SHIPHANDLING

HYDRODYNAMICS
01A.SH
CAPT RAJIV K VIG
COMPILED : 17 MAY 2017
REVIEWED 18.JULY.2022

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  Course keeping ability is related to dynamic
stability on straight course.

 Ships can be dynamically stable or

dynamically unstable

 Ship is dynamically stable if after small

disturbance will remain on the new straight
course slightly deviated from the previous
one without using rudder.
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  Dynamically unstable ship will
make a turning circle with rudder amidships

 Dynamically unstable ships are more difficult to

handle, and if the amount of dynamical instability is
large, they might be dangerous

• There is, however, no force that can bring

the ship to the original course without using
rudder.

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 ILLUSTRATE DIRECTIONALLY STABLE AND DIRECTIONALLY
UNSTABLE SHIP

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 ILLUSTRATE DRIFT ANGLE AND STATE IMO CRITERIA FOR
TACTICAL DIAMETER AND ADVANCE

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 WHAT IS INITIAL TURNING ABILITY OF A SHIP
AND IMO CRITERIA

 Initial turning test

 Initial turning ability is a measure of the reaction
of the ship to small angle of rudder; Is defined
by the distance travelled before realizing certain
heading deviation when rudder is
applied.

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 TURNING VESSELS
QUESTION: WHAT ARE THE FORCES INA TURN?

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 • Ship is moving along the curvilinear path with the
centre at point O. The distance between the centre of
curvature and the centre of gravity of the ship is
radius of instantaneous turn.
• Ship’s centreplane deviates from the tangent to the
path of the centre of gravity by the drift angle.
• The line perpendicular to the ship’s centreplane
through the centre of rotation,marks pivot point
(PP).
• At this point, there is no transverse velocity in
turning; for people on board it appears that the ship
rotates around this point (Fig. 2.8).
• Transverse velocity is greatest at stern.

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 Effect of ship parameters on turning performance
Question: What is IMO criteria for vessel in a turn?

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 Comparison of Turning
characteristics of Full and Slender
ship
question: Compare the turning characteristics wrf length , beam of ships

 Two ships of the same length have nearly the

same Transfer
 Tactical Diameter for both ships is almost the same
 Radius of the steady turning circle is much smaller
for tanker
 Drift angle is much larger for tanker
 Pivot point is closer to the bow in tanker

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  Effect of ship size on turning performance
 Turning characteristics depend on the
ship size. The tactical diameter is not
proportional to the displacement of the
ship but relative tactical diameter D/L is
equal for ships geometrically similar of
different size as well as for full-scale
ship and its model.

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 Effect of ship parameters on turning and course keeping
Manoeuvring performance depends on ship form and proportions. Table below
shows
the effect of ship performance on manoeuvring characteristics

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 QUESTIONS

 Name the four criteria which affect the Directional Stability

of a vessel :
 Compare the turning characteristics of full and slender
ships
 What is the difference between a dynamically stable and
unstable ship
 Define the stopping distance of a ship
 Define course keeping ability of a ship
 Define crash stopping of a ship

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 STOPPING OF SHIPS

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 Stopping test
• Stopping test
• Stopping test should be performed from the test
speed with maximum astern power.
• As indicated in figure, the ship’s track and
heading after astern order are plotted versus
time.
• Head reach and lateral deviation are presented
in terms of the number of ship lengths.
• The time lag between issuing the astern order
and the moment when the propeller stops and
reverses should be measured.
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  Test speed :
 VT= CB x VD
 VT : test speed
 VD : design speed
 CB : block coefficient
 IMO standard:
 Track reach < 15L
 QUESTION: IMO CRITERIA FOR STOPPING DISTANCE IN CRASH STOP

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 RUDDER CYCLING
QUESTION: FACTORS WHICH AFFECT EFFICIENT RUDDER CYCLING: SPEED,AREA OF
RUDDER, RUDDER FORCE,SIDE FORCE,DRAFT/DEPTH RELATIONSHIP

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 Comparison of different stopping techniques
QUESTION: What is the most effective way of achieving minimum head reach for
stopping a ship

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 Ship-tug cooperation

Type of tug co-operating with a ship, where

the main difference results from the
location of tug’s propulsion and towing point.
The choice is between conventional
single or twin-screw tugs very often fitted with
nozzles and tractor type tugs. The
ASD (azimuth stern drive) tugs are the
compromise linking some of the benefits of
conventional and tractor tugs type.
QUESTION: WHAT ARE THE DIFFERENT TYPES
OF TUGS IN USE?

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 TUG POSITIONS

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 DANGERS RELATED TO SHIP TUG
OPERATION
• Dangers related to ship-tug cooperation
• When assisting a ship, tugs operate in her close proximity in disturbed water pressure
• regions surrounding a ship’s hull. This is the source of interaction phenomenon,
especially
• dangerous for relatively small tugs when comparing with the size of assisted ships.
• Consecutive positions of a tug when approaching a ship to be assisted are shown in fig.
• . When the tug approaches the aft part of the ship (position 1), an increase of her speed
• may occur due the incoming flow velocity. In the close proximity of ship’s hull, a low
• pressure starts to move the tug towards the hull. For ships in ballast condition or for
ships
• having particular overhanging stern, the tug can easily come to position 2, which creates
• danger of damages to the tug’s hull and superstructure.
• QUESTION: IDENTIFY DANGERS TO TUGS IN PROXIMITY OF SHIP HULLS; WHAT IS
GIRTING

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 • Proceeding further along the hull (position 3), the tug is under important suction
force
• oriented towards the ship’s hull and outward turning moment due to tug bow-
cushion. Once
• sucked alongside it is very difficult to get off again and to continue the way.
• Tug in position 4 enters the high-pressure area. Arising outward turning moment
must
• be eliminated by appropriate use of rudder and engine. When arriving to position
5 close to
• the bow, very strong “out force” acting on the stern tries to bring the tug to
position 6
• broadside under the bow with risk of capsizing. Immediate action of rudder and
use of
• available power (full astern) can correct the position. Tractors type tugs are less
vulnerable in
• such a situation.

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  The main source of danger for a tug when assisting a ship is ship’s
too high speed.
 Classical tug accidents (so-called “girting”) are presented in next
three figures. In fig., a tug working on a line is assisting a ship making
a turn to starboard (position 1). Ship is suddenly accelerating for
example to improve turning abilities in order to realise the turn
correctly. The speed after few moments becomes too high and the
consecutive tug positions are more and more aft with high tension in
the towline (positions 2 and 3). The danger of capsizing is then real.
 The above-described situation is less dangerous for tractor tugs
because their towing point lies at the aft. So-called “gob rope” for
conventional tugs can improve much the situation by shifting the
towing point more to the stern, but on hand it limits the
manoeuvrability of the towing tug.

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 GIRTING

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 DANGERS ASSOCIATED WITH TUG
OPERATION

• Some other dangers affecting frequently tug’s safety are listed below:
• Bulbous bows are not visible when they are underwater and because of their
important
• dimensions the stern of the tug may touch the bow when passing or taking a towline.
Short
• towlines can also create similar danger for tugs. This situation is especially dangerous
in
• the case of excessive forward speed of ships to be assisted.
• An inexperienced ship’s crew may not be able to release tug’s towline when needed.
After
• slacking off the towline by a tug, when ship’s speed increases, the tension
simultaneously
• increases in the towline dragged through the water. The releasing of the towline
becomes
• very difficult, if not impossible.

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 • When the bollard pull of assisting tugs is not sufficient to counteract
all external forces
• acting on a ship (underestimation of wind force, current velocity
increases), tugs can be
• jammed between the ship and the berth as the result of drifting
ship’s motion.
• When passing or taking a towline, the ship’s speed and heading must
be constant. Any
• change in values of the above parameters creates additional danger
to the tug. If such a
• situation will occur, the assisting tug must be immediately informed
to anticipate expected
• manoeuvres.

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 SHIP DEAD IN WATER
PLACEMENT OF TUGS

Pivot point at midship.

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Two tugs pulling or
pushing
sideways.
Ship is shifting to one
side without swing if
both tugs develop
equal pulling or
pushing forces and
32 levers are
the same.
 SHIP MAKING HEADWAY

Pivot point shifts forward.

Stern tug working on large
lever is more effective.
Ship has a tendency to swing
to port.
QUESTION: WHICH TUG IS MORE EFFECTIVE I. GOING
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II) MOVING ASTERN

 Ship making sternway
 Pivot point shifts aft.
 Stern tug working on small
Lever (less effective)
 Bow tug working on large
Lever
 Ship has a tendency to swing
to starboard

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