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

Bow to
Starboard

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

A Build up of
Lateral
resistance

Sinkage

Low Pressure Area

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

Pivot point
moves aft
New Pivot
point
Rudder force
less effective

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

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 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
A
D
V
A
N
C
E

Position of turning in relation to available depth

of water
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

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

Strong Suction

Strong Suction

Weak Suction

Transverse Thrust

Weak Suction

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

10m
9m

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

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

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

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

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
Steadied and Engine
placed hard over to revolutions controlled for
the side from which manoeuvring
the man fell

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

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.

Test
List factors /components with regard
to turning circles
Describe Bank effect, following
current.
Describe transverse thrust right
handed prop
Describe how to heave to for a vessel
proceeding with the weather