Behavior and Shiphandling of Ships - images Flashcards
Fig. 2 - The four motions
Fig. 3 - Rotational motion in combination with longitudinal and/or lateral motion
Fig. 4 - Initial pivot point
Fig. 5 - The pivot point under the turn
Fig. 6 - The pivot point under the turn
Fig. 7a - Wind effect on ballasted ship, dead in the water
Fig. 7b - Wind effect on ship under headway
Fig. 7c - Wind effect on ship under sternway
Fig. 9 - Decrease in rudder leverage caused by headway
Fig. 8 - Lateral resistance and rudder force
Fig. 10 - Decrease in rudder leverage under prolonged rudder while under headway
Fig. 11 - Transverse rudder force and transverse thrust
Fig. 13 - Rudder effect
Fig. 14 - Effect of transverse rudder force on a ship under speed: initial steering lever
Fig. 15 - Effect of beam on pivot point and drift angle
Fig. 16 - Lateral momentum and pivot point
Fig. 17 - Steady under counter rudder
Fig. 18 - Transverse thrust and pivot point
Fig. 19 - Effect of head wind on 70,000-dwt tanker in ballast
Fig. 20 - Effect of wind on the bow
Fig. 21 Effect of wind on the beam
Fig. 22 - Beam wind on ship moving ahead through the water
Fig. 23 - Beam wind on ship moving astern through the water
Fig. 24 - Following wind
Fig. 25 - Beam wind versus transverse thrust
Fig. 27 - Beam wind on loaded VLCC
Fig. 28 - Rudder force versus wind-force
Fig. 29 - Heading into the wind, speed zero
Fig. 30 - Wind and tide from different directions
Fig. 31 - Wind and tide balance
Fig. 32 - Bow thruster
Fig. 33 - Effect of lateral thrust
Fig. 34 - Ship dead in the water
Fig. 35 - Ship moving ahead at very slow speed
Fig. 36 - Effect of rudder and bow thruster under speed
Fig. 37 - Bow thruster under sternway
Fig. 38 - Rudder/propeller effect
Fig. 39 - Effect of using bow thruster/forward tug
Fig. 40 - Effect of using rudder/propeller
Fig. 41 - Bow thruster effect
Fig. 42 - Restriction in space reduces efficiency of tug
Fig. 43 - Tug pushing or pulling at an angle
Fig. 44 - Pulling the stern off
Fig. 46 - Wind on the beam
Fig. 45 - Pulling the ship out by the tug alongside
Fig. 47 - Wind 60 degrees on the bow
Fig. 48 - Wind 30 degrees on the bow
Fig. 49 - Head wind
Fig. 51 - Entering a sheltered port
Fig. 52 - Docking against a current from aft
Fig. 55 - Side motion resulting in side momentum
Fig. 56 - Longitudinal momentum after course alteration in current
Fig. 57 - Shooting ahead in relatively weaker head current
Fig. 58 - Entering a sheltered port
Fig. 59 - Side drift of tanker in ballast
Fig. 67 - Wind effect when port chain is kept slack
Fig. 68 - Wind effect when port chain is tight
Fig. 69 - Wind on the bow
Fig. 70 - Effect of strain on the chain
Fig. 71 - Transverse force of anchor
Fig. 72 - Strong wind on the port quarter
Fig. 73 - Making complete turn due to strain on the chain
Fig. 74 - Wind on starboard bow on leaving the berth
Fig. 76 - Bernoulli effect: water flow restriction between ship and nearest bank results in increased flow rate and lower water level
Fig. 75 - Strong wind on port bow on leaving the berth
Fig. 77 - Bank effect and pivot point
Fig. 78 - Stern suction
Fig. 79 - Bow cushion
Fig. 80 - Drop in bow wave on one side
Fig. 81 - Bow cushion effect East Channel, Aruba
Fig. 82 - Suction steers the ship
Fig. 83 - Suction steers the ship
Fig. 84 - Suction on the wrong quarter
Fig. 85 - Both ships have reduced engine revolutions; speed should be sufficient for good steering control. Both ships stay in the center as long as possible.
Fig. 86 - Both ships; right rudder
Fig. 87 - Left rudder to clear the stern. The bow waves will push the bows apart.
Fig. 88 - Right rudder to compensate for suction
Fig. 89 - Both ships have a tendency to swing to port. Ship A puts right rudder on the stop the swing, and this is going to bring him into trouble.
Fig. 90 - A is now feeling the suction of B and has to put left rudder on to avoid the bank. The bow of B has come back to the center of the canal; now the stern will come back to the center by the suction of A.
Fig. 91 - A has ended up too close to the bank and strongly feels the bank effect; B is back in the center of the canal and can increase speed for rudder control.
Fig. 92 - Full right rudder could not stop the sheer caused by suction on Ship A. Ship B used the interaction of the ships to advantage.
Fig. 93 - At this stage the overtaken ship A already feels the effect of the overtaking ship B. The bow wave of B accelerates A, and at the same time pushes the stern over, an effect which will aggravate the effect of stern suction.
Fig. 94 - At this stage A has a tendency to swing to starboard
Fig. 95 - The two bow waves push the bows apart, the mutual suction draws the sterns together, and, at the same time, A’s speed reduces considerably. A is swinging toward the bank with reduced speed and should not overreact, as than can bring him into trouble.
Fig. 96 - The most dangerous stage where the overtaken ship is speeding up under the effect of the following wake of the overtaking ship. Suction at the stern of the overtaking ship and suction at the stern near the bank form a strong turning couple. Often A is irresistibly drawn toward the stern of B. The overtaking ship does not feel much effect of the overtaken ship. It is mainly bank effect that the overtaking ship must cope with.
Fig. 113 - Transverse force on ship on even keel, dead in the water
Fig. 115 - Long levers: no longitudinal motion
Fig. 114 - Transverse force on ship under longitudinal motion
Fig. 116 - Long levers; ship under longitudinal motion
Fig. 117 - Short levers; no longitudinal motion
Fig. 118 - Short levers; ship under headway
Fig. 119 - Three tugs pulling or pushing on the beam: ship is moving ahead through the water
Fig. 120 - Ship moving astern: three tugs push or pull on the beam.
Fig. 121 - Lateral resistance abaft the pivot point restricts the drift angle
Fig. 122 - Correlation between rudder force, drift angle, lateral resistance, and pivot point.
Fig. 123 - Theoretical turning circles and drift angles for different L/B ratios
Fig. 124 - Turning with the aid of a single tug
Fig. 125 - Turning against the tug
Fig. 126 - Pivoting about the stern
Fig. 127 - Loaded VLCC turning on the anchor
Fig. 128 - Light ship turning on the anchor
