Shiphandling Part II

Introduction to Shiphandling

• Part I - Forces affecting ship’s movement

• Part II - Terminology

• Part III - Mooring/Underway evolutions

• Part IV - Bridge Equipment

• Part V - Standard Commands

• Part VI - Man Overboard maneuvers

Basic Boathandling Procedures

• Stern moves first when rudder is put over• Ship turns faster at higher speeds• single screw – most difficult to maneuver

– Rudder effect minimal and propeller side force greatest with low speeds

– turn faster to port than starboard with headway– when operating astern propulsion, ship will walk to port no

matter how much right rudder applied

• twin screw -– Ease of maneuvering with capability of manipulating both

engines • “twist”

Shiphandling Terms

Twist - a turn produced by opposing the ship’s engines.

Port Twist“Port back 1/3”“Starboard Ahead 1/3”“Left Full Rudder”

Thrust

Flow(Reverse orders for Starboard twist)

Twin-Screw Vessel

• Use of various rudder-propeller combinations can achieve practically any maneuver– Turn a ship in its own water

• Both screws working ahead at same speed, vessel will move forward on straight course

• Both screws backing, ship move astern• Propellers are offset from the centerline

One Screw Working Singly

• Starboard screw working ahead and port screw stopped, stern will swing to starboard

• Port screw working ahead and the starboard screw is stopped, the stern will swing to port

• Port screw backing and starboard screw stopped, stern will swing to starboard

Screws Working in Same Direction at Different Speeds

Both screws are working ahead at different speeds, stern will swing to the side of the screw working at higher speed

Both screws are backing at different speeds, stern will swing in the direction of the slower speed

Ahead 5 kts Ahead 10 kts

All back fullAll back 2/3

Screws Working in Opposite Directions

Bow will swing toward the side of the screw that is backing

Stern will swing toward side of screw working ahead

All back Full

Ahead 5 kts

Port BackStbd StopRudders amidshipsShip backs to starboard(Bow swings port)

Port StopStbd BackRudders amidshipsShip backs to port(Bow swings starboard)

Port AheadStbd StopRudders amidshipsShip turns starboard

Port StopStbd AheadRudders amidshipsShip turns Port

Torque

Mooring Evolutions

• Run either port or starboard bow alongside ship/pier you wish to dock– slow approach at appropriate angle– back down to stop at a good position

• single screw - easier port-side-to vice stbd-side-two because side force of screw will walk ship over

Single-Screw problemsPort-side-to Stbd-side-to

Mooring to a Pier

No set on or off the pier.a. Approach at 10 to 20 degrees, bare steerageway.b. Stop engines and drift closer.c. Put rudder over away from the pier.d. Back down as needed to stop forward motion.

Mooring to a Pier

Being set on the pier.a. Bring the ship to a stop parallel to the pier, half a beam’s width away.b. Let current or wind push the ship in.c. Use engines to control position along the pier.

Wind /Current

Mooring to a Pier

Being set off the pier.a. Approach at faster speed.b. Put over lines as soon as possible, put rudder over away from pier to bring in the stern. c. Stop headway by backing outboard engine.

Mooring for Single Screw• Mooring port-side-to:

– Approach at angle of 20 degrees with pier

• head for spot slightly forward of position where you intent to stop

• put rudder to stbd several feet feet from point to bring boat parallel with pier and commence backing

• Mooring stbd-side-to:– Approach pier at less of an angle and at a slower speed

so won’t have to back down as much

– Stern line put over asap because when engine backed, side force will push stern away from pier

• Single up and slack off remaining mooring lines• Vessel may drift out, take in all lines and proceed

to get underway• Vessel may not drift out, stern can be kicked out

by going ahead slowly on outboard engine while taking strain on after bow spring line– Stern swings out, bow come up next to pier protected

by fenders– Soon as stern is clear, take in all lines and back ship out– Steer with engines until there is enough sternway for

rudders to take effect

Getting Underway

U/w for Single Screw• Stbd-side-to:

– hard right rudder and back until stern walks itself away from dock

– use bow line to prevent ship from moving back

• Port-side-to:– get stern out first but if back down, tend towards dock

– use bow line as spring line and hold

– cast off stern, left full rudder and stern will walk out

Bridge Equipment• Variety of equipment available to help conning

officer direct the movements of a ship• Perform following functions

– Steering

– Indicating ship’s heading, speed, and rudder angle

– Indicating relative wind direction and speed

– Transmitting engine orders to engine rooms

– Indicating propeller revolutions

– Taking bearings and ranges

– Plotting ship’s position and course

– Controlling external lights

– Internal and external communications

Bridge Equipment

• Two enlisted bridge watchstanders directly involved with ship control– Helmsman –

• Steers ship based on gyrocompass repeater• Uses magnetic compass as back-up

– Lee Helmsman – • Operates speed control equipment

– On some ships, one person can perform both duties

STEERING CONTROL CONSOLE

SHIP CONTROL CONSOLE

MODERN HELM CONSOLE

Bridge Equipment for Gas Turbine Ships

• Ship’s Control Console (SCC) - contains principle controls and displays necessary to provide operator control of ship’s speed and heading– Steering Controls and Indicators:

• wheel

• rudder angle order indicator - shows ordered vs. actual rudder w/ 2 degree lag

– emergency steering w/ control knob

• auto pilot

• steering pump and cable controls

Rudder Angle Order Indicator

– Engine Order Telegraph• allows operator inputs of pitch and RPM values to be

transmitted to CCS• Indicates location of throttle control and plant mode

status

– Integrated Throttle• throttle like device that gives operator the ability to

directly control speed of ship• each shaft can be controlled separately or together

– Propulsion Indicators• shaft performance data (RPM/Pitch)• pit log repeater/dummy log control• speed light control

Engine Order Telegraph

Engine Order Telegraph

– Course Indicators• right hand gyro repeater used to steer ordered

headings

• left hand gyro unit is a course-to-steer unit

– Power Panel• controls power to SCC

• allows tests of displays and alarms

• illumination controls

• steering alarm indicator

Course Indicator

STANDARD COMMANDS

• To avoid any possible confusion between the Conning Officer and the Helm or Lee Helm, all steering and engine orders are given using standard phraseology and format.

• A new order should never be given until previous one has been acknowledged

Standard Commands

The Basic Format for a standard command is common throughout the Navy to minimize confusion in shiphandling. The four parts of a standard command are:

1. Command2. Reply 3. Report 4. Acknowledgment

HELM/LEE HELMCONNING OFFICER

CommandReply

Report

Acknowledgement

FORMAT

Command• From Conning Officer

• crisp, loud voice

• voice level and control should indicate confidence

• command must be heard by– Helmsman/Lee Helmsman– QMOW/Navigator– OOD– CO (when on bridge)

Reply

• From Conning Station (SCC)– Verbatim restatement of Conning Officer’s

command– reply given in loud, clear voice

Report• From Conning Station (SCC)

– Not given until command has been carried out completely

– Report given in loud, clear voice– Report repeated until acknowledged by

Conning Officer– Report will also include the equivalent

magnetic course when an ordered course has been steadied on

– “Steady on course 270 checking 269, Sir”

Acknowledgement

• From Conning Officer– Always “very well”

HELMCONNING OFFICER

CommandReply

Report

Acknowledgement

Example

“Right standard rudder, steady on course 250”

“Right std rudder, stdy on course 250, aye.”

“Sir, my rudder is right std, coming to course 250.”

“Very well”

COMMANDS TO THE HELM

Basic Format Example

-Direction of Rudder "Right..” “Come right”

"Left. . ."

-Amount ". . standard rudder. . ."". . .ten degrees rudder. . ."

-Course ". . .steer course two zero zero."

". . .steady on course one one five."

COMMANDS TO THE HELM

• Direction of Rudder: Either left or right

• Amount of Rudder: Expressed as a number of degrees of rudder (5, 10, 20, 25), or one of the following: (nominal values given)– Standard: 15°– Full: 30°– Hard: 35°(maximum rudder angle)

COMMANDS TO THE HELM

• Direction and rudder angle together comprise the first portion of the command.– “Right ten degrees rudder”– “Left full rudder”– Two exceptions to the phraseology:

• “Rudder amidships”

• Hard rudder: “Hard right rudder” instead of “Right hard rudder”

COMMANDS TO THE HELM

• Course to steer: This portion of the command is not required. If not given, the Helm maintains the rudder at the ordered angle until another order is given.– “Steady on course ___”– Course read as three digits

• Do not say “degrees true” after course

– This order tells the Helm to adjust the rudder and steady on a final course.

COMMANDS TO THE HELM

• Examples:– “Left 5° rudder”– “Right standard rudder, steady on course 260”– “Hard left rudder”

Practice Commands• Turn the ship to starboard using 15 degrees of

rudder• Command: “Right Standard Rudder.”• Turn the ship to port using 20 degrees of rudder,

steadying on a course of 180 degrees true• Command: “Left 20 degrees rudder, steady on

course 1-8-0”• Turn the ship to port using hard rudder• Command: “Hard left rudder”

Standard Steering Commands to the Helm

• Course changes of less than 10°:– For small course changes, a specific rudder

angle is not given. This allows the Helm to use up to 10° of rudder to make the course change.

– The standard command is:• Direction/amount: “Come right/left”• Course to steer: “Steer course ___”

Example

• Course change from 270 degrees true to 274 degrees true– Command: “Come right, steer course 274”

• Course change from 150 degrees true to 145 degrees true– Command: “Come left, steer course 145”

Practice Commands• Course change from 090 to 097 degrees true

• Command: “Come right, steer course 097”

• Course change from 355 to 352 degrees true

• Command: “Come left, steer course 352”

• Course change from 187 to 198 degrees true

• Command: “Right ten degrees rudder, steady on course 198”

OTHER HELM COMMANDS• Desired action: Increase or decrease rudder angle

from a previously ordered angle• Command:

– “Increase your rudder to right/left _____ degrees”– “Ease your rudder to right/left ___ degrees”

• Note: Anytime a new rudder angle is ordered, a steering/steady course must be repeated if it is desired.

• Command:– “Steady on course ________”

Examples

• Desire to change your rudder from right standard to right full, no course given

• Command: “Increase your rudder to right full”• Desire to change your rudder from left full to left

standard”• Command: “Ease your rudder to left standard”• Desire to increase your rudder from right 10

degrees to right standard, steadying on a course of 180 degrees true

• Command: “Increase your rudder to right standard, steady on course 180”

Practice Commands• Desire to change rudder from left 20

degrees to left 15 degrees, no course

• Command: “Ease your rudder to left 15 degrees”

• Desire to change rudder from right 10 degrees to right 15 degrees, no course

• Command: “Increase your rudder to right standard

Practice Commands• Desire to change rudder from right 20

degrees to right 30 degrees and steady on a course of 120 degrees true

• Command: “Increase your rudder to right full, steady on course 120”

Homework

• Review standard commands for in-class practical on Wednesday

OTHER HELM COMMANDS• Desired action: Steady the ship on the

current heading

• Command: “Steady as she goes”– When given, the Helm immediately determines

ship’s head at the instant of the command, and steadies the ship on that course.

– This should normally be given only with the rudder at or near amidships.

Example

• While entering port, conn sees the range markers lined up in position

• Command: “Steady as she goes”

• Reply: “Steady as she goes, course _____ sir”

OTHER HELM COMMANDS

• Desired action: Check but not stop the swing of the ship

• Command: “Meet her”• Note: Helmsman immediately puts on opposite but

not equal rudder to check but not stop the swing of the ship

• Order given to prevent ship from swinging past its desired course

• Follow command with a course to steady on

Example

• During MOB in which right full rudder is given, man is sighted off stbd bow while ship is still swinging right with full rudder. Rate of swing must be slowed while still allowing the ship to continue right to the bearing of the man

• Command: “Meet her”• Command: “Steady on course _____”

OTHER HELM COMMANDS

• Desired action: Change rudder angle to an equal amount of rudder in the opposite direction

• Command: “Shift your rudder”

• Note: Again, if desired, course to steer must be repeated.

Example

• You order a right full rudder on accident and realize this when the helmsman makes his report and is starting to carry out the action. You meant to order a left full rudder. What do you say??

• Command: “Shift your rudder”• Reply: “Shift your rudder, aye, sir”• Report: “Rudder is left full, sir”

OTHER HELM COMMANDS

• Desired action: To put rudder on zero angle.

• Command: “Rudder amidships”

OTHER HELM COMMANDS

• Desired action: To know exact heading of the ship at the moment

• Command: “Mark your Head”

• Note: Helmsman reports exact heading indicated on gyro (not ordered course) at moment of command Again, if desired, course to steer must be repeated.

Example• While proceeding down a channel on course

108 degrees it is observed by watching the bridge wing gyro repeater that the helmsman is steering a course other than ordered yet the ship’s head follows the course of the channel. To check is there is an error between your repeater and his, give the command

• Command: “Mark your head”• Report: “Head is ______”

OTHER HELM COMMANDS

• Desired action: Warn the Helm to steer more exactly

• Command: “Mind your helm”

• Desired action: When in close maneuvering situations that require precise course

• Command: “Steer nothing to the left/right of ____

• Note: Helmsman must not steer anything ….”

Tips for Conning Officer prior to conducting course changes

• Before giving command, visually check water to the side of the turn

• amount (degrees) of rudder given for a course change should never exceed the number of degrees of course change’– course change from 270 to 285….not done with

more than std rudder!!

• Oversee helmsman through entire turn via remote rudder angle indicators

• Check water during turn as well

• Avoid giving too many commands

• When ordering turn w/o a course, helmsman is required to sound off ship’s heading every 10 degrees - “Belay your headings”

• To cancel or correct a command, simply state the correct or new command– Do not say “Belay my last”

ENGINE ORDERS

• For fixed pitch propellers, ship speed is dependent on shaft rpm only.

• For controllable pitch propellers, ship speed is dependent on shaft rpm and, below 10 knots, propeller blade pitch.– For gas turbines, the shaft is always spinning

when the engine is on line. “All engines stop” is achieved by a blade pitch of 0°.

Commands to the Lee HelmAll Engine Orders to the lee helmsman are issued using the same basic format. The four parts of an engine order are:1. Engine desired2. Direction desired 3. Amount (bell) of speed desired4. Revolutions desired

ENGINE ORDERS

• AheadBell

Speed1/3 52/3 10Std 15Full 20Flank 25

Typical Prescribed Standard Speeds

• AsternBell Speed1/3 52/3 10Full Max

speed

Stop!

ENGINE ORDERS• Predetermined ship’s speeds for ahead bell:

– “1/3” - one third of standard speed• (1-7 knots)

– “2/3” - two thirds of standard speed• (8-12 knots)

– “Standard” - 15 knots• (13-17 knots)

– “Full” - 20 knots• (18-22 knots)

– “Flank” - 25+ knots (maximum speed)• Flank 1 (23-27 knots)

• Flank 2 (28-30 knots)

Engine Orders

• More precise control of speed accomplished with shaft rpm indicator– Two rows of numbers in three small windows– Upper row: actual propeller speeds– Lower row: ordered propeller speeds

• Conn orders a change in rpms, lee helmsman sets new figures in lower row by means of hand knob

Engine Order Telegraph

ENGINE ORDERSFormat Example

-Engines “All engines. . .”

-Direction ". . ahead full. . ."

". . .back 2/3. . ."

-Speed". . for 17 knots."

". . .indicate 60 rpms and 28% pitch for 3 knots."

ENGINE ORDERS

• Engines Desired: Port, starboard, all, or engine (single screw ship).

• Direction Desired: Ahead, back or stop

ENGINE ORDERS• Amount of bell/speed desired:

– Ahead bells are 1/3, 2/3, standard, full, and flank

– Backing bells are 1/3, 2/3, and full

• OR Revolutions Desired– Specified as three digit revolutions for ___

knots• For controllable pitch propellers 10 knots and

below:

“..indicate ___rpms, ___pitch for __ knots.”

REPLIES AND REPORTS

• Reply: Verbatim repeat back is required.• Reports: Lee Helm reports when action is

completed.– Note: Every report must include the complete

status of all engines, even if only one was changed

• engine that was changed is first followed by other engine’s status

• Acknowledgement: Conn will acknowledge all reports with “Very well”

EXAMPLES

Order: “All engines ahead one-third”

Order: “All engines ahead one-third, indicate 060 rpms, 37 percent pitch for four knots”

EXAMPLES

Order: “Port engine ahead 1/3, starboard engine back 2/3.”

Reply: “Port engine ahead 1/3, starboard engine back 2/3, aye.”

EXAMPLES

(Continued from previous slide)

Order: “Starboard engine stop.”

Reply: “Starboard engine stop, aye.”

Report: “Ma’am, starboard engine stop, port engine ahead 1/3.”

• UNREP– Speed required 13 knots

• 13 knots - 72 rpms

• 14 knots - 77 rpms

– Command: “Indicate zero seven five revolutions.”

Examples

• “All engines ahead one-third”

• “All engines back two-thirds”

• “All engines ahead standard, indicate 072 rpms, 100 percent pitch for 13 knots”

• All engines ahead 1/3, indicate 060 rpms, 37 percent pitch for 4 knots

• “All engines stop”

Practice Examples

• Increase fwd speed on both engines to fifteen knots

• Command: “All engines ahead standard”

• Decrease fwd speed on both engines to eight knots on fixed propeller ship

• Command: “All engines ahead two-thirds, for eight knots.”

Practice Examples

• Order four knots ahead on both engines with a CRP prop

• Hint: Shaft RPMs = 060 and pitch = 37%

• Command: “All engines ahead one-third, indicate 060 rpms and 37% pitch for 4 knots.”

• Order a backing bell of 1/3 on all engines

• Command: “All engines back one-third”

Practice Examples• Twist the ship to port using 1/3 back on port

engine and 2/3 forward on starboard engine• Command: “Starboard engine ahead two-

thirds, port engine back one-third.”• Stop the port engine but continue 2/3

forward on starboard engine• Command: “Port engine stop. Stbd engine

ahead two-thirds.”• Increase revolutions to 78 during unrep• Command: “Indicate zero-seven-eight

revolutions”

Man Overboard Procedures

IMMEDIATE MANEUVERS• Anyone sighting person overboard call out “Man Ovbd,

stbd/port side” and immediately pass information to the bridge– Throw the lifebuoy out at person

• Aft lookout or “Lifebuoy Watch” – throw lifebuoy out at person if in sight or smoke flare at night.

• Conning Officer order rudders over to the side man went overboard (if known)

• Conning Officer increase speed to full• Sound 6 or more short blasts with ship’s whistle• Daytime: Break “Oscar” flag

Nighttime: 2 pulsating red-over-red all around lights

IMMEDIATE MANEUVERS• Have word passed over 1MC twice: “Man overboard,

port/starboard side”• aft lookout throw life ring to man or smoke float from bridge• secure active sonar• ensure CIC is actively plotting MOB and giving

recommendations• notify ships in company and OTC• inform CO, XO, and Flag Duty Officer if appropriate• Keep Sight on the Man at all times!!! Assign lookout to

put “eyes on man overboard” and point in his general direction

IMMEDIATE MANEUVERS• establish comms with deck recovery detail by sound

powered phones• keep deck recovery detail informed of recovery side

of ship• have life raft or lifesaving devices ready for release

upon CO’s orders– SAR swimmer with tending lines and nets over side

• Receive muster reports to determine who fell overboard

• Make deck log entry

MOB in Formation

• ATP 1 Vol 1 has maneuvering rules

• Column formation– odd ships clear to stbd, even to port– ship in best position picks up man

Recovery Methods

• Helicopter

• Small Boat

• Shipboard– Williamson Turn– Anderson Turn– Race Track– Y-Turn

Recovery Maneuvers

• Helicopter:– provide quickest rescue

– pick up man who is disabled

– primary means for carrier if helo available

– OTC may prescribe helo recovery if assets available

– ship stay clear of helo during rescue

Small Boat Recovery

– Used by larger, less maneuverable ships– Used by smaller ships when seas are too rough

and little chance to get close to man– Used when ship is DIW and man is close but

not alongside– Can be used in conjunction with shipboard

recovery method

Small Boat Recovery• Procedure:

– put rudder over in direction that man fell from– once man clear, back engines full to stop ship– slow and maintain slight headway, launch rhib

• Advantages:– simple– ship remain closer to man

• Disadvantages:– man must be in sight– sea conditions may prevent boat recovery– time consuming/preps–

Shipboard Recovery• Basic principles:

– Full rudder to side of ship where person fell overboard in order to kick stern away from them

– All engines ahead full when clear of man ovbd

– Ring up maneuvering combinations for engine orders

– Final position desired• ship upwind of man, dead in water with man alongside

• keep man well forward of propellers WIND

Right Full Rudder

All Engines Ahead Full

Kicks Stern AwayMan OverboardStarboard Side

““Man Overboard, Starboard Side!!!!!”Man Overboard, Starboard Side!!!!!”

Williamson Turn

Shift RudderWhen 60° Off Course

Williamson Turn• Primary use:

– used at night and in reduced visibility conditions because it makes good the original track (*favorite for large ships)

– used when it is believed that a man fell overboard some time previously and he is not in sight

• Advantages:– simple– makes good original track

Williamson Turn• Disadvantages:

– slow– takes ship a relatively great distance from man,

when sight may be lost

WILLIAMSON TURN• Put rudder over full toward

side man went over• Increase speed to full• When heading is 60 degrees

beyond original course shift rudder and steady on reciprocal of original course

• Adjust engines and rudders as necessary upon approach

• Place ship between man and wind to create a “lee”

Anderson Turn• Primary use:

– used by destroyers, cruisers, etc…ships that have considerable power available and tight turning characteristics

– during good visibility, keep man in sight at all times

• Advantages:– fastest recovery method

• Disadvantages:– requires high degree of proficiency in

shiphandling due to lack of straight-a-way approach to man

– often impossible for single screw ship

ANDERSON TURN• Put rudder over full toward side

man went over• stop inboard engine• when clear of man, increase

speed to full on outboard engine only

• when about 2/3 way around, back all engines 1/3

• all engines stop when man is 15 degrees off bow

• adjust engines and rudders as necessary upon approach

• Place ship between man and wind to create a “lee”

• Note: several variations to method used

Anderson Turn

Racetrack Turn• Primary use:

– used in good visibility at high speeds when a straight final approach leg is desired

– used by small ships proceeding at high speeds in clear weather

• Advantages:– straight final approach leg facilitates more

calculable approach– ship will return to man if he is lost from sight– effective when wind was from abeam on

original course

• Disadvantages:– slower than one turn method

RACETRACK RECOVERY• Put rudder over full toward side man

went over

• Increase speed to full

• Continue at full rudder until on reciprocal of original course

• Steady for a distance that will give a good “run” at the man

• Full rudder to turn to the man

• Adjust engines and rudders as necessary

Racetrack Turn

“Two 180 degrees turns”

“Y” Backing• Primary use:

– used by submarines because the ship remains comparatively close to man

– ships with large turning circles and greater backing power at slow speeds

• Advantages:– ship remains close to man

• Disadvantages:– most ships back into wind/seas, resulting in

poor control while backing

“Y” Backing

• Put rudder over full toward side man went over

• Back engines to full, using opposite rudder when clear of man

• Move ahead, adjusting engines and rudders as necessary for final position

Y-Turn

Homework

• Read – Seamanship Cpt. 6– Surface Ship Ops Cpt 2 (review)

• In-class std commands practical