PORTFOLIO

IN
SEAM518
LEADER
DELA BUENA PRINCE WILSON T.

MEMBERS:

HATULAN, DOMINIC B.

JAVIER FEDERICO RAFAEL J.

EVANGELES, JOEFFET

DUEÑAS,JUSTINE JOSEPH G.
 TABLE
OF
CONTENTS

TOPIC PAGES
Learning Outcome 1.1: Illustrate how the wind strength, the
relativedirection of the wind,the above-water area and profile and the 4-5
draught and trim affects the behavior of a ship moving ahead, making
sternway and while making a large turn.
Learning Outcome 1.2: Effect of current may be used when turning
in a channel and to control the lateral movement of a ship 5-6
towards or away from a river berth.
Learning Outcome 1.3: Discuss the fundamental principles and
operation of propeller, bow thruster and rudder to assist in maneuvering 6-8
a ship

Learning Outcome 1.4: Diagrams regarding illustration on the

provision and display of maneuvering information recommended in 9-10
Assembly resolution A.601
Learning Outcome 1.5: Turning circle of a ship
11-13
Learning Outcome 1.6: Stopping distance of a ship 14

Learning Outcome 1.7: Effect of Squat, Shallow water, Bank

Cushion and Bank Sunction 15-16

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 PMI COLLEGES – QUEZON CITY
COLLEGE OF MARITIME AFFAIRS

Course Outcome Portfolio

Submitted in Partial Fulfillment of the Requirements of the Course
Under the Program
Bachelor of Science in Marine Transportation

SUBJECT: SEAM 5 (SHIP HANDLING AND MANEUVERING) DATE: November 10,

2022
YEAR & SECTION: MT S2-B1

INSTRUCTOR: LEW PATRICK GALIZA

DEAN: CE Jeynard Moller Tan

PRELIM

COURSE OUTCOME RUBRICS

Cognitive/Portfolio

Performance Standard
Performance
Level 0 Level 1 Level 2 Level 3 Level 4 Score
Criteria
(Very Poor) (Poor) (Fair) (Good) (Excellent)
Conformity to Failed to Completed the Completed Completed the Completed the (60)
the complete the activity with 4 or the activity activity with a activity without
requirement activity. (0) more corrections. with 2 or 3 single mistakes. (60)
(15) corrections. correction. (45)
(30)
Grammar Information is Information is Information is Information is Information is (20)
incomprehensi slightly comprehensi comprehensibl comprehensibl
ble due to very incomprehensible ble but two or e but has one e and
poor due to poor more areas area with a grammatically
grammatical grammar. (5) have grammatical correct. (20)
construction. grammatical error. (15)
(0) errors. (10)
Presentation Information is Information is Information is Information is Information is (20)
difficult to slightly difficult to easy to follow easy to follow easy to follow
follow due to follow due to but two or but has one and neatly
very poor untidy/ more areas area that is presented.
presentation. disorganized are untidy. untidy. (15) (20)
(0) presentation. (5) (10)

Total Points: (100)

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CO 1: Discuss the principles of ship handling, the effectsof deadweight,draught, trim,
speed and under keel clearance on turning circles and stopping distances, effects of
wind and current on shiphandling while maintaining safety of navigation.

Learning Outcome 1.1: Illustrate how the wind strength, the relativedirection of the
wind,the above-water area and profile and the draught and trim affects the behavior of
a ship moving ahead, making sternway and while making a large turn.

The ship goes through the water and goes straight into the wind. W is now well ahead of
midship and really close to P. The wind does not exert any torque or side force on the ship.
A relatively small change in relative wind direction (due to course change or wind sway) will
bring the wind towards the bow of the ship. All one side of the ship is exposed to the wind and
W moves astern.

The ship remains in the wind, but begins moving aft through the water. While P moves
backward, W stays forward and the wind exerts no torque or lateral force. A relatively small
change in relative wind direction moves backward to the west, but P stays behind W.

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Vessel making Headway thru the water, and with the Wind immediately Astern. P is forward,
an extended distance from W, that is nicely aft. A relatively small extrade in relative wind path
will pass W forwards, but W remains a ways abaft P.

You sail through the water and boat the coaster with the wind directly behind you. P moves
backwards, gets pretty close to W, and stays backwards. Changes in relative wind direction
will eventually move W ahead of P.

Learning Outcome 1.2: Describe how the effect of current may be used when turning in
a channel and to control the lateral movement of a ship towards or away from a river
berth.

Current and its effect

A feature of any river berth is the current. It is common for a river berth to lie in the same direction
as the prevailing current so that the current can assist with berthing.

In this case, a berth can be approached bow into the current in order to give the advantage of
relatively high speed through the water with a reduced speed over the ground. Consequently,
steerage at low ground speed is improved by the good water flow over the rudder. The ship will be
easier to stop.

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Another advantage of berthing into a current is that it can be used to push a ship alongside.
Position the ship off the intended berth but at a slight angle towards it. Then allow the current to
produce a sideways movement of the ship towards the berth.

Masters should note that currents are usually complex, with varying rates and directions that can
change hourly. For safe navigation, local knowledge is essential. A ship making headway into a
current, but stopped over the ground, will have a forward pivot point.

Learning Outcome 1.3: Discuss the fundamental principles and operation of

propeller, bow thruster and rudder to assist in maneuvering a ship

A ship's propeller is a fan-like rotating structure used to propel a ship using the power
generated and transmitted by the ship's main engine. The thrust produced by the rotting
propeller is used to move the ship from one point to another. The thrust produced by propeller
rotation is entirely dependent on the number of blades and propeller rotation speed. Ships are
equipped with one, two, and rarely three propellers, depending on the speed and
maneuvering needs of the ship. Marine propeller are made from corrosion resistant material.
The material used for construction of marine propeller are an alloy of aluminium and stainless
still. Other materials are also used like alloys of nickel, aluminium and bronze which are
10~15% lighter than other materials and have higher strength.

6
The ship works according to Bernoulli's principle. Ships move from one place to another with
the help of propeller movement. The propeller is connected to the main engine via a shaft that
uses the power generated by the main engine to help turn the propeller.

As the propeller begins to spin, blade movement set to a specific pitch creates thrust. The
thrust of the propeller is transmitted to propel it through the water, pushing the ship forward or
backward depending on the direction of propeller rotation.

Bow and stern thrusters are located in walkthrough tunnels that open on either side of the
ship. There are two such tunnels in the fore and aft of the ship.Thrusters inhale on one side of
the vessel and eject on the other side, propelling the vessel in the opposite direction. It works
in both directions. H. Port to starboard, starboard to port.

The bow thruster is below the ship's waterline. For this reason, it is necessary to periodically
check for water in the bow thruster chamber. The bow and stern thrusters can be electric,
hydraulic, or diesel powered. However, hydraulically driven thrusters have many leakage
problems, so electric is the most commonly used. Also, with diesel-driven bow thrusters, the
7
amount of maintenance required is more and every time before starting someone needs to go
to the thruster room to check the thrusters.

The first precedence of any deliver design, is the fulfillment of function-capacity of the
designed product, after which comes its aesthetic value. Rudders are located at aft, as
opposed to on the bow, now no longer due to aesthetics, however due to its hydrodynamic
performance while located at aft.

Assume a starboard turn. Which means, the rudder is moved to the starboard side. When the
helmsman changed the rudder angle from zero to some angle towards the starboard, at that
very moment, a lift force acts on the rudder. The direction of the lift force is towards the port
side.

This rudder force, is directed along a transverse direction to the ship. In other words, this
force will cause the ship to attain a sway velocity towards the port side, because the rudder
force is nothing but a sway force towards the port side. It is because of this, a ship will sway
slightly to the port when the rudder is turned over to hard starboard. But this sway is so
negligible in comparison to the turning moment towards starboard, that the sway is hardly felt.
But yes, the sway does occur.

The rudder force has another effect on the ship. It creates a moment about the centre of
gravity of the ship, in the direction to understand why is the moment directed in the direction
shown, apply simple law of translation of a force into a moment about a point, or look at it like
this- the centre of gravity of the ship is forward of the rudder, and given the direction of the
rudder force, the moment it will create about the C.G will be along the direction

8
Learning Outcome 1.4: Illustrate and facilitate diagrams regarding illustration on the
provision and display of maneuvering information recommended in Assembly
resolution A.601 which defines the terms

Advance - is the distance surged by the ship forward after the rudder angle is applied As
mentioned earlier, a ship has to manifest all the hydrodynamic effects associated with it while
performing any change in its motion. Unlike a car, it can't just turn right-away after the rudder
deviation is applied.

Transfer - It is the transverse distance travelled while a ship makes a 90-degree change in
heading. More definitely, it is the distance between the original direction vector of the ship and
the point when it has completely headed starboard in its second phase of turn.

Drift angle - The drift angle at any point along the length of the ship is defined as the angle
between the center line of the ship and the tangent to the path of the point concerned.

9
Tactical Diameter - this gauges the potential turn an object could make. As a result, it is
calculated as the separate in between the ship's original direction vector at steady heading
and that vector at the end of its turn, when steady state is reached and the ship has turned
around by 180 degrees. In other words, its length determines the distance covered during a
full turnaround at a constant rudder deflection. The distance is known as the tactical diameter
since it is nearly equal to the path's geometric diameter.

Track reach - Track Reach is defined as the distance traversed by the ship in its own path
after the “astern command” is given (engine reversed) until the vessel starts heading
backwards.

10
Head reach Side reach - is the perpendicular distance (displacement) that is measured from
the point of execute (reverse order given) to the point where the ship starts coming backwards
(after stopping).

Learning Outcome 1.5: Compare the turning circle of a ship when:

- the under-keel clearance reduces
- the ship is loaded and in ballast condition
- the ship at different speed
- the ship at different trim

TURNING CIRCLE MANOEUVRE

This is the most common maneuver a vessel may be required to do every now and then. Let
us take some instances such as making a swerve around a landmass (island, port, harbor,
and other vessels), taxing/berthing for cargo handling, making its way through a canal or
heading back to its original destination after encompassing its destination turning is inevitable
in ships.

Parts of Turning Circle

Advance: After applying a rudder angle, a ship will surge forward a certain distance. A ship m
ust, as was already indicated, exhibit all of the hydrodynamic effects related to any change in 
motion. It cannot turn immediately when the rudder deviation is applied, unlike an automobile. 
It moves in stages after traveling a distance. However, effective seahandling traits necessitate 
a quicker reaction to an operator order. Although there are no strict guidelines, a minimal adv
ance standard is always sought for a given ship type and speed. This standard is known as th
e tactical diameter.

11
Transfer:
is the length of time it takes for a ship to turn 90 degrees in one direction. It is more clearly the 
distance between the ship's initial direction vector and the time when it has fully headed to por
t during the second phase of the turn. The next figure provides a better illustration.

Tactical Diameter: This gauge determines how far a ship can turn. As a result, it is calculated 
as the separation between the ship's original direction vector at steady heading and that vecto
r at the end of its turn, when steady state is reached and the ship has turned around by 180 d
egres. In other words, its length determines the distance covered during a full turnaround at a 
constat rudder deflection. The distance is known as the tactical diameter since it is nearly equ
al to the path's geometric diameter.

Drift Angle - It is the angle between a line tangent to the turning circle at any point and the
fore and aft line of the ship.

A.601 IMO Assembly Resolution

Ship builders are mandated by the International Maritime Organization (IMO) to offer ships
with a maneuvering booklet that provides an overview of the ship and her equipment;
specifics because of how she can move in both deep and shallow water, against the wind,
and at low tide.speed, stopping power, and other pertinent data, in particular bridge controls.
When maneuvering a ship, making turning motions such as course changes or 180-degree
turnsor making a complete loop before halting, will always be present. The distance that a
ship must go the ability to come to a complete stop is crucial for maneuvering.

Maneuvering Booklet

The maneuvering booklet should be available on board and should contain comprehensive
details of the ship's maneuvering characteristics and older relevant data. The maneuvering
booklet should include the information shown on the wheelhouse poster together with other
available maneuvering information. Most of the maneuvering information in the booklet can be
estimated but some should be obtained from trials. The information in the booklet may be
supplemented in the course of the ship's life.

Contents of Maneuvering Booklet

1. General Description

a) Ship’s Particulars
b) Characteristics of Main Engine

2. Maneuvering Characteristics in Deep Water

a) Course change performance

b) Turning Circles in Deep Water
c) Accelerating Turn
d. Yaw Checking Test
d) Man Overboard and Parallel Course Maneuvers
e) Lateral Thruster Capabilities
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3. Stopping and Speed Control Characteristics in Deep Water

a. Stopping Ability
b. Deceleration Performance
c. Acceleration Performance

4. Maneuvering Characteristics in Shallow Water

a. Turning Circle in Shallow Water

b. Squat

5. Maneuvering Characteristics in Wind

a. Wind Forces and Moment

b. Course-keeping Limitations
c. Drifting Under Wind Influence

6. Maneuvering Characteristics at Low Speed

7. Additional Information

Pilot card

The pilot card, to be filled in by the master, is an information sheet and is intended for pilot
when boarding as a ready reference in handling the ship during the maneuvers. This
information should describe the current condition of the ship, with regard to its loading,
propulsion and maneuvering equipment, and other relevant equipment. The contents of the
pilot card are available for use without the necessity of conducting special maneuvering trials.

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Learning Outcome 1.6: Compare the stopping distance of a ship when:

- Loaded and in ballast condition

- In shallow water and in deep water
- The ship is directionally stable and unstable

Every vessel shows different characteristics when it comes to the distance covered when stop
signal is given due to difference in dimensions, loading and ballast condition. It is very
important for a navigating officer to learn the principles of passage planning and understand
his ship’s characteristics even as a small mistake in understanding may lead to collision,
grounding or other kind of mishaps.

Stopping distance of ships

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 depending on:

Inertia Stop

As described above, 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.

As a rule of thumb: 3 knots equals a stopping distance of 1 ship length. However on shallow
water the vessel stops in about 6 ships lengths, and time needed is about 50% longer! As a
rule the stopping distance usually increases in shallow water. When the ship's metacenter M
lies above the center of gravity, then the vessel is stable Ie, GM is positive. Here the force of
buoyancy acts upwards through metacenter and the Force of gravity acts through center of
gravity, thereby creating a momentum which tends to right the ship.
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Learning Outcome 1.7:  Describe the effect of:

- Squat when relatively at slow speed

- Shallow-water when blockage factor increases
- Bank cushion and bank suction when interacting with
another vessel in overtaking or meeting situation

The squat effect is a hydrodynamic phenomenon in which a ship navigating in shallow water
creates a region of reduced pressure, causing the ship to increase its draft and thereby come
closer to the sea bed than expected. This phenomenon is caused by the acceleration of water
currents as they pass between the hull and the seafloor in confined waters, and the pressure
drop due to the increase in water speed. Crouching due to a combination of vertical sinking
and trim changes can cause the vessel to sink towards the stern or bow.

Squat impact is about proportional to the rectangular of the rate of the ship. Thus, with the aid
of using decreasing velocity with the aid of using half, the squat impact is decreased with the
aid of using a issue of 4. Squat impact is commonly felt extra while the depth/draft ratio is
much less than 4 or while crusing near a bank.

Shallow water

When a ship is moving in shallow water the gap between the ship’s hull and the bottom is
restricted, the streamline flow of water past the hull is altered and the result is seen as a
greatly increased transverse wave formation at the bows and again at the stern. In fact, the
increased size of the stern wave is a sure indication of the presence of shallow water. The
energy expended in the waves formed by the ship is a loss from the power available to drive
her, and therefore in shallow water her speed is reduced, Shallow water effects are magnified
by squat.

15
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.

When the ship moves near the bank, the bow is pushed away from the bank, an effect known
as bow cushion, and the vessel is bodily attracted toward the bank, an effect known as bank
suction. The bank cushion results from high pressure buildup between the bank and the bow of
the ship, and the bank suction is caused by loss of pressure and increased velocity of water in
the restricted space between the vessel and the bank.

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The undersigned give PMI Colleges – Quezon City, College of Maritime Affairs, full copyright permission to
publish and use this paper.

PRINCE WILSON T. DELA BUENA

Student’s Name and Signature:

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