ITTC – Recommended Procedures and Guidelines 7.5-04 -01-01.2.1 Page 1 of 21 Speed and Power Trials Part I Preparation and Conduct Effective Date 2012 Revision 0.5 Updated / Edited by Approved Specialist Committee on Performance of Ships in Service of the 27th ITTC 27 th ITTC 2012 Date 2012 Date 2012 Table of Contents 1. PURPOSE .................................................................... 2 2. DEFINITIONS ............................................................ 3 3. RESPONSIBILITIES ................................................. 3 3.1 Shipbuilders Responsibilities ................................ 3 3.2 The Trial Team....................................................... 4 4. TRIAL PROCEDURES .............................................. 4 4.1 Parameters that should be logged ......................... 4 4.2 Primary parameters ............................................... 4 4.3 Other associated measurements ............................ 5 4.4 General information............................................... 5 4.5 Important aspects with regard to the measurements ......................................................... 6 4.5.1 Ship track and Speed over Ground ..................... 6 4.5.2 Torque................................................................. 6 4.5.3 Wind measurements............................................ 6 4.5.4 Depth measurement ............................................ 6 4.5.5 Wave measurements ........................................... 6 4.5.6 Density and temperature at the location of the measurements ..................................................... 7 4.5.7 Current ................................................................ 7 5. DATA ACQUISITION ............................................... 7 5.1 General data ........................................................... 7 5.2 Data on each run .................................................... 7 5.3 Automated data acquisition................................... 8 5.4 Manual data acquisition ........................................ 8 6. TRIAL PREPARATIONS ........................................ 11 6.1 Step 1: Installation & Calibration .......................11 6.2 Step 2: Trial agenda and pre-trial meeting ........11 7. TRIAL BOUNDARY CONDITIONS ......................12 7.1 Location .................................................................12 7.2 Wind ......................................................................12 7.3 Sea State ................................................................12 7.4 Water depth ..........................................................13 7.5 Current ..................................................................13 8. SHIP CONDITION ...................................................13 8.1 Displacement .........................................................13 8.2 Trim .......................................................................13 8.3 Hull & Propeller ...................................................13 9. TRIAL PROCEDURES ............................................14 9.1 Trial preparations ................................................14 9.2 The trial trajectory ...............................................14 9.3 Run Duration ........................................................14 9.4 Trial Direction ......................................................14 9.5 Steering..................................................................15 9.6 Approach ...............................................................15 9.7 Number of Speed runs..........................................15 9.8 Test sequence S/P trials ........................................16 10. REPORTING .............................................................16 REFERENCES ................................................................17 APPENDIX I ....................................................................18 General Ship and Trial Conditions Reported ...............18 APPENDIX II ..................................................................19 Beaufort Scale of Wind ........................................19 APPENDIX III .................................................................21
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the post trial check to verify the calibration re-
sults.
6.2 Step 2: Trial agenda and pre-trial
meeting
Before departing, a pre-trial meeting should
be held to fix the S/P trial program and S/P trial
agenda.
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Speed and Power Trials
Part I; Preparation and Conduct
Effective Date
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During the meeting two items should be ad-
dressed.
Approval of the trial agenda;
Approval of the procedures that will be
used to calculate the trial speed and to de-
liver the speed trial report i.e. Part II of
these Guidelines.
The trial agenda is a document prepared by
the yard, outlining amongst others the scope of
a particular Speed/Power trial. This document
contains the procedures on how to conduct the
trial and table(s) portraying the runs to be con-
ducted. It outlines the particular responsibilities
of the Trial Leader, Trials Team, Ship’s crew/
Shipbuilder, and the Owner’s representative.
The scope of the S/P trials shall be in line with
this document.
7. TRIAL BOUNDARY CONDITIONS
During the S/P trial there are many condi-
tions that deviate from the contract condition.
The objective during the S/P trial is to keep the
number of influencing factors as limited as
possible.
This is important since although there are
correction methods to correct for certain devia-
tions from the contract condition, these meth-
ods are only valid up to certain limits.
In order to arrive at reliable S/P trial results
the boundary conditions should not exceed the
values given in this chapter.
7.1 Location
High wind and sea state in combination
with a wrong course, can force the use of ex-
cessive rudder deflections to maintain heading,
and thus cause excessive fluctuations in shaft
torque, shaft speed and ship speed.
The S/P trial should be conducted in a loca-
tion where the environmental conditions are
constant and have only a small possible impact
on the vessel in order to avoid unexpected en-
vironmental effects in the S/P trial results.
This means that the speed trial range should
be located in a sheltered area (i.e. limited wind,
waves and current). Furthermore the area
should be free from hindering small boat traffic
and commercial traffic.
7.2 Wind
During the S/P trial the wind speeds should
not be higher than:
Beaufort number 61, for vessels with
PPL >100 m, or
Beaufort number 5, for vessel with
PPL ≤100 m
7.3 Sea State
The total wave height H , which is the sum
of significant wave heights of sea W1/3H and
swell s1/3H , shall satisfy the following:
for PPL >100 m: the lower value of
H ≤ 0.015 ppL or maximum 4 m.
for PPL ≤100 m: H ≤ 1.5 m
Where: 2 2
W1/3 s1/3H H H
In addition to the above limitations, it is re-
quired that when the significant wave height H
1 The Beaufort scale is given in appendix II
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exceeds 3.0 m (for vessels with PPL >200 m),
the actual wave spectrum encountered during
the trial should be measured accurately i.e. the
difference between actual and measured sig-
nificant wave height should be less than 10%.
7.4 Water depth
There are correction methods that compen-
sate for shallow water; however it is better to
avoid the corrections by a proper choice of the
S/P trial location. The minimum water depth at
which no correction for shallow water is
needed, can be calculated using the larger of
the values obtained from the two equations (ref.
[1]):
3h B T and 2
S2.75V
hg
Furthermore significant variations in the
bottom contours should be avoided. The actual
water depth during each S/P trial run should be
read from the ship instruments and documented
in the trials log.
7.5 Current
Areas with known large current variations
should be avoided.
8. SHIP CONDITION
8.1 Displacement
The ship’s displacement should be within
2% difference of the actual required displace-
ment. If model test results are used for the
analysis of the speed trials, the displacement
used in the model tests should be within 2% of
the displacement during the trials.
Draft, trim and displacement of the S/P tri-
als should be obtained by averaging the ship
draft mark readings. The ship should be
brought into a loading condition that is as close
as possible to contract condition and/or the
condition at which model tests have been car-
ried out.
The loading condition should be confirmed
at zero forward speed. Draft, trim and dis-
placement should be obtained at the beginning
of the trial. For this purpose the draught gaug-
ing system should be tested and calibrated prior
to the trials in port by direct draft readings both
port and starboard in conjunction with the load-
ing computer. The trial team will verify the ac-
curacy of the draught gauging system prior to
the Speed/Power trials.
Displacement should be derived from the
Bonjean data or using quadratic equations with
hydrostatic data taking into consideration the
hog/sag using the draft data and the density of
the water.
8.2 Trim
Trim shall be maintained within very nar-
row limits. For the even keel condition the trim
shall be less than 1.0% of the mid-ships
draught. For the trimmed trial condition, the
immergence of the bulbous bow should be
within 0.1 m of the model test condition,
whereas the displacement should be within 2%
of the displacement of the model tested condi-
tion.
8.3 Hull & Propeller
The ship should have a clean hull and pro-
peller for the sea trial. Hull roughness and ma-
rine growth can increase the resistance of the
ship significantly but are not corrected for in
speed trials. Therefore it is recommended that
the hull and propeller are cleaned just prior to
the sea trials. The date of last docking and hull
and propeller cleaning are to be documented in
the S/P trials report.
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9. TRIAL PROCEDURES
On the day of the S/P trial and during the
S/P trial a number of prerequisites should be
met in order to arrive at reliable trial results. In
this chapter an overview is given of the mini-
mum requirements.
9.1 Trial preparations
Prior to the speed trials the following items
should be recorded.
Weather forecast
Water temperature and density
Air temperature
Fore, amidships and aft draughts
Displacement
The schedule for the S/P trials should be ar-
ranged such that the trials around the contract
speed/power settings are conducted at daylight,
to ensure a clear observation of the wave con-
ditions during these runs.
Furthermore, it is important to check that
the engine plant line up during the S/P trial is
consistent with normal ship operations.
Before the actual start of the speed trials,
the following actions should be conducted
when the vessel is stopped in the water (within
the schedule of the trials):
1. draught reading as described in section 8.1
2. measurement of absolute wind speed and di-
rection
3. zero setting of shaft torque meter
4. measuring water temperature and density
9.2 The trial trajectory
The S/P trial runs need to be conducted
over the same ground area. For each base
course, each trial run will be commenced
(COMEX) at the same place (within reason).
Figure 5 Path of ship during typical speed/power
manoeuvre
Modified Williamson turns will be executed
between each run to return the ship to the recip-
rocal baseline and to the same ground area, in
which the previous run was conducted. This
procedure is used to avoid different sea states
or different wind conditions. Engine throttles
should not be moved during this period. The
rudder angle used in this manoeuvre should be
such that ship speed and time loss will be
minimised.
9.3 Run Duration
The S/P trial duration should be long
enough in order to accommodate a
speed/power measurement within the required
accuracy. The following minimum run lengths
should be observed:
for speeds of 18 knots and above: 3 nm
for speeds below 18 knots: 2 nm.
Alternatively a run duration of 10 minutes may
be applied.
9.4 Trial Direction
The first run should be headed into the
dominant wave direction.
Consequently once the heading for the
speed run is fixed, and the reciprocal heading
for the return run, the selected tracks should be
maintained very precisely throughout the S/P
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trial. It is imperative that extremely tight con-
trol is exercised during the execution of the tri-
als to minimize as many variables as possible
that could unduly influence the speed power
relation.
9.5 Steering
An experienced helmsman or adaptive pilot
will be required to maintain heading during
each trial run. Minimum rudder angles to be
used while maintaining a steady heading.
During the run, the single amplitude of rud-
der angles shall be within 5 degrees.
9.6 Approach
The S/P trial approach should be long
enough to ensure a steady state ship condition
prior to commencement (COMEX) of each run.
During the approach run the ship should be
kept on course with minimum rudder.
No fixed approach distance can be given. To
verify that the vessel reached the steady ship
condition the measured values of shaft r/min,
shaft torque and ship speed in the control posi-
tion should be monitored. The condition is con-
sidered “Steady” when the ordered r/min(s),
shaft torque (kNm) and the ship speed (kn) are
steady.
Table 4 provides an indication of approach
lengths and corresponding times for various ship
speeds.
Size of
ship
[DWT]
Approach
distance
[nm]
Approach time [min]
15 knots 20 knots 25 knots
50,000 4 – 5 20 15 12
100,000 5 – 7 26 20 16
250,000 8 – 10 40 30 24
500,000 12 – 15 60 45 36
Table 4 Indication of required approach length and
time
9.7 Number of Speed runs
All S/P trials shall be carried out using
double runs, i.e. each run should be followed
by a return run in the exact opposite direction
performed with the same engine settings.
To determine the speed-power curve for the
first vessel of a ship series, a minimum number
of 5 (five) double runs at 4 (four) different
power settings are required.
These runs comprise:
2 (two) double runs at the same power setting
around the Contract Power,
Double runs at the same power setting
around EEDI Power (75% MCR),
Double runs at 2 (two) other power settings
between 65% and 100% MCR.
Two (2) double runs around Contract
Power are required to compensate for tidal cur-
rents.
All runs should be conducted at daylight to
enable a clear observation of the wave condi-
tions.
If the results of the speed trials of the first
ship of a series are acceptable, sister ships (i.e.
ships with identical main dimensions, body
lines and propulsor system) built in that series
by the same yard may be subjected to a reduced
speed trial program. For such sister ships it is
sufficient to conduct 3 (three) double runs:
Double runs at the same power setting
around the Contract Power,
Double runs at the same power setting
around EEDI Power (75% MCR),
Double runs at 1 (one) other power setting
between 65% and 100% MCR.
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In case in the trial area the current speed
can be expected to exceed 0.2 (zero point two)
knots, additional double runs around Contract
Power are required to compensate for tidal cur-
rents with a higher accuracy.
For both the first of a series and following
ships, one additional double run for both Con-
tract Power and for EEDI Power should be
conducted in case:
Strong variations in current (i.e. above 0.2
knots) can be expected;
Wave height is around the limiting condi-
tions and significant wave induced motions
are observed.
9.8 Test sequence S/P trials
1. Check displacement by draught reading
fore, amidships at two sides and aft, prior to
the S/P trials in the trial area; Check zero
setting of the torque measurement, measure
the absolute wind velocity and direction.
(All data collected with the ship stopped in
the water);
2. Measurement of temperature and specific
mass of sea water;
3. Fixing of measuring course against direc-
tion of seaway;
4. Navigating through the approach distance
on direct course;
5. Prepare all measurements to start (3 min. in
advance of measurement);
6. Start speed run. Control levers should re-
main unchanged, maximum rudder angle
shall not be more than 3 deg. port and star-
board. After agreed distance (2 to 3 nm) or
duration (10 minutes) stop speed run;
7. Weather observations (measurements of air
and sea water temperature, relative wind
speed and direction).
8. Turn ship with small rudder angles to navi-
gate the counter run at the same geographi-
cal location as the first run;
9. Repeat steps 5 to 8.
10. REPORTING
In the trial report an overview is given of
the trial conditions and results plus all correc-
tions necessary to arrive at the contractual
speed and the EEDI speed.
The trial report should contain all relevant
information to carry out all data analyses. It
should be written in such a way that all results
can be reprocessed.
The trial report should contain the follow-
ing sections
(i) Trial Report Summary this should
comprise details of
(aa)Ship particulars (including trial
draughts and displacement)
(ab) Propeller Details
(ac) Engine Data
(ad) Details of Appendages and Rudder
(ii) Contract conditions including contract
speed, power, and displacement.
(iii) EEDI conditions including EEDI speed,
power and displacement.
(iv) Description of Instrumentation this will
describe the instrument set-up, calibra-
tion procedure, Data Acquisition inter-
facing details, Location of sensors (e.g.
wind meter), etc.
(v) Description of Trial Site. This will give
information on geography, distance
from land, water depth, Air temperature,
Water temperature, water density etc.
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(vi) Environment Parameters this will list
out the measured/estimated environ-
mental conditions at site during trials
such as wave height, wave direction,
sea state, Air pressure, Wind direction,
Wind velocity etc.
(vii) Trial Agenda this will give a complete
and chronological order of the trial pro-
gramme (both planned and actual) with
specification of duties of different re-
cording/monitoring stations on board.
(viii) Trial Results
a) Date
b) Time
c) Run no
d) Ship position
e) Ship's heading
f) Run duration
g) Average ship speed
h) Average and standard deviation
torque (per shaft)
i) Average shaft rpm (per shaft)
j) Average shaft power (per shaft)
k) Average rudder angle
l) Relative wind speed and direction
m) Significant wave height and direc-
tion (sea state)
(ix) Analysis of Correction methods. The
analysis and correction of the measured
trial data should be conducted in com-
pliance with Part II of these Guidelines.
(x) Conclusions / Recommendations.
REFERENCES
[1] ITTC 7.5-04; “Recommended Procedures
and Guidelines for Speed/Power Trials”,
23rd
ITTC 2002.
[2] ISO 19019; “Guide for Planning, Carry-
ing out and Reporting Sea Trials”, 2002.
[3] ISO 15016; ”Guidelines for the assess-
ment of speed and power performance by
analysis of speed trial data”, 2002.
[4] Sea Trial Analysis JIP; “Recommended
Practice for Speed Trials”, 2006, Public
document from www.marin.nl.
[5] ITTC Recommendations and Guidelines
for Resistance & Propulsion Model Tests,
23rd
ITTC, 2002.
.
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APPENDIX I
General Ship and Trial Conditions Reported
Ship Hull
Draft
Trim Displacement and load
Hull appendages and Rudder
Geometry, deviation, roughness
Type
Rate of Movement
Propeller
Geometry, deviations, roughness
Pitch
Direction of rotation
Number of blades
Propeller(s)
Geometry, deviations, roughness
Pitch
Direction of rotation
Number of blades
Trial Site
Water depth
Water temperature
Air temperature
Sea State
Specific gravity of water
Environmental conditions
Wind
Waves
Current
Atmospheric pressure
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APPENDIX II
Beaufort Scale of Wind
This table is only intended as a guide to show roughly what may be expected in the open sea, remote from land. It should never be used in the reverse way; i.e., for logging or reporting the state of the sea. In enclosed waters, or when near land, with an off-shore wind, wave heights will be smaller and the waves steeper. Figures in brackets indicate the probable maximum height of waves
BE
AU
FO
RT
NU
MB
ER
DESCRIP-
TIVE
TERM
VELOCITY EQUIVALENT AT A STANDARD HEIGHT
OF 10 METRES ABOVE OPEN FLAT GROUND
SPECIFICATIONS
Probable
wave
height* in
metres
Probable
wave
height* in
feet Mean
velocity
in knots
m s_1 km h
_1
m.p.h.
Land
Sea
Coast
0
1
2
3
4
5
6
7
8
9
10
11
12
Calm
Light air
Light breeze
Gentle breeze
Moderate breeze
Fresh breeze
Strong breeze
Near gale
Gale
Strong gale
Storm
Violent storm
Hurricane
< 1
1–3
4–6
7–10
11–16
17–21
22–27
28–33
34–40
41–47
48–55
56–63
64 and over
0–0.2
0.3–1.5
1.6–3.3
3.4–5.4
5.5–7.9
8.0–10.7
10.8–13.8
13.9–17.1
17.2–20.7
20.8–24.4
24.5–28.4
28.5–32.6
32.7 and over
< 1
1–5
6–11
12–19
20–28
29–38
39–49
50–61
62–74
75–88
89–102
103–117
118 and over
< 1
1–3
4–7
8–12
13–18
19–24
25–31
32–38
39–46
47–54
55–63
64–72
73 and over
Calm; smoke rises vertically
Direction of wind shown by smoke drift but not by wind vanes
Wind felt on face; leaves rustle; ordi- nary vanes moved by wind
Leaves and small twigs in constant motion; wind ex- tends light flag
Raises dust and loose paper; small b ranches a re moved
Small trees in leaf beg in t o sway; crested wavelets form on inland waters
Large branches in motion; whistling heard in telegraph wires; umbrellas used with difficulty
Whole trees in mo- tion; inconvenience felt when walking against wind
Breaks twigs off trees; generally impedes progress
Slight structural damage occurs (chimney pots and slates removed)
Seldom experi- enced inland; trees uprooted; consider- able structural dam- age occurs
Very rarely experi- enced; accompa- nied by wide- spread damage
—
Sea like a mirror
Ripples with the appearance of scales are formed, but without foam crests
Small wavelets, still short but more pronounced; crests have a glassy appearance and do not break
Large wavelets; crests begin to break; foam of glassy appearance; perhaps scattered white horses
Small waves, becoming longer; fairly frequent white horses
Moderate waves, taking a more pronounced long form; many white horses are formed (chance of some spray)
Large waves begin to form; the white foam crests are more extensive everywhere (probably some spray)
Sea heaps up and white foam from breaking waves begins to be blown in streaks along the direction of the wind
Moderately high waves of greater length; edges of crests begin to break into the spindrift; the foam is blown in well-marked streaks along the direction of the wind
High waves; dense streaks of foam along the direction of the wind; crests of waves begin to topple, tumble and roll over; spray may affect visibility
Very high waves with long over- hanging crests; the resulting foam, in great patches, is blown in dense white streaks along the direction of the wind; on the whole, the surface of the sea takes on a white appearance; the tumbling of the sea becomes heavy and shock- like; visibility affected
Exceptionally high waves (small and medium-sized ships might be for a time lost to view behind the waves); the sea is completely covered with long white patches of foam lying along the direction of the wind; everywhere the edges of the wave crests are blown into froth; visibility affected
The air is filled with foam and spray; sea completely white with driving spray; visibility very seriously affected
Calm
Fishing smack just has steerage way
Wind fills the sails of smacks which then travel at about 1–2 knots
Smacks begin to careen and travel about 3–4 knots
Good working breeze, smacks carry all canvas with good list
Smacks shorten sail
Smacks have double reef in main- sail; care required when fishing
Smacks remain in harbour and those at sea lie to
All smacks make for harbour, if near
—
—
—
—
—
0.1 (0.1)
0.2 (0.3)
0.6 (1)
1 (1.5)
2 (2.5)
3 (4)
4 (5.5)
5.5 (7.5)
7 (10)
9
(12.5)
11.5 (16)
14 (—)
—
1/4
(1/4 )
1/2
(1)
2 (3)
31/2
(5)
6 (81/2)
91/2
(13)
131/2
(19)
18 (25)
23 (32)
29 (41)
37 (52)
45 (—)
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State of the sea
Code Descriptive terms
Height* figure in metres
0 Calm (glassy) 0
1 Calm (rippled) 0 – 0.1
2 Smooth (wavelets) 0.1 – 0.5
3 Slight 0.5 – 1.25
4 Moderate 1.25 – 2.5
5 Rough 2.5 – 4
6 Very rough 4 – 6
7 High 6 – 9
8 Very high 9 –14
9 Phenomenal Ove r 14
N o t e s:
(1) * These values refer to well-developed wind waves of the open sea. While priority shall be given to the de-
scriptive terms, these height values may be used for guidance by the observer when reporting the total
state of agitation of the sea resulting from various factors such as wind, swell, currents, angle between
swell and wind, etc.
(2) The exact bounding height shall be assigned for the lower code figure; e.g. a height of 4 m is coded as 5.
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APPENDIX III
Example Speed Trials Log Sheet
Ship name: Date:
Tfwd m Tair ⁰ C outer dia D1 mm
Taft m Twater ⁰ C inner dia D2 mm
Displacement tons ρwater kg/m3 steel type N/mm2
Run No. Time DescriptionForward /
Return runHeading Speed (SOG) Power Revs Speed Direction Height Direction Period UKC