Hostname: page-component-7479d7b7d-wxhwt Total loading time: 0 Render date: 2024-07-10T23:23:12.587Z Has data issue: false hasContentIssue false
  • English
  • Français

The Reverse Stopping Ability of Supertankers

Published online by Cambridge University Press:  18 January 2010

H. Tani
H. Tani
Affiliation:
(Tokyo University of Mercantile Marine)
Get access Rights & Permissions [Opens in a new window]

Extract

The question of the reverse stopping ability of a ship is well known but is yet a fresh problem. Until about twenty years ago the distance required to stop a.ship from a service sea speed ahead by using her engines full astern with helm midships was comparable to her advance while stopping with helm hard-over. However, at present this head reach of a 100,000- d.w. supertanker may range from 10 L to 15 L while her advance with maximum helm angle might only be from 5 L to 7 L. At first sight this appears to be a surprising phenomenon, but it is little wonder since the mass of the ship and hence the inertia increases with the cube of her length, while the total resistance of her underwater hull only with the square of her length.

The question of stopping very large supertankers is one of some significance both from the viewpoint of preparing to pick up a pilot, anchoring, berthing, or similar everyday operations and of avoiding collision or grounding in an emergency.

Type
Research Article
Information
The Journal of Navigation , Volume 21 , Issue 2 , April 1968 , pp. 119 - 154
Copyright
Copyright © The Royal Institute of Navigation 1968

Access options

Get access to the full version of this content by using one of the access options below. (Log in options will check for institutional or personal access. Content may require purchase if you do not have access.)

References

REFERENCES

1Horne, L. R. (1944) The stopping of ships, Trans, of N.E. Coast inst, of Engineers and Shipbuilders, 61.Google Scholar
2Robinson, S. M. (1916). Stopping, backing and turning of ships, J. of Amer. Soc. of Naval Engineers 28, 58.Google Scholar
3Gold, D. (1941). Stopping and backing trials of a destroyer, J.A.S.N.E., 53, 76.Google Scholar
4Kinoshita, M., Nakajima, Y. (1951). On the motion of a vessel and the change of the thrust and torque acting on the shafts during starting, stopping or backing, J. of Soc. of Naval Architects of Japan, 85, 167.Google Scholar
5Chase, H. J., Ruiz, A. L. (1951). Theoretical study of the stopping of ships, Trans, of Soc. of Naval Architects and Marine Engineers, 59, 811.Google Scholar
6Hewins, E. F., Chase, H. J., Ruiz, A. L. (1950). The backing power of gearedturbine- driven vessels, Trans. S.N.A.M.E., 58, 261.Google Scholar
7Watanabe, Y. (1934). On the calculation of the head reach and the time to stop of a ship during backing, J. oJS.N.A.J., 55 105.Google Scholar
8D'Arcangelo, A. M. (editor) (1957). Guide to the selection of backing power, T.R. Bulletin, no. 3–5, S.N.A.M.E.Google Scholar
9Nordström, H. F. (1948). Screw propeller characteristics, Swedish State Tank Publication, no. 9.Google Scholar
10Yazaki, A., Okumoto, A. (1959). Open-water backing tests with modern fivebladed propeller models, TYPE-AU 5, Transportation Technical Research Institute, T.N. no. 18.Google Scholar
1172nd Research Committee (1966). Study on backing power of geared-turbine-driven vessels, Shipbuilding Research Assoc. of Japan, Report no.57.Google Scholar
12Künzel, H., Henschke, W., Gutsche, F., Schroeder, G. (1963). Freifahrversuche an Propellem mit festen und verstellbaren Flügeln ‘voraus’ und ‘rückwärts’, Schiff bauforschung, 2, 146.Google Scholar
13Meyne, K. J. (1964). Umsteuereigenschaften von Schiffspropellern Schiff und Hafen, 5, 434.Google Scholar
14Nordström, H. F. (1931). A Study on the Interaction between the Engine, the Screw Propeller, and the Ship, Proc. R. Sw. Inst. Eng. Res., 115.Google Scholar
15Conn, J. F. (1934–5). Backing of propeller, Trans. Inst. of Engineers and Shipbuilders tn Scotland.Google Scholar
16Tani, H. (1966). On the reverse stopping of ships, J. of S.N.A.J., 120, 185.Google Scholar