MANOEUVRING BOOKLET V1.06
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1 MANOEUVRING BOOKLET V1.6 Mathematical model of Integrated Tug Barge 45 Version: v9 Dll Version: According to: Solas II-1, regulation 28.3 St. Petersburg 26
2 1. GENERAL DESCRIPTION 1.1. Ships particulars Ships name: Integrated Tug Barge 45 version v Displacement: 1996 t Deadweight 1646 t LOA: m Breadth (Moulded): 3.3 m LBP: m Depth (Moulded): 8.6 m Extreme height of the ships structure: 21. m Draft middle in Integrated 6.1 m Tug Barge 45: (measured from keel) Hull coefficient:.75 Longitudinal metacenter height: m Distance from middle frame to gravity center in bow:. m Transverse metacenter height: 15.4 m Distance from base plane to gravity center: 5.5 m Main Engine(s) Type: DIESEL Number of units: 2 Power output: 1472 kw Remote control system modes: Normal, CPP & Comby Propeller(s) Type: CPP Diameter:. m Number of units: 2 Propeller immersion:. m Direction of rotation: OUTER Max. Pitch ratio: 1.1 Number of pumps: 2 Total rudder area: --- Max. rudder angle: 35 Neutral rudder angle for Engine Order 1: Rudder(s) Type: Unknown type Number of units: 2 Rudder area ratio: 1. % ( Effect. rudder area Total rudder area ) Bow and Stern Thrusters Type: --- Number of units (bow): Number of units (stern): Bow thruster capacity: - Stern thruster capacity: - Bow thruster location: - Stern thruster location: - (Distance from middle frame to thruster axle) 2
3 Bow and Astern Profiles Bow profile: Not bulbous Astern profile: Thick deadwood Bow And Stern Anchors Bow Anchor(s) Stern Anchor Type: Hall's Type: --- Weight: 3. kg Weight: --- Number of Anchors: 2 Number of Anchors: --- Chain Gauge: 5. Chain Gauge: --- Number of shackle: 14 Number of shackle: --- Max.rate of heaving:.5 m/s Max.rate of heaving: --- Blind Zones (not drawn to scale) 2 (D) 6.1 (C) 6.1 (A) 83 (B) (A) Draft (bow) 6.1 m (B) Blind zone (bow) 83 m (C) Draft (stern) 6.1 m (D) Blind zone (stern) 2 m 3
4 Other hull particulars 15.8 (A) 127. (B) 14.6 (C) 3.3 (D) (A) Distance from stern to bridge wing 15.8 m (B) Distance from bridge wing to bow 127. m (C) Length of waterline 14.6 m (D) Width of waterline 3.3 m Extreme height 21. m 8. (E) (E) Length of parallel mid body 8. m 4
5 1.2. Characteristics of Main Engine Engine order Propeller RPM Speed, Knots Power, Pitch (A) (B) (A) (B) kw (A) ratio Engine Order Engine Order Engine Order Engine Order Engine Order Engine Order Engine Order Engine Order Engine Order Engine Order (A) Deep water, Water depth 1 m (B) Shallow water, Water depth to draft ratio 1.2 Time taken to effect changes in Engine Telegraph Settings Time Taken (min-s) Change in Engine Telegraph Settings Normal Emergency From Engine Order 1 to Engine Order From Engine Order 8 to Engine Order From Engine Order 6 to Engine Order From Engine Order 4 to Engine Order From Engine Order 2 to Engine Order From Engine Order 1 to Engine Order -6 - From Engine Order 8 to Engine Order -6 - From Engine Order 6 to Engine Order -6 - From Engine Order 4 to Engine Order -6 - From Engine Order 2 to Engine Order -2-5
6 Yawing 1..6 Rudder 1..9 Count Rud..9 Speed Synch Gyro Rud Lim 5..max Off Course 5..3 RoT 5..max Log /min 1.3. Autopilot settings Sensitive (1-1): 3 Max course: 1 Max rudder angle: 35 Yaw rate: 415 /min Adaptive: No 6
7 2. MANOEUVRING CHARACTERISTICS IN DEEP WATER Advance, cbls 2.1. Course change performance Engine Order 1 Initial turning test results 5 1 degrees rudder degrees rudder 2 degrees rudder knots Transfer, cbls Environmental conditions during test Wind direction Wind speed Sea state Depth of water, m
8 Table of course change test results Integrated Tug Barge 45, v9 Engine Order 1, 1 degrees of rudder Change of Heading, deg Time from W/O, min-s Speed after turn, knots Rate of turn, deg/min Advance, cbls Transfer, cbls
9 Engine Order 1, 2 degrees of rudder Change of Heading, deg Time from W/O, min-s Speed after turn, knots Rate of turn, deg/min Advance, cbls Transfer, cbls
10 Engine Order 1, 35 degrees of rudder Change of Heading, deg Time from W/O, min-s Speed after turn, knots Rate of turn, deg/min Advance, cbls Transfer, cbls
11 Terms used Wheel over position (W/O) Advance Transfer Tactical diameter The point at which the change of course is initiated. The distance which the ship has moved in the direction of the initial heading. The distance which the ship has moved perpendicular to the initial heading. Transfer at 18 change of heading. 11
12 2.2. Turning circles in deep water Engine Order 1 Advance, cbls min 57 s 6.2 knots min 47 s 5.9 knots min 27 s 5.8 knots 8.3 knots min 37 s Transfer, cbls 5.8 knots -1 Maximum rudder angle used throughout turn Tactical diameter: 3.7 cbls Transfer at 9 : 1.5 cbls Advance at 9 : 2.8 cbls Environmental conditions during Manoeuvring Trial Wind direction Wind speed Sea state Depth of water, m
13 2.3. Accelerating turn Advance, cbls min 18 s 3.6 knots. knots Transfer, cbls 6 min 53 s knots 13 min 56 s 4.7 knots min 25 s 4.7 knots -2.5 Maximum rudder angle used throughout turn Engine Order 8 ordered Tactical diameter: 2.6 cbls Transfer at 9 :.7 cbls Advance at 9 :.9 cbls Environmental conditions during Manoeuvring Trial Wind direction Wind speed Sea state Depth of water, m
14 2.4. Yaw checking test Integrated Tug Barge 45, v9 Zigzag (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 2 degrees, is applied as quickly and as smoothly as possible and held constant until the ships heading has changed by 2 degrees (check angle) from the base course. At this point 2 degrees of opposite rudder is applied and held until the ship s heading has crossed the base course and is 2 degrees in the opposite direction, the rudder is then reversed as before. This procedure is repeated until the ship s head has passed through the base course 5 times. During the manoeuvre the ship s heading and rudder angle are recorded continuously. Zigzag (or Kempf) Manoeuvre: Ship s Heading and Rudder Angle against Time Heading, deg Rudder, deg 2 15 Port Time, s 5 Stbd Rudder angle 2 deg Initial speed 8.3 kts Check angle 2 deg Engine Order 1 Swing time 78 s Overshoot time 15 s Overshoot angle 3 deg Period 282 s 14
15 Terms used Integrated Tug Barge 45, v9 Zigzag (or Kempf) manoeuvre 15
16 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 steady course and at a steady speed. A rudder angle of approximately 2 degrees is applied and the ship allowed to achieve a steady rate of turn; at this point the rudder is returned to midships. 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. Rate of turn deg/min 2 15 Port 1 5 Time, s Stbd Initial speed 8.3 kts Stable Ship Engine Order 1 Rudder at zero time returned to CLP 16
17 2.5. Man-overboard and parallel course manoeuvres Williamson Turn shown (Engine Order 1) cbls cbls Integrated Tug Barge 45, v9 9 min 31 s AutoPilot turned ON min 31 s AutoPilot turned ON min 38 s 8 deg min 38 s 8 deg 1 1 cbls cbls 15 min 19 s Initial Speed 8.3 knots 15 min 19 s Forward reach: 6.43 cbls Forward reach: 6.43 cbls Lateral transfer: 3.78 cbls Lateral transfer: 3.78 cbls Lateral shift:.3 cbls Lateral shift:.3 cbls Parallel course manoeuvre (Engine Order 1) Advance, cbls Elapsed time 5 min 9 s AutoPilot turned ON Initial Speed 8.3 knots Transfer, cbls Elapsed time 7 min 28 s 17
18 Terms used Integrated Tug Barge 45, v9 Williamson Turn shown Parallel course manoeuvre 18
19 3. STOPPING AND SPEED CONTROL CHARACTERISTICS IN DEEP WATER 3.1. Stopping ability Track reach, to to -8 From Engine Order 1 to Engine Order -8 Initial pitch ratio pitch ratio Initial Speed, knots Speed, knots Track reach, Head reach, Side reach, course, deg From Engine Order 8 to Engine Order -8 Initial pitch ratio pitch ratio Initial Speed, knots Speed, knots Track reach, Head reach, Side reach, course, deg
20 Track reach,.14 Stopping ability (to Engine Order -8) to -8 8 to -8 6 to -8 4 to -8 To Engine Order -8 from: Track Reach, Head Reach, Side Reach, Time required, min-s course, deg Engine Order Engine Order Engine Order Engine Order
21 Track reach, Stopping ability (to Engine Order ) speed is 1 knot to 8 to 6 to 4 to To Engine Order from: Track Reach, Head Reach, Side Reach, Time required, min-s course, deg Engine Order Engine Order Engine Order Engine Order AUTOPILOT is turned on (AutoPilot off at speed 2 kts or course error > 3 1 ) Engine mode is Normal Environmental conditions during Manoeuvring Trial Wind direction Wind speed Sea state Depth of water, m
22 Track reach, Deceleration performance to 8 8 to 6 6 to 4 4 to 2 Engine orders Track Reach, Time required, min-s course, deg Engine Order 1 to Engine Order Engine Order 8 to Engine Order Engine Order 6 to Engine Order Engine Order 4 to Engine Order AUTOPILOT is turned on Engine mode is Normal 22
23 3.3. Acceleration performance Track reach, to 1 Engine Order 1 ordered Speed, knots Track reach, Time, min-s Course, deg AUTOPILOT is turned on Engine mode is Normal 23
24 3.4. Stopping ability Track reach, to to -8 From Engine Order 1 to Engine Order -8 Initial pitch ratio pitch ratio Initial Speed, knots Speed, knots Track reach, Head reach, Side reach, course, deg From Engine Order 8 to Engine Order -8 Initial pitch ratio pitch ratio Initial Speed, knots Speed, knots Track reach, Head reach, Side reach, course, deg
25 Track reach,.14 Stopping ability (to Engine Order -8) to -8 8 to -8 6 to -8 4 to -8 To Engine Order -8 from: Track Reach, Head Reach, Side Reach, Time required, min-s course, deg Engine Order Engine Order Engine Order Engine Order
26 Track reach, Stopping ability (to Engine Order ) speed is 1 knot to 8 to 6 to 4 to Engine Order from: Track Reach, Head Reach, Side Reach, Time required, min-s course, deg Engine Order Engine Order Engine Order Engine Order AUTOPILOT is turned off Engine mode is Normal Environmental conditions during Manoeuvring Trial Wind direction Wind speed Sea state Depth of water, m
27 Track reach, Deceleration performance to 8 8 to 6 6 to 4 4 to 2 Engine orders Track Reach, Time required, min-s course, deg Engine Order 1 to Engine Order Engine Order 8 to Engine Order Engine Order 6 to Engine Order Engine Order 4 to Engine Order AUTOPILOT is turned off Engine mode is Normal 27
28 3.6. Acceleration performance Track reach, to 1 Engine Order 1 ordered Speed, knots Track reach, Time, min-s Course, deg AUTOPILOT is turned off Engine mode is Normal 28
29 4. MANOEUVRING CHARACTERISTICS IN SHALLOW WATER 4.1. Turning circle in shallow water (rudder set to 35 deg) Advance, cbls 3 6 min 27 s 3.8 knots 2 5. knots 1 12 min 46 s 3.8 knots 25 min 26 s 3.8 knots Transfer, cbls min 7 s 3.8 knots -2 Maximum rudder angle used throughout turn Water depth to draft ratio 1.2 Tactical diameter: 5.2 cbls Transfer at 9 : 2.4 cbls Advance at 9 : 3.3 cbls Engine Order 6 29
30 Squat.45 m 4.2. Squat Shallow water Bow Stern Speed, knots Water depth to draft ratio 1.2 3
31 5. MANOEUVRING CHARACTERISTICS IN WIND 5.1. Wind lateral forces and yaw moments (estimated) Wind speed Force, t Moment, tm 1 knots knots knots Wind speed Force, t Moment, tm 1 knots knots knots Wind speed Force, t Moment, tm 1 knots knots knots Wind speed Force, t Moment, tm 1 knots knots knots Wind speed Force, t Moment, tm 1 knots knots knots Wind speed Force, t Moment, tm 1 knots knots knots Wind speed Force, t Moment, tm 1 knots knots knots Wind speed Force, t Moment, tm 1 knots knots knots
32 Relative wind direction, deg 5.2. Course keeping limitation at Deep water Rudder amount required to maintain course at following wind speeds, deg; Engine Order 8 15 knots 3 knots 45 knots 6 knots Drifting under wind influence Drifting behaviour under wind influence (Engine Order ) Wind speed, knots Direction of drift, deg Rate of drift, knots Rate of drift (ship speed) Wind Direction of drift Drifting under wind influence In Table 5.2 steady direction and rate of ship drift under wind influence are presented. Direction of drift is determined relativity wind direction. 32
33 6. ADDITIONAL INFORMATION 33
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