manoeuvring booklet

8/12/2019 Manoeuvring Booklet

1/29

Safety Systems td

M.V.

MANOEUVRING BOOKLET

SOLAS II-1, REGULATION 28.3

IMO RESOLUTION A.601(15)

SeaTec


2/29

This publication is produced by

SeaTec Safety Systems Ltd

in accordance with the recommendations contained

within IMO Resolution A.601(15).

Further copies of this publication can be obtained from:

SeaTec Safety Systems Ltd5th FloorStation House34 St Enoch SquareGLASGOWG1 4DF

Tel: 0141 226 5544Fax: 0141 226 5599


3/29

SEATEC 1995 Page 1

CONTENTS

1 GENERAL DESCRIPTION

1.1 Ship's particulars

1.2 Characteristics of Main Engines(s)

2 MANOEUVRING CHARACTERISTICS IN DEEP WATER

2.1 Course change performance2.2 Turning circles in deep water2.3 Accelerating turn2.4 Yaw checking tests2.5 Man-overboard and parallel course manoeuvring2.6 Lateral thruster capabilities

3 STOPPING AND SPEED CONTROL CHARACTERISTICS INDEEP WATER

3.1 Stopping ability3.2 Deceleration performance3.3 Acceleration performance

4 MANOEUVRING CHARACTERISTICS IN SHALLOW WATER

4.1 Turning circle in shallow water4.2 Squat

5 MANOEUVRING CHARACTERISTICS IN WIND

5.1 Wind forces and moments5.2 Course-keeping limitations5.3 Drifting under wind influence

6 MANOEUVRING CHARACTERISTICS AT LOW SPEED

7 ADDITIONAL INFORMATION


4/29

SEATEC 1995 Page 2

1 GENERAL DESCRIPTION

1.1 Ships particulars

Ships name:

Official number:Date keel laid:

Gross tonnage:

Deadweight:

Displacement: at Summer Draft:

LOA: Normal ballast draft:LBP: Hull coefficient at summer load draft:

Breadth (Moulded): Hull coefficient at normal ballast draft:Depth (Moulded): Extreme height of the ships structure:

(measured from keel)

Main Engine(s)Type: Number of units: Power output: kW

Propeller(s)

Type: Diameter:Number of units: Pitch:

Direction of rotation: Propeller immersion:

Rudder(s)Type: Rudder area ratio (loaded)

Number of units: Rudder area ratio (ballast)Total rudder area:

Bow and Stern ThrustersType: Stern thruster capacity:

Number of units: Stern thruster location:

Bow thruster capacity: Bow thruster location:


5/29

SEATEC 1995 Page 3

Bow and Stern Profiles(not drawn to scale)

Full load draft m

Blind zone

m

Bow profile - Full load condition

m

Blind zone m

Bow profile - ballast condition

Normal ballast draft

Full load draft

Stern profile.Full load condition

m

m

Blind zone

Normal ballast draft

Stern profile.Ballast condition

Blind Zone

m

m


6/29

SEATEC 1995 Page 4

Other hull particulars

Full load waterline

Normal ballast waterline

Length of full load waterline

Length of normal ballast waterline

Length of parallel mid body - full load condition

Length of parallel mid body - normal ballast condition

m

m

Extreme height

m

m

m

Width -loaded WL

Width-ballast WL

m

m

Distance from bridge wing to bowStern to bridge wing

mm

Please note below any items (including dimensions)of specific hull details not specified aboverelevant to the vessel, eg - protuding bridge wings or bulbous bows.


7/29

SEATEC 1995 Page 5

1.2 Characterist ics o f Main Engine

Trial or Estimated

Speed (Knots) Thrust

Engine order RPM Ballast Loaded Ballast LoadedFull Ahead (Sea)

Full Ahead (Man)Half Ahead

Slow AheadDead Slow AheadDead Slow Astern

Slow AsternHalf AsternFull Astern

Maximum No. of consecutive starts (diesel engine) Time limit astern min.

Minimum operating Revolutions rpm Critical revolutions rpmSpeed at minimum operating revolutions knots

Time taken to effect changes in Engine Telegraph Settings

Time Taken

Change in Engine TelegraphSettings

Routine Emergency

Full astern from Full Sea speed Ahead

Full astern from Full Ahead speed

Full astern from Half Ahead speed

Full astern from Slow Ahead speed

Stop Engine from Full Sea speed Ahead

Stop Engine from Full Ahead speed

Stop Engine from Half Ahead speed

Stop Engine from Slow Ahead speed


8/29

SEATEC 1995 Page 6

2. MANOEUVRING CHARACTERISTICS IN DEEP WATER

2.1 Course change performanceInitial turning test results (trial or estimated)

Full load condition

Advance(cables)

Transfer (cables)

10 degrees rudder

20 degrees rudder

35 degrees rudder

090

090

090180180180

270

270

270

360360

In itial course000

Normal ballast condition

Advance(cables)

Transfer (cables)

10 degrees rudder

20 degrees rudder

35 degrees rudder

090

090

090180180180

270

270

270

360360

In itial course000

Stern track shown in both of the above diagrams

Environmental conditions during testWind Direction Wind speed Sea State Depth of water


9/29

SEATEC 1995 Page 7

Table of course change test results

Full Ahead Sea Speed

Full load condition, 10 degrees of rudder

Change

ofHeading

Time

fromW/O

Speed

afterturn

Rate

ofTurn

Advance

incables

Transfer

incables

Point ofinitiation

of counter

rudder

Distanceto

Newcourse

102030405060

708090

100110120130140150

160170180

Full Ahead sea speed

Normal ballast condition, 10 degrees of rudder

Changeof

Heading

TimefromW/O

Speedafterturn

Rateof

Turn

Advancein

cables

Transferin

cables

Point ofinitiation

of counterrudder

Distanceto

Newcourse

102030405060

708090100110120

130140

150160170180


10/29

SEATEC 1995 Page 8



Changeof

Heading

TimefromW/O

Speedafterturn

Rateof

Turn

Advancein

cables

Transferin

cables

Point ofinitiation

of counterrudder

Distanceto

Newcourse

102030

405060

708090100110

120130140150160170180



Changeof

Heading

TimefromW/O

Speedafterturn

Rateof

Turn

Advancein

cables

Transferin

cables

Point ofinitiation

of counterrudder

Distanceto

Newcourse

102030

405060708090100110120130140

150160170180


11/29

SEATEC 1995 Page 9



Changeof

Heading

TimefromW/O

Speedafterturn

Rateof

Turn

Advancein

cables

Transferin

cables

Point ofinitiation

of counterrudder

Distanceto

Newcourse

102030405060708090

100110

120130140150160170180



Changeof

Heading

TimefromW/O

Speedafterturn

Rateof

Turn

Advancein

cables

Transferin

cables

Point ofinitiation

of counterrudder

Distanceto

Newcourse

102030405060708090100110120130140150

160

170180


12/29

SEATEC 1995 Page 10

Terms used

Wheel over posi tion (W/O) The point at which the change of course is initiated.

Advance The distance which the ship has moved in the direction of theinitial heading.

Transfer The distance which the ship has moved perpendicular to theinitial heading.

Distance to New Course The distance from the intersection of the initial and finalheading to the wheel over position.

Point of initiation ofcounter rudder The point, expressed in degrees, before the final heading at

which the appropriate counter rudder should be applied toprevent over-swing.

Distance to new course

Transfer

Advance

Final heading

Initial heading

STERN TRACK SHOWN

Wheel over position

In the above diagram the Advance and the Distance to New Course are both of the samevalue. However, this will be true only for an alteration of 90 degrees. In other coursealterations they will have different values.


13/29

SEATEC 1995 Page 11

2.2 Turning circles in deep waterTrial or estimatedFull load condition

Time 0m 00sec.Rudder Hard OverFull sea speed Ahead

KnotsCourse 000

Elapsed TimeCourseSpeed




Advance

Transfer

Tactical Diameter

n.m

n.m

n.m

090

180

270

000


Time 0m 00sec.Rudder Hard Over

Full sea speed AheadKnots

Course 000





Advance

Transfer

Tactical Diameter

n.m

n.m

n.m

090

180

270

000

Track shown is for stern track

Maximum rudder angle used throughout turnEnvironmental conditions during Manoeuvring Trial

Wind Direction Wind speed Sea State Depth of water


14/29

SEATEC 1995 Page 12

2.3 Accelerating turnTrial or estimated

Full load condition

Time 0m 00sec.Rudder Hard OverFull Ahead orderedInitial speed 00.0 knotsCourse 000





Advance

Transfer

Tactical Diameter

n.m

n.m

n.m

090

180

000

270


Time 0m 00sec.Rudder Hard OverFull Ahead ordered

Initial speed 00.0 knotsCourse 000





Advance

Transfer

Tactical Diameter

n.m

n.m

n.m

090

180

000

270

Track shown is for stern trackMaximum rudder angle used throughout turn

Environmental conditions during Manoeuvring TrialWind Direction Wind speed Sea State Depth of water


15/29

SEATEC 1995 Page 13

2.4 Yaw checking tests (trial or estimated)

Zig-zag (or Kempf) manoeuvre

The manoeuvre provides a qualitative measure of the effectiveness of the rudder to initiate andcheck changes of heading.

The manoeuvre is performed in the following manner. With the ship steaming at a uniform

speed and on a constant heading a nominal rudder angle, say 20 degrees, is applied asquickly and as smoothly as possible and held constant until the ships heading has changed by20 degrees (check angle) from the base course. At this point 20 degrees of opposite rudder isapplied and held until the ship's heading has crossed the base course and is 20 degrees in theopposite direction, the rudder is then reversed as before. This procedure is repeated until thethe ship's head has passed through the base course 5 times. During the manoeuvre the ship'sheading and rudder angle are recorded continously. The usual rudder angle/check angle usedis 20 degrees/20 degrees but other combinations are 5 degrees/20 degrees and 10degrees/20 degrees. The main parameters used for comparison are the overshoot angle,overshoot time and the period.

Zig-zag (or Kempf) Manoeuvre: Ship's Heading and Rudder Angle against Time


0

OvershootAngle

Overshoot time

Period

Ship's heading

Rudder angle

Swing

time

Angle(degrees)

Port

Stbd

Time (seconds)


16/29

SEATEC 1995 Page 14

Pull out manoeuvre

The pull out manoeuvre was developed as a simple test to give a quick indication of a ship'scourse stability. The ship is held on a steady course and at a steady speed. A rudder angle ofapproximately 20 degrees is applied and the ship allowed to achieve a steady rate of turn; atthis point the rudder is returned to midships. The rate of turn is now allowed to decay with therudder held amidships. If the ship is stable the rate of turn will decay to zero for turns to bothport and starboard. If the ship has a steering bias, then port and starboard turns will decay to

the same small rate of turn on whichever hand the bias exists. If the ship is unstable then therate of turn will reduce to some residual rate of turn as shown in the diagram.

Rate of turn

Port

Stbd

Stable ship

Residual rate of turn

Time

Unstable ship

Unstable ship

Rudder returned tomidships

Enter below the relevant values for own vessel and note whether stable or unstable

Pull out Manoeuvre: Rate of turn against Time

Rate of turn

Port

Stbd

Time


17/29

SEATEC 1995 Page 15

2.5 Man-overboard and parallel course manoeuvresWilliamson Turn shown

Full load conditionForward reach

..... n miles

Man overboard,Vessel turns wheelhard -over toappropriate side.

When vessel reaches60 off original coursewheel is put hard overin opposite direction.

Vesselcontinues turnuntil steady onreciprocalcourse

Vesselnow onreciprocalcourse

Extent of lateral shift........ n miles

Lateral transfer ...... n miles


Vessel now onreciprocalcourse

Vessel continues turnuntil steady onreciprocal course



Forward reach..... n miles


Normal ballast conditionForward reach

..... n miles



Vesselcontinues turnuntil steady onreciprocalcourse

Vesselnow onreciprocalcourse




Vessel now onreciprocalcourse

Vessel continues turnuntil steady onreciprocal course



Forward reach..... n miles


Parallel course manoeuvre

n.m.

Lateral shift to a parallel courseusing maximum rudder angle.(assume loaded condition)


18/29

SEATEC 1995 Page 16

2.6 Lateral thruster capabilities(trial or estimated)Zero forward speed

Elapsed Time

Elapsed Time

Elapsed Time

Direction of TurnElapsed Time

Hdg000

Hdg 090

Hdg

180

Hdg 270

Thruster operating at 100% capacity

FULL LOAD CONDITION

Effect of forward speed on turning performanceSpeed (knots)

Time (minutes)

2 4 6 8 10

2

4

6

Curves should be drawn to show the effect of

forward speed on turning performance.

The bow thruster becomes ineffective at forward speeds in excess of Knots

In wind speeds in excess of knots the bow thruster becomes ineffective.


19/29

SEATEC 1995 Page 17

3 STOPPING AND SPEED CONTROL CHARACTERISTICS IN DEEP WATER

3.1 Stopping ability

Side Reach

n.m Side Reach

n.m

Mins Knots

Head Reach Head Reach

n.mn.m

Distance

Mins Knots

FULL ASTERN FROM FULL SEA AHEAD FULL ASTERN FROM FULL AHEAD

Track reach

Track reach

From full ahead sea to full astern

Initial rpm Final rpm Initial Speed Final Speed Track reach Head reach Side reach0.0 knots n. miles n. miles n. miles

From full ahead to full asternInitial rpm Final rpm Initial Speed Final Speed Track reach Head reach Side reach

0.0 knots n. miles n. miles n. miles

Environmental conditions during Manoeuvring Trial

Wind Direction Wind speed Sea State Depth of water


20/29

SEATEC 1995 Page 18

Stopping ability (estimated)

HeadReach

TRACK REACH

n.milesLoaded Condition Ballast Condition

Full seaahead

Fullahead

Halfahead

Slowahead

FULL ASTERN

Full seaahead

Fullahead

Halfahead

Slowahead

MinsKnots

FULL ASTERN

Full Load condition

Full asternfrom:

Track Reach Head Reach Side Reach Timerequired

Track reachdeceleration factor

Full ahead (sea) n.miles n.miles n.milesFull ahead n.miles n.miles n.milesHalf Ahead n.miles n.miles n.miles

Slow Ahead n.miles n.miles n.miles

Normal Ballast condition

Full asternfrom:






21/29

SEATEC 1995 Page 19

Stopping ability (estimated)

HeadReach

TRACK REACH


Full seaahead

Fullahead

Halfahead

Slowahead

STOP

Full seaahead

Fullahead

Halfahead

Slowahead

STOP

MinsKnots

Full Load condition

Stop Enginefrom:



Full ahead (sea) n.miles n.miles n.miles

Full ahead n.miles n.miles n.miles

Half Ahead n.miles n.miles n.milesSlow Ahead n.miles n.miles n.miles

Normal Ballast Condition

Stop Enginefrom:






22/29

SEATEC 1995 Page 20

3.2 Deceleration performance (estimated)

TRACK REACH


Full seaahead to"stand by

engines"

Fullaheadto half

ahead

Halfahead to

slow

ahead

Slowahead

to

deadslowahead

Full seaahead to"stand by

engines"

Fullaheadto half

ahead

Halfaheadto slow

ahead

Slowahead

to

deadslowahead

MinsKnots

Full Load condition

Engine ordersTrackreach

Timerequired

Decelerationfactor

Full sea speed to "stand by engines" n. mileFull ahead to half ahead n. mile

Half ahead to slow ahead n. mileSlow ahead to dead slow ahead n. mile


Engine orders Trackreach

Timerequired

Decelerationfactor

Full sea speed to "stand by engines" n. mile

Full ahead to half ahead n. mileHalf ahead to slow ahead n. mile

Slow ahead to dead slow ahead n. mile


23/29

SEATEC 1995 Page 21

3.3 Acceleration performance

Full Ahead Sea ordered

Track reachFull Ahead Sea achieved

Initial speed 00.0 knots

Final speed knots

mins.knots

n.m.

Distance covered

Time taken for ship to reach full sea speed ahead from zero speed

Speed Distance covered Elapsed t ime2 knots n.miles4 knots n.miles

6 knots n.miles8 knots n.miles

10 knots n.miles

12 knots n.miles

14 knots n.miles16 knots n.miles18 knots n.miles


24/29

SEATEC 1995 Page 22

4. MANOEUVRING CHARACTERISTICS IN SHALLOW WATER

4.1 Turning circle in shallow water (estimated)

Full load condition

Track shown is for stern track

Time 0m 00sec.

Rudder Hard OverSpeed Half Ahead

KnotsCourse 000





Advance

Transfer

Tactical Diameter

n.m

n.m

n.m

090

180

270

000

Initial speed Half Ahead

Rudder angle applied should be the maximum throughout the turn

Water depth to draft ratio should be 1.2


25/29

SEATEC 1995 Page 23

4.2 Squat (estimated)

Shallow water - infinite width of channelSquat (m)

1

2

3

4

2 4 6 8 10 12

Speed (knots)

Curves should be drawn indicating maximum squatversus speed for various water depth/draft ratios

Shallow and confined waterSquat (m)

1

2

3

4

2 4 6 8 10 12

Speed (knots)

Curves should be drawn indicating maximum squatversus speed for different blockage factors


26/29

SEATEC 1995 Page 24

5. MANOEUVRING CHARACTERISTICS IN WIND

5.1 Wind forces and moments (estimated)

Full load condition

Wind speedForce ( T)

Moment (tm)

Wind speed Force (T) Moment ( tm)Wind speed Force (T) Moment (tm)

Wind speed Force (T) Moment ( tm)


Wind speed Force (T) Moment (tm)



10 knots

10 knots

10 knots

10 knots

10 knots

10 knots

10 knots

10 knots

20 knots

30 knots

20 knots

30 knots

20 knots

30 knots

20 knots

20 knots

20 knots

20 knots

30 knots

30 knots

20 knots

30 knots

30 knots

30 knots


27/29

SEATEC 1995 Page 25


Wind speed Force ( T) Moment (tm)

Wind speed Force (T) Moment ( tm)Wind speed Force (T) Moment (tm)






10 knots

10 knots

10 knots

10 knots

10 knots

10 knots

10 knots

10 knots

20 knots

30 knots

20 knots

30 knots

20 knots

30 knots

20 knots

20 knots

20 knots

20 knots

30 knots

30 knots

20 knots

30 knots

30 knots

30 knots


28/29

SEATEC 1995 Page 26

5.2 Course keeping limitation (estimated)

Full load condition

Relative winddirection

Rudder amount required to maintain course at following wind speeds;Engine on Full Ahead

15 knots 30 knots 45 knots 60 knots

000

045090

135180225

270315

360


Relative winddirection

Rudder amount required to maintain course at following wind speeds;Engine on Full Ahead

15 knots 30 knots 45 knots 60 knots

000045090

135

180225270

315360

5.3 Drifting under wind influence (estimated)

Full load conditionDrifting behaviour under wind influence (no engine power)

Wind speed Direction of drift Rate of drift

10 knots20 knots30 knots

40 knots

50 knots60 knots

Normal ballast conditionDrifting behaviour under wind influence (no engine power)

Wind speed Direction of drift Rate of drift

10 knots20 knots

30 knots40 knots

50 knots60 knots


29/29

6. MANOEUVRING CHARACTERISTICS AT LOW SPEED(TRIAL OR ESTIMATED)

Minimum operating revolutions of the Main EngineCorresponding speed

Minimum speed at which course can be kept after stopping engines

7. ADDITIONAL INFORMATION

Include here any relevant additional information, particularly information concerned with theoperation of the bridge manoeuvring controls. If the vessel is equipped with multiple propellersthen detail here the results of trial manoeuvres with one or more propellers inoperative.

manoeuvring booklet

Documents