Naval Shiphandling

ADAPTED FROM:

Naval Shiphandling
AGENDA:

Describe the effects of momentum and inertia.

Discuss controllable shiphandling forces.
Discuss uncontrollable forces.
Discuss semi-controllable forces..
Describe the pressure/suction effect on ships
maneuverability during alongside operations and
operating in shallow water.

Applicable reading: WOG 89-114.

Shiphandling Theory
There may be more than a dozen forces acting
about the vessels 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

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
Characteristic Folder
# of Screws

Length/Beam

# of Rudders

Pivot Point

Turn
Diagrams

Advance/
Transfer

Acceleration/
Deceleration

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

Transfer
Tactical
Diameter

Final
Diameter

PIVOT POINT
DIW - BOTH
TUGS
EQUAL
LEVERAGE

PIER

PIER

PIER
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

Three Basic
Categories Of Forces
Controllable Forces
Semi-controllable Forces
Uncontrollable Forces

SHIPHANDLING FORCES
CONTROLLABLE

ENGINES/PROPELLER(s)
RUDDER
BOW THRUSTER / APUs
TUGS
ANCHORS
LINES

PROPELLER FORCES
STERN WALKS THE SAME
DIRECTION PROPELLER TURNS

TRANSVERSE
THRUST
LONGITUDINAL
THRUST

(SIDE FORCE OR
PADDLEWHEEL
FORCE)

COUPLE
(TWIST)

SINGLE PROPELLER
STERN WALK

Side Force

Visualize
the lower blades walking along the bottom.

CONTROLLABLE
PITCH PROPELLERS
FFG

DD/CG/MCM
DD/CG DEVELOP
STERN WAY @ 0%
PITCH AND WHEN
TWISTING

STERN WALKS
TO STBD

DDG 51

RUDDER
EFFECTIVENESS
RUDDER PLACEMENT
COORDINATING RUDDER &
ENGINES
IMPLICATIONS OF ALL STOP
PUMP TO THE RUDDER (KICK AHEAD)

DDG-51 RUDDER
PLACEMENT

BOW THRUSTERS /
APUs
APU

BOW THRUSTER

270

090

TWO UNITS
EACH 360 DEG
INDEPENDENT
ON - OFF ONLY

LST/LHA/ARS/MCM

FFG

Tugboats
Assist maneuvering by
pushing or pulling.
Tugboat

Cruiser
TO BE DISCUSSED
NEXT LECTURE

SHIPHANDLING FORCES
SEMI-CONTROLLABLE
SHALLOW WATER EFFECTS
SQUAT

PASSING SHIP EFFECTS

MEETING
OVERTAKING/UNREPS

SHALLOW WATER EFFECTS

SQUAT

2.5 X DRAFT

SLOW DOWN TO REDUCE EFFECTS

SHIPHANDLING FORCES
UNCONTROLLABLE

WIND
CURRENT

Balance of Forces

Wind
(30 KTS)

Rudder
(30 )

Propeller
(15 KTS)

Current
(3 KTS)

Mooring to a Pier
1. No set on or off the pier.
a. Approach at 10 to 20 degrees, bare
steerageway.
b. Stop engines and drift closer.
c. Put rudder over away from the pier.
d. Back down as needed to stop forward
motion.

Mooring to a Pier
2. Being set on the pier.
a. Bring the ship to a stop parallel to the
pier, half a beams width away.
b. Let current or wind push the ship in.
c. Use engines to control position along
the pier.
Wind /
Current

Mooring to a Pier
3. Being set off the pier.
a. Approach at faster speed.
b. Put over lines as soon as possible, put
rudder over away from pier to bring in
the stern.
c. Stop headway by backing outboard
engine.