STCW Code Table A- II/ 1
SEAM 325
SHIP HANDLING AND MANUEVERING
INSTRUCTOR
CAPT. FLORO R. PUSTA JR
PRELIM
WEEK 2
TOPICS:
Ship Handling
-Effects of the following in Ship Handling:
a. Wind
b. Current
c. Squat
d. Shallow water
SHIPHANDLING and MANUEVERING
Means the proper control of a ship when:
● underway
● harbor water
First know certain factors to successfull and basic
thing be understood in all activities how the ship
behaves under all circumtances.
● stopping distance, turning circle
● what order to be given, the ship exactly
the way want her to do.
● give the correct and exact order to
counter an undersired movement.
BASIC MOTION OF THE SHIP
LONGITUDINAL - forward movement
> tugboat’s
> main engine
LATERAL - sideways motion
> tugboat’s
> thruster’s
> main engine’s
ROTATIONAL - rotating motion
> tugboat’s
> main engine’s
> thruster
SHIP’s CAN MOVE
diagonally depending upon the forces acting on her both longitudinal
and lateral motion.
While proceeding ahead by her engine, current, wind acting on one side.
Speed could be obtained from GPS, Doopler log
Fixed position is not advisable either by two bearing or a radar fix
Ship other behavior depend when her equipment is in operation
Type of propeller - CPP, FFP, KORT, PADDLERS, ETC.
Bow thruster s moves in a sideway
Single propeller is run ahead from the bow cants (turn) to port/starboard
Astern from stop the stern cants at fast to port/starboard
When rudder is put over to one side, the bow turns to the side where
the rudder turned.
FACTORS and FORCES INVOLVED IN MOVING THE SHIP
Ship could be handled correctly, you should understand the forces & factors
INTERNAL FACTORS:
> engine power or speed
> type of propeller
AZI POD
PROPELLER
> rudder movement ( angle )
> bow thruster
> employed tug boat
Under control by the shiphandler
> EXTERNAL FACTORS:
: velocity and direction of the wind and current
: depth of water ( confines or restricted water )
: action of tides and waves
: ship momentum depending of the ship’s displacement/speed
: current acting on the side while underway ( apply leeway )
This should be fully understood so make some allowance
Maybe can be used for advantage
: current ahead - ship has a better steerage especially for
docking manuever.
: wind and current astern can economize on fuel concumption
THIS MAYBE FAVORABLE or UNFAVORABLE MAKE USE OF
THEM OR COUNTER THEM
EXTERNAL FORCES ARE NOT UNDER COTROL BY THE MASTER
WIND and CURRENT THE THE MOST IMPORTANT OF SHIP MOVEMENT
> Wind blowing on one sided of a high sided ship
she will not move on the intended course line
if a current acting on one side of a ship, she
will behave in the same manner she move
diagonally in the direction where the current
is setting although her heading is on the
course heading.
therefore, make allowance for set to
compesate for a current and allowance for
leeway to composate for the wind
SHIP’s ARE GENERALLY AFFECTED MORE BY
CURRENT THAN WIND.
APPLICATION of ALLOWANCE for SET OF CURRENT
The amount of drift angle depend on:
● load condition of the ship
● speed of the ship
● velocity of the wind or rate of the current
● direction relative to the ships fore & aft line
● there is also effect to the speed if the
current is ahead or astern.
OTHER VARIABLE FACTORS AFFECTING SHIPHANDLING
Delay in time between you given order and execution of the order
will affect how you intent to move the ship
.> human factor
individual the order may different response
Breakdown or failure of the equipment needed
Communication defetive system
● bridge to engine room
● bridge to the forward and aft of the ship
● language problems
different nationalities of crew and officers
that lead to misunderstanding.
The shiphandler should always be ready to take
The most effective reaction is case his order is
Not immediately caried out and must have a
CONTIGENCY PLAN prepared in advance.
MOMENTUM OF THE SHIP
> in slowing down or stopping the ship, or turning
her to port/starboard, another factor to be considered
is the momentum of the ship.
● when the engine is stopped the ship continues
on her forward movement
● when the rudder is put amidship the swing
continues although gradually becomes slower.
● the motion is caused by the product of her
displacement (mass) and speed
HANDLING SHIP IN DIFFERENT CONDITIONS THEN YOU WOULD BE ABLE
Good estimate of how momentum influence the ships movement
● loaded condition will have more momentum than
light condition
● large vessel will have more momentum that small one
Alternative, know the distance from the place you want the ship
to have No more head reach when the engine is stopped.
OBSERVATION
● HARD RUDDER FROM PORT TO STARBOARD THIS WILL GIVE
YOU A SHORTEST DISTANCE BUT IT DEPEND UPON THE
CIRCUMTANCES.
S U M M A R Y
> the shiphandler should, therefore:
● understand the forces and factors
● know the effect of forces under control and not
under control
● how to make use of them or counter them
● know exactly how a ship will behave when a force
is acting on her
● when the combined actions of the engine and
other manuevering equipment and external forces
are acting together.
● giving a correct order she will move exactly the
way he want her to do.
● JUDMENT and FEEL, play a big part in handling rather than
accurate measurement of forces affecting the ship.
STCW Code Table A- II/ 1
Effect of wind and current on ship handling
Effect of wind on ship handling
Effect of wind
• Every vessel shows different characteristics when it comes to the distance covered when
a stop signal is given due to difference in dimensions, loading and ballast conditions. It is
very important for a navigating officer to learn the principles of passage planning and
understand his ship’s characteristics as a small mistake in understanding may lead to
collision, grounding or other kind of mishaps. As we all know, ship like any other
transport utility does not have brakes to make them stop immediately. When the engine
is given stop order, the ship will continue moving in the same direction due to inertia and
will come to stop after moving for some distance. Every ship has two different stopping
distances–
STCW Code Table A- II/ 1
As we all know, wind causes the surface of the water to become
disturbed and at times, this can produce uncomfortable and
dangerous conditions.
When ship is at slow speeds during maneuvering or near to the coast, wind
direction is easy to find; but this is not the case when out at high sea. The direction
of the wind perceived when standing on deck is its relative direction. This is the
resultant of the true direction of the wind and the course steered by the ship.
STCW Code Table A- II/ 1
Effect of wind on ship handling
Seawaves are caused by the direct local action of the wind.
As the wind gets to about 8-10 knots the crests of the waves steepen until they become unstable and break producing
white caps
STCW Code Table A- II/ 1
Effect of wind on ship handling
The strength of the wind, the length of time it has been blowing and
the uninterrupted distance it blows over will determine the size of the
waves. This distance is called ‘fetch’.
STCW Code Table A- II/ 1
Effect of wind on ship handling
Windage Area
The exposed area of the ship where the effect of wind is more
prominent.
The wind effect on the same ship will be different at different places, depending upon the draught condition of the ship.
Effect of wind on ship handling
Windage Area
Vessels such as containers and Ro-Ro ships have large freeboard and are thus
more affected by winds.
One of the natural factors about which every navigator should be very careful while steering a ship is – the wind.
Effect of wind on ship handling
Windage Area
A wind with force of 3-4 on the
Beaufort scale will have similar effect
in light condition as with wind force
of 7-8 when the ship is down to her
marks.
Effect of wind on ship handling
Various Ship’s Conditions:
Ship even keel and stopped / Beam wind
Headway / Beam wind
Stern way / Beam wind
Vessel stopped & trimmed / Beam wind
Headway & trimmed Vessel / Beam wind
Effect of wind on ship handling
Various Ship’s Conditions:
Trimmed vessel / Sternway / Beam wind
Ship underway with wind from right astern
Ship underway with wind on the bow
Ship underway with wind on quarter
Effect of wind on ship handling
Ship even keel and stopped / Beam wind
The funnel aft acts like huge sail : large area of superstructure + funnel
Wind Pivot Point
Wind on Starboard Beam
Effect of wind on ship handling
Ship even keel and stopped / Beam wind
Greatly affects the area of freeboard from forward of bridge to bow
Freeboard
Wind Pivot Point
Wind on Starboard Beam
Effect of wind on ship handling
Ship even keel and stopped / Beam wind
Result: ship not turning and stopped with wind on the beam or just abaft the beam.
Wind Pivot Point
Negligible Turning Lever
Wind on Starboard Beam
The length of the turning lever is too small for a vessel to turn.
Effect of wind on ship handling
Headway / Beam wind
Pivot point moves forward
Pivot Point
Turning Lever
Wind on Starboard Beam
Turning lever between Pivot Point and Wind and the ship swings to starboard.
Ship underway with wind from abeam
When the ship is underway with the wind flowing from abeam, the steering of the ship is not affected. However, depending
on the strength of the wind, the ship drifts sideways due to leeway and this has to be accounted for while handling the ship.
Effect of wind on ship handling
Headway / Beam wind
IMPORTANT REMINDERS:
When approaching the berth the vessel’s speed decreases and the wind
Effect gets greater: it require considerable corrective action.
Effect of wind on ship handling
Stern way / Beam wind
Pivot point moves aft creating a different turning lever
Pivot Point
Turning Lever
Wind on Starboard Beam
The bow fall off the wind or with other words the stern seeks the wind
With sternway is wind effect less predictable and more complex
Effect of wind on ship handling
Vessel stopped & trimmed / Beam wind
The pivot point of a stopped vessel coincides with the center of gravity of the underwater profile
Center of Gravity
Pivot Point
Effect of wind on ship handling
Vessel stopped & trimmed / Beam wind
When trimmed by the stern, pivot point moves aft (A to B)
Pivot Point (A)
Pivot Point (B)
Effect of wind on ship handling
Vessel stopped & trimmed / Beam wind
The windage area is bigger at the bow and the center of wind pressure moves forward
Wind on Starboard Beam
Effect of wind on ship handling
Vessel stopped & trimmed / Beam wind
Pivot Point (B) Pivot Point (A)
Turning Lever
Summary: Vessel stopped & trimmed / Beam wind
Wind on Starboard Beam
1. Pivot point moves aft
2. Wind pressure tend to move fwd
3. Bow swing to leeward
Effect of wind on ship handling
Headway & trimmed Vessel / Beam wind
When the same vessel gets headway: pivot point moves forward, ahead of the beam
wind - the turning moment changes from direction and the bow turns into the wind.
Pivot Point
Wind on Starboard Beam
Effect of wind on ship handling
Trimmed vessel / Headway / Beam wind
Summary:
Wind pressure moves forward and very close to Pivot Point
The turning lever is reduced and the vessel has tendency to fall off
Ship difficult to keep head to wind especially with SBM mooring
operations
Effect of wind on ship handling
Trimmed vessel / Sternway / Beam wind
When the same vessel gets sternway: pivot point moves aft of the beam wind -
the turning moment changes from direction and the bow away from the wind.
Pivot Point
Wind on Starboard Beam
Turning Lever
Effect of wind on ship handling
Trimmed vessel / Sternway / Beam wind
Summary:
Performance when backing is seriously altered
The bow wants to fall off rapidly
When berthing with beam wind: ship difficult to hold in position
The stern seeks the wind
Always try to use the wind to your advantage « poor man’s tug »
Effect of wind on ship handling
Ship underway with wind from right astern
When the wind is blowing from the right astern, steering the ship becomes easy
Such effect is more often seen on ships where the accommodation area is at the aft region.
Moreover, the wind in such case has no braking effect.
Effect of wind on ship handling
Ship underway with wind on the bow
In lighter conditions, the effect on the ship’s stem is larger and this
tends the ship’s head to swing away from the wind (leeward).
This requires the weather helm (helm on the side of the wind) to be
steered continuously.
In case of head wind, the stern part of the ship has the
tendency to pay off on either sides. This is a difficult situation
to tackle and getting the ship back on course is no piece of
cake.
Effect of wind on ship handling
Berthing
Given a choice between head wind & wind from right astern, the head
wind is preferred for berthing.
Effect of wind on ship handling
Ship underway with wind on quarter
The stern tends to swing towards the leeward
Steered towards the wind and the ship is
required to be given a lee helm.
Effects of wind on ship handling
Effect of wind can be summarized as follows:
As a For tight For
BRAKE turn Manuever
STCW Code Table A- II/ 1
Effect of wind and current on ship handling
Effect of current on ship handling
The effects of currents play a very important role on various conditions
during navigation
When the ship is under the effect of on-shore winds
Near off-shore platforms
While manoeuvring in narrow channels and open seas
In inland waters or harbours
Effect of current on ship handling
So, what is sea current or ocean current?
Effect of current on ship handling
A sea or ocean current is a continuous, directed movement of seawater
generated by forces acting upon the mean flow, such as:
Wind Temperature
Breaking waves Salinity differences
Coriolis effect
“while tides are caused by the gravitational pull of the Sun and Moon”
Effect of current on ship handling
Effect of current on ship handling
Overview of Ocean Currents
Effect of current on ship handling
Ocean Currents
A current (mass of water) is several hundred times denser than air / generates
forces of great magnitude
In open sea a ship is handled in the same way with or without current
The ship in a current is being carried away relative to fixed objects (buoys,
anchored vessels, obstructions…)
Prior to start any manœuvre: assess tidal strength and direction in order to
ascertain sufficient space
Effect of current on ship handling
Current acts on underwater portion of ship
Effect of current on ship handling
Position of Pivot Point when sailing with current
Pivot point
ground speed = speed in water + speed of current
Pivot Point will move aft when ship is sailing with the current
Effect of current on ship handling
Tide from astern
Manuever:
To reduce speed: engine astern / pivot
point moves after + transverse thrust
Effect of current on ship handling
Tide from astern
Manueverability:
Most unsatisfactory situation
Extremely difficult to keep positive control of the ship
To keep pivot point ahead, ship must be running at a speed over ground
much higher than speed of the tide: far too fast
Effect of current on ship handling
Position of Pivot Point when sailing against current
Pivot point
ground speed = speed in water – speed of current
Effect of current on ship handling
Tide from ahead
Manuever:
Short kicks ahead to maintain headway through the water and
keep pivot point forward with little speed over ground
Effect of current on ship handling
Tide from ahead
Manueverability:
Good steering lever
Good control over the ship
This is known as ‘’ stemming the tide ’’, ship’s speed bigger than current speed.
Effect of current on ship handling
Steering in the current
Movement:
Faster: pivot point near bow, good steering
Slower: same as backing , pivot point near
stern, unstable ship
Effect of current on ship handling
Steering in the current
Moving against the current:
Pivot point in bow quarters, good
steering, stable ship
Effect of current on ship handling
Effect of transverse current
In beam current: ship must compensate the effect of the current
Effect of current on ship handling
Effect of transverse current
Speed of the ship
over water Intended Course
Speed over the
Current speed ground
New Position
Distance travelled
transversely
Effect of current on ship handling
Effect of transverse current
Ship dead in the water:
Force exerted by the current is very large
Proportional to exposed underwater
surface of ship (LxT) and to squared
velocity of current V²
Effect of current on ship handling
Working in a Tide
When tide flows across a berth , it
can be used to:
Improve slow speed control
Create lateral motion
« Always better to stem the tide »
Effect of current on ship handling
Working across a tide
Balance ship’s speed through the water and tidal
stream
Create sideway (lateral motion):
- use rudder angle alone or with kick ahead
- current comes onto opposite bow
- resultant of 2 vectors brings vessel towards
the berth (crablike)
- to stop drift: bring ship’s head into the tide
Effect of current on ship handling
Working across a tide
Be patient
Never rush the manoeuvre
Always put the tide fine on the bow
Don’t put the tide too far around
on the bow:
- good lateral motion
- difficult to bring ship back into
the tide
Effect of current on ship handling
Turning in the current
With the current, the ship makes a wide swing
Against the current it makes a tight swing
Effect of current on ship handling
Turning in the current
Effect of current on ship handling
Swinging on an anchor
A ship with a following tide swing through 180° to
stem the tide prior to proceeding to its berth.
In a narrow waterway the ship swings on an
anchor, keepinga tight control over the position.
‘’This is only possible if the bottom is clear of obstructions’’
Effect of current on ship handling
Swinging on an anchor
Effect of current on ship handling
Swinging on an anchor
The manoeuvre depends on experience and skill and:
Depth of water
UKC (Under Keel Clearance)
Strength of the current
Type of bottom
Type of engine power available
Size of the ship
Amount of room available for turn
Effect of current on ship handling
Bends in a tidal River
The tide may be of different
strengths :
rapidly on the outside
weaker on the inside of the bend
Effect of current on ship handling
Following Tide
The strong tide is working on the stern with
the pivot point forward:
Good turning lever and strong turning force.
‘’Anticipation + kick ahead and counter rudder’’
Effect of current on ship handling
Following Tide
Caution:
A ship can react violently and rapidly to this
force : never underestimate.
Better to keep more to the outside of the
bend: the ship is always in the area of
stronger following tide.
Effect of current on ship handling
Tide from ahead
When a large ship negotiates a bend in a
channel with current from ahead, better to keep
to the inside so that the bow does not enter the
area of stronger current during the turn.
‘’This side is often the shallow side as well’’
Effect of current on ship handling
Tide from ahead
In this position, the ship’s bow is influenced
by the strong Tide.
Effects:
Turning moment opposes the intended turn.
Risk of grounding
Anticipation with helm and power
Effect of current on ship handling
Approaches
A ship can pass close to shallow areas or man
made structures where the tide changes rapidly
in direction.
If the ship proceeds at slow speed this can
have serious consequences for the
handling.
Effect of current on ship handling
Berthing
The tide is forced to flow faster between
ship and berth:
a low pressure appears
the ship is sucked towards the quay.
Avoid acute angles with a jetty, even with weak tides
Effect of current on ship handling
Berthing
When ship moored or held with the tide on
the beamwith a small UKC:
lateral force created can be enormous
Effect of current on ship handling
Berthing
Tidal flow
Underwater area of ship’s hull blocked the flow of current
Effect of current on ship handling
Blocking Effect
When the UKC is reduced, the tide cannot flow under and is forced to
flow around.
Anticipation of reduced UKC
Effect of current on ship handling
Force of the tide depends on:
Draft and depth of water
Ship’s bow configuration
Velocity of the tide
Under keel clearance
Effect of current on ship handling
Summary: Tidal forces
Force of the tide is directly proportional to the square of the velocity
Force of tide can vary with the depth, a tidal difference of up to
2.5knots over a depth of 5 meter is possible.
A small increase in speed means an enormous increase in force
exerted upon a ship
Published ‘’Tidal Stream’’ is sometimes inaccurate.
PIVOT POINT OF THE SHIP
Turning motion of a ship is about a vertical axis
in the ship.
Axis depend upon the shape of hull and the
center of the different forces that act on the
ship
Axis position is not fixed
Its moves about depending on the condition
and motion of the ship, when force acting her
also change
Viewed from top this axis appears as a point
on the ship’s centerline
DEFINITION OF THE PIVOT POINT
Is imagined as a point
in the ship that is top
of the vertical axis
about which the ship
turn or pivot when she
acted on by foces that
would give her a turning
motion.
PIVOT POINT
> assumes a ship on even keel,
in calm condition and still water
> in this situation no forces
involved and the ship has a pivot
point coinciding with its center of
gravity, approximately amidship.
MAKING HEADWAY
Two forces now come into
play
first, the forward momemtum of the
ship.
Secondly, the longitudinal resistance to
the forward momentum create by the
water ahead of the ship.
These two forces must ultimately
strike a balance and the pivot point
moves forward.
As a rough guide it can be assumed
that at a steady speed the pivot point
will be approximately 25% or a ¼ of
the ship’s lenght from forward.
MAKING A STERNWAY
The situation is now totally reverse.
The momentum of sternway must balance longitudinal resistance,
time created by the water astern of the ship.
The pivot point now moves aft and establish itself approximately
25% or ¼ of the ship’s lenght from the stern.
EFFECT OF BEAM WIND ON A SHIP TRIMMED BY STERN DEAD IN
THE WATER
SHIP UNDERWAY
> there is more underwater resistance on the forward
submerged portion of the shsip and also the point moves forward
of amidship
BEAM WIND
> will affect more the after part of the ship so the bow tends
to turn toward the wind resulting in the heading of the ship that
makes an angle with the course.
this situation can be corrected by using the rudder
SHIP IS MOVING ASTERN
The pivot point shifts close to the astern and the force
of a wind on the be beam would push the ship sideways
but the bow would move faster on account that the pivot
point is closer to the stern, this movement makes the
stern of the ship move into the wind.
In this case, the rudder cannot correct the ship’s
movement because when the propeller is on stern the has
very little effect in steering the ship.
BEHAVIOUR OF SHIP HAVING STERNWAY WITH BEAM WIND.
> when the rudder is turned to one side while the
ship moving ahead.
> the discharge current from the propeller acts on
the face of the rudder.
> its produce a transverse (sideways) force that pushes
the stern towards the side opposite to that where the RUDDER
rudder is turned so that ship’s head turns opposite to
the movement of the stern
> the bernoulli’s effect further influence the rudder
action because at this instance the velocity of the water PROPELLER
flowing on the side of the rudder facing the propeller is
greater than the other side causing a lower on that
side.
> this produces a force called “ LIFT “ which moves
the rudder in the direction of the lift.
S U M M A R Y
> the shiphandler should, therefore:
● understand the forces and factors
● know the effect of forces under control and not under control
● how to make use of them or counter them
● know exaxtly how a ship will behave when a force is acting on her
● when the combined actions of the engine and other manuevering
equipment and external forces are acting together.
● giving a correct order she will move exactly the way he want her
to do.
● JUDMENT and FEEL, play a big part in handling rather than accurate
measurement of forces affecting the ship.
END OF PRELIM
WEEK 2
