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Sea S eaT Tec
M.V. “
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MANOEUVRIN MANOEUVRING G BOOKL B OOKL ET SOLAS II-1, REGULATION 28.3 IMO RESOLUTION A.601(15)
This publication is produced by
SeaTec Safety Systems Systems Ltd in accordance with the recommendations contained within IMO Resolution A.601(15).
Further copies of this publication can be obtained from:
SeaTec Safety Systems Ltd 5th Floor Station House 34 St Enoch Square GLASGOW G1 4DF Tel: Fax:
0141 226 5544 0141 226 5599
CONTENTS
1
GENERAL DESCRIPTION 1.1 1.2
2
MANOEUVRING CHARACTERISTICS IN DEEP WATER 2.1 2.2 2.3 2.4 2.5 2.6
Ships name: Official number: Date keel laid: Gross tonnage: Deadweight: Displacement: LOA: LBP: Breadth (Moulded): Depth (Moulded):
Type:
at Summer Draft: Normal ballast draft: Hull coefficient at summer load draft: Hull coefficient at normal ballast draft: Extreme height of the ships structure: (measured from keel)
Main Engine(s) Number of units:
Power output:
Propeller(s) Type: Number of units: Direction of rotation:
Width-ballast WL Length of full load waterline Length of normal ballast waterline
m
m m
Length of parallel mid body - full load condition m
Length of parallel mid body - normal ballast condition m
Please note below any items (including dimensions)of specific hull details not specified above relevant to the vessel, eg - protuding bridge wings or bulbous bows.
1.2 Characterist ics o f Main Engine Trial or Estimated
Engine order
Speed (Knots ) RPM Ballast Loaded
Thrust Ballast Loaded
Full Ahead (Sea) Full Ahead (Man) Half Ahead Slow Ahead Dead Slow Ahead Dead Slow Astern Slow Astern Half Astern Full Astern
Maximum No. of consecutive starts (diesel engine) Minimum operating Revolutions Speed at minimum operating revolutions
Time limit astern rpm Critical revolutions knots
Time taken to effect changes in Engine Telegraph Settings
Change i n Engine Telegraph Settings
Time Taken Routine Emergency
Full astern from Full Sea speed Ahead Full astern from Full Ahead speed Full astern from Half Ahead speed Full astern from Slow Ahead speed Stop Engine from Full Sea speed Ahead Stop Engine from Full Ahead speed Stop Engine from Half Ahead speed Stop Engine from Slow Ahead speed
2. MANOEUVRING CHARACTERISTICS IN DEEP WATER 2.1 Course change p erform ance Initial turning test results (trial or estimated) Full load condition 090 10 d egrees rudder Ad vance (cables)
090 20 degre es ru dder 35 de grees rudder
09 0 36 0
In itial course 000
18 0
36 0
180
180
2 70 2 70
27 0 Transfer (cables)
Normal ballast condition 090 10 d egrees rudder Ad vance (cables)
Normal ballast condition, 10 degrees of rudder Point of initiation Speed Rate Ad vance Transfer of counter after of in in rudder turn Turn cables cables
Page 7
Distance to New course
Full Ahead sea speed Full load condition, 20 degrees of rudder
Normal ballast condition, 20 degrees of rudder Point of initiation Speed Rate Ad vance Transfer of counter after of in in rudder turn Turn cables cables
Page 8
Distance to New course
Full Ahead sea speed Full load condition, 35 degrees of rudder
Normal ballast condition, 35 degrees of rudder Point of initiation Speed Rate Ad van ce Transfer of counter after of in in rudder turn Turn cables cables
Page 9
Distance to New course
Terms used Wheel ov er posi tio n (W/O)
The point at which the change of course is initiated.
Ad van ce
The distance which the ship has moved in the direction of the initial heading.
Transfer
The distance which the ship has moved perpendicular to the initial heading.
Distance to New Course The distance from the intersection of the initial and final heading to the wheel over position. Point of initiation of counter rudder
The point, expressed in degrees, before the final heading at which the appropriate counter rudder should be applied to prevent over-swing. Initial heading Final heading
STERN TRACK SHOWN
Ad vance
Distance to new course
Wheel over p osition Transfer
In the above diagram the Advance and the Distance to New Course are both of the same value. However, this will be true only for an alteration of 90 degrees. In other course alterations they will have different values.
Track shown is for stern track Maximum rudder angle used throughout turn Environmental conditions during Manoeuvring Trial Wind speed Sea State Depth of water
Page 11
2.3 Accelerating turn Trial or estimated Full load condition Transfer
n.m
Elapsed Time Course 090 Speed
Advance n.m
Elapsed Time Course 000 Speed
Time 0m 00sec. Rudder Hard Over Full Ahead ordered Initial speed 00.0 knots Course 000
Elapsed Time Course 180 Speed
Elapsed Time Course 270 Speed
n.m
Tactical Diameter
Normal ballast condition Transfer
n.m
Elapsed Time Course 090 Speed
Advance n.m
Time 0m 00sec. Rudder Hard Over Full Ahead ordered Initial speed 00.0 knots Course 000
Elapsed Time Course 000 Speed
Elapsed Time Course 180 Speed
Elapsed Time Course 270 Speed
Tactical Diameter
n.m
Track shown is for stern track Maximum rudder angle used throughout turn
Environmental conditions during Manoeuvring Trial Wind speed Sea State Depth of water
Page 12
2.4 Yaw checking tests (trial or esti mated) Zig-zag (or Kempf ) manoeuvre The manoeuvre provides a qualitative measure of the effectiveness of the rudder to initiate and check changes of heading. The manoeuvre is performed in the following manner. With the ship steaming at a uniform speed and on a constant heading a nominal rudder angle, say 20 degrees, is applied as quickly and as smoothly as possible and held constant until the ships heading has changed by 20 degrees (check angle) from the base course. At this point 20 degrees of opposite rudder is applied and held until the ship's heading has crossed the base course and is 20 degrees in the opposite direction, the rudder is then reversed as before. This procedure is repeated until the the ship's head has passed through the base course 5 times. During the manoeuvre the ship's heading and rudder angle are recorded continously. The usual rudder angle/check angle used is 20 degrees/20 degrees but other combinations are 5 degrees/20 degrees and 10 degrees/20 degrees. The main parameters used for comparison are the overshoot angle, overshoot time and the period.
Zig-zag (or Kempf) Manoeuvre: Ship's Heading and Rudder Angle against Time Normal ballast condition
Pull out manoeuvre The pull out manoeuvre was developed as a simple test to give a quick indication of a ship's course stability. The ship is held on a steady course and at a steady speed. A rudder angle of approximately 20 degrees is applied and the ship allowed to achieve a steady rate of turn; at this point the rudder is returned to midships. The rate of turn is now allowed to decay with the rudder held amidships. If the ship is stable the rate of turn will decay to zero for turns to both port and starboard. If the ship has a steering bias, then port and starboard turns will decay to the same small rate of turn on whichever hand the bias exists. If the ship is unstable then the rate of turn will reduce to some residual rate of turn as shown in the diagram. Rudder returned to midships Port
Unstable ship Residual rate of turn
Stable ship Rate of turn Time
Stbd
Unstable ship
Enter below the relevant values for own vessel and note whether stable or unstable Pull out Manoeuvre: Rate of turn against Time
Shallow water - infinite width of channel Squat (m) Curves should be drawn indicating maximum squat versus speed for various water depth/draft ratios 4
3
2
1
2
4
6
8
10
12
Speed (knots)
Shallow and confined water Squat (m) Curves should be drawn indicating maximum squat versus speed for different blockage factors 4
5.2 Cours e keeping li mit ation (estim ated) Full load condition Relative wind direction
Rudder amount required to maintain course at following wind speeds; Engine on Full Ahead 15 knots 30 knots 45 knots 60 knots
000 045 090 135 180 225 270 315 360 Normal Ballast condition Relative wind direction
Rudder amount required to maintain course at following wind speeds; Engine on Full Ahead 15 knots 30 knots 45 knots 60 knots
000 045 090 135 180 225 270 315 360
5.3 Drifting under wi nd influence (estimated) Full load condition Drifting behaviour under wind influence (no engine power) Wind s peed Direction of drift Rate of drift 10 knots 20 knots 30 knots 40 knots 50 knots 60 knots
Normal ballast condition Drifting behaviour under wind influence (no engine power) Wind s peed Direction of drift Rate of drift 10 knots 20 knots 30 knots 40 knots 50 knots 60 knots Page 26
6. MANOEUVRING CHARACTERISTICS AT LOW SPEED (TRIAL OR ESTIMATED) Minimum operating revolutions of the Main Engine Corresponding speed Minimum speed at which course can be kept after stopping engines
7. ADDITIONAL INFORMATION Include here any relevant additional information, particularly information concerned with the operation of the bridge manoeuvring controls. If the vessel is equipped with multiple propellers then detail here the results of trial manoeuvres with one or more propellers inoperative.