LH

Pr:oiisi.:eii b,i .'.:

E:: c*rc,,t :g.,:€:+g'*t;9

i ii:
N*uiicai
Institute

:+.
 TIIE SHIPIIANDLER'S GUIDE
. for
Masters and Navigating Officers,
Pilots and Tug Masters'

Captain R.W. Rowe FI\II

\
\

: THE NAUTICAL INSTITUTE

!
\
\
rl
-
\,
 THE SHIPIIANDLER'S GUIDE
Published by The Nauilcal InsUtute
2O2Lambeth Road. London SEI ZLO, E_ngkrnd
telephone: 0lZl -92g l3S f
fax: Ot7t-4ot 2gtz

Flrst edlflon published f 996

Copfight @ The Naufical InsUtute, 1996

-=-

All rlghts reserved. No part of thls publlcauon may be reproduced,

retrleval system, or transmltted rn any form by any means, stored tn a
erectronrc,
mechanlcal, photocopytng, recordlng o. ottr.r*tse, wlthout
permlsslon of the publlshers, e*cept for the quotatton the prlor wrltten
of brlef passages ln
revlews.

Although great care has been taken wlth the urrlilng and producUon
volume, nelther'The Nautlcal Instltute .nor,the authoi can of thlJ
responslbulty for errors, omrssrons or their consequences. accept any

Thls book has been prepared to address the subJect of shlphandllng.

should not, however, be taken to mean that thls document deals Thls
comprehenslvely wtth all of the concerns which will need
to be addressed or
ev:n, a parttcular matter ls addressed, that thls document sets out the
-wftere
only deflntilve vtew for all sltuaflons.

The optnlons erqrressed are those of the author onlv.

Photographs courtesy Howard Smith rowage and Salvage

and Warsash Maritime Centre
Typeset by Javafame Computer Services
saffron Pane, Halr Road, Lavenham, suffork colo gou, England
Printed in England by
The Repro company, Hayes Road, southail, Middlesex UB2
bNB
ISBN | 870077 35 0
 TIIE SEIPEANDLER'S GUIDE

CONTENTS

Llst of Dlagrama and

Acknowledgemcntc
Prcfaee
* Foreword I
Foreword 2

Chapter One
Chaptcr Two
Chapter Three
Chaptcr Four
Chapter Flve
Chapter Sk
Chepter Seven
,
Chapter Elght
Chapter Niae
Chapter Ten
Chaptcr Eleven
Chaptcr Twelvc

rnder .!........!.................. 166

References and furthcr readlng ............. f ZO
The Nautlcal Inetltute........ .... IzI

TTIE SHIPHANDLERS GUIDE I

 CEAPTTR ONE
I

CIIAPTER TWO
3 of Slow Specd Contro| .............
4 !,oss
Malntalntng -.'..:..-..............17
Stow Speed c."t;;i -.::'
5 shaft/Braki Horse power .................... lg
.....20
CEAPTER TEREE
6 Transverse Thrust wlth Stern
a) wlth headwav
b) wlth sternwa'y
CIIAPTER FOUR
7
I
9
lo
ll
t2
,13
t4

CEAPTTR FIVE
l5
l6
t7
l8

l9
20
2r

CIIAPTER SIX
22
23

CEAPTER
24
25
26
.27
4

28
29 {
30
t
,a

€
2 THE NAUTICAL IIVSTITUTE
c
C

C
 3l
32
33

CHAPTER EIGNT
34 Effect of Ttde upon Shlp Handltng .....21
35 Worklng ln a Ttde .......-....-.73
a) wtth ttde from ahead
b) wtth ttde from astern
cf worklng towards a berth
d) worklng away from a berth
36 Swtngtng to a Tlde on One Anchor _.... Zs
37 Bends ln a Tldal Rlver..........
a) wlth a foilowing ilde
b) wlth a tlde from ahead
38 Local Tldal Anomalies ..-....2g
a) sudden changes ln dlrection
b) ristrtcilng the tldal flow
39 Tldal Force at Anchor-. ,.....g2
a) deep water
b) shallow water
40 Longttudlnal Forces on a Tanker ................ .......... g4
4l Lateral Ttdal Forces ................ .......-.....gs
a) blocktng the ttdal flow
b) the resultant forces

CEAPTIR NINE
42 Graph of Wlnd Load and Thruster Force ......... ..... gg
43 Thrusflng when Stopped.............. ........91
a) plvot potnt
b) creeptng ahead
44 Thrusilng wlth Headway.............. .-...-..92
a) stratght line
b) turntng t
45 Lateral Moilon to port .-.....g5
a) wlth klcks ahead
b) wlth astern power
46 Lateral Motion to Starboard ................ ............,..-...97
a) wlth kicks ahead
' b) dlfflculty with astern power
47 Thrusttng wlth Sternway .............. .......9g
a) ptvot potnt
b) turnlng moments
48 Worktng Astern ln a Channel ............... .........-...... lOf
49 Worklng Astern to a Berth .............-.- lO2
CIIAPTER TEN
50 Controllable Pltch Propellers ............ lOg
a) lmpedtng the rudder wtth ftne pttch Setttngs
b) creattng eddles and currents on zero pltch
51 Propeller Shrouds ............ I I I
a) flxed tunnels
b) rotatlnEl nozzles
52 Conventlonal Rudders -... I 13
a) up to 45 degrees
b) over 45 degrees

THE SHIPHANDLER'S GUIDE 3

 ' : ::: Pa{e
Frpu

"""""""""'t""""".'' f 14
53 Alternatlve Rudder Deslgns
al flaPs
b)shaPes rrz
54 Twln Schtlltng Rudders """.'""""
a) full ahead
b) bow to Port
c) full astern
d) astern: stern to Port

CHAPTER ELEVEN "' f 20

55 Twln Screw Conftgurattons """"""
a) stngle rudders
b) ProPellers too close togeth€r
. ct iwrn rudders and propillers well spread o.r
rz'
r
56 Twln Fixed Pttch Prop€llers - Outward Turnlng"""""""""'
a) ahead onIY
b) one engtne astern oe
r'e
r
57 Twln Ftxed pi-tch propellers - Inward Turn1n91.............'.-.....
a) ahead onlY
b) one engtne astern 26
58 Twln Screw Turnlng Ablllty """"""" f

a) with sternway
b) wtth headwaY: one englnc astern
c) wlth headwaY: both cnglncs ahead

CEAPTTR TwELvE """"' t3o

59 Conventlonal Tug"""" """""""""'
a) wlthout gob roPe
b) wtth gob roPe
60 Tug Interactlon "."""" """ f 32
a) forward
b) aft r35
6l Gtrtrng a Conventlonal Tu$""'
a) forward
b) aft 1 37
Worklng a Gob Rope ....'."""""""":"""""""""""""""'"""""'
a) securlng
b) llmttattons and safetY
63 Uslng the Tug's wetght...."' """""""' r39
. a) forward r .
b) aft
64 Tractor Tug...--...... -"""r""'r""' ,.__-_ l4r
r43
65 Azlmuth Stern Drtve itg A e"-uth Propellers"""""""""" 146
66 Tractor Tug Forward """""""' """".'
a) uslng stern towlng Potnt
b) some alternatives
Tractor Tug Aft """"""""' r48
67
68 Worktn( an Azimuth Stern'Drtve Tug """""'""" l5l
a) forward
b) aft -....IS2
69 Channel Escort
a) conventlonal tug forward
b) tractor tug aft
70 Tugs on Long Lines """"" r55
a) stoPPed
b) maklng headwaY
c) makingl sternway
d) tugs balanced

4 THE NAUTICAL INSTITUTE

 Flgure Descripilon page

IL Tugs Alongstde -..--....... ..... I 5z

a) wlth headway
b) wtth sternway
72 Contalner Shlp Movement............. .... lS9
a) wtndage
b) manoeuvre
73 Movement l. Dlscusslon....-........... .... 162
a) sh,p stopped
h) maklng sternway
74 Movement 2. Dlscusslon.........-.... ..... 163
a) shlp stopped
b) making sternway

PHOTOGRAPIIS
Shlphandltng wtth tug asslstance......... ......... lO
Shlphandllng tn locks and baslns requlres spectal skllls
.............. f 5
Car carrters present a parilcular problem when op€raflng
ln wlndy condluons ....-............................. ......:............................. 2l
Manned models are ldeal for tratnlng in shiphandltng,
partlcularly slow speed control wit-hout tug assistince ...............................22
The vlew aft from a tug showtng the towlng arrangements
dtrectly from a wlnch............:... ....................._.................._.......... 48
Thls model shows well the anchorlng arrangements
whlch are used to demonstrate drEdging iechniques ................. 53
Shlps- and_-tugs operating ln conflned waters have to be aware
or rne ellects of lnteraction ........... ......-.._.... 69
Runnlng llnes ashore after a successful stern berthing
uslng tugs and thruster comblned ...........:..... ............. g6
on smaller shlps masters have to exerclse therr shiphandrtng skllls ln a
wlde varlety of sltua.tlons and frequently in crittcal clrcumstances......... l05
conventlonal tugs are silll used ln many ports of the worrd ....... r2g
An Azlmuth Stern Drtve tug! demonstrailng tts versailllty...:.........................
f 2g
A Volth Schnetder and a conventional tug 1n attendance

THE SHIPFIANDLER'S GUIDE 5

 ACKTTOWLEDGIMENTS

Ir rs xor rHE tNTENTrot of thls hlp

ls berthed, or unberthed, a th;
concern of the approprlate the
chapters of thts 'Shlphandl aln
clrcumstances or condttions and to htghllght any dlfflculiles that mlght be
encountered, as an atd to shlp handllng anywhire ln the world.

.In the llght o n the use of shlp slmulators and manneq

models, as an al shlp handttng, it has been proved many
ilmes over that lt rtke a crlilcal-balance between theoreilcal
Wlth thts experlence the
publlcatlon to reduce lcal
handltng to the very , so
slly and applied to th
ll glve all personnel lnvolved ln the handllng
lp behaves, so that ln the future they can
t to a partlcular manoeuvre, ln terms of lts
xample, be partlcularly useful to masters
prlo
refe
or the,r .'i,L',lE T;ffi1:11:";;.To"':"ffJ
BiI[l when thev are endeavourrng
to a ..;j[t""ffi:3jJi:Lir,
s at the Warsash Marltlrne
Banbury, FNI, Managlng
rltlsh Marltlme Technolog5r
ng the text and for their
conetructve courments.
I would llke to acknowledge and thank the many pllots and shlp nfasters around
ttrc world, that I have worked itth over the years. ati of wnom tn sorire way or another
have contrlbuted towards thls work. I dedtiate tlts publtcailon to them.

The Author

6 THE NAUTICAL INSTTTUTE

 PRENACE
Captain George Angas, txC, FNI
Dean
- Weriaeh taritime Centrc
I martttme transport lndustry can only be
whlch lt follows that no one element oi the
rstandlng and close co-operailon wlth other
In order to matntaln and enhance seafarer
st exlst between the seafarers themselves,
bodles and marlilme tralnlng centres
developed and wrltten on thts basts, e.g.
lner worklng wlthln a proacilve martttm]e
courses and cotrsultancy for shlpplng
for many years, has now placed on -pipei
e benefit of exlsilng and future marlners.

tate fundlng for thelr exlstence and must

e that shlp operators can malntaln thelr
tralnlng ind assesement"of the crews that

uthampton tn England. ts proud to be able

ssemlnatlon of knowledge by provlding

rts of the world. We hope thaiyou, thE
e and knowledge from tt and that tt wlll
ment of your sklll as one of the world.s

TIIE SHIPT.I,ANDLER'S GUIDE 7

 FOREWORD 1

Captain t.E. Beetha"i, FNI

Precident. Thc Nautical Institutc

lr ls e JoY ro LooK Ar BooK on shlp handllng that presents the behavlour of shtps ln
' :ugh a practlcal way.^ 'Why- we may ask ourselves 'was lt not presented In thlJ way
before?'
I thlnk the answer lles ln the lastlng tnfluence of the tradttlonal approach that
does not always meet ihe needs of todays irarlners. In the days of sall, whin cerflflcates
of competency were lntroduced, there was lnstructton and examlnatlon on how to
avold dangerous sltuattons and how to turn wlnd, tlde and weather to best advantage.

Those who sat thetr eertlflcates ln more recent ttmes demonstrated thelr shlp
handllng ablllty wlth wooden models. Text books lllustrated standard sltuauons wlth
the plan vlew of a pram dlnghy. No damage was suffered by elther shtps or quays and
shallow water effects were notably absenl.
Havtng been tralned to handle models thd offlcer was not lntroduced to the
6lcometry of a turnlng shlp, the changlng plvot polnt or the hydrodynamtc lnfluences
that can make the end result so dtfierenl to ttre lntended manoeuvre. We were not
tralned to control a movlng shlp ln a ponftned qrea.
Tf. Royal Narr5l, b
-- sure-that soluuon to the problem by maklng
mtdshtpmen cutters, plnnac6s and resiue boatS
whlch gave them both at an early stage. .

_ The great worry for the future ls that the lndustry and the armed servlces wlll
clalm that tt ls too expenslve to provlde practtcal tialnlng ln shlphandllng. It ls
cxpenslve, tlme consumlng but necessary. The greatest beneflt of thts book ls that lt
lays-the rlght foundatlon for understandir g! the-sctence of the lndtvldual factors that
comblne to create the art of shlphandtlng.-

. One proposed solutlon to shlp handllng tralnlng ls to use slmulators - whlch are
c^xtcnslvely used tn the avlatton Industry for pllot tratnlng
- butofwhlle
the se-aman, they rely on vlsual response to cliSnge. The sfrength
valuable for
thts approach ls
tnat they can be used to famlltarlse the shlp handler wlth varled sttuattons ln a safe
envlronment but the weakness of slmulailon ts the absence of a sense of movement
that makes lt dlfftcult to appreclate the lnteractlve forces. Slmulator tlme, costs and
avatlablllty wlll lnevltably restrtct the extent of tralnlng that ts posslble.
The scale models used at Marchwood and Grenoble are probably the most practtcal
way of a s and of learnlng the Ua-stc prtnclples. The
qualltyo relies on the ded-lcatlon of tht stafl and the
author c y,7ho run the ship handltng courses at the
Southam
Thls book wlll suppleme e guldance for a
master whose shlp has to p give much easy
readlng to allow those ln con ln an awareness
of why the shlp responds ln e responses.
I hope thls book becomes a standard text for all those who asptre to control or
command a shtp at sea. I thlnk it will pe of immense value to them.

8 THE NAUTICAL INSTITUI]'

 FOREWOTRD 2
Captain p..t.D. Russell, FII-I, London pitot
Vice President, The Nautical Institute

necessarv exDerlen teain them anythlng.

fact of ltf;. It was, i ton when asked to loo
I dld not flnd the n^.ii,-r-"-^.
r
.

l,sh^t ue roor<rnj.
scepilcism
l*tl'#j:n::l;i
.
I yery soon reallsed that thls book was somethrng special. I became lmpressed
Yltlt.lht clarlty of presentatton and the value of the tnfirmauon collated for all pllots
and those.charge-d wlththe safe manoeuvrlnf,.of shlps. I have. over the years, studled
'book
,many books on shtp handllng and suggest th-at thls ls, wlthout Aouut, one of the
best I have come across.

t the very best tralnlng they can recelve

on of an experlenced pllot. That system.
s that thls book can help to alleviate. The
t pllots may be a Joy to watch ln actton but
e second weakness ls that there are still
andltng as some ktnd of 'art' whereby they
lence to the movement of ttre shlp. They
I career dotng Just that, rather than fully
eactlons and reasons for thelr need. This
erstand thelr 'art' but perhaps avotd some
g them to be proacilve lnstead of reacttve.
em'to become better at passlng on relevant

I congratulate Bob Rowe on hts thoughtiul work

commendlng thls book to anyon€ wrth an ln'lerest rn shlpand have no hesttailon tn
handrrng.

THE SHIPFIANDLER'S GUTDE 9

 Shlpheadlln6 rlth tug m.litencc

IO THE NAUTICAL INSTITUTE

 CHAPTER ONE
GENERAL AND INTRODUCTION TO THE PIVOT POINT

General
er be underesilmated. Thls is because thev
nd control even though no two docktngs arl
of varlable consideratlons whtch have-to be
lcttng monttorlng and manoeuvring means
eassess progress.

.. . th.t competent shiphandler has to be aware of wlnd and weather, current and
tldal-changes' In most berth approaches, shallow water and interaclon effects wlll
also have to be taken tnto accolnt.
There ls the range, type, avallablllty and ef
the.avallablllty ana-aptitude of the personnel
thelr ablllty to handle tow llnes and moorln
manoeuvres whlch ln a ildal reglme have to be c
so addlng to the sense of anxtEty should r.rg go wrong.
".rytt
les demanded of a goo.d shlphandler are
n other modes of transport. They must be
ed and know what they intend to achieve.
utlook to adjust to
lvely; they must be
when the situation
ed.
teamwork and for teamwork to be successful there has to be a
ng amongst pilots, masters, tug masters, shtps offlcers and dock
prlnclples of shrphandling and the factois whrch rnfluence

er, Secretary of The Nauilcal lnsiltute, he

a sequence, whereas the need tn
le picture during manoeuvres. It ls
convey the essence of shiphandllng

to thls book has been dtfferent. Each situauon ls based upon a

qragram wnlch contalns the essentlal
^,--Yt*1lll^o:"h informatlon for visualising the parttcular polnt
betng made' I have then added the text to explaln
represented tn a statlc dlagram lnteract when the shtp in more detail how the forces
is movlng or betn$ manoeuvred.
e to shlp handling than a book can convey.
riate to try and descrtbe how to approach
particular estuarlal passage. That level of
he senior pilots who best know the local
cessary.
I do however, bellev.e (hat by havlng clearly pre pared set of diagrams to illustrate
the key factors ln shlphanaring ie"aeisawill co^. tb have a betteiunderstanding of
the prlnclples lnvolved.
These prlnclples are based upon
llke thrust and the poslilon of the plvo uences some Internal
rL rs trrese movlnq varlable forces ilrat
wtnd and lnteracilon.
ls the ptvot polnti the first place to start

THE SHTPFTANDLER'S GUIDE I I

r-
Thc Plvot polnt
Shlp Stoppcd
Flg. l(a)

Dfakhg Ecrdrey
Flg. l(b)

Maktng Slcrnlay
Flg. l(c)

Turnla! Lcvcn

stoPPcd
Xfiei

fekfag Ecadtey
Frg. 2(b)

leklng Stcruay
Ftg. 2(c)

12 THE NAUTICAL JNSTITUTE

 FiE. I The Pivot Point

a) ship stopped On Dsen Keel

b) making headway

c) making sternway

THE SHIPHANDLERS GUIDE 13

I
Fig. 2 l\rrning Levers and Moments

a) ship stopped On Even Keel

15 tonne l5 tonne

b) making headway

o 20 40 60 80 loo

c) making sternway

15 tonne 15 tonne

L4 THE NATITICAL INSTITUTE

Summary Thts strnple method calr also be used as an ald to
trnderstanding many practlcal aspects of shlphandllng
such as rudde r, propeller and"thruster efflclency' the e ffect
of wlnd, trlm, Interactlon and tug posltlonlng. In each of
the followlng chapters whlch dlscusses these partlcular
subject areas lt ls a useful basts from whtch to start!
Note The full hull form of the average merchant shlp ls used
throughout thls guide in terms of length to breadth ratlo
and general proflle .
The gulde does not cover unusual clrcumstances whlch
may be experiencecl wlren considerln$ less common vessels
such as flne llned, hlglr speed warshlps, non dtsplacement
craft and vessels wlth exceptional profiles.

Shlphrndllnt ln locka eld berlnr rcqulroe rpcclel rhlllr

THE SHIPHANDLERS GI.JIDE

t
T5
 CEAPTER TWO
SLOW SPEED CONTROL
Goacrel

Spccd

are_arguments either way, they are clearly not compaUble

and. experlence has shown that a fast pllot is not
necessarlly a good pllot Jubt a lucky onet
-

Lore ol Control , 1'

Flg. g

16 THE NAUTICAI, INSTITUTE

 Fig. 3 Loss of Stow Speed Control
-

Shtp flnalty stopped

Control lost for a

very long period

Slow Astern

Speed sUll over 3 knote

Stop Engrne

I mlle from berth

speed over B knots !

THE SHIPHANDLER'S GUIDE 17

 lod of Increaslag stern
In tlme. Durtng thts
lp ls at the whtm of
e and bank or shallow water
of control. In so much that we
requrred. rhrs rs rrterarv .11n.t[tJ:rlll,,:: X#il:
more wc can reduce thts prolonged pertod .a d";;;i;;
stern power and thus retafn cont?ol, so much the betterl
Slot Spocd
me shlp, agaln one mlle from
Conlrol ead slow speed of 3 knots or
Ftg. 4 r/z mlle mark tt may also
lne to further reduce the
flme for adJusilng the shtp,s
the berth.
. One of the worrles ls the loss of rudder
effectlveness and_blggest
tfrE rear ttrai we cannot keep contror of
the shlp's head at very slow speeds '
any tug asslstance. For a vartity of
nr water or
develop an
st the atiltude of approach.
u*rsrng a ehort but subst"I,Llo;It*f iFt:"!lf.1T:.1
Thls ts the .klck ahead' technrque.
There are however, several pltfalls to avold, whlch
all- lead to an excesslve lncreasi ln speed. thus'rutnlrrg
can
thc prevtous efforts to control lt. "lt
tlot Ahcrd
Brddcr Aqlto-

resulilng from lncreased pow

less. such as lS" or 2O", liss
cost of lncreaslnA forward sn
the power ls takin off befoie the rudder ts returned to
gles of less than SSo. Fallure to do thts
f, but lmportant lnterval. hurtnp whlch
the power applted, ts agaln berig used

Elct Ahoed
Durttlon - The durailon of a klck ahead should be as short as
he power, after the tnlilal
only result In a vlolent sheer
peed. Thts will result ln the
ad to recttfy the sttuailon.
ach the requtred maxlmum.

Elch Ahoed
Potcr - It ts dlfflcult to quanilfy the amount of power to appty
for- aklct ahead, as-lt very much depends on the slze of
Fu. E shlp and the needs of thc shrp tranaier at the trm".lt rs
lmportant, however, to appreciate the railo
powert(shp) to tonnage (awtt that exlsts fromof shaft horse
strip lo
"itrp.
If we look at a table of new tonnages from a Japanese
shlp yard. (see flgure,E) there .r. .rrorrnous dtfferences
wun rncreaslng shlp slze. The cargo shtp of 2O.OOO dwt

.I8 TT.TE NAUTICAL INSTTTUTE

 €
Fig- 4
- Maintaining slow speed control

Stern power as requlred

Klck Ahead
2
Period of no
Speed O.3 knot control ls small
or less

Short perlod of stern Power

Klck Ahead

t Dead SlowAlread or Stop

9
Dead Slow Ahead (Ttrrblnel
I mile from berth Stop Englne (Dlesel)
Speed 3 knots or less

THE SHIPHANDLER'S GIJIDE 19

lr
Fig. 5 Shaft/Brake llorse Power *

SHIP TYPE DIf,T Tonnee LBP B DRAFT ENGINE SHP

Tankerg 380,OO0 355 64 23 Turblne 45.OOO
250,OOO 320 52 2L Turblne 3l,ooo
Tankera l20,ooo 252 38 l7 Dlesel 23,OOO
loo,ooo 251' 38 l5 Dlesel 2l.ooo
80,ooo 237 36 T2 Dlesel 20,ooo
60,o00 219 32 r2 Dlesel l5,ooo
BulL Cargo r90,ooo 285 50 I8 Dlesel 24.OOO
l20,oo0 248 38 l8 Dlesel 23,OOO
80.ooo 237 36 t2 Dlesel r7,ooo
60,o00 2r8 32 T2 Dlesel r5,ooo
30.ooo r63 24 II Dlesel r3,ooo
20,oo0 146 22 I Dlesel 9.OOO
Cargo' 20,ooo t57 26 l0 Dlesel r7,ooo
r2,o00 r46 22 rO Dlesel r r.ooo
Cer Carrler r 2,500 r80 329 Dlesel ro,400
Contelner (23 knots)
TEU T94O
TEU 839
29,O00 32 rl Dlesel 26.20o-
23,OOO 309 Dlesel 3O,OOO

LBP = Length between perpendlculars: metres

B = Maxlmum breadth: metres
SHP = Shaft Horse Power
Shaft horse Power (shp) ls that generated to turn the propeller. It ls almost
equlvalent to brake horse powei(bhp) whlch ls the aclual power developed
by thc engLnc. For ehtphandttng puiposes they ean be asiumed to be ihe
3ame.

has a substanttal l7,OOO shp; the tanker of 60.000 dwt,

by contrast, has only l5,0OO shp. The VLCC of 25O,OO0
dwt, whlch ts four tlmes larger than tlle tanker. has only
twlce the engtne powcr at 3I,OOO shp.
In practtcal terms. a klck ahead wlth slow ahead may
be very effectlve on a smaller shtp, but extremely
lnadequate for a VLCC, when half or even full power may
be needed to achleve gny result. Thls does not, of course,
encompass that pecullar breed of shtp whtch for some
reason are bullt wlth speeds of 6 or 8 knots at dead slow
aheadl In thls case a 'ktck ahead' at d€ad slow wlll be
advlsable.
I;ryc of The type of propulslon unlt ls also an lmportant factor
PropElslor Enlt to conslder when uttllslng the klck ahead. Dlesel-powered
shlps are generally very good, wtth the power comlng ln
'qulckly and effecttvely. The number of englne alr starts,
however, varles conslderably from shtp to shtp. Some may
be good and have an unllmlted start-up capaclty. others
may have only two alr bottles whtch at very best mlght

20 THE NAUTICAL'INSTITUTE
 gtve lO to l2 starts each. Far worse eases can be
experlenced, wlth the Infamous words "only start left
ptlot' rulnlng what was otherwlse a good djytone
Forturr"t"ty
only a few of these shlps
"t , .round'today.
Worklng with a turblne shtp ls very dtfferent, ln so
mucn as a turblne ls slow to come on llne and bulld up
power. Thls ts not parilcularly useful for klcks ahead. When
:.19*J"g down, but strlt wts.hing to keep control of he adrng,
It ls better, lf rt rs permrssrbre, to reavc the turbtne on dead
l.ong as posstble rather than stop ttre engf ne.
:t_.^*^-|t-,""
r ne turblne ls thus on llne and rnstantly avarlable for"use.

Wlthout the asslstance o

tlunmary and speed, the correct use o
most effecilve means of kee
lpeed, parilcularly wtth dii
Clearly the shtp must be stop
several ktcks ahead, no matter how carefully applled, wlll
result ln a slow bulld up
-ot speed. Thls can b^e'carefully
balanced, wlth short pertods of modest stern power, thereby
Ju1! e-ast1g the speed back, or even stopptng the shlp
entlrely lf so deslred.
The master or pllot ls thus able to enJoy far longer
perlods of total contror and thrs wourd not bi possrule wrtn
the shlp runntng at too htgh a speed.

Ger orrrlorr prorcnt e pertlonlrr problcn thcn opcratlng ln rln-dy ooldltlonr

THE SHIPHANDLERS GTJIDE 2I

 Dftaacd
prrtlcul

22 THE NAT.JTICAL INSTITUTE

t-S-
t
 CAAPTER TXTREE
TRANSVERSE TffRUST
Ahead Movement THe srrecr
oF TRANSVERSE THRUST whllst rnaklng
of the propeller movement is arguably less worrying than ttrat an ahead
Ff .r, .",...,
movement. perhap the res
Fropeller design is ilceable.
looklng at thJ ma
subjec ls worth
which
ahead movement of a right handed propeller. wlth an
. The helical discharge from the propeller creares a
larger pressure on i-he port slde of lhe rudder.
. A slight upward flow from the hull lnto the propeller
area puts slightly more pressure onto the down
sweeping propeller blades.
. It ls evident during tests that the speed or flow
of
water into a propeller area is uneven ln veloclty.

,e
this
e ?f:;il'fill#:fl:if:ffi1fi
and near peifect
condiflons
it ls easlly influenced by other ltkely fac6rs sucfr as wrna,
current, shallow water, tugs, rudder errors and so on.
Actern Movement
of tr'e Propeller e of transverse thrust.when uslng an
ast is .of much _greater s€ntflcance to the
shl
handedproperrer**?i:?"1i""".ix'5,ii""lLix; j::3r;#5il
towards elther''side of the hull. In dotng so tt behaves
dlffere-ntly. On the port quarter it is incllned downqutteand
away from the hull whilsi on the starboard quarter
lt
dlrected up and on to the hull. This flow of water strlklng ts
the starboard quarter can.be a substanilal force rn tonnes
tnat ls capable of..swingin-g stern to port glvtng the
classlc 'klck round. o, .i,rt'"oflhe
the bow to starboard.
Force ln Tonnes
-be Malnly a funcilon of water flow; transverse thrust can
,n
to lil'.'isJ..ixillilgT;Ji.i
ewed clinically,
orr"'o? th.
forces avallable "" the same
to the shlp handler, tn much
manner as rudder, tug or bow thruster forces. It Is,
howevbr, a weak force and car be roughly calculated if
the
shp of a parttcular ship is known.
F.o. example let us take a shtp of 8O,OOO dwt with a
. .. aneacl
Iull ot 20,0OO shp. If full astern is only 50% of thts
then tt only has a maximum of IO,OOC shp a"t..rr. Ro,
practlcal purposes it can be taken a" a ro,rgtr guide that
transverse thrust ts only 5 to I O% of tne ippiiea stern
power. Therefore, in thts case, a force of l,Odd
tonnes at best (assumlng IOO shp I tonne)
shp or tO
=
Whllst shaft horsepower ls an lmportant
determlntng the magnltlde of transverse thrust factor
and
tn
how
much- a shtp wtll iut when golng astern, further
conslderation nrust be the postt"ton o"[ the pfuot a
pofni.

THE SI{IPFIANDLER'S GUIDE 2g

r Pivot point and
Transverse Thruct
Makrng
6(a) Headway
Y..:":l
r-lg. :
,1
t

Xft:"8l#"-hg sternwav

at a shlp when usinA stern

of solid jetiles. baiks or
wrong way. There are two
nce and only a pilot,s local
them.
Aaomalles
F,!l*ui03"""'

24 THE NAUTICAL INSTITUTIi

t
Fig. 6 r[ansverse Thrust with stern Fower

a) \rith headway
EXAMPLE a
Matn Engtne IO.OOO
Full Astern 6O% 6.OOO shp (6O tonne)
Transverse Thmst lO% = 6 tonne

6 tonne x l lO metre = 660 tm

b) witn sternway

6 tonne x 40 metre = 240 tm

THE SHTPHANDLER'S GUIDE 25

 Effect of Shallow Water sslble cause of a 'cut' way
to the vlclnlty of shal The
the flxed pltch rlght h eller
we have seen, ls up the
starboard quarter, btrt down and away from the port
quarter. If the shlp has a small under keel clearance lt ls
posslble that. In addiUon to such factors as cavltailon and
restrlcted flow Into the propeller. the flow of water on the
port slde ls belng deflected off the bottom and baCk on to
the hull. Thls clearly gtves some prlor lndlcailon that the
response of the shlp may be unpredlctable ln shallow water
and, once agaln, the bow may swtng the wrong way.
Throughout these examples we have, for f,racilcal

Altornrtlvc Wtth a left handed propeller lt ts slmply apcase of

Dcalgn Fcatnrcr rememberlng that the results of transverse thrust are the
Left Handed Propeller opposlte ln so much that the flow of water from the
propeller working astern ls up and on to the port quarter
and not the starboard quarter. In baslc termC the tcut' of
the bow ls therefore to port when worklng the propeller
astern.
Controllable Pltch . The controllable pltch propeller rotates constantly ln
Propeller the same dlrectlon no matter what movement ls demanded
of lt. Vlewed from astern, a clockwlse rotaflng propeller ls
stlll rotatlng clockwise wlth stern power, only the pltch
angle of the blades has changed. Thls glves the same effect
as a conventlonal fixed pltch left handed propeller. whlch
ls also rotatlng clockwise when golng astern, the bow wlll
swtng to port. Slmilarly lf a varlable pitch propeller
constantly rotates counter clockwlse when vlewed from
a 4 flxed pttch rlght handed
P counter clockwise durlng
a ll thus swtng to starboard.
Shroude F or economlcal purposes. propellers in shrouds or
number, even on large VLCCs. Thls
bearlng upon transverse thrust
nlflcantly the, flow of water exttlng
may be more concentrated and ts
llkely to lmpose an equal thrust upon both sldes of the
hull thus resultlng ln llttle or no transverse thrust.
llull Deslgn Finally, hull deslgn features may also,play a slgntflcant
part ln alterlng thls slmplistlc and tradittonal concept of
transverse thrust. It ts posstble, for example. because of
a dlfferent hull shape oi length to breadti railo. for the'
polnt of lmpact of water flow to [e much closer to the
posltlon of the ptvot polnt when backing. In such a case.
transverse thrust. although relatlvely pronounced with
headway, may be surprtslngly weak wtth sternway. to the
extent that the bow may llterally fall off elther way,
parttcularly lf lnfluenced by wtnd or shallow water.
Some of these subJect areas wlll be dlscussed ln more
detall tn later chapters of thls publlcatton.

26 THE NAUTICAL INSTITUTE

 CEAPTTR FOI'R,
TURNING
Gcncrel

Ruddcr Foroc
Plvot Polnt
Ftg.7

Lttcnl
Rcrlatrinoc

the rudder force and the lateral resrstance, plays a cruclal

part tn shaplng all turnlng clrcles.
Gonrtent RpU
Turar
Flg. 8 and g

The rea ugh

we have ent rce,
It ls also wl eral
, reslstance. and

THE SHIPI{AT.{DLERS GUIDE 27

 FlE. 7 Lateral Forces when Thrning

\) *,'
*
-ft
P = Inltlal Ptvot Polnt

PP = F'lnal Ptvot Potnt

D = DrtftAngle on
Brldge

Iateral
Resistance

1. Rudder
Force

28 THE NAUTICAL INSTITUTE

 a

I-
t
t
!

:
('riticill lrr cases rvhcrr tlnre ls of llarnrn()unt ir'rri)ortitilcc,
.iLlch usj corldllctillgl il large turlr a<'ro.sr; il slr onR lirlc or
taltirrg Llrc shlp throu$h a 'wllllan-rson 'lurr)'. it does not
t irlrrr-c\fe turning ablllty.

a
Speed d,uring a
T\rrn
Flg. I
i'is j:i,1f fJ:t:':,l,?
ed slde experiences
ra
a
a nce. whtch in ttrrn
I
r
: r
I
Al f
-t I
speed n'ill be reduced about 6 to 8 knots. Thts is usefrrl
! a

t
:
t_e

\t :
;
\
t
-L

t;-

Standing Turns Standing turns and ktcks ahead can'only_be zrcirlcvccj

and Kicks Ahead b' altertng the balance betureen latcral rcsistancc :rrrcj
Fig. I0 and I I rucldcr force .,reducirt$ tlrc former to il urirrirr-tunl r :-! :1,':rl
:1
HI

i
':
:
!
:
.f
l

tlril
turn at constant rpm lior slow ahead , which is shorvn in
i/ figure I0 and is included for comparison as a dotted line
in figure I l.
1

After 90" hor,'"'ever. care should exercised as the spced

is now bullding up. As it does so, the lateral resistince

Shallow Water So lar lve have orrly considered a ship lrranoeuvring in

Fig. 12 and 13 deep *.ater. If. hor'ever, the shlp is operati.g in shai-iot'
u'atcr it is likely tc have a considerable effect upon its

1
j
THE SHIPI{ANDLER'S GUIDE 29
 Fig" I Slow Ahead Turns to Starboard

'l Advance
ln
eables
166rn tanker .Morlone,
Luaded in cieep werter
Approach speed S.B knots

p{}., lf,ltneel

goo

ii
t: / /' e \
lBO"
ti i\

it

z /\)"
_-g'

Transfer in cables

r' 2.,

Specimen onr-y - ship

simulator. warsarsi-r lt4ari,-ir'e
cr.ritr.e, S.uthampton

-
I
30 T}JE NAUTICAL INSTITUTE
I
 Fig. s F'uIl ahead ttrrns to starboard

166m tanker .Morlone'

Loaded in deep water
a Approach speed lI.6 knots
Advance
! ln
cables
tt
t

\t
\tt
\t
\
t
\t
o

=Z
\.
-t
\.t
\e
\t
\t
\,t
\.t
\.t
\.t
\
J
\
t

THE SHIPTIANDLDR'S GUIDE 3I

._t:: -: _.
- i:j,4;.r4!-.+;i;i-.-,-:= -
 Fig" I O SIow Ahead
Turns to Fort

j'o
36" Whcel
_

3
I tio" g

\ a
.\
\. 3(;0
I
270"

sFden onty .
ton WurNh Monrhc Ccnir

Fig. t I A-
*a
St-q-4!-..r
Tr'
_-_- -"rri frcm Stoppee*

35'lVhcet

- SFsren o;I.shrp shula(r [:N i

rsh Madth
Ccnlr. S.,U*p_-.

-..--.---_-_---___J

32 THE NAUTICAL INSTITUTE

_..,. j.:;.--_.:
 haracterisilcs and tn parilcular lts turntng
a rough gtrtde tt can be assunted that a shlf
ence shallow water effect when the depth of
ss than twlce the Craft. l.e. the under keel
clearance ts less than the draft ltself. serrous cases of
shallow water problerns have however. been experlenced
with under water clearances, espectally at htgh
-larger
speeds, sornetimes with dtre conseguencCs!
To look more closely at the problem we wlll rejurn to
the, example ship, which is fully loaded and on even keel
wlth a draft of r2 metres. This vessel ls commenclng a fuil
starboard rudder turn, with a three metre unde"r keel
clearance. Looklng at the ship from astern (see figure l2a)
tt can be seen, a,s the stern of the shlp commences-to sweep
to port, that water pressure is butlding up aiong the poft
slde, abaft of the pivot point. due to thl ristrtction under
the keel.
In the first instance. the rudder force now has to
overcome a much larger lateral resistance and ls therefore
conslderably less efficient. Secondly, at the borv, decause
of the reduced under keel clearance, water whlch would
normally pass under the ship ls now restrlcted and there
t' f: build up of pressure, both ahead of the ship and on
the" port bow. This now upsets the balance between the
shlps forward momentum and longltudlnal reslstanie (see
c_hapter l) and pushes the plvot fofnt back from p to pp.
With the combination of these two effects, the ship is
rapidly losing the rudder efficiency enjoyed ln deep water.
For comparison, the deep and shallow water turns are
overlald ln figure 13, and clearly illustrate the vast
cllllerences that exlst between the two. This should be
expected ln most port approaches and harbours where,
lnevitably, a ship ls either loaded or of a size which
maxlmlses the commercial limits of that dlstrict- Elsewhere
lf this is encountered rfithout warning, perhaps durlng a
crltlcal turn. it ls an Experience neveiforgotten!
Draft la a llra it should be noted that a ship manoeuwlng
ng. 12 - Flnally,
through a large turn and influenced by shailow water may
also experlence an lncrease ln'draft due to ltst. Returnln$
agaln to figure 12, it can be seen that lf the under kee-i
clearance is poor, there wlll be an lncreased pressure along
the port slde, whlch will also result ln an inireased flow o-f
water under the shlp. To avoid getting bogged down ln
complex mathemattcs, lt is sufficient to siy that tnis results
ln a low pressure under the ship, and therefore some degree
of
-slnkage. Thts may be mori evident with a targe fiign
slded ferry or a contalner shlp, parilcula,rly tf the-ship ts
proceedlng at high speed and already experienctng a small
llst due to the turn.
Thc amount of cinkage, in thic case I Eetrc, can
be errrprieing and chould not be forgottGn thcn turning
at spced ln shallow water.
These effects are further consldered ln chapter 7 -
Interacilon.

THE SHIPFIANDLER'S GUIDE 33

a
Fig. lZ tffect of Shallow lpater
Ibrning
a)

0ffi
Stnkage O,

lm draft tncrcase
due to 3 degree ltst

b) Q*1
+
+ Normal plrrot potnt

D
' Reduced DdftAnglc
New Ptvot potnt
+
+
A build up of Reduced T[rnt4g Lcrrcr
Lateral Resistance +
+
+
+ +

+
Rudder Force
less effective

34 TITE NAUTICAL INSTITUTE

I
 Fig. f g T\rrning in Shallow l[ater

l66m tanker'Morlone'
Loaded at slow ahead

20" Rudder

.--@
.r'. 2O" Rudder
\
Shallow Water
b lgo"
Deep Water

t
----
270"
12345678

Spectmen only - shlp slmulator- Marlflme centre. warsash. southampton

.,:(
1 THE SHIPFIANDLER'S GUIDE 35
 Fig. l3 llrrning in Shallow Water

l66m tanker'Morlone'
Loaded at slow ahead

7
Advanc.e
tn
cables
6
2O" Rudder

12345678

Speclmen only - Shtp Stmulator. Marltlme Centre, Warsash. Southampton

THE SHIPFIANDLER'S GUIDE 35

t'-
Lateral Motlon
Ftg. 14

Once the after- body ts movtng stdeways, a large full

bodled shtp, such as a bulk cirrler, has enor"mous

If a shtp has a- large drtft angte tt also has the abillty

to generate signlflcant sldeways movement or 'lateril
motlon'. Thts ls an lmportanr characterrsilc and one whrch
can be used to great advantage when handllng a shlp.
Flg. t4(a)

Thc ncc of ono or morG kicks ehead rlll dmost

cortalnly incur thc pcnetty of lncrcaeln! hcedtay. Thc
Aay thereforc necd a ltttlc sterE [orcr to Lbeck
thfpbeferc
It, another klck ahcad cen bc uled t
Flg. r4(b)

extremely lnsidlous tn lts effect. If a beam wlnd or ttde is

working the shtp ln the same dlrecilon, the effect can also
P"..u...{ rc-pid. Again, thls wtll be more evldent on a large
f.ull-bodied ship, where the seemingly lnexplicable stdeways
drlft, can result ln an unexpedted and embarrassing
sltuatlon.
It has often been notlced that those wlth llttle or no

36 THE NAT.JTICAL INSTITUTE

Fig. 14 Lateral Motion

a) to advantage

b) to disadvantage

D = Drtft Angle

THE SHIPHANDLER'S GUIDE 37

a

CEAPTER FIVE
TFF'ECT Or. WIND
Goncral

stoPPcd
X;:fft

38 THE NAUTTCAL INSTITUTE

 Fig. f 5 Effect of Wind Ship Stopped
-

I
;,-E-
b r r0'-ltt:i

\e
f ow
Po q[
I

F-l | :l J r t t I t r r r r I r
O 20 40 60 gO
I
r0O L2O . r4O
r
16O m

Wind on the Port Ben'n

16Om Product Thnker Loaded and on Even Keel

-

THE SIllPtL^,NDLttIL'S CitilDli 39

Fig. f 5 Effect of lilind
- Ship Stopped

llill
F*'_. --+n a
\ .w
Po)
I

Om
I

PW

Negligtble Ttrrning Lever

Wind on the Port Beer.

l6om Product rhnker Loaded and on Even Keel

-

THE ST{IPTT\ND!-EIT'S CiTiIDIi 39

 Fig. 16 Effeet of
Wind _ *itn Headway

H, rurnkrg Lever

Fig. 17 Effeet of
Wind _ with Stefnway

40 TI{E NAUTICAL
INSTITUTE

t
 When. however. a berth or a buoy wlth
the wrnd dea. arre ao_approachi1rg
witrr the'Jhip on an e ven keer. the
approaeh should be much easier to control.
Even at very
low speects the shrp is stabte and wt' ;.tr;i,l;*J,.n
stay with the wind ahead unttl stoppeo. t6
Vessel Making 'fhe effect of the wind on a shlp maklng
Sternway generally more complex I less prldtctabl.l sternway ts
Ftg. r z Is due to the addi.onal rprtcation of f" p"it tnr"
trarrsverse thrust
when associated with singre scr.ew shtps.
nemainrng
the.same ship (see figure"tT), we tra'i atieaOy-*."i wrtn
with sternway the_plvot point moves aft to.a po"rtfon ,n"t
approximately t/+ L from the stern. Assumtng
centre of effort (W) remains in the same poslilon, fur"t tn.
wlnd still on the beam, the shift of ptvot potnt (pi wlth the
created a totally different turntng tever (Wp). has now
encourage the bow to fall off th"e wlnd when Thls will now
backtng. or put another rvdy, the stern seeks the shlp ls
the wlnd-
Some caution is necess
lever can be quite small a
partlcularly on even keel. In
partlally seek the wind, wl
'flopped' across the wind. T
the centre of effort (W) movin
onto the quarter. This in turn tendlng to reduce the
magnltude of the turning lever Wp.
The other complicating factor ls transverse thrust. If
the wind is on the port beair, there ls every llkellhood
transverse thrust and effect of wlnd wtil comblne and that
lndeed take the stern smar'y into the *rna.l?;;;;.".r,
the wlnd ts on the starboard beam, lt can
[ransverse thrust and effect of wind opposebe seenott...
that
therefore very much"""tt
dependent
stern power, unless you know
there may be no guarantee as
swing when backing.
Trlm and So far we have only consldered a ship on even keel. A
Ecadway large trlm by the ste.rn may change the ship's wlnd n".raff.rg
Ftg. r8(a) characterlsilcs qulte substantta"ily. Flguie rga shows ttle
same shlp, but thls time ln bailist aird t.tmmed by the
stern. The lncrease ln freeboard forward has movld
folvard- ard very close to p. Wrth the turning f."i, tt W
""
t..g.rr:"d ttre shlp is not so lnclined to run up into the wind
wlth headrvay, preferrlng instead to fail ;; Lt-."ro""
"fi, head'to wlnd,
the wind. Because the ship ls difficult to keep
some pilotage districts rvill not accept a shlp that has an
excesslve trim by the stern, particultrly wtttrregards SBM
operailons.
fblm and
Stcrnway altered. With the wind on the beam and W well forward,
Flg. r8(b) ently tncreased (see figure
d and parilcularly when
tely want to fall off the wind.
the stern qulckly seeks the

.^ ^Il"-1Y.1,1,19 with strong cross wthds. or attempthg

to stop and hold ln a narrow channel, lt ts best to plan

THE SHIPHANDLER'S GUIDE 41

-

FiE. l g Effect of wind d,ith lhim

a) with headway

|--||l Weak Ttrrntng Lever

A
U wlnd

b) with sternway

l@
Strong Ttrrntng Lcver

Wlnd

4>. THE NAUTICAL INSTTTUTE

 well ahead as such a shtp can prove very difflcult to hold
ln posltton.,,However. as long as we have some prlor
knowledge as to how the shtp wlll react. under the lnfluence
of the wlnd, lt can be turned to advantage and readtly
employed to atd rather than hlnder shlp handltng. Not for
nothlng ls lt often referred to as a 'poor man's tug!'
Calculationc It ts very useful to have a quantttatlve understandlng
of the actual force that a shtp experlences whtlst lnfluenced
by the wind. This may be of conslderable beneflt to ptlots
when endeavourhg to estimate the wtnd llmltatlons of a
partlcular class of shlp. establishing the slze of tugs for a
distrlct and so forth. Whcn confronted by the harbour
authorlttes or charterers it ls perhaps better, ln the
lnterests of professtonalism, to be armed wlth concrete
facts rather than simply say "we don't think tt ean be Cone-.
Worse, ls to be forced to attempt a movement wlth
unacceptable risks.
Whtlst complicated formulae do exlst, for calculattng
the force of wlnd upon a ship, lt would be more practlcal
to have at hand a relatlvely simp[e method of achlevtng a
worklng flgure. The flrst requlrement is to obtaln the best
avatlable estlmatlon of the area of the shlp presented to
the wtnd in square metres, lf it were on the beam. Thls
can be as slmple as ......
Lcnglth overntr (m) r na?. frceboard (m) rlll glve
an approrimatloa of thc total windagc arca (m').
An approxlmate wind force In tonnes per l.O0O m2 can
then be calculated uslng:
lf V = Wind Speed (netres/second)
= Wind2speed (Knots)
thcn
Forcc (tonnce) pcr IOOO n' = vt
t8
It should be noted that the wtnd force varles as the
square of the wtnd speed. Small lncreases ln wlnd speed
can mean large lncreases in wlnd strength, espectally tn
stronger wlnds, when gusting can place an enormous strain
on the shlp.
tramples Uslng the above ee figure
Flg. 19, 20 and 2l 19) wtth the graphs de range
of wlnd speeds (kno d a large
t97m car carrler.
Shlps ln the cate$ory of the 60.000 dwt tanker may
have a matn engine capaclty of around I5,OOO shp at sea
speed. Thls ts equlvalent to about I5O tonnes force. It ls
broken down to gtve a rough approxlmatlon for dead slow
to manoeuvrlng full speed ln ftgure 20.
Klcks ahead wlth full rudder wlll. at best' be
somewhere In the regton of 45% of these flgures.

THE SHIPHANDLER'S GUIDE 43

 Wind Forces

44 TrrE NAUTTCAL INSTITUTE

FiE. 20 Gonparison of Forces I Tanker
-

Thnker 60,000 dwt

Mdn Engh lsi(xDrhp An Ecttmrdon of Ruddcr Force

l\r[ Ahcrd lSOtAoc. bolterd prll FlllAhcad 69 tonncr
HalfAhead 5O tonncs
Klckr Ahcrd rppx. 45I of drerd pwer SlwAhead 33 tonncs
Dead Slry Ahad 17 torurea

Wind 30 knots
26 tonnes

2C tonneg

Aflf.Er 1lt dtd prrr. !m -?

Tnrrrclt|rrrt| iFg. lot Ceero n*
At f|ilAtclo rf,Ogr9 to,grcr

Eranple only. Alt figlures approximate.

THE SHIPHANDLERS OUIDE 45

 Fig. 2I Comparison of Forc es
2- Car Carier
(rhca etteuptlnf to thrust cldcreyo|

t Car Carrier lg7m

Matn E |O.OOO ehp
An EsUmaUon of Rudder Foree
Futl Atread tOO tonnes bollard pull
Klcks Ahead approx.
45% ofahead power
l-uleruac
Ahead
nart
4s tonnes
34 tonnes
SlowAhead 22 tonnes
Dead SIow Ahead I I tonnes

ll tonnes

o,

55
Wind

55 tonnes
Wind 2E knots
Example only. All figures
approximate

46 NAUTICAI.: INS:fTTUTE.
 Slmllarly, lf we assume sterrr powe r to be a ltttle over
half that of ahead power. we can complle an approxlmate
llst of the range of stern powe rs_
Trantvcroo thrast mey be no noro then 1()96 ol
thcec flgurce.
A slmllar exerelse ts outllned tn llgure 2l for the car
carrler wlth a l0,OOO shp maln englne. Thts type of shlp
may also be fltted wtth a bow thrusier, of I,OOO kW
(f 34f shp or l3 tonnes) for example, and lt ts tnteresilng
to compare the comblned efforts of the maln engtne and
the bow thruster when endeavourlng to hold [he shlp
agalnst a beam wlnd.
Sumnrr5r By compartng the wlnd force at lts worse, l.e. on the
beam, wlth the forces avallable to the shlp handler.
lncludtng tugs, several lmportant potnts come to llght ......
o Klckc ahcad rith full poror erc very clfcctlvo
egalact a widc ren$c of rlad ctrenlthc. 1

o Elcks ahced of dcad tlor aad rlot tlll bc

' powcr muctatbcecrtaln
lneffcctivc wind atrcngthe sad norc
rrced.
o Tbo roakacse of trenrvcrtc thrurt m e forcc.
. : Tbc llkely rlnd ctrcngth et uhlch tho trearverco
thrrrrt will bc oycrcomo by thc tlnd.
. Thc llnttr of thc bow thruster ln bcan rlndr.
,
o Tho slzc of trr,gfe requirid for that claeg of chip,
or lts rlnd linittc with thc opcratlonal tugla in e
rpcclflc port.
Thls lnformatlon ls of course extremely basic, referrtng
ln thc maln to a shlp whlch ls tnlttally stopped tn the water,
on cvcn keel and wlth a beam wlnd. Shtps ltke passenger
Vessels Ftlth hlgh lrounded' superstructures generate
conoldefable aerodynamlc ltft ln.a wtnd whtch can change
. thc balancc of forces. It ls, nevertheless, surprlslngly

accurate to use the'slab slded'effect, as trlals have shown,

and more than adequate for practlcal purposes.

TI{E SHIPI{ANDLERS GUIDE 47

 Thc vlcr elt lron r tuf thorlng thc totln! rrrrngcnortl
dlrcctly lron e tlnch

48 THE NAUTICAL INSTITUTE

 CHAPTER, SIX
DREDGING ANCIIORS
Gcneral

ln whtch mannecl models excel. offertng every opportunlty

for experlmentation and pracilce.
Looet Knollcdgc It goes u'ithout saying that the type of sea bed is of
paramo-unt ilrporrance to dredgtng, soft mud belng the
most obvlous choice. The bottom must also be free of
obstructlons st.rch as power llnes. plpes and rock, therefore
good local knowledge fs nchors normally
dredge just Inside the ll ere must also be
adequate under keel cle maglng the hull.
Thls ls also very much I knowledge and

outwelghs the rlsk of sertous damage to shtp or quay!

Thc ltrlndlur Research has strown that whtlst the anchors and the
cable are relatlvely rellable, the wlndlass ts not- Thls is
Partly due to the dlsproporilonate slze of a windlass on
the much larger shtp of today. A IOOO% lncrease tn tonnage
has only been matched wlth a 2SO% lncrease in the stze bf

to go somewhere and it is usually to the windlass- The

dlsslpatlon of such en'ergy often being seen as brake or
Sear fallure!
Satcty Pararnctcrc The source materlal for this chapter ls based upon
extenslve research by the classlflcatton socleiles. It ls from
thls that we can establlsh the safcty parameters wlthtn
whlch to operate when dredglng anchois.

.THE SHIPFIANDLBR'S GUIDE 49

 o The am
lr/z _ ould not exceed
depth). rces quote 2 x
-org anchor ls llkely
to ln and commence holdr
. The d:slgn speed
of a wlndtass gllpsy tn gear
3O feet/n _ti"ni". ts about
rs_approxtmatety B mlnutes
shac :.j::ji
caual to a shtp speeA_of O.S too1.a
ovcr
tbe UK shackte of r5 fathoms
t?:hTt"* / eo feet /
' #,.#l:lx?'il;l ?, I :"Jfl :
t hed ea d we gh
r t
: fl ,:"" 1,,,
If, therefore.
not exceed rt/z xthe amount of cabl
d.tth,;;i"r,"
g::I9" aga.lns t.sp..a"'
anchors wnt not arg rn ir'"""-.ss or o."
use O.5 knotsr. iioiJ,-U"t a
""a
. When
speed mus exceeds lr/z x depth, the
le ln gear o 'despeclally lf the wlndlass
certalnty d
* ,.q. The ,ttt _ori
ehrf----'' hold the incho, fult wergrri of the

o et lte o:a epoclllc rtudtng

. ohlpr end thcrc .i""fa U"
LotUe3 Oc
utilng out anchors
to ,let go'wtth the
however, wlth
naUonallty and
out the aotho.s
rake. Thts affords
agalnst the cre :"f-:P:t"1t:n' guardlng
amount of cabt wlth
: ",115: the cablethe wrong
away, teautnJ' ll',lettln$ run
anchorst e enackles out on both

Ftg.22

etween the two

h lmproved and
tfre sea bio,
speed of
rsFlj"'"ilff,,l;;
shtp. Eve.-n- *trrf"t
lutlons, _the the shrph.V
ln turn ensurei tnai itre-prvot Ci"i""rry
that Iateral reststance.-*ir"n
ose turntng abillty, rs afso-fepf'to*

_ The net result^,:.:^"

Dut at the ablllty to keep th_e speed dewn,
same ilme use m"rn
f,owii_or" efflctenily. when

50 THE NAUTICAL INSTTIUTE

{
I
 FiE. 22 Dredgin$ I\ro Anchors

NOTE

a) Speed MUST be low

b) MAXIMIIM Cable Depth x 2
c) Underkeel clearance must be
at least 2O% of. maximum
loaded draft

low

P= Plvot Potnt bctween

two anchors (I)

Excellent steerlng lever

wlth klcks ahead
15Om

THE SHIPHANDLERS GUTDE 51

 I.ig. 22 Drgdgin$ I\ro Anchors

NOTE

a) Speed MUST be low

b) MAIflMIIM Cable Depth x 2
c) Underkeel clearance must be
at least 20% of maximum
loaded draft
/1

P= Ptvot Polnt between

two anchors (f)

Excellent steedng lever

wlth klcks ahead

THE SHIPH,ANDLERS GUIDE 5T

;E
:

Fig. 29 Dredging One Arichor

I
;

N
lltl
tt
v

P = Ptvot Potnt
PT = Back Sprtng Effect

Excellent turnlng lever

52'fl IE,'"AI,I'iii)L-!. il\i:i'i.ll'Y t'fi;

 ,3+

Thk nodcl rhott :cll thc rnchorlng rranllGncDtf

thlch erc utcd to dcmonttntc drcdllnJ tcchnlqucr
controlllng headlng wtth klcks ahead. The bow can vlrtually
be drlven on the anchors, to the deslred posltlon and, more
to the polnt, lt wlll remaln there. At the same tlme. the old
enemy, snee!, ls kept well under controll

easy to recover once alongslde.

Drcdfllnt One . Generally speaklng, because pllots and masters have
Anchor more experlence of diedgtng one anchor than two, the
Flg. 23 questton ls frequently asked. "Why dredge two anchors?'.
The answer ls relatlvely slmple, because drcdglng one
anchor only achteves 50% of the-effect. whlch could

THE SHIPHANDLERS GUIDE 53

f'
otherwlse be o:

"T"::li;tril, fi :tf.t -two -a n rs. rt rs n t

p:-" ui.- i ch o
"' o
:::i?;':'."f Jljthe"uowini';;:;::f ;"iTffi ::."1J"".-".J

fmportant pointc
wncn Dredling ^ There is a verr,
'r;*:ilsililrii:ilintll3. j".'::xtlhx::x'fi,;:i
of approach
the aachors.
I dtg rn and rt
The shlp may
. Watk the anc
glves sufficient Posgibtc. This
rne berth is the shtp before
Practlcable, ommended, if
to the hull, rwater- damape
shourd be at keer crearanSe
roaded draft. sers maximum

t .T::o the weigh. "l:3:,"nchors.

i werght off the Backing the shtp
E
;,:;;Ti":he ".frJ" ""othey becoml
o Avold
swingln
genfle
manoeu

' to":ijl,i"" i,ilfiJ:.Jli;:T,_,:"ck the cab,es

;"i,::: pull the shlp

54 THE NAUTICA|
INSTITUTE
 CEAPTER SEVEN
INTERACTION
Introdtictloa THe rtlu 'Ir.rrenecrlon' (see references) whlch to date has
probably been seen by thousands of seafarers, ls wtthout
doubt extremely good value. Desplte lts age the conter.r ls
stlll good and very relevant. Thls rs another area where
manned model tralnlng excels tn gtvhg offlcer3 every
opportunlty to take the shlp models In close to a bank, or
another model, at varlous speeds and experlence the effects
of lnteractlon for real. The models are very strong', havlng
survlved some spectacular colllslons and groundlpgs over
the years, and as srrch thls ts the best way-to gatn
lnvaluable experlence. better than one day too late on a
real shlp!
Bank Effcct When a shtp is maktng headway, a postttve pressure
Frg. 24 and 25 area bullds up forward of the plvot polnt, whtlst aft of the
plvot polnt the flow of water down the shlps slde ereates a
low pressure area (see ftgure 24). Thls area extends out
from the shlp and ln deep, open water. clear of other traffic,
ls not a problem.
If however the shtp commencea to close a vertical
obstructlon, such as a shoal or canal bank, the area
experlences some degree of restrlctlon and the shlp will be
tnfluenced by the resultant forces whlch bulld up. It is
often thought that the posttlve pressure at the bow is the
maln problem, probably because of the tendency to relate
most channel work to the bow and headlng. Looklng at
ftgure 25, lt can be seen that whllst the pressure at the
bow ls lmportant, lt ts only worklng on a short turnlng
lever forward of the ptrrot polnt. The low pressure or suctlon
area ls, on the other hand, worklng well aft of the ptvot
polnt and consequently ls a very strong force.
As a result of these two forces whlch have deyeloped,
the stern of the shlp ls llkcly to be sucked lnto the bank.
It can be very dlfflcult to break out of lts hold. the shlp
rcqulrlng constant correctlve rudder and power, sometlmes
hard over, ln order to control headlng.
Erccrslvo epcod murt bc svoldod ll, yct agaln' lt
lr e cruclal factor la crcetlng a'banls effcct'problcn'
boceurc tho nagnltudc of tho lorcer varlos rlth tho
rqurrc of thc chlpr epccd or vrtor tlor.
Squrt So far we have only consldered a vertlcal obstructlon
Frg. 26 ln the vlclnlty of the shlp. Should lt also be runnlng ln
shallow water. wlth a depth of less than twlce the draft; an
addltlonal obstructlon exlsts whlch can serlou-sly .

compound the problem. Thls ls tllustrated ln flgure 26

where the shlp ls runntng on an even keel with a small
under.keel clearance. Thercfore water whlch would
normally pass under the shlp ls severely restrlcted.
Thls results ln two thlngs. Flrstly, the water betng
forced under the bow at a hlgher speed than norma-l ercates
a low pressure and loss o"f buoyancy (see flgure 26aI
Secondlv. the bulldup of.water ahead of the shlp lncreases

THE STIIPHANDLER'S GUIDE 55

 Fig. 24 pressure Zones (simptified)

low pressurc arca

Fig. 25 Bank Effect

Suctlon area
Htgh pressure area

56 TI{E NAUTICAL INSTITUTE

-
-
- Fl!t. 26 Effect of lfim and Squat
-, )
\ a

\
-
-t
-
-_,t
Normal stetrlngl lever
-

\ t
-:

-
h\
t
T ++
Exccaotrc
, 20 ,fO 66 "glm
\ ldrSthdlnl ll3.btrn|o!
Rcduccd .tc6lng lcncr
-
cl
: Rrtrd drccr
\ ,' ney dcvclop

\
J

-,
\J r+ ++
- c Poor rcaponac
to hclm llkdY

=
\
\ r
It{
L-l THE SHIPHANDLERS GUIDE 57

l-
tl
L}
\T.
 27 Bank Configuration

a) steep sided banks

+
+

b) shallow shelving banks

+++

58 nre I.TaUTICAL INSTITUTE

 Fig. 27 Bank Configuration

a) steep sided banks

+
I

I
I

t'

b) shallow shelving banks

58 THE NAUTICAL INSTITUTE

I
 longltudtnal reslstance and pushes the ptvot polnt back
from P to PP and the steertng lever ls reduced (see flgure.
26b). The shtp wtll now'squat by the bow'whleh ln turn
makes the problem even worse. Several cases have been
reported of large shlps runnlng ln shallow water and
experlenctng bow slnkage of up to 2 metresl

The shtp's wave system, catchlng a shlp up as lt slows

ln shallow water, may also affe ct trlm for a short ttme and
enhance stnkage at the bow.
In addltlon to the posstblllty of groundlng forward there
also exlsts the posstblllty of loslng control and sheerlng
vlolently out of a channel- If the helmsman allows a smatl
swlng to develop, longltudinal pressure forces wlll be
brought round onto the exposed bow (see flgure 26c) and
thls wlll ln turn encouragie a vlolent swtng ln the same
dtrectlon as the helm. Counter helm to correct the swlng
may be sluggish because, as we have seen, the steerlng
lever ls reduced- Once the shlp does respond, lt may now
sheer vlolently the other way. A chah reactlon then sets
tn. wlth the shtp sheerlng badly from one slde to the other
and falllng to respond correctly to the helm. The effect can
be extremely raptd, wlth the shlp out of the channel and
aground ln Just a few mlnutes.
Ercegslvo apecd la thc mal4 contrlbutlngl factor
undcr such circumetarrce aFd reduced spccds are
cegentlal to avoid such vlolent forcec bulldiag up.
Trlm ls also lmportant and tn some dtstrlcts the
pllotage authorlty may refuse to handle certaln shlps lf
they are trlmmed by the head and may even request a small
trlm by the stern. The latter does, ln any case, lmprove
the steerlng lever and therefore the handllng of a shlp- It
may also be intended as an allowance for squat by the
bow and ls very much a dectslon based upon local
knowledge and experlence.
It should. trowever, be noted that when a shlp ls
trlmmed by the stern lt ls posslble, with propeller actlon.
for ttre loss of buoyancy due to low pressure under ttre
hull, to accentuate the stern trlm. It 'surprlsed' many
observers to flnd out that a large passenger vessel travellln$
at speed ln shallow water grourtded at the stern.
Shallor Watcr It would be wrong to lmply that bank effect ls only
K Frg. 27(al and (b) experlenced within the domain of canals and rivers wtth
steep sided banks, as illustrate d ln figure 27a- To a shtp
runntng ln shallow water, wlth adjacent but gently shelvlng

II
mud or sand banks, such as low lylng estuarial areas,
flgure 27b, the effect can be far more lnsidious and violent.
There are many cases, ln the archlves of casualty
tnvestlgatlon, where groundings and colllslons have
occurred ln suctr areas, due to drastlc loss of control, whtlst

I
the shlp was under the comblned lnfluence of both shallow
water and bank effect.
One nottceable feature !n some of these casualtles ls
the tendency of the master tmmedtately to reduce
revolutlons, or even stop the engtne, when faced wlth the

THE SHIPTIANDLERS GUTDE 59

H
 shlp sheerlng the wrong way and apparently fatllng to
respond to progresstvely larger angles of helm. Hard over
rudder and a healthy'klck ahead'are essentlal to regalning
control.
Thoce src of courae gencralltlea end cver7 evcnt lg
dlctatcd by ltc own unique get of clrcungtancea.
It ls clear that many shtps work datly ln shallow water
wlthout any problems rvhatsoever. Just occaslonally,
however, all the tngredients of shallow water. bank effect,
excesslve speed and poor trlm come toge ther and corrrbine
ln an lnsldious manner to create another casualty.
Ship to Shtp It ls clear thus far that a great deal of cautlon needs
Interactlon to be shown when operattng ln narrow and shallotv waters.
It almost goes without saytng that extreme care ls needed.
If, tntentlonally or otheru'ise, another ship ts brought Into
thts dangerous scenarlo, rvtth lnvolvement tn an overtaking
or passing sttuatton, tt ls essentlal to be aware of the forces
at work.
Passtng In the lnterests of both slmpllclty and clarity the
sequence of events durlng a'meetlng end on' manoeuvre
are lllustrated with three dlagrams.
iq

Phase I It ls lmportant at this stage, when meettng another

Flg. 28 shlp, not to work over to the starboard slde of the channel
too early or too far. If the shtp gets"too close to a shoal or
bank lt can experience bank effect and unexpectedly sheer
across the path of the approachtng ship rvlth appalling
consequences.

As the two bows approach each other, the comblned

bow pressure zones between them wtll build up and

Ptrase 2 Wlth the two shlps nearly abeam of each other' a

Flg. 29 comblned low pressure, or suction area exists between
them and, tf the vessels are too close together, there ls
every likellhood of them being sucked together ln a
colllslon. Ltterally!.

At thls stage the borv of each ship will also begin to

smell the low piessure area astern of the other. It is usual
to feel this 'turning in' towards the other ship as you pass
and it ls helpful because it ls also back tou'ards the centre
of the channel.
Phase 3 Having previously turned ln towards the centre of the
Fig.30 channel, the opposlte now occurs. .As the two sterns pass
each other, they are drawn together by the lorv pressure
area be tween them and thls has a tendency to reallgn the

advantage , correctlve helm beln$ applted when necessary.

60 THE NAUTICAL INSTITUTE

 Fig. 28 passin$ phase
-

2. Both'shtp'g borvs rnav

be pushed apart

I. Maintainiltg a centre of channel approach positiot)

THE SHIPI{ANDLUR'S GUIDE 6I

lr
Fig. 29 passing phase z
-

Assists; both
oth ships
to regain cchanr
annel cen

62 .I'HE
NAUTICAL INSTITUTE
*:Frlg5 8O Passing- Phase I

63
THE SHIPHANDLER'|S'GUIDE
 Overtaklng
Stmtlarly for the o.f clartty, ttre .overtaktng. operailon
ls also dtscussed ":I:
wtth Just three lllustraflons.
Phase I
Ftg. s l The shtp to be over
starboard slde of the ch
co
ac
ap
by

A approaches the stern of shtp B lts

^--jl_"hlpzone wilt put pressure
pressure
on-th; ruaolr-.r
bow
causlng lt to shear across the path g
oi tne overtaktng "iri,
vessel.
overtaklng wlll
astern of B anA:hl?
^_^^1h"^
area 4 a also feel the low pressure
extrtUtt s
the stern of the other tenAincy
lv"gvrr to turn ln towards
"hip:-
Thcao can be vcry porcrful lorcGl,
end lt nry
rcqulrc lull rudder and porGr to coEntcrrct
Phase 2
tbcnt
Ftg. 92

correcflve measures may a

T
-l I

=-
=-
q
At thts stage shtp B_may revert to lts
z
odglnal propeller
;1"."T."rO
appear to slow-down in relatron to tire
btfrer v<
---Ptiase 3
Flgure 33 i
I
nlng force and requlre bold !-r

=t
I
g.-
shlp v-l
- 1" shlp,Brtlsmay
drawn towards the sucton area of the
ll""t.tg
speed.
experlence a noilceable lncrease rn
f
+
q'
C
64 THE NAUTICAL INSTITUTE
F
t
r
-ql
FiE. gl Overtaking - Phise I

THE SHIPHANDLERS GUIDE 65

 Fig. 92 Overtaking - Phase 2

J_
I
I

t
-T-

Strong tuintng force

.i

66 THE' NAUTICAL INSTITUTE

 Strong turntng force

NB.
Shtp B wlll lncrease sPeed

THE SHIPHANDLERS GUIDE

 General polatr The followlngf gleneral potnts should be noted ......

o prlor to the manoeuvre each shlp remains ln the

centre of the channel for a long aJpogstble. Fallure
to do so could expose elther shlp to bank effect,
leadlng to a sheer across the path of the oncomlng
shlp..or grounding.
. speed'should be low to reduce the Interactlve forces.
There ls, then. plenty of reserve power for the use
of corrective 'klcks ahead'.
. lf the ships pass from deep to shallow water at any
ttme duiing the manoeuvre, the forces wlll lncrease
drasticaliy and extreme cautlon should be exerclsed.
o the smaller of two "strtps and tugs, are ltkeiy to be
the most seriously affected. Large ships should be
aware of thls and adjust thelr speed accordlngly.
flgures 28 through 33 lllustrate the anticlpated
" sheers
that may develop throughout each
manoeuvre and the maxlmum corrective helm that
nray. be required. in thts case 35o.

o the englnes should be brought to dead slow ahead

for the manoeuvre, partlcularly turblne or flxed
pttch propeller shtps, so that po.wer ts lnstantly
avallable to control the shlp wtth'klcks ahead'.
. on completlon of the manoeuvre each ship should
regatn ^the centre of the channel as quickly as
Posslblb to avold any furtherance of bank effect.
o lt should be appreclated that ptlotg who are engaged
ln canal work all the tlme become very speclalised
ln thls area and thelr advlce should always be
sought when ln doubt.
Summar5z It should be strissed that ln these notes, as wlth all
the precedlng chapters. every effort has been made to strlke
a balance between what ls constdered essentlal theoretlcal
content and practlcal appllcatton. The notes were orlglnally
lntended tq be supplementary to manned model work,
whlch support and put lnto practtce much of the content
by glvlng indlvtduals follow up 'hands on' practlcal
experlence.

68 THE NAUTICAL INSTITUTE

 to bc ltlro
ghlpr end 3a3r opcntln;--ln conllncd leton hrvc
Lf tt. o-ltcctr of latcnctloa

THE SHIPHANDLERS GI.'IDE

r

CEAPTER EIGHT
TFFECT OF TIDE
General To ruose pEns e to galn experlence
tn handllng- strlcl, tt miy seem
su:prlstng th ose less expeilenee d
offlcers often ow a ttde o] current

It sh rne ln mlnd that a mass of water

on them undred ilmes denser than atr and
thus by capable of generailng forces of
enormou

Thc cfrcat of r
ttdc upo! e rhlprg
handltng
chanetcrlttlcc
Flg. 34

Wor-kfrg ln,e Tlde

to
. lmprove slow speed control.
. create lateral moilon,

70 THE NAUTICAL INSTN:UTE

34 Effect of Tide uPon Ship llandling

THE SHIPHANDLER'|S GUIDE . 7I

 Wlth the ttde from
ahead . By uslng low rewoiudons or short ktcks ahead tn order
to malntatn a small amounf of headway.through the water.
Frg: 35(a) and tnto the ilde, lt is possibre to-barancE the shrp.s
headw.ay agalnst the ttde and keep the pivot fo.*".a,
even though the ship ls :,oini .over
eed the
ground'. Thls retalns a and pos!ilve
control over the shlp, b towei speed
over the ground than would al. In general
terms thls ls known as .st

whllst stemmlng the ilde in thrs manner tt ls helpfur

to keep an eye on the-beartng of a fixed objeci o" it
"t..-,the
or even better a transit of two fixed objec"ts on or niar

Wtth the ilde from This ls a most unsaUsfactory- sltuailon and one where
astern, It ls extremely dlfftcul
Frg. 3s(b) sh-lp.- In this 6xarnple,
tlde from astern. In o
tlde, or through
forward, the sh-tp
the ground whtch
the tlde. This will often be

wlll move aft and the sh

transverse thrust.
I
It can bc vcry difficult to keep control of a ship
with a followiag! tidc. If practicablc it ls alvays I
preferable to stcn the ttde i
Worklng.across a ilde If a reasonable balance has been achieved between the
Ftg. 35(c) & (d) tldal stream and the
that the shlp's speed o
posstble to work the
motlon'. Thls can often be a
alone. but lf that ls not eno
used to ease the ilde around onto the appropriate bow.
The resultant of the two vectors, tidal sti&rr^"rd shtp,s
headway will then be nouceable, as the ship sta;l;i;work
' or'crab' across the tide. To stop or correcl thls sldeways
drlft, tt will be necessaiy to biing the ship.s neaa-Uact<
around tnto the ilde, so that it is 6nce agai; deAd ahead.

tlde in thls way tt

nd put the tide too
good lateral motio
bow ls too large, I
TY"lt llmer power and clear dlstan6e ahead, to brlng the
_shlp's head back up tnto the ilde. There may, for exafiple,
be lnsufflcrent water wrth whtch to do thls rii, p"rtl""rarrv
ln the close proxtmrty of a berth. It ls lherefore better to I

put the tide flne on the bow and then wart to see tf rt ls
having the deslred effect, rather than rush the manoeuvre! {

72 THE NAI.'TICAL INSTITUTE

Fig. 35 Workin$ in a Tide

I
I

I
)
I
I
I
I I

b) lvlth astern

d) worklng away from a bcrth

THE SHIPHANDLER'S GUIDE 73

' i,f" :
 By worklng the shlp across a tldal stream ln thls
manntr, the tlde ls really belng used as a sort of 'poor
man's tug' and in tidal work, more than anywhere else,
the shlp Fandler needs to develop a keen' sensltlve 'feel '
for the movement of the ship, vlrtually drlfting.tt lnto the
deslred posltlon.
SwlnginE o! From the foregolng it is clearly destrable to stem the
Anchor tlde for the majorlty of tiaat operatlons, whenever that ls
posslble. An inbound ship with a following flood tlde' may
therefore be faced with the ner d to'swlng'and turn through
l80o to stem the tlde prior to proceeding to its allocated
berth.
In a wide, open waterway. wlth sufficlent room down
tlde, tt may be possible to turn a shtp short round wlthout
the ald of anchbrs, or tugs. If however this has to be done
ln a narrow, restricted waterway, perhaps wlth ltmlted
space downstrearn, it wtll be necessary to kee-p -a tl$ht
control over the ship's posttion at all times and thls can
only be achleved by swinging on an anchor. The art of
'swingtng' or turning on a tide to one anchor has been
practi-s.d by masterJ and pilots tn the coastal trades for
many years past. Correctly done lt makes an otherwlse
drffiiuit and iisky manoeuvre a relatlvely relaxed and easy
one.

This nanoeuvre can only be conducted if the rive'r

.bed is clear of obstruetions and thlg is a naatter of
local knowtedge.
Frg. 36 Thls manoeuvre, like all others, wlll obviously be open
Posltlon I to tndividual interpretatlon and will depend, not only uPon,
experlence and skill"of the ship handler, but also -.....

'. the depth of water.

under keel clearance'
o stren€lth of current.
' tYPe of bottom.
'o tYPe of engine Power available'
slze of ship.
o amount of roorn available for turn.
When working a shlp lnto positton, prlor to letttng go
and swlnging on an anchor, lt may also be useful to
conslder the followlng potnts ......
r plan to conduct the swlng ln a dtrectlon that favours
transverse thrust when golng astern, if that it ls
. practicable. '
. dndeavour to get the speed down to the minimum
for steerage way. when approachlng the swlnging
area.
' . ensure there is ample space for the stern to swtng
around tn during ttre turn.
. befori letlng go irake certaln that the shlp ls canted
the rlglht wiy-, so that the tlde ls on the correct
. quarter to asslst the turn'
. dt the tnstant round
shotild be as brake
is applted th golng
astein, to ease the welght on the wlndlass'

74 THE NAUTICAL INSTITUTE

-
5
rt Fig. 36 Swinging to a Tide on one Anchor
i
t t
trt
)
rD
i /

,1.'.'.'.'.'-'.''
{
!
t
rt
I
I
ID
rt
I
I
it
T
i'f
i'r
I
t
I
i
ft
li'
b
I
I
Irit Tr{E SHIPIIAIYDTERS GUIDE 75

!.
 Thls ts probably ttre most crltlcal part of the manoeuvre
and lt ls lmportant to set thls up correctly. Thereafter lt
all becomes much more relaxed.
Flg. 36 Once the anchor ls out and on the brake, even thougih
Posltton 2 ttmay not be holdlng, lt should be sufftclent to keep the
'' plvot polnt rlght forward, so that the ttde can work on a
good turnlng lever and start to swtng the shlp around.
However, lf lt doesn't feel as lf tt ls worklng, lt may be
prudent to veer a ltttle more cable. As the stern swlngs
around, and lt ts usually surprtstngly slowly, the maln
propulslon can be used either ahead or astern to ensure
that the stern ls swlnglng clear of any obstructions and
that the shlp ls generally ln a good posltton.
Ftg. 36 At srrme stage, lt should be remembered that a lot of
Posltlon 3 welght may be comlng onto the wlndlass. as tt takes the
full welght of the shlp on the tldel It ls usually necessary
to eome ahead wlth the maln propulslon and approprlale
rtrdder t.e. klcks ahead, not only to asslst the turtr but
also to ease the welght on the wlndlass.
Once the shlp ls stemmlng the tlde, lt lS qulte easy to
keep control. whlle the wlndlass ls put ln gear and the
anchor recovered, and then the vessel can proceed as
requlred.
The amount of cable veered ls very dependent upon
depth, type of bottom and stze of shlp. For further
tnformatton concernlng the safety parameters when
worklng anchors consult chapter 6.
Lobd l(norlcdgc Whtlst the handltng charactertstlcs of a vessel are not
actually affected by a tlde, lf a shlp ls ln clear. undlsturbed
and relatlvely deep flowlng water, the opposlte ls the case
when a shtp has to operate ln or near an area where the
tlde ls tnfluenced by natural constralnts and man made
obstructlons such as ......
. bends ln rlvers.
. shoals.
o entrances to canals and rlvers.
'. moles, groynes and breakwaters.
lock entrances and approaches.
. bridges.
. power statlon outlets.
o Jetiles.
. sea lslands.
. laige sbm's.
There can be many areas throughout a tldal dlstrlct
where the tldat flow ls complex and dangerous to the
unwary. An unexpected change ln the tldal condltlons can
have a rapld and hevastatlng effect upon the handling of a
shlp.
develoP

i,:iJffi:
The advlce- of these spectallsed pllots should always be
sought and lt ls well beyond the scope of thls publlcatlon
to c6ver the multltude of complex tldat problems that exlst

76 THE NAUTICAL INSTITUIE'

 wlthln the many pilotage distrlcts <lf the world- There nta.y,
hou'ever, be some vai,re in looklng at a few corllmorl
exa rnple s.

Bends in e Tidal 'I-lre trerrds In a tldal river are a good example of areas
River where the ttde may be of dlfl'ering strengths. perhaps
running very rapiily on the outstde of the bend but
relatlveiy weaker on the inside of the bend'
Wlt\ a followlng ttde if a relatlvely larSe ship ls roundlng a bend ln a
Fig. 37(a) channei, with a sirong ioltowing tlde' tt ls posstble- for the
shlp to be posltioned 5o that the strong ttde ls worklng on
the after body of the ship, wltilst only the weaker tide is
lnfluenclng the fore bocly- Wtth the pivot potnt forward the
strongest tia. i" thus workillg on a good turnin$ leve-r and
a trtriitng force of conslderabl' magnltude ls created'
A shtp can react both violently end rapidly to thie
force eod tt should ncver be undercstimatcd I
Wtrilst it may be antlctpated and corrected wlth a klck
ahead of ftr'll power. souretlmes this will not be sufftclent
to counteract the large force lnvolved and the shlp will
contlnue to swing ar6und' wlth a serlous posstbility of
subsequentlY going aground.
Assumlng there ts a choice, lt may be-prudent to keep
to the outsid-e of th.e bend, sr that the ship ls always in
the area of stronger flowing tlde' If lt ls necessary to put
the stern into a strong fofowing tlde' tt should only be
clone with extrenre caution!

Wtth a tlde from ahead When a shlp. agatn relatlvely large' ls negotlatlng a
bend In a channel, tFts ttme vith the tlde from aheacl' lt
ls
Ftg. 37(b)
also possible to get lnto a
lnfluenced bY tldes of dlfferin
ls the shtp's bow that ls now
tlde whtle the after bodY o
relatlvely weaker tlde. Thls cr
ls oppostng the lntended turl
wlth approprtate helm and power, lt can surprise
in
the
sufficlent
.rrt*..y and the vessel may not c-ome around
tlmetoclearthebend,wlthouttherlskofgrounding.
If lt ts practtcable lt ls better to keep to the lnslde of
a
bend, so tliat the bow does not enter the area of stronger
tlde at any ttme at ir.tg the turn' Unfortunately thts ls often
the shallow slde of Tne bend as well and this may be
prohlbltlve to a larger vessel wlth a draft restralnt'
Raptd changlee ln Thereareoccaslonswhenashlplsrequlred.topass
tldel dlrection close to strallow or man made itructufes' where the'
"=""
tlde may change rapldly ln dlrectton over a verJr short
nrg. 38(a) at slow speed thls can
dtstanci. If a Jhrp ts proceedlng
that
have a very serlous consequencei for the handllng of
vessel. d

In the exa a' a shlp ls Passlng cl.ose to

the end of a J of shailow water' wtth the
shlp's head a starboard to allow for the
set and drtft r ttre shoal comes abeam the
t..aaenly loses the lnfluence of the tlde forwa- d' but
"nip

THE SHIPFIANDLERS GUIDE 77'

 I

Fig. gZ Bends in a, Tidat River I

,I

a) with a following tide I

I

++
I

v.... I

I
I

78 THE NAUTICAL INSTITUTE

-
-
-\r tr'ig. 3a Local Tidal Anomalies
a
\\
U

-
-'

i:ir <---t'-:
\a
l-
i>
!3
i"
i>
ir a) sudden changes ire dlrection
F
F
i'3
F
F
F
i'r
i>
F
i)
ir
F b) restrtcttng the tldal flow
i't
-\
l-
i':f
!l Tr-IE SHIPHANDLERS GUIDB *:f9
.I
J
{

It ls stlll worklng strongly on the starboard qtrarter- Wltlt

the comtrllrallon of slow speed and the plvot polnt fo'ward,
the tlde aft ls wcrklng on a good ttrrnlng le ver. 'I'hls creates
a strong turnlng moment and lhe bow, whlch was already
canled that way, wlll swing rapldly to starboard. It ls
therefore lmportant to antlcipate thts and check lt
lmmediately, wtttr a substantial klck ahead.
Equally tmportant, as ttre shlp comes out of the tlde,
the fait ts lhat the shtp may swlng lust ls qutckly to port,
unless the correcttve helm and power ls promptly taken
off. It ts not unknown for thls chaln cf events, partlcularly
wlth strong cross tides, to generate lnto a sltuatlori where
a large shlp can swil-tg rapldly out of control, from one
slde of the charrrrel to the other and eventually aground!
Rcstrlctln! thc Thts ls an rrnrrslral tldal problem but one that can,
ttdel llor nevertheless, ca,-rse a conslderable amount of damage to a
Ftg. 38(b) Jetty. lf the shlp in question ls very large. It occurs when a
shlp ls arrgled in towards a jetty and dlagonally acloss a
tlde (see ftgure 38b).
Wlth the ship blocklng the tlde, even though lt may be
qutte weak, the tlde is forced to flow wlth lncreased veloclty
between the ship and the jetty. thus creatlng a low pressure
area between the two. The shlp, surprlstngly perhaps, can
be sucked lnto and accelerated towards thls area, wtth the
rlsk of damage to both the shlp and the quay. It ls advlsable
ther'efore, to avold acute angles wlth a Jetty, even ln falrly
weak tldes.
, Interestlngly, ln a case whlch occurred some years ago.
a VLCC was lnvolved in a serloirs lncldent whlch resulted
ln major damage to dn oll termlnal, partly as a result of
thls phenomena. In an attempt to stop the shlp's bow
landtng heavlly on the Jetty, two tugs ln attendance forward
dug ln wlth full po\ /er. Instead of ltftlng the vessel off' lt
contlnued to run lnto the Jetty wlth devastatlng results.
Subsequent trlals showed that the tugs combtned propeller
wash, runnlng around the bow between the shlp and the
Jetty. had created a lsw pressur.e are+whtch the ship had
accelerated lnto.
It ts lnterestlng to note that the low pressure area
created ln these examples. by a shlp that ls vlrtually
stopped ln the water. ls very slmllar to the bank effect
lllustrated ln chapter 7 - Interactlon, by a ship maklng
way through the water.
Ttdet Forceg The force of the tlde can be lmmense. Water ts several
General hundred tlmes denser than alr and lf any atterrtpt ls made
to restrlct lts flow by holdlng thi shlp wlth moorlngs,
anchors or tugs lt can generate an enormous force. The
magnltude of thls force ls lnfluenced by ......
o draft and depth of water.
. . . the shlp's bow conftguratlon.
o the veloclty of the tlde.
. under keel clearance.
\lrhen tt ts requtred to calculate the force of the tlde

80 THE NAUTICAL INSTITUTE

Depth and Draft

recorded in the Past.

In the absence of rellable ttdal lnformatlon any
tlde may
calculatlons whlch ascertain the stren$th of the
be very lnaecurate.

Bow conflguratlon

Veloclty of the tlde The force of the tide dpon a ship' measured ln tonnes'
ts dtrectly proportlonal to the squaie of the veloclty of the
tlde.
Thts means that for even a small lncrease ln the
veloclty of the tlde, there ls an enormous lncrease ln the
force exerted uPon a shiP.

Under keel clearance The slngle greatest lnfluence upon the magnitude of
the tldal fcirce ls under keel clearance'
ocklng effect
u educed, so th
fl is forced to flo
T draft to the
therefore lmPortant.
Wlth a depth to draft ratto of I'O5 the tldal force is
three tlmes stronger than wlth a depth to draft ratio of
3.0.

The tldal force at anchor

Flg. 39(a) and (b)
Frg. 40

39a).

THE SHIPHANDLER'S GUIDB 8T

 Fig. 99 Tidaf Force at Anchor

19 tonnes

,,-\---,

a) deep water

x
--_-+ - + 64 tonnes
_____-+.-
------a
---+ ++ l,_

b) shallow water

Examples. Shtp 5O,OOO dwt. Ttde 5 knots'

82 THE NAUTICAL INSTITUTE

 Thts ls an extremely lmportant potnt. because the force
of a stron$ tlde orr.t ihe pertod-of dezid low water eould
Just exceeE tn" notatng power of th.e anchor and the shtp
"*ttt 4."g, partlcularty i-f ifre ship ts laylng to a stron$ wtnd
as well!

Anexampleoftheseforces'islllustratedtnthetable
(figure 4O).

Lateral tldal forces The cross sectional area of a hull that ts exposed to a
Flg. 4r(a) and (b) tlde when a ship is at anchor ls relatively small in
comparison to the area which is exposed to the tide' when
a ship ts elther moored' or held with the tlde on the
peam'
If,lnaddltlon,theshiphasasmallunderkeelclearance'
so that the tide is prohibited from flowtngl underneath the
hull and for the iull length of the shlp is forced to pass
around the bow and steri. the lateral force created can be
enormous (see figu:e 4la).
Thts ts best illustrated wtth an example' whtch ln thls
case is based upon a series of calculatlons and tankf tests
foi a ship cf z8b,oOo dwt' The ship ls loaded wlth a draft
it zZ *.ites. is laying with r t knot tide on the beam and
has a depth to draft ratio of 1'O5'

As a result of these calculatlons lt is evldent that this

particular shlp will experience a lateral force of 328 tonnes
on the beam in those circumstances'
Due to the differing underwater proftle of the-bow and
stern, this has also been calculated to show that the lorces
at the forward and aft perpendiculars were I53 and I75
'tonnes respectlvely (see figure 4Ib)'
the tide varies i direct ton to the
rhe_rg1gg. {
of the tial velocitY, tnere ore an lncrease ticla
uare
ocity of O nots to I'5 knots wtll increase the lateral
force tn this example to over 7OO tonnes!

be blocking the tidal flsw of that river'

THE SHIPHANDLERS GUIDE 83

 Fig. 40 Longitudinal Forces on a Tanker
with a 50 knot wind and a 5 knot tide
in a sheltered anchora$e
Tanker Depth Forces acttng on the bow Anchor
dead- to holdtng
wetght draught Wlnd Current Total POwcr
tonnes ratlo tonnes tonneg tonnes tonnes

3.O 20.05 18.79 38.84

2.O 30.56 50.6r
50,802 r.4 47.54 67.59 60.9
t.2 56.58 76.63
l.I 63-37 a3.42

3.O 22.96 27.OO 49.96

2.O 43-92 66.88
ror,605 l.4' 6a32 I r.28 " 90.3
t.2 8r.32 LO4.28
r.t I r.o7 I r4.03
3.O 23.42 34.33 57.75
2.O 55.85 79.27
r52.4o-7 I.4 86.87 r ro.29 t12.7
t.2 r03.44 r26.86
t.l I r5.86 r39.28
3.Q 23.87 39.90 63.77
2.O 64.90 8a.77
203,2o-9 L.4 loo.95 r24.82 r3r.6
r.2 r20.18 I44.05
l.r r34.60 L58.47

3.O 24.33 45 56 69 89
2.O 74 ro 98 43
254,Or2 t.4 rI5 26 139 59 r50.5
L.2 r37 22 t6r 55.
t.l r53 67 178 oo

3.O 24.78 53.56 78.34

2.O 87.r1 r I 1.89
304,814 1.4 135,51 160.29 t7r.5
t.2 r61.33 186. I r
l.t r80.69 205.47

84 THE NAUTICAL INSTITUTE

-
\q

= FiE. 4t Lateraf Tidal ForGGg

I
F
F
lr
b
!'! +, x

i= --->
,T
-l- r
I
ir ---->

ir a) blocktng tJre tidal flow

ir
ir
It
iu
|I
f.
F
ii 4 175 tonnes

ir
153 tonnes

i) ++ + +
ii
ir
D
i"tD b) the resultant forces
1-l
Exampler Shtp 2SOiOOO dwt. Tlde t knot

R
l+
THE SHIPHANDLER'S GUIDE 85

$
7-:

RunnlnS iloo. rthorc eltor . tucccttful rtcrn borthlng

urlngl trlJt aad thrurtor comblncd

86 THE NAUTICAL INSTITUTE

-
-
CEAPTER ilINE
it BOW THRUSTER WORK
it
it Iatroductlon Ir rs Nor uNcoMMoN for the nrasters ana offriers of ferrtes.

ir
i'r ls not the concern of this chaPter.
-
it
t,
it
it handle and relatlvely unforgtvlng-
it
i'it The obJectlve of thls chapter ls, therefore' to dlscuss
some of the more lmportant polnts that should be kept tn
mlndwhenustngabowthrustertoasslsttnthehandling
of a slngle screw shlP-

it
i!
Rcllablltty

S
ir
I

t,
It
i:r
i>
-t wlth some justtflcatlon
to be qutte scePtlcal
l. because theY are all too
percelved as lnadequate'

it
!\ t
Porrcr
Frg.42

b
I
!s
!I
THE SHTPHANDLER'S GUIDE 87
!i
*
 Fig. 42 Grap.h of Wind SPeed
& Thruster Force
Force (tonnes)
250

Car Carrier
Container Ship
Thruster A
Thruster B

ro 15 20 25 30 35 40 45

-_- -Wind Speed (knots)

€}8 THE NAUTICAL INSTITUTE

 fi-rre part of
e restrlctcd locatlon, low down ln the narrow
on a larger shtp'
thc shlp. Even tf -;;; -"p+ rs a1a-r]lute ts sttll restrlcted
th€ slze of tunnel ana tnerefore prcpeller
by practlcal const'di;I;;; such'as the ballast draft'
levels'
Integral hull strengfi-ana ieattstlc malnt€nancc
Thts llmttatlon of Power d

vessels fltted wtth twin bow thrusters

ln order to lmprove
il"'Jislngle srmrlarlv: 11 o!l:: trades' or
ed
two "iilp;t. screw shtps-that:"Jo{ ll: b"t
Oesrgnl Unfortunately thls
lly
bow thruster be
the case and on many vessels power
dlsaPPolntlng-
The ratlng. or Power' of
ln kllowatts (kW)' Thls

glven that '.....

o o.74 kw = Ishp
o IOO shP = I t.
therefore gtve the
A common range of thrusters would
followlng.'
o 5OO kW 676 shP 6 tt
o 75O kW IOI4 shP lO
o IOOO kW I35l shP 13 t
o I25O kW 1689 shP L7 t
, . r5OO kW 2O2? s}]P ?o t
o l75O kW 2364 shP ?! t
. 2OOO kW 27C2 sbP 27 t

ngtlceabtY wlth the

comPare thts wlth a
bow-tlrrusters of IO
stralglht dotted llnes across
rcsPectlvelY.

THE SHIPHANDLERS GUIDE 89

 In the case of the contatner shtp the wtn& load force
exceeds thruster force at -..-.-
. loookw llkts (Force 3/4)
o 2OOOkW l6kts (Force 4/5)
atrd on the car carrler lt ls at ..--.-
. loookw l3kts (Force 4)
o 2OOOkW lSkts (Force 5)

or lndeed far worse.

tb
as
of
closely. These are ......
. thrustlng when stopped.
. the thruster and headwaY.
. creatlng lateral motlon.
. working the thruster wlth sternway'
Thts may help to encourage more confldence ln those
not famlliar wlth bow thruster work'
Thrustlng rhcn
ctopped
Frg. 43(a) and (b)

o position of the Plvot Polnt.

' unexpected movement ahead'

lOtxl45m=I45Otm
Thls ls probab be
achteved betause aY'
wlll move the ptvot lng
lever accordtngly. er.

90 THE }IAUTICAL INSTITUTE

 FiE 49 Thrusting when $toPPed
a) pivot point

l45m 25m

b) creepigg ahead

THE SHIPHANDLERS GUIDE 9I

 FiE 44 Thrusting with Eegdqqy

a) straight line

b) hrrning

92
E
tF
It ls not uncominon for some offlcers to have nottced
that a shlp appears to develop a small amount of headway,
seemtngly as a result of ustng tts bow thruster. Thls is

may be of sufflclent veloclty to create a low pressure area

i:' lmmedlately ahead of the shlp.

tr
i\
In addltlon to thts, lt ts thought llkety that the bow
thruster draws ln water more eastly from the bow area,
rather than from aft of the tunnel and thts wlll also
l- encourage the development of a low pressure around the

i-
b
a
bow. In a slmllar manner to lnterac[ton and barrk effect
the sht
'ahead,
ilttle
to 'snlff or
tf the bow t
a llttle too
area and creep
erated, perhapl

F
-r
Thrugtlng rlth
Ileadfay
Flg. 44(a) and (b)
E thereabou speeds, turbulenc at
the tunne spreadlng throug to
serlously ller performance. he
E lncreaslng water flow across the tunnel mouth soon deflects
,n. meagre thruster output. In an attempt,to:f,:i:
E _.,
w through

it I probably

i-,
t,
i"
it . lOt x 25m = 25Otm
it Thts lllustrates the malrt reason for a reductton ln the
thruster's turnlng ablllty as the shlp gathers headway, ln
ir comparlson wlth the prevtous example, when the shtp was
stopped, When a shlp commences to make headway but is
ir also turnlng, as wlth a standlng turn or a klck ahead at
very low speeds, the effect upon the thruster needs to be

it consldered separately because the plvot polnt behaves

sltshtly dlfferently. Wlth full rudder applted, as the vessel
begtns to make headway, the pivot point moves to a posttlon
ir well forward, approxlmately r/a of the shlp's length from
the bow (see flgure 44b).
it Thts t'nfortunately colncldes very closely wlth the
F
D
b ts turnlng when ln fact lt ls actually belng pushed sldeways,

THE SHIPHANDLER'S GUIDE 93

I
 lf the shlP contlnues
speed wlll naturallY Incre
pushed back to a Posltlon
fronr forward. Whllst thts
sllghtly, unfortunatelY
eradlcated bY the adverse
a thruster maY often 'aP
headtng when maklng he
not very efflclent at thts
close to the Dlvot Polnt- It
useful, tf uied th conJuncilon wlth the shtp's_ malrl
propulston,- at aevetoptrig sideways movement or 'lateral
motlon'.
Leterel Motlon to An abllttY, Instinctlve
Port shtP ts a very lmPortant

to a berth. If a bow thruster

ls avallable as well lt can b d slmultaneously wlth klcks
lateral motlon, PartlcularlY

ls a conslderable dlfferen
screw shtP to Port' as oP
illustrated ln the following examples'
It ls assumed, throughout I,P
rr
has a rlght-handed Pr-oPeller es
requiredit should be ielatively or
for'shtP's wlth left-handed Pr
varlable pltch.
Flg. 45 Lateral motlon to port can be lnlttated wfth good bu-t
Posltlon (a) short klcks ahead on fu'starboard trou;:ll:l"l,H:tT*
,
rible swtng of the
ncing the thruster
lwaYE easY and a
klck ahead Power range may
In an examPle with a shlP ot
the following '-"'
o Thrnatcr l8Slsbp lSt
o Maln Englne I2,OOOshP l2ot
realisttcallY onlY-
P Power ln terms ot
s 48 to 60 tonnes'
a o the rPm'

'. Dcrd Slor Abcrd lgt

SIow Aheaci 27t
o Half Ahead 40t r'
. . Full Ahead 54t i

' Althouqh thls ls only the most crude of comparlsons'

even allowtig for a considerable percentage of lnaccuracy'
It sttll ts sufitctent to show that "".'
ofullbowthrustoft3tlsonlyequaltoak|ckahead
of dehd slow.
. . f.fci
atr."a *fttt full power ts 54t and actualty very
powerful.

94 THE NAI,TTICAL INSTITUTE

 FiE. hgi Laterat Motion to Pott

a) with kicks ahead

; ::i

+ :.,
: t,'
b) with astern Poqrer
+' ri
"i
- :i
- ':
.
: ::
:.

ic
;

i
:
i
:

THE SHIPHANDLERS GUIDE 95

r

rrlth
ofa
co r and
th arller
th - golng
rd ue used' on
llT"$; il,**:}"; I may frequently
the contrary' more )wever' lt may be
be needed. Wtth the romlse between
oosslble to flnd sol
[hruster and klck ahead' I

ls Put astern'
Flgure 45 wtrtch has bu
Posltlon (b) to erse thrust of
kl ontlnue to thr
st
T: :t:Tll".q
,i

:li lJ",'llil:i;Ji"i
;;t;;;;".usrY gt
combtnatlon of the
easy ,".1t;llil$1i1fi
It a relhttvely o Thts can be
"o. the' exte nt
?31"' lltj3t'll,X"i',ln"t to nnas". :l,rP "' ""i" 19
miy be rcqutred to avotd landlng too
thal some cautton "rse
fast and too heavllY'

Latcrd notlon to In comParlson

thls ls much more
Strrboerd that havtng a bow
ofiot"ttt".rtht to t re approach-1ld,oo"t
tb starboard' It can go
when atternPtlng to w6ik a vessel
very badlY wrong!
' ,""""tii:??apparent problem and
tjl#t:ij?
Ftgure 46 At thts'stage
Posttlon (a) kl well balanced
atton of
ft;;.;;t; lateral motlon starboard'
to

Flgurc 46 The Problem

Posltlon (b) usuallY to contro
to swlng lnexorao
tendencY' autom
bow bel
us and
Po
on to tf too much Power
' m"gnttude to take the shlp
rs used, can be of sufirctent ttre'flrst place and perhaps
back out to where lt was ln slng to see-every
even beyo.ta' liil L*itt*"ty-=Parra thwarted by an
effort to work *'he shlp toatiitstarboard'
port' tn the opposite
lnexpllcabr" ^tti'^t?r;;;i;t; be taken
.to to avold plactng a
dlrectlon! Eu.'y";;:;;-"1d need to work lt to
shlp lnto po"itrot' whlch "'""tut-intbe achieved by keeplng
starboard ",,t"tCl""tiily' Thi"."an posstble' but above
the approach fi;;Xa tjr""" *ttenever
to a mtntmum thus avotdtng
all by keeptng;it;; powei pitrta" wlth the propeller runnlng
prolonged .t'd ;;""ti"
astern.
Apart from when a shtp ls stopped tt ts only when
Tdrustlng rlth iurtnottt'tire maln propulston
oi
Stcrqseg maktng really provCs lts worth
worktng ."r.t",'Jn^;;;"-Y tntt'"ltr
",.,t'*ui"i"itn
it'r" rs tecause the ptvot
Ftg. 47(al and (b) and becomes relatlvely efflctent'

96 THE NAUTICAL INSTITUTD

tr'ig. 46 Lateral Motion to Starboard

a) dtr kicks atread I

:
I

tll
,ll

rll

b) difficulty with
astern power
€
+.;

THE SHIPHANDLERS GUIDE 97

 Fig- t*7 Tbrnstin$ with SternwaY

a) pivot Point

b) turning moments

98 THE NAUTICAL INSTTTUTE

polnt has moved aft to a posltlon app-roxlmalely a I lt of
lhe shtps length from the stern (see flgure 47a) and the
bow thruster Ian now work on a resPectable turnlng lever,
ln thls case 125m.
The thruster can be used to steer the shlp very
effecttvety as lt makes sternway ln much the same manner
as a rudder and, although lt doesn't take long to get the
feel of tt, one or two polnfs are worth keeplng ln mtnd "" "
r the thruster may be slow comlng up to full power'
r the shlp wtll steer qulte slugglshly wlth a tendency
to 'flop' elther stde of thE tntended headlng lf
permltted to do so.
. lhe thruster wlll be slow correctlng any large rate
of turn.
. looklng aste rn from a brldgle aft' the eye does -not
percelve rate of turn as qulckly as lt would when
looking forward to the bow.
To the unwary. the key elements whlch may create
problems are the slugglsh natu,re of the response times
ind poor thruster p6wer. Whllst the latter cannot be
avoidid, it ts possibl-e to avotd the formerby watchlng.the
headlng and rhte of turn wtth absolute total concentratlon.
It ls univise to le t the shlp wander too far of off the lntended
track, or allow too blg a iate of turn to develop. If tt does tt
should be hit quicklY wlth a'
appropriate thruster Power.
lmperatlve to use stern Powe
shtp moving astern. Thls t
constder the additlonal effec
perlods when the matn propulston ls used astern ln
conJunctlon with a bow thruster.
To do thls it ls advantageous to have some ldea as to
how much force ln tonnes is actually
quarter by the transverse thrust- Us
ZOOm wlth a I2,OOOshP maln engln
the sake of this'examPle that the
equivalent to 60% of lne ahead power, then the maln
piopulsion when runnlng astern wtll only be generattng
iotti.7,2OOshp. This ls the maxlmum output, and lt ls qulte
posslble that is ltttle as lO% of thls total stern power wlll
be tratned onto the hull as transverse thrust' ln whlch
case this ship wlll have a transverse force at full astern of
only ......
. 72O shp or 7 tonnes

Whlle there ls no doubt that ste rn power' hull deslgrt

and therefore transverse thrust may vary from shlp to shtp'
It stlu remalns tn general terms a relatlvely po9rshlp-lorce'
Thls ls compoundiit Uy the fact that when the plvot ls
maklng steriway, tt ts il to the
potnt ind consiquently rntng lever'
tsee ftgure 47b) whlch tn be as small
as 3Om. If thts ls now c thruster of
l3 tonncc, the maxlmum turnhg moments are "".'
Transverse Thrust 7t x 3Om = 2lotm
Bow Thruster l3t xl25m = l625tm

THE SHIPHANDLERS GUIDE 99

 are
t Provlded the condltlonsastern
e [o work the shlP bY
c ansverse thrust wlth the bow
ls rery effectlve' For thls reason lt
fltted wlth a
may often Ut pt:.f.,,"d. In t'he case of shlps berth'
bow thruster' io back up a watertrray or to a

Worklng Artcn ln The process of backl

r Channcl ald of a bow thruster ls
oPeratlon whlch many o
Flg. 48 observatton, however, h
can often, unlntenttonallY'
of the tnsidlous and the
lateral motlon and can ev
a dlfflcult and occaslonall
tllustrated ln flgure 48 wtt
of Posltlons.
this stage has Just entered.the channel' ls
Ftg. 48 on ana Tne Uoiu ls canted to port to allow
Posttlon I ln
for use of stern Power whlle stern way ls bullt
uP.
In this posttion the transverse thrust has elther been
Frg. 48 at ali and the stern has been
Posltlon 2 corrected too late or not - lf the
allowed t" i;;;"y the centre of the channel'
bow thruster ls now a
englne ts sttll golng ast
be under the lnfluence
thrust whtch combine to
Thts ts not lntentional a
lnitlallY.
Ftg. 48 Here the shiP ls ste
Posltlon 3 that little blt of lateral m
sllghtlY off the ce
as a Problem at t
to use the bow th
to the centre of the chan
ls stlll working astern an
to Port.
Frg. 48 the
Posttlon 4 Pos ted
tne thr
that-the sh
edge of the
vessel oflar
ln moving it sidewaYs c
tlme, esPectallY when
lntervals- A ltght wind
and helP to keeP thls te
Flg. 48
Posltlon 5

because there ls lnsuffic

. thrusted
to Port.

Flg- 48 , the seemhgly

lrn tely succumltng
Posttlon 6 m' or hltttng an
to
obstructlon on the Port slde'

rOO THE NAUTICAL INSTITUTE

Fig. 48 Worklng Astern in e Ghannel

THE SHIPHANDLERS GUIDE IOI

 Fig. 49 WorkinE Astern to a Berth

//////

////

I O2t Tt{E NAI'J"IICAI, INSilroIJTE

 (It ls ngt uncommon durlng thls manoeuvrc for large
- where lt
shtps to engage one tug - whlch ls secured aft posltlonlng
JLr! effectlviy wlth the steerlng
"ttg
the stern, bnttst the bow ls controlled solely wlth the'
"".ti.""r"t
of
thruster.)
To avold belng caught In a stmllar manncr' but keeplng
ln mlnd that ev-ry riovement ls unlque' wlth.lts own
gleneral tlps may
inal"ia,r"r set of paiameters' the fotlowtng
be of use ......
o pfetthe shlp movlng smartly astern lnltlally and then
feep lt mbvtng. ft't" at'otas ltngerlngl- under the
effe'cts of leewiy or lateral motlon' whlch are worse
at slow speeds' or tf the ship ls allowed to stop'
. . lt ls often temptlng to use klcks ahead toway
repos-ltlon
off the
the stern. iti" ";" easlly take all the ttme
shlp whlch may then, because tt takes some
and eifort to gei a large vessel movlng astern agaln'
drlft out of p-osltlon ivtth lee*ay' Use klcks afead
wlth cautton!
o don't attempt lt ln-whds that can easlly overrlde
the thruster's meagre Power',
' . once the shtp ls movlng astern' ln order to llmlt
transverse thrust to a mlnlmum' take' every
to reduce or stop the stern power' until
' ;;;;il;iti
lf G requtrld to get the ship movlng agaln'
r brtng the stern round sufflclently to allow for
transverse uri.r"t when the stern power ls brought
tn agaln.
. watch the headlng carefully uslrqg tlle.thruster
boldly ana v4prot'""ty t9 steer and keep the steln
on the tntendEd tracft, ttre rest will followl
Worklng Artcrn to
a bcrth
Flg. 49
a starboard slde berth. Thls
49 and ln the lnterests of cl
ft-ai" deplcted wlth three separate lllustratlons'
Ftg. 49 When aPProachlng th
Posltlon I remember where the Plvot P
sternwaY because the orten
the dockslde ls fundamental
makes sternwaY lt ls. as
apparently turntng about
a3[ern ln a wlde arc. Thls, I
the whole shlP forward of
thls case. ls swlnglng to sta

THE SHIPHANDI,ERIS GIJIDE IO3

a

posltlonlng of the stern

the addttlon of a bow thruster. the tn9 bow can be achteved
wlth the 9f a most satlsfylng
"ubs*qrr.i;'tt;;t"gln'
wlth conslderable mdklng thls
manoeuvre. "ottiiat""i'

Frg. 49 O tth aPProachlng a berth

stern wholi iange of the llt-tP'"
Posttlon 2 to futl ahe10 ts available
maln
as an 'er' tn thls case I2'OOO shP'
followlng """
wtth whtch tt ls relatlvely easy to eorrect the

'. an approach speed that Is, too hl$h'

tnaciurate postttonlng of the stern'

positton.
It ls verY tmPortant
shlp ts allowed to cr€eP
at the tnstant lt begtns
rnoves to a Posltlon aPPr
forward. Thls means. ln
ort full starboard rudder' tha
Dlvot Polnt wlll be swingi
ilemember the dlfflculties d
lateral motlon to starboard'
should be avolded at all cos
g€t th€ shlP back, Partlcula

Flg. 49 If the stern ls ln Posttlo

Posltlon brought ln ciose enough'
becarise tf the -shtP ls stoPPe
the plvot Polnt wlll move
be workln-g;uPq4 a $ogrd
best turntng moment
alonAslde- Thts ml$ht cause
wr
the d=ockslde sllghtly, but(or . -r^r
;;"-k";;rttr stErn itrres a stn$le tug- aft)'
the ship lnto
In sltuatlons when lt ls dlfflcuit to work
a starboard slde berth' Per
offshore wlnd, lt ls often mor
and get the ste
then ustn$ the
struggltng wtt
determtnatlon
to recall the dlscusslon
n. unfortunatelY' develoP

IO4 THE NAUTICAL INSTITUTE

 as lllustrated ln
the berth stern flrst' ln the same manner
thls chaPter and flgure 49'
SunmtrY tt ls the lntentlon In tht

obvlous before attemPtlng a manoeuvre'

it" tn.ft rhlPhrndth3 'llll'

flrddo'irl6t'olrltuettoareodtroqucntlylncrltlodalrcunrtrnoor

THE SHIPHANDLERS GUIDE

TO5
 _l
L

rl I

1
t
-t
CEAPTER TEN
u-
SPTCIAL PROPELLERS AI\TD RUDDERS ri
!
oR t seafarers serve' A
Introductlon THe unroRrrv :oPeller and slngle
have a traditlo u
getttng -ttt:."h]!
rudder. whlch 'r
; economlcallY as n
from one falr eslred ln terms of
Posslble' Thts c waYs accePtable"
manoeuvrabil C
s fiequently tn the
parttcularly in
ionftnes of Ptlotage waters' c
between
ln order to achieve a better compromlse
uesiels'T"y U" fttted |r
manoeuvrability and econot"-V "ornt considerably from
wlth propellers or rudders lit"t aifftr t
the traditional' basic Aesign'-fnttt lt: tl"-: " number
wtth a total commltment to
vessels which are desi$nei different propulslon
ra
t'
manoeuvrability that have completely
and steering systems' a
is tYPe of shlP ls-ln a
th a great deal tro
and P-articularlY
selves boardlng- a
a
I
rtem wl
wlth a ProPulsion pter wtll take I
totally unfimiliar' ems and the t
IooK aL
a 'broad' look at
prrrr"ipr' gtlprror l"tti.t"t".1iri,
A

i'f[T".
that lt :.;il,J.;"1$:"i?i$ a

manufacturers' equipment' t
Ttrese a relatlvely good trac-k
Controlleblc Pltch record fo becomtng lncreaslnglY t
Propcllcrc g1 Unltke-the fixed pt!"c'h
common
propeller," fielle-rs c1n be altered"'to '
\
rvhole Power band
set whatever ally ac-trieved wtth
from full ahei \
hydraurtc pu ;JHITJ:3!:t:;T:
betng less al are,
mPs th e'mselves
mod.ern ves
acttvated bY h.*l;l:J#:1il:1 '
a

" order'svstems the

ne
:I":ifill:.t ustng cables llnked
brld$e cont hese are becomlng
dlrect to h
tncreastngly rarg"' ' l
q

To use
engtne has
coitlnuousl
As lt ls nel
englne contl
to have so
Pttetr; so th

-d ln
a savln$ '|h '"Jl??;;'*l;3;oaucrn*

tl06 THE NAUTICAL INSTITUTE

Ahead Movemente To use ahead Power' a shl
restrtcted to the stepped prog

and rudder are sttll actlve

to excesslve englne revolutlons'

Slowlng Down
Ftg. So(a)

5Oa).
ePccd lr not rcduccd dorlY
h-thc leY at e-lergc
'anc rill bc rblcldcd
thc nddcr
'no crretlc or Poor'
Whilst it ls lrrltattng lf t

englne ts Put astern'

Transverse Thruat One of the most commo

It ls not confused wlth a

because the CP ProPeller' lt

ller worklnglar
ls dtrected uP
g enough to tl-
J" it or'lklck' to starboard'
"i"t
It ts lmportant to note--that the transverse ttrrust on
some shtps wtth;-CPliopetter rnty u" weak and unrellable'

IO7
THE SHIPHANDLERS GUIDE
 Fig. 5(D Controllable Pitch Propellers

a) impeding the rudder with fine pitch settings

b) creattng eddles and currents on zero pitch

1G8 THE NAUTICAL INSTITUTE

 slmtlar shlp wtth a flxed pttch propeller'
It ie thereforc advlcable to e:crclsc touc crutloa lhcn
antlclpating thc clfects of etcrn IDo'tGr on loEG GP rhlpr'
Stopped and Alongstde
Frg. so(b)

or astern.

are reduced.
Breakdowns

I
accldent!
I
)
THE SHIPHANDLERS GUIDE IO9
I
I
I
 It ts therefore worth beartn

fil
and can be used to some :tl
ttfect wlth what steera$e way remalns" u
conducted wlth
I

ln Europe, aome years ago' trlals- were a

*
Propcllcr Shrondr placed lnslde a tube-ltkc
FE. 5!(al and (b) a vessel whose p'op"tt"' w-:as that lt would restrlct a
shroud or tunnel. t'nt no " was
I

t\b
oroDeller's wash to a small i

bf 6anat and rlver banks J

!

c
I
a
I
t^
ln a shroud of truly glgantlc proportlons! A

The lncrease ln Power out

can be elther tr {
makhg the dl n \
forwarE end (s )'
!
a
ls constantlY drawlng a
whtch then has to be force I\
For thls to haPPen, the
shroud at a much htghe
Fesult, a ure \I
shroud. I glve
or drlve' lrcu I
lmproves Performance bY re
asJoctatedwlth the flow of wa effectlve'
a
I
blades, thereby maktng them more
I
If a shroud ls tnstalled o
I\

a
\
examPle ls the azlmuth drlv
unlts, elther amtdshlPs or a I
of tuqs has beneflted enor
as lt-enables bollard Pul
wlthout lnstalltng la
penalttes of hl$tfer caPt
nd htgh loads'
e bollard Pull
from thc duct
ts detrtmcntal
to tts efflctencY.
Whllst' thc -ProPellcr of a
martliY d m.attcr of
conventlon manocuvrablllty. lt
economlc c

T,1O THE NAUTTCAL.INSTTTUTE

a
t Fig. 5f Propeller Shrouds

!P
P
I
tb

a) fixed tunnels

,tf

b) rotatingnozzles

THE SHIPFIAT{DLER'S GUIDE I I I

 S"J"'i[""'*J:;"3:i"T
paittcularly notlceable
dtfficult to quantlfy an{ may notlceable ls the effect
when onboard a shlp' What I
oi when tlie prope I ls put astern'
" "ttrottd
Transverge thrust In normal clrcumstances'
I
Assumlng lt ts not tnflue
quarter'
i
forces, thts means that it ls
shrouded ProPeller to run in
downor stoPPing be.
"to*tttg
the boil wtren the ProPeller I

rn Power ls very Poor'

i
a
'1

Blockages It ls not unknown' Parilc S

wlth aztmuth drives and con
e
t
a
tr

\a
a

wlll imProve' c
a
Ruddcrr The tradltlonal or conve \
Convcnttonal Rudders wlde ln thousands of s
Frg. 52(a) and (b) handltng Polnt of vlew' a
economy and necessltY
belng worked, wtth a \a
for normal steertrrg P
alteratlons of coulse are a
I
a
I

thls
lsn I
\
orl
'hard over,' the rudder reta

Lr.z THE NAUTICAL INSTITUTE

\\3
 --.-<
t_

f
\
,-l
I
ai
t-

v,<
-
rlr

-
s
t
a
I

a
>_

a
t

\
a
!

11'4-
 both faces and thls creates a posltlve Prr'-ssure on
one slde'
but equally tmportant. a negattve.presstrre on the opposlte
stdeandthlsglvestherudde"r,ratherllkeanalrcraft'swhg'
fts llft (see flgure 52a1.
Unfortunately' at any an$le exceedlng 45"' the water
flow across the rudder, partGutarly on the low Pressure
slde, becomes piog..i"rvely more turbulent' untll
iu.nin"ffy tne ruade? stalls and lt lsofrendered much less
iff."tfu" Gee figure Szbt' n" a result thls llmttatlon' the
conventfonat rildder, although sdtlsfactory on Pas-sage' ls
when it-comes to manoeuvrablllty at
somewhat restrlcted perhaps'
slow speeds rn conrined waters. The exceptlon, common
ls the d5" rudder, which in comparlson to the moreregard to
35o rudder does p.iio.* a tittte better wtth
-neuetttttless'
i;"ilg "bilrty. riis, stlll a conventlonal
rudder and manui""t,"t" hale had to look at alternatlve
desl$ns to tmprove rudder performance'
There are qutte a few shlps ln servlce whtch
are now
Rudder FlaPs and rudder' but
Rotors fltted wlth what ls essentlally a conventlonal
or afterm."'"]:ttg"
Frg. 53(a) wlth an addtttonai 'n;;; the tralltng
;f ih; rudder. Thesp Lre not unllke the flaps that are
deployed on the wlngs o
Itfa durhg take off and I
the maln rudder can be
of 35," ln the norrnal m
rotates the flaP automat

ruddera.

Shapcd Ruddcrs Thls ts an alternatlve de

Ftg. 53(b)

constructed wtth flan$es, wh

the water flow across the r
concave sectlon, before
at the aft end of the rud
f""*" as the'stngle Schilllng Rudder''
Opcretlonal Aspects Although all of these sP
they are sttll used ln much
rudders, but wlth the advan
from the correct use of k
conJunctlon wlth a g
I
I

devlloP outstandlng I
exerclied when landl
I shlPs, ln case the shlP's sl
)
THE SHIPFIANDLERS GUIDE I
15
I
Speed Llmltatlons

, some shlPs wlth

a system overrlde
the rudders to 35"
speed. Thls mlglht-
for example, be at around 5 or 6 knots-
I\rin Schtlling
Rudders
Ftg. 54

totally different ln both destgn and operatlon'

The most unusual but essentlal feature of thls system

wastr.

In flgure 54 four tmPortant rudde e

tllustrated, each of whlch ls tn respon c
Joystlck The Joystlck can be adJu d
to obtaln""ittttg.
a wlde range of lntermedlate ru

Full Ahead . Thls normal full ahead with the

Ftg. 54(a) Joystlck e Joystlck is eased back the
iuaaers n, outwards, deflectlng the
propelle nd thus reduclng the shlp's
speed.
Elow to Port If the Joystlck ls put forward and to port at the
Frg.54(b) maxlmum ietttng, one rudder goes to 35" and the other to
70"- This glves excellent turnlnf abtltty, partlcularly at slow
speeds.
Full Agtern equtvalent of full
Frg. 54(c) untll each mdder
s closlng the gap
ls then deflected

I 16 THE NAUTICAL INSTITUTE

F'3

i3
P Flg. 54 fUln Schilling Rudderc
P
p
p
p
p
P
p
It
B

F al tuil ahead bl bow to port

c) full astern d) astern: stern to port

I
THE SHIPFIANDLERS GUIDE LI7
I
I
 way as the'reverse
forwards and works ln much the same when ti ts deployed to
thrust of an alrcraft's jet engine'
slop ttte alrcraft after touch down'

or
Pth under the keel' tldes'
tties.

Astern: Stern to Port

Flgure 54(d)
l:1: #l,Tl !,xxi:'ii
down'
elther slowlng

eased across in the dlrect

will rotate and oPen out

Whllst thls system' wlthatlts constantly runnlng

flrst' most offlcers' after
propeller, seems t"ilitiI "tt"tgi of lt
a short perloo of tnstructlon-' appear to get the feel
relatlvelY qutcklY.

Summaty Thls chaPter has o

conventlonal cargo carryln

, There are complex svstems ln servlce' on

P) veisels for example' but these
dynamtc p
are hlghly i'"rra-$I always iequire htghly
tratned an oPerators'

I18 THE NAUTICAL INSTITUTE

 CEAPTER ELEVEN
TWIN SCREW WORK
Introductlon Wnnsr IT MAy sEErr a ltttle strange at flrst' the technlques
for worklng a twln screw shlp are usually plcked up qulte
qulckly. Unless the ship ls especially cumbersome or
unwleldy it doesn't take long to get the feel of the shtp.
Thls ls partlcu ters and offlcers permanently
employed on t s, such as short haul ferrles
and crulse shl are able to galn conslderable "
experlence drivlng a twin screw ship. It soon becomes
second nature. There are, however, one or two lmportant
polnts that may be worth looklng at and whlch mtght be of
use to those less fortunate personnel who have llttle or no
experlence of twin screw work but may occaslonally find
themselves boarding such a.shlP.
The essence of twln screw work and a good twin screw
shlp, ls not the result of any one factor alone. but rather
several lmportant factors whlctr can comblne to produce
excellent handltng charactertstlcs. These are -.....
o the rudder conflguratlon-
o the effect of torque.
. the effect of transverse thrust.
. the ptvot point.
o turnlng ablllty.
Thc ruddcr Inltlally thts mt$ht seem a somewhat odd toplc to
oonllSuretlon dlscuss, aJ tt ts all t-oo easy to assume that the rudders
Ftg. 55

generate water flow acrQss lt.

acrew shlp.
Thc clfoot of The terrn torque ls used ln thls lnstance to descrlbe
torquc the natural turnl-ng effect that ls created by one englnc

THE SHIPHANDLERS GUIDE i T9

 FiE. 55 fUin Screw Confi$urations

a) single rudders

b) pnopellens too closc togetJrer

=-€It'ffir iuaders md prqpellers well spread

T2O TTIE NAUTICAL INSTITUIE

 Flg. 55(b) pushlng ahead and one
extent,.lust one of t
contrlbutes towards go
occaslonallY tt ts Possible to the shlp ls
effect wtrll be .*t."-.ly dtsappointin$' because (see ftgure
deslglned wtth ttre p..i,.lf "t" ioo ctose
together
55b).
A few sPeclallsecl shiPs' such Ps
ls'
wlth auxiliary power and iome low he
are naturally narrow beamed and nd
worst cases . proro-"gtaferiod wltt
the other astern, et'en wi
lnslgniftcant or negligib
clrcrimstances the master wi
that the ProPellers are used
same rfianner as a single scr
twln
Flg. 55(c) In vlew of the problems assoclated wtth bandling
with single
both' a bett
s and wher
athwartshtPs sPacing as Po

ose to the dockslde durtng

e master maY have no cholce
d ProPeller ls stoPP-ed and in
PioP.tttt", the shafts as well'
) re$ular run' shiPs wlth
nd-to become well known
lndivldual Pilots are
rem' There wlll alwaYs'
t iY Pllots around the world
may not have previous experience-of
thts tyPe of shrp- -
)
Thc cfloct ol
) transvorto thrrret
) om astern' and determlne
)
1

. 'ogtward' turnlngl'
I or
o 'inward' turuin$'
t In relattonshiP to each ot
t Outward Turntng Flxed
Pltch Propellers
Flg. 56(a) and {b)
blades of these ProPellers are o

t
t
t
-
P
i5 torque'

s L2I
THE SHIPHANDLER'S GUIDE
iI
 Fig. 56 l\rin Fixed Pitch Propellers -
Outward ltrning
a) ahead only

Brl g

Brldge Contr,ptc

' I22 THE NAUTICAL INSTITUTE .

Fig. 57 T\rin Fixed pitch prope[srs _
fnward Turning
a) ahead only

b) one engine

THE SHIPHANDLER'S GUIDE I23

 Inward Turnfng Flxed These propellers, when vlew-ed- from astern' are now
Pttch Propcllcro lnward turirtn! ln the uPper half of-thelr clrcle of rotatlon
Flg. 57(a) and (b) i"* frg"ie 57"at. If, on-c-e Eatn. the shtp put ls turnhg to
iiaruoira and the starbo aste-rn to
isstst, lt wlll be rotattng tn the tlon (see ftgure
S7ui. Tt G fropeller ts- actlng lr ttr way as a left-
handed propelier on a slnglJ screw shlp so, 1vh-llst
golng
astern, iar[ of the hellcal dlscharge wlll be dellected up
and towirds the port quarter! The resultant only transverse
thrust wlll attempi to cdnt the bow to port' not tn the
opposlte deslred turn. but also worklng
agatnst t ropeller t-orque' The astern wash
from the lef may also serlously deflect the
smoottr flow of water from tbe port propeller onto lts own
rudder.
The effect of tnward turnlng propellers upon a strtp
can be extremely and rendEr tt totatty unmanageable
"L*'"r"
il; " "ttrp tra-nattng potnt of vlew' in the worst case tt
has been fo'und neceisiry, when manoeuvrlng' to stoP one
englne comp :he vessel ln the same manner
as a stngle s
are bullt wl
dtfficult to handle' but aPPar
gtve a better economtcal Pe -
Eonsumptton, partlcularly on long passagesl
Cofitrollablc Pltch Wlth a CP propeller rotattng ttre same way all the ttme
Propellere It can, at ftrst, "1.- a llttle confustng wh.en trylng to
Flg. 56(b) and 57(b) understand whet-her they should be tnward or outward
irrr.t"g for twln screw w6rk. To work thls out lt ts best to
start wlth the assumptlon that the lnslde propgl.l.eldurlng
a turn must, wnen tt ts ret wlth astern Pltch' glve

ln order to actrleve the sam

flxed pttc[ProPe[ers.
Although' ln general, shlps are.bullt to glve the.correct
twln screw t""p"or^se, there are In fact a few shlps tn
exlstence whlch a" have handed twln CP propellers'
"it
but lnstead have twln propellers whlch rotate the same
rtght or left-handed' It can
tn"from the shlP's Personilel
'ot J :::l"'-"'ii:
"Tf"to use
i lil:
where agaln'.lt ls best
I
the two propellers as one, ra'ther ltke-a stngle screw shtir'
Thc Plvot Polnt

rtance when worklng a twln

b bctng the greater varletY of
optlons avallable ln terms of englne Power'

T24 THE NAUTICAL INSTTTU]E

L
 \\'iii'r Stcrnrvay
!-ig.58(a)

With Headwav
Fig. ss(b)

- ifurning Ability
. . Th: abllity to develop-tsrate of turn. rvt{.h a tlln screl
ol'_modest.
I,IJP porvef. perhaps bcst vies,e d ln -tq,o
cffllerentcategorles ......
. low epeed maaoeuvrin$.
. manoeu--'rinf at higher speeds.
Trrrning abtlttv ai Irrrw
speeci

$I resistance. The e
required to eirher
back. but it shorr
balanced as so
or ease the shlp
ris WiTt-Shift ttie.
plvot point and d pdlngl-r..

TI{i.: .SLItplIANnl L'I)'r: /-rIrnc. l2S

-
l2^f
't -- "- " -'.'
 F-ig. 58 Tsuils Serew Ttun"sairg ^q.biEity

32ttr
f--f I Ll

a) with ,ster'nway
,i
I
i,.

98m

"rE/ 1 ."

, -b) with headway: one en$ine astern

ii.

98m
F---ts-+- --F-_i--#----+---+------]--+- I

,,..,,_
/:..-i-
.'.ti'

/DL) I 4.,'-t
.t'
----f-----F----_C----'_F----+-----F----*:-"---*----|----t-----'----t----7;.

c) witir heachvay: boi.h engines ahet$

I 2,6 'l-Fll, N,iTUTICAL Ii\S]'lTUf ii

Turnlng ablltty at speed When handltng a twln screw shlp at moderate speeds
Ftg. 58(c) however, often ln the conftnes of a channel, rlver or estuary'
It ls worth recalling sonre of the potnts whtch were relevant
to handllng slngle screw shtps ..''..
. transverse thrust ls a poor turnlng force'
. the wash from a propeller gotng aslern and therefore
transverse thrusi. will notieach the hull lf the speed
ls too hlgh.
o the rudder force generated wlth ahead power ls an
excellent turning force-
. constant speed turnlng clrcles are always slmilar
no matter what the sPeed-
o correctly applted 'kicks ahead'are the most effectlve
way to tl$hten a turn.
se there
' to relY
$"11'i
flne at tow manoeuvrlng speeds lt ls very unwls-e- at lsa
moderate spceds, for eximple over 5 or 6 knots' Thts
because transverse thrust ts a poor force. ln comparlson
to rudder force and lt wlll actuaily result tn a reductlon of
the vessels rate of turn and a larger turnlng clrcle'
Alternatlvely. the rudders could be put hard over and
both ingrn.s usld wtth sufflclent power to generate,It"k"a
ahead *:htch wlll' lf the speed ts not excesslve. result ln
much ttglhter turnlng ctrite (see flgure 58c)' Thts wlll be
extrernefy tmportant."whe n ne$o tlatlng a d lfflcult iurl Ytth
adverse condtttons, such as sh4llow water or hlgh adverse
wlnds.
Ar ro oftcn lr tho Gltcr crccrclvc spccd-la tho
SrcrtG.t cncmy and lt nuet o!elrlqc t9.U.r9u-Slj^yett
io-t, bcforc tLc adYantagcc c,ithcr kickq rhead or
trln rcrct lork can be fully utlllscd'

THE SHIPHANDLERS GUIDE I27

I

Convcntfonal Sugt rre rtlll uaed ln many portc of thc torld

An Azlnqll-$3crn Drlvc tu3 dcmonetratln! ltc vcrrrtlllty

I28 THE NAUTICAL INSTITUTE

t
i
) CHAPTER TWELVE
) TUGS IN SHIP HANDLING
) fntroductlon THene ARE, THRotrct.tour rHE llARBouns,offshore tnstallatlons
and waterways o[ the world, a dlverse range of rnarltlme
) operations. each of whtch has tts own worklng practlces
concernlng the use of tugs. These will have developed as
) a result of spectftc operatlonal demands wlthln an
lndlvldual ptlol's distrtct which may have been tnfluenced
I by some or all of the following --....
) '. type of shiPs betng served'
number of shlps bein$ turned around.
o
I .
etlvlronmental conditlons.
navlgatlonal constralnts.
. slze and type of tu$s avallable'
) . flscal conslderations.
. lnherent hlstoric or tradltlonal practlces.
) . experience levels of personnel lnvolved.
) Glven such a wlde sphere of operatlons across the
world. lt is obviously dlfflcult to develop general
) lnstructlonal material for tug operatlons. Not surprtstngly'
ln some cases, lt may come tnto confllct wlth more spectflc
) tndlvtdual worklng methods whlch natur.ally take prtortty
and thts ts fully alprectated and. untlerstood.
) A pllot's initial expertlse wlth the use of tug-s ts
frequentty restricted to what can be $leaned from the advlce
) of sintor pilots and collea$ues durtng trainlng. sometlmes
a brlef pirtod as an obsirver on i tug, and thereafter
) personal exPerlence.
) Wlth these polnts ln mlnd thls chapter ls lntended
solely as a basti from whtch to start and to asslst offtcers
) "tta iftot" ln developlng or relnforcln$ thetr own ldeas and
experlence when uslng tugs.
) To galn a broad lnslgh
) tmportant to be aware o
avallable and in Partlcular
'fo do thls lt ls helPful, to $r
) of tugs accordlng to thelf
provldes the followlng broad categorles "",'
I . conventional tuEl3.
) . tractor tugs.
o azlmuth stern drive tugs (ASDI'
i) Conventlonal Tugs The conventJonal or tradltlonal tug'-for years the. work
Ftg. 59(a) and (b) horse of the marltime lndustry and sttlt wldely employed,
has two lnherent destgn features whtch can' by modern
gtandards, llmtt lts efflclency. These are """
I
r thc tradltlonal propulclon ualt'
I r thc poeltlon of iUc torlng hook'
The propulston unlt ls usually a -slnglc rlght -o-r left
handed iroielter wlth a standard rudder conftguratlon'
not unllke hany small vessels world wldc' To lncrease

THE SHTPHANDLERF GUIDE I2.9-

 FlE. 59 Gonventionaf Tug

a) without Gob Rope

b) wlth Gob Rope

P

r3O THE NAUTICAL INSTITUTE

 restrlcted by fatrly basic manoeLrvrablllty.

approxlmately a | / + of the length of the tug from forward :

and the tug may be expected to handle Itke any other

conventlonal vessel.

reduced, lt ls silll substanttal and the tug retalns a good

turnlng moment (PT) and a fair degree of iranoeuvrab-tltty
under the tow .
ver, any attempt ls tow,
to the sterfr (see ln a
I reductlon of (PT), lous
owlng hook therefore needs
d of the propulslon unlt as
freedom of movement under

Thls comblnatlon of towing ho s and limlted

manoeuvrablltty, have a tendency conventional
tug at partlcular rlsk to elther ln girung.
fntcractlon In l95O a leadlng tug manufacturer conducted a
Forrerd resea-rch programme lnto a large numberof tug accldents
all of which had resulted ln the toss of ltfe. The mosr
common cause of these accldents was found to be
of shtps using tugs has
stlll relatlvely small and
very much more at rtsk

a shlp makl
ifferlng wate
posltlve pres
from the shl
or suctlon area exlsts all the way down the shtp's slde from
the plvot polnt to the propeller (see chapter Z
Interactton). Near the stern thti suctton area ts augmented

THE SHIPHANDLER'S GUIDE 13I

 Flg. 6() TuE Interaction

a) foruard

b) aft

L32 THE NAUTICAL INSTITUTE

 by the flow of water lnto the propcller aperture whtlst the
englne ls turnlng ahead and, lt should be noted, at any
tlme whilst controllable pitch propellers are engaged.
Ftg. 6O[a) It should be remembered that the strength of these
Interaction zones and the distance they extend out from
the shlp can lncrease dramatically, not only wlth a small
lncrease tn shlp speed but also if the shlp passes lnto
shallow water and the pressure zones are restrlcted. When
a tug ts working'lts way in towards the shlp's forebody.
wlth the intention of passing a llne forward. lt may pass
through one or more of these lmportant areas (see Tlgure
6Oa) and experlence adverse handltng characteristlcs.

Flg. 6o(a) In posltlon I for example and simtlarly all the way down
Posltlon I the stde of the ship, tf the tug ls allowed to get ln too close.
It mlght, desplte all the efforts to prevent it, be bodlly and
lnexpllcably sucked into the shtp's side. Thls mlght occur
unlntentlonally ln strong winds, .,vhen a tug ls ln the lee of
a.large shtp which ls driftlng down upon lt. Once trapped
alongslde lt .can be extremely dtfflcult to get off agatn,
unless the shlp's speed is substantlally reduced thereby
relaxlng the strength of the suctlon area. For the
unfortunate tug master, thls can be the start of a chaln of
handllng dtfflculties whlch can accumulate and end in
dlsaster.
Flg. 6o(al In posltton 2 the tug ls agaln working ln close to the
Poeltlon 2 shtp's slde and passlng through an area wherp lt is half ln
and half out of the respectlve pressure and suctlon zones.
A posltlve force ls pushlng the bow out from the ship. whlle
another force ls pulllng the stern into the ship. Thts
comblned turnlng^couple will create a strong shear away
from the shtp whlch will requtre rapld and bold use of both
helm and power to correct lt-
Flg. 6o(a) When worklng close ln under the bows, ln posltlon 3.
Poaltlon 3 the tug may have to run shghtly ahead of the shlp's bow
p.ressure zone and consequently find a very strong posltlve
force belng exerted on the stern and ruddet. Thls wfll glve
a slmllar effect to that of puttlng the helm hard over
towards the bow of the ship and the tug could sheer rapldly
across lts path. Bold correctlve counter rudder with power
wlll be needed lnstantly, but even then may be lneffectlve
agalnst a force whlch can be very strong.
Flg. 60(a) If the shlp's speedJs too hlgh and the lnteraction forces
Posltlon 4 correspondlngly severe, or tf the tug master falls to keep
control, the tug can flnd ltseif ln posltton 4 wtth alarmtng
and fatal rapldlty. The consequences may be flooded decks
and serlous colllslon damage, parttcularly from underwater
contact wlth a ship's bulbous boW, wtth the possibttity of
capstze and loss of life. A sudden and catastrophic loss of
stabtlity ls the most likely cause of a capslze and this can
occur even wlth a very slight colllslon. Tugs, lt should be
noted, roll over and flood extremely qulckly, thus affordtng
llttle tlme for the crew to escape!
Intcractlon Aft When a tug ls approachlng to Pass a lln-e aft lt ls also
Frg. 6o(b) Itkely to feel tfie effiit of lnteiactlbn and diay, stmtlar to
the forward tug, experlence some handltng dlfflcultles. Thts
wlll be parttcularly evldent tf the shlp's speed has not been

TI]E SHIPHANDLEryS GUIDE I33

 sufflclently reduced. The resultant Interactlon forces may
be too strong, caustng a vlgorous suctlon. or low Press_ure
area, around ttre aftCr body of the shlp (see flgure 6Obl.
Thls ls compounded by the more obvtous and wldely
recognlsed rlsk that ls assoclated wlth worklng under the
stern, ln the close proxtmlty of the shlp's propeller.
Flg. 6O(b) When a for':xamPle,
Posltlon I ln posltlon 1 tlon and maY
Posltlon 2 stalt to take . As thls maY
Poaltlon 3 be a low pressure area, the tug wlll have less water
reslstance ahead of lt and may also experlence an
unexpected lncrease ln speed. Unless qulckractlon ls taken,
wtth tounter rudder and approprtate power, the tu$ wtll

upperworks. '

comlng ln close. Thls ls, ln any case, a good pollcy to adopt

durtng all tug operatlons.
Whllst procedures vary from port to port, some tug
masterg may opt to make thelr approactr tn relattve safety
from dead istirn. on the centre llne of the shtp. When
close ln, bow to stern, the flrst llne ls passed down to the
tug's bow and then the tug eases out.to a safer Posi'tlon' to
lt*. complete maklng fast and taktng up statlon.
a
OlrSln; r Tr3

or both of the followlng ......

. thc chip turntng lndepondcntly rnd too qulckly
awsy frpm tho tut.
. orc.&stvc atratghtllnc cpeod wlth r tuE mede' I:ast.
Let us look at an example of a common sltuatton' wlth
"

a conventlonal tug forward on a lon$ llne.

nig. 6r(8) In thls area the tug ls relatlvely sgfe arid regaiciless of
Posltlon l: Forward whether the shtp's spJed ls too hlgh lt does not result ln
any tmmedtate piobtem. provlded tt rematns wlthtn a small

134. THE NAUTICAL INSTITUTE

t.
 f ig. 6l Girtin$ a Conventional Tug

b) aft

r35
THE SHIPHANDLERS GUIDE
 angle on the bow. Whtlst lt can remaln ln attendance, such
a small arc of relatlvely safe effectlven€ss wlll naturally
limlt lts operattonal capablllttes.
Posltton 2: Forward If the tug ls out in this posltton broad on the bow ttre
ship could, as a result of too much starboard helm or
excesslve speed, or both. outrun the tug whlch may have
nelther the tlme nor manoeuvrabiltty to turn and keep up
wlth the rapidly swinging or accelerating shlp.
Posltlon 3: Forward This ts the worst possible situatlon where the tug ls
betng pulled around on the radius of the tow llne and
because of the position of tt's hook,.ls then dragged along
wlth the tow llne out on its beam. Due to the nature of the
forces lnvolved, it will also be pulled over to a dangerous
angle of heel and unless the tow llne breaks, or can be
released immediately, the tug whlch is powerless to respond
and already llsting heavily, may capslze!

A conventional tug worklng aft, ls perhaps more at rlsk

than the forward tug, as its desl$n charactertstlcs
frequently oblige it to lay with the tow llne much more
lncllned towards lts beam.
Flg. 6l(b) Provided the ship is elther stopped or proceeding at
Posltton l: Aft extremely low speeds a conventlonal tug can work qulte
efflcieqtly wlth maximum bollard pull ln all dlrections at
this and any other position around the stern.
Posltlon 2: Aft If the ship's speed now lncreases, the tug wtll have to
work around onto a heading whlch ls more tn keeplng wtth
the shlp, not cnly to keep up with the acceleratlng shlp
but also to rnalntain a safe lead with the tow llne. Thls
does, however, have a tendency to encourage the tug; master
to work wlth the tow line dangerously near the tug's beam
and unfortunately also results in a substantlal loss of
bollard pull over what was a previously large useful arc of
operatlon.
Poeltlon 3: Aft Should the ship's speed become excesslve. or lf the
stern of the shlp is swung rapidly away from the tu$. lt
may be unable to respond quickly enough and could fall
to keep the safe statlon prevlously illustrated. As a
consequence the tug mtght be dragged around on the
radius of the tow line to thls dangerous position and capslze
wlth shocklng rapldity. -It is also very lmportant to note
that a tug attendlng a ship aft, but in the close confines of
a lock, may find ttself in a slmtlar situation, but with even
less ability to manoeuvre. Should the tug get caught across
the lock wlth a shlp proceedtng at too high a speed it will
be exposed to a very serlous rlsk of girting.

For thosc unfortunate enough to have wltnessed it, a

tug betng girted and capslzed is an awesome and
frtghtening sight. It frequently happens too quickly to
actlvate qutck release gear and allows absolutely no. time
whatsoever for the evacuatlon of the crew who may become
trapped ln the submerged tug.
Thc Gob Ropc The conventlonal tug, tn comparlson wlth the more
Ftg. 62(a) and (b) manoeuvrable tractor tug and azlmuth stern drive tug!. rnay
be at a dlsadvantage as a result of ..,...

136 THE NAUTICAL INSTITUTE

 Flg. 62 WorkinE a Gob Rope

-- Gob Roner-
(length adjustable)

a) securlng

b) limitations and,safety

THE SHIPHANDLER'S GUIDE I37

Thc Gob Ropc . lnteractlon.
(contlnued) o gtrilng.
. excesslve shlp speed.
o conflned locks and dock areas.
o tradltlonal manoeuvrabillty.

In certaln cases, some conventlonal tug masters mtsht

keep lts stern up to the tow.

Frg. 62(b) Once secured, the gob rope clearly llmlts the
Posltlon I

full manoeuvrablllty lf lt ls necessary ln order to reposltlon

the tug befoie taklng the wel$ht agaln.
Ftg. 62(b) These two posltlons show the tug! wlth lt's gob roPe
Pogltlonc 2 and 3 secured, ng due to excesslve
shlp spee on the radlus of the
tow llne. ecause the gob roPe
has kept the ptvot potnt aft lt ls belng swung safely round
by lts slern thuq glvtng the tug master valuable ttme durlng
whtch the tow rnay be safely sllpped.
Urln3 tbc Tug'r
9ol;tt
Fg. 63(a) and (bl

upon.

to'make headway whlch 16 shlP and

ls laylng on the tow ltne us ther than
dtrett bollard pull alons s bow to
starboard. Thrs, unfortuna lngly less
effectlve tf the shlp's speed ls permltted to butld up'
because the tug's efiort ts then wasted on keeplng up wlth
the shlp and malntalntng a safe posltlon.
fttts
ln lts
gh ls
untll

I38 TT{E NAUTTCAL INSTITUTE

Flg. 69 Ustng the T!g's lfletght

THE SHIPHANDLERS'GUIDE T3S

 requlred as shown tn posltlon l. flgure 63b. However tt
can; tf lt ls safe to do so, move out'to posttlon 2 or
thereabouts and 'lay' on the tow ltne wtth lts own welsht.
but unfortunately lt must keep the tow llne aft of the towtng
hook posltton. Under the cireumstances thls deslgn feature
serlously llmlts the tug's arc of operatlon.
To overcome thls llmltatton' a conventlonal tu$
deployed aft may occaslonally be seen worklng wlth the
tow line secured forward but bearlng ln mlnd that thls
mlght then have to be let $o and re-secured on the maln
toitng hook in order to work in the conventlonal way. Thls
ls generally consldered lnconvenlent and ls not
commonplace.
Two lmportant thlngs must be remembered tf the tugs
are belng used in thls way ......
. thc risk of Etrting ls lncrcased and thc tug
thc chlp'e spocd'
naster must *eep a cloao eyo on
' the tugs may lmpart an lnsldloue lncrcaro ln
specd to the shlp whieh nocds to bc moaltorcd'
Whilst there are clearly ltmltatlons assoclated wlth
conventlonal tug destgn, lt should not be forgotten that
they have been i=he woikhorse'of the towage tndustry and
are sttll economlcal, well proven and lnvaluable ln the
hands of a good tug mastei. They can be very powerful.
modest horJe powei often belying excellent bollard pull'
partlcularly by placing the propellers ln shrouds or tunnels
and the master can 'dig ln'on a tow llne and put thts power
to enormous effect. Minoeuvrability can also be lmproved
by ustng twin propellers and bow thrusters'
ttgbtwttnslandtng this, however, manufacturers have
developed totally different concepts tn tug deslgn ln an
effort to achleve outstandlng tug performance and
manoeuvrabtllty.
Treotor TuBc The tractor tu$ represents a complete depart-ure from
Plg. 64 the tradltlonal deitgn of the conventlonal tug, but wlth
compantes llke Volth Schnelder and Schottel developlng
tracior tugs between l95O and f 960 lt ls, perhaps
surprlslngl!, not a partlcularly new conceP,t. The key to
the true tiactor tug lies in the use of two multl-dlrectlonal
propulslon unlts,-of whlch some are rather llke large
iotitf ng outboard motors with others conststlng-of rotating
verttcalblades. They enable the thrust unlts of the tug to
be placed side by iide, *o.e or less under the brtd$e'
theieby facllitatlng spectacula,r manoeuvrablllty tn the rlght
hands (see frgure"64). Interesttngly, these untts have also
enJoyed consTderable success foi many years lnstalled on
some ferrles operating ln lnshore waters.
On a tractor tug the towlng polnt (P) can be placed
much nearer the stein because ihe propulslon unlts, and
therefore the thrust (T) ts always 'outslde' of the towhg
potnt. thus creattng a good poslttve turnlng moment (PT)'
if tnt" ls comparea ittn tne Conventlonal tug back tn ftgure
59 lt can be seen that thts ls completely the opposlte to
the tradttlonal conflguratlon.

I4O fiIb NAT.TTICAL INSTITUTE

Flg. 64 tactor Tu$

THE SHIPHANDLERS GUIDE I4I

i:
 ther enhanced bY
a wlnch drum wlth
the brldge. The tug
tow llne at wtll and
wlth conslderable ease-
best bb deflned es onc
a traller, the Power unlt
the towlng Polnt. unllke
ulslon ls actuallY behlnd
the. towtng Potnt and Pushlng lt'

tug tf lt ls drY docked or grounded'

nt ugs bY-
co atter of
me up wlth
rst to SOme
extent already been outllned """
Advantagec of tractor . full thrust over 360 degrees'
tugs o raptd power-on resPonse tlme'
. oritstandtng manoeuvrabtlltY.
o able to repo"sitton qulckly lf Jo requtred by the pllot'
. slmple control sYstems'
o v€ry low rlsk of gtrttng.
. can more effectively -overcome lnteractton forces

o rellable; robust propulslon unlts'

of lmportant conslderatlons'

Dleadvantagea of htgh caPltal lnvestment costs'

tractor tuge . leJs bo[ard pull per ktlowat-t power'
. repalr and matnlenance of complex underwater
unlts maY be exPenslve'
o handllng ln an open seaway mtght be Po_o_r-wlth the
' short dlstance b'etween the plvot polnt and tlrrust'

I42 THE NAUNCAL INSTITUTE

L
Fig. 65 Azimuth Stern Drive Tug
and Azinuth Propellers

THE sHIPI{ANDLER's cuion \F

 e
i"
\A
a
\
Dlsadvantages of (rounded and /or fall lf choked wlth'debrls'
tractor tugs . draft may be up to 5m' whlch ls large In comparlson i
(contlnued) to conventlonal tugs.
. the re-tralnlng of conventlonal tug masters ls
essentlal ln order fully to maxlmlse a tractor tug's ta
potentlal. a
t
There are throughout the many pllotage dlstrlcts of
Azlnuth Stcrn the world, but partlcularly so ln Japan and Australta, a
a

Drlvc (ASDI Tugr substantlal number of tu$s known as- dzlmuth stern or 'Z'
Flg. 65 drlve tugs (see flgure 65). a

Thls tug ls not, strlctly speak-tng, a tractor tug ln the

true sense if ttre word but more of a compromlse, utlllsln$
some of the beneftts of both conventlonal and tractor tug
one amldshlPs
om two rotathg
those emPloYed
tradltlonal twln
ecrew tug.

Itmltatlons. o

a better dlrectlonal stablllty at speed.

Advantageo of an ASD a more sultable hull form for open waters and worklng
Tug ln a seaway.
o lmproved boll.ard pull per ktlowatt.power.
a azthuth unlts easy to wtthdraw for malntenance and
repalr.
a mixlmum heel wtth slde thrust less than 15"'
a shallower average draft of 3m-
o slde steppln
Lfmttattons of an ASD a squat at ine the aft deck has
Tug bden known eslgn tYPes when
backtng wlth full power.
stlll su"scepttble io glrttng when uslng the after
towlng posltlon.
a sltghily more at rlsk from the effects of lnteractlon'
a tt ts not uncommon for 99% of all towlng to be
Itmlted to the forward Posltlon.
a complex control systems.
a mori suscepttble to rubblsh damage ln propellers'

Gonbl tutr

ropulslon sYstem.
standard tunnel
azlmuth thruster
lsttcs accordlnglY.

L44 TTIE NAUTICAL INSTITUTE

:
a

3
i
t ''{
r+C{ ;fr;:11*r '--g I

ra

!
I

I
I

;.$

,F4

A Volth flchncldcr ud I convcntload tug ln rttcndr^loc

THE SHIPHANDLER'S GUIDE .T45

 FiE. 66 lfactor Ttr$ Forward

a) usin$ stern towin$ Point

b), some' a'lternatives

THE NAUTICAL INSTTTUTE

Itrkcd Flcctr Many pllots wlll flnd themselves worklnS {or port
authorlttes that are served by tu$ comPanles whlch are
older, conventlonal
two modern tractor
re sornetlmes under
the lnadequate re-
tralnlng of tug masters. reslstance to changtn6l rr^ethcds
of operitton, or perhaPs even a ltttle btt of both.

Elsewhere one can understand the dtlemma of the ttr6

It wlll therefore be essentlal, for a long ttme to come'

for both" ptlot road
understandtng both
the traetor tu! best
results can be both
typ€s ln a mlxed fleet of tu$s.
Worldag r tnotor
tut lorrrrd
Ftg. 66(a)
Poeltlonc I and 2

Posltton 3 eln
and tow
llne um'
tog
Ftg. 66(b)
Posltlon I

practlced.
Posttlon 2

when tiftrng off wlth a lot of power.

THE SHIPHANDLER'S GUIDE T47

 Fig. 67 lbactor ltrg Aft

!+'
*r
+i
+,/ ,

148 THE nnuncat INS-TtruTE

-
-
- Worklng e trector ' Thls ls an excellent towlng posttlon, agaln much
-l t>
tut rft fivoured tn Japan and the USA, and partlcularly good when

-r- Ftg. 67

i't-
F
Posltlon

Posltlon 2
I
the prevlous example, may sttll apply.
Thls ls a worklng method most commonly assoclated
i3 wlth channel escort work, or any other occaslon when a

I
assl
shlp ls ln translt and requires tug g
i\. trac
way. In thts partlcular task the s
tnto lts own and ls vastlY more e
conventlo Polnt'
escortlng Peeds'
!-- (It is fali
bow flrst,
s well'

5 Posltlon 3

E
deep draft vessels.

Posltlon 4

Worklag en ASD Whllst there are many oPe

tug forrard tractor tu$, the ASD tu$ ls
consequentlY one or two oPerlt
tn mlnd.
Ftg. 68(a)
Posltlon I

conventlonal tttg.
Posttton 2

H
u
l1
THE SHIPHANDLER'S GUIDE 149
 varlarits of thts type of tug. when maktng way stern flrst,
at any sort of speed wtth the power on, there ls a tendency
of the stern to. be pulied down or 'squat'qulte alarmtngly
and badly enough for the after deck to become awash and
flooded. Thls. of course, ls not acceptable and the tug
master may therefore prefer, qulte rlghtly. to revert to the
Gonventlonal worklng method tn posltlon I for channel
escort dutles: Newer ASDs may not be'susceptlble to thls
problem.
Ftg. 68(a) It ls characterlstlc of thls type of tug, ln some areas of
Posttton 3 the world. to be deslgned wlth a consplcuously well
fendered, flat nose, whlch factlltates etther'lashlng up'or
slmply laylng on a shlp bow ln. Thls avolds the problem of
heellng angle when applylng full thrust and places the
thrusters further away from the ship, thus decreaslng
power loss through turbulence and backwash.
Some cautlon ls needed, when tugs are approachtng a
shlp to land bows ln. as the shlp's stde can easlly be
damaged througtr landlng too heavllyl
Workltg al ASD If an ASD tug ls attendlng a shlp aft. tt can do so ln
tug eft the same manner as a tractor tug by uslng lts forward
Frg. 68(b) towlng polnt and paravane out, uslng lts own welght and
Posltlon I water pressure to asslst the Shlp lir turnlng (see flgure 67
posltlon 3). It cannot, however, generate the same amount
of force (through llft) as the tractor tug does wlth tts large
skeg aft.
On the completlon of channel escort\rork, for example,
when berthlng or swlnglng, lt can rapidly redeploy
alongslde as shown ln positlon 2 or remaln on a long ltne
aft. Thts ls a matter of choice for the lndlvldual pllot or
shlp's master and ls dictated by the nature of the
manoeuvre they are conducttng.
Porltloalng I tug In order to make the best use of a tug and achleve the
deatred result. tt ts trnportant to posltlon tt ln the rlght
place: To-do thts ft ls necessary to ask the followlng
questlons ......
o what ls the lntended movement and or manoeuvre?
. wtll the shlp be predomtnantly wlth headway,
backlng, or stopped?
o where wlll the shlp's plvot polnt be?
. where will the tug be ln relatlonship to the shlp's
plvot potnt?
o .what type of tug ls belng used?

There ls, therefore, glven the very ndture of the

questlons, every lndtcatlon that there ts a very lmportant
tnteracttve llnk between the shlp's plvot polnt and the
Posltlon of the tug. Thts is best tllustrated by looklng more
closely at some speclflc examples.
Chenacl creort In very many cases when a shlp ls ln translt of a narrow
(ug waterway tt ls not practlcable ln the lnterests of safety to
Frg. 69(al and (bl do so wlthout the asslstance of a tug. An example of thls
occurs when a shlp has to negotlate a bcnd ln a channel
where, due to relatlve shlp stze, shallow water. tldes. wlnd
or any comblnatlon of such restrlctlons, lt ls clearly beyond

r5O THE NAUTICAL INSTITUTE

t:
l.; tltt 6a WorklnE an
Azlnuth Stern Drlve Tug

,
, -l
tl
, It
I lr
, tl
, I rt
a
a
ii i ii
ii i!l t'
il t a) forward

b) aft

THE SHIPHANDLERS GUIDE I5I

 Flg. 69 Channel Escort

a) conventional tug forward

b) tractor hrgs aft

r52 fi{p NAtrncifL INsflTUTE

the capablllttes of the shlp's normal turntng clrcles and a
tug ls requlred to lmprove the shtp's turnlng ablllty.

cannot be exposed to the threat of mechanlcal fatlure, or

placed at rlsk from even the brlefest of lapses ln human
Judgement.
It ls ln the role of channel escort, that the dlfferlng
les of the tract ntlonal tu$
ustrated and lt ls most
mould of long tradltlonal
thtnktng and worklng methods.

turntng moment of ......

40 metres x 20 tonnes = SOOtn

I2O metres x 2O tonnes = 24OOtn

Thls ls three tlmes that of the forward turnlng moment
and also lllustrates why the effect of 'paravanlng' ls
achteved wlth relatlvely llttle effort.

Thls example clearly tndlcates that the posltton of a

tug relattve to the shlp;s plvot poht stro.nlly.g-llucnces
the tug's effecttveness.'It 16 also ipparent thll bny shlft of

THE SHIPHANDLER'S GUIDE 153

 the plvot polnt wllt also effect tug perfor^".r"" arid thfs
may best be lllustrated wlth an example of tugs on long
llnes.
fbgr on lor3 llnor In thls example the shlp ls of l60 metres length wtth
two2O tonne bollard pull tugs ln attendance, one forward
and one aft. both on long ltnes. It ls- assumed for the
example that the ship ts on even keel. lh deep water, wlth
no wlnd or tlde and ts therefore lnfluenced by no other
obvtoug factors or forces.
Shlp stopped Wtth the shlp stopped and on even keel the centre of
Flg. 7O(a) gravlty of t. ls approxlmately
amldshtps etght wlth full power.
they wtll b turnlng leverS of 80
m and the
Forward Tug 8Om x 2Ot = l60Otm
Aft Tug 8Om x 2Ot = I600tm
As a result the shlp wlll llft off, movtng bodtly sldeways
wlth no resldual rate of turn.
hcadwav Once the shlp gathers headway, even a small amount.
;ll?#a5tng the plvot potnt wtll move forward to a poslilon
approxlmately one quarter of the shtp length from the bow.
Thls substantlally alters the lengths o1 the respecilve
turnlng levers and upsets the balance between the two tugs
whose turnlng moments wtll now be ......
Forward Tug! 4Om x 20t = 800tm
Aft Tug l2Om x 2Ot = 24OOtm

The tug aft ls therefore conslderably more efflclent than

the tug forward and wtll ltft the shtp's stern out much more
gulckly than the bow, whlch wlll appear sluggtsh.
Alternatlvely thls may be percelved as the shlp's-bow
developlng an undeslrable swtng to port.

lhtp lqaktng rternway If the shtp, whtch was prevlously maklng headway, ts
Ftg. 7O(c) now allowed to develop sternway, etther lntentlonally or
otherwlse. the balance of the two tugs ls completely
ehanged. Thts ls due to the shlft of the strtp's ptvof polnt,
from forward to a posltlon approxtmately bne quarter of
the vessels length from the stern. The respecttve turnlng
levers and turnlng moments are now completely altered
and are as follows ..-.--
Forward Tug I2Om x 2Ot = 240otm
Aft Tug 4Om x 2Ot = SOOtm

The tug aft. whlch.was prevlously dolng well, ls now

poor ln comparlson to the forward tug and the stern of the
shlp wlll appear to be sluggtsh when ltfttng off. Thls may
also be percetved as a developlng swtng of the bow to
starboard and opposlte to the swtng to port, whtch was
experlenced when the shlp was maktng headway.

154 THE NAUTICAL INSTITUTE

Flg. 70 TuBs on Long Lines

20t
fr\
\)
a) stopped

b) making headwaY

c) making sternway

d) tugs balanced

THE SHIPFIANDLER'S GUIDE T55

 iin
i.i

thc tuga the precedrng examples wrth two 20 tonne bollard

F1:ts[f pull-In
tugs the maximum ltft for the shtp was ......
Forward tug 2OL
Aft Tug 2Ot
Total 4Ot

approxlmately one thlrd of lts potentlal ........

Aft tug 4Omx 2Ot=8OOtm
Forward tug l20m x 7t = 8OOtm
Totals 27t Nll tm

Tbgr elongcidc ' A; prevlously meniloned ln thls secilon, some

between the tug's poslilon alongslde a shtp and the postilon

ot tnat shtps pivot polnt.
headwaY
;[tl#,x5rng

Thls would, for example, be most useful when

Thls also enables the pllot to use the tug for brakln$,
or stopptng the shlp, wlth good control. lf so requtred. lf

156 THE NAUTICAL INSTITUT5

Fig. 7t llrgs Alongside

Swlnglng

a) with headway

b) with sternway

TFIE SHIPHAT{DLER'S GUIDE L57

 Shlp maktng stcrnway
:fiEl 7fib)

be qutte dlsapPolntlng.

Botlerd Pull v sto

hlp.
Slad Foroc able
Frg. 72(a) , lfl

iIE THE NAUTICAL INSTITUTE

 Fl!t. 72 Gontalner Shtp l[ovement

Area of wlndagc 25 m x 28O m = 700O sq.m

b) rnnn66uvTc

I ( wnd so krots

THE STIPHANDLERE GTJIDE T59 .

 t
A
1
a
t'!
establlshlnt the wlnd llmtts for certaln vesgels,. or asstst
ln analyslng movements whlch may not be golng well. Wlth i
an approxlmate knowledge pf the shlp's length overall and
freeboard, plus the Iength and helght of the superstructure, t.-
lncludlng any deck cargo such as contalners. lt ts posslble
to calculate rou$hly how many square metres of ar:a the \-
shlp ls presentlng to a bearrl wlnd. The contalner shlp ln
flgure 72a, for example, has the followlng approxlmate a
overall dlmenslons and area of wlndage .....-
I
Length 280 m
Freeboard 25m a
\
Total Area = (28O x 251 = 7000 sq. metres
If we know the predlcted wlnd speed for the lntended i
Examplc movement lt ls now posslble to establlsh a rough tdea as
I
to the force ln tonnes that the ship ls llkely to experlence,.

Wfnd Speed = 30 knots \a

Wtnd Speed ln metres per second (V) a

22 = = l5 m/s.
hnsls 3A t

Wlnd force ln tonnes per i

IOOO sq.m

\P = l5.r = 225 = 12.5 t/sq.m t

r8 l8 l8
Totat l4llnd Force 12.5 x 7 = 88 tonnes
(For further and more detalled readlng concernlng the
lnfluence of wlnd upon a shlp please refer to chapter 5 -
Effect of Wlnd)
To,hold thls shlp steady wtth a beam. wlnd of 30 knots
would requlre, at the very least. a comblnatlon of tugs that
offer a total bollard pu'll of at least 88 tonnes. However, lt
must aleo be remembered tt+at the wln4rforce varles as the'
square of the wlnd speed, and a gusty wlnd, or squall.
may take the wlnd force well beyond that of the tugs,
thereby plactng conslderable straln on the tug's wlres. Thls
partlcular shlp would, for example, experlence ttre followlng
lncreases ln wlnd force lf the wlnd gusts to ......
o 35 hnote ll9 tonnes
' o 4O knotg f5A tonncc
Wlth an approxlmate knowledge of the wlnd force and
knowlng the type and slze of tugs to be used, lt.ls now
posslble to take a closer look at a. movement lnvolvtng
several tugs.
ildtl-Tr6 In thts partlcular example (see flgure 72b) the contalner
tlovcncnt shlp whose wlndage we have already establtshed, wlll be
Frg. 72(b) lnbound and lntendtng to swlng off the termtnal, prlc,r to
backtng up to the bdrth. Duitng the manoeuvie tt'is
anttctpated that a wlnd of 30 knots wlll bdblowtng off the
berth and also be on the shlp's port .beam whllst lt ls
backtng.

160 ".rtIE NALJTTCAL INSTTTUTE

 Avallable to asslst the manoeuvre are the followtng.......

Tug I Forward 4Ot

Tug 2 Alongslde 3Ot
Tug 3 Alongstde 4Ot
Tug 4 Aft 3Ot
Thruster lot
We can now look at thts movement more closely, to
obtaln a broad ldea as to whether lt can be conducted safely
ln these partlcular condltlons wtth the tugs provlded. Thls
could. for example, be very useful when dtscusslng the
movement with other lnterested parttes such as the port
authorttles and may offer a more professlonal and
substantlal argument, for or agalnst a movement, than
mlght otherwise have been the case.
Movcmcnt l: . ln the interests of slmpllcity, the wind ln thls case
Dlccucclon is shown worklng on the ptvot polnt and exactly
Shlp Stopped amtdshlps thus lndlcatlng no rate of turn. It should
Ftg. 73(a) be pointed out that ln some lnstances, wtth varylng
shlp design, lt may be a llttle forward or aft of thls
posltion.
o tugs t, 2 and thruster comblne on thetr turntng_
levers of l4O, 115 and 85 respecttvely. forward of
the pivot point, glvlng a total turnlng moment of
93OO tonnes/metre to Port.

tugs 3 and 4 are working on turnlng levers of 70

and l4O metres respectlvely, aft of the plvot polnt'
to glve a turning lever of TOOO tonnes/metre to
starboard.
thls leaves the ship wtth a resldual and perhaps
trnwanted, turntng moment of 23OO tonnes/metre
to port \relth t[e tugs at full power.
e to reduce thls swlng elthgr tug I, tug 2 or the
thruster and maybe a comblnatton of all three, will
have to be backed off- To ac-hleve this witl+ tug I
for example, lt would have to Pull back by nearlY
25 tonnes bollard pull.
To keep the shlp stratint' wlthout an undeslrable
swlng, lt wlli be neces-sary to ieduce the combtned potenttal
bolla"rd pull of tSOt to l2St. Fortunately thls-should sttll
t"isonably well wlth the 88 tonnes of wtnd force
"ope
without comPromlsing the manoeuvre.
Maklng Sternway Once the ship begins to back up, the plvot point moves
Flg. 73(b) aft and affects the bilance of the tugs qulte seriously'
r wlth the pivot polnt now further aft the wlnd force
of 88 tonnes ls now able to $et to work on a 70 metre
lever, productng a 6l6O tonnes/metre turnlng
moment to starboard'
r tu€ls I and 2 and the thruster are now worklng-og
exEellent turntng levers of 2lO' 185 and 155 metres
respectlvely, thuis glvlng a comblned and very large
turhtng moment ol t+*sOO tonnes/metre to port'

THE SHIPFIANDLER'S GUIDE 16I

 Flg. 79 Dlovement l. I)iscussion

a) ship stopPed

Thruster lO t

Force ln Tonnes tevers In Metres Turntng Moments

Port Starboard Forward Aft Port Starboard
Wlnd o 88 00 OO
Tug I 40 o 140 0 5600 0
Thruster ro o rl5 0 rr50 0
Tug 2 30 o 850 2550 0
Tug 3 40 o 070 0 2800
Tug 4 30 o o r40 o 42OO

Totals r50 88 93OO 7OO0

b) making sternway

15t

Thruster IO t

Force ln Tonnes Levers ln Metres Turnlng Moments

Port Starboard Forward Aft
o 88 70 o 0 6160
40 o 2LO o 8400 0
lo o r85 o 1850 0
30 o r55 o 4650 0
40 o o o
l5 o o 70
l49OO 72lo

162 THE NAUTICAL INSTITUTE

 Fig. 74 Movemcpt 2. Dlecusslon
>

a) ship

Thruster lO t

Force ln Tonnes Levers tn Metres Turnlng Mornents

Port Starboard Forward Aft Port Starboard
Wlnd o 88 oo OO
420U^
Tug r 30 o 140 0 0
Thruster ro o lr5 0 r r50 0
Tug 2 30 o 850 2250 0
Tug 3 40 o o70 o 2800
Tug 4 40 o o r40 o 5600
Totale 150 88 7900 8400

maf,tng sternway --
Wtnd S0knots

Thruster lO t

Force ln Tdnnes Levers ln Metres Turntng Moments

Port Starboard Port Starboard
o 88 70 o o 6160
30 o 2LO o 6300 o
lo o 185 o 1850 0
30 o 20 o 600 o
40 o o o OO
20 o o 70 o 1400
8750 8160

THE SHTPHANDLERS GUIDE 163

 tug 3 ls now posltloned elther on, or at least close
to, the plvot polnt and ts therefore able to exert full
Ix)wer wlthout Incurrlng any turnlng moEcnt.
the aft tug 4 ls now shown wlth an arbttrrry
reductlon ln bollard pull to l5 tonnes, as ft
proxlmlty of the
nlng lever that le
ln a poor turnlng
starboard whlch
ls very poor.
the resldual of these varlous turnlnA moments ls a
very substantlal 7,690 tonnes'/metreiesutilng tn the
stern swlnglng to starboard, down wlnd and away
from the berth.
o to stop thls swlng elther tug I, twg2, the thruster.
or a comblnatlon of all three, wlll need to be backed
o{f. lug l. for example, could be stopped altogether
whlch would result ln a loss of 40 tonnes of bbllard
pull. Th
wtth all
thus le
margln
Thls'clearly hlgh
operatlons, whereln
substanttal ln the flrst
by the need to control
as a result of commenclng to make sternway, or lndeed
-sudden
headway. Thls can also place a tug under and
unexpected loads. whlch can easlly break a tow llne. It ls
perhaps worth looklng to see lf the tugs can be reposlfloned
to better effect?
fovcncEt Zs The eruelal thlng tn thts operailon ts to get more power
Dlrcurrlon aft of the 'tltot point, tn order to countirbalance the
-€xcesslve swlng of the stern away from lts deslred track
w_hen backlng, but wtthout compromlstng the avatlabtllty
of full power should lt be requlred. Some small changes tn
tug posltlonlng coutd perhaps help.
Shlp Stoppgd . because the after tug ls worklng at such a
Ftg. 74(a) dlsadvantage on a poor turnlng lever, we can help
by exchanglng lt wtth the more powerful4Ot forward
tug. If thls were a tractor tug there mlsht also be
less loss of power, when hampered by the closeness
of the berth and lt may also be quite useful aft,
durlng the channel approach phase.
. thls has reduced much of the previous lmbalance
and the restdual turntng moment of 50O tonnes/
metre to starboard, ls tolerable and easlly adjusted.
Maklng Sternway . by the tlme the shlp commences to make sternway,
Flg. 74(b) tug 2 mlght be reposltloned aft, as close to the plvot
potnt as practlcable and adJacent to tug 3, where
they can both work on full power, wlthout creattng
excesslve turntng moments. Glven lts ablllty to
reposltlon qulckly when so requlred, thts task mlght
best be glven to a tractor tug.

164 THE NAUTICAL INSTITUTE

H M
handllng characterlsucs ........--... ZO. f'l 2 matn propellers --.-..-..............-.... -,.... -.. 96
harbour autMUes ........-...49 maln propulslon..-.-..-.. -.---..76
harbours ......-.. l2g matn towlng hook .....-.-.-.- 138
heellrrgang1e........ t42. t4Z, tSO manned models...... .....49. 55
hellcal dlschalge ..-.... 29, r t9 marlttme operaUons ..-...--. 129
hlgh stded ferry......... .....--..33 masters ..53. 59, 74. 87. ll9
hull deslgn ........99 mlxed fleet of tugs.......... ..147
hull fOrm.. .....--t44 moles .......-...-....76
hydrodynamlcs ......... ........-ZO moodng parameters ...........81
multl-directtonal propulslon unlts -... l4O
I multi-thruster unlts ...........93

[ndlrect towln€l mode ......................... I 49

tnland waterways N
............. f lO
lntegral hull strength .........89 narrow waterway.. ............ l50
lntended heaitlng ...............99 natural turntng effect.................-...... t I 9
tntended..track .......... .........99 naval vessels .-. l2l
lnteracflon .....-..93, l3l, f 56 navigational constralnts ................... - f 29
Lnteractlon zones.._-.... ...... 133
lnteractlve forces................. f 2, 68
lnward turntng propellers ..... -........... I 24 o
oflicers .....87. f l9
J offshore lnstallatlons ........................ I 29
otl termtnal -.............. .-.......80
rudders
Jastram .............. f Is open water translts .. !......,..... r.... -...... I 53
JetUes .-.TO, ZZ, AO operational bow thruster ............ -...... I 58
Joys$ckeontrd ....... 116, f42 over-hangtng stern.... ,...-.. 134

x "P
klck atread.....;. 18. 20, 36, GO, 94, f 2b paravane effect........ ......... 149
klck round .....-..29 Paravaning ...... r53
klneflc energ/ 94, IOO pilotage distrlcts ....... 83, ].2l, 129, 144
pllotage waters ........ f 06, f 09
L pllots
t6,74,76, 87, LOz, L2l- 147, 150, 156
lashlng up............ ............ f SO plvot polnt
lateral motton 3,6., 22,94, f 58 ...r2, 27,38, 50, 53, 72,76, 90, 96,
lateral movement ............. f 56 ro3, ll9, 124, r3r. r50, 16l
lateral reslstance 27, gO,50. f 25 pollutlon controls ............. I l2
laytng on a shlp ............... f bO port authourltles ...-........'. l6I
1ee............ ....... rg3 posttive pressure area ................. -......' 55
leiway........;........ ............. l03 power statton outlets .-........76
left-handed propellers 94, 124 pressure and suctlon zones............... 133
llftlng off ............ ..... tg8, r47 pressure zorre ........ ............60
bcal knowIedge............... 49, 59, ZO, 76 propeller aperture ..... j............ -.........' I 33
long haul trades ...............-. gz propeller deslgn .................23
long llne .......... f SO propeller performance .........-.....'.. '... '.. 93
longltudlnal reststance........... 12, gB. Ss propeller pltch .............'.-' f 07
longltudtnal Udd force ........................ 8 I propelter torque r.! i....................."... -. I 2 f
loss of stablltty ....... i.. i...r................... f 33 propeller tunnels..... .....-'...' 26
low lylng estuarlal areas ..................... 59 propulslon un1t.......... --.'-. 129
lowpressur€ itf,€i....r. .. bS. 80
low specd manoeuwlng ..................... f 25

THE SI{IPFIANDLER'S GUIDE 167

R
rate of turn -..------ """ 99' r58
remote contlol wlnch dnrm """""""' I47
restdual lateral motlon """'36
resldual rate of turn..---..'.."""""""" r54 T
resldual turnlng!moment --"""""""" f 65
retractable azlmuth thmster """"""' f 44
rlght-handed propellent -...'. " ""'
94' to7' ll2' r2r
rotatlng azlmuth untts .-...""""""""' I44
rotattn! nozzle """"""""' r3l
rounded bow.---......
::: :::::::::::. ii,\nt
....... r r9
.... L2, 30, 33, 127

s
SBM operatlons -.-..-.. """"' 4I
schottll .......... r4O
sea keeplngqualttles-.. ""' f 3f
shalt norsJPower """' l8' 89
shallow water....-... """ 55' 70
shdllow water effect..-..-.. "" 33
shear .'."""""' f33

short haul ferries """"""' I19

shrouded prolrcller "... . """ " "' I I 0
-.. -.,r... "
stde thrust """ f49

slack line .......... .....""""" f 38

I.68 THE NAUTICAL INSTITUTE

a
,

turnlng clrcle -.l2Z

turnlng couplc ..........--:--.- lS3
turnlng levtr .-.,.....
12,38.64. 93, 125. la3, 16l
turntng moment........ gO, l2S, l4O. 16l
twln propellers .................. d,...r.....-.-..... gz
turln screw shlp........_. I lg, 127
twln screw turnlng ablltty ................. l2l
types of tug .......-... .........-. 129

U
under keel clearance..-_..........26, 53, gl
undenpater proflle.... gg, g3, gO
underwater skeg ........-...-. l4g
unrxpected movement ahead -............. gO
unshrouded propellers .......,.............. I I O
use of tugs ......... .............. l29

v
vartable pttch propcllers............-......-.. 94
WCCs........ 16. 26. gg. SO. 81. 8?, llO
Votth Schnelder..
vortces ..............::::::::::::.::::.::.:::::::::: Iffi

w
walktng out ......."... ............. 59
warshp.... ....... r2S
waterways ZO, l2g
w&lge effect ..-...24
ffilllamson Thrn.-...... ........gO
qrrnch drum ....142
wlnd foroe ...r............. ....... r5g
wrnd ltmltauons........ 49. f 60
wlnd speed ...... f6O
wlndaga- ......... t6O
urtndlass 49, 24. gl
wtndlass gypsy....... .....,...... S0

Y
y4w.......... .........g3

z
'Z' drtve tugs ......... ........... 144
zrro pltch ........ rog

THE SHIPHANDLERS GUIDE T69

 RTFTRENCES

The Behavlour and Handltng of Shtps Henry H. Hooyer FNI

Cornell Marlttme Press

Harbour Pllotage R.A.B- Ardley

Faber and Faber

Fllm'Shtp Handllng l' - Turnlng Brltlsh Marltlme TechnologY

Fllm'Shtp Handllng 2' - Slow and Stop Brltlsh Marltlme Technolog5r
Fllm 'Interactlon' Brltlsh Marlttme TechnologY
Manoeuvrlng stngle scrcw vessels fltted
wlth cbntrollable pltch propellers ln H. Hensen FNI
conflned waters The Nautlcal Instltute

Anchorlng Systems and Procedures Otl Companles

for Large Tankers Internatlonal Marlne Forum
Predlctlon of Wtnd and Current Loads on VLCCs Oll Companles
Internatlonal Marlne Forum
Practtcal Shlp Handllng Malcillm C. Armetrong FNI
Brown Son and Ferguson

Manncd Model Shlp Handl.tiig €durses Marltlme Centre Warsash

Shlp Slmulator Coursec Southampton. England
Manoeuvrlng Informatlon for the Pllot and Navlgator Thomas G. Knlcrlin
Itg source value and llmltatlons Sandy Hook Pllot r99l
Soctety of Naval Archltects
and Marlne Englncers, U-S.A

The Nautlcal lnstttutc on Ptlotage and Shlphandltng Thc Nautlcal lnstltute

Vldeo: Shlphandllng f,rlth Tractor Tugs H. Hederstrom FNI
Gothenburg Port

I7O THE NAUTTCAL INSTITUTE

)
I
rf
\.
r
h
'trEl.\ NAUTI CAL IN9"ITUTE
r\ NaviSetlsqa!. control trelnlng book ecrlot
r\ The sa fe and llmely arrlvat and de parttrre oi shlps lmplles a well structurcd naulical
organlsatlon based upon a krrowledg: of proven prlnctples and the appllcat!on of
rf t!'fectlve worklng pracilces.

t- Hlther-to slrlphandllng, pllotage, passa[,... 'aitnrng and watchl(c.,plnB have been

|. conslderecl as separate acilvttles and In man -otuatlons lt has become qrrlte cornmon

I !
'io handover the control of the shtp to the pllot wlthout monltorlng progrebs.

The Nautlcal Instltute's Counctl malntaing that tcamwork In the navlgatlon o! .he
vessel. n'iasters. watchkeeplng offlcers and pllots must have an under standlng of the
ta prtnclples tnvolved and an organlsailon In place approp.iate to the expected rlsks.
n v The four books coverlngl navtgattonel control. the The Shiphandter's Cutde: Rrtdge
Team Manogement, Brldge Watchkeeptne and Tug Use {n Porl. now provide
\: comprehe nslve coverage for an effectlve nauttcal response and they should be used
In companles. tralnlng establlshmen[s arid by tndlvlduals.
:q
l'he other books ln the serleg are:
a Sridgo Toars Dlonatoulsnt
rq by Captatn A.i. Swtfr FNI
v
Thts covers Team rnanag€mcnt; Error chalns: Casualtles and cause5; Qlorrndln2!-
'3 and causes; Brldge organtsattonl Passage aPpralsal; Passagle Plannln!: Srru"rillorial
awareness: Execu-Unglne plan; Montto;lng the shtp's progressi n!avl8latlng q'lth a
pllot on boar<i; Automatlc brldgfe Bysterirs, plue use ful annexe"'
=
-\ Beld(e WctchksGplng
A practtcal (utde
'3 Deslgnetl a self study tralntng gulde thls book examlnes, Prepartng for sea;
-3 "vlatchkeJptng as plloragc
lrr wattrs: PtlotbJarcllng and Ctscharge; Watchkeeptng In ccastal
waters: tv{akf-ng a landTal!; Anchorlng and anchor watthes; Watchheeplng tn reduced
.! v!
rn
ilg otet the watchl Calllng thc mas'-er; Respondtng
{.:o111rt"o Avotdancel Recdrd ke eping; Automated b
Error
k has
ta ve aet of annexes whlch Include the Regulatlons for slons
- er t Sea.
f-3 Etlg Une ho Port
by Captatn H. Hensen FNI
- Thtra praclcal glutde exi;.rlnes the developmen! of harboul artd e ano
-r> descrlbeJ how the! are used for shtphandltng. The fou:';datlon of ls a
q'.resttonnalre to port authoiltles around the world: so p:rovidtng a slv€
t! overvlew of tug *ott tog methods. The author ls a retlred Rortcrdam ptlot and lncludes
dlagrams and"text to lllustrate In a practlca! wa.y how to use tugs effecttvely' Seifety,
l\q
I

tratntng and operailons are also covered, maklng thls book an essentlal re[erence
work foi harbour arrthorltles, pllots. tugmasters and sea etaff
E
Al I books are avallable from -
l-. Thte I'lautlcal !nstiiut.: 202 Lambeth Road. l-ondon SEI 7Le. F'ax 0I7t 40l 2817"

t:
THE SHIPFI.ANDLER'S GUIDE I7I

F
i