Paper: ASAT-15-113-CT

th
15 International Conference on
AEROSPACE SCIENCES & AVIATION TECHNOLOGY,
ASAT - 15 – May 28 - 30, 2013, Email: [email protected] ,
Military Technical College, Kobry Elkobbah, Cairo, Egypt,
Tel: +(202) 24025292 –24036138, Fax: +(202) 22621908

Simulation of Ship Maneuvering behavior Based on

the Modular Mathematical Model
S. Abdel-latif*, M. Abdel-geliel†, and E. Eldin Zakzouk‡

Abstract: With the rapid development of the computer technology and its successful
application in ship engineering, the method of computer simulation based on the
mathematical models became more and more popular; it provides a convenient tool for
predicting ship maneuverability. One of the preconditions for applying that is the modeling of
the dynamic differential equations that represent the ship dynamics in three degrees of
freedom. The effectiveness of simulation is guaranteed by how accurate the model is. There
are different types of ship mathematical model. In this work, the ship modular mathematical
model was investigated. Simulink software was utilized to develop the ship subsystems as
individual modules. Modules hydrodynamic forces, and moments were implemented in
simulating the ship maneuvering behaviors of the ESSO OSAKA tanker class ship. Moreover,
different types of maneuvering are test in particular, turning and zigzag.

Keywords: Ship mathematical model, ship dynamic motion, ship maneuvering simulation

1. Introduction
Studying the maneuverability of a ship has a great importance in order to avoid collusion with
unpredictable objects. Moreover, it helps in determining the ship constraints either in its
dynamics or control signal commands.

Various types of mathematical model for maneuvering have been developed by different
institutes, they are based on different assumptions either theoretical approaches or
experimental techniques [6,7]. However, generally, the mathematical model could be
classified into two types; the whole ship model and the mathematical modeling group (MMG)
model.

The whole ship model also called "Abkowitz" model [8] is named so after Prof. Abkowitz,
1964 who proposed a method for expressing the hydrodynamic forces and moments by
implementing a regression model that treats the maneuvering ship as a complete entity and the
forces acting upon it are represented as a Taylor Series in kinematics and geometrical
variables (Velocities, accelerations, rudder angle, propeller rate, etc.)

*
Egyptian Armed forces, Egypt; [email protected]
†
Associate Professor, Electrical and Control Engineering Department, College of
Engineering and Technology, Arab Academy for Science, Technology, and Maritime
Transport, Abu-Quir, Alexandria, Egypt; [email protected]
‡
Professor, Electrical and Control Engineering Department, College of Engineering and
Technology, Arab Academy for Science, Technology, and Maritime Transport, Abu-Quir,
Alexandria, Egypt; [email protected]
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The other method (MMG) is proposed by the Japanese Mathematical Modeling Group,
(JMMG) in the late 1970s [11,12], In such modular mathematical model; each of the ship
individual elements (such as the hull, rudder, propeller, engines and external influences) are
considered as separate modules and contribute to the total hydrodynamic forces acting on the
ship.

The MMG modeling method is addressed here and applied in Simulink software to model,
simulate, and analyze the ship dynamic system. In the proposed Simulink program, each ship
subsystem was built as an individual model, and all hydrodynamics nonlinear properties of the
ESSO OSAKA tanker class ship [14] were added and modeled in continuous time simulation
to predict the ship maneuvering behavior. Two types of maneuvering tests; turning test and
zigzag test were performed on the simulated model and the ship behavior results were
analyzed.

The paper is organized as follow: section 1 introduces the ship dynamic and kinematic and the
ship maneuvering prediction; the mathematical model based on MMG is deduced in section 2;
the implementation of the MMG model and the maneuver simulation is explained in section 3;
the result analysis is discussed in section 4; and finally the conclusion of the work is
summarized.

2. Ship Dynamics and Kinematics

In essence a set of equations of motion are constructed based on rigid body dynamics to
describe the ship motion in three degree of freedom. These three motions are ; the longitudinal
translational motion 'surge motion' produced by the longitudinal force 'X' , the lateral
translational motion 'sway motion' produced by the lateral force 'Y' ,and the rotational motion
around the z-axis 'yaw motion' produced by the moment around the z-axis 'N', these equations
are derived according to the Newton second law, the Newtonian law of motion. Linearization
of the general equations is achieved by treating the maneuvering motion of the ship as small
deviations from a basic reference motion [1].

1.1 Coordinate Systems

To investigate the ship maneuverability by means of mathematical tool, two right-handed
coordinate systems are adopted: the earth-fixed (Inertial) coordinate system “O0-x0 y0 z0” and
the body-fixed coordinate system “O-x y z” which moves together with the ship as shown in
Fig. 1, the “O0-x0 y0” plane and the “O-x y” plane lie on the undisturbed free surface, with the
x0 axis pointing to the direction of the original course of the ship, whereas the z0 axis and the
z axis point downwards vertically [2].

Fig. 1 Coordinate systems

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The angle between the directions of x0 axis and x axis is defined as the heading angle “ψ”, at
the moment as maneuvering motion is getting start, the two coordinate systems coincide with
each other, at any later moment, the position of the ship is determined by the coordinates x0G
and y0G of the ship center of gravity in the earth-fixed coordinate system, and the orientation
of the ship is determined by the heading angle “ψ”. The maneuvering motion of the ship in the
horizontal plane is described by “V” the speed of translational motion and “r” the yaw rate of
rotational motion about the z axis. The components of the speed “V” in the directions of x axis
and y axis are “u” and “v” respectively. The angle between the directions of speed “V” and x
axis is defined as the drift angle “β”, obviously we have u = V cos β, and v = -V sin β

The earth-fixed (Inertial) coordinate system is an inertial frame in which the Newtonian law
of motion is valid. In this coordinate system, we have the equations of motion as follows;

̈
̈ (1)
̈
where;
, , are the components of external force acting on the ship in the directions of x0
axis , y0 axis ,and the moment about the z axis respectively.
is the mass of the ship.
is the moment of inertia of the ship about z axis.
is the yaw acceleration.
̈ , ̈ are the components of acceleration in x0 axis and y0 axis directions, respectively.

2.2 Axis Transform

For purpose of ship maneuver prediction, it is more convenient to use the equations of motion
in the body fixed system [ x ,y ,z ,u ,v ,X ,Y ,N ] instead of the earth-fixed inertial system [x0
,y0 ,z0 ,u0 ,v0 ,X0 ,Y0 ,N0 ] . The relations between the kinematics parameters defined in the
earth-fixed and the body-fixed coordinate systems are to be utilized [1,2]. With the original of
the body-fixed coordinate system lying on the center of gravity.

x0 = x0G + x cos ψ – x sin ψ

y0 = y0G + x sin ψ + y cos ψ (2)
z0 = z
assume that x0 ' = x0 - x0G , y0 ' = y0 - y0G , and z0' = z0 Then ;
x'0 = x cos ψ – y sin ψ
y’0 = x sin ψ + y cos ψ (3)
z’0 = z

we can rewrite the components of the body system and the

components of the inertial system as the elements of the
vectors [ X ] and [ X0 ] respectively, the relationship
between the two system as shown in Fig. 2.

[ X ] = [ R ] [ X0 ] ,and [ X0 ] = [ R ]T [ X ]
where ;
[ R ] is the transform matrix Fig. 2 Axis transform
cos ψ sin ψ
[R]=
- sin ψ cos ψ

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The forces in the directions of x axis and y axis by X and Y, respectively, is expressed by:

X = X0 cos ψ + Y0 sin ψ (4)

Y = - X0 sin ψ + Y0 cos ψ

The components of ship speed in the directions of x axis and y axis by uG and vG respectively,
are;
̇ 0G = uG cos ψ - vG sin ψ
̇ 0G = uG sin ψ + vG cos ψ (5)

Differentiating Equation (5) with respect to time yields

̈ 0G = ̇ G cosψ - uG ̇ sinψ - ̇ G sinψ- vG ̇ cosψ

̈ 0G = ̇ G sinψ+ uG ̇ cosψ+ ̇ G cosψ- vG ̇ sinψ (6)

Substituting Equations (1) and (6) into Equation (4), we obtain the equations of motion in the
body-fixed coordinate system in the form

X = m ( ̇ G - vG ̇ )
(7)
Y = m ( ̇ G - uG ̇ )

Since the moment about the z axis through the center of gravity is same in the body-fixed
coordinate system as in the earth-fixed coordinate system [3,4,5], we have the equation of yaw
motion in the body-fixed coordinate system as Equation (1), in practice it the origin of the
body-fixed coordinate system does not lie on the center of gravity, but on the midship point,
while in the body-fixed coordinate system the origin is lying on the midship point, the center
of gravity has the coordinates (x G , 0, z G). In such a coordinate system the components of ship
speed at the center of gravity are uG and vG , and at the original are u and v , where u G = u
and v G = v + x G ̇ , therefore, the equations of motion in the body-fixed coordinate
system with the original lying on the midship point is given in the form
X = m ( ̇ - v ̇ - x G ̇ 2)
Y = m ( ̇ + u ̇ + x G ̈) (8)
N = IZ ̈ + m x G ( ̇ + u ̇ )

Recalling “r = ̇ ” , we have the equations of motion in the body-fixed coordinate system,

with the original coordinate system lying on the midship point, in the form

X=m( ̇ -v - x G 2)
Y=m( ̇ +u + x G ̇) (9)
N = IZ ̈ + m xG ( ̇ + u

These equations are the Euler equation of motion of rigid body in 3 DOF including the
angular momentum terms for the case of origin for motion is not on the centre of gravity

2.3 Maneuver Prediction

Ship motion differential equations, can be solved by numerical methods such as the Runge-
Kutta method to determine the components of maneuvering motion u(t), v(t) and r(t) at any
time[8] ,the simulating program represents the Euler's equations of motion, and the MMG
ship mathematical model previously described early in chapter two, the inputs to the program
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are the hydrodynamic coefficients of the ship in three degrees of freedom and the ship
parameters used to evaluate the hydrodynamic forces and moment acting on the ship hull
(surge, sway, and yaw), and by using the proposed maneuvering prediction method the
accelerations and velocities are obtained and fed into the axis transform module and output
the ship's current position (xs, ys ) and the heading angle (ψ s ) .

The position and the orientation of the ship can be determined by the coordinates of the center
of gravity in the earth-fixed coordinate system and the heading angle of the ship, which can be
obtained by numerical integrations as follows ;

( ∫ ̇ (

( ∫ ̇ ( (10)

( ∫ ̇ (
where:
̇ ( ( [ ( ( ] (
̇ ( ( ( [ ( ( ] (
̇( (
Prediction of the ship maneuvering can be achieved by obtaining the ship position in the earth
coordinate, and the heading direction at each time instant, and any standard maneuvers can be
simulated by a computer and the maneuvering characteristics of the ship can be predicted, ,
the equations used in the simulation are the Euler equation previously described in equation
(9), the surge force expressed by:
2
X = m ( ̇ - v r – xG r ) (11)

The equation was rearranged in order to the set of acceleration form that acceleration due to
surge force that need to be integrated to obtain velocities and displacements are:
2
̇ = (X / m) + v r + xG r (12)

Solving equation (12) by numerical integration in the time domain using the ODE function
and the velocity of the ship in time domain can be obtained by single integration as follows:
2
u(t) = ∫ ̇ (t) dt = ∫[(X / m) + v r + xG r ] dt (13)

And the displacement of the motion could be obtained with double Integration.
2
xOG = ∫u(t) dt = ∫∫[(X / m)+ v r + xG r ] dt (14)

Similarly, by implementing the numerical integration in time domain on the Euler equations
for the sway force and yaw moment, the ship displacement in the y axis (yOG) and the turning
angle ( ψs ) for the ship heading.

yOG = ∫ v(t) dt = ∫ ∫[( Y/m -ur - xG r )] dt (15)

ψs = ∫ r(t) dt = ∫ ∫[(N/Iz - mxG /Iz (v + ur )] dt

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3. Ship Mathematical Model

To simplify the scope of the work, the MMG mathematical model has been adopted ; the
MMG type model separates the forces experienced by the hull, propeller, and rudder and also
includes the interaction effects between the components of model that could be developed and
tested separately [11,12], the model individual elements hydrodynamic forces and moments
acting on the ship can be divided into the following components;

X = XH + XP + XR
Y = YH + YP + YR (16)
N = NH + NP + NR
where;
The subscripts H, P, and R denote the hull, the propeller, and the rudder respectively,
The advantage of using the modular type model is that changing the parameters of an
individual module doesn’t altering other modules, e.g. a change in rudder size or propeller
geometry could be done without having to change other modules.
For simulation purpose the proposed ship model in this study used the specifications,
characteristics, as well as the hydrodynamic coefficients of commercial Esso tanker class
ship[14], Table 1 illustrates the parameters, Hydrodynamic coefficients of used in this study.

Table 1 Parameters and Hydrodynamic Coefficients

m 3500000 N_v 98631.9 X_vv 20567 X_vvvv 94225 Xg 50
mx 523500 N_r -1293619 X_vr 79987 Y_vvr 47866 N_vvr 86003
my 533700 Y_v -159684 Y_rrr -41239 N_rrr 2667498 N_vrr 27866
Iz 56470 Y_r -119712 Y_vvv 79871 N_vvv -6423869

3.1 Hydrodynamic Forces Acting on the Hull

For the hull module, the hull forces could be represented by the hydrodynamic derivatives
model that represents the hull characteristic such as hull-form geometry, the hydrodynamic
forces and moment acting on the hull are expressed by the components XH , YH ,and NH as in
the following equations :

XH = - mx u + RT(u)+ Xvv v2+( Xvr– my) vr + Xrr r2 + Xvvvv v4

YH = - my v + Yv v + (Yr – mx) r + Yvvv v3 +Yvvr v2r +Yvrr v r2 + Yrrr r3 (17)
3 2 2 3
NH = - Iz r + Nv v + Nr r +N vvv v + Nvvr v r +Nvrr v r + Nrrr r
(11)
where;
mx , my are the added masses in the x ,and y direction
RT(u) is the resistance force RT(u) = a0 + a1 u + a2 u2
Iz is the moment of inertia about the z axis
Xvv , Xvvvv are Non-linear components of surge force due to sway motion
Xvr is the Coupling coefficient of sway motion and yaw motion for surge force
Xrr is the Non-linear component of surge force due to yaw motion
Yv, Yvvv is the Non-linear component of sway force due to sway motion
Yvvr ,Yvrr are the NL Coupling coefficient of sway and yaw motion for sway force
Yrrr is the Non-linear component of sway force due to yaw motion
Nv is the yaw moment due to sway motion
Nvvv is the Non-linear component of yaw moment due to sway motion.
Nvvr ,Nvrr are the NL Coupling coefficient of sway and yaw for yaw moment.
Nrrr is the NL component of yaw moment due to yaw

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3.2 Hydrodynamic Forces Induced by Propeller

Calculation of propulsive forces is modeled with respect to the thrust system used in the ship
whether it is propeller or water jet. The calculation of propulsive forces therefore is dependent
upon accurate representation of wake, lifting and drag or more generally in the context of
propeller–hull–rudder interaction as it is mentioned in the previous section. In the current
model, propulsive forces are calculated using formulations in Inoue et al. (1981) and Spyrou
(1990) for the propeller system [13].

XP = (1-t) ρ KT DP4 n 2
Y P = ρ n 2 D 4 Y P* (18)
NP = ρ n 2 D 5 NP
where;
KT is the thrust coefficient of the propeller and is described by the function of advance
ratio ( J ) as : KT = a1 + a2 J + a3 J 3 where; J = uP / n DP , and uP = u (1 - WP )
WP wake fraction coefficient
(1-t) thrust deduction factor (interaction coefficient between hull & propeller)
DP propeller diameter
uP inflow velocity of the propeller
n propeller revolution rate
a1, a2 , a3 are constants for propeller open characteristics
YP* ,NP* are generally dependent on u /n . p ;as p is the propeller pitch
YP ,NP have small effect on the ship motion thus they can be neglected

3.3 Hydrodynamic Forces Induced by the Rudder

As an important element of the excitation for ship motions in following and quartering seas,
the forces on a rudder, when considered as a separate individual element, can be obtained with
the derivation of the lift and drag generated from the rudder.
Performance of rudder is greatly influenced by the interactions between rudder to hull and
rudder to propeller, due to the change of the lift [10].
Based on the above background, Inoue et al. (1981), adopted a formula for calculating the
rudder forces including the aforementioned interactions that later was used in the MMG
model, the rudder forces and moments including rudder to-hull interaction are as follows:

XR = - (1-tR) FN sin δ
YR = - (1+ aH ) FN cos δ (19)
NR = - ( xR + aH xH ) FN cos δ
where;
tR is the interactive force coefficient between Hull and rudder
aH is the rudder to Hull interaction coefficient
xH is the longitudinal coordinate of interaction force point of action
xR is the longitudinal coordinate of rudder center of pressure = (-L/2)
δ is the rudder angle
FN is the rudder normal force and is given by; FN = ρ/2 AR fα uR2 sin (αR )
AR is the rudder area
fα is the gradient of the lift coefficient of the rudder and is given by the (Fuji's)
prediction formula ; fα = 6.13 KR / (KR + 2.25)
KR is the rudder aspect ratio
uR is the longitudinal inflow velocity of the rudder
αR is the effective rudder inflow angle and is given by; αR = δ – β ; as β is the
drift angle

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4. Model Implementation
Simulation of the ship maneuver behavior by changing the ship control parameter is achieved
by using MATLAB Simulink module programming; a simulation program was developed to
simulate the maneuvering of ship in three degrees of freedom. As a consequence, three
Simulink modules were developed to express the ship subsystems representing the ship hull
,propeller, rudder modules, the outputs of all modules are summed and fed back to the ship
motion equation module that represents the Euler's equations of motion previously described,
and by using maneuvering prediction method previously discussed ,the accelerations and
velocities are obtained and fed back ,these feedback values will contribute to the total force
value at the next computation time step.

The simulated control parameter representing the rudder and the propeller rotational rate are
presented as a variable slide gain element to simulate the navigator maneuvering commands
and be monitored by a digital display and a rpm gauge , the output of the ship model as
described above are the position of the ship in the earth fixed coordinate (xOG ,yOG) which
read out by a digital displays and plotted by a X Y plot to indicate the ship motion ,and the
ship heading angle (ψs) which shown as a direction of a analog compass.

Fig. 4 Simulink Ship MMG model

4.1 Ship Motion Module

As shown in Fig. 5, the inputs to the module are the 3DOF hydrodynamic forces and moment
(surge, sway, and yaw), the module represents the Euler's equations of motion, and by using
maneuvering prediction method ,the accelerations and velocities are obtained and fed into the
axis transform module and output the ship's current position (xs, ys ) and the heading angle
(ψs).

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Fig. 5 Ship motion module

The ship characteristics mass (m), moment of inertia (Iz), the distance to the center of gravity
(xG) of the case studied of the ESSO OSAKA tanker class ship are inputted as reference
values, the outputs of the modules include the surge, sway, and the yaw angular velocity and
accelerations, they all are fed back to the three modules representing the Hull, Propeller, and
Rudder subsystem.

4.2 Hull Subsystem

The hull subsystem represents the hull characteristic. the hydrodynamic forces and moment
acting on the hull are explained in the equation (11) which expresses the forces XH , YH ,and
NH with regard to the hydrodynamic coefficients induced by the forces and moments acting
on the hull body frame ,these coefficients are obtained from the case studied of the ESSO
OSAKA tanker class ship [14], the values of the ship coefficients and hull characteristics are
fed as input data into the module , accelerations and velocities are inputted to the module as a
feedback from the ship motion equation module ,the block diagram of the Hull module is
shown in Fig. 6.

Fig. 6 Hull subsystem module

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4.3 Propeller Subsystem

Surge ,sway forces and the yaw moment induced by the ship propeller is denoted by XP, YP,
and NP , the most influenced force produced by the propeller and cause the ship motion in the
translational force is the surge force XP shown in Fig. 7, the propeller subsystem represents
the mathematical model of the ship thrust propeller based on the calculation of the propulsive
forces using the formulations in Inoue et.al., Equation (12).

The effect of the propeller on the translational lateral motion and the rotation of the ship is
very small, thus the sway force YP and the yaw moments NP induced by the propeller can be
neglected. The coefficients of propeller thrust is obtained from predetermined experimental
data, other propeller characteristics are empirically estimated and inputted to the propeller
subsystem module.

Fig. 7 Propeller Subsystem module

4.4 Rudder Subsystem

The forces on a rudder, when considered as a separate individual element, can be obtained
with the derivation of the lift and drag generated from the rudder. Performance of rudder is
greatly influenced by the interactions between rudder to hull and rudder to propeller, due to
the change of the lift, the rudder subsystem module represents the mathematical model of the
rudder and interactive forces with the hull.

Forces and moment induced by the Rudder XR , YR,and NR are expressed as the formula in
equation (14) as shown in Fig. 8, the interaction coefficients between the hull and the rudder,
the rudder geometric dimensions, and constant parameters along with the drift angle and the
rudder control command expressed as the rudder angle (δ) ; all the above mentioned data is
obtained from predetermined experimental tests or evaluated as estimated parameters
inputted to the module.

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Fig. 8 Rudder subsystem module

5. Model Simulation Results

The accuracy of the simulation of ship behavior depends mainly on the predefined
hydrodynamic coefficients and the precision of modeled ship parameters, and technical data.
The ship control parameters are the rudder angle denoted as ( and the propeller turn rate
denoted as (n), the rudder angle is bounded by the maximum rudder angle, it was assumed
that the pilot action to change the rudder angle could take different shape like actions depends
on the required maneuver, therefore the rudder angle control parameter is checked for the
following test maneuvers

5.1 Turning Maneuver Test

The turning test is performed to evaluate the ship’s turning ability, a turning maneuver is to be
performed to both starboard and port sides with the maximum design rudder angle permissible
at the test speed, the rudder angle is executed following a steady approach with zero yaw
rates.

Fig. 9 Turning test maneuver

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The turning test is applied by simulating the rudder angle as a unit step like action that change
the rudder angle from 0 to 20 degree and keep the applied angle to the end of simulation time,
the step like action results in the ship turning maneuver by changing her heading to the
starboard side for a full turn with the applied rudder command [1], the actual turning test
maneuver is shown in Fig. 9.

The simulated turning maneuver for a ship running with a propeller turn rate equals to (11rps)
revolution per second, and applying a rudder angle in a step like action of 20 degree to the
starboard side as shown in Fig. 10, the ship behavior is very much close to the actual turning
maneuver

Fig. 10 Model turning maneuver

5.2 Zigzag Test

The zigzag test is performed to evaluate the initial turning, the yaw-checking and the course-
keeping abilities. A zigzag test is to be initiated to both starboard and port and begins by
applying a specified amount of rudder angle. The rudder angle is then alternately shifted to
either side after a specified deviation from the original heading of the ship is reached [1].

Fig. 11 Zigzag test maneuver

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There are two kinds of zigzag tests, the 10°/10° and 20°/20° tests, the 10°/10° test uses 10°
rudder angles to either side following a heading deviation of 10° from the original course. The
20°/20° zigzag test uses 20° rudder angles and 20° heading deviation from the original course
as shown in Fig. 11, the model test is simulated by applying a generated signal similar to the
pulse shown in Fig. 12 that reflects the rudder action of 20°/20° zigzag maneuver

Heading angle
Poor stability
Bearing [deg]

Rudder angle

Time [sec]

Fig. 12 Model zigzag maneuver

The accumulated errors of the empirical formulas used in the calculations along with the
inaccuracy of the parameters, and hydrodynamic coefficients of ship model causes a
dynamically unstable ship model or a model with poor dynamic stability this instability can
be noticed while performing the zigzag maneuvering test.

6. Conclusion
One of specific characteristics of MMG model is to express the hydrodynamic forces caused
by propeller and rudder and interaction among hull, propeller and rudder correctly based on
the hydrodynamic phenomenon. There are several constants in the proposed model mentioned
above that have an important effect on the ship maneuvering motion. The use of the different
values of hydrodynamic coefficients has an extremely important effect on the ship
maneuverability and stability.

The ship modular mathematical model proposed in the study used to simulate the ship
behavior versus different maneuvers that can be used to investigate the different effects
caused by application of the surge longitudinal force X, the sway lateral force Y, and yaw
rotating moment N on the turning and zigzag motion estimation, measuring the ship turning
ability by obtaining the ship tactical parameters such as the tactical diameter, the advance, and
the transfer distance can also be determined, time histories of the rudder angle, turning angle,
overshoot angles due to zigzag maneuvering, the influence of the change of ship’s speed and
the difference in drifting angle can also be investigated.

The ship mathematical model represented in the study is under condition of calm and deep
water conditions, in the actual navigational situation, there are many kinds of environmental
forces such as wind, wave and current have an extended effect on the ship. These

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environmental forces have an influence on the dynamic behavior of the ship maneuver. It will
be proper in the future to investigate the mathematical formulas of such forces and add them
as additional modules

7. References
[1] Dr.-Ing.Zou Zaojian “Ship Maneuvering and Sea keeping”,School of naval
Architecture, Ocean and civil engineering, Shanghi Jiao Tong University, April 2006.
[2] ChingYawTzeng ,Ju-Fen Chen “Fundamental properties of linear ship steering dynamic
model”, National Taiwan Ocean University, Keelung ,Taiwan ,R.O.C , Journal of
Marine Science and Technology,Vol.7,No.2,pp.79-88(1999).
[3] J. GOCLOWESKI, and A. GELB “Dynamics of an Automatic Ship Steering System.”,
IEEE Transactions on Automatic control , Vol., AG 11,No. 3, July,1996
[4] Zafer Ayaz,Dracos Vassalos ,and Kostas J. Spyrou “ Maneuvering behavior of ships in
extreme astern seas” , Naval and Marine Architecture ,Glasgow, Scotland, Ocean
Engineering 33-(2006) 2381-2434.
[5] Dongkyoung Chwa “Non linear Tracking Control of under actuate ship based on
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[6] Gokdeniz Neser,and Deniz Unsalan “Dynamics of ship and fenders during berthing in a
time domain”,Institute of Marine science and Technology ,Izmir ,Turkey , Ocean
Engineering 33-(2006) 1919-1934.
[7] S.Sutulo, L.Moreira ,and C.Guedes “Mathematical models for ship path prediction in
maneuvering simulation systems”, Unit of Marine Technology and Engineering,
University of Lisbon, Lisbon, Portugal, Ocean Engineering 29-(2002)1-19.
[8] Loh Sheau Ping “Hydrodynamic Coefficients of Maneuvering For Small Vessels”,
Faculty of Mechanical Engineering, University of Teknologi ,Malaysia-May(2004)
[9] A.Witkowska, M. Tomera, and R. Smierzchalski “Backstepping Approach to Ship
Course Control”., Gdynia Maritime University ,Gdynia ,Poland., International Journal
Appl. Math. Comput. Sci.,2007, Vol.17, No.1,73-85.
[10] Yuanhui Wang, Xiaocheng Shi, and Xinqian Bian “Modeling of Large Ship Motion and
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