Seam 5 Topic 1 Principles of Ship Handling

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Principles of Ship Handling

1:Discuss the principles of ship handling and the effects of the following:
Deadweight, Draught, trim, speed, under-keel clearance, turning
circles, stopping distances.
Principles of Ship handling and maneuvering – is an acquired art,
practiced by harbor pilots. Masters and Officers of large ships seldom
have the opportunity or the necessity to handle their ownships in
confined waters. However it is necessary for ship’s officers to gain
knowledge of ship handling as part of their career.©Safety@Sea
.

Ship handling and maneuvering is Applied Physics. The person in


control of a vessel must have a good working knowledge of that vessel’s
maneuvering characteristics so that he may safely carry out such
operations as docking, undocking, anchoring and turning in confined
water. He must have sufficient understanding of the vessel’s capabilities so
as to prevent the vessel reaching a dangerous position from which it is
unable to escape safely.
In pursuance of the Recommendation on Data Concerning
Maneuvering Capabilities and Stopping Distances of Ships, adopted by
resolutionA.160(ES.IV) on November 1968, and paragraph 10of regulation
11/1 of the International Convention on Standards of Training,
Certification and Watch keeping for Seafarers, 1978, Administrations are
recommended to require that the maneuvering information given
herewith is on board and available to navigator. RESOLUTION A.
601(15)Provision and Display of Maneuvering Information Onboard Ships.
Effects of Deadweight, Draught, Trim, Speed and Under- keel Clearance on Turning Circles and Stopping Distances

What is a turning circle??


Parts of a Turning Circle“ Merchant ships usually turn in a circle having a diameter
of about 3–4 times the length between perpendiculars (LBP). The larger the
rudder, the smaller will be the Turning circle diameter. During the maneuver, the
ship will experience transfer, advance, drift angles and angle of heel. ”Kick
• ADVANCE This is the distance the ship travelled in the direction ofthe original
heading, measured from the point at the moment when helm was first applied
to the turn. Advance Rudder hard over
• TRANSFER - This is the distance of the centre of gravity of the ship from the
original track line. Thus, the transfer for a turn of 90° is the distance of the
centre of gravity of the ship from the original track line when the heading of the
ship is 90° relatively from the original heading, and it is about two ship’s length.
The effects of ocean current

• Ocean currents play a very important role in ensuring the stability of the ship.
The effect of currents therefore must also be considered when handling ships in
waters.
• 27When the ship is in harbors or inland waters and the current is at constant
strength and direction, the ship’s handling becomes considerably easier. Such
conditions exist only in comparatively narrow channels of the rivers. However,
navigational officers should take into account different current streams that can
exist over a small area, within which the vessel has to maneuver. The main
different between currents and winds is that currents affect the ship in definite
and predictable ways, unlike the wind does. Even in open waters, when the ship
is approaching a rig or a mooring buoy, due allowance should be made fo rthe
effect of the current for a safer maneuver. Current from ship’s ahead will reduce
the ship’s speed over ground, improve ships response to the rudder, and also
give more time to assess and correct developing situations.
.•
Shallow Water Effects on Ships–Ship Squat.

• When a ship proceeds through water, it pushes the water ahead. This
volume of water returns down the sides and under the bottom of the
ship. The streamlines of return flow are speeded up under the ship,
causing adrop in the pressure and resulting in the ship dropping
vertically in the water.When the ship drops vertically in the water, it
trims both forward and aft. This overall decrease in the staticunder
keel clearance, both forward and aft, is called Ship’s Squat.If the ship
moves forward at a greater speed in shallow water, where the keel
clearance is 1.0 to 1.5 metres, then there are high chances of
grounding at the bow or stern due to excessive Squat.
.
• Deadweight tonnage (also known as deadweight; abbreviated
to DWT, D.W.T., d.w.t., or dwt) or tons deadweight (DWT) is a
measure of how much weight a ship can carry. It is the sum of the
weights of cargo, fuel, fresh water, ballast water, provisions,
passengers, and crew.
• DWT is often used to specify a ship's maximum permissible
deadweight (i.e. when it is fully loaded so that its Plimsoll line is at
water level), although it may also denote the actual DWT of a ship not
loaded to capacity.
Stopping Distance

• . Stopping distance is the distance, which, a ship will continue to move


after action is taken to stop engines and till the ship comes to rest.
Stopping distance details may be provided for sea speed, harbour
speed, half speed etc. It may be provided for loaded & light
conditions.
• Nowadays the precise course & speed over ground may be read
directly on a GPS receiver. A navigator makes the best use of this
facility. A time speed graph may be prepared for ‘stop manoeuvre.
During an ‘Inertia or simple stop’ manoeuvre carried out in open sea
it may be necessary to take into account the currents, if any, as the
current might continue to carry the ship.
.•Thus a student might Wonder as to ‘why GPS is still showing, say ‘2
knot speed the while Water alongside may appear to be still with
respect to the ship. Out at sea. ship is considered stopped when she is
stopped w.r.t water in which she is floating. The direction and the
motion shown by GPS at that moment are the set and drift the
current. In harbour, a stop as desired by a pilot might mean stop w.r.t
ground wharf, or w.r.t a ship alongside Which your ship is to be double
banked. A student must understand that there is no standard
stopping distance, which is true for all ships.Following observations
are important in relations to stopping distance.
• 1. A ship in loaded condition will take longer to stop then in light
condition.
• 2. A smooth hull vessel will take longer to stop than a fouled hull
vessel for a given speed.
• 3. A loaded tanker or bulk carrier might have to be given stopping
.

manoeuvre well in advance both time wise as well as distance wise. it


may not be required on a medium sized general cargo vessel in light
condition.
• 4. A light draft vessel, with lot of windage area is influenced a lot by
prevailing wind conditions.
• 5. A vessel of fine form will take longer to stop as compared with a buff-
formed vessel of similar draft length.
Inertia Stop
Headway of a ship going ahead is reduced to a stop merely by cutting
of the fuel without reversing the propulsion. Stopping Distance may be
associated with the speed at which the vessel was advancing at the time
of the ‘stop’ order & varies from 10% to 50% of speed in knots
represented in nautical miles.
.
Table showing stopping distance for
different type of vessels.

TYPE OF SHIP SPEED STOPPING DISTANCE INFLUENCE OF WIND

Fine line and fast ship 10 1 nm Strong

Cargo Vessel 145 meters 10 2 nm Strong Loaded

Loaded tanker, Displacement Less as compared to fine line and


2,20,000 tons 10 4.5 nm fast ship
Crash Stop

• In crash stop manoeuvre the ship is stopped by applying astern


power. On a diesel ship it will be done in 3 stages.
• a) Fuel is cut off to main engines.
• b) In spite of fuel cut off, propeller continues to turn due to headway
of the ship. Hence, compressed air is used to actually stop the
engines.
• c) Engines are reversed using maximum power. Rudder normally
being kept amidships.
.
.
.• Head Reach: Is the total distance travelled in original direction.
• Track Reach: Is the total distance travelled along the actual path
.

followed by the ship. An idea of distance travelled & time taken can
be achieved by studying following cases:
. TAPOS NA TO
To be submitted on Classroom for each topic.
[1] What new information have I learned from the activities?

[2] What surprised me about what I learned?

[3] Does my work truly reflect my effort?

Your answer preferably typewritten.

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