Cristal e-College Km.

14, Central Highway Tawala, Panglao, Bohol 6340

PROJECT IN SEAM 5 Presented to CAPT. TERESITO P. ALON Instructor Prepared by D/C OSCAR M. VISTAR III BSMT-3 Honor Class February 19, 2013

SHIPHANDLING AND MANEUVERING

OBJECTIVES to be able to answer the given following guiding questions to be able to define, explain, illustrate, and give examples to a particular question
For an average size ship, how can you turn round a bend that has a radius shorter than the normal turning radius of the ship without tug assistance and the ship has no bow thruster? There are cases that the point (convex bank) is such that its radius is shorter than the turning radius of the ship so that it is not possible to go around the tight bend just by doing a normal turn of the ship. The technique to round the bend in this case is an approaching the bend, the inboard anchor (the anchor on the side of the point) is let go and just enough anchor chain is paid out so that the anchor is dragged. As the anchor drags, the headway will slow down then a swing towards the point is initiated by using the rudder and the engine. As the bow swings, the pivot point shifts forward to the hawse pipe and in this position the ship will be able to turn with a much shorter turning radius. To make the rudder more effective in turning, the ship increases the RPM. This will not increase much the headway because of the retarding effect of the anchor being dragged.

TITLE

In a narrow waterway, what are the effects that will occur and should be guarded against and anticipated in a passing and meeting situation? In a narrow waterway, the allowances for error in meeting and passing another ship are quite small so that the correct technique and procedure to be used by the shiphandlers in the two ships should be well coordinated. The action being done in one ship should also be done in the other at the same time. First of all, it should be determined beforehand that at the point in the channel when the ships will be abeam each other there is enough safe space between the ships and the banks and the clearance between the ships is not too close so that the shiphandlers could give each other a high five. By using VHF radiotelephone in communicating between the shiphandlers on what is to be done then the whole exercise could be accomplished with no problems at all. The usual procedure is to position the two ships at the middle of the on a nearly head-on meeting at less than full maneuvering speed so as to reduce suction effects to a minimum and have enough reserve engine speed that might be needed to make the rudder more effective. At about oneand-a-half ships length from each other the ships rudders are turned to starboard so that the ships move to their respective side of the channel. When the bows of the ships come abeam each other there will be a tendency to repel each to the bank and to each other so that at this point the rudders are shifted to port in order to bring the ships parallel to the bank and to each other and kept in that position using the rudder as required. As the ships quarters come abeam each other, there will be a strong tendency for the ships to swing to port into the space vacated by the other so that the rudder is put to the right to correct this movement and if necessary, give a kick ahead to make the rudder more effective. At this point, the sterns of the ships are now clear of each other and they can now proceed on a straight course in the middle of the channel.

Draw a portion of an anchor cable showing the third shackle marking. Label the parts of your drawing.

The shackles and joining shackles of a cable are numbered consecutively from its outer to its inner end, the first joining shackle being that which joins the first and second shackles together. To assist in identifying the joining shackles when it is being worked, the cable is marked. Every joining shackle, except the one between two half shackles, is painted white. One link on each side of a joining shackle is also painted white and marked with a number of turns of seizing wire around the stud corresponding to the number of the joining shackle. These marked links are separated from the joining shackle by a number of unmarked links which serve to indicate the join between two particular shackles; for example, if the fourth link on each side of a joining shackle were so marked, it would indicate the join between the fourth and the fifth shackles. This marking system is illustrated below, which shows the third joining shackle is on deck. Cable markings should be checked and remarked whenever weighing.

During the anchoring operations, what are the things that the officer-in-charge should report to the bridge? Upon the letting go of the anchor, the anchor ball is hoisted or anchor lights switched on at night. Aside from using the transceiver to communicate with the bridge, the officer-in-charge of anchoring should indicate the number of shackles paid out by the strokes on the bell example one stroke means one shackle is out, two stroke if two shackles and so on. He should also report to the bridge how and where is the cable leading. You should also report if the cable is tight or slack and lastly, upon letting go of anchor, the ships position is immediately taken and again when the ship is brought up so that you can draw on the chart the final swinging room.

How do you indicate to the bridge that the anchors for the sea? The anchors should be finally for sea only when the order from the bridge is given to do so. The anchors are heaved in tightly in the hawse pipe, devils claws attached and their turnbuckles tightened, and bow stoppers put in place. The brakes are tightened up then the windlass is put out of gear. The hawse pipe covers are placed and lashed down. The spurling pipes are first packed with burlap or similar material before covering it with a mixture of sand and cement evenly flushed with the top of the spurling pipes. The steel plate covers are securely put over them and the canvas covers placed and lashed securely. This will ensure that water shipped on board during the voyage does not flood the chain locker.

Explain why paying out extra length of cable may prevent or stop dragging of anchor when the wind increases in force? Upon the approach of bad weather, the wind and sea will increase in force and the ship will eventually pitch and yaw and the anchor cable will be pulled and stretched as the effect of the wind and sea pushes the ship astern. So, to counteract with the situation and to further prevent dragging of anchor, one must pay out an extra length of cable since by doing this, the anchors shank that has been lifted will lie back flat on the seabed and cause the flukes to probably dig in and stop the dragging. Also, do not let the cable run out freely and lastly, tighten the brake because if the anchor holds and the ship brings to, the cable might break.

If you shorten the anchor cable, explain why will the holding power of the anchor be diminished? The holding power of the cable diminishes when the anchor cable is shortened because the anchor reduces its hold on the seabed as the cable is becoming tight and especially when nearing vertical. Primarily the reason why the anchor cannot hold much is because the anchors shank is lifted up from the seabed, thus, lessens the bottom clutch on the seabed. The holding power of the anchor is only about how many percent of the anchor cable is lifted some 5 degrees from the horizontal at the anchor shackle? Show this condition in an illustration. According to results of tests conducted regarding this, if the anchor cable is pulled and lifted making an angle of five degrees from the horizontal at the shackle, the holding power of the anchor is reduced by one fourth. 5

Anchor cable holding power is reduced to one-fourth.

CONCLUSION Its not only that the above queries were answered and explained but were thoroughly understood as well. As a result, I was able to conclude that this paper reflects the knowledge and understanding of the researcher as the product of his wide reading and research. Once more, another little practical information was added to our seamanship vocabulary and as future seafarers someday, these materials would help us form part of our basis of prospects when navigating and anchoring.

REFERENCES

Dizon, Jose Luis C. (2008). Shiphandling and Maneuvering. Quezon City, Philippines: KJY Printing Press Runyan, Timothy J. "Ship." Microsoft Encarta 2009 [DVD]. Redmond, WA: Microsoft Corporation, 2008. Microsoft Encarta 2009. 1993-2008 Microsoft Corporation. All rights reserved.