Reporter:

Ruiz, Joe Anthony

Marquito, Romeo N.
SHIP MANOEUVERING
AND HANDLING
Learning Objective:
1. Outline the provision of maneuvering in information
recommended in Assembly resolution A.601(15)
2. Define the term:
 Advance

 Transfer

 Tactical diameter

 Track reach

 Head reach

 Side reach

3. Compare the turning circles of a ship in the loaded and

ballasted condition
4. Compare turning circles for differing speed
5. Describe the accelerating turn
6. State that the size of turning circle increases as the under-
keel clearance reduces
 COURSE DESCRIPTION

The course is designed in accordance with the requirements of

STCW Code 1978/1995, article A-I/12 with opportunity of
circular visualization both in daylight, and at night simulating
real effects of external factors (wind, current, hydrodynamic
forces).
The course is designed to train seafarers in proper maneuvering
and ship handling. It gives also an opportunity to trainees to
perform with the use of ship bridge simulator with real controls
of a vessel and simulating real conditions of navigation, lecture,
and practical lessons. After implementation of each exercise,
analysis of participants’ activity, analysis of the undertaken
maneuvers efficiency, if necessary, the exercise can be repeated
starting from any time in order to train ship handling skills in
specific conditions of navigation.
 COURSE OBJECTIVES

After successfully completing the course, the trainees

should be able to:

 Know basic principles of ship handling & maneuvering

 Be familiar with the importance of planning a passage or
maneuver and the need for an alternative plan
 Be efficient in bridge procedures during ship handling

 Enumerate the different tactics in ship maneuvering

 Discuss the Basic Ship handling Maneuvers

 Maneuvering Information
Pilot card, wheelhouse poster and maneuvering booklet as
required by the resolution A.601(15) “Provision and Display of
Maneuvering Information on Board Ships”

 - Pilot card – The pilot card is intended to provide

information to the pilot on boarding the ship. This information
should describe the current condition of the ship, with regard
to its loading, propulsion and maneuvering equipment.
 - Wheelhouse poster – The wheelhouse poster should be
permanently displayed in the wheelhouse. It should contain
general particulars and detailed information describing
the maneuvering characteristics of the ship, and be of such a
size to ensure ease of use.
 - Maneuvering booklet – The maneuvering booklet should be
available on board and should contain comprehensive details
of the ship maneuvering characteristics and other relevant
data.
 Advance
Distance gained toward the direction of the original course
after the rudder is put over.

 Transfer
Distance gained perpendicular to the original course after
the rudder is put over.

 Drift Angle
The angle between the axis of a ship when turning and the
tangent to the path on which it is turning.
 Tactical Diameter
The greatest diameter scribed by the vessel from starting
the turn to completing the turn (ship's head through 180°)
is the tactical diameter.

 Track Reach
The distance along the vessel’s track that the vessel covers
from the moment that the “full astern” command is given
until ahead speed changes sign.
 Head Reach
The distance along the direction of the course at the
moment when the “full astern” command was given. The
distance is measured from the moment when the “full
astern” command is given until the vessel is stopped dead
in the water.

 Side Reach
The distance along the athwartship direction of the ship.
Turning Circles and Stopping Distances

The momentum of the ship depends upon the mass of the

ship and the speed of the ship. Thus a lighter ship will gain
or lose speed faster than a deeply loaded ship. If a large
tanker is taken as an example then at the same speed it will
travel longer after the engine is stopped – when the tanker
is in full load condition. The reverse will happen when the
tanker is on ballast – that is it will travel a lesser distance.
For starting up also after the first movement is given a
loaded tanker will come to the designed speed slower than
the same tanker when it ballast.
 Rate of turn indicator
Rate of turn indicator or ROTI on board vessels indicates the
rate a ship is turning. It indicates the rate a ship is turning in
degrees per minute. It is one of the most important instruments a
helmsman can have when steering a course. It can also be used
to turn at a steady rate of turn, which is very important in
pilotage water.

The principle of the rate of the turn indicator is based on

a gyroscope with an availability of turning in just one direction.
When the ship is steering a straight course, the gyroscope will
point in a straight direction and the pointer will point to the zero
on the display. When the vessel makes a turn to port, the
gyroscope will turn to port side due to inertia and this will be
pointed on the display of the rate of turn indicator. The same can
be said for the starboard side.
Different types of ROTIs
There are two types of rate of turn indicators: a digital
type and an analog type. Nowadays the analog type is still
the most installed type on board vessels, due to its easy
way to read the rate of turn quickly and correctly. The
analog type is compulsory, the digital type may be installed
in the form of a repeater of the analog type.
Maintaining safe under keel clearance

The UKC is the responsibility of the Master who must

ensure that the vessel remains afloat at all times. It is
essential that prior starting a voyage masters aware that
their vessels have adequate under keel clearance during all
stages of the voyage.
The Static Draft is the draft when the vessel is not making
way or subject to sea and swell influences, i.e. the
maximum draft the vessel has loaded to. (UKC is a
percentage of the Static Draft) The Dynamic Draft is the
draft when the vessel is making way and subject to squat,
sea and swell state and increase of draft due to heel when
turning.