Nautical Department

SEAMANSHIP

Course designed in Compliance with

The IMO Model course 7.03, STCW Code. Sec A. II/1
And the
STCW Manila Amendments
UN 106

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Handling Ship in Rivers and
Restricted water

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• Shallow water is when the depth of water is less than twice the draught of the
vessel.
• Squat is the reduction of under keel clearance ( UKC ) caused by ship’s
movement through the water. (It is not an increase in draft rather it is the
bodily sinkage of a vessel which places it close to the sea bottom).
• When a ship proceeds through water, she pushes water ahead of her. In order
not to have a ‘hole’ in the water, this volume of water must return down the
sides and under the bottom of the ship.
• The streamlines of return flow are speeded up under the ship due to the small
UKC. This causes a drop in pressure, resulting in the ship dropping vertically
in the water.
• As well as dropping vertically, the ship generally trims forward or aft. The
overall decrease in the static under keel clearance, forward or aft, is called
ship squat.

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Copyrigths for jordan academy for matitime studies 4
 Factors effecting the squat
1. The position of longitudinal center of buoyancy (LCB) determines the
trimming effect and has a direct relation to the squat value.
2. The value of the squat is influenced by the square of the speed of the vessel
(speed2).
3. The greater the speed, the greater the squat value.
4. The type of bow influences the wave making and consequently also the
pressure distribution of the under water volume.
5. Vessel with a large block coefficient Cb are more inclined to the effects from
squat.
6. Vessels trimmed by the bow are more influenced by squat than vessels
trimmed by the stern.
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 How can squat be evidenced
1. Wave making increases, especially at the forward end of the ship.
2. Ship becomes more sluggish to maneuver.
3. Draught indicators on the bridge or echo-sounders will indicate changes in
the end draughts.
4. Propeller RPM indicator will show a decrease. If the ship is in ‘open water’
conditions, i.e. without breadth restrictions, this decrease may be up to 15%
of the service RPM in deep water. If the ship is in a confined channel, this
decrease in RPM can be up to 20% of the service rpm.
5. There will be a drop in speed. If the ship is in open water conditions this
decrease may be up to 35 %. If the ship is in a confined channel such as a
river or a canal then this decrease can be up to 75%.
6. The ship may start to vibrate suddenly.
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7. Any rolling, pitching and heaving motions will all be reduced as the ship
moves from deep water to shallow water conditions. This is because of the
cushioning effects produced by the narrow layer of water under the bottom
shell of the vessel.
8. The appearance of mud could suddenly show in the water around the ship’s
hull say in the event of passing over a raised shelf or a submerged wreck.
9. Turning circle diameter (TCD) increases. TCD in shallow water could
increase 100%.
10. Stopping distances and stopping times increase, compared to when a vessel
is in deep waters.
11. Effectiveness of the rudder decreases.

• THE FIRST AND MAIN THING TO DO IS : REDUCE SPEED

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 Cushion effect
• When a vessel enters shallow water, she experiences a restricted flow of
water under the keel, which causes an apparent increase in the velocity of
water around the vessel relative to the ship’s speed. Consequently, an increase
in the frictional resistance from the ship’s hull will result.
• If the increase in the velocity of water is considered in relation to the pressure
under the hull form, a reduction of pressure will be experienced, causing the
ship to settle deeper in the water. The increase in the frictional resistance of
the vessel, together with the reduction of pressure, may result in the ship
‘smelling the bottom’. A cushion effect may be experienced, causing an initial
attraction towards shallow water, followed by a more distinct ‘sheer’ away to
deeper water.

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 Factors governing ship squat
• The main factor is ship speed Vκ. Squat varies approximately with the speed
squared. In other words, we can take as an example that if we halve the speed
we quarter the squat.
• Block coefficient Cb Squat varies directly with Cb.
• blockage factor ‘S’.
• The presence of another ship in a narrow river will also affect squat, so much
so, that squats can double in value as they pass/cross the other vessel.
• Type of bow. This influences the bow wave produced and the distribution of
pressure.
• Position of the longitudinal center of buoyancy (LCB):
 If the LCB is aft of midship, 'squat' by the stern should be expected.
 If the LCB is forward of midship, 'squat' by the head should be expected.
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 Squat calculation
• b = breadth of ship
• B = breadth of river or canal
• H = depth of water
• T = ship’s even-keel static draft
• Cb = block co-efficient
• Vk = ship speed relative to the water or current
• S = blockage factor

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• Block coefficient (Cb) is the volume (V) divided by the LWL * BWL* T.
If you draw a box around the submerged part of the ship, it is the ratio of the
box.
volume occupied by the ship. It give a sense of how much of the block by the
LWL
Beam (B), Draft(T) is filled by the hull. Full forms such as oil tankers will have
high
Cb where fine shapes such as sailboat will have a low Cb.
Cb = V / (LWL* B * T )
• Volume (V) is the volume of water displaced by the hull.
• Beam or Breadth (B) is the width of the hull.( ex: BWL is the maximum beam at the
waterline)
• Length at the waterline (LWL) is the length from the forward most point of the waterline
measured in profile to the stern – most point of waterline.

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 Method one
• If ship is in open water conditions, then the formula for B
becomes
• B = {7.7 + 20 (1 – Cb)2} X b , known as the ‘width of influence’

• Blockage factor S = b * T
B*H
• Maximum squat (m) = Cb * S0.81 * Vk 2.08
20

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Copyrigths for jordan academy for matitime studies 13
• A supertanker operating in open water conditions is proceeding at a speed of 11 knots. Her Cb =
0.830, static even-keel draft = 13.5 m with a static under keel clearance of 2.5 m. Her breadth
molded is 55 m with LBP of 320 m.
• Calculate the maximum squat for this vessel at the given speed via two methods, and her
remaining UKC(under keel clearance) at Vk of 11 kts.
• B = {7.7 + 20 (1 - Cb)2} X b
• B = {7.7 + 20(1 - 0.830)2} X 55
• B = 455m
• S= b* T = 55 X 13.5 = 0.102
B*H 455 X (13.5 + 2.5 )

• Method 1

• Maximum squat (m) = Cb * S0.81 * Vk 2.08

20
• Maximum squat (m) = 0.830 * 0.102 * 11 = 0.96 m
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20
• Method 2
• Maximum squat (m) = Cb * Vk 2
100
• Maximum squat (m) = 0.830 * (11) 2
100
• Maximum squat (m) = 1.00 m

• Average squat (m) = 0.96 + 1 = 0.98 m

2
• remaining under keel clearance:
• Y2 = y0 – maximum squat = 2.500 - 0.98 = 1.52 m @ Vk of 11knots.

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• A container ship has a Cb of 0.575 and is proceeding upriver at a speed (V) of 6
kts.
• Maximum squat (m) = 2 X Cb X Vk 2
100
• A general cargo ship has a Cb of 0.700 and is proceeding upriver at a speed (V)
of 5 kts.

• A supertanker has a Cb of 0.825 and is proceeding upriver at a speed (V) of 7 kts.

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 Advantages can be gained from calculating the maximum
squat
• The ship operator will know which speed to reduce to in order to ensure the
safety of the vessel.
• The ship officers could load the ship up an extra few centimeters (except of
course where load-line limits would be exceeded).
• If the ship grounds due to excessive squatting in shallow water, then apart
from the large repair bill, there is the time the ship is ‘out of service’.
• When a vessel goes aground there is always a possibility of leakage of oil
resulting in compensation claims for oil pollution and fees for cleanup
operations following the incident. These costs eventually may have to be paid
for by the ship owner.

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 THE EFFECT OF PASSING A MOORED SHIP
The movement effect the moored ship:
 Yawing ‫االنحراف‬
 Swaying ‫التارجح‬
 Surging ‫ا الرتفاع‬
• Such a vessel will surge considerably, to and from in the
wash of a passing ship. The speed of the latter must
therefore be reduced whenever a vessel is to be passed
close by at say a river berth. The surging is due to the
cushioning and suction effects existing at a travelling
ship's bow and stern. There is also the fore-and-aft flow
of water down her side to be considered. shows the
movements to which a moored ship will be subject. Due
to the speed of the travelling ship, the moored vessel
cannot be considered a fixed object in that it will repel
or attract the former's bow and stern
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• On the contrary, the moored vessel is
regarded as a floating object which is
subjected to these sheering forces. Strictly
speaking, ship A should have her lines
tended during the passage of B, and the
latter should proceed as slowly as
possible in order to keep her wave-
making to a minimum. Ship 'B' must also
be kept well clear of the other bank so
that she does not take a colliding sheer
into' A'. The forces acting here are known
as iteration and can be very dangerous in
close-quarters situations when ships are
overtaking, passing , steaming abreast or
picking up a tug at speed.Copyrigths for jordan academy for matitime studies 19
 Turning Short Round in an Ahead River-stream
• The vessel is run close to the port-hand bank
into slacker water, and the bow given a cant
into the fast water, (1). The swing develops, the
stern being kept as close to the bank as is
prudent. In (3) the engine is reversed fully to
prevent bodily drift downstream, and port
helm used to complete the swing. In making
the turn at the port bank, transverse thrust is
favorable throughout.

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 Turning Short Round
• The vessel is equipped with a right-hand fixed
propeller, and, when turning ‘short round’, she
would turn more easily to starboard than to port.
1. Start the maneuver from the port side of the
channel to provide the maximum distance for
the head reach movement of the vessel.
2. Rudder hard a-starboard, main engines full
ahead. Stop engines. Do not allow the vessel to
gather to much headway.
3. Rudder mid ships, main engines full astern.
4. As sternway is gathered, the bow of the vessel
will cant to starboard while the port quarter
will move in opposition, owing to the effects of
the transverse thrust. Stop engines.
5. Rudder to starboard, enginesCopyrigths
ahead. for jordan academy for matitime studies 21
 Turning Short Round in an Astern River-stream
• In (I) the bow is swung into the slacker water at the
starboard bank and the engine is reversed. The helm is
over to starboard for the cant inshore and is about to be
placed amidships.
• The reversed engine produces a favorable transverse
thrust and also prevents excessive lee drift. In (2) the
upstream anchor is let go and held at short stay. This
rapidly snubs the bow round to (3), by which time the
engine should be working ahead under starboard helm to
complete the swing to (4). The anchor is held at short
stay so that an excessive stress on the cable causes it to
dredge rather than be strained. In (4) the cable appears
to have been further veered, but this is only for the sake
of clarity actually the vessel swings very nearly in her
own length at (3). Copyrigths for jordan academy for matitime studies 22
 Turning Short Round using anchor
• 1. Assuming the vessel to have a right-hand fixed
propeller, put the rudder hard a-starboard and stop main
engines. The vessel would respond by turning to
starboard. The anchor party should stand by forward to
let go starboard anchor.
2. Let go starboard anchor. Full astern on main engines to
reduce head reach. Letting go the anchor would check the
headway of the vessel and act to snub the vessel round.
Stop main engines.
3.Full ahead on main engines, with rudder hard a-
starboard. Ease and check the cable as weight comes on
the anchor. Once the vessel has stopped over the ground,
go half ahead on main engines, allowing the vessel to come
up towards the anchor and so relieve the strain on the
cable. Heave away on the cable and bring the anchor
home. Clear the area and investigate a safe anchorage or
alternative port until channel obstruction is cleared.
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 THE EFFECT OF BENDS
• The use of bank cushion and suction in navigating bend. It
is better to avoid passing other vessels within a very
narrow bend. Both are subjected to sheering. In narrow,
waters the strength of stream varies greatly, and the vessel
may well become out of control if her ends are subjected to
opposing or differing currents. The water usually runs
fastest in the middle of a straight run and in the concave
bank of a bend. Off the convex bank, known as the point,
slack water or even reverse currents may be found. A
vessel is shown rounding a bend to port against the
stream. As she leaves the straight reach and enters the
bend the current is flowing along her side aft, but on to her
port bow forward. This, unless bold correcting helm is
used, will cause her to take a sheer to starboard. When
heading against the stream it is advisable to keep within
the bend and as far away from the point as possible. Bank
cushion will then assist in correcting theacademy
Copyrigths for jordan sheer, if any.
for matitime studies 24
 THE EFFECT OF BENDS
• A vessel is also shown rounding a bend to port
with the stream astern of her. As she changes
her course, the stream aft catches her port
quarter, causing her to sheer to port. When
heading downstream it is advisable to keep
close to the point, so that bank sheering forces
assist in preventing a sheer. The most
dangerous situation arises when a vessel is
heading downstream and executing a bend to
starboard. The current catches her starboard
quarter as she turns, sheering her to
starboard. If now the engines are reversed
(because the ship is perhaps out of control)
the swing to starboard is aggravated and the
ship will come athwart the stream.
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