Block 3

Unit 2 Ship Hydro Dynamics

& Hull Design

2. Ship hydro dynamics and Special manoeuvres

2.1 Ship Hydro dynamics

.1 Introduction

.2 Objectives

3. Factors affecting manoeuvring

a. Underwater hull geometry

.4 Theory behind Pivot Point

a. Characters of the ship motion

b. Rotational Movement

c. Rotational resistance

d. Frictional Resistance-

e. Residual Resistance –

f. Lateral Resistance –

5. Position of pivot point

a. The position of the Pivot Point under different

conditions:

i. when stationary

ii. Just after ahead movement is given:-

iii. Ship underway with ahead \ astern

movement:

iv. Position when turning

v. Vessel stopped and commencing the turn

with engines ahead.

vi. Turning at constant speed –

vii Speed loss during the turn

viii. Standing Turns and “Kick ahead”

b. Practical use of the shifting nature of pivot point

6. Directionally stable ship.

(SAQ – Self Assessment Questions)

Answers to (SAQ – Self Assessment Questions)

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2.2. Special Manoeuvres –

.1 Introduction

.2 Objectives

.3 Manoeuvres for man overboard

a. Immediate actions
b. Ship Manoeuvres to effect a rescue

.4 Manoeuvres and process for anchoring

a. Ship Anchoring Procedures

b. Manoeuvring for anchoring

c. Approaching identified anchorage

d. Preparation of anchoring plan

e. Elements of the plan:

f. Preparing to anchor

g. Approaching anchorage

h. Anchorage Position

(SAQ – Self Assessment Questions)

2.1 Ship Hydrodynamics

1. Introduction

Having learnt the basics of ship manoeuvring, let us now look at actual
manoeuvres that you may be a part of when on bridge watches.

2. Objectives

a. To understand the factors that affect manoeuvres

b. To understand ship manoeuvres under varying conditions

with or without the use of tugs and or current or winds.

c. To plan for an anchorage and to understand the process

of anchoring

3. Factors that affect manoeuvring

As seen in the previous modules; handling characteristics vary from

ship type to ship type and from ship to ship. Handling qualities are
determined by ship design, which in turn depends on the ship’s
intended function. Typically, design ratios, such as a ship’s length to
its beam or beam to draft, determine the ships willingness to turn.

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Desirable handling qualities are achieved only when there is a balance

between directional stability and directional instability.

a. Underwater hull geometry

The following factors give an indication of how a ship will handle:

Length to beam (L/B) ratio:- High values of L/B are

associated with good course directional stability, e.g. the container
ships have a L\B of 8 and therefore have a good directional stability
while tugs with a L\B ratio of 2.5 to 3 has good turning ability

Beam to draught (B/T): - High values of B/T increase leeway

and the tendency for such a ship in a beam wind would be to ‘skate
across the sea surface’. Merchant ships have a B/T ratio in the range
of 2.75 to 3.75.

Block coefficient and prismatic coefficient (ratios of the

ship’s volume of displacement against the volume of a rectangular
block or a prism): - Ships with large block and prismatic coefficients
have poor course stability and a readiness to turn. When turning, they
will do so easily. Large tankers have these characteristics. Ships with
a large protruding bulbous bow are likely to have their longitudinal
centre of buoyancy far forward. As a result, the ship will show a
tendency to turn.

Longitudinal centre of buoyancy: - Is the point around which

the ship trims

.4 Pivot Point

A ship rotates about a point situated along its length, called the ‘pivot
point’. When a force is applied to a ship, it results in causing the ship
to turn (e.g. the rudder). The ship will turn around a vertical axis, which
is conveniently referred to as the pivot point. With headway, the pivot
point lies between 1/4 and 1/3 of the ship’s length from the bow, and
with sternway, it lies a corresponding distance from the stern. In the
case of a ship without headway through the water but turning, its
position will depend on the magnitude and position of the applied
force(s), whether resulting from the rudder, thrusters, tug, wind or
other influence. The pivot point traces the path that the ship follows.

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Ship moving along longitudinal axis.

X X

a. Characters of the ship motion

Longitudinal Motion - Ships in order to fulfil their assigned roles are

on the move most of the times, from waypoint to waypoint. This
motion of this ship is in a fore and aft direction - in other words
Longitudinal Motion. The Longitudinal travel is achieved by ship’s
propulsion system through propeller thrust.

"Longitudinal Resistance is experienced when the ship is moving in

fore and aft direction. When propulsion force and water resistance
balances a steady speed or hydrodynamic equilibrium is achieved.

Lateral Motion takes place when a ship is moved bodily sideways

(athwartships) either intentionally or unintentionally, for example:

Intentionally - when a ship is being berthed including:

The use of tugs to push or pull ship bodily

Use of bow and stern thrusters,

Use of ship’s mooring ropes to bring ships alongside.

Unintentionally: Ship being (bodily) set by currents, tides or being

pushed by winds. Except in the case of a ship being carried sideways
by currents or tidal streams, ship’s lateral motion also meets
resistance (Lateral Resistance) - when being pushed by tugs or wind.
However when pushed by a tug the movement shall be opposed by
resistance

Tide

X X
No Resistance Because
Water Mass Moves
X` X`

Diagram: Ships Lateral Motion:

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b. Rotational Movement

This takes place while changing courses at sea or while manoeuvring

in ports, ships are required to change direction. This is a turning
movement or Rotational Movement.

This Rotational Movement may consist of:

i Along longitudinal axis, when altering course at sea or in ports.

ii Along transverse or lateral axis when caused by tugs or

thrusters,

iii Only Rotational Movements: such as a ship being turned

around in dock turning basin with use of tugs or shore lines

c. Rotational resistance - rotational movement meets

resistance, which is directly propositional to the rate of turn.

It is mainly in the study of rotational movement of ships that the

concept of pivot point and the turning levers needs to be studied as an
important aspect for understanding ships behaviour. The position of
the pivot point, the force applied on the ship, and its direction and the
length of the levers determine the effect of the same. Larger the length
of the lever or the force increases the effect

On big ships (VLCCs, ULCCs, Bulk Carrier), the distance from the
point of impact of force to pivot point can be very large. As you shall
see the shift of pivot point due to changes in ahead to astern
movement are also very large. Such shift in the position of pivot point
by a couple of hundred meters affects the moment of the rotational
force (Product of length of Lever x Force expressed as feet tonnes or
m/tonnes) - the larger is the lever of that force, the greater its effective
leverage.

d. Frictional Resistance

When moving from position of rest in water to ahead or astern,

propulsion power overcomes ship’s inertia and overcomes the
frictional Resistance. Even though this resistance is felt all along the
ship’s sides equally (and though it is taken into account for
determining propulsion power), it is not considered for determining the
position of Pivot Point.

- e. Residual Resistance

- This is mainly longitudinal resistance. This forms an important

component in determining the position of Pivot Point and there is
relationship between the position of Pivot Point and the ratio of the

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longitudinal resistance to the propulsion force and the direction of

travel.

- f. Lateral Resistance

- However, this does not come into play for straight-line travel as the
component of ship’s transverse thrust is small and is overcome as
soon as ship gathers momentum. It however, affects the position of
the Pivot Point when ship starts turning under the action of rudder and
propeller.

Rotational axis
Z (Z,Z)
X
Y Longitudinal axis
(X,X) +

+
Y Lateral axis +
+ +
X Z (Y,Y)

(a) Three axis of M ovement (b) Rotational M ovement

+
+ 2
+ + 1 3
P Rotational axis
+ + (Vertical Z,Z)
+
+

(c) Rotational movement (d) Rotational axis

5 Position of pivot point

As pivot point shift during ship manoeuvres, it is important to have an

idea about the possible position of the pivot point under different
conditions to anticipate the changes in rotational motion.

Ships rotational moment is about a vertical axis situated along the

length of a ship. The position of this axis is influenced by:

Shape of ships hull,

Direction and velocity of ships motion.

Point of impact and

The magnitude of the forces acting on ship.

Broadly, the axis moves with a change of the direction of the motion
and its magnitude changes as the magnitude and the distance from
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the pivot point. Pivot Point therefore is not a fixed but a wandering
point. (Peripatetic Point).

Let us see how a Pivot Point moves with “circumstances” and its
effects on “Turning lever.

a. The position of the Pivot Point under different conditions:

i. when stationary

In the case of a loaded ship stationary in water, on even keel the Pivot
Point is very close to the centre of gravity i.e. almost at mid length

Y Y
G

X
.

ii. Just after ahead movement is given:-

A ship underway under the effect of the propeller (after inertia has
been overcome and before the longitudinal resistance is felt) has its
pivot point pushed in the direction of travel-forward or aft and this new
position is temporarily 1/8 L from bow or stern as the case may be
depending on the direction of ships movement (or direction of
propeller rotation). This temporary position of pivot point well ahead,
gives a good turning lever and is used for kick-start manoeuvres

iii. Ship underway with ahead \ astern movement:

When ship starts moving through water and as soon as the

longitudinal resistance is felt at the fore (or after) part of the ship, the
Pivot Point moves in the direction of the force (resistance) i.e aft when
ship is moving ahead or ahead when ship is moving astern. At
constant speed, pivot point settles about ¼ L from the bow when ship
is making headway or ¼ L from the stern when ship is making
sternway.

If at the same time, the ship also has lateral (side ways) moment, this
can affect the position at the pivot point – due to lateral forces and

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lateral resistance. This is important particularly when the ship is

turning

iv. Position when turning

The centre of the rotational motion of turning ship depends upon

length to beam ratio of the vessel. It is generally assumed that the
pivot point on a ship under headway and turning under rudder lies
about 1/3 L from forward due to Lateral pushing back the pivot point
further (from ¼ L at constant speed).

Table 1

L/B ratio 9 8 7 6 5
Pos. Pivot Point from bow 0.33L 0.34L 0.35L 0.37L 0.4L

+ +
1/8

Position 2

Ship moves ahead

pivot point moves to a point
1/8 from bow initially
(Position 2)
P

Position 1

v. Vessel stopped and commencing the turn with engines

ahead. (No environmental factor affecting).

Ship starts turn with rudder hard over and with engines ahead (either
slow, halt or full).

This rudder and engine action will attempt to turn the ship as well as
propel it ahead and in doing so:

i) Forward moment is resisted because of inertia.

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ii) Pivot point moves ahead about 1/8 L from the bow because of
the propeller thrust (force) –

This gives good lever for turning movement to start before the ship
gathers forward momentum or just as the ship starts making headway.

As the ship moves ahead after overcoming inertia, the water

resistance on the bow eventually balances the forward propulsion
force at a steady speed and the pivot point shifts aft to a position ¼
from the bow.

At a steady speed, while turning, the lateral resistance (at the

bow on the side which the ship is turning and the stern in opposite
direction) also comes into play pushing the pivot point further aft to
about 1/3 L from the bow. Because of this, turning lever is reduced
and rudder force becomes less efficient.

As the ship starts turning she slides sideways through the water, both
initially and during the turn and meets water resistance all along the
shipside towards which the stern is turning. This also reduces rudder force.
This is the lateral resistance when turning.

p
X X SHIP ON
SHIP c EVEN KEEL
STOPPED

(a) Position of pivot point

stationary ship

p PIVOT POINT
SHIP X + + X SHIFTS AHEAD
MAKING + OF ORIGIONAL
HEADWAY POSITION
c
1/4L

(b) Position of pivot point

ship making head way at steady speed

SHIP MAKING
STERN WAY
p p +
+
X X
PIVOT POINT
1/4L SHIFTS AFT

(c) Position of pivot point

ship making stren way at steady speed

Position of pivot point when turning with propeller and rudder

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vi. Turning at constant speed –

Rudder force and lateral resistance achieve balance in a turn at

constant RPM. Thus, turning circle areas at slow, half or full RPM are
comparable. Only thing that differs is time taken to complete the turn
and therefore the rate of turn.

+
+

+ posn.4

+ +

posn.3 3. As ships start turning

+
pivot point moves to about
+ +
1/3 L from the bow
+ (0.3 to 0.4L)

posn.2 2. At steady speed ahead steady course

+ P 1/4 L from bow
+

posn.1 1. Intilal position of pivot point

mid ship (near c of g)

vii Speed loss during the turn

Speed during a turn always suffers a marked reduction because

during a turn, ship is moving ahead and sideways so she experiences
resistance on the side, which acts as a brake. Speed reduction may
be as much as 30% to 50%. This fact may be used for speed
reduction (by rudder cycling or turning full circle) if sufficient
manoeuvring area is available.

viii. Standing Turns and "Kick ahead"

Minimising lateral resistance and maximising rudder force achieves

standing turn. Initially the turn is started with the vessel stopped or

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moving at very slow speed. Engines are then ‘kicked ahead’. The
rudder force would now be at its maximum, turning lever the best and
therefore faster turn.

As the ship turns 90º, the lateral forces tends to slow the turn and
rudder force will be less effective because the pivot point would move
from1/8 L to ¼ -1/3 L. In order to maintain the leverage, it would be then
necessary to slow down and again give a kick ahead to get the
maximum rudder force and reduced lateral resistance.

b. Practical use of the shifting nature of pivot point

Shifting nature of pivot point affects turning forces and

therefore the process of handling of a ship. E.g.

i) When the ship has headway, the pivot point is forward at about
¼ L from the bow. If a ship under this condition is either pushed or
pulled by tugs laterally or by use of bow thrusters, the distance
between the pivot point and force applied (turning lever) is reduced
and the turning effect shall be reduced. In such a case, it would be
more effective to use rudder than the bow thrusters.

ii) Whenever a ship has headway, the pivot point is well forward
and the distance between Pivot point and Rudder force is at its
maximum. Rudder is therefore most effective. This fact is made use of
in kick-start manoeuvres

Ships propulsion Power (Thrust) is expressed as SHP. (Shaft Horse

Power) from which this force can be converted in tonnes. Similarly,
Tugs propulsion power is expressed as SHP and Bow/Stern Thrust
power is expressed as SHP

6. Directionally stable ship.

Ship is directionally stable if deviation from a set course increases

only when an external force or moment is acting to cause the
deviation. On the other hand, ship is said to be directionally unstable if
a deviation in course begins or continues even in the absence of an
external cause.

Directionally unstable ship is not easy to manoeuvre. Stable ship

requires less energy expenditure in maintaining its set course.

Broadly, directional stability or instability can be determined by

examination of ship’s under water profile. If the area of the hull and its
appendages is concentrated towards the after end and if they are
disposed equally on either side of the centre line - then the ship is

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likely to be directionally stable. Hydrodynamic stability is related to the

following hull parameters.

If ship's length is increased, her directional stability would be

increased

Increase in beam and block coefficient will reduce yawing,

Deepening draft improves directional stability and trim by stern

improves it still further

A ship with poor directional stability can bring about some

improvement by enlarging rudder area to a maximum of 2% of
the lateral underwater area.

Ships with finer lines are more easily handled. Large ships such as
super tankers tend to be directionally unstable.

Pivot point
Tug in center Tug
SHIP STOPPED
TUGS EXERT EQUAL
TUGS PUSHING (OR
AND SHIP MOVES
PULLING)
EQUAL DISTANCE
FROM MIDSHIPS & PARALLEL
(C) - P

1/2 L 1/2 L

(a) Pivot point when ship is stopped in water

p
+ SHIP MAKING HEADWAY
+
+
P 1/4 L FROM BOW
AFT TUG AWAY 3/4 L
FROM P, EXERTS MORE
STERN LEVERAGE - PRESSURE
WILL STERN SWINGS FARTHEST
LEVER FOR LEVER FOR
FORD TUG < AFT TUG SWING BOW SWINGS LESS
(LESSER) (GREATER) MORE

(b) Pivot point when ship is moving ahead

( headway )

SHIP MAKING
p
STERN WAY
P 1/4 L FROM STERN
FORD TUG FARTHEST
AWAY FROM P
EXERTS MORE PRESSURE
AFT TUG EXERTS LESS
LEVER FOR FORWARD LEVER FOR PRESSURE
TUG > AFT TUG LESS BOW SWINGS FARTHEST
GREATER THAN STERN SWINGS LESS
AFT TUG

(c) Pivot point when ship has stren away.

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Table 2

Relationship between the length and other Manoeuvring parameters

L/B Pivot Point Turning Turning circle Drift

ratio from bow circle circumferenc angle
Diameter e Degrees
9 1/3 L 4L 12.6 L 14
8 21/32 L 3.8 L 12 L 15
7 5/14 L 3.6 L 11.3 L 16
6 3/8 L 3.3 L 10.5 L 17
5 2/5 L 3L 9.4 L 19

(SAQ – Self Assessment Questions)

a. What are the factors that affect manoeuvring?

b. What are the various forces acting on the ship just as the ship
gets underway?

c. How does the pivot point move as a force is applied? Is the

amount of shift dependent on the aspect and the quantum of
the applied force?

d. Under what circumstances are the bow thrusters most effective

to start a rotational motion?

e. Two tugs are positioned at the forward and after stations. If the
ship gives a kick astern which of the tugs shall have the more
effect?

Answers to (SAQ – Self Assessment Questions)

a. Underwater hull geometry is the major factor which include

Length to beam ration

Beam to draught ration

Block coefficient and prismatic coefficient

Longitude centre of buoyancy

b. As the ship gets underway, resistance is experienced in the

forward part and the thrust given by the propeller is
experienced aft. Its only when the two balances that the ship
moves at a steady motion.

c. The pivot point moves in the direction of the force applied The
direction depends on the direction but not on the magnitude of
the force

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d. Bow thruster shall be effective when the ship is moving astern

as the pivot point is abaft and the bow thrusters have a large
lever.

e. As the pivot point is aft the forward tug shall be more effective

2.2 Special manoeuvres

.1. Introduction

This module aims at understanding and planning the manoeuvres and

the procedures, such as man overboard and anchoring which may
have to be initiated by a OOW on his own till the master arrives on the
bridge. Cadets should take into account that these types of
manoeuvres cannot possibly be practised in real life situations, for
obvious reasons. It is therefore essential that the procedures to be
followed be thoroughly understood.

2. Objectives

a. to understand the process to be followed where a man is

lost overboard (MOB)

b. to manoeuvre the ship to rescue the MOB

c. to understand the process for preparing for anchoring at

the anchor stations

d. to understand the process for anchoring

3. Man overboard

a. Immediate actions

Watchkeeping officers are required to take certain actions immediately

on being informed of, or actually seeing, a man falling overboard.
However, on such occasions any other consideration only delays the
effectiveness of the actions. The initial actions provide the most
effective measures and should not cause damage to the ship. On
being informed of man overboard, following immediate actions should
be taken:

Put the wheel hard over to the side on which man has fallen.
This will reduce the hazard of the person getting caught into the
suction current of propeller. It will also help in reducing the speed and
keep the ship close to the MOB position.

Throw the man-overboard (MOB) life buoy secured with the

MOB light and the smoke float. This shall identify the position
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of the incident with a fair accuracy. If the life buoy is released

quickly, it may even allow the person to get hold of it.

Many GPS systems have the provision to “Mark” the man

overboard position manually. (Does your ship have one?)

Inform Master and the engine room and put the engines on
stand by.

Call out the rescue boat crew and prepare for lowering.
Preferably lower the boat to the embarkation deck. Do not
lower further, till the Master orders the same. Preparing the
rescue boat to recover the person overboard may be done in
the mean time. Engine room must be ready for immediate
manoeuvring.

Ascertain the following Information that the Master would have

to take into account:

Identity of the person if possible,

Was the person a swimmer?

Was the person wearing life jacket or warm clothing’s etc.?

State of the wind and swell. Wind & Swell may be strong
making recovery by a lifeboat difficult.

The position of the MOB, if ascertained immediately after the

incident. Was a life buoy thrown to mark the position?

If the time and position where the man may have fallen
overboard is not known, when was he last seen?

Visibility

b. Ship Manoeuvres to effect a rescue

It is not possible to state a perfect single manoeuvre, which will be

suitable in all situations. What is important is that:

The action taken should have regard to the prevailing

conditions.

It should be aimed to save the life or lives as far as practicable

The procedure or manoeuvre adopted should not endanger

more lives.

International Aeronautical Merchant Ship Search and Rescue Manual

(IAMSAR) gives details of the manoeuvres which allows the ship to
return as near as possible to the position where the man was
assumed to have fallen overboard. These manoeuvres are explained

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in very simple terms and we would like you to read them and work on
the following task.

4. Anchoring.

a. Ship Anchoring Procedures

After a long sea voyage, a ship arrives in a port or near a port area
and may have to anchor the ship. This may be because of customs,
immigration and cargo formalities or due to non-availability of a berth.

A ship may be required to anchor for receiving stores, provisions,

bunkers, crew change, surveys, and repairs, awaiting port clearance.
A ship may also be forced to take shelter at an anchorage due to
unfavourable weather in the open sea.

Anchoring involves the following processes:

• Removing cement from the spurling pipes and clearing the

hawse pipe covers.

• Lashing and unlashing of the anchor securing system.

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• Engaging and disengaging system for the windlass gears.

• Anchoring terminology.

• Anchoring and heaving up operation at forward station.

b. Manoeuvring for anchoring involves:

• Deciding anchorage position

• Bringing the ship to a predetermined position for anchorage

• Letting got anchor

c. Approaching identified anchorage

Appraisal

In order to select the position to anchor in given area, study should be

made regarding the anchorage choice with the help of appropriate
Nautical Publication at passage planning stage itself. Publications
such as sailing Direction/’pilots’, guide to port entry, port hand books –
circulars, appropriate largest scale charts, tide tables, meteorological
data etc may indicate the areas in approaches to port which should be
earmarked as anchorage for ships before entering port / pilotage
waters. In addition, Ship-Port exchange (Master-pilot Exchange) - Port
Passage plan - would also result in Port Authorities suggesting
anchorage position.

However, the Master must consider the following factors when

choosing anchorage for his ship.

a. Depth: - At least 1.5 times the deepest draft of the ship with
due allowance for range of tides, Sea and Swell Condition.
This depth reduces due to shallow water effect to some extent.
Adequate clearance at low water spring needs to be taken into
account to avoid excessive current force when the tide drops.

b. Small UKC at spring tides (low water) would require paying

out too much of chain leaving inadequate length for further
use. (Depth/Draft ration not more than 2). This will depend
upon how much of cable is on each anchor and size of the
ship).

c. Holding qualities of seabed: mud, soft mud and clay Seabed

is considered to have good holding qualities. Rocky and sandy
beds are not.

d. Adequate Swinging and Manoeuvring area

e. Approaches to and exit from anchorage should have

adequate depths and widths – with enough sea room to
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manoeuvre in case the anchorage plan is to be changed /

aborted.

f. Underwater obstructions (Pipelines, cables)

g. Distance from passing traffic to avoid interaction,

h. Facilities for position fixing should be available to detect

dragging

i. Ease of communication with shore (including launches, etc).

j. Likely weather during the stay at anchorage,

Additional factors

i) Purpose of stay (laid up, Repairs, orders, Bunkers, Stores

ii) Duration of stay (Crew change berth not vacant)

iii) Season (fair-weather /foul)

iv) Need for physical/personal contact (Provision, F.W.,

quarantine, medical, cargo work repairs survey etc).

Caution

k. Avoid choosing anchorage spot close to prohibited anchorage

(In case of vessel dragging etc).

l. Prepare an alternate anchorage plan.

m. Prepare a Contingency plan. (Sudden change in any of the

above may need one)

d. Preparation of anchoring plan

Anchoring plan along with manoeuvring plan will have to be

drawn up along with a checklist for preparation to anchor after
studying relevant publications and deciding on the spot (or
alternate spot) for anchoring the ship.

Be completely familiar with ships manoeuvre data

(Booklet)/characteristics especially as appropriate for current
condition of load, draft, trim and likely depths and UKC through
which ship will have to be handled

Direction and strength of wind and tide. Allowance must be

made in the plan for weather conditions, tides and sea/swell
conditions expected when approaching the anchorage.

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e. Elements of the plan:

If possible, plan to arrive at end of ebb tide (low water slack)

with vessel on hand steering.

Approach courses (tracks) and speed

Waypoints (with bearings / distance from objects ashore) at

which to reduce speeds to stop / reverse engines in order to
check headway

a. Position to drop anchor. Depth of Water

b. Determine the required length of chain.

f. Preparing to anchor

Time to start preparation – 2 hours / 1 hour before arrival – Factors to

take into account - Weather, Traffic Density, Day or Night

Echo sounder to be put “ON”.

People to Call – Master, Bridge Team. C/O, Bosun, ER

personnel.

Machinery to be ready: Windlass, (Power “ON” – operate),

gears, steering to be tested, Anchor lashing to be removed, gypsy
brakes, anchor signals, communications equipment to be in readiness

Tools to be handy

Instructions to be given to person on forecastle including:

Which anchor,

Walking back/how much,

How much to pay out initially, how much total length –

Is turning short with anchor contemplated.

g. Approaching anchorage

Before anchoring, it is necessary to judge that the ship is stopped

(over the ground). Taking visual Bearing of objects abeam or a near
the beam are preferable such as Transits, Land objects or lighthouses
or Beacons is preferable. Bearings of Buoys and ships nearby are not
reliable and hence not recommended. Bridge watch shall monitor
ships way through water and keep the master informed. If the bearing
is steady, (does not change) – ship is stopped. A check is kept on the
compass heading to determine if the ship is swinging. If the ship is not
heading the current, the ship shall swing to align itself to it.

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At the same time, remember:

That the ship swings to starboard if you are going astern

Flow of water past the ship indicates that the ship is moving
forward.

In shallow water when the engines are put astern in muddy

waters the muddy waters seem to move forward

A sure method is to drop a lead line (Hope you have one on

board)

Radar bearings also can give you indications whether the ship
has stopped.

Modern ships have Doppler logs to quantify the ship’s motion

over ground or over water in a Ahead – Astern direction,
additionally they also give a athwartship motion of the bow and
stern. See module on “Speed Log”)

Remember that if the ship is swinging at the same time it may

be difficult to ascertain whether the ship is dead stopped.

h. Anchorage Position

Position obtained on anchoring will be the position of the bridge.

Position of the bow or of the anchor can be drawn from this to know
the position of anchor (in case this is lost) and to prove that you did
not anchor in prohibited area. Such fixing of position shall also allow
you:

To draw the ship’s swinging circle using the amount of

chain brought up. This is also a requirement at certain ports
and must be practised after every anchoring.

• To know if vessel has dragged.

• To assure the watch keeper that sufficient distance is

available from nearby objects on chart.

• Many GPS systems have the provision to “Mark” the

anchor position and setting up of a “anchor watch” feature. (
has your ship’s GPS been provided this feature?)

i. Use of anchor buoys.

Anchor buoy / buoys is a device that is available on board or can also

be made on board the ship, to indicate the position of the anchor /
anchors when they are dropped.

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Unit 2 Ship Hydro Dynamics
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i) The buoy: can be made of hardwood /Hard piece of wood 2”

thick and say 3' x 3' approximately shaped as a circle or cone
and with a hole in a corner big enough to take a small shackle
pin through it. The buoy can be painted suitably so that it can
be identified as an anchor readily.

ii) A wire/Nylon rope with an eye can be attached to the buoy

with the shackle. This rope must be sufficiently long (Depth of
water and tidal rise and swell height and allowance for tidal
current etc. Attachment to the anchor can be through the ring
or shackle of the anchor by means of an eye or loop. First, the
connection to the anchor is made with the rope and adequate
length joined to the buoy.

iii) The buoy with adequate slack is taken up on the rail / bulwark
on forecastle and lightly lashed.

iv) When order is given to let go the anchor the buoy is also
thrown over the side

(SAQ – Self Assessment Questions) Special manoeuvres

f. Describe the immediate actions that should be taken when a

man is seen falling overboard

g. what is the main intention in the special manoeuvres for MOB

described?

h. How is the position of the anchor marked and why?

i. Why are anchor watches necessary? What routine is to be

followed on such watches?

Answers to (SAQ – Self Assessment Questions)

f. Raise an alarm. Call the master, throw the MOB lifebuoy

overboard. Use the “mark” feature on the GPS if available. Keep a
look out to keep the man in sight, follow one of the manoeuvres
mentioned, inform engine room to prepare for manoeuvring. The other
actions that could be taken but not immediately are increase lookouts,
hoist signal “O” and send urgency message on radio to ships in the
vicinity etc

g. Main intention of the special manoeuvre for MOB is to return to

the spot where the man fell overboard

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Unit 2 Ship Hydro Dynamics
& Hull Design

h. The position of the anchor should be marked with an anchor

buoy. It can also approximately be marked by fixing the ships position
and by calculating the length paid out on the cable in the direction the
ship is heading. The anchor buoy is accurate and in case the cable
parts the anchor can be recovered by spotting the anchor buoy.

i. Anchor watches are necessary to ensure principally that a). the

ship is not dragging, b) no unauthorised persons approaches and / or
boards the ship. c) No other ship is dragging on to own ship

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