Basics of shiphandling

Introduction to the practice of manoeuvring

Evaluation of the ship's movement

Cpt. M Narekiewicz
 Ship handling, manoeuvring

Manoeuvring
• generally means controlling the movement of the object.

Manoeuvring
• in the common sense in relation to moving objects (eg.
airplanes, cars, sailing ships, power-driven vessels)
each of them has its own specificity through impact on
the propulsion and steering devices (changing their
settings) to carry out the desired movement.
 Ship handling, manoeuvring
The most basic thing to be understood in ship handling is to
know and anticipate how a ship behaves under all
circumstances and what orders should be given to make the
ship behave and move exactly in the way you want her to do.

Important tips!

The difference between the ship’s heading and the actual

direction of movement of the ship should also be constantly
observed and the movement should be corrected as this is
essentially important at slow speeds and when there is wind
and current.
 Ship handling, manoeuvring
Undoubtedly ship handling is the part of the navigation. The
classic navigation problems, namely determining the position,
course and speed, howewer allways in the presence of
hydrographic, and hydrometeorological conditions, the risk of
collision with other ships are sufficient only for the non restricted
areas. The intensity of manoeuvring and ship handling may
differ depending on the stage of the sea voyage.
 Ship handling, manoeuvring
Ship handling is the
most important at the
restricted areas where
vertical and horizontal
restrictions should
always be taken into
consideration. In this
circumstances there is
the relatively small
manoeuvre space
available in relation
to the size of the ship
and its movement dynamics.
Ship handling in port areas requires a local knowledge.
 Ship handling’s aspects
Manoeuvring contains a number of topics, specific problems
which should be solved:

• How to plan ship’s movement taking into consideration

parameters of the motion during the transition from initial
position to final position to consider the safety (S) and the
effectiveness (E) criterion?

• How to take into account the dynamics of the ship's

movement such as: the inertia, the kinetic energy and
manoeuvrability characteristics?
 Ship handling’s aspects - continuation
Manoeuvring contains a number of topics, specific problems
which should be solved:

• How to take into account inadequacy of the dynamics of

ship’s model. Not all parameters of the motion can be
observed or recognized with sufficient accuracy.
Manoeuvres should always be „as appropriate”. One should
carefully observe the ship's move paying special attention to
the manoeuvre plan. If motion proceed not as planned,
correct it.

• How to take into account the uncertainty of knowledge of an

external conditions. Especially it applies to inaccuracy or
lack measurements of wind, current, wave, bottom shape,
etc.?
 Ship handling’s aspects - continuation
Manoeuvring contains a number of topics, specific problems
which should be solved:

• Which criteria should be chosen from the whole range of

safety (S) and the effectiveness (E). There are ambiguous
solutions within given criteria, therefore the necessity of
choice a single strategy (plan, tactics) from the equivalent –
for an example in which order steering and propulsion
device may be used. This choice can not be left to fate as
the assumed criteria may be imperfect, especially in terms
of manoeuvres safety. Including technical safety of
propulsion and steering devices (e.g. do not to excess
critical settings of engines).
 An example – options of the trajectory
Port side mooring

initial
position
[x0, y0,  final position
[vx0, vy0, z0] [xk, yk, k
[vxk, vyk, zk]

Which y(x) to
chose?,
V or V

A given manoeuvre can be done in many ways. The

manoeuvring decision based on handbooks is only a help, a
clue, but not an obligatory standard. You should remember that
there always may be found a better solution (more efficient,
more safe). Finally, man makes the final decisions based only
on his experience. Sometimes routine and absolute confidence
interferes with the choice of good maneuvering strategy.
 The aim of the lectures
Showing general rules of chosen manoeuvres (the simplest,
the most common, characteristic), as a support in independent
solving of complicated manoeuvring problems.
 The aim of the lectures
It is impossible to generalize the rules of manoeuvring, in the
every specific problem, due to the various types of ships and
different ships equipment. It is always possible to recognize:

• Available source of impact of forces at disposal of navigator

and potential possibilities of their application.
• Primary methods of solving manoeuvring problems. For
example, which direction and what speed of vessel
movement should be chosen. When the course should be
changed during the passage. Generally passage plan but
without details.
• The sense of own vessel manoeuvrability and the
adjustment to the present situation. The above mentioned
skills will be trained on the simulator at laboratory.
• Planning safety precautions as an alternative tactic of
manoeuvres at emergency situations.
 The notion of „ship handling"

Ship handling is an skill rather than a science. However, a

ship handler who knows the science will be better at his art.
Knowledge of the science will enable easy identification of a
ship’s manoeuvring characteristics and quick evaluation of
the skills needed for control. A ship handler needs to
understand what is happening to his ship and, more
importantly, what will happen a short time into the future.
 The term „ship handling”
S E

The art of ship handling may not include

Common rules of the certain elements of S and E maneuvers
art of ship handling

Training notes:

Firstly, allways conduct the manoeuvre safely/carefully (S),

secondly optimize operations (E).

According to different criteria, e. g. compromise between

(S) and (E) you can shorten the time of manoeuvres,
reduce the number of commands to the helm and to the
machine, etc.
 Ship’s rudders and propulsions
Fixed pitch propeller
and
semi-balanced rudder
 Ship’s rudders and propulsions
Fixed pitch propeller
and
semi-balanced rudder (a rudder with a small part of its
area, less than 20%, forward of the rotation axis)
 Ship’s rudders and propulsions

Variable pitch propeller

 Ship’s rudders and propulsions
Variable pitch propeller
and
balanced rudder
(When 20% to 37%
of the area is forward
of the rotation axis
there is no torque
on the rudder stock
at certain angles)
Becker Flap Rudder vs Semi Spade
ruder
 Ship’s rudders and propulsions

Bow and stern thrusters

 Assessment of motion’s parameters
Distance assessment

During manoeuvres dominate effective visual perception due

to her continuity and reliability. The eye observation is
supported by: docking system located on shore or on board,
Pilot Navigational System or docking mode on ECDIS.
It is also helpful to place on the bridge wings information
boards wit the bridge-bow and bridge-stern distances ([m],
[ft]). Additional advantage during mooring manoeuvres is
showing distances to the objects (fixed and movable) in units
expressed in the length/breadth of the own ship [L, B], e.g.
0.5L. This advice helps in manoeuvring of different size ships
due to the similar scale. Moreover it is always a good idea to
standing by officers close the blind sectors, on the bow and
the stern (especially under ballast condition).
 Assessment of motion’s parameters
Distance assessment
 Assessment of motion's parameters

Speed assessment

Visual assessment of longitudinal/

transverse speed is effective only
during mooring, near the berth in the
low speed range as qualitative
determination (higher speed, lower
speed but not 2 kts, 3 kts). When
evaluating the speed, accuracy of up
to 0.05-0.1 kts is sometimes needed
(close to the fenders).
 Assessment of motion's parameters
Speed assessment

Problems of speed evaluation

by using technical means -
logs, including Doppler log, DGPS.
• Calibration of logs at low speeds and in shallow water.
• DGPS readings have delay and determinate an average speed
(Kalman filter).
Speed relative to the water or bottom, which one is more
appropriate?
• Relative to the water, the ship creates a wave on the bow, the
current on the water creates local current disturbances, waves
around the buoys and the other objects.
• When evaluation of low speed is needed, it is better to stop the
ship first) and then move on.
 Assessment of motion’s parameters
Course and angular velocity assessment

Based on information obtained from: gyro repeaters, from

visual observation of far away fixed objects. But the most
effective information from Rate of Turn Indicators. ROT
Indicator is a very helpful during manoeuvre.
Visual assessment of the angular velocity is only qualitative
and subjective. The sense is lower in relation to the closer
objects. The sense of the angular velocity is higher for the
observer on the bridge than on the bow (on the ferry with the
bow superstructure, vice versa).
 Assessment of motion’s parameters

Drift assesment

It is possible only with the use of technical means, eg

Doppler log, DGPS, radar. Drift is understood as angle or
less often as transverse speed. It can be caused by wind,
current, wave or just by own manoeuvres. Visual observation
is the most effective in the leading line, on the buoyed
approach channels, etc.

If the speed is higher, the the drift angle is smaller. The drift
observation and response to the drift is important when ship
enter the narrow passage, e.g in the breakwater heads,
buoys and when ship is making turn in a very limited area
 The objectives
The aim of this lectures is to teach the theoretical basis of
shiphandling and maneuverng in all operating conditions
and after that getting to know these universal methods to
perform selected manoeuvres on the simulator.
 Topics of lectures
1. Introduction to the practice of maneuvering.
Evaluation of the ship's movement.
2. The basic principles of maneuvering in various
conditions on restricted areas. Influence of wind and
current. Turning with constant rate of turn.
3. Pilot’s boarding problems. Navigation on the areas of
TSS and VTS.
4. „Man overboard” maneuvers.
5. Anchoring maneuvers. Using the anchor to improve
the ship's handling.
6. Unassisted maneuvers of a ship equipped with the
single fixed propeller.
7. Berthing and unberthing of large ships.
8. Unassisted maneuvers of a ship equipped with the
twin propeller.
 Topics of lectures – cont.

9. Harbour towing. Cooperation with tugs.

10. Docking and undocking. Berthing at the looks.
11. Berthing of the ship. The role of mooring lines.
12. Manoeuvring at stormy conditions.
13. Lowering and lifting of the rescue or live boat in the
severe sea conditions.
14. The open sea towing.
15. Het ice navigation.
 Lecture is completed
Questions? Comments?
 Koniec Tematu
Pytania? Uwagi?