Participant Handout
BRIDGE TEAM MANAGEMENT & SHIP HANDLING – LEVEL 2
CHAP: BTM(MGMT)-7 Date: 16.10.2017 Rev: 8.0 Prep: AGB Appr: KND Page 1 of 5
CHAPTER 7 - HANDLING DISABLED SHIPS
RATE OF DRIFT OF A DISABLED SHIP
The ship will drift under the influence of wind, current and wave forces. Direction and speed
of drift cannot be predicted precisely but results from model tests and full scale drift
observations have increased knowledge of this subject. Drift as depicted in these tests does
not take into account any current other than wind related current.
The master should take every opportunity to observe the drift behaviour of his ship in loaded
and light conditions and various aspects of trim. The drift pattern observed should be
documented and retained onboard for future reference.
While drifting towards a perilous situation the master should continue to take observations. It
is possible for the master to take positive action to influence the drift direction and / or drift
speed of his ship.
As ships in different conditions drift in different directions it is important to remember that
before all control over the ship’s movement is lost, the initial drift direction can be influenced
by the way in which the ship’s head is directed.
The following example may serve as a guide to options that may be available at the time:
A VLCC with a bulbous bow, ballasted with a stern trim of approximately 5 meters and with
rudder amidships will, assuming the wind is from 0000 (T), drift:
(a) When headed in an easterly direction (wind from port side), along a 1500 (T) track.
(b) When headed in a westerly direction (wind from starboard side), along a 2100 (T) track.
As can be seen, the difference in drift direction (60 degrees) is substantial and can be
influenced by the master manoeuvring the ship so that she lies with the wind on a chosen
side. This is one of the most important options the master has whenever there is still the
possibility of manoeuvring the ship prior to losing all momentum and / or steering capability.
When steering capability has been lost the drift direction and speed can still be influenced,
and it will be seen by reference to Tables 1 and 2 that a change of drift direction may be
achieved by:
(a) Giving the ship a list
(b) Changing from stern to head trim
(c) Putting the rudder hard over to the downwind position.
(It should be noted that putting the rudder hard over to the upwind position has virtually no
effect on the drift of the ship in relation to the rudder amidships positions).
If any or all of these options are feasible, the correct combintation may achieve a change of
drift direction of up to 30 degree.
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Participant Handout
BRIDGE TEAM MANAGEMENT & SHIP HANDLING – LEVEL 2
CHAP: BTM(MGMT)-7 Date: 16.10.2017 Rev: 8.0 Prep: AGB Appr: KND Page 2 of 5
Options available to achieve a possible change in drift direction and / or speed include use of
engines when steering is lost, changing of trim, heel, positioning of rudder whilst steering
capability is still available, and use of anchors as described later.
It may be helpful to draw the drift patterns likely to be experienced on a transparent piece of
paper, and on a large enough scale, using data extracted from Figure 1 and the tables. This
transparency can be placed on the chart relative to the wind / wave direction, to determine
the best possible action to be taken in order to change the drift direction and speed.
In all the tables the ship’s heading and drift directions are give relative to the wind and wave
direction, for conditions of the ship lying with the wind on the port and starboard sides. In all
cases the conditions correspond to Beaufort wind force 7, with a significant wave height of
5.2 metres and a wind speed of 27 knots. It is important to ensure that the relative angles
indicated in Figure and the tables are applied to the true wind / wave direction being
experienced at the time, in order to obtain the true heading and drift directions.
B
A
HEADING
Drift C
Drift C
SHIP LYING WITH WIND SHIP LYING WITH WIND
ON STARBOARD SIDE ON PORT SIDE
A = HEADING RELATIVE TO WIND
B = DRIFT RELATIVE TO WIND
C = DRIFT SPEED (KNOTS)
Figure 1
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Participant Handout
BRIDGE TEAM MANAGEMENT & SHIP HANDLING – LEVEL 2
CHAP: BTM(MGMT)-7 Date: 16.10.2017 Rev: 8.0 Prep: AGB Appr: KND Page 3 of 5
Table 1
VLCC – BULBOUS BOW
MODEL UPRIGHT LIST 6.50 (LOADED) / 8.50
CONDITION (Loaded / (BALLAST)
Ballast and T0m) RUDDER RUDDER RUDDER RUDDER
AMIDSHIP 350 AMIDSHIP 39 DOWNWIND
DOWNWIND
A0 B0 C A0 B0 C A0 B0 C A0 B0 C
LOADED 1 4m STERN 125 203 23 106 198 27 078 198 24 098 210 27
LOADED 2 0m STERN 095 190 23 100 194 24 -
LOADED 5 2m HEAD 120 209 27 155 207 25
BALLAST 5 3m STERN 093 150 33 105 140 37 090 157 34 090 180 30
BALLAST 125 m STERN 090 158 32 100 144 36
BALLAST 55 m HEAD 070 181 30 084 173 30
(For legend see Figure 1)
Table 2
VLCC – CYLINDRICAL BOW
MODEL UPRIGHT LIST 6.50 (LOADED) / 8.50 (BALLAST)
CONDITION (Loaded /
Ballast and T0m) RUDDER RUDDER RUDDER RUDDER
AMIDSHIP 350 DOWNWIND AMIDSHIP 39 DOWNWIND
A0 B0 C A0 B0 C A0 B0 C A0 B0 C
LOADED 1 4m STERN 070 160 23 110 128 25 VAR 149 22 088 190 23
LOADED 2 0m STERN 090 154 24 070 123 25
LOADED 5 2m HEAD 060 150 23 090 190 24
BALLAST 5 3m STERN 087 150 31 105 148 33 090 145 32 098 145 33
BALLAST 125 m STERN 110 145 37 105 141 35
BALLAST 55 m HEAD 100 146 34 120 144 34
(For legend see Figure 1)
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Participant Handout
BRIDGE TEAM MANAGEMENT & SHIP HANDLING – LEVEL 2
CHAP: BTM(MGMT)-7 Date: 16.10.2017 Rev: 8.0 Prep: AGB Appr: KND Page 4 of 5
Table 3
SMALL AND MEDIUM SIZE TANKERS SINGLE SCREW, PLAIN BOWS
DWT 37000 88000
Condition
Aº Bº C Aº Bº C
LOADED 079 166 18 080 166 19
BALLAST 063 143 27 063 135 27
OIL TANKER MODEL TESTS
Table 1, 2 and 3 show the ship’s heading and the drift direction relative to the wind, and rate
of drift. It will be noted that the information is given for both conditions, when the ship is lying
with the wind on the starboard side, and on the port side. Tables 1 and 2 relate to VLCCs
and their results were obtained wholly from model tests. Table 3 relates to smaller tankers,
one of about 88,000 tonnes dwt and the other about 37,000 tonnes dwt, and its results were
obtained by computer simulations which used model test data. However, it should be noted
that the results in all three tables are for the one specific condition of Beaufort wind force 7
and associated waves.
The model tests referred to in Table 1 and 2 have subsequently been validated by full scale
trials with laden and ballasted VLCCs. These full scale data confirm to a large extent the
findings of the model tests. Drift directions were in agreement with the tests, although full
scale drift speeds were found to be less than those observed in the model tests. The
maximum drift speed observed in full scale data for loaded vessels in Beaufort wind force 9
was two knots. (Note that it is the model test results which are shown in the tables).
Tables 1 and 2 give the likely headings, drift directions and speeds available for a range of
options for VLCCs with a bulbous bow or cylindrical bow respectively.
Table 3 gives headings, drift directions, and speeds for smaller tankers. These have been
derived from model tests and relate to fixed draughts and trims. The rudder was also fixed a
midship and there was no list.
When calculating drift directions or speed it is important to allow for current and tidal effects
in addition to the wind / wave effects.
Use of engines
Use of the main engines when steering capability is not available may be very helpful in
changing the drift direction and speed or even in stopping the ship altogether. Tests have
shown the following:
a) With full or emergency full astern power, it is possible to bring the stern of a single screw
ship up into the weather.
b) For a ship with the rudder jammed in a handover position, careful ahead manoeuvring
can keep the ship’s head into the weather.
c) The effect of propeller revolutions on a free flapping rudder is such that the rudder will
generally go to the hard-to-starboard position with either ahead or astern revolutions
and will stay there as long as the engine revolutions are maintained.
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Participant Handout
BRIDGE TEAM MANAGEMENT & SHIP HANDLING – LEVEL 2
CHAP: BTM(MGMT)-7 Date: 16.10.2017 Rev: 8.0 Prep: AGB Appr: KND Page 5 of 5
It is essential that engine room personnel repairing a damaged or failed steering gear are
warned before any engine movements are contemplated. The tendency of the rudder to go to
hardover position might be used to aid repairs by holding the rudder in one position even if
this results in radical changes of heading.
Use of anchors
In water too deep for an anchor the reach the bottom, lowering the anchor or anchors to
about 60 fathoms will reduce downwind progress. The anchor and cable may have the effect
of a drogue or sea anchor and should help to keep the ship’s head into the weather. It should
be noted that recovering 60 fathoms of cable and anchor should be possible as this amount
is normally within the design capabilities of most windlasses.
Once the ship is in a water depth where the anchor can find the bottom, use of anchors to
arrest the ship’s movement should be attempted. If the bottom is sand or mud, it may be
possible for the ship’s movement to be slowed or even stopped completely by slowly
lowering the anchor until it beings dragging along the bottom. For larger ships, the scope of
chain should be short at first and later it should be gradually increased as the ship’s speed
decreases. This action should bring the ship’s head into the weather and slow her speed
over the ground. The chance of successfully using anchors, on a rocky bottom is much
lower, but nevertheless should be attempted if this is the only alternative available. If
disablement is limited to loss of steering careful use of the engines may enable the ship to
carry out this operation with a much better chance of success. Also, use of the engines can
enable the ship to maintain a safe position if the weather causes the anchor (s) to drag.
For large tankers of more than 150,000 tonnes dwt, the anchoring system normally has the
capability of stopping a ship with a maximum speed over the ground of about 0.5 knots and a
length of cable of between 6 to 10 times the water depth, in good holding grounds.
Anchors should be made ready for use at the earliest opportunity. Deteriorating conditions
may prevent or delay this action from being taken at a later time.
Any decision to lower anchors should not be clouded by the fear that they may be lost if they
cannot be raised later.
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