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Manoeuvring Booklet
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Safety Systems td
M.V.
MANOEUVRING BOOKLET
SOLAS II-1, REGULATION 28.3
IMO RESOLUTION A.601(15)
SeaTec
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This publication is produced by
SeaTec Safety Systems Ltd
in accordance with the recommendations contained
within IMO Resolution A.601(15).
Further copies of this publication can be obtained from:
SeaTec Safety Systems Ltd5th FloorStation House34 St Enoch SquareGLASGOWG1 4DF
Tel: 0141 226 5544Fax: 0141 226 5599
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SEATEC 1995 Page 1
CONTENTS
1 GENERAL DESCRIPTION
1.1 Ship's particulars
1.2 Characteristics of Main Engines(s)
2 MANOEUVRING CHARACTERISTICS IN DEEP WATER
2.1 Course change performance2.2 Turning circles in deep water2.3 Accelerating turn2.4 Yaw checking tests2.5 Man-overboard and parallel course manoeuvring2.6 Lateral thruster capabilities
3 STOPPING AND SPEED CONTROL CHARACTERISTICS INDEEP WATER
3.1 Stopping ability3.2 Deceleration performance3.3 Acceleration performance
4 MANOEUVRING CHARACTERISTICS IN SHALLOW WATER
4.1 Turning circle in shallow water4.2 Squat
5 MANOEUVRING CHARACTERISTICS IN WIND
5.1 Wind forces and moments5.2 Course-keeping limitations5.3 Drifting under wind influence
6 MANOEUVRING CHARACTERISTICS AT LOW SPEED
7 ADDITIONAL INFORMATION
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SEATEC 1995 Page 2
1 GENERAL DESCRIPTION
1.1 Ships particulars
Ships name:
Official number:Date keel laid:
Gross tonnage:
Deadweight:
Displacement: at Summer Draft:
LOA: Normal ballast draft:LBP: Hull coefficient at summer load draft:
Breadth (Moulded): Hull coefficient at normal ballast draft:Depth (Moulded): Extreme height of the ships structure:
(measured from keel)
Main Engine(s)Type: Number of units: Power output: kW
Propeller(s)
Type: Diameter:Number of units: Pitch:
Direction of rotation: Propeller immersion:
Rudder(s)Type: Rudder area ratio (loaded)
Number of units: Rudder area ratio (ballast)Total rudder area:
Bow and Stern ThrustersType: Stern thruster capacity:
Number of units: Stern thruster location:
Bow thruster capacity: Bow thruster location:
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SEATEC 1995 Page 3
Bow and Stern Profiles(not drawn to scale)
Full load draft m
Blind zone
m
Bow profile - Full load condition
m
Blind zone m
Bow profile - ballast condition
Normal ballast draft
Full load draft
Stern profile.Full load condition
m
m
Blind zone
Normal ballast draft
Stern profile.Ballast condition
Blind Zone
m
m
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SEATEC 1995 Page 4
Other hull particulars
Full load waterline
Normal ballast waterline
Length of full load waterline
Length of normal ballast waterline
Length of parallel mid body - full load condition
Length of parallel mid body - normal ballast condition
m
m
Extreme height
m
m
m
Width -loaded WL
Width-ballast WL
m
m
Distance from bridge wing to bowStern to bridge wing
mm
Please note below any items (including dimensions)of specific hull details not specified aboverelevant to the vessel, eg - protuding bridge wings or bulbous bows.
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SEATEC 1995 Page 5
1.2 Characterist ics o f Main Engine
Trial or Estimated
Speed (Knots) Thrust
Engine order RPM Ballast Loaded Ballast LoadedFull Ahead (Sea)
Full Ahead (Man)Half Ahead
Slow AheadDead Slow AheadDead Slow Astern
Slow AsternHalf AsternFull Astern
Maximum No. of consecutive starts (diesel engine) Time limit astern min.
Minimum operating Revolutions rpm Critical revolutions rpmSpeed at minimum operating revolutions knots
Time taken to effect changes in Engine Telegraph Settings
Time Taken
Change in Engine TelegraphSettings
Routine Emergency
Full astern from Full Sea speed Ahead
Full astern from Full Ahead speed
Full astern from Half Ahead speed
Full astern from Slow Ahead speed
Stop Engine from Full Sea speed Ahead
Stop Engine from Full Ahead speed
Stop Engine from Half Ahead speed
Stop Engine from Slow Ahead speed
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SEATEC 1995 Page 6
2. MANOEUVRING CHARACTERISTICS IN DEEP WATER
2.1 Course change performanceInitial turning test results (trial or estimated)
Full load condition
Advance(cables)
Transfer (cables)
10 degrees rudder
20 degrees rudder
35 degrees rudder
090
090
090180180180
270
270
270
360360
In itial course000
Normal ballast condition
Advance(cables)
Transfer (cables)
10 degrees rudder
20 degrees rudder
35 degrees rudder
090
090
090180180180
270
270
270
360360
In itial course000
Stern track shown in both of the above diagrams
Environmental conditions during testWind Direction Wind speed Sea State Depth of water
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SEATEC 1995 Page 7
Table of course change test results
Full Ahead Sea Speed
Full load condition, 10 degrees of rudder
Change
ofHeading
Time
fromW/O
Speed
afterturn
Rate
ofTurn
Advance
incables
Transfer
incables
Point ofinitiation
of counter
rudder
Distanceto
Newcourse
102030405060
708090
100110120130140150
160170180
Full Ahead sea speed
Normal ballast condition, 10 degrees of rudder
Changeof
Heading
TimefromW/O
Speedafterturn
Rateof
Turn
Advancein
cables
Transferin
cables
Point ofinitiation
of counterrudder
Distanceto
Newcourse
102030405060
708090100110120
130140
150160170180
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SEATEC 1995 Page 8
Full Ahead sea speed
Full load condition, 20 degrees of rudder
Changeof
Heading
TimefromW/O
Speedafterturn
Rateof
Turn
Advancein
cables
Transferin
cables
Point ofinitiation
of counterrudder
Distanceto
Newcourse
102030
405060
708090100110
120130140150160170180
Full Ahead sea speed
Normal ballast condition, 20 degrees of rudder
Changeof
Heading
TimefromW/O
Speedafterturn
Rateof
Turn
Advancein
cables
Transferin
cables
Point ofinitiation
of counterrudder
Distanceto
Newcourse
102030
405060708090100110120130140
150160170180
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SEATEC 1995 Page 9
Full Ahead sea speed
Full load condition, 35 degrees of rudder
Changeof
Heading
TimefromW/O
Speedafterturn
Rateof
Turn
Advancein
cables
Transferin
cables
Point ofinitiation
of counterrudder
Distanceto
Newcourse
102030405060708090
100110
120130140150160170180
Full Ahead sea speed
Normal ballast condition, 35 degrees of rudder
Changeof
Heading
TimefromW/O
Speedafterturn
Rateof
Turn
Advancein
cables
Transferin
cables
Point ofinitiation
of counterrudder
Distanceto
Newcourse
102030405060708090100110120130140150
160
170180
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SEATEC 1995 Page 10
Terms used
Wheel over posi tion (W/O) The point at which the change of course is initiated.
Advance The distance which the ship has moved in the direction of theinitial heading.
Transfer The distance which the ship has moved perpendicular to theinitial heading.
Distance to New Course The distance from the intersection of the initial and finalheading to the wheel over position.
Point of initiation ofcounter rudder The point, expressed in degrees, before the final heading at
which the appropriate counter rudder should be applied toprevent over-swing.
Distance to new course
Transfer
Advance
Final heading
Initial heading
STERN TRACK SHOWN
Wheel over position
In the above diagram the Advance and the Distance to New Course are both of the samevalue. However, this will be true only for an alteration of 90 degrees. In other coursealterations they will have different values.
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SEATEC 1995 Page 11
2.2 Turning circles in deep waterTrial or estimatedFull load condition
Time 0m 00sec.Rudder Hard OverFull sea speed Ahead
KnotsCourse 000
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Advance
Transfer
Tactical Diameter
n.m
n.m
n.m
090
180
270
000
Normal ballast condition
Time 0m 00sec.Rudder Hard Over
Full sea speed AheadKnots
Course 000
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Advance
Transfer
Tactical Diameter
n.m
n.m
n.m
090
180
270
000
Track shown is for stern track
Maximum rudder angle used throughout turnEnvironmental conditions during Manoeuvring Trial
Wind Direction Wind speed Sea State Depth of water
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SEATEC 1995 Page 12
2.3 Accelerating turnTrial or estimated
Full load condition
Time 0m 00sec.Rudder Hard OverFull Ahead orderedInitial speed 00.0 knotsCourse 000
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Advance
Transfer
Tactical Diameter
n.m
n.m
n.m
090
180
000
270
Normal ballast condition
Time 0m 00sec.Rudder Hard OverFull Ahead ordered
Initial speed 00.0 knotsCourse 000
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Advance
Transfer
Tactical Diameter
n.m
n.m
n.m
090
180
000
270
Track shown is for stern trackMaximum rudder angle used throughout turn
Environmental conditions during Manoeuvring TrialWind Direction Wind speed Sea State Depth of water
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SEATEC 1995 Page 13
2.4 Yaw checking tests (trial or estimated)
Zig-zag (or Kempf) manoeuvre
The manoeuvre provides a qualitative measure of the effectiveness of the rudder to initiate andcheck changes of heading.
The manoeuvre is performed in the following manner. With the ship steaming at a uniform
speed and on a constant heading a nominal rudder angle, say 20 degrees, is applied asquickly and as smoothly as possible and held constant until the ships heading has changed by20 degrees (check angle) from the base course. At this point 20 degrees of opposite rudder isapplied and held until the ship's heading has crossed the base course and is 20 degrees in theopposite direction, the rudder is then reversed as before. This procedure is repeated until thethe ship's head has passed through the base course 5 times. During the manoeuvre the ship'sheading and rudder angle are recorded continously. The usual rudder angle/check angle usedis 20 degrees/20 degrees but other combinations are 5 degrees/20 degrees and 10degrees/20 degrees. The main parameters used for comparison are the overshoot angle,overshoot time and the period.
Zig-zag (or Kempf) Manoeuvre: Ship's Heading and Rudder Angle against Time
Normal ballast condition
0
OvershootAngle
Overshoot time
Period
Ship's heading
Rudder angle
Swing
time
Angle(degrees)
Port
Stbd
Time (seconds)
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SEATEC 1995 Page 14
Pull out manoeuvre
The pull out manoeuvre was developed as a simple test to give a quick indication of a ship'scourse stability. The ship is held on a steady course and at a steady speed. A rudder angle ofapproximately 20 degrees is applied and the ship allowed to achieve a steady rate of turn; atthis point the rudder is returned to midships. The rate of turn is now allowed to decay with therudder held amidships. If the ship is stable the rate of turn will decay to zero for turns to bothport and starboard. If the ship has a steering bias, then port and starboard turns will decay to
the same small rate of turn on whichever hand the bias exists. If the ship is unstable then therate of turn will reduce to some residual rate of turn as shown in the diagram.
Rate of turn
Port
Stbd
Stable ship
Residual rate of turn
Time
Unstable ship
Unstable ship
Rudder returned tomidships
Enter below the relevant values for own vessel and note whether stable or unstable
Pull out Manoeuvre: Rate of turn against Time
Rate of turn
Port
Stbd
Time
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SEATEC 1995 Page 15
2.5 Man-overboard and parallel course manoeuvresWilliamson Turn shown
Full load conditionForward reach
..... n miles
Man overboard,Vessel turns wheelhard -over toappropriate side.
When vessel reaches60 off original coursewheel is put hard overin opposite direction.
Vesselcontinues turnuntil steady onreciprocalcourse
Vesselnow onreciprocalcourse
Extent of lateral shift........ n miles
Lateral transfer ...... n miles
Man overboard,Vessel turns wheelhard -over toappropriate side.
Vessel now onreciprocalcourse
Vessel continues turnuntil steady onreciprocal course
Extent of lateral shift........ n miles
Lateral transfer ...... n miles
Forward reach..... n miles
When vessel reaches60 off original coursewheel is put hard overin opposite direction.
Normal ballast conditionForward reach
..... n miles
Man overboard,Vessel turns wheelhard -over toappropriate side.
When vessel reaches60 off original coursewheel is put hard overin opposite direction.
Vesselcontinues turnuntil steady onreciprocalcourse
Vesselnow onreciprocalcourse
Extent of lateral shift........ n miles
Lateral transfer ...... n miles
Man overboard,Vessel turns wheelhard -over toappropriate side.
Vessel now onreciprocalcourse
Vessel continues turnuntil steady onreciprocal course
Extent of lateral shift........ n miles
Lateral transfer ...... n miles
Forward reach..... n miles
When vessel reaches60 off original coursewheel is put hard overin opposite direction.
Parallel course manoeuvre
n.m.
Lateral shift to a parallel courseusing maximum rudder angle.(assume loaded condition)
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SEATEC 1995 Page 16
2.6 Lateral thruster capabilities(trial or estimated)Zero forward speed
Elapsed Time
Elapsed Time
Elapsed Time
Direction of TurnElapsed Time
Hdg000
Hdg 090
Hdg
180
Hdg 270
Thruster operating at 100% capacity
FULL LOAD CONDITION
Effect of forward speed on turning performanceSpeed (knots)
Time (minutes)
2 4 6 8 10
2
4
6
Curves should be drawn to show the effect of
forward speed on turning performance.
The bow thruster becomes ineffective at forward speeds in excess of Knots
In wind speeds in excess of knots the bow thruster becomes ineffective.
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SEATEC 1995 Page 17
3 STOPPING AND SPEED CONTROL CHARACTERISTICS IN DEEP WATER
3.1 Stopping ability
Side Reach
n.m Side Reach
n.m
Mins Knots
Head Reach Head Reach
n.mn.m
Distance
Mins Knots
FULL ASTERN FROM FULL SEA AHEAD FULL ASTERN FROM FULL AHEAD
Track reach
Track reach
From full ahead sea to full astern
Initial rpm Final rpm Initial Speed Final Speed Track reach Head reach Side reach0.0 knots n. miles n. miles n. miles
From full ahead to full asternInitial rpm Final rpm Initial Speed Final Speed Track reach Head reach Side reach
0.0 knots n. miles n. miles n. miles
Environmental conditions during Manoeuvring Trial
Wind Direction Wind speed Sea State Depth of water
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SEATEC 1995 Page 18
Stopping ability (estimated)
HeadReach
TRACK REACH
n.milesLoaded Condition Ballast Condition
Full seaahead
Fullahead
Halfahead
Slowahead
FULL ASTERN
Full seaahead
Fullahead
Halfahead
Slowahead
MinsKnots
FULL ASTERN
Full Load condition
Full asternfrom:
Track Reach Head Reach Side Reach Timerequired
Track reachdeceleration factor
Full ahead (sea) n.miles n.miles n.milesFull ahead n.miles n.miles n.milesHalf Ahead n.miles n.miles n.miles
Slow Ahead n.miles n.miles n.miles
Normal Ballast condition
Full asternfrom:
Track Reach Head Reach Side Reach Timerequired
Track reachdeceleration factor
Full ahead (sea) n.miles n.miles n.milesFull ahead n.miles n.miles n.milesHalf Ahead n.miles n.miles n.miles
Slow Ahead n.miles n.miles n.miles
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SEATEC 1995 Page 19
Stopping ability (estimated)
HeadReach
TRACK REACH
n.milesLoaded Condition Ballast Condition
Full seaahead
Fullahead
Halfahead
Slowahead
STOP
Full seaahead
Fullahead
Halfahead
Slowahead
STOP
MinsKnots
Full Load condition
Stop Enginefrom:
Track Reach Head Reach Side Reach Timerequired
Track reachdeceleration factor
Full ahead (sea) n.miles n.miles n.miles
Full ahead n.miles n.miles n.miles
Half Ahead n.miles n.miles n.milesSlow Ahead n.miles n.miles n.miles
Normal Ballast Condition
Stop Enginefrom:
Track Reach Head Reach Side Reach Timerequired
Track reachdeceleration factor
Full ahead (sea) n.miles n.miles n.milesFull ahead n.miles n.miles n.milesHalf Ahead n.miles n.miles n.miles
Slow Ahead n.miles n.miles n.miles
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SEATEC 1995 Page 20
3.2 Deceleration performance (estimated)
TRACK REACH
n.milesLoaded Condition Ballast Condition
Full seaahead to"stand by
engines"
Fullaheadto half
ahead
Halfahead to
slow
ahead
Slowahead
to
deadslowahead
Full seaahead to"stand by
engines"
Fullaheadto half
ahead
Halfaheadto slow
ahead
Slowahead
to
deadslowahead
MinsKnots
Full Load condition
Engine ordersTrackreach
Timerequired
Decelerationfactor
Full sea speed to "stand by engines" n. mileFull ahead to half ahead n. mile
Half ahead to slow ahead n. mileSlow ahead to dead slow ahead n. mile
Normal Ballast condition
Engine orders Trackreach
Timerequired
Decelerationfactor
Full sea speed to "stand by engines" n. mile
Full ahead to half ahead n. mileHalf ahead to slow ahead n. mile
Slow ahead to dead slow ahead n. mile
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SEATEC 1995 Page 21
3.3 Acceleration performance
Full Ahead Sea ordered
Track reachFull Ahead Sea achieved
Initial speed 00.0 knots
Final speed knots
mins.knots
n.m.
Distance covered
Time taken for ship to reach full sea speed ahead from zero speed
Speed Distance covered Elapsed t ime2 knots n.miles4 knots n.miles
6 knots n.miles8 knots n.miles
10 knots n.miles
12 knots n.miles
14 knots n.miles16 knots n.miles18 knots n.miles
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SEATEC 1995 Page 22
4. MANOEUVRING CHARACTERISTICS IN SHALLOW WATER
4.1 Turning circle in shallow water (estimated)
Full load condition
Track shown is for stern track
Time 0m 00sec.
Rudder Hard OverSpeed Half Ahead
KnotsCourse 000
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Elapsed TimeCourseSpeed
Advance
Transfer
Tactical Diameter
n.m
n.m
n.m
090
180
270
000
Initial speed Half Ahead
Rudder angle applied should be the maximum throughout the turn
Water depth to draft ratio should be 1.2
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SEATEC 1995 Page 23
4.2 Squat (estimated)
Shallow water - infinite width of channelSquat (m)
1
2
3
4
2 4 6 8 10 12
Speed (knots)
Curves should be drawn indicating maximum squatversus speed for various water depth/draft ratios
Shallow and confined waterSquat (m)
1
2
3
4
2 4 6 8 10 12
Speed (knots)
Curves should be drawn indicating maximum squatversus speed for different blockage factors
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SEATEC 1995 Page 24
5. MANOEUVRING CHARACTERISTICS IN WIND
5.1 Wind forces and moments (estimated)
Full load condition
Wind speedForce ( T)
Moment (tm)
Wind speed Force (T) Moment ( tm)Wind speed Force (T) Moment (tm)
Wind speed Force (T) Moment ( tm)
Wind speed Force (T) Moment ( tm)
Wind speed Force (T) Moment (tm)
Wind speed Force (T) Moment (tm)
Wind speed Force (T) Moment (tm)
10 knots
10 knots
10 knots
10 knots
10 knots
10 knots
10 knots
10 knots
20 knots
30 knots
20 knots
30 knots
20 knots
30 knots
20 knots
20 knots
20 knots
20 knots
30 knots
30 knots
20 knots
30 knots
30 knots
30 knots
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SEATEC 1995 Page 25
Normal ballast condition
Wind speed Force ( T) Moment (tm)
Wind speed Force (T) Moment ( tm)Wind speed Force (T) Moment (tm)
Wind speed Force (T) Moment ( tm)
Wind speed Force (T) Moment ( tm)
Wind speed Force (T) Moment (tm)
Wind speed Force (T) Moment (tm)
Wind speed Force (T) Moment (tm)
10 knots
10 knots
10 knots
10 knots
10 knots
10 knots
10 knots
10 knots
20 knots
30 knots
20 knots
30 knots
20 knots
30 knots
20 knots
20 knots
20 knots
20 knots
30 knots
30 knots
20 knots
30 knots
30 knots
30 knots
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SEATEC 1995 Page 26
5.2 Course keeping limitation (estimated)
Full load condition
Relative winddirection
Rudder amount required to maintain course at following wind speeds;Engine on Full Ahead
15 knots 30 knots 45 knots 60 knots
000
045090
135180225
270315
360
Normal Ballast condition
Relative winddirection
Rudder amount required to maintain course at following wind speeds;Engine on Full Ahead
15 knots 30 knots 45 knots 60 knots
000045090
135
180225270
315360
5.3 Drifting under wind influence (estimated)
Full load conditionDrifting behaviour under wind influence (no engine power)
Wind speed Direction of drift Rate of drift
10 knots20 knots30 knots
40 knots
50 knots60 knots
Normal ballast conditionDrifting behaviour under wind influence (no engine power)
Wind speed Direction of drift Rate of drift
10 knots20 knots
30 knots40 knots
50 knots60 knots
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6. MANOEUVRING CHARACTERISTICS AT LOW SPEED(TRIAL OR ESTIMATED)
Minimum operating revolutions of the Main EngineCorresponding speed
Minimum speed at which course can be kept after stopping engines
7. ADDITIONAL INFORMATION
Include here any relevant additional information, particularly information concerned with theoperation of the bridge manoeuvring controls. If the vessel is equipped with multiple propellersthen detail here the results of trial manoeuvres with one or more propellers inoperative.