BASIC SHIPHANDLING

CAPT. R.V RAJESH NAMBIAR

 INTRODUCTION
Ship Handling and Maneuvering is defined as the art of proper
control of a ship while underway, especially in harbours, around
docks and piers.

Ship handling is both a science and an art. Science because it

requires knowledge of various forces acting on the ship. Art
because it requires the skills of an experienced navigator to use
these forces in his favour.

We may learn the science part from the various ship handling
courses. But the art can only be learned from experience.
 INTRODUCTION
It is one of the skills that any ship handler finds very satisfying
when well accomplished. The most basic thing to be understood
in ship handling is to know and anticipate how a ship behaves
under all circumstances and what orders should be given in
order to make the ship behave and move exactly the way you
want her to.
 ON WATER & ON GROUND
The difference between the ships’ heading and the actual
direction of movement of the ship should also be constantly
attended to as this is essentially important at slow speeds and
when there are wind and current.
 SHIP MOVEMENT
 Three basic ship motions:
 1. Longitudinal motion (forward or astern).
 2. Lateral motion (sideways).
 3. Rotational or turning motion.
 BASIC VESSEL BEHAVIOR

Depending on the type of propeller, a ship with a single

propeller when run ahead from stop cants to either port or
starboard – RIGHT HANDED / LEFT HANDED.

The force with which the water acts upon the propeller blades is
not just in the longitudinal direction but also has an athwart
ships component known as Transverse thrust.
 BASIC VESSEL BEHAVIOR
When to put astern from stop the stern cants at a fast rate to port
or starboard.
 BASIC VESSEL BEHAVIOR
PADDLE WHEEL EFFECT/PROPELLER WALK /
ASSYMETRIC THRUST

It is the term for a propeller's tendency to rotate a boat about its

vertical axis (also known as yaw motion). The rotation is in
addition to the forward or backward acceleration.
BASIC VESSEL BEHAVIOR
 SIMPLE MANOEVERING
SHORT ROUND TURN

consider a situation where you have anchored in a very

congested anchorage and you need to pick up the anchor
and turn the vessel.

In this situation if you have bow thruster fitted, it is easier to

turn the vessel. But how to turn the vessel at its position if you
do not have bow thruster.

For right hand fixed pitch propellers, it is always easier to turn

the ship on starboard side.
 SIMPLE MANOEVERING
SHORT ROUND TURN
 Wheel hard to starboard and give a quick burst ahead on the engines.
Ship will start to turn to starboard. Do not gather too much ahead speed.
Just about when speed is around 0.5 Knots, stop the engine.
 Wheel amidship, give a quick burst astern on the engine. As the engine
goes to stern, the bow will start to move to starboard. This will help the
starboard turn as well as reduce the forward speed of the ship.
 As the ship gains some sternway (around 0.5 knots), stop the engine.
 Repeat the above steps and keep the vessel turning to starboard.
 PIVOT POINT
Pivot point means the center of any rotational system.

It is very vital to know the location of the pivot point as the ship
handling depends greatly on knowing the location of the same.

The pivot point is not a fixed point. It changes the location

depending on the below factors
 PIVOT POINT
When the vessel is at rest or static, the pivot point is almost the
same as that of the center of Gravity, which is denoted by G.
 PIVOT POINT
When the vessel moves forward, the position of pivot point
shifts forward. The new pivot point will be about 1/4th of the
Length of the vessel from the forward
 PIVOT POINT
When the vessel moves astern, the position of the pivot point
shifts towards the stern.The new pivot point will be about 1/4th
of the Length of the vessel from the stern.
 PIVOT POINT
When the vessel is berthing and the speed of the vessel is
almost zero

In this condition the pivot point almost coincides with the

center of gravity. So there will not be any turning force acting
on the vessel (provided that the tugs are pulling with the same
force).Therefore the vessel moves only laterally in the direction
of the tugs pull or push.
 PIVOT POINT
While the vessel is berthing with tugs F & A and having
sternway

Since the pivot point has shifted more towards the stern, the
effect of the Forward tug will be increased automatically.

The reason being that the turning lever for the Forward tug has
been increased, because of the shift of the pivot point.
 BASIC VESSEL BEHAVIOR
When a ship has headway and the rudder is put over to one side, the
vessel turns to the same side where the rudder is turned. Thrusters, on
the other hand, move the vessel’s end sideways. Thrusters, depending
on its design increase its effectiveness as the vessel slows down.

When proceeding astern the rudder to be preferably kept to mid ships

especially for low draft / ballast condition.

Propeller cavitation also can be prevented by keeping the rudder

amidships.

Better to steer from the bow thruster / forward tug due to the longer
lever.
 INFLUENCING FACTORS
External Factors/forces:
 Tide.
 A sudden change in wind velocity and direction (gust).
 Set and drift.
 The proximity of other vessels.
 The depth of harbours.
 INFLUENCING FACTORS
Internal Factors/forces under the control of the Shiphandler:
 Engine power.
 Speed.
 Effect of the type of propeller.
 INFLUENCING FACTORS
Internal Factors/forces under the control of the Shiphandler:
 Rudder movement and type.
 Thrusters.
 Anchors and mooring lines.
 Tugboats.
 INFLUENCING FACTORS
The effects of external forces may become advantageous or
disadvantageous to the ship handler.

It is best that these effects are foreseen beforehand so that

necessary steps to counter or make use of them during the
maneuver are made.

As some experts put it; “ the art of ship handling involves the
effective use of the forces under one’s control to overcome the
effects of external forces”.
 INFLUENCING FACTORS
Among the external forces, the effects of the wind and current
are the most important.

These forces greatly affect the movement of the ship.

When there is wind blowing on one side of a high sided ship

moving ahead, she will not move along the line of the intended
course line but rather drift towards the lee side of the ship.
 INFLUENCING FACTORS
If a current is acting on one side of a ship, she will behave in
the same manner, that is, she will be moving diagonally in the
direction where the current is setting although her heading is on
the course steered.

To attain the desired track we make allowance for set to

compensate for a current and allowance for leeway to
compensate for the wind.
 INFLUENCING FACTORS
IMPORTANT

Currents affect ships more than the wind and allowances made
to compensate for these factors are called set because generally
it is not possible to separate the difference.

The angular difference between the ship’s heading and the

course made good is called the drift angle.

But there is one force that we can use to our advantage. That is
the force of resistance from the water itself.
 SHORE EFFECT
When a ship moves through restricted waters, it has to navigate
close to the shore and other manmade structures because of
limited navigable width. The shallow water and proximity of
the sides of the channel effects the ship navigating through the
restricted waters. These effects cause errors in maneuvering
which can lead to grounding or collision.

Any ship (regardless of its size) navigating

through restricted waterways is heavily affected by
hydrodynamic effects.
 SHORE EFFECT
Squat effect: 

When a ship moves through the shallow water, some of the

water displaced rushes under the vessel to rise again at the
stern. This decreases the upward pressure on the hull, making
the ship sink deeper in the water than normal and slowing the
vessel. This is known as squat effect, which increases with the
speed of the vessel.
 SHORE EFFECT
Bank effect: 

Bank effect refers to the tendency of the ship’s stern to swing

towards the near bank when the ship is operating in a river or
restricted waterway.
 SHORE EFFECT
Bank Cushion effect:

When the ship is near to the bank, the water is forced between
the narrowing gap between the ship’s bow and the bank. This
water tends to pile up on the starboard side of the ship, causing
the ship to sheer away from the bank.
 SHORE EFFECT
Bow Cushion & Bank Suction effect in Narrow Channel:

When the ship is proceeding close to one side of the canal, the
increase in the velocity of flow between the hull and the near wall
coupled with decreased velocity of flow between the hull and the
far wall created a force that draws the ship towards the near wall.

Meanwhile, displaced water mass is accumulated between the bow

of the ship and the near wall, generating a high water region
creates a repulsive force towards the far wall at the bow, tending to
swing the bow towards the far end.
 SHORE EFFECT
Bow Cushion & Bank Suction effect in Narrow Channel:

 Occurs in narrow channels near proximities of banks.

 There is a tendency for the bow of a ship to be pushed away from the bank, called bow
cushion.

 The ship moves bodily towards the bank, which appears at the stern, called bank suction.

 Caused by the restricted flow of water on the bank’s side.

 Velocity of water to the bank increases and pressure reduces.

 Results in drop of water level towards the bank.

 As a result, a thrust is set up towards bank.

 A vessel approaching to the bank will have to apply helm to the bank and reduce speed to
prevent the sheer from developing.
 SHORE EFFECT
Bow Cushion & Bank Suction effect in Narrow Channel:
 SHORE EFFECT
Interaction

When two vessels are moving at high speed on opposite courses

and passing close to each other, the pressure builds up at the bow
section between the two vessels; this causes them to swing off
course and their sterns to come close together, with the possibility
of collision. A similar interaction occurs when two vessels are
moving in the same direction; the bows of the two vessels will
swing away in opposite directions, causing the sterns to come
close together.
 INTERACTION
The interaction is more dangerous when a large vessel is overtaking
a smaller vessel. The water pressure builds up at the bow of the
large vessel, pushing the stern of the small vessel away and causing
the small vessel to swing across the path or towards the side of the
large vessel. This interaction also affects a vessel moving near a
shoal; the ship will tend to swing away from the shoal.

When a ship moves through the water, due to the changes in

pressure and water displacement it tends to sink lower. At moderate
speeds most vessels tend to trim by the head, but at high speeds
vessels might trim by the stern. When a ship is moving through
shallow water, it tends to sink lower.
 SIMPLE MANOEVERING
RUDDER CYCLING

Imagine we are moving at some speed to approach a port and

suddenly we are asked to wait for the pilot. This is a common
situation Masters are subjected to at many ports.

Rudder cycling is most effective way to stop a ship without

changing the heading.

It uses the resistance of water on underwater hull area to reduce

the speed of the ship.
 SIMPLE MANOEVERING
RUDDER CYCLING
 Considering port side is safer than starboard side
 Put the rudder on hard to port side
 When the ship has turned to 20 deg from the original course, put the telegraph to half
ahead
 When the ship’s heading is 40 degrees from the original course, put the rudder on hard
to starboard
 When the ship’s heading just starts to turn to starboard side, make the engines on slow
ahead
 When the ship’s heading has returned to original course, put the rudder to hard to port
 When the ship just starts to turn to port, put the engine to dead slow ahead
 When the ship’s heading returned to original course, put the rudder on hard to
starboard to check some of the port swing.
 When the ship still has some rate of turn to port, put the rudder midship and go full
astern on the engines to stop the ship
 SIMPLE MANOEVERING
Inertia Stop
 When the engine of the ship is stopped, the ship will continue moving
in the same direction for some more distance due to inertia. Here no
astern command is given (used to produce “braking effect” for ships),
and hence ship will travel more distance in the inertia stop method.

Crash Stop
 Crash stop is usually the term used when the ship has to sudden stop in
emergency situation. Here the engine, which is moving in an ahead
direction is given an order for full astern, leaving the rudder in the mid
ship position to stop the ship within minimum distance and shortest
possible time.
 SIMPLE MANOEVERING
BOW THRUSTER & STERN THRUSTER

Maneuvering thruster (bow thruster or stern thruster) is a

transversal propulsion device built into, or mounted to, either the
bow or stern, of a ship or boat, to make it more maneuverable.

Bow thrusters make docking easier, since they allow the captain
to turn the vessel to port or starboard side, without using the main
propulsion mechanism which requires some forward motion for
turning;[1] The effectiveness of a thruster is curtailed by any
forward motion.

A stern thruster is of the same principle, fitted at the stern. Large

ships might have multiple bow thrusters and stern thrusters.
 SHIP TO SHIP OPS
In the open waters the standard Approach Manoeuvre begins at
distance of 0.5 Nm from the destination point and finish at
approximately 50‐100 m off.

The mooring lines start about 20‐30 m away from each ship.
Normally the manoeuver will be made with the wind and sea
ahead, however local conditions and knowledge may indicate
an alternative side.
SHIP TO SHIP OPS
 ANCHORING OPERATIONS
Visual Inspection: Before clearing the anchors, a visual inspection, as far as
possible, should be conducted of the anchoring system. The visual inspection
may include:

confirming power to the windlass

windlass brake assembly

clutch / gear mechanism including securing pins

general appearance of visible components such as D Shackle, 

Crown Shackle, Swivel , Kenter link and short chain

ensure “D” and crown shackle pins in place and tight.

Under the direct supervision of the officer in charge, the procedure for preparing
and lowering the anchors can be completed. Particular care must be taken when
the weight of the cable is secured by the windlass brake only. The anchor party
must be alert to any changing circumstances.
 ANCHORING OPERATIONS
Prior to anchoring, the direction and speed of the current or
tidal stream and wind must be confirmed. Attempts should not,
whenever possible, be made to anchor across the current, tidal
stream or wind. When all the way has been taken off the vessel,
the vessel's head should be close to the direction of the tidal
stream or wind and the bow should not be swinging excessively.
 ANCHORING OPERATIONS
 Master Shall Identify a suitable anchoring position before entering the anchorage area. Conduct
a planned approach including speed reduction in ample time and orienting the ships head prior
anchoring to  
(a) Same as similar sized vessels around or (b) Stem the tide or wind whichever is stronger 

Decide on which method of anchoring to be used and the number of shackles depending on the
depth of water, expected weather and holding ground. A simple rule in determining length of
cable to use:

Standard condition:  
Length of cable = [(Depth of water in meters * 2) + 90 ] / 27.5  
When good holding power can not be expected: 

(e.g. Strong Wind, Strong Current, Harder Sea bottom) 

Length of cable = [(Depth of water in meters * 3) + 140 ] / 27.5

It is suggested the use of radar parallel indexing technique, an effective tool in maneuvering
approach to anchoring position. A fix reference point is necessary in establishing the intended
anchoring position relative to this fix point. 

SMS PROCEDURES & CHECKLIST OVERRIDE ABOVE SUGGESTIONS

 ANCHORING OPERATIONS
DREDGING AN ANCHOR

Ship’s anchors can be used during maneuvering through

channels and other similar areas with restriction in movement.
Dredging anchors is a method which is used to assist a ship in
maneuvering during unavailability or inability of tugs to assist
as required.

A dredging anchor sniffing the bottom of the ship would hold

the bow steady while allowing a ship to move fore and aft, this
would shift the ship’s pivot point forward. Then, to overcome
the anchor’s drag, propulsion is used giving good steering at
low speed.
 ANCHORING OPERATIONS
DREDGING AN ANCHOR

Ship’s anchors can be used during maneuvering through

channels and other similar areas with restriction in movement.
Dredging anchors is a method which is used to assist a ship in
maneuvering during unavailability or inability of tugs to assist
as required.

A dredging anchor sniffing the bottom of the ship would hold

the bow steady while allowing a ship to move fore and aft, this
would shift the ship’s pivot point forward. Then, to overcome
the anchor’s drag, propulsion is used giving good steering at
low speed.
 TUGS
A tug (tugboat or towboat) is a type of vessel that maneuvers
other vessels by pushing or pulling them either by direct contact
or by means of a tow line. Tugs typically move vessels that
either are restricted in their ability to maneuver on their own,
such as ships in a crowded harbor or a narrow canal, or those
that cannot move by themselves, such as barges, disabled
ships, log rafts, or oil platforms. Tugboats are powerful for their
size and strongly built, and some are ocean-going. Some
tugboats serve as icebreakers or salvage boats. Early tugboats
had steam engines, but today most have diesel engines. Many
tugboats have firefighting monitors, allowing them to assist in
firefighting, especially in harbors.
 TUGS
TYPES OF TUGS (OPERATION)

1. Deep Sea
2. Harbour
3. River
 TUGS
TYPES OF TUGS (PROPULSION)

Conventional tug The oldest types of tugs are the conventional

ones. They are still present in almost all the world ports, although
they are pushed away more and more by contemporary tugs with
better manoeuvring capabilities. In the beginning they had steam
propulsion, which has been abandoned. Nowadays, they are
equipped with diesel engines having one or two propellers
respectively. With single propeller, depending on the type, the
most common is the right-handed (although left- -handed are also
quite often met), and are equipped with a classic rudder. The
power plant complex is placed at the stern with the towing hook in
the middle of the tug.
 TUGS
GIRTING OF A TUG

It is the capsizing moment of the tug due to the sudden movement of

ships. The line is usually secured very near to the center of flotation and
for this reason the tug is liable to be girded. This phenomenon is known
variously as girthing, girding or girting, in differing parts of the world.

It can be caused by one, or both of the following ......

The ship turning independently and too quickly away from the
tug.Excessive straight line speed with a tug made fast.Girting: Forward
Let us look at an example of a common situation, with a conventional tug
forward on a long line.
 TUGS
GIRTING OF A TUG
 TUGS
GOB ROPE
 TUGS
TYPES OF TUGS (PROPULSION)
 The tractor tug represents a completely new and opposite concept of
propulsion order and the turning axis-pivot compared to the
conventional tug. The historical development of this type of tugs started
in 1950 with companies "Schneider" and "Schottel". The main reason
why it has not been used so much is the high price of capital investment.
The basic concept is based on two built-in multidirectional propulsion
systems which work in the cycle of 360 degrees on the principle of two
vertically built propulsion mechanisms with rotating wings placed below
the tug bridge. This type of propulsion system provides excellent
manoeuvring characteristics to the tractor tug. The novelty is that the
propulsion system is always in front of the tow and in this way the
positive turning moment is always present.
 TUGS
TRACTOR TUG
 TUGS
TYPES OF TUGS (PROPULSION)
 Azimuth, more commonly known as ASD (Azimuth Stern Drive),
equipped with two stern engines capable of generating a 360°, all
directional propulsion force. ASD tugs normally have a towing
winch forward and, when commercially required, a towing winch
and/or towing hook aft. This enables them to work successfully on
the vessel's stern and shoulder. Also, when required, they can operate
in 'Bow-to-bow' mode. 'Push/pull' mode provides great flexibility
and speed during operation. The most common usage of ASDs is for
harbour towage, with average bollard pull now around 65 tonnes
(and increasing). To obtain even greater bollard pull (while retaining
small hull sizes), tug builders are increasing the hull strength.
 TUGS
AZIMUTH STERN DRIVE
 WHEEL HOUSE POSTER
As per IMO Resolution A601(15),  Provision and display of manoeuvring information on
board. Applicable to all ships to which SOLAS applies

Wheelhouse Poster

Should be permanently displayed in wheelhouse

It should contain:
General particulars
Detailed information describing the manoeuvring characteristics of the ship

Shall be of such size to ensure ease of use

Manoeuvring performance of the ship may differ from that shown on the poster due to
Environmental Conditions
Hull Conditions
Loading Condition
WHEEL HOUSE POSTER
WHEEL HOUSE POSTER
TURNING CIRCLE
ICS BRIDGE PROCEDURES
GUIDE
ICS BRIDGE PROCEDURES
GUIDE