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Twin Screw Vessel
Shiphandling Course |
Course Duration - 20 Hours
Course Aim -
To enable Pilots,
Masters and Officers to develop their skills and understanding of
the behaviour and handling of twin screw vessels.
This aim will
be achieved through a concentrated period of practical exercises in
the Manned Model, supported by a series of lectures.
Day One
0815 Taxi to Lake
0830-0915 Registration and
Introduction
0915-1045 Familiarisation with Manned
Models
1045-1130 Lecture – “Control”
1130-1300 Manned Model Exercises
1300-1345 Lunch
1345-1445 Manned Model Exercises
1445-1515 Lecture – “Thrusters”
1515-1715 Manned Model Exercises
1715 Taxi to Hotel
Day Two
0815 Taxi to Lake
0830-0945 Lecture – “Turning”
0945-1300 Manned Model Exercises
1300-1345 Lunch
1345-1415 Lecture “Effect of Wind”
1415-1715
Manned Model Exercises
1715 Taxi to Hotel
Day Three
0815 Taxi to Lake
0830-0915 Optional
(Lecture – “Anchorwork/Interaction”)
0915-1215 Manned Model Exercises
1215-1230 Course Debrief
1230 End of Course. Taxi as
required.
By the
end of the course the following practical aspects of Twin Screw
Vessel handling will have been addressed.
a) Twin
screw vessel control
(i)
Transit
of buoyed channels
(ii)
Controlling speed
(iii)
Reducing speed under control to maintain the correct line of
approach to a berth
b)
Turning
Manoeuvres
(i)
Turning onto leading marks
(ii)
Turning into a buoyed channel
(iii)
Negotiating critical turns in a buoyed channel
(iv)
Turning short round
(v)
The effect of shallow water on a turn
c)
Berthing and
Unberthing Manoeuvres
(i)
Selected berthing manoeuvres to facilitate individual
developments throughout the course
(ii)
Entering an enclosed dock or lock
d)
The Effect of
Wind upon Shiphandling
(i)
The
natural lay when stopped
(ii)
The
effect of wind when moving ahead
(iii)
The
effect of wind when making sternway
(iv)
Berthing and unberthing in a variety of wind conditions
(v)
The use
of tugs.
e)
Bow Thruster
Operations
(i)
Thruster
design and effectiveness
(ii)
The
effect of headway and sternway upon thruster efficiency
(iii)
The
development of lateral motion.
(iv)
Stern
boarding and berthing stern to.
(v)
Turning
and swinging
Optional Objectives
The
optional objectives are available to meet the many demands of
individual participants and the course will be adjusted
accordingly.
These
optional objectives may include the following:=
a)
Anchorwork
(i) Shiphandling
limitations due to inadequate windless design
(ii) The
safety parameters that must be maintained to
enable the effective use of anchors
(iii)Dredging
two anchors to aid berthing
(iv) Dredging
one anchor to aid berthing or swinging
(v) Laying
an anchor to aid berthing and departure
b)
Interaction
(i) Passing
in a canal
(ii) Overtaking
in a canal
(iii)
The
effect of close proximity of banks and shallows
(iv) The
effect of shallow water and banks during berthing
Manned Models are
a form of simulation and, as such, are subject to some limitations
and differences compared with a real ship, which have to be taken
into consideration :-
-
Time -
Due to the scaling factor, ship handling manoeuvres are carried
out in a shorter timescale than the real ship (or a real time
ship simulator). This permits each participant on the course to
conduct a large number of individual berthing and channel
manoeuvres, including re-runs when difficulty has been
experienced. It also means that an individual has to think very
quickly and thus the concentration and observation that is
important to the ship handler is emphasised.
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Speed
- The scale of the model also means that speed is low in real
terms. The scaling factor is the square root of the scale.
Therefore on a 1:25 scale model the scaling factor is 5, so if
one is doing 1 knot in the model, this equates to 5 knots on the
real ship. Therefore, if approaching the berth with 0.5 mile to
run making good 1.5 knots, this will equate to 7.5 knots on the
real ship, much too fast !In fact an approach speed at this type
of distance needs to be down to 0.1 - 0.2 knots equating to 0.5
- 1.0 knot on the real ship. It is therefore quite normal for
course participants to experience problems on the first day in
adjusting to this low scale speed. These problems, however, are
overcome relatively quickly as excessive approach speeds are
very obvious and the results are often spectacular !
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Distance
- The need to estimate distance is a fundamental factor in
establishing correct approach speed, and can be aided by using
"ships lengths" as a yardstick. At the pre exercise brief, the
candidate will be given a chart of the lake with the course and
an indication of distance to run marked up.
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Wind -
The wind cannot be scaled, but the lake has been laid out to
give optimum berth and channel protection from various wind
directions. Even in gale conditions areas of calm can be found
behind screens of trees and hedging, where useful exercises can
be conducted. The effect of wind on a ship is an integral
objective of a shiphandling course and it is not advantageous to
work exclusively in calm conditions. Every effort is made
however, to start with basic manoeuvres in sheltered waters. As
individual participants progress they will be subjected to
stronger winds to concentrate on specific objectives in this
subject area. Instructors will endeavour to conduct shiphandling
operations in the most appropriate scaled wind conditions for a
particular objective.
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Briefings
/ Debriefings - All participants will be fully briefed by
their instructor before each exercise commences to enable them
to formulate an exercise plan. Once an exercise is underway the
instructor remains on the jetty (or in an accompanying launch)
and does not intercede unless absolutely necessary. This is to
avoid breaking the concentration required during the exercise
and allows participants to learn, if necessary, by observing the
results of his actions. When the exercise is completed, a
comprehensive debriefing is conducted on the quayside to discuss
the results. Such debriefs are considered to be a most important
part of the course.
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to Download Joining Instructions - Twin Screw Vessel Course
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