Naval Shiphandling
Naval Shiphandling
• AGENDA:– Describe the effects of momentum and inertia. – Discuss “controllable” and “uncontrollable”
shiphandling forces.– Describe the pressure/suction effect on ship’s
maneuverability during alongside operations and operating in shallow water.
– Understand Standard Shiphandling Commands– Become familiar with standard mooring lines and
line handling commands and safety.– Describe Man Overboard recovery techniques.
• Applicable reading: SSO Ch. 1, 2; WOG Ch. 6, 8.
• There may be more than a dozen forces acting about the vessel’s axis at a given moment, and the resultant may not be as anticipated but due partially to a force which has escaped discovery. This is not ‘mysticism’ as much as lack of the research which takes the art of shiphandling into the finite world of applied science.
– P.F. WILLERTON, BASIC SHIPHANDLING
Shiphandling Theory
MOMENTUM & INERTIA
• MOMENTUM: “Generally, we consider momentum as the motion of a ship at the time we no longer want it, especially when we have taken action to obtain the opposite effect. ... Momentum is the quality of motion measured by the product of mass & velocity.”
• INERTIA: Inertia is the quality of motion that causes a ship to resist a change in motion. “A force exerted on a ship will result in motion after inertia has been overcome.”
Hooyer - Behavior and Handling of Ships
Ship's Tactical Data Folder
# of Screws
# of Rudders
Length/Beam
Pivot Point
Turn Diagrams
Acceleration/Deceleration
Advance/Transfer
Navigational Draft
PIVOT POINT
HEAD WAY, STEADY COURSE & SPEED
AHEAD BELL FROM DIW... LONG STEERING LEVER FROM PROPS/RUDDERS
ASTERN BELL FROM DIW... NO EFFECTIVE STEERING LEVER UNTIL SOME STERN WAY
Advance for 90
FinalDiameter
TacticalDiameter
Transfer
PIVOT POINT
PIER PIER PIER
DIW - BOTH TUGS EQUAL LEVERAGE
SLOW HEAD WAY- AFT TUG HAS MORE LEVERAGE
SLOW STERN WAY - FWD TUG HAS MORE LEVERAGE
SHIPHANDLING PRINCIPLES CONTROL vs. FAITH
• CONTROL: Precise and constant ability to adjust to changing circumstances.
• FAITH: Yielding control to natural forces
Shiphandling Forces
CONTROLLABLE• ENGINES/PROP(s)• RUDDER• BOW THRUSTERS• TUGS• ANCHORS• LINES
UNCONTROLLABLE• WIND • CURRENT
SEMI-CONTROLLABLE• SHALLOW WATER
EFFECTS• PASSING EFFECTS
SHIPHANDLING FORCES CONTROLLABLE
• ENGINES/PROPELLER(s)
• RUDDER
• BOW THRUSTER / APUs
• TUGS
• ANCHORS
• LINES
PROPELLER FORCES STERN WALKS THE SAME DIRECTION PROPELLER TURNS
LONGITUDINAL THRUST
TRANSVERSE THRUST
(SIDE FORCE OR PADDLEWHEEL
FORCE)
COUPLE (TWIST)
Visualize the lower blades walking along the bottom.
Side Force
SINGLE PROPELLER STERN WALK
CONTROLLABLE PITCH PROPELLERS
STERN WALKS TO STBD
FFGDD/CG/MCMDD/CG DEVELOP STERN WAY @ 0% PITCH AND
WHEN TWISTING DDG 51
RUDDER EFFECTIVENESS
• RUDDER PLACEMENT
• COORDINATING RUDDER & ENGINES
• IMPLICATIONS OF ALL STOP• PUMP TO THE RUDDER (KICK AHEAD)
DDG-79 Rudder
Placement
Auxiliary Propulsion Unit (APU)
Bow Thruster
BOW THRUSTERS / APUs
270 090
BOW THRUSTER APU
TWO UNITS EACH 360 DEG INDEPENDENT ON - OFF ONLY
FFGLST/LHA/ARS/MCM
Tugboats
Cruiser
Tugboat
Assist maneuvering bypushing or pulling.
SHIPHANDLING FORCESSEMI-CONTROLLABLE
• SHALLOW WATER EFFECTS– SQUAT– BANK SUCTION / CUSHION– INCREASED TACTICAL DIAMETER
• PASSING SHIP EFFECTS– MEETING– OVERTAKING/UNREPS
2.5 X DRAFT
SLOW DOWN TO REDUCE EFFECTS
SHALLOW WATER EFFECTSSQUAT
SHALLOW WATER EFFECTSBANK SUCTION/CUSHION
PASSING SHIP EFFECTSMEETING/OVERTAKING
SHIPHANDLING FORCES UNCONTROLLABLE
• WIND
• CURRENT
Balance of Forces
Rudder(30 )
Wind(30 KTS)
Current(3 KTS)
Propeller(15 KTS)
Some Other Terms
• “Kick the stern-out”
• Sternway
• Headway
• Bare steerageway
• Propeller wash
HELM/LEE HELMCONNING OFFICER
Command Reply
ReportAcknowledgement
Standard CommandsBasic Format
• Crisp, loud voice
• Voice level should indicate confidence
• Always “very well”.
• Verbatim restatement of command
• Not given until command has been carried out completely.
Standard CommandsBasic Format - Helm Orders
• Basic FormatA. Direction of Rudder - right or left
B. Amount of Rudder - standard, full, 5º, 10º, 25º, etc.
C. Course to Steer - in degrees
EXAMPLE (1):• Right full rudder, steady on course 270.
– “Right full rudder, steady course 270, aye, sir.” – “Sir, my rudder is right full coming to course 270. Very well.” – “Sir, steady on course 270, check course 274 magnetic. Very well.”
Standard CommandsHelm Orders - Examples
OTHER COMMANDS:• Rudder amidships• Increase your rudder, ease your rudder• Shift your rudder• Steady as you go• Meet her
EXAMPLE (2): Course change of < 10 degrees• Come Left, Steer course 265
– “Come left, steer course 265, aye, sir.”
– “Sir, steady on course 265, checking course 269 magnetic. Very well.”
EXCEPTION: HARD RUDDER
- The maximum rudder angle possible
- Amount of rudder given first, then direction.
**Used for emergency situations!**
"Hard right rudder!!" "Hard right rudder!!"
Standard CommandsHelm Orders - Exceptions
Standard CommandsHelm Orders - Exceptions
When course to steer is not given:– Helmsman ends report with “no new course given”.
– Helmsman reports passing headings every 10 degrees.
– Conning officer stops passing reports with: “Belay your headings.”
Standard CommandsHelm Orders - Tips
• Don’t precede your commands with “Helm”.• Before giving turning commands, visually check
your bridgewing to ensure it’s safe to turn.• The amount of rudder used should not exceed the
amount of your course change.• After giving a command, visually confirm the
position of the rudder(s). • Consider the “Rule of 30”.• Never use “Belay my last”.
Standard CommandsBasic Format - Lee Helm Orders
• Basic FormatA. Engine Desired - port, starboard, all
B. Direction Desired - ahead, back, stop
C. “Bell”/Speed range - 1/3, 2.3, Standard, Full, Flank
D. Revolutions desired - “indicate turns for ____ kts.”
EXAMPLE (1):• All engines ahead two-thirds, indicate turns for 10 kts.
– “All engines ahead two-thirds, indicate turns for 10 kts, aye, sir.”
– “Sir, engine rooms answers all engines ahead two-thirds, indicating turns for 10 kts. Very well.”
Standard CommandsLee Helm Orders - Examples
OTHER COMMANDS:• % Pitch commands
• Restricted Maneuvering
• Zero Thrust
EXAMPLE (2): Port/Starboard Twists• Port engine ahead one-third, starboard engine back one-third.
– “Port engine ahead one-third, Starboard engine back one-third, aye, sir.” – “Engine room answers port engine ahead one-third, starboard engine back
one-third. Very well.”
Standard Mooring Lines
1 2 3 4 5 6
BOW LINE
FWD BOW SPRING
AFTER BOW SPRING
FWD QTR SPRING
AFT QTR SPRING
STERN LINE
CV/CVN Mooring Lines
14 3 2
5678
912 11 10
13
1. BOW LINE 6. AFT WAIST SPRING 11. QTR BREAST 2. AFT BOW SPRING 7. FWD WAIST SPRING 12. FWD QTR SPRING 3. BOW BREAST 8. WAIST BREAST 13. STERN LINE 4. FWD BOW SPRING 9. AFT WAIST SPRING 5. FWD WAIST SPRING 10. AFT QTR SPRING
Standard CommandsLinehandling
• STAND BY YOUR LINES• PASS / SEND LINES OVER• TAKE A STRAIN • SLACK • TAKE IN SLACK• EASE• TAKE TO POWER / CAPSTAN• HEAVE AROUND• AVAST HEAVING
• SURGE
• DOUBLE UP
• SINGLE UP
• TAKE IN
• CAST OFF
• CHECK
• HOLD
Standard CommandsLinehandling
Linehandling Safety
• Bights of lines– Never stand in the bight
• Positioning of personnel– In swath of snapback
• Tattletales– Indicate amount of strain
Mooring Equipment
Cleat - Consists of a double- ended pair of horns, used for securing a line or wire.
Bitts - Pairs of heavy vertical cylinders, used for making fast lines led through chocks.
Bollard - Strong cylindrical upright on a pier, about which a mooring line is placed.
Mooring Equipment
Chock - Heavy fitting with smooth surfaces through which mooring lines are led.
Open Closed
RollerRollers help reduce friction.
Tug tie-ups
SingleHeadline Headline
Double Power
PILOT’S ROLENAVREGS 0856
• Pilot is merely an advisor to CO• Pilot’s presence onboard does not
relieve the CO from responsibility for navigation or shiphandling.
• Exceptions:– Panama Canal – Dead stick move– Drydock (sill)
MAN OVERBOARD
• Recovery methods
• Immediate action
• Maneuvering
• Considerations
Immediate action• Receive report• Direct conning officer to initiate appropriate
turn for the circumstances– Immediately put the rudder over to the side the
person went over• Drop a smoke in the water
– note: no smoke for aircraft crash (fuel in water)• Keep man in sight (searchlights at night)
– Have someone keep eyes-on and point to the man overboard
• Sound 6 or more short blasts• Pass man overboard on the 1MC twice
Additional actions• QMOW mark position
• Notify Captain, TAO and Flag
• Hoist Oscar flag (day); turn on red-over-red pulsating (night)
• Notify other ships in company
• Additional information (reports from CIC)– how long man has been in water– water temp and stay time– bearing and range to man
Recovery Methods• Helicopter
– Average time to ready for takeoff is 10-12 mins– Fastest Recovery method if already aloft– Can easily pick up a helpless person
• Small boat– Average time to launch 6-8 mins– Can pick up a helpless person
• Ship– Fastest method (if helo is not aloft)
Shipboard Man Overboard Recovery
• 4 basic shipboard types of recovery– Williamson– Anderson– Race Track– Y-Backing
• All have there advantages and disadvantages
• Used by ships that have considerable power and tight turning characteristics
• Fastest recovery method but requires proficient ship handling ability. Not a straight approach.
Man Overboard ProceduresAnderson Turn
• Used in low visibility because ship returns on original track
• Used when man overboard not in sight.
• Slow to execute
• Initially takes ship far from original position
Man Overboard ProceduresWilliamson Turn
• Used in good visibility when a straight approach leg is desired.
• Slower than Anderson turn
Man Overboard ProceduresRacetrack Turn
• Y-backing
- poor control- poor control
- keeps ship- keeps ship close toclose to manman
Man Overboard ProceduresY-Backing
MOB Considerations• Muster the crew
• Turn time
• Night or day/weather
• Helicopter, small boat or ship
• Lost sight
• Information when man lost
– DRT mark
– Smoke
– GPS mark
• The plan
– Beginning of each watch
– About each hour / wind spin
Ship Handling Tools
• Binoculars
• Stadimeter
• Radar
• Bearing circles
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