Faculty of Nautical Studies

2019

© 2019 City of Glasgow College Charity Number: SCO 36198

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CONTENTS

1 ORAL PREPARATION 02

2 LIST OF IMPORTANT MGNs 03

3 YOUR LAST VESSEL 05

4 NAUTICAL PUBLICATIONS 09

5 PASSAGE PLANNING 10

6 REPORTING SCHEMES 12

7 LOOKOUT 13

8 CALLING MASTER 14

9 WATCHKEEPING AT SEA 15

10 ELECTRONIC NAV AIDS- ENS 22

ECDIS

RADAR/ARPA

COMPASS

LOGS

AUTOPILOT

AIS

GPS

11 SEXTANT 35

12 METEOROLOGY 38

13 SHIP CONSTRUCTION AND STABILITY 42

14 CARGOWORK 53

15 LAW AND MANAGEMENT 69

16 LIFE SAVING AND FIREFIGHTING APPLINACES 74

17 MUSTER STATION 90

18 RESCUE OF SURVIVORS 91

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ORALS PREP

You have successfully completed your training at college and on board ship. Now the MCA
examiner is going to make the final decision: Are you competent to take charge of an unlimited
size vessel.

Add to this the fact that you are going to be a manager of a watch, both at sea and in port, as
well as carry out other shipboard duties, often under stressful circumstances.

The examiner will be assessing:

• Your knowledge gained ashore and at sea

• Your general attitude

• Your confidence

• Your ability to make the correct decisions quickly, under pressure

General advice:

• Dress smartly

• Be respectful

• Don’t argue

• Be confident – but not over- confident

• Listen to the questions

• Don’t guess

• BE PREPARED

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List Of important MGNs

MGN 71 Muster, Drills, on board training and instructions, and decision support system

MGN 77 Instruction for Action in Survival Craft.

MGN 137 Look out during periods of darkness and restricted visibility.

MGN 199 Dangers of Interaction.

MGN 242 Standard format and procedures for ship reporting, including reporting incidents
involving dangerous goods, marine pollutants, other harmful substances or
safety

MGN 276 Maintenance of Portable Fire Extinguisher.

MGN 285 Electronic charts- use of risk assessment methodology when operating ECDIS in
the raster chart display system RCDs mode.

MGN 299 Interference with safe navigation through inappropriate use of mobile phones

MGN 301 Manoeuvring information on board ship.

MGN 315 Keeping a Safe Navigational Watch On Merchant Vessels.

MGN 357 Night time lookout photochromic lenses and dark adaption.

MGN 360 Implementation of changes to routeing measures in Electronic navigational

Charts (ENCs).

MGN 364 Traffic separation schemes, application of Rule 10 and navigation in the Dover
Strait.

MGN 369 NAVIGATION IN RESTRICTED VISIBLITY

MGN 372 Offshore renewable energy installation (OREIs) guidance to mariners operating
in the vicinity of UK OREIs.

MGN 375 Maritime safety information.

MGN 379 Navigation use of electronic navigational aids.

MGN 384 Training in the maintenance of electronic equipment

https://www.gov.uk/government/collections/marine-guidance-notices-mgns

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Notes….

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Details Of Last Ship

Name of ship Port of Registry

Ship type Gross Tonnage

DWT Summer Disp

FWA TPC

LOA LBP

Breadth Draft

Name of Owner/ Manager

LSA for ____ persons

Lifeboats No. Capacity Type

Liferafts No. Capacity Type

Hydrostatic release No. Type

Rescue Boat No. Capacity Type

Fire Extinguishers Machinery spaces Type No.

Crew Spaces Type No.

Other Spaces Type No.

Portable foam Machinery Spaces Type No.

applicator

Other Spaces Type No.

Fixed FiFi System Machinery Spaces Type No.

Cargo Spaces Type No.

Other Spaces Type No.

Hoses / Hydrants Spaces No. Length

Other Spaces No. Length

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On Deck No. Length

Fire buckets No. Sand box/scoop No.

Int Shore Conn No. Where stowed

Fire p/ps exc EFP No. Position of EFP

Fireman's Outfits/ Breathing Apparatus Type Location

Lifejackets No. distributed No. spare Spare stowed

Lifebuoys Type Location

Immersion suits Type Location

TPAs Type Location

Line Throwing Apparatus No. Type Location

Distress Rockets No. Type Location

Fire Control Plan No. Location

EPIRB Frequency Location

SARRT No. Type Location

Cargo Space lnerting System Type

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The LAST SHIP- The MCA Examiners will expect you to 'Know All about Your Last Ship'

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Nautical Publications Carried Onboard

The following publications should be carried to satisfy the SOLAS V requirements.

• International Code of Signals (IMO)

• IAMSAR Manual Vol.III

• Mariners' Handbook (UKHO)

• Merchant Shipping Notices, Marine Guidance Notes and Marine Information Notes (MCA)

• Notices to Mariners (UKHO)

• Notices to Mariners – Annual Summary (UKHO)

• Lists of Radio Signals (UKHO)

• Lists of Lights (UKHO)

• Sailing Directions (UKHO)

• Nautical Almanac

• Navigational Tables

• Tide Tables

• Tidal Stream Atlases

As per SOLAS Chapter V Nautical Charts and Nautical Publications

‘Nautical charts and nautical publications, such as sailing directions, lists of lights, notices to
mariners, tide tables and all other nautical publications necessary for the intended voyage, shall
be adequate and up to date.’

Charts which are approved by an authorized Hydrographic Office or an ECDIS system using ENC
and RNC charts which are approved. A vessel using an ECDIS system must have adequate back-
up arrangements. This may be a duplication of the ECDIS or a reduced folio of paper charts.

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Passage Planning
MGN 72 Passage Planning

There are four distinct stages in the planning and achieving of a safe passage:

Appraisal

Gathering together all the information relevant for the intended passage

Information required will include:

• Currents – (direction and set of tide)

• Tides (times, heights and direction and rate of set)

• Draught of ship during the various stages of the intended passage.

• Advice and recommendations given in Sailing Directions.

• Navigational Lights (Characteristics, range, arc of visibility)

• Navigational Marks.

• Traffic separation and routing schemes.

• Navigational warnings for the area.

• Climatological data.

• Ships maneuvering data.

Planning

A detailed plan of the passage is prepared from berth to berth.

• Intended passage marked on charts.

• The true direction of the planned track marked on the chart.

• Radar conspicuous items marked.

• Transit marks, clearing bearings and clearing ranges marked.

• Safe speed and speed alterations decided to make ETA’s en-route, e.g. to avoid a night
passage.

• Course alteration points with wheel over points taking into consideration the turning
circle of the vessel.

• Critical areas where primary and secondary position fixing methods are considered.

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• Contingency plans.

Execution

Once an estimated time of arrival can be made with relative accuracy the tactics used to execute
the plan should be discussed. Take into account the following:

• Reliability and condition of the ships navigational equipment.

• Estimated times of arrival at critical points for tide heights and flow.

• Meteorological conditions.

• Day-time versus night-time passing of dangerous points.

• Traffic conditions especially at critical points in the navigation

Monitoring

The monitoring of the ship’s progress along the pre-planned track

• Visual bearings, usually the most accurate means of position fixing.

• Transit marks / Parallel Indexing.

• GPS / ECDIS / RADAR

• Echo Sounder

Monitor the performance of the navigational equipment throughout. If the OOW is in any doubt
as to the position of the vessel or the manner in which the passage is preceding he / she should
immediately call the Master and if necessary take whatever action he may think necessary for the
safety of the ship.

Ships Routeing

The purpose of ships routing is to improve the Safety of Navigation in converging areas and in
areas where the density of traffic is great, or where freedom of movement is inhibited by
restricted sea room, obstructions, limited depths or unfavorable meteorological conditions. Also
it may be to reduce the risk of pollution by collision or grounding near environmentally sensitive
areas.

The first routeing scheme was the Dover Straits in 1967. (Details in Sailing Directions)

Admiralty charts show all TSS's, Deep Water Routes and areas to be avoided by certain ships.

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Admiralty Sailing Directions mention all TSS's.

Mandatory Reporting Schemes

1. UK ships anywhere in the world must comply with any mandatory ship reporting

scheme adopted by IMO.

2. Details of Mandatory Ship Reporting Schemes are found in ALRS Vol 1 and 6

3. Location of reporting schemes are shown on relevant Admiralty Charts

4. Ships are required to report entry without delay

5. Failure to comply could lead to prosecution.

6. Dover Strait is the only mandatory scheme adopted in UK waters. (CALDOVREP)

Reporting Schemes provide information on shipping in the event of a Search and Rescue incident.

Ship Reporting has been introduced by a number of coastal states so that they can keep track by
radio, radar or transponder, of ships passing through their coastal waters. Ship reporting systems
are therefore used to gather or exchange information about ships such as their position, course,
speed and cargo. In addition to monitoring passing traffic the information may be used for
purposes of search and rescue and prevention of marine pollution.

The use of ship reporting systems should form a part of the passage plan. This should include
references to reporting frequencies.

Vessel Traffic Services

VTS have been introduced to monitor ship compliance with local regulations and to optimise
traffic management.

VTS requirements on ships should form part of the passage plan. This should include references
to radio frequencies that must be monitored by the ship for navigational and other warnings and
advice on when to proceed in areas where traffic flow is regulated. VTS may be marked on charts
but full details are found in ALRS and Sailing Directions.

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LOOKOUT

1) A proper lookout will be maintained at all times in compliance with Rule 5 and shall serve
the purpose of:

• Maintaining a continuous state of vigilance by sight and hearing as well as by all other
available means

• Fully appraising the situation and the risk of collision, stranding and other dangers to
navigation and

• Detecting ships or aircraft in distress, shipwrecked persons, wrecks, debris and other
hazards to navigation

2) Lookout must give full attention to the keeping of a proper lookout and no other duties
shall interfere with that task

3) The duties of the helmsperson and lookout are separate and the helmsman will not be
considered to be the lookout while steering except in small ships where an unobstructed
all round view is provided at the steering position. The OOW may be sole lookout in
daylight conditions provided that:

It has been established that it is safe to do so

Full account of following has been taken of:

 State of weather
 Visibility
 Traffic density
 Dangers to Navigation
 Attention necessary in or near Traffic Separation Schemes

4) Assistance is immediately available to be summoned when required.

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Calling the Master

The OOW shall notify the Master immediately:

1) If Restricted Visibility is encountered or expected

2) If Traffic Conditions cause concern

3) If difficulty is experienced maintaining course

4) On failure to sight land, navigation mark or to obtain soundings by expected time

5) Unexpectedly sighting land, navigation mark or change in soundings

6) On breakdown of engines, propulsion, steering gear or navigational equipment

7) Radio equipment malfunctions

8) Any Hazard to Navigation

9) In heavy weather, the possibility of weather damage

10) In any other emergency or if in any doubt

PERFORMING THE NAV WATCH OR DURING THE WATCH

• The officer in charge of the nav watch shall:

• Keep the watch on the bridge and maintain lookout by sight and hearing and all available
means.

• In no circumstances leave the bridge until properly relieved.

• Course, speed, posn to be checked at frequent intervals and nav aids to be made use of to
keep the vsl on planned route during the watch.

• Make sure to carry out master’s standing orders.

• Full knowledge of location and use of safety and nav. equipments and their operating
limitations.

• To comply with COLREGs while using radar – limitations.

• Helm, engines, sound signaling apparatus at oow’s discretion should be used. Timely
notice for speed variation to engine room.

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• Aware of handling characteristics of vsl and its stopping distance and that other ships
may/will have different handling characteristics.

• Ensure that auto pilot and helms man are steering required course ’s , steering motor
change over if required.

• Check errors in every watch especially alteration of course.

• Plot and check position of vessel at frequent intervals.

• Check radar performance once in a watch.

• Check barometer and barograph.

• A proper record shall be kept during the watch of the movements and activities relating to
the navigation of the ship if maneuvering. Bell book.

• WX and reports.

• Cargo condition, draught, ballast condition, ER status.

• Deck crew working in my sight.

• If in any doubt and in an emergency situation call master.

• SOLAS and COREGS to be practiced at all times and any avoiding action would be broad
and taken in ample time.

Taking Over the Navigational Watch

The OOW will not hand over the watch to the relieving officer if there is reason to believe the
latter is not capable of carrying out the duties, in which case the master will be notified.

Relieving officers will satisfy themselves as to:

1) Their vision is fully adjusted to the light conditions

2) Standing Orders and Night Orders

3) Position, course, speed and draught of the ship

4) Tides, currents, weather and visibility and the effect on course and speed

5) Procedures to use main engines for manoeuvring

6) Condition of all navigational and safety equipment

7) Compass error

8) Traffic in the area

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9) Conditions and hazards likely to be encountered

10) The possible effects of heel, trim, squat and water density on under keel clearance

If a manoeuvre is being carried out at the time of changeover, it will be deferred until the
manoeuvre is completed.

Taking over Deck Watch in Port

The relieving officer shall be aware of the following:

1) The depth of water, draught, times of high and low waters, securing of the moorings is
adequate, arrangements of anchors and scope of chain, state of engines

2) All work to be performed on board the ship, the nature, disposition and stage of cargo
loading/ unloading operation

3) The level of water in bilges/ ballast tanks

4) The appropriate signals or lights are being exhibited or sounded

5) The number of crew required to be on board

6) The state of Firefighting appliances and regulations are being maintained

7) Any special Port Regulations

8) Masters Standing or Special Orders

9) Lines of Communication between shore personnel and ship in the event of emergency
arising

10) Procedures for notifying the appropriate authority of any environmental pollution
resulting from ship activities.

11) Any hazardous or dangerous cargo being loaded/ unloaded and the action to be taken in
event of spillage or fire (IMDG Code)

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Conducting the Deck Watch in Port

Pay attention to:

1) The condition and securing of gangway, anchor chain and moorings

2) The draught and underkeel clearance and avoid dangerous listing or trim during cargo
handling or ballasting

3) Weather and sea state

4) Regulations concerning safety and fire protection

5) Water level in bilges and tanks

6) Location of persons on board, especially in enclosed spaces

7) Lights and signals to be shown (nav lights off when alongside)

8) In bad weather take measures to protect ship (extra ropes)

9) Prevent pollution

10) In emergency, raise alarm, inform master and take action to avoid damage to ship, cargo
and persons on board

11) Ships stability in event of fire

12) Offer assistance to ships/ persons in distress

13) Accidents or damage should propellers turn

14) Enter important events in logbook

Watch at Anchor

1. Determine and plot ships position on chart as soon as possible

2. Check at regular intervals that ship is remaining securely at anchor (visual fixes, transits,
radar ranges, radar bearings, GPS or lead line)
3. Ensure proper lookout
4. Ensure inspection rounds
5. Observe weather and tidal conditions and sea state
6. If anchor drags, inform master and take all necessary measures (let go more chain, drop
second anchor, lift and re- anchor, or lift and move to a new anchorage)
7. Ensure correct lights and shapes are displayed
8. Observe weather and tidal conditions and the state of the sea.
9. Notify master and undertake all necessary measures should the ship start to drag anchor.

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10. Ensure that the state of readiness of main engines and other machinery is in accordance
with master’s instructions.
11. If visibility deteriorates, inform the master
12. Ensure that the ship exhibits appropriate lights and shapes and that appropriate sound
signals are made in accordance with regulations.
Procedure When Dragging Anchor

A vessel may start to drag anchor if weather conditions deteriorate, or a change of tide or wind
direction.

The following actions should be carried out by the OOW:

1) Call Master

2) Inform ER and request engines

3) Steering gear in operation

4) Anchor party called and assembled forward

5) Vessels in area warned of collision risk (VHF)

Once the Master has taken over on the bridge and engines are available, there are a number of
options:

 Slacken away more cable to see if the anchor may hold

 Heave up anchor and then re- anchor
 Heave up anchor and leave the anchorage
 Drop the second anchor
When other Vessel Dragging her Anchor

When a vessel is dragging anchor, it is deemed to be underway so should show lights as for a
Power Driven Vessel underway.

If you are at anchor and a vessel is dragging anchor towards you, try to attract the attention of
the vessel dragging its anchor.

If the vessel’s name is known to you, you may send him a DSC alert. In any event, log everything,
call port authorities so that the case is logged in Port Control log in your favor before P&I club
and arbitrators step in.

If time permits, lift anchor and move out of the way. Failing this, manoeuvre so as to minimise
the effect of the collision.

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Watch keeping in restricted visibility

The first responsibility of the OOW is complying with ColRegs with particular regard to keeping a
safe look-out, sounding of fog signals. He / she must also ensure that the vessel is proceeding at
a safe speed and has the engines available for immediate maneuvere.

The OOW must also:

• Inform the Master

• Ensure a dedicated look-out is posted.

• Exhibit navigation lights.

• Operate and use radar.

• Put the engines on standby

Deck Pre Departure Checklist

1) Cargo Operations and bunkering complete

2) Ballasting Operations complete

3) Final draughts taken

4) Dock water density taken/ check load line

5) Hatches battened down for cargo vessels/similar for tankers

6) Non-essential watertight doors secured

7) Heavy and moveable objects secured

8) Gangway secured

9) Anchors cleared away

10) Stowaway search carried out

11) Crew check carried out

Bridge Pre Departure Checks

1) Passage Plan

2) Charts/ publications prepared

3) Weather forecasts up to date

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4) Has Port/ Pilot been advised of ETD

5) Steering gear (manual / auto)

6) Engine telegraph controls

7) Gyro compass and repeaters

8) Magnetic compass and repeaters

9) Electronic NAVAIDS

10) Navigation Lights

11) Signalling apparatus

12) Ship to Shore communications

13) On board communications

14) Chronometers /bridge clock are synchronised

15) Thrusters and CPP’s checked.

Pre Arrival Checklist

1) Test steering gear

2) Internal Communications

3) Contact port – ETA, berthing requirements, draught, DG’s, pilot requirements

4) Check mooring winches

5) Prepare ropes/ heaving lines

6) Clear away anchors

7) Cargo/ ballast rearranged to achieve specific draught/ trim if required

8) Prepare pilot ladder/ pilot exchange

9) Be aware of tide status/ draught and under keel clearance

10) Engine controls checked.

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Mooring Stations

Operations must be safely and efficiently performed.

1) Find out plan from master and pilot (sequence of ropes ashore/ which side)

2) Test communications

3) Make own plans to achieve masters requirements

4) Risk Assessment/ Permit to Work

5) Ensure sufficient personnel

6) Ensure correct PPE

7) Brief all personnel under your direction – make sure they understand what is expected of
them.

8) Ensure deck is tidy – no hazards lying about

9) Flake out ropes. Do not use wires directly from fixed reel – take it off reel and flake out. If
wire on powered drum, take off expected amount and flake out.

10) Inspect all ropes and wires. Open lay and look for signs of wear. Make sure wire is well
lubricated and if more than 10% of visible wires in any 8 x dia. are broken, the whole wire
must be condemned.

11) Check rollers and fairleads are turning and surfaces are not rough to cause damage to
rope.

12) Ensure proper leads - no sharp angles

13) Ensure no one stands in bight of a rope or in snap back zones of ropes under tension

14) Do not surge on a capstan or use rope on capstan to ‘check’ ship. Rope may melt onto
drum. Stop winch and feed back as necessary.

15) No more than 3 turns on winch barrel.

16) Do not put eye of rope or wire onto bitts

17) Do not lead wire over fibre rope

18) Monkeys fists to be rope only – no weights.

19) Have rat guards and stoppers ready

20) Stoppers should be same material as rope – use west country stopper

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Electronic Chart Display Information System (ECDIS)

Raster charts

These are facsimile or scanned copies of paper charts. These charts have no intelligence. Some
systems permit zoom X2. UKHO produced BA charts in raster form in 11 CD’s

Raster charts attributes to

 They are facsimiles of official paper charts

 They are produced according to international standards
 The IHO issuing hydrographic office will be responsible for its contents
 They are regularly updated with official update by distributor
Advantages - looks like a paper chart and simple to use

Disadvantages - They are not intelligent, they distort on zooming, and individual elements cannot
be changed

Vector charts

 These are digital captures of individual charted objects based on their geographical
positions. This information is sorted in different layers. The users can omit certain layers
like lights. During day time the user can delete these layers.
 The hydrographic office bears the responsibility of chart
 They are issued only by the responsible hydrographic office
 They are regularly updated, the update information is distributed electronically.
 They are referred to WGS84 datum
Advantages of Vector charts

1. They can be interrogated (intelligent)

2. Layers can be removed or added
3. They are seamless and replace paper charts
4. No distortion on zooming and ability to monitor own ships route.
Disadvantages

 Not available world wide

 Unfamiliar symbols
 Expensive and time consuming in preparation
 Certain symbols may not be displayed if using incorrect usage band

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Zone of confidence

A1 +/- 5 HIGH ACCURACY A2 +/- 20 Meters

B +/- 50 Meters C +/- 500 Meters

D Worse than D U Unusable U

ECDIS Alarms

Exceeding off track limits

Crossing safety contour (if ship crosses safety)contour within the specified time set by
operator
Prohibited area alarm or guard zone drawn by the mariners
Approach to critical point
Different datum charts when used (dual fuel)
System malfunction
Limitation of ECDIS
Hardware problems
Software problems
Effected by virus
Electrical problems
GPS failure
Charts are not available every where

RADAR and Automatic Radar Plotting Aid (ARPA)

(It is range and bearing measurement device which uses the echoes. Range in meters = speed x
time/2)

Setting up RADAR

Check on radar screens inside bridge for any warning or alert notices if posted.

Visually check radar scanner for obstruction e.g. hail yard line.

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Put on 12 miles range scale and long pulse or as by user manual.

Brilliance adjust for display and brightness

Gain- amplifies the returning Echoes. Set it up to lightly specal background to know its working,
and then take it down again.

Tuning to set frequency to match received frequency to the transmitted (to filter other
frequencies).

Performance monitor should be checked every watch after setting it on range and pulse as per
user manual and see for the picture or display mentioned in the manual. It will test the system
itself and receiving performance.

Interference Rejection / Correction should be pressed to eliminate interference or disturbance in

form of spiking caused by radar on very similar frequency nearby.

Sea Clutter should be adjusted to minimize amplification of return Echoes 4 to 6 miles. Always
adjust on smaller range scale.

Rain Clutter control progressively cuts off trailing edge of all target returns on all ranges to leave
the leading edge.

Errors of RADAR and ARPA

 False Echoes
 Indirect echoes e.g. echoes from shore crane
 Side lobes caused by leakage of energy
 Multiple echoes when target is close by
 Second trace echoes echo ‘A’ is sent but there is no return, echo ‘B’ is sent then ‘A’ echo is
returned, radar will interpret that it is the echo of ‘B’ and show the target at close range.
 Power cable/overhead cable target appears right ahead; even when course is altered it
will appear right ahead
 Reflected Echoes are reflected by own ship’s funnel or crane
 Range discrimination -same bearing and different ranges by 40m since July 2008. Use
short pulse
 Bearing discrimination- 2 targets on same range with different bearings, separated by
2.5degree in bearing
 EBL misalignment, wrong heading input, wrong speed input
 Improper tuning

Limitations

• Target Swap (when 2 targets are close by the information is interchanged i.e. target ‘A’
information to target ‘B’ and Target ‘B’ information to Target ‘A’

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• It takes 3 minutes to give the details of targets

• If the course and speed inputs are wrong the output is wrong

• CPA (closet point of approach) can be wrong up to ½ mile because radar is giving the
range and bearing to ARPA these small errors from ARPA may pile up and that is the
reason why it is possible to get ½ mile error

• ARPA does not give information of all targets on the screen at a same time (targets have
to be selected to acquire information)

• ARPA does not give aspect

• Target lost alarm

Alarms

 CPA, Guard zone, and speed input fails then it gives alarm, when trial manoeuvre time is
reached it gives system alarm
 Sea Stabilized
 It is used for anti collision purpose. It shows own vessels and target vessels movement
through water and log input is water speed. Also recommended by MCA.
 Ground Stabilized
 It shows course and speed over ground used in restricted waters. In case of set and drift it
will help in knowing how much a vessel has moved away from the intended track. The
input is from Doppler log, GPS and Echo referencing
 Echo Referencing
 A fixed target is selected with reference to the selected target which will give ground
track used for anti-collision. It can only be used as long as the target is within the selected
range
 RADAR Radio Detection And Ranging
Limitations

Small vessels and ice may not be detected by radar at an adequate range

Blind and shadow sectors cause problems in accurate detection constraints imposed by radar
range scale in use

Weather (use of rain and sea clutter)

Note:- Two ranges and a bearing to be used highly recommended for position fixing.

Datum line for radar is fore and aft line of ship.

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Head up mode

Gives only Relative Bearing, ship on steady heading

The heading line which represents the fore and aft line of own ship stays at top the screen,
irrespective of course

Parallel indexing techniques are not recommended because the picture swings as the ship yaws,
and the fixed point taken as reference for parallel indexing moves

If the ship alters course the targets move in the opposite direction

When course is altered the whole picture swings and the movements make trails unusable unless
steady heading

Un stabilized mode. If the Gyro fails, radar goes to head up mode

North up mode

• On radar screen north always upwards

• Course and bearings are true

• The orientation of the display is same as chart with North on top

• When course is established mode because the heading input is from Gyro

Course up

• Course will be shown on tip of the display

• Orientation same as looking from the bridge to forward

• Stabilized mode because the heading input is from Gyro

• Sometimes used in pilot age situations

• When you alter course make sure to reset

Relative Motion True Motion

Target moves relative to own ship Ship moves from bottom of the screen

Ship always at centre Screen moves from bottom and reset

Relative Vector True Vector

Own vessel no vector Own vessel has vector

Targets relative (OA line) vector Targets vector (WA line)

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Targets vector point towards center Targets vector and own vessel vector
pointing each other Risk of Collision Risk of Collision

Note:- vector time and length can be selected

Relative Trails True Trails

Own vessel has no Trails Own vessel has Trails

Target trails OA line Target WA line

Magnetic Compass

Deviation is due to the magnetic fields in and around the vessel caused by the earth’s magnetic
field acting on vessel steelwork and magnetic fields caused by electrical equipment fitted in the
vessel.

The earth’s magnetic field can cause 2 effects on the vessel:

Permanent Magnetism- under construction, the hull lies in the same direction for a lengthy
period. The steelwork gradually becomes magnetised, usually retained for the life of the vessel
(sometimes called hard iron magnetism). Compass adjuster compensates for errors by placing
small bar magnets under compass bowl. These are placed in the opposite direction to the
magnetic field of the hull, reducing the effect.

A vessel built heading north in the Northern Hemisphere will become magnetised as bow red or
north seeking and stern blue.

When the vessel is in service and heading east, say, the compass should be pointing north.
Because the needle is magnetised red (north seeking) as is the bow, the needle is deflected from
the bow (like magnets repel) causing west deviation.

The adjuster would fit small bar magnets the opposite way i.e. red end aft.

A vessel built heading east would be magnetised athwart ships.

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Induced Magnetism

When the vessel is steering a particular course, the earth’s magnetic field is passing through the
hull. This will cause some parts of the hull (often called soft- iron) to become temporarily
magnetised.

This is thought to disappear when the vessel changes course, and is again temporarily
magnetised once on the new course. This is estimated by the adjuster and reduced by soft iron
spheres placed either side of the compass and a soft iron bar (Flinders Bar) placed forward of the
compass.

Gyro Compass

A mechanical instrument, independent of the earth’s magnetic field. Basically a rotor spinning at
high speed (gyroscope) which when spinning will point in the same direction. It can be modified
to point north.

A free gyro pointing east at the horizon, as the earth rotates, it will appear to tilt upwards.

Likewise, at the North Pole, it will appear to drift round.

Away from the equator and the poles, it will appear to both tilt and drift as earth rotates.

When a force is applied to a gyro, the axis will move at right angles to the direction of the force.
This is known as precession.

Conversion of Free Gyroscope to Gyro Compass

Gravity Control; Use is made of gravity to apply a force to make the gyro precess. This process
has the effect of converting the circular path of the spin axis into an elliptical path, and makes it
oscillate back and forth across the meridian. To enable the compass to settle pointing north, it
needs to be dampened by applying a torque to the appropriate rate of precession.

Damped in Tilt [some Sperry compasses]; a small weight on top provides a secondary precession
when the compass starts to tilt. This will eventually cancel out oscillations and allow the compass
to settle.

Damped in Azimuth [some Anshultz compasses]; as in tilt, but secondary precession develops as
compass starts to drift in azimuth.

Starting Gyro Compass

Gyros take 1- 5 hours to settle after starting. It is rare to stop one unless in dry dock or repairs are
required. After settling, error should be checked and should rarely have an error greater than +/-
30.

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Latitude/ Speed Correction

Small errors due to speed and latitude of vessel. These are compensated by

 Mechanical correctors within compass, adjusted externally [Sperry]

 Error calculated from tables and applied to compass [Anshultz]

Speed Logs

Electromagnetic logs: Small watertight probe contains electric coil which produces magnetic field
in surrounding water. As vessel moves, field produces small voltage in water. Voltage amplified
and displayed as velocity, proportional to speed of vessel.

Speed is through water, not over ground. Errors result from:

 Incorrect calibration after fitting/ servicing. Should be carried out using measured mile.

 Damage to the probe

 Excessive turbulence around probe

Doppler Log: Operated on the same principle as echo sounder. A pulse of energy radiated
outwards and downwards from vessel. The reflected signal will be at a different frequency to that
transmitted. The frequency difference is called the Doppler Shift which is proportional to the
vessel speed. The sound wave is transmitted ahead at 60o to the horizontal.

Bottom Track: In water up to 200m, transmission will be reflected from the sea bed and the
speed will be over ground.

Water Track: In deeper water, transmission reflected from layer of denser water. Speed will be
through water. Errors result from

 Vertical movement of vessel. Eliminated by placing transducer facing forward and

another facing aft [Janus Configuration]

 Rolling and pitching of vessel

 Temperature changes of water. Can be compensated for by having temperature sensor in

transducer.

Auto Pilots

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Keeps vessel on given course.

Improves vessel speed and fuel consumption by reducing yaw occurring by hand steering.

Excessive use of steering gear can cause wear and tear. This occurs when trying to keep vessel
strictly on a straight course line. Auto pilots allow for natural yaw which is best not to smooth
out.

Heading Sensor: Usually a gyro or transmitting magnetic compass (TMC). Sensor will indicate
when vessel has deviated from set course.

Rudder Position Transmitter: Supplies rudder information back to control unit and indicates
rudder position.

Controller Unit: Analyses course error and rate of change of course error and decides direction
and magnitude of steering corrections.

Actuator: On signal from controller unit, moves steering gear and rudder the required amount.

Controls

Rudder: Controls the number of degrees of rudder that will be applied for a certain course error.
Setting may have to be increased in heavy weather or when moving at slow speed.

Weather: Creates a band in which no action is taken by controller. Vessel allowed to recover
naturally from repetitive yaw. Used in heavy weather to prevent constant movement of steering
gear.

Counter Rudder: Amount of opposite helm controller will apply to steady vessel.

Permanent Helm: When vessel has tendency to fall off course more to one side than the other
due to wind, sea or v/l characteristics. A set amount of permanent helm can be applied to
counteract this tendency.

Rudder Limit: Sets the limit on rudder angle. Steaming F/V may find 5o enough but a tug towing
at slow speed may require 15o to 20o.

Precautions When Using Autopilot

1. Heading must be checked regularly against gyro and magnetic compasses

2. Unsure most efficient operation and adjust as required

3. Change from auto to manual at least once a day

4. Off course alarm unit must be used. Error in gyro due to fault may cause alarm not to
sound.

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5. Switch to manual for large course alterations. Doing 180o turn may cause pilot to turn
vessel wrong way. Also, pilot will only allow preset maximum helm, so may result in a
slow turn.

6. Handbook to be available on bridge.

Changing from Auto to Manual Steering

1. Helmsman available with eyesight adjusted to light conditions.

2. Changeover supervised by OOW

3. Changeover made when rudder amidships.

4. Course required repeated back to OOW by helmsman

5. Check rudder responding correctly

Autopilot Not to be Used When

1. Heavy traffic

2. Poor visibility

3. Approaching/ entering harbour

4. In river/ estuary

5. Bad weather

When using auto pilot, manual steering should be tested at least once a day. This test should
include the operation of the Manual Steering Override Alter Course Control.

LANBY (Large Automatic Navigational Buoy) is a very large light buoy used as an alternative to a
light vessel to mark offshore positions important to the mariner.

LANBY’s vary in size up to a displacement of 140 tonnes and a diameter or height of 12m

Radio beacons, Racons or radar reflectors may be fitted to them. Full details can be found in the
ALL (Admiralty List of Lights)

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Care should be taken to pass Light Ships, LANBY’s and other buoys at a prudent distance,
particularly in a Tideway (where the full strength of a tidal stream is experienced) and particularly
LANBY’s as their immense size may not be clear from the chart.

Should a NAVAID be struck it is imperative that it is reported to the nearest Coast Radio Station in
case it has been damaged. LANBY should not be used to make fast or to moor a vessel.

Doppler log

It works on Doppler shift method. A transducer below the ship sends high beam of sound energy
at an angle of 60deg from the horizontal down towards the sea bed ahead. The return echo is
received. The difference between transmitted echo and received echo (frequency shift is used to
calculate the speed.

If Doppler log is selected in the bottom tracking mode then the signal is bounced back from the
sea bed and gives speed over ground. Bottom tracking works up to 200 meters.

If Doppler log is selected in water tracking mode the sound energy that passes from one layer
into different layer with different salinity or temperature there will be a reflection. In water
tracking mode a log speed will read speed over water

Up to 200 meters speed over ground can be used and over that speed, speed over water is
recommended. Also less than 200 meters depth can be used to measure speed over water.

Dual Axis log

Four transducers are used. 2 in forward and,2 in athwart ship direction. Works on Doppler shift
method and gives speed over ground and speed through water.

Electromagnetic log

Uses the principle of generator. Uses the Faraday’s law of electromagnetic induction. Here water
is the conductor. When moving past the hull the magnetic field produced by solenoid cuts two
electrodes. The emf is taken as reading. Gives speed over water, used for anti-collision purpose.

ERRORS and LIMITATIONS

Location of sensors are away from propellers, dischargers, thrusters as they would give rise to
errors

Rolling and pitching errors

Salinity and temperature

Ocean and tidal streams- The DR position will vary with EP position.

Electromagnetic log Errors- speed varies with conductivity of water.

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AIS Automatic Identification System

AIS is a shipboard transponder system in which ship continuously transmit their identification,
course, speed and other data to all nearby ship and shore base stations on a common VHF
channel. The objectives of AIS are,

 Safety of life at sea

 Safety and efficiency of navigation
 Protection of the marine environment

Static information transmitted by ships (Password protected)

Ship transponder will continuously transmit own ship data receive data from other ships and
display it. Usually the following information is available on an AIS

 MMSI number (optional)

 IMO number
 Call sign
 Name of ship
 Type of ship
 Length overall and breadth
The above information is verified by radio surveyors on initial and annual surveys. Updated every
6 minutes and on request

Global Positioning System (GPS)

Principle GPS satellite uses atomic clocks and GPS receiver uses quartz clock. The delay between
the signal transmitted and received is used to calculate the range since the position of the
satellite is known to give the position line. 2 satellites are used to get 2 position lines, and 3rd
satellite is used to synchronize the clock. When the GPS loses its signal it defaults to DR mode

Starting Up

1. Press power button

2. Red light will come on (system is initiated)

3. Yellow (started acquiring system)

4. Green (satellites are acquired and gives position)

5. 24 satellites revolve in 6 orbits (each orbit 4 satellites)

6. GPS accuracy +/- 25 meters 95% accuracy

7. Merchant shipping uses 2D fix (2 dimensional) i.e. 3 satellites + antenna height (Lat/Long)

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8. 3D fix for Aviation

GPS Errors

Multipath Error:- these are greater and more likely to occur when a satellite is low in the sky.
This can be overcome by excluding those satellites below certain elevation. This is achieved by
using masking Angle, the value of which is selected by user error 1-2 meter.

Clock Error:- although the satellite clock uses atomic clocks which are precise, they may not be
perfect. Minute discrepancies which occur will translate the time measurement. Error is +/- 2
meter.

Inospheric effect: - when GPS signal passes through charged particles of Ionosphere it slows
down and gets some errors. (Error is +/- 5 meters)

Satellite position Error:- even though the satellites are being monitored on a regular basis, they
cannot be monitored every second. Slight position error can occur between two observation
times. Error +/- 2.5 meters

Tropospheric effect: - the water vapor in the troposphere slows down the signal. Error +/- 1
meter

Operator Error:- entering wrong antenna height will give an error in position. The height of
antenna will vary with relation to the draught

Datum Error: - entering wrong datum into GPS receiver will also cause error. The datum used in
GPS calculation is WGS84

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Sextant

Principle of Sextant

When a ray of light is reflected twice in

the same plane by two plane mirrors
the angle between the first and last
direction of the ray is twice the angle
between the mirrors.

Correctable errors
Error of Perpendicularity

The index mirror must be perpendicular to the plane of the instrument.

To check the error set the index bar to middle of the arc. Hold sextant horizontally arc away from
you. View the true arc and reflected image of the arc they must appear as continuous line.If not
adjust it by 1st adjustment screw.

Side Error

This is caused by the Horizon Mirror not being perpendicular to the plane of the instrument.

To check for this error there are two methods that can be adopted

a)-Observe a star - hold the sextant in the vertical position with the Index Arm set at zero,
observe a second magnitude star through the telescope and check the focus. If the image of the
true and reflected stars appears as one or is in a vertical line then there is no side error, if the
images appear side by side or out of the vertical then side error must be considered to exist.

b)-Observe the horizon - set the Index Arm at zero and hold the sextant just out of the horizontal
position. Look through the telescope at the true and reflected horizons. If they are misaligned,
then side error must be considered to exist.

Adjust the 2nd adjustment screw (top screw) at the back of the Horizon Mirror, to bring either the
star image coincident or the true and reflected horizons in line

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Index Error

This is caused by the Index Mirror and the Horizon Mirror not being parallel to one another when
the Index Arm is set at zero.

To check whether Index Error is present two methods can be adopted:

a) By observing a star - look through the telescope when the sextant is set at zero, if the
reflected image of the star is above or below the image then Index Error must be
considered to exist. If the true and reflected images are coincident then no error will exist.

b) By observing the horizon - set the Index Arm at zero, and hold the sextant in the vertical.
Observe the true and reflected horizons, if they appear in one continuous line then no
error exists, if they appear broken then the error must be considered to exist.

Errors Cannot be Corrected by Observer

Centeing Error: The pivot of the Index Glass is not at the centre of curvature of the arc

Worm and Rack Error: Free movement between the worm of the micrometre and the rack of the
arc.

Optical Errors: Prismatic errors of the glasses, shades, mirrors and lenses

Graduation Error: Incorrectly cut graduations on the arc

Collimation Error: The axis of the telescope is not parallel to plane of instrument.

Developing sextant Observational Skill

Common sources of error are:

 The sextant may not be rocked properly

 Tangency may not be judged accurately

 A false horizon may be used

 Subnormal refraction (dip) may be present

 The height of eye may be wrong

 Time may be in error

 The index correction may have been determined incorrectly

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 The sextant might be out of adjustment

 An error may have been made in the computation.

Care of the Sextant

 Do not hold the sextant by the limb, index arm, index bar, arc or telescope. Lift it by the
frame or the handle.
 Next to careless handling, moisture is the sextants greatest enemy. Wipe the mirrors and
the arc after each use. If the mirrors get dirty, wipe them with a suitable material.
 Silica gel kept in the case will keep the sextant free from moisture and protect the
mirrors.
 Rinse the sextant with fresh water if salt water gets on it.
 Frequently oil and clean the tangent screw and the teeth on the side of the limb.
Occasionally, set the index arm of an endless tangent screw at one extremity of the limb,
oil it lightly and rotate it along the length of the arc.

Examples of sextant uses on board

 Celestial sight calculation (Sun , star and planet)

 Horizontal and Vertical sextant angles

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Meteorology stuff

Hygrometer  Two identical thermometers are placed in

Stevenson screen. One thermometer is
wrapped in muslin bag. The cotton wick
around the bulb of the thermometer is
connected to the reservoir containing pure
water.

 Thermometer must measure the air

temperature in the shade.

 Thermometer must be shielded from the

heat of the ship.
Example
 Stevenson screen must be painted white in
 Dry bulb temperature 17.5 c colour.

 Wet bulb temperature 14.0The

c dry bulb reads the temperature of the air.
The wet bulb gives the depression i.e. difference
 Depression of wet bulb 3.5 c
between dry bulb and wet bulb. The depression of
 With the help of dry bulb and depression of wet bulb we can find the relative humidity
wet bulb indicates the humidity of air i.e.
and dew point temperature using Hygrometer tables
humidity indicates amount of water vapor in the
 The table is included in Mariner’s Handbook
air
Relative humidity is percentage of water vapor present to that required for saturation.

 In hygrometric tables there is dry bulb temperature on left side in example above it is 17.5
c and depression of wet bulb is 3.5 c therefore relative humidity is 66%. Similarly dew
point temperature is 11 c. please note that relative humidity and dew point temperature
can be found in two different and separate tables.
Care and Maintenance

 Muslin must be kept moist.

 The reservoir must be filled with water.
 Ensure Muslin and wick clean. Change them once a week.
 Thermometers to be kept clean of salt particles.
 When dry, both thermometers read same temperatures.
Dew point temperature

The temperature at which air becomes saturated is known as Dew point temperature.

Reasons to find Dew point temperature

To find out if fog is going to be experienced. Mostly Advection fog.

Reasons to find out relative humidity

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To find out if there is need for the holds to be ventilated or any cargo likely to absorb moisture
from air which is to be loaded at low moisture content.

Barometric Tendency

The change in atmospheric pressure over a period of time

The Barometer

It is an instrument used to measure the

atmospheric pressure. The average
atmospheric pressure at sea level is 1 Bar
which when divided into 1000 parts each
called millibar (mb).

Function

 Inside the barometer there is a small vaccum box. Small amount of air is left in the
vaccum box. It is an air tight box from which air has been partially removed/evacuated.

 As the air pressure rises the box is compressed.

 As the air pressure falls the box expands.

 The greater the area of the vaccum box, the greater the accuracy of the instrument.

 Positioning Barometer

 It should be fixed in place easy to read on center line.

 Direct sun light should not fall on it.

 No significant change in temperature.

 It is not subjected to sudden jerking (like door closing etc).

 Read the reading nearest to hectapascal by gently tapping the instrument.

Corrections

1. Height above mean sea level.

2. Index error.

3. Height above mean sea level

4. The pressure is measured at sea level. The height of barometer will affect the reading.

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Index error

 It depends on the care taken to manufacture it, the material used in construction. The
only way to check the Index error is to compare the heading with an accurate one.

 Precision aneroid barometer reading 1002.5mb

 Own ship barometer reading 1000.2mb

 Own ship Index error - 2.3mb

 This Index error is to be added to your ship’s barometer reading in order to get an
accurate reading i.e. 1000.2+2.3 = 1002.5mb. The error can alter over a period of time.
So the barometer should be checked as often as possible.

 As the height increases the pressure decreases because the column of air acting on
barometer decreases.

Barograph It is constructed on a similar principle as an

aneroid barometer with the difference that
the readings are recorded by the movement
of a pen on a specifically prepared
recording paper. This equipment also
consists of an air tight chamber from which
air has been partially evacuated.
Maintenance When the atmospheric pressure increases
 the air
Since it is a delicate instrument handle tight
with chamber is compressed and
care.
when pressure decreases the air tight
 Bearings to be cleaned and lubricated with clock oil.
chamber will expand.
 The paper should be fixed tightly and check the movement of pen.
It is not a precission instrument and should
 Clean pen with spirit. not be used as an alternative to the
 Excess ink should not built up. barometer.

 Barograph is set to GMT when replacing the paper.

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Synoptic Chart

Mark key features on the synoptic Chart

Tropical Revolving Storm (TRS)

Warning signs

 Swell
 Wind
 Pressure
 An ugly lurid sky at sunrise and sunset
 Clouds
 Humidity

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Ship Construction and Stability

Water Pressure

Pressure increases with depth, so greater draught is greater pressure on the ships side and
bottom plating.

The tendency is for the sides to be squeezed in and the bottom upwards.

Dry Dock Stress

Ship designed to withstand pressure from outside. In dry dock, this pressure is removed, the
sides of the ship tend to belly outwards and the bottom to sag.

Racking

When vessel rolling, the new CoB will be at centre of underwater volume, which may not be on
the centreline. The forces of buoyancy and gravity acting on the vessel tend to push the
transverse section into a diamond shape.

The same effect can be caused by swell and waves hitting the side of the hull.

Pounding

This is the slamming down of the ships bottom plating near the bow (the forefoot) during
excessive pitching

Panting

This is the in/ out movement of the ships side plating at the bows and stern due to fluctuating
water pressure. It is more pronounced at the bows, being caused by the bows pushing ahead into
the water/ swell and by the difference in pressure as the bow rises and falls during pitching.
Panting beams and panting stringers are used forward of the collision bulkhead to combat this.

Shearing Stress

When one compartment is full and the next empty, each will try to float at its own draught. This
is not possible since the ship is a whole unit. As a result, the bulkhead between the 2
compartments is subjected to 2 forces – an upward force from the empty hold and a downward
force from the full hold. This is Shearing Force.

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Heavy Weights

When a heavy lift is loaded, or when there is a concentration of weight due to masts, main
engines, cranes etc, the load per unit area is much more than normal. Extra strengthening is
required in these areas. For a temporary load such as a heavy lift, strength can be provided by
shoring up the deck. The weight can be spread by laying heavy dunnage across the deck. In the
case of permanent weights, frames and floors are spaced much closer together and may be
thicker than in other parts of the vessel.

The maximum loading of the deck area should be checked from the loading manual or the
General Arrangement Plan

Providing that the deck will not be severely overloaded, the cargo can be loaded after laying
heavy timber across the frame structure i.e. if the deck is transversely framed, lay the dunnage
fore and aft. It may also help to shore the deck up if possible.

Maximum loading for decks, hatch covers and lower holds will differ on a ship. The highest
loading maximum will be the lower hold tank top.

Bending Moments

When a vessel is unevenly loaded, the structure of the vessel will be subject to bending moments
and distort.

If the vessel is heavily loaded in the middle but with little weight forward and aft, the hull will
sag.

If the vessel is heavily loaded at each end and light in the middle, the vessel will hog.

The bending moments caused by these conditions will be made much worse by the action of
waves passing along the hull of the vessel

All vessels must be loaded so as to reduce the bending moments and shear forces to a
minimum.

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Types of Framing

 Longitudinal Framing (preferred for both deck and bottom framing on any vessel)

 Transverse Framing

 Combination Framing (beams and bottom girders run fore and aft, frames run vertically
up the sides) (preferred on dry cargo ships such as bulk carriers because this system in
the holds provide for maximum bale capacity and easier discharge and cleaning of cargo
spaces.

Shell Plating

The main hull is referred to as shell plating. The thickness will vary, but 16mm is typical.

Bottom plating over the area midships 0.4L is thicker.

A Strake is any plate running fore and aft.

Ships Plans

The ships plans will show all areas of the ships structure in varying levels of detail.

 General Arrangement Plans

 Capacity Plan

Plans give a view of a vessel from different positions:

 Plan view ( above)

 Profile (side view, usually starboard)

 Cross section ( cut view usually midships)

 End On ( looking from bow)

Bulwarks and Guard Rails

Provide no structural strength to the vessel and are for crew and passenger safety. They must be
1m in height. With guard rails, the space between the lowest rail and the deck must not exceed
230mm, and above, the openings should not exceed 380mm.

Construction of these is governed by the Loadline Rules.

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Freeing Ports

The lower edge of freeing ports must be as near to the deck as possible, and the openings are
protected by rails spaced approx 230mm apart. If hinged doors or shutters are fitted, they must
have sufficient clearance to prevent jamming and the pins or bearings must be constructed of
non – corrosive material.

Hatch Openings

Whenever the deck is cut to provide an opening, there is a danger of a stress point developing
with the risk of cracking. To avoid this, the corners are rounded, and in many cases the plating is
thickened using an insert or doubler plate.

Bilge and Ballast Systems

Bilge Pump is designed to take water out of the cargo hold or engine room bilges, and pump it
out of the vessel. Works in one direction only – out of the vessel.

Ballast Pump is designed to pump ballast water into, out of, or transfer to or from the
appropriate ballast tank.

General Purpose Pump is designed to be used for several purposes, including bilge and ballast.

Mud Box is a sump fitted into a pipe line to prevent any abrasive solids reaching the pump.

Non Return Valve is designed to pass liquids in one direction only.

Screw Down Valve a manual or machine operated closing device using a screw thread.

Flooding Valve is designed to allow large quantities of liquid to enter a compartment without the
use of a pump. Will only fill a tank to the waterline.

Oil Filtering, control and monitoring equipment engine room bilges must be pumped through
this equipment. Effluent must not be contaminated with more than 15ppm oil. Oil filtered off, it
must be retained and disposed of ashore.

Requirements for Bilge and Ballast Lines

1) Not less than 2 power operated pumps required, and in addition an independent pump
for ER bilges and emergency use.

2) Arrangements to permit the overboard discharge of bilges only.

3) Non return valves fitted to each bilge line. Return valves fitted to each ballast line.

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4) Mud boxes fitted to prevent pump damage

5) Strum boxes to be fitted in bilges. Holes not more than 10mm diameter. Total area of
holes at least twice the cross sectional area of line.

6) The forepeak tank must have a return valve on the forward side of the bulkhead,
operated from above the bulkhead deck.

7) Ballast lines may pass through other tanks. Bilge lines should not pass through DB tank,
but if they must, they should be tested to the same pressure as the tank.

8) Tanks are tested by filling them to the maximum head of water which could be attained in
practise (to top of air pipe)

Bilge Injection

All vessels have an emergency means of pumping out large quantities of water from machinery
spaces. The pump used for this is the largest capacity pump in the ER (often the main engine
cooling water pump). The line into the bilge is not normally fitted with a strum box and a mud
box is not incorporated. This is to allow maximum water flow in an emergency.

Eductor System

Many vessels use eductors for bilge pumping. The advantage of an eductor is that they are
simple, efficient and reliable and will develop suction provided the through put of water is
sufficient.

An eductor works on the “venturi” principle, where a liquid passing at high velocity through a
specially designed orifice, creates a pressure drop that is then utilised to create a suction through
an adjacent pipe.

Double Bottom Construction

Advantages:

1) If the vessel outer skin is damaged, the vessel will float on the inner skin.

2) If the outer skin is damaged the inner skin will prevent liquid cargo from leaking into the
sea.

3) When filled with ballast water, the ships C of G is lowered, increasing stability

4) Useful for the carriage of fuel oil

5) Provides additional strength

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Disadvantages:

1) When used for fuel, bottom weight is reduced as voyage continues, reducing stability.

2) Extra weight of steel in construction means extra cost during building and extra
displacement.

3) Difficult to clean and inspect.

Precautions When Filling Double Bottom Tanks:

1) Check the FSE will not endanger the ships stability. If the ship is listed, fill the low side
first.

2) Check that the air pipes are clear, manholes in place and secure

3) Check the correct tank is being filled, and check sounding at intervals.

4) Tank can be filled by gravity or pumped up. Avoid unnecessary head of water and
consequent pressure on tank top.

Stability

Density (ρ) fw 1.000 t/m3

Density (ρ) sw 1.025 t/m3

___________________________________________

TPC = [Aw / 100] x 1.025

Rise = Wt discharged / TPC Sinkage = Wt added / TPC

____________________________________________

Freeboard determines the reserve buoyancy which is the volume of enclosed watertight space
above the waterline.

_____________________________________________

Fresh Water Allowance (FWA) is the amount of mm by which the draught changes when a vessel
passes from FW to SW and vice versa at loaded draft. When loading in FW a vessel may submerge
the Loadline by an amount equal to the FWA so that she will be at the appropriate Loadline in SW
when she proceeds to sea.

FWA (mm) = Δ loaded / [ 4 x TPC]

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______________________________________________

Dock Water Allowance (DWA) is the number of mm by which the draught changes when a vessel
passes from dock water (DW) to SW and vice versa at the loaded draught.

When loading in DW a vessel may submerge the Loadline by an amount equal to DWA so that she
will be at the appropriate load line when proceeding to sea.

Dock Water density may lie somewhere between the density of FW and SW. This is the most
likely situation when a vessel is loading at a river berth.

NB: The use of DWA and FWA at any draught other than the loaded displacement is inaccurate
and may lead to large errors in cargo/ draught calculations.

DWA (mm) = FWA x [ 1025 - ρ DW ]

25

TPC (dw) = TPCsw x ρdw

ρ sw

____________________________________________________

Pressure at any depth in a liquid varies with the depth and also the density of the liquid. Pressure
is the force per unit area and :

P = h x ρ ( tonnes/ m2 )

Thrust is the total force acting on a submerged surface

T = P x A (tonnes)

Avoid pressing tank liquids up the sounding pipe

Avoid sailing with tank liquids up the sounding pipe.

_______________________________________________________

Moment of Statical Stability = Δ x GZ

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Righting Lever GZ = GM x sinθ

Angle of Heel (θ) sin θ = GZ External Force, small angles of heel

GM

_______________________________________________________

Shift of G GG1 = w x s s = dist weight (w) is moved

Loading GG1 = w x s s = distance G to g (moments w x s )

Δ+w

Discharging GG1 = w x s s = distance G to g

Δ–w

Angle of List (θ) tan θ = GG1 Internal force

G 1M

Final KG KG = Σ Moments Moments about keel

Σ Weights

Distance G from C/L GG1 = Σ Moments Moments about C/L

Σ Weights

Moment Causing List = Δ x GM x tanθ

The difference between actual GM (solid) and the effective GM (fluid) is called the Virtual Loss of
GM or Free Surface Effect (FSE)

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 FSE does not depend upon the weight of liquid in the tank, providing the area of the free
surface remains unchanged.

 FSE does not depend upon the position of the tank within the ship

 FSE is zero if the tank is full or empty

 Every slack tank contributes its own FSE to the total FSE for the ship, therefore to reduce
the FSE, keep the number of slack tanks to a minimum.

 FSE can be reduced to 1/n2 of its undivided value by the fitting of equally spaced
longitudinal divisions in the tank, n = number of spaces

FSE = Undivided FSE

n2

 If it is decided to improve stability by filling a DB tank, then, FSE will worsen the situation
before the increased bottom weight is sufficient to bring G down. If at an angle of loll, fill
the smallest tank, on the lowest side first.

GM fluid = GM solid – FSE (Effective GM)

FSE = Free Surface Moment

Trim is the difference between the forward and after draughts.

Centre of Flotation is the geometric centre of the vessels water plane and is the point about
which the vessel trims.

Change of Trim is the difference between the original trim and the final trim.

Change of Trim (cm) = Resultant Trimming Moment

MCTC

Resultant Trimming Moment is the difference between total forward moments and total aft
moments (moment = weight x distance)

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Change of Draught Fwd (aft) due to Change of Trim = λ x Change of Trim

λ = distance of CF from Fwd or aft L = length of vessel

Also Sinkage or Rise (cm) = Weight Loaded or Discharged

TPC

So Change of Draught at Ends = Sinkage or Rise + / - Change Due

Tonnages and Loadlines

Displacement Tonnage is the weight of water displaced by the ship and is equal to the weight of
the ship and all that is in her.

Deadweight is the weight in tonnes of cargo, stores, fuel, passengers and crew carried by the
ship when loaded to her maximum summer Loadline.

Gross Tonnage is measured according to the law of the National Authority with which the ship is
registered. The measurement is, broadly speaking, the capacity in cubic feet of the spaces within
the hull and of the enclosed spaces above the deck available for cargo, stores, passengers, crew,
and with certain exceptions, divided by 100. Thus 100 cubic feet is equivalent to 1 Gross Ton.

Net Tonnage is derived from Gross Tonnage by deducting spaces used for crew accommodation,
navigation, machinery and fuel.

Suez and Panama Canal Tonnage

Both canal authorities have their own rules for measuring gross and net tonnages and ships using
the canals are charged on these tonnages.

IMO Tonnage Measurements

Gross Tonnage under these regulations is moulded volume of the enclosed spaces of the entire
ship. It is used to compare the size of one ship to another. Most safety regulations are based on
this.

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Net Tonnage is derived from a formula based on volume of cargo spaces, number of passengers
carried, moulded depth of ship and her summer draft. It is used as an indication of earning
capacity and for assessing dues and fees.

Loadlines

All ships require to be assigned and marked with Loadlines. The Loadlines indicate the draught to
which the ship may be loaded in the various zones around the world which cover the oceans, and
in fresh water.

 The load line mark is at mid ship

 The free board deck is uppermost continuous deck

 Measurement are in mm and all lines are 25mm thick

 The position of the line is the top of the line

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Cargo work

Dangerous goods
The principle sources of information on carriage of dangerous goods are:
1) IMO IMDG Code (4 volumes plus supplement)
2) Code of Safe Practice for Solid Bulk Cargoes
3) Bulk Chemicals Code
4) Bulk Gas Codes
5) Tanker Safety Guides
6) Relevant ‘M’ Notices

In general, the IMDG Code should be consulted first and its provisions followed. In some cases,
the UK may require additional precautions, and in such cases, an ‘M’ Notice will be promulgated.

The shipper must supply the vessel with certain information to allow the safe stowage and carriage
of Dangerous Goods. This includes:
a) A Dangerous Goods Declaration showing :
1. Proper Shipping Name
2. Class of Goods
3. Packing Group
4. United Nations number
5. Number, kind of packages and total quantity of goods ( by mass and volume)
6. Minimum Flash Point if 610C or below
7. Details of empty packaging containing residue
8. ‘Waste’ dangerous goods to be identified
9. ‘Marine Pollutants’ goods to be identified
10. For radioactive materials, the schedule number.

b) A Packing Certificate for Goods Packed in a Container or Vehicle. This certificate is a

declaration that the goods have been securely packed and adequately braced for the
voyage. The certificate must also indicate:
1. The container was clean, dry and fit
2. No incompatible substances have been packed together except where permitted
3. Packages or receptacles used are in good condition
4. The labelling or marking complies with the regulations.

Packaging
Proper packaging is essential so that correct segregation can be achieved. If DG’s are not packed
so as to withstand ordinary risks of handling and transport, then they are not to be taken on board.

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Marking
Packaged DG’s must not be taken on board unless:
1) The packages are clearly marked with the correct technical name and an indication of the
danger to which the goods give rise
2) The markings comply with the IMDG Code
3) Where goods are concentrated in a container or vehicle then such a unit must show
distinctive exterior labels or markings indicating the nature of the danger.
4) Labels on road tank vehicles, portable tanks, or tank containers must also show the correct
technical name of the goods. These must be displayed on the sides and at the rear of the
vehicle or else on both sides and both ends if a container or tank.

Stowage
Segregation Table for stowage of incompatible DG’s
Away From : same holds or on deck, a minimum horizontal space of 3m projected vertically
Separated From : different holds under deck, on deck, a distance of 6m horizontally
Separated by a complete compartment or hold from: means vertical or horizontal separation. If
the intervening deck is not resistant to fire or liquid, then only longitudinal separation is allowed.
On deck separation to be at least 12m horizontally.
Separated Longitudinally by an intervening complete compartment or hold from: vertical
separation does not meet this requirement. On deck, the segragation means a separation distance of
at least 24m longitudinally.
The Segregation Tables also give separation distances for containers and Ro- Ro units.

IMDG Code The Supplement

Volume 1 Volume 2
 EMS Guide
 General provisions,  Dangerous
 Medical First Aid
definitions, training Goods List
Guide
 Classification  Index
 Packing and tank  Appendices  Reporting
provisions Procedures
 Consignment  Packing Cargo
procedures Transport Units
 Construction and testing  Safe Use of
of packaging Pesticides
 Transport operations  INF Code
Shows the different warning signs used for each Class of Dangerous Goods. Classes range from
Class 1 to Class 9
Class 1 Explosives
Class 2 Gases 2.1 – Flammable gases
2.2 – Non-flammable, non-toxic gases
2.3 – Toxic gases
Class 3 Flammable liquids

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Class 4 Flammable solids: substances liable to spontaneous combustion;

substances which, in contact with water, emit flammable gases.
4.1 – flammable solids, self-reactive substances and
desensitised explosives
4.2 – substances liable to spontaneous combustion
4.3 – substances which, in contact with water, emit
flammable gases.
Class 5 Oxidising substances and Organic Peroxides
Class 5.1 – oxidising substances
Class 5.2 – organic peroxides
Class 6 Toxic and Infectious substances
Class 6.1 – toxic substances
Class 6.2 – infectious substances
Class 7 Radioactive Substances
Class 8 Corrosive Substances
Class 9 Miscellaneous dangerous substances and articles

Container requirements

While loading dangerous goods what do you expect as an OOW

 DG cargo declaration form, container packing form, certificate and stowage plan.
 Dangerous goods containers should be loaded 3metres away from engine room under the
deck and on deck 8meters away from accommodation.
 Checks while loading
 Container condition
 Doors of containers properly closed and custom seal intact
 Play carding of IMDG in place
 ISO marking in place
 Spreader must have SWL
 Weather condition
 Inform port authorities
 Check mooring and gangway
1. Communication with chief officer
2. No unauthorized persons around
3. Emergency equipments to be kept ready for use

Heavy lift cargoes

 The stability of the vessel should be adequate and the maximum angle of heel should be
acceptable. All FSE should be eliminated.

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 A careful check on the condition of the lifting appliance should be made before
commencing the lift. Particular attention being paid to the SWL.
 Ensure that all the ship’s moorings are taut and that men are standing by to tend as
necessary. Fenders should be pre-rigged and the gangway lifted clear of the quayside.
 The deck area where the load is to be landed should be clear of obstructions and heavy
bearers laid to accept and spread the deck weight.
 The ship’s deck capacity plans should be checked to ensure that the deck space is capable
of supporting the load.
 Any ship’s side rails in the way of the load should be lowered or removed , and any barges
secured to the ship’s side should be cast off.
 Steadying lines should be fitted to the load.
 All relevant heads of departments should be advised before commencing the lift.
 Use the designated lifting points and take the weight slowly. Stop and inspect all round
once the load clears the deck, before allowing the lift to continue.

LIFTING GEAR

SI 2006 No 2184 The MS (Lifting Operations and Lifting Equipment) Regulations.

See also “Code of Safe Working Practises for Merchant Seamen”
Place duties on the employer and Master in relation to hatches and lifting gear on board ship. A
“thorough examination” means a detailed examination by a competent person, supplemented
by such dismantling as the competent person considers necessary, and access to or removal of
hidden parts also at the discretion of the competent person in order to arrive at a reliable
conclusion as to the safety of the plant examined.
The competent person may require “non-destructive testing” of lifting plant as part of any
thorough examination.
The period of 12 months is the maximum period that should be met for the examination of all
plant.
Statutory Examinations and Tests.
 A Thorough Examination, which must include some dismantling for inspection, must be
carried out by a Competent Person (someone with sufficient theoretical and practical
knowledge):-
 At least every 12 months,
 After a statutory test.
 A Test using an approved proof load, which may be greater than the Safe Working Load
(SWL) of the lifting plant, must be carried out:-
 After installation of the plant,
 After repair or alteration likely to affect SWL,
 At least every 5 years.

Certificates and Reports

The Master shall ensure that a certificate or report is supplied within 28 days following any
statutory test or examination.
This must be retained on board for a period of at least two years from the date of receipt.
However when a competent person discovers a defect affecting the safety of the plant they
should inform the Master immediately.
Reports or certificates should be kept readily available for inspection by interested parties.

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Register of Lifting Appliances and Cargo Handling Gear (Chain Register) should be maintained
on board, this should include any ‘loose gear’, it should be in a form recommended by the ILO.
The register may be in paper or electronic form.
Marking of Lifting Equipment
Each lifting appliance and item of lifting gear must be clearly marked with:-
 It’s Safe Working Load (SWL)
 Means of identification

If it is not practical for the SWL to be marked on the item, it must be made readily ascertainable
by some other means.
Where the SWL of a crane varies with operating radius, an indicator clearly showing the SWL at
any given radius must be fitted. The SWL of an appliance normally used with a specific
attachment (e.g., a spreader or clamp) should specify whether the weight of the attachment is
included in the SWL. Any item of lifting gear weighing a significant proportion of its SWL must be
clearly marked with its weight in addition to its SWL.
Slings supplied in batches must bear the same identification mark.

Use & care of synthetic fibre & wire ropes

Synthetic-fibre Ropes:

 POLYPROPYLENE ROPE is the lightest of synthetic rope. 60% stronger than manila.
 POLYTHENE is about twice as as strong as cotton. As a rope, its strength lies midway
between manila & nylon. It offers good resistance to sunlight and abrasion.
 Nylon & Terylene ropes made of these fibres are immensely strong , soft & pliable. They
are waterproof and their surfaces dry very quickly. They are equally flexible when at
extremes of temperature and when wet or dry. They are pest and corrosive resistant.

Care of ropes:
The common cause of rope failure are excessive stress, abrasion or cutting on a sharp object,
exposure to alkalis , acids and rust removers and bad storage with inadequate ventilation ,
particularly in the case of ropes stored away in a wet condition.
Rotting very often commences on the inside of a rope and is difficult to detect unless the lay is
open. If fibres are able to be rubbed loose or if there is much dust within the lay it is sure sign of
dry rot. If the interior of the rope is much darker than the outside , it’s a sign of dampness, while
a grey powdery substance indicates mildew and poor ventilation.
Ropes must be stored away when dry.
Hung on wooden pegs, galvanised hooks OR
Stowed on gratings.
Should be turned on these gratings every so often that the weight of the coil is taken on a
different part of the rope.

The ideal temperature is between 10 – 20 degree celcius , while the relative humidity should be
between 40 -65%.
Should be stowed on gratings and protected from sunlight, rain and frost. The freezing of ropes is
detrimental to their life , for the minute ice particles cut through the fibre.
After use ropes should be cleaned and dried. After immersion in salt water they should ideally be
hosed down with fresh water.

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Kinks cause permanent injury to ropes. Knots causes kinks & therefore splices are better.
The safe stress on a rope should be regarded as about one-sixth of the breaking load.
Wire ropes:
A modern wire rope consists of a number of strands laid around a central heart, which may itself
be a steel strand, steel wire rope or be a strand of rope of vegetable or synthetic fibre. Each
strand in turn composed of a given number of individual wires again laid round a central wire or
fibre core, the wire core in this case usually consisting of one single wire.
When a wire rope nor strands has a fibre heart the latter must be adequately protected against
penetration of moisture , which tends to lead to corrosion in the heart of the rope or strand and
this is turn could lead to a rapid breakdown in service. All hemp cores are immersed for long
periods in baths of heated lubricants so as to give complete saturation of the fibre. When the
strand is being formed, and the wires or strands laid over the core, the pressure is such that the
surplus lubricant is squeezed out, and this ensure lubrication of every part of the strand or rope
at the completion of manufacture.
The degree of flexibility of a steel wire rope is governed by the number of wires in the strand; the
greater the numbers of wires, then generally the greater is the flexibility.
Wire should never be subjected to sharp nips, such as altering its direction of lead by passing it
through shackles, eye bolts, or over plate edges. This will permanently damage the wire, the
effect being known as crippling.
Wire rope should be stowed on reels or coiled down when not in use. Right-handed ropes must
be uncoiled left-handed. These instructions are reversed if left-handed wire rope is being run on
the barrel or drum. Ropes in store should be placed on gratings and turned every so often to alter
the weight / contact point of the coil and also to stop drainage of lubricant.
In the event that 10% of the wires are broken in any 8 diameter length of the wire , it should be
condemned

Whenever possible wire rope should not be subjected to a bend and sudden reverse-bend.
When it leads from a pulley to a drum the angle of lead should not exceed 5 degrees from the
plane of the sheave.
General Maintenance for Cranes.

The following items should be checked.

when preparing a vessels cranes, derricks, or gantry cranes for cargo operations.

i. Are the SWL certificates for the cranes up to date?

ii. Are the SWL certificates for all associated lifting gear, wires, and associated equipment are up
to date.
iii. Is the vessels “Chain Register” up to date.
iv. Is the SWL of the lifting gear sufficient for the intended cargo.
v. Inspect all cranes and the associated gear for signs of damage or excessive wear.
vi. Inspect all crane wires for signs of damage or excessive wear.
vii. Test all limit switches to ensure correct operation.
viii. Test all cut out switches to ensure correct operation.
ix. Using the manufacturer’s instructions ensure that all points are greased.
x. Ensure the crane wires are adequately greased.
xi. Ensure all associated lifting gear is greased according to manufacturer’s instructions.
xii. If fitted ensure that the jib angle indicator is operating correctly.
xiii. Check all cargo slings for excessive wear or damage.

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xiv. Ensure that SWL certificates are available for all cargo slings.

MOISTURE CONTENT of a sample is the percentage weight of water contained in the total weight
of the sample.
FLOW MOISTURE POINT is the percentage moisture content at which a flow state develops.
TRANSPORTABLE MOISTURE LIMIT (TML) is the maximum moisture content of a concentrate
considered safe for carriage by a general cargo vessel. It is around 90% of the flow moisture
point.

Hazards due to bulk cargoes

STRUCTURAL: Load density

Shear force & Bending Moments
STABILITY: Initial GM – Too stiff or too tender
HORIZONTAL SHIFT OF G - Causing List
VERTICAL SHIFT OF G – Causing loss of GM
CHEMICAL: REACTION- Corrosion & Toxic Vapours.
FIRE- Spontaneous Combustion & External Ignition
HAZARDS OF CONCENTRATES:
 High Density
 Dry shift (below TML)
 Wet Shift (above TML)
 Spontaneous Combustion

BALE CAPACITY – It is the cubic capacity of the space when the breadth is taken from inside of
the cargo battens, the depth from top of the wood sheathing on the tank top to underside of the
deck beams and the length from inside of the bulkhead stiffeners or spar ceiling where fitted.
GRAIN CAPACITY – It is the cubic capacity of a space when the length , breadth & depth are taken
right to the plating. Allowance is made for the volume occupied by the frames, beams &
stiffeners.
STOWAGE FACTOR – It is the volume occupied by a unit weight of a cargo usually expressed in
cubic metres / tonne.
LOAD DENSITY - It is the maximum weight that can be safely loaded on a unit area. It is expressed
in tonnes/sq.mt. the height to which cargo can be stowed on a deck will depend on the load
density of that deck and the stowage factor of the cargo.
HAZARDS DUE TO BULK CARGOES – It is the space between packages which remains unfilled.
This factor varies with the type of cargo and the shape of the hold.

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Liquid Cargo

Lower Flammable Limit (LFL) represents the lowest concentration of hydrocarbon gas in the air
at which combustion can take place

Upper Flammable Limit (UFL) represents the highest concentration of hydrocarbon gas in air at
which combustion can take place

Flammable Range is the range of hydrocarbon gas concentrations in air between the LFL and the
UFL. For oil this is 1% - 11% vapour to air.

Flashpoint This is the lowest temperature at which a liquid gives off sufficient gas for a
flammable gas mixture to form near the surface of a liquid.

Auto Ignition Point is the lowest temperature at which a substance must be raised to cause
ignition without flame present.

Volatile Cargo is one with a flashpoint of 600C or below.

Non Volatile Cargo is one with a flashpoint above 600C

Flammability Composition Diagram shows the different compositions of hydrocarbon gas and
oxygen that produce the UFL and LFL of a Hydrocarbon gas/ Air/ Inert gas mixture. The
flammable area of the diagram is called the Flammable Envelope

Threshold Limit Values (TLV) is an indicator of the maximum exposure to a particular vapour that
can be permitted without harm. There are 3 types of TLV:

TLV – TWA Time weighted average concentration for an 8 hour day or 40 hour week throughout
working life

TLV – STEL Short term exposure limit in terms of the maximum concentration allowable for a
period of up to 15 mins provided no more than 4 exposures per day and 60mins between
exposures.

TLV – C the ceiling concentration which should not be exceeded even instantaneously.

TLV’s are normally given in ppm of contaminated air but may be quoted in mg/ m3

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Cargo Systems

Direct System

When only 3 or 4 grades are carried. One pump room installed aft and 3 or 4 lines are connected
which run fore and aft. Found on Crude Oil Carriers.

Advantages

1) Lower friction drag due to shorter piping runs. Higher rates of loading/ discharge can be
maintained.

2) Cheaper to construct and less costly maintenance

Disadvantages

1) Simple design means it can be more difficult to wash the pipelines.

2) Little versatility in the system only a few grades at a time.

Ring Main System

When a greater number of grades are to be carried 4 pumps means 4 grades can be discharged at
the same time.

Advantages

1) Any pump can discharge any tank

2) Line washing can be carried out without also having to wash a tank.

Disadvantages

1) Initial construction expensive and higher maintenance

2) Large amount of piping, slower discharge rates

3) Excessive erosion of piping at bends on older ships

4) Experienced personnel required

Free Flow System

Found on VLCC’s and ULCC’s. There is no piping as such. Bulkheads fitted with sluice valves.
Vessel kept trimmed by the stern and oil flows to after tanks from where it is pumped.

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Advantages

1) High discharge rates No pipelines to restrict flow

2) Low initial cost

Disadvantages

1) One grade of cargo

2) Large stern trim to be maintained.

Deep Well Pumping Arrangement a number of modern product tankers are fitted with an
individual pump in each tank. The discharge line leads directly from the tank to a manifold
amidships. The load line bypasses the pump and drops directly into tank.

Inert Gas System is to reduce the oxygen content in tanks below a level where combustion can
be supported.

Alarms/ Sensors in IG Systems Oxygen analyser, Pressure gauge, Pressure/ Vacuum alarm,

Inerting (air to gas) after maintenance in tanks or after dry dock, tanks must be returned to
inerted condition prior to loading. Purge pipe is opened which allows good circulation of gas in
tank.

Loading once tank is inerted, IG system shut down. Loading line is opened and as cargo enters
the tank, the IG is vented off through the high velocity PV Valve. The rate of loading must not
exceed maximum flow rate of PV valve.

On Passage the tank will be closed throughout, the IG line open to tank. Any pressure increase in
tank due to warming, will cause PV valve to open and allow some gas to be vented off. If the
cargo contracts and causes a fall in pressure, the IG system will start and the IG level topped up.

Discharging The IG system must be blowing into the tanks as the cargo is being pumped out.

Cargo Heating A number of cargoes require to be heated on board ship. The reasons may be
because the cargo solidifies or is very thick (viscous) at ambient temperature. e.g. lubricating oils,
which are carried at around 400C

Tank Cleaning

There are a number of reasons why tanks must be cleaned on a crude or products tanker:

1) To prepare tanks to receive cargo not compatible with the previous cargo

2) To prepare tanks for entry, inspection or maintenance

3) To remove build up of scale and sediment deposited in tanks

4) To prepare tanks for receiving clean ballast ( older ships only)

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Tank cleaning may be carried out in 4 possible atmospheres:

 Inerted condition

 Too Lean

 Over Rich

 Undefined (dangerous and not recommended)

Preparations for Tank Cleaning

1) IG system operating

2) A continuous flow of IG gas is required to maintain positive pressure

3) Most ships use Fixed Washing Machines in the tanks.

4) Ensure safety precautions complied with

5) Permit to Work issued

6) Trim vessel by stern to assist drainage

7) Close and lash all overboard discharges in pump room.

8) Hoist all ullage gauges to the stowed position

9) Set washing machines to required cycle

10) Ensure pump ready and washings from tank stripped out to slop tank.

11) Permission from port authority if in port.

After Cleaning

The tank will be closed down after final stripping. If the tank has to be entered, it will be purged
with IG to bring below LFL and then ventilated with oxygen.

Ballasting During or after discharge all vessels will take on board ballast water from the sea. On
older ships ballast water is taken directly into cargo tanks after discharge. The tanks may or may
not be cleaned before ballasting. The ballast in clean tanks is called clean ballast with an oil
content <15ppm. Ballast in dirty tanks is called dirty ballast.

The vast majority of tankers carry ballast in separate tanks which use separate lines and pumps.
They are called segregated ballast tanks.

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Duties of the OOW

STCW Section A-VIII/2, Part 4 Watch keeping in Port

The cargo officers are responsible for the safe and efficient handling and stowage of the vessels
cargo, for the correct preparation of cargo spaces, and for the correct supervision of the loading
and discharge operations.

All cargo operations involve the co-ordination and co-operation with port authority personnel,
stevedores, cargo planners, and tally clerks.

Prior to Loading Cargo

1. Check that the ships holds are ready to receive cargo, prior to arrival at the load port the holds
and cargo spaces should have been cleaned, and prepared.

2. Dunnage used for previous cargoes should either be stacked in the hold ready to be removed,
or removed from the hold prior to arrival at the load port.

3. Hold inspections should have been carried out to ensure that any damage is noted and if
possible repaired prior to the vessels arrival at the loading port. These inspections should include
the hold plating, access ladders, air pipes from ballast tanks, fuel tanks, or fresh water tanks
passing through the hold, sounding pipes, lighting, fixed fire extinguishing and detection systems,
manhole covers for ballast tanks, tween deck guard rails and hatch covers. In addition fixed
dunnage such as spar ceiling and tank top ceiling should also be inspected and repaired as
necessary.

4. Deep tank heating coils should be checked if required for the forthcoming voyage, if the
vessels deep tank is to be used for dry cargo, blanks should be fitted to the liquid cargo loading
and discharge lines.

5. All lifting gear should be checked to ensure that it is in good order and rigged correctly, all
cargo gear certificates should be in order.

During Cargo Loading

1. Check the acceptability of the cargo presented for loading particularly to ensure that the
packing is sufficient.

2. Ensure that the cargo is clean, dry and in good condition. Do not accept cargo where packages,
bags, or drums are leaking.

3. Check that dangerous goods presented for loading, are stowed as required by the IMDG, and
that they are correctly packaged and marked.

4. Ensure that throughout the loading operation the condition of the cargo is maintained by
closing hatches during rain.

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5. Maintain a visual check as the cargo is loaded for any signs of damage which may have been
caused during transit to the dock, on the quayside, or during the loading operation. Stevedores
frequently cause damage to cargo when handling it.

6. Check that sufficient dunnage is used to protect both the vessels structure and the cargo. Be
aware that damage to cargo may be caused by:

 Inadequate stowage
 Uneven distribution
 Incorrect slinging
 Careless use of cargo handling equipment such as forklifts
 Insufficient labelling and marking
 Inadequate dunnaging
 Inadequate packing
 Incorrect ventilation
 Incorrect temperature control
7. Check correct handling and use of cargo handling equipment, e.g. cargo hooks should never be
used on cartons.

8. The cargo officer should be familiar with specialised equipment used for cargo handling
particularly related to the mechanical handling and carriage of the cargo.

9. Check that the correct slings are in use.

10. The stowage of all cargo should be checked against the cargo plan; particular attention should
be the separation of cargoes for different ports.

11. When stowing general cargo preventative measures should be taken to ensure that fragile
goods are not stowed in a position where they may be crushed by heavier goods.

12. Care should be taken to ensure that goods are stowed so as to avoid ‘taint’ from odorous
goods.

13. All cargo securing arrangements and lashings should be checked as necessary.

14. When loading containers check that the bottom tiers of containers are secure, with all twist-
locks/stacking cones are in position before additional tiers are loaded.

15. When cargo operations are finished for the day, hatches should be closed and secured.

Taking over the Deck Watch

Prior to taking over the deck watch the relieving officer shall be informed of the following by the
OOW.

a) The depth of water alongside.

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b) The ships draught.

c) The time and level of High and Low waters.

d) Mooring arrangements.

e) All work to be performed on board the ship.

f) The amount and disposition of cargo.

g) Any cargo residues remaining on board.

h) The level of water in bilges.

i) Any ballasting or de-ballasting operations in progress or required.

j) The signals and lights being exhibited.

k) The number of crew members on board, or ashore.

l) The presence on board of shore personnel.

m) The state of the vessels fire fighting appliances.

n) Any special port regulations.

o) The Masters standing orders.

p) The Chief Officers standing or Night orders.

q) Lines of communication with shore personnel, port authorities, and emergency services.

r) Any other information regarding the safety of the ship, it’s crew, cargo, or the protection of the
environment.

Before assuming charge of the Deck Watch

The relieving officer shall:

i) Verify the security of the moorings.

ii) Check that the appropriate signals or lights are being exhibited.

iii) Ensure that any safety measures or fire protection regulations are being maintained.

iv) Make sure they are aware of any hazardous cargo due to be loaded or discharged, and the
appropriate safety measures required.

v) Check that there are no external conditions which may imperil the ship, or her crew.

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Duties when Performing the Deck Watch.

The OOW shall:

 Familiarise himself with the loading plan, and ensure that the loading plan is followed.
 Familiarise himself with the Master/Chief Officers standing or night orders.
 Make rounds to inspect the ship at appropriate intervals.
 Make regular checks on the condition of the moorings particularly at the ‘turn of the tide’
 Make sure that the gangway/accommodation ladder is properly rigged and adequately lit
at night.
 Ensure that the gangway/accommodation ladder is free of obstructions or cargo debris.
 Regularly check the vessels draught and trim, and ensure that cargo/ballasting operations
do not cause excessive list.
 Ensure that ballasting/de-ballasting operations are carried out in accordance with the
loading plan.
 Ensure that the vessels security plan is adhered too.
 Be aware of all shore personnel on board and their location.
 Make sure that the appropriate light or flag signals are exhibited.
 Ensure that hatch covers are opened and closed in good time for cargo operations.
 Make sure that any of the vessels cargo gear being used for cargo operations has an
adequate SWL, and is being operated correctly.
 Check the weather conditions, and if necessary ensure that hatch covers are closed in
good time to prevent cargo damage.
 In an emergency threatening the ship, or the safety of the persons aboard the ship, raise
the alarm, inform the Master, and take any immediate measures necessary to prevent
damage to the ship, it’s cargo, or personnel onboard the ship.
 Take any necessary precautions to prevent accidental damage to boats or barges
alongside the vessel in the event that the propellers are to be turned.
 Ensure that the vessels decks and cargo spaces are adequately lit at night.
 Make appropriate entries in the deck log book regarding important events affecting the
ship.

Heavy lift cargoes

 The stability of the vessel should be adequate and the maximum angle of heel should be
acceptable. All FSE should be eliminated.
 A careful check on the condition of the lifting appliance should be made before
commencing the lift. Particular attention being paid to the SWL.
 Ensure that all the ship’s moorings are taut and that men are standing by to tend as
necessary. Fenders should be pre-rigged and the gangway lifted clear of the quayside.
 The deck area where the load is to be landed should be clear of obstructions and heavy
bearers laid to accept and spread the deck weight.

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 The ship’s deck capacity plans should be checked to ensure that the deck space is capable
of supporting the load.
 Any ship’s side rails in the way of the load should be lowered or removed , and any barges
secured to the ship’s side should be cast off.
 Steadying lines should be fitted to the load.
 All relevant heads of departments should be advised before commencing the lift.
 Use the designated lifting points and take the weight slowly. Stop and inspect all round
once the load clears the deck, before allowing the lift to continue.

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Law and Management

M’ Notices

M Notices are required to be carried on every UK registered vessel over 12m in length, except
fishing vessels.

There are now 3 categories of M Notice –

 MIN - Marine Information Notice

 MGN - Marine Guidance Notice

 MSN - Merchant Shipping Notice

MIN’s and MGN’s provide information and guidance which will be of interest to mariners, and
the advice contained in them should be heeded.

However, MSN’s effectively form part of the SI’s to which they refer, and as such become part of
criminal law.

It is important to understand that the SI provides a framework for the rules and states the
applicable penalties for non- compliance, but the MSN provides the details and operational
aspects of the law.

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MAPOL New Annexes

Annex V- Regulations for the Prevention of Pollution by Garbage from Ships

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Appendix to Annex V - Form of Garbage Record Book

Name of ship: _______________________

Distinctive number or letters: _______________________

IMO No.: _______________________

Period:_____________ From: _____________ To: _____________

1 Introduction

In accordance with regulation 9 of Annex V of the International Convention for the Prevention of
Pollution from Ships, 1973, as modified by the Protocol of 1978 (MARPOL 73/78), a record is to
be kept of each discharge operation or completed incineration. This includes discharges at sea,
to reception facilities, or to other ships.

2 Garbage and garbage management

Garbage includes all kinds of food, domestic and operational waste excluding fresh fish and
parts thereof, generated during the normal operation of the vessel and liable to be disposed of
continuously or periodically except those substances which are defined or listed in other
annexes to MARPOL 73/78 (such as oil, sewage or noxious liquid substances).

The Guidelines for the Implementation of Annex V of MARPOL 73/78* should also be referred to
for relevant information.

3 Description of the garbage

The garbage is to be grouped into categories for the purposes of this record book as follows:

1 Plastics

2 Floating dunnage, lining, or packing material

3 Ground-down paper products, rags, glass, metal, bottles, crockery, etc.

4 Cargo residues, paper products, rags, glass, metal, bottles, crockery, etc.

5 Food waste

6 Incinerator ash.

4 Entries in the Garbage Record Book

4.1 Entries in the Garbage Record Book shall be made on each of the following occasions:

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(a) When garbage is discharged into the sea:

(i) Date and time of discharge

(ii) Position of the ship (latitude and longitude). Note: for cargo residue
discharges, include discharge start and stop positions.

(iii) Category of garbage discharged

(iv) Estimated amount discharged for each category in cubic metres

(v) Signature of the officer in charge of the operation.

(b) When garbage is discharged to reception facilities ashore or to other ships:

(i) Date and time of discharge

(ii) Port or facility, or name of ship

(iii) Category of garbage discharged

(iv) Estimated amount discharged for each category in cubic metres

(v) Signature of officer in charge of the operation.

(c) When garbage is incinerated:

(i) Date and time of start and stop of incineration

(ii) Position of the ship (latitude and longitude)

(iii) Estimated amount incinerated in cubic metres

(iv) Signature of the officer in charge of the operation.

(d) Accidental or other exceptional discharges of garbage

(i) Time of occurrence

(ii) Port or position of the ship at time of occurrence

(iii) Estimated amount and category of garbage

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(iv) Circumstances of disposal, escape or loss, the reason therefor and general
remarks.

4.2 Receipts

The master should obtain from the operator of port reception facilities, or from the master of
the ship receiving the garbage, a receipt or certificate specifying the estimated amount of
garbage transferred. The receipts or certificates must be kept on board the ship with the
Garbage Record Book for two years.

4.3 Amount of garbage

The amount of garbage on board should be estimated in cubic metres, if possible separately
according to category. The Garbage Record Book contains many references to estimated
amount of garbage. It is recognized that the accuracy of estimating amounts of garbage is left to
interpretation. Volume estimates will differ before and after processing. Some processing
procedures may not allow for a usable estimate of volume, e.g. the continuous processing of
food waste. Such factors should be taken into consideration when making and interpreting
entries made in a record.

RECORD OF GARBAGE DISCHARGES

Ship's name: _______________________

Distinctive No., or letters: _______________________

IMO No.: ____________

Garbage categories:

.1 Plastic.

.2 Floating dunnage, lining, or packing materials.

.3 Ground paper products, rags, glass, metal, bottles, crockery, etc.

.4 Cargo residues, paper products, rags, glass, metal, bottles, crockery, etc.

.5 Food waste.

.6 Incinerator ash except from plastic products which may contain toxic or heavy metal
residues.

NOTE: THE DISCHARGE OF ANY GARBAGE OTHER THAN FOOD WASTE IS PROHIBITED IN SPECIAL
AREAS. ONLY GARBAGE DISCHARGED INTO THE SEA MUST BE CATEGORIZED. GARBAGE OTHER
THAN CATEGORY 1 DISCHARGED TO RECEPTION FACILITIES NEED ONLY BE LISTED AS A TOTAL

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ESTIMATED AMOUNT. DISCHARGES OF CARGO RESIDUES REQUIRE START AND STOP POSITIONS
TO BE RECORDED.

Date/time Position Estimated amount Estimated Estimated Certification/

of the 3
discharged into sea (m ) amount amount Signature
ship discharged to incinerated
reception (m3)
facilities or to
other ship (m3)

Cat. Cat. Cat. Cat. Cat. Cat. 1 Other

2 3 4 5 6

* Refer to the Guidelines for the Implementation of Annex V of MARPOL 73/78, as amended by
resolutions MEPC.59(33) and MEPC.92(45).

Lifesaving Appliances (LSA)

MUSTERS AND DRILLS (See MGN 71 & COSWP)

MUSTER AND DRILLS

Fire Boat

Passenger Weekly Weekly

Cargo Monthly Monthly

Tankers to have anti pollution drills monthly

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Muster Lists

Format to be approved MCA.

Translations to suitable languages for non-English speaking crew must be available.

The Muster Lists must contain details of all emergency alarm signals together with the action to
be taken by passengers and crew upon the use of these signals, including their boat / raft
stations.

The means by which the order to abandon ship is to be given must be on the Muster list.

Where passengers are carried duties are to include warning, assembling and controlling them,
ensuring they are suitably dressed and wearing lifejackets correctly.

Each individual should only be allocated 1 duty, or series of duties related to 1 emergency party.

A general statement such as 'Should key persons become disabled, those next in line, as
appropriate, should take their place'.

A certificated person is to be in charge of each survival craft. A motor lifeboat must have
someone who is capable of looking after, and adjusting, the engine.

The officer whose responsibility it is to ensure that LSA & FFA are always available and ready for
use is to be named on the muster list.

Each crewmember is to be provided with clear instructions to be followed in the event of an

emergency e.g. in the form of a card showing the assembly station, emergency station,
emergency duty, and life boat/raft to which he is allotted. This should be in an appropriate
language.

Emergency Signals

The General Emergency Alarm signal will be 7 or more short blasts followed by 1 long blast on the
ship's siren or whistle and on a bell, klaxon or similar warning system.

A fire alarm, of a different characteristic, may be used to summon the crew to their assembly
stations.

Signals for incidents not requiring an assembly of the passengers, or for the whole crew, or for
dealing with a minor incident, are at the Master's discretion.

The means by which the order to abandon ship is to be given may be by a signal or word of
mouth, but should be so that everyone, including those in emergency parties in remote locations
will receive it.

All persons should be notified beforehand that a practice muster or drill is to be held.

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Muster And Drills – General

Passengers should be strongly encouraged to attend abandon ship drills.

A fire drill should be held simultaneously with the start of an abandon ship drill.

Drills for other emergencies (collision, grounding, damage control, oil spillage, medical, rescue
from enclosed spaces) may be conducted in lieu of, or in addition to, a fire drill, provided that
every crewmember participates in at least 1 fire drill each month.

Each crewmember must participate in at least 1 abandon ship drill and 1 fire drill every month.
These drills must be held within 24 hours of leaving port if more than 25% of the crew have not
taken part in drills on board the ship in the previous month. If a drill is not practicable then a
muster must take place, and their duties explained, but, in the case of ro-ro passenger ferries,
these instructions shall be given before any passenger carrying voyage is commenced. Full drills
should take place as soon as possible. In ships of Classes I, II, II(A), and III an abandon ship drill
and fire drill must be held weekly and as many crew members as practicable should take part in
these drills, which should be so arranged that each crew member takes part in at least 1 abandon
ship and 1 fire drill each month.

An assembly of passengers must take place within 24 hours of their embarkation. They must
receive instruction on how to don their lifejackets and actions to take upon hearing the general
emergency alarm. They should know that the general alarm is NOT the signal to abandon ship.
They should be told how to dress for an emergency situation, and to proceed in an orderly
manner. They must be informed of their survival craft and how they will be embarked. They
must be told of the dangers of jumping overboard, especially from heights of over 6 metres, and
they should be told how to jump correctly if it becomes necessary.

Distinctive markings or headgear etc should identify crew who are most concerned with
passenger control.

Children's lifejackets to be available for persons less than 32kg (5 stones).

Fire And Other Emergency Drills

The type and position of the supposed fire should be moved from drill to drill. The crew should
be exercised in the closing of all openings (vents, doors etc.) to reduce air supply to a fire and
isolate parts of the ship. As many crew as possible, and particularly the officers, should be aware
of the location and operation of remote controls for ventilation systems, fuel pumps and oil tank
valves.

Fixed installations for extinguishing fire should, together with fire alarm and detection systems
should be tested with as much realism as possible. Fire parties should be exercised in the use of
fire suits and breathing apparatus and such emergency equipment as torches, axes etc. which
should be brought out and checked and deployed by appointed members of the fire party at all
fire drills. If sufficient sets are available then persons wearing BA should practice in pairs. All

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crew should know the whereabouts of, distinguish between, and be correctly able to use the
different types of extinguisher on the types of fire they are intended for.

At each fire drill at least one fire extinguisher should be discharged, by a different crewmember
each time, so that all can gain experience.

All crew should be familiar with escape routes from any part of the vessel.

In vessels with small crews, all persons should be familiar with every aspect of fire fighting and
FFA on board.

Instruction should cover fire prevention.

Fire, or other emergency drills, should be followed by the 2nd stage of the abandon ship drill i.e.
the muster or drill at the survival craft stations.

In passenger vessels, the drills for practising the closing of doors and other devices are required
to be carried out. Inspections of watertight doors, mechanisms, warning lights, valves and other
associated equipment necessary to make watertight any compartment below the margin line for
damage control purpose are to be carried out at intervals of not more than 7 days.

All practice fire drills are to include checking of the operation of watertight doors.

FFA Testing and Inspection

Monthly Testing and Inspection:

All firemen’s outfits, extinguishers, hydrants, hoses and nozzles are in place and serviceable.

All escape routes including stairways and corridors are free of obstructions and properly
maintained.

Public address system and ship's alarms serviceable.

Dry pipe sprinkler systems are pressurised, where appropriate, and gauges indicate correctly.

Sprinkler system pressure tank water levels are correct as indicated by glass gauges.

All sprinkler systems pumps operate correctly on loss of pressure.

All fire pumps are operational.

All fixed gas fire-extinguishing systems are free from leakage.

Quarterly Inspection and Testing:

All fire extinguishers are at correct pressure and are not due for servicing.

All automatic alarms for sprinkler systems activate using the section test valves.

The international shore connection.

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Fire fighting equipment lockers contain their full inventory and the equipment they contain is
serviceable.

All fire doors, dampers and closing devices can be operated locally.

Annual Testing and Inspection:

All fire doors and dampers where appropriate, can be operated remotely.

Where practicable, all aqueous foam and water spray fixed fire fighting installations operate
correctly.

All accessible components of fixed fire-fighting systems, typically nozzles, are free from damage
or obstruction, on visual inspection.

All fire pumps, including sprinkler system pumps, develop correct pressures and flow rates.

All hydrants operate.

All antifreeze solutions are correctly maintained and cross connection between fire main and
sprinkler system operates correctly.

Fixed fire fighting installations operate correctly, according to manufacturer’s test instructions.

Survival Craft Musters and Drills

The person in charge of each craft must have a list of its crew and ensure that they are fully
acquainted with their duties. The 2nd in command of a lifeboat must also have a list of the
lifeboat crew.

On passenger ships different groups of lifeboats should be used at successive drills.

In cargo ships with totally enclosed lifeboats which are boarded and launched from the stowed
position, drills should periodically include the boarding of a lifeboat in its stowed position in order
that crew members can become practiced in boarding the boat rapidly, locating a seated position
and using seat belts.

In other totally enclosed lifeboats equipped with seat belts, crewmembers should be periodically
drilled using the seat belts, but such boats shall not be boarded in the stowed position by the full
complement at any one time. In a totally enclosed boat crew members should be made aware of
what to expect when the engine, air support and water spray systems are in operation, as well as
becoming familiar with the launching operation.

Arrangements should always be made so that crewmembers who cannot be relieved of their
duties to attend a drill can be made available to attend the next drill.

Weather permitting, boats should be swung out and lowered to the embarkation deck.

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Each boat engine must be run ahead and astern for a total of not less than 3 minutes (cooling
permitting).

Liferaft davits must be swung out and winches operated.

IN PORT

Each lifeboat must be launched with its assigned operating crew and manoeuvred in the water
once every 3 months during an abandon ship drill.

Freefall boats should be launched every 3 months, or lowered into the water, provided a freefall
is done at least every 6 months.

Rescue Boat And Emergency Boat Drills

Rescue boats, other than lifeboats, must be launched each month with their boat crews and
manoeuvred in the water. The interval between such drills must not exceed 3 months.

In Class 1 vessels the rescue boat crews are to be drilled weekly.

Training in the use of davit launched liferafts must take place at intervals of not more than 4
months on ships fitted with such rafts.

One such liferaft should be inflated at each of the 4 monthly drills.

On Board Instruction, training and training Manuals

As soon as possible, but no later than 2 weeks after joining a ship, a crew man is to be given
training in the LSA he may be called upon to use. This should include lifejacket, lifebuoys and
their various attachments, TPAs and the donning of a TPA whilst wearing a lifejacket, and an
immersion suit (if carried).

Due to the complexity of the equipment the importance of training in the handling of totally
enclosed and partially enclosed motor propelled lifeboats fitted with on load release gear, and, in
certain cases, with self contained air support and water spray systems, cannot be emphasized
enough.

Instructions are required to be given in survival procedures including the causes of, and first aid
treatment for, hypothermia, first aid measures likely to be practiced in a rescue craft, the use of
craft in severe weather and the actions to be taken in the event of foreseeable equipment
failures.

These instructions shall be in the ship's LSA Instruction Manual, a copy of which shall be
accessible to everyone, one copy in every mess and recreation room, or in each cabin.

The manual shall be in appropriate languages.

The programme of instruction shall be so arranged that all parts of the life saving systems can be
treated within a 2-month period. (It may be that the number of drills has to be increased from

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the statutory so that every crewmember participates in an abandon ship and fire drill every
month).

Inspections of LSA

Weekly: Survival craft, rescue boats, launching apparatus, inspected to ensure they are
ready for immediate use. Rescue boat and lifeboat engines run weekly. General Emergency
Alarm systems checked weekly.

Monthly: All LSA, including lifeboat and rescue boat, equipment required to be inspected.
This to be done using a check list, and should include examination and testing of any fixed radio
systems, searchlight equipment, and ensuring battery charging from an engine run dynamo is OK.

3 Monthly: Water spray systems checked operational as per manufacturers instructions,

washing through SW systems with FW after use.

RECORDS

The date on which musters, drills, training sessions are held, and the occasions on which
lifeboats, rescue boats, davit launched liferafts, as applicable, are lowered or launched must be
recorded.

Where a full muster etc, is not held a full record of the relevant circumstances must be recorded,
along with a record of the extent of any muster etc. that was held.

REGULATIONS GOVERNING CARRIAGE OF LIFE SAVING APPLIANCES ON PASSENGER SHIPS OF 500 GT OR OVER .

Life Boats and Life Rafts

Lifeboats on each side of such aggregate capacity as will accommodate not less than 50% of total
number of persons on board. Administration may allow lifeboats to be substituted by life rafts of
equivalent total capacity provided that there shall never be less than sufficient lifeboats on each
side of the ship to accommodate 37.5% of total number of persons on board.

In addition liferafts of such aggregate capacity as will accommodate at least 25% of the total
number of persons on board. These liferafts shall be served by at least one launching appliance
on each side of the ship.

All survival craft required to provide for abandonment by the total number of persons on board
shall be capable of being launched with their full complement of persons and equipment within a
period of 30 minutes from the time the abandon ship signal is given.

RESCUE BOAT

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Passenger ships of 500 GT or over shall carry at least one rescue boat on each side of the ship. A
lifeboat may be accepted as rescue boat provided that it must comply with the requirements of a
rescue boat.

MARSHALLING RAFTS

Number of lifeboats or rescue boats that are carried on passenger ships shall be sufficient to
ensure that in providing for abandonment by the total number of persons on board not more
than six life rafts need to be marshalled by each life boat or rescue boat.

LIFE BUOYS

LENGTH OF SHIP IN MINIMUM NUMBER OF

METERS LIFEBUOYS

Under 60 8

60 - Under 120 12

120 - Under 180 18

180 - under 240 24

240 and over 30

LIFE JACKETS

One for each person the ship is certified to carry.

5% extra.

For children equal to 10% of the number of persons on board.

Sufficient life jackets for persons on watch and for use at remotely located survival craft stations.

All life jackets to be fitted with light (0.75 cd - 8 hours at least).

TPA AND IMMERSION SUITS

Immersion suits for each person on board

1 TPA for each person in the lifeboat not provided with an immersion suit.

For ships habitually trading in warmer waters these regulations can be waived off by the
administration.

COMMUNICATIONS

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Ship shall carry 3 VHF hand held radios.

500 GT or more 1 SART on each side of the ship.

Ship shall carry 12 rocket parachute flares.

DRILLS

Abandon ship drill – weekly.

Fire drill – weekly.

INFO ON PASSENGERS

Before departure passengers must be counted. Gender of passengers (e.g., adult, child, infant,
etc.) and number shall be passed on to port authorities before departure.

MUSTER STATIONS

Sufficient suitably located muster stations to be provided for passengers. 0.35 sq. m. space to be
allowed for each passenger.

NOTE

Ro-Ro passenger ships shall be fitted with marine evacuation system.

Life rafts on ro-ro passenger ships shall be fitted with a float free arrangement.

LIFE SAVING APPLIANCES AND ARRANGEMENTS

CARGO SHIPS - CLASS VII

BOATS AND RAFTS

One or more lifeboats on each side to accommodate the total number of persons the ship is
certified to carry.

In addition a life raft or life rafts, capable of being launched on either side of the ship and of such
aggregate capacity as will accommodate the total number of persons on board. If the life raft(s)
cannot be readily transferred for launching on either side of the ship, the total capacity available
on each side shall be sufficient to accommodate the total number of persons the ship is certified
to carry.

OR

One or more lifeboats, capable of being free-fall launched over the stern of the ship of such
aggregate capacity as will accommodate the total number of persons the ship is certified to carry
and one or more life rafts on each side of the ship of such aggregate capacity as will
accommodate the total number of persons the ship is certified to carry. The life rafts on at least
one side of the ship shall be served by launching appliances.

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Ships of less than 85 m in length, other than oil tankers, chemical tankers and gas carriers, may
carry:

 On each side of the ship, one or more life rafts of such aggregate capacity as will
accommodate the total number of persons the ship is certified to carry.

 Unless the life rafts can be readily transferred for launching on either side of the ship,
additional life rafts shall be provided, so that the total capacity available on each side will
accommodate 150% of the total number of persons the ship is certified to carry.

 If rescue boat carried as per rules is also a lifeboat, it may be included in the aggregate
capacity, provided that total capacity available on either side of the ship is at least 150% of
the total number of persons the ship is certified to carry.

 In the event of any one survival craft being lost or rendered unserviceable, there shall be
sufficient survival craft available for use on each side to accommodate the total number of
persons the ship is certified to carry.

Where the survival craft are stowed in a position which is more than 100 m from the stem or
stern shall carry, a liferaft stowed as far forward or aft, or one as far forward and one as far aft,
as is reasonable and practicable. (Such liferaft shall be capable of carrying 6 persons at least and
may be securely fastened so as to permit manual release and should be provided with means of
embarkation - ladder or knotted rope).

Cargo ships shall carry at least one rescue boat. A lifeboat may be accepted as a rescue boat
provided that it also complies with the requirements for a rescue boat.

Chemical tankers and gas carriers, carrying cargoes emitting toxic vapour or gases, shall be
provided with totally enclosed lifeboat(s) which provide air to keep the inner atmosphere safe,
breathable and runs engine for 10 minutes. During this period the pressure inside shall never fall
below atmospheric pressure outside and not exceed atmospheric pressure by more than 20 mb.
There shall be indicators fitted to display pressure visually.

Oil tankers, chemical tankers and gas carriers, carrying cargoes having flash point not exceeding
60 degrees, shall be provided with totally enclosed lifeboat(s) which provide air to keep the inner
atmosphere safe, breathable and runs engine for 10 minutes. Also the lifeboat(s) shall protect
the persons inside from a continuous oil fire that envelops the lifeboat for a period of not less
than 8 minutes. The sprinkler system fitted should:

 Draw water from the sea;

 Not suck in oil;

 Be capable of being flushed with fresh water.

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Survival craft required to provide for abandonment by the total number of persons on board shall
be capable of being launched with their full complement of persons and equipment within a
period of 10 minutes from the time the abandon ship signal is given.

Lifeboats and rescue boats shall be capable of being launched and towed when the parent vessel
is steaming ahead at 5 knots in calm sea.

All survival craft required to have a launching device shall be provided with a gravity davit. The
turning out operation of single arm davit for life rafts s does not require gravity operation.

LIFE JACKETS

One for each person the ship is certified to carry.

For children equal to 10% of the number of persons the ship is certified to carry, or a greater
number to ensure one life jacket for every child on board.

A sufficient number of life jackets shall be carried for persons on watch and for use at remotely
located survival craft station.

Lifejackets shall be so placed as to be readily accessible and their position shall be plainly
indicated. If due to particular arrangement of the ship, the life jackets may become inaccessible,
alternative provisions shall be made to the satisfaction of the administration, which may include
an increase in number of life jackets to be carried.

All life jackets shall be fitted with light.

LIFE BUOYS

LENGTH OF SHIP IN METRES MINIMUM NUMBER OF

LIFE BUOYS

Less than 100 8

100 or more but less than 150 10

150 or more but less than 200 12

200 or more 14

At least one buoy on each side will have a buoyant line of length not less than twice the height
from stowed position to water line with the ship at its lightest sea going condition or 30 m,
whichever is greater. These buoys with lines shall not be fitted with lights.

Not less than half will have self activating lights of which not less than 2 (equally distributed each
side) will also have a smoke signal and be quick-release from the bridge.

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The external diameter of the life buoy is to be not more than 800 mm and the internal diameter
is to be not less than 400 mm.

The mass is to be not less than 2.5 kg. If the buoy is to release the light or smoke signal, then the
buoy must be of sufficient mass to effect the release or 4 kg, whichever is greater.

IMMERSION SUITS

One immersion suit shall be provided, for each person the ship is certified to carry. The
immersion suits are not required if ship is provided with totally enclosed lifeboat(s) or if she is
habitually trading in warmer climate.

Each lifeboat shall be provided with at least 3 immersion suits.

Rescue boat shall be provided with 6 immersion suits.

THERMAL PROTECTIVE AIDS

Each lifeboat, life raft and rescue boat shall be provided with 2 TPAs or 10% of the number of
persons the craft is certified to carry, whichever is greater.

One TPA to be provided for every person not provided with an immersion suit. TPAs may not be
provided if the ship is provided with totally enclosed lifeboat(s) or if she is habitually trading in
warmer climate.

LOCATION AIDS

12 red rocket parachute signals.

2 bridge-wing, man overboard signals.

In survival crafts:

6 red hand flares.

4 red rocket parachute signals.

2 orange smoke floats.

Each survival craft to be provided with radar reflectors.

Each ship shall carry EPIRB capable of float free and can be placed in a survival craft manually.

Three VHF hand held radios for two way communications.

Ships 500 GT or more, 2 SARTs placed on the bridge, capable of being transferred to survival
crafts. Ships less than 500 GT, only 1 SART.

Four sets of line-throwing apparatus (to reach 230 m).

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Response to Navigational Emergencies

Man Collision Grounding Flooding Major Mechanical

Overboard Damage
Release Call Master. Call Master. Call Master. Call Master
Lifebuoy and Sound stop engines.
light general alarm
& muster.
Take Close Sound general Sound the Take action to
immediate watertight alarm and general manoeuvre ship
avoiding doors and fire muster. alarm. away from danger
action doors.
Note ships Manouvre Consider use Close Prepare for
position ship to of anchor. watertight anchoring if in
minimize doors. shallow water
collision
effects..
Activate Switch on Close Sound bilges Exhibit ‘Not Under
GPS/Ecdis deck lighting watertight and tanks Command’
MoB Marker at night. doors. shapes/lights
Sound 3 VHF Ch 16 & Switch to high Identify Commence sound
prolonged 13 cooling location of signaling
blasts intakes. incoming
water
Post look-outs Update Maintain VHF Cut off the Broadcast
GMDSS watch Ch 16 electrical Urgency message
information. power to ships
running
through the
area
Hand steering Sound bilges Exhibit Shore up area Modify AIS status
and tanks. appropriate to stem water report
lights and flow
shapes.
Start recovery Check for fire Switch on Check Inform VTS
manouevre damage. deck lighting operation of
bilge pump
Inform Master Take damage Sound bilges Broadcast
control and tanks Distress Alert IN CASE OF
measures and if instructed STEERING
minimize risk by Master. FAILURE
of pollution.

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Inform Engine Broadcast Visually Inform engine

Room distress alert inspect room
if Master compartments
commands. and minimize
risk of
pollution.
Muster rescue Sound around Engage
boat crew ship emergency
steering
Broadcast Determine Prepare engines
Urgency nature of for manoeuvring
seabed
Consider Take way off ship
reducing
draught of
ship
Broadcast
Distress
authorized by
Master
Responding to Emergencies

Receipt of a Receipt of a Receipt of a Initial Protection of the

Distress Distress Distress Damage Marine
Message Message Message Assessment Environment
Area A1 Area A2+3 Area A4

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Survival Craft Launching Procedures

Open Lifeboat Totally Enclosed Liferaft Davit Launched Liferaft

Lifeboat
1. Muster crew and 1. Muster at lifeboat 1. Check painter is 1. Remove the
passengers. Check stations. Check properly secured to a portable rail, turnout
lifejackets. lifejackets. strong point or to the davit and put the
the ring of the HRU. ladder over the side.
2. Cover taken off boat. 2. Ensure that harbour 2. Ensure all clear 2. Bring the raft in its
Four men in boat. pins are removed, overside. valise to the ships side,
painter is secure, gripes lay the bowsing lines
are removed and it is out on the inboard
clear over the ships side.
side.
3. Send painter as far 3. Commence 3. Let go the 3. Secure the bowsing
forward as possible and embarkation. lashings. Remove lines on deck.
make fast to the ship. Ensure all persons are portable rails if
seated with safety necessary.
harnesses secured.
4. Check tiller and put 4. Secure all doors and 4. Position the 4. Break out the
in plug. vents. Engage water boarding ladder. painter.
spray pump.
5. Lower the boat to 5. Open air support 5. Throw the raft 5. Hook the raft onto
embarkation deck. system. overboard. the davit fall.
6. Bowse in with 6. Lower the boat by Pull out the slack on 6. Hoist the fall and
bowsing tackles and pulling the overhead the painter to open swing the davit to
release tricing lowering wire. the gas bottle valve. position the raft
pennants. overside.
7. Passengers and crew 7. As soon as the Raft will inflate in 20- 7. Pull the painter to
board boat. lifeboat reaches the 30 seconds. Board inflate the raft.
water the engine will the raft via the
be started, the Off/On ladder.
Load system will be
activated and the
painter will be
released.
8. Ease back bowsing 8. As hooks and painter When all on board 8. Secure the raft
tackles and release. are released check the cut the painter using against the ships side
compass heading and the safety knife and check the raft for
proceed at right angles stowed by the defects. Board the
away from the vessel. entrance door. passengers.
9. Ensure all clear 9. Do not open the Get a safe distance 9. When the raft is
below the boat before ventilators until the from the ship and loaded, make sure it is
lowering to water. Start lifeboat is well clear of stream the sea clear below. Release
the engine before any oil/fire and/or toxic anchor. Congregate the bowsing lines and
lowereing boat. fumes. all liferafts and throw the lines and

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lifeboats together. the painter into the

raft.
10. When boat enters Close down the raft. 10. Lower the liferaft
water release the fall Take sea-sickness to the water then pull
hooks. tablets, inflate floor, the release on the Off
get organised. Load hook releasing
the liferaft.
12. The lowering crew 13. Onboard the ship
board the boat by the launching crew will
ladder. Release painter raise the fall and
and move away from perpare to launch the
ship. next liferaft.

Release Gear for Survival Craft

Every lifeboat is to be launched by ‘falls’ which shall be fitted with a release mechanism which
complies with the following:

1. The mechanism shall be so arranged that all hooks will release simultaneously.

2. The mechanism shall have two release capabilities, namely.

a) A normal release capability which will release the craft when waterborne or when
there is no load on the hook i.e. off-load.
 Remove the safety pin from the release unit by pressing on the button and then
pull out the pin.
 Grasp the release handle firmly and pull upwards against the internal pressure of
the unit.
 Continue to pull the release handle to its full extent.

b) An on-load release capability which will allow the release of the lifeboat when the load
of the lifeboat is on the hooks. This release system will be so arranged as to release
the lifeboat under any condition from off-load when the boat is in the water to on-load
when the boat is suspended above the water and the load is acting on the hooks.

THIS OPERATION SHOULD NOT BE PERFORMED UNLES THE BOAT IS WATERBORNE

 Inform passengers and crew of your intentions.

 Break the glass on the side of the release unit.
 Take the pin and lift up the yellow lever with the pin.
 Operate the ‘T’ release as per off-load method.

Rescue Boat Recovery

A recovery strop system must be fitted to all twin fall systems in order to allow the safe recovery
of the rescue boat in adverse weather and to protect those onboard.

The system consists of:

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2 x 3 m nylon recovery strops, shackled to the fall blocks.

2 x 3.5 m hanging off wires, shackled to the davit heads.

1. After the launch of the rescue boat, the falls are hoisted to keep the blocks clear of the returning
boat.
2. When the boat returns, the nylon strops are connected to the lifting hooks and the boat is then
hoisted to within 3 meters of the davit head.

THIS KEEPS THE BLOCKS CLEAR OF PERSONNEL IN THE BOAT AND THE ELASTICITY OF THE NYLON
REDUCES THE SHOCK LOAD ON THE FALLS.

3. Secure the hanging off wires to the special lug on the boats lifting hook assembly with a colour
coded shackle, the slack the falls until the wires take the weight.
4. Slack down the falls, disconnect the nylon strops and connect the falls onto the hooks.
5. Hoist the falls and once take the weight, disconnect the hanging off wires and hoist the boat into
the davits in the normal manner.

Emergency Drills

Muster List

 Responsibility of the Master to keep the muster list up to date and ensure it is displayed
throughout the ship, including the navigating bridge, engine room and crew
accommodation.
 Should include translations into appropriate languages.
 Contains details of general emergency alarm and other emergency signals.
 Shows duties to be carried out by each member of the ship’s complement in an emergency.
 Consideration given to substitutions of key personnel.
 The survival craft or launching station for each crew member is shown.
 The muster list must show the name or rank of the officers responsible for the maintenance
of the LSA and FFA.

Musters and Drills

A muster of the crew at the stations referred to in the muster list and a muster and drill at survival
craft stations.

A fire drill or other emergency drill should be held with the first stage of an abandon ship drill.

Each crew member must take part in at least one fire drill and one abandon ship drill per month.
These drills must be held within 24 hours of leaving port if more than 25% of the crew have not
taken part in drills onboard the ship in the previous month.

On passenger ships an abandon ship drill and fire drill must be held weekly so that every crew
member can participate in at least one per month.

Any ship where passengers will be onboard for more than 24 hours a muster of the passengers
must take place within 24 hours of their embarkation

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On passenger ships watertight doors should be inspected every 7 days.

Each lifeboat must be launched with its crew and maneuvered in the water every 3 months during
an abandon ship drill. If berthing arrangements make this not practicable, then the lifeboats must
be lowered at least every 3 months and launched annually.

A free-fall lifeboat should be launched with its operating crew at least every 6 months.

Rescue boats must be launched with their crews and operated in the water every month. The
interval between such drills shall not exceed 3 months.

On class I passenger ships the rescue boat crew should be mustered on the first day of voyage and
every 7 days after that.

On-board training in the use of davit-launched life rafts should take place at intervals of not more
than every 4 months.

RESCUE OF SURVIVORS

The procedure is divided into two aspects:

a) Approaching survivors who may be either swimming, or in rafts/boats or clinging to

wreckage, and

b) Recovering survivors from the water.

a} Approaching Survivors

(i) Consider using wave quelling oil (low viscosity vegetable, animal and fish oils are best -
crude oil should not be used as it is likely to harm survivors).

(ii) Prepare reception facilities, blankets, warm drinks (no alcohol), medical aid, stretchers,
cleansing material, spare clothing, and rooms to act as reception area for logging in names
numbers of survivors.

(iii) Prepare rescue gear: scrambling (cargo) nets; derricks may be swung out with nets/slings
at the end of the cargo runner; rope ladders, heaving lines/messengers; rescue quoits;
lifebuoys; line throwing apparatus; launch rescue boat.

b) Recovering Survivors will depend on the physical condition of them. Survivors in

reasonable condition may be able to use scrambling nets and ladders under their own
steam, otherwise:

(i) Use ship's boats for rescue and hoist up survivors to main deck.

(ii) Use scrambling nets from cargo fails, inner ends being attached to whips passing over the
rails; survivors in the net can then be carefully lifted on to the deck.

(iii) Hoist survivors' boat directly onboard using ship's derricks, if SWL and vessel's rolling allow.

(iv) Injured survivors in a boat or raft should be placed in stretchers and hoisted individually.

(v) It can be assumed that that the physical condition of the survivors will be poor after

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immersion in water for as little as 30 minutes if the water temperature is low, and after 2
hours if water temp is about 5°C.

Crew assisting survivors must wear lifejackets and if working overside, lifelines/safety
harness. The most powerful swimmers should, if possible, be detailed for this work.

MAN OVERBOARD

Officer of the Watch Should Immediately

Helm hard over to the side from which the man fell
Sound Emergency Stations
Release bridge wing lifebuoy, smoke and light float
Press Man Overboard button on GPS
Engines to stand by
The OOW remains in charge of the vessel until relieved by
Master

OOW must continue to keep a lookout and navigate the vessel safely,
with due regard to other traffic, depth of water and sea room. OOW must also decide which will
be the most suitable manoeuvre to make as to best recover the man overboard, with due regard
to the current situation and use the helm and engines accordingly.

Then The OOW Should:

 Post Look Outs - As high as possible

 Inform Master of situation

 Inform Rescue Boat Crew of situation
 Inform emergency parties to prepare vessel for survivors
 Inform all vessels in vicinity (Hoist '0' flag, sound '0' on whistle)
 Prepare Mayday message - send with Master's authorisation
 Man on wheel
 Slow down vessel

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City of Glasgow College

Riverside Campus

21 Thistle Street

Glasgow

G5 9XB

Tel 0141 566 6222

© 2019 City of Glasgow College 93