Rank / Name (Last Name, First Name M.I.)

Select the correct answer for the case where a system is required to decelerate from the Navigation Full Ahead state and adjust the deceleration as planned to reach the target speed and point.

Which of the following is correct regarding "zigzag stop maneuvering", which is a method of intentionally completing the deceleration process in a short distance and in a short time?

Which of the following is/are correct regarding the points that must be considered in "approaching the pilot embarkation point"?

Which of the following is/are true regarding maneuvering in rivers/restricted waters?

Most of the ports have their own UKC guidelines.

Which of the following is/are true regarding side wall effects?

Which type of vessel has been reported to have many contact accidents at the quay line during berthing and unberthing maneuvers?

Which of the following statements about Girting is/are correct?

Which of the following is correct as a characteristic of a tractor tug?

Which of the following is correct regarding the movement of the pivot point?

Which of the following is/are true regarding the effects of the main engine system in ship handling?

Which of the following is/aaare correct as a characteristic of a right-handed single-shaft ship (FPP) when going astern?

There is a way to stay on the spot when encountering stormy weather, which of the following is correct?

Which of the following is the right method when a cargo ship serves as a tow ship and tows a ship in distress over the sea?

Which of the following is correct regarding the quick stopping distance?

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting occurs when the tug line is made fast near the center of buoyancy

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Stay to receive the wind waves at 2 to 3 points on the oblique bow

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is the capsizing moment of the tug due to the sudden movement of ships, Girting occurs when the tug line is made fast near the center of buoyancy

High maneuverability when towing from forward at higher speed., Risk of girting is reduced

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

15% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Stay to receive the wind waves at 2 to 3 points on the oblique bow

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Overtaking a ship on the same voyage" and "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting occurs when the tug line is made fast near the center of buoyancy, Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed., Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations, In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

More directional than using Astern-Engine only

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat.

Risk of girting is reduced, High maneuverability when towing from forward at higher speed.

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting is caused by incorrect maneuvering of the tugboat., Girting occurs when the tug line is made fast near the center of buoyancy

Risk of girting is reduced, Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship is moving forward, the turning point does not move regardless of the speed.

When the main engine is operated forward, if the propeller turns, the rudder will work even if there is no forward gear.

When turning 180° on the spot, it is easier to start with a left turn., In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed., Risk of girting is reduced

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

5% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding., Risk of girting is reduced

When the ship is moving forward, the turning point does not move regardless of the speed.

When moving backward with the rudder at the center, it is possible to move backward almost straight if there is no external force.

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

More directional than using Astern-Engine only

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting occurs when the tug line is made fast near the center of buoyancy, Girting is the capsizing moment of the tug due to the sudden movement of ships

Risk of girting is reduced, Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship is moving forward, the turning point does not move regardless of the speed., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed.

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat., Girting is the capsizing moment of the tug due to the sudden movement of ships

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding., High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations, In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting occurs when the tug line is made fast near the center of buoyancy, Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed., Risk of girting is reduced

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

More directional than using Astern-Engine only

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

15% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting is caused by incorrect maneuvering of the tugboat., Girting occurs when the tug line is made fast near the center of buoyancy, Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed., Risk of girting is reduced

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

When the main engine is operated forward, if the propeller turns, the rudder will work even if there is no forward gear.

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is the capsizing moment of the tug due to the sudden movement of ships, Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed., Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., When turning 180° on the spot, it is easier to start with a left turn.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

More directional than using Astern-Engine only

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

5% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat.

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding., Risk of girting is reduced

When the ship moves forward, it moves further forward (forward) than when it is stationary.

When moving backward with the rudder at the center, it is possible to move backward almost straight if there is no external force.

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

5% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting is the capsizing moment of the tug due to the sudden movement of ships, Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stop using the sea anchor

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

5% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting is the capsizing moment of the tug due to the sudden movement of ships, Girting is caused by incorrect maneuvering of the tugboat.

Risk of girting is reduced, High maneuverability when towing from forward at higher speed.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations, In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

15% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

More directional than using Astern-Engine only

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

15% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting occurs when the tug line is made fast near the center of buoyancy

Risk of girting is reduced, High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed.

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn.

Stop using the sea anchor, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

More directional than using Astern-Engine only

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat.

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn.

Stay to receive the wind waves at 2 to 3 points on the oblique bow

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

15% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting occurs when the tug line is made fast near the center of buoyancy

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Overtaking a ship on the same voyage" and "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

5% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is the capsizing moment of the tug due to the sudden movement of ships

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting is caused by incorrect maneuvering of the tugboat., Girting is the capsizing moment of the tug due to the sudden movement of ships

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., When turning 180° on the spot, it is easier to start with a left turn.

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is caused by incorrect maneuvering of the tugboat., Girting occurs when the tug line is made fast near the center of buoyancy, Girting is the capsizing moment of the tug due to the sudden movement of ships

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding., High maneuverability when towing from forward at higher speed., Risk of girting is reduced

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations, In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting is caused by incorrect maneuvering of the tugboat., Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Stay to receive the wind waves at 2 to 3 points on the oblique bow

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

More directional than using Astern-Engine only

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations, When turning 180° on the spot, it is easier to start with a left turn.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is caused by incorrect maneuvering of the tugboat., Girting is the capsizing moment of the tug due to the sudden movement of ships

Risk of girting is reduced, High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

MASTER / VIDAL, EDILBERTO CASIPIT

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat., Girting is the capsizing moment of the tug due to the sudden movement of ships, Girting occurs when the tug line is made fast near the center of buoyancy

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

If possible, do not use the hard rudder

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

15% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary.

When the main engine is operated forward, if the propeller turns, the rudder will work even if there is no forward gear.

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is caused by incorrect maneuvering of the tugboat., Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations, In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat.

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting occurs when the tug line is made fast near the center of buoyancy

High maneuverability when towing from forward at higher speed.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

Master / Trasmonte, Anthony Mark C.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

More directional than using Astern-Engine only

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Stay to receive the wind waves at 2 to 3 points on the oblique bow

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

More directional than using Astern-Engine only

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is caused by incorrect maneuvering of the tugboat.

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn., In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Stay to receive the wind waves at 2 to 3 points on the oblique bow

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

More directional than using Astern-Engine only

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting is caused by incorrect maneuvering of the tugboat., Girting occurs when the tug line is made fast near the center of buoyancy, Girting is the capsizing moment of the tug due to the sudden movement of ships

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding., Risk of girting is reduced

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat.

Risk of girting is reduced, High maneuverability when towing from forward at higher speed.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship is moving forward, the turning point does not move regardless of the speed., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Stop using the sea anchor, Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

15% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat., Girting occurs when the tug line is made fast near the center of buoyancy

High maneuverability when towing from forward at higher speed., Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations, In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed., Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

5% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is the capsizing moment of the tug due to the sudden movement of ships

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary.

When the main engine is operated forward, if the propeller turns, the rudder will work even if there is no forward gear.

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

CHIEF MATE BALATERO, FELICIANO JR. O.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting occurs when the tug line is made fast near the center of buoyancy, Girting is the capsizing moment of the tug due to the sudden movement of ships, Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed., Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations, In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stop using the sea anchor

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

More directional than using Astern-Engine only

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting occurs when the tug line is made fast near the center of buoyancy, Girting is caused by incorrect maneuvering of the tugboat.

Risk of girting is reduced, Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stop using the sea anchor, Stay to receive the wind waves at 2 to 3 points on the oblique bow

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

More directional than using Astern-Engine only

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

5% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships, Girting is caused by incorrect maneuvering of the tugboat.

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding., Risk of girting is reduced

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn., In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat., Girting is the capsizing moment of the tug due to the sudden movement of ships

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding., Risk of girting is reduced

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

When moving backward with the rudder at the center, it is possible to move backward almost straight if there is no external force.

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat., Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

When moving backward with the rudder at the center, it is possible to move backward almost straight if there is no external force.

When turning 180° on the spot, it is easier to start with a left turn.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting is the capsizing moment of the tug due to the sudden movement of ships

When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat., Girting is the capsizing moment of the tug due to the sudden movement of ships

Risk of girting is reduced, High maneuverability when towing from forward at higher speed.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations, In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Stop using the sea anchor

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting occurs when the tug line is made fast near the center of buoyancy, Girting is the capsizing moment of the tug due to the sudden movement of ships

Risk of girting is reduced, High maneuverability when towing from forward at higher speed.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

When the main engine is operated forward, if the propeller turns, the rudder will work even if there is no forward gear.

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat., Girting occurs when the tug line is made fast near the center of buoyancy

High maneuverability when towing from forward at higher speed., Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

When moving backward with the rudder at the center, it is possible to move backward almost straight if there is no external force.

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations, When turning 180° on the spot, it is easier to start with a left turn.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stop using the sea anchor

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed.

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is caused by incorrect maneuvering of the tugboat., Girting occurs when the tug line is made fast near the center of buoyancy

High maneuverability when towing from forward at higher speed., Risk of girting is reduced

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations, When turning 180° on the spot, it is easier to start with a left turn.

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

C/Off. Rodriguez, Paul Lawrence C.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

5% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed., Risk of girting is reduced

When the ship is moving forward, the turning point does not move regardless of the speed.

When the main engine is operated forward, if the propeller turns, the rudder will work even if there is no forward gear.

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting occurs when the tug line is made fast near the center of buoyancy

High maneuverability when towing from forward at higher speed.

When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

If possible, do not use the hard rudder

(Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve.

15% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is the capsizing moment of the tug due to the sudden movement of ships, Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed., Due to the relatively deep draft, there is a high risk of bottom damage due to grounding.

When the ship is moving forward, the turning point does not move regardless of the speed., When the ship moves forward, it moves further forward (forward) than when it is stationary., When the ship goes astern, it moves further to the stern (backward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

When turning 180° on the spot, it is easier to start with a left turn., In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Stop using the sea anchor, Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress, Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress.

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"When avoiding a crossing vessel" and "Slow down to avoid collision"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting occurs when the tug line is made fast near the center of buoyancy

When the ship is moving forward, the turning point does not move regardless of the speed.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

10% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting occurs when the tug line is made fast near the center of buoyancy, Girting is caused by incorrect maneuvering of the tugboat.

High maneuverability when towing from forward at higher speed., Risk of girting is reduced

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., When turning 180° on the spot, it is easier to start with a left turn.

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

Approach the ship in distress from the stern parallel to the bow and stern line of the ship in distress, and proceed so that the ship stops when the ship crosses the bow of the ship in distress., When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance., On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

More directional than using Astern-Engine only

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot., After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

15% of the maximum draft when navigating within harbours.

The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment.

Girting is caused by incorrect maneuvering of the tugboat., Girting is the capsizing moment of the tug due to the sudden movement of ships

High maneuverability when towing from forward at higher speed., Risk of girting is reduced

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., When turning 180° on the spot, it is easier to start with a left turn.

Stay to receive the wind waves at 2 to 3 points on the oblique bow, Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length., Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

Use hard rudder, but keep course deviation within 5 degrees left or right.

Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship., (Boarding and disembarking) Decelerate the ship to the position, course and speed instructed by the pilot.

The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further., It is necessary to adjust the draft and trim considering the allowance for hull squatting in shallow water.

15% of the maximum draft when navigating within harbours.

Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion., When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., The effect of fluid phenomena between the two ships on the maneuvering is called the interaction between the two ships.

Girting occurs when the tug line is made fast near the center of buoyancy

When the ship goes astern, it moves further to the stern (backward) than when it is stationary., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side.

Compared to a diesel engine, a steam turbine is slow to reverse rotation and has a long stopping distance.

"Drifting for time adjustment", "approach to pilot boarding point", "berthing approach"

More directional than using Astern-Engine only

After maneuvering the ship to the designated point, do not change the course or speed as the ship will be treated as a holding vessel until the pilot boarded and disembarked., Depending on the wind direction and speed, wave/swell conditions, if the Lee Way can be secured for a few minutes, the pilot can safely board the ship.

As the speed increases, fluid actions such as squatting and interaction with the shore becomes stronger. On the other hand, when the speed decreases, course keeping and turning performance improve., The decrease in pressure change around the hull during cruising is due to the fact that when the width of the waterway is narrow or when navigating close to the shore, quay, or other ships, the clearance between the hull side and the side of the hull decreases, causing the flow on the sides of the hull to flow increase further.

10% of the maximum draft when navigating within harbours.

When the width of the waterway is restricted, and the flow around the hull fluctuates drastically, increasing the unstable rotational moment and generating asymmetrical force and moment., Phenomena that occur when ships sail close to each other include (1) see-sawing, (2) turning action by waves, and (3) action of attraction and repulsion.

Girting is the capsizing moment of the tug due to the sudden movement of ships, Girting occurs when the tug line is made fast near the center of buoyancy

Due to the relatively deep draft, there is a high risk of bottom damage due to grounding., High maneuverability when towing from forward at higher speed.

When the ship is moving forward, the turning point does not move regardless of the speed., When the ship moves forward, it moves further forward (forward) than when it is stationary.

The effect of main engine operation is the resultant force of "intake flow", "discharge flow", and "lateral pressure flow".

In the right spot turn, the vessel can be turned 180 degrees within a circle with a diameter of about 2L by itself if operated well., In order to move the ship straight astern, turn the rudder hard to the right and start the main engine astern. If the stern swings to the right, return the rudder to the center, repeat these operations

Use the forward force of the main engine to the extent that rudder effectiveness is not lost, Stay to receive the wind waves at 2 to 3 points on the oblique bow

When the ship rolls a lot, take a course on the windward side of the ship in distress. Conversely, when the side current of the ship in distress is larger, approach the ship while taking a course on the leeward side., When it is difficult to work due to a transverse wave, the ship's side is maximized, and while controlling rolling, the course is taken toward the side of the ship in distress, and a messenger line is used to send out a towline when approaching from the ship to the ship in distress

On the other hand, even if a tanker becomes huge, its cruising speed is limited to 16 to 18 knots, and the output of its main engine is small relative to the size of the ship, and its forward braking force is weak., Container ships and PCCs are equipped with high-output main engines for their size, so the quick stopping distance is 3 to 4 of ship’s length.