LOB 10303 FUNDAMENTAL MARITIME OPERATION

TUTORIAL 1
Q1) Explain the purpose and usage of the following marine terminologies.

1. Hatch Coaming
 The hatch covers and coamings on ships are designed to prevent water from entering
cargo hold and to prevent damping and damaging the goods.

 Design and Type of Hatch

 There are 5 types of hatch coaming mainly used on board such as lifting type, rolling
type, folding type, sliding type and roll stowing type.

1. Lifting cover type

 There are 2 types of lifting hatch cover which known as single panel covers and multi
panel covers.

i. Single panel covers : Can be seen on bulk carriers which consist of a single cover
for each opening.
ii. Multi panel covers : Can be seen on cellular container ships where as single hold
is covered by multiple covers due to the case of longitudinal joints and it’s useful
for multipurpose cargo ship in case of transverse joints.
2. Rolling type
• The hatch covers of the rolling type consist of two covers at the end of the
hatchway. Usually this hatch covers are fitted on large ships.

3. Folding type
• Folding style hatch covers operate using hydraulic arms which consist of two
flat type topped panels. The advantage of this kind of hatch was built in large
size which means less panels needed on the ships.

4. Sliding type
• Installed on ships that have smaller hatch covers. Operated using hydraulic
cranes which to lift the covers longitudinally and stack at one end or on top of
any empty stowage tank.

5. Roll stowing type

• Designed to protect the vessel and cargo from the entrance of water into
the cargo hold. This type of hatch covers are very familiar for Panamax and
Capesize vessel types as the hatch covers use to cover the weather deck.

• Construction & Weather tightness

• Construction : Lightweight steel grills have been use to make hatch cover. In
order to make the hatch covers become more efficient modern design methods
are applied during the constructions process using finite element technology.
High tensile steel is used in the construction process will resulting thinner plate.
Thus, the lightweight structure must be handled with care.

• Weather tightness:

i. Rubber gasket: Put in place where the pontoon hatch cover rests on the
hatch coaming. Compression bar will be a support to the gasket.
ii. Cleats: Cleats are installed to make sure sufficient pressure on the gasket
against the compression bar. Cleats is installed on top or below the top rail by a
control lever.
iii. Wedges: In order to ensure water tightness between two pontoon hatch
covers wedges is placed along the full width of the hatch.

• Operation & Maintenance

i. The hose tests. High power water jet is use in checking any leaking of the
hatch. The powerful of water jet is sprayed against the joints of the pontoon
hatch cover while inspecting for the leakage.
ii. The aid of ultrasonic detection equipment. This method commonly used
when the ship is being built or after repairs. A sound wave transmitter is placed
in the hold along with a detection microphone on top of the pontoon hatch
cover. If the detector does not detect anything, the hatch is water tight.
2. Bow Thruster Nozzle
 Design

• Construction
• The bow and stern thrusters are located in the passing through tunnels
which open at both sides of the ship. There are two kind of tunnels which places
either at forward or at the aft ends of the vessel. From one hand, the thruster takes
suction and pushes it out on the other side of the vessel, pushing the vessel in the
opposite direction. The thrusters are able operate in both directions. The bow
thrusters are located below the water line which make the ship crew need to always
check for water accumulation at regular intervals of time.
• Operation & Maintenance
• The bow thruster consists of an electric motor which uses a worm gear
arrangement to mount directly over the thruster. The motor run at fixed speed and
the controllable pitch blades will change if there is a change needed in the thrust or
direction. With the assistance of hydraulic fluid that pushes the hub on which the
blades are mounted, these blades are shifted, and the pitch is changed. From the
bridge, the thruster is operated, and the instructions are given remotely. In the
circumstance of a remote malfunction, the thruster room includes a manual system
for adjusting the pitch which can be controlled from there.
• Bow thruster needs to be regularly checked and should be kept dry for the
insulation.
 • The space heater must be checked either it still in working condition or not
as the insulation must be kept dry.
• The motor bearings and the connectors should be greased every month.
• The state of the hydraulic oil should be tested for water in the oil every
month and samples should be submitted for further inspection for laboratory
examination.
• From time to time, the thickness of the contactors must be checked.
• Test must be carried for any water leakages in the bow thruster room as it
works as an indicator of seal leaking.
• It is necessary to verify the flexible coupling between the motor and the
thruster.
• Check and inspect the cleanliness and tightness of all the cable connections.
• To clear the carbon grid, vacuum or blow clean the motor grid, which will
raise the working temperature.

3. Collision Bulkhead
 Design

Palfinger rescue boat and its davit.

 Construction
 Rescue boats may be rigidly built, inflated, or both in combination. When five people are
standing, one is lying on a stretcher and all of them wear both lifejacket suits, the
capacity should be at least six people. A rescue ship should have a length of not less than
3.8 metres and not more than 8.5 metres. The rescue boat must be capable of piloting
six knots for at least four hours while fitted with its maximum complement of people
and resources.
 Operation & Maintenance
 The requirements for rescue boats consist of the boat and its gear system. The general
aim of rescue boats is to be used in man-over-board evacuation. It’s mandatory for a
vessel to be fitted with at least one rescue boat models depending to the gross tonnage
of a vessel.
 Rescue boat will be stowed all the time and should be ready for launch in maximum of 5
minutes. The recovery time shall not exceed five minutes in moderate sea states when
fitted with its maximum number of persons and equipment.
  Shipboard staff can carry out weekly and monthly on-board inspections of the rescue
boat and its davit system under the supervision of a senior vessel officer in compliance
with the maintenance manual.
 However, annual and five-year thorough inspections and examination must be
conducted by the manufacturer or by authorized service provider only.

4. Bulbous Bow
 Design and Type of Bulbous Bow

- Winch, dog clutch, chain wheel drum, pawl bar, and haws pipe are the separate
components that make up the anchor wind glass in general.
 Operation & Maintenance

- Anchor windlass is an automated machinery that can be controlled remotely at the

bridge and it also can be controlled manually. There are two methods in order to
release or lower the anchor which is powering down the anchor or let the head to
fall according to the gravity.
- It is important to ensure safety when dealing with heavy equipment, such as the
anchor windlass. The windlass must be able to completely lift or lower the anchor
head at any speed within its given operating speed range to achieve a safety factor
in the operation of the anchor windlass.
- Small hoses are added to the haws pipe to get rid of any waste or creatures on the
line, so that the chain hauled into the chain locker is washed.
- Any sharp edges that may come into contact with employees or passengers must be
kept within an appropriate curvature radius. It is possible to use the windlass anchor
firmly without triggering any injuries by observing these rigorous safety procedures.
5. Fast Rescue Boat & Davit
 Design

 Construction
- The cofferdam in a vessel should be built with stiffeners and girders to withstand
liquid sloshing, vibratory loads and other loads that could be imposed in the
operation of the vessel. The contact spark-producing properties of the material
should be taken into consideration when determining the construction materials, in
particular for the equipment and fittings to be installed into the cofferdam.
- The size of the Cofferdam shall be adequate for the inspection and shall occupy the
entire adjacent. The minimum gap should be 600mm between bulkheads.
 Operation & Maintenance
- There should be no opening pipe area, double bottom or any other sealed space in
pump rooms and ballast tanks in a tanker ship unless the opening is fitted with gas-
tight bolted manhole covers.
- Sounding and air vent pipes must be provided for Cofferdams in such rooms. The air
vent pipes would travel to the atmosphere and should be installed with flame screen
close with the outlet.
- The Cofferdam in oil tanker that covers the slop tanks is also fitted with gas detector
that should be checked before loading cargo.

6. Arbitration

-Arbitration is a procedure in which a dispute is submitted, by agreement of the parties, to one or

more arbitrators who make a binding decision on the dispute.

7. Bareboat Charter -A bareboat charter or demise charter is an arrangement for the chartering or

hiring of a ship or boat, whereby no crew or provisions are included as part of the agreement;
instead, the people who rent the vessel from the owner are responsible for taking care of such
things.
 8. Bill Of Lading (B/L) ###

-A bill of lading (BL) is a legal document issued by a carrier to a shipper that details the type, quantity
and destination of the goods being carried. A bill of lading also serves as a shipment receipt when the
carrier delivers the goods at a predetermined destination.-

9. Charter Rates

-Chartering is an activity within the shipping industry. In some cases a charterer may own cargo and
employ a shipbroker to find a ship to deliver the cargo for a certain price, called freight rate.
-The charterer pays for all fuel the vessel consumes, port charges, and a daily 'hire' to the owner of the
vessel.

-Voyage charter: A charterer pays for use of a vessel to carry cargo from one designated port to
another, or one port range to another. Charterer is usually responsible for stowage, discharge of
cargo and settle documentations needed and pays freight passed on cargo loaded. The voyage may
last longer than expected and made it as the greatest risk.

10. International Load Line Certificate

-Load line certificate certifies that vessel complies with the load line convention. Load line
Convention basically limits the ships on the minimum freeboard it needs to maintain.

11. Pilotage

-As defined in the Pilotage Act, pilotage refers to activities related to the navigation of

vessels in which the pilot acts as an advisor to the master of the vessel and as an expert on the local
waters and their navigation. Pilotage has a long-standing history.

12. Return Cargo ###

 -A cargo which enables a ship to return loaded to the port or area where her
previous cargo was loaded. A cargo brought back in return for or in place of merchandise
previously sent out. When goods, equipment, fixture that have exported to abroad or
imported to destination need to be returned to the origins. The purpose of this return
cargo is to repair, maintenance or refund. In order to enjoy tax exemption ones may
apply the exemption at the Customs.

13. Seaworthiness Certificate ###

-When a classed vessel suffers damage, the classification society carries out a

seaworthiness survey after repairs have been completed. When the Surveyors are satisfied as to the
vessel seaworthiness, a certificate of seaworthiness is issued by the classification society.