning circle at wheelhouse poster: characteristics for full sea speed, rudder angle 35 deg ......... 5 Table 4 – Turning circle at wheelhouse poster: characteristics for half speed, rudder angle 35 deg............... 6 Table 5 – Crash stop and inertia data at wheelhouse poster ............................................................................ 7 Table 6 – Turning circle at sea trial (ballast draft): characteristics for full sea speed, rudder angle 35 or 65 deg ..................................................................................................................................................................... 8 Table 7 – Turning circle at sea trial (ballast draft): characteristics for half speed, rudder angle 35 deg .......... 9 Table 8 – Zigzag manoeuvre at sea trial (ballast draft): characteristics of 20/20 and 10/10 tests ................... 9 Table 9 – Characteristics of the car carrier Odyssea from the simulator database ........................................ 11 Table 10 – Relationship between σ and the water depth to draft ratio h/T .................................................. 12 Table 11 – Multiplication factors and values for the hull coefficients at 20% UKC......................................... 13 Table 12 – Becker table for two versions of the Fidelio and D1MaxBecker equal to 35 degrees................... 14 Table 13 – Telegraph – speed table of the simulation ship Fidelio at 200% and 20% UKC............................. 15 Table 14 – Turning circle at 200% UKC: characteristics for sea full ahead speed (1.75 rps propeller rate), rudder angle 35 deg, comparison of full scale trial (ballast draft) and simulation (loaded draft) .................. 16 Table 15 – Turning circle at 200% UKC: characteristics for half ahead speed (1.08 rps propeller rate), rudder angle 35 deg, comparison of full scale trial (ballast draft) and simulation (loaded draft) .............................. 16 Table 16 – Turning circle at 200% UKC: characteristics for sea full ahead speed (1.75 rps propeller rate), rudder angle 65 deg, comparison of full scale trial (ballast draft) and simulation (loaded draft) .................. 17 Table 17 – Turning circle at 20% UKC: characteristics for sea full and half ahead speed, rudder angle 35 and 65 deg for simulations at loaded condition..................................................................................................... 17 Table 18 – Zigzag manoeuvre at 200% UKC: characteristics for sea full ahead speed (1.75 rps propeller rate), comparison of full scale trial (ballast draft) and simulation (loaded draft) .................................................... 18 Table 19 – Zigzag manoeuvre at 20% UKC: characteristics for sea full ahead speed (1.75 rps propeller rate), simulation (loaded draft) ................................................................................................................................. 18 Table 20 – Crash stop and inertia test at 200% and 20% UKC, simulation (loaded draft) .............................. 19 Table 21 – Characteristics of the MS Tosca ..................................................................................................... 20 Table 22 – Telegraph – speed table of the MS Tosca ...................................................................................... 22 Table 23 – Turning circle to starboard: characteristics for normal loaded and ballast condition, rudder angle 35 deg .............................................................................................................................................................. 22 Table 24 – Crash stop and inertia data from the wheelhouse poster ............................................................. 23 Table 25 – Relationship between σ and the water depth to draft ratio h/T .................................................. 24 Table 26 – Multiplication factor and value for the propeller coefficient at astern telegraph and 300 and 20% UKC .................................................................................................................................................................. 25 Table 27 – Scaling factors depending on different scalings ............................................................................ 25 Table 28 – Turning circle to starboard at 200% UKC: characteristics for sea full ahead speed (1.69 rps propeller rate), rudder angle 35 deg, comparison of manoeuvring characteristics and simulation (loaded draft) ................................................................................................................................................................ 25 VI
WL2018R13_030_2
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
List of figures Figure 1 – Fidelio in Zeebrugge ......................................................................................................................... 3 Figure 2 – Speed – propeller rate relationship for loaded and ballast condition of the Fedora ....................... 4 Figure 3 – MS Tosca ......................................................................................................................................... 21
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
1 Introduction This report gives a summary of the tasks and results for the modelling of a 227 m and a 200 m car carrier of Wallenius and Wilhelmsen. A question form with an overview of the requested information for the ship characteristics had been sent to the shipping company. Based on information found on the website of Wallenius it can be recognised that all vessels are Panamax size. One vessel in service with a length over all of 227 m has been selected by the shipping company out of their fleet (199 m, 227 m and 265 m vessels). The 265 m vessels are according to captain Henry Bromeé Mark-V type vessels. The ship mathematical model Odyssea in the simulator database of FHR (used during the visit of captain Bromeé on the 7th of March 2013) is based on information from Mark-V vessels and could be further adjusted to the Wallenius fleet if information is made available. The information can be used for the scaling of existing simulation models to the Wallenius fleet. Nevertheless, based on the visit of the 7th of March and the meeting with Owner Annika Bootsman Kleberg and Capt. Henry Bromeé on the 5th of June, the focus will be on a 227 m vessel and the actual 200 m and 265 m vessels will be available in the simulator database as back-up (if data information is provided for these vessels by the shipping company). In 2015 the shipping company will have 200 m vessels in operation with a wider beam of 36 m. This vessel type must not be considered. The report is subdivided in: •
summary of the data for the 227 m car and truck carrier;
•
development of the simulation models of the 227 m car and truck carrier;
•
summary of the data for the 200 m car and truck carrier;
•
development of the simulation models of the 200 m car and truck carrier.
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
2 Data of the 227 m Car and Truck Carrier 2.1 General information The ship characteristics are given by the shipping company for the MS Faust and Fedora, LCTC 1 with a length over all of 227.8 m (Table 1). These ships are equipped with a single fixed pitch propeller and a Becker rudder (with flap). Table 1 – Characteristics of the LCTC Faust
Length over all
[m]
227.8
Length between perpendiculars
[m]
219.3
Beam
[m]
32.26
Depth
[m]
34.7
Draught (fully loaded)
[m]
9.5
Longitudinal position of centre of gravity at fully loaded condition
[m]
105.13 from A.P.
Displacement
[tons]
42,300
Dead Weight tonnage (at maximum draught)
[tons]
30,100
Block coefficient
[-]
0.6116
Engine type
[-]
B&W 8S60ME
Power
[kW]
15,800
Number of revolutions, propeller
[rpm]
105
[kn]
20
Number of propellers
[-]
1
Diameter of propeller (D)
[m]
6.6
Number of blades
[-]
5
Pitch ratio of propeller (P/D)
[-]
1.013
Area ratio of propeller (AE/A0)
[-]
n/a
Number of rudders
[-]
1
Rudder type
[-]
Becker full spade with flap
[deg]
64 (normal 35)
Service speed
Maximum rudder angle
2
Rudder area
[m ]
36
Bowthruster
[kW]
2000
Sternthruster
[kW]
-
Frontal wind area
2
1132
2
6885
[m ]
Lateral wind area
1
2
[m ]
Long Car and Truck Carrier WL2018R13_030_2
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
2.2 Manoeuvring information from wheelhouse poster and sea trials Besides the general information in 2.1 for the development of a mathematical manoeuvring model the manoeuvring characteristics from the wheelhouse poster and the sea trials must be examined: •
wheelhouse poster from 0_Wheelhouse_poster.pdf
•
sea trials data from the Fidelio (Figure 1): 4445DA101Z033-001-B(A)-14-0_Sea_trial.pdf
the
Fedora,
document
4446DA101Z034-001-B(A)-15-
Figure 1 – Fidelio in Zeebrugge (source marinetraffic.com)
2.2.1
Wheelhouse poster
Based on the wheelhouse poster of the Fedora, characteristics of the following trials can be found: •
acceleration test with telegraph – speed table;
•
turning circle;
•
crash stop and inertia test.
An important remark while considering the data shown on the wheelhouse poster is that the source of the information is not always clear (e.g. the acceleration test) and that for the turning circle results the values at normal full loaded condition are estimated by the shipyard and must consequently be considered with caution.
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
Acceleration test The source of the acceleration test and the resultant telegraph – speed table (Table 2) on the wheelhouse poster is not clear. Additionally for dead slow to harbour full ahead the resultant speed is larger at full loaded condition than at ballast condition despite the smaller mass of the vessel at ballast condition. This unnatural difference in speed for loaded and ballast condition is visualized in Figure 2. At sea full ahead the speed in ballast condition is larger than at loaded condition which is expected and in correspondence with the sea trial data at this telegraph position. For the other telegraph positions estimated values are probably taken which are not corrected based on the sea trial data. Figure 2 – Speed – propeller rate relationship for loaded and ballast condition of the Fedora
25
Speed (knots)
20 15 10 Loaded condition
5 0
Ballast condition 0
20
40 60 80 Propeller rate (rpm)
100
120
Table 2 – Telegraph – speed table of the Fedora
Loaded
Ballast
Propeller rate
Speed
Speed
[rpm]
[knots]
[knots]
SEA FULL AHEAD
105
19.9
20.5
FULL AHEAD
75
14.0
13.3
HALF AHEAD
65
12.0
10.9
SLOW AHEAD
50
9.0
7.6
DEAD SLOW AHEAD
30
5.2
3.8
Telegraph
4
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
Turning circle manoeuvre The turning circle manoeuvres are reported on the wheelhouse poster for a normal ballast condition at sea full ahead (97.5 rpm) and half ahead (65.0 rpm) speed and for a normal full loaded condition in deep and shallow water for full sea and half speed. The maximum rudder angle applied during the turning circles is 35 deg. The results are reported in Table 3 and Table 4. Some doubtful values are highlighted in italic and seen in the sea trial data at ballast condition. The influence of the environmental circumstances during the trials will have been responsible for the varying speed values at the different time steps. Table 3 – Turning circle at wheelhouse poster: characteristics for full sea speed, rudder angle 35 deg
Normal ballast (sea trial)
Final version
Normal full loaded (estimated)
PORT
STARBOARD
PORT
STARBOARD
Advance/Lpp
[-]
1.88
2.38
3.07
3.12
Transfer/Lpp
[-]
1.10
1.41
1.54
1.55
Tact. Diam./Lpp
[-]
2.09
2.41
3.48
3.52
Initial speed
[knots]
20.5
20.5
19.9
19.9
Final speed
[knots]
4.8
7.8
6.5
6.7
Time 90 deg
[s]
84
92
106
103
Speed 90 deg
[knots]
9.9
8.5
11.0
11.4
Time 180 deg
[s]
209
184
223
219
Speed 180 deg
[knots]
3.0
8.5
7.8
7.9
Time 270 deg
[s]
308
294
354
353
Speed 270 deg
[knots]
5.8
3.9
6.8
6.9
Time 360 deg
[s]
412
446
491
492
Speed 360 deg
[knots]
4.8
7.8
6.5
6.7
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier Table 4 – Turning circle at wheelhouse poster: characteristics for half speed, rudder angle 35 deg
Normal ballast (sea trial)
Normal full loaded (estimated)
Deep water
Deep water
Shallow water
PORT
STARBOARD
PORT
STARBOARD
PORT
STARBOARD
Advance/Lpp
[-]
1.77
1.96
2.94
2.95
3.24
3.26
Transfer/Lpp
[-]
0.97
0.82
1.51
1.49
2.44
2.43
Tact. Diam./Lpp
[-]
1.69
1.29
3.41
3.42
4.91
4.88
Initial speed
[knots]
10.9
10.9
12.0
12.0
NA 2
NA
Final speed
[knots]
2.6
5.9
4.5
4.6
7.9
7.9
Time 90 deg
[s]
139
151
159
159
185
186
Speed 90 deg
[knots]
8.3
4.5
7.1
7.1
9.4
9.4
Time 180 deg
[s]
296
270
333
336
366
366
Speed 180 deg
[knots]
2.6
1.1
5.2
5.2
8.5
8.4
Time 270 deg
[s]
417
401
526
533
557
559
Speed 270 deg
[knots]
2.6
3.6
4.6
4.7
8.1
8.1
Time 360 deg
[s]
546
559
725
735
753
756
Speed 360 deg
[knots]
2.6
5.9
4.5
4.6
7.9
7.9
2
6
Not available WL2018R13_030_2
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
Zigzag manoeuvre There is no information available on the wheelhouse poster for the zigzag manoeuvres. Crash stop manoeuvre and inertia test The estimated data from the crash stop and inertia tests taken from the wheelhouse poster are shown in Table 5. Table 5 – Crash stop and inertia data at wheelhouse poster
Loaded condition Using astern
engine
2.2.2
Time [s]
Distance [m]
Time [s]
Distance [m]
482
2684
471
2455
Full speed
489
2199
458
1952
Half speed
478
1918
394
1521
Full sea speed
1432
5326
1208
4352
Full speed
1370
4464
1138
3604
Half speed
1328
4014
1091
3216
full Full sea speed
Using engine stop
Ballast condition
Sea trial data
The sea trial report from the Fidelio contains trial results of the IMO standard manoeuvres executed at a ballast draft of 8.018 m, which differs from the design draft of 9.5 m and the usual draft of 9.0 m during operation at the port of Zeebrugge. These sea trial data will thus have to be translated to the ship behaviour at larger draft as model tests at different drafts executed at Flanders Hydraulics Research with a ship model of a containership have shown that the manoeuvring behaviour of a vessel changes with the actual draft of the vessel ([1] and [2]). A summary is given of the available information from the full scale trials at ballast draft for: •
an acceleration test;
•
a turning circle manoeuvre;
•
a zigzag manoeuvre.
Acceleration test Speed tests are executed at sea full telegraph position. Different runs have been repeated to be able to set up a speed-power-rpm curve. These tests do not give real values at lower telegraph positions.
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
Turning circle manoeuvre The turning circle manoeuvres are available for full sea speed at two rudder angles 35 and 65 degrees (Table 6) while at half speed only the 35 deg turning circles have been executed (Table 7). The trial data are influenced by the environmental circumstances, giving speed variations during the turning circles which are rather unnatural. Table 6 – Turning circle at sea trial (ballast draft): characteristics for full sea speed, rudder angle 35 or 65 deg
Rudder angle 35 deg
8
Rudder angle 65 deg
PORT
STARBOARD
PORT
STARBOARD
Advance/Lpp
[-]
1.880
2.386
2.622
3.006
Transfer/Lpp
[-]
-1.1
1.416
-1.842
1.582
Tact. Diam./Lpp
[-]
-2.092
2.406
-3.716
2.508
Initial speed
[knots]
19.6
18.7
18.9
20.0
Final speed
[knots]
4.798
7.752
4.508
5.9
Time 90 deg
[s]
84.4
91.5
132.9
135.0
Speed 90 deg
[knots]
9.9
8.5
11.7
6.1
Time 180 deg
[s]
209.0
184.4
337.2
275.0
Speed 180 deg
[knots]
3.0
8.5
4.5
9.6
Time 270 deg
[s]
308.0
294.0
478.3
455.2
Speed 270 deg
[knots]
5.8
3.9
9.1
4.9
Time 360 deg
[s]
411.6
445.6
646.7
617.6
Speed 360 deg
[knots]
4.8
7.8
4.5
5.9
WL2018R13_030_2
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier Table 7 – Turning circle at sea trial (ballast draft): characteristics for half speed, rudder angle 35 deg
PORT
STARBOARD
Advance/Lpp
[-]
1.776
1.956
Transfer/Lpp
[-]
-0.966
0.818
Tact. Diam./Lpp
[-]
-1.694
1.292
Initial speed
[knots]
12.1
12.0
Final speed
[knots]
2.612
5.9
Time 90 deg
[s]
139
151.1
Speed 90 deg
[knots]
8.3
4.5
Time 180 deg
[s]
296.6
269.7
Speed 180 deg
[knots]
2.6
1.1
Time 270 deg
[s]
417.3
401.3
Speed 270 deg
[knots]
0.0
3.6
Time 360 deg
[s]
545.8
558.6
Speed 360 deg
[knots]
2.6
5.9
Zigzag manoeuvre The zigzag manoeuvres are available for full sea speed at 10/10 3 and 20/20 (Table 8).The first and second overshoot angle differ considerably with first a course change to port followed by a course change to starboard. Table 8 – Zigzag manoeuvre at sea trial (ballast draft): characteristics of 20/20 and 10/10 tests
3
20/20
10/10
Initial speed
[knots]
19.5
19.8
RPM (initial/final)
[rpm]
102.4/98.7
102.5/101.6
First overshoot angle
[deg]
18
11
Second overshoot angle
[deg]
9.4
7.7
rudder angle/course change
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
2.2.3
Comparison of the data from the sea trial and the wheelhouse poster
The sea trial data and the data on the wheelhouse poster are identical for the reported trial data on the wheelhouse poster which confirms the exact reporting of the trial data without a correction between them for the environmental circumstances such as the wind effect. The full scale trials have been executed at a draft of 8.018 m so that it can be supposed that for the design draft of 9.5 m the characteristics will be different as well. Research at the Towing Tank for Manoeuvres in Shallow Water for (slender) container ships have shown that a ship is becoming more stable with decreasing draft. Supposing that this trend can also be used for the development of the PCTC Fidelio (although the rather small change of the draft between ballast and loaded condition with 1.5 m) the consequence will be that the manoeuvrability of the ship at design draft could be better than what is seen during the full scale trials at ballast draft.
2.3 Becker rudder The finished plan of the Becker Flap rudder from the Fidelio is made available. This plan contains a general view about the efficiency of the Becker-High-Performance rudder equipped to single screw vessels and its use. The main advantage of the Becker rudder is that already at smallest rudder angles a high side force is generated 4. The maximum side force is reached at approximately 30 to 35 deg, whereas the flap stands at 60 to 70 deg to ship’s center line. At rudder angles of 45 deg or bigger (flap over 90 deg) the Becker rudder can be used as stern thruster. At these angles the side force is a little less than the maximum side force, but there is a minimum of residual longitudinal thrust. When running astern, the helm should not be put to more than 10 deg (flap 20 deg) in order not to destroy too much the water flow to the propeller. No graph with the variation of the side force or lift coefficient CL as function of the rudder angle or inflow angle to the rudder is given but the performance description of the Becker rudder system should be used as background for modeling.
4
Text in italic is taken from document BeckerRudderFaust.pdf
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier
3 Development of the 227 m Car and Truck Carrier Based on the information made available by the shipping company a mathematical manoeuvring model is developed for a 227 m car and truck carrier in deep and shallow water. The methodology and the manoeuvring characteristics of the developed simulation model of the ship Fidelio are described in this chapter. All results are calculated with an executable of the simulator software available in 2013. If the simulation models will be used in future projects the fast time simulations results should be repeated with the latest available executable.
3.1 Methodology At Flanders Hydraulics Research mathematical manoeuvring models can be developed in two ways: •
based on scaling of existing mathematical manoeuvring models of simulation ships;
•
based on model tests executed in the Towing Tank for Manoeuvres in Shallow Water.
For this simulation study the development of the 227 m car and truck carrier is based on the first method. An existing mathematical manoeuvring model of a 265 m car carrier is scaled to the dimensions of the Fidelio summarized in Table 1. The loading condition and characteristics of the engine, propulsion and rudder (Becker rudder) system are adjusted to the required characteristics of the Fidelio.
3.2 Modelling of the 227 m car carrier 3.2.1
Scaling of the 227 m car carrier
The scaling of the Fidelio is based on the 265 m car carrier Odyssea from the simulator database with characteristics as shown in Table 9. The block coefficient of the Odyssea is only 0.476 and thus very small compared to the block coefficient of the Fidelio (Table 1). This small block coefficient corresponds to the block coefficient of the simulator ship Autobus from which the Odyssea is derived. Table 9 – Characteristics of the car carrier Odyssea from the simulator database
Parameter
Final version
Unit
Value
Length over all
m
265.00
Length between perpendiculars
m
246.96
Breadth
m
32.19
Draft
m
11.00
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Block coefficient (draft 11 m)
-
0.476
Displacement (draft 11 m)
tons 42,659
UKC 1 model
%T
300
UKC 2 model
%T
20
The mathematical manoeuvring model of the Odyssea corresponds to the “De Voorstâ€? type which is a regression model with some parts with a more physical background. Scaling is based on the program SCAMCO (SCAling of Mathematical COefficients) which gives as output new nbw 5 files and thus new mathematical manoeuvring coefficients. The scaling factors for the length Îť, for the beam β, for the draft Ď„ and for the ratio of the speed advance coefficient ν are: đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™â„Ž đ?œ†đ?œ† = = 0.888 đ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œ đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™â„Ž đ?›˝đ?›˝ = đ?œ?đ?œ? =
1 đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘? = 1.129 đ?œ†đ?œ† đ?‘œđ?‘œđ?‘&#x;đ?‘&#x;đ?‘–đ?‘–đ?‘–đ?‘–đ?‘–đ?‘–đ?‘–đ?‘–đ?‘–đ?‘–đ?‘–đ?‘– đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?
1 đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘ = 0.973 đ?œ†đ?œ† đ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œ đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘
The scaling factor for the propeller rate is calculated using the Excel file opschaling_motor.xls and is represented by (đ?‘˘đ?‘˘/đ?‘›đ?‘›)đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?œ?đ?œ? = = 1.002 (đ?‘˘đ?‘˘/đ?‘›đ?‘›)đ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘”đ?‘”đ?‘–đ?‘–đ?‘–đ?‘–đ?‘–đ?‘–đ?‘–đ?‘–
The rudder efficiency must also be scaled through the scaling parameter ι1 which gives a ratio of the rudder area of the requested and the original area: ��1 =
1 đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Ž 1 36 đ?‘šđ?‘šÂ˛ = 2 = 0.728806 2 đ?œ†đ?œ† đ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œ đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Ž đ?œ†đ?œ† 62.64 đ?‘šđ?‘šÂ˛
For the scaling according to the draft the power Ďƒ for deep (300% UKC) and shallow (20% UKC) water must be determined based on the values in Table 10. For the available water depth to draft ratios the values 1.1 for shallow and 2.0 for deep water have been taken. Table 10 – Relationship between Ďƒ and the water depth to draft ratio h/T
h/T Ďƒ
1.0
1.1
1.2
1.3
1.4
1.5
2.0
2.5
3
>3.5
1.00 1.05 1.10 1.13 1.17 1.20 1.40 1.60 1.80 2.00
5
The structure of the input files has been changed during the development of this simulation model. The De Voorst and Tabular model type have been merged so that a new xml structure is now used. Nevertheless the scaling program SCAMCO is not yet adapted to this new structure. 6 The rudder area in the sea trial report is only the movable part. It is not clear if the flap is included in this area. 12
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As the block coefficient of the Odyssea is only 0.476, the same block coefficient is obtained after scaling according to the Froude law. Adjusting the scaled mass and moment of inertia to the block coefficient of the Fidelio, which is 0.6512, the mass of the Fidelio is 4.4860577E+07 kg while the moment of inertia is scaled based on the new mass and the length scale factor Îť: đ?‘šđ?‘šđ?‘šđ?‘šđ?‘šđ?‘šđ?‘šđ?‘šđ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; 2 đ??źđ??źđ?‘§đ?‘§đ?‘§đ?‘§ = đ??źđ??źđ?‘§đ?‘§đ?‘§đ?‘§,đ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œ đ?œ†đ?œ† = 1.35373 ∙ 1011 đ?‘˜đ?‘˜đ?‘˜đ?‘˜đ?‘˜đ?‘˜Â˛ đ?‘šđ?‘šđ?‘šđ?‘šđ?‘šđ?‘šđ?‘šđ?‘šđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œ Due to the negligible difference between the manoeuvring characteristics in deep and shallow water of the scaled Fidelio, what is not realistic based on the experience with ship models in the Towing Tank for Manoeuvres in Shallow Water, the hull coefficients for the lateral force and the yawing moment due to sway and yaw have been changed so that a larger course stability is obtained in shallow water. The multiplication factors are summarised in Table 11. These values have been adjusted immediately in the xml files with the coefficients and not by using the files dcoeff_*.xml with the adaptation of force components. Table 11 – Multiplication factors and values for the hull coefficients at 20% UKC
3.2.2
Coefficient
Factor
Unit
Value
BEWCO%YUV
1.5
[kg/m]
-3.268536E+06
BEWCO%YUR
1.5
[kg]
3.700807E+07
BEWCO%RNUV
0.5
[kg]
-1.326794E+08
BEWCO%RNUR
1.5
[kgm]
-1.291582E+10
Determination of the Becker table
The Becker module recalculates given rudder angles to virtual rudder angles. •
If the rudder angle is lower than the angle D1MaxBecker, the virtual rudder angle is given by the ordered rudder angle multiplied by a ratio factor depending on the force or moment component (Table 12).
•
If the rudder angle is equal to or higher than the angle D1MaxBecker, the virtual rudder angle is given by the angle D1MaxBecker multiplied by a ratio factor depending on the force or moment component (Table 12).
As the rudder forces and moment mathematical models for all ships with a Becker rudder in the simulator database depend on the first power of the rudder angle (high order coefficients are zero) this ratio factor can be interpreted as a real ratio of the forces and moment with (ratio factor is higher than 1) and without a Becker rudder (ratio factor is 1). The Becker table has been set to two different values in the equipment file: •
eqp_fidelio_becker1.xml: Becker table copied from the equipment file of the simulation ship Stolt Kimberley;
•
eqp_fidelio_becker2.xml: Becker table taken from eqp_fidelio_becker1 with changed values for Ratio factor Y so that the values for Ratio factor Y and Ratio factor N are identical.
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Although based on the large ratio factors for Y and N (values up to 3.14) an increase of the original rudder angle dependent coefficients could be considered, the Becker table give the advantage of adjusting the rudder efficiency in much lower steps of rudder angles as found in the rudder angle column of Table 12. Changing rudder coefficients of the mathematical model gives an identical increase of the rudder efficiency for all rudder angles. Table 12 – Becker table for two versions of the Fidelio and D1MaxBecker equal to 35 degrees
eqp_fidelio_becker1
eqp_fidelio_becker2
Rudder angle [deg]
Ratio factor X
Ratio factor Y
Ratio factor N
Ratio factor X
Ratio factor Y
Ratio factor N
-65.0
1.285
1.00
1.82
1.285
1.82
1.82
-60.0
1.285
1.00
2.2
1.285
2.2
2.2
-50.0
1.285
1.00
2.87
1.285
2.87
2.87
-40.0
1.143
1.00
3.09
1.143
3.09
3.09
-35.0
1
1.00
3.06
1
3.06
3.06
-30.0
1
1.00
3.14
1
3.14
3.14
-20.0
1
1.00
3.14
1
3.14
3.14
-10.0
1
1.00
2.88
1
2.88
2.88
0.0
1
1.00
2.11
1
2.11
2.11
10.0
1
1.00
3.54
1
3.54
3.54
20.0
1
1.00
3.85
1
3.85
3.85
30.0
1
1.00
3.85
1
3.85
3.85
35.0
1
1.00
3.75
1
3.75
3.75
40.0
1.143
1.00
3.79
1.143
3.79
3.79
50.0
1.285
1.00
3.52
1.285
3.52
3.52
60.0
1.285
1.00
2.7
1.285
2.7
2.7
65.0
1.285
1.00
2.23
1.285
2.23
2.23
3.3 Fast time simulation through manoeuvring trials All results for the fast time simulation are available for the loaded condition with a draft of 9.5 m and based on the 200% UKC value for the deep water case (comparison with the ballast draft trial data) and the 20% UKC value for the shallow water case. For some trials the 300% UKC values will be included as well. In between the validation day on the 29th of August 2013 and the simulation study end of September and beginning of October, the simulator software has been changed with merged mathematical models. The reported results are the characteristics of the fast time simulation runs with the mathematical model for the validation day and these results should be exactly the same as with the mathematical model used for the simulation study. 14
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3.3.1
Acceleration test
The speed-telegraph table for the simulation ship Fidelio in deep and shallow water is obtained through acceleration tests. The results are presented in Table 13. Table 13 – Telegraph – speed table of the simulation ship Fidelio at 200% and 20% UKC
Telegraph
Propeller rate
Speed at 300% UKC
Speed at 200% UKC
Speed at 20% UKC
[rpm]
[knots]
[knots]
[knots]
SEA FULL AHEAD
105
19.3
19.3
19.0
FULL AHEAD
75
13.8
13.8
13.6
HALF AHEAD
65
11.9
11.9
11.7
SLOW AHEAD
50
9.1
9.1
9.0
DEAD SLOW AHEAD
30
5.4
5.4
5.4
DEAD SLOW ASTERN
-30
-4.5
-5.3
-4.6
SLOW ASTERN
-50
-7.5
-8.9
-7.9
HALF ASTERN
-65
-9.9
-11.7
-10.3
FULL ASTERN
-75
-11.4
-13.5
-11.9
Deviating values are found for the 300% UKC compared to the values for the other under keel clearances. The sources of these differences have not been examined and should be found in the coefficients 7. The variation of the telegraph – speed values is logical for the 200% and 20% UKC values. 3.3.2
Turning circle
A comparison can be made between the characteristics of turning circles from the full scale trials at ballast draft and the simulations at loaded condition. The validation by a captain from Wallenius has not given more insight in the difference in manoeuvring behaviour due to the different drafts as only one draft have been used during the simulations. The mathematical manoeuvring model with the eqp_fidelio_becker1 equipment file has been validated on the 29th of August as closer to reality than the other equipment file. A comparison between full scale trials and simulations are summarised in: •
Table 14 for sea full ahead speed (1.75 rps propeller rate) and 35 deg rudder angle ;
•
Table 15 for half ahead speed (1.08 rps propeller rate) and 35 deg rudder angle;
•
Table 16 for sea full ahead speed (1.75 rps propeller rate) and 65 deg rudder angle.
7
This is probably due to turning of vessel during acceleration tests. A speed table based on Compute autopilot (thus at straight course) might be more consistent. Final version
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier Table 14 – Turning circle at 200% UKC: characteristics for sea full ahead speed (1.75 rps propeller rate), rudder angle 35 deg, comparison of full scale trial (ballast draft) and simulation (loaded draft)
Full scale trial (ballast draft)
Eqp_fidelio_becker1
Eqp_fidelio_becker2
Simulation (loaded draft)
Simulation (loaded draft)
PORT
STARBOARD
PORT
STARBOARD
PORT
STARBOARD
Advance/LPP
[-]
1.880
2.386
1.95
2.12
2.15
2.3
Transfer/LPP
[-]
-1.1
1.415
-0.99
1.07
-0.76
0.88
Tact. Diam./LPP
[-]
-2.092
2.406
-2.18
2.4
-1.97
2.21
Initial speed
[knots]
19.6
18.7
19.3
19.3
19.3
19.3
Final speed
[knots]
4.8
7.8
5.5
6.1
3.1
3.9
Table 15 – Turning circle at 200% UKC: characteristics for half ahead speed (1.08 rps propeller rate), rudder angle 35 deg, comparison of full scale trial (ballast draft) and simulation (loaded draft)
Full scale trial (ballast draft)
Eqp_fidelio_becker1
Eqp_fidelio_becker2
Simulation (loaded draft)
Simulation (loaded draft)
PORT
STARBOARD
PORT
STARBOARD
PORT
STARBOARD
Advance/LPP
[-]
1.776
1.956
1.85
2.02
1.96
2.10
Transfer/LPP
[-]
-0.966
0.818
-0.94
1.03
-0.73
0.85
Tact. Diam./LPP
[-]
-1.694
1.292
-2.14
2.35
-1.85
2.09
Initial speed
[knots]
12.1
12.0
12.0
12.0
12.0
12.0
Final speed
[knots]
2.6
5.9
6.0
6.5
2.4
2.9
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier Table 16 – Turning circle at 200% UKC: characteristics for sea full ahead speed (1.75 rps propeller rate), rudder angle 65 deg, comparison of full scale trial (ballast draft) and simulation (loaded draft)
Full scale trial (ballast draft)
Eqp_fidelio_becker1
Eqp_fidelio_becker2
Simulation (loaded draft)
Simulation (loaded draft)
PORT
STARBOARD
PORT
STARBOARD
PORT
STARBOARD
Advance/LPP
[-]
2.622
3.006
2.46
2.36
2.63
2.51
Transfer/LPP
[-]
-1.842
1.582
-1.55
1.30
-1.45
1.15
Tact. Diam./LPP
[-]
-3.716
2.508
-3.54
2.91
-3.41
2.73
Initial speed
[knots]
18.9
20.0
19.3
19.3
19.3
19.3
Final speed
[knots]
4.5
5.9
6.4
5.6
6.3
4.4
The non-dimensional (divided by the ship length) values for the advance, the transfer and tactical diameter at 35 deg rudder angle are satisfactorily comparable for the eqp_fidelio_becker1 table and the full scale trials and simulations. The values from the turning circles with the eqp_fidelio_becker2 table are resulting in a more course unstable ship which has been judged on the 29th of August as too far from the real ship due to the unstable behaviour (e.g. drifting while approaching the lock). Table 17 gives the simulation results for 20% UKC and the same starting conditions as for 200% UKC.
Eqp_fidelio_becker2
Eqp_fidelio_becker1
Table 17 – Turning circle at 20% UKC: characteristics for sea full and half ahead speed, rudder angle 35 and 65 deg for simulations at loaded condition
Simulation, 35 deg, 1.75 rps
Simulation, 35 deg, 1.08 rps
Simulation, 65 deg, 1.75 rps
PORT
STARBOARD
PORT
STARBOARD
PORT
STARBOARD
Advance/LPP
[-]
3.95
4.47
3.83
4.34
6.96
5.57
Transfer/LPP
[-]
-3.25
3.71
-3.19
3.62
-6.04
4.61
Tact. Diam./LPP
[-]
-6.45
7.34
-6.26
7.12
-11.14
8.59
Initial speed
[knots]
19.0
19.0
11.7
11.7
19.0
19.0
Final speed
[knots]
10.8
10.9
7.4
7.5
6.1
6.1
Advance/LPP
[-]
3.17
3.6
2.97
3.41
6.60
4.72
Transfer/LPP
[-]
-2.03
2.46
-1.94
2.37
-5.87
3.62
Tact. Diam./LPP
[-]
-4.23
5.06
-4.01
4.84
-10.96
6.93
Initial speed
[knots]
19.0
19.0
11.7
11.7
19.0
19.0
Final speed
[knots]
6.1
7.4
4.3
5.3
6.1
5.0
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3.3.3
Zigzag manoeuvre
The results of the zigzag manoeuvres at 200% UKC and 20% UKC are respectively summarised in Table 18 and Table 19. The difference between the first and second overshoot angle during the full scale trial is not seen in the simulation where you have especially for the Fidelio_becker1 model almost the same values. For other ships the zigzag manoeuvre gives typically almost identical overshoot angles to starboard and port during full scale trials so that the simulation models are considered to be realistic. Table 18 – Zigzag manoeuvre at 200% UKC: characteristics for sea full ahead speed (1.75 rps propeller rate), comparison of full scale trial (ballast draft) and simulation (loaded draft)
Eqp_fidelio_becker 2
Eqp_fidelio_bec ker1
Full scale trial (ballast draft)
Simulation (loaded draft)
20/20
10/10
20/20
10/10
19.5
19.8
19.3
19.3
105/105
105/105
Initial speed
[knots]
RPM (initial/final)
[rpm]
First overshoot angle
[deg]
18
11
18.5
10.1
Second overshoot angle
[deg]
9.4
7.7
17.3
12.3
Initial speed
[knots]
19.5
19.8
19.3
19.3
RPM (initial/final)
[rpm]
105/105
105/105
First overshoot angle
[deg]
18
11
20.4
12.3
Second overshoot angle
[deg]
9.4
7.7
17.8
14.1
102.4/98.7 102.5/101.6
102.4/98.7 102.5/101.6
Table 19 – Zigzag manoeuvre at 20% UKC: characteristics for sea full ahead speed (1.75 rps propeller rate), simulation (loaded draft)
Eqp_fidelio_becker1
Eqp_fidelio_becker2
20/20
10/10
20/20
10/10
Initial speed
[knots]
19.0
19.0
19.0
19.0
RPM (initial/final)
[rpm]
105/105
105/105
105/105
105/105
First overshoot angle
[deg]
2.5
0.8
4.2
1.4
Second overshoot angle
[deg]
2.2
0.7
3.4
1.2
18
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3.3.4
Crash stop and inertia test
The crash stop and inertia test from the simulation at loaded draft are presented in Table 20 for 200% of the ship’s draft as under keel clearance. For the other under keel clearance a new calculation should be made with the last available executable. Table 20 – Crash stop and inertia test at 200% and 20% UKC, simulation (loaded draft)
200 % UKC
Using engine full astern (-1.25 rps)
Time [s]
Track reach8 [m]
Head reach [m]
Full sea speed
647
2800
2182
Full speed
542
1805
1626
Half speed
495
1457
1362
8
The track reach is the total distance travelled by the ship, while the head reach is the longitudinal distance according to the original course of the ship. Final version
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4 Data of the 200 m Car and Truck Carrier 4.1 General information The ship characteristics are given by the shipping company for the MS Tosca (Figure 3) with a length over all of 199.9 m (Table 21). This ship is equipped with a single fixed pitch propeller and a classic rudder. Table 21 – Characteristics of the MS Tosca
Length over all
[m]
199.9
Length between perpendiculars
[m]
192
Beam
[m]
32.26
Depth (upper deck)
[m]
34.7
Draught (design)
[m]
9.5
Draugth (scantling)
[m]
11.0
Longitudinal position of centre of gravity at fully loaded condition
[m]
91.0m from A.P.
Displacement
[tons]
33,179
Dead Weight tonnage (at maximum draught)
[tons]
22,700
Block coefficient
[-]
0.55
Engine type
[-]
Mitsubishi 7UEC60L SII-ECO
Power
[kW]
11,915
Number of revolutions, propeller
[rpm]
101.4
[kn]
20
Number of propellers
[-]
1
Diameter of propeller (D)
[m]
6.5
Number of blades
[-]
5
Pitch ratio of propeller (P/D)
[-]
1.0062 (at 0.7R)
Area ratio of propeller (AE/A0)
[-]
0.5605
Number of rudders
[-]
1
Rudder type
[-]
Semi spade
[deg]
35
Service speed
Maximum rudder angle
2
Rudder area
[m ]
40
Bowthruster
[kW]
(27 tons)
Sternthruster
[kW]
-
Frontal wind area
1100
2
6000
[m ]
Lateral wind area
20
2
[m ]
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4.2 Manoeuvring information Besides the general information in 4.1 for the development of a mathematical manoeuvring model the manoeuvring characteristics from HB07-0001-0002 - MANEUVERING CHARACTERISTICS.PDF must be examined. No sea trial data are made available within this project. Figure 3 – MS Tosca (source marinetraffic.com)
Based on the manoeuvring characteristics of the MS Tosca, characteristics of the following trials can be found: •
telegraph – speed table;
•
turning circle;
•
crash stop and inertia test.
An important remark while considering the data shown on the manoeuvring characteristics is that the source of the information (estimated/measured) is not stated. A normal loaded condition corresponds with a draft of 9.5 m and a normal ballast condition with a draft of 8.2 m. 4.2.1
Telegraph – speed table
The telegraph – speed table shown in Table 22 gives the speed values at loaded and ballast condition. As can be seen no difference in speed is reported for dead slow to full ahead for loaded and ballast condition although such a difference is generally expected. Probably the speed values are estimated for the loaded condition, copied for the ballast condition and only for sea full ahead the normal ballast condition value is adjusted to the results from the acceleration test.
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier Table 22 – Telegraph – speed table of the MS Tosca
Loaded
Ballast
Propeller rate
Speed
Speed
[rpm]
[knots]
[knots]
101.4
20.0
20.2
FULL AHEAD
70
14.0
14.0
HALF AHEAD
51
10.0
10.0
SLOW AHEAD
34
6.5
6.5
DEAD SLOW AHEAD
30
6.0
6.0
Telegraph
SEA FULL AHEAD
4.2.2
Turning circle manoeuvre
The turning circle manoeuvre characteristics are reported for normal loaded and ballast condition for deep water (water depth is at least twice the ship’s draft) and sea full and slow ahead (Table 23). As for the telegraph-speed table the differences between loaded and ballast condition are small with slightly lower values for the ballast condition. For slender container ships FHR measured an increase of the course stability (and thus larger advance and tactical diameter values) with decreasing draft. This is not seen for the car carrier at 9.5 and 8.2 m draft so that together with the negligible difference between the turning circle characteristics it is supposed that the results in (Table 23) are estimated. Table 23 – Turning circle to starboard: characteristics for normal loaded and ballast condition, rudder angle 35 deg
Loaded
22
Ballast
Sea Full Ahead
Slow Ahead
Sea Full Ahead
Slow Ahead
Propeller rate
[rpm]
101.4
51
101.4
51
Advance/Lpp
[-]
3.38
2.8
3.28
2.6
Tact. Diam./Lpp
[-]
4.15
3.28
3.67
3.09
Initial speed
[knots]
20
10
20.2
10
Final speed
[knots]
7.1
3.5
7.1
3.5
Time 90 deg
[s]
90
144
84
132
Speed 90 deg
[knots]
12.8
6.4
12.8
6.4
Time 180 deg
[s]
186
300
180
282
Speed 180 deg
[knots]
8.8
4.4
8.9
4.4
Time 270 deg
[s]
312
498
294
474
Speed 270 deg
[knots]
7.1
3.5
7.1
3.5
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4.2.3
Zigzag manoeuvre
There is no information available from the manoeuvring characteristics for the zigzag manoeuvre. 4.2.4
Crash stop manoeuvre
The data from the crash stop manoeuvre using engine full astern and with minimum application of rudder are shown in Table 24. Table 24 – Crash stop and inertia data from the wheelhouse poster
Loaded condition
Final version
Ballast condition
Time (s)
Distance (m)
Time (s)
Distance (m)
Full sea speed
450
2481.7
420
2352.0
Full speed
408
1685.3
372
1629.8
Half speed
366
1222.3
336
1166.8
Slow speed
324
777.8
300
759.3
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5 Development of the 200 m Car and Truck Carrier Based on the information made available by the shipping company a mathematical manoeuvring model is developed for a 200 m car and truck carrier in deep and shallow water. The methodology for the development of the MS Tosca is the same as for the Fidelio. The manoeuvring characteristics of the developed simulation model of the ship Tosca were evaluated as not being realistic and no further examinations have been made to improve the simulation models. In this chapter only the partial development of the simulation model is described.
5.1 Scaling of the mathematical model The scaling of the mathematical manoeuvring model of the Tosca is based on the 265 m car carrier Odyssea from the simulator database with characteristics as shown in Table 9. The block coefficient of the Odyssea is only 0.476 and a little smaller than the block coefficient of the Tosca (Table 22). The scaling factors for the length Îť, for the beam β, for the draft Ď„ and for the ratio of the speed coefficient ν are: đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™â„Ž đ?œ†đ?œ† = = 0.777 đ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œ đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™đ?‘™â„Ž đ?›˝đ?›˝ = đ?œ?đ?œ? =
1 đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘? = 1.290 đ?œ†đ?œ† đ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘Žđ?‘Žđ?‘Žđ?‘Ž đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?đ?‘?
1 đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘ = 1.112 đ?œ†đ?œ† đ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œ đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘đ?‘‘
The scaling factor for the propeller rate is calculated using the Excel file opschaling_motor.xls and is represented by (đ?‘˘đ?‘˘/đ?‘›đ?‘›)đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; = 1.2624 đ?œ?đ?œ? = (đ?‘˘đ?‘˘/đ?‘›đ?‘›)đ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œ
The rudder efficiency must also be scaled through the scaling parameter ι1 which gives a ratio of the rudder area of the requested and the original area: ��1 =
1 đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Ž 1 40 đ?‘šđ?‘šÂ˛ = 2 = 1.058 2 đ?œ†đ?œ† đ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œđ?‘œ đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x;đ?‘&#x; đ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Žđ?‘Ž đ?œ†đ?œ† 62.64 đ?‘šđ?‘šÂ˛
For the scaling according to the draft the power Ďƒ for deep (300% UKC) and shallow (20% UKC) water must be determined based on the values in Table 25. For the available water depth to draft ratios the values 1.1 for shallow and 2.0 for deep water have been taken. Table 25 – Relationship between Ďƒ and the water depth to draft ratio h/T
h/T Ďƒ
24
1.0
1.1
1.2
1.3
1.4
1.5
2.0
2.5
3
>3.5
1.00 1.05 1.10 1.13 1.17 1.20 1.40 1.60 1.80 2.00
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Accessibility of Car and Truck Carriers of Wallenius-Wilhelmsen to the port of Zeebrugge - Sub report 2 – Development and validation of a Car and Truck Carrier Table 26 – Multiplication factor and value for the propeller coefficient at astern telegraph and 300 and 20% UKC
Coefficient
Factor
BEWCO%XNNM
0.4
Unit
Value -3.75762E+05
The block coefficient from the Tosca is 0.55 and differs from the coefficient 0.476 of the Odyssea and of the scaled simulation model. Therefore the mass and mass moment of inertia will be adjusted with the ratio of the block coefficients or 1.155. The coefficient BEWCO%XNNM for backwards propeller turn was adjusted to the value summarised in Table 26.
5.2 Fast time simulation through manoeuvring trials Using the scale factors as described in 5.1 gave not comparable results for the turning circle manoeuvre as reported in the data of the 200 m Car and Truck Carrier (Table 28) so that new scalings have been executed as shown in Table 27. Table 27 – Scaling factors depending on different scalings
Scaling factors
Scaling 1
Scaling 2
Scaling 3
Scaling 4
Scaling 5
λ
0.777
0.777
0.777
0.777
0.777
β
1.29
1.29
1.29
1.29
1.29
τ
1.112
1.112
1.112
1.112
1.112
ν
1.2624
1.2624
1.2624
1.2624
1.2624
α
1.058
0.6
0.45
0.25
0.32
Table 28 – Turning circle to starboard at 200% UKC: characteristics for sea full ahead speed (1.69 rps propeller rate), rudder angle 35 deg, comparison of manoeuvring characteristics and simulation (loaded draft)
Scaling 1
Scaling 2
Scaling 3
Scaling 4
Scaling 5
Data 3.38
Advance/Lpp
[-]
2.6
3.13
3.43
4.14
3.83
Transfer/Lpp
[-]
1.13
1.5
1.68
2.12
1.92
Tact. Diam./Lpp
[-]
2.53
3.26
3.63
4.4
4.08
4.15
Initial speed
[knots]
19.96
19.96
19.96
19.96
19.96
20
Final speed
[knots]
6.24
10.30
11.82
13.93
13.16
7.1
As the MS Tosca was finally not confirmed by the captain of Wallenius the fast time simulation results have not been reported. If this vessel has to be used for a simulation study or for training the simulation models have to be adjusted to the latest information available for this type of ship and compared with the real behaviour of a chosen vessel. Final version
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References [1]
Delefortrie, G.; Vantorre, M.; Eloot, K. (2007). Leveren van wetenschappelijke bijstand voor het uitvoeren van proeven en het opstellen van wiskundige manoeuvreermodellen voor 8000 TEU containerschepen voor de toegang tot de Vlaamse havens: deelopdracht 2. Opmaken van de wiskundige manoeuvreermodellen voor de verschillende ladingstoestanden en kielspelingen en validatie van deze modellen. Verslag en bijlagen. WL Rapporten, 749. Waterbouwkundig Laboratorium/Universiteit Gent: Antwerpen. Vol. 1 (verslag); Vol. 2 (bijlagen) pp.
[2]
Delefortrie, G.; Vantorre, M.; Eloot, K. (2007). Leveren van wetenschappelijke bijstand voor het uitvoeren van proeven en het opstellen van wiskundige manoeuvreermodellen voor 8000 TEU containerschepen voor de toegang tot de Vlaamse havens: eindrapport. WL Rapporten, 749. Waterbouwkundig Laboratorium/Universiteit Gent: Antwerpen. 8 + CD-ROM pp.
26
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DEPARTMENT MOBILITY & PUBLIC WORKS Flanders hydraulics Research Berchemlei 115, 2140 Antwerp T +32 (0)3 224 60 35 F +32 (0)3 224 60 36 waterbouwkundiglabo@vlaanderen.be www.flandershydraulicsresearch.be