1. TURNING CIRCLE
THE CIRCLE IS THE PATH OF THE SHIP’S PIVOT POINT AS IT EXECUTES A 360° TURN. IN SHALLOW WATER, THE RATE OF TURN IS LIKELY TO BE DECREASED, SO THE VESSEL WILL HAVE A LARGER TURNING CIRCLE.
MERCHANT SHIPS USUALLY TURN IN A CIRCLE HAVING A DIAMETER OF ABOUT 3–4 TIMES THE LENGTH BETWEEN PERPENDICULARS (LBP). THE LARGER THE RUDDER, THE SMALLER THE TURNING CIRCLE DIAMETER(TCD).
DURING THE TCD MANOEUVRE, THE SHIP WILL EXPERIENCE TRANSFER, ADVANCE, DRIFT ANGLES AND ANGLE OF HEEL.
STARBOARD SIDE TURNING CIRCLE AND PORT SIDE TURNING CIRCLE ARE DIFFERENT BECAUSE OF TRANSVERSE THRUST.
THE FACTORS AFFECTING TURNING CIRCLE OF SHIPS ARE :
(1) DRAUGHT AND TRIM .
(2) DISTRIBUTION AND STOWAGE OF CARGO .
(3) EVEN KEEL OR LISTED
(4) RUDDER ANGLE.
(5) AVAILABLE DEPTH OF WATER
(6) DRIFT ANGLE AND INFLUENCING FORCES.
(7) STRUCTURAL DESIGN AND LENGTH
ADVANCE – DEFINED BY THE FORWARD MOTION OF THE SHIP, FROM THE MOMENT THAT THE VESSEL COMMENCES THE TURN. IT IS THE DISTANCE TRAVELLED BY THE VESSEL IN THE DIRECTION OF THE ORIGINAL COURSE FROM COMMENCING THE TURN TO COMPLETING THE TURN. IT IS CALIBRATED BETWEEN THE COURSE HEADING WHEN COMMENCING THE TURN, TO WHEN THE VESSELS HEAD HAS PASSED THROUGH 90°.
TRANSFER – DEFINED BY THAT DISTANCE WHICH THE VESSEL WILL MOVE PERPENDICULAR TO THE FORE AND AFT LINE FROM THE COMMENCEMENT OF THE TURN. THE TOTAL TRANSFER EXPERIENCED DURING A TURN WILL BE REFLECTED WHEN THE SHIP’S HEAD HAS MOVED THROUGH A COURSE HEADING OF 180°. THE AMOUNT OF TRANSFER CAN BE CALIBRATED AGAINST THE SHIP’S CHANGE OF HEADING AND IS USUALLY NOTED AT 90° AND 180°.
TACTICAL DIAMETER– IS DEFINED BY THE GREATEST DIAMETER SCRIBED BY THE VESSEL FROM COMMENCING THE TURN TO COMPLETING THE TURN.
⦁ WHEN THE VESSEL IS TRIMMED BY THE STERN, THE TACTICAL DIAMETER OF TURN IS INCREASED
⦁ WHEN THE VESSEL IS TRIMMED BY THE HEAD, THE TACTICAL DIAMETER OF TURN IS DECREASED
⦁ THE VESSEL WITH A LIST WILL TAKE LONGER TO EXECUTE THE TURN, AND WHEN TURNED INTO THE LIST, WILL DEVELOP A LARGER CIRCLE
⦁ THE VESSEL WITH A RIGHT-HAND TURN PROPELLER, IF MAKING A TURN TO PORT, WILL END UP WITH A SMALLER DIAMETER THAN STARBOARD DUE TO THE EFFECT OF TRANSVERSE THRUST
FINAL DIAMETER – IS DEFINED AS THE INTERNAL DIAMETER OF THE TURNING CIRCLE WHERE NO ALLOWANCE HAS BEEN MADE FOR THE DECREASING CURVATURE AS EXPERIENCED WITH THE TACTICAL DIAMETER.
DRIFT ANGLE: IT IS THE ANGLE BETWEEN THE AXIS OF A SHIP WHEN TURNING AND THE TANGENT TO THE PATH ON WHICH IT IS TURNING.
2. INERTIA STOP AND CRASH STOP
EVERY SHIP HAS TWO DIFFERENT STOPPING DISTANCES DEPENDING ON:
INERTIA STOP
CRASH STOP
1) INERTIA STOP
AS DESCRIBED ABOVE, WHEN THE ENGINE OF THE SHIP IS STOPPED, THE SHIP WILL CONTINUE MOVING IN THE SAME DIRECTION FOR SOME MORE DISTANCE DUE TO INERTIA. HERE NO ASTERN COMMAND IS GIVEN (USED TO PRODUCE “BRAKING EFFECT” FOR SHIPS), AND HENCE SHIP WILL TRAVEL MORE DISTANCE IN THE INERTIA STOP METHOD.
M.V SUNNY SPRUCE
SAILING DISTANCE TO STOP DURING STOPPING INERTIA TEST OPERATION - 1949METRES
SAILING TIME TO STOP DURING STOPPING INERTIA TEST OPERATION - 10MIN 59 SEC
2) CRASH STOP
CRASH STOP IS USUALLY THE TERM USED WHEN THE SHIP HAS TO SUDDEN STOP IN EMERGENCY SITUATION. HERE THE ENGINE, WHICH IS MOVING IN AN AHEAD DIRECTION IS GIVEN AN ORDER FOR FULL ASTERN, LEAVING THE RUDDER IN THE MID SHIP POSITION TO STOP THE SHIP WITHIN MINIMUM DISTANCE AND SHORTEST POSSIBLE TIME.
M.V SUNNY SPRUCE
SAILING DISTANCE TO STOP DURING CRASH ASTERN OPERATION - 923 METRE
SAILING TIME TO STOP DURING CRASH ASTERN OPERATION - 3 MIN 56 SEC
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