TURNING CIRCLE

The Figure shows the turning circle to starboard and to port of an

average vessel of abt. 10.000 tons and 20 knots speed, in the
open sea with a draught of about 5 meters and a depth of water
of about 100 metres.

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2007 David House, Ship Handling, Elsevier Ltd.

TURNING CIRCLE
DEFINITIONS
Advance
The advance is the distance the vessel has travelled in the
direction of the original course from commencing the turn to
completing the turn. The heading of the vessel has passed
through 90 to starboard (starboard turn) or to port (port turn).
Transfer
The transfer is the distance the vessel has moved perpendicular to
the fore and aft line from the commencement of the turn (either
to starboard or port).
Tactical diameter
The tactical diameter is the greatest diameter sailed by the vessel
from commencing to completing the turning circle.
Final diameter
The final diameter is the internal diameter of the turning circle
where no allowance has been made for the decreasing curvature
as experienced with the tactical diameter.

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Turning circles off:

Full bodied vessel
and
Slender ship

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TURNING CIRCLE
GENERAL REMARKS
n

n
n

n
n
n

The turning circle conducted in shallow waters will be

considerably increased compared with a turning circle
conducted in deep water.
Turning a vessel with her helm hard over will cause the
vessels speed to decrease considerably.
A deep laden vessel performing a turning circle (e.g. in
case of a man overboard) will experience less effect from
the wind or sea condition than in light ballast condition.
A vessel trimmed by the stern will generally steer more
easily but the tactical diameter of the turn will be expected
to decrease.
A vessel trimmed by the head will decrease the size of the
turn but will be more difficult to steer.
A vessel conducting a turning circle with a list could
normally be delayed.
Turning towards a list would normally generate a larger
turning circle.

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TURNING CIRCLE
GENERAL REMARKS
n
n

n
n

n
n

Turning away from a list would normally generate a smaller

turning circle.
A vessel tends to heel towards the direction of turn once
helm is applied.
A vessel turning with an existing list and not being in an
upright position could in shallow waters experience an
increase in draught.
The type of rudder can have an influence on the turning
circle of a vessel.
A narrow beam vessel will normally make a tighter turning
circle than a wide beam circle.
A vessel equipped with a right hand fixed propeller would
normally turn tighter to port than to starboard.
Elements such as the draught, trim, length of the vessel,
power of the engines, type of rudder, the propeller system,
distribution and stowage of the cargo, available depth of
water can also be influencing factors on the turning circle of
the vessel.

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TURNING CIRCLE

Conclusion
If there is an obstacle straight ahead
of the vessel at a distance of less
than 4 ships lengths, this obstacle
can not be avoided by a helm action
only. The port quarter of the vessel
will hit the obstacle.

The diameter of the turning

circle is equal to about 4 ships
lengths (4L).
In position 1, the helm is put
hard to starboard and the vessel
will first move to port of her
initial course. The vessel also
starts to turn to starboard. Due
to the position of her turning
point (at about from the
bow), the bow will hardly be
moving inside the initial course
but the rear of the vessel will
swing to port. Only in position 4,
after 4 ships lengths on the
initial course, the rear of the
vessel will start to move to the
inside of the initial course. In
position 5 the ships course will
have changed about 90 to
starboard.
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Rule 6 - Safe speed

By all vessels
Background Lights

Rule 6, (a) (iv)

Shore lights
Reduces range of visibility of lights
Navigational lights may be mistaken for
shore lights

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Rule 6 - Safe speed

By all vessels

Background lights

Rule 6, (a) (iv)

Back scatter lights

Back scatter of vessels own lights reduces
look-outs keenness of sight
Portholes and windows must be blacked out

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Rule 6 - Safe speed

By all vessels
The State of Wind, Sea and Current

Rule 6, (a) (iv)

Reducing speed:
Greater drift by wind
Greater drift by current
Adverse weather conditions
Vessel is less manoeuvrable
Fishing boats, yachts, buoys, etc are less
visible

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Rule 6 - Safe speed

By all vessels
Navigational hazards

Rule 6, (a) (v)

Navigational hazards may require the vessel to

maintain a safe speed

29
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Rule 6 - Safe speed

By all vessels
Navigational hazards

Rule 6, (a) (v)

AIS can give early warning of navigational hazards

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Rule 6 - Safe speed

By all vessels
Navigational hazards

Rule 6, (a) (v)

Small iceberg are usually detected at a range of 4 miles.

The smaller the icebergs (like growlers) the more difficult
they will be detected

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Rule 6 - Safe speed

By all vessels
Draught in relation to the available depth of water
Rule 6, (a) (vi)

Insufficient depth of water

Must reduce speed

Difficult to steer
Reduced manoeuvrability
Interaction
Bank suction
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INTERACTION
Introduction

According to Bernouillis Principle, there is a relation

between the pressure and the velocity at different parts of
a moving incompressible fluid. To express this principle in
its simplest form, we can state that:
at points in a moving fluid where the velocity is high, the
pressure is low and where the velocity is low, the pressure
is high.
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Interaction on a single vessel

The streamlines passing near the body of the

vessel are being diverted into slightly curved
paths. It can thus be seen that the paths of water
are longer near the body and therefore their
speed increased and their pressure decreased,
creating a suction along the body of the vessel.
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Interaction with two vessels

Amidships, between both vessels, the streamlines

are crowded together. The velocity of the water is
thus increased and the pressure decreased,
MORE than on the outer parts of the vessels.
Between both vessels a zone of reduced pressure
is created and consequently an attraction or
suction between them.
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Interaction
Interaction can and does exist in many different
situations and disregard of it has caused many
accidents. Interaction is more liable to occur:

when a vessel enters shallow waters;

in narrow waters such as canals and rivers;
in close proximity of land or shoals;
in vessels meeting end-on passing too close;
in a vessel overtaking another vessel too
close;
in vessels negotiating a bend in a canal or
fairway.
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Vessel entering shallow waters Squat

A vessel sailing with forward propulsion will push the water forward and
create waves. When it moves at a rather high speed, a crest is formed
close to the bow, a through in the midship and a stern wave at the
stern. Close in front and at the back of the midship, some smaller waves
are also formed
A vessel will most probably touch the bottom when sailing at full speed
over a shoal, where apparently there is sufficient water, and remain
clearly afloat when at rest.
Reducing the speed will also reduce the extra sinking.
In shallow waters the distance between the bottom and the keel is
considerably smaller, the flow of water beneath the keel of the vessel
will, as we know, increase in velocity and decrease in pressure. This
may (will) reduce the UKC with the risk for the vessel to touch the
bottom.
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SQUAT
This increase of draught or reduction in UKC is called
SQUAT. In considering the squat, following points should be
kept in mind:
The position of the longitudinal centre of buoyancy
(LCB) determines the trimming effect and has a direct
relation to the squat value.
The value of squat is influenced by the square of the
speed of the vessel (speed2).
The greater the speed, the greater the squat value.
The type of bow influences the wave making and
consequently also the pressure distribution of the under
water volume.
Vessels with a large block coefficient Cb are more
inclined to the effects from squat.
Vessels trimmed by the bow are more influenced by
squat than vessels trimmed by the stern

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