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2007 David House, Ship Handling, Elsevier Ltd.
TURNING CIRCLE
DEFINITIONS
Advance
The advance is the distance the vessel has travelled in the
direction of the original course from commencing the turn to
completing the turn. The heading of the vessel has passed
through 90 to starboard (starboard turn) or to port (port turn).
Transfer
The transfer is the distance the vessel has moved perpendicular to
the fore and aft line from the commencement of the turn (either
to starboard or port).
Tactical diameter
The tactical diameter is the greatest diameter sailed by the vessel
from commencing to completing the turning circle.
Final diameter
The final diameter is the internal diameter of the turning circle
where no allowance has been made for the decreasing curvature
as experienced with the tactical diameter.
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TURNING CIRCLE
GENERAL REMARKS
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TURNING CIRCLE
GENERAL REMARKS
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TURNING CIRCLE
Conclusion
If there is an obstacle straight ahead
of the vessel at a distance of less
than 4 ships lengths, this obstacle
can not be avoided by a helm action
only. The port quarter of the vessel
will hit the obstacle.
Shore lights
Reduces range of visibility of lights
Navigational lights may be mistaken for
shore lights
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By all vessels
Background lights
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Reducing speed:
Greater drift by wind
Greater drift by current
Adverse weather conditions
Vessel is less manoeuvrable
Fishing boats, yachts, buoys, etc are less
visible
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INTERACTION
Introduction
Interaction
Interaction can and does exist in many different
situations and disregard of it has caused many
accidents. Interaction is more liable to occur:
A vessel sailing with forward propulsion will push the water forward and
create waves. When it moves at a rather high speed, a crest is formed
close to the bow, a through in the midship and a stern wave at the
stern. Close in front and at the back of the midship, some smaller waves
are also formed
A vessel will most probably touch the bottom when sailing at full speed
over a shoal, where apparently there is sufficient water, and remain
clearly afloat when at rest.
Reducing the speed will also reduce the extra sinking.
In shallow waters the distance between the bottom and the keel is
considerably smaller, the flow of water beneath the keel of the vessel
will, as we know, increase in velocity and decrease in pressure. This
may (will) reduce the UKC with the risk for the vessel to touch the
bottom.
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SQUAT
This increase of draught or reduction in UKC is called
SQUAT. In considering the squat, following points should be
kept in mind:
The position of the longitudinal centre of buoyancy
(LCB) determines the trimming effect and has a direct
relation to the squat value.
The value of squat is influenced by the square of the
speed of the vessel (speed2).
The greater the speed, the greater the squat value.
The type of bow influences the wave making and
consequently also the pressure distribution of the under
water volume.
Vessels with a large block coefficient Cb are more
inclined to the effects from squat.
Vessels trimmed by the bow are more influenced by
squat than vessels trimmed by the stern
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