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FIRST PHASE
FUNCTION 1 NAVIGATION
STAGE 1
1.1
Internet Services
o Admiralty Notices to Mariners are also available on the internet, using
the Admiralty Notices to Mariners On-line (ANMO) service. The
ANMO service provides the digital versions of the weekly Notices to
Mariners Bulletin, Full-Color Books, and Cumulative List of
Admiralty Notices to Mariners and Annual Summary of Notices to
Mariners. This service is available by following the Maritime Safety
Information link at www.ukho.gov.uk. The web service is in Adobe
Acrobat/PDF format and the latest version of the software, and
guidance notes, are available from the NM section of the website.
There is also a searchable service which allows mariners to search for
Notices by Admiralty chart number. This service is available at
www.nmwebsearch.com.
Numbering conventions
o Weekly Editions are consecutively numbered from the beginning of
each calendar year. Notices to Mariners are also numbered
consecutively starting at the beginning of the year, noting the Annual
Notices to Mariners will always have the first numbers in each yearly
series.
1.2
General Information.
o Scope. Admiralty Sailing Directions are published in 74 volumes,
providing world-wide coverage.
They are complementary to the chart and to the other
navigational publications of UKHO are written with the
assumption that the reader has the appropriate chart before him
and other relevant publications to hand.
The information in Sailing Directions is intended primarily for
use by mariners in vessels of 150 gt or more. It may however,
like the information on charts, be useful to those in any vessel,
but does not take into account the special needs of hovercraft,
submarines under water, deep draught tows and other special
vessels.
o Currency
Of the vast amount of information needed to be keep charts upto-date in every detail, only the most important items can be
used to update the charts by Notices to Mariners. Some less
important information may not reach the chart until its next
edition, but may be nevertheless be included in New Editions.
It is therefore possible that in some less important detail,
Sailing Direction may be more up-to-date than the chart.
o Unit of Measurement
Depths, heights, elevation and short distances are given in
metric units. Where the reference chart quoted is in fathoms
and feet, the depths and dimensions from the chart are given in
brackets after the metric depth to simplify comparison between
5
the chart and the book. Distances at sea are given in sea miles
and cables and on land in kilometers.
Maintenance of Sailing Directions.
o Use of Sailing Directions. Before using Admiralty Sailing Directions,
the mariner must always;
Check that the most recent edition of the volume and its
Supplement where relevant, are held.
Check that all amendments in Annual Notices to Mariners Part
2- Amendments to Sailing Directions have been applied.
Check that all amendments published at Section IV of Weekly
Editions of Admiralty Notices to Mariners subsequent to the
publication of the most recent edition of Annual Notices to
Mariners Part 2- Amendments to Sailing Directions have been
applied, using the most recent quarterly check-list at Section IB
of Cumulative list of Admiralty List of Notice to Mariners.
Where it is found that the most up to date information is not
held, the most recent editions of all Distributors, and back
copies of Weekly Editions of Notices to Mariners can also be
downloaded from the UKHO website www.ukho.gov.uk.
o New Editions. Sailing Directions are updated by a process of
Continuous Revision, with titles republished as new editions at
approximately three yearly intervals. Some volumes indicated in the
Catalogue of Admiralty Charts and Publications are on an extended
cycle of approximately 5 years.
o Supplements. Some older volumes have, I the past, been updated by
publication of a Supplement. Each Supplement was cumulayive so that
each successive supplement superseded the previous one. These
volumes have all now been taken into Continous Revision, and no
further Supplements will be published. Until these older volumes have
been published as New Editions, any volume demanded for which a
Supplement has been published, will automatically be supplied with
the most recent Supplement.
o Current Editions. To determine the current editions of Sailing
Directions, and their latest supplements, if appicable, and for
information regarding the publication dates of new editions. This
information can also be found in Catalogue of Admiralty Charts and
Publications, Cumulative List of Admiralty Notices to Mariners, and
quaterly at Section 1B of Weekly Editions of Admiralty Notices to
Mariners.
o Amendmet by Notices to Mariners. Section IV of Weekly Editions of
Admiralty Notices to Mariners contains amendments to Sailing
Directions that cannot wait until the next year new edition. These
amendments will normally be restricted to those deemed
navigationally be significant, and information required to be published
as a result of changes to national legislation affecting shipping, and to
port regulations. Information that is made clear by a chart updating
6
1.
Africa Pilot, Vol. I
2.
Africa Pilot, Vol. II
3.
Africa Pilot, Vol. III
4.
South East Alaska Pilot
5.
South America Pilot, Vol. I
6.
South America Pilot, Vol. II
7.
South America Pilot, Vol. III
7A.
South America Pilot, Vol. IV
8.
Pacific Coasts of Central America & United States Pilot
9.
Antarctic Pilot
10.
Arctic Pilot, Vol. I
11.
Arctic Pilot, Vol. II
12.
Arctic Pilot, Vol. III
13.
Australia Pilot, Vol. I
14.
Australia Pilot, Vol. II
15.
Australia Pilot, Vol. II
16.
Australia Pilot, Vol. IV
17.
Australia Pilot, Vol. V
18.
Baltic Pilot, Vol. I
19.
Baltic Pilot, Vol. II
20.
Baltic Pilot, Vol. III
21.
Bay of Bengal Pilot
22.
Bay of Biscay Pilot
23.
Bering Sea and Strait Pilot
24.
Black Sea Pilot
25.
British Columbia Pilot, Vol. I
26.
British Columbia Pilot, Vol. II
27.
Channel Pilot
28.
Dover Strait Pilot
29.
China Sea Pilot
30.
China Sea Pilot, Vol. I
31.
China Sea Pilot, Vol. II
32.
China Sea Pilot, Vol. III
33.
Philippine Islands Pilot
34.
Indonesia Pilot, Vol. II
35.
Indonesia Pilot, Vol. III
36.
Indonesia Pilot, Vol. I
37.
West Coast of England and Wales Pilot
38.
West Coast of India Pilot
39.
South Indian Ocean Pilot
40.
Irish Coast Pilot
41.
Japan Pilot, Vol. I
42A. Japan Pilot, Vol. II
42B. Japan Pilot, Vol. III
8
43. South and East Coasts of Korea, East Coasts of Siberia and Sea of
Okhotsk Pilot
44.
Malacca Strait and West Coast of Sumatera Pilot
45.
Mediterranean Pilot, Vol. I
46.
Mediterranean Pilot, Vol. II
47.
Mediterranean Pilot, Vol. III
48.
Mediterranean Pilot, Vol. IV
49.
Mediterranean Pilot, Vol. V
50.
Newfoundland Pilot
51.
New Zealand Pilot
52.
North Coast of Scotland Pilot
53.
54.
North Sea (West) Pilot
55.
North Sea (East) Pilot
56.
Norway Pilot, Vol. I
57A. Norway Pilot, Vol. IIA
57B. Norway Pilot, Vol. IIB
58A. Norway Pilot, Vol. IIIA
58B. Norway Pilot, Vol. IIIB
59.
Nova Scotia & Bay of Fundy Pilot
60.
Pacific Islands Pilot, Vol. I
61.
Pacific Islands Pilot, Vol. II
62.
Pacific Islands Pilot, Vol. III
63.
Persian Gulf Pilot
64.
Red Sea and Gulf of Aden Pilot
65.
Saint Lawrence Pilot
66.
West Coast of Scotland Pilot
67.
West Coasts of Spain and Portugal Pilot
68.
East Coasts of United States Pilot, Vol. I
69.
East Coasts of United States Pilot, Vol. II
69A. East Coasts of Central America & Gulf of Mexico Pilot
70.
West Indies Pilot, Vol. I
71.
West Indies Pilot, Vol. II
72.
Southern Barents Sea and Beloye More Pilot
-
1.4
Importance. Each volume is divided into three parts. Part I gives daily
prediction of the times and heights of high and low water for a selection of
Standard Ports.
In addition, Part Ia of Volume 1 contains hourly height predictions at selection
of Standard Ports, and in Volume 3 and 4, Part Ia contains daily predictions of
the times and rates of a number of tidal stream stations.
Part II contains the time and height differences which are to be applied to the
Standard Port predictions, in order to derive predictions at a much larger
number of Secondary Ports. Part III lists the principal harmonic constants for
all those ports where they are known, intended for use with the Simplified
Harmonic Method (SHM). In addition, in Volumes 2, 3 and4, Part IIIa
contains similar information for a number of tidal stream stations. Also
included are templates to assist in the prediction of tides by the time the height
differences method and Simplified Harmonic Method (SHM).
For regional volumes provide comprehensive details and world-wide coverage
of tidal data.
Standard Ports. The times of high and low water are tabulated for every day
of the year. The zone time used for the predicted times is usually the standard
time for the area and is given at the top of each page. Care should be taken to
ensure that this is the actual time zone in use on that date, the predicted time
being corrected if necessary. Special care is needed for those ports whose time
is changed during the year. The heights are shown in meters referred to the
chart datum of the port concerned.
11
1.5
Secondary Ports. The times of high and low water are obtained by applying
the time differences tabulated in Part II to the daily prediction for the most
suitable (not necessarily the closest) Standard Port. The Standard Port to be
used is that which appears in bold type at the head subsection in Part II. Other
Standard Ports may occur within the subsection in their correct geographical
sequence but full data for these are not shown. The times obtained by applying
these corrections are in the time zone shown next above the Secondary Port
irrespective of the time zone time used for the Standard Port predictions.
New Moon and Full Moon. The symbols for the New and Full Moon ( and
), First and Last Quarter
( and ) are shown in the Standard Port daily
prediction on the days on which they occur.
Effect of New Moon and Full Moon. When moon and sun are aligned, their
respective tide bulges add together to a spring tide every two weeks. When
sun and moon are at right angles, it causes the bulge of the sun to add to the
low tide, resulting in an overall higher low tide but lower high tide. This is
called the neap tide, every two weeks in between spring tides. The Sun also
exerts a continuous gravitational pull on the Earths oceans. When the Sun and
Moon are in line with the Earth they work together, creating a stronger pull
that produces our highest tides called spring tides. When the Sun and Moon
are not in line with the Earth they work in opposition and the pull is therefore
less. The resulting tides are lower and known as neap tides.
Spring tides occur at times of new moon and full moon. Range of tides is
greater than average. Neap tides occur at times of 1st and 3rd quarters. Range
of tides is less than average.
Tidal Calculation
1.6
14
AMVER/SP//
A/NYK DAEDALUS/3EMS//
B/010200Z//
E/155//
F/170//
G/BALBOA, PANAMA/010200Z//
I/PUSAN S. KOREA/3506NN/129O6E/172200Z//
L/RL/170/1800N/10400W/050445Z//
L/RL/170/2230N/11110W/CABO SAN LUCAS/060745Z//
L/GC/170/4147/14319E/ERIMO
MISAKI/120315Z//
L/COASTING/4138N/ 14005E/ TSUGARU KAIKYO/120945Z//
L/RL/170/3504N/12909E/PUSAM PLT STN/171930//
M/INMARSAT 435327410 NDAX//
V/NONE//
X/CONTAINER SHIP/NEXT REPORT 071700Z//
Z/EOR//
-
Position Report. This report should be sent within 24 hours of departing port
and a least once every 48 hours thereafter. The destination should be included
(at least in the first few reports) in case AMVER has not received the
Sailing Plan information Position Reports require A, B, C, E, F, and Z lines.
The I is strongly recommended. The M, X, and Y lines are optional. (The Y
line is required for US. vessels).
AMVER/PR//
A/NYK DAEDALUS/3EMS//
B/021900Z//
C/5414N/17006W//
E/263//
F/160//
I/PUSAN S. KOREA/ 3506N/12906E/172200Z//
M//INMARSAT 435327410 NDAX//
V/NONE//
X/CONTAINER SHIP/NEXR REPORT 041700Z//
Z/EOR//
Final arrival Reports require A, K, and Z lines. The X and Y lines are optional.
(Y line is required for U.S. vessels).
AMVER/FR//
A/NYK DAEDALUS/EMS//
K/PUSAN S. KOREA/3343N/12047W/032200Z//
Y/MAREP//
Z/EOR/
-
Navigational Warning.
16
17
1.7
18
The Ocean Passages of the World is located at the bridge. Publication number
NP 136.
It is used in planning deep sea voyages. It contains notes on the weather and
other factors affecting the passages, directions for a number of selected and
commonly used routes of distances and dangers affecting those routes.
For mariners planning an ocean passage, Ocean Passages for the World
(NP136) provides a selection of commonly used routes with their distances
between principal ports and important positions. It contains details of weather,
currents and ice hazards appropriate to the routes, and so links the volumes of
Sailing Directions. It also gives other useful information on Load Line Rules,
Weather Routeing, etc.
Ocean Passages of the World is written for use in planning deep-sea
voyages. It contains notes on the weather and other factors affecting passages,
directions for a number of selected commonly used routes and distances and
dangers affecting those routes.
Chapters 2-7 describe climatic conditions and give routes recommended for
full-powered vessels within the areas described.
Chapters 8-10 give the usual routes which were used by sailing vessels,
however these routes may have to be adjusted to reflect current regulations
and changed conditions. These chapters also give details of routes
recommended for low-powered or hampered vessels.
Load Line Zones:
North Atlantic Winter Seasonal Area (ships over 100m)
Winter: 16 Dec. to 15 Feb.
Summer: 16 Feb. to 15 Dec.
North Atlantic Winter Seasonal Area (ships less than 100m)
Winter: 01 Nov. to 31 Mar.
Summer: 01 Apr. to 31 Oct.
North Atlantic Winter Seasonal Zone II
Winter: 16 Oct. to 15 Apr.
Summer: 16 Apr. to 15 Oct.
Summer Zone (ships over 100m)
Winter Seasonal Area (ships 100m or less)
Winter: 01 Nov. to 31 Mar.
Summer: 01 Apr. to 31 Oct.
Winter: 16 Dec. to 15 Mar.
Summer: 16 Mar. to 15 Dec.
Winter: 01 Nov. to 31 Mar.
Summer: 01 Apr. to 31 Oct.
Winter: 01 Dec to 28/29 Feb.
Summer: 01 Mar. to 30 Nov.
North Atlantic Seasonal Tropical Zone
Winter: 01 Nov. to 15 July
Summer: 16 July to 31 Oct.
Arabian Sea Seasonal Tropical Area
Tropical: 01 Sep. to 31 May
19
Chart Work
-
obtain
the basic information necessary when deciding her route.
Sailing Direction (Coast Pilot)
20
Chart Catalogues.
Catalogue of Admiralty Charts and Publications gives the limits and
details, including the dates of publication and the dates of current editions,
of Admiralty Charts, plotting sheets and diagrams, and of Australian, New
Zealand and Japanese charts reprinted in Admiralty Series. It also lists the
prices of the products. Lists of countries with established Hydrographic
Offices publishing charts of their national waters, places where Admiralty
Notices to Mariners are available for consultation, and the addresses of
Admiralty Distributors are also contained in it.
- Chart 5011
Chart 5011.
A. Steep
Coast
B. Flood Tide
D. Clay Bottom
22
H. Production Platform
I. Precautionary Area
J. Conical Buoy
1.9
Chart Catalog
23
Chart Work
The scale of a chart is the ratio of a given distance on the chart to the
actual distance which it represents on the earth. It may be expressed in
various ways. The most common are:
1.
A simple ratio or fraction, known as the representative fraction. For
example, 1:80,000 or 1/80,000 means that one unit (such as a meter) on
the chart represents 80,000 of the same unit on the surface of the earth.
This scale is sometimes called the natural or fractional scale.
2.
A statement that a given distance on the earth equals a given
measure on the chart, or vice versa. For example, 30 miles to the inch
means that 1 inch on the chart represents 30 miles of the earths surface.
Similarly, 2 inches to a mile indicates that 2 inches on the chart
represent 1 mile on the earth. This is sometimes called the numerical scale.
3.
A line or bar called a graphic scale may be drawn at a convenient
place on the chart and subdivided into nautical miles, meters, etc.
24
All charts vary somewhat in scale from point to point, and in some
projections the scale is not the same in all directions about a single point.
A single subdivided line or bar for use over an entire chart is shown only
when the chart is of such scale and projection that the scale varies a
negligible amount over the chart, usually one of about 1:75,000 or larger.
Since 1 minute of latitude is very nearly equal to 1 nautical mile, the
latitude scale serves as an approximate graphic scale.
On most nautical charts the east and west borders are subdivided to
facilitate distance measurements. On a Mercator chart the scale varies with
the latitude. This is noticeable on a chart covering a relatively large
distance in a north-south direction. On such a chart the border scale near
the latitude in question should be used for measuring distances.
Of the various methods of indicating scale, the graphical method is
normally available in some form on the chart. In addition, the scale is
customarily stated on charts on which the scale does not change
appreciably over the chart. The ways of expressing the scale of a chart are
readily interchangeable. For instance, in a nautical mile there are about
72,913.39 inches. If the natural scale of a chart is 1:80,000, one inch of the
chart represents 80,000 inches of the earth, or a little more than a mile. To
find the exact amount, divide the scale by the number of inches in a mile,
or 80,000/72,913.39 = 1.097. Thus, a scale of 1:80,000 is the same as a
scale of 1.097 (or approximately 1.1) miles to an inch.
Stated another way, there are: 72,913.39/80,000 = 0.911 (approximately
0.9) inch to a mile. Similarly, if the scale is 60 nautical miles to an inch,
the representative fraction is 1:(60 x 72,913.39) = 1:4,374,803.
A chart covering a relatively large area is called a small-scale chart and
one covering a relatively small area is called a large-scale chart. Since the
terms are relative, there is no sharp division between the two. Thus, a chart
of scale 1:100,000 is large scale when compared with a chart of
1:1,000,000 but small scale when compared with one of 1:25,000.
As scale decreases, the amount of detail which can be shown decreases
also. Cartographers selectively decrease the detail in a process called
generalization when producing small scale charts using large scale charts
as sources. The amount of detail shown depends on several factors, among
them the coverage of the area at larger scales and the intended use of the
chart.
-
25
1.10
the dates of publication and the dates of current editions, of Admiralty Charts,
plotting sheets and diagrams, and of Australian, New Zealand and Japanese
charts reprinted in Admiralty Series.
To determine again whether your publications are corrected to the latest
NTMs you can easily verify it the on page where the Record of Updates or
Record of Amendments are. This page will give you the latest week of the
latest amendments so that you can rest assure thats it is in the up-to-date
version.
Bridge Equipments
-
27
28
1.11
Navigation
- Explain briefly using appropriate figure:
29
30
1.12
Practical Navigation.
-
1.13
Steering.
-
Off-Course Alarm.
Off-course purpose is a function to alarm it when the difference of the set
course of the automatic steering system from the true bearing of the
sensor which is not used for steering, exceeded the predefined off-course
alarm width. When this alarm is generated, immediately perform
infallible steering. When the set course changes more than two degrees,
this system considers it as a course change, and stops the Off-course
alarm for the previously set constant time. When the automatic steering
system communication abnormality is generated, the off-course alarm
processing stops. When the steering mode of the automatic steering system
is the other mode than AUTO (automatic steering) or NAV (remote
automatic steering), the off course alarm processing stops. Until a constant
time has been elapsed since the gyro-compass started, the off course alarm
processing stops.
This is use to warn the OOW when the ship deviate excessively from its
course.
The alarm should be in use at all times when the auto pilot is in operation.
The use of the off course alarm does not relieve the OOW from frequently
checking the course that is being steered.
Non - activation of the off course alarm will not always mean that the ship is
maintaining its planned track. The ship may be move from its track by winds
and current even though the heading remains unchanged.
OCA Start and Stop.
Start in the other steering mode of the automatic steering system then
AUTO. HDM/OCA does not start by turning ON the power switch
1 when either of No.1 gyro-compass, No.2 gyro-compass or EXT unit is
not turned ON. When this system is with the automatic switching
function, the selected steering system at starting time is the lastly stopped
system.
1. Power turning ON
a. Turn ON the power switch1 of the operating panel.
(Push the switch to turn on.) Normally leave it as it is
ON. In this state, it will start synchronized with the
starting of the gyro-compass or EXT unit.
2. Confirmation of No.1 gyro-compass true bearing.
a. Confirm that No.1 gyro-compass true bearing
indication coincides with No. 1 gyro-compass true
bearing indication of HDM/OCA.
33
Elevation is the vertical distance between the focal plane of the light and
the level of Mean High Water Springs or Mean Higher High Water, whichever
is given in Admiralty Tide Tables. However, charted elevations of fixed lights
are sometimes referred to Mean Sea Level, but the height datum is always
clearly annotated on all Admiralty Charts. Elevations of floating objects,
shown in italic text on the chart, and listed in this Volume, records the
distances between focal plane of the light and the waterline of the object. For
vertical lights, e.g. FR (vert), the elevation listed is for the uppermost light.
Range
o And RANGE Luminous range is the maximum distance at which a
light can be seen at a given time, as determined by the intensity of the
light and the meteorological visibility prevailing at the time; it takes no
account on elevation, height or eye of the observer or curvature of the
earth.
o Nominal range is the luminous range when meteorological visibility
is 10 M.
The ranges included in the List of Lights are those published by
the competent authority.
o Geographical range is the maximum distance at which light from a
light can theoretically reach an observer, as limited only by the
curvature of the earth and the refraction of the atmosphere, and by the
elevation of the light and the height of eye of the observer.
36
Period and Phase - lights exhibit a distinctive appearance by which they are
recognized, e.g. Fixed, Flashing, etc. Those properties of their appearance by
which they are distinguished are referred to as Character or Characteristics
of light. The principal characteristics are generally the sequence of intervals of
light and darkness exhibited and in some cases the sequence of colors of light
exhibited. Lights which are exhibited without interruption or change of
characteristics are called fixed lights. Normally, all lights other than fixed
lights exhibit a sequence of intervals of light and darkness, the whole
sequence being repeated identically at regular intervals. Such lights are called
rhythmic lights, and the time taken to exhibit one sequence is called the
period of the light. Each element of the sequence (e.g. a flash, an eclipse) is
called phase.
Sector light a light presenting different appearances, either of color or
character, over various parts of the horizon. Where no sector lights limit or
arcs of visibility are listed in column 8 of Admiralty List of Lights, then the
light is assumed to be visible all around.
Leading lights Two or more lights associated so as to form a leading line
followed. Lights described as Lts in line are particular cases, and are
intended to mark limits of areas, alignments of cables, alignments for
anchoring, etc.; they do not mark a direction to be followed.
Flashing and Group flashing a light in which the total duration of light in a
shorter than the total duration of darkness and appearance of light (flashes) are
usually of equal duration.
o Flashing a flashing light in which a flash is regularly repeated (at a
rate of less than 50 flashes per minute).
37
Quick lights a light in which flashes are repeated at a rate of not less than
50 flashes per minute but less than 80 flashes per minute.
o Quick a light in which a flash is regularly repeated.
o
Interrupted quick
a quick light in which the sequence of flashes is interrupted by regular
repeated eclipses of constant and long duration.
Very quick lights a light in which flashes are repeated at a rate of 80 flashes
per minute but less than 160 flashes per minute.
o Very quick a very quick light which a flash is regularly repeated.
38
Ultra quick lights a light in which flashes are repeated at a rate of not less
than 160 flashes per minute.
o Ultra quick an ultra-quick light in which a flash is regularly repeated.
1.15
Isophase - a light in which all the duration of light and darkness are clearly
equal.
Navigation Rules
-
Rule 5: Look-out
Every vessel shall at all times maintain a proper look-out by sights and
hearing and as well as by all available means appropriate in the prevailing
circumstances and conditions so as to make full appraisal of the situation and
of the risk of collision.
The OOW shall:
o a) Make every effort at all times for the safe operation of the ship and
for the marine environmental protection. Above all, have due regard
to the International Regulations for Preventing Collisions at Sea
(COLREGS) and the International Convention for the Prevention of
Pollution from Ships (MARPOL);
o b) Strictly comply with the procedures of the SMS manual, the
standing orders prepared by the master, and the contents of the order
book;
o c) While on watch, whether it is day or night, always keep a proper
and effective lookout, understanding that during the watch he is
responsible for the safety and security of the ship. He shall not leave
the bridge until he is relieved by the master or by another deck officer;
o d) Have responsibility until master takeover the Conn even master is
on the bridge.
o e) Check to see if the helmsman on watch is faithfully and properly
performing his duties, and give directions, if necessary, to him;
39
40
When other matters as per Master's Standing or Night order occur or if there
is an emergency.
OOW shall allow reasonable time for the Master to come on the bridge so as
to adjust himself to the night vision.
Master shall come on the bridge in sufficient time and confirm the situation
with OOW prior taking over of conn by him, so as to have a proper situational
awareness for safe navigation of vessel.
Safe Speed
The ship shall at all times proceed at a safe speed so that she can take
proper and effective action to avoid collision and other dangers and be
stopped within a distance appropriate to the existing circumstances.
In determining a safe speed, full consideration shall be given to Rule No. 6
of COLREGS.
Handing Over Duties
The OOW shall hand over his duties to the relieving officer of the next
watch by checking the following in addition to the matters stipulated in the
order book and other orders from the master. The relieving officer of the
next watch shall take over the watch after checking all the necessary
matters and advising the OOW that "I am relieving you of the watch":
o a) The relationship of the ship to other ships;
o b) The ship's position and the presence or nearness to shoals, danger
reefs, etc.;
o c) Nautical chart of navigating area (one with the course line laid
down);
o d) Settings of ECDIS (not limited to, but including information &
settings of safety depths/contours, display, radar overlay, grounding /
look ahead function etc.)
o e) Weather and sea conditions (particularly what affects the ship's
course or speed);
o f) Course (gyro/magnetic), speed, and amount of deviation from
course;
o g) State of navigation lights;
o h) State of operation of navigation instruments and signal lamps;
o i) If during the ballasting or deballasting operations, then the state of
those operations;
o j) State of work of the deck department (what work is being done, and
where);
o k) State of transfer of fuel oil; and
o l) Gyrocompass errors and deviation or variation of the magnetic
compass.
Items to Be Confirmed after Taking Over Watch keeping Duties
The OOW shall reconfirm the following items immediately after taking
over the watch keeping duties:
o a) The relative relation between the ship's position and the planned
track, or shoals, other dangerous obstructions, etc.;
42
1.16
Nautical Almanac
-
1.17
Navigation
44
1.17
RADAR
-
What precautions will you take before you switch on the RADAR?
46
o
o
o
o
1.18
Anti- Rain Clutter Controls the unwanted echoes in the screen and
these are in practice referred as rain clutter.
Variable Range Marker Range Rings take the form of pattern of equally space circles
concentric with the electronic origin of the picture.
Electronic Bearing Line this may also referred to as the electronic
bearing indicator (EBI) or electronic bearing marker (EBM). It takes
the form of a continuous or dashed line, which is generated
electronically because it emanates from the electronic origin it can be
used even if the origin is not centered.
North Display - One of the three basic orientations of display of
relative or true motion on a radarscope or electronic chart. In the
NORTH UP orientation, the presentation is in true (gyrocompass)
directions from own ship, north being maintained UP or at the top of
the radarscope.
Head Up Display - One of the three basic orientations of display of
relative or true motion on a radarscope. In the HEAD UP orientation,
the target pips are painted at their measured distances and in their
directions relative to own ships heading maintained UP in relation to
the display and so indicated by the HEADING FLASHER.
Admiralty Publication
-
From the appropriate admiralty publication, find out the VHF channel and
correct calling name for the following pilots:
Rotterdam
o The port and industrial area spans 40 km. running from the city center
to the North Sea. Most transshipment entails bulk goods such as oil,
chemicals, coal and ores. Vessel anchoring outside ports should report
vessel name flag and call sign on VHF Ch. 12.
o Buenos Aires
Vessel should report their time of passing and ETA and
destination when passing Canal Punta Indio, Canal Intermedio, and
Paso Banco Chico inward bound and outward bound on VHF Ch. 12.
Paired light buoys No.1, 23,30, Light buoy Km 57 advise ETA
at the Rada La Plata pilot boarding area or Lt buoy Km 37.
Canal de Acceso al Puerto De Buenos Aires, Canal Norte, Canal
Sur and Buenos Aires port inward bound and outward bound on VHF
Ch. 09.
Lt Bouy Km 37, 11
47
Aldis Lamp
-
48
1.19
Marine Sextant
49
50
52
1.24
o Given that the celestial bodies are so far away from the earth, we can
safely assume that the arc of this position circles passing the observer's
vicinity are in straight lines. These position lines are running
perpendicular to the Azimuth of the celestial body concerned.
o The result of a sight provides us with the following information:
The calculated altitude;
The observed true altitude; and
The azimuth of the celestial body.
The intercept as measured from the DR position is therefore
the difference between the true and calculated altitudes. It
should be plotted towards the body's azimuth if the true altitude
is greater than the calculated altitude.
The practice of reducing a sight to a line of position is
summarized as below:
If we take the celestial body as the center of a circle, the
position circle formed by using the zenith distance (90
degrees - altitude) of the calculated altitude as radius
will pass through the DR position and that for the
observed true altitude should pass through the
observer's position.
Marine Meteorology
-
Mariners Handbook
-
54
Beaufort
Number
General
Description
Sea Criterion
Wind
velocity in
knots
Calm
Less than 1
Light air
Light breeze
Gentle breeze
Moderate
breeze
Fresh breeze
Strong breeze
Near gale
Gale
Strong gale
10
Storm
11
Violent storm
12
Hurricane
but more 4 to 6
a glassy
longer;
fairly 11 to 16
and
55
Ship Construction
-
backbone of the ship. To the keel are fastened the frames, which run
athwartship. These are the ribs of the ship and gives shape and strength
to the hull. Deck beams and bulkheads support the decks and gives
added strength to resist the pressure of the water on the sides of the
hull.
-
Construction of a Hull
57
58
59
61
62
they support the mast from an aft (back) direction, they are called
backstays.
o Running Rigging includes the moving or movable parts that are used
to hoist or operate gear (such as cargo runners, topping lifts, and guy
tackles).
o Standing Rigging Gear
o Deck Fittings
o Bitts are heavy metal bed plates with two iron or steel posts. They are
used on ships for securing mooring or towing lines.
o Chocks are heavy fittings secured to the deck. Lines are passed
through them to bollards on the pier. The types of chocks used are
closed, open, roller, and double roller.
o Cleats are metal fittings having two projecting horns. They are used
for securing lines.
o Pad Eyes are fixtures welded to a deck or bulkhead. They have an eye
to which lines or tackle are fastened and are used for securing or
handling cargo.
o Deck Fittings
o
64
o
o
o Deck Machinery
o Cargo Winches are power-driven machines used to lift, lower, or move
cargo. Electric winches are standard equipment on most vessels. An
electric winch has a steel base on which the winch drum, motor, gears,
shafts, and brakes are mounted. The drum, which has cable wound on
it, is usually smooth with flanged ends. It revolves on a horizontal axis
and is driven through single or double reduction gears by an electric
motor (usually direct current). A solenoid brake and a mechanical
brake are fitted to the motor shaft. The winch is located on deck or on
a deckhouse. The winch controls consist of a master controller or
switchbox located on a pedestal at the end of the hatch square and a
group of relays, contactors switches, and resistors located near the
winch motor.
o Electric winch/Windlass
65
66
67
68
69
70
71
Under the tank top, except for notches cut for the bottom and tank
top longitudinal, the transverses are much like ordinary floor
plates. The deck longitudinal furnishes ample strength, even when
large hatch openings must be accommodated.
o Composite Framing - Its the combination of transverse framing
and longitudinal framing.
-
What are the GRT, NRT, and Official Number of your vessel?
o GRT 55534 t
o NRT 23203 t
o Official Number 33328-070-A
73
What is the purpose of the hatch sealing tapes and how will you use this
tape.
o Hatch sealing tapes are tapes used to seal the hatch where water
cannot penetrate inside the holds.
How will you prepare cargo holds/ tanks prior to loading on your vessel
o The bilge, including the bilge strainer, must be clean. It is good
practice to leave the bilge dry. This is an essential requirement for
reefers and ships with sensitive bulk cargo such as grain. The
sounding pipes must be clear and watertight caps should be
checked. The non-return valve must be working. Any high level of
alarm must working.
For tanker vessels it is safe to know first the kind of cargo that need
to be loaded inside the cargo tank to ensure that the tank will be
cleaned thoroughly. Different types of cargo loaded on the same
cargo tank will affect each others chemical composition that could
lead to metal corrosion or even an explosion so make sure that each
tanks are cleaned well and thoroughly to avoid these kind of issues
1.2
Ships Plan
-
How will you prepare cargo holds/ tanks prior to loading on your vessel?
o Since my current vessel is a container vessel no special
preparations done prior to loading inside the cargo holds. And since
my last vessel was a tanker vessel Ill explain what to do prior to
loading on tankers.
o Cleaning and Draining of Tanks
It is imperative to effectively drain all tanks, pump columns
and pipelines at the end of Tank cleaning.
All required precautions, including but not limited to
following, shall be taken to ensure that tanks are fully
drained and fit to receive the nominated grade of oil. The
74
1.3
Cargo Work
-
Example:
01 02 06
Bay Number
Tier Number
Row Number
78
o
o
o
o
-
Draw to scale the bilge and ballast piping systems of your vessel
o See next page . . .
81
1.4 Seamanship
-
capacity of a single
beyond the
capacity of a single whip up to the
boom or derrick.
Among the advantage of the steulchen jumbo booms are its greater
lifting capacity, less deck gear, and the increased in speed of the
cargo hook, The main advantage and chief characteristics is that the
boom head, when fully raised, can be flopped fore ( or aft )
between the support masthead, thereby allowing the boom to work
the adjacent hatch.
o Jumbo derricks - were derricks attached to a Mast and could lift as
the name suggests heavy loads; the forward Jumbo derrick was
generally for extra heavy loads while the aft derrick was for
slightly lesser loads. In preparing for operation the Jumbo derricks
required four winches 1 for topping the derrick, one for lifting the
load and two for swinging the derrick. As such prior using the
Jumbo derrick was rigged and the lashings were then removed. The
rigging entailed that four light derricks were inoperable since their
winches were requisitioned, so efficient planning on the part of the
chief officer was required.
o Stulken derricks - had a single boom but the rigging was such that
a single operator could control the movement of the derrick,
another advantage was that these derricks could service two
adjacent holds by being capable of being plumbed for either hold.
o
-
Practice the following knots and hitches and write the uses of these knots
in your workbook
o Figure of 8- One made in the end of a rope to prevent its unreeling
through a block. The insignia worn by all. Enlisted men of the navy
who have passed through rating of apprentice. A figure of 8 is
made racking fashion around the heads of sheer legs.
o Clove hitch- A most useful and efficient method of making a line
fast to spar or to other ropes. It is extensively used to bind a rope
around an object. It is particularly effective when both ends are
under stress. It should be finished with another half hitch when
only one end is under load.
o Bowline- One of the useful knots it is tied in such a way to make
an eye in the end of a rope. A bowline on a bight is a similar knot
made with a bight of a rope.
o Timber hitch- A turn around a spar, around the standing part and
then several around its own part. This will never loose when the
rope is under tension. When safety is the primary concern as it is
not infallible it should not be used. It is important to leave the rope
end sufficiently out of the hitch.
o Monkey fist- A complicated knot with weight enclosed used at the
end of a heaving line.
85
o Sheet bend- A handy knots for making two ropes end past, as it will
not slip. One end is passed through the bight of the other then
carried around tucked under its own part.
o Reef knot- A square knot.
o Sheep shank- A manipulation for shortening rope.
Knots, Bends, Hitch and Splices
86
o Definition of Terms
Knots is the interlacement of parts of one or more ropes,
cords, plastic materials, commonly used to bind objects
together.
Bends is a term used to bend two lines together such as reef
knot, sheet bend, etc.
Hitch is a term used to tie on an object.
Rope splicing is a method of fixing a loop eye or joining
two ends together.
Knots and Bends
Description
87
Description
88
Description
89
Description
The reef knot is probably one of the most
popular and best known knots. Its typical
use is tying the ends of a rope around an
object, eg. A parcel, bandage or the neck of
a sack.
Hitches
Description
90
Splices
Description
Splicing is a very strong method of fixing a
loop eye; as the rope is pulled tighter so the
spliced strands become more and more
squeezed and locked in place. Splicing also
removes the worry of a knot becoming
undone and a spliced eye is less bulky.
92
Wire Rope
o A wire rope is a piece of flexible, multi-wired, stranded machinery
made of many precision parts. Usually a wire rope consists of a
core member, around which a number of multi-wired strands are
laid or helically bent. There are two general types of cores for
wire rope; fiber cores and wire cores. The fiber core may be made
from natural or synthetic fibers. The wire core can be an
Independent Wire Core (IWRC), a Strand Core (SC).The purpose
of the core is to provide support and maintain the position of the
outer strands during operation.
o Wire ropes are referred to by two numbers, the first indicates the
number of strands, including a strand which may be used for the
central heart, and the second indicates the number of wires to the
strand.
93
o Types of Lay
Ordinary Lay. The wires are twisted in the opposite
direction to the strands. Right hand rope is normally used,
in which the wires are twisted left handed and the strands
are twisted right handed.
Langs Lay. The direction of twist of the wires is the same
as the direction of strand the strands. This lay provides a
94
perfect line with the rope, so that the latter may not chafe
on the sides of the grooves.
Wire rope clips
Wire rope clips (grips) provide a quick and effective
substitute for splicing and fastening wire ropes by unskilled
labour.
Thimbles
When the wire rope is terminated with a loop, there is a risk
that the wire rope can bend too tightly, especially when the
loop is connected to a device that spreads the load over a
relatively small area. A thimble can be installed inside the
loop to preserve the natural shape of the loop, and protect
the cable from pinching and abrasion on the inside of the
loop. The use of thimbles in loops is industry best practice.
The thimble prevents the load from coming into direct
contact with the wires.
Wire Splicing
The Docks Regulations of the Factories Act require that a
thimble or eye splice should have at least three tucks with
the whole strand of the rope and two with half the wires cut
out of each strand. The strands must be tucked against the
lay of the rope. The Liverpool Splice is relatively quick
and easy as after the first tuck each end is passed, with the
lay, around the same strand four or five times, but such a
splice should never be used if the end of the rope is free to
rotate. If the splice is made with the lay rotation will cause
the tucks to draw and the splice to pull out.
A long tapering steel marline-spike is required. After
placing it under a strand do not withdraw it until the tuck is
made and all the slack of the strand drawn through.
Wire splices should be parceled with oily canvass and
served with Hambros line.
Splicing Thimbles- Under and Over Style.
An ordinary type of wire rope, serve the rope with wire or
tarred yarn to suit the circumference of the thimble, bend
round thimble and tie securely in place with temporary
lashing till splice is finished. Open out the strands taking
care to keep the loose end of the rope of the left hand now
insert the marline-spike, lifting two strands, and tuck away
towards the right hand ( That is inserting the strand at the
point, and over the spike) strand No.1, pulling the strand
well home. Next insert marline-spike through next strand to
the left, only lifting one strand, the point of the spike
coming out at the same place as before. Tuck away strand
No.2 as before.
The next tuck is the locking tuck. Insert marline-spike in next
strand, and, missing No.3, tuck away strand No. 4 from the point of
the spike towards the right hand. Now, without taking out spike,
tuck away strand No.3 behind the spike towards the left hand. Now
96
insert spike in the strand, and tuck away strand No.5 behind and
over the spike. No. 6 likewise. Pull all the loose strands well down.
This completes the first series of tucks, and the splice will,
if made properly, be as Fig. 76 now, starting with strand
No.1 and taking next strand till all the strands have been
tucked three times. The strand should at this point be split,
half of the wires being tucked away as before, the other half
cut close to the splice. Fig.77 shows the finished splice
ready for serving over.
It will be noticed that this style of splice possesses a plaited
appearance, and the more strain applied to the rope the
tighter the splice will grip, and there is no fear of the splice
drawing owing to rotation of the rope.
1.13 Manuals
-
Which port regulations govern the safety requirement of cargo gear? What
is your general understanding of these regulations?
o Cargo Gear Inspections are required by ILO Convention No.
152Convention on Occupational Health and Safety in Dock Work.
o A member of the ships crew as the "responsible person" under the
convention appointed by the master, normally the chief officer on
board a general cargo ship is responsible for conducting certain
examinations, usually visual, of loose gear and other slings prior to
being used and a record of such examinations is kept in the Cargo
Gear Book.
o The "responsible person" or "authorized person" must be appointed
or authorized by the master or other employer to carry out the
duties and responsibilities of the regulations, again usually the
chief officer on board. A person not so authorized may not carry
out these duties.
o The Cargo Gear Book is normally maintained by this authorized
person such as a ships officer keeping a record of all tests and
inspections of cargo gear including electrical and mechanical tests
and maintenance on related machinery, guards and safety cut-outs
etc.
o The four or five year inspection conducted by the "competent
authority" is an organization delegated this authority such as the
National Cargo Bureau or any one of the internationally recognized
IACS Class societies who ensure all the required weight tests and
marking and certificates of the rigging, booms, wire, chains, ropes
98
Locate the IMDG code books and briefly describe each of the dangerous
classes and giving suitable examples
o Dangerous goods are materials or items with hazardous properties
which, if not properly controlled, present a potential hazard to
human health and safety, infrastructure and/ or their means of
transport. The transportation of dangerous goods is controlled and
governed by a variety of different regulatory regimes, operating at
both the national and international levels. Prominent regulatory
frameworks for the transportation of dangerous goods include the
United Nations Recommendations on the Transport of Dangerous
Goods, ICAOs Technical Instructions, IATAs Dangerous Goods
Regulations and the IMOs International Maritime Dangerous
Goods Code. Collectively, these regulatory regimes mandate the
means by which dangerous goods are to be handled, packaged,
labeled and transported Regulatory frameworks incorporate
comprehensive classification systems of hazards to provide
taxonomy of dangerous goods. Classification of dangerous goods is
broken down into nine classes according to the type of danger
materials or items present.
o Class 1 Explosives
It means a solid or liquid substance (or a mixture of
substance) which are in itself capable by chemical reaction
of producing gas at such a temperature and pressure and at
such a speed as to cause damage to the surrounding.
Pyrotechnic substance is included even when they do not
evolve gases.
Examples: Gunpowder, nitrate mixture, nitro
compound, chlorate mixture, fulminate,
ammunition, firework.
Pyrotechnic means a substance or a mixture of
substance designed to produce an effect by heat,
light, sound gas or smoke or a combination of these
99
103
109
114
alkalis
o It is recognized that not all substances falling within a segregation
group are listed in this Code by name. These substances are
shipped under N.O.S. entries. Although these N.O.S. entries are not
listed themselves in the above groups, the shipper shall decide
whether allocation under the segregation group is appropriate.
Mixtures, solutions or preparations containing substances falling
within a segregation group and shipped under an N.O.S. entry are
also considered to fall within that segregation group.
o The segregation groups in this Code do not cover substances which
fall outside the classification criteria of this Code. It is recognized
that some non-hazardous substances have similar chemical
properties as substances listed in the segregation groups. A shipper
or the person responsible for packing the goods into a cargo
transport unit who does have knowledge of the chemical properties
of such non-dangerous goods may decide to implement the
segregation requirements of a related segregation group on a
voluntary basis.
o In the case of segregation from combustible material, this shall be
understood not to include packaging materials or dunnage.
o Whenever dangerous goods are stowed together, whether or not in
a cargo transport unit, the segregation of such dangerous goods
from others shall always be in accordance with the most stringent
provisions for any of the dangerous goods concerned.
o Compatibility able to agree or exist successfully side by side.
Goods of class 1 are considered to be compatible if they can be
safely stowed or transported together without significant increasing
either the probability of an accident or, for a given quantity, the
magnitude of the effects of such an accident.
-
116
117
118
1.15 STCW
large quantities of dangerous cargo, the OOW may not have time to
read all these entries. He should ensure that they are clearly marked
with their appropriate class and IMO numbers described in the
IMDG Code.
-
How will you ensure that the correct cargo is being discharged or loaded
o Many vessels may have two loading programs on board such that
only one of them is only Class Approved (e.g. TSB Supercargo and
Powerstow, out of which TSB Supercargo may be Class approved
though Powerstow is the commonly utilized program).
o For such vessels with two loading programs, the stability results of
the class approved program should be compared with Powerstow
(or other commonly used onboard non-class approved program)
and Standard conditions from the Stability Booklet at intervals of 3
months as specified by SMS ZZ-S-P-07.42.00 'Trim and Stability
Longitudinal strength ' section 9 Loading Computer,
o The stability results of Powerstow (or other commonly used
onboard non-class approved program) should also be similarly
compared with Standard Conditions at similar intervals.
o Vessels may have some standard test condition numbers listed in
their respective Class Approved Certificates. Irrespective of the
number of loading programs, the loading program's stability results
should be compared with these conditions which are listed on the
vessel's Class Approval Certificates.
o It is important to note that Classification Societies require their
classified vessels to be fitted with a loading instrument (loading
computer) together with the Loading Manual onboard for satisfying
Regulation 10(1) of International Convention of Load Lines 1966.
This requirement is applicable to NK classed vessels which are
contracted to construction on or after 01-Jan-1994, and LR classed
vessels for which mid-ship drawing is certified on or after 26th
July 1984. The vessel at similar stages before these dates are not
required to have a class approved loading instrument.
o Monitor the stowage plan and keep watch on the cargo operation,
especially when there are dangerous cargoes to be loaded or
discharged. Proper segregation and placards must be checked.
o Before loading and discharging, the chief officer gives the deck
officer and the crew a pre-loading and pre-discharging plan, in
where you can find all information regarding the cargo as number,
kind, type and specification of container, POL or POD, all other
additional information (IMDG, Reefer, etc.)
o Chief Officer should check the following on receipt of the stowage
plan: Lashing strengths should be checked using the loading
computer.
122
How will you ensure that the correct amount or quantity is discharged or
loaded?
o In cargo plan all the information regarding stowage and
discharging location, weights, destination, etc. are indicated.
o Following checks should be done on deck during cargo operations
by the duty officer and crew members: Ensure that the cleats / jumping stoppers are closed once
hatch cover is closed.
During loading ensure that the correct type of twist-lock is
used depending on the containers stowage (on deck / hatch
top / intermediate).
Closely monitor the progress of lashing, which is done by
stevedores to ensure that the lashings are done in
accordance the vessel's lashing plan as per the Cargo
Securing Manual and Chief Officer's additional instruction,
if any, for additional lashings.
Confirm that the twist-locks are locked, locking nuts of
turnbuckles properly tightened and that the extensions
hooks do not exceed the allowable number as per lashing
plan.
For parallel bar, para-double bar lashings etc., it should be
ensured that the lashing bars crisscross each other, for the
same vertical stack. Special charterers' instruction should be
complied with for lashing in case for 7 high loading on
large container ships. Long External lashing should be
taken together with a parallel lashing in following cases: Loading 40' containers or 45' empty containers up to
7 tiers.
Loading 45' laden containers at 6th tier.
If the container lashing strength exceeds an
allowable range even when 40' containers are loaded
less than 7 tiers.
123
Lookout
o Proper Lookout
o A proper lookout shall be maintained, with careful regard to the
existing situation, risk of collision, stranding or any other danger to
navigation, by the following methods:
By visual checks using the naked eyes or binoculars;
By radar and ARPA (use radars in parallel so far as the
situation permits);
Using ECDIS, if equipped.
By Sound Reception System (if fitted), also refer section
3.3.3 for details)
By hearing (whistles, sirens, distress signals, VHF, etc.);
and
All other available means appropriate to the circumstances.
124
o
o
o
o
o
125
A risk assessment shall be carried out and reviewed prior B1 watch keeping, for each leg of sea passage, to confirm
without doubt that it is safe to do so.
The result of risk assessment review and measures shall be
disseminated to all concerned.
The result of risk assessment review shall be entered in the
"Record of Risk Assessment and Review" ' S-090000-02
FRM'.
o Factors to be Considered Prior B- 1 Watch-Keeping:
o In assessing the situation for B-1 Watch-Keeping and OOW as the
sole look out, full account of all relevant factors shall be
considered, including but not limited to following:
State of weather and sea conditions.
State of visibility.
Traffic density including fishing vessels.
Proximity of dangers to navigation, coastal passage, narrow
channels.
The attention necessary when navigating in or near traffic
separation schemes.
Operational condition of navigational equipment and other
Critical Machinery.
Experience of OOW and master's confidence in the
professional competence and experience of the OOW.
OOW shall have met the STCW and ILO rest hours criteria.
o Measures to be Followed During B-1 Watch-keeping
OOW is not assigned any other duties which may interfere
with the safe watch keeping.
In the judgment of the Master, the anticipated workload on
OOW is well within his capacity to maintain a proper lookout and he can remain in full control of the prevailing
circumstances.
Back-up assistance (AB) to the OOW has been clearly
designated.
The back up shall not be designated any job which restricts
his response time, ability to hear general alarm and call on
hand held radio. (e.g. jobs like entering in to enclosed
space, stand by person monitoring personnel in enclosed
space, job in noisy areas, chipping, etc).
The duties assigned to back-up shall be such that he is able
to respond to call and be summoned on bridge promptly to
be able to change over to hand steering in sufficient time.
Duty AB shall carry a hand held radio with him during his
watch.
Alternative means of communication shall be established,
in case of hand held radio failure.
126
While Anchored
o The duty officer shall carry out the detection of a running anchor in
accordance with Section 2.1 of the procedures of "Anchoring".
o Accommodation Ladder (and Gangway if used)
o The duty officer shall check, at appropriate times, and maintain the
following:
That the gangways are suitably lowered to permit safe
embarkation and disembarkation;
That adequate lights are provided at night;
128
The duty officer shall have the necessary flags (flag of port
of registry, flag of port state, other flags required by law,
etc.) hoisted from sunrise to sunset.
At night, he shall ensure that all the flags have been
lowered and put away, and that necessary lights on the
decks, in the
While the ship is anchored, he shall ensure that all lights
and shapes stipulated by the regulations for preventing
collision at sea are properly lit or hoisted.
129
130
1.4 Mooring
132
134
pier. If you shall work near a line under tension, do so quickly and
leave the danger zone as soon as possible. Plan your activity before
you approach the line. Never have more people than necessary near
the line. If the activity involves line handling, make certain that
there are enough personnel to perform it in an expedient and safe
manner. Instruct observers to stand well clear.
General Precautions
o REMEMBER, you stand a greater risk of injuring yourself or your
shipmate, during mooring and unmooring operations than at any
other time. Following shall be taken account to ensure safety
during such operation
Stand clear of all wires and ropes under heavy loads even
when not directly involved in their handling.
When paying out wires or ropes, watch that both your own
and shipmate's feet are not in the coil or loop, BEWARE
OF THE BIGHT!
Always endeavor to remain in control of the line.
Anticipate and prevent situations arising that may cause a
line to run unchecked. If the line does take charge, do not
attempt to stop it with your feet or hands as this can result
in serious injury.
Ensure that the "tail end" of the line is secured on board to
prevent complete loss.
Do not leave winches and windlasses running unattended.
Do not stand on machinery itself to get a better view.
Do not attempt to handle a wire or rope on a drum end,
unless a second person is available to remove or feed the
slack rope to you.
Do not work too close to the drum when handling wires and
ropes. The wire or rope could "jump" and trap your hand.
Stand back and grasp the line about one meter from the
drum or bitts.
Always wear safety helmets with chin straps properly
tightened during mooring operations.
Very short lengths of line shall be avoided when possible;
as such lines will take a greater proportion of the total load,
when movement of the ship occurs.
Two or more lines leading in the same direction shall, as far
as possible, be of the same length.
Two or more lines leading in the same direction shall
always be of the same material. Never mix wire and soft
moorings, if you can avoid it.
Always stand well clear of a wire under load.
Always wear gloves when handling ropes and wires.
135
o
o
138
(but not more) around the leading post of the bitts before
figure of eighting for large size bitts, or around both posts
before figure eighting for bitts with smaller circumference
posts. This method allows better control of the rope, is easy
to use and is safer. Do not apply too many turns; generally 4
turns should be taken with synthetic lines- if too many are
applied then the line cannot be released in a controlled
manner. Take at least 4-5 figure of eight turns of wires on
bitts.
When using winch stored ropes, do not run them through
leads which are not on a direct line from the drum, as they
are liable to chafe on the edge of the spool.
Do not allow oil leaks from hydraulic winches to go unnoticed, it could lead to slips on the pool.
o Whilst at Berth
The safety of the ship does not finish once the ship is finally
moored but continues all the time she is alongside.
Mooring lines shall be regularly tended whilst the ship is
moored at a jetty and when other vessels are passing close
to the jetty and/or mooring unmooring of other vessels
ahead or astern of own vessel
Check traffic movement with agent and pay special
attention during the passing of other vessels.
Frequently obtain weather information for local agent or
other means. Take additional ropes or wires, as necessary. If
considered unsafe, ask for tugs to be stand-by. If required
cast off and shift to sea, well in advance of onset of bad
weather.
It should be noted that the heaving power of the winch is
always less than the render force and it is thus impossible to
heave in after a winch has rendered unless there is a change
in the forces acting on the moorings. Use main engine, bow
thruster or tug assistance to keep the ship alongside, as
required.
Brakes should be tightened at frequent intervals even if
there is no sign of slipping, allowing for change of
freeboard due to cargo operations and/or tides.
Do not surge synthetic ropes on the drum end; in addition to
damaging the rope, as it melts it may stick to the drum or
bitt and jump, with a risk of injury to people nearby.
Always walk a winch back to ease the weight off the rope.
o Snap-back
Handling of mooring lines has a higher potential accident
risk than most other shipboard activities. The most serious
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no tension. If possible, do not stand or pass near the line while the
line is being tensioned or while the ship is being moved along the
pier. If you must work near a line under tension, do so quickly and
leave the danger zone as soon as possible.
o Plan your activity before you approach the line. Never have more
people than necessary near the line. If the activity involves line
handling, make certain that there are enough personnel to perform
it in an expedient and safe manner. Instruct observers to stand well
clear.
1.5 Anchoring
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Anchoring
o Anchoring Plan
The master shall prepare a plan for anchoring in accordance with the
following:
o Selection of Anchorage
Investigate the port conditions beforehand, and select the most suitable
anchorage.
o Determining of Anchoring Method
Normal anchoring is by a single anchor. The master shall determine
which anchoring is the best among a single anchoring, double
anchoring, two-anchor mooring or any other appropriate anchoring by
considering weather and sea conditions, when anchoring the ship and
also while the ship is at anchor, or the depth of, or room for the
anchoring area for use, etc.
o Deciding Which Anchor To Be Used
Decide which anchor (port or starboard) to use by considering the
anchoring method, direction of approach, tidal current set, frequency of
use of both anchors until now, or measures against expected rough
weather, etc. Also, when using the anchors on both sides of the ship,
decide on the sequence in which they will be cast.
Deciding on Extension of Anchor Chains
When deciding on the length of anchor chains to be extended, give
consideration to the duration of anchoring, room of the anchoring area
for use, weather conditions while the ship is at anchor and holding
power of the anchor
o Anchoring Plan
Prepare a plan for the gradual decreasing of the speed suitable for the
maneuverability of the ship.
o Critical Wind Velocity for dragging anchor (
To avoid any disasters resulting from dragging anchor, Master shall
calculate the critical wind velocity for dragging anchor. This should be
utilized in developing the anchoring plan and the anchor watch
instructions / checks. It should also be noted that this calculation
provides only a guidance to grasp the wind velocity for dragging
anchor and that the ship may even start to drag its anchor if the wind
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When other ships drop their anchor close to the own ship and the
master considers it dangerous as the anchoring position is too close to
the own ship, he shall immediately request the other ship to heave up
their anchor and change their anchoring position.
o Anchor Watch under Rough Weather Conditions
The master shall take the following necessary countermeasures when
rough weather is expected while anchored:
Check with the agent or the nearest maritime safety authorities whether
or not there have been any gale warnings, etc:
Keep a listening watch on VHF Ch16 and obtain information of other
ships, warnings, etc.;
Obtain weather information from weather maps, navigational
warnings, etc.;
Maintain a safe distance from other ships and, if possible, shift her
anchorage;
Grasp the critical wind velocity for dragging anchor
Lay out the anchor chain for an appropriate length considering the
draft and length of the ship, the depth of water, the nature of the sea
bottom, etc., or carry out double anchoring, stand by the other anchor,
and drop another anchor to check her swing;
Place engine on S/B if, judging from the weather and sea conditions, it
is necessary;
Make steering equipment ready for immediate use;
When the ship's draught is light, take on more ballast water to reduce
the wind age area, and also trim the ship by the head; and
Pay out extra anchor chain and use the engine at appropriate times to
prevent the anchor from dragging.
Weather conditions shall be periodically monitored. Anchors shall be
heaved well in advance of the onset of bad weather. Vessel may
proceed to a safe place where vessel can keep safe distance from other
vessels, while drifting.
If it is unavoidable and required to weigh anchor under unfavorable
weather conditions, due regard shall be given to the excessive load
coming on the windlass and chain. Burst of engine, bow thruster and
steering etc may be used to ease the load on the cable and an efficient
communication shall be maintained between forward station and
bridge to closely monitor the lead and load on the anchor cable.
o Weighing Anchor
o Preparatory Work and Operations To Weigh Anchor
Carry out preparatory work and operations to weigh anchor in
accordance with the following procedure:
The Chief Officer, after taking up his station at the forecastle, shall
check the number of crew members at fore station and report to the
bridge. He shall also direct the deck crew, in accordance with the
following procedure, to prepare to weigh anchor:
Start the windlasses and test operate them to check that there is nothing
wrong with them;
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For security and emergency purposes while anchoring, put the opposite
side anchor on S/B. (Check the space between the stopper and the
anchor chains on S/B. The putting on or taking off of the stopper shall
be done according to the directions of the master.);
After engaging the gears, release the brakes and remove the stopper;
and
Request the bridge for a supply of sea water to wash the anchor chain.
The chief officer shall direct the deck crew, in accordance with the following
procedure, to carry out the work of heaving in the anchor:
On the master's order to "Heave in anchor", start heaving in the anchor
chain;
Check the tension on the anchor chain and, if necessary, request the
bridge for the use of the engine; and
Report to the bridge the direction in which the anchor chain is
extended and the state of the heaving in process (at every shackle).
Officer stationed on the forecastle, after weighing anchor shall confirm
by visually sighting that the anchor is not damaged and is clear of all
obstructions.
Points To Be Observed When Weighing Anchor
The master shall observe the following when raising anchor:
When the wind or current is strong, the anchor will drag as the chain is
being hove up and the ship will start to go astern. In such a case, use
the engine at appropriate times to reduce the load on the windlass;
When the ship heads, while heaving anchor, in a direction excessively
different from the one she intends to proceed after the anchor is up,
carry out anchor weighing operation to help her turn to the favorable
direction by using the engine and rudder in combination in its process;
When weighing anchor in swells, the windlass motors are subjected to
excessive forces, so be careful about the damage they are liable to
incur; and
When rough weather is expected, do not lose the right opportunity to
weigh anchor.
Checking of Anchor cable, links and D-Shackle
The condition of all moving parts, confirming the proper condition of
cables and fittings, detection of twists in the cables, cracks in stud link
welds, spile and other 'locking' pins that hold Kenter-type joining
shackles together and the pin of the 'D' shackles shall be checked at
every opportunity and reported to Bridge. The diligence of the Chief
Officer in proper inspection and reporting may prevent the loss of the
anchor, or worse.
A spare Kenter-type shackle shall always be kept on board.
Inspecting Anchor
When the ship remains at anchor for a long period, if prevailing
circumstances permit, the master should temporarily heave up her
anchor and let go again at the interval mentioned below as a standard
in order to maintain good anchoring condition:
In a river or estuary where tidal current is significant:
Once every 3 days;
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Fire Hose Check that all fire hoses, as indicated in the ships
safety record, are in place in accordance with the ships fire plan. All fire
hoses are free of damage. Hydrant couplings are of matching types. All fire
hoses coupling joints are available and in good condition and spare hoses
are available.
Nozzles - Check that all nozzles, as indicated in the ships safety record,
are in place including gasket. Nozzles are free of damage. Couplings are of
matching types. Joints are in good condition and spare nozzles are
available.
Fire Hydrants - Check the condition of all hydrants, as indicated in the
ships safety record, and make sure that the hand wheels, spindles are free
of damage. All hydrants are properly painted. Hydrant caps are in place
and that pressure relief holes are clear. All hydrant joints are in good
condition. Check that nom leaks are apparent.
Flaps - Check proper operation of all ventilators. Check condition of
ventilators. Test means of control for stopping forced and induced draught
fans.
Dampers > Check proper operation of all ventilators. Check condition of
ventilators. Test means of control for stopping forced and induced draught
fans.
Fire Pumps - Rotate the pump shaft by hand. Check condition of the pump
casing, report leakage or damage immediately. Refill or renew pump
lubricant / oil if fitted. Check vacuum pump (if fitted) free to turn. Inspect
and refill vacuum pump priming tank (if fitted). Test run the pump, checks
mechanical seal or pump gland for leakage. Adjust packing gland
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its care and use. All PPE shall be maintained in good working
order. PPE that is found to be worn and/or defective shall be
reported to the appropriate supervisor and replaced prior to use.
Failure to wear PPE when required shall result in disciplinary
actions up to and including
termination. Department
Supervisors are responsible for ensuring that the equipment
provided is
readily available to employees, and that it is
being worn in accordance with this procedure. Defective or
ineffective protective equipment provides no defense. Therefore,
personal protective equipment or clothing shall always be checked
by the wearer each time before use. Employers shall comply with
the training they have received in the use of protective items, and
follow the manufacturers instruction for use. Training should
include awareness of any limitations.
1.8 Demonstrate Knowledge in filling of Air Bottles
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Boat station is on port side. I am assigned to assist the 3/O and bring
potable water and food. My muster station is in Bridge together with the
command team.
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Torch, life jacket and immersion suit must be carried by all persons.
Everyone must cooperate in trying to load as much food and potable water
as possible.
With no exclusive Chief or other Radio Officer available on board, the
duties of shipboard radio communication must be conducted by appointed
GMDSS officer and the important documents and EPIRB, specified as
article to be carried by the R/O, must be carried by 3/O.
Transceivers must be carried by all persons who are provided in the
Muster List.
No. 1 is identified as Rescue Boat.
One long blast, repeated on ships whistle, bells and sound system followed
by public address.
The subsequent orders are given verbally by Master, either via transceiver
or the shipboard public address system
Substitute: for Master = C/O; for C/E = 1/E
1.12
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Life Boats > the lifeboat is your LAST resort - your best lifeboat is the
ship itself. Many lives have been lost by premature and unnecessary
abandonment of ships.
o Lead a discussion of the limits of your lifeboats include the
following:
o Maximum ships speed for launching a lifeboat
o Maximum angle of list during launching.
o Maximum angle of trim to safely launch a lifeboat.
o The capacity of the lifeboats - explain that one lifeboat can hold
all the crew.
o Maximum speed of the lifeboat with all crew and all systems
operational, and for how long?
The crew must be organized to board the lifeboat in an
orderly fashion. They must sit and secure themselves in the
boat at the extremes to ensure all crew can board the boat.
Once everyone is inside, close the doors.
Inside the boat one of the officers will show the lifeboat
equipment and explain each item and how it is used.
Dont forget to take the GMDSS radios, SART and EPIRB.
Take time to explain the differences of each piece of
equipment and when it should be used, including Water where is it located and the procedures for rationing.
Pyrotechnics - types and when to use each type
Sea Anchor purpose and how to rig it.
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Life Rafts - Liferaft, if located at the aft/forward end of the ship and at a
distance of more than 100 meters from the closest survival craft, as
required by SOLAS regulation III/31.1.4, should be regarded as remotely
located survival craft with regard to SOLAS regulation III/7.2.1.2.
The area where these remotely located survival craft are stowed, should be
provided with:
o a minimum number of 2 lifejackets and 2 immersion suits;
o adequate means of illumination complying with SOLAS regulation
III/16.7, either fixed or portable, which should be capable of
illuminating the liferaft stowage position as well as the area of
water into which the liferaft should be launched. Portable lights,
when used, should have brackets to permit their positioning on
both sides of the ship; and
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1.15
155
Hot works
o Hot work is any work involving sources of ignition or
temperatures sufficiently high enough to cause the ignition of a
flammable gas mixture. This includes any work requiring the use
of welding, burning or soldering equipment, blow torches, some
power-driven tools, portable electrical equipment which is not
intrinsically safe including cameras or contained within an
approved explosion-proof housing, and internal combustion
engines.
o There have been a number of fires and explosions due to Hot Work
in, on, or near cargo tanks or other spaces that contain, or that have
previously contained, flammable substances or substances that emit
flammable vapour.
o Hot Work should only be considered if there are no
practical alternative means of repair.
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Gas detectors
o Equipment is provided for monitoring the oxygen content of spaces
and should be used in accordance with the manufacturers
instructions.
o At least two (2) explosimeter are available onboard for measuring
the concentration of hydrocarbons as a percentage of LEL, and this
shall be used in accordance with the manufacturers instructions.
o At least two (2) personal oxygen detector units, at least two (2)
personal hydrocarbon detector units and at least two (2) personal
H2S detector units are available onboard all ships.
o Ships are equipped either with Dragger or MSA pumps. For sake of
good order each pump shall be used with its manufacturers
recommended detection tubes.
o Tubes and pumps from different manufacturers are not
interchangeable and shall be used in accordance with the
manufacturers instructions.
o Vessels shall maintain an adequate stock of tubes
Explosimeter
o All Company vessels are fitted with portable gas detection
instruments for measuring oxygen, concentrations of hydrocarbon
gas in inerted and non-inerted atmospheres and other toxic gases.
These instruments are also provided with calibration kits and
instruction manuals. Each vessel shall create and maintain an
inventory of such instruments including at least one copy of the
manufacturers instruction manual for each piece of portable gas
testing equipment.
o The Chief Officer is responsible for the following:
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Oxygen analyzer
o This unit is frequently checked, tested and calibrated by Engine
Room staff, according to the manufacturers instructions. Details of
checks and maintenance/calibration works affected on this unit are
recorded in the QR-LOG-20 I.G S DAILY RECORD BOOK by the
Chief Engineer. The Company shall be informed if the defect is not
repairable onboard. Additionally this unit shall be also calibrated
(e.g. third party) at each dry docking.
IMDG
1.18
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163
o
Painting Works
o Paint is a liquid substance or mastic composition applied to an
object or surface that serves as a protective coating to prevent
corrosion or rust formation.
o Product Variants
Alkyd A modern synthetic resin widely used in the
manufacture of paints and varnishes. Alkyd paints must be
thinned and cleaned up with solvent or paint thinner. The
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166
167
o Mechanical Method
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o Thinning
When received, paints should be ready for application by
brush or roller. Thinner can be added for either method of
application, but the supervisor or inspector must give prior
approval. Thinning is often required for spray application.
Unnecessary or excessive thinning causes an inadequate
thickness of the applied coating and adversely affects
coating longevity and protective qualities. When necessary,
thinning is done by competent personnel using only the
thinning agents named by the specifications or label
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Ballasting
o In preparation for ballasting in port, the operation should be
discussed and agreed in writing between the Responsible Officer
and the Terminal Representative and this fact shall be recorded.
DCT and the port Slop Tank must be crude oil washed and all
pumps and lines to be used in the ballasting process must be
drained as thoroughly as possible.
o Prior to the commencement of the ballasting operation a risk
assessment covering the installation of the cargo system to ballast
system interconnecting spool piece and the ballasting operation is
to be completed.
o At this time a detailed pump start up sequence and valve line up is
to be developed. A tag out system shall be adopted to ensure
correct valve and line setting for the operation, and cargo tank
venting capacity should also be considered during the planning
stage.
o When starting to ballast, the cargo pump should be operated so that
no oil is allowed to escape overboard when the sea suction valve is
opened. Reference should be made to MOI 7.11.2 and the
ICS/OCIMF publication. Prevention of Oil Spillages through
Cargo Pump room Sea Valves.
o Once the ballasting operation has commenced all other cargo tanks
innage/ullage should be closely monitored in case of valve leakage.
I.G pressure, tank ullage and stresses should thereafter be verified
at regular intervals until the ballast operation is complete.
Deballasting
o Proper line-up of valves. On commencement of deballasting, a
visual watch shall be established to observe the ballast as it
discharges into the sea. The operation shall be stopped immediately
in the event of contamination being observed.
o Slops generated by tank washings, oil residues or sediments and
dirty ballast residues which cannot be discharged into the sea shall
be retained into the slop tank segregated or discharged to the shore
reception facilities.
Ballast Operations (Ballasting / De-ballasting / Internal Transfer)
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