7. Vessel Maneuvrability
Approximately 70% of incidents of damage to harbour facilities involve damage to piers and fenders, however mostare due to mistakes in operation of the vessel. Such mistakes in confined harbours with limited area available formaneuvering are due to the following.
① Inability to accurately determine the effects of external forces such as wind and tides.
② Mistakes in speed control and turning of the vessel while using engines and tugs.
Most harbours have pier protection, shallow areas, and other vessels in the immediate area, and overrunning thescheduled stop point while approaching the pier may result in an incident. The ship navigator gradually reduces speedin accordance with the distance remaining, and is required to adjust speed and turn the vessel while considering its
type, size, loading condition, inertia, maneuvrability, and the effects of external forces.

7-1 Eﬀects of External Forces (wind)7-1-1 Transverse Movement and Turning Under Wind Pressure While Underway
How is the vessel affected by wind while underway?
① Straight ahead if no external forces are acting in windlessconditions.
② When the wind is at 45° to starboard, the vessel is pressed
to leeward. The point at which the wind acts (C) is ahead of
the vessel s center of gravity (G), and a turning moment (N (Vα))
acts to turn the vessel in the leeward direction.
③ When the vessel begins drifting (diagonally) leeward, water resistance is generated on the leeside of the bow. The point (E) at
which this force acts is ahead of the point at which the windpressure acts (C), and a turning moment (N (Vβ)) acts to turn thevessel in the windward direction.
④ The vessel turns under the turning moment of the windor water resistance, whichever is the greater. Since water
resistance is normally much greater than air resistance, thevessel begins to turn windward. (N (Vβ) > N (Vα))

N(vβ)

Water
resistanceN(va )β

Direction of
movement ofvesselY(va )

E
C

Wind

Y(vβ)

G

Y( vσ)⑤ The rudder acts against the turning moment, i.e. the vessel iscontrolled with the moment N (Vσ) generated by the rudder angle (σ).
⑥ Finally, with turning moment of the wind, water resistance, and rudder in equilibrium, thevessel maintains a course at the angle β (leeway) to the right ahead, and proceeds with drifting
leeward.

The point (C) at which the wind acts approaches the vessel’s center of gravity (G) the closer the relative wind is to thetransverse axis of the vessel. At 90° (abeam) it acts almost entirely on the vessel’s center of gravity. As a result, theturning moment N (Vα) acting in the leeward direction is reduced (turn), and the force Y (Vα) acting on the vesselin the leeward direction increases (drift), and the diagonal angle increases, increasing the turning moment N (Vβ) due
to water resistance.
− 12 −

N(vβ)
N(v a )βββC

Y(va )

Y(va )
G

Y(va )

Y(va )C
G

G

Furthermore, when the relative wind moves from thetransverse to the rearward direction, the point (C)at which the wind acts moves from the vessel’s ofgravity towards the stern, the turning moment N (Vα ) rounds up the bow, and acts in the same direction
as the water resistance.

G

Wind speed (Va)/Vessel Speed(Vs)

PCC loaded with 6000 vehicles
Curve of limit of ability to maintain course (rudder angle of 30°)

The course can be maintained if the moment derived
from the wind and water resistance can be controlledwith the rudder. If such control is not possible,
an increase in the turning moment due to water
resistance increases, and the course can nolonger be maintained.
The graph above shows the ratio of wind speed (Va)to speed of the vessel (Vs) on the vertical axis, andthe relative wind angle on the horizontal axis, andindicates the regions in which the course can and cannot be maintained with a rudder angle of 30°. If theratio of wind speed to vessel speed exceeds
3.7, a region occurs in which the course cannot
be maintained due to the relative wind angle.

Region in whichcource cannot be
maintained

Region in whichcourse can be
maintained
°

°

°

°

°

°

°

Relative wind direction

Rudder angle°

Rudder angle required to maintain course(PCC vessel loaded with 6,000 vehicles)° Area within whichcourse cannot be
maintained at a rudder°
angle of 30°

At vessel speeds of 6 – 8 knots (3.1 – 4.1m/sec) inside°
the harbour, a wind speed of 11 – 15m/sec results ina ratio of wind speed to vessel speed of 3.7, and the°course may not be able to be maintained in these°
conditions depending on the direction of the relativewind.
°
In the graph below, rudder angle is shown on the
°
°
°
°
°
°
°
vertical axis, and the regions in which the course canRelative wind direction
and cannot be maintained for each ratio of wind speed
to vessel speed. When the ratio of wind speed to vessel speed (Va/Vs) reaches 4, depending on the angle of the relative
wind, a region in which the course cannot be maintained occurs, despite a rudder angle of 30°.
− 13 −

It is important to maneuver the vessel while considering the rounding up
angle leeway (β) when navigating in a channel without the assistance of tugs
under wind pressure. In such cases, wind direction and speed, and vessel speed,
must be considered, and an investigation conducted to determine whether or not
maneuvering is possible in the region in which the course can be maintained.
The maximum allowable wind speed for entering and leaving the harbour isvery often set, however hull shape etc. should be considered together with thecriteria established for the harbour in question.

β

β

β

Reference photo : Leeway of 3°to starboard toensure passage under center of bridge.

Modern radar with advanced technology displays generally incorporates GPS information. If this function is usedskillfully the leeway angle and direction of drift can be understood in numerical terms. This information
is effective in maneuvering the vessel.
An example is shown below.

IncheonApproachHeading of 38.2º, Courseof Good (COG) of 43.3º(digital display).
Leeway of 5.1º is apparent.

White vector indicates actual direction of forward
movement.

− 14 −

Solid blue line indicates vessel heading.

7-1-2 Drifting While Stopped
Extreme care is required with drifting of the vessel due to wind pressure when stopped in front of the pierwith an onshore wind directly abeam, or when the turning.
When drifting with the wind pressure above the water line balanced against the water resistance below the water line,
the drift speed can be calculated with the following equation.

Wind pressure

1
2

Water
resistanceWind pressure

G

ρa

ρ ×

×

×

Water resistance
2

＝

1
2

ρ

×

×

×

2

：Air density（0.125kg・sec2/m4）

ρ w ：Density of seawater（104.5kg・sec2/m4）
Ｃa：Wind pressure lateral force coeﬃcientＣ w ：Drift pressure lateral force coeﬃcientＢa：Lateral area of vessel above waterline（m ２）

Ｂ w ：Lateral area of vessel below waterline（m ２）
Ｖa：Relative wind speed（m/sec）

Ｖ w ：Relative current speed（m/sec）
Drift speed (Vw)is calculated with the above equation as follows.

＝

ρa
ρw

・

・

×

With Pure Car Carriers (PCCs), the coefficients Ca and Cw, the lateral area of the vessel above the waterline (Ba), andthe lateral area of the vessel below the waterline (Bw), are approximately as follows. Substituting these values in theequation above allows for a simplified calculation of drift speed.

≒ 1.3（approximate, diﬀers with vessel）≒ 3.0 （ＰＣＣｓ）

A PCC with 4,500 vehicles on board, speed has decreased, wind abeam, drift speed gradually increasing, reaching a
steady state in 2 ‒ 3 minutes.
For example, reducing speed to 2 knots (1.0m/sec) to approach the pier, with a wind of 10m/sec abeam. The ratio ofwind speed to vessel speed in this situation is approximately 10, and drift speed horizontally will be approximately
0.65m/sec 120 seconds later. This is shown in the graph below.

− 15 −

Drift speed 120 seconds after subject to eﬀects of wind pressureWind speed / Vessel speed(PCC loaded with 4500 vehicles, h/d = 1.3)

ECDIS image

Relative Wind Direction

The photo image shows the actual drift track of a PCC on an electronic chart. It may be interesting to record tracks if
the opportunity to drift under strong winds presents itself.

7-2 Turning the Vessel
7-2-1 Turning With One Tug and Free of Eﬀects of External Forces
When turning with one tug pushing at the stern (or bow), the center of the turn is the pivot point (P), rather than thecenter of gravity (G). Turning the vessel on the spot in a circle of radius 1/2L (L being the vessel length)
is therefore not possible.
The radius of area required for turning can be found with the following equation.

Turning radius（Ｒ）＝ GP +
GP =

1
2

L
Tu

/ GC

rni

ng

rad

ius

：Turning radius of moment of inertia
around vertical axis through centerof gravity (G) ≒ 0.35L
P：Pivot point, center of rotation whenturning vessel
G：Center of gravity
C：Point at which tug acts on vessel− 16 −

(R)

P

GP
G

GC
C

1/2L

As is apparent from the above equation, the position of P (turning center: pivot point) is not related to the pushing (orpulling) force applied by the tug, but to the point on the vessel at which the tug pushes, and this position is on the side
opposite the center of gravity. In other words, as the point at which the tug acts on the vessel approaches the center ofgravity, GC becomes smaller. GP therefore increases, as does the turning radius.

Understand the turning radius at eachpoint at which the tug acts.
7-2-2 Turning With Two Tugs or Bow Thrusters and One Stern Tug, and With Eﬀects
of External Forces (wind)
Hull shape (Container vessel) using simulator

Tugs fore and aft, or bow thrusters and a stern tug,must be used when turning on the spot (turning
within a circle of diameter 1L). When turning
under the effects of external forces (wind), therelative wind varies while turning, so that turning
occurs on the spot while controlling drift, resulting
in considerable difficulties in maneuvering.
A simulation was run of turning a container vesselof 246m in length subject to winds of 10m/sec at
45° to starboard at the beginning of the turn, using
two tugs. The tugs were used solely for turning,
and no adjustment was made for drift.

Loa(m)

246.27Lpp(m)

230.00

Bredth(m)32.24

Depth(m)21.20

Draft(m)11.50

Disp.(KT)53,875Trim(m)0.00

G position-5.5
Front(㎡）850

Side（㎡）

6,090

Wind Project.

Turning Basin dia./Ship's Length

4.0
3.5

TUG 60ton(F30, A30)

3.0
2.5
G

2.0
1.5
1.0

5

10

15

Wind Velocity（m/sec）− 17 −

φ＝２Ｌ

A 180° turn requires a circle of diameter 2L around the center of gravity at the beginning of the turn.
Japanese harbour design criteria guidelines specify a 2L circle for turning with tugs. While dependent on hull shapeand vessel type, a wind speed of 10m/sec is the limit, even if a 2L circle is available for turning this vessel. A larger
area is required for turning at wind speeds in excess of 10m/sec.

7-3 Speed Control
Incidents of failing to control a ship’s speed while entering harbour,with the vessel consequently colliding with the pier causing major
damage to the pier, shore cranes, and the vessel itself, never cease.
Ships differ from motor vehicles in that they are not fitted with abraking mechanism to reduce speed. Control of speed must therefore
rely on controlling the speed of the main engine, reversing the main
engine, or the assistance of a tug.
In order to ensure that the vessel stops precisely at the scheduled
point, the ship navigator is required to consider its type, size, loading
condition, inertia, and manoeuvrability, and the effects of external
forces etc. when adjusting speed.
These factors are obviously not formally calculated while the vessel isapproaching the pier, and lack of communication between the pilot andcaptain is a cause of incidents, as is insufficient advice from the captain.
Both the captain and pilot are required to have a quantitative, rather thanan intuitive exchange of information, based on experience, understanding of the stopping distance and the time required to stop.

7-3-1 Assessing the Dangers of Overrun (safety margin)
A safety margin on the approach allows an evaluation of the distance the vessel will travel while braking with engine
reversed or with a tug on the stern, and the
distance toward the scheduled stop point atＡwhich the vessel will stop. This is expressed
Safety Margin（Ｒ）＝Ｄ
with the following equation.
A questionaire given to pilots showed thata safety margin (R) of 0.3 – 0.6 when deadslow astern is initiated allows operation toensure that control of the vessel is not lost.

A：Distance remaining between stopping point of vessel
and target stop point
D：Distance between braking start point and target stop pointＤ* Losing control of the vessel:
When the reversed engine is set to slow
ahead or more for a long period, the propeller wash and water ﬂow do not act on thehull uniformly, and it becomes difficult tomaintain the heading.

S
Start Braking− 18 −Ａ
Stop Point

Stop Target

7-3-2 Basics of Stopping Distance, Vessel Weight, and Acceleration
Hull shape and resistance must be considered when determining details such as stopping distance and the timerequired to stop, however approximate values can be derived with the following equation based on the principle ofconservation of energy.

Ｆ＝

1
2

Ｗ
ｇ・Ｓ

Ｖ Ｖ

S＝

1
2

ＶＶ

＝

α＝

ｔ

＝

ｇ
Ｗ

＝α
1
2

Ｗ
ｇ

Ｗ
ｇ・Ｆ

Final speed V m/sec

Ｖ Ｖ
S: Distance moved (m)Ｆ

W ：Apparent displacement (displacement + additional mass*) (tonnes)
Vo ：Initial speed (m/sec)
V ：Final speed (m/sec)
F ：Forces acting (tug thrust and reverse engine thrust) (tonnes)

Initial speed Vo m/sec

t ：Elapsed time (seconds)
Begin to pull directly
astern withforce of F tonnes

S ：Forward movement (m)α ：Acceleration applied to vessel（m/sec2）* Additional mass
When accelerating and decelerating the vessel, the vessel itself moves, while at the same time, the water in thevicinity also moves as a result of this movement. Power is therefore not only required to move the vessel, but tomove a part of the water in the vicinity. This is, in eﬀect, the same as moving a vessel of increased mass. This
increased mass is referred to as ʻadditional massʼ.

7-3-3 Speed Reduction Plan for Vessel Approaching Pier in Direction of Arrival (example)
When approaching parallel to the pier in the direction of arrival it is necessary to determine in advance when tostop the engine, and to understand guidelines for evaluating whether or not speed through the primary
waypoints is excessive while approaching the berth.
For example, while moving forward at dead slow ahead as shown in the following image, when stopping the engine
with simultaneous braking applied by a stern tug, and with a distance to the stop position of 4L and 1L, it is necessary
to determine beforehand the speed at which it is possible to stop at the scheduled point. While incorporating a safetymargin in the distance to the berth noted above, it is also needed to reduce speed by increasing the braking effect of
the tug or by reversing the engine if the approach to the berth is at a greater speed.

Start ofBreaking

V1L m/sec Stop Pʼt

V4L m/sec

Stop Target

V m/sec
1L
4L
A

S
D

− 19 −

In practice, rather than maneuvering the vessel to stop at the stop point, braking is applied while controlling speed sothat the vessel stops at the target at the front of the berth without losing control.

7-3-4 Reference Values for Reducing Speed
The spreadsheet below presents the equation in 7-3-2 in a format ready for data entry. Enter the necessary data tocalculate approximate values for stopping distance and stopping time, and safety margin. It is important to recognisereference values for the stopping distance of the vessel using simple spreadsheets. Early braking by tug or reversing
the engine is necessary if the safety margin is 0.3 or less.

Displacement

Ｗ

Input

37,500 ton

Speed Reduction
Reference table

Aut.Cal.

Ｗ＋ Add. Displacement

Ｗ40,125 ton

Length Over All

Loa

200 ｍ

Remaining Distance

4L
1L

800 ｍ
200 ｍ

Tug Line Angleθ

20 deg.

Braking PowerＦ

15.0 ton

Horizontal Braking PowerＦ

14.1 ton

Ｆ = Fx cosθLongitudal Wind Pressure for Braking Power RL

15.5 tonｔ＝ 2

Eﬀective Braking Force（Ｆ ＋ＲＬ） Fb

29.6 ton

Speed at start of Braking(Speed by Dead Slow Ahead)

Ｖ

6 kts
3.09 m/sec

Dist. Between Start of Braking and Target

Ｄ

2,000 ｍStopping DistanceS

Required time to Stopt

Speed at 4L

V4L

Speed at 1L

V1L

Remaining Dist at Stop Point

Ａ

Safety Factor

Ｒ

ResultＷ＝ Ｗ ｘ 1.07Ｆθ

（V0＝0m/sec）

Ｆ

Start ofBreaking

659
0.36
427
7.1
6.6
3.4
3.3
1.7
1,341
6.7

S

R＝

A
D

S
Start Braking

Ｖ Ｖ

ＡStop Target

Stop Point

Wind Speed Calculation

0.67 0.3 〜 0.6

V4L m/sec

Ｗ
ｇ・Ｆ

Ｄ

m
N.Miles
sec
min.
kts
m/sec
kts
m/sec
m
L

V1L m/sec

1
2

S＝Wind Speed

12.4 m/sec

Relative Wind Angle

45

Long. Wind Force: RL

15.5 ton

Ship's Kind

Stop Pʼt

Stop Target

1L
4L
A
D

− 20 −

GEN/PCC/CTNR : 1
Pax : 2, Tank/Bulk：3

Relative Wind Direction（θ）

Length from
Bow toWind Press
CenterV m/secS

1

Degree(0 〜 180)
(Every 10 degree)Ra
Resultant Wind
Press.

аθ

Wind Speed：
Va（m/sec）

αWind Press.
Force Angle（α）

In addition to this spreadsheet, it is also effective to consider the manoeuvrability of the vessel in preparing speed
reduction guidelines in graphic format. The guidelines should be posted on the bridge, with copies kept in storage.
The guidelines can be provided to the pilot as reference material for information exchange upon boarding to assist incommunication.

Guidelines for reducing speed while maneuvering for approach

Speed (knots)

10
8
6
4
2
0

0

500

1000

1500

2000

2500

3000

Distance to pier (m)（For container vessels, PCCs, LNG carriers.）

The above diagram shows an example of a speed reduction guideline for adjusting speed during the approach based on
the distance remaining and speed, in consideration of the safety margin.
In this region, the safety margin is zero when full astern engine thrust is used for braking. Remaining speed
plotted further to the left enters the danger zone with overrun beyond the scheduled stopping point.
In this region, the vessel stops before the scheduled stopping point if slow ‒ full astern engine thrust is used
for braking. Control of the vessel may be lost if reverse thrust is used (quasi danger zone).
In this region, the safety margin is zero with dead slow astern engine thrust used for braking (cautionzone).
In this region, the safety margin is 0.3 ‒ 0.6 with dead slow astern engine thrust used for braking. It
is possible to control the vessel within this range (control possible zone).
Control of the vessel is possible in this region, however the effects of external forces (wind) will beconsiderable if speed is reduced excessively (caution required in this zone if external forces are present).

Verify displacement of vessel, power at engine astern, and power oftug, verify the distance and time required to stop during maneuvering
for approach, and maneuver the vessel with a safety margin.

− 21 −

7-4 Control of Berthing Velocity When Approaching the Pier
Incidents of failure to control berthing velocity when approaching the pier (use of a tug or bow thrusters to move thevessel sideways to the berth) despite maneuvering the vessel as scheduled in terms of speeds, and consequent damage
to the pier, fenders, and the hull of the vessel are common.
Conventionally, the vessel approaches at an angle on a face line of the pier, the bow line is taken, and the stern ispushed to the pier. This method is still used with vessels of up to 20,000GT, however larger vessels generally approach and position parallel to the pier at a distance of 1.5 – 2 times the beam, and are then pushed sideways onto thepier by a tug (parallel approach).
Advantages and disadvantages of the parallel approach compared to the conventional method are as follows.

＝ Advantages ＝• While this depends on the layout of the pier,a mistake in reducing speed does not resultin damage to the pier. When the pier is of
considerable length, a mistake in speed control
simply results in overrunning the scheduled stop
position, and does not result in damage to the pier.
• With the conventional method, container ships
etc. with large bow flares sometimes damage
cranes etc. overhanging the pier. This risk is

Up to 20,000GT (conventional method)
20,000GT (parallel approach)much reduced with the parallel approach.
• The attitude of the vessel is more easily
controlled with the parallel approach, facilitating
response to rapid changes in external forces.

＝ Disadvantages ＝• An extra 10 ‒ 20 minutes is required to reachthe pier.
Large vessels exceeding 20,000GT(parallel approach)

7-4-1 Berthing Velocity Control
Piers and mooring facilities are based on the largest vessel type to beaccommodated, and are normally designed for a speed of 15cm/sec whenapproaching the pier. Vessels generally approach at a maximum speed of
10cm/second, with large vessels and VLCCs approaching at 5cm/sec. These
speeds allow absorption of the energy of the vessel when contacting the pierfenders, and prevent damage to the hull and the pier.

− 22 −

The energy of the vessel when contacting the pier can be calculated with the following equation, and is proportional to
the square of the speed of contact.

Ｅ＝
E

1
2

×

W'
g

× V2 × C：Contact energy（ton-m）

W' ：W (displacement tonnes × tranverse additional mass coeﬃcient (1-0 ‒ 2.0)g

：Acceleration due to gravity（m/sec2）

V：Berthing Velocity（m/sec）C：Energy diminuition coeﬃcient due to turning etc.

Using an additional mass coefficient of 1.8, and C of 0.5
in the above equation, a container vessel with a displacement of 50,000 tonnes approaching the pier at a speed of
10cm/sec has a contact energy of approximately 23 tonnem. This is equivalent to a 1 tonne motor vehicle colliding
with a wall at 80km/h.

Contact energy

300
VLCC
200
100

Container
PCC

（t-m）
0

2
6
8 10 12 14
4Berthing Velocity ( V cm/sec)

7-4-2 Safety Margin in Relation to Speed when Contacting the Pier
As with the speed reduction plan, the safety margin for speed when contacting the pier must also be investigated.
When a vessel with berthing velocity of Vcm/sec receives a constant braking force by a tug from a point Dm from thepier, and stops Am from the pier, the safety margin is calculated as follows.

Ｄ

Safety Margin（Ｒ）＝

Ａ
ＡＤ

D：Distance from braking startpoint to pier
A：Distance remaining from vesselstop point to pierThe vessel stops immediately after commencing braking if R = 1. The vessel stops at the scheduled stop point if R = 0.
A questionnaire given to pilots showed that the safety margin used for safe approach to the pier keeping the vessel’s
attitude when towed at Slow by a tug is 0.3 ‒ 0.6.

− 23 −

As with the speed reduction plan, it is important to employ a graph.

Bertihing Velocity (cm/second)

0

5

10

15

20

25

30

Berthing Velocity (cm/second)

CTNR

PCC

Berthing Velocity (cm/second)Distance to berth (M)

0

10

20

30

40

50

60

Distance to berth (M)

VLCC

0

10

20

30

40

50

60

70

80

90 100 110

Distance to berth (M)In this region, the safety margin is zero when two tugs brake the vessel at full speed.
In this region, the safety margin is zero when a tug brakes the vessel at half speed.
In this region, the safety margin is zero when a tug brakes the vessel at slow speed.
In this region, the safety margin is 0.3 ‒ 0.6 when a tug brakes the vessel at dead slow.
Adjustment of speed approaching the pier in this region is recommended.
In this region, control is possible, however the vessel is readily susceptible to external forces.

− 24 −

8. Preventing Damage to Harbour Facilities
As decribed above, maneuvering of a vessel under its own power inside the harbour during entry and exit presents
difficulties. External forces such as wind have a particularly large effect when holding and changing course, holding
speed, and when controlling the attitude of the vessel.
When approaching and leaving the pier, it is necessary to understand the effects of external forces, and to use
assistance such as tugs, main engines, and bow thrusters to control the attitude and speed of the vessel appropriately while maneuvering.
It is important not to leave all the operation of the vessel to the pilot. Rather, the captain and pilot should discuss theprocedure for operation, and ensure that all bridge crew understand the way to put the necessary bridge resource management into practice thoroughly, and are thus able to reduce the number of incidents of damage to harbour facilities.
In discussions with the pilot at entry and exit from harbour, it is necessary for the captain to plan the procedure
for entry and exit in advance.

8-1 Bridge Resource Management During Harbour Entry and Exit S/B
The following points are required to consider thorough bridge resource management at harbour entry and exit.
•

Consult with the navigator on the day prior to harbour entry for a brieﬁng on harbour entry andexit procedures.

•

When the pilot boards the vessel, present the pilot card (see Attachment (2)), and explain draft,
displacement and other points of special note.

•

Obtain information from the pilot on where the tug is to be taken up, whether the pier is to beapproached on the ship s port or starboard side, and the number of mooring lines etc. to be
used. If there is time available, verify the requirements for maneuvering of the vessel (e.g. turning
point).

•

Ensure that the oﬃcer on the bridge reports engine speed (when engines are operated), and thatthe helmsman reports rudder status as appropriate. When the engine is stopped in the ﬁnal stagesof approaching the pier, the oﬃcer may begin tidying up the bridge and he / she may neglect toreport the berthing velocity of the vessel. It is important that the required information (e.g. ahead/astern speed, berthing velocity) is reported appropriately until an instruction is received from thecaptain that it is no longer necessary.

•Oﬃcers stationed at the bow and stern report repeatedly on movement of the tugs.

•

In non-English-speaking regions in particular, the pilot and captain of the tug frequently conversein the local language, and information on movement of the tug may not reach the captain of thevessel. It is important that oﬃcers stationed at the bow and stern report concisely whether thetugs are pushing or pulling the vessel, and in which direction etc.

•

Mooring lines are set in consultation with the pilot. Even after the lines are tied on the bitts, they
are generally left un-tensioned (with no slack). It is important to follow the instructions of the shipnavigator when winding in mooring lines to control the attitude of the vessel.

•

It is always necessary to verify any doubts. This applies not only the captain, but also to the crew.
The captain is responsible for creating an atmosphere in which this behavior is encouraged.

− 25 −