DECK SEA PROJECTFIRST PHASE

FUNCTION 1 – NAVIGATION

STAGE 1

1.1 Admiralty List of Notices to Mariners (Promulgation)

- How Notices to Mariners are promulgated:o Weekly Editions of Admiralty Notices to Mariners contain information

which enables the mariner to keep charts and books published by the UKHO up-to-date for the last reports received.

o The Notices are published in Weekly Editions, and are also issued by the UKHO on a daily basis to certain Admiralty Distributors.

o Weekly Editions can either be obtained from Admiralty Distributors, or by regularly dispatched surface or air mail.

- Internet Serviceso 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.

- Publication of daily Admiralty Notices to Marinerso From January 2014, Section II of Admiralty Notices to Mariners

(Updates to Standard Nautical Charts) will be published daily, excluding weekends and UK public holidays.

- Electronic Courier Services

o Further to the Admiralty Notices to Mariners (ANMO) service on the UKHO website, the UKHO has licensed several commercial companies to electronically distribute Admiralty Notices to Mariners via “L” Band broadcast, or email communication, direct to vessels at sea. These ‘electronic courier’ or value added service providers’ supply customized NM Text and Tracing update datasets related to a

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vessel’s portfolio or charts and publications. The NM datasets are derived directly from the Admiralty digital NM files.

- 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.

- Types of Notice to Mariners

o General Information. The majority of information designed for use in circumstances, correcting paper charts is promulgated by the UKHO in the form of permanent, chart- correcting notices. Under certain circumstances, however, alternative forms of Notice to Mariners are utilized.

o Preliminary Notice to Mariners ((P) NM). A (P) NM is used when early promulgation to the mariner is needed and: Action /work will shortly be taking place (e.g. harbor developments), or: Information has been received, but it is too complex or extensive to be promulgated by permanent chart updating NM. A précis of the overall changes together with navigationally significant detailed information is given in the (P) NM. Full details are included in the New Chart or New Edition, or: Further confirmation of details updating is needed. A permanent chart updating NM will be promulgated or Ne issued when the details have been confirmed or: for ongoing and changeable situation s such as bridge construction across major waterways. A permanent chart updating NM will be promulgated or Ne issued when the work is complete.

o Temporary Notice to Mariners ((T) NM). A (T) NM is used where the information will remain valid only for a limited period, but will not normally be initiated when the information will be valid for less than 3-6 months. In such circumstances, the information may be available as Navigational Warning or maybe promulgated by the means of a Local Notice to Mariners.

o CONTENTS Explanatory Notes. Publication List Admiralty Notices to Mariners. Update to Standard Nautical

Charts

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Reprints of Radio Navigational warnings. Amendments to Admiralty Sailing Directions Amendments to Admiralty List of Lights and Fog Signals Amendments to Admiralty List of Radio Signals

- Structure of the Weekly Edition of Notices to Mariners.o Section I- Explanatory Notes and Publications List.o Section I, published weekly contains:

Notes and advice of the use, update and amendment of charts and publication.

List of New Charts, New Edition and Navigational Publications published, and any charts withdrawn, during the week.

Publication of New Charts or New Editions, or withdrawals, scheduled to take place in the near future.

o Section IA. This section is published monthly and contains a list of (T) and (P) NMs cancelled during the previous voyage month and list of T&P Notices previously published and still in force.

o Section IB. This section is published quarterly at the end of March, June, September, and December each year. It lists current editions of:

Admiralty Sailing Directions and their Supplements. Admiralty List of Sailing and Fog Signals. Admiralty List of Radio Signals. Admiralty Tidal Publications. Admiralty Digital Publications.

o Section II – Updates to Standard Navigational Charts. Section II. Contains the permanent Admiralty chart updating

Notices, the first of which is always a Notice containing Miscellaneous Updates of Charts. Notices based on original information, as opposed to those that republish information from another country, have their consecutive numbers suffixed by an asterisk. Any Temporary and Preliminary Notices are included at the end of the Section. They have their consecutive numbers suffixed (T) and (P) respectively. These Notices are preceded by a Geographical Index, an Index of Notices and Chart Folios and an Index of Charts Affected. Blocks. Cautionary notes, depth tables and diagrams to accompany any of these Notices will be found at the end of the section.

o Section III – Reprints of Navigational Warnings. This section lists the serial numbers of all NAVAREA I

messages in force with reprints of those issued during the week.

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o Section IV- Amendments to Admiralty Sailing Directions. This section contains amendments to Admiralty Sailing

Directions published during the week. Note. The full text of all extant Section IV Notices is published annually in January in Annual Summary of Admiralty Notices to Mariners Part 2 – Amendments to Sailing Directions.

o Section V- Amendments to Admiralty Lists of Lights and Fog Signals.

This section contains amendments to Admiralty List of Lights and Fog Signals. These amendments may not be published in the same weekly Edition as those giving chart updating information in Section II.

o Section VI – Amendments to Admiralty Lists of Radio Signals. This section contains amendments to the Admiralty List of

Radio Signals. These amendments may not be in the same Weekly Edition as those giving chart updating information in Section II. Note. A Cumulative List of Amendments to t current editions of the Admiralty List of Radio Signals is published in Section IV quarterly in March, June, September and December.

o Section VII – Update to Admiralty Miscellaneous Publications. This section contains updates to Admiralty Miscellaneous

Nautical Publications published during the week. Note. The full text of all Section VII Notices is published annually in January in Annual Summary of Admiralty Notice to Mariners Part 2- Amendments to Sailing Directions and Miscellaneous Nautical Publications.

o Section VIII – Admiralty Digital Products and Services. This section contains information relating to Admiralty Digital

Products and Services, in particular: ENCs and ECDIS safety notices; Admiralty Vector Chart Services (AVCS); Admiralty Information Overlay (AIO); Admiralty Raster Chart Services (ARCS); Admiralty Total Tide (ATT); Admiralty Digital Lights List (ADLL) Admiralty Digital List of Radio Signals Volume 6

(ADRS6).

- The Admiralty List of Notices to Mariners, Weekly Editions, contains information which enables the mariners to keep his charts and books published by the UKHO (United Kingdom Hydrographic Office) up-to-date

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for the latest reports received. In addition to Admiralty Notices, they include all New Zealand chart updating Notices as at 1.13, and selected temporary and preliminary ones. Copies of all New Zealand Notices can also be obtained from the New Zealand chart agents.

o The notices are published in weekly editions, and are issued by the United Kingdom Hydrographic Office on a daily basis to certain Admiralty chart agents.

o Mariners are requested to inform the UKHO, Admiralty Way, Tuanton Somerset TA12 DN immediately of the discovery of new dangers, or changes or defects in aids to navigation and of shortcomings in Admiralty chart or publications.

1.2 Admiralty Sailing Directions

- 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 up-

to-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 the chart and the book. Distances at sea are given in sea miles and cables and on land in kilometers.

- Maintenance of Sailing Directions.

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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 Notice will not always be repeated in a Section IV Notice unless it requires elaboration in Sailing Directions.

- Purpose of Admiralty Sailing Directions

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o Sailing Directions are intended for use by vessels of 150 gt or more. They amplify charted detail and contain information needed for safe navigation which is not availabe from charts or oher hydrographic publications. They are written with the assumption that these are to hand are intended to be read in conjunction with the charts quoted in the text which includes both charted the and uncharted information.

o They are normally arranged as follows; Preface, Includes a list of publications and documents

consulted in the writing of the volume. Preliminary pages. Includes explanatory notes and

abbreviations and a glossary. Chapter 1. Contains general information on navigation,

countries, ports and natural conditions, pertaining to the whole book.

Chapter 2. Through-routeing information where appropriate. Chapter 3 and subsequent chapters. Geographical chapters

containing coastal passage information, directions for waterways, and essential information on ports and achorages.

Appendices. Transcipts or extras of regulation.o Index.

Each volume has a book index diagram facing Page 1 which indicates the geographical coverage of each chapter. This will assist to identify which chapter contains the information required.

Each chapter has an index diagram facing first page showing paragraph numbers against arrows or port names, which indicates the start of the appropriate text.

Chapters are divided into sections containing a number of sub-setions. Each sub-section is either a description of a waterway, offshore, coastal or inshore, with suitable cross-references to the texts in which continuation of routes, or alternative routes, can be found. Otherwise it describe a majot port. Smaller ports are described within the waterway sub-section.

General information relating to the whole book is contained in Chapter 1. General information at the start of the chapter is that relating to the chapter as a whole and includes material under the headings of topography, hazards, pilotage VTS and traffic regulations, marine reserves, natural conditions and other topics. General information at the start of a section or sub-section only relates to that particular section.

- Lists of Admiralty Sailing Directions

1. Africa Pilot, Vol. I2. Africa Pilot, Vol. II

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3. Africa Pilot, Vol. III4. South East Alaska Pilot5. South America Pilot, Vol. I6. South America Pilot, Vol. II7. South America Pilot, Vol. III7A. South America Pilot, Vol. IV8. Pacific Coasts of Central America & United States Pilot9. Antarctic Pilot10. Arctic Pilot, Vol. I11. Arctic Pilot, Vol. II12. Arctic Pilot, Vol. III13. Australia Pilot, Vol. I14. Australia Pilot, Vol. II15. Australia Pilot, Vol. II16. Australia Pilot, Vol. IV17. Australia Pilot, Vol. V18. Baltic Pilot, Vol. I19. Baltic Pilot, Vol. II20. Baltic Pilot, Vol. III21. Bay of Bengal Pilot22. Bay of Biscay Pilot23. Bering Sea and Strait Pilot24. Black Sea Pilot25. British Columbia Pilot, Vol. I26. British Columbia Pilot, Vol. II27. Channel Pilot28. Dover Strait Pilot29. China Sea Pilot30. China Sea Pilot, Vol. I31. China Sea Pilot, Vol. II32. China Sea Pilot, Vol. III33. Philippine Islands Pilot34. Indonesia Pilot, Vol. II35. Indonesia Pilot, Vol. III36. Indonesia Pilot, Vol. I37. West Coast of England and Wales Pilot38. West Coast of India Pilot39. South Indian Ocean Pilot40. Irish Coast Pilot41. Japan Pilot, Vol. I42A. Japan Pilot, Vol. II42B. Japan Pilot, Vol. III43. South and East Coasts of Korea, East Coasts of Siberia and Sea of Okhotsk Pilot44. Malacca Strait and West Coast of Sumatera Pilot45. Mediterranean Pilot, Vol. I

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46. Mediterranean Pilot, Vol. II47. Mediterranean Pilot, Vol. III48. Mediterranean Pilot, Vol. IV49. Mediterranean Pilot, Vol. V50. Newfoundland Pilot51. New Zealand Pilot52. North Coast of Scotland Pilot53. 54. North Sea (West) Pilot55. North Sea (East) Pilot56. Norway Pilot, Vol. I57A. Norway Pilot, Vol. IIA57B. Norway Pilot, Vol. IIB58A. Norway Pilot, Vol. IIIA58B. Norway Pilot, Vol. IIIB59. Nova Scotia & Bay of Fundy Pilot60. Pacific Islands Pilot, Vol. I61. Pacific Islands Pilot, Vol. II62. Pacific Islands Pilot, Vol. III63. Persian Gulf Pilot64. Red Sea and Gulf of Aden Pilot65. Saint Lawrence Pilot66. West Coast of Scotland Pilot67. West Coasts of Spain and Portugal Pilot68. East Coasts of United States Pilot, Vol. I69. East Coasts of United States Pilot, Vol. II69A. East Coasts of Central America & Gulf of Mexico Pilot70. West Indies Pilot, Vol. I71. West Indies Pilot, Vol. II72. Southern Barents Sea and Beloye More Pilot

- Procedures of finding information for the Next Port:o Check. Check that the most recent edition of the volume and its

Supplement where relevant, are held. Check also all the amendments of the related admiralty publications for Admiralty Sailing Directions.

o Know. Know which port you are headed to. Gather all information pertaining to navigation, regulations, countries ports and natural conditions of which port you are up to. This information can be derived at Chapter 1 of this publication.

o Find. Find your way to the port or gather though-routeing information where appropriate. Find the port required to “Port Guide Entry” and take the position

o Directions. Sort geographical and coastal passage information, directions for waterways, and essential information on ports and anchorages.

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o Safely. After rooting all needed ideas, plotting your way to your next port and sorting all certificates and documents you needed, navigate safely and cautiously towards your next port of call.

o Go to List of Radio Signal (Pilot Services, Vessel Traffic Services and Port Operation) Go to the Index and find information.

1.3 Admiralty List of Lights and Fog Signals.- Contents. Admiralty List of Lights and Fog Signals (ALL) usually termed

‘Admiralty List of Light’ published in 12 regional volumes (A-M), providing world-wide coverage. Between them, they contain the latest known details of lights, light structures, light vessels, light floats, LANDBYs and fog signals. Light buoys of a height 8 m or greater may also be listed and some with a height of less than 8 m are occasionally included in the list, as are light buoys considered to be primary navigational significance. Certain minor lights, in little frequented parts of the world covered only by small scale charts, are included in the list though they are not charted. A Geographical Range Table for determining Dipping Distances and a Luminous Range Diagram for obtaining the range at which light can be seen allowing for its power and the prevailing visibility, are contained in each volume.

- Positions. Positions given in Admiralty List of Lights use either WGS84 or undetermined datum. Positions are obtained from the best source available, usually Lists of Lights published by national authorities. Where datum shifts are known, they are applied to obtain the WGS84 position. Consequently, Admiralty List of Lights positions may not always exactly agree with those given in Admiralty Sailing Directions which are taken from the largest scale reference chart should be used for position of lights.

- Amendment. Changes of any SOLAS significance to light or fog signals in Admiralty Lists Lights are incorporated in the various volumes by Section V of the first Weekly Editions of Admiralty Notices to Mariners published after the information is received. SOLAS/navigationally significant updates to lights shown on charts will also be issue as Section II NMs and in digital chart update CDs. This information is usually issued in a later Weekly Edition than that of the corresponding Section V NM or ADLL.

- New Editions. A new edition of each volume is published annually. The new will include all of the minor light changes accumulated over the previous year, as well as all SOLAS light changes published by Section V Notice. The amendments which have accumulated after the volume has gone to print will be found in Section V of the Weekly Edition of Notices to Mariners which announces the publication of the volume.

- Major Light House.East Coast of Korea – Ulsan Hang to P’Ohang Hang

M4385 – Hwaam Ch’u Lighthouse – 35.2836° N /129.2444°E. – Flashing and Group Flashing Alternating

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20s (A1F1 20s) – 49 m - W26, R21 M – White Round Concrete Tower - WR250°-162°(272°).

1.4 Admiralty Tide Tables

- Admiralty Tide Tables are published in four volumes annually as follows:Volume 1: United Kingdom and Ireland (including European Channel Ports).Volume 2: Europe (excluding United Kingdom and Ireland), Mediterranean Sea and Atlantic Ocean.Volume 3: Indian Ocean and South China Sea (including Tidal Stream Tables).Volume 4: Pacific Ocean (including Tidal Stream Tables).

- 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.

- 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

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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 Earth’s 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

1.5 Admiralty Distance Tables

- Admiralty Distance Tables (NP 350) are published in three volumes:Volume 1: Atlantic Ocean, NW Europe, Mediterranean Sea, Caribbean Sea and Gulf of Mexico.Volume 2: Indian Ocean and part of the Southern Ocean from South Africa to New Zealand, Red Sea, Persian Gulf and Eastern Archipelago.Volume 3: Pacific Ocean and seas bordering it.

- The tables are the shortest navigable distances in International Nautical Miles (1852 m) between important positions and chief ports from those used in Ocean Passages of the World which, though longer take advantage of favorable climatic conditions and currents.

- Distance between Ports.● Yangshan (+8) to Balboa (-5) (via Osumi Kaikyo Pass) – Time difference = advance 11 hrs. – Total Distance 8666.4 miles (berth to berth) ● Balboa (-5) to Nakhodka (+11, Pilot Station / Anchorage) (via Unimak Pass & Tsugaru Kaikyo Pass) – Time difference = set back 8 hrs. – Total Distance 7966.1 miles (berth to berth).

1.6 Admiralty List of Radio Signals

- General Information. Admiralty List of Radio Signals (ALRS) is published in six volumes. A new edition of each volume is published annually, except for Volume 4 which is published at approximately 18 month intervals. Together

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they provide a comprehensive source of information of all aspects of maritime radio communications.

- Volume 1. Volume 1, Maritime Radio Stations, is published in two parts:Part 1 covers Europe, Africa and Asia (excluding the Far East).Part 2 covers Americas, Far East and Oceania. Each part contains particulars of:

Global Maritime Communications ServicesMaritime Radio StationsCoast Guard Radio StationsMedical Advice by RadioArrangements for Quarantine ReportsLocust Reports and Pollution ReportsMaritime Satellite ServicesPiracy and Armed Robbery ReportsRegulations for the use of Radio in Territorial WatersExtract from the International Radio Regulations

- Volume 2. Volume 2, Radio Aids to Navigation, Satellite Navigation Systems, Legal Time, Radio Time Signals and Electronic Position Fixing Systems, contains particulars of:

VHF Radio Direction-finding Stations (RG)Radar Beacons (Racons and Remarks)Automatic Identification System (AIS)Satellite Navigation Systems (including a listing of radio beacons world-wide that transmit DGPS corrections)Legal TimeRadio Time SignalsElectronic Position Fixing System: LORAN-CAssociated Diagrams are shown with the text

- Volume 3. Volume 3, Maritime Safety Information Services, is published in two parts:

Part 1 covers Europe, Africa and Asia (excluding the Far East).Part 2 covers Americas, Far East and Oceania. Each part contains particulars of:

Radio Facsimile BroadcastsRadio Weather ServicesRadio Navigational Warnings (including NAVTEX and WWNWS)GUNFACTS and SUBFACTS broadcastsGlobal Marine Meteorological ServicesCertain Meteorological Codes provided for the use of shippingAssociated diagrams and tables are shown with the text.

- Volume 4. Volume 4, Lists of Meteorological Observation Stations, contains a full listing of all meteorological observation station world-wide.

- Volume 5. Volume5, Global Maritime Distress and Safety System (GMDSS), contains particulars of the system with associated information and diagrams, and includes extracts from the relevant International Telecommunications

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Union Radio Regulations and services available to assist vessels using or participating in the GMDSS.

- Volume 6. Volume 6, Pilot Services, Vessel Traffic Services and Port Operations, is published in six parts:

Part 1 covers United Kingdom and Ireland (including European Channel Ports).Part 2 covers Europe (excluding UK, Ireland, Channel Ports and Mediterranean).Part 3 covers Mediterranean and Africa (including Persian Gulf).Part 4 covers the Indian sub-continent, SE Asia and Australasia.Part 5 covers North America, Canada and Greenland.Part 6 covers North East Asia.Part 7 covers Central and South America and the Caribbean.

- Each part contains particulars of the maritime radio procedures essential to assist vessels requiring pilots and/or entering port. Also included is information on ship reporting systems, vessel traffic services (VTS) and port operations. The text is supplemented with any associated diagrams and illustrations showing the key elements of the many individual procedures.

- Reporting System. Automated Mutual Vessel Rescue System (AMVER) is a ship reporting system for search and rescue. It is a global system that enables identification of other ships in the area of a ship in distress, which could then be sent to its assistance. AMVER information is used only for search and rescue and is made available to any rescue coordination center in the world responding to a search and rescue case. The Coast Guard actively seeks to increase participation in this voluntary reporting system. Each year, more vessels participate in the system and more lives are saved. Currently, ships from more than 143 nations participate. AMVER represents "free" safety insurance during a voyage by improving the chances for aid in an emergency. By regular reporting, someone knows where a ship is at all times on its voyage in the event of an emergency. AMVER can reduce the time lost for vessels responding to calls for assistance by "orchestrating" a rescue response, utilizing ships in the best capability to avoid unnecessary diversions in response to a MAYDAY or SOS call.

- Sailing Plan. This report contains the complete routing information and should be sent within a few hours before departure, upon departure, or within a few hours after departure. It must contain enough information to predict the vessel's actual position within 25 nautical miles at any time during the voyage, assuming the Sailing Plan is followed exactly. Sailing Plans require A, B, E, F, G, I, L, and Z lines. The M, V, X, and Y lines are optional. (The Y line is required for U.S. vessels).

AMVER/SP//A/NYK DAEDALUS/3EMS//B/010200Z//E/155//F/170//

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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//

- Deviation Report. This report should be sent as soon as any voyage information changes which could affect AMVER's ability to accurately predict the vessel's position. Changes in course or speed due to weather, ice, change in destination, diverting to evacuate a sick or injured crewmember, diverting to assist another vessel, or any other deviation from the original Sailing Plan should be reported as soon as possible.

- Final Arrival Report. This report should be sent upon arrival at the port of destination. This report properly terminates the voyage in AMVER's computer, ensures the vessel will not appear on an AMVER SURPIC until its next voyage, and allows the number of days on plot to be correctly updated. 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//

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K/PUSAN S. KOREA/3343N/12047W/032200Z//Y/MAREP//Z/EOR/

- Navigational Warning.

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1.7 Ocean Passages of the World

- 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 IIWinter: 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.

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Summer: 01 Mar. to 30 Nov.North Atlantic Seasonal Tropical Zone

Winter: 01 Nov. to 15 JulySummer: 16 July to 31 Oct.

Arabian Sea Seasonal Tropical AreaTropical: 01 Sep. to 31 MaySummer: 01 Jun. to 31 Aug.

Southern Winter Seasonal ZoneWinter: 16 Apr. to 15 Oct.Summer: 16 Oct. to 15 Apr.

South Indian Ocean Tropical AreaTropical: 01Apr. to 30 Nov.Summer: 01 Dec. to 31 Mar.Tropical: 01 May to 30 Nov.Summer: 01 Dec. to 30 Apr.

China Sea Seasonal Tropical AreaTropical: 21 Jan. to 30 Apr.Summer: 01 May. To 20 Jan.

Tropical ZoneTropical Zone (within the Great Barrier Reef)South Pacific Seasonal Tropical Zone

Winter: 01 Apr. to 30 Nov.Summer: 01 Dec. to 31 Mar.

South Pacific Seasonal Tropical ZoneTropical: 01 Apr. to 30 Nov.Summer: 01 Dec. to 31 Mar.

North Pacific Seasonal Tropical ZoneTropical: 01 Apr. to 31 Oct.Summer: 01 Nov. to 31 Mar.

North Pacific Seasonal ZoneWinter: 16 Oct. to15 Apr.Summer: 16 Apr. to 15 Oct.

1.8 Chart Work

- Nautical publication is a technical term used in maritime circles describing a set of publications, generally published by national governments, for use in safe navigation of ships, boats, and similar vessels. It includes mariner's handbook which provides information important for the safety of navigation that cannot be represented on charts, and other publications useful to mariners. Nautical publications are intended to be used in conjunction with charts.

- There are several ways on how to select or gather information on what publications or charts you could use upon planning your voyage. The process that I’ll explain to this project is the process I’ve learned in this vessel.

Ocean Passages of the World

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(BA, NP136) contains the necessary information in preparing thenavigation plan for the ocean passage and the Captain may

obtainthe basic information necessary when deciding her route.

Sailing Direction (Coast Pilot)Contains information of weather and sea conditions, the characteristics of the passage and guideline for port entry for all over the world.

Ships RoutingShip’s Routing is published by IMO and contains every information of main passage of the world, traffic separation scheme, deep water routes and area to be avoided.

Mariners HandbookThe Mariners Handbook is published by the B.A. which contains the basic knowledge necessary for navigators.

Distance TableDistance Table (NP350) and USA (NVPUB 151) are generally referred all over the world.

Admiralty List of Radio SignalsThe Admiralty List of Radio Signals consists of the following 7 volumes.

a) Vol.1: Maritime Radio Station NP 281 (Parts 1 & 2).b) Vol.2: Radio Navigation Aids, Satellite NavigationSystems, Legal Time, Radio Time Signals and Electronic Position Fixing Systems NP 282.c) Vol.3: Maritime Safety Information Services NP 283 (Parts 1 & 2).d) Vol.4: Meteorological Observation Stations NP 284.e) Vol.5: Global Maritime Distress and Safety System(GMDSS) NP 285.f) Vol.6: Pilot Services, Vessel Traffic Services and Port Operations NP 286 (Parts 1, 2, 3, 4 & 5).

Admiralty List of LightsAdmiralty List of Lights consists of 11 volumes (NP74-84) which cover all over the world. The light lists are published by British Admiralty- UK.

Weather Routing ChartsWeather Routing Charts provide expected substantial meteorological information such as waves, current, wind, Ice, recommended routes, and Load Line Zones etc. There is one chart for each month of the year for following oceans; Indian Ocean, North Pacific Ocean, South Pacific Ocean, North Atlantic Ocean and South Atlantic Ocean.

Notices to Mariners

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Notice to Mariners contains correction to the nautical charts and other publication and are weekly published by the relevant party such as B.A., NIMA and Maritime Safety Agency in JapanNow these publications will guide you in selecting the charts you’ll need in your voyage or making your passage plan. These are the processes I’ve observed in my vessel that officers commonly gone through while making a passage/voyage plan.

- 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

C. Depth Contour 10 meters

D. Clay Bottom

E. Rock which covers and uncovers

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F. Wreck, depth unknown, considered dangerous to navigation

G. Wreck, showing any part of the hull or superstructure at chart datum

H. Production Platform

I. Precautionary Area

J. Conical Buoy

K. West Cardinal Buoy

L. Isolated Danger Mark

M. Anchoring Prohibited

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1.9 Chart Catalog

Tokyo – Los AngelesGeneral Charts

BA4053 – North Pacific Ocean – North Western PartBA4050 – North Pacific Ocean – North Eastern Part Bering SeaBA4051 – North Pacific Ocean – South Eastern Part

Small-scale ChartsBA4510 – Eastern Portion of JapanBA4511 – Northern Portion of JapanBA4522 – Mys Lopkta to the Chinook TroughBA4521 – Hawaiian Islands to Minami-TorishimaBA4805 – Hawaiian Islands to the Aleutian TrenchBA4807 – San Francisco to HawaiiBA4801 – Mexican Border to Dixon EntranceBA4802 – United States and Mexico

Tokyo – Los AngelesJP1061 – Northern Part of Tokyo WanJP1062 – Middle Part of Tokyo WanJP66 – YokohamaJP1085 – NegishiJP1081 - Uraga SuidoJP90 – Tokyo WanJP91 – Uraga and KurihimaBA2530 – San Diego Bay to Cape MendocinoBA899 – Approaches to Point Arguelo

A. Approaches to Port HuenemeB. Port Hueneme

BA1082 – San Pedro BayBA1081 – Los Angeles and Long Beach Harbors

- 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.

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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 earth’s 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.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.

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- Scales. Chart Scale. The scale of a chart refers to a measurement of area, not distance. Chart covering a relatively large area is called a small-scale chart and a chart covering a relatively small area is called a large-scale chart. Scales may vary from 1: 1,200 for plans to 1: 14,000,000 for world charts. Normally, the major types of charts fall within the following scales:

Harbor and Approach - 1:1,0001:50,000 – Used in harbors, anchorage areas, and the smaller waterways. Charts used for approaching more confined waters are called approach charts.Coast - 1:50,0001:150,000 - Used for inshore navigation, for entering bays and harbors of considerable width, and for navigating large inland waterways.General and Sailing - 1:150,0001:6,000,000 - Used for coastal navigation outside outlying reefs and shoals when the vessel is generally within sight of land or aids to navigation and its course can be directed by piloting techniques.

- Chart - representation intended primary for navigation. A nautical or marine chart is one intended primarily for marine navigation. It generally shows depths of water by soundings and sometimes by depth curves, aids to navigation dangers and the outline of adjacent land and such features are useful to navigator.

- Plan chart – the smallest scale chart used for planning, fixing position at sea, and for plotting the dead reckoning while proceeding on a long voyage. Scale is smaller than 1:600,000.

- Coastal chart – chart intended for inshore coastwise navigation where the course may lie inside outlying reef and shoals, for entering or leaving bays and harbors of considerable width, and for navigating large inland water ways. Scale is from 1:50,000 to 1:150,000.

- Ocean chart / General chart – are intended for coastwise navigation outside of outlying reefs and shoals. The scales range from about 1:150,000 to 1:600,000.

- The size of the area portrayed by a chart varies extensively according to the scale of the chart. The larger the scale, the smaller they are presented. It follows then that large-scale charts show areas in greater detail. Many features that appear on a large-scale chart do not, in fact, show up at all on a small-scale chart of the same area. The scale to which a chart is drawn usually appears under its title in one of two ways: 1:25,000 or 1/25,000. These figures mean that an actual feature is 25,000 times larger than its representation on the chart. Expressed another way, an inch, foot, yard, or any unit on the chart means 25,000 inches, feet, or yards on Earth’s surface. The larger the figure indicating the proportion of the scale, the smaller the scale of the chart.

- The editions are written at the front page of every publications and the correction of charts is updated trough the CHARTCO.

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- To determine that the charts and publications are in their latest and up-to-date editions, they must check the Weekly Editions of Admiralty Notices to Mariners contain information which enables the mariner to keep charts and books published by the UKHO up-to-date for the last reports received. This publication will help you find out if your publication is in its latest edition.As to the charts, they can check the chart’s edition in the Catalogue of Admiralty Charts and Publications. It 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.

- To determine again whether your publications are corrected to the latest NTM’s 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 that’s it is in the up-to-date version.

1.10 Bridge Equipment’s

- Gyro Compass – Type: TG-8000/8500 (HDM/ OCA – 240), Serial No. : 82119, Maker: TOKIMEC, INC JAPAN.

1. Function of automatic speed error correction.2. Digital signal processing (conformed to International Standards

IEC61162)3. Long service life4. Conformance to IMO Standards ( Series TG-8000/ Series TG-8500 for

high speed ships)5. There three (3) gyro compass repeaters in this vessel, one is on the

center of the bridge and the other two are mounted on both wings of the bridge.

- Magnetic Compass – Saracom A1, Type: MC180, Serial No. : IEC61162-1(RS422), Maker: SARACOM CO., LTD.

- Gyro Compass - Gyrocompasses are used on ocean-going vessels. They are large, heavy and expensive equipment but invaluable on larger ships because of their greater accuracy and reliability. The advantages of a gyrocompass are that it is not magnetic and that it always reads True North. There is no need for correction of compass readings for variation or deviation. The gyrocompass is a sensitive, precision instrument. Its construction is of a freely suspended spinning gyroscope powered by an electric motor. A spinning gyroscope tends to maintain the direction of its axis and in a gyrocompass this constant direction of the axis is towards True North. Thus the compass points to true north and is not affected by magnetic fields, electrical equipment or other metal objects nearby. The Gyrocompass is essentially a true north-seeking gyroscope. A basic gyro consists of a comparatively massive wheel-like rotor balances in gimbals that permit rotation in any direction about 3 mutually perpendicular axes through the

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center of gravity of the rotor. The axes are the spin axis, the torque axis and the precession axis. Once the gyroscope rotor is made to rotate, its spin axis would remain forever oriented towards the same point in space unless it was acted upon by an outside force.

- Magnetic Compass - Compasses are devices used for determining horizontal direction for safe and accurate navigation over land, in the air and on water. There are several types of compass, each for its own purpose. Most vessels are fitted with a magnetic compass. Most oceangoing vessels, including all navy warships, have at least one gyro compass installed and use the magnetic compass as a backup in case of gyro failure, and as a primary means of checking gyrocompass accuracy while underway. Variation is the angle between a magnetic line of force and a geographic (true) meridian at any location on the earth. This is the error caused by the earth's magnetic field because the earth’s magnetic and geographic poles do not coincide. For a magnetic compass, the needle will point towards magnetic north rather than true north. Variation in most cases will changes as an observer moves along the globe. Depending on where you are on the earth's surface, this difference may be as much as 360degrees.Variation may be to east or west of true north, again depending on where you are on earth's surface. Variation is expressed in degrees east or west on which side of the geographic meridian the magnetic meridian lies.

- Pelorus/Azimuth Circle – Pelorus or commonly known as the Azimuth Circle is an instrument mounted on a Gyrocompass repeater to get the desired bearing of a celestial body or terrestrial objects. I’ll describe how to use and what should be done with this instrument.

1. Mount the azimuth circle on top of the repeater.2. When taking the bearing of a celestial body, for example the sun, the

sun’s ray should met the azimuth’s small mirror, this mirror will reflect the sun’s ray into the smaller mirror(with a thin line opening), this mirror will then reflect the sun’s ray downwards, that means pointing to its gyro bearing. But just to make sure if it’s correct, you should make sure that it is balance (the small bubble is in the center).

3. Taking terrestrial objects’ bearing are way too simple than taking the celestial ones’. All you have to do is just sight the object with the azimuth’s shadow pin then, you will see a mirror reflecting the gyrocompass bearing just below the shadow pin.

4. Pelorus or Azimuth Circle isn’t that hard to use.- Make sure the Pelorus fits to the gyro repeater before getting the gyro bearing

of an object. Focus the mirror to the sun so that you can get the Gyro bearing see to it the bubbles in the Pelorus appears in the center before getting the bearing, prepare also the timer to get the exact time deducted to the present GMT.

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1.11 Navigation- Explain briefly using appropriate figure:

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o Rational horizon - is that circle of the celestial sphere formed by the and perpendicular to the zenith-nadir line. It is also called as celestial horizon.

o Zenith Distance - is an angular distance from the zenith, or an arc of vertical circle between the zenith and a point in the celestial sphere.

o Altitude - angular distance above the horizon and is measured along a vertical circle from 0 at the horizon through 90 degrees at the zenith.

o Azimuth - is an arc of horizon measured from north clockwise through 360 degrees.

o Amplitude - is the angular distance of a celestial body North or South of the Prime Vertical circle.

o Celestial equator (or Equinoctial) - Form by projecting the plane of the earth’s equator to the celestial sphere.

o Declination - is the angular distance N or S of the celestial equator and is measured along the hour circle from 0 at the celestial equator through 90 degrees at the celestial poles.

o Celestial poles – are the extension of the earth’s poles.

1.12 Practical Navigation.

- Explain the term comparing compasses.At sea, the mariner is constantly concerned about the accuracy of the

gyro compass. There are several ways to check the accuracy of the gyro. He can, for example, compare it with an accurate electronic navigator such as an inertial navigation system. Lacking a sophisticated electronic navigation suite, he can use the celestial techniques of comparing the measured and calculated azimuths and amplitudes of celestial bodies. The difference between the calculated value and the value determined by gyro measurement is gyro error. This chapter discusses these procedures. Theoretically, these procedures work with any celestial body. However, the sun and Polaris are used most often when measuring azimuths, and the sun when measuring amplitudes.

- Variation is the angle between the magnetic meridian and the true meridian at a given location. If the northerly part of the magnetic meridian lies to the right of the true meridian, the variation is easterly, and if this part is to the left of the true meridian, the variation is westerly. The local variation and its small annual change are noted on the compass rose of all navigational charts. Thus the true and magnetic headings of a ship differ by the local variation. Chart 42 shows approximate variation values for the world. As previously explained, a ship’s magnetic influence will generally cause the compass needle to deflect from the magnetic meridian. This angle of deflection is called deviation. If the north end of the needle points east of the magnetic meridian, the deviation is easterly; if it points west of the magnetic meridian, the deviation is westerly.

- Heading Relationships A summary of heading relationships follows:

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o Deviation is the difference between the compass heading and the magnetic heading.

o Variation is the difference between the magnetic heading and the true heading. The algebraic sum of deviation and variation is the compass error.

o The following simple rules will assist in naming errors and in converting from one heading to another:

Compass least, deviation east, compass best, deviation west. When correcting, add easterly errors, subtract westerly errors.

When uncorrecting, subtract easterly errors, add westerly errors.

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

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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”.

3. Confirmation of No.1 gyro-compass true bearing.a. Confirm that No.2 gyro-compass true bearing

indication coincides with No. 2 gyro-compass true bearing indication of “HDM/OCA”.

4. Confirmation of the external heading sensor true bearing.a. Confirm that the external heading sensor true bearing

indication of “EXT” unit. Confirm that the external heading sensor true bearing indication of “EXT” unit coincides with the external heading sensor true bearing indication of “HDM/OCA”.

- Setting of OCA parameters.The off-course alarm is generated when the difference value of the “set course” of the automatic steering system from true bearing of the sensor which is not used for steering exceeded the preset off course difference alarm width in this term.

1. Setting of the off-course alarm widtha. Select the off course alarm width indication (“OCA

SET :”) for the first line of the indicator.i. HDM SET : 05.0 ° -PARAMETER SET-

b. Push ACK/ENT switch 3. The indication changes to the setting to the off course alarm width as shown below.

i. SET=ENT ESC=DISP OCA THRESHOLDc. Push ACK/ENT switch 3 again. The indication

changes as shown below.i. SET=ENT ESC=DISP OCA SET : 10.0 °

1. Note: Push DISP switch if the value is not changed. It returns to normal indication.

d. Select new value by pushing ↑ or ↓ switches 4.i. The setting range is trough 5 to 15 degrees.

e. Push ACK/ENT switch 3 to determine it.i. Note: Push DISP switch if the value is not

changed. It returns to normal indication.2. Setting of the sensor combination for the off course alarm

detection.

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a. Select the off course alarm width (“OCA SET :”) for the first line of the indicator.

i. OCA SET : 05.0 ° -PARAMETER SET-b. Push ACK/ENT switch 3. The indication changes to

the setting to the off course alarm width as shown below.

i. SET=ENT ESC=DISP OCA THRESHOLDc. Push ACK/ENT switch 3 again. The indication

changes as shown below.i. SET=ENT ESC=DISP OCA SET : 10.0 °

1. Note: Push DISP switch if the value is not changed. It returns to normal indication.

d. Push ACK/ENT switch 3.i. The indication changes as shown below. (The

following example shows that the difference between No.2 gyro-compass true bearing and “set course” of the automatic steering system is detected and the off course alarm is generated.)

1. SET=ENT ESC=DISP OCA SENS : NO2GYRO

2. The combination for the off course alarm detection is the following 3 kinds.

3. NO1GYRO: No.1 gyro-compass true bearing and “set course” of the automatic steering system are compared.

4. NO2GYRO: No.2 gyro-compass true bearing and “set course” of the automatic steering system are compared.

5. EXT: External heading sensor true bearing and “set course” of the automatic steering are compared.

o STARTING1. When necessary, attach a new roll of recording paper.2. Lower the pen with pen raise-knob.3. Be sure to match the time of the recording paper to the ship’s time.

a. To match the two times, turn the power switch to OFF. Until the time on the recording paper comes to the right point, slowly turn the chart adjusting gear toward the operator, taking care not to let the recording paper slacken. Then, turn on the power switch.

4. To tune the course pen and master compass, after turning off the repeater switch, slowly turn the indication tuning gear to bring the zone pen in the same quadrant as the ship’s course and, the same time, match the course pen to the proper course on the recording

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paper. Id the recorder is not tuned with the master compass, the course is recorded with a definite error.

a. Caution: The course pen and zone pen must not be tuned by any method other than the described above. For instance, if the zone is move forcibly in an effort to adjust, shafts, gears, etc., will be damaged.

5. Turn on the rudder angle signal switch (rudder switch)a. In this way, the rudder angle recording pen is tuned to the

actual rudder angle. If the indication from this recording pen deviates by more than 40 from the actual rudder angle before the rudder angle before the rudder angle signal switch is turned on, the recording pen cannot be tuned to the actual rudder angle, but it moves beyond hard over (45°), actuating micro switch. Thus, the pen comes to standstill. At this time, turn off the rudder angle signal switch, and then, gradually turn the rudder angle-synchronized gear so that the recording pen may be turned to approximately + 10° of rudder angle. Thereafter, turn on the rudder angle signal switch.

i. Caution: Be sure to turn the rudder angle tuning gear slowly. When turning this gear in the direction opposite to the turning direction, the rudder angle shift plate comes into contact with the stopper, and if the gear is turned further, without noticing that the said plate has contacted the stopper, the wire sometimes comes off the pulley. So be careful when tuning the recording pen.

6. With the above operations, the course recorder attains the recording condition. However, confirm that the recording paper is properly set on the pins of the paper feed drums and that the recording paper switch has been fed is properly folded.

1.14 Admiralty List of Lights

- 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.

- Rangeo 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

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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.

- 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).

o Long flashing – a single flashing light in which an appearance of light of not less than 2s duration (long flash) is regularly repeated.

o Group flashing – a flashing light in which a group of flashes, specified in number, is regularly repeated.

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o Composite group flashing – a light similar to a group flashing light except that successive groups in a period have different number of flashes.

- Occulting and Group Occulting – a light in which a total duration of light in a period is longer than the total duration of darkness and the intervals of darkness (eclipse) are usually of equal duration.

o Occulting – an occulting light in which an eclipse is regularly repeated.

o Group Occulting – an occulting light in which a group of eclipses, specified in number, is regularly repeated. The total duration of light in which each in which each period may be equal to the total duration of darkness.

o Composite group flashing – a light similar to a group occulting light except that successive groups in a period have different have different numbers of eclipses. The total duration of light in each period may be equal to the total duration of darkness.

- 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 Group quick – a light in which a specified group is regularly repeated.

oInterrupted 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.

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o Group very quick – a very quick light in which a specified group of flashes is regularly repeated.

oInterrupted very quick – a very quick light in which the sequence of

flashes is interrupted by regularly repeated eclipses of constant an long duration.

- 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.

o Interrupted ultra-quick – an ultra-quick light in which the sequence of flashes is interrupted by eclipses of long duration.

- Isophase - a light in which all the duration of light and darkness are clearly equal.

1.15 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;

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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;

o f) Secure a means of communication and maintain close contact with the engine room, and, when occasion demands, notify it of any pertinent matters;

o g) Be thoroughly familiar with the handling of navigation instruments and use them effectively for the safe operation and marine environmental protection.

o h) Be thoroughly familiar with vessel maneuvering characteristics, Basic Ship handling of vessel etc.

o i) Fulfill the reporting duties, giving due care to what to record as well as what to report to the superiors.

o j) Shall not hesitate to use the helm, engines and sound signaling apparatus in case of need. However, timely notice of intended variations of engine speed shall be given where possible or effective use made of UMS engine controls provided on the bridge in accordance with the applicable procedures.

o k) Thoroughly familiar with SOLAS requirement of rendering assistance to other vessels in distress and knowing the fact that failing to do so may result in criminal prosecution under local and/or international law.

o l) The OOW may visit the chart room, when essential, for a short period for the necessary performance of navigational duties, but shall first ensure that it is safe to do so and a proper look out is maintained.

- Watch-keeping on Navigation BridgeThe OOW shall do the bridge watch keeping in accordance with the

following procedures.- Proper Lookout

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:

o a) By visual checks using the naked eyes or binoculars;o b) By radar and ARPA (use radars in parallel so far as the situation

permits);o c) Using ECDIS, if equipped.o d) By Sound Reception System (if fitted), also refer section 3.3.3 for

details)o e) By hearing (whistles, sirens, distress signals, VHF, etc.); ando f) All other available means appropriate to the circumstances.

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- As it is dangerous to rely on only one means of lookout, a systematic lookout shall always be kept with a combination of several methods used.

- Calling the MasterThe O.O.W. shall call the master immediately under any one or more of the following circumstances or whenever the O.O.W. is in the slightest doubt.o a) If the visibility deteriorates or expected to deteriorate below 3 n.m. o b) If the movements of other vessels, including fishing vessels, are

causing concern. o c) If difficulty is experienced in maintaining course due to heavy

traffic, rough weather or strong tides or currents or if the vessel is not steering well.

o d) When OOW has felt uneasy because of the geographical conditions of the waterway or vessel traffic

o e) If shipping seas heavily, or if the vessel is pounding or rolling heavily or if speed drops by 25% or more, comparing engine speed and speed over the ground, or if weather damage is suspected or if there is any doubt about its possibility.

o f) On failure to sight land or a navigation mark or to obtain depth soundings by the expected time.

o g) If either land or a navigation mark is sighted unexpectedly or if an unexpected reduction in water depth occurs.

o h) On the breakdown of the main engine, steering gear, ARPA, satellite navigation system, ECDIS, other critical machinery or any essential navigation or communications equipment.

o i) When notification is received from the duty engineer about an abnormality related to the engine.

o j) If the O.O.W. observes any sudden change in the sea, such as a sudden swell or water discoloration which may indicate shoals or other dangers.

o k) If the barometric pressure drops by more than 4 millibars below the expected range or if there is a sudden drop in pressure.

o l) If any of the signs associated with a TRS are observed.o m) When O.O.W receives weather forecast predicting bad weather or

development of TRS.o n) If any hazards to navigation, such as derelicts, unlit craft etc., are

observed.o o) If a distress broadcast is received or a distress signal is seen.o p) If the O.O.W. is feeling unwell or fatigued or is unable to stay alert

for any reason whatsoever.o q) If any unusual phenomena such as Water spout, Halo, Discoloration

of sea, Sighting of whales, Presence of oil sheen, etc. are witnessed.o r) If any close quarter situation is likely to develop or unavoidable with

another vessel.o s) If any of the following conditions related to ECDIS are experienced:

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i) Failure or Malfunction of ECDIS or any of its sensors ii) Any alarm, indicator or parameter setting found different

from standard settings. iii) Any doubt with regards to accuracy of chart or available

data. iv) Any special instruction by Master.

- 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 SpeedThe 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 DutiesThe 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; ando l) Gyrocompass errors and deviation or variation of the magnetic

compass.

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- Items to Be Confirmed after Taking Over Watch keeping DutiesThe 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.;o b) The intention and tendency of other ships around;o c) Comparison of the planned track drawn in 360 degrees on the chart

with the course to be steered entered nearby;o d) The information related to the nautical chart and the bridge

notebook; ando e) The operational conditions of the manual steering gears.

- Noon CalculationsThe officer on the 8-12 watch shall obtain the approval of the master

on the results of the following calculations and make them known throughout the ship:o a) Noon position and dead reckoning noon position;o b) Distance (log and over the ground) run from noon on the previous

day; o c) Average speed (log and over the land) from the previous noon;o d) H.U.W. and H.P. from noon on the previous day;o e) Current, set and drift;o f) Total distance run from the port of departure; o g) Remaining distance to the port of destination; ando h) Estimated time of arrival at the port of destination.

- State a reporting procedure on what to do when a vessel is sighted.o Indicate the location by degrees.o How far the target is to your vessel.o Lights that you can see on the target.o Closest Point of Approach and Time of Closest Point of Approacho Speed and Bearing of the target

- What do you understand by the following :o Right ahead - you are at the astern part of another ship.o Head on - head on is a situation wherein you can see another ship’s

forward, aft, and side lights. The bearing of the other vessel is reciprocal or nearly reciprocal to that of your own vessel.

o Fine on port bow - between 1 point to 0 on port bow.o 1 pt. on starboard bow - 11.5 degrees to starboard.o 1 pt. forward of the starboard beam - 78.75 degrees to starboard.o 2 pts. abaft the port beam - 241.5 degrees to port.o Right Astern - the target is located on your astern.

1.16 Nautical Almanac

- “Magnitude with reference to stars”

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The relative brightness of celestial bodies is indicated by a scale of stellar magnitudes. Initially, astronomers divided the stars into 6 groups according to brightness.

- Stars brighter than magnitude 1.0The 20 brightest were classified as of the first magnitude, and the

dimmest were of the sixth magnitude. In modern times, when it became desirable to define more precisely the limits of magnitude, a first magnitude star was considered 100 times brighter than one of the sixth magnitude. Since the fifth root of 100 is 2.512, this number is considered the magnitude ratio. A first magnitude star is 2.512 times as bright as a second magnitude star, which is 2.512 times as bright as a third magnitude star,. A second magnitude is 2.512 2.512 = 6.310 times as bright as a fourth magnitude star. A first magnitude star is 2.51220 times as bright as a star of the 21st magnitude, the dimmest that can be seen through a 200-inch telescope. Brightness is normally tabulated to the nearest 0.1 magnitude, about the smallest change that can be detectedby the unaided eye of a trained observer. All stars of magnitude 1.50 or brighter are popularly called “first magnitude” stars. Those between 1.51 and 2.50 are called “second magnitude” stars, those between 2.51 and 3.50 are called “third magnitude” stars, etc. Sirius, the brightest star, has a magnitude of –1.6. The only other star with a negative magnitude is Canopus, –0.9.The following stars are stars which has a magnitude greater than 1:

Achernar – 0.5 Aldebaran – 0.9 Altair – 0.8 Antares - 1.0 Arcturus – 0.0 Canopus – (-0.7) Capella – 0.1 Hadar – 0.6 Lyræ – 0.0 Procyon – 0.4 Rigel – 0.1 Rigil Kentaurus – (-0.3) Sirius – (-0.6) Scorpii – 1.0 Spica – 1.0 Vega – 0.0

- Magnitude of all planets used for navigationVenus has a magnitude of about –4.3. Mars has a magnitude of

+0.6.Jupiter has a magnitude of -2.7 and Saturn has a magnitude of +0.6. The full moon has a magnitude of about –12.6, but varies somewhat. The magnitude of the sun is about –26.7.

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1.17 Navigation

- Define the following terms. Use diagrams where appropriate:

o Latitude - Angular distance from a primary great circle or plane. Terrestrial latitude is angular distance from the equator, measured northward or southward through 90° and labeled N or S to indicate the direction of measurement; astronomical latitude at a station is angular distance between the plumb line and the plane of the celestial equator; geodetic or topographical latitude at a station is angular distance between the plane of the geodetic equator and a normal to the ellipsoid; geocentric latitude is the angle at the center of the reference ellipsoid between the celestial equator and a radius vector to a point on the ellipsoid.

o Longitude - Angular distance, along a primary great circle, from the

adopted reference point. Terrestrial longitude is the arc of a parallel, or the angle at the pole, between the prime meridian and the meridian of a point on the earth measured eastward or westward from the prime meridian through 180°, and labeled E or W to indicate the direction of measurement. Astronomical longitude is the angle between the plane of the prime meridian and the plane of the celestial meridian; geodetic longitude is the angle between the plane of the geodetic meridian and a station and the plane of the geodetic meridian at Greenwich.

o Dlat and Dlong - difference of latitude from and latitude in and

difference of longitude from and longitude in.o Dead Reckoned Position - Determining the position of a vessel by

adding to the last fix the ship’s course and speed for a given time.o Estimated Position - The most probable position of a craft determined

from incomplete data or data of questionable accuracy. Such a position might be determined by applying a correction to the dead reckoning position, as for estimated current; by plotting a line of soundings; or by plotting lines of position of questionable accuracy. If no better information is available, a dead reckoning position is an estimated position, but the expression estimated position is not customarily used in this case. The distinction between an estimated position and a fix or running fix is a matter of judgment.

o Observed Position - is the present position of the ship wherein course

should be maintained.

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o Speed Made Good - The speed estimated by dividing the distance between the last fix and an EP by the time between the fix and the EP.

o Course Steered - maintained course

o Course Made Good - A misnomer indicating the resultant direction

from a point of departure to a point of arrival at any given time.- Enumerate the difference to arise between a DR and an Observed Position.

DR positioned is shown having the same speed in which it changes depending on the present speed, while Observed Position is an accurate position based on the time required to observed position it also changes based on speed through the through the water.

1.17 RADAR

- Radio Detection and Ranging (RADAR) - A radio system which measures distance and usually direction by a comparison of reference signals with the radio signals reflected or retransmitted from the target whose position is to be determined. Pulse-modulated radar is used for shipboard navigational applications. In this type of radar the distance to the target is determined by measuring the time required for an extremely short burst or pulse of radio-frequency energy to travel to the target and return to its source as a reflected echo. Directional antennas allow determination of the direction of the target echo from the source.

- What precautions will you take before you switch on the RADAR?

o Make sure you’re not on cargo operation before turning on Radar.o See to it that no one is working near the Radar.o Make sure it is in working condition and coincide with the AIS, GPS

and ECDIS.- Explain the following:

o Brilliance - the brilliance of the entire screen should be adjusted according to lighting conditions. Monitor brilliance should be adjusted before adjusting relative brilliance levels on the BRILL menu. Operate the BRILL control on the control unit to adjust brilliance. Turn it clockwise to increase, counterclockwise to decrease brilliance.

o Gain - the gain control adjusts the sensitivity of the receiver. The proper setting is such that the background noise is just visible on the screen. If you set up for too little sensitivity, weak echoes may be missed.

o Tuning - To adjust the frequency of a system to obtain optimum performance, commonly to adjust or to resonance.

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o Anti-Sea Clutter – Sea clutter describes the particular case of echoes which arise as a result of the radar energy being scattered back from the surface of the sea. Sea clutter makes take it difficult to detect some targets, while the presence of others may only be revealed by skillful adjustments of the controls or with assistance of some form of signal processing.

o Anti- Rain Clutter – Controls the unwanted echoes in the screen and these are in practice referred as rain clutter.

o Variable Range Marker - o Range Rings – take the form of pattern of equally space circles

concentric with the electronic origin of the picture.o 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.

o 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.

o 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 ship’s heading maintained UP in relation to the display and so indicated by the HEADING FLASHER.

1.18 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.

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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

Canal Emilio Mitre on VHF Ch. 72

Canal Costanero, Canal Vinculation, Canal Urion, and Canal Honda on VHF Ch. 72, buoy Km 6.

Rio Parana Guazu Rio Sauce, Rio Parana Bravo and Rio Uruguay on VHF Ch. 14.: report to La Plata Prefectura NAVAL CRS on VHF Ch 09 when passing Km 7-7 and Cuatro Bocas.

o New York

Compulsory for foreign flag ships, and US ships bound in and from foreign ports. 24 hours’ notice of ETA required. NY NJ Sandy Hook Pilot boat should contact on VHF Ch 16, call “Ambrose Pilot”, pilot vessel at channel 13, 8, and 73 or ship to ship channel 2638 or 2738. Vessel requiring pilot should hoist signal letter “G” in daytime. In foggy weather letter “X” should be sounded on the whistle. Pilot boat is generally found about 1.5 miles west of Ambrose Light Tower. In bad weather, pilot tries to stay windward of normal pilot station. In poor visibility an inbound ship should make Ambrose Tower and proceed at slow speed to the Ambrose channel sea buoy while letter “X” on her whistle. If no pilot is obtained by that time she is in the vicinity of the sea buoy she should then anchor at about 0.5 mile to 1 mile away of the line from Ambrose tower to the sea buoy and await pilot.

1.19 Aldis Lamp

- What is a daylight signaling lamp?

o Day/Night Signaling Light (Aldis Lamp) is a visual signaling device for optical communication (typically using Morse code) – essentially a focused lamp which can produce a pulse of light.

- What is the make and model of this equipment on your vessel

o Type – DDS - 84A, SPS -10A

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1.19 Marine Sextant

47

48

- A sextant is an instrument generally used to measure the angle of elevation of a celestial object above the horizon. Making this measurement is known as sighting the object, shooting the object or taking sight. The angle, and the time when it was measured, can be used to calculate a position line on a nautical or aeronautical chart. A common use of the sextant is to sight the sun at noon to find one's latitude and also position lines in the morning and evening by using sun & stars.

- Due to the sensitivity of the instrument it is easy to knock the mirrors out of adjustment. For this reason a sextant should be checked frequently for errors and adjusted accordingly. There are four errors that can be adjusted by the navigator and they should be removed in the following order.

- Perpendicularity erroro This is when the index mirror is not perpendicular to the frame of the

sextant. To test for this, place the index arm at about 60° on the arc and hold the sextant horizontally with the arc away from you at arm’s length and look into the index mirror. The arc of the sextant should appear to continue unbroken into the mirror. If there is an error then the two views will appear to be broken. Adjust the mirror until the reflection and direct view of the arc appear to be continuous.

- Side Erroro This occurs when the horizon glass/mirror is not perpendicular to the

plane of the instrument. To test for this, first zero the index arm then observe a star through the sextant. Then rotate the tangent screw back and forth so that the reflected image passes alternately above and below the direct view. If in changing from one position to another the reflected image passes directly over the un-reflected image, no side error exists. If it passes to one side, side error exists. The user can hold the sextant on its side and observe the horizon to check the sextant during the day. If there are two horizons there is side error; adjust the horizon glass/mirror until the stars merge into one image or the horizons are merged into one.

- Collimation erroro This is when the telescope or monocular is not parallel to the plane of

the sextant. To check for this you need to observe two stars 90° or more apart. Bring the two stars into coincidence either to the left or the right of the field of view. Move the sextant slightly so that the stars move to the other side of the field of view. If they separate there is collimation error.

- Index erroro This occurs when the index and horizon mirrors are not parallel to

each other when the index arm is set to zero. To test for index error, zero the index arm and observe the horizon. If the reflected and direct image of the horizon is in line there is no index error. If one is above the other adjust the index mirror until the two horizons merge. This can be done at night with a star or with the moon.

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- Rigorous Execution of Celestial Observationso Even if the ship is equipped with effective electronic position fixing

aids, the ship's position must be fixed by celestial observations at every opportunity and reliance should not be put on just the electronic position fixing aids. The officers on the 8-12 and 12-16 hours watch in particular must obtain daily the lines of position by means of solar sights.

- Definition of Termso These are the terms which are used when computing observed altitude

(Ho): Sextant Altitude (Hs) -- the actual angle noted on your sextant. Index Error (ie) -- the built-in error of the sextant. This may

add or subtract from the sextant reading, depending on the nature of the error.

Height of Eye (HE) -- height of your eye above the sea level. Dip -- is due to the curvature of the Earth. Computed from HE.

This always subtracts from the sextant reading. Apparent Altitude (Ha) -- sextant altitude corrected for index

error and dip. Semi-diameter -- if an objects shows a disk instead of a point

(i.e. the Sun and the Moon), you need to choose the upper or lower limb to observe. This will require an additional correction to be applied.

Horizontal Parallax -- error induced by your distance from the center of the earth. Insignificant for stars, but can make a huge difference when observing the Moon.

Refraction (Ro) -- effect of the curvature of light within the Earth's atmosphere. Especially it is significant at low altitudes.

Observed Altitude (Ho) -- Apparent Altitude corrected for all parallax and refraction.

o The Nautical Almanac contains correction tables which are used to compensate for all of these effects. Dip, horizontal parallax and refraction may also be computed with a calculator. In addition to this, Nautical Almanac contains a number of

o Altitude Correction Tables. These incorporate combined corrections for refraction, semi-diameter and horizontal parallax.

- LOP Calculation by Sextanto Sun sights during the daylight hours and stars sights during twilight

are obtained to determine the ship's position. The intercept method uses the difference between the observed true altitude (obtained by correcting the sextant altitude for index error, reflection, dip, etc) and the calculated altitude (obtained by sight reduction tables or calculations) of the ship's DR position to give an intercept for plotting the line of position on chart or plotting sheets.

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

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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.

1.24 Marine Meteorology

- Write a short description on the following equipment :

o Anemometer – an instrument use to measure the speed of the wind. Some instruments also indicate the direction from which it is blowing.

o Barometer – An instrument use to measure the atmospheric pressure. Atmospheric pressure is measured with a barometer. A mercurial barometer measures pressure by balancing the weight of a column of air against that of a column of mercury. The aneroid barometer has a partly evacuated thin metal cell which is compressed by atmospheric pressure; slight changes in air pressure cause the cell to expand or contract, while a system of levers magnifies and converts this motion to a reading on a gage or recorder. Early mercurial barometers were calibrated to indicate the height, usually in inches or millimeters, of the column of mercury needed to balance the column of air above the point of measurement. While units of inches and millimeters are still widely used, many modern barometers are calibrated to indicate the centimeter-gram-second unit of pressure, the millibar, which is equal to 1,000 dynes per square centimeter. A dyne is the force required to accelerate a mass of one gram at the rate of one centimeter per second per second. A reading in any of the three units of measurement can be converted to the equivalent reading in either of the other units by means of tables, or the conversion factors given in the appendix. However, the pressure reading should always be reported in millibars.

o Barograph - an instrument designed to maintain a continuous record of atmospheric pressure. The barograph is a recording barometer. In principle it is the same as a non-recording aneroid barometer except

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that the pointer carries a pen at its outer end, and the scale is replaced by a slowly rotating cylinder around which a chart is wrapped. A clock mechanism inside the cylinder rotates the cylinder so that a continuous line is traced on the chart to indicate the pressure at any time. The barograph is usually mounted on a shelf or desk in a room open to the atmosphere, in a location which minimizes the effect of the ship’s vibration. Shock-absorbing material such as sponge rubber may be placed under the instrument to minimize vibration. The pen should be checked and the inkwell filled each time the chart is changed.

o Facsimile Recorder – the process of transmission of images electronically.

o Hydrometer – an instrument use to measure relative humidity and dew point.

o Psychrometer – most common type of hygrometer. Relative humidity and dew point are measured with a hygrometer. The most common type, called a psychrometer, consists of two thermometers mounted together on a single strip of material. One of the thermometers is mounted a little lower than the other, and has its bulb covered with muslin. When the muslin covering is thoroughly moistened and the thermometer well ventilated, evaporation cools the bulb of the thermometer, causing it to indicate a lower reading than the other. A sling psychrometer is ventilated by whirling the thermometers. The difference between the dry-bulb and wet bulb temperatures is used to enter psychrometric tables to find the relative humidity and dew point. If the wet-bulb temperature is above freezing, reasonably accurate results can be obtained by a psychrometer consisting of dry- and wet-bulb thermometers mounted so that air can circulate freely around them without special ventilation. This type of installation is common aboard ship.

o Sea water thermometer – an instrument use to measure the sea water temperature.

o Marine bucket - o Wet and Dry Thermometer – an instrument used to measure and

record the air and sea temperature.

1.25 Mariner’s Handbook

- State the Beaufort Wind/Sea Criterion

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Beaufort Number

General Description

Sea Criterion Wind velocity in knots

0 Calm Sea like a mirror Less than 1

1 Light air Ripples with the appearance of scales are formed without foam crest.

1 to 3

2 Light breeze Small wavelets, still short but more pronounced. Crests have a glassy appearance. And do not break.

4 to 6

3 Gentle breeze Large wavelets. Crests begin to break. Foam of a glassy appearance and do not break.

7 to 10

4 Moderate breeze

Small waves, becoming longer; fairly frequent white caps.

11 to 16

5 Fresh breeze Moderate waves taking more pronounced long foam; many white caps are formed.

17 to 21

6 Strong breeze Large waves begin to fall; the white foam caps are more extensive everywhere.

22 to 27

7 Near gale Sea heaps up and white foam from breaking waves begin to be blown in streaks along the direction of the wind.

28 to 33

8 Gale Moderately high waves of greater length; edges of crest begin to break into spindrift. The foam is blown in well-marked streaks along the direction of the wind.

34 to 40

9 Strong gale High waves. Dense streak of foam along the direction of the wind. Crest of waves begin to topple, tumble and roll over. Spray may affect visibility.

41 to 47

10 Storm Very high wave with overhanging crests. The resulting foam in great patches is blown in dense white streaks along the direction of the wind. On the whole the surface of the sea takes on a white appearance, the tumbling of the sea becomes heavy and shock-like. Visibility affected.

48 to 55

11 Violent storm Exceptionally high waves. The sea is completely covered with long white patches of foam lying along the direction of the wind. Everywhere the edges of the wave crests are blown into froth. Visibility affected.

56 to 63

12 Hurricane The air is filled with foam and spray. Sea is 64 and

FUNCTION 2 - CARGO HANDLING AND STOWAGE AT THE OPERATIONAL LEVEL

STAGE 1

1.1 Ship Construction

- Locate and identify the following :

o Frame - to construct by fitting and uniting the parts of the skeleton of a ship.

o Beam – the greatest width of the vessel.o Transverse – these are deep plate webs with a facing flat or a flanged

edge that support the longitudinally framed deck.o Floors – A structural member in the bottom of the ship, usually at

every frame and running athwart ship from bilge to bilge. o Stringers – the plates or strakes nearest to the deck edges. Made of

thicker Material because they form the most important joint between side shell and deck plating.

o Longitudinal – one of the girders fitted on each side between center girder and margin plate in a double bottom. Usually continuous between solid floors.

o Girder - strong beam of H section used for keelson and other members requiring considerable strength.

- Parts of the Ship o It is a must that every seafarer must know and use the correct terms for

following commands and instructions. He must also know the general layout of his vessel. For this reason, good communication will be established that will lead to safe and smooth operation aboard ship.

- Nautical Terminologyo Deck is a term given to the floor of the ship.o Bulkhead is known as the walls of the ship.o Passageways refer to the halls or corridor of the ship.o Overhead compartment refer to the ceilings of any room of a ship.o Ports are known as openings in the outside of the ship and not window.o Doors are known as entrances from one compartment to another.o Hatches refer to openings from one deck to another.

- Structural Parts of the Hullo The hull is the main body of the ship below the main outside deck. The

hull consists of an outside covering (or skin) and an inside framework to which the skin is secured. The skin and framework are usually made of steel and secured by welding. However, there may still be some areas where rivets are used. The steel skin may also be called shell plating.

o Keel is the main centerline structural part of the hull which runs from the stem at the bow to the sternpost at the stern. The keel is the

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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.

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- Construction of a Hull

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--

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o The skin, or shell plating, provides water-tightness. The plates, the principal strength members of a ship, have various thicknesses. The heaviest plates are put on amidships. The others are put on so that they taper toward both ends of the ship (from the keel toward the bilge and from the bilge toward the upper row of plates). Using plates of various thicknesses reduces the weight of the metal used and gives the vessel additional strength at its broadest part. The plates, put on in rows from bow to stern, are called strakes. They are lettered consecutively, beginning at the keel and going upward.

o Garboard strakes refer to the bottom row of strakes on either side of the keel.

o Bilge Strakes are strakes at the turn of the hull, running in the bilge.o Bottom Strakes are strakes running between the garboard and bilge

strakes.o Sheer Strake refers to the topmost strakes of the hull.o Gunwale is the upper edge of the sheer strake.o Bulkheads divide the interior of the ship and decks into watertight

compartments. A vessel could be made virtually unsinkable if it were divided into enough small compartments. However, too many compartments would interfere with the arrangement of mechanical equipment and the operation of the ship. Engine rooms must be large enough to accommodate bulky machinery. Cargo spaces must be large enough to hold large equipment and containers.

o Bulkheads and Decks

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o The engine room is a separate compartment containing the propulsion machinery of the vessel. Depending on the size and type of propulsion machinery, other vessel machinery may be located there (such as generators, pumping systems, evaporators, and condensers for making fresh water). The propulsion unit for merchant vessels is a diesel engine. The "shaft" or rod that transmits power from the engine to the propeller leads from the aft end of the engine to the propeller.

- External Parts of the Hullo The waterline is the water-level line on the hull when afloat.o Freeboard is the vertical distance from the waterline to the edge of the

lowest outside deck.o Draft is the vertical distance from the waterline to the bottom of the

keel. The waterline, draft, and freeboard will change with the weight of the cargo and provisions carried by the ship. The draft of the ship is measured in meters and centimeters. Numbered scales are painted on the side of the ship at the bow and stern.

o Trim is the difference between the forward draft and the aft draft. When a ship is properly balanced fore and aft, she is in trim. When a ship is drawing more water forward than aft, she is down by the head. If the stern is too far down in the water, she is down by the stern.

o External Parts of the Hull

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o List is a term given when the vessel is out of balance laterally or athwartship (leaning to one side). She may be listing to starboard or listing to port. Both trim and list can be adjusted by shifting the weight of the cargo or transferring the ship’s fuel and water from one tank to another in various parts of the hull.

o Forecastle is the general area in the forward part of the ship.o Life lines are the edges of the weather deck from bow to stern are

removable stanchions and light wire ropeso Bulwarks refer to the extensions of the shell plating above the deck.o Scupper refers to the small drains on the deck.o Weather deck is known as the uppermost deck running from the bow

to the stern.o Poop deck refers to the main deck area over the stern.o Bilge is the flat part of the bottom of the ship.o Turn of the Bilge refers to the curved section where the bottom meets

the side.o Propellers or Screws are fitted below the waterline which drives the

ship through the water. The propellers are attached to and are turned by the propeller shafts. A ship with only one propeller is called a single-screw ship. Ships with two propellers are called twin-screw ships. On some ships (especially landing craft) there may be metal frames built around the propellers (called propeller guards) to protect them from damage. The rudder is used to steer the ship.

o Names of Decks Deck is the term given to the floor of the ship. Main deck is the first continuous watertight deck that runs from

the bow to the stern. Any partial deck above the main deck is named according to its location on the ship. At the bow it is called a forecastle deck, amidships it is an upper deck, and at the stern it is called the poop deck.

Weather deck includes all parts of the forecastle, main, upper, and poop decks exposed to the weather.

Superstructure means any structure built above the weather deck.

o Weather Decks

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- Shipboard Directions and Locationso Bow refers to the front end of the ship. When you move toward the

bow, you are going forward, when the vessel is moving forward, it is going ahead. When facing toward the bow, the front-right side is the starboard bow and the front-left side is the port bow.

o Amidships (Center) is the central or middle area of the ship. The right center is the starboard beam and the left center is the port beam.

o Stern (Back) is the rear of a vessel. When you move in that direction you are going aft, when the ship moves in that direction it is going astern. When looking forward, the right-rear section is called starboard quarter and the left-rear section is called the port quarter.

o Locations and Directions aboard Ships

o Other Terms of Location and Direction oo The entire right side of a vessel from bow to stern is the starboard side

and the left side is the port side. A line or anything else, running parallel to the longitudinal axis or centerline of the vessel is said to be fore and aft and its counterpart, running from side to side, is athwartships.

o From the centerline of the ship toward either port or starboard side is outboard and from either side toward the centerline is inboard. However, there is a variation in the use of outboard and inboard when a ship is on berth (moored to a pier). The side against the pier is referred to as being inboard; the side away from the pier as outboard.

o Shipboard Measurements o Length Overall (LOA) in meters and centimeters from the extreme

forward end of the bow to the extreme aft end of the stern. The dimension is commonly found in the ship’s particular for each vessel.

o Ship’s Dimension

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o Length between Perpendiculars (LBP) is measured in meters and centimeters from the forward surface of the stem, or main bow perpendicular member, to the after surface of the sternpost, or main stern perpendicular member. On some types of vessels this is, for all practical purposes, a waterline measurement.

o Width known as extreme breadth and it is measured from the most outboard point on one side to the most outboard point on the other at the widest point on the ship,

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o Depth is measured vertically from the lowest point of the hull, ordinarily from the bottom of the keel, to the side of the upper deck amidships.

o Categories of Ship’s Deck Gear

o Standing Rigging includes the rigging that supports masts or king posts. This gear includes the shrouds, turnbuckles, stays and backstays and running rigging.

o Shrouds are heavy wire ropes that provide athwartship support for the mast or king posts. Two or more shrouds are used on either side of a mast or king post. They are secured to the outboard side of the deck or to the bulwark to provide maximum support.

o Turnbuckles are internally threaded collars turning on two screws threaded in opposite directions. They are used to secure and to take up the slack in the shrouds and stays.

o Stays and Backstays are heavy wires similar to shrouds. The difference is that they will lead in a forward or aft direction. They are found at the mast where the jumbo boom (heavy lift boom) is located. When they support the mast from a forward direction, they are called stays. When 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

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o Deck Fittingso 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.

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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

oo oo Deck Machineryo 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

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o o Windlass is a special type of winch used to raise and lower the anchors and to handle the forward mooring lines. It consists of a wildcat (a steel casting in the form of a deeply grooved drum with projecting ribs [whelps]) used to grip the anchor chain, controls for connecting or disconnecting the wildcat from the engine, and a friction brake which can be set to stop the wildcat when disconnected. There are horizontal drums at each end of the windlass for warping.

o Capstan is a vertically mounted winch head used aboard ship when mechanical power is required for lifting heavy weights, or for any similar work. It is a cast steel drum mounted on a vertical spindle with the largest diameters at top and bottom and the smallest in the middle to allow the rope around it to surge up or down as the number of turns are increased. The drum is fixed to the spindle by keys.

o Capstan

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- What do you understand by the following:o Transverse Framing – similar in construction to longitudinal

bulkheads and may be flat with stiffeners or corrugated.o Longitudinal Framing - flat stiffened corrugated oil tight bulkheads

may be employed. It is a method of ship construction in which large, widely spaced transverse frames are used in conjunction with light, closely spaced longitudinal members. In longitudinal framing, very heavy transverse frames are spaced much further apart than in traditional framing—about 12 feet (3,700 mm) a large number of longitudinal frames are then attached to hold the shell plating. The longitudinal frames at the sides fit into notches cut into the transverse frames, while the ones near the bottom of the ship are sometimes made continuous between transverse bulkheads. The transverses are connected to the shell plating at heavy angles and with a tank top are cut at the margin plate. Strong tie bars extend from the face angle on the transverses to the tank top plating. 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 - It’s the combination of transverse framing and longitudinal framing.

- What is a hatch coaming?

o The name applied to the structure raised about a hatch way to prevent water getting below, and to serve as a framework to receive the strong backs and hatch cover and for the securing of tarpaulin.

- What are the GRT, NRT, and Official Number of your vessel?

o GRT – 55534 to NRT – 23203 to Official Number – 33328-070-A

- Explain how weather tightness is achieved on your vessel?

o Weather tightness is achieved through closing of watertight doors properly. Securing all movables objects both on weather deck and engine room.

- Explain the operation of opening and closing of hatch covers.

o On the hatch cover, there are lifting to lift it either by a 20 foot or a 40 foot ISO type spreader of a crane. The height of lifting recesses is 117 millimeters on the surface of the hatch cover. All the hatch covers can be lifted by crane, which has the lifting capacity of 30 long tons. Required procedure to be followed when lifting hatch covers by 20 foot or 40 foot spreaders, in case there is a clearance

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of more than 12o millimeters between undersides surfaces of the hatch cover, the covers can be lifted by the spreader directly without taking away removable positioning cones.

o All hatch covers are secured by nine oil cylinders system per covers spaced equally around the perimeter of the cover. The ship’s crew are responsible for locking and unlocking the cover on board while the vessel stays in port.

o In opening the hatch cover make sure that the cleats must be put in a proper position to unlock it before take out using gantry machine. And in closing the hatch cover by using gantry it was easily picked up and put it back in what bay they are assign an then lock it for the safe operation of passage.

- What are maintenance procedures to be carried out on hatch covers on your vessel?

o The hatch cover must be tested to ensure satisfactory operation. They must have watertight integrity. Drain must be free from rust and dirt non return valves should be functioning properly and must of all devices must be functioning properly.

- 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 other’s 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

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1.2 Ship’s 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 I’ll 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 following are the summary of measures, if not carried out correctly, may cause insufficient draining

a) Some products are very sensitive to even small quantities of water remaining in tanks or in pumping systems after washing. Great care shall be exercised to remove all free water from the tanks and pumping system prior loading.

b) On completion of line washing and draining, open all cargo line valves and vacuum breakers to drop line contents back into the tanks;

c) The tank washing line shall be drained and fixed machine valves opened to drain all parts of the tank washing line into the tanks; "Low points" of pipelines shall be identified and efforts made to blow through the relevant sections of line to the nearest cargo tank or drain point;

d) All valves and drains shall remain open during the tank mopping process;

e) Any list placed on the vessel to assist in draining tanks and lines shall be removed prior to mopping to allow any pools of water lying on stringers and stiffeners to drain down to the tank floor.

f) After mopping, all the gears , rags, jute absorbent etc shall be removed from tank.

g) The Inert Gas Deck Seal overboard line shall be checked to ensure that it is clear and valves are fully open;

h) The inspection hole of N/R valve of Inert Gas shall be checked to ensure that no water (or other fluid) is carried over from the seal into the cargo tanks when the tanks are re-inerted prior to loading;

i) The IG line on deck shall be checked intermittently by opening the drain cock of the line to ensure that IG is not carrying water. As a rule IG

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line shall be drain at start of IG, Gas Freeing operation.

j) Heating coils shall be blown through and isolated to guard against any leakage from the coils into the cargo tanks.

If the Cargo tanks are not required to be mopped dry, the following method shall be adopted to determine that the cargo tanks are fully drained This procedure shall be carried out for all tanks one at a time:

a) Keep a good amount of trim, a minimum of 3 meters by stern.

b) Shut all Pump room bulkhead, c) Shut all tank valves, d) Open all bottom crossovers in the tanks, e) Open all drop valves,

f) Open all manifold crossovers, g) Ensure all Delivery valves on the Cargo lines on deck

are shut. (Lines from COP), h) Open a manifold blank and valve, i) Pressurize the Cargo tanks with IG to about 800 to 1000

mm wg, j) Open the Cargo tank valve of say 1S. If the Cargo tank

is well drained and stripped, there will be no water accumulation in the suction well of that tank and the IG will find its way from the tank up to the manifold which is open and we can see the release of IG pressure through that manifold. In case of any water/cargo accumulation in the suction well, there will be no release of IG pressure through the manifold,

o Draining of cargo pipelines and pump The pumps, separator and associated pipelines shall not be

drained in pump room. If required by tank cleaning method, all associated lines and

pumps shall be well drained to slop tank so as no liquid remains in the pumps and pipelines. To achieve this, all required precautions, including but not limited to following, shall be taken.

a) The stripper pump shall be used to drain the top and bottom pipelines of the tank.

b) While draining bottom lines, it shall be ensured that lines being drained are getting vented from the top most section (through manifold vents). Failing to vent the lines from top, will certainly result in inadequate or even no draining of the bottom lines due to inability to break the vacuum of the line (e.g. to drain the bottom line through stripper pump, the venting should be done through top section by

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opening drop valve, intermediate valves and finally the vent line provided at manifold). During venting it shall be ensured that stripper pump is not taking air from other connecting lines.

c) While stripping the top deck line and pump, again, it shall be ensured that pump and top deck line are getting vented through top most section. Failing to observe the proper venting from top section would certainly result inadequate or no draining of the line / pump.

e) While setting up the line for venting, it shall carefully be studied that inert gas has passage to replace the volume of liquid drained from pipeline and pump. It is worth mentioning to open the by pass line given on the Non Return Valve (flap) of the COP discharge side. If this valve is not open, top line and pump may not be drained at all.

f) While draining the pump / top line, the suction pressure gauge of COP gives good indication of the progress of draining.

g) If line for draining and venting is set correctly, at the beginning of draining of the pump/top line, the suction pressure of COP should be positive due to pressure from vertical water column acting on the pump.

h) The positive pressure should slowly come to zero and then little negative (or some times it remains on zero depending upon the rpm of stripper pump). If vessel is fitted with AUS, the separator level gives good indication of draining. It is worth mentioning that some amount of water remains in the separator, despite the AUS separator level is zero and that should be drained using the drain cock provided in the separator.

i) A special attention shall be paid to drain MARPOL line.

j) It is misnomer among junior officers that good draining of the pipelines and pump get indicated by excessive negative pressure of the COP. On contrary, the excessive negative pressure of COP shows strong likelihood of the copious amount of liquid in pump/pipelines that might not be drained due to vacuum / inadequate venting of pump.

k) After completion of draining, the pipelines shall be tapped with hammer to observe the sound to confirm adequate draining.

l) The drain of the pump shall be opened to see if it is any liquid is flowing through it. If all the associated lines are free of liquid, the drain should give off IG at same pressure as of tank.

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m) After draining the pump and associated pipelines, at least 02 hours should be allowed before closing the valves. The status of draining shall be reviewed again by opening the drain valve of the pump. If required, the stripper pump shall be used to drain remnant liquid.

n) Finally the manifold valves and drains on both the sides shall be opened (after ensuring the venting through the manifold vent) and shall be kept open till draining of liquid is completed. It is worth mentioning, the liquid trapped in manifold bent would only be drained through manifold valves.

- Draw to scale a diagram showing the capacity of each hold/tank

o See next page . . .

- Attach a typical cargo plan for a particular loaded voyage in your workbook.

o See workbook . . .

1.3 Cargo Work

- What are the various methods of segregating different types of cargoes destined for different ports of discharge on board your ship?

o Explanation of Stowage Plan. Numbering system of Bay, Row and Tier. Cell positions are to be identified by the following three factors:

Bay: to be counted in the direction from fore to aft.Row: to be counted in the direction from the ship’s center line to portside or starboard.Tier: in the vertical direction from bottom to upward.

Example:

01 02 06

Bay Number Tier Number Row Number

Bay numbering. Bays are indicated by odd numbers starting from Fore to aft., for 20-foot containers.

When a pair of 20 footer bays is used as 40-footer bay, this 40-footer bay is represented by an even

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number which is between odd numbers representing 20 footer bays in fore and aft.

Row numbering. Row numbers are to be countered from the centerline to portside or starboard side.

Portside: even numbers 02, 04, 06,08 Starboard side: odd numbers 01, 03, 05, 07, 09

Tier numbering: Tier numbers start from 02, which represents a

standard height container (8 feet 6 inches for 20 footers, 8 feet 6 inches for 40 footers) in the lowest location of a bay.

For ordinary height containers only even numbers are to be used. When a certain row in a bay lacks the lowest location of the bay, tier numbers starts from 02 but from a number, which represent the equivalent tier of the central row(s).

Tier numbers of containers stowed on deck start from 82 and are counted from the first tier to upward, such as 82, 84, 86, etc.

o On Deck stowage of container. Containers can be stowed on top of any hatch cover except

for the hatch not designated by the ship builder. All deck bays are fully interchangeable for either 20-foot or 40-foot containers.

In order to stow containers on deck, the fixed positioning cones or sockets for removable positioning cones are fixed on the hatch covers. Therefore, it is important to set the removable positioning cones on the suitable sockets on the hatch cover before stowing containers on deck.

All containers, except reefer containers, must be stowed in such a manner as door to face aft to protect it from sea spray.

The pre-planning stowage position of the containers are done ashore by the planner of the charterer, such activities does not detract from the Master’s responsibility for safety of his vessel. It is important, therefore, that the Ship’s Office pay particular attention to the condition of containers coming onboard.

o Hazardous cargo Most countries have their own legislation to provide for the

safe carriage of Dangerous Goods. The classification, packing and stowage regulations for Dangerous Goods must in accordance with any legislation which may be in force in.

The country of origin The country of destination Any countries which are entered The country under whose flag the carrying vessel

operates.

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Transportation and handling of dangerous cargo shall be carried out in accordance with the procedure entitled “Handling Dangerous Goods”

1.4 Ship Construction

- Describe the various types of bulkheads on board

o Bulkhead – A vertical portion in a vessel similar to wall between rooms in a house. Bulkheads divide the interior of the ship and decks into watertight compartments. A vessel could be made virtually unsinkable if it were divided into enough small compartments. However, too many compartments would interfere with the arrangement of mechanical equipment and the operation of the ship. Engine rooms must be large enough to accommodate bulky machinery. Cargo spaces must be large enough to hold large equipment and containers.

o Watertight bulkheads – bulkheads exposed to weathero Collision bulkheads – bulkhead in the forward part of the vessel.o Fire bulkheads – bulkheads that are fire resistance.o Transverse bulkheads – it’s the hull structure of the vessel

- What is a Storm Valve

o A Storm Valve is a non-return valve in pipe leading outboard above the water line. A Storm valve is basically a Swing check valve with a Closing device. The closing device is usually a hand wheel but they can also be actuated. Storm valves are usually found on ships in sanitary piping systems which have a ships side exit. They prevent sea water entering the system during a heavy sea.

- Draw to scale the bilge and ballast piping systems of your vesselo See next page . . .

- How does one determine the amount of cargo or liquid in a tank?

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o Total observed volume (TOV) Total observed volume is the total measured volume of all

petroleum liquids, including sediment and water (S&W) and free water, measured at the observed temperature and pressure. It is determined by converting the observed ullage readings to volumes using the vessel’s tank calibration tables and adjusting the volumes with the necessary trims and list corrections.

o Gross observed volume(GOV) Gross observed volume is the total measured volume of all

petroleum liquids, including S&W, but excluding free water, at observed temperature and pressure.

GOV = TOV – free watero Net observed volume (NOV)

Net observed volume is the total measured volume of all petroleum liquids excluding S&W and free water, at the observed temperature and pressure. S&W can be estimated by centrifuge, but standards petroleum sale contracts call for S&W measurement by filtration and chemical titration respectively.

NOV = TOV – free water – sediment water correspondingly, there is gross and net standard volume.

o Gross standard volume (GSV) Gross standard volume is the total measured volume of all

petroleum liquids and S&W but excluding free water and corrected by the appropriate temperature correction factor for the observed temperature and API gravity (or density), to a standard temperature, 60 degrees Fahrenheit and also corrected by the applicable atmospheric pressure correction factor.

o Net standard volume (NSV) Net standard volume is the measured volume of all

petroleum liquids excluding S&W and free water and corrected by the appropriate temperature correction factor for the observed temperature and API gravity (or density), to a standard temperature such as 60 degrees Fahrenheit of and also corrected by the applicable pressure correction factor. The NSV is the commercially important result of the calculation process, since it is the basis on which the cost of the cargo of oil is determined. This figure is used for Net figure on B/L.

o Total calculated volume Total calculated volume is GSV plus any free water

measured at the observed temperature and pressure. The TCV is important for the chief officer because it will be the reference quantity against which transportation losses will be measured at the discharge port. Since the transportation has no control over the amount of water contained in the cargo, such water will often settle out during the voyage,

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resulting in a much greater free water quantity at the discharge port than the loading port. Since free water is not corrected for temperature, this quantity has to be to be added back to the GSV in order to accurately compare with the TCV “after loading” to the TCV “before discharge”. This figure is used for Gross figure on B/L.

- What are the factors/corrections to consider when finding the quantity of ballast?

o The factors/corrections to consider when finding the quantity of ballast is trough trim and list. By sounding and by draft reading, ensure the depth of water in ballast tank by using a lead line or depth sounder and gauging tape, measuring stick pneumercator or electronic gauging device. In ballasting, consider the factors that affect the stability and trim of the ship like; capacity of every tank: fresh water, water ballast tank, heeling tank, sludge tank, bilge water, etc. Also remember where you are in salt water, in fresh water or in brackish water.

o Safety points as outlined below shall be observed, as the fact that an error at sea can have more serious consequences than those emanating from the same error in port, as a result of emptying /filling ballast tanks during exchange:

Sufficient longitudinal strength (SF, BM, Torsion) as result of unsuitable ballast exchange steps;

Reduction in ship stability due to free surface effect resulting in a reduction of ship’s GM or increase in the heeling angle;

Structural damage to ship bottom forward caused by insufficient forward draught;

Reduction in maneuverability and/or ability to make headway caused by insufficient after draught;

Reduction in bridge visibility forward caused by insufficient forward draught;

Structural damage to topside and hopper side tanks caused by inertia loading as result of a full ballast hold with empty adjacent wing tanks;

Structural damage to partially filled ballast tanks or holds caused by sloshing as a result of resonance with ships motion;

Over pressurization damage of ballast water tanks while filling ballast tanks caused by blockages in air pipes or using excessive pumping capacity relative to the design of the ballast system. Blockages may result from lack of proper maintenance, ball failure, freezing, or unintended closure;

Under pressurization damage of ballast tanks while emptying ballast, caused by blockages or air pipes or insufficient design.

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- Draw out a cargo or stowage plan showing your calculationso See following pages . . .

OPERATION OF CARGO GEARS, STANDING AND RUNNING RIGGING AND SAFE WORKING PRACTICES

1.4 Seamanship

- Name the various parts of a derrick using a suitable diagram.

o Single Swinging Booms or derrick- The single swinging boom with double purchase is considered one of the best methods of rigging and handling loads beyond the capacity of a single whip up to the capacity of a single boom or derrick.

o Two Swinging Booms or Derrick- A load greater than the capacity of a single booms or derrick may be handled by using two booms working together as a single swinging boom. In this case the whip

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of the two booms should be fastened to opposite ends of a lifting bar or strong back.

o Heavy–Lifted Booms or Derrick- Are normally carried in an upright position, collared to the mast fully rigged with topping lift, load purchase, and guy tackles that are already secured. In working a heavy- lift boom or derrick the handling of the guys requires special attention.

o Steulchen Jumbo Booms- consist of two supporting mast (usually inclined outboard at their tops) and a heavy lifted booms 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

- What is the function of a “preventer guy” of a derrick?o Preventer guy is an auxiliary line that supports another line when

an unusual strain is expected. o Derricks are long hollow steel booms rotating on swivels (heel),

they each have a part rope guy and a steel pendant which is used for heaving and positioning the derrick and also to keep the derrick in place. The rope is used in a tackle and can absorb sudden shocks, which come on the derrick while in operation. On the opposite side to the cargo being worked a preventer guy made of wire rope is fitted which is kept slightly slack than the rope guy, this enables the rope guy to stretch before any load comes on the preventer guy. This preventer is the last shock and strain absorber, if the preventer is weak or is damaged it can part with disastrous consequences. So maintaining the preventer and fixing it right is of utmost importance.

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- State the procedure of uncoiling a left and hand wire rope.o The Right Way To Unreel. To unreel wire rope from a heavy reel,

place a shaft through the center and jack up the reel far enough to clear the floor and revolve easily. One person holds the end of the rope and walks a straight line away from the reel, taking the wire rope off the top of the reel. A second person regulates the speed of the turning reel by holding a wood block against the flange as a brake, taking care to keep slack from developing on the reel, as this can easily cause a kink in the rope. Lightweight reels can be properly unreeled using a vertical shaft; the same care should be taken to keep the rope taut.

o The Wrong Way To Unreel. If a reel of wire rope is laid on its flange with its axis vertical to the floor and the rope unreeled by throwing off the turns, spirals will occur and kinks are likely to form in the rope. Wire rope always should be handled in a way that neither twists nor unlays it. If handled in a careless manner, reverse bends and kinks can easily occur.

o The Right Way To Uncoil. There is only one correct way to uncoil wire rope. One person must hold the end of the rope while a second person rolls the coil along the floor, backing away. The rope is allowed to uncoil naturally with the lay, without spiraling or twisting. Always uncoil wire rope as shown.

o The Wrong Way To Uncoil. If a coil of wire rope is laid flat on the floor and uncoiled by pulling it straight off, spirals will occur and kinking is likely. Torsions are put into the rope by every loop that is pulled off, and the rope becomes twisted and unmanageable. Also, wire rope cannot be uncoiled like hemp rope. Pulling one end through the middle of the coil will only result in kinking.

o Kinks. Great stress has been placed on the care that should be taken to avoid kinks in wire rope. Kinks are places where the rope has been unintentionally bent to a permanent set. This happens where loops are pulled through by tension on the rope until the diameter of the loop is only a few inches. They are also caused by bending a rope around a sheave having too severe a radius. Wires in the strands at the kink are permanently damaged and will not give normal service, even after apparent "straightening."

- 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 it’s 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.

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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.

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

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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

The Marline Spike is a useful knot which can be tied at any point along a length of rope without needing to thread a rope end.

The sheepshank knot is used to shorten a length of rope. It can also be used to strengthen a chaffed section of rope.

Overhand knot is used as a stopper knot, but will jam if pulled too light.

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The figure of eight knot is used to prevent a free rope end from slipping through another knot.

Knots and Bends Description

The sheet bend knot is known as ordinary bend or common bend which is use in joining two ropes.

Knots: Making a fast to a cleat. To make a fast, take a turn around the cleat and make several figure of eight turns to build up some friction and finish off with a twisted loop or hitch to look it off.

The bowline is best for forming a loop or eye, it doest jam and its east to undo if not under load.

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The double loop bowline is generally used at sea for lowering an injured man from aloft, by putting one leg trough each loop.

The figure of eight bend provides a safe, and simple way to join two ropes.

Knots and Bends Description

The double overhand knot is an excellent stopper knot.

The double figure of eight can be used as an improvised seat. It is also use for equalizing the load on two anchors.

Monkey fist is used as an end knot for a heaving line for throwing from one location to another to enable a larger line that could not be thrown over the distance to be pulled over.

Knots, Bends and Hitches Description

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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.

The anchor hitch or fisherman's bend is a knot related to the round turn and two half hitches but it is more secure. Another use is to attach to a rope ring eg. on an anchor.

The buntline hitch is used to secure a knot but it ends to jam so it is not easy to untie.

The cow hitch is used for tying a cow to a pole and use to secure a lanyard to a shroud.

Hitches Description

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The clove hitch knot is ideal for securing fenders and the like. It is quick to tie and easy to adjust.

The rolling hitch is like a clove hitch with another turn. Ideal for taking the strain off another rope and it is a useful knot aboard ship.

The half hitch is a capsized overhand knot is very useful to carry light loads which have to be removed easily.

Two half hitches is use for tying a rope with right angle pull to a pole or ring and it does not jam.

The marline hitch is a very practical to lash a long object and it will not slip easy.

Midshipman's hitch is used to create an adjustable loop under tension; similar to the taut line hitch, except that the second is jammed inside the first to increase friction.

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The rolling hitch is an effective hitch for pole or spar where constant tension is maintained.

The single hitch is the simplest knot use to attach rope to a tree.

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.

The back splice provides a secure methodof preventing the end of a rope from fraying

A short splice is an ideal way of joining ropes.

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Long splice is used to join two rope ends forming one rope the length of the total of the two ropes. The long splice, unlike most splice types, results in a splice that is only very slightly thicker than the rope without the splice.

- Wire Ropeo 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.

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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.

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Lang’s Lay. The direction of twist of the wires is the same as the direction of strand the strands. This lay provides a greater wearing surface but should only used when both ends of the rope and the load are secured against rotation. It is not likely to be used for marine purposes.

o Application Standing Rigging Wire ropes used for stays, shrouds and

preventers have a steel core to give extra strength. Cargo Lashings 6 x 12 ropes are recommended for sizes

8-16mm and 6 x 24 constructions for larger sizes. Cargo Handling. 6 x 24 constructions usually used but 6

x19 ropes are also suitable for ropes up to 24 mm. Mooring Ropes Wire ropes of 6 x37 construction are

recommended for general use but for powered winches, 6 x 36 ropes with a wire core.

Boat falls Either 17 x 7 or 36 x 36 for ropes up to 16mm and 6 x 36 for larger sizes.

o How to Handle Wire Rope When uncoiling wire rope, it is important that no kinks are

allowed to form, as once a kink is made no amount of strain can take it out, and the rope is unsafe to work. If possible a turn-table should be employed (an cart wheel mounted on spindle makes an excellent one); the rope will then lead off perfectly straight without kinks.

If a turn-table is not available the rope may be rolled along the ground. In no case must the rope be laid on the ground and the end taken over or kinks will result, and the rope will be completely spoiled.

The life of wire rope depends principally upon the diameter of drums, sheaves, and pulleys; and too much importance cannot be given to the size of the latter. Wherever possible the diameter of the sheave should not be less than 20 times the diameter of the wire rope. The diameter of drums, sheaves and pulleys should increase with the working load when the factor of safety is less than 5 to 1.

The load should not be lifted with a jerk, as the strain may equal three or four times the proper load, and a sound rope may easily be broken.

Examine ropes frequently. A new rope is cheaper than the risk of killing or maiming crew.

One-sixth of the ultimate strength of the rope should be considered a fair working load.

To increase the amount of the work done, it is better to increase the working load than the speed of the rope. Experience has shown that the wear of the rope increases with the speed.

Wire rope should be greased when running or idle. Rust destroys as effectively as hard work.

Great care should be taken that the grooves of drums and sheaves are perfectly smooth, ample in diameter, and

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conform to the surface of the rope. They should be in perfect line with the rope, so that the latter may not chafe on the sides of the grooves.

o Wire rope clips Wire rope clips (grips) provide a quick and effective

substitute for splicing and fastening wire ropes by unskilled labour.

o 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.

o 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.

o 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.

o 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

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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

- What precautions are to be taken when topping / lowering the following gears on board your ship :

o Ramps - o Cranes - see to it that emergency button is using, the operator is

trained and all working sheets needed are being signed before using the crane.

o Derricks - A cargo boom with its foot set at the foot of the mast used to loading and removing of cargo. Before a derrick is raised or lowered, all person on deck in the vicinity should be warned so that no person stands in, or is in danger from bights of wire and other ropes. Where derricks have not been marked with SWL in union purchase, they should not be used for loads in excess of one-third of the SWL of the derrick.

o Davits - these are used only in lifeboat. Make sure that proper maintenance is obtained and ready for use all the time.

1.14 Cargo work for ship’s officer

- What do you understand by Annual Inspection?o Annual inspection is done yearly for every Vessel to inspect all

safety equipment and ship’s condition.o The annual inspection shall be undertaken to include verification

on whether: All equipment are operational and in satisfactory condition

for the service for which the ship is intended; Alterations have been made to the hull or superstructures

which would affect the calculations determining the position of the load lines;

Fittings and appliances for the protection of openings, guard rails, freeing ports and means of access to crew’s quarters are maintained in satisfactory condition;

Ship documents are complete and valid; and

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Officers and crew are adequate & duly certificated.o Pre-Inspection.

Prior to the actual conduct of the inspection, the Lead Ship Inspector shall undertake the following preparatory tasks:

Ensure that members of the Inspection Team are in proper uniform and possess proper identification and authority to inspect the ship;

Ascertain the availability of inspection tools and equipment to be used;

Obtain necessary documents needed including checklist, a copy of ship specifications, pictures and plans, where applicable;

Confirm inspection time and location with ship operators or their representatives;

Hold pre-boarding meeting to coordinate the inspection work to be performed by each member of the team and to set a target completion time; and

Inspector/Inspection Team to meet the Master on board the ship.

- 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 ship’s 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

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IACS Class societies who ensure all the required weight tests and marking and certificates of the rigging, booms, wire, chains, ropes and slings and other lifting devices, etc. A certificate is issued attesting to the testing.

o If the regular examinations and tests nor annual inspections are not

carried out the condition of the cargo gear would be in question by the dock workers and they could very legitimately refuse to work the ship until all requirements are brought current. The local authorities in the port would also have the authority to require that all cargo gear be examined properly prior to cargo operations commencing if these requirements are not being followed. This inspection can be done by the authorized person.

- 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, ICAO’s Technical Instructions, IATA’s Dangerous Goods Regulations and the IMO’s 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.

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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 as the result of non-detonative self-sustaining exothermic chemical reactions.

Explosive article means article containing one or more explosive substance.

Mass explosion -Means one which affects almost the entire load virtually instantaneously.

Phlegmatized means that the substance (or “phlegmatizer’’) has been added to enhance it’s safely in handling and transport. The phlegmatizer renders the explosive insensitive, or less sensitive, to the following actions: heat shock, impact percussion or friction. Typical phlegmatizing agents include, but are not limited to: wax, paper, water, polymers (such as chlorofluoropolymers), alcohol and oils (such as petroleum jelly and paraffin.

o The six hazard division of class 1 are:

Division 1.1: Substance and articles which have a mass explosion hazard.

Division 1.2: Substance and articles which have a projection hazard but not a mass explosion hazard

Division 1.3: Substance and articles which have a fire hazard and either a minor blast hazard or a minor projection hazard or both, but not a mass explosion hazard.

This division comprises and articles: Which gives rise to considerable radiant heat; or Which burn one after another, producing minor blast

or projection effect or both. Division 1.4: Substances and articles which present no

significant hazard. This division comprises substances and articles

which present only a small hazard in the event of ignition during transport. The effect are largely confined to the package and no projection of fragments of appreciable sized or range is to be expected. An external fire must not cause virtually instantaneously explosion of almost the entire contents of the package.

Division1.5: Very insensitive substance which have a mass explosion hazard.

This division comprises substances which have a mass explosion hazard but are so insensitive that

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there is very little probability of initiation or of transition from burning to detonation under normal condition of transport.

Note: The probability of transition from burning to detonation is greater when large quantities are transported in a ship. As a consequence, the stowage provision for explosives substances in division 1.1 and for those division 1.5 are identical.

Division 1.6: Extremely insensitive articles which do not have a mass explosion hazard

This division comprises articles which contain only extremely insensitive detonating substances and which demonstrate a negligible probability of accidental initiation or propagation.

Note: The risk from articles of division 1.6 limited to the explosion of a single article.

o Commonly transported explosives:

Ammunition/cartridges Fireworks/pyrotechnics Flares Blasting caps / detonators Fuse Primers Explosive charges (blasting, demolition etc) Detonating cord Air bag inflators Igniters Rockets TNT / TNT compositions RDX / RDX compositions PETN / PETN composition

o Class 2 - Gases

A gas is a substance which: 1. At 50 _ C has a vapor pressure greater than 300

kpa; or 2. is completely gaseous at 20 _ C at a standard

pressure of 101.3 kpa The transport condition of a gas is described according to

its physical state as: Compressed gas – A gas which when packed under

pressure for transport is entirely gaseous at -50 _ C this category include all gases with a critical temperature less than or equal to 50 _ C.

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Liquefied gas- a gas which when packed under pressure for transport is partially liquid at temperature above -50 _ C. A distinction is made between:

o High pressure liquefied gas- A gas which

critical temperature between -50 _ C and + 65 _ C

o Low pressure liquefied gas – a gas with a

critical temperature above +65 _ C Refrigerated liquefied gas- a gas which when

packed for transport is made partially liquid because of its low temperature; or

Dissolved Gas- a gas which when packed for transport is dissolved in a liquid phase solvent.

The class comprises compressed gas, liquefied gas dissolved gas refrigerated liquefied gas mixture of one or more gases with one or more vapour of substances of other classes article charge with a gas and aerosols.

Gases are normally transported under pressure varying form high pressure in the case of compressed gas to low pressure in the case refrigerated gases.

According to their chemical properties or physiological effects which may vary widely, gases maybe flammable, nonflammable, non-toxic, toxic, supporters of combustions ; corrosive, or may possess two or more of these properties simultaneously.

Some gases are chemically and physiologically inert. Such gases as well as other gases, normally accepted as non-toxic will nevertheless be suffocating in high concentration.

Many gases of this class have narcotics effects which may occur at comparatively low concentration or may evolve highly toxic gases when involved in fire.

All gases which are heavier than air will present a potential danger if allowed to accumulate in the bottom of cargo space.

Class subdivision: Class 2 is subdivided further according to the

primary hazard of the gas during transport Note: FOR UN 1950 AEROSOL, see also the

criteria in special provision 63 and for UN 2037 RECEPTACLES, SMALL, and CONTAINING GAS (GAS CARTRIGEDS) see also special provision 303.

Class 2.1 Flammable gas

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Gases which at 20 _ C and a standard pressure of 101.3 kpa:

o Are ignitable when in a mixture of a 13% or

less by volume with air; or o Have a flammable range with air of at least

12 percentage points regardless of the lower flammable limit. Flammable shall be determine by test or calculation in accordance with methods adopted by the international organization for standardization ( see ISO Standard 10156: 1996). Where insufficient data are available to use these methods, test by comparable method recognized by a national competent authority may be used.

Class 2.2 Nonflammable, non-toxic gas Gases which:

o are asphyxiate – gases which dilute or

replace the oxygen normally in the atmosphere; or

o are oxidizing – gases which may, generally

by providing oxygen, cause or contribute to the combustion of other material more than air does; or

o do not come under the other classes

o Note: “gases which cause or contribute to

the combustion of other material more than air does means pure gases or gas mixture with an oxidizing power greater than 23.5% as determined by a method specified in ISO 10156:1996 or 10156-2:2005

Class 2.3 Toxic Gases: Gases which:

o are known to be so toxic or corrosive to

human as to pose a hazard; or o are presumed to be toxic or corrosive to

human because they have a LC 50 value (as defined in 2.6.2.1) equal to or less than 5,000/m3 (ppm)

o Note: Gases meeting the above criteria

owing to their corrosively are to be classified as toxic with a subsidiary corrosive risk.

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Gases and gas mixture with hazard associated with more than one division take the following precedence

Class 2.3 take precedence over all other classes; Class 2.1 takes precedence over class 2.2. Gases of class 2.2 are not subject to the provision of

this code if they are transported at a pressure of less than 200 kPa at 20 _ C and are not liquefied or refrigerated liquefied gas.

Gases of class 2.2 are not subject to the provision of this code when contain in the following:

o Foodstuffs (except UN 1950) including

carbonated beverages; o Balls intended for use in sports;

o tyres (except for air transport); or

o light bulb provided they are packaged so that

the projectile effect of any rupture of the bulb will be contained within the package.

o Commonly transported toxic gases:

Aerosols Compressed air Hydrocarbon gas-powered devices Fire extinguishers Gas cartridges Fertilizer ammoniating solution Insecticide gases Refrigerant gases Lighters Acetylene / Oxyacetylene

o Class 3 - Flammable Liquids

Flammable liquid are liquid or mixture of liquids, or liquids containing solid in solution or suspension (such as paints, varnishes, lacquers, etc. but not including substances which, on account of their other dangerous characteristic, have been include in other classes)

This also includes: Liquids offered for transport at temperature at or

above their flashpoint; and Substances transported or offered for transport at

elevated temperature in a liquid state, which give off a flammable vapour at the temperature equal to or below the maximum transport temperature.

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However, the provision of this code need not apply to such liquid with a flashpoint of more than 35 _ C which do not sustain combustion.

They have passed the suitable combustibility test( see the Sustained Combustibility Test prescribed in part III, 32.5.2 of the united Nation Manual of Test and Criteria) or

There fire flashpoint according to ISO 2592:1973 is greater than 100 _ C or

They are water miscible solution with the water content of more than 90%, by mass.

Liquid desensitized explosive are explosive substance which are dissolved or suspended in water or other liquid substance, to form a homogeneous liquid mixture to suppress their explosive properties. Entries in the Dangerous Goods List for liquid desensitized explosives are UN 1204, UN 2059, UN 3064, UN 3343, UN 3357, AND UN 3379

o Commonly transported flammable liquids:

Aerosols Compressed air Hydrocarbon gas-powered devices Fire extinguishers Gas cartridges Fertilizer ammoniating solution Insecticide gases Refrigerant gases Lighters Acetylene / Oxyacetylene

o Class 4 - Flammable Solids

In this CODE, class 4 deals with substance, other than those classified as explosives, which under conditions of transport are readily combustible or may cause or contribute to a fire.

Class 4.1 Flammable solids: Solids which, under conditions encountered in

transport, are readily combustible or may cause or contribute to fire through friction; self-reactive substance ( solids and liquid) which are liable to undergo a strongly exothermic reaction; solid desensitized explosives which may explode if but dilute sufficiently

Class 4.2 Substance liable to spontaneous combustion:

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Substance (solids and Liquid) which are liable to spontaneous heating under normal condition encountered in transport, or to heating up in contact with air, and being then liable to catch fire.

Class 4.3 Substance which, in contact with water, emit flammable gases:

Substance (solids and liquids) which by interaction with the water, are liable to become spontaneously flammable or to give off flammable gases in dangerous quantities

Class 4.1 Flammable Solids: For the purpose of this code, a flammable solid

means readily combustible solids which may cause fire through friction.

Readily combustible solids means fibers, powdered granular, or pasty substance which are dangerous if they can easily ignited by brief contact with an ignition source such as a burning match, and if the flame spreads rapidly. The danger may not come not only in the fire but also from toxic combustion product.

Classification of Flammable solids: Powdered, granular or pasty substances shall be

classified as readily combustible solids of class 4.1 when the time of burning of one or more of the test runs, performed in accordance with the test method prescribed in the United Nation Manual of Test and Criteria, part III; 33.2.1 is less than 45 s or the rate of burning is more than 2.2 mm/s.

Class 4.1 Self-reactive substance: Definitions and properties: Self-reactive substance is thermally unstable

substance liable to undergo a strongly exothermic decomposition even without participation of oxygen (air). Substance are not considered to be self-reactive substances of class 4.1; if

o They are explosive according to the criteria

of class 1; o They are oxidizing substances according to

the classification procedure for class 5.1 (see 2.5.2) except that mixture of oxidizing substances which contain 5.0% or more combustible organic substances shall be subjective to the classification procedure defined in note 3.

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o They are organic peroxides according to the

criteria of class 5.2;o Their heat of decomposition is less than 300

J/g; or Their self- accelerating decomposition temperature (SADT)

(see 2.4.2.3.4) is greater than 75 _ C for a 50 kg package

o Class 4.1 Solid desensitized explosive:

Definition and properties

Solid desensitized explosive are explosive substances which are wetted with water or alcohols or are diluted with other substances to form a homogeneous solid mixture to suppress their explosive properties. The desensitizing agent shall be distributed uniformly throughout the substance in the state in which it is to be transported. Where transport under condition of low temperature is anticipated for substance containing or wetted with water, a suitable and compatible solvent, such as alcohol, may have to be added to lower the freezing point of the liquid. Some of this substance, when in a dry state, is classified as explosive. Where reference is made to a substance which is wetted with water, or some other liquid, it shall be permitted for transport as class 4.1 substances only when in the wetted condition specified. Entries in the dangerous goods list in chapter 3.2 for solid desensitized explosive are UN 1310,UN 1320, UN 1321, UN 1322, UN 1336, UN 1337, UN 1344, UN 1347, UN 1348, UN 1349, UN 1354, UN 1355, UN 1356, UN 1357, UN 1517, UN 1571, UN 2555, UN 2556, UN 2557, UN 2852, UN 2907, UN 3317, UN 3319, UN 3344, UN 3364, UN 3365, UN 3366, UN 3367, UN 3368, UN 3369, UN 3370, UN 3376, UN 3380, And 3474.

Class 4.2 Substances liable to spontaneous combustion Class 4.2 comprises: Pyrophoric substances, which are substances,

including mixture and solution( liquid and solid) which even in small quantities, ignite within 5 minutes of coming into contact with air. These substances are the most liable to spontaneous combustion and

Self-heating substances, which are substances other than pyrophoric substances, which in contact with air without energy supply, are liable to self-heating. These substances will ignite only when in large amounts (kilograms) and after a long period of time (hours or days).

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Self-heating of a substance is a process where the gradual reaction of that substance with oxygen in air generates heat. If the rate of heat production exceeds the rate of heat loss, then the temperature of the substance will raise which, after an induction time, may lead to self-ignition or combustion.

Some substance may also give off toxic gasses if involved in fire.

Class 4.3 – Substances which, contact with water, emit flammable gases

For the purpose for this code, the substances in thus class are either liquids or solid which, by interaction with water, are liable to become spontaneously flammable gases in dangerous quantities.

Certain substances, in contact with water, may emit flammable gases that can form explosive mixture with air. Such mixtures are easily ignited by all ordinary sources of ignition, for example naked lights, sparking hand tools or unprotected light bulb. The resulting blast waves and flames may endanger people and the environment.

Classification of class 4.3 substances: Substances which in contact with water, emit

flammable gases shall be classified in class 4.3 if in test performed in accordance with the test method given in the United Nations Manual of Test and Criteria, part III 33.4.1:

Spontaneous ignition takes place in any steps of the test procedure.

There is an evolution of a flammable gas at a rate greater than1 litre per kilogram of the substances per hour.

o Commonly Transported Flammable Solids; Spontaneous Combustibles; ‘Dangerous When Wet’ Materials:

Alkali metals Metal powders Aluminum phosphide Sodium batteries Sodium cells Firelighters Matches Calcium carbide Camphor Carbon

o Class 5 - Oxidizing substances and Organic peroxides In this code, class 5 is divided into two classes as follows. Class 5.1- Oxidizing substances:

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Substances which, while in themselves not necessarily combustible, may, generally by yielding oxygen, cause, or contribute to, the combustion of other material. Such substances may contained in an article

Mixture of oxidizing substances with combustible material and even with material such as sugar, flour, edible oils, etc, is dangerous. These mixtures are rapidly ignited, in some cases by friction or impact. They may burn violently and may lead to explosion.

Class 5.2 – Organic peroxides: Organic peroxides which contain the bivalent-O-O-

structure and may be considered derivatives of hydrogen peroxide, where one or both of the hydrogen atoms have been replace by organic radicals. Organic peroxide are thermally unstable substances which may undergo exothermic self-accelerating decomposition. In addition, they may have one or more of the following properties:

o Be liable to explosive decomposition o Burn rapidly o React dangerously with other substances o Cause damage to the eye.o

o Commonly Transported Oxidizers; Organic Peroxides Chemical oxygen generators Ammonium nitrate fertilizers Chlorates Nitrates Nitrites Perchlorates Permanganates Persulphates Aluminum nitrate Ammonium dichromate

o Class 6 – Toxic and infectious substances Note 1: The word “toxic” has the same meaning as

“poisonous”. Note 2: Genetically modified micro-organism which do not

meet the definition of an infectious substances shall be considered for classification in class 9 and assigned to UN 3245.

Note 3: Toxins from plan animal or bacterial sources which do not contain any infectious substances, or toxins that are contained in substances which are not infectious substances, shall be considered in classification in class 6.1 and assigned to UN 3172.

Class 6 is subdivided into two classes as follows: Class 6.1 – Toxic substances

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These are substances liable either to cause death or serious injury or to harm human health if swallowed or inhaled, or by skin contact.

Class 6.2 – Infectious substances These are substances known or reasonably expected

to contain pathogens. Pathogens are defined as micro-organism (including bacteria, viruses, rickettsia, parasites, and fungi) and other agents such as prions, which can cause disease to human or animal health.

o Commonly Transported Toxic Substances; Infectious Substances: Medical/Biomedical waste Clinical waste Biological cultures / samples / specimens Medical cultures / samples / specimens Tear gas substances Motor fuel anti-knock mixture Dyes Carbamate pesticides Alkaloids Allyls

o Class 7 – Radioactive materials Radioactive material means the presence of radioactive in

the consignment exceed the values specified in 2.7.2.2.2.1 to 2.7.2.2.6

A1 and A2 A1 means the activity value of special form

radioactive material which is listed on the table in 2.7.2.2.2.1 or derived in 2.7.2.2.2 and is used to determine the activity limits for the provisions of this Code.

A2 means the activity value of radioactive material, other than special form radioactive material, which is listed in the table in 2.7.2.2.1 or derived in 2.7.2.2.2 and is used to determine the activity limits for the provision.

Fissile nuclides Means uranium-233, uranium-235, plutonium-239

and plutonium-241. Fissile material means a material containing any of the fissile nuclides. Excluded from the definition of fissile material are:

o Natural uranium or depleted uranium which is unirradiated

o Natural uranium or depleted uranium which has been irradiated in thermal reactors only.

Low dispersible radioactive material

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Means either a solid radioactive material or a solid radioactive material in a sealed capsule that has limited dispersibility and is not in powder form.

Low specific activity (LSA) Means radioactive materials which in nature has a

limited specific activity, or radioactive materials for which limits of estimated average specific activity applied. External shielding materials surrounding the LSA material shall not be considered in determining the estimated average specific activity.

Low toxicity alpha emitters Natural uranium, depleted uranium, natural thorium,

uranium-235 or uranium-238, thorium-232, thorium-228, and thorium-230 when contained in ores or physical or chemical concentrates, or alpha emitters with half-life of ten days.

Specific activity of a radionuclide – the activity per unit mass of that nuclide. The specific activity of a material shall mean the activity per unit mass of the material in which the radionuclides are essentially uniformly distributed.

Surface contaminated object (SCO) A solid object which is not itself radioactive but

which has radioactive material distributed on its surfaces.

o Commonly Transported Radioactive Material Radioactive ores Medical isotopes Yellowcake Density gauges Mixed fission products Surface contaminated objects Cesium radionuclides / isotopes Iridium radionuclides / isotopes Americium radionuclides / isotopes Plutonium radionuclides / isotopes

o Class 8 – Corrosive substances

Class 8 substances, substances which by chemical action will cause severe damage even destroy other goods or the means of transport.

Substances and preparation of class 8 are divided among the packing groups according to their degree of hazard in transport as follows:

Packing Group 1: Very dangerous substances and preparation;

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Packing Group 2: Subtances and preparations presenting medium danger;

Packing Group 3: Substances and preparation presenting minor danger.

o Commonly Transported Corrosives

Acids/acid solutions Batteries Battery fluid Fuel cell cartridges Dyes Fire extinguisher charges Formaldehyde Flux Paints Alkyl phenols

o Class 9 – Miscellaneous dangerous substances and environmentally

hazardous substances: Class 9 substances and articles are substances and articles

which, during transport present a danger not covered by other classes.

Environmentally hazardous substances include inter alia, liquid or solid substances pollutant to the aquatic environment and solutions and mixtures of such substances (such as preparations and wastes)

The aquatic environment may be considered in terms of aquatic organisms that live in the water, and the aquatic ecosystem of which they are part. The basis, therefore, of the identification hazard is the aquatic toxicity of the substances or mixture, although this may be modified by further information on the degradation and bioaccumulation behaviour.

Substances which on inhalation as fine dust, may endanger health;

Blue asbestos (crocidolite) Brown asbestos (amosite, mysorite) White asbestos (chrysotile, actinolite, anthophylite,

tremolite) Substances evolving flammable vapour

Polymeric beads, expandable, evolving flammable vapour

Plastic moulding compoumd Lithium Batteries

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Lithium metal batteries Lithium metal batteries contained in equipment Lithium ion batteries etc.

Life-saving appliances Self-inflating Seat belt pretentioners

Other substances Acetaldehyde ammonia Carbon dioxide Zinc dithionite Castor beans Engine internal combustion Battery-powered equipment

o Commonly Transported Miscellaneous Dangerous Goods

Dry ice / cardice / solid carbon dioxide Expandable polymeric beads / polystyrene beads Ammonium nitrate fertilizers Blue asbestos / crocidolite Lithium ion batteries Lithium metal batteries Battery powered equipment Battery powered vehicles Fuel cell engines Internal combustion engines

o Marine pollutants

Substances which are subject to the provisions of Annex III of MARPOL 73/78, as amended.

- What do you understand by segregation and compatibility?o Incompatible goods shall be segregated from one another.

o For the implementation of this requirement, two substances or

articles are considered mutually incompatible when their stowage together may result in undue hazards in case of leakage or spillage, or any other accident.

o The extent of the hazard arising from possible reactions between

incompatible dangerous goods may vary and so the segregation arrangements required may also vary as appropriate. Such segregation is obtained by maintaining certain distances between incompatible dangerous goods or by requiring the presence of one

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or more steel bulkheads or decks between them, or a combination thereof. Intervening spaces between such dangerous goods may be filled with other cargo compatible with the dangerous substances or articles in question.

o The following segregation terms are used throughout this Code:

“Away from”; “Separated from”; “Separated by a complete compartment or hold from”; “Separated longitudinally by an intervening complete

compartment or hold from”.o These terms are defined in 7.2.2 and their use in regard to the

different modes of sea transport is explained further in the other subsections of this chapter

o The general provisions for segregation between the various classes

of dangerous goods are shown in the “segregation table” of 7.2.1.16. In addition to the general provisions, there may be a need to segregate a particular substance, material or article from other goods which could contribute to its hazard. Particular provisions for segregation are indicated in the Dangerous Goods List and, in the case of conflicting provisions, always take precedence over the general provisions

Segregation groups For the purpose of segregation, dangerous goods

having certain similar chemical properties have been grouped together in segregation groups as listed in 7.2.1.7.2. The entries allocated to these segregation groups are listed in 3.1.4.4. Where in the Dangerous Goods List entry in column 16 (stowage and segregation) a particular segregation requirement refers to a group of substances, such as “acids”, the particular segregation requirement applies to the goods allocated to the respective segregation group.

Segregation groups referred to in the Dangerous Goods List:

acids ammonium compounds bromates chlorates chlorites cyanides heavy metals and their salts (including their

organometallic compounds) hypochlorites

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lead and its compounds liquid halogenated hydrocarbons mercury and mercury compounds nitrites and their mixtures perchlorates permanganates powdered metals peroxides azides 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.

- Describe the precautions to be taken before loading dangerous goods of different classes. How will you prepare the cargo holds?

o Precautions:

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The prevention of fire in a cargo of dangerous goods is achieve by practicing good seamanship, observing in particular the following precautions:

Reject any damages or leaking packages Packages should be stowed in a location, which ensure

protection from accidental damage or excessive heating. Combustible material must be kept away from ignition

sources. Goods must be segregated from substances liable to start or

to spread fire. It may be necessary to ensure accessibility of dangerous

goods so those packages in the vicinity of a fire may be protected or moved to safety.

Enforce prohibition of smoking in dangerous areas. Post “NO SMOKING” signs and symbols. All electrical fittings and cables must be in good condition

and safeguarded against short circuits or sparkling. All ventilators must have spark arrestors of suitable wire

mesh. Ensure that goods stowed in same location do not pose

danger in event of contamination.o Precaution for class 1:

The greatest risk in handling and transport of goods of class 1 is that of fire from a source external to the goods, and it is vital that any fire is detected and extinguish before it can reach such goods. Consequently, it is essential that fire precautions, fire-fighting measures and equipment are of a high standard and ready for immediate application and use.

Compartments containing goods of class 1 and adjacent cargo spaces should be provided with a fire-detection system. If such spaces are not protected by a fixed fire-extinguishing system, they should be accessible for a fire-fighting operation.

No repair work should be carried out in a compartment containing goods of class 1. Special care should be exercised in carrying out repairs in adjacent space. No welding, burning, cutting or riveting operations involving the use of fire, flame, spark, or arc-producing equipment should be carried out in any space other than machinery spaces and workshop where fire-extinguisher arrangements are available, except in any emergency and, if in port with prior authorization of the port authority.

o Precaution for class 2:

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Effective ventilation should be provided to remove any leakage of gas from within the cargo space or spaces, bearing in mind that some gasses are heavier than air and may accumulate in dangerous concentrations in the lower part of the ship.

Measures should be taken to prevent leaking gasses from penetrating from any other part of the ship.

If there any reason to suspect any leakage of a gas, entry into cargo spaces or other enclosed spaces should not be permitted until the master or responsible officer has taken all safety considerations into account and is satisfied that it is safe to do so. Emergency entry under other circumstances should be only under taken by trained crew wearing self-contained breathing apparatus, and protective clothing when recommended, and always under the supervision of responsible officer.

Leakage from pressure receptacles containing flammable gasses may give rise to explosive mixtures with air. Such mixtures, if ignited, may result in explosion and fire.

o Precautions for class 3:

Flammable liquids give off flammable vapours which, especially in an enclosed space, form explosive mixtures with air. Such vapours if ignited may cause a “flashback” to the place where the substances are stowed. Due regards should be paid to the provision of adequate ventilation to prevent accumulation of vapours.

o Precaution for class 4.1:

Flammable solids will easily ignite, and the appropriate EmS Fire Schedule should be consulted. Self-substances are sometimes transported under temperature controlled conditions where the control temperature will depend upon the specific properties of the substance being transported.

o Precaution for class 4.2:

This class of substance includes pyrophoric substances, which will instantly burn on contact with air, and self-heating substances, which lead to spontaneous combustion.

o Precaution for class 4.3:

This substance reacts violently with water, evolving flammable gasses. The heat of the reaction is sometimes sufficient to initiate a fire.

o Precaution for class 5.1:

This class of substances is liable to evolve oxygen and therefore to accelerate fire. Fires in which these substances

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are present are difficult to extinguish, because the ship’s fire-fighting installation may not be effective. Everything possible should be done to prevent the spread of fire to containers containing these dangerous goods.

o Precaution for class 5.2

This class of substances is liable to burn vigorously, if the temperature control cannot be stored, the manufacturer should be consulted as soon as possible even if evolution of smoke has ceased. The cargo should then be kept under surveillance.

o Precaution for class 6.1

Substance of this class are poisonous by contact or inhalation, and the used of self-contained breathing apparatus and fire-fighters’ outfits is therefore essential.

o Precaution for class 6.2

These substances which are known or reasonably expected to contain pathogens (micro-organism that are known to cause infectious disease to humans and animals). Pathogens may survive the fire and self-contained breathing apparatus should therefore be used.

o Precaution for class 7:

The radioactive contents of Excepted, Industrial and Type A packages are so restricted that, in the event of an accident and damage to the package, there is a high probability that any material released or shielding efficiency lost, would not give rise to such radiological hazard as to hamper fire-fighting or rescue operations.

Type B(U) packages, Type B(M) packages and Type C packages are designed to be strong enough to withstand severe fire without significant loss of contents or dangerous loss of radiation shielding.

o Precaution for class 8:

These substances are extremely dangerous to humans, and many may cause destruction of safety equipment. Burning cargo of these classes will produce highly corrosive vapours. Consequently, wearing self-contained breathing apparatus is essential.

o Precaution for class 9:

This substance includes those substances, materials and articles which are deemed to possess some danger, but which are not classified within the criteria of classes 1-8. No general guidelines are applicable to these goods.

o Marine pollutant:

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A number of substances within all of the above classes have also been designated as marine pollutants.

o Preparation of cargo holds:

Prior to loading and after discharging, hold spaces must be inspected and the cargo/ballast system should be tested. The inspection is primary directed towards checking the ship’s integrity.

Fire/smoke detecting system in the cargo holds must be working (heat or smoke tested).

Thermometer or sampling pipes must be clear and their watertight caps should be checked.

All portable thermometer and their rope lines should be checked

1.15 STCW

- Describe the precautions to be taken before loading dangerous goods of different classes. How will you prepare the cargo holds?

o Precautions:

The prevention of fire in a cargo of dangerous goods is achieve by practicing good seamanship, observing in particular the following precautions:

Reject any damages or leaking packages Packages should be stowed in a location, which ensure

protection from accidental damage or excessive heating. Combustible material must be kept away from ignition

sources. Goods must be segregated from substances liable to start or

to spread fire. It may be necessary to ensure accessibility of dangerous

goods so those packages in the vicinity of a fire may be protected or moved to safety.

Enforce prohibition of smoking in dangerous areas. Post “NO SMOKING” signs and symbols. All electrical fittings and cables must be in good condition

and safeguarded against short circuits or sparkling. All ventilators must have spark arrestors of suitable wire

mesh. Ensure that goods stowed in same location do not pose

danger in event of contamination.o General Precautions during Cargo Watch

Control of ship's draught, trim, list, etc. Ample illumination of work place at night time.

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Achieving work environment such as setting up of stanchions and ropes when hatch covers are opened etc.

Check of stowage locations of special cargoes, including dangerous goods and refrigerated containers, in accordance with the pre-stowage plan, and of whether there is no damage to containers.

Appropriate progress of cargo operations and estimation of completion time.

Check of container lashing in accordance with the CSM (Cargo Securing Manual).

Attendance at hatch opening and closing. Adjust ballast as instructed by the Chief Officer. When gantry crane is traveling, be careful with the possible

contact with masts, funnel, gangways, etc.o Special Cargo Work

The Officer on watch shall be in attendance when heavy weight cargo is being loaded as special cargo.

When loading, record the sling points, diameter and length of sling used, method of lifting, etc.

The lashings shall be in number and strength in accordance with the CSM.

The officer on watch shall report to the chief mate upon completion of lashing and have it checked by him.

o Cargo Work on Reefer Containers

The chief mate shall give, in advance, the chief engineer such information as the estimated time of loading and stowage location of refrigerated containers.

The chief mate shall check in advance whether the ship's hands shall be used to connect or disconnect plugs to containers, and inform the chief engineer accordingly.

The chief engineer shall give necessary instructions on cargo work concerning refrigerated containers.

The engineer in charge shall connect monitoring cords after the loading of containers to check the operating conditions of refrigerating units and report to the chief mate condition of all units loaded on board.

Report the gist of the trouble and a container number of the reefer container that is discharged, to the terminal, loading port agent, and booking agent (via the loading port agent).

A report on landed refrigerated containers shall be given describing outlines of respective trouble and container numbers to the terminal, the ship's agent of the loading port, and the shipping company which booked such containers (through the shipping agent at the loading port).

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The chief mate shall check loaded reefer containers against the reefer container list in terms of the number of such containers actually loaded, set temperatures, and the opened/closed ventilation, report discrepancies, if any, to the shipping agent or parties concerned, and record the fact.

o As per STCW, while in port, the various duties of an OOW during

cargo operations are:

In port assisting the Chief and Second Officers with the supervision and organization of cargo operations.

Review the Maintenance, Tests and Inspection Manual to ensure that maintenance of all safety and pollution prevention equipment has been carried out as planned.

Assist the Chief Officer with the supervision and organization of cargo work when the vessel is in port.

Supervised the cargo operation. Able to identify what kind of cargo were being loaded. Report any damages that will encounter especially

dangerous cargo in the container. Know how to make a step especially in case of emergency

situation in the port. The safety and efficiency of the ships operation in port rest

on the shoulder of the OOW. He is the first point of contact between the ship and the personnel from ashore. His initiative dedication and professionalism can have major impact of the safety, efficiency and commercial operation of the vessel.

The role of the OOW in port is to supervise and monitor all the activities onboard the ship and all external factors that could affect his ship. A properly carried out port watch will ensure operating efficiency and safety of the ship, crew, people and environment.

The OOW shall make rounds to inspect the ship at appropriate intervals.

Pay particular attention to: The condition and securing of accommodation

ladder anchor chain, and moorings. The draft under keel clearance and general state of

the ship to avoid dangerous listing or trim during cargo handling and ballasting.

The weather and sea state. The observance of all regulations concerning safety

and fire protection. The water level in bilges and ballast, and other tank.

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All persons onboard and their location, especially those in enclosed spaces. Lights and signal are properly exhibited

- Explain the procedures for reporting damaged goods. Described the actions that you will take.

o In reporting damaged goods, inform first the cargo supervisor or

the duty foreman about the goods that was not able to load because of the damage. After that, make a damage report signed by the chief officer or the duty officer on that day. The OOW should make him/her familiar with the layout of this publication including its supplements so that he will be able to extract quickly all the information which is relevant to the cargo carried on that particular voyage. The OOW should read the entry of each item of dangerous goods that is to be loaded and ask the chief officer for clarification of any point that he doesn’t understand. With rapid loading and 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 loadedo 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

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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. The intended lashings (Actual lashings as per cargo

securing manual) should be correctly entered in the loading computer before performing the above mentioned check. Any lashing violations should then be attended to as required.

The planners, lashing foreman and duty officers should be advised clearly about requirement of any additional lashings.

Due diligence should be exercised to input correct stability / vessel condition data before using the above mentioned check function.

- 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

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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.

The lashing rods should be connected to the correct pad eyes.

It is recommended that the Duty officers and duty A/B's also report the bay numbers, for which they have checked the lashing, so that the gangway person can record same in the port log simultaneously.

Record should be maintained on the stowage plan or port log on completion of checking of lashing. Whilst handing over cargo watches, this information should be handed over the incoming watch keepers to ensure no location is missed out for carrying out and checking of lashings.

Information should be confirmed and updated in case of amended plans.

In case of any discrepancy the lashing foreman and planner should be notified to ensure containers are lashed as per requirement prior to vessel's departure.

If any major problems are encountered relating to lashing of containers by stevedores, chief officer should inform Master who may inform agents and charterers (e.g LPO / TRUNKLINER / OTMC etc.) immediately.

FUNCTION 3 – SHIP HANDLING AND MANEUVERING

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1.2 Mooring Keep a proper Look-Out by sight and hearing

- Lookouto 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. As it is dangerous to rely on only one means of lookout, a

systematic lookout shall always be kept with a combination of several methods used.

o Lookouts

The lookout shall give full attention to the keeping of a proper lookout and no other duties shall be undertaken or assigned which could interfere with that task.

The duties of the lookout and helmsman are separate and the helmsman shall not be regarded as the lookout while steering. The trainee/cadet shall not be considered as a lookout person or helmsman.

A lookout shall not leave the bridge during the watch as this contravenes the requirements of SOLAS and STCW. Safety Patrols of the vessel as per SMS ZZ-S-P-07.43.00 "Ship Security Matters and Safety Patrols" shall be conducted after the end of each watch during the hours of darkness, typically from 2200 to 0600 hrs.

o Watch-keeping Arrangements and Watch Level

o The navigational watch shall be kept at least by two persons. The

watch level (the number of persons in BTM) and role assignment of BTM shall be as per the S-071000-04FIG "Watch Level" in accordance with section 5.4.3 of "Passage Planning".

o Meeting Policy on Navigation Bridge

o As a company policy, the Master shall avoid conducting meetings

(e.g. Onboard Safety and Sanitary

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o Committee Meeting, Shipboard Management Meetings, De-

briefing after completion of drills, etc) on the Bridge to avoid distraction to the OOW.

o B-1 Watch-Keeping / Sole Lookout

Tankers (VLCC, Product, Chemical Tankers & LNG Tankers) B-1 watch-keeping is not permitted on Tanker Vessels (Oil, Product, Chemical & LNG Tankers).

Dry Cargo and LPG Vessels At the discretion of Master, the helmsman may be

assigned to other duties (hereinafter referred to as "B-1 watch-keeping"), during the period from sunrise to sunset. This is to re-emphasize that B-1 watch-keeping shall not be performed from sunset to sunrise.

B-1 watch level shall only be allowed in open sea areas. B-1 Watch shall not be allowed on the day of departure

from port, to allow the OOW to be well rested.o Risk Assessment Prior B- 1 Watch-Keeping

A risk assessment shall be carried out and reviewed prior B-1 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

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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 look-out 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.

Master shall periodically verify that the B-1 watch-keeping requirements are being complied with.

o The OOW during B-1 watch-keeping shall observe the following:

The OOW confirms the AB designated for back-up assistance and test communication link (hand held radio) with him prior start of B-1 watch-keeping.

The communication between OOW and AB shall be tested and verified periodically.

One Man (dead-man) alarm / BNWAS shall be kept on, if fitted.

OOW is well aware of the situations when to call back up. All essential equipment and alarms on the bridge are fully

functional. Understand that he alone is the lookout and shall not engage

in desk work or in any other duties that may interfere with the safe navigational watch keeping. For example, Charts and Nautical publications correction and other ancillary work (preparing port papers etc.) shall not be done whilst on B-1watch.

When he considers it necessary to have the helmsman on the bridge, judging from weather conditions, visibility, or traffic congestion, he shall immediately place the helmsman on it.

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The criteria of sole look out shall be displayed prominently in bridge (other than on Oil and Chemical Tankers) and known to all concerned.

1.3 Monitoring and Control of a Safe Watch (Mooring Stations)

- Duties of Duty Officero The duty officer shall perform his duties of watch keeping in port,

in accordance with the following procedures:- Cargo Watch Duty

o The duty officer, when cargo work is being conducted, shall

perform duties as the officer on cargo work watch, following the instructions given by the chief officer, and shall direct the cargo work related duties.

- Mooring Lineso The duty officer, when the ship is alongside a wharf, shall ensure

that the state of the mooring lines is good, and if there is any deficiency in the state, he shall have it rectified.

o A check of the mooring lines shall be made once per hour but in

harbors where there are large tides, swells and where the effects of passing vessels can be expected, checks shall be made at shorter intervals

- While Anchoredo 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;

- That safety nets are properly strung underneath the

gangways; That lifebuoys with lifelines and self-igniting lamps are

always provided in the vicinity of the gangways; and Those steps are not slippery.

o Accident Prevention

The duty officer shall make the utmost effort to prevent accidents on board and around the ship, and shall make the crew and contractors abide strictly by the procedures of the SMS manual and laws and regulations related to safety.

o Security

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The duty officer shall strive for security on the ship in accordance with the SMS procedures titled "Security Matters and Safety Patrols" (ZZ-S-P-07.43.00).

o Measures against Rough Weather

The duty officer, when rough weather is expected, shall check and consider the following:

Maintain close contact with agents Check to see if there is the necessity of increasing the

number of mooring lines (considering wind and current, windage area, strength of lines, etc.);

Check to see if there is the necessity of arranging for a tugboat to support the mooring;

Judge whether or not the engine needs to be used and if required, notify the duty engineer in ample time;

Consider the necessity of suspending or ceasing cargo work; and

Note to see if there is the necessity of instructing the crew members on shore to return to the ship.

Upon receiving instruction from Master, preparing to leave the berth in order to shift the vessel to safe water area, if required.

o Ensign and Illuminations

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.

o Prevention of Sea Pollution

The duty officer, while on watch, shall monitor the vessels activity such that oil, garbage, daily wastes, etc. are not improperly discharged overboard.

He shall also notify the master and the duty engineer if he discovers any oily bilge, floating in the vicinity of the ship, and if necessary, shall take action in accordance with the procedures of "Oil Spills".

o Change of Watch

The duty officer shall hand over the following matters to the relieving officer:

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The state of the tide and tidal current; The depth of water and ship's draft; Anchors used and shackles (when anchored); The state of mooring lines (number of ropes, tension, etc.); The state of readiness of the engine; Cargo work related information; Oil replenishment, and the state of ballasting and

deballasting; Crew members remaining on board; Visitors to the ship; and Master and chief officer's instructions.

- Relief of Watcho 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":

The relationship of the ship to other ships; The ship's position and the presence or nearness to shoals,

danger reefs, etc.; Nautical chart of navigating area (one with the course line

laid down); Settings of ECDIS (not limited to, but including

information & settings of safety depths/contours, display, radar overlay, grounding / look ahead function etc.)

Weather and sea conditions (particularly what affects the ship's course or speed);

Course (gyro/magnetic), speed, and amount of deviation from course;

State of navigation lights; State of operation of navigation instruments and signal

lamps; If during the ballasting or deballasting operations, then the

state of those operations; State of work of the deck department (what work is being

done, and where); State of transfer of fuel oil; and Gyrocompass errors and deviation or variation of the

magnetic compass. In addition, check list 'S- 071000-03CHK' shall be used by

O.O.W. for handing over navigational watch. A laminated

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copy of the handing over check list shall be kept in bridge and compliance to the check list shall be recorded in the log book by taking over officer by writing phrase "Check list S-07100-03CHK complied with". The hard copy of the check list 'S- 071000-03CHK' for each watch is not required to be maintained on board.

- Inappropriate Reliefo The watch shall not be relived when the OOW is engaged in

navigating the ship to avoid danger of collision, etco The OOW shall not hand over his watch if he judges that his

successor is injured, sick, under the influence of alcohol or drugs, or otherwise unfit to keep watch. He shall immediately report the facts to the master and receive instructions from him.

o The next OOW may refuse to take over the watch if he has some

doubts about the handing over of the watch of his predecessor and judges that it is not appropriate to relieve the watch. In such a case, he shall immediately report the facts to the master and receive instructions from him.

o The next OOW on night watch shall not take over the watch until

his eyes have become accustomed to the dark.- Items to Be Confirmed after Taking Over Watch keeping Duties

o The OOW shall reconfirm the following items immediately after

taking over the watch keeping duties: The relative relation between the ship's position and the

planned track, or shoals, other dangerous obstructions, etc.; The intention and tendency of other ships around; Comparison of the planned track drawn in 360 degrees on

the chart with the course to be steered entered nearby; The information related to the nautical chart and the bridge

notebook; and The operational conditions of the manual steering gears.

1.4 Mooring

- Operations and Handling- Planning

o The key element for safe and successful mooring operation is

planning. Planning shall take into account not only the mooring layout of the vessel and the berth but the prevailing and expected weather conditions, tide, currents and any other factors affecting the moorings of the vessel.

o Before arrival at a port, all necessary mooring equipment shall be

made ready for use and all mooring machinery shall be inspected

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and proved to be in good condition. The inspection shall be carried out by the Chief Officer.

o The Officer in charge of the mooring operation before arrival at the

berth shall carryout mooring equipment safety checks and reports his findings to the bridge. A log book entry is to be made of these checks. Any deficiency reported to be advised immediately to the pilot. He shall also hold a briefing with the mooring party and make them aware of the mooring arrangement and the hazards involved.

- Communication o The Master shall discuss the mooring arrangement and plan with

the pilot before coming alongside and this information to be entered on the "Master Pilot Information Exchange (S-072003-01FRM)" . The mooring plan shall take into account the layout of the berth, prevailing and expected weather conditions, tides, currents and traffic movements. The information shall be relayed to the person in charge of mooring parties.

o Person's carrying out adjustments to the lines shall first take

permission from the OOW. OOW shall carefully assess the effect of adjusting the lines on the position of the vessel before giving permission. Moorings are to be adjusted in such a way that vessel does not move position or comes off the fenders or berth. Adjustments shall also ensure that severe loads are not placed on individual lines.

o Whistle signals are provided for guidance so that if it is in use on

board our vessels then common method is followed :- Heave in: ･ ･ (2 short) Stop: － (1 long) Slack: ･ ･ ･ (3 short) Attention: ・ (1 short) O.K.:(no whistle signal) Dismiss the station: ･ - ･ - ・ Cancel/Danger/Emergency: ・ ･ ･ ･ ･ Direction: (no whistle signal) In any case, use of standard hand signals shall be

mandatory.- Safe Practice

o Mooring Operations onboard present significant risks to the crew.

All personnel engaged in these operations shall be trained to ensure they are competent and aware of the hazards involved. Risk Assessment shall be carried out prior all mooring operations.

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o All personnel involved with mooring operations shall wear

Personal Protective Equipment, including safety helmets, safety shoes, and gloves. Safety goggles are to be worn during anchoring.

o The responsible officer of mooring operations shall wear following

safety gear so that he can easily be distinguished from the other crew members during the mooring operation:

Helmet (Red) and / or High Visibility Safety Vest , and Whistle

o LNG vessels: All three safety gear listed above shall be donned by

responsible officer.o All mooring areas shall be free of obstructions and litter and well

illuminated at night. The working area adjacent to mooring equipments shall be painted with non skid paint. Example of working area around mooring fitting are Bollard, Warping end, Chock, Capstan, Stand roller, etc or any area where workers need to stand and apply force. Mooring winches shall never be left running unattended. The person in charge of mooring operation shall give clear instructions to the winch operator. Mooring equipment shall be operated by competent persons. The personnel shall never stand in the rope bights and when moorings are under strain they shall stand clear of the "snap back zones".

o Additional gas/fire detection and extinguishing systems shall be

confirmed to be available for monitoring any enclosed spaces containing mooring equipment power supplies.

o The maximum number of turns on a smooth mooring drum or

warping end shall not exceed four. o Moorings are to be adjusted by putting the winch into gear,

opening the brake and walking back the line. On no account the moorings shall be slackened off by releasing the brake only.

o The person in charge of the mooring party shall ensure that the

mooring crew is kept well clear of the tugs lines when under load. When the tug is made fast or let go the person in charge shall ensure that operation is carried out in a controlled manner keeping in close contact with the bridge and the tug.

o All personnel involved with mooring operations shall consult the

relevant industry guidelines and publications available onboard, e.g. "Effective Mooring", COWSP, ISGOTT and OCIMF publication "Mooring Equipment Guidelines".

- Protection of Power Supplyo The electric switch board (Power-supply) to mooring equipment

shall be sufficiently and adequately protected against water spray, water leaks or leaks of other kind. An electric insulating mat or

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appropriate wooden grating shall be placed under electric switch board as an additional measure to protect against electrocution.

- Minimum Manningo For safety of operations, following minimum personnel shall man

each mooring stations: Mooring/ Unmooring at berth, Pier, Buoy, STS, SBM: 3

crew and Deck Officer Making fast and letting go of Tug: 3 Crew and Deck

Officer Anchoring and heaving up anchor: 2 Crew and Deck

Officer Laying up and storing of ropes/wires on deck: 3 Crew

o Vessel fitted with all mooring ropes/wires on winches (self stow

winches) a minimum of 2 deck crew and one officer shall be minimum requirement.

- Risk Assessment o Vessel shall carry out a Risk Assessment of Mooring Operations,

which shall include following: Mooring arrangement & lay out as per plan. Condition of mooring winches, fairleads, rollers, bitts and

other equipment. Condition of mooring ropes, wires, tails, chocks and

stoppers. External factors including tides, current and weather

conditions such as sea, swell, winds, fronts and squalls likely to be experienced.

Snap-back and safe zones. Communications Berth lay out or other shore mooring arrangement Safe working practices. Ship to Ship transfer operation, mooring to buoys or other

special operations. o The result of risk assessment shall be filed and this shall be

reviewed prior every mooring operations. If any parameters are different from the hazards identified earlier, additional measures to be taken shall be considered.

o The Chief Officer shall discuss and highlight the safety precautions

to be taken during the daily job order meeting, on or prior to the day of mooring. This shall serve as constant reminder and prevent accidents.

- Snap-back Zoneo Handling of mooring lines has a higher potential accident risk than

most other shipboard activities. The most serious danger is snap-

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back, the sudden release of static energy stored in the synthetic line when it breaks.

o When a line is loaded, it stretches. Energy is stored in the line

proportion to the load and the stretch. When the line breaks, this energy is suddenly released. The ends of the line will snap-back, striking anything in their path with tremendous force.

o Snap-back is common to all lines. Even long wire lines under

tension can stretch enough to snap back with considerable energy. Synthetic lines are much more elastic, increasing the danger of snap-back.

o Synthetic lines normally break suddenly and without warning.

Unlike wires, they do not give audible signals of pending failure; nor do they exhibit a few visible broken elements before completely parting.

o Line handlers shall stand well clear of the potential path of snap-

back, which extends to the sides of and far beyond the ends of the tensioned line.

o As a general rule, any point within about a 10 degree cone around

the line from any point at which the line may break is in danger. A broken line will snap back beyond the point at which it is secured, possibly to a distance almost as far as its own length. If the line passes around a fairlead, then its snap-back path may not follow the original path of the line. When it breaks behind the fairlead, the end of the line will fly around and beyond the fairlead.

o If an activity in a danger zone cannot be avoided, the exposure time

can at least be reduced by observing some simple rules. When it is necessary to pass near a line under tension, do so as quickly as possible. If it is a mooring line and the ship is moving about, time your passage for the period during which the line is under little or 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 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

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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. Upon completion of mooring the winch shall be left with

the brake on and out of gear. Do not leave the ropes on the warping drums but fast on

bitts. Always use stopper ropes of material which is compatible

to mooring ropes. (e.g. Manila Rope stopper should not be used with polypropylene ropes).

Synthetic fiber ropes give little or no warning when about to break, and possess low resistance to chafing when under load.

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When making synthetic fiber ropes to bitts, do not use a "figure of eight" alone to turn them up. Use two round turns (but not more) around the leading post of the bitts before taking figure of eight for large size bitts, or around both posts before figure of eight 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 shall 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 deck.

Spray shields/guards should be fitted to protect personnel and adjoining equipment/motors from the risk of leaks.

o Operations and Handling

o The responsible Deck Officer and the operators of the machines

must operate the windlass and mooring winch in accordance with the following.

o Preparations for Operations

Make sure that the mooring line is wound on the drum in such a direction that when the drum rotates in the forward direction, the winch is wound up. Band brakes are designed for the line to pull directly against the fixed end of the brake band. Reeling the line on to the drum in the wrong direction may reduce the brake holding power by up to 50%. Winch drums should be marked to indicate the correct reeling direction.

Make sure that the each clutch of a windlass and a mooring winch is in the “DISENGAGE” position, and that the operating handles of each control stand are in the neutral position.

Remove the canvas cover of the windlass and the mooring winch to be used, release the lashing of the anchor, anchor chain, and hawser.

Make sure that all the bearings and gears of the mooring winch are efficiently applied with grease.

Check that the hydraulic line is properly lined up for its operation.

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If a control device (e.g., switch or lever) to change over the operation of a windlass and a mooring winch is provided, the proper operation mode must be selected.

Check the amount of oil in the oil tank. Where a head tank is installed, confirm that the amount of

oil in the piping is sufficient to check to see, by operating the hand pump that the oil over-flows from the head tank through a sight glass.

Check the temperature of the hydraulic oil. If it is higher or lower than the normal condition, allow the cooling sea water to pass or shut the passage of the cooling water line as appropriate.

Ensure that “heave-in” and “slack-out” directions are clearly marked on the winch handles and controls.

o Starting

Start the necessary hydraulic pump. While driving the pump for few seconds, check to see that there is no abnormality with its operation including the rotational direction; if no trouble is found, continue the operation.

If the required number of hydraulic pumps for driving the windlass is different from that for the mooring winch, a proper number of pumps must be started for the operation in hand.

In cold climates, start normal operation after properly warming the pumps.

Make sure that there is no oil leakage from the hydraulic pipe lines.

Make sure that the remote control equipment normally operates by maneuvering the operating handles of each control stand.

Make sure that brakes and the clutches of the windlass and the mooring winch to be used normally operate.

Pay attention to the temperature of the hydraulic oil. Adjust the opening of the cooling water valve of the oil cooler as needed.

Make sure that the emergency stop equipment normally operates.

o Precautions during Operations

The operators of each handle must operate the clutches, brakes, and handles in accordance with the instruction and command by the responsible deck officer.

Before operating the windlass or mooring winch, "engage" the clutch and insert the clutch pin, with the brake "off." In the event of a mooring line under excessive tension, in

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particular, release the brake after taking off the play between the drum clutch and shaft clutch in the hauling direction.

Operate the handles gently. A quick operation will cause a surge pressure, adversely affecting the machines; great care is necessary.

During operation, pay attention to the noise generated from the hydraulic machinery. If a noise is generated, immediately stop the machine, locate the cause, and take corrective actions.

When operating a winch or windlass, ensure that the operator understands the controls and is in visual or radio contact with the officer or person in charge for instructions.

o Marking on the Winch and Windlass:

The winch and windlass shall be marked boldly with following details:

Heaving and slacking direction of winch/windlass operating lever.

Brake rendering capacity. Lowering and hoisting direction of winch drum. Date when brake was tested last (Tankers & Gas Carriers). Date of rope change end to end or replacement. The working area adjacent to mooring equipment shall be

painted with non-skid paint.o Stopping Operations

Bring the operating handle to the neutral position, and apply the stopper.

Apply the brake. Disengage the clutch. Stop the hydraulic pump. Check the pump for oil leakage, loosening of bolts. If any,

immediately repair for next operation.o Safety

o During Mooring

REMEMBER, you stand a greater risk of injuring yourself or your shipmate, during mooring and unmooring operations than at any other time.

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 THE BIGHT!

Always endeavour to remain in control of the line.

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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 should 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 should, as far as possible be of the same length.

Two or more lines leading in the same direction should 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. Upon completion of mooring the winch should be left with

the brake on and out of gear. Do not leave the ropes on the warping drums but fast on

bitts. Synthetic fiber ropes give little or no warning when about

to break, and possess low resistance to chafing when under load.

When making synthetic fiber ropes to bitts, do not use a "figure of eight" alone to turn them up. Use two round turns (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

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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 un-noticed, 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 danger is snap-back, the sudden release of static energy stored in the synthetic line when it breaks. When a line is loaded, it stretches. Energy is stored in the line proportion to the load and the stretch. When the line breaks, this energy is suddenly released. The ends of the line snap-back, striking anything in their path with tremendous force.

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Snap-back is common to all lines. Even long wire lines under tension can stretch enough to snap back with considerable energy. Synthetic lines are much more elastic, increasing the danger of snap-back.

Mooring line Arrangement

o Synthetic lines normally break suddenly and without warning.

Unlike wires, they do not give audible signals of pending failure; nor do they exhibit a few visible broken elements before completely parting. Line handlers must stand well clear of the potential path of snap-back, which extends to the sides of and far beyond the ends of the tensioned line.

o As a general rule, any point within about a 10 degree cone around

the line from any point at which the line may break is in danger. A broken line will snap back beyond the point at which it is secured, possibly to a distance almost as far as its own length. If the line passes around a fairlead, then its snap-back path may not follow the original path of the line. When it breaks behind the fairlead, the end of the line will fly around and beyond the fairlead.

o If an activity in a danger zone cannot be avoided, the exposure time

can at least be reduced by observing some simple rules. When it is necessary to pass near a line under tension, do so as quickly as possible. If it is a mooring line and the ship is moving about, time your passage for the period during which the line is under little or 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

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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

- Anchoringo 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 velocity is lesser than the critical wind velocity. It should be carefully examined to determine whether safe anchoring can be maintained especially when heavy weather is forecasted.

Note that the critical wind velocity is subject to preconditions such as size or shape of the ship, depth of water, bottom sediment, etc.

The followings to be considered when examining risk of dragging anchor:

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Even if the wind velocity is not more than the critical wind velocity, the ship may drag or damage her anchor due to other additional factors such as swells, waves, currents, age & condition of anchor itself, its chain, shackles etc.

It is very difficult to heave up anchor if the weather, especially the sea condition, becomes heavy or unfavorable.

o Pre Arrival Checks (Prior Entering Harbor / Arrival Anchorage) Checks as per Entering Harbor checklists 1 and Entering Harbor

Checklists 2 shall be carried out as applicable prior arrival anchorage (as prior entering harbor).

o Preparing To Cast Anchor Conduct the preparatory work for anchoring in accordance with the

following: The master, at an appropriate time before arriving at the

anchoring area for use, shall station the forecastle chain-party at forward and advise the chief officer of the anchors to be used, expected number of chains to be laid out, expected depth of anchoring area for use, and other necessary information.

Officer on Watch Conducts Following on Bridge: When the ship is approaching the anchorage, take continuous

soundings to check the depth and report to the master; Check the head way of the ship (over ground and through the

water) and report to the master at appropriate time; Check frequently the ship's position and distance from other

ships, and report to the master; Keep a particularly close lookout of the surroundings to check

the movements of other ships, and successively report to the master; and

Plot, as occasion demands, the positions of other anchored ships on the nautical chart.

The chief officer (or Officer as assigned by Master -ref Ch ZZ-S-P-02.10.02 , section 6.1 ), after taking up the station at forecastle, checks the number of crew members there and reports to the bridge. He shall confirm from Master regarding the anchors to be used, expected depth of anchoring area and expected length of anchor chains to be laid out. In addition, in consultation of master, he directs the deck crew members to be ready to cast anchor in accordance with the following procedures:

Start up the windlass and test operate it to check for any abnormality; then take off the stopper;

Veer anchor chains to a' cockbilled state or walk back the anchor chains to expected full length and apply the brake and put out of gear to stand by the anchor lowering state;

When walking back the anchor chains under water, do it after the ship has sufficiently lost its head way;

For security and emergency purposes while anchoring, put the anchor on the opposite side on S/B. (Check the space between the stopper and the anchor chains on S/B. The putting on or

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taking off of the stopper shall be done according to the directions of the master.)

After the above work is finished, report to the bridge that preparations to lower the anchor have been completed; and

Report about the ship's way to the bridge at appropriate times judging from the state of the cutwater.

o Operations to Cast Anchor The chief officer, on the master's order to "Let go anchor" shall let go

anchor in accordance with the following procedures. When letting go anchor into deep water, he shall do it in accordance with Par.1.3.3:

On the order from the bridge to "Let go anchor", the chief officer lets go anchor after checking that it will be safe on the deck and on the surface of the water for casting anchor;

Pay attention to the speed in which the anchor and anchor chains fall; Report to the bridge at appropriate times, the direction to which the

anchor chains are being extended, the length of extension and the tautness of the chains;

When the planned length of extension is reached, bring it up with the ship's residual inertia; and

After checking that the anchor has been brought up, put on the stopper, apply the brake on the windlass so as not to put a load on it, and put out of gear.

While using stopper bar upon vessel being brought-up, it is required that the in-board vertical link of the chain does not touch the bar and that there is sufficient clearance between the vertical link and the stopper to detect any slippage of the brake.

The OOW determines the anchor position in accordance with the following procedures and enters the "Bridge Turning Circle" on the nautical chart:

Immediately after checking the heading at the time of anchoring, select a conspicuous object in the surroundings, and plot the ship's position (position of the bridge) on the nautical chart;

From the above position on the nautical chart, the anchor position shall be the bridge-to-stem distance away on the heading; and

With the anchor position as the center, draw the "Bridge Turning Circle" with a radius of the distance of the bridge to the stem plus amount of anchor chain laid out.

o Anchoring in Deep Water Lowering of the anchor in deep water shall be done in accordance with

the following procedure: When the depth of the water exceeds 25 meters: Walk back the anchor under water close to the sea bottom (10

to 5 meters) and then let it go; When the depth of the water exceeds 50 meters: Walk back the anchor until it reaches the sea bottom and pay

out the anchor chain under power to the scheduled amount of chain to be laid out while laying the anchor chain along the sea bottom; and

In the above case, when paying out the anchor chain, speed over the ground shall be 0.5 knots or less.

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o Points To Be Observed When Anchoring The master, when anchoring at an anchorage with strong winds or

currents, shall carry out risk assessment and shall be careful of the following:

Avoid anchoring for shorter periods unless as per Charterer's and/or Owner's requirements. Master shall avail berthing information and vessel's schedule well in advance so as to adjust speed and arrive at the pilot station on time.

Pay Due consideration to the condition of hydraulic gear, windlass motors, anchors, cable, and brake lining;

The anchor chain is liable to be subjected to an unexpected load causing the anchor to drag in the initial stage of laying out the chain after the anchor is let go, or causing the chain to lie curved or snaked on the sea bottom so that a good hold of the anchor cannot be obtained;

If judging the speed over the ground is difficult, set a landmark that is exactly abeam to the ship to obtain the speed over the ground;

Make the approach and lower the anchor with the tide from the bow. (In case of single anchoring);

Check the current set from the headings of other anchored ships nearby are facing;

Pay out ample anchor chain so that the anchor does not drag initially; When the current is from the side of the ship, since the lee way

becomes bigger as the ship loses her way becomes smaller, approach the anchorage keeping course with a sufficient inertia, face the current immediately before, and when the ship stops, pay out the anchor of the side of the current for about 1.5 times the depth of the sea, then stop the anchor and face the bow into the current. After that pay out the chain while slowly going astern;

Try as much as possible not to have the current from behind, but if this is unavoidable, lessen the way of the ship and let go the anchor on the turning side of the ship at a short distance from the scheduled anchorage; and

When there is a ship already anchored in the vicinity of scheduled anchorage, avoid the course on which the ship may drag her anchor.

PCC vessels are more susceptible to winds due to large superstructure and are likely to encounter difficulty in holding anchor when the wind velocity exceeds 12m/sec.

o Anchor Watching under Normal Weather Conditions The master, after making the necessary entries in the "Anchor Watch

Duties, shall give the necessary instructions for keeping an anchor watch to the officer of the watch (OOW).

The OOW shall pay careful attention to any changes of the weather and sea condition, and grasp at any time the relationship of the position between the own ship and the others , or shoal and dangerous objects. In particular, he shall strive to detect running (dragging) anchor at least once an hour to find such critical condition well in advance.

o Detecting Running (Dragging) Anchor Check of Ship's Position

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To determine the ship's position by means of radar or by landmark and judge whether or not the anchor is dragging by checking to see if the ship's position is inside the "Bridge Turning Circle"

Record of Course Recorder The anchor might be dragging when the recorder stops drawing

a steady sine curve. Swinging of Ship

The anchor might be dragging when the ship stops making steady swings and remains in one posture against the wind. The number of times when the vessel swings to complete 360° turns should be recorded.

Tautness of Anchor Chain The anchor might be dragging when the anchor chain does not

slacken and remains taut. Speed over Ground

To check the speed over the ground by Doppler log. Changes in Relative Positions of Other Ships

To pay careful attention to any changes in the relative positions of other ships.

o Dragging Anchor of Own or Other Ships To monitor for dragging not only the anchor of the ship but those of

other ships as well. Critical Wind Velocity should be known and monitored.

When the cable is slipping or anchor is dragging, situation shall be reviewed.

An extra length of cable may be paid out or anchor heaved up. At initial anchoring, it is recommended to keep lengths of reserve cable, which may be used later. Vessels with large windage area (i.e. PCC) shall avoid paying out long cables, as it may not significantly prevent anchor from dragging and may pose additional risks of damage to machinery and equipment, if required to heave up anchor later.

o Watching Other Ships When other ships pass near by, the master shall pay careful attention to

the movement of the ship and attract their attention in order to prevent collision (contact) using the day-light signals and/or VHF if necessary.

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.;

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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 Anchoro 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;

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.o 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).

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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.

o 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.

o 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.o 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:o Once every 3 days;

At area where there is a lot of moving muddy sand in sea bed: Once every 5 days; Other area: Once every 1 week. If 10 completed 360° turns are made earlier than above listed intervals

in 'a', 'b' or 'c', as applicable.o Collision Avoidance at Anchor

When on watch at anchor, comply with following: Maintain proper lookout for the need to appraise the situation fully

including the dragging of anchor and as well as to establish whether risk of collision exists with other vessels.

If the circumstances allow, a ship at anchor could be expected to take action to avoid collision by either using the engines to move the ship or by releasing more of the anchor cable to drop astern.

Keeping engines ready for immediate maneuver, during restricted visibility.

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FUNCTION 4 – SHIP CONTROL, OPERATIONS, AND CARE FOR PERSONS ON BOARD

STAGE 1

1.1 Participate in a Fire Muster, and Drill

- RECORD OF DRILLS has been developed as a reference sheet to identify drill intervals and requirements as well as to record the dates when the drills were conducted. All drills shall be conducted as if the crew were required to deal with a real emergency. At the discretion of the Master the crew may receive onboard training sessions or presentations related to lifesaving and firefighting measures in lieu of an actual drill if weather conditions do not permit the planned drill to be executed safely.

- Drill is conducted every week. Type of drill depends on the requirements given by the Company and on SOLAS regulations.

1.2 Understand the use of the following

- Safety signs - safety signs are used for safety purposes.- Escape Routes – escape routes are located in the different decks in the

accommodation.

1.3 Demonstrate precautions in preventing fire in:- Loading - make sure PV valves and Mast risers are ready for use.

Emergency stop are working properly. - Alarms are tested prior loading.- Discharging - introduced IG before discharging. Make sure all pumps are

working properly.- Maintenance work - important details are being introduced during the

toolbox meeting.- Hot Works - 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. 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 vapors. Hot Work should only be considered if there are no practical alternative means of repair.

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1.4 Use, inspection and maintenance of:

- Fire Hose - Check that all fire hoses, as indicated in the ship’s safety record, are in place in accordance with the ship’s 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 ship’s 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 ship’s 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 carefully, if fitted. When running check motor and pump bearings temperatures.

- Use, inspection and maintenance of Fire Extinguisherso Water- Pump prime mover is isolated and secured. Grease bearings

and bulkhead stuffing box.o CO2- Check that CO2 room is clear of improperly stored items.

Instruction panel is properly posted. Cylinders and pipes are in good condition. Verify that cylinders are securely clamped in position. Check that no leakages are present. Check that alarm system is operational and time delay fitted. Check that CO2 room door is properly marked.

o Foam -Do not test alone, inform master or chief engineer before

testing. Check proper operation of all ventilators. Check condition of ventilators. Test means of control for stopping forced and induced draught fans.

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o Powder- Weekly maintenance carried out and all in good condition

and ready for immediate use.- Use, inspection and maintenance of :

o Fire Doors - Check all fire door automatic release and doors closes

firmly. If fire doors are not fitted with automatic release be sure to close doors firmly.

o Emergency Alarm System- Start and check the operational

condition of the alarm system. Carry out operational test by diverting flow into fire mains.

o Fire Detectors- Test the sensors; follow the test schedule for each

sensor and push buttons. Check the alarms at the control panel in the bridge and the engine room alarm. Check all alarm bells and lights are operational. Check the test using the battery power supply of fire alarm system.

o Smoke Detectors - Using the approved smoke detectors and test

equipment’s, test the sensors. Follow the test schedule for each sensor and push buttons. Check the alarms at the control panel in the bridge and the engine room alarm. Check all alarm bells and lights are operational. Check the test using the battery power supply of fire alarm system.

- Use, inspection and maintenance of :o Breathing Apparatus-Check that breathing apparatus cylinders do

not present leakages. o Protective Clothing -These procedures shall apply to all Company

seagoing and shore based employees as well as all outside contractors, vendors, service technicians and visitors, unless otherwise indicated, while aboard Company vessels. It is a Company requirement that suitable items of safety equipment and protective clothing are available to everybody on board. Employees who are issued PPE are responsible and accountable for 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

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follow the manufacturer’s instruction for use. Training should include awareness of any limitations.

1.8 Demonstrate Knowledge in filling of Air Bottles

- Procedure in filling up air bottleso First you must check the remaining pressure of the BA cylinder.

o After checking unplug it to the equipment by disconnecting the

hose at the back of the cylinder. And connect it to the hose of the charging device.

o After connecting it to hose of the charging device open the cylinder

then the pressure gauge of the device will also let you know the remaining air pressure inside the cylinder.

o After setting it all up you can now start the device by pushing start

then the charging device will start supplying air to the cylinder.o When the air compressor is now supplying air to the cylinder make

sure that you constantly open the tube or the small hoses bellow the charging device to ensure that no water of oil will enter the cylinder this small hoses will spit out all the water and the oil generated when starting and supplying air to the cylinder.

o After getting the desired amount of air pressure you needed you

can now shut the device and also close the opening of the cylinder. This will allow the air not to go out or escape anymore, then disconnect it to the device, then the release the remaining air on the device by opening the small hoses bellow the device or opening the hole on the connecting hose of the charging device.

1.9 Participate in a Boat Muster, and Drill

- 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.

1.10 Understand internal instructions For Abandoning Ship

- 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.

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- 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 Demonstrate Knowledge in Launching:

- 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.

Don’t 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. Sea Sickness tablets – to be issued once clear from the

sinking vessel. Bilge Pump – how to operate it Painter release Air system Spray clutch. After the equipment has been explained, the engineer can

start the engine. Have somebody on deck below the lifeboat

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to verify that the propeller is clear before the engine is started.

Stow the equipment first. The last part of the exercise requires a senior officer to

explain launching and lowering of the boat and operation of the release gear.

This must only be simulated and no actual operation of the equipment is to be carried out.

o The use of the release wire must be explained, including how to

operate the release wire and the problems that may be encountered with the counterweight, the need to maintain weight on the wire during launching (don’t stop the launch and let the brake come on – that might damage the boat), and the back up systems that can be used if the release wire fails. Refer to a previous incident where a drill had been completed and the crew was ready for bringing the boat back to its stowage position. While securing the lifeboat, greasing of the remote control wire was in progress. The release wire had become entangled and started to be gathered into its drum “anticlockwise” (it should have been clockwise) - this caused the brake to be heaved up resulting in an automatic lowering of the lifeboat. Have a close up EXPLANATION of the on load release system. Explain how it is armed and how the hydrostatic release operates.

- 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

o an embarkation ladder or other means of embarkation enabling

descent to the water in a controlled manner in accordance with SOLAS regulation III/11.7.

- On 11 December 2008, IMO issued MSC.1/Circ.1285 which indicated the following:

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o Regulation III/16.1 - Survival craft launching and recovery

arrangementso Ships as defined in SOLAS regulation III/31.1.3 which are

fitted with non-davit launched liferafts as per SOLAS regulation III/16.1 should be provided with an embarkation ladder at each side of the ship.

o As a result, most administrations including Marshall IslandsI

(Marine Notice No. 2-011-5) suggest that an acceptable embarkation ladder could be a Jacob’s ladder with efficient non slip surface, which can be secured in a safe and efficient manner and is properly maintained. At the same time they, as well as other administrations, make it very clear that the use of a knotted rope is no longer acceptable.

o In order to confirm that all OSG vessels are in compliance with the

regulations concerning remotely located non-davit launched liferafts, please confirm the following via e-mail with your Superintendent as well as copy to the DPA for your respective managing offices.

Confirm that the romotely stowed liferaft forward has at a minimum 2 lifejackets and 2 immersioon suits readily available nearby.

Confirm that there is an adequate means of illumination capable of illuminating the liferaft stowage position as well as the area of water into which the liferaft should be launched.

Confirm if the vessel is equipped with an embarkation ladder or a knotted rope.

Confirm the arrangement forward for securing the embarkation ladder (ie. single padeye or double padeye).

- Those vessel’s not in compliance with the requirements stated above, are to generate an SDR and link the appropriate requisitions and/or work orders to the SDR so that we can track and properly manage each vessel’s corrective action independently.

WORK ENVIRONMENT

1.15 Knowledge and proper use of :

- Personal Protective Equipmento Personal Protective Equipment - It is a Company requirement that

suitable items of safety equipment and protective clothing are available to everybody on board. Employees who are issued PPE are responsible and accountable for its care and use. All PPE shall

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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.

o 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.

o 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 manufacturer’s instruction for use. Training should include awareness of any limitations.

- Working Aloft >o Shall be considered as undertaking any activity that places a person

1.8 meters (six feet) or more above a permanent deck below that is not protected by handrails. In other words, if the distance from the surface the employee is standing on aloft, to a solid surface below, is more than 2 meters (seven feet) and the area is not protected by handrails, working aloft guidelines shall apply.

o The Chief Officer shall approve or disapprove the request based on

the circumstances at the time, taking into consideration all hazards and risks associated with the work. If there is any doubt as to the safety of any person working aloft or over the side, the operation shall be suspended.

o When working over the side or where there is a risk of falling

overboard or being washed overboard from the ship or ship's boat, an approved personal flotation device (FPD), safety harness, shock absorber and safety lanyard shall be worn.

- Work Permitso The permit to work system consists of an organized and pre-

defined safety procedure, which contributes to eliminating hazards and improves safety on board. Department Heads, when having their crew engage in dangerous work, shall ensure the safety of the worker by taking the measures mentioned in section 2.1 to 2.8 below in accordance with the nature of the respective work. Additionally, for items a) to f) as above corresponding checklists shall be complied with. Besides checking safety measures before the work is commenced, the Department Head shall give in writing instructions and notes of caution necessary for the work in question to the person in-charge of the work. When the motion of the ship or

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the wind force is extremely great, Department Heads shall not have work in high places and over the sides of the ship carried out except in emergencies. It shall be remembered that "cross reference", i.e. "more than one permit for a job" may be applicable when using these permits.

o Common Rules to All Type of Permits

Validity All Permits-to-Work listed above are to specify the

period of validity. This period shall NOT exceed twelve hours. All Permits-to-Work are automatically suspended on the sounding of any ships emergency alarm, or if the task changes significantly.

Safety Measure Only the work specified on the permit shall be

undertaken. Before signing the permit the Safety Officer shall check that all the measures specified have in fact been taken and that all appropriate safety arrangements are maintained until the permit is cancelled.

Responsible Officer Anyone who takes over from the Responsible

Officer as routine or in an emergency shall assume full responsibility until the permit is cancelled or he hands over to another nominated person who is fully conversant with the situation. This person shall countersign the permit. On completion of the work the Safety Officer shall be notified.

Negative Answers Shall any checklist contain an entry with a negative

answer, work is not to be undertaken until the Master has made a full appraisal of the situation. In this situation, only the Master can decide whether it is safe for a work activity to commence.

Use of More than One Permit to Work The use of more that one permits for a job may be

required. For example: when working on the radar antenna, both "Permit to work Working Aloft" and "Permit to Work - Electrical Equipment" shall be issued or, if carrying-out hot work in an enclosed space, both "Permit to Work -Hot work" and "Permit to Work - Enclosed Space Entry" are to be used.

Any Hot Work in dangerous or hazardous area shall be subject to a full risk assessment as per procedures

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titled "Risk Management", and procedures as per "Hot Work " shall be followed. Unless a compartment is designated safe for Hot Work by ZZ-S-P-09.10.03, non-approval lights or non-intrinsically safe electrical equipment, including non-intrinsically safe type camera, shall not be take into an enclosed space.

- 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.

- Entry into an Enclosed Spaceo An enclosed space is one with restricted access that is not subject

to continuous ventilation and in which the atmosphere may be hazardous due to the presence of hydrocarbon gas, toxic gases, inert gas or oxygen deficiency.

o This includes cargo tanks, ballast tanks, fuel tanks, water tanks,

lubricating oil tanks, slop and waste oil tanks, sewage tanks, cofferdams, duct keels, void spaces and trunking, pipelines or fittings connected to any of these.

o It also includes inert gas scrubbers and water seals and any other

item of machinery or equipment that is not routinely ventilated and entered, such as boilers and main engine crankcases.

o Entry into enclosed spaces is subject to an onboard risk assessment.

- Paints, Solvents and other Chemicalso Paints may contain toxic or irritant substances and solvents may

give rise to flammable mixtures, especially in enclosed spaces.o If the manufacturer’s instructions are not given on the container,

information shall be obtained at the time the paint is supplied about

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any special hazards and any special precautions that may be required during application.

o In particular:

Painted surfaces shall be rubbed down wet before applying new paint, as the dust from the old paint may be toxic.

Dust masks shall be worn when dusting down or rubbing down.

Rust removers must not be used unless all skin is protected. Eye protection must be worn when rust remover is used.

When painting aloft, care must be taken to ensure that paint does not splash onto ropes.

Interior and enclosed spaces should be well ventilated whenever painting is undertaken.

There shall be no smoking or use of exposed lights in area where painting is ongoing or where paint is drying

- Gas detectorso Equipment is provided for monitoring the oxygen content of spaces

and should be used in accordance with the manufacturer’s 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 manufacturer’s 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 manufacturer’s recommended detection tubes.

o Tubes and pumps from different manufacturers are not

interchangeable and shall be used in accordance with the manufacturer’s 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 manufacturer’s instruction manual for each piece of portable gas testing equipment.

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o The Chief Officer is responsible for the following:

o Maintenance, calibration, and operation of equipment used in

testing gas/vapour concentrations, required by various shipboard operations, in accordance with the manufacture’s instruction manual.

o Maintaining all testing equipment in a dedicated place.

o Maintaining a log of the operational working condition, tests, and

calibrations of each apparatus. o Keeping track of any equipment sent ashore for repairs

o Familiarizing and training other officers and crew members in the

use and limitations of portable gas testing equipment including relevant chapters of the ISGOTT and the manufacturer’s instruction manual.

o Ensuring the unit is sent ashore for annual calibration

- Oxygen analyzero This unit is frequently checked, tested and calibrated by Engine

Room staff, according to the manufacturer’s 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 Knowledge of types and treatments and use of:

- Paints - Paint-Dangers from Fire and Explosiono If a fire involving paint does occur:

Do NOT extinguish with water, as paint solvents float on water and this helps to spread fire.

Use a CO2 foam or dry chemical extinguisher. Individuals should protect themselves from fumes

with breathing apparatus.o Oxygen may also be removed from an atmosphere by chemical

reactions, such as the hardening of paints or coatings.o Paint Spillage and Contact with Skin and Eyes

o If paint is spilled the following precautions shall be taken:

Ventilate the area to remove the fumes; Mop up all spilt paint with absorbent material, ensuring that

all materials used to mop up the paint are disposed of in closed metal containers.

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o The following precautions should be taken to prevent paint coming

into contact with skin and eyes: Always wear gloves and eye protection; Do not touch the mouth or eyes with gloves; Read and observe precautionary notices on paint containers; In case of being splashed in the eyes by paint or thinners

flood the eyes immediately with fresh water for at least ten (10) minutes. It may be necessary to seek medical advice if eyes become abnormally inflamed;

In case of paint splashing on skin, remove it with soap and water or an industrial skin cleaner. NEVER USE SOLVENT.

o The instructions given in this section are only general. With the

advances of paint technology, proper guidance on product use and safety can only be provided through the manufacturer’s Material Safety Data Sheets (MSDS) which should always be available onboard and consulted as needed.

Not all paints require the same surface preparation and treatment.

Not all paints have the same characteristics and, thus, they might well be not appropriate for the purpose.

Identify the product’s material safety data sheet (MSDS) and use as guidance.

Not all solvents can be used in all types of paint. Make sure that personnel are familiar with the use of the

particular paint which is used onboard for the different ship areas.

Always consult the Material Safety Data Sheet (MSDS) for first aid guidance.

o Paint Spraying

In the process of paint spraying, paint liquid is converted into a mist of paint droplets which are directed onto a surface to produce an evenly distributed film of the required thickness and texture.

Inevitably, not all the paint sprayed is deposited on the workplace. Some is lost as overspray from the spray gun itself and some by ricochet of the paint droplets from the surface being sprayed. Both overspray and ricochet can be reduced by a skilled operator using well-designed and maintained equipment.

There are basically two methods used: one which uses a compressed air-operated gun and one utilizing the airless spray.

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Vapour that evolves during the spraying of paint may present a serious fire and health hazard unless the process is controlled. Some finishes, particularly lacquers, may contain up to eighty percent (80%) of volatile solvent which must evaporate in order for drying to take place.

If the vapour of certain solvents are allowed to accumulate even in concentrations as low as two hundred parts per million (200 ppm), a toxic hazard may be created. If the concentration is increased to about ten thousand parts per million (10,000 ppm) (that is, one percent (1%) of solvent in the atmosphere by volume which is the lower flammable limit for a number of common solvents) a fire or explosion may occur if the vapour-and-air mixture is ignited.

With airless spraying the paint is pumped out of the gun at high pressure. Paint particles so formed are expelled at such pressure that they can penetrate the skin. Great care must be taken to avoid pointing the gun at any person.

General Precautions When paint spraying, the principal safeguards

necessary to prevent fire or explosion and to minimize the risk to health are effective separation from other processes, enclosure and ventilation. All possible sources of ignition of both solvent vapours and solid residues must be removed from the vicinity of the work.

For this reason, spray application of solvent paints is not recommended in machinery spaces unless all the plant in the area of application can be shut down.

Spraying must not be carried out in confined spaces where the permanent or portable mechanical ventilation provided is insufficient to guarantee the reduction of the vapour concentration below the Threshold Limit Value (TLV).

Eye Protection It is recommended that personnel should wear

goggles classified for gas and chemicals protection when there is a risk of paint splashing into the eyes (e.g. when painting deck heads).

Splashes of paint in the eyes should be treated immediately by plenty of washing and irrigation with clean water. Prompt medical attention should be sought and the Shipmaster’s Medical Guide and MSDS sheets should be consulted immediately.

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Additionally, means of eye irrigation should be provided at the site of the spraying operations.

Ingestion The ingestion of paint or thinners should always be

avoided. Food and drink should not be brought into, stored, prepared or consumed in the areas where paints are stored, handled or used.

If paint or thinners are accidentally swallowed, immediate medical attention must be obtained. In the absence of professional medical advice, procedures described in the Shipmaster’s Medical Guide must be followed.

Inhalation The inhalation of paint droplets or fumes should be

avoided and adequate ventilation must be provided, especially in confined spaces. Where for any reason adequate ventilation cannot be provided and it is essential to apply paint, suitable respirators or face masks should be worn and changed regularly.

Polyurethane paints, which contain the chemical hardener ISOcyanate, can, under certain circumstances, cause irritation to the upper respiratory passages resulting in coughing and spasms.

Attacks of an asthmatic nature can occur either immediately, or some hour’s later following exposure. Polyurethane paints normally contain less than one half of one percent or five thousands parts per million (0.5% or 5,000 ppm) of free volatile ISO-cyanates but the exceptionally low Threshold Limit Value (TLV) of two hundredths parts per million (0.02 ppm) means that a very high ventilation level is necessary.

In practice, this is very difficult to attain and, therefore, polyurethane paints must not be used inside any accommodation spaces. When applied to external surfaces it must be applied by brush or roller only because the use of spray equipment can produce droplets of paint which are of reparable size and may cause ill effects as described above.

Personal Hygiene It is strongly recommended that after work, and

especially before taking food, personnel who have been working with paint should thoroughly cleanse themselves with soap and water.

Storage and Handling Of Flammable Liquids

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The quantity of paint, varnish, lacquer, enamel, polish, thinners or other flammable liquid present in a work area should be kept to the minimum practicable. All drums or cans should be securely closed when not in use.

When empty, the drums or cans should be closed and removed from the work area. Adequate ventilation must be maintained in the area of use and in any spaces provided for the storage or handling of paint.

Steel Surfaces - The vessel’s planned maintenance includes fabric maintenance of all ship’s areas including conducting inspections on the vessel’s structural and coating condition, and evaluating the steel structure for existing defects, potential defects and areas of concern (e.g. high stress/fatigue concentrations).

The frequency of the vessel’s inspection is dependent upon its age, its structural composition and its trading pattern.

Additionally, the Chief Engineer, aided by the Master and Senior Officers, should carry out inspections and report to the Company headquarters on the condition of the following items through PMS NS5:

Hull and superstructure steel work and coatings; Cargo and ballast tank steel work, coatings, anodes

and fittings; Safety, damage control, firefighting, life-saving,

pollution combating and control equipment; Communications equipment; Navigational equipment; Steering gear; Main propulsion machinery and auxiliary

machinery; Anchoring and mooring equipment; Smoke, gas and heat detection equipment; Bilge and ballast pumping systems; Pipelines and valves; Oily water separation system; Cargo loading and discharging equipment; Waste disposal and sewage systems

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.

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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 terms alkyd paint and oil-based paint are generally used interchangeably.

Binder Binders help bind the pigment particles together. The most common binder was, and still is, oil. Chalk was sometimes added to bind pigment particles together in water based paints. Glue and gelatin were other common binders.

Black Japan A black bitumen-based coating traditionally used for decorative painting of timber – particularly floor borders, furniture and ironwork. It may also be found in brown or red.

Casein also known as milk paint, was traditionally made with hydrated (slaked) lime, milk and pigment. A strong emulsion paint could be made by adding oil. Additives increased durability.

Distemper was traditionally used for interior applications. It consisted of water, glues (one or more different natural glues, gelatine or gum) with whiting as the basic pigment to which other tinting pigments were added.

Enamels Traditionally a natural resin varnish was added to oil-based paints to provide a hard, more glossy and durable surface known as enamel. Enamels were usually used on exteriors and on surfaces that were required to be hard wearing such as doors, windows, architraves and skirtings.

Epoxies are extremely tough and durable synthetic resins used in some coatings. They are highly resistant to chemicals, abrasion, moisture and alcohols. Epoxies are often used in floor finishes, paints and sealers.

Fish eyes The presence of craters in a coating each having a small particle of impurity in the centre.

Glazes were traditionally made using oil or turpentine with a small amount of pigment and were often part of historic paint treatments.

Kalsomine A proprietary name for distemper. Latex paints Modern, water-based paints made with a

synthetic binder (latex), such as acrylic, vinyl acrylic or styrene acrylic latex. Advantages of latex paints include quick drying time, great strength and water clean up. Latex paints often have very good colour retention with little fading and are available in a complete range of gloss levels.

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Limewash or whitewash was often used on interior plaster surfaces as a first finish. As plaster could take up to two years to dry properly the limewash allowed the plaster to ‘breathe’. Limewash traditionally consisted of water, slaked lime, salt and a variety of other materials. Pigment was added to provide a tint or colour.

Oil-based paints compose of a linseed oil binder, turpentine thinner or vehicle, colouring pigments and a hiding pigment such as white lead.

Pigment provides the colour in paint and makes it opaque. This prevents ultra violet light penetration and the deterioration of the substrate. In traditional paints, white lead (a whitish corrosion product of lead) was most often used to provide opacity. Pigments used in early paints were coarsely and unevenly ground and mixed by hand which provided a finish with subtle unevenness and texture.

Shellac is a decorative/protective coating manufactured by melting seedlac by heating or solvents. Seedlac is resin created by lac insects.

Solvent-borne paints (oil-based/alkyd) compose of non-volatile oils and resins with thinners. (Alkyds are synthetic, gelatinous resins compounded from acids and alcohol. Soybased oils are often used in combination with linseed oil. Solvent-borne paints dry hard with a high sheen making them suited to areas of wear and tear.

Stains are shellacs or varnishes with colourants. The stain colours but does not obscure the grain of the surface.

Urethanes Urethane is a collective name for a group of resins or binders that form polyurethanes. They produce a tough and chemical-resistant finish.

Varnish includes oil, water and spirit types were a popular coating material which formed a solid transparent, protective and decorative film over the substrate.

Vehicle The fluid that carries the pigment is called the vehicle or medium. Traditionally, turpentine was the vehicle in oil paints and water was used in water-based paints. Other vehicles include milk in casein paints.

Water-based paints include water, pigment and a binder such as hide glue, other natural glues or gums. Usually used on interior plaster surfaces.

o Mixing of Paint

Paints should be mixed, or blended, in the paint shop just before they are issued. Mixing procedures vary among different types of paints. Regardless of the procedure used,

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try not to over-mix; this introduces too much air into the mixture. Mixing is done by either a manual or mechanical method.

Manual Method is less efficient than mechanical in terms of time, effort, and results. It should be done only when absolutely necessary and be limited to containers no larger than 1 gallon. Nevertheless, it is possible to mix 1-gallon and 5-gallon containers by hand. To do this, the following should be done accordingly:

Pour half of the paint vehicle into a clean, empty container. Stir the paint pigment that has settled to the bottom of the

container into the remaining paint vehicle. Continue to stir the paint as you return the other half slowly

to its original container. o Stir and pour the paint from can to can. This process of mixing is

called boxing paint. o The mixed paint must have a completely blended appearance with

no evidence of varicolored swirls at the top. Neither should there be lumps of undispersed solids or foreign matter.

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o Mechanical Method

Prior to spraying any paint, the following mixing must be done:

Put paint barrel on - line with small mixer. Turn mixer on and increase the mixing speed slowly

until the paint around the edges of the barrel is beginning to move in a circular fashion.

Maintain that mixing speed until all the paint is flowing free enough to rapidly circulate. Paint has a smooth consistent appearance.

If air bubbles begin to form in the paint - the mixer is set too high 6 lower the speed and allow it to mix longer.

Turn the mixer down to a level that will maintain a smooth consistent appearance (even around the edges) during pumping.

Paint is now ready to spray.-

o Thinning

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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 instructions. Thinning is not done to make it easier to brush or roll cold paint materials. They should be preconditioned (warmed) to bring them up to 65°F to 85°F.

o Straining

Normally, paint in freshly opened containers does not require straining. But in cases where lumps, color flecks, or foreign matter are evident, paints should be strained after mixing. When paint is to be sprayed, it must be strained to avoid clogging the spray gun.

Skins should be removed from the paint before mixing. If necessary, the next step is thinning. Finally, the paint is strained through a fine sieve or commercial paint strainer.

o Tinting

Try not to tint paint. This will reduce waste and eliminate the problem of matching special colors at a later date. Tinting also affects the properties of the paint, often reducing performances to some extent. One exception is the tinting of an intermediate coat to differentiate between that coat and a topcoat; this helps assure you don’t miss any areas. In this case, use only colorants of known compatibility. Try not to add more than 4 ounces of tint per gallon of paint. If more is added, the paint may not dry well or otherwise performed poorly.

When necessary, tinting should be done in the paint shop by experienced personnel. The paint must be at application viscosity before tinting. Colorants must be compatible, fresh, and fluid to mix readily. Mechanical agitation helps distribute the colorants uniformly throughout the paint.

o Application

The common methods of applying paint are brushing, rolling, and spraying. The choice of method is based on several factors, such as speed of application, environment, type and amount of surface, type of coating to be applied, desired appearance of finish, and training and experience of

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painters. Brushing is the slowest method, rolling is much faster, and spraying is usually the fastest by far. Brushing is ideal for small surfaces and odd shapes or for cutting in corners and edges. Rolling and spraying are efficient on large, flat surfaces. Spraying can also be used for round or irregular shapes.

o Local surroundings may prohibit the spraying of paint

because of fire hazards or potential damage from over-spraying (accidentally getting paint on adjacent surfaces). When necessary, adjacent areas not to be coated must be covered when spraying is performed. This results in loss of time and, if extensive, may offset the speed advantage of spraying.

Brushing may leave brush marks after the paint is dry. Rolling leaves a stippled effect. Spraying yields the smoothest finish, if done properly. Lacquer products, such as vinyl, dry rapidly and should be sprayed. Applying them by brush or roller may be difficult, especially in warm weather or outdoors on breezy days. The painting method requiring the most training is spraying. Rolling requires the least training.

o Paint Work

Before the execution of painting activity, ensure that the area is totally clean and free from rust, solid particles, and other solid materials. Do not paint over the rust; it is only a waste of time and money. Sometimes it will be necessary to remove defective paint as the crispness and detail of metalwork can be lost under many layers of paint.

o Greasing

A grease gun is a common workshop and garage tool used for lubrication. The purpose of the grease gun is to apply lubricant through an aperture to a specific point, usually on a grease fitting. The channels behind the grease nipple lead to where the lubrication is needed. The aperture may be of a type that fits closely with a receiving aperture on any number of mechanical devices. The close fitting of the apertures ensures that lubricant is applied only where needed. There are three types of grease gun:

Hand-powered, where the grease is forced from the aperture by back-pressure built up by hand cranking the trigger mechanism of the gun, which applies pressure to a spring

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mechanism behind the lubricant, thus forcing grease through the aperture.

Hand-powered, where there is no trigger mechanism, and the grease is forced through the aperture by the back-pressure built up by pushing on the butt of the grease gun, which slides a piston through the body of the tool, pumping grease out of the aperture.

Air-powered (pneumatic), where compressed air is directed to the gun by hoses, the air pressure serving to force the grease through the aperture.

The grease gun is charged or loaded with any of the various types of lubricants, but usually a thicker heavier type of grease is used.

Manual grease guns have their place in industry. They have a few disadvantages, the chief of which is poor control that can lead to over- and under lubrication. Grease guns also present a higher risk of inducing contaminants. However, they do have advantages, such as low cost, ease of use once the technician is properly trained, and allowing the technician to inspect the equipment during lubrication tasks. Just remember not to overlook.

o Common tips for using a grease gun:

Calculate the proper amount of grease needed for lubrication of bearings, based upon the calibrated delivery volume of the selected grease gun.

Use a vent plug on the relief port of the bearing to help flush old grease to reduce the risk of too much pressure on the bearing.

Use extreme caution when loading grease into the grease gun to ensure that contaminants are not introduced. If using a cartridge, be careful when removing the metal lid that no metal slivers are introduced into the grease.

Make sure the grease gun is clearly marked to identify the grease with which it should be charged. Do not use any type of grease other than that which is identified.

Always make sure the dispensing nozzle of the grease gun is clean before using. Pump a small amount of grease out of the dispensing nozzle.

Clean the grease fitting of all dirt before attaching the grease gun. Inspect and replace damaged fittings. Also clean the grease fitting after applying grease. It is helpful to use grease-fitting caps to keep them clean, but still wipe fittings clean before applying grease.

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Ensure the proper grease is used at every grease point. Applying the wrong grease can cause an incompatibility problem which can quickly cause bearing failure. Lubrication points should be clearly identified with which grease is to be used. This can be done with colored labels, adhesive dots or paint markers.

Grease guns should be stored un-pressurized in a clean, cool, dry area and in a horizontal position to help keep the oil from bleeding out of the grease. Grease gun clamps make storage easy and organized. Also cover the coupler to keep it free from dirt and contaminants.

Calibrate grease guns regularly to ensure the proper delivery volume.

Use caution and safety when working around moving equipment and when using a grease gun.

1.19 Describe participation in:

- 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.

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I.G pressure, tank ullage and stresses should thereafter be verified at regular intervals until the ballast operation is complete.

- Deballastingo 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)o The chief officer, if necessary, as a result of stowage calculations,

shall make adjustments by carrying out ballasting work in accordance with the following in order to maintain the optimum draught, trim, stability, and hull strength of the ship.

o Conform to this too when carrying out ballasting work during

heavy weather, and when passing through confined waterways, etc.o The chief officer shall carry out the following before commencing

ballasting operations: Preparing a ballasting plan (quantity of water to be filled or

discharged from each tank, sequence, timing, stability, hull strength information at various stages etc.);

Give prior notice to the chief engineer or the duty engineer of the ballasting work schedule and discuss the operations thoroughly with them; and

When having the ballasting work carried out by the officer of the watch, get him to have a full understanding of the operations and give him written instructions on the necessary particulars.

o Ballast Operations Procedures and Points to Be Observed

The chief officer or the officer of the watch shall carry out ballast operations in accordance with the following:

o Operation Procedures

Before starting up the ballast pumps, notify the duty engineer.

Establish the correct line and valves setting. Start the ballast pumps after checking that they can be

started up. Execute the work in accordance with the ballast operation

plan and the chief officer's instructions. Periodically sound

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the ballast tank to check the amount being filled in or emptied.

When the work is finished close all but the necessary valves.

Notify the duty engineer that the work has been finished. When ballasting / de-ballasting cargo holds or tanks, ensure

that the vents are opened (Not applicable to LNG carriers) Prior ballasting / deballasting cargo hold, the Vessel

Manager of the vessel to be informed by telephone to confirm all due precautions have been taken care of. (Not applicable to LNG Carriers)

o Points to Be Observed

During the ballast operation, do not leave the vicinity of the ballast control panel.

Pay careful attention to prevent an overflow from the air vent.

Frequent rounds to check the condition of the ballast / heeling pump should be carried out.

Pay attention to trim, heel, stability (GoM), hull strength etc. of the ship.

Carry out alarm and lamp tests at appropriate times. When a harbor has regulations on the filling and emptying

of ballast, vessels shall comply with those. Vessels using Auto heeling tank systems shall ensure that

there is adequate ballast in both heeling tanks and the same shall be monitored.

o Ballast Exchange Operation

Safety points as outlined below shall be observed, as the fact that an error at sea can have more serious consequences than those emanating from the same error in port, as a result of emptying /filling ballast tanks during exchange:

Sufficient longitudinal strength (SF, BM, Torsion) as result of unsuitable ballast exchange steps;

Reduction in ship stability due to free surface effect resulting in a reduction of ship’s GM or increase in the heeling angle;

Structural damage to ship bottom forward caused by insufficient forward draught; Reduction in maneuverability and/or ability to make headway caused by insufficient after draught;

Reduction in bridge visibility forward caused by insufficient forward draught;

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Structural damage to topside and hopper side tanks caused by inertia loading as result of a full ballast hold with empty adjacent wing tanks;

Structural damage to partially filled ballast tanks or holds caused by sloshing as a result of resonance with ships motion;

Over pressurization damage of ballast water tanks while filling ballast tanks caused by blockages in air pipes or using excessive pumping capacity relative to the design of the ballast system. Blockages may result from lack of proper maintenance, ball failure, freezing, or unintended closure;

Under pressurization damage of ballast tanks while emptying ballast, caused by blockages or air pipes or insufficient design.

o Ballast Exchange Plan

Each vessel shall prepare a “Ship Specific” Ballast Exchange Sequence Plan as per S-074201-01FIG, (Flow through / Sequential method) based on the ship assessment criteria and approved by the master. The ballast exchange plan shall contain step by step instructions for the safe exchange of ship’s ballast water. The use of pumps or by gravity shall be clearly stated in ballast exchange plans.

o Sequential Exchange Method

Vessels planning to carry out sequential exchange methods shall comply with following:

Prepare an exchange plan bar chart listing tanks being emptied or refilled with Trim, Draft, Stability and Hull Strength calculations at frequent stages of operation

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