Pratical Ship Handling

Effects on vessels Manoeuvring capabilities

Turning Circles
Stopping Distances

The Ship Deadweight

The Larger the ship:
Greater inertia
A 50,000t ship does not require twice the
power to attain the same speed of a
25,000t vessel
But larger ship will be more difficult to
stop

Draught & Trim

Shallow water effects turning ability
Effective depth of water less than twice
the draft
ie UKC less than draft
High speeds can influence this rule of
thumb

Draught and Trim

Loaded 12 m draft
UKC 3m
Starboard Turn
List 3 degrees

Sinkage

Bow to
Starboard
Pivot point
moves aft

A Build up of
Lateral
resistance

Stern to
Port
1 m draft
increase due to
3 degree list

Low Pressure Area

New Pivot
point

Rudder force
less effective

Trim
Effects speed
Deep sea Full Speed some vessels trim by
head, ensure trim to avoid digging in
To much trim vessel looses leverage of
Pivot. And turning ability is reduced.
Leverage
reduced

Pivot Point

Speed and Rudder angle

Slow speed requires larger rudder angles
to initiate turn and too increase rate of
turn
Also larger rudder angles required to
arrest turns
More speed, more water acting on rudder
therefore more sensitive to rudder angles

Directional Stability
Vessels ability to hold course against
external influences
Fine lined vessel better than a blunt ended
tanker
Good directional stability rudder amidship
vessel should assume a straight course
Poor directional stability will continue to
turn even though rudder is amidship
In any case steering is less effective when
speed is reduced

Windage Area
Greater the windage area the
following effects are manifested.

The Effect of Wind

When vessel is light a
gentle breeze has the
same effect as a laden
vessel in a gale
What is the tendancy
for a vessel stopped?
When vessel is stopped
she adopts a position
such that the wind is
roughly on the beam

Wind Ahead
Easily steered and
stopped.
Pays off easily
Difficult to bring back
Tries to cross wind

Wind Astern
Easily steered.
Pays off easily
Difficult to bring back
Tries to cross wind
Difficult to stop due
to leeway direction.

Wind on Bow
Needs constant
weather helm
Resulting skid adds to
leeway
Greater speed needed
to swing upwind
Tries to cross wind

Wind on beam
Maximum Leeway
Little effect on
steering

Wind on Quarter
Quarter blows down
wind
Bow luffs up
Vessel tries to
crosswind
Lee helm required

Summarise Wind Effect

To Lie across it when stopped
To run across it when under headway
To Sternbore into it under Sternway

Run Across Wind

Vessel Under
headway tends to
run across wind

Lie across wind

When stopped a
vessel tends to lie
across wind

FULL AHEAD

STOP

Sternbore
A vessel tends to
sternbore into the
wind under sternway

FULL ASTERN

Effect of Current
Currents Effect all ships equally with regard to
handling qualities
regardless of trim or loading
downstream drift to be accounted for
Anchored or berthed rudder effective if there is a
flow of water past it
When berthing a vessel should stem the current

Stemming Current
Stemming current good
control due to braking
effect of current

Tight Swing

Wide
Swing

Propellers
Transverse thrust (wheeling effect)
Caused by bias of suction behind
propellers and Paddle effect.
Bias Greater

Strong Suction

Strong Suction

Weak Suction
Weak Suction

Transverse Thrust

Transverse Thrust

Propellers

Right handed Propeller

Thrust Ahead

Bow to Port

Transverse Thrust

Ahead Thrust
Right handed Propeller
Thrust Ahead

Bow to Port
Stern to Starboard

Astern Thrust
Right handed Propeller
Thrust Astern

Bow to Starboard
Stern to Port

Left Handed Propellers

Same Principles as Right except Vice Versa
Bow to
Starboard
Bow
to Port
Ahead Thrust

Stern to
Starboard

Transverse Thrust
Astern Thrust
Stern to Port

Twin Screw
Good and Bad handling abilities
dependent on:Rudder configuration
Effect of Torque
Effect of transverse thrust
Pivot Point
Turning ability

Rudder Configuration
Rudder response poor

At slow speeds no propulsion

from either propeller acting on
rudder

Effect of Torque
1 prop turning ahead and 1 turning astern
Vessel should turn to the opposite ahead
engine ie Port engine ahead vessel turns
to Starboard
If props are close together the effect of
the torque is disappointing.

Ideal Configuration
2 Props are set wide apart

Twin Fixed Pitch Props

Outward Turning
Bridge Controls
Ahead

Astern

Bridge Controls

Ahead

Astern

Twin Fixed Pitch Props

Inward Turning
Bridge Controls

Ahead
Astern

Bridge Controls

Ahead

Astern

Pivot Point & Turning

Ability
Pivot point acts the same as a single
screw ship
Turning ability is enhanced
Correct use of engines kicks ahead and
astern can be taken advantage by using
the opposing torque of the props.

CPP
Good speed control
No pitch no thrust no transverse motion
Cant of vessel is unknown/ or at best
erratic when run astern.

Diesel and Steam Engines

Diesel quick response
Number of starts
Steam
Slow response
Numerous movements

Canals Rivers Narrow

Channels
Squat
Bank Effect
Shallow water
Interaction

Effect of Narrow Channels

Surge Effect
Build up of water ahead of vessel
A drop in water level astern of vessel

Closing in on one side

Venturi Effect
Causes increase in velocity of water on the bank
side
drop in water at the bank side
Cushion effect at bow suction effect at stern
Cushion
Effect

Fast
Water

Suction Effect

Squat
The bodily sinkage of a vessel making way
most noticeable in shallow waters

9m
10m

Interaction between Vessels

Interaction between vessels arise from changes in
the pressure fields surrounding the vessels when
they pass close.
The pressure field pattern around a vessel with
headway is shown:

Interaction
A high positive pressure near bow
A negative pressure near amidships
Positive pressure at stern

Head on Encounter
Meeting and Passing (1)

When 0.75 -0.5 nm apart both vessels break to starboard

As both ships pass positive pressure at the bows will cause

them to repel each other
Port helm required to balance interaction effect, speed increase
may be required.

Meeting and Passing

Narrow Channel (2)
For a short Interval pressure at the bows is
balanced - apply starboard helm to
neutralise stern suction if required

Meeting and Passing (3)

Both vessels are drawn together by reduced

pressure between hulls; bank effect may cause
swing to port which should be controlled with
starboard helm but not stopped

Results of correct Action

Upon Meeting (4)

As vessels clear each other, the sterns will be

drawn together due to negative pressure, use of
helm to control swing but keep vessel turning to
starboard until return to course

Meeting and Passing in

Narrow Channel (5)
Both vessel should end up mid channel when
clear

Overtaking another vessel

close aboard

Should be avoided

Overtaking another vessel

close aboard
Pressure build up at the bow of the overtaking
vessel can cause other vessel to turn across the bow
if uncorrected.
Vessel being overtaken must take corrective action
port helm to counteract.

Overtaking another vessel

close aboard
Mutual attraction of the ships stern due to
decreased pressure causes the overtaken vessels to
swing to port.
Starboard helm is required to control the swing.

Overtaking another vessel

close aboard

Suction of bow to stern experienced at the

above situation

Small vessel overtaking

Large vessel

1. Small vessels bow sheers away

2. Small vessel bow sheers inwards
3. Both vessel bodily attracted
4. Small vessels bow sheers away
5. Small vessel sheers across bow of larger
vessel

Passing Moored Vessels

Vessels are surged by passing vessels
Reduced speed whenever a moored vessel is
being passed

Stern
Repelled

Surge Ahead

Surge Astern

Stern attracted

Effect of Narrow Entrances

Normally Vessels require the assistance of tugs
However small vessels may make an entrance
unassisted using bold headway

Sheer towards peerhead

Bold correction of helm
and engines to surge ahead
required
Correcting Helm

Fender

Fender
Slack Water

Girding Tugs
Girding a tug occurs:When a towline under stress is allowed to lead
directly abeam from a tug

FULL
ASTERN

Sudden Astern
Motion

Tug Listing
Heavily

Pratical Ship Handling

Mooring Lines:Headline
Fore Breastline
Fore Backspring
Fore Headspring
Aft Backspring
After Headspring
After Breastline
Sternline

Port Side too No Wind or

Stream

25/30

1. Angle of approach 25/30 degrees.

Extension of the fore and aft line
should be just short of final position

Port Side too No Wind or

Stream

2. The approach is made with

steerage way on until there is
approximately the vessels length to
run, at which time the rudder is put to
starboard and propulsion reversed

Port Side too No Wind or

Stream
3. The effect of these actions
is threefold it takes the
remaining way off the vessel,
introduces a degree of lateral
motion and turns the vessel
parallel to the quay

Port Side too with Offshore

Wind
The approach more
positive, at a steeper
angle in calm conditions
and aimed further aft on
berth. The Bow should
be held up to the wind
using port rudder.

Port Side too Offshore

wind

A head rope must be run and used to

check the swing as the remaining
way is taken off. Stern ropes must be
run as soon as it is clear to do so.

Port Side too Onshore

wind

Make the approach at narrow angle aim

for a position several metres to weather
berth, The leeway will bring ship
alongside. The offshore Anchor can be use
to slow the rate of drift of the bow and the
propellor and rudder used against a
forward back spring to prevent the stern
from landing heavily

Port Side too wind ahead

The situation to be avoided here is for the

wind to get inside the on-shore bow.
Otherwise the braking action of the wind
is an advantage. The approach must be
more positive than in calm conditions and
the astern movement judged with care to
prevent the bow from swinging off. The
head rope being run early will help check
this tendancy

Port Side too wind astern

Berthing with wind astern should not

be attempted

Starboard Side too No wind

or Current General
Transverse thrust is going to act against
the swing into the berth. Therefore the
angle of approach is shallow, say 10
degrees, and headway is kept to a safe
min. It is prudent to lead a stern rope
forward to put ashore in case the stern
should hang off. To induce a swing of the
stern to staroard a kick ahead power with
port ruddder should be given just prior to
reversing propulsion and taking all way
off.

Berthing in a Current

Applies to either side

Current stemmed
Rounded under slow ahead
Current set ship down point towards
bow position
Broad angle of approach, form a
tangent of turning circle
Backsprings ashore and secured
quickly

Clearing a Berth with Stream

ahead

Applies to either side

Current stemmed
Rounded under slow ahead
Current set ship down point towards
bow position
Broad angle of approach, form a
tangent of turning circle
Backsprings ashore and secured
quickly

Clearing a Berth with Stream

ahead

Singled up to aft backspring & fore brest

Cants off when ford brest slackened
Inshore water cushion stern from quay
(open wharves this is lost and headway
needed)
Helm used for initial cant
Dangers of fouling stern

Clearing a Berth with Stream

astern

Singled up to ford spring & aft brest

Cants off when aft brest slackened
Inshore water cushion bow from qua
(open wharves this is lost and headw
needed)
Helm used for initial cant

Entering a Dock from a

Stream Running across the
Entrance
2
1

21

Vessel secured to lee pier head

The upstream lines run out (1)
Fenders used, vessel hoved ahead, the
lines are moved to position 2
The vessel is warped around the knuckle
using the lines
Engine ahead movements and inshore
helm used to assist
The long backspring takes a lot of stress
when the stern is in the fast water.
If the manouvre had been made around
the other knuckle the long spring if it
parted a heavy landing on the lee knuckle
to be expected.

Open Moor

T
Tonnes

T
120

Open moor both anchors leading ahead

Lying to single anchor stress on cable =T
If she had 2 stress = 0.5T
When angle between = 120(safe limit) stress on
each cable = T
As angle increases so do the stresses on the
cables (tight span)

Open Moor

Running Moor

Standing Moor

Baltic Moor

Meditereanean Moor

Clearing Foul Hawse

Turning Circles
Shell International Trading and Shipping Company Limited

Dependent on following factors:

Bridge Information Book - Turning Circles

Structural design and length of vessel

5.. cables
TRANSFER

Draught and Trim of Vessel

Size and motive power of Main Engine
Distribution and stowage of Cargo

A
D
V
A
N
C
E

Course
# 180 deg
Speed App 7
kts
Time 5.5
mins
Course
# 270 deg
Speed App 6
kts
Time
8
mins

3.2
C
a
b
l
e
s

... cables
TACTICAL DIAMETER

Wheel over point

Even Keel or listed

4.5.cables
TRANSFER

Position of turning in relation to available depth

of water
A
D
V
A
N
C
E

3.0

Amount of rudder angle applied

External forces affecting drift angle

C
a
b
l
e
s

Course
# 90 deg
Speed App 10 kts
Time
3 mins

... cables
TACTICAL DIAMETER

Wheel over point

Course
# 360 deg
Speed App
kts
Time
mins
Turning Circle at
Full Speed

Course
# 90 deg
Speed App 4.3 kts
Time
8
mins
Course
# 180 deg
Speed App 2.4 kts
Time 12.5
mins
Course
# 270 deg
Speed App 1.6 kts
Time 20.5
mins
Course
# 360 deg
Speed App
kts
Time
mins
Turning Circle at
Slow. Speed

Stopping Distances
The minimum distance over the ground
that a vessel requires to come to rest.
Speed trials on new tonnages determine:
Stopping distances in the following
From full ahead after ordering stop
From full ahead after ordering Crash
stop Full astern (aqpprox 10 x length of
v/l)

Crash Stopping
Crash STOP = Full Ahead- Stop- Full astern
More Effective if =

Slow Ahead
Stop Engines
Slow Astern

Full Astern

Crash Stopping
High Frequency cycling
Using the Drag of the rudder
Hard over each way and reduce
engine revs in stages

Crash Stopping
Low Frequency Cycling
Hard a starboard
until 40 degrees off
course

Hard a port
until back
on course

Hard a
starboard
Full astern

Crash Stopping
A Full turn with gradual engine
reduction
If sufficient sea room

Best to e proceeding at correct speed

then vessel not required to Crash
stop

Turning Vessel Short round

4. As sternway is gathered, the
bow of the vessel
wil cant
to a starboard, main engines full ahead. Stop
2. Rudder
hard
starboard while
the portdoquarter
Engines,
not allow vessel to gather to much headway
move in opposition owing
will
3. Rudder
to the effects of transverse
midships, main
thrust. STOP Engines
engines full astern
5. Rudder to starboard,
engines ahead
1. Start Manoeuvre from port side of channel
to provide the maximum distance for the
headreach movement of vessel

Heavy Weather Manouvering

Points to consider:
Stability
Length of swell
Force of wind
Sychronism - Rolling & Pitching
Head to sea - Pounding
Stern to sea pooping and broaching

Heavy Weather
Dangers
Synchronism
Pooping
Pounding & Pitching
Broaching

Synchronism
If vessel disabled or stopped will lie
beam on to sea synchronised rolling
Attempt to bring head to wind. use
anchor chain as a drag
If Making way a small adjustment of
course
If Synchronised pitching adjust speed

Pooping
Following waves
Crashing down on poop
structural damage

Pounding & Pitching

Ford end slamming into sea
to prevent
Slow down
or change course

Broaching
Surfing with following seas
Loosing steerage and stern being pushed
beam on to sea

Heavy Weather Manouvering

Points to consider:
Stability
Length of swell
Force of wind
Sychronism - Rolling & Pitching
Head to sea - Pounding
Stern to sea pooping and broaching

Turning in heavy weather

Check the state of the sea
Have man on wheel and engines ready
Inform all departments
Watch for lull or an area of relative calm
sea
At this juncture wheel over and engine
full to kick her round keeping a close
watch on oncoming waves.

Heave to
Heavy seas endangering ship
Option to heave to
Vessel head is brought to wind and speed
is adjusted to maintain vessels head to
wind
Beware pitching & pounding
a point off the wind to ride the waves is
more advantageous

Manouvres
Turning Short Round
Manoverboard
Manoeuvre to minimise collision damage

Manoverboard Manouvre
Determined by Type of Vessel
Proximity of traffic
Time of discovery and circumstances of
Case immediate or delayed turn?
Williamson, Scharnow, single turn, double
turn.

Williamson Turn
Vessel steadied
when course has
altered by 60o

Immediate and Delayed Action

Helm placed hard

over the other side
immediately
Helm initially placed
hard over to the side
from which the man
fell

Steadied and Engine

revolutions controlled for
manoeuvring

Vessel should
round to the
reciprocal of
Original course

Scharnow Turn
Rudder Hard Over

When heading 20 degrees

short of opposite course
rudder to midships position
so that ship will turn to
opposite course

Delayed action Manoeuvre

After deviation
from original
course by 240
degrees rudder
hard over to the
opposite side

Single Turn (270 degree)

Immediate Action Situation

Rudder hard over

After deviation from original course by

250 degrees rudder to midships position
and stopping manoeuvre to be initiated

Double Turn
Rudder hard over
to side of casualty

30

Hard over again

when original
position 30 degrees
abaft
Steadied on
reciprocal
course

Crash Stopping
Crash STOP = Full Ahead- Stop- Full astern
More Effective if =

Slow Ahead
Stop Engines
Slow Astern

Full Astern

Crash Stopping Low

Frequency Cycling
Hard a starboard
until 40 degrees off
course

Hard a port
until back
on course

Hard a
starboard
Full astern

Manoeuvre to Reduce
Collision Damage
If imminent collision is foresaw
Vessel should be manoeuvred to minimise
damage either
A Glancing blow
Or if no option
Present the bow as engineroom and
sensitive areas are aft.

Anchoring
Running Moor
1. Port Anchor Upstream
Anchor dropped first