PONDICHERRY MARITIME ACADEMY

Ship Manoeuvres for a Man Overboard The Round or Anderson Turn is a maneuver used to bring a ship or boat back to a point it previously passed through, often for the purpose of recovering a man overboard. This turn is most appropriate when the point to be reached remains clearly visible. Both will require more time before returning to the point in question. 1. If the turn is in response to a man overboard, stop the engines. 2. Put the rudder over full. If in response to a man overboard, put the rudder toward the person ( e.g. , if the person fell over the starboard side, put the rudder over full to starboard). 3. When clear of the person, go all ahead full, still using full rudder. 4. After deviating from the original course by about 240 degrees (about 2/3 of a complete circle), back the engines 2/3 or full. 5. Stop the engines when the target point is 15 degrees off the bow. Ease the rudder and back the engines as required. If dealing with a man overboard, always bri

The securing of the pilot ladder is the most important link in the pilot ladder safety chain. With all the regulations in place there are no guidelines on how to secure a pilot ladder to the ship. Since many times the pilot ladder cannot be secured at full length, due to the varying freeboard at specific loading conditions, it has to be secured at intermediate length. That can only be done in a safe way when the following conditions are met The weight of the ladder can not be transferred to the steps, the spreaders or the chocks, since they are not intended to be used for this purpose. The securing arrangement must be such that no damage is done to the structural integrity of the pilot ladder. ROLLING HITCH I ROLLING HITCH II ROLLING HITCH III The Pilot Ladder should be secured to the ship’s deck, on designated strong points, by means of the ladder’s side ropes.  The weight of the ladder must be transferred from ladder’s side ropes to the strong point on deck to the directly. Never

The motion of a ship through water requires energy to overcome resistance, i.e. the force working against movement. As the resistance of a full-scale ship cannot be measured directly the knowledge about the resistance of ships comes from model tests. The total resistance on calm water can be divided into three main components: frictional resistance, residual resistance and air resistance. The frictional resistance depends on the size of the wetted area. It represents often about 70-90% of the ship total resistance for low-speed ships (bulk carriers and tankers), and sometimes less than 40% for high-speed ships (containers and passenger ships). Residual resistance comprises wave resistance that refers to the energy loss caused by waves created by the vessel and viscous pressure resistance. This residual resistance normally represents 10-25% of the total resistance for low-speed ships and up to 40-60% for high-speed ships. Air resistance normally represents about 2% of the total resista