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    Ship Handling 3

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    DheerajKaushal
    Naval Shiphandling discusses the forces that affect a ship's maneuverability. There are controllable forces like engines, rudders, bow thrusters and tugboats that allow precise control. Uncontrollable forces like wind and current make maneuvering difficult. Semi-controllable forces in shallow water like squat can also impact a ship. Understanding these forces and how to balance them is key to safely docking, undocking and navigating in confined waters.

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    © All Rights Reserved

    Ship Handling 3

    Uploaded by

    DheerajKaushal
    700 views25 pages
    Naval Shiphandling discusses the forces that affect a ship's maneuverability. There are controllable forces like engines, rudders, bow thrusters and tugboats that allow precise control. Uncontrollable forces like wind and current make maneuvering difficult. Semi-controllable forces in shallow water like squat can also impact a ship. Understanding these forces and how to balance them is key to safely docking, undocking and navigating in confined waters.

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    Ship Handling 3

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    Naval Shiphandling discusses the forces that affect a ship's maneuverability. There are controllable forces like engines, rudders, bow thrusters and tugboats that allow precise control. Uncontrollable forces like wind and current make maneuvering difficult. Semi-controllable forces in shallow water like squat can also impact a ship. Understanding these forces and how to balance them is key to safely docking, undocking and navigating in confined waters.

    Copyright:

    © All Rights Reserved
    700 views25 pages

    Ship Handling 3

    Uploaded by

    DheerajKaushal
    Naval Shiphandling discusses the forces that affect a ship's maneuverability. There are controllable forces like engines, rudders, bow thrusters and tugboats that allow precise control. Uncontrollable forces like wind and current make maneuvering difficult. Semi-controllable forces in shallow water like squat can also impact a ship. Understanding these forces and how to balance them is key to safely docking, undocking and navigating in confined waters.

    Copyright:

    © All Rights Reserved
    of 25

    Naval Shiphandling

    ADAPTED FROM:

    Naval Shiphandling
    AGENDA:

    Describe the effects of momentum and inertia.


    Discuss controllable shiphandling forces.
    Discuss uncontrollable forces.
    Discuss semi-controllable forces..
    Describe the pressure/suction effect on ships
    maneuverability during alongside operations and
    operating in shallow water.

    Applicable reading: WOG 89-114.

    Shiphandling Theory
    There may be more than a dozen forces acting
    about the vessels axis at a given moment, and
    the resultant may not be as anticipated but due
    partially to a force which has escaped discovery.
    This is not mysticism as much as lack of the
    research which takes the art of shiphandling
    into the finite world of applied science.
    P.F. WILLERTON, BASIC SHIPHANDLING

    MOMENTUM &
    INERTIA
    MOMENTUM: Generally, we consider momentum
    as the motion of a ship at the time we no longer want
    it, especially when we have taken action to obtain the
    opposite effect. ... Momentum is the quality of
    motion measured by the product of mass & velocity.
    INERTIA: Inertia is the quality of motion that
    causes a ship to resist a change in motion. A force
    exerted on a ship will result in motion after inertia
    has been overcome.
    Hooyer - Behavior
    and Handling of Ships

    Ship's Tactical
    Characteristic Folder
    # of Screws

    Length/Beam

    # of Rudders

    Pivot Point

    Turn
    Diagrams

    Advance/
    Transfer

    Acceleration/
    Deceleration

    Navigational
    Draft

    PIVOT POINT
    HEAD WAY, STEADY
    COURSE & SPEED

    AHEAD BELL FROM DIW...


    LONG STEERING LEVER
    FROM PROPS/RUDDERS

    ASTERN BELL FROM DIW...


    NO EFFECTIVE STEERING
    LEVER UNTIL SOME
    STERN WAY

    Advance for 90

    Transfer
    Tactical
    Diameter

    Final
    Diameter

    PIVOT POINT
    DIW - BOTH
    TUGS
    EQUAL
    LEVERAGE

    PIER

    PIER

    PIER
    SLOW HEAD
    WAY- AFT TUG
    HAS MORE
    LEVERAGE

    SLOW STERN
    WAY - FWD
    TUG HAS
    MORE
    LEVERAGE

    SHIPHANDLING PRINCIPLES
    CONTROL vs. FAITH
    CONTROL: Precise and constant ability to
    adjust to changing circumstances.
    FAITH: Yielding control to natural forces

    Three Basic
    Categories Of Forces
    Controllable Forces
    Semi-controllable Forces
    Uncontrollable Forces

    SHIPHANDLING FORCES
    CONTROLLABLE

    ENGINES/PROPELLER(s)
    RUDDER
    BOW THRUSTER / APUs
    TUGS
    ANCHORS
    LINES

    PROPELLER FORCES
    STERN WALKS THE SAME
    DIRECTION PROPELLER TURNS

    TRANSVERSE
    THRUST
    LONGITUDINAL
    THRUST

    (SIDE FORCE OR
    PADDLEWHEEL
    FORCE)

    COUPLE
    (TWIST)

    SINGLE PROPELLER
    STERN WALK

    Side Force

    Visualize
    the lower blades walking along the bottom.

    CONTROLLABLE
    PITCH PROPELLERS
    FFG

    DD/CG/MCM
    DD/CG DEVELOP
    STERN WAY @ 0%
    PITCH AND WHEN
    TWISTING

    STERN WALKS
    TO STBD

    DDG 51

    RUDDER
    EFFECTIVENESS
    RUDDER PLACEMENT
    COORDINATING RUDDER &
    ENGINES
    IMPLICATIONS OF ALL STOP
    PUMP TO THE RUDDER (KICK AHEAD)

    DDG-51 RUDDER
    PLACEMENT

    BOW THRUSTERS /
    APUs
    APU

    BOW THRUSTER

    270

    090

    TWO UNITS
    EACH 360 DEG
    INDEPENDENT
    ON - OFF ONLY

    LST/LHA/ARS/MCM

    FFG

    Tugboats
    Assist maneuvering by
    pushing or pulling.
    Tugboat

    Cruiser
    TO BE DISCUSSED
    NEXT LECTURE

    SHIPHANDLING FORCES
    SEMI-CONTROLLABLE
    SHALLOW WATER EFFECTS
    SQUAT

    PASSING SHIP EFFECTS


    MEETING
    OVERTAKING/UNREPS

    SHALLOW WATER EFFECTS

    SQUAT

    2.5 X DRAFT

    SLOW DOWN TO REDUCE EFFECTS

    SHIPHANDLING FORCES
    UNCONTROLLABLE

    WIND
    CURRENT

    Balance of Forces

    Wind
    (30 KTS)

    Rudder
    (30 )

    Propeller
    (15 KTS)

    Current
    (3 KTS)

    Mooring to a Pier
    1. No set on or off the pier.
    a. Approach at 10 to 20 degrees, bare
    steerageway.
    b. Stop engines and drift closer.
    c. Put rudder over away from the pier.
    d. Back down as needed to stop forward
    motion.

    Mooring to a Pier
    2. Being set on the pier.
    a. Bring the ship to a stop parallel to the
    pier, half a beams width away.
    b. Let current or wind push the ship in.
    c. Use engines to control position along
    the pier.
    Wind /
    Current

    Mooring to a Pier
    3. Being set off the pier.
    a. Approach at faster speed.
    b. Put over lines as soon as possible, put
    rudder over away from pier to bring in
    the stern.
    c. Stop headway by backing outboard
    engine.

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