Ship manoeuvring

fundamentals
 Ship handling theory
Newton’s First Law of Motion
An object in motion tends to stay in motion.
An object at rest tends to stay at rest.
(Unless acted upon by an outside force)

Newton’s Second Law of Motion

The resulting motion of an object is the sum of
all forces acting on it.

Newton’s Third Law of Motion

Every action has an equal and opposite reaction.
Three basic categories of forces

Uncontrollable

Controllable

Semi-controllable
Controllable Forces

Propellers
Rudder
Bow Thrusters
Mooring Lines
Anchors
Tugs
Uncontrollable Forces
Weather conditions
Sea conditions
Water depth
Width of fairway
Traffic density
 Propellers

Provides the most important source

of force on a ship.

(Usually) makes ship go forward.

Most ships have 2 propellers.

 Propellers
•Forces resulting from the use of the
propellers:
•Forward (or reverse) thrust
•Side Force

Side
Force

Bottom
 Fixed Pitch Propellers

•Cannot change pitch of propeller

•Thrust (speed) controlled by changing speed of thE

shaft

•To go backwards, must stop shaft and spin the shaft

in the opposite direction.
 Rudders

Used to control ship’s heading by moving the stern.

To have an effect, must have a flow of water across

the rudder.

Normally this flow of water is the discharge current

of the screw.
 Rudders
Water
Flow
Acts a wing

Rudder amidships
 Rudders
Water
Flow
Acts a wing

Rudder PS

High Pressure Area Low Pressure Area

Rudder
Force
 Rudders
Water
Flow
Acts a wing

Rudder SB

Low Pressure Area High Pressure Area

Rudder
Force
 Propellers / Rudders

Primary means of controlling the stern

Thrust

Side Force right

turning propeller
Rudder Force
 Pivot Point

•Imaginary point on the ship’s centerline about

which the ship pivots

Pivot Point
Thrust
Side Force
Rudder Force
 Pivot Point

•Usually located 1/3 the length

of the ship from the bow.
•Pivot point is not fixed
 Pivot Point

Forces which affect

location of the Pivot Point

Headway or Sternway
Ship’s Speed
Anchors
Mooring Lines
Tugs
 Wind

Acts on the sail area of the ship

Exposed superstructure
Hull structure

Ships tend to back into the wind (?)

30kts of wind = 1kts of current

 Currents

Acts on the underwater part of the ship.

Navigator continuously computes set and drift.

Semi-controllable Forces

Shallow water effects

Squat
Bank suction
Increased tactical diameter
Passing ships effect
Meeting
Overtaking
 SHALLOW WATER EFFECTS
Depth of Water

Squat - Occurs a high speeds

bow of a ship rides up onto the bow wave
stern of a ship tends to sink

Normally not a problem.

In shallow water, depth of water may not be deep
enough causing the propellers to hit the bottom.
 SHALLOW WATER EFFECTS
Squat

•Proportional to
Speed
Displacement
Depth and breadth of the water
•Can cause ship to strike the bottom
•Reduce rudder effectiveness
•Less speed
•Ship’s wake can be an indicator
 SHALLOW WATER EFFECTS
SQUAT

2.5 X DRAFT

SLOW DOWN TO REDUCE EFFECTS

SHALLOW WATER EFFECTS
Bank suction/Cushion
PASSING SHIP EFFECTS
MEETING/OVERTAKING
 Ship handling Terms

Turning Circle

The path described by a ship’s

pivot point as it executes a 360° turn.
Turning Circle

Tactical Diameter (180°)

Final Diameter (360°)
 Turning Circle

Kick
Final Diameter
Tactical Diameter
 Ship handling Terms

Advance
Distance gained toward the direction of the
original course after the rudder is put over.

Transfer
Distance gained perpendicular to the original
course after the rudder is put over.
 Advance & Transfer 90° Turn

Advance
Transfer

Kick
 Advance & Transfer 180° Turn

Transfer

Kick Advance
 Advance & Transfer 360° Turn

Transfer

Advance

Kick
 Ship handling Terms

Headway
moving forward through the water

Sternway
moving backwards through the water

Bare Steerageway
the minimum speed a ship can proceed
and still maintain course using the rudders
Single Screw Ships
Ship Ahead
Propeller Ahead (right turning)
Rudder Amidships

Water resistance+

Water resistance++
 Water resistance+

Ship Astern
Propeller Astern
Rudder Amidships Water resistance++

Ship follows the rudder:

Ship will tend into the wind:
Ship will tend to port very easily
Ship does not tend to starboard easily
 Ship Ahead It depends the resultant of the
Propeller Astern water flow to the rudder
Rudder Amidships

Water flow ship ahead >>

the discharge current of the screw
Ship will attend to go to SB
Water flow ship ahead <<
the discharge current of the screw
Ship will attend to go to PS
Twin Screw Ships
Ship Ahead
Both Propellers Ahead
Ship Ahead
One Propeller Trailing

Counteract with rudder

Ship Astern
One Propeller Trailing

Counteract with rudder

Ship Ahead
Both Propellers Ahead Different Speeds

Counteract with rudder

Propellers Split
Ground Tackle
 Anchors
Most common anchor
Standard Navy Stockless

Most ships have two

SB anchor - 6 shackles of chain
PS anchor - 5 shackles of chain

Shackle 15 fathoms
90 feet
27.5 meter
 Ground Tackle
Diameter
3/4 - 4 3/4 inch
Length
15 fathom (90 ft) lengths connected by detachable links
Swivel shot
attaches anchor to anchor chain about 6 1/2 fathoms
Hawespipe
casting which chain runs out/stored
Chain stoppers/Chain locker
Anchor windlass
machinery used to hoist anchor
Anchor Commands
Ready for letting go
Secure for sea/housed
Let go the anchor
Set the anchor
Veer to ____ fathoms
Pass the stoppers
Report: on-deck, tending, strain
Short stay - 1 shackle
breaking ground/aweigh
clear of the water
clear/foul/partially fouled
Anchoring

Drag Circle =
scope of chain + distance
from hawespipe to pelorus.

Swing circle =
scope of chain +
length of ship
Scope of Chain
15 fathoms

30 fathoms

45 fathoms

60 fathoms
Scope of Chain

Next to Last Shackle

Last Shackle
Getting Underway from
Mooring to a pier
 Mooring to a Pier

When done properly, handling a ship along side a

pier can be one of the most enjoyable phases
of ship handling.

The guiding principle in handling alongside

should be safety.

The most common mistake for the inexperienced

mariner is bring the ship in too close to the
pier.
Underway from /
Mooring to a Pier
• Concerns:
• Don’t bash your stern in
with the pier
• Don’t hit other ships
• Winds / Currents
• Set on or set off pier?
• Using mooring lines and
tugs as necessary to
control bow / stern
 The “Ideal” Approach

Approach on a converging course 10 to 20

degrees from the heading of our berth.

As we come opposite the berth, swing parallel by

moving the rudder opposite the pier, and stop
the ship.
 The “Ideal” Approach

Stop headway by backing outboard engine.

You can “walk” the ship in broadside by

tensioning line 1 and “twisting” the stern with
your engines.
Less than “Ideal” Conditions

Being Set On:

Bring the ship to a stop parallel to the pier,

with 1/2 a beam width of open water
between you and the pier.

Allow the current to push you onto the pier.

Less than “Ideal” Conditions

Being Set Off:

Make your approach at a larger angle to the

pier at a considerable speed.
Be careful not to part your bow line.