Onboard Cadet
Training Program
 
M1. De!ribe t"e Sa#et$ Management S$tem o# t"e "i%& tr'!t're o#
DPA and ()eet Cir!')ar )etter.
The Safety Management System is divided into 2 parts: General procedures,
common for all the vessels, and Specific procedures, that are managed on board of
every vessel, due to vessel specificities.
 Also, the SMS is divided into Company olicy and !rgani"ation Manual #$hich
describes the General policies of CMA CGM, the %ocumentation Structure&, and
Marine Manuals, $hich comprise:
( *valuate cre$ and as) for training,
( Specify minimum items to insert in hand overs,
( Manage $or)ing and rest hours on board,
( +ist and control cre$ certificates and trainings
and ob descriptions.
( 1reathing apparatus compressors
( ospital management
( 3atch )eeping
( Cargo handling
( 8nternal audit
( 'MC+ management
( rocurement procedures
( Critical e/uipment
 
• Cre$ing Manual.
 A specific card aims to give a specific instruction on board, and due to vessel
specificities and e/uipment they can be different from one vessel to another.
*ach card must be validated by the SS* %epartment #SS* Supervisor and6or %A&
before implementation. Any instruction should be clear, simple and directive.
 A minimum list of specific procedures re/uired on board is given #specific inde& and
can be increased.
The %esignated erson Ashore is a person that has direct access to General
Management and $ho has the responsibility and authority for monitoring the safety
and pollution prevention and to ensure that ade/uate resources and the appropriate
shore(based support are provided. %A organi"ation is independent from all other
operational departments.
*ach ship has a %A and a CS! as per listed in a %A letter and a SS* Supervisor.
Ship masters have direct contact $ith the SS* Supervisor in charge of that ship for
the day to day $or).
Ship Masters have direct access to the %A $henever necessary.
SS* Supervisors reports to 'leet %A on a daily basis.
The %A reports to Group %A on a daily basis.
The %A has direct access to Top management $henever necessary.
Group %A reports to top management.
The 'leet Management Circular +etter is a formal method of providing
information, clarification, and announcing maor change re/uirements on specific
subects. Subects covered by 'MC+ are the follo$ing:
CMA Ships Company Administration #Policies, Shore organization, Responsibilities&
 
Cre$ Manning
!ther technical matters
The 'leet Management Circular +etters are approved by 'leet %irectors,
concerned %epartment %irectors. The 'leet Managers and6or the %eputy 'leet
Managers are responsible for the dispatch of these Circular letters in their o$n fleet
management. The fleet manager shall ac)no$ledge and confirm that 'MC+ has been
sent to their respective ships. 1efore diffusion, 'MC+ shall be sent to SS*
%epartment, to chec) compliance $ith SS*MS.
M*. De!ri%tion o# t"e Hea+$ ('e) Oi) S$tem #or main engine& a',i)iar$
engine and t"e boi)er. E,%)ain -"$ SECA one -ere !reated and -"at $o'
 
tan).
The '! is loaded onboard in the bun)er tan)s, segregated into high sulphur
 
using dedicated transfer pumps. Then, using supply pumps, the fuel is run through
the purifiers, $hich have the purpose of separating most of the impurities from the
fuel, and the delivered to the service tan)s. 'rom the service tan)s, circulation pumps
deliver fuel to the main engine, booster pumps to the auiliary engines, and supply
pumps to the boilers.
Sulphur *mission Control Areas #S*CA& or *mission Control Areas #*CA& are
sea areas in $hich stricter controls $ere established to minimi"e airborne emissions
#S!, 5!, !%S, ;!C& from ships as defined by Anne ;8 of the
<==> MA-!+ rotocol $hich came into effect in May 2??@. These regulations
stemmed from concerns about the contribution of the shipping industry to local and
global air pollution and environmental problems. 1y Buly 2?<? a revised more
stringent Anne ;8 $as enforced $ith significantly tightened emissions limits. The
sulphur limits for fuel in S*CA are:
( before < Buly 2?<?: <.@?
( after < Banuary 2?<@: ?.<?
M/. De!ri%tion o# an e)e!tri!a) -it!"board and t"e ro)e o# ea!"
!om%onent.
 
S$itchboards are important parts of the marine po$er distribution system. All
the machineries on ship that consume electrical po$er should be connected to a
main s$itch board. The system should be designed in such a $ay that under all
normal conditions of operation, po$er should be distributed from main s$itch board.
The main s$itch boards are located in the engine control room. They should be
installed in such an area that in time of emergency such as fire or flooding, they
should be easily accessible. Thus they should be installed in spaces a$ay from the
main machinery spaces.
The main bus bar can be found inside the main s$itch board. !nboard a
merchant ship, the supply is usually DD? volts, E? ert", but also higher voltages of
E.E); are possible. The rating of the main bus bar is decided by the type of ship, the
critical machinery on board re/uired for cargo operations, and the machinery
re/uired for normal sea service.
The main s$itchboard is the main po$er distribution center of the ship. Thus
 
auiliaries. A ship may contain t$o or more generators connected to the main bus bar 
via the circuit brea)er. ;arious protection for the generators li)e overload,
overcurrent, over6undervoltage, over6underfre/uency, reverse po$er, etc. are
connected to the circuit brea)er such that the faulty generator is electrically isolated
from the main bus bar. 'rom the main bus bar, the electrical po$er is supplied to
various ship board auiliaries li)e pumps, blo$ers, compressors, etc. The main
s$itch board has various measuring and monitoring devices li)e ammeters,
voltmeters, fre/uency meters, $att meters, synchroscope, and po$er factor meters.
The main s$itch board gets its supply from the main generators located in the
engine room. The distribution system can be divided into 'eeder side and the +oad
side. The feeders are the generators and the loads are various ship board auiliary
machineries. The +oad side is further divided into *ssential and 5on(*ssential
services. *ssential services are very critical auiliaries $hich are directly affecting the
safety of personnel, ship in terms of navigation and propulsion. They include supply
to navigational aids li)e radars, communication e/uipment, navigational lights, and
steering gear motors. These essential services may be supplied directly from the
main s$itch board or via sectional boards or distribution boards. 5on(essential
services are those that do not affect the safety of ship and personnel.
 M0. De!ri%tion o# t"e "i% !argo %)anning #rom %reto-age %)an ti))
i'an!e o# t"e #ina) )oading %)an at t"e end o# t"e %ort !a)) and t"e intera!tion
bet-een de!23engine and e)e!tri!a) o##i!er.
 
Cargo planning is a critical process before performing any operations $ith
cargo. lanning is needed to be done according to the cargo destination, si"e, and
$eight.
The mostly used soft$are for cargo planning onboard container ships is
MACS4, together $ith the 1*+C! container management module. This soft$are has
integrated capabilities of calculating shipFs deformation forces, shear forces, trim,
draft, dynamic stability, ballast optimi"ation, based on the position and $eight of the
containers.
rior to loading cargo, stac)ing $eights of containers must be chec)ed against the
allo$able stac) $eights on board the vessel both on dec) and under dec).
5eglecting above may cause serious damage to ships structure, hull and eventually
overall stabilty of ship may get affected.
 
Maimum allo$able stac) $eights of Tan) tops, atch covers and %ec)s shall
not be eceeded at any time, and if any stac)s are found to be eceeding the
allo$able stac) $eights, Terminal planner 6 Central planner is to be informed and
cargo sto$ plan appropriately modified.
+ashing strength calculation is also very important $hen sto$ing containers. 8f
calculation results are eceeding tolerance limits, failure of lashing gear or failure of
the container itself may occur. robability of this happening is highly enhanced in
inclement $eather and attendant heavy rolling, pitching or heaving. *ach lashing
gear component has a safe $or)ing load and is li)ely to fail if forces eceed this
value.
Sea freight containers are designed to $ithstand a defined minimum rac)ing
force, side $all rac)ing force, vertical compression, vertical tension, corner post and
shearing force at t$ist loc). 'orces eceeding these defined minimum values
#tolerance limits& $ill li)ely result in structural damage or collapse of the container. 8f
one container in a stac) collapses, it is li)ely that the entire stac) $ill collapse.
articular caution is to be eercised $hen sto$ing dangerous cargo on board
the vessel. Any dangerous cargo presented for loading must be accompanied by a
proper manifest and declaration as re/uired by international regulations . 'urther, this
%G cargo must be acceptable for carriage as per 8M%G code guidance.
 After confirming acceptability of the %G cargo, the plan must be chec)ed for
proper sto$age and segregation. Although terminal and central planners should
 
-eefer containers proposed for sto$age must be accompanied by a reefer
manifest. This reefer manifest should contain information regarding Container 5o.,
Sto$ position, Commodity, Temperature and ;entilation status. Sto$age location of reefers must be chec)ed against vesselFs reefer
receptacle locations. 8n case reefer containers must be loaded in irregular locations,
it must be confirmed that monitoring and repair $ill be possible during the voyage
and that vessel has sufficient etension cables for providing po$er.
8f any irregularities are found in the sto$age plan they must be corrected by
liaising $ith Terminal planner 6 Central planner or local agent.
 A good eample $ould be an isolated to$er of D or @ high remaining on dec)
after all adacent containers have been discharged. Such sto$age may need
correction by shifting some containers of the to$er do$n on dec) or else$here.
The interaction bet$een dec) and engine6electrical officers on large ships is
lo$, considering there are no cranes for loading cargo onboard. o$ever,
 
malfunctioning lighting inside the cargo holds, and reefer chec)ing and plugging
onboard, after loading.
De!ri%tion o# a ree#er !ontainer.
 A reefer container is a thermoisolated container that has a temperature and
atmosphere controlling installation. This installation usually has a range from (4? to
4? degrees Celsius.
The refrigeration unit, li)e any other refrigeration installation, has the follo$ing
main components: compressor, condenser, filter drier, heat echanger, epansion
valve, evaporator.
The refrigeration cycle starts in the compressor #reciprocating, or scroll&,
$here the gas is compressed, and the evacuated through the compressorFs
 
condenser, that can be air(cooled, or $ater(cooled, and into the receiver tan), that
collects the condensed gas. After that, the li/uid goes through the filter drier, that
removes moisture or impurities from the refrigerant, to maintain a high efficiency of
the system and avoid clogging of the small tubes #eg., inside the epansion valve&.
Then, the refrigerant passes through a heat(echanger, to prevent the very lo$
temperature gas from entering the compressor, for etra efficiency. The refrigerant
then passes through the thermal epansion valve, $hich causes a sudden drop of
pressure and temperature in the refrigerant, before inserting it in the evaporator,
$here t$o fans ensure the heat echange in the evaporator and the circulation of air
inside the container. 1efore returning to the compressor, on the suction side, the
refrigerant passes again through the heat echanger, and the suction modulation
valve, that can be open bet$een 4 and <??, depending on the cooling capacity
re/uired from the system.
8nside the evaporator area, there are also a number of electric heaters, that
are used for heating the air inside the container, but also for defrost operations, that
can be done manually or automatically, at preset time intervals.
 Also, to prevent overheating of the compressor, an additional /uench
epansion valve is fitted after the filter drier, inecting cooled refrigerant into the
compressor, $hen needed.
The electronic part of the reefer unit consists of sensors #temperature,
humidity&, a controller, a transformer, a circuit brea)er and contactors for the heaters,
compressor, and electric motors #condenser and evaporator&.
 
The responsibility for the care of reefers is regarded to be $hen the unit is
disconnected from shore po$er for immediate loading, and ceases $hen landed
ashore at destination and immediately connected to shore po$er. 8t is the shipFs
responsibility to ensure that during loading and discharging operations, as $ell as
$hen on board, reefers do not remain disconnected longer than needed.
 Agents or stevedores $ill have on arrival at loading ports a list of reefers intended to
be loaded. This list $ill sho$ carriage temperatures and commodities.
rior to accepting reefer containers for shipment, the person in charge should
ensure that they are:
b ( 5e$ temperature recording charts have been installed.
c ( Containers are not damaged.
8f not, vessel should not accept containers for loading and should advise ship
manager and port planner.
1efore sailing, shipFs personnel should chec) again that all active reefers
loaded are plugged into ships po$er and motors are running normally. Set point, tag
and -eefer list #Manifest& should sho$ identical figures.
%uring the voyage, the reefers should be chec)ed t$ice daily ($eather
permitting( and reefer log is to be completed. 8f units are suffering brea)do$ns and
repairs are not possible, details must be sent immediately to CMA CGM -eefer %pt.
$ith ship manager in copy in order to arrange a reefer engineer to visit at the net
 
 At discharge ports, temperature recording charts should be mar)ed to sho$ time of
discharge. A chec) is to be made that all reefers discharged are:
a ( 8n good running order and at re/uired temperatures.
b ( 5e$ temperature recording charts have been installed.
c ( Containers are not damaged.
The ship has to obtain a FcleanF receipt from the Terminal for the reefers
landed.
 All communications regarding CMA CGM -eefers and reefer spares are to be
directed to CMA CGM -eefer %pt. $ith SM and !M in copy.
E,%)ain -"$ -e no- 'e "ig" +o)tage 41555 6 or more7 on board
!ontainer +ee). E,%)ain t"e a#et$ %ro!ed're to a%%)$.
8n marine practice, voltages belo$ <,???;ac #<);& are considered lo$ voltage,
and high voltage is any voltage above <);. Typical marine high voltage system
voltages are 4.4);, E.E); and <<);.
 
The demand for electrical po$er has increased on many ships, especially
those $ith diesel(electric propulsion $here the supply current becomes too high. The
supply current becomes far too high and it is not efficient or practical to use the
common shipboard voltage supply of DD?;. igher voltage is needed to reduce the
current. Modern ships, particularly container, passenger and specialist offshore ships
are built no$ $ith high voltage generating plant.
'irst of all, for eample, $hen generating electrical po$er at E.E);, this $ill
produce a current of 22? amps as opposed to 4,4?? amps if the voltage is DD?;. The
short(circuit currents $ould also be much lo$er at only =,??? amps for the E.E);
instead of =?,??? amps for the DD?; supply. This potential fault current is
considerably lo$er for high voltage supplies and is easily handled by the e/uipment.
Second of all, po$er loss varies s/uare of the current carried by the conductor.
8f the supply voltage is DD?;, then the current carried by the conductor is <4 times
more than it $ould be for EE??;, for the same amount of po$er. So it is proven that
the po$er loss is reduced by a greater etent if the voltage is stepped up. Thus it is
al$ays efficient to transmit po$er at a higher voltage.
Third, an electric motor #let us assume a bo$ thruster&, may be of a smaller
si"e if it designed to operate on EE?? ;olts. 'or the same po$er, the motor $ould be
of a smaller si"e if it is designed for EE??;olts $hen compared to DD?;olts, because
reducing the current can also reduce the si"e of the conductors needed for a safe
operation.
The safety procedures, according to the *lectrical $or) permit, can be applied
as follo$s:
Sanction(for(test System
 
'ollo$ing $or) on a high voltage system, it is often necessary to perform various
tests. Testing should only be carried out after the circuit main earth #CM*& has been
removed.
+imitation of access form
3hen carrying out high voltage maintenance, it may be dangerous to allo$ anyone to
$or) adacent to high voltage e/uipment, as $or)ers may not be familiar $ith the
ris)s involved $hen $or)ing on or nearby high voltage e/uipment. The limitation of
access form states the type of $or) that is allo$ed near high voltage e/uipment and
safety precautions. The form is issued and signed by the Chief *ngineer or Chief
*lectrical officer, and countersigned by the person carrying out the $or).
*arthing do$n
*arthing do$n is a very important concept to understand $hen $or)ing $ith high
voltage systems. 8t is important to ensure that any stored electrical energy in
e/uipment insulation after isolation is safely discharged to earth.
Circuit earthing H an incoming or outgoing feeder cable is connected by a heavy
earth connection from earth to all three conductors after the circuit brea)er has been
rac)ed out. This is done at the circuit brea)er using a special )ey. This )ey is then
loc)ed in the )ey safe. The circuit brea)er cannot be rac)ed in until the circuit earth
has been removed.
1usbar earthing H $hen it is necessary to $or) on a section of the busbars, they
must be completely isolated from all possible electrical sources. This $ill include
generator incoming cables, section or bus(tie brea)ers, and transformers on that
busbar section. The busbars are connected together and earthed do$n using
 
De!ri%tion o# t"e %ro!ed're to #o))o- be#ore o%ening an$ -it!"board.
 A detailed description of the procedure to follo$ before opening a s$itchboard
cand be easily understood from the chec)list stated on the permit for electrical $or).
Some of the items from the chec)list are:
( 3or) performed by competent staff under person in charge of electric matters
( -is) assessment done and prevention measures applied
( Chec) relevant electrical dra$ings
( Chec) presence of the insulating mat in front of the s$itchboard
( Ieep a C!26po$der etinguisher in vicinity
( Start button or mean is protected against accidental operation6activation
( 8solated materials and tools used
( 3arning signs J%o not s$itch on, electrical $or) in progressK in position
( 3or)ing site properly illuminated
( !pen or disconnect the circuit brea)er 
3hen $or)ing in high voltage s$itchboards, the follo$ing actions should be
performed:
( Separate
( -elevant insulation gloves
 
De!ri%tion o# t"e #ire a)arm -it!"board )o!ated on t"e bridge.
The AutroSafe 1S(4<?642? is a complete fire alarm control panel $ith full
operation capabilities . The panel serves as a operating panel for one or several
defined operation "ones. All alarm handling and system features can be controlled
and monitored from the panel. The panel can accommodate up to a maimum of <2
modules. The system offers a +oop %river Module for detection loops and several
types of 86! modules for monitored outputs, open collector outputs, galvanic isolated
inputs and monitored inputs. There can be a maimum of E +oop %river Modules in
each panel.
The po$er supply is type 1S(<?4A $ith a metal front cover. Lsed for eternal
mounting as an addtional unit in the fire alarm system. The o$er Supply provides
2D; %C 64A to the 'ire Alarm Control anel. The unit is connected to the
mains outlet 24?; AC.
The o$er Module 1SS( 4<? converts unregulated battery voltage to 2D; %C
and @; %C regulated voltage to all 86! modules mounted in the 'ire Alarm Control
anel. Connecting several modules in parallel can increase the po$er.
The Communication Module 1S+(4<? serves as an interface for the common
internal communication line bet$een all the different I/O modules.
The module provides the follo$ing:
-S(242 interface $ith hand(sha)e, all lines galvanically isolated to allo$ floating
reference
Monitoring of earthing faults
 
The +oop %river Module functions as a modem for data echange bet$een the
control system and the detection loop. < detection loop for connection of <2> loop
units can be connected to each +oop %river Module. A loop unit is defined as
either a point #eg. a detector or a manual call(point&, 86!(unit or an electronic
sounder. The loop resistance on the detection loop is continuously monitored to 
register a possible brea) or short(circuit on the detection loop.
The !utput Module 1S1( 4<? provides D monitored output circuits for alarm
sounders, fire alarm devices, fire alarm routing e/uipment, fire protection devices and
other fault outputs. *ach alarm circuit has its o$n freely programmable address and
signal fre/uencies. The standard fre/uency is 2 ". *ach output is fused $ith a <A
self(resetting fuse. The outputs are continously monitored to detect a possible brea)
or short(circuit.
The Serial ort Communic tion 1oard *AL(42< is re/uired $hen third party
e/uipment is to be interfaced $ith AutroSafe via AutroSafeFs internal protocol
 AutroCom. Typical applications are interface to 1uilding Management svstems,
aging Systems #via the *SA 8nterface Module &, or interface to eternal +C
e/uipment #via the Modbus 8nterface Module&.
1S+(44E is an interface bet$een ;oyage %ata -ecorders #;%-& and
 AutroSafe. The 1S+(44E ;%- interface is a protocol converter that converts standard
 AutroSafe AutroC!M messages to 5M*A(?<N4(standards(compliant strings,
allo$ing events to be $ritten to the ;%-.