In order for a seafarer to serve as a chief radio officer on board ocean-going vessel, he has to obtain a certificate of the third-grade maritime officer (radio electronic ) in accordance with the Law for Ship’s Officers and Boat’s Operators which is within the jurisdiction of the Ministry of Land, Infrastructure and Transportation. As one of the conditions to obtain this certificate, he has to obtain a certificate of the maritime third-class radio operator and a ship station radio operator attestation in accordance with the Radio Law which is within the jurisdiction of the Ministry of Internal Affairs and Communications.
JMETS had authorized by the Ministry of Internal Affairs and Communications as approved agent for holding the training and drill, has continued to conduct the subject training and drill in training ship for cadet to obtain a ship station radio operator attestation from 2002. The curriculum required in accordance with the Radio Law has been changed gradually, then we had checked the curriculum again, and tried to investigate an effective way for holding the training and drill according to the curriculum on the Radio Law.
As a result of the investigation, we could find an effective way for making great progress with our cadet’s understanding. Therefore, we report an analysis result by a questionnaire and an effective way.
The sailing performance of sail training ships Nippon Maru and Kaiwo Maru have been analyzed under the moderate weather since those actual services. As the result of the analysis, we have confirmed that the maximum speed can be observed in close-hauled sailing and the maximum sailing speed ratio is 75% in sharp up yards when receives the wind from 5 points of relative wind direction under the full sails. Furthermore, other sailing performance1)2) also has been observed.
On the other hand, the sailing performance under heavy weather has not yet analyzed. In 2016 and 2017, sail training ship Kaiwo Maru carried out training voyages from Tokyo to Honolulu,USA and to Richmond,Canada. In those voyages, We analyzed the sailing speed ratio under the heavy weather which was 6 in beaufort wind scale.
As the result of analysis, we got knowledge as follows;
1)The sailing speed ratio was 64% in sharp up yards when recieved the wind from 5 points of relative wind direction under the 77% of sail area.
2)The sailing speed ratio was 56% in 3.5 p’t yards when recieved the wind from 6 points of relative wind direction under the 78% of sail area.
3)The sailing speed ratio was 54% in 2p’t yards when recieved the wind from 8 points of relative wind direction under the 80% of sail area.
4)The sailing speed ratio was 45% in square yards when recieved the wind from 12 points of relative wind direction under the 63% of sail area.
Some papers had been published on Analysis of Navigation Record and Sailing Performance of NIPPON MARU and KAIWO MARU. Last year, we reanalyzed them adding the latest 9 times data of Navigation Record and suggested an optimum route for sailing to Hawaii on winter North Pacific. Therefore we verified the voyage of 2017 based on this approach.
The Japan Meteorogical Agency announced the occurrence of La Nina event last fall. Although we predicted difficult sailing voyage under the La Nina, ZI indicated low index and we could keep sufficient average speed for landfall by sailing.
At the part of “Choosing a suitable starting point of sailing”, we had no effect of southern shore low pressure system. We headed to the southeast area of Nojima Saki in accordance with Suggested Route, and we set sails under the good condition.
At the part of “Selecting the possible route to reduce the risk in rough sea”, we sailed around 32-30N because wind axis of the Trade was toward the north by La Nina. And, we adopted New Trim instead of Square yards under Running or Quartering. The result showed that it exert an effect on not only reduction of heel but also slight increase in sailing speed.
At the part of “Selecting optimum route to get good sailing speed”, we headed north along optimum route because ZI indicated high index exceeding 400. In order not to take the long way, we waited for wind in Heave to in a backwind, and furthermore, we made sails immediately when the wind was favorable. Unfortunately, we had to resume propelling because of medical crisis occurrence in this part. In the meantime, Blocking High did not appear ahead, and low pressure proceeded to eastward of the date line. Therefore, we are convinced that it was the very comfortable situation to sail.
At the part of” Choosing a southward route to reach Hawaii”, Trade wind was comfortable in order to approach Hawaii. If we reached 160W by New Year’s Day, we would have achieved landfall by sailing.
In this voyage, we were able to verify that the suggested method in previous study was not wrong as a way of thinking. We were not able to attain landfall by sailing, but we resumed sail training from the Honolulu offing. These must be culmination of training for cadets. As a result, the training quality must be improved.