INTER-GLOBAL COLLEGE FOUNDATION, INC.

Brgy. Bocohan, Lucena City

Registration No.16Q13029

COURSE MODULE
(Paper-Based)

STUDENT’S COPY

I. NAME OF PROGRAM Bachelor of Science in Marine Transportation (BSMT)

COURSE CODE
II. COURSE DESCRIPTIVE
Ship Handling and Maneuvering
TITLE / CODE
Seam 5

COURSE CREDIT UNIT

III. PRE-REQUISITE / CO-
DW 1
REQUISITE / CREDIT UNIT
3

IV. COURSE DESCRIPTION Ship Handling and Maneuvering

Effects of deadweight, draught, trim, speed MODULE NUMBER

and under-keel clearance turning circles
V. MODULE TITLE/ NUMBER
and stopping distances on ship handling 2
and maneuvering.

VI. INCLUSIVE WEEK Week Number 2

Discuss the principles of ship handling, the effects of deadweight, draught, trim,
VII. COURSE OUTCOME speed and under keel clearance on turning circle and stopping distances, effects of
wind and current on ship handling while maintaining safety of navigation.

A. Learning Outcome: At the end of the modules, the students should be able to:
1. State that the size of the turning circle increases as the under-keel clearances reduces.
2. Compare the stopping distance of a ship in the loaded and ballasted condition
3. State that in shallow water, a ship will carry her way longer than in deep water.
4. Explain the use of the rate of turn indicator to assist turning of a vessel.

B. STCW Competence Addressed by the Course Module :

 A-II/1 F1.C9: Maneuver the Ship

C. STCW KUP Addressed by the Course Module:

 A-II/1 F1.C9. KUP1: Ship Maneuvering and Handling

VIII. MODULE RESOURCES

MINIMUM READING MATERIAL/ONLINE RESOURCES TO BE PROVIDED BY THE FACULTY; IT CAN BE
IN PDF / WORD FILE / INTERNET LINKS / ETC. AND ITS MHEIs DISCRETION BASED ON THEIR
RESOURCES / CAPABILITY

A. IMO IMDG.1: International Maritime Dangerous Goods Code (Volume 1)

[https://law.resource.org/pub/us/cfr/ibr/004/imo.imdg.1.2006.pdf]
B. Dangerous Goods Management Manual
[http://www.mrcmekong.org/assets/Publications/basin-reports/Dangerious-Goods-MM-
Sept2013.pdf]
C. An Introduction to the IMDG Code
[http://www.imdgsupport.com/Free%20IMDG%20Code%20introduction%2037-14.pdf]
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

LESSON MAP:

Principles of Ship Handling

Forces Affecting Ship Things to Consider During

Handling Maneuvering

Under Control Turning Circle and

Stopping Distance Pivot Point Lateral Motion
and Resistance

Under Partially
Control Shallow Water
Transverse Thrust Speed Control
Effect

Not Under
Control Effect of the
Thrusting Devices
Effect of the Wind and their Proper
Current
Use

TURNING CIRCLE AND LATERAL MOTION AND RESISTANCE

Ships move laterally when turning because the pivot point is not located at the ship’s center.
When moving forward and turning to starboard, the ship’s lateral movement is to port. When moving
astern and turning to starboard, lateral movement is to starboard. It is important to understand where
the pivot point lies and how lateral movement can cause sideway drift, knowledge which is essential
when maneuvering close to hazards.
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

TERMS DEFINITION
Advance The distance travelled in the direction of the original heading
measured from the point at which helm was first applied. The
maximum advance is usually between 3 and 5 ship lengths for a
merchant ship of any size going at full ahead and using full helm.
Transfer The distance of the center of gravity of the ship from the original
track line measured in the direction 90 degrees to the original
heading. The transfer for a turn of 90 degrees is about two ship
lengths.
Tactical Diameter It is the transfer for a turn of 180 degree which is almost equal to the
maximum transfer. It is usually about the same distance as the
maximum advance.
Drift Angle It is the angle between the tangent to the turning circle at any point
and the fore and aft line of the ship.
Pivot Point It is the point about which the vessel pivots with the bow swinging
inwards and the stern swinging outwards. It is about 1/3 of the
vessel’s length from forward when going ahead. When going astern
the vessel pivots about a point approximately one quarter of the
length from astern.
Final Diameter It is the diameter of a circle traversed by a vessel turning through
360 degrees and maintaining the same speed and rudder angle. This
diameter is always less than the tactical diameter. It is measured
perpendicular to the original course and between the tangents at the
point where 180 degrees and 360 degrees of the turn have been
completed.
Turning Circle The path followed by the pivoting point of a ship in making a turn of
360 degrees or more. For the ordinary ship, the bow will be inside,
and the stern will be outside this circle.
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

TRANSVERSE THRUST
Transverse thrust is the tendency for a forward or astern running propeller to move the stern to
starboard or port. Transverse thrust is caused by interaction between the hull, propeller and rudder.
The effect of transverse thrust is a slight tendency for the bow to swing to port on a ship with a right-
handed propeller turning ahead.
Transverse thrust is more pronounced when propellers are moving astern.
Transverse thrust is often used to help bring the ship’s stern alongside during berthing. When a
propeller is put astern on a ship moving forward at speed, the initial effect of the transverse thrust is
slight. However, as the ship’s forward motion decreases, the effect of transverse thrust increases.

The effect of transverse thrust whilst making an ahead movement is

Ahead Movement
arguably less worrying than that of an astern movement, perhaps
of the Propeller
because the result is less noticeable. For practical purposes at
present, it will be sufficient to summarize the main factors which are
evident with an ahead movement of a right-handed propeller.
a) The helical discharge from the propeller creates a larger pressure on the port
side of the rudder.
b) A slight upward flow from the hull into the propeller area puts slightly more
pressure onto the down sweeping propeller blades.
c) It was evident during the tests that the speed or flow of water into the propeller
area is uneven in velocity.
The net result is a tendency for a right-handed propeller to give a small
swing to port when running ahead. Whilst this may be noticeable in calm and near
perfect conditions, it is easily influenced by other likely factors such as wind,
current, shallow water, tugs, rudder errors and so on.

The importance of transverse thrust when using an Astern Movement

astern movement is of much greater significance to the ship of the Propeller
handler. The helical discharge, or flow, from a right-handed
propeller working astern splits and passes forward towards either side
of the hull. In doing so, it behaves quite differently. On the port quarter, it is
inclined down and away from the hull; whilst on the starboard quarter, it is directed
up and on to the hull. This flow of water striking the starboard quarter can be a
substantial force in tons that is capable of swinging the stern to port giving the
classic ‘Kick Round’ or ‘Cut’ of the bow to starboard.
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

SPEED CONTROL
Incidents of failing to control a ship’s speed while entering harbour, with the vessel
consequently colliding with the pier causing major damage to the pier, shore cranes, and the vessel
itself, never cease.
Ships differ from motor vehicles in that they are not fitted
with a braking mechanism to reduce speed. Control of speed
must therefore rely on controlling the speed of the main
engine, reversing the main engine, or the assistance of a tug.
In order to ensure that the vessel stops precisely at the
scheduled point, the ship navigator is required to consider its
type, size, loading condition, inertia, and maneuverability, and
the effects of external forces etc. when adjusting speed.
These factors are obviously not formally calculated while the vessel is approaching the pier, and
lack of communication between the pilot and captain is a cause of incidents, as is insufficient advice
from the captain.

Both the captain and pilot are required to have

a quantitative, rather than an intuitive exchange of
information, based on experience, understanding of
the stopping distance and the time required to stop.
(1) Basics of Stopping Distance, Vessel Weight, and
Acceleration
Hull shape and resistance must be considered when
determining details such as stopping distance and
the time required to stop, however approximate
values can be derived with the following equation based on the principle of conservation of energy.

W: Apparent displacement
(displacement + additional
mass*) (tons)
Vo: Initial speed (m/sec)
V: Final speed (m/sec)
F: Forces acting (tug thrust and
reverse engine thrust) (tons)
T: Elapsed time (seconds)
S: Forward movement (m)
Α: Acceleration applied to vessel
(m/sec2)

* Additional mass
When accelerating and decelerating the vessel, the vessel itself moves, while at the same time, the
water in the vicinity also moves as a result of this movement. Power is therefore not only required to
move the vessel, but to move a part of the water in the vicinity. This is, in effect, the same as moving
a vessel of increased mass. This increased mass is referred to as ‘additional mass’.
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

(2) Speed Reduction Plan for Vessel Approaching Pier in Direction of Arrival (example)
When approaching parallel to the pier in the direction of arrival it is necessary to determine in
advance when to stop the engine and to understand guidelines for evaluating whether or not speed
through the primary waypoints is excessive while approaching the berth.
For example, while moving forward at dead slow ahead as shown in the following image, when
stopping the engine with simultaneous braking applied by a stern tug, and with a distance to the stop
position of 4L and 1L, it is necessary to determine beforehand the speed at which it is possible to
stop at the scheduled point. While incorporating a safety margin in the distance to the berth noted
above, it is also needed to reduce speed by increasing the braking effect of the tug or by reversing
the engine if the approach to the berth is at a greater speed.

In practice, rather than maneuvering the vessel to stop at the stop point, braking is applied while
controlling speed so that the vessel stops at the target at the front of the berth without losing control.

Verify displacement of vessel, power at engine astern, and power of tug, verify the distance and time
required to stop during maneuvering for approach, and maneuver the vessel with a safety margin.

(3) Reference Values for Reducing Speed

The spreadsheet below presents the equation in (4)-1 in a format ready for data entry. Enter the
necessary data to calculate approximate values for stopping distance and stopping time, and safety
margin. It is important to recognize reference values for the stopping distance of the vessel using
simple spreadsheets. Early braking by tug or reversing the engine is necessary if the safety margin is
0.3 or less.
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

In addition to this spreadsheet, it is

also effective to consider the
maneuverability of the vessel in preparing
speed reduction guidelines in graphic
format.
The guidelines should be posted on
the bridge, with copies kept in storage.
The guidelines can be provided to the pilot
as reference material for information
exchange upon boarding to assist in
communication

(4) Control of Berthing Velocity When Approaching the Pier

Conventionally, the vessel
approaches at an angle on a face line of
the pier, the bow line is taken, and the
stern is pushed to the pier. This method
is still used with vessels of up to
20,000GT. Up to 20,000GT
(conventional method) However larger
vessels generally approach and position
parallel to the pier at a distance of 1.5 –
2 times the beam, and are then pushed
sideways onto the pier by a tug
(parallel approach).

ADVANTAGES AND DISADVANTAGES OF THE PARALLEL APPROACH

ADVANTAGES DISADVANTAGES
• While this depends on the layout of the pier, a mistake
• An extra 10 – 20 minutes is required
in reducing speed does not result in damage to the pier.
to reach the pier.
When the pier is of considerable length, a mistake in speed
control simply results in overrunning the scheduled stop
position, and does not result in damage to the pier.
• With the conventional method, container ships etc. with
large bow flares sometimes damage cranes etc. overhanging
the pier. This risk is much reduced with the parallel
approach.
• The attitude of the vessel is more easily controlled with
the parallel approach, facilitating response to rapid changes
in external forces.
 INTER-GLOBAL COLLEGE FOUNDATION, INC.
Brgy. Bocohan, Lucena City
Registration No.16Q13029

(5) Berthing Velocity Control

The energy of the vessel when contacting the pier can be calculated with the following
equation, and is proportional to the square of the speed of contact.

E: Contact energy (ton-m)

W’: W (displacement (tons) × transverse additional mass coefficient (1-0 – 2.0)
G: Acceleration due to gravity (m/sec)
V: Berthing Velocity (m/sec)
C: Energy diminution coefficient due to turning etc.

Using an additional mass coefficient of 1.8, and C

of 0.5 in the above equation, a container vessel with a
displacement of 50,000 tons approaching the pier at a
speed of 10cm/sec has a contact energy of approximately
23 ton-m. This is equivalent to a 1 ton motor vehicle
colliding with a wall at 80km/h.

Vessels generally approach at a maximum

speed of 10cm/sec, with large vessels and
VLCCs approaching at 5cm/sec.
These speeds allow absorption of the energy of
the vessel when contacting the pier fenders,
and prevent damage to the hull and the pier.