MAN Flashcards
Manoeuvring (91 cards)
1
Q
Propeller
General concept
A
- (theoretical) pitch: theoretical distance of 1 full turn
- propeller speed (=theoretical speed): distance [M] in solid mass in 1 hour => pitch * rph
- slip= (propeller speed - actual speed) / prpeller speed
2
Q
RH prop
A
right-hand edge of top blade further away than left-hand edge
3
Q
Prop Effect
(forward)I
A
counterpressure from water => greater at bottom arc
prop wash only pushed astern towards rudder
4
Q
Prop Effect
(astern)
A
3 effects:
1. counterpressure from water density: R=F1-F2
2. upward wash pushed under /against stern
3. upward thrust raises water level one side
5
Q
Why most FPP prop right handed
VPP behavior
A
- most FP right-handed, for easier evasive stb manoeuvres
- VPP (prop shaft turning clockwise) behave in astern like left-handed props => push stern to stb in astern!
6
Q
Twin screws
A
Fixed: outwards (stb manoeuvrability)
VPP: inwards
7
Q
Alternative propulsion
A
- Azipods (electrical, steerable thruster) => thrust in right direction (360) and no need for rudder
- water jet
- Voith-Schneider
- whale tail
8
Q
Rudder
fundamentals
A
- optimal bent of prop wake
- minimum drag
=> lift = rudder force “R”
Rd := transverse force (dwars)
Ra := drag force (achterwaarts)
9
Q
Rudder
types
A
- plate rudder (dated)
- spade rudder (typical)
- flap rudder (hinged flap to diverge wash to athwart thrust by 2x rudder angle)
- (simplex) balanced rudder (part of blade in front of rudderstock => pivotal point further back)
- mariner rudder (rudderpost / rudder horn integrated into ship construction => rudder not just hanging from rudderstock)
- fishtail rudder (shaped like Fischli)
- Oerts rudder (defined by profile; hollow; strong; requires support)
- Stork-Jaffa (used on barges to deviate thrust up to 180 deg)
10
Q
Steering: forces
A
- leaning / inclination inwards (vertical torque: Rd ./. Ad)
- turning (horizontal torque: Rd ./. Ad)
- transverse movement outward (Bd)
- leaning/inclination outwards (vertical torque: Bd ./. C = water resistance)
- loss of speed (Ba)
Ad and Rd => leaning inwards and turning
Bd => transversing
Bd and C => leaning outwards
Ba and Ra => slowing down
11
Q
Manoevring data
A
- Turning Circle data
- Stopping Distance and crash test (due to ^2 => 1/2 speed => 1/4 distance)
- Speed Tests
- Man Overboard Manoevre tests
- ZigZag tests
………. - Pilot Card
- Wheelhouse Poster
12
Q
Turning Circle
practicalities
A
- ship turns around the turning point (D), 1/4-1/5 from bow
- with reduced UKC => water pushed away by stern has greater difficulty to pass between hull and bottom => greater turning circle
- lower speed => smaller centrifugal forces => smaller turning circle
13
Q
Turning Circle
diagram & terms
A
- Kick: sideways overshoot of lubber line caused by transversing of Bd; ca 40-100 m
- Advance: forward (to 90 deg course chang; circa 4x L)
- Max Advance: forward (furthest point the stern will touch)
- Transfer (90): sideways from max kick to 90 deg course change; ca 2x L
- Max Transfer: sideways from max Kick to max circle (greates distance in diagram)
- Tactical Diameter: sideways from max Kick to 180 deg; ca. 4x L
14
Q
Turning circle
names for 90 / 180 deg
A
90: Advance (fwd)
90: Transfer (abeam; from kick)
180: Tactical Diameter (from kick)
15
Q
Watches
A
00-04: Middle
04-08: Morning
08-12: Forenoon
12-16: Afternoon
16-20: Evening = Dog
20-24: First
16
Q
course ./. heading
A
Course: what you are supposed to steer
Heading: heading at this moment
17
Q
Lookout
A
To be maintained at all times:
1. continuous state of vigilance (sight/hearing/other means) re changes in operating environment
2. situational awareness re risk of collision, stranding, dangers to navigation
3. detecting ships, aircraft, people in distress and debris and other hazards to navigation
18
Q
Watchkeeping principles
A
- officer in charge of watch keeps watch on the bridge
- no other duties assigned, which would interfere with safe navigation (e.g. paperwork)
- maintain proper records of movements and activities
- compass error is determined at least once a watch, and ideally after large course changes; compasses frequently compared and repeaters synchronized
19
Q
Operational test of shipboard NavCom equipment
A
Shall be carried out at sea as frequently as practicable and circumstances permit. Particularly before arrival/departure, when hazardous conditions affecting navigation are expected.
Tests to be recorded
20
Q
OOW to notify Master
A
(Master’s standing orders)
1. restricted visibility
2. traffic/movements causing concern
3. difficulty to maintain course
4. failure to sight land/markswhen expected
5. sight land/marks when not expected
6. unexpected change in soundings
7. breakdown of propulsion/steering/essential NavCom equipment
8. Radio equipment failure
9. if in doubt about weather damage in adverse conditions
10. encountering a hazard to navigation
11. any other emergency or when in doubt
21
Q
Navigating with Pilot
A
- Master remains in control (conn)
- Master/Pilot exchange
- Bridge team management
- maintain proper records and plot position and movements
If in doubt
* seek clarification from pilot
* if doubt maintained: notify Master
* meantime take action as deemed appropriate
22
Q
Ship at anchor
Watchkeeping
A
if Master deems it necessary, a continuos navigational watch (not anchor watch) shall be maintained at anchor:
- position
- traffic
- lookout
- exhibit appropriate lights
- anchor dragging
- inspection rounds
- notify master if visibility drops; anchor drags,
23
Q
Ship in port
A
When safely moored or at anchor under normal circumstances in port, Master shall arrange appropriate and effective watch to be maintained for safety and security
24
Q
Turning Circle
A
attention: transfers relative to kick not lubber line
Reach: from initial position to centre of turning circle
25
MOB
Williamson Turn
26
Lines
27
Prepare for mooring
* sufficient crew
* mooring wires/ropes
* heaving lines
* fenders
* shackles
* anchors ready (lashings off; clear anchor tubes; break/clutch checked; hydraulics/electrics ready; chain free)
* capstan/windlass ready
* intercom/walkie-talkies ready
beware of snapback! (chafing; heat; melting)
**always moor bow into current!**
28
Lines running
29
prepare for unmooring
* check instrument/systems
* ready for sea (cargo; pax; stowed&lashed)
* single up
* stow fenders and ropes
30
Fore'cstle layout
1: warping head
2: drum
3: bollards / bitts
4: stopper eyes
5: fairlead / roller
6: centre lead / panama lead
7: roller fairlead
8: headline
9: fwd spring
31
Snap back
32
Mooring PS
33
Mooring Stb
34
Unmoore, PS alongside; ship on course
35
Unmooring; stb alongside; on course
careful for Alt.2, when in position 2, don't give hard port rudder (to avoid stern collision w quay)
**alt**: fisherman's spring
36
Mooring with current on the bow
posi 3: counter rudder on time (so bow not pushed against quay)
37
Mooring against current w anchor
38
Turning in current w anchor
39
Departure
Current on bow, ship on course
Strong aftspring and bowline
Rudder away so current moves bow out
Cast off aftspring
Current pushing stern away
Cast off bowline
40
Departure
Current on stern, ship on course
FWD spring; AFT line
Rudder away so stern swings free
Belay aft line; engine astern; rudder midships
Pay out FWD spring; cast off
Only cast off aft line once engine fwd
41
Anchoring:
preparations
42
Anchor winch:
arrangements
43
Spurling Pipe
detail
44
Anchor winch
45
Anchoring:
how much chain to pay out
in deep water: pay out chain with windlass
46
Anchor chain marking
47
Anchoring :
V-shape
prevent yawning
48
Anchoring:
dropping and running
(Bahamian moor)
49
Anchoring:
dangers
- heavy gear
- high voltage / hydraulics (winches)
- confined space/oxygen depletion (chain locker)
- metal dust & splinters
50
# l
Dropping Moor
1. sail upstream
2. lee anchor first
3. fall back
4. windward anchor
5. position
better: running moor (more control)
51
Running Moor
1. drop windward anchor
2. pay out chain sail upstream
3. drop lee anchor
4. position
better than Dropping Moor: more control
52
Result of Running and Dropping Moor
53
Entering port with cross current
bahnkurve; current does the job to align stern
54
Fisherman‘s Spring
55
Anchor Winch
56
Narrow bend
Current on Head: keep to outer bend (larger turning circle; current ahead)
Current on stern: inner bend (current will help turn stern)
57
Ship ready for sea
**ALWAYS WHEN A SHIP LEAVES PORT SHE SHOULD BE READY FOR SEA!**
**crew - vessel - pax - cargo**
* ALL LOOSE ITEMS FROM DECK
* CARGO SECURED AND SEA-PROOF (MOST ACCIDENTS IN ROUGH WEATHER OCCUR AS A CONSEQUENCE OF SHIFTING
CARGO)
* ANCHORS SEA-PROOF (STOPPERS, HOOKS/DEVIL'S CLAWS, NAVAL (CHAIN) PIPES CLOSED);
* CROCKERY AND SUPPLIES STOWED AWAY.
* ENGINE ROOM SEA-PROOF
58
Preparing when facing severe weather
**WHEN FACING SEVERE WEATHER, FOCUS ON THESE ASPECTS:**
=> **people in - water out**
1 EVERYTHING **SECURED**
* CARGO SECURED (CHECK AGAIN)
* GEAR SECURED (CRANES, BOOMS, SAILS, GANGWAY, ETC
* ANCHORS SEA-PROOF (CHECK AGAIN);
* GALLEY AND STORES SECURE (CHECK AGAIN)
2 SHIP **WEATHERTIGHT**?
* CLOSE ALL PORTHOLES INCLUDING BLINDS
* CLOSE ALL VENTILATION OPENINGS
* AS LONG AS WATER CANNOT ENTER, THE SHIP CANNOT SINK!
3 **SAFETY**
* CAN CREW MOVE ON DECK SAFE? (SAFETY LINES, HARNESS,
* IS GALLEY INFORMED
* ARE GUESTS INFORMED
**water out - crew in**
**continuously check during**
59
Storm Manoevres
- in irons (not preferable for large vsls)
- heave-to (4 points on bow)
- running adrift (= let go)
- scudding (= lenzen)
60
Heaving-to
* Sufficient sea room
* Wind and sea at
3-4 points of the bow
* Low speed
* Leeward side is created
* Less tension in the fore and aft ship
* Large vessels less severe torsion
forces
* Less damage to ship and cargo
* Oil film calms sea at windward side
(careful deck can be slippery
61
Scudding
= Lenzen
* When the ship runs before
sea and wind, the **impact
of the waves is less**.
* There must be **sufficient
sea room**
* **negative impact** on **manoevrability** (loss of stearing on wave crest) and **stability**
FOR SMALL SHIPS THERE IS THE **DANGER OF BROACHING OR BOW DIVING**
* FOR BIG VESSELS **HEAVY ROLLING** CAN OCCUR
* THE **STABILITY IS INFLUENCED NEGATIVELY** AND THERE IS A GREAT DANGER OF **CAPSIZING**
* WHEN THE WEATHER GETS WORSE IT IS DIFFICULT TO NOTICE
* IT IS **DIFFICULT AND DANGEROUS TO TURN THE SHIP AROUND**, TO CARRY OUT ONE OF THE OTHER MANOEUVRES
* WHEN THE SHIP HAS THE **SEAS FROM THE QUARTER**, SHE WILL **ROLL HEAVILY** AND SHIP A LOT OF **WATER ON DECK**,
ALSO **NEGATIVELY AFFECTING THE STABILITY**
62
(Water) Pressure distribution around moving vessel
| MAN
63
water flow around vessel in narrow channel
| MAN
faster flow of reverse current => lower water level
64
Bank effect
| MAN
faster flow of reverse current => lower water level
not: suction
but: **pushing** (sliding downhill)
If vsl slowly moves towards bank and helmsman gives counter-rudder => stern pushed even closer to bank (turnin point D ~ 1/4 from bow) **and** reverse current at stern even faster
65
Navigating in narrow or shallow waters
| MAN
hydrodynamics have a major impact on your manoeuvrability: SQUAT, bank effect; passing/overtaking
* **moderate speed**
* stay in **middle of fairway**
* once vsl responds less or moves from middle: **slow down or stop**
66
Meeting in narrow channel
| MAN
* in approaching **bow waves (+)** will **push them apart**
* next to each other: opposite reverse currents cancel each other out; water at normal (i.e. high) level, **keeping both vsls apart**
* at sterns passing, the **sterns are pushed towards each other** in the stern cavities: port rudder & kick forward
67
Overtaking in narrow channel
| MAN
* **more dangerous than meeting**
* **reverse currents between them double** => water drop between them is significant => pushing the vsls together (pressure strongest fwd and aft)
* **danger of collision highest when overtaking bow close to other vsls stern/aft of midships**
* **slow down & keep distance**
* once almost past, **overtakers stern will be pushed to other vessels bow** => rudder starboard & kick
68
Reverse current
vs
Reverse flow
69
Locking
- slow entrance to allow water out
- FW/SW flow (surface: FW -> SW)
- ropes/lines/fenders
- docking up/down?
- windward
- prop wash of other vessels
- enter/leave in middle: reverse current
70
MOB
**Don’t let it happen**:
- both feet on deck
- don harness when leaving deck
- no sitting on railing
- no peeing
- safety lines and Storm nets
**MOB boat**: SART; life jackets; survival suits; VHF; min 2 crew
71
Pilotage requirements
Whether pilot is required:
ALRS; Vol. 6
72
IAMSAR
International aeronautical and maritime search and rescue manual
Volume III
73
SAR coordination
RCC
Functions:
SAR Coordinator
SAR Mission Coordinator
OSC
74
AMVER
(MAN)
Automated Mutual Assistance Vessel Rescue System
**worldwide** system to **maintain estimated positions** of voluntary participating vsls to
**support** SAR and **make info available to all RCCs**
75
GMDSS equipment
MSI Receiver
VHF/HF/MF DSC radio
Inmarsat ship/earth station
handheld VHF
EPIRB
SART
76
Main features GMDSS
3 basic principles:
1. ability to **receive MSI** (anytime/anywhere)
2. **initiate D/U/S alert**/message (anytime/anywhere)
3. ability to be **retrieved by SAR units** anywhere
77
Distress alerts to contain
1. **MMSI** of vsl in distress
2. **Time** in UTC of distress
3. **Position** of vsl in distress
4. **Format** of distress (fire, collision, capsize...)
78
GMDSS sea areas
A1: < 30 M
A2: < 200 M
A3: 70 N -70 S
A4: all except A1-3
79
GMDSS equipment
SOLAS communications equipment:
- INMARSAT ship/earth stations
- VHF/MF/HF DSC radios
- **MSI** receivers (**NAVTEX; SafetyNET**)
- handheld VHF
- EPIRB
- SART
80
SAR patterns
- Expanding Squares (SS)
- Vector Search (VS)
- Creeping Line
- Parallel Swap
81
RCC
(MAN)
Rescue Coordination Centre
1. **promoting** efficient SAR organization
2. **SC**: coordinating **conduct** of SAR ops within a region
82
SAR coordination
(MAN)
**3 levels** of coordination:
1. SAR coordinators (SC)
2. SAR mission coordinators (SMC)
3. On-Scene coordinators (OSC)
83
Manoevring data/characteristics
| MAN
to be available on bridge:
1. **turning circle**
2. **stopping distance / crash test**
3. **speed tests**
4. **MOB tests**
5. **ZigZag**
84
distances Turning Circle
Kick: 40-100 m
Transfer: 2x LOA
Advance; Tactical Diameter: 4x LOA
85
Navigational Watch:
Consideration for organization
| MAN
1. visibility; weather state; sea
2. traffic density
3. required attention (e.g. close to TSS)
4. additional workload anticipated (operational; cargo; )
5. fitness for duty
6. knowledge; confidence; competence
7. experience
8. other acivities (radio coms; other resources on standby)
9. operational status bridge equipment
10. monoevring characteristics
11. size of ship
12. bridge configuration
13. any other relevant standards/procedures
| (know 5 / 13)
86
What is passage planning?
| MAN
A passage plan is a comprehensive, berth to berth guide, developed and checked by a vessels bridge team and signed off on by Master. It is used to identify the most favourable route and highlights potential hazards along the route, to ensure the safe passage of the vessel.
87
What are the stages of passage planning?
| MAN
4 stages:
Appraisal
Planning
Execution
Monitoring
88
Sources for passage planning?
| MAN
**Chart Catalogue**
**ALRS**: Admiralty List of Radio Signals **Vol 6 for pilotage**
**ALL**: Admiralty List of Lights and Fog Signals
**ATT**: Admiralty Tide tables
**NtM**: Notice to Mariners
**Navigational Charts (Paper + ENC)**
**NP100**: Mariners Handbook
**NP 136**: Ocean Passages for the world
Routing Charts
Admiralty Sailing Directions
Tidal Stream atlas
Ships Routing Guide
Admiralty Distance Tables
**Masters standing orders**
NP5011 Chart Symbols
NP5012 ENC chart symbols
Previous passage plans
Maritime security chart
**IAMSAR volume 3**
89
Information to handover to next watch keeper at sea?
| MAN
* Allow sufficient time for night vision to be established if at night
* Pass masters night orders
* Ships current position, course and speed
* Passage plan progress
* Any navigational hazards coming up for watch
* Current traffic conditions
* Any MSI information
* Status of navigation and bridge equipment
* Status of communication equipment
* Status of propulsion and steering equipment
* Status of watertight doors
* Any deck work in progress
90
Prepare vessel for anchor?
| MAN
Prepare a plan to anchor which would include:
* Nature of seabed/depth
* Anchoring position
* calculate swinging circle
* Tide, current and wind
* Proximity to navigational hazards
* VTS requirements
* Latest weather information
Approaching the anchorage:
* Fix position of the ship
* Have engines on standby for immediate manoeuvre
* Prepare required shapes/lights
* Change AIS status
* Brief anchor team
* Have the anchor ready to let go
During anchor watch:
* Maintain a navigation watch
* Maintain a proper lookout
* Observe traffic and weather conditions
* Verify ship is holding on anchor position
* If ship is dragging anchor inform the master and take appropriate action
* Notify master is visibility changes
* Exhibit correct shapes or lights until anchor is aweigh
91
Maintaining a navigational watch?
| MAN
* Maintain look-out at all times
* Compliance with the COLREGS
* Recording bridge activities
* Periodical checks of navigational equipment
* Monitor ships progress against the passage plan
* Monitor all radio Communications
