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Ship Handling
Ship Handling PILOT CARD DETAILS:
Port and date; Ship’s particulars: name, C/sign, displacement, deadweight, year built, LOA, breadth, bulbous bow (yes/no), draft F,A and amidships. Air draft and height above keel Port anchor and starboard anchor: number of shackles on each chain Engine: Type, maximum power in kW and HP RPM for F/ahead, H/ahead, S/ahead, DS ahead and all stages of stern movement and their respective speeds for LOADED as well we ll as LIGHT conditions. Engine critical RPM; Maximum number of consecutive starts Time: F/ahead to F/astern in seconds and a nd Time limit astern in minutes. Any equipment or machinery defects WHEEL HOUSE POSTER DETAILS:
Name, call sign, GRT, NRT, maximum displacement, deadweight, and block coefficient, full load summer draft. Loaded and ballast drafts at which maneuvering characteristics are given. Steering particulars: type of rudder, maximum rudder angle, time in minutes and seconds for hard over to hard over with one and with two power units. Minimum speed at which course can be maintained with propeller stopped. Anchor chain particulars: Number of shackles for each chain and maximum heaving rate in meters per minute. Propulsion particulars: Type of engine, type of propeller, critical RPM, minimum RPM, maximum RPM speed, emergency F/ahead to F/astern in seconds, stop to astern in seconds, astern power ---- % of ahead power, maximum number of consecutive starts, RPM and speeds for loaded and ballast conditions at every stage of ahead and astern propulsion. Port and starboard turning circles for loaded and ballast conditions with advance, transfer and tactical diameters in miles/cables, turning circle for shallow water. Stooping distances for loaded and ballast conditions; comparison of turning circles at maximum rudder angle with full astern a stern stopping ability. Man overboard maneuvers. Visibility: Blind distances for loaded and ballast conditions, at bow and at stern, details blind sectors caused by cranes, funnel, masts, posts etc. Air drafts for loaded and ballast conditions.
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Ship Handling
Wheel house poster as posted on bridge of a ship FACTORS AFFECTING UKC:
While planning passage and during the execution of ship’s navigation following factors must be kept in mind as regards to UKC: 1. Submarine pipelines: The pipelines lying on sea beds may run to as much as 2 meters in diameter and crossing over them means loss of UKC by the amount of diameter.
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Ship Handling
2. Offshore tidal predictions: The tidal predictions fall in accuracy as one moves away from the point for which predictions are made. For example, in the middle of Dover strait, the height of tide may be as much as 1 meter less than the predicted height for the adjacent standard port. 3. Weather: Vessel rolling and pitching runs the risk of compromising safe UKC especially in shallow waters. 4. Negative storm surges: Due to abnormal weather conditions (continual offshore winds coupled with falling tide) actual height of tide may fall beyond the predicted LW height. OOW must be on guard about this. 5. Change in depths: This is possible where sand waves, mobile bottoms and/or a nd/or seismic activities are common. Particular caution is needed on charts which surveyed poorly or having old survey dates. 6. Squat: This causes vessel to sink and seek bottom and thus causes reduction of UKC. It is however important to note that there is no change in draft. It is more pronounced in shallows and can be reduced by slowing down the vessel’s speed.
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