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BIBLIOGRAPHIC DATA 1. Report No. 2. 3. Recipient’s Accession No.
SHEET
4. Title and Subtitle 5. Report Date
Investigation of the Effects of Ships' Speed and Directional Stability on Vessel Control September 1982
in Restricted Waterways – Volume ||

7. Author(s) 8. Performing Organization Report No.

M. Gilder, A. D'Amico, K.E. Williams, Ph.D., W. Korosh, and S. Schilling CAORF 42-8118-02-2

9. Performing Organization Name and Address 10. Project/Task/Work Unit No.

National Maritime Research Center, Kings Point, New York 11024 11. Contract/Grant No.

12. Sponsoring Organization Name and Address 13. Type of Report & Period
Covered CAORF
Office of Research and Development Office of Marine Environment and Systems
Maritime Administration U. S. Coast Guard Simulation Experiment
U.S. Dept. of Transportation U.S. Dept. of Transportation 14.
Washington, D.C. 20590 Washington, D.C. 20590
15. Supplementary Notes
Project Managers: J.Puglisi, CAORF; Capt. D.W. Ziegfeld, Capt. D. Charter and Capt. E. O'Connell, USCG

16. Abstracts

Volume II of this report describes Task 4 of a U.S. Coast Guard sponsored investigation of the effects of ship's speed in restric
ted waterways performed at the Computer Aided Operations Facility (CAORF). Task 4 was designed to determine how a
vessel's risk of collision with another ship varied as a function of ship's speed and according to the initial separation of collision
in terms of critical ranges between ships, the types of rudder deflection a pilot must be concerned with and the duration of time
that the possibility of collision exists. Task 4 graphically shows a set of turn circles for rudder deflections from 5° to 35° for
both directionally stable and unstable vessels at 4, 7, and 10 knots.

17. Key Words and Document Analysis. 17a. Descriptors

CAORF
Error Detection
Pilot Perceptual Ability
Rudder Deflection
Shiphandling
Ship Stability
Simulation
Trackkeeping

17b Identifiers/Open-Ended Items

17c. COSATI Field/Group

18. Availabliity Statement 19.Security Classification(This 21. No.of Pages |

Approved for Release Report) UNCLASSIFIED 90 -
NTIS
Springfield, Virginia :* - --- - - - -

Classification (This l 22. Price |

UNCLASSIFIED
 CAORF 42-8118-02-2

TECHNICAL REPORT
SIMULATION EXPERIMENT

INVESTIGATION OF THE EFFECTS OF SHIPS' SPEED

AND DIRECTIONAL STABILITY ON VESSEL CONTROL

IN RESTRICTED WATERWAYS

VOLUME ||

Prepared by

Mark W. Gilder
Anita D. D'Amico
Kent E. Williams, Ph.D.
William M. Korosh
Stephen G. Schilling

SEPTEMBER 1982

PREPARED FOR

U.S. DEPARTMENT OF TRANSPORTATION

MARITIME ADMINISTRATION UNITED STATES COAST GUARD

OFFICE OF RESEARCH AND DEVELOPMENT OFFICE OF MARINE ENVIRONMENT AND SYSTEMS
WASHINGTON, D.C. 20590 WASHINGTON, D.C. 20590
 TABLE OF CONTENTS

Chapter Page

1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.1 introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.2 Description of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.3 Goals and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2

Methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.1 Objective 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2.2 Objective 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
23 Objective 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

3.1 Results; Objective 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

3.2 Results: Objective 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Discussion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

Overall Considerations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

Appendix A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
 LIST OF |LLUSTRATIONS

Figure Title Page

Separation Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Ownship 10 Knots Overtaking Target Ship 7 Knots – 100 Feet Separation Distance . . . . . . . . . . . . . . 8
2A Ownship 10 Knots Overtaking Target Ship 7 Knots — 200 Feet Separation Distance . . . . . . . . . . . . . . 9
Ownship 7 Knots Overtaking Target Ship 4 Knots – 100 Feet Separation Distance . . . . . . . . . . . . . . . 10
3A Ownship 7 Knots Overtaking Target Ship 4 Knots – 200 Feet Separation Distance . . . . . . . . . . . . . . . 11
Ownship 10 Knots Overtaking Target Ship 4 Knots – 100 Feet Separation Distance . . . . . . . . . . . . . . 12
4A Ownship 10 Knots Overtaking Target Ship 4 Knots – 200 Feet Separation Distance . . . . . . . . . . . . . . 13
Ownship 4 Knots Meeting Target Ship 7 Knots – 100 Feet Separation Distance . . . . . . . . . . . . . . . . . 23
5A Ownship 4 Knots Meeting Target Ship 7 Knots — 200 Feet Separation Distance . . . . . . . . . . . . . . . . . 24
Ownship 7 Knots Meeting Target Ship 7 Knots — 100 Feet Separation Distance . . . . . . . . . . . . . . . . . 25
6A Ownship 7 Knots Meeting Target Ship 7 Knots — 200 Feet Separation Distance . . . . . . . . . . . . . . . . . 26
Ownship 10 Knots Meeting Target Ship 7 Knots — 100 Feet Separation Distance . . . . . . . . . . . . . . . . 27
7A Ownship 10 Knots Meeting Target Ship 7 Knots — 200 Feet Separation Distance . . . . . . . . . . . . . . . . 28
Turning Circles for Ownship at 4 Knots and 10 Knots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
5 Arc at 4 Knots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
10 10 Arc at 4 Knots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
11 35 Arc at 4 Knots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
12 5 Arc at 10 Knots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
13 10 Arc at 10 Knots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
14 35 Arc at 10 Knots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

LIST OF TABLES

Table Title Page

Overtaking Situation in Which the Relative Ship Speed is 3 Knots, 7 Knots Overtaking 4 Knots . . . . . . . 5
Overtaking Situation in Which the Relative Ship Speed is 3 Knots, 10 Knots Overtaking 7 Knots . . . . . . 6
2 Overtaking Situation in Which the Relative Ship Speed is 6 Knots, 10 Knots Overtaking 4 Knots . . . . . . 7
Meeting Situation in Which Ownship's Speed is 4 Knots, Target Ship's Speed is 4 Knots . . . . . . . . . . . . 14
3A Meeting Situation in Which Ownship's Speed is 4 Knots, Target Ship's Speed is 7 Knots . . . . . . . . . . . . 15
3B Meeting Situation in Which Ownship's Speed is 7 Knots, Target Ship's Speed is 4 Knots . . . . . . . . . . . . 16
Meeting Situation in Which Ownship's Speed is 4 Knots, Target Ship's Speed is 10 Knots . . . . . . . . . . . 17
4A Meeting Situation in Which Ownship's Speed is 7 Knots, Target Ship's Speed is 7 Knots . . . . . . . . . . . . 18
4B Meeting Situation in Which Ownship's Speed is 10 Knots, Target Ship's Speed is 4 Knots . . . . . . . . . . . 19
Meeting Situation in Which Ownship's Speed is 7 Knots, Target Ship's Speed is 10 Knots . . . . . . . . . . . 20
5A Meeting Situation in Which Ownship's Speed is 10 Knots, Target Ship's Speed is 7 Knots . . . . . . . . . . . 21
5B Meeting Situation in Which Ownship's Speed is 10 Knots, Target Ship's Speed is 10 Knots . . . . . . . . . . 22
 CONTENTS OF VOLUME |

Volume I of this report describes three experimental tasks performed at the Computer Aided Operations Research Facility
(CAORF) relating to a U. S. Coast Guard sponsored investigation of the effects of ship's speed in restricted waterways. The first task
was designed to evaluate the effect of speed (4 knots vs. 7 knots vs. 10 knots) on pathkeeping performance under several perturb
ing external influences and to evaluate the effect of the interaction of speed with the vessel's stability on pathkeeping performance.
It was found that speed has little effect on pathkeeping on stable vessels, but interfered with pathkeeping at lower speeds on un
stable vessels. The second task was designed to determine ships' speed (4 knots vs. 10 knots) on pilots' detection and correction of
helmsman errors and steering malfunctions. It was found that speed interacted with the size of the rudder deflection to cause larger
deviations off centerline in high speed, large rudder deflection conditions. Pilots were found to take corrective action in response to
a larger rudder deflection significantly faster than to a smaller rudder deflection. The third task was designed to determine the yaw
detection thresholds of pilots when exposed to different visual clues to determine how these thresholds vary as a function of ship
speed (4 knots vs. 7 knots. 10 knots). It was found that pilots took significantly longer to detect a course change at 4 knots com
pared to 7 knots and 10 knots. Visual clues of channel type did not affect the results.
Volume || describes task 4 of this investigation.
 CHAPTER 1

|NTRODUCTION

1.1 INTRODUCTION

This volume describes Task 4 of the United States Coast

Guard sponsored “Investigation of the Effects of Ship's
Speed in Restrictive Waterways." Task 4 was designed to
determine how a vessel's risk of collision with another ship
varied as a function of ship's speed and according to the
initial separation distances between the two vessels. The
results serve as a model which can describe risk of collision
in terms of critical ranges between ships, types of rudder
deflection a pilot must be concerned with and the duration
of time that the possibility of collision exists. Task 4
graphically shows a set of turn circles for rudder deflections
from 5 to 35° for both directionally stable and unstable
vessels at 4, 7, and 10 knots. Additional graphics integrate
the results obtained from previous Task 2 and Task 3
results.

Volume 1 contains the discussions of Tasks 1, 2, and 3.

1.2 DESCRIPTION OF TERMS

Before describing Task 4, the reader should be familiar SEPARATION

with this report's use of certain terminology. Therefore, DISTANCE

a few terms are defined below.

1. Ownship – 30,000 DWT tanker which experiences an

unannounced rudder deflection and could collide with the
target ship.

2. Target ship – 30,000 DWT tanker remaining on its

intended track. LENGTH : 595 FEET
WI DTH : 34 FEET

3. Separation distance — transverse distance from own

ship's intended track to target ship's intended track. (See
Figure 1.)

4. Relative speed — equal to the difference between

ownship's speed and target ship's speed in the overtaking
situation and the sum of ownship's speed and target ship's
speed in the meeting situation. Figure 1. Separation Distance
5. Critical range — range from bow of ownship to bow of
target ship at which a specified type of collision can occur
given the maintenance of a rudder deflection of a particular
magnitude.
6. 5* Danger period – time interval during which the
maintenance of a 5" rudder deflection will cause a collision.
7. 35° Danger period – time interval during which the
maintenance of a 35° rudder deflection will cause a colli.
sion.
8. Exposure time – time interval from the point when the
maintenance of the first 5° rudder deflection will cause a
collision to the point when the maintenance of the last
35 rudder deflection will cause a collision.
9. Time of maximum threat – time during which the
maintenance of any unannounced rudder deflection will
result in a collision with the target ship.
10. Time to detection — measure of the amount of time
required by pilots to detect unannounced rudder deflec
tions.
11. Maximum excursion from centerline — measure of
greatest excursion perpendicular from channel's centerline
after an unannounced rudder deflection.
12. Fast-time math model — data base compiled on the
SEL 32/75 computer which computes the reactions of vari
ous ship types to specified rudder and engine commands.
1.3 GOALS AND OBJECTIVES
The goal of Task 4 was to provide data which might be used
to determine how ownship's risk of collision with a target
ship in overtaking and meeting situations varied according
to separation distance and ownship's and target ship's
speeds. This goal was considered to be made up of several
constituent objectives which needed to be met before the
goal was attainable. The objectives were as follows:
Objective 1 — To evaluate the effects of different speeds
and separation distances between ownship and target ship
on exposure time, time of maximum threat, and 5 and
35 danger periods.
Objective 2 – Establish a set of turning circles for rudder
deflections from 5 to 35 for both directionally stable
and unstable vessels at 4 knots, 7 knots, and 10 knots.
Objective 3 – Establish plots of turning arcs for speeds of
4 knots and 10 knots with unannounced rudder deflections
of 5, 10°, and 35°, graphically indicating on these plots
both distance travelled until time of detection and maxi
mum excursion from centerline obtained in Tasks 2 and 3.
 CHAPTER 2
METHODOLOGY
2.1 OBJECTIVE 1
Positions and headings of ownship bow were determined
every 30 seconds using a fast-time math model for a direc
tionally stable 30,000 DWT tanker travelling at 4, 7, and 10
knots and experiencing rudder deflections of 5° and 35°.
Representative separation distances for a 550-foot channel
were selected by expert mariners. Exposure time was
determined by interpolating the points at which ownship's
bow passed through target ship's track for rudder deflec
tions of 5° and 35° and applying time distance formulae to
the differences between the two interpolated values.
Similarly, three sets of times and ranges — those applying
to 5° and 35° danger periods and time of maximum
threat — were determined through the use of time distance
formulae for given separation distances and speeds of
ownship and target ship. (For a more complete description
of the time distance formulae used, the reader should refer
to Appendix A.)
2.2 OBJECTIVE 2
The appropriate ship handling coefficients for both direc
tionally stable and unstable 30,000 DWT tankers at speeds
of 4, 7, and 10 knots were entered off line and run using
a fast-time math model on an SEL 37/75 computer.
Turning circles for all combinations of speeds, stability and
rudder deflections were generated, showing ship position
and heading at 30 second intervals. Computer-generated
graphics were later enhanced and replicated in an artwork
format.
2.3 OBJECTIVE 3
Plots of unannounced rudder deflections were established
for directionally stable 30,000 DWT tankers of speeds of
4 and 10 knots with rudder deflections of 5°, 10°, and 35°.
This was accomplished by enlarging a portion of the
beginning segment of the turning circles obtained in the
previous task. On each plot, the distance travelled from the
initiation of an unannounced rudder deflection until time
of detection (obtained from the results of Experiment 1,
Task 2 and Experiment 2, Task 3) was indicated. In addi
tion, maximum excursion off the intended track (obtained
from the results of Experiment 1, Task 2) was indicated
on the plots of unannounced rudder deflections of 10° and
35 for speeds of 4 and 10 knots.
 CHAPTER 3
RESULTS
3.1 RESULTS: OBJECTIVE 1
3.1.1 OVERTAKING SITUATION
Increasing the difference between speeds of ownship and
target ship causes a corresponding decrease in exposure
time. This can be seen by comparing the exposure times in
Table 1 and Table 2 and Figures 2 through 4. The same
relationship exists for the 5’ and 35° danger periods and
time of maximum threat as illustrated in Tables 1 and 2.
Comparing Table 1 and 1A shows that increasing the actual
speeds of ownship and target ship while holding relative
speed constant decreases exposure time. In contrast, time
of maximum threat is increased. The differences in actual
speeds, however, produce no changes in the 5° and 35°
danger periods if the relative speeds are held constant.
Likewise, when separation distance is decreased while
holding all other factors constant, exposure time decreases,
5° and 35° danger periods remain the same, and time of
maximum threat increases.
3.1.2 MEETING SITUATIONS
Unlike the overtaking situations, an increase in relative
speed did not necessarily produce a decrease in exposure
time. This can be seen by comparing the exposure times
in Tables 3 through 5 and Figures 5 through 7. For an
example of how increasing relative speed might increase
exposure time compare Table 4 and 5 with Table 3B and
4B respectively. A decrease in exposure time was only
assured when ownship speed was held constant or
increased. Ownship speed proved to be the main determi
nant of exposure time in meeting situations, with an
increase in ownship speed producing a decrease in exposure
time regardless of differences in relative speed. No time
of maximum threat values were obtained due to the lack
of overlap between the first 35 rudder deflection, which
if maintained would lead to a collision, and the last 5°
rudder deflection which, if maintained would lead to
collision. Tables 3 through 8 show that as was the case
in the overtaking situations, an increase in relative speed
produced a decrease in both 5 and 35° danger periods;
a change in any other independent variables, such as separa
tion distance or ownship speed, produced no change pro
vided relative speed was held constant.
3.2 RESULTS: OBJECTIVE 2
Speed had little effect on the size of the turning circles;
effects were limited to the turning circles created by large
rudder deflections, where increases in speed produced slight
increases in turning circles' sizes. Stable ships produced
slightly larger turning circles than unstable ships, with the
effect more dramatic at slower speeds. (See Figure 8.)
Readers interested in obtaining a complete set of turn
circles for rudder deflections from 5 to 35 for both
directionally stable and unstable vessels at 4 knots, 7 knots,
and 10 knots should contact Mr. Joseph Puglisi at the
National Maritime Research Center, Kings Point, New York
1 1024.
 TABLE 1. OVERTAKING SITUATION IN WHICH THE RELATIVE SHIP SPEED IS 3 KNOTS
7 KNOTS OVERTAKING 4 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range of
(Feet) to Collision (Feet) Collision

Bow 5° Rudder Exposure

First 5° 1197 to Deflection Time

Stern Danger Period

-

Bow Maximum
Last 5° 616 to 118 Sec. Threat
Bow Time
100 |

Bow 35 Rudder
First 35° 879 to Deflection 54 Sec. 181 Sec.
Stern Danger Period

Bow
Last 35° 322 to 118 Sec.
Bow

Bow 5. Rudder Exposure

First 5° 1350 to Deflection Time

Stern Danger Period

Bow Maximum
Last 5° 778 to 118 Sec. Threat
Bow Time
200
Bow 35 Rudder
First 35° 957 to Deflection 38 Sec. 197 Sec.
Stern Danger Period

Bow
Last 35° 427 to 118 Sec.
Bow
 TABLE 1 A. OVERTAKING SITUATION IN WHICH THE RELATIVE SHIP SPEED IS 3 KNOTS
10 KNOTS OVERTAKING 7 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range Of
(Feet) to Collision (Feet) Collision

Bow 5° Rudder Exposure

First 5° 1020 to Deflection Time
Stern Danger Period

Bow Maximum
Last 5° 448 to 118 Sec. Threat
Bow Time
100
BOW 35° Rudder
First 35° 814 to Deflection 76 Sec. 159 Sec.
Stern Danger Period
-
Bow
Last 35° 270 to 118 Sec.
Bow

Bow 5° Rudder Exposure

First 5° 1124 to Deflection Time
Stern Danger Period

Bow Maximum
Last 5° 569 to 118 Sec. Threat
Bow Time
200
Bow 35° Rudder
First 35° 835 to Deflection 58 Sec. 177 Sec.
Stern Danger Period

Bow
Last 35° 342 to 118 Sec.
BOW
 TABLE 2. OVERTAKING SITUATION IN WHICH THE RELATIVE SHIP SPEED IS 6 KNOTS
10 KNOTS OVERTAKING 4 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range Of
(Feet) to Collision (Feet) Collision

Bow 5° Rudder Exposure

First 5° 1444 to Deflection Time
Stern Danger Period

BOW Maximum -

Last 5° 857 to 59 Sec. Threat 96 Sec.

Bow Time
100
Bow 35° Rudder
First 35° 1067 to Deflection 21 Sec.
Stern Danger Period

BOW
Last 35° 492 to 59 Sec.
BOW

Bow 5° Rudder Exposure

First 5° 1649 to Deflection Time
Stern Danger Period

Bow Maximum
Last 5° 1018 to 59 Sec. Threat
BOW Time
200
Bow 35° Rudder
First 35° 1142 to Deflection 8 Sec. 110 Sec.
Stern Danger Period

Bow
Last 35° 585 to 59 Sec.
Bow

7
 l,500
OWNSH | P'S INT ENDED TRACK–º

TARGET SHIP'S INT ENDED TRACK 3

l,000 H 100' –

3500

MINIMUM CRITICAL RANGE

3000

RISK
COLLISION
2500
ENVELOPE

2000

| NITIATION OF LAST 35o

RUD DER DEFLECTION
1500
LEADING TO COLLIS |ON
159. O SEC.

INITIATION OF LAST 5o
RUDDER DEFLECTION
1 000 LEAD ING TO COLLISION
117. 5 SEC.
TARGET SHIPS
| NITIATION OF FIRST 35o POSITION O SEC.
RUDDER DEFLECTION
500
LEAD ING TO COLLISION
l, 1.5 SEC.
MAXIMUM
CRITICAL
| NITIATION OF FIRST 5o RANGE
RUDDER DEFLECTION
LEAD ING TO COLLISION
0 SEC.

T
*HORIZONTAL SCALE NOT | N PROPORT |ON.

Risk collision envelope – envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 2. Ownship 10 Knots Overtaking Target Ship 7 Knots — 100 Feet Separation Distance
 l,500
OWNSH | P'S INT ENDED TRACK —

TARGET SHI P'S INT ENDED TRACK >

l,000 H 200' —

3500

MINIMUM CRITICAL RANGE

T
3000

23.3%
COLLISION
ENVELOPE
2500

2000

|NITIATION OF LAST 35o

RUDDER DEFLECTION
LEAD ING TO COLLISION
1500
177. 1 SEC.

|NITIATION OF LAST 5o
RUDDER DEFLECTION
1000 LEAD ING TO COLLIS ION
117. 5 SEC. \rance, SHIPS
POSITION O SEC.
|NITIATION OF FIRST 35o
RUD DER DEFLECTION
500
LEAD ING TO COLLISION MAXIMUM
59. 6 SEC. CRITICAL
RANGE
| NITIATION OF FIRST 50
R U DDER DEFLECT | ON
LEAD IN TO COLLIS |ON
0 SEC.

|
*HORIZONTAL SCALE NOT IN PROPORT |ON.

Risk collision envelope — envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 2A. Ownship 10 Knots Overtaking Target Ship 7 Knots — 200 Feet Separation Distance
 l,500
OWNSHI P'S INT ENDED TRACK–º

TARGET SHI P'S INT ENDED TRACK >

l,000 H.100"—

3500

3000

MI NIMUM CRITICAL RANGE

2500 `s
T-J RISK

^*ision
ENVELOPET
2000

|NITIATION OF LAST 35o

RUDDER DEFLECTION
1500
LEADING TO COLLISION
18.1. 1, SEC.

| NITIATION OF LAST 50
RUDDER DEFLECTION
1000 LEAD ING TO COLLISION
117. 6 SEC.
N TARGET SHIPS
POSITION 0 SEC.

500
|NITIATION OF FIRST 35o
RUDDER DEFLECTION
LEAD ING TO COLLISION
63. 9 SEC.

| NIT | ATION OF FIRST 5o

RUDDER DEFLECTION
LEADING TO COLLISION
0 SEC.

º
*HORIZONTAL SCALE NOT IN PROPORTION.
|
MAXIMUM
CRITICAL
RANGE

Risk collision envelope – envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 3. Ownship 7 Knots Overtaking Target Ship 4 Knots – 100 Feet Separation Distance

10
 l,500
OWNSH | P'S INT ENDED TRACK —

TARGET SHI P'S INT ENDED TRACK––º

l,000
H 200"—

3500

3000 -
MI NIMUM CRITICAL RANGE

RISK
`s- COLLISION
ENVELOPE
2500

2000

|NITIATION OF LAST 359

RUDDER DEFLECTION
LEAD ING TO COLLISION
1500
197. 5 SEC.

|N | T | ATION OF LAST 59
RUD DER DEFLECTION TARGET SHI P'S
1000 LEAD ING TO COLLISION POSITION 0 SEC.
117. 5 SEC.

|NITIATION OF FIRST 35o

RUD DER DEFLECTION MAXIMUM
500
LEAD ING TO COLLISION CRITICAL
80.0 SEC.
RANGE

|NITIATION OF FIRST 59
R U DDER DEFLECTION
LEAD IN TO COLLISION
0 SEC.

–
|
*HORIZONTAL SCALE NOT IN PROPORTION.

Risk collision envelope – envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 3A. Ownship 7 Knots Overtaking Target Ship 4 Knots — 200 Feet Separation Distance

11
 l,500
OWNSHI P'S INT ENDED TRA CK–º

TARGET SHI P'S INT ENDED TRACK →

l,000

3500

3000

2500

MINIMUM CRITICAL RANGE

`s RISK
COLLISION
2000
N ENVELOPE

|NITIATION OF LAST 350

RUDDER DEFLECTION –"
1500
LEAD ING TO COLLIS ION
96. I, SEC.

| NITIATION OF LAST 5o
TARGET SHIPS
RUDDER DEFLECTION
POSITI -

1000
58. 8 SEC.

| NITIATION OF FIRST *|_

500
RUDDER DEFLECTION L-MAXIMUM
LEAD ING TO COLLISION
37. 6 SEC. !-T CRITICAL
RANGE

| NITIATION OF FIRST 5o
RUDDER DEFLECTION
LEADING TO COLLISION
0 SEC.

*HORIZONTAL SCALE NOT | N PROPORT |ON.

|-tº

Risk collision envelope — envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 4. Ownship 10 Knots Overtaking Target Ship 4 Knots — 100 Feet Separation Distance
 l,500
OWNSH | P'S INT ENDED TRACK –

TARGET SHI P'S INT ENDED TRACK–

l,000

H. 200' —

3500

3000

2500
L-RISK
M INIMUM CRITICAL *— COLLISION
ENVELOPE
T
2000
f

|N|T|ATION OF LAST 350 /

1500
R U DDER DEFLECTION
LEAD ING TO COLLISION
L’
109. 9 SEC.
N TARGET SHIPS
|NITIATION OF LAST 59 POSITION O SEC.
RUDDER DEFLECTION
1000 LEADING TO COLLISION
58. 8 SEC.

500
|NITIATION OF FIRST 350
RUD DER DEFLECTION
LEAD ING TO COLLISION
51. 2 SEC.
L’
–MAXIMUM
4.-T CRITICAL
|N|T IATION OF FIRST 50 RANGE
R U DDER DEFLECTION
LEAD IN TO COLLIS |ON
0 SEC.

|
*HORIZONTAL SCALE NOT IN PROPORT | ON.

Risk collision envelope – envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 4A. Ownship 10 Knots Overtaking Target Ship 4 Knots – 200 Feet Separation Distance

13
 TABLE 3. MEETING SITUATION IN WHICH OWNSHIP'S SPEED IS 4 KNOTS,
TARGET SHIP'S SPEED IS 4 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range of
(Feet) to Collision (Feet) Collision

Bow 5° Rudder Exposure

First 5° 2817.95 to Deflection Time
Bow Danger Period Sec.

Bow
Last 5° 2224.56 to 44.1 Sec.
Stern
100
Bow 35 Rudder
First 35° 1442.53 to Deflection 146.36 Sec.
BOW Danger Period

Bow
Last 35° 855.76 to 44.1 Sec.
Stern

Bow 5° Rudder Exposure

First 5° 3545,44 to Deflection Time
Bow Danger Period Sec.

BOW
Last 5° 2952.74 to 44.1 Sec.
Stern
200
Bow 35° Rudder
First 35° 1917.04 to Deflection 165.39 Sec.
Bow Danger Period

Bow
Last 35° 1331.53 to 44.1 Sec.
Stern

14
 TABLE 3A. MEETING SITUATION IN WHICH OWNSHIP'S SPEED IS 4 KNOTS,
TARGET SHIP'S SPEED IS 7 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range of
(Feet) to Collision (Feet) Collision

Bow 5° Rudder Exposure

First 5° 3878.67 to Deflection Time
Bow Danger Period Sec.

Bow
Last 5° 3284.55 to 32.0 Sec,
Stern
100
Bow 35° Rudder
First 35° 1999.64 to Deflection 133.5 Sec.
Bow Danger Period

Bow
Last 35° 1408.23 to 32.0 Sec.
Stern

Bow 5° Rudder Exposure

First 5° 4884.22 to Deflection Time
BOW Danger Period Sec.

Bow
Last 5° 4290.37 to 32.0 Sec.
Stern
200
Bow 35° Rudder
First 35° 2672.18 to Deflection 151.6 Sec.
Bow Danger Period

Bow
Last 35° 2081.51 to 32.0 Sec.
Stern

15
 TABLE 3B. MEETING SITUATION IN WHICH OWNSHIP'S SPEED IS 7 KNOTS,
TARGET SHIP'S SPEED IS 4 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range Of
(Feet) to Collision (Feet) Collision

Bow 5° Rudder Exposure

First 5° 2220.78 to Deflection Time
Bow Danger Period Sec.

Bow
Last 5° 1628.57 to 32.0 Sec.
Stern
100
Bow 35° Rudder
First 35° 1150.52 to Deflection 90.1 Sec.
Bow Danger Period

Bow
Last 35° 57.1.16 to 32.0 Sec.
Stern

BOW 5° Rudder Exposure

First 5° 2788.53 to Deflection Time
Bow Danger Period Sec.

BOW
Last 5° 2197.46 tC) 32.0 Sec.
Stern
200
Bow 35° Rudder
First 35° 1538.49 to Deflection 100.0 Sec.
BOW Danger Period

BOW
Last 35° 960.02 tC) 32.0 Sec.
Stern

16
 TABLE 4. MEETING SITUATION IN WHICH OWNSHIP'S SPEED IS 4 KNOTS,
TARGET SHIP'S SPEED IS 10 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range of
(Feet) to Collision (Feet) Collision

Bow 5° Rudder Exposure

First 5° 4980.28 to Deflection Time
BOW Danger Period Sec.

Bow
Last 5° 4345.24 to 25.2 Sec.
Stern
100
Bow 35° Rudder
First 35° 2558.24 to Deflection 126.1 Sec.
Bow Danger Period

Bow
Last 35° 1965.20 to 25.2 Sec.
Stern

Bow 5° Rudder Exposure

First 5° 6224.35 to Deflection Time
Bow Danger Period Sec.

Bow
Last 5° 5630.04 to 25.2 Sec.
Stern
200
Bow 35° Rudder
First 35° 3429.98 to Deflection 143.7 Sec.
Bow Danger Period

Bow
Last 35° 2837.45 to 25.2 Sec.
Stern

17
 TABLE 4A. MEETING SITUATION IN WHICH OWNSHIP'S SPEED IS 7 KNOTS,
TARGET SHIP'S SPEED IS 7 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range of
(Feet) to Collision (Feet) Collision

Bow 5° Rudder Exposure

First 5° 2828.51 to Deflection Time
Bow Danger Period Sec.

BOW
Last 5° 2235.11 to 25.2 Sec.
Stern
100
Bow 35° Rudder
First 35° 1473.93 to Deflection 82.7 Sec.
Bow Danger Period

Bow
Last 35° 886.70 to 25.2 Sec.
Stern

Bow 5° Rudder Exposure

First 5° 3554.03 to Deflection Time
BOW Danger Period Sec.

Bow
Last 5° 2961.32 to 25.2 Sec.
Stern
200
Bow 35° Rudder
First 35° 1979.78 to Deflection 92.2 Sec.
Bow Danger Period

Bow
Last 35° 1393.55 to 25.2 Sec,
Stern

18
 TABLE 4B. MEETING SITUATION IN WHICH OWNSHIP'S SPEED IS 10 KNOTS,
TARGET SHIP'S SPEED IS 4 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range of
(Feet) to Collision (Feet) Collision

Bow 5° Rudder Exposure

First 5° 1990.45 to Deflection Time
BOW Danger Period Sec.

Bow
Last 5° 1399.08 to 25.2 Sec.
Stern
100
Bow 35° Rudder
First 35° 1160.00 to Deflection 60.6 Sec.
Bow Danger Period

Bow
Last 35° 580.26 to 25.2 Sec.
Stern

Bow 5° Rudder Exposure

First 5° 2477.62 to Deflection Time
BOW Danger Period Sec.

Bow
Last 5° 1887.77 to 25.2 Sec.
Stern
200
Bow 35° Rudder
First 35° 1395.00 to Deflection 71.5 Sec.
Bow Danger Period

BOW
Last 35° 821.45 to 25.2 Sec.
Stern

19
 TABLE 5. MEETING SITUATION IN WHICH OWNSHIP'S SPEED IS 7 KNOTS,
TARGET SHIP'S SPEED IS 10 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range of
(Feet) to Collision (Feet) Collision

BOW 5. Rudder Exposure

First 5° 3436.83 to Deflection Time
Bow Danger Period Sec.

Bow
Last 5° 2842.86 to 20.7 Sec.
Stern
100
Bow 35 Rudder
First 35° 1798.52 to Deflection 78.0 Sec.
Bow Danger Period

BOW
Last 35° 1208.18 to 20.7 Sec.
Stern

Bow 5. Rudder Exposure

First 5° 4320.65 to Deflection Time
Bow Danger Period Sec.

Bow
Last 5° 3727. 14 to 20.7 Sec.
Stern
200
Bow 35 Rudder
First 35° 2423.27 to Deflection 87.1 Sec.
Bow Danger Period

Bow
Last 35° 1833.69 to 20.7 Sec.
Stern

20
 TABLE 5A. MEETING SITUATION IN WHICH OWNSHIP'S SPEED IS 10 KNOTS,
TARGET SHIP'S SPEED IS 7 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range Of
(Feet) to Collision (Feet) Collision

Bow 5° Rudder Exposure

First 5° 2418.17 to Deflection Time
Bow Danger Period Sec.

Bow
Last 5° 1825.46 to 20.7 Sec.
Stern
100
Bow 35° Rudder
First 35° 1415.65 to Deflection 55.9 Sec.
Bow Danger Period

Bow
Last 35° 829.31 to 20.7 Sec.
Stern

Bow 5° Rudder Exposure

First 5° 3011.62 to Deflection Time
Bow Danger Period Sec.

Bow
Last 5° 24.19.92 to 20.7 Sec.
Stern
200
Bow 35° Rudder
First 35° 1710.01 to Deflection 66.5 Sec.
Bow Danger Period

Bow
Last 35° 1127.61 to 20.7 Sec.
Stern

21
 TABLE 5B. MEETING SITUATION IN WHICH OWNSHIP'S SPEED IS 10 KNOTS,
TARGET SHIP'S SPEED IS 10 KNOTS

Rudder
Separation Deflection Critical Type
Distance Leading Range of
(Feet) to Collision (Feet) Collision

Bow 5° Rudder Exposure

First 5° 2846.35 to Deflection Time
Bow Danger Period Sec.

Bow
Last 5° 2252.93 to 17.6 Sec.
Stern
100
Bow 35° Rudder
First 35° 1672. 12 to Deflection 52.5 Sec.
Bow Danger Period

Bow
Last 35° 1082.72 to 17.6 Sec.
Stern

Bow 5° Rudder Exposure

First 5° 3546.51 to Deflection Time
BOW Danger Period Sec.

Bow
Last 5° 2953.80 to 17.6 Sec.
Stern
200
Bow 35° Rudder
First 35° 2026.74 to Deflection 62.9 Sec.
Bow Danger Period

Bow
Last 35° 1440.02 to 17.6 Sec.
Stern

22
 5500 –
TARGET SHI P'S INT ENDED TRACK

—sº- OWNSH | P'S INT ENDED TRACK

5000
|-100"—

||500 –

TARGET SHI P'S

l,000 –
POSITION 0 *N
3500 –
y- CRITICAL RANGE

3000 –
MINIMUM CRITICAL RANGE

2500 –

| NITIALIZATION OF LAST 35o

2000 RUDDER DEFLECTION
LEAD ING TO COLLISION
133.5 SEC.

1 500 - RISK COLLISION ( |NITIALIZATION OF FIRST 35o

ENVELOPE –
RUDDER DEFLECTION
LEAD ING TO COLLISION
101. I, SEC.
1000 –

500 –

% | NITIALIZATION OF LAST 5o
RUDDER DEFLECTION
LEAD ING TO COLLIS ION
32. O SEC.

| NITIALIZATION OF FIRST 5o
RUDDER DEFLECTION
LEAD ING TO COLLISION
0 SEC.

*HORIZONTAL SCALE NOT IN PROPORT | ON

Risk collision envelope — envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 5. Ownship 4 Knots Meeting Target Ship 7 Knots – 100 Feet Separation Distance

23
 5500 –
lHº TARGET SHI P'S INT ENDED TRACK

TARGET
—sº- OWNSH | P'S INT ENDED TRACK
5000 SHI P'S
-
POSITION
0 SEC.

l,500 –

l,000 – MAXIMUM CRITICAL RANGE

3500 –
L^
21
3000

2500 –
MI NIMUM CRITICAL RANGE

2000 –

1 500 -
RISK
COLLISION--
ENVELOPE
º |NITIALIZATION OF LAST 359
RUD DER DEFLECTION
LEAD ING TO COLLISION
151. 6 SEC.

|N | T | ALI ZATION OF FIRST 359

RUDDER DEFLECTION
1000 – LEAD ING TO COLLISION
119. 5 SEC.

500 –

H. 200' —T
º
*HORIZONTAL SCALE NOT IN PROPORT | ON
|N|T|ALIZATION OF LAST 59
RUDDER DEFLECTION
LEAD ING TO COLLIS ION
32. O SEC.

|NITIALIZATION OF FIRST 59
RUD DER DEFLECTION
LEAD ING TO COLLIS | ON
0 SEC.

Risk collision envelope – envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 5A. Ownship 4 Knots Meeting Target Ship 7 Knots — 200 Feet Separation Distance

24
 5500 –
-T- TARGET SHI P'S INT ENDED TRACK

5000 —sº- OWNSHI P'S INT ENDED TRACK

- !—100"—

l,500 –

TARGET SHIPS
POSITION 0 SEC.
l,000 –

3500 - H

3000 –

_* CRITICAL RANGE

2500 -
| MI NIMUM CRITICAL RANGE
2-1
2000 -

RISK | NITIALIZATION OF LAST 35o

COELISION.—- ) RUDDER DEFLECTION
1500 ENVEL3BE LEADING TO COLLISION
- / 82.7 SEC.

1000 – | NITIALIZATION OF FIRST 35o

RUDDER DEFLECTION
LEAD ING TO COLLISION
57. 6 SEC.
500 –
|NITIALIZATION OF LAST 5o
RUDDER DEFLECTION
LEAD ING TO COLLISION
0– 25. 2 SEC.

N | NITIALIZATION OF FIRST 5o
RUDDER DEFLECTION
| LEAD ING TO COLLISION
0 SEC.

*HORIZONTAL SCALE NOT IN PROPORT | ON

Risk collision envelope – envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 6. Ownship 7 Knots Meeting Target Ship 7 Knots — 100 Feet Separation Distance

25
 5500 –
-- TARGET SHI P'S INT ENDED TRACK

5000 - OWNSH | P'S INT ENDED TRACK

H 200' —
TARGET
l,500 – SHIPS
POSITION
0 SEC.

l,000 -

3500 –
L* CRITICAL R ANGE

3000 – _T MINIMUM CRITICAL RANGE

2500 –

| NITIALI ZATION OF LAST 35o

2000 – RISK RUD DER DEFLECTION
COLLISION-- LEAD ING TO COLLISION
ENVELOPET 92.2 SEC.

1 500 - | NITIALIZATION OF FIRST 359

RUDDER DEFLECTION
LEAD ING TO COLLISION
1000 67. O SEC

| NITIALIZATION OF LAST 5o
RUDDER DEFLECTION
500 – LEAD ING TO COLLIS ION
25. 2 SEC.

| NITIALIZATION OF FIRST 59
0– RUDDER DEFLECTION
Ti ººlºon
0 SEC.

*HORIZONTAL SCALE NOT IN PROPORT | ON

Risk collision envelope – envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 6A. Ownship 7 Knots Meeting Target Ship 7 Knots – 200 Feet Separation Distance

26
 5500 –
sº TARGET SHI P'S INT ENDED TRACK

5000 Hº- OWNSH | P'S INT ENDED TRACK

l,500 – H100"—

l,000 -
TARGET SHIPS
POSITION 0 SEC.

3500 – MAXIMUM CRITICAL RANGE

3000 – MINIMUM CRITICAL RANGE

2500 –

2000 - | NITIALIZATION OF LAST 35o

RUDDER DEFLECTION
LEAD ING TO COLLISION
1500 - #º -
RISK COLLISION
55. 9 SEC.

| NITIALIZATION OF FIRST 35o

RUDDER DEFLECTION
1000- LEAD ING TO COLLISION
35. 1 SEC.

| NITIALIZATION OF LAST 5o
500 – RUDDER DEFLECTION
~TLEADING To collision
20. 7 SEC.

0– | NIT I ALIZATION OF FIRST 5o

T-RUDEER SEElection
LEAD ING TO COLLISION
0 SEC.

|
*HORIZONTAL SCALE NOT IN PROPORT | ON

Risk collision envelope – envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 7. Ownship 10 Knots Meeting Target Ship 7 Knots – 100 Feet Separation Distance

27
 5500 –
-º- TARGET SHI P'S INT ENDED TRACK

5000 - OWN SHI P'S INT ENDED TRACK

H. 200' —
l,500 –

l,000 -

3500 - TARGET
SHI P'S
POSITION
MAXIMUM CRITICAL RANGE
3000 – 0 SEC.--
MINIMUM CRITICAL RANGE

2500 – _T |NITIALIZATION OF LAST 359

2000 – RISK
COLLISION--
) R U DDER DEFLECTION
LEAD ING TO COLLISION
66.5 SEC.
ENVELOPE

1 500 -
|N|T|ALIZATION OF FIRST 359
RUDDER DEFLECTION
LEAD ING TO COLLISION
l;5. 7 SEC.
1000 –
| NIT | ALI ZATION OF LAST 59
RUDDER DEFLECTION
LEAD ING TO COLLIS I ON
500 – 20. 7 SEC.

|NIT | ALI ZATION OF FIRST 59

RUDDER DEFLECTION
LEAD ING TO COLLISION
0 SEC.

T
*HORIZONTAL SCALE NOT IN PROPORT | ON

Risk collision envelope – envelope on target ship's intended track, the boundaries of which are the
location of the first possible collision and the last possible collision between target ship and ownship.

Figure 7A. Ownship 10 Knots Meeting Target Ship 7 Knots — 200 Feet Separation Distance

28
 &10
3 0KS,
NO
25
l,1.;RUN HARBOR:
NONE
START
TIME:
8:0:0 STOP
12:0
8 :
TIME
:INTERVA 0:
L1:30
.5000

.1,500
TS KNOTS
l!

000
.l;. KNOTS
10

.3500

.3000

.2500

.2000

3
.1500

.1000

.0500

.0000

.0500

.1000
.
T-I
II-I I I I I
0.0000
–0.
1000
1000
2000
0.
3000
5000
0.
1,000 6000
0.
7000
0500
–0.
1500
2500
0.
0.3500
l;500 5500
0. 0.6500

Figure
Turning
8.
Circles
Ownship
for
Kat
4 nots
and
Knots
10
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 10
l!KS 2
.RUN
NO
HARBOR: NONE
START
TIME: 08
T :0
STOP
|M
12:0
8:E:
INTERVAL
0:E
:1:30
.5000
<º
..
[1500 |-- ERLINE
FOR
TRACK
ORIGINAL
HEADING

..
[1000

.3500

.3000

.2500

.2000
MAXIMUM
EXCURSION
CENTER
OFF
LINE
& .1500

.1000
DISTANCE
TRAVELLED
|LL
T
DETECTION
OF
TIME
.0500

UNANNOUNCED
RUDDER
.0000
DEFLECTION
INITIATED

.0500

..
1000 I
I I III I
1000
–0. 0.
0000 1000
2000
3000
0.
000
Lſ
5000 6000
0.
7000
0500
–0. 0500
1500
2500
0.3500
11500
5500
0.
0.6500

10.
Figure
4Knots
at
Arc
10°

—-ººººº
 ------------------------------------

35
KS
l, .;3
NO
RUN HARBOR:NONE
START
TIME:
0:0
8: 12:0
8:
STOP
INTERVAL
TIME
:TIME: :130
0
.5000
|
..
[1500 |--
CENTERLINE
TRACK
FOR
ORIGINAL
HEADING
|
..
000
l; |
|
.3500
|
.3000
|
|
.2500 |
|
.2000 | MAXIMUM
EXCURS
OFF
|ON
CENTERLINE
3
.1500

..
1000
D|STANCE
TRAVELLED
|LL
T
º
OF
TIME
DETECTION
.0500

| UNANNOUNCED
RUDDER
.0000 *-
DEFLECTION
INITIATED
|
|
.0500
|
|
..
1000
I I III T I I
1000
–0. 0000
0.
1000
2000
3000
1,000
0. 5000
0. 6000
0.
7000
0500
–0. 0500
0.
1500
2500
0.3500 1,500
0. 5500
0. 6500
0.

Figure
11.
4Knots
at
Arc
35°
 10KS
5 .;1
NO
RUN
HARBOR:
NONE
START
TIME:
8: 12:
8:
T
O0
TIME:
S TOP
INTERVAL
:0:IME
:1:30
0.
5000

0.
1,500 CENTERLINE
TRACK
FOR
ORIGINAL
HEADING

0.
1,000

0.3500

0.
3000

0.2500

0.
2000

3 0 .1500

0.
1000

_Tº
5EºN D|STANCE
TRAVELLED
|LL
T
0.
0500

0.0000 UNANNOUNCED
RUDDER
DEFLECTION
INITIATED

–0.
0500

–0.
1000
I I IIIT
1000
–0. 0.0000 1000
2000
0.
3000
l;000
0.
5000
6000
7000
–0.
0500 0500
0. 1500
2500
0.
0.3500
5500
500
l;
6500

12.
Figure
10
at
5’Arc
Knots
 10KS
10 RU N
.;N
2O
BOR:
HAR
NONE
START
TIME:
8: 0
0: STOP
TIME:
12:0
8:
|M
T E
:INTERVAL1:30
0:
.5000
|
.
.l;500 2-7 CENTERLINE
TRACK
FOR
_l
-

ORIGINAL
HEADING

.
.l;
000

.3500

.3000

.2500

.2000
MAXIMUM
EXCURSION
CENTERLINE
OFF
§ .1500

.1000 DISTANCE
TRAVELLED
|LL
T
OF
TIME
DETECTION

.0500

UNANNOUNCED
RUDDER
.0000
DEFLECTION
INITIATED

.0500
|
.
.1000 -I ITII- I I
I II I I
1000
–0. 0000
0. 1000
0. 2000
0. 3000
l;000
5000
0.
6000
7000 0.
–0.
0500 0500
0. 1500
0. 0. 2500 0.3500
l;500
0.
5500 0.6500

13.
Figure
10
at
Arc
10°
Knots
 10KS
35 RUN
NO
.;3 HARBOR: NONE
0:0
8:
START
TIME: STOP
TIME:
12:0
8:
INTERVAL:
TIME 0:
1:30
5000
0.
|
l;500
0. −
CENTERLINE
TRACK
FOR
|
ORIGINAL
HEADING

1,000
0.

0.3500
Šs
|
cº
3000
0.

0.2500

2000
0.

Tº-
MAXIMUM
EXCURSION
3. 0.1500 | OFF
CENTERLINE

1000
0.

0.0500 -
DISTANCE
TRAVELLED
TILL
OF
TIME
DETECTION

0.0000
UNANNOUNCED
RUDDER
DEFLECTION
*
>
0500
–0.

1000
–0.
I IWIi I I I I T I
1000
–0. 0000
0.
1000
2000
3000
1,000
0. 5000
0. 6000
0.
7000
–0.
0500 0.
0500
1500
2500
0.3500 1,500
0. 5500
0. 6500
0.

14.
Figure
10
at
Arc
35°
Knots
 CHAPTER 4
DISCUSSION
As noted in the results, it was determined that exposure
time, time of maximum threat, and the 5’ and 35 danger
periods decreased as the relative speed of ownship to target
ship in overtaking situations increased. The same inverse
relationship was found for exposure time and the 5’ and
35 danger periods in the meeting situations. For the 5’
and 35 danger periods in the overtaking and meeting
situations, this inverse relationship is due to the fact that
both danger periods are simply equal to the target ship's
length divided by relative speed. As a result, the only
possible determining factor of these measures is relative
speed.
In contrast, it was noted that when relative speed was
held constant in the overtaking situations, but ownship
and target ship speed were increased by equal amounts,
exposure time decreased while time of maximum threat
increased. Moreover, in the meeting situations, ownship
speed had an even greater effect on exposure time than
relative speed, since exposure time varied inversely with
ownship speed regardless of relative speed. While it seems
impossible to definitively establish from the results whether
these effects are due in both cases to the changes in own
ship or target ship speed, the results from the meeting
situation seem to suggest ownship speed is the determining
factor. In addition, a comparison of the ownship and target
ship speed variables reveals that an increase in ownship
speed can produce such secondary effects as wider turning
circles following a 35 deflection (see Results of Objec
tive 2) and greater deceleration in the turns, with these
Secondary effects affecting exposure time and time of
maximum threat. Increasing speed in the target ship (which,
as defined in this experiment, experiences no rudder
deflections) produces no such secondary effects. Thus, it
seems that only changes in ownship speed could have
produced the aforementioned effects on exposure time
and time of maximum threat.
The finding that an increase in ownship speed when relative
Speed is held constant decreased exposure time and
increased time of maximum threat in overtaking situations
also presents an apparent contradiction with regard to ship
safety. A similar contradiction is presented by the finding
that an increase in separation distance when all other
variables are held constant produced an increase in expo
Sure time and a decrease in time of maximum threat in
overtaking situations. However, in both cases, the contra
dictions can be resolved if one realizes that time of maxi
mum threat – the time during which any deflection from
5 to 35°, if maintained, will result in a collision – is
inherently a more critical measure for ship safety than
exposure time – the time during which a possibility of
collision exists if specified rudder deflections between 5°
and 35 are maintained. Moreover, in both cases, the
common ship handling practice for increasing the margin
of safety in restricted waterways – decreasing ownship
speed and increasing separation distance – bear witness
to the efficacy of time of maximum threat as a measure
of relative safety. Clearly one must be circumspect toward
the use of exposure time as an indication of relative safety,
particularly when the inferences derived through its use
contradict either common ship handling practices or other
measures of safety. This is particularly true in reference to
the meeting situations examined in this report, where no
time of maximum threat values could be obtained.
To sum up what has been said so far, it appears from
examining the results that relative speed is the only factor
affecting 5° and 35° danger periods, while relative speed,
ownship speed, and separation distance are all factors
affecting exposure time and time of maximum threat,
although sometimes in contradictory fashion. One critical
factor which affects all the measures has, however, gone
unmentioned. This critical factor is target ship length.
While target ship length was not explicitly considered in
this report, a cursory examination of the definitions of 5°
and 35° danger periods, exposure time and time of maxi
mum threat reveals that target ship length must be a critical
factor. For example, the 5’ danger period is the time
interval from ownship's initiation of the first 5 deflection
leading to a collision to ownship's initiation of the last 5°
deflection leading to collision. For the overtaking situation
the first collision would be a bow to stern collision, while
the last would be a bow to bow collision. In the meeting
situation the sequence of collisions is reversed. Similarly
exposure time is the time interval from initiation of the
first 5° deflection leading to collision and initiation of the
last 35° deflection leading to a collision, bow to stern and
bow to bow collisions, respectively, in the overtaking
situations with the relationship reversed in the meeting
situations.
Time of maximum threat is the interval from the initiation
of the first 35° deflection leading to collision to the initia.
tion of the last 5° deflection leading to a collision, again
respectively bow to stern and bow to bow collision in the
overtaking situation. Clearly, in all these measures, target
ship length is an integral factor as all measures make dis
tinctions concerning where the target ship will be hit along
its length.
Target ship length becomes an especially crucial factor in
the absence of any values for time of maximum threat in
the meeting situations examined in this report, as this
absence is due solely to the selected length of the target
ship. For example, in the “10 knots meeting 4 knots"
condition, if the target ship was 900 feet in length instead
of 550 feet a time of maximum threat would be obtained;
its value would be 2.7 seconds. While 5 and 35° danger
periods, exposure time, and times of maximum threat
were not determined for different length ships (the already
voluminous number of tables and figures would have
multiplied geometrically), the methodology developed in
this report would provide a means for doing so if it is
desired. (All interested readers in this regard should contact
Mr. Joseph Puglisi, CAORF Managing Director, at the
National Maritime Research Center, Kings Point, New York
11024.)
 CHAPTER 5
OVERALL CONSIDERATIONS
One outcome of Task 4 is a set of measurements which
pilots can use in effecting safe operation procedures in
restricted waterways for the situations and ownship and
target ship types examined in this report. For any meeting
or overtaking situations corresponding to those examined
in this report, the pilot can determine:
1. The critical range at which the possibility of collision
with another ship, given an unannounced rudder deflection.
2. The length of time this possibility exists and during
which he should be alert for unannounced rudder deflec
tions, ready to take corrective action should they occur.
3. The types of rudder deflections he must be concerned
with at any one point in time, and/or the relative amount
of consideration he must pay to small or large possible
unannounced rudder deflections.
Translating the latter point into operational procedure, the
pilot, during the beginning of the 5° danger period, should
concern himself primarily with possible small and unan
nounced rudder deflections. As time progresses during the
5 danger period, he must devote progressively more con
sideration to possible large unannounced rudder deflec
tions, while still being concerned with the possible small
deflections. During time of maximum threat, if one exists,
he must be especially vigilant, equally concerned with
small and large deflections. Finally, during the 35° danger
period, he should be primarily concerned with possible
38
large deflections and progressively less concerned with
Small rudder deflections.
In addition to providing pilots with information they can
use in effecting safe operational procedures, one might
desire that the results of the entire study could be used to
create speed limits for inland waterways. Hypothetically,
this could be done by ascertaining if maximum excursion
(with detection/correction) from a vessel's intended track
for rudder deflections at a particular ownship speed
exceeded the separation distances between ownship and
target ship. If so, the speed would be unacceptable, but
if not, that speed would be deemed safe. Unfortunately,
such a use of this study's results entails the following
problems:
1. Only one class of ship was examined. Ships of different
sizes would have different handling characteristics and
thereby different maximum excursions from centerline.
2. Only one channel width was examined. Channels differ
in width, sidewall configuration, depth, etc., these in turn
affect a ship's turning characteristics and therefore the
maximum excursion from trackline.
As a result, it clearly seems inappropriate to use the results
from this study to set maximum channel speeds. However,
the methodology developed in this study can be used to
develop maximum safe operating speeds for specific
channels and ship types.
 APPENDIX A

BREAKDOWN OF MATHEMATICAL FORMULAE

AND PROCEDURES USED TO OBTAIN EXPOSURE TIME,
TIME TO MAXIMUM THREAT AND 5° AND 35° RANGE PERIODS

The following sections give a step by step breakdown of i.e. at 30 sec.

the various procedures and mathematical formulas referred
to in the Methodology section. They were used to ascertain x - 0.5874 ship length x 595.00 ship
Q º-, length -
values for exposure time, time to maximum threat and 5°
and 35° danger periods. 349.503 feet

BREAKDOWN OF STEP 1
Y. – 00014 ship length x 595.00 ship
g +++ length -
A.1.1 For each given speed and rudder deflection the
location of the center of gravity of the ship given as 0.833 feet
horizontal and vertical coordinate pairs expressed in terms
of the ship's length (Xeq, Yea) and its heading in degrees
(o) were output for 30 second intervals on a SEL 32/75 A.1.3 The location of each horizontal coordinate of the
computer (see Figure A1). bow (Xe) was calculated by multiplying 1/2 the ship's
length (HSL) by the sine of the heading (o) and adding it
A.1.2. Each of the above Xeo and Yea coordinates were to the horizontal coordinate of the center of gravity (Xeo)
converted into feet by multiplying the length of the ship at that time interval. (See Figure A2.)
by the center of gravity coordinates.
A.1.4 The location of each vertical coordinate of the bow
feet
X cg hip length) X 595.000 ship
(ship — length = X__
ea feet
ſee (Y,) was calculated by multiplying (HSL) by the cosine of
0 and adding it to the vertical coordinate of the center of
gravity (Yea) at that time interval.
feet
Y hip lenqth) X 595.000 — = Y_, feet
ea (ship length) ship length C9

Course of 0.0

Time ^ed Yeo Heading : O. --(X, Yb)

O 0.0000 0.0000 0.0 : HSL

30 0.5874 0.0014 5.2

:Nºx CG
-
r

CG
)

60 1.1309 0.0580 16.3

Figure A2. Relationship Between Center of Gravity

Figure A1. 7 Knots 35° Rudder Coordinates and Bow Coordinates

39
 X
p = HSL (sin o X.
Y
e = HSL (cos o Y.,'
i.e., at 30 sec.

X =
297.5000 feet (sin 5.2) + 349,503 feet
OVERTAKING
X F
376.4662 feet

Xb = Targetship
297.5000 feet (cos 5.2) + 0.833 feet

Yb -
297.1086 feet

A2.1 BREAKDOWN OF STEP 2

Several experienced mariners were asked to specify two H*—

representative separation distances between two ships in a
200'
550 foot channel. The agreed upon values were 100 feet —
and 200 feet. These correspond to initial separation dis
tances of 142 feet and 242 feet from the centerline track
of ownship due to the correction constant of 42 feet, Ownship
i.e. half the beam of ownship. (See Figure A3.)
PASSING
A3.1 BREAKDOWN OF STEP 3

The vertical coordinate, Y., at which ownship passed

through target ships path given rudder deflections at 5°
and 35 was determined th rough the use of an interpolation 100'
computer program." Likewise the time from initialization H

of rudder deflection until the time at which ownship

crossed the target ship's path, t, was also interpolated.
12
From these interpolated values the minimum difference
between ownship's and target ships y coordinates of 200'

initiation of the specified rudder deflection necessary to

bring about collision was determined by multiplying target
ship speed in a positive direction along the y axis by t.,
and subtracting the obtained value from the y, value of
ownship. The maximum difference was calculated by
adding target ship length (i.e., 595 feet) to the minimum
difference. Given a set of minimum and maximum values
for an Overtaking or meeting situation, exposure time was
calculated by first subtracting the minimum difference at
35° from the maximum difference at 5°, and then dividing
this value by the relative speed of the two ships.

For example, a minimum difference of 264.56 feet at

initialization of the 35 rudder deflection and a maximum
difference of 1183.14 feet at initialization of the 5 rudder Figure A3. Representative Separation Distances

"This program utilizes the Aitkins-Larange algorithms for interpolation of y values.

40
failure were obtained in the manner previously described.
Subtracting the minimum difference from the maximum
difference and dividing by the relative speed expressed in
feet per second (i.e., 5.0634 feet/sec.), an exposure time
of 18142 seconds is obtained. Values from 5 and 35°
danger period are obtained in both cases by subtracting the
minimum values at the given deflection from the maximum
values and dividing by relative speed. Maximum Threat
Time is obtained by subtracting minimum 5 difference
41
from maximum 35 difference and dividing by relative
speed.
The following graphs are computer output turning circles
for both a stable and an unstable 30,000 DWT tanker.
The first number in the upper left hand corner refers to
speed of the vessel. V or S refers to stable or unstable
vessel and the last number in the upper left hand corner
refers to the degree of rudder applied.
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 ---------------------------
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