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Ship Manoeuvring
Turning Circles and Stopping Distances
The advance of a ship for a given alteration of course is the distance that her compass platform moves in the direction of her original line of advance,
measured from the point where the rudder is put over.
The transfer of a ship for a given alteration of course is the distance that her compass platform moves at right-angles to her original line of advance,
measured from the point where the rudder is put over
Drift angle
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Consider the paths described by various parts of a ship turning under rudder when steaming ahead, see figure above. Each point in the ship must follow a
path approximately concentric with that described by the centre of gravity. The angle made by the tangent to the curved path of any point with the
fore-and-aft line is known as the drift angle at that point at any given instant.
The drift angle has its highest value at the stern and it diminishes gradually along the Fore-and-aft line in the forward direction until a point is reached,
usually nearer the bow than the stern, where it is zero. Forward from this point the drift angle gradually increases in the opposite direction. When drift
angle is quoted the value given is normally that measured at the centre of gravity.
The tactical diameter is the amount that the compass platform has moved at right-angles to the ship’s original line of advance when she has turned
through 180 degrees. In other words, it is the transfer for an alteration of course of 180 degrees.
The shape of the underwater part of the hull also plays an important part. Two tankers of the same displacement would have entirely different
accelerating and decelerating speeds. The tanker which has finer lines than the other would be able to travel further after the engines are stopped as well
as start and reach the designed speed faster.
Another factor is the condition of the ships bottom and the underwater part of the hull. If the undersides are fouled with marine growth then there would
be a drag and the effect on the start up would not be that affected but the travel distance after the engines are stopped would be shorter.
If the under keel clearance is low then the effect is both ways that is the ship will take longer to reach her designed speed from stop as well as she travel
longer when the engines are stopped.
When increasing or decreasing speed by changing the ahead revolutions, the rate of acceleration or deceleration is affected by so many factors and varies
so much in different parts of the total speed range that it is difficult to recommend any practical method of allowing for accurately when manoeuvring. It
is common practice to use a standard figure for the ship under all conditions (e.g. 100 metres per knot for a heavy ship). It must be realized that this
method may prove extremely inaccurate in certain circumstances, and the ship handier should be prepared to make bold and rapid adjustments of speed
during a manoeuvre if it appears that the estimate is wrong.
The growth accumulated during 6 months would cause a reduction of about 10 per cent. Thus normal revolutions for 15 knots would give only 13 knots
through the water.
Shallow water
When a ship is moving in shallow water the gap between the ship’s hull and the bottom is restricted, the streamline flow of water past the hull is altered
and the result is seen as a greatly increased transverse wave formation at the bows and again at the stern. In fact, the increased size of the stern wave is a
sure indication of the presence of shallow water. The energy expended in the waves formed by the ship is a loss from the power available to drive her,
and therefore in shallow water her speed is reduced.
Furthermore, the restricted flow of water past the stern reduces propeller efficiency, which also tends to reduce her speed. Usually, the higher the speed
the more pronounced is the reduction of speed.
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Trim by the stern usually increases the tactical diameter, but helps a ship to keep her course more easily when on a steady course. When trimmed by the
bows her turning circle is likely to be decreased; she does not answer her wheel as readily as usual, and once she has started to swing it is more difficult
to check her. The effect of trimming is to move the ship’s pivoting point towards the deeper end.
List
The effect of a list is to hinder a turn in the direction of the list and assist a turn away from it. A list to port decreases the tactical diameter of a ship
turning to starboard, and vice versa.
Speed
The effect of speed on tactical diameter will vary from one type of ship to another. Often higher speed may lead to a greater tactical diameter because
the rudder may stall. Modern rudders, on smaller ships, however, are able to operate satisfactorily at higher water speeds and greater angles, and hence
the tactical diameter may not vary much with speed. Indeed, on some ships there is a best speed giving the minimum tactical diameter and at higher or
lower speeds the tactical diameter is greater. Watchkeeping officers should be fully aware of the,effect of speed on the turning qualities of their ship.
Shallow water
These effects may become excessive if the depth of water is less than one-and-a-half times the draught, particularly if the ship enters such water at high
speed. She may become directionally unstable and fail to answer her rudder at all, and the draught aft may increase so greatly as to cause the propellers
to touch bottom.
The effects are likely to be particularly pronounced in ships where the propeller slipstream does not play directly on to the rudder. The effects of shallow
water on steering in restricted waters such as canals or rivers are usually worse than in the open sea, and are more likely to have dangerous results. The
only way to regain control is to reduce speed drastically at once.
When manoeuvring at slow speed or turning at rest in a confined space in shallow water, the expected effects from the rudder and the propellers may not
appear. Water cannot flow easily from one side of the ship to the other, so that the sideways force from the propellers may in fact be opposite to what
usually occurs. Eddies may build up that counteract the propeller forces and the expected action of the rudder. Stopping the engines to allow the eddies
to subside, and then starting again with reduced revolutions, is more likely to be successful.
The ship with the larger cut-up area ABC will have a smaller turning circle than the one with the smaller cut-up area ADX
TURNING
Effect of a turn on speed
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The effect of the drag of the rudder and the sideways drift of the ship will result in a progressive loss of speed while turning, even though the engine
revolutions are maintained at a constant figure. For alterations of course of up to 20 degrees the reduction of speed may not be very great, but for those
between 20 degrees and 90 degrees the speed usually falls off rapidly. For alterations exceeding 90 degrees the speed may continue to fall slightly, but it
usually remains more or less steady. The rate of deceleration depends upon the initial speed of the ship and the angle of rudder applied, and it varies
greatly between different types of ship.
Roughly, most medium sized ships when under full wheel will have lost about one-third of their original speed after turning through 90 degrees, and their
speed will then remain steady as the turn continues.
The time taken to turn through a given angle depends on the initial speed and the angle of rudder applied; usually the faster the speed and the greater the
rudder angle the sooner will the turn be completed.
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