ISO 13643-2:2017
(Main)Ships and marine technology — Manoeuvring of ships — Part 2: Turning and yaw checking
Ships and marine technology — Manoeuvring of ships — Part 2: Turning and yaw checking
ISO 13643-2:2017 defines symbols and terms and provides guidelines for the conduct of tests to give evidences about the turning ability and the yaw containment of surface ships, submarines, and models. It is intended that it be read in conjunction with ISO 13643‑1.
Navires et technologie maritime — Manoeuvres des navires — Partie 2: Giration et contrôle de lacet
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Standards Content (Sample)
INTERNATIONAL ISO
STANDARD 13643-2
Second edition
2017-02
Ships and marine technology —
Manoeuvring of ships —
Part 2:
Turning and yaw checking
Navires et technologie maritime — Manoeuvres des navires —
Partie 2: Giration et contrôle de lacet
Reference number
ISO 13643-2:2017(E)
©
ISO 2017
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ISO 13643-2:2017(E)
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ii © ISO 2017 – All rights reserved
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ISO 13643-2:2017(E)
Contents Page
Foreword .iv
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Test-related physical quantities . 2
5 General test conditions . 6
6 Test 2.1 — Turning circle test . 7
6.1 General . 7
6.2 Analysis and presentation of results of a turning circle test . 9
6.3 Designation of a turning circle test . .10
7 Test 2.2 — Accelerating turn test .10
7.1 General .10
7.2 Analysis and presentation of results of an accelerating turn test .11
7.3 Designation of an accelerating turn test .11
8 Test 2.3 — Thruster turning test .12
8.1 General .12
8.2 Test at zero speed (Z) .12
8.3 Presentation of the results of a thruster turning test at zero speed .12
8.4 Thruster turning test at speed ahead (A) .13
8.5 Test at speed astern (optional) (O) .13
8.6 Analysis and presentation of results of a thruster turning test .14
8.7 Designation of a thruster turning test .14
9 Test 2.4 — Zig-zag test .14
9.1 General .14
9.2 Analysis and presentation of results of a zig-zag test.15
9.3 Designation of a zig-zag test .16
10 Test 2.5 — Course change test .16
10.1 General .16
10.2 Description .16
10.3 Analysis and presentation of results of a course change test .17
10.4 Designation of a course change test .18
11 Test 2.6 — Parallel track test .18
11.1 General .18
11.2 Description .19
11.3 Analysis and presentation of results of a parallel track test .19
11.4 Designation of a parallel track test .20
12 Test 2.7 — Person over board test .20
12.1 General .20
12.2 Williamson Turn (W) .21
12.3 Scharnow Turn (S) .22
12.4 Analysis and presentation of the results of a person overboard test .22
12.5 Designation of a person overboard test .23
Bibliography .24
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ISO 13643-2:2017(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www .iso .org/ directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received (see www .iso .org/ patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation on the meaning of ISO specific terms and expressions related to conformity assessment,
as well as information about ISO’s adherence to the World Trade Organization (WTO) principles in the
Technical Barriers to Trade (TBT) see the following URL: www . i so .org/ iso/ foreword .html.
The committee responsible for this document is ISO/TC 8, Ships and marine technology, Subcommittee
SC 6, Navigation and ship operations.
This second edition cancels and replaces the first edition (ISO 13643-2:2013), of which it constitutes a
minor revision with the following changes:
— Formula (3) has been changed from “ww=+ xp− yp ” to “ww=+ xyq− p ”;
AA A AA A
— in 12.2, Paragraph 3, Dψ >°60 has been changed to Dψ <°60 and Dψ <°60 to
() () ()
E E E
Dψ >°60 ;
()
E
— in 12.3, Paragraph 3, Dψ >°240 has been changed to Dψ <°240 and Dψ <°240 to
() () ()
E E E
Dψ >°240 .
()
E
A list of all parts in the ISO 13643 series can be found on the ISO website.
iv © ISO 2017 – All rights reserved
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INTERNATIONAL STANDARD ISO 13643-2:2017(E)
Ships and marine technology — Manoeuvring of ships —
Part 2:
Turning and yaw checking
1 Scope
This document defines symbols and terms and provides guidelines for the conduct of tests to give
evidences about the turning ability and the yaw containment of surface ships, submarines, and models.
It is intended that it be read in conjunction with ISO 13643-1.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
ISO 13643-1:2017, Ships and marine technology — Manoeuvring of ships — Part 1: General concepts,
quantities and test conditions
ISO 80000-1, Quantities and units — Part 1: General
ISO 80000-3, Quantities and units — Part 3: Space and time
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— IEC Electropedia: available at http:// www .electropedia .org/
— ISO Online browsing platform: available at http:// www .iso .org/ obp
3.1
turning circle test
manoeuvring test to determine the ship’s turning characteristics due to application of manoeuvring
devices during the period of transient motion and the ensuing steady turn depending on initial speed,
manoeuvring device angle or equivalent, and direction of turn
3.2
accelerating turn test
manoeuvring test to determine the ship’s behaviour when accelerating from stand-still and
simultaneously applying the manoeuvring devices hard over
3.3
thruster turning test
manoeuvring test to determine the capability to turn a ship at zero speed by using its thrusters and to
determine the limiting speed at which no more turning effect from bow thrusters can be obtained
Note 1 to entry: This test is relevant to all types and arrangements of tunnel or azimuth thrusters. However,
dynamic positioning or traversing tests are beyond the scope of this document.
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ISO 13643-2:2017(E)
3.4
zig-zag test
manoeuvring test to determine the ship’s turning and yaw checking ability depending upon initial
speed, the amount of manoeuvring devices effect applied, and execute change of heading at which the
manoeuvring device is applied in the opposite direction (execute change of heading)
3.5
course change test
manoeuvring test to determine the ship’s capability to change heading by a given angle by use of the
manoeuvring devices
3.6
parallel track test
manoeuvring test to determine the behaviour of the ship steering to a parallel track by applying
manoeuvring devices and subsequently applying the manoeuvring devices in the opposite sense
3.7
person overboard test
manoeuvring test to determine the change of heading at which the ship is steered back to the reciprocal
of its initial track by applying manoeuvring devices hard over
3.8
manoeuvring device
rudder, azimuthing thruster, hydroplane, cycloidal propeller, or equivalent system used to manoeuvre
a vessel
3.9
hard over
application of the manoeuvring devices to their maximum designed effect
4 Test-related physical quantities
Test-related physical quantities are listed in Table 1. The more general quantities and concepts
concerning the manoeuvring of ships are set out in ISO 13643-1.
For quantities and their units, ISO 80000-1 and ISO 80000-3 shall be used.
Table 1 — Test-related physical quantities
Concept
Symbol CC-code SI-unit
Term Definition or explanation
Diameter of ship’s track relative to the water once
D DC m Steady turning diameter
c
a steady turn is established
P Port (side) —
Point of the after part of the vessel which, during
P EXP — Extreme point the steady turn, describes the path with the
EX
greatest diameter relative to the water
−1 a
p OMX rad s Roll velocity (See ISO 13643-1)
Angular velocity about
−1 a
q OMY rad s (See ISO 13643-1)
y-axis
Angular velocity about
−1 a
r OMZ rad s (See ISO 13643-1)
z-axis
S Starboard (side) —
Track reach for 10° change Distance along the ship’s track at Δψ = 10° (usually
s SP10 m
10
of heading only for δ = 10°)
Ri
T TIP s Time of complete cycle See Figure 5
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ISO 13643-2:2017(E)
Table 1 (continued)
Concept
Symbol CC-code SI-unit
Term Definition or explanation
From t = 0 to applying the manoeuvring devices in
t TIE s Execute time
E
the opposite direction
For course change test:
from start of heading change to ψ =0
For parallel track test:
Time to complete test
from t = 0 to again reaching the initial heading ψ
0
t TIF s
F
(run)
For person overboard test:
from t = 0 to reaching reciprocal heading
(Δψ = 180°) after applying the manoeuvring
devices in the opposite direction
Time to reach maximum
t TIS s —
S
change of heading
t TIA s Initial turning time Until ψ is reached
a E1
From initiating application of manoeuvring
devices in the opposite direction until maximum
t TIC1 s First time to check yaw
c1
change of heading is reached (indices 1, 3, etc. for
overshoot to S)
From initiating application of manoeuvring
devices in the opposite direction until maximum
t TIC2 s Second time to check yaw
c2
change of heading is reached (indices 2, 4, etc. for
overshoot to P)
t TIR s Reach time Time taken to complete the first half cycle
r
t TI0R s Time to return to 0° Time taken to return to the initial heading
0R
t TI10 s Time to turn 10° To turn through Δψ = 10°
10
t TI15 s Time to turn 15° To turn through Δψ = 15°
15
t TI180 s Time to turn 180° To turn through Δψ = 180°
180
t TI270 s Time to turn 270° To turn through Δψ = 270°
270
t TI30 s Time to turn 30° To turn through Δψ = 30°
30
t TI30R s Time to return to 30° To turn back to reach again Δψ = 30°
30R
t TI360 s Time to turn 360° To turn through Δψ = 360°
360
t TI60 s Time to turn 60° To turn through Δψ = 60°
60
t TI60R s Time to return to 60° To turn back to reach again Δψ = 60°
60R
t TI90 s Time to turn 90° To turn through Δψ = 90°
90
−1 b
u VX m s Longitudinal velocity (See ISO 13643-1)
Longitudinal velocity at
−1 b
u VXA m s (See ISO 13643-1)
A
antenna
Mean steady longitudinal
−1 b
u VXD m s —
d
velocity
Ship’s speed through the
−1 b
V V m s (See ISO 13643-1)
water
If the wind influence is significant, a speed which
−1 b
V VC m s Speed during steady turn would be valid under still conditions shall be
c
derived by averaging.
−1 b
V VF m s Final speed Speed at end of test (run)
F
Speed ahead at which no more turning effect by
−1 b
V VL m s Threshold speed
L
the bow thrusters can be observed
−1 b
V V0 m s Initial speed (See ISO 13643-1)
0
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ISO 13643-2:2017(E)
Table 1 (continued)
Concept
Symbol CC-code SI-unit
Term Definition or explanation
Speed at 180° change of
−1 b
V V180 m s V at Δψ = 180°
180
heading
Speed at 270° change of
−1 b
V V270 m s V at Δψ = 270°
270
heading
Speed at 360° change of
−1 b
V V360 m s V at Δψ = 360°
360
heading
Speed at 90° change of
−1 b
V V90 m s V at Δψ = 90°
90
heading
−1 b
v VY m s Lateral velocity (See ISO 13643-1)
−1 b
v VYA m s Lateral velocity at antenna (See ISO 13643-1)
A
Lateral velocity in steady
−1b
v VYC m s —
c
turn
Mean steady lateral (drift)
−1 b
v VYD m s —
d
velocity
−1 b
w VZ m s Normal velocity (See ISO 13643-1)
−1 b
w VZA m s Normal velocity at antenna (See ISO 13643-1)
A
Longitudinal position of
x XA m In ship-fixed axis system
A
antenna
Coordinate of the point on the centreline plane at
which the speed is tangential to that plane
Longitudinal position of
x XX m
x
v
pivoting point
qqsincφψ− osφcos
Longitudinal position
v
c
x XXC m of pivoting point during
xc −
ψφcoscosq
steady turn
CC C
Coordinate in the direction of the initial heading
of the earth-fixed axis system moving with the
water, the origin of which coincides with that of
x X0 m —
0
the ship-fixed axis system at t = 0
(See also ISO 13643-1)
Advance at end of test
x X0F m x -component of ship’s track at t
0F 0 F
(run)
x X0MAX m Maximum advance Largest x -component of ship’s track
0MAX 0
x at intersection of initial track and tangent to the
0
x X0V m Virtual advance
0V
track at t
F
x X090 m Advance x -component of ship’s track at Δψ = 90°
090 0
Rate of change of global
−1 b
X0T m s In x -direction
x 0
0 coordinates
y YA m Lateral position of antenna In ship-fixed axis system
A
Coordinate in the water surface perpendicular to
y Y0 m Transverse axis
0
x , analogous definition (see also ISO 13643-1)
0
Transfer at end of test
y Y0F m y -component of ship’s track at t
0F 0 F
(run)
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ISO 13643-2:2017(E)
Table 1 (continued)
Concept
Symbol CC-code SI-unit
Term Definition or explanation
For turning circle, accelerating turn and person
overboard test:
largest y -component of ship’s track
0
y Y0MAX m Maximum transfer
0MAX
For zig-zag test:
during first half cycle to S
Maximum opposite Largest y -component of the ship’s track opposite
0
y Y0OPP m
0OPP
transfer to the direction of turn
y Y0180 m Tactical diameter y -component of ship’s track at Δψ = 180°
0180 0
y Y090 m Transfer y -component of ship’s track at Δψ = 90°
090 0
Rate of change of global
−1 b
Y0T m s In y -direction
y
0
0
coordinates
Normal position of
z ZA m In ship-fixed axis system
A
antenna
Maximum slope angle of
c
α ALPHA rad —
heading curve
Drift angle during steady
c
β BETC rad See ISO 13643-1 for definition of drift angle β
c
turn
Δt DTIS s Overshoot time t − t
s s 60
c
Δψ DPSIH rad Change of heading ψ − ψ
0
Specified absolute amount of change of heading
c
Δψ DPSIHE rad Execute change of heading for applying the manoeuvring devices into the
E
opposite direction
Change of heading at end
c
Δψ DPSIHF rad ψ − ψ
F F 0
of test
Angle by which the change of heading of 60° is
c
Δψ DPSIHS rad Overshoot angle exceeded before the vessels start turning in the
s
opposite direction
For turning circle and accelerating turn test:
relative to δ ; if necessary, an equivalent test
0
manoeuvring device setting shall be given, e.g. for
submarines with X-planes:
¼ (δ + δ − δ − δ )
Ai2 Ai3 Ai1 Ai4
For zig-zag and course change test:
Test manoeuvring device
c
δ ANRUI rad absolute value relative to δ ; if necessary, an
Ri 0
angle
equivalent test manoeuvring device setting shall
be given, e.g. for submarines with X-planes:
│¼ (δ + δ − δ − δ )│
Ai2 Ai3 Ai1 Ai4
For parallel track test:
for which maximum manoeuvring device
efficiency can be expected
Neutral manoeuvring
c
δ ANRU0 rad (See ISO 13643-1)
0
device angle
Trim angle during steady
c
θ TRIMSC rad See ISO 13643-1 for definition of trim angle
c
turn
If the wind influence is significant, a heel angle
Heel angle during steady
c
ϕ HELANC rad which would be valid in still conditions shall be
c
turn
derived by averaging.
c
ϕ HELANM rad Maximum heel angle During initial phase
MAX
c
ψ PSIH rad Heading (See ISO 13643-1)
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ISO 13643-2:2017(E)
Table 1 (continued)
Concept
Symbol CC-code SI-unit
Term Definition or explanation
ψ + Δψ
0 E
c
ψ PSIHE1 rad Heading for first execute
E1
Heading when the manoeuvring devices are
applied in the opposite direction (turn to P)
ψ − Δψ
0 E
Heading for second
c
ψ PSIHE2 rad
E2
Heading when the manoeuvring devices are
execute
applied back in the original direction (turn to S)
c
ψ PSIHF rad Final heading Heading at end of test (run)
F
Heading at which the turn
c
ψ PSIS rad —
s
becomes steady
During the turn, angle between the heading at
which the manoeuvring devices are applied in
the opposite direction and the heading at which
c
ψ PSIS1 rad First overshoot angle the vessel ceases to turn in the current direction.
s1
Index 1 identifies the first overshoot angle to S,
and subsequent overshoots to S are identified by
indices 3, 5, and so on.
Angle between the heading at which the
manoeuvring devices are applied back in the
original direction and the heading at which the
c
ψ PSIS2 rad Second overshoot angle vessel ceases to turn in the current direction.
s2
Index 2 identifies the first overshoot angle to P,
and subsequent overshoots to P are identified by
indices 4, 6, and so on.
Heading of a vessel at the commencement of a
c
ψ PSIH0 rad Initial heading test run (sometimes also known as the approach
0
heading)
Rate of change of heading during steady turn.
Rate of turn during If the wind influence is significant, a rate which
−1 a
ψ YARTC rad s
C steady turn would be valid in still conditions shall be derived
by averaging.
Shortly after first, second, etc. application of the
manoeuvring devices in the opposite direction
m
t
−1 a
tanα, with m for the scale of the t-axis in m/s
YARTM rad s Maximum rate of turn t
ψ
MAX
m
ψ
b
and m for the scale of the ψ-axis in m/rad
ψ
a
For rate of turn, the unit °/s (degree per second) may be used.
b
The unit kn, common in the navigation, may be used.
c
For angles, the unit ° (degree) may be used.
5 General test conditions
— The general test conditions in ISO 13643-1:2013, Clause 8 shall be observed.
— When operating submerged, submarines shall be trimmed according to the results of the neutral
level flight test (see ISO 13643-5:2013, Clause 8). During the test, the dived depth shall be kept as
constant as possible. The dived depth and the plane angles are to be recorded continuously. If the
submarine is equipped with planes acting into the horizontal as well as into the vertical direction at
the same time (e.g. X-planes), these planes should be controlled in such a way that the dived depth is
maintained with priority.
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ISO 13643-2:2017(E)
— During the test, including the approach phase, each successive position of the ship is to be recorded —
e.g. using an onboard navigation system during surface operations — at suitable time intervals
(usually every second).
— The reference point on the ship relative to which its track is measured should be defined in advance
(e.g. location of the antenna). This point is not necessarily identical with the origin of the ship-fixed
axis system for which the ship’s track shall be given (see ISO 13643-1). If the location of the antenna
has the coordinates x , y , and z in the ship-fixed axis system and the velocity components
A A A
measured at this location are u , v , and w , the velocity components at origin of the ship-fixed axis
A A A
system are given by:
u = u + y r − z q (1)
A A A
v = v + x r + z p (2)
A A A
w = w + x q − y p (3)
A A A
— Data which shall be recorded continuously include (but need not be limited to) manoeuvring
device angle of operation, power setting, speed through the water, heading, rate of turn, heel angle,
propeller shaft speed/torque, propeller pitch, true wind velocity and direction, and relative wind
velocity and direction.
— Test descriptions are valid for ships. Tests with models are carried out analogously.
6 Test 2.1 — Turning circle test
6.1 General
In addition to the general test conditions outlined in ISO 13643-1 and Clause 5, the following conditions
shall be complied with.
— The ship shall be at a steady speed V before commencing the test. During the test, the propulsion
0
plant settings shall remain unaltered.
— During the approach, the ship is going straight ahead at a steady speed without significant
application of a manoeuvring device for at least 2 min. For ships unstable in yaw, realistic minimum
manoeuvring device angles should be used during the approach. It is important that during the
approach, the ship has as little yaw velocity as possible. To start the test, the manoeuvring devices
are applied as required by the specific test as fast as possible in the required direction of the turn
and are maintained at that setting during the rest of the test (beginning of the application at t = 0).
Following a transient phase, the turn will become steady, i.e. the rate of turn, ship’s speed, heel, and
drift angle will then all be constant. The steady turn may be disturbed by external influences.
— Applying the manoeuvring devices equally to port (P) or starboard (S) may result in differing
responses of the vessels (e.g. dissimilar turning diameters). Consequently, the direction of turn for
which the data were measured shall be recorded. The conduct of port and starboard turning circles
using the same settings of the manoeuvring devices should be attempted consecutively from the
same initial heading, preferably into wind.
— The test is completed after a change of heading of at least 360° (see Figure 1).
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ISO 13643-2:2017(E)
If the submarine’s track cannot be determined by means of an inertia platform onboard, the measured
speeds V or u have to be used. Generally, it is sufficient to assume u ≈ V and to calculate the rate of
change of the global coordinates x and y by the formulae:
0 0
xu» cosψ
0
yu» sinψ
(4)
0
Time integration gives the coordinates x and y as functions of time.
0 0
Average steady drift velocities u and v in global x - and y -directions can be determined by:
d d 0 0
ψ +2p
s
1 (5)
xudψ =
0 d
∫
2p
ψ
s
ψ +2p
s
1
(6)
yvdψ =
∫ 0 d
2p
ψ
s
where ψ is the heading at which the turn is expected to become steady. Subtracting u and v from the
S d d
measured velocities x and y and integrating to get the track coordinates x and y might be a
0 0
0 0
reasonable method to reduce the effect of external influences. Also, the measu
...
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