SHIPHANDLING

Science Skill
OR

Art Skill

Shiphandling
Teamwork
?
Appreciating required maneuver and relevant
factors Who should?
Master
Officers
Engineers
Helmsman
Lookout
Crew
Pilot / Harbour master / Mooring crew

TO CONTROL

1. WIND

2.CURRENT
3.SEA & SWELL
4.INTERACTION
5. MOMENTUM

RESOURCES AT
HAND:
1.ENGINES
2.RUDDER
3.THRUSTERS
4.ANCHORS
5.TUGS
6.MOORING
LINES.
7.HUMAN
ELEMENTS

PIVOT POINT
POINT AROUND WHICH THE VESSEL
TURNS DURING A TURN FOR AN
OBSERVER ON THE BRIDGE.
IMMEDIATE AXIS OF TURN.
HAS SHIFTING NATURE
DEPENDANT ON - SPEED-ACCELERATIONDECELERATION-MOMENTUM - WATER
RESISTANCE-CB - DRAFT & TRIM SHALLOW WATER ETC.

At centre of gravity

Pivot Point is L from forward

Pivot Point is L from stern

SLOW SPEED CONTROL

KEEPING RUDDER
EFFECTIVENESS
FULL RUDDER-- KICK AHEAD-STOP -- RUDDER MIDSHIP.
SHORT DURATION OF KICK TO
ACHIEVE SWING.
KICK AHEAD POWER SHP /
DWT.

6 KTS

3 KTS
FINAL STOP

10 CABLES

3 KTS

1KTS
FINAL STOP

10 CABLES

SHP TO DWT RATIO

12,000 dwt

Cargo ship

23,000 dwt

Cont.

60,000 dwt Bulk

80,000 dwt

30,000 shp

15,000 shp

Tanker

250,000 dwt VLCC

11000 shp

20,000 shp

31,000 shp

TRANSVERSE THRUST

HELICAL DISCHARGE - CREATES LARGER

PRESSURE ON PORT OF RUDDER.
UPWARD FLOW FROM UNDER THE HULL ADDS
MORE PRESSURE TO THE DOWN SWEEPING
PROPELLER BLADES.
UNEVEN TURBULENT FLOW.

COMPARATIVELY WEAK FORCE.

GOING ASTERN
BOW TO STBD
SUBSTANTIAL FORCE.
5 TO 10% OF APPLIED
STERN POWER.
FOR EXAMPLE - 80,000
dwt TANKER - 20,000
SHP - STERN POWER
10,000 SHP - 10% 0F
10,000 SHP IS 1000 SHP
--- ABT. 10T.

TT & PIVOT POINT

HEADWAY

LARGE TURNING
LEVER

TT & PIVOT POINT

STERNWAY

SMALL TURNING
LEVER

WEDGE EFFECT, A DEPARTURE

FROM TRANSVERSE THRUST
EFFECT

SWINGS THE WRONG WAY

ANCHORS
ANCHORS & CABLES- QUITE RELIABLE.
THE WINDLASS IS NOT.
1000% INCREASE IN TONNAGE IS
MATCHED BY 250% INCREASE IN ANCHOR
GEAR OR POWER.
POWER TO LIFT ANCHOR & 4
SHACKLES WHILE DEAD-STOP IN
WATER.

MAINLY BRAKE OR GEAR FAILURE

SEEN ON SHIPS MORE THAN 50,000
DWT.

ANCHOR DREDGING
AMOUNT OF CABLE NOT TO EXCEED 1 1/2
TIMES THE DEPTH.
DESIGN SPEED OF WINDLASS SPEED IS 30
ft / Min. .
30 ft / Min. = 3 MINUTES A SHACKLE = 0.3
KTS ON GROUND.
STATIC HOLDING POWER IS THREE TIMES
HIGHER THAN DYNAMIC POWER.

BETTER CONTROL OF SPEED.

IMPROVED STEERAGE.
MINIMUM LATERAL
RESISTANCE.
BETTER CONTROL.
BEST TO TURN SHORT-ROUND.

LATERAL FORCES WHEN TURNING

TURNING
RUDDER FORCE - LATERAL RESISTANCE - PIVOT POINT

INERTIA
1/8 L FROM FWD IS PIVOT POINT AT START.
OPTIMUM RUDDER FORCE.
---------------------------------------------------LATERAL FORCE & RUDDER FORCE
BALANCE EACH OTHER DURING A TURN.
PIVOT POINT MOVES TO 1/2 L.
SKIDDING ON TRACK.

STANDING TURN & KICK-AHEAD.

Reduce lateral resistance to
minimum.
Exploit rudder force to
maximum.
Reduce speed to dead slow or zero - so
that water build-up or lateral resistance
is minimum.
Avoid speed build-up.

Shallow water & turning.

SHALLOW
WATER

LATERAL MOTION
Full bodied ship has large
momentum.
Has large skid and large drift
angle.
Has smaller turning circle.
Fine lined vessel. Small drift
angle Big turning circle.

MOVE ALONGSIDE

KICK AHEAD

APPROACH TO BUOYED
CHANNEL

BETWEEN
BREAKWATERS

TUG
POWER IN SHP = POWER IN Kw x 100 / 74
BOLLARD PULL IN TONNES

100 SHP X K

VALUE OF K
ORDINARY PROPELLER = 1.3
NOZZLE TYPE = 1.6
VOITH SCHNEIDER = 1.0
-------------------------------------------------MOST TUGS POWER RANGE FROM 600 TO 2250 Kw

---------------------------------------------------------

ALLOCATION OF NUMBER OF
TUGS
EUROPORT - TOT. TUG POWER IN
TONNES = VESSEL DISPLACEMENT /
3000.
------------------------------------------------JAPAN - TOT. TUG HORSE POWER = VESSEL
DISPLACEMENT / 10

TOT. TUG POWER IN TONNES = ( VESSEL DISP. X 60 /

100000 ) + 40
-----------------------------------------------------------------------------

SWEDEN - TUG POWER IN TONNES =

( WINDAGE AREA / 1000 ) X ( V2 / 18 )

CONVENTIONAL
TUG
Gob line

CONVENTIONAL TUG
PROPULSION UNIT AFT
TOWING POINT AS FAR FWD AS DESIGN
PERMITS

SLOW & LIMITED ABILITY TO RE-POSITION

PIVOT POINT SHIFTS TO AMIDSHIPS STILL GOOD TURNING MOMENT.
LARGE REDUCTION OF TURNING
MOMENT IF GOB LINE IS RIGIDLY FIXED.
RISK OF INTERACTION OR GIRTING.

TUG INTERACTION

INTERACTION AFT

SHEER TO STERN.
INCREASE OF SPEED.
LAND HEAVILY A/S.

GIRTING
EXCESSIVE
STRAIGHT
LINE SPEED
TURNING
QUICKLY AWAY
FROM TUG.

TRACTOR TUGS
MULTI-DIRECTIONAL
PROPULSION.
UNDER THE BRIDGE LOCATION
TOWING POINT AFT.
OUT-BOARD MOTOR TYPES OR
VERTICAL BLADES.

VOITH
SCHNEIDER
SCHOTTEL

Azimuth stern drive or

ASD tugs

Towing positions forward & amidships.

Two rotating azimuth units mounted aft.
Better directional stability.
Good in open waters.
Improved bollard pull.
Less draft.
Shallow drafts - 3 mtrs.
Less heeling - 15 deg.

DISADVANTAGES.
Susceptible to girting & interaction.
Towing limited to forward position.
Less side-stepping ability.
Squat at stern.
Complex control system.
Propellers susceptible to damage.

LENGTH OF TOW LINE

LONG TOWING LINE - DEEP WATER MAXIMUM PULL POWER

SHORT TOW-LINE - SHALLOW WATER REDUCED PULL

SHORT ROPE - SMALL UKC - PULL

NEUTRALISED
TOWING LENGTH 1.5 TO 2 TIMES THE
TUGS LENGTH.
BREAKING LOAD 3-3.5 TIMES TUGS
BOLLARD PULL. - SYNTHETIC ROPE.

HEADWAY
MORE TURNING
LEVER.

FASTER FLOW OF
WATER, CAUSES
LOW PRESSURE

INDIRECT EFFECT OF TUG WASH IN

CONFINED WATERS

NET SWAY FORCE