Shiphandling - Squat - Transverse Thrust - Interaction - Wind - Current-1

SHIPHANDLING – WHAT IS SQUAT?
THE RELATIVE MOVEMENT OF A VESSEL THROUGH THE WATER RESULTS IN :

• BUILD UP OF PRESSURE FORWARD AS THE BOW DISPLACES WATER.
• A LOW PRESSURE ZONE AT THE STERN DUE TO THE VOID LEFT BY THE MOVING VESSEL.
• WATER FROM THE HIGH PRESSURE ZONE AT THE BOW RUSHES BACK ALONG THE SIDES AND BELOW KEEL
TO FILL THE VOID AT THE STERN.
• THE INCREASED VELOCITY OF THE RUSH OF WATER BELOW THE KEEL RESULTS IN A DROP IN PRESSURE
[BERNOULLI’S PRINCIPLE].
• THIS CAUSES INCREASED VERTICAL SINKAGE OF THE VESSEL RESULTING IN REDUCTION OF UNDER KEEL
CLEARANCE [UKC].
• THIS PHENOMENA IS KNOWN AS SQUAT. VESSEL STATIONARY, ON EVEN KEEL IN STILL WATER
• A STATIONARY VESSEL WILL ALSO SQUAT IF THE NO SQUAT
WATER MOVES RELATIVE TO THE VESSEL.
CENTRE OF FLOTATION
CENTRE OF FLOTATION
VESSEL MOVING AHEAD, SQUATTING BY BOW
PRESSURE DROP DUE TO INCREASED RATE OF

FLOW OF WATER BELOW KEEL
PREP.BY. CAPT.S.F. GOMEZ DATE: 07SEP16 REV. 4 OF 24JUN20 SM 1

SHIPHANDLING – FACTORS GOVERNING SQUAT
FACTORS GOVERNING THE SHIP SQUAT ARE :
• DIRECTLY PROPORTIONAL TO THE SQUARE OF SPEED. [MAIN FACTOR]
• INVERSELY PROPORTIONAL TO THE DEPTH OF WATER. INVERSELY PROPORTIONAL TO THE
CONFINES OF A CHANNEL.
• DIRECTLY PROPORTIONAL TO THE BLOCK COEFFICIENT (RATIO OF THE IMMERSED VOLUME OF
THE SHIP TO THAT OF A RECTANGULAR CUBOID OF THE SAME EXTREME DIMENSIONS).
• DIRECTLY PROPORTIONAL TO THE BLOCKAGE FACTOR (IMMERSED CROSS-SECTION OF THE
SHIP'S MID-SHIP SECTION DIVIDED BY THE CROSS-SECTION OF THE CHANNEL OR PASSAGE).
EMPIRICAL CALCULATION OF SQUAT : WHERE Cb = block coefficient, V=ship speed

THE FORMULA TENDS TO ERR ON THE HIGH SIDE PROVIDING A GREATER MARGIN OF SAFETY.
• OPEN WATER = Cb x V²/100
• SHALLOW/RESTRICTED WATER + PRISMATIC/DIAMETRIC CHANNELS = Cb x V²/50
• NOTE : PRISMATIC CHANNEL – SIDES AND BOTTOM SLOPE REMAIN EVEN THROUGHOUT.
DIAMETRIC CHANNEL – SIMILAR SIDED OF CONSTANT DIAMETER, BOTTOM DEPTH MAY VARY.
GENERALLY HOW A VESSEL WILL SQUAT :

SHIP ON EVEN KEEL AND CB = 0,7 – SQUAT WITH NO CHANGE IN TRIM
SHIP ON EVEN KEEL AND CB > 0,7 [WIDE BODY VSL] – SQUAT AND TRIM FORWARD
SHIP ON EVEN KEEL AND CB < 0,7 [FINE LINED VSL] – SQUAT AND TRIM AFT
SHIP WITH EXISTING TRIM TO AFT – SQUAT AND TRIM AFT
SHIP WITH EXISTING TRIM TO FORWARD – SQUAT AND TRIM FORWARD
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PREP.BY. CAPT.S.F. GOMEZ DATE: 07SEP16 REV. 4 OF 24JUN20 SM
SHIPHANDLING – RECOGNISING & REDUCING SQUAT
RECOGNISING WHEN SQUAT OCCURS? FACTOR AFFECTING SHALLOW WATER?
• LARGER BOW AND STERN WAVE.
• SLUGGISH RESPONSE TO MANOEUVRES.
• TURNING CIRCLE INCREASE SUBSTANTIALLY [1.5 TIMES OR MORE, THAN NORMAL].
• ENGINE RPM DECREASES SUBSTANTIALLY. GREATER DECREASE IN SHALLOW/RESTRICTED
WATERS.
• SPEED DECREASES, MORE IN SHALLOW AND WIDTHWAYS RESTRICTED WATERS.
• ABNORMAL CHANGE IN TRIM.
• THERE IS AN INCREASE IN HULL VIBRATION.
• WATER MAY HAVE A MUDDY APPEARANCE.
NOTE: SHALLOW WATER EFFECTS ARE GENERALLY FELT AT DEPTHS LESS THAN 1.5 TIMES DRAFT.
PREVENTING SQUAT - IT IS NOT POSSIBLE TO ENTIRELY PREVENT SQUAT BUT IT CAN BE REDUCED
BY :
• REDUCTION OF SPEED – REDUCE SPEED BY HALF, SQUAT REDUCES BY FOUR TIMES. THIS IS THE
BEST OPTION AVAILABLE.
• INCREASE UKC BY MINIMISING DRAFT AND KEEPING TO THE DEEPEST PARTS OF A CHANNEL.
• KEEP VESSEL ON EVEN KEEL TO REDUCE DRAFT INCREASE DUE TO TRIM.

SHIPHANDLING – CALCULATION OF SQUAT
SOME DIFFERENT FORMULA USED FOR SQUAT
CALCULATION.
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SHIPHANDLING – SQUAT : MAKING ALLOWANCE FOR UKC
WHEN MAKING ALLOWANCE FOR UKC, THE FOLLOWING FACTORS MUST BE CONSIDERED :
LIST / HEEL, WATER DENSITY, SQUAT, WEATHER [SEA / SWELL], CHART ERROR [ZONE OF
CONFIDENCE]. STATIC CONDITION
DYNAMIC CONDITION
ORIGINAL WATERLINE
STATIC DRAFT LOWERED WATERLINE

[INCL HOG,SAG]
LIST / HEEL
DENSITY
DYNAMIC DRAFT SINKAGE DRAFT
SQUAT INCREASE
SEA / SWELL DUE TO
CHART ZoC
UKC
SEA BED
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SHIPHANDLING – TRANSVERSE THRUST
TRANSVERSE THRUST IN A RIGHT HANDED PROPELLER GOING ASTERN.
VIEWED FROM AFT, A RIGHT HANDED PROPELLER ROTATES ANTI-
CLOCKWISE WHEN GOING ASTERN. AT THIS TIME :
• THE DOWNWARD FLOW OF WATER AT “B” ACTS ON THE RELATIVELY
UNHINDERED SEA WATER ON THE PORT SIDE.
• THE UPWARD FLOW OF WATER AT “A” HITS AGAINST THE UNDERSIDE RUDDER
OF THE STERN ON THE STARBOARD SIDE AND CAUSES THE STERN TO
MOVE TO PORT.
• THIS CAUSES THE BOW TO SWING TO STARBOARD.
• THE EFFECT IS GREATEST WHEN THE VESSEL HAS A LITTLE HEADWAY B A
AND THE PIVOT POINT IS FORWARD, PROVIDING A LARGE TURNING
LEVER.
H
E
TRANSVERSE THRUST IN A RIGHT-HANDED PROPELLER GOING AHEAD: A
• WHEN GOING AHEAD, THE ABOVE ACTION IS EXACTLY REVERSED BUT D
W
SINCE THE VESSEL IS MOVING AHEAD AND AWAY FROM THE A
PROPELLER WASH THE EFFECT IS VERY SLIGHT AND TRANSVERSE Y
THRUST IS PRIMARILY GOVERNED BY THE REASON GIVEN IN THE TRANSVERSE THRUST
FOLLOWING SLIDE.
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ANOTHER REASON FOR TRANSVERSE THRUST:
REFER TO THE ADJACENT FIGURE. CONSIDER A RIGHT-

HANDED PROPELLER.
• THE UPPER BLADES OF THE PROPELLER ARE

WORKING IN A ZONE OF LESS WATER PRESSURE
THAN THE LOWER BLADES.
• UPPER BLADES THRUST TOWARD STARBOARD.
• LOWER BLADES THRUST TOWARD PORT.
• BECAUSE OF THE LESSER PRESSURE, THE REACTIVE
FORCE FROM STARBOARD IS LESS THAN THAT FROM
PORT.
• SINCE THE GREATER REACTIVE FORCE IS FROM PORT
THE STERN SWINGS TO STARBOARD AND THE BOW
CANTS TO PORT WHEN GOING AHEAD
NOTE: TRANSVERSE THRUST IS MOST PROMINENT WHEN GOING ASTERN, PARTICULARLY WHEN THE VESSEL
HAS JUST A LITTLE HEADWAY AND THE PIVOT POINT HAS MOVED FORWARD, RESULTING IN A LARGE TURNING
LEVER. IT IS A GENERALLY WEAK FORCE, BEING ABOUT 10% OF ASTERN THRUST AND IS RARELY MORE THAN
10 TO 20 TONS FORCE.
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• TO BEST UNDERSTAND HOW TO USE THE EFFECT OF TRANSVERSE THRUST, CONSIDER A VESSEL
OF 200M LENGTH, WHERE THE TRANSVERSE THRUST IS ABOUT 10T.
• WHEN GOING ASTERN, WITH THE PIVOT POINT 50M FROM THE STERN THE TOTAL TURNING
FORCE DUE TO TRANSVERSE THRUST IS 10 X 50 = 500 TM.
• HOWEVER, WITH THE VESSEL HAVING HEADWAY, IF THE ENGINES ARE PUT ASTERN, THE PIVOT
POINT IS 50M FROM THE BOW AND THE TURNING LEVER IS NOW 150M. TOTAL TRANSVERSE
THRUST IN THIS CASE WILL BE 10 X 150 = 1500 TM.
TRANSVERSE THRUST IN A LEFT
HANDED PROPELLER WILL
PRODUCE JUST THE OPPOSITE
RESULTS AS THAT OF RIGHT
HANDED PROPELLERS.
WITH CONTROLLED PITCH
PROPELLERS, BECAUSE THE
DIRECTION OF ROTATION DOES
NOT CHANGE, THE EFFECT IS THE
SAME WHETHER GOING AHEAD OR
ASTERN.
WITH A TWIN SCREW VESSEL IT
DEPENDS ON WHETHER THE PROPELLERS ARE BOTH INWARD/OUTWARD TURNING OR WHETHER
THEY ARE ONE INWARD AND ONE OUTWARD TURNING. 8
SHIPHANDLING – SHORT ROUND TURN
THE TERM, “TURNING A VESSEL SHORT ROUND”, BASICALLY MEANS
TO TURN A VESSEL WITHIN HER OWN SHIPS LENGTH. WITH
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SUFFICIENT AIR AVAILABLE ONE COULD, USING THE BELOW
3
PROCEDURE, BUT WITHOUT ALLOWING THE SHIP TO MOVE
AHEAD/ASTERN TURN THE VESSEL A SHORT ROUND. BUT WITH
LARGER MODERN SHIPS, THE MANY KICKS AHEAD/ASTERN WILL
LIKELY RESULT IN DRAINED AIR BOTTLES. THE FOLLOWING 2
TECHNIQUE WILL ALLOW THE VESSEL TO BE TURNED WITHIN 1.5 TO 5
2 SHIP LENGTHS.
A VESSEL WITH A SINGLE RIGHT HANDED PROPELLER WILL TURN A
SHORT ROUND EASIER TO STARBOARD AND VICE VERSA.
START THE TURN FROM THE PORT SIDE OF THE CHANNEL OR AREA 1
AND VICE VERSA FOR A LEFT HANDED PROPELLER.
1) GIVE A GOOD “KICK AHEAD”, PUT THE WHEEL “HARD TO
STARBOARD”. DO NOT ALLOW THE VESSEL TO GATHER TOO
MUCH HEADWAY.
2) STOP ENGINE.
3) PUT THE WHEEL “AMIDSHIP”, GIVE A GOOD “KICK ASTERN”. HAVING HEADWAY AND ACCELERATING, THE
PIVOT POINT WILL HAVE SHIFTED WELL FORWARD TO 1/8L FROM THE BOW. THIS PROVIDES A LONG
TURNING LEVER AND TRANSVERSE THRUST GOING ASTERN WILL BE VERY EFFECTIVE. THE STERN WILL
SWING TO PORT AND BOW TO STARBOARD. AS SHE GATHERS STERNWAY, THE STERN WILL CONTINUE TO
SWING TO PORT. STOP ENGINE BEFORE SHE GATHERS MUCH STERNWAY.
4) PUT THE ENGINE “AHEAD” AND THE WHEEL “HARD TO STARBOARD”.
5) CONTINUE THE TURN, SLOWLY BUILDING UP HEADWAY. IF REQUIRED, REPEAT STEP 3 AND 4.
6) IF WELL CONTROLLED AND SUFFICIENT AIR KICKS ARE AVAILABLE IT SHOULD BE POSSIBLE TO PRACTICALLY
TURN IN PLACE AS SHOWN IN THE SMALL MULTI-COLOURED DIAGRAM.
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SHIPHANDLING – BANK EFFECT
WHEN NAVIGATING IN SHALLOW WATER,
NEAR A GENTLY SHELVING BANK :
AS THE BOW DISPLACES WATER FORWARD,
A POSITIVE PRESSURE BUILD UP OCCURS
AHEAD OF AND TO THE SIDE OF THE VESSEL
NEAR THE BANK.
AT THE SAME TIME, AT THE STERN AND BY
THE BANK, A NEGATIVE PRESSURE ZONE
FORMS OWING TO THE VOID BEING LEFT
BEHIND THE VESSEL.
THE +VE PRESSURE AT THE BOW, PUSHES
THE FORE PART AWAY FROM THE BANK
WHILE THE STERN IS SUCKED TOWARD THE
NEGATIVE PRESSURE ZONE ASTERN BY THE
BANK. THIS CAUSES THE VESSEL TO SHEER
AWAY AND THE STERN MAY HIT THE BANK.
THIS EFFECT MAY EVEN BE FELT WHEN PASSING A SHOAL AREA OR DREDGED CHANNEL WHERE
ONE SIDE IS DEEPER THAN THE OTHER.
CORRECTIVE ACTION : APPLY JUST ENOUGH HELM TOWARDS THE BANK SO AS TO KEEP THE VESSEL
PARALLEL TO THE BANK.
SHIPHANDLING – BOW CUSHION
WHEN THE CANAL OR RIVER IS STEEP SIDED :
AS THE BOW DISPLACES WATER FORWARD,
A POSITIVE PRESSURE BUILD UP OCCURS
AHEAD OF AND TO THE SIDE OF THE VESSEL
NEAR THE BANK.
AT THE SAME TIME, AT THE STERN AND BY
THE BANK, A NEGATIVE PRESSURE ZONE
FORMS OWING TO THE VOID BEING LEFT
BEHIND THE VESSEL.
THE +VE PRESSURE AT THE BOW, CREATES A
“CUSHION” AT THE BOW, KEEPING IT AWAY
FROM THE BANK WHILE THE STERN IS
SUCKED TOWARD THE NEGATIVE PRESSURE
ZONE ASTERN BY THE BANK.
BY APPLYING JUST ENOUGH HELM TOWARDS
THE BANK WE CAN KEEP THE VESSEL
PARALLEL TO AND CLEAR OF THE BANK.
CAUTION : WHEN PASSING AN OPEN LOCK/CUTTING IN THE CHANNEL, THE BANK/BOW CUSHION
EFFECT IS MOMENTARILY LOST. APPLIED HELM WILL CAUSE THE VESSEL TO TRY TO TURN INTO THE
LOCK/CUTTING. PREP.BY. CAPT.S.F. GOMEZ DATE: 07SEP16 REV. 4 OF 24JUN20 SM
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SHIPHANDLING – SMELLING THE GROUND
WHEN THE SHIP IS APPROACHING AN EXTREMELY SHALLOW PATCH SHE TENDS TO SQUAT AND THE
RESULTING BUILD UP OF PRESSURE AT THE BOW OWING TO THE PATCH MAY CAUSE THE VESSEL TO
SUDDENLY SHEER AWAY TO THE SIDE. TO WHICH SIDE SHE SWINGS DEPENDS ON WHICH SIDE OF
THE BOW THE SHALLOW PATCH LIES. WHEN THE PATCH LIES RIGHT AHEAD IT IS DIFFICULT TO
PREDICT TO WHICH SIDE SHE WILL SHEER.
THIS EFFECT IS KNOWN AS SMELLING THE GROUND.

SHIPHANDLING – INTERACTION
INTERACTION OCCURS WHEN A SHIP COMES TOO CLOSE TO ANOTHER SHIP OR
TOO CLOSE TO A RIVER OR CANAL BANK. THE LARGER THE VESSEL, THE
GREATER THE INTERACTION. THE GREATER THE BREADTH, THE GREATER THE
INTERACTION. INTERACTION CAN RESULT IN ONE OR MORE OF THE FOLLOWING
EFFECTS :
• WHEN TWO SHIPS ARE PASSING/OVERTAKING IN A INCR. SQUAT
RIVER/NARROW CHANNEL THE SQUATS OF BOTH VESSELS MAY
ALMOST DOUBLE WHEN BOTH AMIDSHIPS ARE DIRECTLY IN LINE.
• WHEN THEY ARE DIRECTLY IN LINE EACH SHIP WILL DEVELOP AN
ANGLE OF HEEL AND THE SMALLER SHIP WILL BE DRAWN BODILY ATTRACTION
TOWARDS THE LARGER VESSEL.
• BOTH SHIPS MAY LOSE STEERING EFFICIENCY AND ALTER COURSE
WITHOUT CHANGE IN RUDDER HELM.
• THE SMALLER SHIP MAY SUDDENLY VEER OFF COURSE AND HEAD
INTO THE ADJACENT RIVER/CHANNEL BANK.
• THE SMALLER SHIP MAY VEER INTO THE SIDE OF THE LARGER
SHIP OR EVEN BE DRAWN ACROSS THE BOWS OF THE LARGER
VESSEL, BOWLED OVER AND CAPSIZED.

SHIPHANDLING – INTERACTION
THESE EFFECTS ARE DUE TO :
• SHIP TO GROUND INTERACTION
• SHIP TO SHIP INTERACTION
• SHIP TO SHORE INTERACTION
WHAT CAUSES THESE EFFECTS OF INTERACTION? THEY ARE DUE TO

THE PRESSURE ZONES THAT EXIST AROUND THE HULL FORM OF A
MOVING SHIP.
• AROUND THE BOW THERE IS A POSITIVE PRESSURE BUILD UP
OWING TO THE FORWARD MOTION OF THE SHIP.
• AS THE SHIP MOVES AHEAD IT LEAVES A VOID ASTERN, RESULTING
IN A NEGATIVE PRESSURE ZONE AT THE AFT END OF THE VESSEL.
AS THESE PRESSURE ZONES MEET, THEY INTERACT AND RESULT IN

THE ATTRACTION OR REPULSION FORCES EXPERIENCED BY THE
SHIPS.
• TWO POSITIVE PRESSURE ZONES PUSH AGAINST EACH OTHER –
REPULSION
• TWO NEGATIVE PRESSURE ZONES CREATE A SUCTION EFFECT –
ATTRACTION
• PRESSURE EQUALISES BETWEEN A POSITIVE AND NEGATIVE ZONE
- ATTRACTION
SHIPHANDLING – INTERACTION WHEN MEETING END-ON
BOTH VESSELS KEEP NEAR THE CENTRELINE OF THE CHANNEL AND
APPROACH AT A SLIGHT ANGLE TO EACH OTHER AT LOW SPEED.
THE POSITIVE PRESSURES ZONES PUSH THE BOWS AWAY FROM EACH
OTHER. IN THIS CASE, BOTH APPLY SUFFICIENT PORT RUDDER TO BRING
THEM PARALLEL TO EACH OTHER.
POSITIVE AND NEGATIVE PRESSURE ZONES NOW BEGIN

TO EQUALISE WITH HIGH PRESSURE MOVING TO LOW,
WITH THE BOWS MOVING TOWARD THE STERN OF THE
OTHER VESSEL.
HOWEVER, SINCE THE VESSELS ARE ON OPPOSITE
COURSES THEY WILL QUICKLY PASS EACH OTHER BY
AND THE APPLICATION OF RUDDER SHOULD NOT BE
NECESSARY AT ALL AT THIS STAGE.
AS THE VESSELS PASS BY, THE NEGATIVE PRESSURES AFT, TEND TO DRAW
THE STERNS TOGETHER. NOW PORT RUDDER HELPS SWING THE STERNS
AWAY FROM EACH OTHER AND BRINGS THE BOW BACK TO THE CENTRELINE
OF THE CHANNEL.
CARE SHOULD BE TAKEN NOT TO GET TOO CLOSE TO THE BANK AS BANK
CUSHION EFFECT COULD CAUSE THE VESSEL TO VEER AWAY FROM THE BANK
AND INTO THE OTHER VESSEL.
15
SHIPHANDLING – INTERACTION WHEN OVERTAKING
AS THE VESSELS APPROACH, THE BOW OF VESSEL “A” IS DRAWN TOWARD
THE STERN OF VESSEL “B” [+VE TO –VE] PUSHING AT THE STERN OF “B”. THIS
CAUSES THE BOW OF VESSEL “B” TO TEND TO SWING ACROSS THE BOW OF
VESSEL “A”.
“A” STEERS TO STARBOARD TO TAKE HER BOW AWAY FROM “B”.
“B” STEERS TO PORT TO KEEP HER STERN IN POSITION AND PREVENT HER
BOW FROM SWINGING ACROSS “A”.
AS THE VESSELS COME PARALLEL TO EACH OTHER, THE
POSITIVE PRESSURE ZONES AT THE BOW PUSH OUTWARD,
WHILE AT THE STERN THE NEGATIVE PRESSURE ZONES
CREATE SUCTION, DRAWING THE STERNS TOGETHER.
“A” STEERS TO PORT WHILE “B” STEERS TO STARBOARD TO
COUNTERACT THESE EFFECTS.
AS “A” PULLS AHEAD, THE POSITIVE PRESSURE AT “B” CAUSES WATER FLOW
TOWARD “A’S” STERN PUSHING THE STERN & CAUSING THE BOW OF VESSEL
“A” TO SWING ACROSS THE BOW OF VESSEL “B”
“A’” STEERS TO STARBOARD TO TAKE HER BOW AWAY FROM “B”.
“B” STEERS TO PORT TO TAKE HER BOW AWAY FROM “A”.
TAKE CARE TO AVOID BANK CUSHION EFFECT. IF POSSIBLE, THE OVERTAKING

VESSEL SHOULD MAINTAIN 3 – 4 KNOT SPEED DIFFERENCE. WHEN BOTH
VESSELS SPEED ARE NEARLY SAME THE PERIOD OF INTERACTION AND THE
EFFECT IS GREATER.
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SHIPHANDLING – INTERACTION : POINTS TO NOTE
• PRIOR TO THE MANOEUVRES, BOTH SHIPS KEEP TO THE CENTRE OF THE
CHANNEL FOR AS LONG AS POSSIBLE. THIS HELPS AVOID THE POSSIBILITY OF
BANK EFFECT CAUSING EITHER OF THE VESSELS TO SUDDENLY TAKE A
SHEER ACROSS THE CHANNEL LEADING TO COLLISION OR GROUNDING.
• SPEED SHOULD BE LOW TO MINIMISE INTERACTION EFFECTS. THIS WILL ALSO
ALLOW ENOUGH RESERVE SPEED FOR KICKS AHEAD IF REQUIRED.
• THE SMALLER OF THE TWO VESSELS WILL BE MORE AFFECTED AND MUST BE
CAUTIOUS. THIS ALSO APPLIES TO ESCORTING TUGS ETC. THE LARGER
VESSEL MUST KEEP SPEED AS LOW AS POSSIBLE.
• SUDDEN CHANGES IN DEPTH [IF PASSING SHALLOWER PATCHES DURING THE
MANOEUVRE] WILL CAUSE DRAMATIC CHANGES IN THE FORCES LEADING TO
LOSS OF STEERING CONTROL.
• THESE MANOEUVRES SHOULD BE UNDERTAKEN IN THE BROADEST PART OF
THE CHANNEL/RIVER TO MINIMISE INTERACTION EFFECTS.
• HELM/RUDDER ORDERS SHOULD BE POSITIVE AND THE HELMSMANS ACTIONS
CAREFULLY MONITORED. THERE WILL BE LITTLE TIME TO RECOVER FROM A
MISTAKE.
• BOTH VESSELS SHOULD BE ACTIVELY INVOLVED IN THE MANOEUVRES.
17
SHIPHANDLING – THE EFFECTS OF WIND
THE EFFECT OF WIND DEPENDS ON THE WIND
STRENGTH, RELATIVE DIRECTION, THE WINDAGE
AREA OF THE SHIP, THE DRAFT AND TRIM AS
WELL AS THE POSITION OF THE PIVOT POINT.
WITH THE VESSEL STOPPED, NOT MAKING WAY:
• WITH THE VESSEL STOPPED, THE PIVOT POINT

LIES AT HER COG.
• WITH THE WIND ON THE PORT BEAM, THE
CENTROID OF THE WINDAGE AREA LIES A
LITTLE AFT OF MIDSHIP AND HIGHER THAN
THE PIVOT POINT.
• THIS MAKES FOR A SMALL TURNING LEVER
AND THE EFFECT OF WIND ON THE VESSEL IS
VERY SLIGHT.
• WITH THE WIND PUSHING TO STARBOARD,
AFT OF THE PIVOT POINT, THE VESSEL WILL
EITHER LIE STOPPED IN THE WATER OR WILL
SLOWLY TURN AROUND TO PORT UNTIL THE
BOW HEADS INTO THE WIND.
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WITH HEADWAY:
WITH THE VESSEL MOVING AHEAD, THE PIVOT POINT SHIFTS TO ABOUT 1/4L FROM THE BOW.
WITH THE WIND ON THE PORT BEAM, THE CENTROID OF THE WINDAGE AREA LIES A LITTLE AFT OF MIDSHIP
AND HIGHER THAN THE PIVOT POINT.
THIS MAKES FOR A LARGER TURNING LEVER AND THE EFFECT OF WIND ON THE VESSEL IS TO PUSH THE STERN
TO STARBOARD AND THE VESSEL WILL QUICKLY TURN AROUND TO PORT UNTIL THE BOW HEADS INTO THE
WIND.
19
WITH STERNWAY:
WITH THE VESSEL MOVING

ASTERN, THE PIVOT POINT
SHIFTS TO ABOUT 1/4L
FROM THE STERN. THIS
TAKES THE PIVOT POINT AFT
OF THE CENTROID OF THE
WINDAGE AREA. THE
TURNING LEVER SHORTENS
AND THE EFFECT OF WIND
ON THE VESSEL IS TO PUSH
THE BOW TO STARBOARD
AND THE VESSEL WILL
TURN AROUND TO
STARBOARD UNTIL THE
STERN HEADS INTO THE
WIND.
ALSO “W” WILL TEND TO MOVE AFT AS THE VESSEL TURNS TO STARBOARD, FURTHER REDUCING THE
TURNING LEVER.
TRANSVERSE THRUST ALSO COMES INTO THE PICTURE AND WITH A RIGHT-HANDED PROPELLER WILL AID THE
TURN TO STARBOARD. HOWEVER, IN THE CASE OF A LEFT HANDED PROPELLER TRANSVERSE THRUST WILL
OPPOSE THE WIND EFFORT AND MAY MAKE IT DIFFICULT TO JUDGE EXACTLY WHICH WAY THE VESSEL WILL
TURN AS IT DEPENDS ON WHICH TURNING FORCE IS THE GREATER.
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WITH THE VESSEL TRIMMED AND HAVING HEADWAY:
WITH THE VESSEL MOVING AHEAD, THE PIVOT POINT SHIFTS TO ABOUT 1/4L FROM THE BOW. BECAUSE OF
THE TRIM, THE CENTROID OF THE WINDAGE AREA ALSO LIES FORWARD OF THE COG THUS REDUCING THE
TURNING LEVER AND WILL MAKE IT DIFFICULT TO KEEP THE VESSEL HEAD INTO THE WIND. INSTEAD, SHE MAY
JUST LAY ACROSS THE WIND.
21
WITH THE VESSEL TRIMMED AND HAVING STERNWAY:
WITH THE VESSEL MOVING ASTERN, THE PIVOT POINT SHIFTS TO ABOUT 1/4L FROM THE STERN. BECAUSE OF
THE TRIM, THE CENTROID OF THE WINDAGE AREA LIES FORWARD OF THE COG THUS INCREASING THE
TURNING LEVER AND WILL MAKE THE STERN QUICKLY SEEK THE WIND PARTICULARLY WHEN TRANSVERSE
THRUST DUE TO A RIGHT-HANDED PROPELLER ADDS TO THE EFFECT OF WIND.
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WITH STERNWAY:
P MOVES TO 1/4L FROM THE STERN. TURNING LEVER IS
WITH HEADWAY: LARGE.
P MOVES TO 1/4L FROM THE BOW. WHEN P AND W ARE IN LINE VESSEL WILL REMAIN HEAD
TURNING LEVER IS SMALL. TO THE WIND.
THE VESSEL WILL BE “COURSE STABLE” AS HOWEVER, IF THE VESSEL TURNS A LITTLE TO P OR S, THE
LONG AS SHE MAINTAINS HEADWAY. TURNING FORCE IS SUCH THAT THE BOW WILL TEND TO
IF THE VESSEL TURNS A LITTLE TO P OR S, THE PAY OFF AWAY FROM THE WIND.
TURNING FORCE IS SUCH THAT THE BOW WILL THIS WILL CAUSE THE STERN TO SWING TO P OR S AND
TEND TO SEEK THE WIND. THE VESSEL WILL QUICKLY LOSE “COURSE STABILITY”.
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WITH HEADWAY:
WITH STERNWAY:
P MOVES TO 1/4L FROM THE BOW.
P MOVES TO 1/4L FROM THE STERN. TURNING LEVER
TURNING LEVER IS LARGE.
IS SMALL. WHEN P AND W ARE IN LINE VESSEL WILL
THE VESSEL QUICKLY LOSES “COURSE STABILITY”
REMAIN STERN TO THE WIND.
AND IS VERY DIFFICULT TO STEER.
THE VESSEL WILL BE “COURSE STABLE” AS LONG AS
IF THE VESSEL TURNS A LITTLE TO P OR S, THE
SHE MAINTAINS STERNWAY.
TURNING FORCE IS SUCH THAT THE STERN WILL
IF THE VESSEL TURNS A LITTLE TO P OR S, THE
TEND TO PAY OFF AWAY FROM THE WIND.
TURNING FORCE IS SUCH THAT THE STERN WILL TEND
APPROX.WIND FORCE IN TONNES PER 1000 SQ.M IS = V2/18 TO SEEK THE WIND. THIS WILL CAUSE THE STERN TO
SINCE WIND FORCE VARIES AS THE SQUARE OF THE WIND
SPEED, SMALL CHANGES IN WIND SPEED MEAN A LARGE
SWING TO P OR S AND THE VESSEL WILL QUICKLY
INCREASE IN WIND STRENGTH. LOSE “COURSE STABILITY”.
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SHIPHANDLING – THE EFFECTS OF CURRENT
CURRENT WILL GENERALLY MOVE A VESSEL BODILY IN THE DIRECTION OF FLOW OF WATER. THE EFFECT OF A
1 KNOT CURRENT IN MOVING A SHIP IS NEARLY THE SAME OR MORE THAN THAT OF 30-40 KNOT WIND.
FROM THE ABOVE DIAGRAMS, IT IS CLEAR THAT WHEN STEMMING THE CURRENT/TIDE THE VESSEL HAS GOOD
“COURSE STABILITY” BUT WHILE WORKING WITH THE CURRENT/TIDE FROM ASTERN SHE LOSES “COURSE
STABILITY” AND IS HARD TO CONTROL. 25
SHIPHANDLING – USING THE EFFECTS OF CURRENT
WE SEE FROM THE DIAGRAMS BELOW, THAT WITH PLANNING, THE CURRENT/TIDE CAN BE MADE
TO ACT AS A “POOR MAN’S TUG” TO HELP BRING A SHIP ALONGSIDE OR MOVE HER OFF A BERTH.
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SHIPHANDLING – NEGOTIATING A BEND WITH FOLLOWING TIDE
• THE STRENGTH OF THE TIDE
VARIES BEING GENERALLY
STRONGER AT THE OUTER
EDGE OF THE BEND.
• WHEN TAKING THE TURN IT
IS LIKELY THAT THE BOW
ENTERS THE SLOWER
WATERS WHILE THE STERN
IS STILL INFLUENCED BY THE
STRONGER TIDAL FLOW AT
THE OUTER EDGE OF THE
BEND.
• WITH THE PIVOT POINT FORWARD, THE STRONGER TIDE WORKS ON A LARGE
TURNING LEVER AND THE VESSEL WILL QUICKLY LOOSE CONTROL AND SWING
INTO THE PORT SIDE BANK.
• TO PREVENT THIS, APPROACH THE BEND KEEPING CLOSER TO THE OUTER
BANK.
• BANK CUSHION ALONG THE OUTER BANK WILL ASSIST THE TURN.
• CONTROLLING RUDDER MUST BE USED TO KEEP THE VESSEL SUCH THAT
BOTH BOW AND STERN ARE WITHIN THE STRONGER TIDAL FLOW THROUGH
THE TURN.
27
SHIPHANDLING – NEGOTIATING A BEND WITH TIDE FROM AHEAD
• AS BEFORE, THE STRENGTH
OF THE TIDE VARIES BEING
GENERALLY STRONGER AT
THE OUTER EDGE OF THE
BEND.
• WHILE TAKING THE TURN,
THE BOW MAY BE
INFLUENCED BY THE FASTER
WATERS AT THE OUTER
EDGE OF THE BEND WHILE
THE STERN IS IN SLOWER
WATERS AT THE INNER EDGE
OF THE BEND.
• WITH THE PIVOT POINT FORWARD, ALTHOUGH WORKING ON A SHORTER
TURNING LEVER, THE STRONGER TIDE MAY CAUSE THE VESSEL TO LOOSE
CONTROL AND SWING INTO THE PORT SIDE BANK.
• IT IS BETTER TO KEEP WITHIN THE SLOWER TIDAL FLOW AT THE INNER EDGE
OF THE CHANNEL THROUGHOUT THE TURN.
• SUFFICIENT RUDDER MUST BE USED TO TURN THE VESSEL AGAINST THE TIDE
SUCH THAT BOTH BOW AND STERN REMAIN WITHIN THE SLOWER TIDAL FLOW
THROUGH THE TURN.
28
SHIPHANDLING – AREA OF SUDDEN TIDE CHANGES
• WHEN MANOEUVRING AT
SLOW SPEEDS IN WATERS
OBSTRUCTED BY SHALLOWS
AND/OR CLOSE TO MAN MADE
STRUCTURES, SUDDEN
CHANGES IN TIDE DIRECTION
MAY OCCUR.
• AS IN THE FIGURE, THE
VESSEL IS STEMMING THE
TIDE APPLYING STARBOARD
HELM.
• WHEN COMING UP TO THE
PIER, THE BOW LOSES THE
INFLUENCE OF THE TIDE.
• WITH THE PIVOT POINT FORWARD, THE TIDE WORKING AT THE STERN AND
RUDDER ALREADY AT STARBOARD, COMBINE THEIR EFFECTS ACROSS A
LARGE TURNING LEVER AND THE VESSEL WILL SUDDENLY TAKE A SHEER.
• IF NOT ALREADY ANTICIPATED AND CORRECTED FOR, THE VESSEL IS LIKELY
TO TURN INTO AND ALLIDE WITH THE PIER.
• A SMART KICK AHEAD AND AMPLE PORT RUDDER MUST BE USED TO KEEP THE
VESSEL CLEAR OFF AND PARALLEL TO THE PIER. AS SOON AS THE VESSEL
BEGINS TO STEADY, ADJUST RUDDER SO AS NOT TO OVERSHOOT TO PORT.
29
SHIPHANDLING – RESTRICTING THE TIDAL FLOW
• CONSIDER A VESSEL
MAKING AN APPROACH TO A
PIER OR CLOSING IN ON A
RIVER / CANAL BANK.
• THE VESSEL IS ALMOST
STOPPED, AND IS LYING
DIAGONALLY ACROSS THE
TIDE, RESTRICTING THE
TIDAL FLOW BY THE BOW.
• THE TIDE IS FORCED TO
FLOW WITH INCREASED
VELOCITY THROUGH THE
RESTRICTION.
• THE RESULTING LOW PRESSURE [SUCTION] WILL CAUSE THE SHIP TO BE
DRAWN TOWARDS THE PIER / BANK WITH THE LIKELIHOOD OF ALLISION.
• AT TIMES, THE BACKWASH OF TUGS WORKING BY THE VESSEL, MAY CAUSE A

SIMILAR RAPID FLOW IN THE RESTRICTION BETWEEN VESSEL AND PIER
RESULTING IN A SIMILAR SUCTION.
30

Shiphandling - Squat - Transverse Thrust - Interaction - Wind - Current-1

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SHIPHANDLING – WHAT IS SQUAT?

THE RELATIVE MOVEMENT OF A VESSEL THROUGH THE WATER RESULTS IN :

WATER MOVES RELATIVE TO THE VESSEL.

VESSEL MOVING AHEAD, SQUATTING BY BOW

PRESSURE DROP DUE TO INCREASED RATE OF

PREP.BY. CAPT.S.F. GOMEZ DATE: 07SEP16 REV. 4 OF 24JUN20 SM 1

EMPIRICAL CALCULATION OF SQUAT : WHERE Cb = block coefficient, V=ship speed

GENERALLY HOW A VESSEL WILL SQUAT :

PREP.BY. CAPT.S.F. GOMEZ DATE: 07SEP16 REV. 4 OF 24JUN20 SM 3

STATIC DRAFT LOWERED WATERLINE

REFER TO THE ADJACENT FIGURE. CONSIDER A RIGHT-

• THE UPPER BLADES OF THE PROPELLER ARE

PREP.BY. CAPT.S.F. GOMEZ DATE: 07SEP16 REV. 4 OF 24JUN20 SM 12

PREP.BY. CAPT.S.F. GOMEZ DATE: 07SEP16 REV. 4 OF 24JUN20 SM 13

WHAT CAUSES THESE EFFECTS OF INTERACTION? THEY ARE DUE TO

AS THESE PRESSURE ZONES MEET, THEY INTERACT AND RESULT IN

POSITIVE AND NEGATIVE PRESSURE ZONES NOW BEGIN

TAKE CARE TO AVOID BANK CUSHION EFFECT. IF POSSIBLE, THE OVERTAKING

WITH THE VESSEL STOPPED, NOT MAKING WAY:

• WITH THE VESSEL STOPPED, THE PIVOT POINT

WITH THE VESSEL MOVING

WITH THE VESSEL TRIMMED AND HAVING HEADWAY:

WITH THE VESSEL TRIMMED AND HAVING STERNWAY:

• AT TIMES, THE BACKWASH OF TUGS WORKING BY THE VESSEL, MAY CAUSE A

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