Maneuvering trials

Maneuvering trials

 It is very important for a navigating

officer to learn and understand his
ship’s maneuvering characteristics
 Even as a small mistake in
understanding may lead to collision,
grounding or other kind of mishaps.
 Maneuvering trials -Turning Circle

Trials of a new ship

 The vessel’s expected performance in a variety of sea conditions.
 The ship handler should be aware of how long it will take for a vessel to
be stopped in the water from a full ahead position or how far the vessel
will advance in a turn.
 Turning circles and stopping distance (speed trials) provide such
essential information
 The Turning circle is the path of the ship’s pivot point as it executes a
360°  turn.
 In shallow water, the rate of turn is likely to be decreased, so  the vessel
will have a larger turning circle.
Maneuvering trials -Turning Circle

 Merchant ships usually turn in a circle having a diameter of about 3–4

times the length between perpendiculars (LBP).
 The larger the rudder, the smaller will be the Turning Circle
Diameter(TCD).
 During the TCD manoeuvre, the ship will experience transfer, advance,
drift angles and angle of heel.
 Initially the ship will heel inwards by the action of rudder and as the ship
starts turning centripetal and centrifugal forces acting on the ship cause
the ship to heel outwards
 Turning Circle

The factors affecting turning circle of ships are

 Draught and trim
 Distribution and stowage of cargo
 Even keel or listed
 Rudder angle
 Depth of water
 Drift angle and influencing forces
 Structural design and length
Turning Circle
 Advance, Transfer and Tactical
Diameter
Advance
 Distance gained towards the direction of the original course after the
rudder is put over and commencing the turn to completing the turn.
 It is calibrated between the course heading from the commencement of
the turn to when the vessels has passed through various angles of turns.
Turning Circle
 Advance, Transfer and Tactical
Diameter
Transfer
 Distance gained perpendicular to the original course from the
commencement of the turn after the rudder is put over
 This is the distance of the centre of gravity of the ship from the original track
line.
 Thus, the transfer for a turn of 90° is the distance of the centre of gravity of
the ship from the original track line when the heading of the ship is 90°
relatively from the original heading, it is about two ship’s lengths.
 The total transfer experienced during a turn will be reflected when the ship’s
head has moved through a course heading of 180°.
 The amount of transfer can be calibrated against the ship’s change of
heading and is usually noted at various angles of turn.
 Advance, Transfer and Tactical
Diameter
Tactical diameter
 Is defined by the greatest diameter scribed by the vessel from commencing the
turn to completing the turn.
 It is the transfer for a turn of 180°, which is almost equal to the max transfer
 When the vessel is trimmed by the stern, the tactical diameter of turn is increased
 When the vessel is trimmed by the head, the tactical diameter of turn is decreased
 The vessel with a list will take longer to turn, and when turned into the list, will
develop a larger circle
 The vessel with a right-hand turn propeller, if making a turn to port, will end up with
a smaller diameter than starboard due to the effect of transverse thrust
 Advance, Transfer and Tactical
Diameter
Final diameter
Is defined as the internal diameter of the turning circle where no allowance
has been made for the decreasing curvature as experienced with the tactical
diameter.
Drift angle
It is the angle between the axis of a ship when turning and the tangent to the
path on which it is turning.
Turn Table
The ship should have a Turn Table, which gives the turning characteristics of
the ship at various speeds and rudder angles
 Stopping distance of ships
Stopping distance of ships
 This is the minimum distance that a vessel needs to come to rest over the ground.
 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
 Crash stop
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 as compared to Crash stop
 Stopping distance of ships

Crash Stop
 When the ship has to be suddenly stopped in an emergency situation.
 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.
 In general operation i.e. berthing or departure of the ship from port or
manoeuvring through channel or narrow passage, the above two methods
are combined for a swift navigation of the ship i.e. in between giving an
astern kick to stop and slowing down the ship’s speed for better
manoeuvring.
Stopping distance of ships

Crash Stop
 Speed trials for new ships normally include test runs to provide
information showing the time and distance a vessel will take to stop
 From full ahead after ordering main engines to stop
 From crash full astern (emergency stop)
 The stopping distance data and chart is given in sea trials of the ship and
available on bridge for reference.
 The data may differ when used due to variation in weather condition,
ships loading, stability and other factors
 Stopping Distances

 It takes about 20 minutes for a fully loaded super tanker to stop when
transiting at normal speed.
 In emergency situations, some can perform a "crash stop" manoeuvre,
which can cut the time down to 14 minutes.
 The reason super tankers, also known as oil tankers, take so long to stop
is the huge amount of momentum they build up as they sail.
 Because of this huge momentum, most super tankers turn off their
engines about 15 miles (25 km) away from their dock.
 Head Reach ,Track Reach and Lateral
Deviation
Head Reach
 Distance along the direction of the course at the moment when the   “full
astern” command was given.
 The distance is measured from the moment when the “full astern”
command is given until the vessel is stopped dead in the water.
Track Reach
 Distance along the vessel’s track that the vessel covers from the  moment
that the “full astern” command is given until ahead speed changes sign.
Lateral Deviation
 Transfer for the ship from the moment Full astern command is given until
the vessel is stopped
Head Reach ,Track Reach and Lateral
Deviation