SeaTec

Safety Systems Ltd

M.V. “ ”

MANOEUVRING BOOKLET

SOLAS II-1, REGULATION 28.3

IMO RESOLUTION A.601(15)

 This publication is produced by

SeaTec Safety 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: 0141 226 5544

Fax: 0141 226 5599
 CONTENTS

1 GENERAL DESCRIPTION

1.1 Ship's particulars

1.2 Characteristics of Main Engines(s)

2 MANOEUVRING CHARACTERISTICS IN DEEP WATER

2.1 Course change performance

2.2 Turning circles in deep water
2.3 Accelerating turn
2.4 Yaw checking tests
2.5 Man-overboard and parallel course manoeuvring
2.6 Lateral thruster capabilities

3 STOPPING AND SPEED CONTROL CHARACTERISTICS IN

DEEP WATER

3.1 Stopping ability

3.2 Deceleration performance
3.3 Acceleration performance

4 MANOEUVRING CHARACTERISTICS IN SHALLOW WATER

4.1 Turning circle in shallow water

4.2 Squat

5 MANOEUVRING CHARACTERISTICS IN WIND

5.1 Wind forces and moments

5.2 Course-keeping limitations
5.3 Drifting under wind influence

6 MANOEUVRING CHARACTERISTICS AT LOW SPEED

7 ADDITIONAL INFORMATION

© SEATEC 1995 Page 1

1 GENERAL DESCRIPTION

1.1 Ships particulars

Ships name:
Official number:
Date keel laid:
Gross tonnage:
Deadweight:
Displacement: at Summer Draft:
LOA: Normal ballast draft:
LBP: Hull coefficient at summer load draft:
Breadth (Moulded): Hull coefficient at normal ballast draft:
Depth (Moulded): Extreme height of the ships structure:
(measured from keel)

Main Engine(s)
Type: Number of units: Power output: kW

Propeller(s)
Type: Diameter:
Number of units: Pitch:
Direction of rotation: Propeller immersion:

Rudder(s)
Type: Rudder area ratio (loaded)
Number of units: Rudder area ratio (ballast)
Total rudder area:

Bow and Stern Thrusters

Type: Stern thruster capacity:
Number of units: Stern thruster location:
Bow thruster capacity: Bow thruster location:

© SEATEC 1995 Page 2

 Bow and Stern Profiles (not drawn to scale)

Bow profile - Full load condition

Full load draft m

Blind zone

Bow profile - ballast condition

Normal ballast draft m

Blind zone m

Stern profile.
Full load condition

Blind zone

m
Full load draft
m

Stern profile.
Ballast condition

Blind Zone

m Normal ballast draft

m

© SEATEC 1995 Page 3

 Other hull particulars

m m

Stern to bridge wing Distance from bridge wing to bow

Extreme height
m

Width -loaded WL
Full load waterline
m
Normal ballast waterline
Width-ballast WL
Length of full load waterline m m
Length of normal ballast waterline m

Length of parallel mid body - full load condition

Length of parallel mid body - normal ballast condition

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.

© SEATEC 1995 Page 4

 1.2 Characteristics of Main Engine

Trial or Estimated

Speed (Knots) Thrust

Engine order RPM Ballast Loaded 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) Time limit astern min.
Minimum operating Revolutions rpm Critical revolutions rpm
Speed at minimum operating revolutions knots

Time taken to effect changes in Engine Telegraph Settings

Time Taken
Change in Engine Telegraph Routine Emergency
Settings
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

© SEATEC 1995 Page 5

2. MANOEUVRING CHARACTERISTICS IN DEEP WATER
2.1 Course change performance
Initial turning test results (trial or estimated)
Full load condition
090

10 d egre es r udde r
Ad va nce 090
(cabl es) 20 de gre es ru dder

35 de gre es ru dder

09 0
18 0 180 180
36 0 36 0

2 70
In itia l cou rse
000 2 70

27 0

Tra nsfe r ( ca bles)

Normal ballast condition

090

10 d egre es r udde r
Ad va nce 090
(cabl es) 20 de gre es ru dder

35 de gre es ru dder

09 0
18 0 180 180
36 0 36 0

2 70
In itia l cou rse
000 2 70

27 0

Tra nsfe r ( ca bles)

Stern track shown in both of the above diagrams

Environmental conditions during test
Wind Direction Wind speed Sea State Depth of water

© SEATEC 1995 Page 6

 Table of course change test results

Full Ahead Sea Speed

Full load condition, 10 degrees of rudder

Point of
initiation Distance
Change Time Speed Rate Advance Transfer of counter to
of from after of in in rudder New
Heading W/O turn Turn cables cables course
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180

Full Ahead sea speed

Normal ballast condition, 10 degrees of rudder

Point of
initiation Distance
Change Time Speed Rate Advance Transfer of counter to
of from after of in in rudder New
Heading W/O turn Turn cables cables course
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
© SEATEC 1995 Page 7
Full Ahead sea speed

Full load condition, 20 degrees of rudder

Point of
initiation Distance
Change Time Speed Rate Advance Transfer of counter to
of from after of in in rudder New
Heading W/O turn Turn cables cables course
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180

Full Ahead sea speed

Normal ballast condition, 20 degrees of rudder

Point of
initiation Distance
Change Time Speed Rate Advance Transfer of counter to
of from after of in in rudder New
Heading W/O turn Turn cables cables course
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
© SEATEC 1995 Page 8
Full Ahead sea speed

Full load condition, 35 degrees of rudder

Point of
initiation Distance
Change Time Speed Rate Advance Transfer of counter to
of from after of in in rudder New
Heading W/O turn Turn cables cables course
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180

Full Ahead sea speed

Normal ballast condition, 35 degrees of rudder

Point of
initiation Distance
Change Time Speed Rate Advance Transfer of counter to
of from after of in in rudder New
Heading W/O turn Turn cables cables course
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180

© SEATEC 1995 Page 9

 Terms used

Wheel over position (W/O) The point at which the change of course is initiated.

Advance 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 h eadin g

Fina l h ead ing

STERN TRACK S HOWN

Ad va nce
Di stan ce to new course

Whee l o ve r 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.

© SEATEC 1995 Page 10

 2.2 Turning circles in deep water
Trial or estimated
Full load condition
Transfer n.m

Elapsed Time
Advance Course 090
Speed
n.m

Elapsed Time
Course 180
Speed
Elapsed Time
Time 0m 00sec. Course 000
Rudder Hard Over Speed
Full sea speed Ahead
Knots
Course 000
Elapsed Time
Course 270
Speed

Tactical Diameter n.m

Normal ballast condition

Transfer n.m

Elapsed Time
Advance Course 090
Speed
n.m

Elapsed Time
Course 180
Speed
Elapsed Time
Time 0m 00sec. Course 000
Rudder Hard Over Speed
Full sea speed Ahead
Knots
Course 000
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 Direction Wind speed Sea State Depth of water

© SEATEC 1995 Page 11

 2.3 Accelerating turn
Trial or estimated

Full load condition

Transfer n.m

Elapsed Time
Advance Course 090
Speed
n.m

Elapsed Time
Course 180
Speed
Elapsed Time
Time 0m 00sec. Course 000
Rudder Hard Over Speed
Full Ahead ordered
Initial speed 00.0 knots
Course 000
Elapsed Time
Course 270
Speed

Tactical Diameter n.m

Normal ballast condition

Transfer n.m

Elapsed Time
Advance Course 090
Speed
n.m

Elapsed Time
Course 180
Speed
Elapsed Time
Time 0m 00sec. Course 000
Rudder Hard Over Speed
Full Ahead ordered
Initial speed 00.0 knots
Course 000
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 Direction Wind speed Sea State Depth of water

© SEATEC 1995 Page 12

 2.4 Yaw checking tests (trial or estimated)

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

Overshoot time
Period

Ship's heading
Overshoot
Angle Rudder angle
Port

Angle 0
(degrees)

Stbd

Swing
time
Time (seconds)

© SEATEC 1995 Page 13

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

Port

Rate of turn

Time

Stbd

© SEATEC 1995 Page 14

 2.5 Man-overboard and parallel course manoeuvres
Williamson Turn shown
Full load condition
Forward reach Forward reach
..... n miles ..... n miles
Vessel continues turn Vessel
until steady on continues turn
reciprocal course until steady on
reciprocal
course

When vessel reaches When vessel reaches

60 off original course 60 off original course
wheel is put hard over Vessel now on Vessel wheel is put hard over
in opposite direction. reciprocal now on in opposite direction.
course reciprocal
course Man overboard,
Man overboard,
Vessel turns wheel
Vessel turns wheel
hard -over to
hard -over to
appropriate side.
appropriate side.
Extent of lateral shift
Extent of lateral shift
........ n miles ........ n miles

Lateral transfer ...... n miles Lateral transfer ...... n miles

Normal ballast condition

Forward reach Forward reach
..... n miles ..... n miles
Vessel continues turn Vessel
until steady on continues turn
reciprocal course until steady on
reciprocal
course

When vessel reaches When vessel reaches

60 off original course 60 off original course
wheel is put hard over Vessel now on Vessel wheel is put hard over
in opposite direction. reciprocal now on in opposite direction.
course reciprocal
course Man overboard,
Man overboard,
Vessel turns wheel
Vessel turns wheel
hard -over to
hard -over to
appropriate side.
appropriate side.
Extent of lateral shift
Extent of lateral shift
........ n miles ........ n miles

Lateral transfer ...... n miles Lateral transfer ...... n miles

Parallel course manoeuvre

Lateral shift to a parallel course

n.m. using maximum rudder angle.
(assume loaded condition)

© SEATEC 1995 Page 15

 2.6 Lateral thruster capabilities
(trial or estimated)
Zero forward speed
FULL LOAD CONDITION

Elapsed Time Direction of Turn

Thruster operating at 100% capacity
Hdg
000
Elapsed Time

Hdg 270 Hdg 090 Elapsed Time

Hdg
180

Elapsed Time

Effect of forward speed on turning performance

Speed (knots)
Curves should be drawn to show the effect of
forward speed on turning performance.
6

2 4 6 8 10

Time (minutes)
The bow thruster becomes ineffective at forward speeds in excess of Knots

In wind speeds in excess of knots the bow thruster becomes ineffective.

© SEATEC 1995 Page 16

3 STOPPING AND SPEED CONTROL CHARACTERISTICS IN DEEP WATER

3.1 Stopping ability

Side Reach Distance

n.m Side Reach

n.m
Track reach
Mins Knots Track reach
Mins Knots

Head Reach Head Reach

n.m n.m

FULL ASTERN FROM FULL SEA AHEAD FULL ASTERN FROM FULL AHEAD

From full ahead sea to full astern

Initial rpm Final rpm Initial Speed Final Speed Track reach Head reach Side reach
0.0 knots n. miles n. miles n. miles

From full ahead to full astern

Initial rpm Final rpm Initial Speed Final Speed Track reach Head reach Side reach
0.0 knots n. miles n. miles n. miles

Environmental conditions during Manoeuvring Trial

Wind Direction Wind speed Sea State Depth of water

© SEATEC 1995 Page 17

 Stopping ability (estimated)

TRACK REACH
Loaded Condition [Link] Ballast Condition
Knots
Mins

Slow Half Full Full sea Full sea Full Half Slow
ahead ahead ahead ahead Head ahead ahead ahead ahead
Reach

FULL ASTERN FULL ASTERN

Full Load condition

Full astern Track Reach Head Reach Side Reach Time Track reach
from: required deceleration factor
Full ahead (sea) [Link] [Link] [Link]
Full ahead [Link] [Link] [Link]
Half Ahead [Link] [Link] [Link]
Slow Ahead [Link] [Link] [Link]

Normal Ballast condition

Full astern Track Reach Head Reach Side Reach Time Track reach
from: required deceleration factor
Full ahead (sea) [Link] [Link] [Link]
Full ahead [Link] [Link] [Link]
Half Ahead [Link] [Link] [Link]
Slow Ahead [Link] [Link] [Link]

© SEATEC 1995 Page 18

 Stopping ability (estimated)

TRACK REACH

Loaded Condition [Link] Ballast Condition

Knots
Mins

Slow Half Full Full sea Full sea Full Half Slow
ahead ahead ahead ahead Head ahead ahead ahead ahead
Reach

STOP STOP

Full Load condition

Stop Engine Track Reach Head Reach Side Reach Time Track reach
from: required deceleration factor
Full ahead (sea) [Link] [Link] [Link]
Full ahead [Link] [Link] [Link]
Half Ahead [Link] [Link] [Link]
Slow Ahead [Link] [Link] [Link]

Normal Ballast Condition

Stop Engine Track Reach Head Reach Side Reach Time Track reach
from: required deceleration factor
Full ahead (sea) [Link] [Link] [Link]
Full ahead [Link] [Link] [Link]
Half Ahead [Link] [Link] [Link]
Slow Ahead [Link] [Link] [Link]

© SEATEC 1995 Page 19

 3.2 Deceleration performance (estimated)

TRACK REACH

Loaded Condition [Link] Ballast Condition

Knots
Mins

Slow Half Full Full sea Full sea Full Half Slow
ahead ahead ahead ahead to ahead to ahead ahead to ahead
to to slow to half "stand by "stand by to half slow to
dead ahead ahead engines" engines" ahead ahead dead
slow slow
ahead ahead

Full Load condition

Deceleration
Track Time factor
Engine orders reach required
Full sea speed to "stand by engines" n. mile
Full ahead to half ahead n. mile
Half ahead to slow ahead n. mile
Slow ahead to dead slow ahead n. mile

Normal Ballast condition

Engine orders Track Time Deceleration

reach required factor
Full sea speed to "stand by engines" n. mile
Full ahead to half ahead n. mile
Half ahead to slow ahead n. mile
Slow ahead to dead slow ahead n. mile

© SEATEC 1995 Page 20

 3.3 Acceleration performance

Full Ahead Sea achieved

Track reach n.m.
Final speed knots

knots mins. Distance covered

Initial speed 00.0 knots

Full Ahead Sea ordered

Time taken for ship to reach full sea speed ahead from zero speed

Speed Distance covered Elapsed time

2 knots [Link]
4 knots [Link]
6 knots [Link]
8 knots [Link]
10 knots [Link]
12 knots [Link]
14 knots [Link]
16 knots [Link]
18 knots [Link]

© SEATEC 1995 Page 21

 4. MANOEUVRING CHARACTERISTICS IN SHALLOW WATER

4.1 Turning circle in shallow water (estimated)

Full load condition

Track shown is for stern track

Transfer n.m

Elapsed Time
Advance Course 090
Speed
n.m

Elapsed Time
Course 180
Speed
Elapsed Time
Time 0m 00sec. Course 000
Rudder Hard Over Speed
Speed Half Ahead
Knots
Course 000
Elapsed Time
Course 270
Speed

Tactical Diameter n.m

Initial speed Half Ahead

Rudder angle applied should be the maximum throughout the turn

Water depth to draft ratio should be 1.2

© SEATEC 1995 Page 22

 4.2 Squat (estimated)

Shallow water - infinite width of channel

Squat (m)

Curves should be drawn indicating maximum squat

versus speed for various water depth/draft ratios
4

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

2 4 6 8 10 12
Speed (knots)

© SEATEC 1995 Page 23

 5. MANOEUVRING CHARACTERISTICS IN WIND
5.1 Wind forces and moments (estimated)

Full load condition

Wind speed Force ( T) Moment (tm)

10 knots
20 knots
30 knots

Wind speed Force (T) Moment (tm) Wind speed Force (T) Moment (tm)
10 knots 10 knots
20 knots 20 knots
30 knots 30 knots

Wind speed Force (T) Moment (tm) Wind speed Force (T) Moment (tm)
10 knots 10 knots
20 knots 20 knots
30 knots 30 knots

Wind speed Force (T) Moment (tm) Wind speed Force (T) Moment (tm)
10 knots 10 knots
20 knots 20 knots
30 knots 30 knots

Wind speed Force (T) Moment (tm)

10 knots
20 knots
30 knots

© SEATEC 1995 Page 24

 Normal ballast condition

Wind speed Force ( T) Moment (tm)

10 knots
20 knots
30 knots

Wind speed Force (T) Moment (tm) Wind speed Force (T) Moment (tm)
10 knots 10 knots
20 knots 20 knots
30 knots 30 knots

Wind speed Force (T) Moment (tm) Wind speed Force (T) Moment (tm)
10 knots 10 knots
20 knots 20 knots
30 knots 30 knots

Wind speed Force (T) Moment (tm) Wind speed Force (T) Moment (tm)
10 knots 10 knots
20 knots 20 knots
30 knots 30 knots

Wind speed Force (T) Moment (tm)

10 knots
20 knots
30 knots

© SEATEC 1995 Page 25

 5.2 Course keeping limitation (estimated)

Full load condition

Relative wind Rudder amount required to maintain course at following wind speeds;
direction 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 Rudder amount required to maintain course at following wind speeds;
direction 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 wind influence (estimated)

Full load condition

Drifting behaviour under wind influence (no engine power)
Wind speed 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 speed Direction of drift Rate of drift
10 knots
20 knots
30 knots
40 knots
50 knots
60 knots
© SEATEC 1995 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.

© SEATEC 1995 Page 27