Dear friend, On behalf of the Administrative Committee of the JSU Welfare Fund, please allow us to express our sincere greetings to our non-domiciled special members onboard the vessels, covered by JSU Collective Agreements. This guidebook was designed for training seafarers and fostering their successors. It is crucial process for maritime industry to hand down well-experienced navigation skill to the future International shipping in order to make a significant contribution to the future development and to foster competent seafarers. Itis also an asset for maritime industry which should be handed over. However, in the context of the circumstance of the education for seafarers and the initiation of maritime skill, it is not necessarily to say that it is definitely sufficient for us to take advantage of an opportunity to be instructed by well-experienced and competent officers at s In view of this is ue, I firmly believe that this book will be effectively-utilized for training and developing of future seafarers, and will make meaningful contributions to these efforts. Finally, we would like to extend our sincere gratitude and project, especially jonal Mariners Management Association of Japan. nto everyone involved in Best regards. Yoji Fujisawa Chairman, Administrative Committee of JSU Welfare Fund and; President, All Japan Seamen's UnionIMMAJ considers reform of the Japanese Maritime Industry by Japanese marine technicians to be the quintessential goal of its activity. To achieve this goal, we have recorded and published in various booklets the experience and knowledge handed down by Japanese maritime technicians. These publications have been used to train both Japanese marine technicians and foreign seafarers to ensure the safe operation at sea of Japanese-owned vessels. It gives us great pleasure to announce that with the assistance of the Japan Captains’ Association a new textbook, “THE BEST SEAMANSHIP- A Guide to Ship Handling,” has just been published. We anticipate that this new textbook will be regarded as a ship handling BIBLE by both Japanese marine technicians and foreign seafarers and contribute significantly to efforts to ensure safe vessel operation at sea. We would like to sincerely thank everyone involved in the publication for their hard work and dedication in producing this guide. Nobuo Kayahara Chairman International Mariners Management Association of JapanThe size of ships has increased dramatically of late, and this means that a ship casualty is likely to cause immeasurable loss of life and/or damage to the environment. It is therefore essential that masters and officers familiarize themselves with the handling characteristics of the ships under their command so as to prevent collisions, groundings, capsizing and other threats to life and the environment. This manual uses practical theories and data as well as diagrams to explain typical ship-handling characteristics in a simple and easy-to-understand manner. We have included special navigation rules relating to Japanese waters and helpful information for transiting the Malacca Strait for those masters who will be calling at Japanese ports. It is a great honor for JCA to be chosen by IMMAJ to publish this book, and we are confident this book will contribute to assisting masters and officers achieve Safe Navigation. Yasuyuki Morimoto President Japan Captains' AssociationManeuvering Capability of Ships Pe str lilay 002 1.2 Fundamental Maneuvering Characteristics 005 1.3 Turning Circle Maneuver 007 1.4 Ship Maneuver Tests 013 1.5 Speed Control 021 Ship Handling in Restricted Waters OP 2.2 Parameters Related to Shallow Waters 028 2.3 Shallow-Water Effects 029 2.4 Effects of Narrow Channels 038 In-Harbor Ship Handling 044 3.2 Berthing 055Ship Handling in Waves 4.1 Ship Handling in Following and Quartering Seas 4.2 Ship Handling in Head and Bow Seas Meteorology for Safe Navigation in Extratropical and Tropical Cyclones (Storms) ROMs e ewe BU Mae oe Beatie eam el er1 nical Storms (T Handling of Special-Purpose Ships SVEN iam oe lea | 6.2 Maneuverability of Pure Car Carriers (PCCs)-—Wind Effects Maritime Traffic Safety Law -—————— Port Regulations Law ————— pba pssst. ee Typical Signals and Shapes (Japanese Law and Recommended Practices) Major Fishing Areas and Types of Fishing ———_— Typical Fishing Methods & Gear ————_____ Typical Inland Sea Fishing Methods ~——— aoe Sa Pilotage Districts in Japan §$——~-——__ oe JCA Voluntary Traffic Separation Scheme (Published: 01-September-2002) Vessel Movement in Malacca Strait (For B.R.M. Briefing) Froud Number: Relationship between Ship Length and Speed — APPENDIX as (Operation Diagram for the Master) 070 086 096 tte 116 124 140 150 153 155 158 160 162 164 166 176 f" 4 ei ly aaTHE BEST SEAMANSHIP A Guide to Ship Handling Published by Japan Captains’ Association (JCA) KAIJ] CENTRE BLDG., 5F 5, 4-Chome, Kohjimachi, Chiyoda-ku, Tokyo 102-0083, JAPAN Tel: (81)-3-3265-6641 Fax: 3265-8710 URL: http://www.captain.or.jp/ Sponsor: Administrative Committee of JSU Welfare Fund Production: All Japan Seaman's Union (AJSU) Production, Publisher, and Secondary Copyright Holder: International Mariners Management Association of Japan (IMMAJ) Author and Primary Copyright Holder: Japan Captains' Association (JCA) Copyright All copyright is reserved. No part of this publication maybe reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise without the prior written permission of the copyright holders (JCA and IMMAJ). Editorial Committee Chairperson and Supervisor: Kohei OHTSU, Professor, Tokyo University of Marine Science and Technology Committee Members; Tatsuya GAMOU, Kawasaki Kisen Kaisha Ltd. Hiroki MARUYAMA, Yoshiyuki KOTOKU, NYK Line Masato MIYASAKA, Masanori HAYASHI, Mitsui O.S.K. Line Secretariat: Yasuyuki MORIMOTO, President, JCA Takayuki FURUYA, Managing Director, JCA i Producer: Yasushi NAKAMURA, Chairman, Nautical Training Systems, Inc. , Writer: Shihei NOMURA, Emeritus Professor, Yuge National College of Maritime Technology Chief Editor; Takayuki FURUYA, Managing Director, JCA English Consultation: Hidetoshi KAZAMA, President, Winds, Ltd. Daniel Fath, Language Consultant Art Direction & Design: Shunryo OTAGIRI, Art Director/Designer, Shun-Ryo. GRAPH Mieko ITO, Designerxx C,eneral ae ae \ rudder is a device to control the horizontal motion of a ship. The control force exerted by a rudder at the stern of a ship creates a moment on the ship that causes the ship to rotate and to orient itself at an angle of attack to the flow Rudder Forces and Moments A Guede to Ship Handleng Angle of attack Lift force Drag force Total resultant force Center of pressure Normal force Axial force1.1 Rudder Let us consider a rudder as a separate body at an angle of attack @ to the flow velocity. The combination of forward velocity and angle of attack will induce a circulation about the rudder that in turn produces a lift force L on the rudder due to a difference in the pressure acting on the upper and lower surfaces of the rudder. In a real fluid, drag force D composed of friction and separate forces, acts on the rudder. As shown in Fig.1-1 the total resultant force F acts at a point called the center of pressure CP. This may be resolved into a lift component L normal to the direction of motion, into a drag component D parallel to the direction of motion, or into a normal force FN normal to the center plane of the rud- der, into a axial force FT parallel to the center plane of the rudder. Since the axial force FT is very small compared to the normal force FN, the normal force FN is con- sidered to represent rudder force that controls the motion of the ship. In addition to the rudder area, the geometric properties of the rudder, such as aspect ratio, section shape and profile shape, influence the capability of the rudder to function as a separate body. Rudder at the Stern A rudder located at the stern is subject to influence from the hull and the propeller, and the inflow ve- locity to the rudder is different from ship velocity. Turning motion of a ship also changes the inflow ve- locity and direction to the rudder. The added velocity of propeller race increases the rudder force both at normal speed and at zero speed. Meanwhile, the wake, disturbed water dragged along with the ship, decreases the inflow velocity to the rudder. In the steady ahead maneuver, the rudder is in propeller race and its effectiveness is good where magnitude of the rudder force is about equal to that of a sepa- rate in a uniform flow. The following cases are often experienced during in-harbor ship handling: Coasting turn ein the accelerating maneuver (accelerating ahead from (Full ahead —+ Stop engine) zero speed), the rudder of a single screw ship is particu- larly effective, because in this condition the rudder oper- ates in the discharge jet of the propeller, which has a very high velocity at zero speed resulting from the large Normal turn (Full ahead) slip ratio of the propeller. For this reason, the turning ability is excellent, and thus is often used by the ship's operator when he does not wish to accelerate ahead but rather to change the ship's heading. ¢ On the other hand, the rudder effectiveness is poor dur- ing a coasting maneuver (decelerating the ship without Accelerating turn using reverse power). With the propeller wind-milling (Ship speed zero + Full ahead) or locked, the rudder does not benefit from the propel- ler's discharge jet, and, accordingly, net velocity of flow Fig.1-2 over the rudder is very small. Fig.1-2 shows the compar- Turning trajectories on steady ahead, fe ak ine trajectories on each maneuver. acceleration and deceleration maneuvers A Guide to Ship Handling