Manoeuvring Critera

Manoeuvring
Manoeuvring information:
It is now recommended that manoeuvring
information in the form of a ‘Pilot Card’, ‘Bridge
Poster’ and ‘manoeuvring booklet’ should be
retained on board ships. Such information should
include comprehensive details on the following
factors affecting the details of the ship’s
manoeuvrability, as obtained from construction
plans, trials and calculated estimates.
Ships general particulars –
Inclusive of name, year of build and distinctive
identification numbers; gross tonnage,
deadweight, and displacement at summer
draught; the principle dimensions, length overall,
moulded breadth and depth, summer draught and
ballast draught and the extreme height of the
ship’s structure above the keel.
Listed main manoeuvring features – Main engine,
type and number of units, together with power
output; the number and type of propellers, their
diameter, pitch and direction of rotation; the type
and number of rudders with their respective
areas; bow and stern thruster units (if fitted), type
and capacity.
Hull particulars – Profiles of the bow and stern
sections of the vessel and the length of the
parallel of the middle body (respective to
berthing alongside).
Main engine –
Manoeuvring speed tables established for loaded
and ballast conditions from trials or estimated;
stated critical revolutions and
maximum/minimum revolutions; time periods
to effect engine telegraph changes for
emergency and routine operational needs.
Stopping capabilities –
Should include respective track stopping distances
from: Full astern from a position of full ahead sea
speed Full astern from a position of full ahead
manoeuvring speed Full astern from half ahead Full
astern from slow ahead Stopping the engine from a
position of full sea speed ahead MANOEUVRING
CHARACTERISTICS AND INTERACTION. Stopping
from a position of full manoeuvring speed ahead
Stopping engine from half ahead Stopping engine
from slow ahead.
Relevant time intervals should also be recorded,
reflecting the time to reach full ahead and
positions of zero speeds, compatible with the
above operations. Information on the minimum
speed (rpm) that the ship can retain steerage
capability. Any other relevant information
considered useful to the manoeuvring and
handling capabilities of the vessel should be
included in this ‘Manoeuvring Booklet’.
The ship’s pivot point:
The turning effect of a vessel will take effect
about the ship’s ‘pivot point’ and this position,
with the average design vessel, lies at about the
ship’s Centre of Gravity, which is generally nearly
amidships (assuming the vessel is on even keel in
calm water conditions). As the ship moves
forward under engine power, the pivot point will
be caused to move forward with the momentum
on the vessel. If the water does not exert
resistance on the hull the pivot point would
assume a position in the bow region. However,
practically the
pivot point moves to a position approximately
0.25 of the ships length (L) from the forward
position. Similarly, if the vessel is moved astern,
the stern motion would cause the Pivot Point to
move aft and adopt a new position approximately
0.25 of the ship’s length from the right aft
position. If the turning motion of the vessel is
considered, with use of the rudder, while the
vessel is moved ahead by engines, it can be seen
that the pivot point will follow the arc of the turn.
1. Vessel stopped with pivot point close to ships
Centre of Gravity
2. Vessel operates astern, pivot point moves to a
position approx. 0.25 L from right aft
3. Vessel operates ahead and pivot point moves to a
position approx. 0.25 L from forward
4. With the vessel moving ahead and rudder angle
applied aft the pivot point moves at a resultant ‘R’ 1.
2. 3. 4.
When the vessel is moving ahead and turning at the
same time, the forces on the ship take affect either
side of the pivot point.
The pivot point at anchor:
It should be noted that when the vessel goes to
anchor the pivot point moves right forward and
effectively holds the bow in one position. Any
forces acting on the hull, such as from wind or
currents, would cause the vessel to move about
the hawse pipe position. Use of the rudder can,
however, be employed when at anchor, to
provide a ‘sheer’ to the vessel, which could be a
useful action to angle the length of the vessel
away from localized dangers.
Advance – Defined by the forward motion of
the ship, from the moment that the vessel
commences the turn. It is the distance travelled
by the vessel in the direction of the original
course from commencing the turn to
completing the turn. It is calibrated between
the course heading when commencing the turn,
to when the vessels head has passed through
90°.
Transfer – Defined by that distance which
the vessel will move perpendicular to the
fore and aft line from the commencement
of the turn. The total transfer experienced
during a turn will be reflected when the
ship’s head has moved through a course
heading of 180°. The amount of transfer can
be calibrated against the ship’s change of
heading and is usually noted at 90° and
180°.
Tactical diameter – Is defined by the
greatest diameter scribed by the vessel from
commencing the turn to completing the
turn.
Final diameter – Is defined as the internal
diameter of the turning circle where no
allowance has been made for the
decreasing curvature as experienced with
the tactical diameter.

Manoeuvring Critera

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