The document discusses several external factors that can affect a ship's turning circle when maneuvering, including structural design and length, draught and trim, motive power, cargo distribution and stowage, even keel or list, available water depth, rudder angle, and drift angle and influencing forces. It provides details on how each factor can influence a ship's turning performance and diameter.
The document discusses several external factors that can affect a ship's turning circle when maneuvering, including structural design and length, draught and trim, motive power, cargo distribution and stowage, even keel or list, available water depth, rudder angle, and drift angle and influencing forces. It provides details on how each factor can influence a ship's turning performance and diameter.
The document discusses several external factors that can affect a ship's turning circle when maneuvering, including structural design and length, draught and trim, motive power, cargo distribution and stowage, even keel or list, available water depth, rudder angle, and drift angle and influencing forces. It provides details on how each factor can influence a ship's turning performance and diameter.
The document discusses several external factors that can affect a ship's turning circle when maneuvering, including structural design and length, draught and trim, motive power, cargo distribution and stowage, even keel or list, available water depth, rudder angle, and drift angle and influencing forces. It provides details on how each factor can influence a ship's turning performance and diameter.
Ships manoeuvering- External forces affecting the drift angle
Home 1. Structural design and length : The longer the ship generally, the greater the turning Safe Anchoring Plan circle.The type of rudder and the resulting steering effect will decide the final diameter, with Tanker Notes the clearance between rudder and hull having a major influence.The smaller the clearance Passage Planning between rudder and hull the more effective the turning action. Container Ship Ships Motion at Sea Operations 2. Draught and trim : The deeper a vessel lies in the water, the more sluggish will be her Stability Calculation Safety Navigation response to the helm. On the other hand, the superstructure of a vessel in a light condition and shallow in draught is considerably influenced by the wind. The trim of a vessel will In Confined Waters Ship influence the size of the turning circle in such a way that it will decrease if the vessel is Charterparties In Congested Water trimmed by the head. However, vessels normally trim by the stern for better steerage and SEEMP Measures improved headway and it would be unusual for a vessel to be trimmed in normal In Shallow Water circumstances by the head. Voyage Heavy Wx Navigation Management Restricted Visibility 3. Motive power: The relation Environmental Management between power and displacement Confined Waters will affect the turning circle Ballast performance of any vessel in the Securing for Sea Handling same way that a light speedboat has greater acceleration than a Navigational Guidance Stevedoring Procedure heavily laden ore carrier. It Squat Calculation should be remembered that the Machinery rudder is only effective when Turning Circle Spaces there is a flow of water past it.The turning circle will therefore Freezing Conditions Catering Safety not increase by any considerable Nav Watch Trasfer Home margin with an increase in speed, because the steering Nav Equipments effect is increased over the same period. (The rudder steering effect will increase with Procedures for Pilotage the square of the flow of water past the rudder.) Helicopter Operations
4. Distribution and stowage of cargo : Generally this
will not affect the turning circle in any way, but the vessel will respond more readily if loads are stowed TCD manoeuvres. Ship run at full speed with rudder amidships instead of at the extremities. Merchant ship helm 35 degrees P or S throughout this trial. design tends to distribute weight throughout the vessels length.The reader may be able to imagine a vessel loaded heavily fore and aft responding slowly and sluggishly to the helm.
5. Even keel or listed over: A new vessel when engaged on trials will be on an even keel when carrying out turning circles for recording the ships data. This condition of even keel cannot, however, always be guaranteed once the vessel is commissioned and loaded. If a vessel is carrying a list, it can be expected to make a larger turning circle when turning towards the list, and vice-versa.
6. Available depth of water : The majority of vessels, depending on hull form, will experience greater resistance when navigating in shallow water. A form of interaction takes place between the hull and the sea bed which may result in the vessel yawing and becoming difficult to steer. She may take longer to respond to helm movement, probably increasing the advance of the turning circle, as well as increasing over the transfer. The corresponding final diameter will be increased retrospectively.
7. Rudder angle: Probably the most significant factor affecting the turning circle is the rudder angle.The optimum is one which will cause maximum turning effect without causing excessive drag. If a small rudder angle is employed, a large turning circle will result, with little loss of speed. However, when a large rudder angle is employed, then, although a tighter turning circle may be experienced, this will be accompanied by a loss of speed.
8. Drift angle and influencing forces: When a vessel responds to helm movement, it is normal for the stern of the vessel to traverse in opposing motion.Although the bow movement is what is desired, the resultant motion of the vessel is one of crabbing in a sideways direction, at an angle of drift.
When completing a turning circle, because of this angle of drift, the stern quarters are outside the turning circle area while the bow area is inside the turning circle. Studies have shown that the pivot point of the vessel in most cases describes the circumference of the turning circle.
Advice for Helmsman and Officer of the Watch
A deeply laden vessel will experience little effect from wind or sea when turning, but a vessel in a light or ballasted condition will make considerable leeway, especially with strong winds. When turning, the pivot point of the vessel is often situated well forward of the bridge and may produce the effect of the vessel turning at a faster rate than she actually is. A vessel trimmed by the stern will steer more easily but the tactical diameter of the turn is increased. A vessel trimmed by the head will decrease the diameter of the turning circle but will become difficult to steer. If a vessel is carrying a list, the time taken to complete the turn will be subject to delay. A larger turn will be experienced when turning into the list. 3DEXPERIENCE World 2021 Ad Get inspired, learn new skills, and build relationships from the comfort of your own… Ad Solidworks
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