SeaTec
Safety Systems Ltd
M.V. “
”
MANOEUVRING BOOKLET
SOLAS II-1, REGULATION 28.3
IMO RESOLUTION A.601(15)
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 Ltd
5th Floor
Station House
34 St Enoch Square
GLASGOW
G1 4DF
Tel:
Fax:
0141 226 5544
0141 226 5599
CONTENTS
1
GENERAL DESCRIPTION
1.1
1.2
2
MANOEUVRING CHARACTERISTICS IN DEEP WATER
2.1
2.2
2.3
2.4
2.5
2.6
3
Stopping ability
Deceleration performance
Acceleration performance
MANOEUVRING CHARACTERISTICS IN SHALLOW WATER
4.1
4.2
5
Course change performance
Turning circles in deep water
Accelerating turn
Yaw checking tests
Man-overboard and parallel course manoeuvring
Lateral thruster capabilities
STOPPING AND SPEED CONTROL CHARACTERISTICS IN
DEEP WATER
3.1
3.2
3.3
4
Ship's particulars
Characteristics of Main Engines(s)
Turning circle in shallow water
Squat
MANOEUVRING CHARACTERISTICS IN WIND
5.1
5.2
5.3
Wind forces and moments
Course-keeping limitations
Drifting under wind influence
6
MANOEUVRING CHARACTERISTICS AT LOW SPEED
7
ADDITIONAL INFORMATION
© SEATEC 1995
Page 1
1
GENERAL DESCRIPTION
1.1 Ships particulars
Ships name:
Official number:
Date keel laid:
Gross tonnage:
Deadweight:
Displacement:
LOA:
LBP:
Breadth (Moulded):
Depth (Moulded):
Type:
at Summer Draft:
Normal ballast draft:
Hull coefficient at summer load draft:
Hull coefficient at normal ballast draft:
Extreme height of the ships structure:
(measured from keel)
Main Engine(s)
Number of units:
Power output:
Propeller(s)
Type:
Number of units:
Direction of rotation:
Type:
Number of units:
Total rudder area:
Type:
Number of units:
Bow thruster capacity:
© SEATEC 1995
Diameter:
Pitch:
Propeller immersion:
Rudder(s)
Rudder area ratio (loaded)
Rudder area ratio (ballast)
Bow and Stern Thrusters
Stern thruster capacity:
Stern thruster location:
Bow thruster location:
Page 2
kW
Bow and Stern Profiles (not drawn to scale)
Bow profile - Full load condition
Full load draft
m
Blind zone
m
Bow profile - ballast condition
Normal ballast draft
m
Blind zone
m
Stern profile.
Full load condition
Blind zone
m
Full load draft
m
Stern profile.
Ballast condition
Blind Zone
m
Normal ballast draft
m
© SEATEC 1995
Page 3
Other hull particulars
m
Stern to bridge wing
m
Distance from bridge wing to bow
Extreme height
m
Width -loaded WL
m
Full load waterline
Normal ballast waterline
Width-ballast WL
m
Length of full load waterline
Length of normal ballast waterline
m
m
Length of parallel mid body - full load condition
m
Length of parallel mid body - normal ballast condition
m
Please note below any items (including dimensions)of specific hull details not specified above
relevant to the vessel, eg - protuding bridge wings or bulbous bows.
© SEATEC 1995
Page 4
1.2
Characteristics of Main Engine
Trial or Estimated
Engine order
Speed (Knots)
RPM Ballast
Loaded
Thrust
Ballast
Loaded
Full Ahead (Sea)
Full Ahead (Man)
Half Ahead
Slow Ahead
Dead Slow Ahead
Dead Slow Astern
Slow Astern
Half Astern
Full Astern
Maximum No. of consecutive starts (diesel engine)
Time limit astern
Minimum operating Revolutions
rpm Critical revolutions
Speed at minimum operating revolutions
knots
Time taken to effect changes in Engine Telegraph Settings
Change in Engine Telegraph
Settings
Time Taken
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
© SEATEC 1995
Page 5
min.
rpm
2. MANOEUVRING CHARACTERISTICS IN DEEP WATER
2.1
Course change performance
Initial turning test results (trial or estimated)
Full load condition
090
10 d egre es rudder
090
Ad va nce
(cabl es)
20 de gre es ru dder
35 degrees rudder
090
360
In itia l course
000
18 0
360
180
180
2 70
270
27 0
Tra nsfer ( ca bles)
Normal ballast condition
090
10 d egre es rudder
Ad va nce
(cabl es)
090
20 de gre es ru dder
35 degrees rudder
090
360
In itia l course
000
18 0
360
180
180
2 70
270
27 0
Tra nsfer ( ca bles)
Wind Direction
© SEATEC 1995
Stern track shown in both of the above diagrams
Environmental conditions during test
Wind speed
Sea State
Depth of water
Page 6
Table of course change test results
Full Ahead Sea Speed
Full load condition, 10 degrees of rudder
Change
of
Heading
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
Time
from
W/O
Speed
after
turn
Rate
of
Turn
Advance
in
cables
Transfer
in
cables
Point of
initiation
of counter
rudder
Distance
to
New
course
Full Ahead sea speed
Normal ballast condition, 10 degrees of rudder
Change
of
Heading
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
© SEATEC 1995
Time
from
W/O
Speed
after
turn
Rate
of
Turn
Advance
in
cables
Transfer
in
cables
Point of
initiation
of counter
rudder
Page 7
Distance
to
New
course
Full Ahead sea speed
Full load condition, 20 degrees of rudder
Change
of
Heading
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
Time
from
W/O
Speed
after
turn
Rate
of
Turn
Advance
in
cables
Transfer
in
cables
Point of
initiation
of counter
rudder
Distance
to
New
course
Full Ahead sea speed
Normal ballast condition, 20 degrees of rudder
Change
of
Heading
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
© SEATEC 1995
Time
from
W/O
Speed
after
turn
Rate
of
Turn
Advance
in
cables
Transfer
in
cables
Point of
initiation
of counter
rudder
Page 8
Distance
to
New
course
Full Ahead sea speed
Full load condition, 35 degrees of rudder
Change
of
Heading
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
Time
from
W/O
Speed
after
turn
Rate
of
Turn
Advance
in
cables
Transfer
in
cables
Point of
initiation
of counter
rudder
Distance
to
New
course
Full Ahead sea speed
Normal ballast condition, 35 degrees of rudder
Change
of
Heading
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
© SEATEC 1995
Time
from
W/O
Speed
after
turn
Rate
of
Turn
Advance
in
cables
Transfer
in
cables
Point of
initiation
of counter
rudder
Page 9
Distance
to
New
course
Terms used
Wheel over position (W/O)
The point at which the change of course is initiated.
Advance
The distance which the ship has moved in the direction of the
initial heading.
Transfer
The distance which the ship has moved perpendicular to the
initial heading.
Distance to New Course The distance from the intersection of the initial and final
heading to the wheel over position.
Point of initiation of
counter rudder
The point, expressed in degrees, before the final heading at
which the appropriate counter rudder should be applied to
prevent over-swing.
Initial heading
Final heading
STERN TRACK SHOWN
Ad va nce
Distance to new course
Wheel o ver position
Transfer
In the above diagram the Advance and the Distance to New Course are both of the same
value. However, this will be true only for an alteration of 90 degrees. In other course
alterations they will have different values.
© SEATEC 1995
Page 10
2.2
Turning circles in deep water
Trial or estimated
Full load condition
Transfer
n.m
Elapsed Time
Course 090
Speed
Advance
n.m
Time
0m 00sec.
Elapsed Time
Course 000
Speed
Rudder Hard Over
Full sea speed Ahead
Knots
Course 000
Elapsed Time
Course 180
Speed
Elapsed Time
Course 270
Speed
Tactical Diameter
n.m
Normal ballast condition
Transfer
n.m
Elapsed Time
Course 090
Speed
Advance
n.m
Time
0m 00sec.
Rudder Hard Over
Full sea speed Ahead
Knots
Course 000
Elapsed Time
Course 000
Speed
Elapsed Time
Course 180
Speed
Elapsed Time
Course 270
Speed
Tactical Diameter
Wind Direction
© SEATEC 1995
n.m
Track shown is for stern track
Maximum rudder angle used throughout turn
Environmental conditions during Manoeuvring Trial
Wind speed
Sea State
Depth of water
Page 11
2.3
Accelerating turn
Trial or estimated
Full load condition
Transfer
n.m
Elapsed Time
Course 090
Speed
Advance
n.m
Time
0m 00sec.
Rudder Hard Over
Elapsed Time
Course 000
Speed
Full Ahead ordered
Initial speed 00.0 knots
Course 000
Elapsed Time
Course 180
Speed
Elapsed Time
Course 270
Speed
n.m
Tactical Diameter
Normal ballast condition
Transfer
n.m
Elapsed Time
Course 090
Speed
Advance
n.m
Time
0m 00sec.
Rudder Hard Over
Full Ahead ordered
Initial speed 00.0 knots
Course 000
Elapsed Time
Course 000
Speed
Elapsed Time
Course 180
Speed
Elapsed Time
Course 270
Speed
n.m
Track shown Tactical
is for stern
track
Diameter
Maximum rudder angle used throughout turn
Wind Direction
© SEATEC 1995
Environmental conditions during Manoeuvring Trial
Wind speed
Sea State
Depth of water
Page 12
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 and
check 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 as
quickly and as smoothly as possible and held constant until the ships heading has changed by
20 degrees (check angle) from the base course. At this point 20 degrees of opposite rudder is
applied and held until the ship's heading has crossed the base course and is 20 degrees in the
opposite direction, the rudder is then reversed as before. This procedure is repeated until the
the ship's head has passed through the base course 5 times. During the manoeuvre the ship's
heading and rudder angle are recorded continously. The usual rudder angle/check angle used
is 20 degrees/20 degrees but other combinations are 5 degrees/20 degrees and 10
degrees/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
Normal ballast condition
Overshoot time
Period
Ship's heading
Overshoot
Angle
Rudder angle
Port
Angle
0
(degrees)
Stbd
Swing
time
Time (seconds)
© SEATEC 1995
Page 13
Pull out manoeuvre
The pull out manoeuvre was developed as a simple test to give a quick indication of a ship's
course stability. The ship is held on a steady course and at a steady speed. A rudder angle of
approximately 20 degrees is applied and the ship allowed to achieve a steady rate of turn; at
this point the rudder is returned to midships. The rate of turn is now allowed to decay with the
rudder held amidships. If the ship is stable the rate of turn will decay to zero for turns to both
port 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 the
rate of turn will reduce to some residual rate of turn as shown in the diagram.
Rudder returned to
midships
Unstable ship
Port
Residual rate of turn
Stable ship
Rate of turn
Time
Stbd
Unstable ship
Enter below the relevant values for own vessel and note whether stable or unstable
Pull out Manoeuvre: Rate of turn against Time
Port
Rate of turn
Time
Stbd
© SEATEC 1995
Page 14
2.5 Man-overboard and parallel course manoeuvres
Williamson Turn shown
Full load condition
Forward reach
..... n miles
Forward reach
..... n miles
Vessel continues turn
until steady on
reciprocal course
When vessel reaches
60 off original course
wheel is put hard over
in opposite direction.
Vessel now on
reciprocal
course
Vessel
continues turn
until steady on
reciprocal
course
Vessel
now on
reciprocal
course
Man overboard,
Vessel turns wheel
hard -over to
appropriate side.
When vessel reaches
60 off original course
wheel is put hard over
in opposite direction.
Man overboard,
Vessel turns wheel
hard -over to
appropriate side.
Extent of lateral shift
........ n miles
Extent of lateral shift
........ n miles
Lateral transfer ......... n miles
Lateral transfer.......... n miles
Normal ballast condition
Forward reach
..... n miles
Forward reach
..... n miles
Vessel continues turn
until steady on
reciprocal course
When vessel reaches
60 off original course
wheel is put hard over
in opposite direction.
Vessel now on
reciprocal
course
Vessel
continues turn
until steady on
reciprocal
course
Vessel
now on
reciprocal
course
Man overboard,
Vessel turns wheel
hard -over to
appropriate side.
When vessel reaches
60 off original course
wheel is put hard over
in opposite direction.
Man overboard,
Vessel turns wheel
hard -over to
appropriate side.
Extent of lateral shift
........ n miles
Extent of lateral shift
........ n miles
Lateral transfer ......... n miles
Lateral transfer .......... n miles
Parallel course manoeuvre
n.m.
© SEATEC 1995
Lateral shift to a parallel course
using maximum rudder angle.
(assume loaded condition)
Page 15
2.6 Lateral thruster capabilities
(trial or estimated)
Zero forward speed
FULL LOAD CONDITION
Elapsed Time
Direction of Turn
Thruster operating at 100% capacity
Hdg
000
Elapsed Time
Hdg 090
Hdg 270
Elapsed Time
Hdg
180
Elapsed Time
Effect of forward speed on turning performance
Speed (knots)
Curves should be drawn to show the effect of
forward speed on turning performance.
6
4
2
2
4
6
8
Time (minutes)
The bow thruster becomes ineffective at forward speeds in excess of
In wind speeds in excess of
© SEATEC 1995
10
Knots
knots the bow thruster becomes ineffective.
Page 16
3
STOPPING AND SPEED CONTROL CHARACTERISTICS IN DEEP WATER
3.1 Stopping ability
Side Reach
n.m
Distance
Side Reach
n.m
Track reach
Mins Knots
Head Reach
n.m
Head Reach
n.m
FULL ASTERN FROM FULL SEA AHEAD
Initial rpm
Initial rpm
Track reach
Mins Knots
FULL ASTERN FROM FULL AHEAD
Final rpm
From full ahead sea to full astern
Initial Speed Final Speed Track reach Head reach Side reach
0.0 knots
n. miles
n. miles
n. miles
Final rpm
From full ahead to full astern
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
© SEATEC 1995
Wind speed
Sea State
Depth of water
Page 17
Stopping ability (estimated)
TRACK REACH
Loaded Condition
n.miles
Mins
Slow
ahead
Half
ahead
Full
ahead
Knots
Full sea
ahead
Head
Reach
Full sea
ahead
Track Reach
Full astern
from:
Full ahead (sea)
Full ahead
Half Ahead
Slow Ahead
Track Reach
© SEATEC 1995
n.miles
n.miles
n.miles
n.miles
n.miles
n.miles
n.miles
n.miles
Full
ahead
Half
ahead
Slow
ahead
FULL ASTERN
FULL ASTERN
Full astern
from:
Full ahead (sea)
Full ahead
Half Ahead
Slow Ahead
Ballast Condition
Full Load condition
Head Reach Side Reach
n.miles
n.miles
n.miles
n.miles
Track reach
deceleration factor
Time
required
Track reach
deceleration factor
n.miles
n.miles
n.miles
n.miles
Normal Ballast condition
Head Reach Side Reach
n.miles
n.miles
n.miles
n.miles
Time
required
n.miles
n.miles
n.miles
n.miles
Page 18
Stopping ability (estimated)
TRACK REACH
Loaded Condition
n.miles
Ballast Condition
Knots
Mins
Slow
ahead
Full
ahead
Half
ahead
Full sea
ahead
Full sea
Head ahead
Reach
STOP
Stop Engine
from:
Full ahead (sea)
Full ahead
Half Ahead
Slow Ahead
Stop Engine
from:
Full ahead (sea)
Full ahead
Half Ahead
Slow Ahead
© SEATEC 1995
Full
ahead
Half
ahead
Slow
ahead
STOP
Track Reach
n.miles
n.miles
n.miles
n.miles
Track Reach
n.miles
n.miles
n.miles
n.miles
Full Load condition
Head Reach Side Reach
n.miles
n.miles
n.miles
n.miles
Track reach
deceleration factor
Time
required
Track reach
deceleration factor
n.miles
n.miles
n.miles
n.miles
Normal Ballast Condition
Head Reach Side Reach
n.miles
n.miles
n.miles
n.miles
Time
required
n.miles
n.miles
n.miles
n.miles
Page 19
3.2 Deceleration performance (estimated)
TRACK REACH
Loaded Condition
n.miles
Ballast Condition
Knots
Mins
Slow
ahead
to
dead
slow
ahead
Half
ahead
to slow
ahead
Full
ahead
to half
ahead
Full sea
ahead to
"stand by
engines"
Full sea
ahead to
"stand by
engines"
Full
ahead
to half
ahead
Half
ahead to
slow
ahead
Slow
ahead
to
dead
slow
ahead
Full Load condition
Engine orders
Full sea speed to "stand by engines"
Full ahead to half ahead
Half ahead to slow ahead
Slow ahead to dead slow ahead
Track
reach
n. mile
n. mile
n. mile
n. mile
Time
required
Deceleration
factor
Normal Ballast condition
Engine orders
Full sea speed to "stand by engines"
Full ahead to half ahead
Half ahead to slow ahead
Slow ahead to dead slow ahead
© SEATEC 1995
Track
reach
n. mile
n. mile
n. mile
n. mile
Time
required
Deceleration
factor
Page 20
3.3 Acceleration performance
Full Ahead Sea achieved
Final speed
knots
knots
mins.
Track reach
n.m.
Distance covered
Initial speed 00.0 knots
Full Ahead Sea ordered
Time taken for ship to reach full sea speed ahead from zero speed
Speed
2 knots
4 knots
6 knots
8 knots
10 knots
12 knots
14 knots
16 knots
18 knots
© SEATEC 1995
Distance covered
n.miles
n.miles
n.miles
n.miles
n.miles
n.miles
n.miles
n.miles
n.miles
Elapsed time
Page 21
4. MANOEUVRING CHARACTERISTICS IN SHALLOW WATER
4.1
Turning circle in shallow water (estimated)
Full load condition
Track shown is for stern track
Transfer
Advance
n.m
n.m
Elapsed Time
Course 090
Speed
Time
0m 00sec.
Rudder Hard Over
Speed Half Ahead
Knots
Course 000
Elapsed Time
Course 000
Speed
Elapsed Time
Course 180
Speed
Elapsed Time
Course 270
Speed
Tactical Diameter
n.m
Initial speed Half Ahead
Rudder angle applied should be the maximum throughout the turn
Water depth to draft ratio should be 1.2
© SEATEC 1995
Page 22
4.2 Squat (estimated)
Shallow water - infinite width of channel
Squat (m)
Curves should be drawn indicating maximum squat
versus speed for various water depth/draft ratios
4
3
2
1
2
4
6
8
10
12
Speed (knots)
Shallow and confined water
Squat (m)
Curves should be drawn indicating maximum squat
versus speed for different blockage factors
4
3
2
1
2
4
6
8
10
12
Speed (knots)
© SEATEC 1995
Page 23
5. MANOEUVRING CHARACTERISTICS IN WIND
5.1
Wind forces and moments (estimated)
Full load condition
Wind speed Force ( T)
Moment (tm)
10 knots
20 knots
30 knots
Wind speed Force (T)
Moment ( tm)
Wind speed Force (T)
10 knots
10 knots
20 knots
20 knots
30 knots
30 knots
Wind speed Force (T)
Moment (tm)
Wind speed Force (T)
10 knots
10 knots
20 knots
20 knots
30 knots
30 knots
Wind speed Force (T)
Moment (tm)
Wind speed Force (T)
10 knots
10 knots
20 knots
20 knots
30 knots
30 knots
Wind speed Force (T)
Moment (tm)
10 knots
20 knots
30 knots
© SEATEC 1995
Page 24
Moment (tm)
Moment (tm)
Moment (tm)
Normal ballast condition
Wind speed Force ( T)
Moment (tm)
10 knots
20 knots
30 knots
Wind speed Force (T)
Moment ( tm)
Wind speed Force (T)
10 knots
10 knots
20 knots
20 knots
30 knots
30 knots
Wind speed Force (T)
Moment (tm)
Wind speed Force (T)
10 knots
10 knots
20 knots
20 knots
30 knots
30 knots
Wind speed Force (T)
Moment (tm)
Wind speed Force (T)
10 knots
10 knots
20 knots
20 knots
30 knots
30 knots
Wind speed Force (T)
Moment (tm)
10 knots
20 knots
30 knots
© SEATEC 1995
Page 25
Moment (tm)
Moment (tm)
Moment (tm)
5.2
Course keeping limitation (estimated)
Full load condition
Relativewind
direction
Rudder amount required to maintain course at following wind speeds;
Engine on Full Ahead
15 knots
30 knots
45 knots
60 knots
000
045
090
135
180
225
270
315
360
Normal Ballast condition
Relativewind
direction
Rudder amount required to maintain course at following wind speeds;
Engine on Full Ahead
15 knots
30 knots
45 knots
60 knots
000
045
090
135
180
225
270
315
360
5.3
Drifting under wind influence (estimated)
Full load condition
Drifting behaviour under wind influence (no engine power)
Wind speed
Direction of drift
Rate of drift
10 knots
20 knots
30 knots
40 knots
50 knots
60 knots
© SEATEC 1995
Normal ballast condition
Drifting behaviour under wind influence (no engine power)
Wind speed
Direction of drift
Rate of drift
10 knots
20 knots
30 knots
40 knots
50 knots
60 knots
Page 26
6. MANOEUVRING CHARACTERISTICS AT LOW SPEED
(TRIAL OR ESTIMATED)
Minimum operating revolutions of the Main Engine
Corresponding 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 the
operation of the bridge manoeuvring controls. If the vessel is equipped with multiple propellers
then detail here the results of trial manoeuvres with one or more propellers inoperative.
© SEATEC 1995
Page 27