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Is defined as the art of proper control of a ship while underway, especially in harbours, around docks and piers. It is one of the skills that any ship handler finds very satisfying when well accomplished.

Is a measure of how much weight a ship can carry. It is the sum of the weights of cargo, fuel, fresh water, ballast water, provisions, passengers, and crew.

Is the weight of the vessel including its contents such as weights of cargo, fuel, fresh water, ballast water, provisions, passengers, and crew.

Is defined in technical terms as the distance between the ship’s keel and the waterline of the vessel.

Is the difference between the draughts fore and aft.

Is the depth of water below the keel of a ship. Simply speaking, it is the space below the ship's keel and above the seabed. That is the height obtained by depth minus draft of a vessel.

When a vessel is made to turn under a continuous helm through 360 deg it will follow a roughly circular track called turning circle

Is defined as the forward motion of the ship, from the moment that the ship starts the turn. It is measured between the point of starting the turn until the ship’s heading has passed 90 degrees.

Is the distance gained towards the new course from the start of the turn until 90 degrees change of heading.

Is the distance gained to either left or right of the original course, measured from the original course until 180 degrees change of heading.

Is the diameter of the circle traversed by a vessel after turning through 360 degrees and maintaining the same speed and rudder angle, it is always less than the tactical diameter and is measured perpendicular to the original course and between tangents at the points where 180 degrees and 360 degrees of the turn have been completed.

is a point on the centerline of the ship, where the ship rotates when turning during a course change.

Is an angle at any point on the turning circle between the intersection of the tangent at that point and the ship’s keel line.

External Factors/forces:

Internal Factors/forces under the control of the Ship handler:

Shallow water affects the ships turning ability. The shallower the water the bigger the turning circle will be. The rudder responds effectively at a depth of twice the draft of the vessel.

It requires larger rudder angles to make an effective turn or to increase the rate of turn. Also, larger rudder angles are required to arrest the turn or to check the swing of the ship.

Shallow water has contributing factor in the rudders’ effectivity. Less underkeel clearance means less water to interact with the rudder.

Is the distance, which, a ship will continue to move after action is taken to stop engines and till the ship comes to rest.

Is the linear vertical (up/down) motion

Is the linear lateral (side-to-side) moti

Is the linear longitudinal(front/back) motion

Is the rotation of a vessel about its transverse (side-to-side) axis. An offset or deviation from normal on this axis is referred to as 'trim' or 'out of trim‘

Is the rotation of a vessel about its longitudinal (front/back) axis. An offeset or deviation from normal on this axis is referred to as list or heel.

Is the rotation of a vessel about its vertical axis. An offset or deviation from normal on this axis is referret to as deviation or set

The speed at which a vessel is turning at, measured in degrees per minute.

The point on initial course at which the wheel is put over to initiate the turning of the vessel.

Ship accelerates from rest with the engine full manoeuvring speed ahead and the maximum rudder angle. Data are presented for both full load and ballast conditions.

The exposed area of the ship where the effect of wind is more prominent. Vessels such as containers and Ro-Ro ships have large freeboard and are thus more affected by winds.

The funnel aft acts like huge sail: large area of superstructure + funnel, greatly affects the area of freeboard from forward of bridge to bow, Result: ship not turning and stopped with wind on the beam or just abaft the beam.

Turning lever between Pivot Point and Wind and the ship swings to starboard. When approaching the berth the vessel’s speed decreases and the wind, Effect gets greater: it require considerable corrective action.

Pivot point moves aft creating a different turning lever. The bow fall off the wind or with other words the stern seeks the wind

The pivot point of a stopped vessel coincides with the center of gravity of the underwater profile. When trimmed by the stern, pivot point moves aft (A to B), The windage area is bigger at the bow and the center of wind pressure moves forward

When the same vessel gets headway: pivot point moves forward, ahead of the beam wind - the turning moment changes from direction and the bow turns into the wind.

Wind pressure moves forward and very close to Pivot Point. The turning lever is reduced and the vessel has tendency to fall off. Ship difficult to keep head to wind especially with SBM mooring operations

When the same vessel gets sternway: pivot point moves aft of the beam wind - the turning moment changes from direction and the bow away from the wind.

When the wind is blowing from the right astern, steering the ship becomes easy, Such effect is more often seen on ships where the accommodation area is at the aft region. Moreover, the wind in such case has no braking effect.

In lighter conditions, the effect on the ship’s stem is larger and this tends the ship’s head to swing away from the wind (leeward). This requires the weather helm (helm on the side of the wind) to be steered continuously.

Given a choice between head wind & wind from right astern, the head wind is preferred for berthing.

The stern tends to swing towards the leeward and steered towards the wind and the ship is required to be given a lee helm.

Position of Pivot Point when sailing with current. What is the ground speed = ?

To reduce speed: engine astern / pivot point moves after + transverse thrust

Position of Pivot Point when sailing against current. What is the ground speed = ?

A ship can pass close to shallow areas or man made structures where the tide changes rapidly in direction.

When ship moored or held with the tide on the beamwith a small UKC: lateral force created can be enormous

When the UKC is reduced, the tide cannot flow under and is forced to flow around.

Define as the reduction of a vessels Keel-Clearance, caused by the relative movement of the ship’s hull through the surrounding body of water.

Is defined as the immersed cross-section of the ship’s mid-ship section divided by the cross-section of water within the canal or river. It is the bodily sinkage of a ship in the water when making headway.

When ships make a landfall from a deep sea position they may experience a form of interaction with the sea bed, known as ‘Shallow Water Effect’.

Blockage factor of less than 0.100 represents?

Blockage factor of 0.265 represents?

If the block coefficient is 0.7, the vessel will _____________ ?

If the block coefficient is less than 0.7, the vessel will _____________ ?

If the block coefficient is more than 0.7, the vessel will _____________ ?

It is the tendency of a vessel to be drawn towards the bank when it is navigating in a narrow channel or waterway.

It refers to the cushion of water that forms between the vessel's hull and the bank when the vessel approaches the shoreline.

Preparation for Anchoring:

Decide on which method of anchoring to be used and the number of shackles depending on the depth of water, expected weather and holding ground.

The Chief Officer (or another experienced officer in lieu) must supervise letting go or weighing the anchors and should only assign experienced crew members to anchor work.

The Chief Officer shall confirm that there is no craft or any obstacle under the bow and inform to the Bridge. The Master shall ensure that the vessels ground speed at the time of anchoring is near-zero or indicates a slight sternway. The Master shall ensure that the vessels ground speed at the time of anchoring is near-zero or indicates a slight sternway. The Master shall ensure that the vessels ground speed at the time of anchoring is near-zero or indicates a slight sternway. The Master shall ensure that the vessels ground speed at the time of anchoring is near-zero or indicates a slight sternway. The Master shall ensure that the vessels ground speed at the time of anchoring is near-zero or indicates a slight sternway. 

Handling and operations are some of the most common practices aboard any ship.

Typically run through the bull nose on the bow and run forward down the dock, leading ahead of the ship. When backed against, these lines will help to bring the ship in toward the dock.

These lines run from the stern, usually run through the centerline chock, and run aft of the ship. When pulled forward against, these lines help to bring the ship alongside the dock.

Usually put out from the bow or stern, and occasionally amidships, these lines hold the ship alongside the dock. They do not prevent surging in any direction other than away from the dock, and are usually the last lines sent out and the first brought in.

Is a light line you 'heave' ashore to someone on the wharf. The person then uses the heaving line to pull your berthing line cross to the wharf.

Secure the shipboard end of mooring lines, provide for adjustment of the mooring line length and compensate for changes in draft and tide.

A vertical post, usually one of a pair, set on  the deck of a ship and used to secure ropes or cables.

Are used to temporally hold the strain in a line while it is transferred from the drum to the bitts.

Self-tension winch, Winches designed to heave-in automatically whenever the line tension falls below a certain pre-set value.

Always requires a person to handle the controls for heaving or rendering.

When Securing lines to bitts, Turning up a line is quick and easy the job will hold the line can be slacked off or released under control

When Securing lines to bitts, May jam may be difficult to release may take charge at the last turn and run out uncontrollably, if under strain

Is a mariner who manoeuvres ships through dangerous or congested waters, such as harbors or river mouths, and completes the berthing / unberthing operation of the ships by controlling the ship's manoeuvrability directly and the tugs and shore linesmen through a radio.

Pilots board and disembark using a traditional rope ladder from and to a pilot boat

The IMO Convention for Safety of Life at Sea (SOLAS Chapter V, Regulation 23) sets out the principal requirements for the rigging of pilot ladders.

Is a special type of rope ladder used on board ships for embarkation and disembarkation of maritime pilots.

A pilot ladder should be capable of covering the whole length from the point of access to the water level. The height from water level is informed to the bridge by the port control or the pilot himself depending on the height of the pilot vessel.