[esailor Team]

CHIEF MATES
NOTES
Jonathan Gillespie
NAVIGATION
CONTENTS
TUGS & EMERGENCY
TOWING
ANCHORS
SOLAS CH.V CARRIAGE
REQUIREMENTS
STATUTORY PUBLICATIONS
ECDIS
ECDIS- CATZOC
AIDS TO NAVIGATION
RADAR AND ARPA
COMPASS
ACCOUNTING FOR
DEVIATION
COMPASS SWINGS
WATCHKEEPING
SHIPS ROUTEING AND
MANDATORY REPORTING
HEAVY WEATHER
PREPARATIONS
FRONTS AND SYNOPTICS
TRS AND MONSOONS
ICE AND FOG
POLAR CODE
REGAL PRINCESS
CHARACTERISTICS
RULE 1- GENERAL & RULE 2-
RESPONSIBILITIES
BUOYAGE
LIGHTS AND SHAPES TABLE
RULE 3- GENERAL DEFINITIONS
RULE 5 – LOOK OUT
RULE 7 – RISK OF COLLISON
RULE 6 – SAFE SPEED
RULE 8 – ACTIONS TO AVOID
COLLISION
RULE 8F – IMPEDING OF PASSAGE
RULE 16 – ACTIONS BY THE GIVE-WAY
VESSEL
RULE 17- ACTIONS BY THE STANDON
VESSEL
RULE 9 – NARROW CHANNELS
RULE 10 – TSS
PASSAGE PLANNING
SHIP HANDLING – BASICS
SHIP HANDLING – MANOEUVRES
SHIP HANDLING – MOORS
SHIP HANDLING – PLANNING A
MANOUEVRE
SQUAT AND INTERACTION
MAKEUP OF THE RULES:
• 41 in total, with 4 Annexes (Positioning and Technical details of
lights & shapes, Additional signals for fishing vessels fishing in close
proximity, Technical details of sound signalling appliances, Distress
Signals.)
• Split into 6 Parts: (General, Steering and Sailing Rules (Split into
Sections 1, 2 & 3), Lights and Shapes, Sound and Light Signals,
Exemptions and Verification of Compliance with the provisions of
the convention)
RULE 1- General & RULE 2- Responsibilities
These Rules Apply…
to all vessels upon the high seas and in all waterways connected therewith navigable
by seas going vessels. (All vessels, all waterways)
Nothing In These Rules…
Shall interfere with the operation of special rules made by an appropriate authority for harbours,
rivers, lakes, etc. navigable by seagoing vessels and connected with the high seas. Any such special
rules should confirm as closely to these rules as possible. (Countries can make their own rules,
but these cannot be against the international ones.- Including TSS’ which have met the
criteria in the IMO routeing guide)
Nothing In These Rules…
Shall interfere with the operation of special rules made by a state or government regarding
additional signal lights, station lights, shapes or whistle signals for ships of war and vessels
proceeding under convoy or vessels engaged in fishing as a fleet.These should be, so far as
possible, such that they cannot be confused for any other signal or light authorised under
these rules.
Whenever the government concerned shall have
determined…
That a vessel of any special construction or purpose cannot comply with the
provisions of these rules with regards to the number, position, range or arc of visibility
of lights or the characteristics and position of a sound signalling appliance, such vessel
should comply with other provisions which her government have determined to be
the closest possible compliance with these rules in respect of that vessel.
Nothing In These Rules…
Shall exonerate any vessel, owner or master and crew, from the consequences
of any neglect to comply with these rules or of neglect of any precaution
which may be required by the ordinary practice of seamen or by the special
circumstances of the crew. (You shall follow these rules and not go outsideever!)
In Construing And Complying With These Rules…
Due regard shall be had to all dangers of navigation and collision and to any
special circumstances, including the limitations of the vessels involved, which
may make a departure from these rules necessary to avoid immediate
danger (As master, you can take whatever action necessary to avoid a
collision. If you collide, however, its still your fault and you are tied.)
BUOYAGE- Lateral Marks (Region A and B)
Port Hand lateral mark (Region A)
Colour: Red
Shape: Can
Topmark: Can
Light: Red, anything other than
Composite 2+1
Usage: Port side of a channel
Starboard Hand lateral mark (Region A)
Colour: Green
Shape: Cone
Topmark: Cone
Light: Green, anything other than
Composite 2+1
Usage: Starboard side of a channel
Port Hand lateral mark (Region B)
Colour: Green
Shape: Can
Topmark: Can
Light: Green, anything other than
Composite 2+1
Usage: Port side of a channel
Starboard Hand lateral mark (Region B)
Colour: Red
Shape: Cone
Topmark: Cone
Light: Red, anything other than
Composite 2+1
Usage: Starboard side of a channel
Port Hand lateral mark
with preferred channel to
starboard (Region B)
Colour: Green with red
band
Shape: Can
Topmark: Can
Light: Green, Composite 2+1
Starboard Hand lateral
mark with preferred
channel to port (Region
B)
Colour: Red with green band
Shape: Cone
Topmark: Cone
Light: Red, Composite 2+1
Port Hand lateral mark
with preferred channel to
starboard (Region A)
Colour: Red with green band
Shape: Can
Topmark: Can
Light: Red, Composite 2+1
Starboard Hand lateral
mark with preferred
channel to port (Region
A)
Colour: Green with red band
Shape: Cone
Topmark: Cone
Light: Green, Composite 2+1
BUOYAGE- CARDINALS AND OTHERS
Emergency Wreck Marking Buoy
Colour:Yellow and Blue Stripes
Shape: Pillar or Spar
Topmark: Yellow St. George’s Cross
Light: Alternating blue and yellow light (1s)
with 0.5s interval
Usage: Marks a new wreck for 72 hours
Special Mark
Colour: Yellow
Shape: Any
Topmark: Yellow St. Andrew’s Cross
Light: Yellow, any rhythm which cannot
be confused with a nearby white light
Usage: Cables, Pipelines, Recreation
zones, ODAS, TSS, Spoil grounds, Military
Exercise zones
Isolated Danger Mark
Colour: Black and Red stripes
Shape: Spar or pillar
Topmark: 2 black balls
Light: White, group 2 flash
Usage: Marks a danger with
navigable water around it
Safe Water Mark
Colour: White and Red Stripes
Shape: Sphere, Pillar, Spar
Topmark: Red Sphere
Light: White, Isophase, Occulting,
Morse A, One long flash every 10s
Usage: Indicates start of fairway or
navigable water around the mark
Danger
East Cardinal Mark
Topmark: 2 black cones,
base together
Light: White, 3 flashes VQ
(5s), Q (10s)
Usage: Safe water to the
South Cardinal Mark East
Topmark: 2 black cones, Apex down
Light: White, 6+1 long flashes VQ (10s), Q
(15s)
Usage: Safe water to the South
West Cardinal Mark
Topmark: 2 black cones,
apex together
Light: White, 9 flashes VQ
(10s), Q (15s)
Usage: Safe water to the
West
North Cardinal Mark
Topmark: 2 black cones, Apex up
Light: White, continuous flashing
Usage: Safe water to the North
MINIMUM
STRIPES – 4
MAXIMUM
STRIPES – 8
LIGHTS AND SHAPES TABLE
TYPE OF SHIP MAKING WAY UNDERWAY AT ANCHOR DAY SHAPE REMARKS
Power Driven Vessel (less than 50m) N/A
Power Driven Vessel (Probably more
than 50m)
N/A
Stern anchor light must be lower
and deck lights MUST be on if
100m+ in length
Air Cushion Vessel Yellow flashing light
Yellow light is all-round and flashes
ONLY WHEN IN NONDISPLACEMENT
MODE
WIG Craft Red flashing light
Red light is all-round, high intensity
and flashes
ONLY WHEN TAKING OFF
Power Driven Vessel (less than 12m) N/A White light may be all-round
LIGHTS AND SHAPES TABLE
TYPE OF SHIP MAKING WAY UNDERWAY AT ANCHOR DAY SHAPE REMARKS
Power Driven Vessel (less
than 7m, less than 7 knots)
N/A
All round white light and if
practicable side lights
Towing (V/l less than 50m,
Tow less than 200m stern
to stern)
N/A
Towing light ABOVE THE STERN
LIGHT
Towing (V/l more than
50m, Tow less than 200m
stern to stern)
N/A
Towing light ABOVE THE STERN
LIGHT
Vessel being towed will show
SIDELIGHTS AND A STERN
LIGHT
Towing (V/l less than 50m,
Tow more than 200m
stern to stern) Where it can best be seen (ON
OBJECT BEING TOWED AND
TOWING V/L)
Towing light ABOVE THE STERN
LIGHT
Vessel being towed will show
SIDELIGHTS AND A STERN
LIGHT
Towing (V/l more than
50m, Tow more than
200m stern to stern) Where it can best be seen (ON
OBJECT BEING TOWED AND
TOWING V/L)
Towing light ABOVE THE STERN
LIGHT
Vessel being towed will show
SIDELIGHTS AND A STERN
LIGHT
LIGHTS AND SHAPES TABLE
TYPE OF SHIP MAKING WAY UNDERWAY AT ANCHOR DAY SHAPE REMARKS
Push (As 2 units) N/A
LOOK AT POSITION OF OTHER
V/Ls SIDELIGHTS
Vessel being pushed shows ONLY
SIDELIGHTS
Push (As composite units) N/A Shows lights as a PDV
Towing an Inconspicuous
object (in this case less
than 400m in length) A diamond on the aft extremity of the
inconspicuous object, regardless of length
of tow. IF TOW IS MORE THAN 200m-
2 MORE DIAMONDS AS PER THE
OTHER TOWING RULES
A light at intervals not more than
100m (MINIMUM 2 LIGHTS)
If breadth is more than 25m, two
additional all round lights at the
edges
All-round lights = 3nm Visibility
Sailing Vessel with
combined lantern (less
than 20m) If under machinery, will display
FORWARD, WHERE IT CAN BEST
BE SEEN
Less than 20m, MAY BE A
COMBINED LANTERN
Sailing Vessel with Allround
lights If under machinery, will display
FORWARD, WHERE IT CAN BEST
BE SEEN
CANNOT BE USED WITH A
COMBINED LANTERN
LIGHTS AND SHAPES TABLE
TYPE OF SHIP MAKING WAY UNDERWAY AT ANCHOR DAY SHAPE REMARKS
V/l engaged in fishing
Will turn off SIDELIGHTS AND
STERN LIGHT
To be exhibited WHETHER
UNDERWAY OR AT ANCHOR
NEVER SHOWS A MAST-HEAD
LIGHT FOR LENGTH
V/l engaged in fishing with
gear extending 150m
horizontally
Will turn off SIDELIGHTS AND
STERN LIGHT
To be exhibited WHETHER
UNDERWAY OR AT ANCHOR
NEVER SHOWS A MAST-HEAD
LIGHT FOR LENGTH
V/l engaged in trawling
(less than 50m)
Will turn off SIDELIGHTS AND
STERN LIGHT
To be exhibited WHETHER
UNDERWAY OR AT ANCHOR
V/l engaged in trawling
(more than 50m)
Will turn off SIDELIGHTS AND
STERN LIGHT Keeps masthead light on
To be exhibited WHETHER
UNDERWAY OR AT ANCHOR
MASTHEAD LIGHT MUST BE
ABOVE AND ABAFT THE GREEN
TRAWLING SIGNALS
SHOOTING NETS- ZULU HAULING NETS- GOLF
NETS FAST ON AN UNDERWATER
OBSTRUCTION- PAPA
All apply to PAIR TRAWLING: In
addition, a searchlight directed
forward & in the direction of the
gear
PURSE-SEINE:
Flash alternately every second with
equal light and occultation duration
– only to be displayed when the
vessel is hampered by her gear
LIGHTS AND SHAPES TABLE
TYPE OF SHIP MAKING WAY UNDERWAY AT ANCHOR DAY SHAPE REMARKS
NUC
Will turn sidelights and stern
light off
Where they can be seen
DOES NOT SHOW
MASTHEAD LIGHTS
NOT A DISTRESS SIGNAL
RAM
Turns off sidelights, stern light
and masthead lights Will also show an anchor ball Where they can be seen
Not required for vessels under
12m
Towing which severely restricts
the tow
Keeps sidelights, stern light and
masthead lights
Where they can be seen, with
diamonds as necessary for
towing
Cross between showing Red-
White-Red/Ball-Diamond-Ball
and Towing lights
Underwater Operations
Turns off sidelights, stern light
and masthead lights NO ANCHOR LIGHTS/BALL
Balls on obstructed side and
diamonds on unobstructed side
Aground less than 50m- Day
Where can best be seen
Aground less than 50m- Night Aground more than 50m- Day
Where can best be seen
Aground more than 50m- Night
Anchor – V/Ls more than 100m MUST illuminate decks
V/L Less than 7m when at anchor not in a busy area doesn’t need
to show any of this
Aground- NEVER SHOW DECK LIGHTS
V/L less than 12m does not need to show aground lights/shapes
LIGHTS AND SHAPES TABLE
TYPE OF SHIP MAKING WAY UNDERWAY AT ANCHOR DAY SHAPE REMARKS
Diving (Where the size
makes it impractical to
display the lights for
underwater operations)
N/A
Must be at least 1m in size and
visible all around
MUST SHOW THIS, EVEN IF
UNDER 12m
Mine Clearance
Top Green on the foremast head,
others on each yard
Will also show an anchor ball and
day shape for mine clearance Same positions as green all-rounds
Do not approach within 1000m
Constrained by Draft
Will also show an anchor ball
Where it can best be seen
PDV Lights plus 3 all-round red
Pilot Vessels
Will also show an anchor ball
PILOT
May also show Hotel flag
NO MASTHEAD LIGHTS
Sizes of Day shapes
Light Ranges depending on length
• 50m+: 6,3,3,3,3
• 12m+:5,2,2,2,2 (if less than 20m then masthead light of 3 miles)
• Less than 12m: All 2 miles, other than 1 mile sidelights
Base- min. 0.6m
Height- Double
the base
Diameter
min. 0.6m
Diameter min. 0.6m
Height = diameter
DIAMOND MADE FROM 2 CONES – MIN HEIGHT BETWEEN SHAPES = 1.5m
RULE 3- General Definitions
A vessel…
Every description of watercraft; including seaplanes, WIG craft and nondisplacement
craft, used or capable of being used as a means of
transport on the water
A Power Driven Vessel…
Any vessel propelled by machinery
A Sailing Vessel…
Any vessel under sail provided that propelling machinery, if fitted, is not
being used
A Vessel engaged in fishing…
Any fishing vessel with nets, lines, trawls or other fishing apparatus which
restrict manoeuvrability, but does not include a fishing vessel with trolling
lines or other fishing apparatus which does not restrict manoeuvrability
A Seaplane…
Any aircraft which is designed to manoeuvre on the water
A Vessel Not Under Command…
A vessel through which through some exceptional circumstance is unable to
manoeuvre as required by these rules and therefore cannot keep out of the
way of another vessel
Underway…
A vessel that is not at anchor, aground or made fast to the shore
Length and Breadth…
Her length overall and the greatest breadth
A WIG Craft…
A multimodal craft, which in her main operational mode flies in close proximity
to the water’s surface, utilising surface-effect action
In Sight of one another…
Only when one vessel can be observed visually from the other
Restricted Visibility…
Any condition where visibility is restricted by mist, fog, heavy rain, falling snow,
sandstorm or any other condition which may restrict visibility
FLASHING
WHITE LIGHT =
LIFEJACKET
A Vessel constrained by her draft…
A power driven vessel which due to her draft in relation to the
available depth and width of navigable water is severely
restricted in her ability to deviate from the course she is
following
A vessel restricted in her ability to manoeuvre…
A vessel, which due to the nature of her work, is restricted in her ability
to manoeuvre as required by these rules and therefore cannot keep out
of the way of another vessel. The term restricted in ability to manoeuvre
may include, but not be limited to (
• A vessel engaged in laying, servicing or picking up a navigational mark,
submarine cable or pipeline
• A vessel engaged in dredging, surveying or underwater operations A
vessel engaged in replenishment or transferring persons, provisions or
cargo while underway
• A vessel engaged in the launching or recovery of aircraft
• A vessel engaged in mine clearance operations A vessel engaged in a
towing operation such as severely restricts the towing vessel and her
tow in their ability to deviate from their course
RULE 5 – Look Out
Every Vessel SHALL at all times maintain a proper
lookout…
• By sight, hearing and all available means appropriate to the
prevailing circumstances and conditions
• To make a full appraisal of the situation and the risk of collision
• YOU NEED SITUATIONAL AWARENESS!!!
• How does that change, depending on where you are
• What equipment are you using (Compass, Radar, AIS, Window, sound signals,
etc.)
• Process the information (What does it actually mean, How far away, is it of
concern, etc.)
RULE 7 – Risk of Collison
• Every vessel shall use ALL AVAILABLE MEANS
APPROPRIATE to the prevailing circumstances and
conditions. If there is any doubt, such risk SHALL be
deemed to exist.
• Use Radar properly if fitted and operational – LONG RANGE
SCANNING for early warning of collisions and
SYSTEMATIC OBSERVATION or plotting
• Assumptions SHALL NOT be made on the basis of
SCANTY information, especially scanty Radar
information.
• Risk of collision SHALL be deemed to exist if the compass
bearing of an approaching vessel does not appreciably
change.
• It MAY exist if the bearing changes BUT they are at close
range or are a very large vessel
RULE 8 – Actions to Avoid Collision- A Big AAASS
ANY ACTION to avoid collision shall be taken in consideration with the rules of this part
& shall, if the circumstances of the case admit, be:
• Positive
• Made in ample time
• Made with due regard to the observance of good seamanship
Any ALTERATION OF COURSE OR SPEED to avoid collision shall be:
• Large enough to be readily apparent to another vessel observing visually or by
Radar
• A succession of small alterations of course or speed should be avoided
If there is sufficient sea room, ALTERATION OF COURSE alone may be the most
effective action to avoid a close-quarters situation provided that it is:
• Made in good time
• Is substantial
• Does not result in another close quarters situation
Action taken to avoid collision with another vessel shall be such as to result in
passing at a SAFE DISTANCE.The effectiveness of the action shall be carefully
checked until the other vessel is finally past and clear.
If necessary to avoid collision or to allow more time to assess the situation, a
vessel shall SLACKEN HER SPEED or take all way off by stopping or
reversing her means of propulsion
RULE 6 – Safe Speed
Every Vessel Should Operate At A Safe Speed So…
• She can take proper and effective action in order to avoid a collision
• Be stopped in a distance appropriate to the prevailing circumstances
ALL VESSELS
‘VD Makes Little Willies Droop’
VESSELS WITH OPERATIONAL RADAR
‘Chinese Charlie Eats Pussy No More’
• V- The state of Visibility
• D-the traffic Density including
concentrations of fishing
vessels and any other vessels
• M- the Manoeuvrability of the
vessel with special reference to
her turning ability and stopping
distance in the prevailing
conditions
• L- the presence of background
Lights such as from shore lights
or from the backscatter of her
own lights
• W- the state of Wind, sea and
current and the proximity of
other navigational hazards
• D- the Draft in relation to the
available depth of water
• C- the Characteristics, limitations and
efficiencies of the Radar equipment
• C- any Constraints imposed by the Radar
range in use
• E- the Effect on Radar detection of sea
state, weather and other sources of
interference
• P- the Possibility that small targets, ice and
other floating objects may not be detected
by Radar at an adequate range
• N- the Number, location and movement of
vessels detected by Radar
• M- the More exact assessment of the
visibility that may be possible when Radar is
used to determine the range of vessels or
other objects in the vicinity.
(Check Tuning, Performance Monitor, set
up, etc)
RULE 8F – IMPEDING OF PASSAGE
Vessels not to be impeded should…
1. MAINTAIN COURSE AND SPEED AND MONITOR
2. The other vessel SHALL NOT impede my safe passage
3. Sound 5 short and rapid blasts on the ship’s whistle AND the ship’s
daylight signalling lights (ALDIS Lamp range is 2nm, all-round
white is 5nm)
4. Take action to avoid collision as per the rules
A vessel which SHALL not impede the safe passage of another vessel
should…
1. If the circumstances of the case admit, take EARLY and SUBSTANTIAL
action (Rule 8) to not impede the passage/safe passage of the other vessel
2. Not be relieved of their obligations if approaching the other vessel so
as to involve a risk of collision and have full regard for the action
required by the rules
RULE 16 – Actions by the Give-Way vessel
Every vessel which is directed to keep out of the way of another vessel SHALL, so far
as possible, take EARLY and SUBSTANTIAL action to KEEP WELL CLEAR.
RULE 17- Actions by the Stand-on vessel
• When one of two vessels is directed to keep their course and speed, the other
SHALL KEEP HER COURSE AND SPEED.
• The latter MAYTAKE ACTION TO AVOID COLLISION BY HER
MANOUEVRE ALONE, as soon as it BECOMES APPARENT to her that the
vessel required to keep out of the way is NOT TAKING APPROPRIATE
ACTION in compliance with these rules.
• When the vessel required to keep her course and speed FINDS HERSELF SO
CLOSE THAT COLLISION CANNOT BE AVOIDED BY THE ACTION OF
THE GIVE-WAY VESSEL ALONE, she SHALLTAKE SUCH ACTIONS as
will BEST AID TO AVOID COLLISION.
• A PDV which take action in a crossing situation in accordance with the 2nd part
(i.e. apparent their not taking action but NOT so close…) if the circumstances of the
case admit, AVOID ALTERING COURSE TO PORT FOR A VESSEL ON
YOUR OWN PORT SIDE
The 6 Points for a stand-on vessel
1. MAINTAIN COURSE AND SPEED
2. MAY take action when it is apparent they are not taking action
(5 or more short and rapid on whistle and light
3. WILL call captain and get everything ready (Man on wheel,
Nav lights on, phone ECR for engines, start extra steering
pumps)
4. SHALL NOT go to port for a PDV crossing from the port side
5. SHALL take whatever action is necessary to avoid collision
6. This DOES NOT relieve the other vessel of their
obligations
RULE 9 – NARROW CHANNELS
Who can’t impede who
• A vessel of less than 20m or a sailing vessel – not impede the passage of
a vessel which can only navigate within a narrow channel
• A Vessel engaged in fishing – not impede the passage of any other vessel
navigating within a narrow channel
What you shall and shall not do…
• SHALL stay to the outer limit of the lane which lies to starboard
• SHALL NOT cross if such crossing will impede the passage of a vessel
which can safely navigate only within such a channel
• SHALL indicate your intention to overtake by sounding 2 long and either
1 or 2 short depending on which side- if the overtake requires the vessel
being overtaken to take action to permit safe passing
• SHALL indicate your agreement to the overtake by sounding 1 long, 1 short,
1 long, 1 short
• SHALL, if not in agreement of the overtake, sound & light 5 or more short
and rapid
• SHALL avoid anchoring in a narrow channel
• SHALL navigate with particular caution and alertness when navigating near a
blind or obscured bend and SHALL sound one long when approaching the
bend. Any vessel on the other side who hears this SHALL also sound one
long blast.
Working out aspect
Vessel is heading North. You see a green light 4 points on your port
bow. What could it be heading?
1. Draw out compass with your ship in the middle and the points
2. Draw on the light you’ve seen
3. Put on the reciprocal (This is the maximum heading it could have
if it was head on)
4. Draw on 10 points in the opposite direction (to port if it’s a
green light and to starboard if it’s a red light
5. Heading could be anywhere within that range
1-3° IS THE RANGE BEFORE THE OTHER SIDELIGHT
WILL CUT OUT.
RULE 10 – TSS
Who can’t impede who
• A vessel of less than 20m or a sailing vessel – not impede the passage of a power
driven vessel using a traffic lane
• A Vessel engaged in fishing – not impede the passage of any other vessel navigating
within a traffic lane
What you shall and shall not do…
• SHALL proceed in the appropriate lane and in the general direction of
flow for that lane
• SHALL NOT be relieved of your obligation under any other rule
• SHALL keep clear of a traffic separation line or separation zone
• SHALL avoid crossing traffic lanes, but if OBLIGED to do so, SHALL cross at
right angles to the general direction of traffic flow
• SHALL NOT use an inshore traffic zone when you can safely use the
appropriate traffic lane within the adjacent TSS.
• Vessels of less than 20m in length, sailing vessels and vessels engaged in
fishing MAY use the inshore traffic zone.
• A vessel MAY use an inshore traffic zone when en route to/from a port,
offshore instillation or structure, pilot station or any other place in the ITZ, or to
avoid immediate danger.
• A vessel other than a crossing vessel SHALL NOT normally enter a separation
zone or cross a separation line except in cases of emergency, to avoid
immediate danger, to fish in the separation zone
• SHALL navigate with caution when in areas near the termination of a TSS
• SHALL avoid anchoring in a TSS or near the terminations of a TSS
• SHALL avoid by as wider margin as possible if not using a TSS
Who is exempt from the rule
• A vessel RAM WHEN ENGAGED IN AN OPERATION TO MAINTAIN
SAFETY OF NAVIGATION, is exempted from the rule to the extent
that is necessary to carry out the operation
• A vessel RAM WHEN ENGAGED IN LAYING, SERVICING OR PICKING
UP A CABLE WITHIN A TSS is exempted from the rule to the extent
necessary to carry out the operation.
Objectives of a TSS (From the IMO routeing guide)
• Separating opposing streams of traffic to reduce head ons
• Reduction of danger of collisions in established traffic lanes between
crossing vessels
• Simplification of traffic flow in converging areas
• Organisation of traffic flow in areas of offshore exploration, where passage
of ships is dangerous or undesirable, or to maintain a safe distance from
environmentally sensitive areas
• Reductions of groundings by providing guidance to vessels in areas where
water depths are uncertain or critical
• Guidance through or to keep clear of fishing grounds
• The Routeing guide also defines different routeing measures, measures to
merge traffic (precautionary areas and roundabouts)- ALWAYS GO ANTICLOCKWISE
AROUND A ROUNDABOUT
• List and Diagrams of all IMO adopted TSS and routeing areas, as well as
mandatory reporting zones.
PASSAGE PLANNING (SOLAS Ch. V Annex 24 & 25)
4 Stages to Passage planning (As per circular A.893(21))
• Appraisal- Sufficient charts, Nav Warnings in force, sailing directions, radio
requirements, manoeuvring characteristics, stability, recommended routes, manning,
ISPS requirements, environmental limits, weather, tidal and current information,
contingencies
• Planning-Watchkeeping schedules, plotting courses, SBB and FAOP positions,
pilotage requirements, ETAs, MARPOL lines, ECA and fuel changeovers, contours,
contingencies, go back and reappraise if necessary
• Execution- Passage planning meeting, what techniques will you use (PIs, etc), does
anything need to change- be dynamic!! GET IT SIGNED!!!
• Monitoring- Fix position, regularly cross-check. Weather, commercial conditions,
emergencies etc. may require the plan to change.
PASSAGE PLANNING AS CHIEF OFFICER
• STABILITY-Work out an INITIAL STABILITY/LOAD PLAN based on
your current condition, expected amount of cargo, ballast, stores and bunkers.
Make sure you will have POSITIVE GM throughout- ENOUGH OF
EVERYTHING for the voyage and will be compliant with any LOADLINE
CHANGES as the vessel is en-route. CONFIRM THIS IS CORRECT
PRIOR TO SAILING.
• MARPOL- Make sure the MARPOL LINES DRAWN ON THE CHART
ARE CORRECT, the PLAN FOR DISCHARGES IS IN COMPLIANCE
with the regulations and any SHORE FACILITIES for garbage, sewage, sludge
etc. have been organised. Make sure that the vessel’s FUEL IS COMPLIANT
for any ECAs/SECAs. Make sure ship’s operations will not be affected (TANK
CLEANING, GARBAGE MANAGEMENT, etc.)
• BALLAST MANAGEMENT-Will the stability requirements of the voyage
(i.e. cargo loading/unloading in wayports, load line zone changes) or expected
weather or ballasting requirements COMPLY WITH THE BALLAST
MANAGEMENT PLAN.
• CARGO-Will the intended VOYAGE BE SUITABLE FOR THE CARGO
(expected weather (do you need to VENTILATE?), chance of rain on deck
cargoes, temperature changes) and will the LASHINGS AVAILABLE
ONBOARD BE SUITABLE. Is there anything specific which cargo needs to
be MONITORED for?
• HEAVY WEATHER- If heavy weather is expected, you will need to
PREPARE THE DECK DEPARTMENT. Is everything SECURELY
STOWED, LASHINGS are in place, STABILITY will be sufficient,
CONSIDER RE-ROUTEING, RIG LIFELINES, all OPENINGS ARE
CLOSED, NO WORK ON DECK
• SECURITY- Are there any implications to the SSP or CHANGES IN
SECURITY LEVEL? Will there be any issues relating to TRANSITTING
HIGH RISK AREAS. Is there a THREAT FROM STOWAWAYS
• DECK DEPARTMENT- Will there be any changes to WATCHKEEPING
SCHEDULES (i.e. Doubling up)? Will there be any issues with REST
HOURS, if so how will this be MANAGED? Is there any NECESSARY
PMS WORK for the voyage which may conflict with the plan?
• ICE- Any problems with ICE ACCRETION? Does ice affect the CARGO?
• WATCHKEEPING-After the voyage overview, do you have any.
PROBLEMS WITH THE PLAN AS A WATCHKEEPER? WHAT HIGH
RISK PARTS APPLY TO YOU?
SHIP HANDLING – BASICS
PIVOT POINTS & TUGS
• When stopped, the pivot point is on the centreline, in the centre
• Tugs are always named from fore to aft with numbers
• Tug pull is either easy weight (33%), half weight (50%) and full weight (75-80%)-
direction is always in relation to the beam
• As you start moving ahead at slow speed, the pivot point moves to between 1/3
and ¼ from the prow- very good for steering but no thruster effect
• Tug use works on moments from the pivot point- so the closer to the pivot
point, the more power you will need. If you’re pulling on the pivot point, the tug is
useless
• If you put the anchor out, the pivot point will move to where the anchor leaves
the ship
• As you move astern, the pivot point moves over the rudder stock, so steering is
ineffective but thrusters have maximum effect
• NEED TO BALANCE THE FORCES (WIND, CURRENT,
PROPULSION)
Transverse Thrust and Single Screw
• RIGHT HANDED FIXED PITCH- Propeller turns clockwise when running ahead,
anti-clockwise when running astern. Stern will LIFT TO PORT, so if turning short
round you WOULD TURN TO STARBOARD
• LEFT HANDED FIXED PITCH- Propeller turns clockwise when running ahead,
anti-clockwise when running astern. Stern will LIFT TO STARBOARD, so if turning
short round you WOULD TURN TO PORT
• RIGHT HANDED CONTROLLED PITCH- Propeller turns clockwise when
running ahead OR astern. Stern will LIFT TO STARBOARD, so if turning short
round you WOULD TURN TO PORT
• LEFT HANDED CONTROLLED PITCH- Propeller turns clockwise when running
ahead OR astern. Stern will LIFT TO PORT, so if turning short round you WOULD
TURN TO STARBOARD
Twin Screw
• Need to know how many rudders, are the rudders in line or offset, and are they
inward or outward turning
• Offset rudders have little manoeuvrability but are very good for maintenance of
prop shaft
• Outward turning is very good for manoeuvring, Inward turning have good fuel
economy but poor manoeuvrability
• Best configuration for manoeuvring is Outward turning and in-line twin rudders
• The offset of the propellers from the centreline is what creates the turning
motion through moments, not transverse thrust
Lines
• Head lines- Stop you moving astern
• Breast lines- Hold you alongside/stop you moving off the quay
• Spring Lines- Stop you moving ahead/astern
• Stern Lines- Stop you moving Ahead
Manoeuvring characteristics
• Wheelhouse poster
• Pilot Card (today’s information from wheelhouse poster)
• Manoeuvring booklet
• DEALT WITH BY CLASS, NOT MCA
SHIP HANDLING – MANOEUVRES
TURNING SHORT ROUND
1. SLOW DOWN- Let bow wave reduce, but enough to keep steerage
2. MINIMUM SPEED- Dead slow ahead to start turn at minimum speed
3. APPLY THE SLOWEST FIRST- Rudders take longer to go hard over
than engines to respond or thrusters, so apply helm before changing
engines
4. ONCE RUDDER IS ON, APPLY ENGINES- Speed up to slow ahead
to get flow over the rudders, Want a max ROT of around 50-60°/min
5. MIDSHIPS, HALF ASTERN- No effect of rudders when running
astern, so put midship and then high stern revs for transverse thrust
6. RUDDER BACK ON, DEAD SLOW- By now, you should have around
a 20°/min ROT and should be close to pointing in the right direction, so
slowest first to come back onto track and engines dead slow to kill any
stern way
TWIN SCREW OFF THE BERTH
1. LEAN ON THE QUAY- Stops fore and aft movement and reduces tension on
lines. Apply rudder away from quay, inboard engine ahead and outboard astern
(use astern engine to control Fore and Aft movement) and thrust alongside
2. SLOWEST FIRST- Check everything is clear and let go. Rudder hard over
towards the quay and zero the bow thruster
3. ENGINES- Swap over (so inboard astern and outboard ahead)
4. THRUSTERS- As stern moves clear, thrust the bow away
5. EQUALISE- Equalise the propulsion to both moving ahead and keep the bow
overtaking the stern
6. KILL- Kill the thruster once moving ahead and pointing in the right direction
DREDGING THE ANCHOR
1. WORK OUT PLAN-Visual references, which anchor to drop, where
you want to avoid and how you’ll stop the ship from clattering the quay
when beam on to wind
2. CONTINGENCIES- Abort points and contingency plans- REDUCE
SPEED
3. STEER ON- Put ship onto leads so you’re running away from the dock
and
4. DROP- Drop the anchor towards the dock to 1-2 shackles (NEVER
DROP THE ANCHOR WITHOUT A PLAN TO GET IT BACK
and NEVER USE THE ANCHOR FOR MANOUEVRING IF
YOUR SPEED IS ABOVE 2-3KTS)
5. DRAG- You’ll drag the anchor and should expect helm away from the
anchor at around 15-20° (hardover means the anchor is holding too
much, no helm means its not holding)
6. SWING- Keeping the ahead speed, go midships and the ship will swing
on the anchor
7. PAY OUT- As you start coming onto the desired heading, start paying
out the anchor, letting the wind push the bow along to the dock
8. HOLD- Hold the anchor at around 5 shackles, keeping the engines ahead
9. RUDDER- Use the rudder (midships and towards the quay) to control
the stern and allow the stern to swing towards the quay before getting
lines out.
SHIP HANDLING – MOORS
OPEN MOOR
1. LET GO WINDWARD
ANCHOR FIRST- Pay out to
4 shackles
2. LET GO LEEWARD
ANCHOR- Pay out to 4 as well
3. USE CURRENT- to steer ship
as she comes head into wind and
astern
RUNNING MOOR
(Run past where you want to end up)
1. LET GO WINDWARD
ANCHOR FIRST- continuing
to run ahead the whole time into
the tide/current
2. KEEP PROCEEDING
AHEAD- Until you have 9
shackles in the water
3. LET GO LEEWARD
ANCHOR- Heave the
windward anchor as you pay out
the leeward anchor (8&1
shackles, then 7&2, etc.)
4. FINISH AT 4 ON
WINDWARD- Helps to hold
against tide and current
WATCH THAT AS THE SHIP SWINGS WITH CHANGING TIDES THAT SHE
DOESN’T FOUL THE HAWSE (TWIST THE WRONG WAY)- If this does
happen, kick on the engines to swing or use a tug
STANDING MOOR
(When you breakdown)
1. LET GO WINDWARD
ANCHOR FIRST- The
wind/tide should push you back
2. KEEP PROCEEDING
ASTERN- Until you have 9
shackles in the water
3. LET GO LEEWARD
ANCHOR- Heave the
windward anchor as you pay out
the leeward anchor (8&1
shackles, then 7&2, etc.) – IF
YOU DON’T HAVE THE
POWER TO HEAVE THE
ANCHOR, WAIT FOR TIDE
TO CHANGE TO PUSH
YOU FORWARD
SHIP HANDLING – MOORS CONT.
BALTIC MOOR
• This moor is used on old wooden docks
WHERE YOU CANNOT TOUCH THE
DOCK or it will break.
• In order to control you, you need a rope on
the anchor from Aft.
• This is NOT PRACTICAL unless the
charterer makes you a specialist ship who can
run such a rope from forward to Aft (or rig the
line prior to the start of the charter)
• The other option is to run the anchor and use
a tug down aft to hold the ship off
SHIP HANDLING – PLANNING A MANOUEVRE
Master/Pilot Exchange
• Anchor length and type
• Propulsion and machinery
• Rudder Types
• Draft and Displacement
• Thrusters
• Dimensions
• DEFECTS
• Air Starts available
• Mooring Arrangements
• Pivot points (how she is
handed)
• Turning Circles
• PILOT CARD
• Manning availability (how
many Forward and Aft)
• Status of anchors
Pilot/Master Exchange
• Berthing Arrangement &
Moorings
• Minimum depth at berth
• Fendering on berth
• Length of berth
• Number of mooring men at
each end
Plan
• Use of tugs
• Wind and Current
• Abort Points
• Contingencies
Communications
• Forward and Aft
• Pilot
• Harbour
• Engine Room (plan and any
delays)
HAVE A LOOK!
MEDITERREANEAN MOOR
• Same procedure and principle as an open moor,
but the stern goes onto the quay
• Need to make sure anchors are dropped in the
right place for the berth
• Keep slight weight on anchors when coming
astern, this is to pull the ship forward in an
emergency
• As you come alongside down aft and put the
lines out, you heave the lines and pay out on
the anchors
• May cross the lines down aft for extra
length/strength
• Comms is key down aft and on the foc’sle for
where the anchors are and distances for
coming alongside
SQUAT AND INTERACTION
PRESSURE WAVES ON A SHIP
SQUAT
• A Virtual increase in draft due to interaction in shallow water
• A low pressure builds under the ship, sucking the ship downwards and
reducing the reaction force from displacement (less water under the vessel
to displace it)
• THE FASTER YOUR STW, THE MORE YOUR DRAFT WILL
INCREASE BY
• More pronounced effect of squat the SHALLOWER THE WATER
SIGNS OF SQUAT
• Loss of steering (less water passing over the rudder- the water is rushing
into the void under the ship)
• Muddy water
• Vibrations
• Angle of heel in turn increases
• Trim changes (Aw is changing due to sinking- hence why ships will squat
by one end)
MANAGING SQUAT
• As you see the signs starting/building, REDUCE SPEED
• PLAN for the effect of squat by using the SQUAT TABLE ON THE
WHEELHOUSE POSTER
• Turning Circle increases
• Roll Period Changes
• Propulsion less effective
• Quarter Wave moves ‘forward’
INTERACTION
• Around the stern of the vessel, there are various attractive and repulsive forces at work
• This is why it is prudent to pass with a wide berth when passing around the stern
• WHEN APPROACHING IN A PILOT BOAT, YOU SHOULD MATCH
SPEEDS AND LOCATION TO COME ALONG SIDE, AND ONLY THEN
MOVE ACROSS
• The waves around the ship do not take effect until around 1x the breadth
BANK EFFECT
• Due to the bow wave, solid objects will be repulsed by the front of the ship,
pushing it away
• This creates bank effect. This will reduce steering, but no change in the
quarter wave.
• In order to stay closer to the bank, you will need to steer into it or you will
be pushed off
TUGS & EMERGENCY TOWING
TYPES OF TUG
Contents:
• Information to be communicated
• List of particulars, power supply, steering, deck tools and fittings
and equipment on mooring stations
• Any other towing equipment (i.e. Dutch cleats)
• Matrix for deciding what kind of towing pattern to use (i.e.
weather, time until danger, danger, availability of power)
• Towing Patterns- Ship specific based on equipment and the
previous matrix
• Risk Assessment (separate risk assessment referenced)
• Organisation (Bridge, Mooring decks)
• Guidelines during all towing operations (with specific reference
to the procedures for the mentioned towing patterns)
Emergency towing booklet
• Solas Chapter II-I requirement
• Must be positioned in locations related to towing operations (one forward, one
aft and one in Master’s decision support system)
• Azimuth Stern Drive- Lots of fendering
forward and generally work from forward.
Towline is forward and propulsion aft, so
very manoeuvrable. Pivot Point is on
towline, and gob line is mechanically fitted
into towing arrangement.
• Voith Schneider- Fendering aft,
propulsion forward. Not very
useful in shallow water (i.e. to
assist in pulling off a beach). Most
manoeuvrable, towline
arrangement, also with gob line
fitted mechanically, is aft.
• Conventional Harbour Tug-
Fendering around the entire
boat. Due to the pivot points
of its towline, it may gurt
(capsize) and as such, has to rig
a Gob rope rigged aft to move
the pivot point if towing
ANCHORS
TYPES OF ANCHOR
Parts of an anchor Slipping an anchor
• Letting the anchor go without
weighing-Try using engines to drag the
anchor or swing on it with steering to
swing it clear.
• You would do this if the vessel drags
and you cannot weigh or if it is stuck
on an underwater object
• Firstly, RIG AN ANCHOR BUOY to
the cable to allow for recovery by
divers
• DO NOT LET GO AT THE
BITTER END UNLESS
ABSOLUTELY NECESSARYCUT
THROUGH THE CABLE AT
DECK LEVEL
Clearing a foul hawse
• When you have two anchors out which have crossed and tightened
• Get the gear ready to start the operation at slack water- 3 wires needed
• Heave the anchors until the foul is above the water- lash both together below the foulthis
stops the foul going further down the cable
• Pass a wire preventer around the sleeping cable, down from the turns. This will reduce
the weight on the turns and serve to secure the sleeping cable should the end be lost.
• Walk back on the sleeping cable, to bring the next joining shackle conveniently forward
of the windlass. Rig a temporary easing wire to a point forward of this shackle, so that it
can take the weight of the sleeping cable when the shackle is broken.
• Rig a wire rope messenger and put half a turn around the riding cable. This should be in
the opposite direction to the foul turns in the cable.
• Pass the end of the messenger up through the hawse pipe of the sleeping cable and
secure it to the end of the sleeping cable.
• Heave away on the wire messenger and at the same time ease out on the easing wire
THE
ANCHOR’S
ABILITY TO
HOLD IN THE
SEABED IS
DETERMINED
BY ITS
WEIGHT AND
ABILITY TO
HOOK- I.E.
THE ANGLE
OF THE
FLUKES
SOLAS CH.V CARRIAGE REQUIREMENTS (REG 19)
ALL SHIPS
• Magnetic Compass
• Pelorus or Azimuth Ring
• Means of correcting a heading/bearing to true
• Charts for the voyage- either paper or…
• ECDIS (As of July 2018, required on Passenger ships over
500GRT, tankers over 3,000GRT & all other cargo ships over
10,000GRT)
• A back-up arrangement to the ECDIS (either charts or an
independent ECDIS)
• GPS or similar (Loran-C, Beidou, DGPS, etc.)
• Elephant’s Ears (if on a totally enclosed bridge)
• Sound-Powered telephone (for comms with emergency
steering position)
SHIPS 150GRT+ and ALL PASSENGER SHIPS
• Spare Magnetic Compass
• ALDIS Lamp
• BNWAS (Bridge Navigational Watch Alarm System- Must be
in operation whenever underway)
SHIPS 300GRT+
• Echo sounder
• X –Band Radar
• EPA (Electronic Plotting Aid)
• Speed Log
• Transmitting Heading Device (i.e. feed from the magnetic)
• AIS (Automatic Identification System)
SHIPS 500GRT+
• Gyro Compass (with repeater in the steering flat, main
steering position & to take bearings)
• Rudder angle, Propeller pitch/RPM, thrust and other
operational indicators
• ATA (Automated Tracking Aid)
SHIPS 3,000GRT+
• S-Band or Second X-Band Radar
• Second ATA
SHIPS 10,000GRT+
• ARPA (Automated Radar Plotting Aid)
• Autopilot or Track Control System
SHIPS 50,000GRT+
• ROT indicator
• Twin-Axis Speed Log (Ahead/Astern and Athwartships)
STATUTORY PUBLICATIONS
Admiralty List of Radio Signals (ALRS)
• Split into 6 Volumes (1- Commercial Radio Stations; 2- Aids to navigation,
DGPS information, time signals; 3- Maritime Safety Information; 4-
Meteorological Observation Stations; 5- GMDSS, 6- Pilot and Port Services)
• Gives information on channels required for communication with land stations
for routine communications, in an emergency and for port services
• Shows coverage of satellites for Sat-C and Fleet-77, associated MRCCs for
satellites and GMDSS requirements
• Updated weekly as part of the weekly notices to mariners
• Kept onboard as a digital publication in all volumes
Annual Summary of Notices to Mariners
• Physical publication issued annually by Admiralty
• Comes in two volumes- 1 contains all Temporary and Preliminary notices and
corrections to sailing directions which are in force on January 1st of that year
• Second volume contains permanent information on radio messages, navigational
warnings, distress signals, rescue at sea and designated exercise areas
Admiralty List of Light
• Admiralty publication giving light characteristics for buoys and lighthouses
• Also carried onboard as a digital publication
• Updated weekly as part of the weekly notices to mariners
Weekly Admiralty Notices to Mariners
• Issued weekly by UKHO
• Comes in 6 categories (Updates to ALRS, Updates to Light lists, Updates to sailing
directions, Updates to navigational charts, Reprints of radio warnings, Explanatory
notices.)
• Received onboard electronically by email
International Code of Signals (ICOS)
• IMO publication
• Gives methods of signalling; regulations and rules for use of flashing lights, flag signalling;
radiotelephony signalling and Morse signalling.
• Gives single letter flag meanings, Morse Code, dual and medical flag signals and distress
signals
• Updated with new editions
Sailing Directions
• Admiralty publication, required for each area the ship regularly visits
• Has information on pilots, berthing, general weather conditions, currents and tidal
streams, anchorages, traffic regulations and any other important information for
ports which are to be visited
• Updated weekly as part of the weekly notices to mariners
• There are a number of volumes for each area (i.e. the Pacific Ocean has 16
volumes)
IAMSAR Volume III
• See in ‘Search and Rescue’
STATUTORY PUBLICATIONS (Cont.)
Nautical Almanac
• Admiralty Publication
• Contains information required for celestial navigation; mainly daily pages with
LHA and declination of Aries, Sun, Moon, various planets, times of sunrise and
sunset, times of Merpass and twilight. Also contains SHA of various stars used for
navigation.
• Also contains information required to correct Sextant Altitudes (Dip and True
Corrections) and Incremental corrections for celestial calculations.
• Updated annually with a new edition
Tide Tables/Information
• Admiralty Publication
• Contains tidal information for primary ports
• This can then be adjusted using secondary port calculations for smaller secondary
ports
• Tidal Stream Atlases also contain information regarding current and neaps/spring tide
information
• Carried as a combined digital publication (total tides)
Guide to Helicopter/Ship Operations
• International Chamber of Shipping publication, updated with new editions (latest edition
2008)
• Gives information on responsibilities of officers; how weather conditions impact the
operations; requirements for winching/landing areas on ships and how these should be
marked; how communications should be handled; how to deal with an emergency relating
to this operation
Bridge Procedures Guide
• International Chamber of Shipping Publication
• Updated with new editions
• Contains information on effective bridge organisation (BRM, etc.); Guidance for passage
planning (4 stages.); duties of the officer of the watch (handing over, when to call the
captain, GMDSS, monitoring the passage, etc.); operation of bridge equipment (steering
gear, compass system, VDR, ECDIS, AIS, Radar and ARPA); pilotage; and emergency
checklists.
LSA Code
• IMO publication, updated with new editions (latest edition 2017)
• Contains information on requirements of lifesaving craft (liferafts, lifeboats, MES, etc.);
contents of LSA; testing of lifesaving appliances; requirements for lifejackets, TPAs and
immersion suits; requirements for pyrotechnics
WHERE CAN I FIND THE LIST OF REQUIRED
PULICATIONS TO BE CARRIED?
• Masters Guide to the UK flag
• Mariners Handbook Annex 1
• SOLAS Chapter 5
ECDIS
INPUTS
• Speed (Log Or GPS)
• Heading (Gyro or Magnetic)
• Position (GPS)
ALARMS
• EXCEEDING CROSS
TRACK LIMIT
• CROSSING SAFETY
CONTOUR
• DEVIATION FROM ROUTE
• APPROACHING CRITICAL
POINT
• CHART IS DIFFERENT
DATUM FROM GPS
• Wind (Anemometer)
• COG (GPS)
• Depth (echosounder)
• S52- IHO standards for ECDIS Display and Symbols
• S57- IHO standard for digital hydrographic data (must be in metres, WGS84)
• S61- IHO standards for RNCs
• S63- IHO standards for ENC encryption
ALARMS or INDICATIONS
• CHART OUT OF SCALE
• MALFUNCTION OF ECDIS
• AREA WITH SPECIAL CONDITIONS
INDICATIONS
• Chart over scaled
• Better scale ENC available
• Different reference units
• Route crosses safety contour or
alarmed area
• System test failure
UPDATING AN ECDIS
• Will need DISC/EMAIL FILE with the necessary NTM for the CELLS THAT THE
VESSEL IS SUBSCRIBED TO
• Using the datum disc will UPDATE THE CHART FOR ALL PREVIOUS WEEKS,
REGARDLESS OF WHETHER THESE UPDATES HAD BEEN CARRIED
OUT BEFORE
• If RASTER CHARTS are in use then these will be UPDATED USING THE ARCS
SERVICE
CERTIFICATION REQUIRED TO OPERATE AN ECDIS
• Generic ECDIS to IMO model course 1.27 (40 hours)
• Type specific ECDIS for the equipment that will be used onboard (if you do not have
this for the particular ECDIS then you cannot take the watch unassisted using that ECDIS
as your primary means of navigation)
USING RNCs
• In order for an ECDIS to show an RNC, it must be in RCDS MODE
• These charts are NOT VECTOR CHARTS, so DO NOT POSSESS AN
ANTI-GROUNDING ALARM (unless a no-go zone is plotted onto the
chart by the VPO)
• If operating in RCDS mode, the vessel must have a back-up arrangement
which is not another RNC (i.e. must also have a PAPER BACK UP)
• Before using an RNC, the VPO must complete a RISK ASSESSMENT AS
PER MGN 285
o In case of HARDWARE/POWER FAILURE (having a backup)
o In case of SOFTWARE FAILURE (can’t read it)
o In case of OPERATOR ERROR (Not realising there aren’t
contours/alarms)
ECDIS- CATZOC
AIDS TO NAVIGATION
GPS
• Each satellite is in a geostationary orbit with its own time signature so it can be
identified (known as the pseudorandom code)- PSEUDORANGING
• 3 Satellites are required for a fix (2D), 4 for a 3D fix
• If a cocked hat is created, all 3 ranges will be moved equally to minimise the cocked hat
(Timing Error)
• Dilution of Position- Angle of cut. Better angles of cut, better the position and the lower
the DOP value
• Multipath- Time difference increases as the received signal has bounced off of something
(like a tall building), giving the wrong position
• Orbital Error- A satellite is out of position from it’s orbit
• Receiver Autonomous Integrity Monitor (RAIM)- Removes redundant pseudoranges
from the fix
• Ionosphere Delay- Time delay caused by refraction of signal by the ionosphere when it
becomes charged at time (accounted for within the receiver)
• GPS Accuracy: ±25m, ±100m with selected availability
• DGPS Accuracy: ±3-5m
AIS
• Each ship will transmit and receive AIS info on the same frequency
• Works on VHF, so VHF range max
• Static Info- Name, MMSI, Type of vessel and Dimensions
• Voyage Data- POB, status, DG cargo, destination and ETA
• Allows for Long Range Identification and Tracking by flag states/port states as per IMO
requirements
• Built into the transmitter not to transmit on another vessel’s slot, so info is re-transmitted every
minute maximum
Echosounder
• Placed at 1/3 LOA from forward as you get less aeration
• both salinity and temperature can change the characteristics of echoes
• You can use the echosounder to cross-check position when you cross contour
lines
• Selecting the wrong range may result in 2 echoes being sent out and giving a larger
depth than expected and a second accurate reading (second trace echoes.)
Therefore you should read echosounders from the top down.
• Pythagoras error occurs when the transmitter and receiver are in 2 different
places along the vessel’s centreline and will give a greater perceived depth than the
actual reading
Logs
• Doppler Log- Uses doppler shift to get speed (STW in water track, SOG in
bottom track)
• Electromagnetic Log- Creates EM field around sensor. As seawater passes
through the field, creates a voltage which equates to speed (STW)
• A single Janus doppler log measures Fore and Aft speed only. In double
Janus, it also measures athwartships speed
Gyro Compass
• Works on the principle of spinning at 90° to its axis
• Gyro will have precession- i.e. the axis moves like a cone
• Affected by latitude, course and speed (more effective at the equator, at
lower speeds and when not on a N/S heading)
• To counteract this, the GPS is fed in to give a position and speed
RADAR AND ARPA
Initial Setup
• Brilliance- Can you see? Should just be able to see the sweep of the radar
• Gain- The amount of amplification applied to the received echo- Speckling
• Tuning- Adjusts the output frequency. Either Auto tune, tune for max tuning on
the bar if fitted or turn off sea clutter and increase tuning to get the maximum
possible sea clutter
Other Features
• Rain Clutter- Desensitises detected objects all the way around the PPI
• Sea Clutter- Desensitises detected objects from the centre outwards on an
expanding scale
• Video Emphasis- Makes large/more defined targets seem more defined
• Clean Sweep- Removes targets which do not appear on every sweep (i.e. makes
strong targets more detectable
S-Band Vs X-Band
• S-Band (10cm wavelength/3GHz) – Better for long range detection and in
heavy seas
• X-Band (3cm wavelength/ 9GHz)- Better for target discrimination- USED FOR
COLLISION AVOIDANCERadar
and ARPA requirements
ARPA
• Must give preliminary CPA and TCPA data within 1 minute
• Must give full motion analysis (aspect, speed, COG, aspect) in 3 minutes
RADAR
• Bearings within 1°
• Distances within 30m or 1% of the range scale, whichever is greater
• Discriminate between 2 targets on the same bearing 40m apart
• Discriminate between 2 targets on the same range 2.5° apart
• Capable of this in rolling or pitching of ±10°
Performance Monitor
• SPECIFIC TO EACH MANUFACTURER
• The officer running the performance monitor should be aware of what should be displayed
on the PPI to confirm performance
• It can also be digital (Platinum), hence it is an internal test
• SHOULD BE CONDUCTED ONCE EVERY 4 HOURS
Carriage Requirements
• ALL SHIPS OVER 300GT AND ALL PASSENGER SHIPSX-
BAND AND AN ELECTRONIC PLOTTING AID (EPA)
• ALL SHIPS OVER 500GT-ABOVE PLUS AN
ELECTRONIC TRACKING AID (ATA) (to track range and
bearing of objects)
• ALL SHIPS OVER 3000GT-ABOVE PLUS AN S-BAND
OR A SECOND X-BAND WHICH IS INDEPENDENT
OF THE FIRST AND A SECOND INDEPENDENT ATA
• ALL SHIPS OVER 10,000GRT-ARPA ON ONE RADAR
UNIT (OTHER MUST HAVE ARPA OR ATA)
COMPASS
• Where a magnetic field enters a magnet is blue, where it leaves is red (so the
North pole is red and the South Pole is blue.)
• There is no magnetic induction when a piece of metal is perpendicular to a field,
but maximum when parallel to the field.
• Magnetism can be permanent or induced
• True North pole is the rotational axis of the Earth. Magnetic pole is offset from
this and is what gives variation (angle between a magnetic line of force and a true
meridian at any location on the Earth.)
• The earth deposits lava on the surface (which is magnetic) and affects magnetic
North (hence changes)
• There are also small variations induced by the moon’s orbit (twice daily), the
Earth’s spin (twice), 27 day cycle of the sun, yearly orbit of the earth around the
sun, and sunspots (once every 11 years)-This is only noticeable in very high
latitudes.
• Deviation is the angle between the magnetic meridian and the north line on the
compass card. Caused by interaction with the Earth’s magnetic field and the ship’s
structure and electrical systems
• Hard Iron- Permanent Magnetism
• Soft Iron- Induced Magnetism
Pros and Cons of a magnetic compass
• Requires no power to operate
• Can operate in a wide temperature range and is very durable
• Requires very little maintenance
• Doesn’t seek true north
• Can’t be used near the poles
• Affected by surrounding materials, if magnetic
Parts of a magnetic compass
1. Compass Bowl- Made of…
• Compass Magnets- Two magnets attached
to a non- magnetic float (usually copper)
• Compass Card- Indentation, sits on the
compass magnets. Will be very stable, so will
spin. Should be marked to every degree
• Fluid- usually Isopropanol to dampen
movement
• Bowl- Should be non-magnetic (aluminium
normally. Should have glass at the bottom for
viewing in periscope and light.
2. Flinders Bar (calculated from ship’s vertical soft iron, 24 inches long)
3. Correcting Spheres (see next page)
4. Heeling Error Magnets (9 inches long, sit in a bucket, always
symmetrical- red or blue up)
5. Fore and Aft Magnets (Always 8 inches long and 3/8” diameter-You
get 3 half dia ones as well)
6. Athwartships Magnets (same as Fore and Aft)
ITS BETTER TO HAVE MORE MAGNETS THAN POSITION CLOSE TO
COMPASS BOWL
Spare compass is kept upside down in
order to stop the compass card swinging
and wearing away with friction
COMPASS- ACCOUNTING FOR DEVIATION
5 Coefficients of Ship’s Magnetism
• Coefficient A- Caused by unsymmetrical soft iron (like metal lying
around). Creates a constant deviation and cannot be corrected
• Coefficient B- Caused by Permanent Fore and Aft Magnetism. Semicircular
deviation, with maximums at East and West
• Coefficient C- Caused by Permanent Athwartship Magnetism. Semicircular
deviation, with maximums at North and South
• Coefficient D- Caused by Induced Symmetrical Magnetism
(Athwartship effect stronger than fore and aft). Quadrantal deviation
with maximums at NE, SE, SW and NW.
• Coefficient E- Caused by Asymmetrical Soft iron. Quadrantal deviation
with maximums at N, S, E and W.
DEVIATION IS THE SUM OF ALL 5 OF THESE
• Heeling Error- Compass will swing towards high side as ship rolls. You may need to
adjust heeling error bucket when you change hemispheres.
• Soft Iron Vertical- Usually blue behind the compass (Northern Hemisphere).
Therefore the flinders bar goes in front to account. Will flip to red in the southern
hemisphere (but flinders bar still accounts)- No vertical force at the magnetic equator
• Correcting Spheres- Cancels the ship’s induced magnetism. They have a red and
blue on each sphere, so cancel out the effect of the ship’s magnetic field on the
compass magnets as they are in the same plane. By moving the spheres, you increase
or decrease this effect. No matter you heading, this will always account for this error.
Calculating the coefficients
• You need the deviation of the compass at each of the cardinal and intercardinal points
(i.e. this is calculated from the result of a swing)
• A- As it is max/constant at all headings, take the mean deviation at each of the 8
points (i.e. add to find resultant of E&W, divide by 8) and this is A
• B, C, D and E-Take deviation values at the maximums for that coefficient. Change the
sign for the alternate deviation values (so leave the first one working down, change
the E/W value on the 2nd and 4th for the other) calculate the resultant and divide by
the number of maximums.
Checks on the compass after a long lay up
• Compass is on the ship’s safety certificates so should be checked for
operation
• Does it move (deflect the compass card with a magnet to both sides,
should move back within 10 seconds to original heading)
• State of the Fluid (Clarity and does it have any bubbles- fill up if necessary)
• Gimbals (Does it move freely? If not, you will need to clean and lubricate)
• Are the correctors in the right places, as per the deviation card
• Is it still on the centreline? (or in the position it should be if slewed.)
• Is the Flinders bar still soft iron? (Invert the contents of the flinders bar
and watch for any deflection on heading after 2 minutes. If there is, the
flinders bar may need annealing*)
• Are the Spheres still soft iron? (Rotate both spheres individually and watch
for any deflection on heading after 2 minutes. If there is, they may need
annealing*) * Annealing is the process of demagnetising a
piece of metal by heating and cooling it
COMPASS- SWINGS
When do you do a compass swing?
• After a major refit or structural alterations
• When installed and at the end of the first voyage (in case you induce
any magnetism)
• When the readings are unreliable (large and unsymmetrical deviations,
when struck by lightening, after serious damage or repairs, after a fire)
• Alterations to electrical or magnetic equipment in close proximity to
the compass
• Once every 2 years
Preparations
• All navigational equipment should be on
• Vessel should not be at anchor, should be in ballast where possible and
upright
• Cranes/cargo gear and hatches stowed for sea
• Nothing metallic should be in the vicinity of the compass, including on
the adjuster (all magnets should be 2m away, there should be no metal
like watches or belts, radios or phones near either)
• INTERCO signal OSCAR QUEBEC should be hoisted
Choice of Location
• You should have enough room to comfortably swing the ship
• The UKC should be deep enough that you don’t experience
interference from the seabed or magnetic anomalies like cables (twice
the draft UKC)
• Minimum swell to avoid the vessel rolling
• No traffic (vessels within 0.3nm could affect the outcome)
• No local anomalies in the vicinity (windfarms etc.)
Choice of Target
• Target should be conspicuous visually- preferably a transit
• Should be further than 16nm, where possible, to minimise parallax
• Target should not lie on a point where there is a maximum in one of
the coefficients (i.e. should not lie on a cardinal or inter-cardinal point)
Flinders Bar
• Not normally changed in an adjustment after the initial calculation
• A Vertical flux instrument is put in place of the compass bowl to check the flinders
bar is still doing its job- a weight is put on a car and the weight should be level
when in the vicinity of the flinders bar.
Heeling Error Magnets
• Set the vertical flux to 90% of the length required for it to be level with
the flinders bar
• Place the heeling error magnets until it is level. This is the correct
number of magnets for the heeling bucket
WATCHKEEPING
PRINCIPLES OF CARGO WATCH
• Keep lines tight and stop them from breaking (WATCH WEATHER,
CARGO LOADING AND TIDES)
• Cargo (FOLLOW THE LOADING PLAN!!! CHECK FOR
DAMAGE AND IRREGULARITIES)
• Stability (CHECK DRAFTS REGULARLY AND DEBALLASTING)
• Safe Access around the ship – SECURITY (CHECK DECKS AND
GANGWAYS)
• Safety equipment (FIRE ALARMS, ANY TESTS ONGOING)
• Maintain radio contact (OFFICERS, DECK TEAM, OTHER
DEPARTMENTS, SHORESIDE)
• Stop Pollution (MARPOL- GARBAGE, AIR, SEWAGE)
• Safe Working Practice (COSWOP)
• Signals (BRAVO, ANY SPECIAL FLAGS FOR THE PORT)
• Loading (STORES, FW, BUNKERS, RATES)
• Logbooks (DISPATCH/DEMURRAGE)
WHEN TO CALL THE CHIEF
• At any time, if in doubt
• If shoreside have any ISSUES WITH THE LOADING PLAN
• If there are any ISSUES WITH THE CARGO (i.e. liquid or an
irregularity)
• If there is a PROBLEM WITH THE DE-BALLASTING (i.e. rate of
deballast <rate of loading cargo)
• If there is any UNEXPECTED INCLEMENT WEATHER spotted
which will affect cargo
• Any issues with POLLUTION
AT SEA
• Manning (Lookout, Helmsman, Additional Officers)- SHOULD
ADHERE TO SAFE MANNING DOCUMENT
• Lookout (Rule 5, all available means- changes in the
environment)
• POSITION-ARE WE FOLLOWING THE PASSAGE
PLAN?
• Use of Nav Aids (MGN 379)- NEVER OVER RELY ON ONE,
CONSTANTLY CROSS CHECK
• Maintain listening watch (internal/external radio, alarms)
• FOLLOW STANDING ORDERS/NIGHT ORDERS AND
SMS PROCEDURES
• IF IN ANY DOUBT, CALL THE MASTER (MGN 315-
MASTER’S REPRESENTATIVE)
• SAFE SPEED (RULE 6)
• Maintain records (DECK LOG BOOK)
SHIPS ROUTEING AND MANDATORY REPORTING
MANDATORY REPORTING SCHEMES
• Regulation 2 of SOLAS Ch.V
• Aims to contribute to safety life at sea and protect the marine environment by
monitoring vessels by RADIO, RADAR OR AIS
• Details of WHEN to report CAN BE FOUND IN ALRS, ON CHARTS
OR IN THE SAILING DIRECTIONS
• ALRS WILL GIVE DETAILS ON WHATTO REPORT
• If Radio fails, master must make report in log and re-establish communication as
soon as possible afterwards
IMO Adopted MANDATORY Reporting Schemes in the UK
• CALDOVREP- Straits of Dover
• MANCHEREP- Les Casquets
• OUESSREP- Off Ushant
• WETREP-Western European Tanker Reporting System (Tankers over 600Gt)
• REPORTS MADE IN A DEFINED FORMAT, TO A PARTICIPATING
COAST STATION
CERS (Consolidated European Reporting System)
• MSN 1831
• Information Management System to comply with the UK’s obligations of reporting
requirements to the European Parliament
• MSN gives details on WHAT IS NEEDED IN REPORTS
IMO ROUTEING GUIDE
• Provides a list of diagrams of all IMO ADOPTED TSS AND ROUTEING AREAS as
well as MANDATORY REPORTING ZONES
• Defines measures to MERGE TRAFFIC (precautionary areas and roundabouts) and
METHODS OF ROUTEING
AIMS OF A TSS
• SEPARATING OPPOSING
STREAMS of traffic to reduce
head-ons
• REDUCTION OF DANGER
OF COLLISIONS in
established traffic lanes between
crossing vessels
• Simplification of traffic flow in
CONVERGING AREAS
• ORGANISATION OF
TRAFFIC FLOW near PSSA
or exploration areas
• REDUCTION OF
GROUNDINGS in areas where
depths are unknown or critical
• To KEEP CLEAR OF
FISHING GROUNDS
Roundabout- Always go a/c
Precautionary Area-Where
vessels cross/converge
HEAVY WEATHER PREPARATIONS
BEFORE
• Confirm Forecast (Imminent- 0-6hrs, Soon 6-12hrs, Later 12+ hrs, etc)
• INFORM E/R, HOTEL DEPARTMENT AND BOSUN
• Changeover fuel (NEED MGO- BETTER SPEED VARIATION)
• CONSULT SMS CHECKLIST/PROCEDURES- LOG IN DECK LOG
CARGO SECURITY
• CHECK AND TIGHTEN DECK LASHINGS
• SHUT VENTS and STOP VENTILATION
• Check STOWAGE OF DERRICKS AND CRANES
• BEWARE OF DGs
• INFORM PASSENGERS
STABILITY
• TOP UP TANKS TO REMOVE FSM
• BALLAST DB TANKS to INCREASE GM
• Remove un-necessary weights from above G (i.e. DUMP POOLS)
• TAKE HEAVY WEATHER BALLAST
• Confirm WTDS ARE PH and CLOSE DEADLIGHTS AND
WEATHERTIGHT DOORS
NAVIGATIONAL SAFETY
• CHECK PASSAGE PLAN (check weather routeing)
• Reschedule ETA
• VERIFY POSITION in relation to path of storm
• ALTER COURSE & REDUCE SPEED
• DOUBLE UP STEERING PUMPS
DECK DEPARTMENT & SAFETY
• DON’T SEND ANYONE OUT ONTO DECK
• CHECK SECURING OF GANGWAYS & LSA
• Extra lashings on anchors, check brake
• SECURE DECK STORES
• Rig storm shutters
• CONSIDER DOUBLING UP THE WATCHES – Reduce work hours
3 WAYS TO DEAL WITH HEAVY WEATHER
1. Run to a Lee- Try to find shelter from the land and run laps until the storm
passes over
2. Heave To- Run with the path of the waves 1 point on the bow and adjust speed
for waves- BE CAREFUL FOR PARAMETRIC ROLLING
3. Run with the storm-Waves on the quarter, so running with the storm. More
comfortable, but you have no steerage and cannot turn to heave to or you ARE
AT RISK OF GOING BEAM ON WITH SYNCHRONOUS ROLLING
AFTER THE HEAVY WEATHER
• INSPECT the entire vessel for damage
• Change Passage Plan and ETA
• Remove extra lashings
• Manage rest hours
FRONTS AND SYNOPTICS
FRONTAL SYSTEMS
Synoptics
• Lows and Highs on Synoptic charts are all relative to the surrounding pressures
• Geostrophic winds are at 600m level, 70% of that will be experienced when at
sea and 50% of that when over land
• Pressure is the weight of the atmosphere at the surface
• Weak fronts will have less precipitation and less change in pressure
• STANDARD ATMOSPHERIC PRESSURE IS 1013hPa AT 15°C
• Average Low in winter is 950-980, Average High in winter is 1030-1040
• Wind will run parallel to isobars but with an angle of indraft towards the low
pressure of 20° over the sea and 30° over the land
Buys Ballots Law:
• In the Northern Hemisphere, when facing the wind the depression is to your
right
• In the Southern Hemisphere, when facing the wind the low pressure is to your
left
Wind Speed
• Take the distance between the two nearest isobars and put against the
geostrophic wind graph in the top of the chart- for appropriate latitude
• Apply the land/sea reduction and buys ballots to get direction
Non-Frontal troughs
• Create similar conditions to a cold front (squalls)
Occluded Front
• Similar conditions to a cold front (heavy rain on and after the front, clears and
then small amount of cumulus clouds
• Worst weather will be at the POINT OF OCCLUSION
Fronts will move at 1/3 to ½ of the geostrophic wind
speed-WIND VEERS AS FRONT PASSES OVER
TRS & MONSOONS
Signs of a TRS
• Pressure drop of 3hPa after correction for
diernal variation
• Long low swell
• Change in trade winds/abnormal winds
• Vivid sunrise/sunset
• Solid wall of rain on X-band
Requirements for
formation
• 27°C water temp
• Low wind sheer
• Existing disturbance
• Coriolis effect (about
5°N/S)
ACTIONS- N. Hemisphere
WIND SEMICIRCLE
ACTION
Backing Navigable A/C to port as wind
back, leave on STBD
QUARTER
Veering Dangerous A/C to starboard as
wind veers, leave on
STBD BOW
Steady On the
Path
HEAD TOWARDS
NAVIGABLE S/C,
ACTIONS AS PER NSC
ACTIONS- S. Hemisphere
WIND SEMICIRCLE
ACTION
Backing Dangerous A/C to port as wind
back, leave on PORT
BOW
Veering Navigable A/C to starboard as
wind veers, leave on
STBD QUARTER
Steady On the
Path
HEAD TOWARDS
NAVIGABLE S/C,
ACTIONS AS PER NSC
• Wind moves around
LOW pressure ANTICLOCKWISE
in the
Northern Hemisphere
• Wind moves from High
Pressure to Low Pressure
• Dangerous semi-circle is
always on the right of the
storm in the N.
Hemisphere and always on
the left in the S.
Hemisphere
MONSOONS
• A seasonally varying wind, which has disrupted one of the three cell model windslike
the trades.
• As a continent heats up in the summer, low pressure is created. The high pressure
of the sea creates a strong sea breeze which brings poor weather conditions.
• SW Indian Monsoon- July, Sea Breeze, low over India, high over sea. Strong
winds, wet weather, flooding
• NE Indian Monsoon- January, low over sea, high over India, drought
conditions.
• Australian Monsoon- January. Low over land. Very heavy rainfall.
• Brazilian Monsoon- Deep low pressure system over the South American
continent. Sea Breeze Wet weather comes in from the Sea, but is dropped inland
due to the force of the wind.
• African Monsoon- High pressure over the Atlantic and Low pressure over
the gulf of Guinea (W.Africa) causes strong winds. This brings intermittent
storms and light rain, depending on latitude.
WHEN
ROUTEING
AROUND
20°N/S THESE
AREAS, BE
CAREFUL OF
TRS
FORMATION
ZONES (I.E
SOUTH
ATLANTIC)
ICE & FOG
Signs you are near ice
Considerations
• Don’t enter ice if an alternative and longer route is available
• What do the ice reports say? (Egg Code)
• Are ice breakers/airborne support available?
• Is the vessel capable of going through the reported ice? (ICE CLASS)
• Is the bridge team/master adequately experienced for ice?
• Absence of waves (in the lee of ice)
• Sounds of calving
• Patches of fog
AVOID!!!
• Change in sea temperature
• Small amounts of ice may indicate
bergs in the vicinity
• Luminous white area on the horizon-
Hazards
• Propulsion and rudders are very vulnerable to damage
• Violent rudder movements will cause the stern to swing heavily in to the ice
• Gyro and Magnetic lose directive force the closer to the poles they are
• Transducers under the vessel will not be effective and may get damaged
• Celestial Nav impossible as horizon is hard to define
Golden Rules
• KEEP MOVING!
• Try to work with the flow of ice, not
against it
• Excessive speeds can lead to ice damage
• Always approach ice flow at right angles
• Don’t anchor
• Put rudder midships when moving astern
• Be aware of ice accretion- especially on
nav lights!
FRONTAL FOG
• Fog may occur on a warm front or an occluded front
• This is due to the variation in temperatures between the air masses
• Normally only in a small area near the front and near the precipitation
RADIATION FOG
• Forms over land and rolls out to the sea- NEEDS NO WIND
• Worst AT NIGHT and the start of the day and IN THE WINTER
• Because the air is moist and cold and the land is warmer
• Will normally only move around 10-15 miles out to sea (SO ONLY FOUND
NEAR THE COAST)
ADVECTION FOG
• Caused by cool and warm air mixing
• Cold air can hold less water vapor than warm air, fog forms- SO CAN
BE FOUND ANYWHERE
• This is common in the Pacific Ocean, where warm sea air mixes with
cooler air from land
• Can last for a lot longer distance
Ice Reporting
• Required under Reg 31 of SOLAS Ch.V- DANGEROUS ICE AND SUB-FREEZING
TEMPERATURES
• Should go to all vessels in the vicinity and the relevant competent authority
• Report should follow form in Reg 32- Should include KIND OF ICE, POSITION OF ICE
WHEN OBSERVED, TIME AND DATE WHEN LAST OBSERVED
POLAR CODE
REGAL PRINCESS CHARACTERISTICS
Item Number Comment
Classification Society Lloyds Register
Class 100 A1 Passenger Ship, ShipRight (SDA,CM,ACS(B)) *IWS
LMC, CCS
LSA capacity: 5600 persons
Max persons onboard: Crew 1350 (Officer 115 – Petty Officers 240 – Ratings 928, Catering 13,
Others 6)
Passenger 4250
Number of Tenders 5 2 port side & 3 Stbd side
Tender Capacity 235 persons / 220 for tender service
Number of Lifeboat 11
Lifeboat Capacity 293 persons
Fast Rescue Craft 2
Max person on board FRC 6
Machinery type
Name + Number
Wärtsilä 12V46F x 2
Wärtsilä 14V46F x 2
Particulars of Boilers Waste-Heat 4 / 12 bar
Oil Fired 2 / 12bar
TPK NOVA D.O.O.
HFO CONSUMPTION 2+2DDG10t 2+0DDG5.4t
2+1DDG7.7t 1+1DDG5.0t
1+2DDG7.3t 0+2DDG4.6t
Thrusters
Name & Number:
Bow: 3 x 2500Kw (3378HP) (104t)
Stern: 3 x 2500Kw (3378HP) (104t)
Wetted surface 13919 m2
Ballast pumps 2 x 400m^3 centrifugal electrical pumps
1 x 50m^3 ejector
Fire Main 3+1 topping up pump 285 m^3 each
CARGO
HANDLING
AND
STOWAGE
CONTENTS
CARGO SECURING & LOADING MANUAL
BILL OF LADING & NOTES OF PROTEST
BULK CARRIERS
BULK CARRIERS- LOADING
BULK CARRIERS- GRAIN
BULK CARRIERS- COAL
FUMIGATION
CONTAINERS
IMDG CODE
TIMBER DECK CARGOES
OIL TANKERS- PRECAUTIONS AND VALVES
OIL TANKERS- LOADING AND DECK ARRANGEMENTS
OIL TANKERS- COW AND IG SYSTEMS
CHEMICAL TANKERS
PASSENGER SHIPS
ROROs
LOLER AND PUWER
OFFICIAL LOG BOOK
CARGO SECURING & LOADING MANUAL
CSS Code
• Code of Safe Practice for Cargo Stowage and Securing
• Gives guidelines and best practices on the safe stowage on various kinds of
cargoes
• All vessels other than dry and wet bulk must carry the code and the CARGO
SECURING MANUAL that it requires
Cargo Securing Manual – MGN 146
• Must be approved by the flag state
• Every vessel over 500Gt must have one- Requirement of SOLAS Ch.6 &
7
CONTENTS
• Ship’s particulars, General Information and Principle Sources of Danger
• SECURING DEVICES ONBOARD THE VESSEL and
arrangements, Specifications, Inspections and Maintenance
• STOWAGE AND SECURING OF NON-STANDARD OR
SEMI-STANDARD CARGOES, calculating the number and strength
of lashings, correct procedures for fixing securing devices- As a rule of
thumb, lashing on either side of the cargo equivalent to the weight of it
Cargo Securing Manual – MGN 107
• Must be approved by the flag state
• It is the responsibility of the Ship Owner and Master (delegated to the C/O)
that cargo is secured safely onboard
CONTENTS
• Stability data and Ballasting/Deballasting capabilities
• Tank Top Capacity and Hold Capacity
• General loading and unloading instructions
• Special instructions
• Maximum permissible sheer forces and bending moments
Is the Ship Safe,
legal and able to
carry the cargo?
SEAWORTHINESS
5 C’s
1. COMPLIANCE-With the merchant shipping act, IMO and other laws
2. CERTIFICATION- Are the certificates to prove compliance up to
date?
3. CONDITION- Does she meet the stability criteria?
4. CREW- Is everyone fit for duty (ENG1 and alcohol less than 0.05%),
adequately rested and in compliance with the Safe Manning Document?
5. CONDUCT- Is the passage plan berth to berth, have the ISM checklists
for departure prepared?
3 LEGAL ASPECTS
1. TECHNICAL- Vessel’s design, condition of hull and machinery, stability
2. CARGO- Suitability for the intended cargo & condition of cargo spaces
3. FITNESS FOR THE VOYAGE- Nav equipment and charts, safe
manning, bunkers and stores
BILL OF LADING & NOTES OF PROTEST
3 Main uses of a Bill of Lading
1. Document of Entitlement- Proves ownership of the goods
2. Evidence of Contract- Between the shipper and carrier
3. Receipt of the Cargo- How much has been loaded, what is the condition &
quality
How does it work
1. Once the cargo is loaded, the C/M will provide the master with a Mate’s receipt
(where the cargo has been loaded, how much and what quality)
2. The Master/Shipper uses this to make a Bill of Lading. IF there is an issue with
quality, the Master will put CLAUSES on the Bill of Lading. If not, it will be a
CLEAN BILL OF LADING
3. The shipper will then take this to a bank, who will use it as proof of receipt of
the cargo to pay the ship owner for their services
4. The receiver will also receive the Bill of lading, once they have paid for the cargo.
This goes to the shipper.
5. The cargo is shipped- while it is onboard it is the CARRIER’S
RESPONSIBILITY
6. When the cargo arrives in the discharge port, the Bill of Lading (now in the
possession of the receiver) will act as the proof of ownership of the cargo and
the cargo will be discharged for them
Types of Bill of Lading
• Straight BoL- A non-negotiable BoL, so the goods are consigned to a specific person and
are bound to any liens
• Order BoL- A negotiable BoL, where it is stipulated to delivery may be to the intended
party or another party upon transfer of the BoL
• Bearer BoL- A negotiable BoL, where there is no one named on the BoL and therefore
possession is enough to act as entitlement (like a blank cheque)
• Dirty BoL- A BoL which has been amended in some way (i.e. due to defects/clauses)
Notes of Protest
• Statement MADE BY THE MASTER, under OATH, about an untoward occurrence
during the voyage which is BEYOND THEIR CONTROL and has given (or may
give) rise to LOSS OR DAMAGE.
• Must be in the OLB and made in the presence of a Notary Public, Magistrate or the
British Consul with another witness
• When making a Note of Protest, it is helpful to have evidence in support of your claim
• Examples include: Water Ingress after cargo loading, a Claused BoL, General Average
and Demurrage or Despatch
Letter of Protest
• DISSATISFACTION OF ONE PARTY concerning operation which the
OTHER PARTY HAS CONTROL OVER
• Must be WITHOUT PREJUDICE, NO LIABILITY ACCEPTED, and FOR
RECIEPT ONLY
• Examples include: Slow loading rates, Damage when loading
• Means to sort problems out and shar grievances prior to court, which they may
not sign (should be countersigned)
THERE IS NO LEGAL REQUIREMENT TO NOT PROTEST,
JUST SUPPORTS CASES TO UNDERWRITERS
BULK CARRIERS
• Under SOLAS, IMSBC and BLU Code must be carried (Promotes safe stowage
and shipment of solid bulk cargoes by highlighting dangers, giving guidance, listing
typical cargoes and properties and describing standard test procedures
• Certificate of fitness- From IMSBC, covers a bulk carrier for every type of cargo
• IMDG Document of Compliance (Bulk)
• Cargo Securing Manual and/or Loading Manual
• Bulk carries should have free fall lifeboats due to the inherent dangers
• You should never send someone on deck on their own or send them to a location
with known structural damage
TYPE A CARGOES
• Cargoes that may liquefy if shipped above their Transportable Moisture Limit.
• Liquefaction can lead to cargo shift
• Examples include Nickel Ore and Coal (if predominantly fine)
• BEFORE LOADING-You need to test for moisture content and check that it is less
than the TML.(CAN TEST- PUT IN A BUCKET, HIT IT ON THE FLOOR, IF
MOISTURE APPEARS ON THE TOP THEN GET IT TESTED BY P&I)
• The shipper MUST supply a certificate stating that the cargo’s TML and a signed
certificate or declaration of actual moisture content
• HOW TO LOAD- Check for certification relating to TML
• Only accept and load cargo if its actual moisture content is below TML
• Visually monitor loading of cargo for signs of excessive moisture
• Consider trimming to reducer possibility of cargo shift
• Take measures to prevent water or other liquids getting into the hold during loading or
when on passage
TYPE B CARGOES
• Cargoes which possess a chemical hazard (either Dangerous goods in bulk – IMDG or
Materials hazardous only in bulk (MHB))
• Main hazards are fire, explosion, release of toxic gas and corrosion
• Examples include coal, metal sulphides, organic materials (fertilisers) wood products
transported in bulk
• BEFORE LOADING-You need a Document of Compliance for the carriage of dangerous
goods to be issued by flag or class.
• You need to confirm the stowage and segregation arrangements from IMDG and information
from the shipper
• Holds may need to be protected or inerted
TYPE C CARGOES
• Cargoes which will not liquefy and does not possess a chemical hazard
• These are generally high density cargoes like Iron Ore, San or cement
• This means you need to evenly load the vessel to reduce bending moments and shear
forces and to not exceed the tank top capacity and dropping height from grabs
• May also include dusty and highly abrasive cargoes which are easily inhaled
• The rate of loading should not exceed the rate of deballasting
OTHER HAZARDS
• Angle of repose- the angle a cargo will sit at in a mound. Tested for using a tilt
test. High angle of repose= large mound which can shift- level cargo where
possible or press it up (anything less than 30° should be treated as grain)-
Angle of repose for each cargo is in IMSBC code
• Water Ingress-Check if hatch covers are water tight prior to loading (chalk
test)- If you get FW inside then it is cargo sweat- Need to ventilate
BULK CARRIERS- LOADING
Data Sheets
Each cargo within the IMSBC code is
provided with its own data sheet. This will
contain:
• Density
• Stowage Factor
• Angle of Repose
• Size of cargo Particles
• Category
• Class
If the cargo is not in IMSBC, the shipper
must (before loading) provide the
competent authority of the part with the
characteristics and properties of the cargo
in accordance with the code (MGN 512)
Carrying Steel Coil- CSS CODE
• STOWED AT THE BOTTOM, regular tiers FROM SIDE TO SIDE
• DUNNAGE should be laid down athwartship and the cargo put on top
• Use WEDGES TO STOP ROLLING and chock
• Coils should be stored with the AXIS ALIGNED FORE AND AFT
• Use coils on top at either end or in the centre to act as LOCKING COILS
• Lash together to make ONE LARGE IMMOVABLE BLOCK OF COILS
• LASH WITH WIRE to turnbuckles- NOT A GROUP LASHING AS THESE ARE
FRAGILE
• Should use WIRE or STEEL BAND and SHOULD BE ABLE TO BE TIGHTENED IN
VOYAGE
• Use dunnage to FILL ANY VOIDS
Loading Plan
• Find out maximum loading rate
• Confirm you will have sufficient stability
for loading
• Make sure loading rate will be
equivalent to rate of deballasting
• Estimate when you will need to do
draft survey
• Leave end holds until last for final
trimming
• NEVER LEAVE THE PLAN WITHOUT
C/O’s PERMISSION
BULK CARRIERS- GRAIN
Grain- Required Documents
• International Grain Code applies to all ships carrying grain in bulk (not bags)
• Document of Authorisation- Issued by flag state (SOLAS Ch.6)- incorporated
into grain loading manual.
• A ship without one CAN LOAD GRAIN IF THE MASTER CAN PROVE
THAT THE VESSEL CAN COMPLY WITH THE CODE when in loaded
condition for the intended voyage
• GRAIN LOADING MANUAL and Stability data
• IMSBC and BLU Codes need to be carried
Grain- Prior to Loading
• Holds should be CLEAN and DRY (check hatches are watertight)
• RUST FREE and PAINTED
• INFESTATION CONTROL as per shippers requirements
• BILGES CHECKED and TESTED
• LOAD and BALLAST PLANS produced
• Ship and shore CHECKLISTS PRODUCED
Grain- Loading
• Only in DRY conditions- water will cause MOULD, ROT AND GERMINATION
OF GRAIN
• Load at correct TRANSPORTABLE MOISTURE LIMIT (so amount of liquid in
cargo must be less than in TML)- This should be declared and in actual certificate
• VENTILATE to remove excess moisture- 14% moisture is too much
• TREAT AS AN ENCLOSED SPACE- Grain absorbs O2 and produces CO2
• May need to be FUMIGATED
• Stop DUST GOING INTO LIVING SPACES
Preventing Cargo Shift
• CONSTRUCTION of holds/hopper tanks
• LONGITUDINAL DIVISIONS- PREFERABLE
• BAGGING (filling grain in bags instead of loose)
• OVERSTOWING- Using ANOTHER CARGO on top of the grain to make
a single homogenous unit of cargo
• SAUCERING (making a deep hole (1.2-1.8m) in the cargo, putting a ‘liner’ over
it and then FILLING THE VOID WITH BAGGED GRAIN to the hatch
cover)
• BUNDLING (filling the saucer with a BUNDLE OF GRAIN)
Grain Stability Rules
POSITIVE STABILITY WITH MINIMUMS OF:
• GM not less than 0.3m
• Angle of heel due to grain shift not more than 12° or the angle of deck edge immersion
(if built after 1994)
• Area under the GZ curve to heeling arm should not be less than 0.075mrad up to 40°
or the angle of down flooding or the angle at which we have maximum difference
between heeling arm and righting arm curve, whichever is least
• Must sail upright
BULK CARRIERS- COAL (MGN 60)
COAL- General precautions
• The master should be informed, with the data sheet- use this to work out WHICH OF
THE TYPES OF COAL YOU’RE DEALING WITH
• IF PUTTING COAL NEXT TO A HOT AREA (FUEL DB AND ENGINE
ROOMS), EXTRA MONITORING SHOULD ALSO BE IN PLACE
• MONITOR TEMPERATURE IN THE CENTRE OF THE STOW (as this is the
hottest part of the stow)
• NO HOT WORK in the vicinity, NO SMOKING ON THE SHIP
• Unless otherwise instructed by the shipper, VENTILATION SHOULD BE
STOPPED 24 HOURS AFTER DEPARTURE, unless the methane content exceeds
the acceptable level
• Monitor adjacent spaces for ESCAPING GASES
• Higher pH values may mean more corrosion, so PUMP OUT BILGES REGULARLY
• Contact the shipper if there are any problems
HAZARDS OF COAL
• Emits TOXIC & FLAMMABLE GASES like Methane, which will
accumulate in the top of the hold. Could seep through
• OXYGEN DEPLETING substance
• Self-heating leading to SPONTANEOUS COMBUSTION
• Liable to LIQUEFACTION (A)
• When mixed with water, becomes CORROSIVE (B)
COAL- Prior to Loading
• Holds should be CLEAN and DRY (check hatches are WATERTIGHT)
• RUST FREE and PAINTED
• BILGES CHECKED and TESTED (suction)
• Wheels on hatchcovers should be GREASED TO STOP SPARKS
• Hold lighting/electrics should be checked for INSULATION DAMAGE or
ISOLATE
• Check that THERMOMETER, GAS DETECTORS and PH MONTIORS
WORK
• LOAD and BALLAST PLANS produced
• Ship and shore CHECKLISTS PRODUCED
COAL- Special precautions
• COAL WHICH EMITS METHANE- If the shipper declares the coal may emit
methane or the cargo compartment is above 20% LEL:
• Surface VENTILATION
• REMOVE ACCUMULATED GASES before opening hatches (i.e. to stop
sparks)
• MONITOR ALL ENCLOSED SPACES FOR METHANE
• NO ONE SHOULD ENTER THE CARGO SPACES or enclosed spaces
without following proper procedures
• COAL WHICH SELF-HEATS- If the shipper declares the coal may self heat:
• Monitor for an increased concentration of Carbon Monoxide
• If this occurs, KEEP HATCHES CLOSED and put extra seals in place
• DO NOT VENTILATE
• Keep a record of CO concentration
• If temperature exceeds 55°C or CO concentration steadily rises, SEEK P&I
ADVISE
FUMIGATION- MGN 284
Why do we fumigate cargoes?
• Fumigation kills live infestations in cargoes, such as grain
• It can also be hazardous to human health, even in small concentrations
• Commonly used fumigants include Phosphine (which is used in port prior to
sailing
• Methyl Bromide is used in the hold prior to discharge to kill any infestations
• ‘Recommendations on the safe use of pesticides in ships’ should be followed
WHAT THE MASTER MUST DO
• INFORM THE PORT 24 HOURS PRIOR TO ARRIVAL that the
cargo has been fumigated (even if the cargo was ventilated during the
voyage)
• NOT SEND ANYONE INTO THE SPACE UNLESS WEARING
SCABA
• Establish the procedures in place in the port of discharge prior to any
movement of cargo
• Used trained personnel from a fumigation company to MONITOR
SAFETY IN THE SPACE prior to anyone else entering- CREW
SHOULD ACCOMPANY THEM
• Enter any values of atmospherics into the vessel’s log book-
VENTILATE IF NECESSARY
• Not consider the fumigation complete until a CERTIFICATE has been
issued by a competent person stating THE HOLD IS FREE FROM
‘HARMFUL GAS CONCENTRATIONS
• BRIEF THE CREW ON THE DANGERS AND PROCEDURES
• FOLLOW SMS PROCEDURES AND CHECKLISTS
• FOLLOW THE GUIDANCE OF COSWOP ON ENTERING
ENCLOSED SPACES (Ch.15)
WHAT THE FUMIGATOR MUST DO
• Provide a PRE-FUMIGATION CERTIFICATE and
STATEMENT OF VESSEL’S SUITABILITY FOR
FUMIGATION
• Provide an MSDS ON THE PESTICIDE expected to be used
• Provide FIRST AID AND MEDICAL TREATMENT
INSTRUCTIONS for the pesticide expected to be used
• Provide a FUMIGATION PLAN
• Provide training and instructions on the expected
procedures and EQUIPMENT in use
• Provide VENTILATION INSTRUCTIONS for the pesticide
in use
• PROVIDE THE SHIP WITH A GAS FREE CERTIFICATE
ON COMPLETION OF THE FUMIGATION
• PROVIDE A POSITIVE REPORT TO THE MASTER
THAT THE FUMIGATION IS COMPLETE
CONTAINERS
Required Certification
• Document of Compliance (Packaged)- IMDG compliance
• Packing Certificate for DG containers and DG Manifest and Stowage Plan
• Cargo Securing Manual- Written for CSS code compliance; List of cargo securing
devices, how many containers high you can go
• Code of Stowage and Securing (CSS Code)
• Code for Safe Carriage of Containers (CSC Code)
Stowage
• Bay- Length of the ship- Each compartment is a bay (40ft) and numbered from fore
to aft
• Row- Athwartship. Numbered from the centre out, Even numbers on the port side
and Odd numbers on the starboard side
• Tier-Vertical. Numbered from the bottom up, starting at 02. Any containers above
deck level will be 82 or above
• CONTAINER LOCATION CAN BE DETERMINED BY A 6-DIGIT
NUMBER IN THE FORMAT BAY-ROW-TIER
TYPES OF CONTAINER
• Closed Box (TEU)
• Open Top (for over height cargoes)
• Open Sided (for wider cargoes)
• Dry Bulk
• Tank Container
• Collapsible (cheaper to return)
• Half Height (high density)
• Dangerous Cargoes
• Insulated (Chemicals to stop combustion)
• Refrigerated cargo (with power unit)
• Livestock (Cage)
Methods of securing containers
• Twist locks- Each container in each corner, can be checked and operated using a bar.
Some are semi-automatic (spring loaded)
• Cross-Lashings- X-shaped lashings at the end of the containers, tightened by
turnbuckles
• Bridge Fittings- Across the top row of the containers to keep them as one single unit
• Cell guides- Under deck, containers slot into them- no other securing required
Dangers of Containers
• DGs-You have to keep an eye on what is in the container- should be
labelled on the outside
• Fire- May have to jettison container in an emergency- USE A SALVAGE
TUG!!
• Stack Weight- Cannot exceed the tank top capacity
• Stability- Don’t want to be top heavy- load heavy at the bottom and light
at the top
• SF/BM/Torsions- Need to load evenly at both ends to not put the hull
under excessive stresses
• Reefers- Need access and power supply, also fire hazard
• ISPS/Stowaways/Expensive cargo- Get an independent survey done
prior to carriage to confirm what is supposed to be in is in!
• Weather- Consider weather routeing (especially with on deck containers)
• Visibility- Do not over stow to cause problems for visibility from the
bridge
IMDG CODE
INTERNATIONAL MARITIME DANGEROUS GOODS
CODE
• Required under MARPOL Annex III & SOLAS Chapter 7.
• Aimed at Protecting the marine environment and increasing safety when
carrying dangerous goods in packaged form
• Updated every 2 years- Most recently packaging instructions and DG List have
been changed (Every time a new substance is added, the UN Numbers change)
How to use IMDG
• VOLUME II- Find the UN number of the cargo from the
list of proper shipping names (Chapter 3) at the back,
then use the DG list to find the cargo’s category, subsidiary
risk, packing group and stowage/segregation requirements
• VOLUME I-
• Use volume I to confirm the stowage and segregation,
using table in IMDG and ship’s own table (Chapter 7)- Away
from, etc.
• Classification (Chapter 2)
• Packing (Chapter 6- Group 1 is worst and Group 3 is
least hazardous)
• Excepted Quantities (A quantity small enough it doesn’t
have to comply with the code)
• SUPPLEMENT- Find how to deal with spillage/fire of DG
cargoes using EMERGENCY SCHEDULES (anything
underlined is a special case within a group), medical first
aid guide (MFAG- NOW SYMPTOMATIC, NOT BASED
ON WHAT THEY’VE COME INTO CONTACT WITH)
for DG cargoes, use of PESTICIDES and the
INTERNATIONAL NUCLEAR FUEL CODE.
Documentation Required for IMDG
• DOC for carrying DG in packaged form/dry bulk form (Part of
MGN 36, applicable to container and bulk)- DOC(B) for Bulk,
DOC(P) for Packaged- ISSUED BY FLAG.
o Where it can be stowed
o Any special requirements for stowage (fire fighting)
o Which goods can be stowed (by group)
o Validity (5 years)
• Declaration of dangerous goods (From the Shipper)
• DG Manifest (list of cargoes, segregation created by
planners/shipper)
• Packing Certificate (containers only)
• Stowage List (may be part of manifest)
TIMBER DECK CARGOES
REQUIRED DOCUMENTS/PUBLICATIONS
• CARGO SECURING MANUAL
• CODE OF SAFE PRACTICE FOR TIMBER DECK CARGOES
• SEPARATE LOADLINES
TIMBER LOADLINES
• Timber deck ships can load more cargo (i.e. they can have a LARGER DRAFT
AND LESS FREEBOARD)- In the loadline certificate
• They are also ALLOWED TO HAVE LESS GM under the intact stability criteria
(0.05m)
• This is because the timber on deck is buoyant and therefore gives them GREATER
RESERVE BUOYANCY
• WILL ALWAYS HAVE BOTH-TIMBER WILL BE ASTERN OF NORMAL
PRINCIPLES OF STOWAGE
• You need to make sure the stow is as TIGHTLY PACKED AND SOLID as possible.
This is to AVOID CARGO SHIFT and REDUCE THE PERMEABILITY OF THE
STOW for stability purposes
• All lashings should PASS OVER THE TOP OF THE CARGO TO EYEPLATES
ON THE DECK. These lashings are normally made from WIRE, CHAIN OR MESH
WEBBING (PART B of the timber deck cargo code explains the requirements of any
lashings- i.e. should have a BREAKING STRAIN NOT LESS THAN 133KN)
• Lashings should be ADJUSTABLE
• MAXIMUM SPACING OF LASHINGS is given in Part B of the code (usually
around 1.5-2.5m
• In large packages, it may be necessary to INSERT VERTICAL BATTENS at either
side in order to prevent sliding
• May use a pair of ‘Loop Lashings’ to secure points on each side of the deck
• Ship’s structure will have UPRIGHTS on the edge of the deck to at least the height of
the maximum stow
TYPES OF LASHING
• Wiggle Wires (used in conjunction with steel wire lashings)
• Hog Wires (attached to the uprights on the ship’s structure, IN LAYERS WITHIN THE
STOW)
• ALL LASHINGS SHOULD BE CHECKED AN TIGHTENED DAILY
CARGO EMERGENCIES
• If the vessel develops and angle of inclination you must determine whether it is list or
loll
• If it is list, it may be due to CARGO SHIFT
• Timber deck cargoes can become wet and increase in mass (table in back of the
Code)
• If the problem cannot be rectified by ballasting, it may be necessary to JETISON
THE CARGO
• THIS IS WHY IT IS IMPORTANT TO MAKE SURE THE CARGO
DOESN’T SHIFT PRIOR TO SAILING!!!
• Currently, the guidance on jettisoning cargo involves having crew release the
senhouse slips on top of the cargo
• Emergency release mechanisms may be fitted to the lashings to allow for jettisoning
• NEVER RUN THE PROPELLER WHILE JETTISONING CARGO!!!
• LASHINGS MAY PART DURING THE SEA PASSAGE, WHICH IS WHY
THEY MUST BE TENDED DAILY
OIL TANKERS- PRECAUTIONS AND VALVES
Precautions prior to loading
• FLAMABILITY- Petroleum vapour will easily ignite. There are two kinds of
liquids carried by an Oil tanker-Volatile (Flashpoint less than 60°C) and Non-
Volatile (Flashpoint 60°C+). To test for flash point, you should use the CLOSED
CUP METHOD as it is less susceptible to interference from outside pressure-
Open cup= Bean Can.
• LEL= Too little fuel to ignite
• UEL= Too much fuel to ignite
ISGOTT- International Safety Guide for oil tankers and terminals
IGNITION IS NOT POSSIBLE
BELOW 11.5% O2, WHICH IS WHY
WE INERT…
Types of Pump
• SOURCES OF IGNITION
o Direct Heat (therefore no smoking or naked flames)
o Mechanical Sparks (No chipping on deck)
o Electrical Sparks (Intrinsically safe lighting and equipment, don’t operate
cargo in thunderstorms, don’t use personal electronic devices)
o Chemical Reactions (i.e. spontaneous combustion- don’t leave oily rags
around)
• TOXICITY- Those working on deck should limit their exposure to petroleum and
its vapours by measuring THRESHOLD LIMIT VALUE (TLV)- the average
concentration of the substance to which workers may be exposed for a set period of
time. This must be limited by reducing chance of INGESTION, SKIN CONTACT
AND INHILATION
Positive Displacement Pump
• Displaces a known amount of
liquid with each pump of the
mechanism
• Will provide the same flow at a
given speed regardless of the
discharge pressure
• Should not work against a closed
valve
• FLOW IS NOT CONSTANT,
MORE LIKE A PULSE
• IDEAL FOR PUMPING
FLUIDS WHICH MAY
SEPARATE
• Used to STRIP TANKS
Centrifugal Pump
• Transfer of ROTATIONAL
ENERGY
• Impeller Rotates, liquid is pumped in
from the centre and is forced out by
inertia with greater velocity
• Better for LOW VISCOSITY
LIQUIDS and HIGHER FLOW
• MUST HAVE LIQUID PASSING
THROUGH IT, CANNOT BE
USED DRY
• NOT GOOD WITH HIGH
PRESSURE OR THICK SLURRIES
• Used for PUMPING CARGO
WITH CONSTANT RATE
OIL TANKERS- LOADING AND DECK ARRANGEMENTS
DECK PIPELINE ARRANGEMENTS
• RING MAIN- Found on OLDER PRODUCT TANKERS. ANY PUMP
CAN BE USED TO DISCHARGE ANY TANK, but the FLOW RATE IS
POOR and due to the size of the arrangement it is EXPENSIVE TO BUILD
AND MAINTAIN
• DIRECT LINE- Found on VLCCs. Fewer bends so FASTER TO
LOAD/DISCHARGE and CHEAPER TO BUILD/RUN, but CANNOT
HANDLE MORE THAN ONE GRADE and LESS VALVES SO LESS
CHANGE TO CONTAIN A LEAK
LOADING PROCEDURES
BEFORE
• Complete the SHIP/SHORE SAFETY CHECKLIST, confirm DISCHARGE AND
LOADING RATES and LOADING PLAN
• Agree EMERGENCY SHUTDOWN PROCEDURES with shoreside (who does
what, how to raise alarms)
• CONFIRM STABILITY- BE AWARE OF U SHAPED BALLAST TANK FSMs
AND DO NOT LET LOADING RATE EXCEED DE-BALLASTING RATE
• TURN OFF IG SYSTEM and REDUCE IG PRESSURE IN TANKS TO LOAD
• DOUBLE CHECK POSITION OF VALVES AND LINES (LOADING PLAN &
COLOURS)
• HAVE SOPEP GEAR READY
• Make sure all SOUNDING POINTS AND SIGHT GLASSES ARE CLOSED
DURING
• ENSURE IG IS DISPLACED THROUGH MAST RISER
• Once lined up, INFORM TERMINAL TO OPEN MANIFOLD VALVES
• INITIALLY LOAD AT A SLOW RATE & WATCH FOR LEAKS
• MAKE SURE CORRECT TANKS ARE FILLED and SLOWLY INCREASE THE
RATE
• DEBALLAST!!!
• INFORM SHORE PRIOR TO TOPPING OFF so they can reduce the rate
• MAKE SURE MASTER VALVES ARE TURNED OFF to ensure segregation
• FREE FLOW-Found on OLDER VLCCs. Very FAST LOADING AND
DISCHARGE IF TRIMMED ASTERN but YOU CANNOT CARRY MORE
THAN ONE GRADE OF OIL DUE TO TERRIBLE SEGREGATION
• CRUCIFORM- Combination of the RING MAIN and DIRECT LINE systemnormally
found on MODERN PRODUCT CARRIERS. ALLOWS OFR
MORE THAN ONE GRADE TO BE LOADED/DISCHARGED AT THE
SAME TIME WITH GOOD SEGREGATION, but EXPENSIVE TO
INSTALL and DIFFICULT TO CLEAN THE LINE DUE TO THE BENDS
AFTER
• MONITOR LEVELS OF TANKS to ensure lines don’t leak
• REDUCE THE NUMBER OF VALVES TO BE CLOSED OFF during topping
off
• DO NOT CLOSE OFF VALVES against oil flow TO PREVENT PRESSURE
SURGES
• CLOSE ALL SHORE VALVES PRIOR TO SHIP’S VALVES
• MAKE SURE ALL VALVES IN THE CARGO SYSTEM ARE CLOSEDRESPONSIBLE
OFFICER
RESPONSIBLE PERSON= Whoever is designated to TAKE RESPONSIBILITY FOR THE
WORK ACTIVITY
COMPETENT PERSON= Someone with SUFFICIENT TRAINING AND EXPERIENCE
OIL TANKERS- COW AND IG SYSTEMS
CRUDE OIL WASHING
• Works by washing/cleaning out residue from tanks with the cargo itself
• Oil will stick to the bulkheads of the tank, meaning you lose a considerable amount
of money in lost cargo
• Therefore, cargo in the holding tanks is pre-heated and sprayed a high pressure
onto the tank.
• This DISSOLVES THE RESIDUE STICKING TO THE BULKHEAD, so it can
be used as cargo- MUST BE AT 10°ABOVE THE CLOUD POINT FOR COW
• REQUIREMENT UNDER MARPOL ANNEX I REG 33- 20,000 DWT
• Must have a COW MANUAL AND SKILLED PERSONNEL
• MUST STOP WASHING IMMEDIATELY IF IG SYSTEM FAILS OR THERE
IS A DROP IN THE PRESSURE IN THE TANK
• 4 LEVELS OF WASH-TOP, MIDDLE, BOTTOM (single nozzle) & FULL
(double nozzle)- AUTOMATED for single nozzle. START TOP WASH
WHEN 1/3 OF THE TANK IS DISCHARGED.
• BEFORE- BRIEF everyone, agree COMMS AND EMERGENCY SIGNALS, IG
SYSTEM TO BE WORKING, CHECK O2 LEVELS, CHECK EVERYTHING
WORKS, SET LINES
• DURING- MONITOR IG PRESSURE AND O2 IN TANKS, FOLLOW PLAN,
CHECK FOR LEAKAGES, TRIM THE VESSEL
• AFTER- DRAIN OFF AND SHUT OFF (lines, machines and valves)
INERT GAS SYSTEM – O2 LESS THAN 5%
• BOILER- Produces hot, dirty but inert FLUE GAS
• SEA CHEST- Intake for COOLING SW
• SCRUBBER- Uses SW to COOL AND CLEAN Boiler gas. Ends up around SW
temp with 95% of solids removed by sprays- ALARMS FOR TEMP AND SIGHT
GLASSES FOR FLOODING IN TOWER
• FANS- Force gas onto deck from scrubber
• DECK WATER SEAL- Non return valve to stop BACK PRESSURE FROM
TANKS AND FLAMMABLE GASES GETTING INTO E/R- SIGHT GLASS
ON DECK
• MECHANICAL NON-RETURN VALVE- Same as deck water seal, stops any back
pressure
• MAST RISER- Removes EXCESS PRESSURE FROM DECK PRIOR TO GAS
ENTERING TANKS
• TANKS- Now inert, REMOVING OXYGEN FROM FIRE TRIANGLE
COW MUST
BE ENTERED
IN THE ORB
PART II
ANYTHING
OVER
8000GRT
FROM
2016,
ANYTHING
OVER
20,000GRT
BUILT
BEFORE
THEN
CHEMICAL TANKERS
• MARPOL ANNEX II APPLIES (So needs a cargo record book)
• Requires an SMPEP (SOPEP and Chemical combined)
• Requires a CERTIFICATE OF FITNESS
• IBC code- Ch. 17 & 18 say what you can carry
• PROCEDURES AND ARRANGEMENTS MANUAL (contain
how to prepare tanks, pumping arrangements and procedures for
using the equipment
HAZARDS
• FLAMABILITY- Same as oil
• TOXICITY- List of toxic cargoes
• REACTIVITY- Need to stop cargoes polymerising and going putrid-
USE INHIBITORS
• CORROSIVE- Need to be careful of tank coatings
EMERGENCIES
• CHEMICAL FIRES- ISOLATE SUPPLY, BOUNDARY COOL and
USE FOAM
• SPILLS- USE SMPEP and MFAG (Tanker Safety Guide) for PPE and
procedures
• DECK/PIPELINE LEAK- If possible, TRANSFER INTO
ANOTHER INTACT TANK or JETISON
• MEDICAL- USE MFAG IN IMDG
TANK CLEANING
• Mostly automated with manual de-sludging
• Before use, test the washing system
• For X cargoes, must be less than 0.05% residue of last cargo-ALWAYS
SURVERYED BY SHIPPER OR CHARTERER
• REFERENCE MARPOL FOR WHERE WASHINGS CAN BE
DISCHARGED
1. GATHER INFO- On ship and cargo to be loaded
2. WHAT TO CLEAN- What requirements are required due to the cargo?
Which tanks?
3. HOW TO CLEAN- Procedures and CLEANING LIQUID
4. IDENTIFY RESOURCES- CREW, EQUIPMENT AND CHEMICALS
5. CONSULT- Onboard BRIEF and communicate with PORT FACILITIES
ASHORE
6. CREATE THE PLAN-Tanks, slops, ships, COMMUNICATIONS, pumps
and lines, safety
7. CARRY OUT- Reporting, prepare, CHECK PROCEDURES, stripping
residues, inspect and test
8. POST-CLEAN- Chemical Tests, Compliance documents, Pre-loading
Inspection
LOADING PROCEDURES
• SAME AS OIL
• MATCH UP CARGO LINES ON COLOUR
PASSENGER SHIPS
• Angle of the accommodation ladder CANNOT EXCEED 55°
• Net must be RIGGED FROM THE OUTBOARD SIDE to the
inboard side
• FOOTPLATE MUST BE FLAT
• Permit to work may be required if working overboard
• Correct PPE
• SECURITY LEVEL POSTED AT THE TOP AND
CONSTANTLY MANNED
• Should be marked with MAXIMUM PERMISSIBLE WEIGHT
• LAST FALL WIRE TESTING AND SWL of equipment should be
marked on
Athens Convention
• A CARRIER (I.E. THE SHIP OWNER) IS LIABLE FOR DAMAGE
SUFFERED AS A RESULT OF THE DEATH OF, OR PERSONAL INJURY
TO A PASSENGER
• This also applies to LOSS OF LUGGAGE
• This applies if the incident was due to the CARRIER’S NEGLECT and if it
occurred during carriage (I.E. IF THE SHIP SINKS)
LSA & FFE requirements
• EITHER 50% LSA CAPACITY ON EACH SIDE OR 37.5% ON EACH SIDE
WITH EXTRA LIFERAFTS
• LIFEBOATS CANNOT EXCEED 150 PERSONS, unless it can be proved they
PROVIDE EQUIVALENT SAFETY
• RESCUE BOAT ON EACH SIDE
• MES/Davit launch liferafts WITH SPARE RAFTS (FLOAT FREE)
• MES- Raft with chute system- quick, dry embarkation. Must have backup systems for
deployment and readily available instructions. To be deployed once every 6 years and
replaced – MGN 558
• PA TESTED ONCE A WEEK
• FIRE AND ABANDON SHIP DRILL ONCE A WEEK- all crew must do at least one
once a month
• Rescue boat muster once a week and deployment once a month
• WEEKLY LLL TEST
• 3 FIRE PUMPS
• A NOZZLE AND HOSE AT EACH HYDRANT
• 2 FIREMANS SUIT FOR EACH MVZ AND AN ADDITIONAL 2 FOR EVERY
80M
Passenger Ship SAR Plan (MSN 1878)
• ALL UK PASSENGER VESSELS Must have a plan onboard for
COOPERATION WITH SAR SERVICES in the event of an
emergency
• Plan includes periodic exercises (annual) to test its effectiveness
• Plan is compiled by Ship, Company and SAR organisation
• Plan is kept up to date and reviewed AS PART OF SMS
Contents
• Company and 24 hour contact details, liaison arrangements
• Ships details (equipment onboard, MEDICAL FACILITIES)
• SAR details (regions along her route, SAR mission coordination and onscene
coordination, SAR FACILITIES)
PASSENGER SHIPS Cont.
Master’s Power of Arrest
• Restrain passengers if drunk/unruly
• Restrict access to passengers
• In the interest of safety, passengers can be handcuffed
• Births/Deaths must be recorded in the official log book
• Ship’s doctor can confirm life is extinct by unlikely to sign a death certificate
Passenger Ship Certificates
• PSSC- Replaces SAFCON, SAFEQ,SAFRAD.
o Annual Renewal surveys (so surveyed once a year)
o Will over the contents of all the other certificates fully.
o Radio survey, Full drill, check of plans, Pax accounting system, Fire pump test
(2 separate hoses), LLL test, Nav equipment, FSDs, atrium shutdown and
smoke extraction, LSA inspection, Muster stations, Machinery space safety
and construction, Underwater survey, cross-flooding and down flooding, Pax
drill, WTD test, Swimming pool dump valves (within 30 mins), Flood
detection, steering gear test, EDG test, Lifeboats tested in the water, PA
system test, SRtP
o Supplement is Form P- Record of equipment for the PSSC- LSA, Radio
equipment, Nav equipment (including your Primary and Secondary means of
Nav)
• APPROVAL OF COUNTING AND REGISTRATION SYSTEMS (For MSN
1794)
Mustering Procedures
• MSN 1794- Counting and registering of passengers
• MASTER MUST SEND A FULL MUSTER LIST to the company’s shoreside
passenger registration system WITHIN 30 MINS OF DEPARTING
• Same system can be used for MUSTERING IN AN EMERGENCY, IF
APPROVED AND CERTIFIED BY FLAG
Training Requirements
• Crowd Management- For Master, Officers and crew designated on the
muster list to assist passengers
• Safety Familiarisation- All crew providing direct service to passengers
must undergo communication training in order to get pax to muster stations,
know the mustering procedure and awareness of the loading/unloading of
lifeboats and other LSA onboard (TIER 2 & MUSTER STATION
EVACUATION)
• CMHB- Masters, C/Es, C/Os, 2nd E/Os & anyone assigned on the muster list
to have responsibility over passengers in an emergency (i.e. I/Cs of Muster
Stations)
• Passenger Safety, Cargo Safety and W/T integrity- Masters, C/Es,
C/Os, 2nd E/Os & anyone assigned to deal with loading should be trained in
Loading and embarkation procedures, carriage of DG, securing cargoes,
Stability calculations, shell door procedures and RO-RO deck atmosphere
MSN 1823
• HOW MANY PAX A SHIP CAN CARRY
• COMES DOWN TO LENGTH AND FREEBOARD, SPACE AND LSA
CAPACITY
ROROs
STOCKHOLM AGREEMENT- MSN 1790
• Specific instructions on RORO safety, agreed in 1996
• Applies to all ships travelling between two signatory ports (usually in Western
Europe)
• A ferry must be able to withstand 50cm of water on its vehicle deck if the residual
freeboard is less than 0.3m. If the freeboard is above 2m, this is reduced to zero
RORO Stability
• Lack of subdivision on vehicle decks- In order to make it easier to
load/unload, there are very few subdivisions on the vehicle decks. This
therefore increases the potential for Free surface effect and the potential loss
of GM- TO STOP THIS, VEHICLE DECKS MAY HAVE
PERFORATIONS TO ALLOW FOR DOWNFLOODING TO A TANK
• High Permeability of vehicle decks- In a damage situation, the vehicle
decks (even when full) have a lot of free space which can easily be filled in
flooding
• Bow and Stern Doors- Have to be quickly opened for routes where time is
of the essence. Especially with bow doors, there are great stresses put on the
doors due to the waves and speed of the vessel. Depending on the direction of
the sea, there can also be severe stresses placed on the securing arrangements
for the doors (quartering seas will affect the transverse locking pins)- The bow
doors therefore need to be checked regularly for watertight integrity. List/heel
can also affect the integrity of the bow door due to the direction of the waves
hitting the door- BOW DOORS MAY HAVE AN INNER DOOR TO
COUNTERACT THIS
• Cargo Shift- Especially on ferries, the cargo is not secured in order to speed
up the process of loading/unloading and is already on wheels. Those that are
loaded (i.e. trailers) should be adequately secured. Any cargo shift is likely to be
very destructive to property and the vessel
• Wind Heeling- Normally have large superstructures and windage areas, which
can cause large wind heeling moments due to the length of the heeling arm
• Angle of heel in turn- Due to the speeds of the vessel, the angle of heel in
turn is quite large, meaning there is an increased chance of cargo shift due to
this
• Flooding of vehicle decks during firefighting- The water curtains on
RoRo ships to stop fires produce a lot of water which will run on the unsegregated
car decks- even with good scuppers this may struggle (especially if
there is debris or rubbish in the scuppers)
• Estimation of vehicle weights-In order to calculate stability,
weights of vehicles and the location of the centre of gravity are
estimated. For Class II RO-PAX ships, all vehicles must be weighed
• Loss of Aw in event of damage- If you lose the bow door or
submerge below the margin line, you will very quickly lose Aw,
meaning you lose GM. From here, it is easy to lose GM to the
point of negative stability and quick capsizing
• Evacuation- Because of all the above, sinking of a RORO can be
very quick and the number of passengers to evacuate may also be
excessive
LOLER AND PUWER
LIFTING OPERATIONS LIFTING EQUIPMENT
REGULATIONS- MGN 332
• Makes sure that lifting equipment is SUFFICIENTLY STRONG & STABLE.
SUITABLE FOR PURPOSE
• Should be positioned so as to PREVENT RISK OF INJURY
• Personnel using the equipment should be SUITABLY TRAINED AND
COMPETENT
• Equipment must be MAINTAINED and a record of its maintenance kept (PMS)
• Only equipment designed for lifting people should be used as such (RED
STRIPE)
• Items must be MARKED WITH A SWL or Working Load Limit
• Lifting equipment should be examined when first put into service and then
inspected every 12 MONTHS or 6 MONTHS FOR EQUIPMENT
LIFTING PERSONS
• LOAD TESTED EVERY 5 YEARS
• Records kept in LIFTING APPLIANCE REGISTER and CHAIN REGISTER
PROVISION AND USE OF WORK EQUIPMENT
REGULATIONS- MGN 331
• Confirms that work equipment is SUITABLE FOR THE JOB INTENDED
• Equipment should be REGULARLY INSPECTED BY A COMPETENT
PERSON (as per LOLER)- MAY INCLUDE CHNAGING ROPES/WIRES
• Equipment must be MAINTAINED and a record of its maintenance kept (PMS)
• Personnel using the equipment should be SUITABLY TRAINED AND
COMPETENT
• GUARDS on dangerous parts of the equipment should be in place
• RISK ASSESSMENTS should be completed
• MCA MAY INSPECT AT ANY TIME
OFFICIAL LOG BOOK
• Requirement for all UK Registered ships of 25GRT+ (not including pleasure yachts)
• Should be closed and sent, with the list of crew and GMDSS Log, AT INTERVALS
NOT EXCEEDING 12 MONTHS or FOR A VOYAGE
• Received either from the MCA OR A BRITISH EMBASSY
• All entries must be MADE BY 2 PEOPLE
CONTENTS
• WHITE COVER- How to fill out the log book, what to do if you lose it & how to
correct an entry- WITH A NEW ENTRY!!!
• BROWN COVER- Details of Master, Ships Particulars, Range of dates for the OLB
• SPECIAL PAGESo
Record of Seamen Employed
o Record of Births and Deaths
o Musters, Drills and Trainings
o Steering Gear tests
o Food and Water Inspections
o Crew Accom. Inspections
o Deck Lines and Loadlines
o Freeboard Notice
• NARRATIVEo
Change of command
o Disciplinaries
o Annexes/Abbreviations
o Deaths
o Safety Committee minutes
o Closing & Opening of OLB
o New people for making entries
• Part II- PAX SHIPS ONLY- Opening/Closing of WTDs, Shell Doors,
Deadlights and FP Valve
RESPONDING
TO
EMERGENCIES
CONTENTS
DRILL REQUIRMENTS
SOLAS
SAFETY OFFICIALS
DISTRESS SIGNALS
INITIAL ACTIONS IN AN EMERGENCY
SAR & IAMSAR
GMDSS
LSA LAUNCHING
LONG RANGE IDENTIFICATION AND TRACKING
FIRES
ISPS
HIGH RISK AREAS & PIRACY
STOWAWAYS/REFUGEES
LSA CARRIAGE REQUIREMENTS
SOPEP & SMPEP
ENTRY INTO ENCLOSED SPACES
PORT OF REFUGE AND SRtP
DRILL REQUIRMENTS (MGN 71)
WEEKLY DRILLS
• Watertight Door remote closure
• FRC Muster
• Weekly Fire and Abandon ship drill
MONTHLY DRILLS
• Full Crew Drill (Fire Pumps activated, all
to attend one a month)
• Low Location Lights (Pax)
• PA System and alarm test
• Visual inspection of LSA and
engine test for 3 minutes
BI-MONTHLY DRILLS
• Tank Rescue Drill
THREE MONTHLY DRILLS
• Emergency Steering from Aft
• All Lifeboats away with operating crews
• SOPEP Drill
• Training of lifeboat preparation teams
SIX MONTHLY DRILLS
• ISPS Drill (Bomb search)
• Liferaft Inflation
YEARLY DRILLS
• ISPS Drill with shoreside (activation of
SSAS/Port Facility)
• Examination of onload release gear
• Service of Lifejackets and MES
OTHER REQUIREMENTS FOR DRILLS and INSPECTIONS
• Adequate drills must be completed for SRTP, MES sweepers
• If 25% of the crew changes, a full drill must be carried out
• 3 Years- Air Pressure Test of immersion suits
• 5 Years- LSA service, dynamic brake test (1.1x proof load) and test of onload release gear
PASSENGER DRILLS
􀁸 If voyage is less than 24 hours then an announcement/video may be used
􀁸 GEA drill must include:
o Use of lifejackets
o Exits from muster station to boat deck
􀁸 Must be in one or more languages likely to be understood by passengers
􀁸 Anyone remaining from the previous voyage must re-attend the muster drill
WATERTIGHT DOORS
• Must be able to be closed from the bridge within 60 seconds and provide positive
indication of closure on the bridge
• Doors must be able to be pumped open/closed within 90 seconds locally
• Closure should take 40 seconds, with an allowance of 10 seconds for the
command and 10 seconds of alarm and light prior to closing. Should not close any
quicker than 25 seconds (20 seconds for door, 5 for alarm)
• Must operate up to 15° of list and with water ingress
• Class D- Kept closed during navigation
• Class C- May be opened during navigation to allow passage of pax/crew. Door
must be immediately closed when passage is complete
• Class B- May be opened during navigation when necessary for work in the
immediate vicinity of the door. Should be immediately closed when work is
complete
• Class A- Permitted to remain open during navigation
• If using hydraulics, door must have 3 stored movements
• Full MOB Drill with FRC sent away
• Davits fully turned out
• LLL test (Cargo)
• Freefall lifeboat launch (normally extended by flag from 6 months)
• Examination and Dynamic Brake test (boat only) of launching appliances
SOLAS- SAFETY OF LIFE AT SEA CONVENTION
• Chapter I: General Provisions
• Chapter II-1: Construction- Structure, Subdivision and Stability,
machinery and electrical instillations – Contains stability calculation
requirements, WTD test requirements (reg 13), towing and mooring
arrangements (reg 3-9), passenger ship stability (reg 20)
• Chapter II-2: Construction- Fire Protection, Detection and
Extinction – Definitions of doors A, B and C (reg 3), manual call point every
20m (reg 7-7), fire patrols (reg 7-8), requirements for ISSC (reg 10-2.17), fire
pump regulations (reg 10-2.22: pax: 4000GRT+=3, all others 2), fire hoses (reg
10-2.3), means of escape (reg 12), fireman’s uniforms (reg 10)
• Chapter III: Lifesaving Appliances and Arrangements –
• Requirements for carriage of lifejackets, lifebuoys, VHF comms, immersion
suits, Muster lists (reg 7 & 8), stowage of survival craft (reg 13), trim and list
(10° trim and 20°list either way- reg 16) emergency drills and trainings (reg 19)
AS WELL AS Additional requirements for pax ships and cargo ships
dependent on size.
• Chapter IV: Radio communications
• Chapter V: Safety of Navigation –
• Reg 4- Nav Warnings, Reg 5- Met services and warnings, Reg 6- Ice Patrol
Services, Reg 7- Reg 8- Life Saving Signals, Reg 9- Hydrographic Services, Reg
10- Ships Routeing, Reg 11- Ships reporting systems, Reg 12-VTS, Reg 13-
Establishment and operation of aids to navigation, Reg 14- Ships’ Manning,
Reg 15- Principles relating to bridge design, design and arrangement of
navigational systems and equipment and bridge procedures, Reg 16-
Maintenance of equipment, Reg 17- Electromagnetic Compatibility, Reg 18:
Approval, surveys and performance standards of navigational systems and
equipment and VDR, Reg 19: Carriage requirements for shipborne
navigational systems and equipment, Reg 19-1: Long range identification and
tracking of ships, Reg 20: VDRs, Reg 21: ICOS and IAMSAR, Reg 22:
Navigational bridge visibility, Reg 23: Pilot Transfer arrangements, Reg 24: Use
of heading and track control systems, Reg 25: Operation of Steering Gear,
Reg 26: Steering Gear and Drills, Reg 27: Nautical Charts and Nautical
publications, Reg 28: Regulations of navigational activities and daily reporting,
Reg 29: Lifesaving signals to be used by ships, aircrafts or persons in distress,
Reg 30: Operational Limitations, Reg 31: Danger Messages, Reg 32:
Information required in danger messages, Reg 33: Distress situations:
Obligations and Procedures, Reg 34: Safe Navigation and Avoidance of
dangerous situations, Reg 34-1: Master’s discretion, Regulation 35: Misuse of
distress signals
• Chapter VI: Carriage of Cargoes and oil fuels- IMSBC CODE
• Chapter VII: Carriage of dangerous goods- IMDG CODE
• Chapter VIII: Nuclear Ships
• Chapter IX: Management for the safe operation of ships- ISM CODE
• Chapter X: Safety measures for high speed craft- HIGH SPEED
CRAFT CODE
• Chapter XI-1: Special measures to enhance maritime safety
• Chapter XI-2: Special measures to enhance maritime security- ISPS
CODE
• Chapter XII: Additional Safety measures for bulk carriers
• Chapter XII: Verification of Compliance
• Chapter XIV: Safety Measures for vessels operating in polar waters-
POLAR CODE
SAFETY OFFICIALS- COSWOP CH.13
GENERAL
• EVERYONE ONBOARD HAS A RESPONSIBILITY FOR SAFETY
• Every individual seafarer is responsible for their own health and safety and
anyone affected by their acts
• This includes working safely, obeying clear orders and raising queries when
operations do not seem safe
Employers
• Required to appoint people to promote health and safety. They should have
knowledge of the duties undertaken by those they are responsible and should
ensure that any specific risks encountered as a result of the environment they work
in (i.e. THE SAFETY COMMITTEE AND DEPARTMENTAL REPS.)
• Everyone under their employ should be provided with the relevant information to
safely complete their job, include a copy of the COMPANY’S SAFETY POLICY
AND RISK ASSESSMENTS and any other safety information
• Should consult employees on safety measures- including new technology and
findings of risk assessments
• No retaliation towards and full CONSIDERATION OF SAFETY QUERIES
SAFETY OFFICER
• Required on every seagoing ship with 5 or more crew and
this must be reported by the master in the OLB
• The Safety Officer is the SAFETY ADVISER ONBOARD. They
should have attended a suitable SAFO training course.
• The Safety officer should get full support from the company and the
master
DUTIES
• Try to prevent incidents by BEING POSITIVE
• Develop a HIGH LEVEL OF SAFETY CONSCIOUSNESS
among the crew- creating a safety culture
• SUGGEST IMPROVEMENTS when noticing unsafe practices
• Ensure INSTRUCTION OF ALL NEWLY JOINED CREW
receive a safety induction (as per COSWOP Ch.2)
• Distribute safety materials (posters, booklets, films and trainings)
• ENCOURAGING SEAFARERS TO SUBMIT IDEAS AND
SUGGESTIONS for improving safety
• Communicating new requirements in shipping legislation relating to
safety
• INVESTIGATE NOTIFIABLE ACCIDENTS (broken bones)
and keep records of these, including interviews
• CARRY OUT HEALTH AND SAFETY ROUNDS AT LEAST
ONCE EVERY 3 MONTHS and keeping a record of these (Safe
access, environment and working conditions)
• A DUTY TO STOP DANGEROUS WORK- UNLESS IT IS
IN AN EMERGENCY!!!
DISTRESS SIGNALS – Annex 4 of COLREGS
On VHF Ch.70, MF/HF Frequencies 2187.5, 8414.5, 4207.5, etc. (kHz)
A Piece of orange coloured canvas with either a black square & circle (for identification
from the air
ATTENTION IS DRAWN TO THE RELEVANT SECTIONS OF IAMSAR
VOLUME 3 & INTERNATIONAL CODE OF SIGNALS
III Code
• Adopted by the IMO in 2013- Implementation of IMO Instruments code
• Mandatory audit scheme of flag states
• Assesses PSC detention rates, casualty statistics, and other performance
indicators to determine whether it’s procedures are adequate to meet
its flag state obligations
• This is the reason for the 3 new rules in the COLREGS
Light Dues
• Charges made to all ships calling in UK and Irish ports
• Used for the general upkeep of lighthouses and buoys
• Collected by Trinity House on behalf of the DfT
• Rates set by the UK shipping minister and are dependent on NRT
Port Dues
• Charges made to all ships calling in UK and Irish ports
• Pays for the usage of port facilities (such as cranes, berths, mooring men
etc.)
• Collected by the port in port fees
• Rates are dependent on GRT (although sometimes length and draft as
well)
INITIAL ACTIONS IN AN EMERGENCY
Steering Gear
• Try alternative steering methods (NFU, buttons, etc.)
• Stop pumps and start other pumps
• Pull back on engines
• Inform ECR and Master
• NUC (AIS, lights, signals)
• Consider anchoring, closing WTDs, informing VTS
• Make Urgency broadcast to all vessels
Gyro Failure
• Inform Master
• Switch to secondary gyro
• Put Radars in Head Up, True Motion
• Stop using autopilot, hand steering
• Steer by magnetic compass
MOB
• Drop event on GPS and ECDIS
• Drop Smoke floats
• Hand Steering
• Commence turn towards casualty
• Slow down
• Post extra lookouts
• Inform Master and ECR
• 3 Long blasts on whistle
• Distress Message
Collision/Grounding
• Close WTDs
• General Alarm & Muster
• Inform Master
• Fix position
• Engines slightly ahead to minimise damage
• Switch on lighting
• Assessment of Damage/ Soundings/ Fires
• Appropriate signals/lights
• Consider GMDSS messages
Blackout
• Call Master
• Pull back on engines
• Start emergency generator
• Confirm emergency steering pumps have started
• Navigational risk assessment and steer away from danger, WTDs
• NUC, Lights, Shapes, Signals
Dragging Anchor
• Request propulsion, thrusters and steering
• Call for anchor stations and Inform Master, Inform VTS
• Stop any work over the side (i.e. bunkering)
• Close WTDs
• Navigational risk assessment- How far until you drift onto somethingcan
you inform them first?
SAR & IAMSAR
IAMSAR Vol III
􀁸 International Aeronautical and Maritime Search and Rescue Manual, 3rdVolume,
REGARDING MOBILE FACILITIES. An IMO publication.
􀁸 Assists vessels in PERFORMING A SEARCH, how to be ON-SCENE
COMMAND in a mission or details of rescue pertaining to their own
emergency
􀁸 Gives information on HOW TO PREPARE FOR RESCUING
CASUALTIES, SEARCH PATTERNS, how to change these should aircraft
be involved, HOW TO CALCULATE DRIFT, etc.
􀁸 Also contains how to deal with emergencies, such as MOB (INCLUDING
MOB TURNS) MEDEVACS AND ONBOARD EMERGENCIES
􀁸 Has ‘ACTION CARDS’ at the back of the manual which give VISUAL AIDS
FOR USE IN AN EMERGENCY (COMMS, OSC, RECOVERY OF
PERSONS IN THE WATER, MOB AND MEDEVAC)
Expanding Square search
• Have to know datum
• Best for searching for people in the water with little to no
wind
• Only one vessel can do each square
• S cannot be less than 2’ for aircraft
Parallel Track Search
• Used when multiple ships are available and can be
used without datum position
• Each vessel moves at the same speed on parallel
courses
• Can be adapted dependent on the number of search
facilities available
• Always go with the direction of drift
Sector Search
• Best for when datum position is very accurate and the
search area is small
• Used to search a circular area around a datum point
• Again, should not be used by multiple vessels due to the
small area in use.
• Should only be used by small craft which are manoeuvrable
Creeping Line Search
• Used when by aircraft (red) and ship (blue)
• Aircraft does most of the searching, using the
ship as a navigational checkpoint
• The ship will go at a regulated speed so that she
meets the aircraft on the same line each time.
• Ship speed is determined by formula in Section 3
of IAMSAR Vol 3.
SAR & IAMSAR Cont.
Williamson Turn
• Instant action (see them falling overboard)- puts you
on reciprocal course
• Wheel over in the direction they fall (get stern
away)
• Maintain until 60° from original course, then hardover
the other way
• Wait until on reciprocal course and steady up
Single Turn
• Fast recovery method and you keep casualty in sight
the whole time
• Wheel over in the direction they fall (get stern
away)
• Keep hard over until back in original position
• Good for manoeuvrable ships, bad for single screw
• Doesn’t put you on reciprocal course
Scharnov Turn
• Less distance is covered, so best turn in DELAYED
REACTION
• Hard over in either direction
• Once you get to 250° from original course, hard
over the other way to come back onto wake
Masters obligations and procedures in a distress
(SOLAS Ch.V Reg 33)
• If in a position to assist, the SHIP MUST PROCEED WITH ALL SPEED TO
ASSIST
• You may be requisitioned by the Master of the ship in distress or an MRCC
• Anyone rescued should be TREATED HUMANELY AND DELIVERED TO A
PLACE OF SAFETY
• You can only not proceed should you think it unnecessary to proceed or unreasonable
to proceed (i.e. receiving in HF and being 1000s of miles away or not being able to
navigate safely there) IN THIS CASE, YOU MUST INFORM THE MRCC AND
NOTE IT IN THE OLB
• You may be released by the MRCC if there are enough vessels assisting. YOU
CANNOT ASSUME THIS, YOU MUST HAVE POSITIVE CONFIRMATION
TO LEAVE
Why wouldn’t you respond to a distress
• Unable- does not have enough fuel
• Unreasonable- Distress too great
• Unnecessary- Other vessels on task and coastguard has
released you
Entry has to be made in OLB stating reason why you didn’t
respond
GMDSS- SOLAS Ch. IV
4 Levels of broadcasts
• Routine- Normal communications (i.e. calling a pilot/port, another ship, etc.)
• Safety- (Securite) Safety of navigation, no assistance required (i.e. SART test,
Navigation dangers, going NUC, operations which restrict manoeuvrability)
• Urgency- (Pan-Pan) Requires assistance but is not in grave or imminent danger
(i.e. needs a tow)
• Distress Relay- (Mayday Relay) Relaying another station’s distress (i.e. see
someone in the water, master/station need further assistance, receiving a distress
alert which is not acknowledged within 5 minutes
• Distress- (Mayday) In grave and imminent danger and requires immediate
assistance
Tests
• Daily- System self test, battery voltage, printer checks
• Weekly- External test call to a coast station on MF safety priority, reserve power
supply test
• Monthly-Visual check of antenna, EPIRB and SRT tests, check survival craft radios,
battery inspection
Navtex
• Required stations- A (Nav Warnings), B (Met Warnings), D (Search and Rescue
Information), L (Additional Nav Warnings)
• Works on 518kHz- m
• Meets SOLAS requirement for all vessels to monitor the radio for MARITIME
SAFETY INFORMATION
Sea areas and necessary equipment:
• A1- In constant range of a coast station with constant monitoring of a VHF DSC channel
• A2- In constant range of a coast station with constant monitoring of a MF DSC channel
• A3- Within 76°N and 76°S (Inmarsat satellite coverage)
• A4- Anywhere within the world (due to HF coverage)
DISTRESS RT FREQUENCIES- VHF 16, MF 2182kHz, HF 8124kHz
DISTRESS DSC FREQUENCIES- VHF 70, MF 2187.5kHz
EPIRB RADAR SART AIS SART
Working
Frequency
406 MHz
121.5MHz (Homing
frequency)
X-Band Radar
3cm/9GHz 162 MHz
Working Times
8 Hours
transmit,
standby as per
manufacturer
48 Hour
transmit 96 Hours
PYROS- 6 HAND FLARES, 4 ROCKETS AND 2 SMOKES
HAND- 15,000 CANDELA, 60s BURN TIME
SMOKE- 3 MINUTES BURN TIME (15 MIN ON MOB)
PARACHUTE- 300m HEIGHT, 30,000 CANDELA, 40s BURN
LSA LAUNCHING
LIFEBOATS
1) CONDUCT RISK ASSESMENT, BRIEF TEAM & CONFIRM
EVERYONE IS COMPETENT
2) CHECK OVER THE SIDE, Check hooks are secured (indicators), handle is
in the reset position and the handle pin is in.
3) Send men into the boat, put the plugs in, remove the battery connector, MAKE
SURE FALL PREVENTER IS REMOVED/IN PLACE
4) Attach painter line (MINIMUM 15m OR 2X MAXIMUM DISTANCE TO
W/L)
5) Remove Gripes
6) CHECK OVER THE SIDE
7) Lower boat to the embarkation deck, tricing-in-pendant will come under
tension
8) Connect up bowsing tackle and adjust until it is under tension
9) Release tricing-in-pendant
10) Embark passengers, spread the weight evenly at either end and either side-
Radio check
11) Once everyone is on, release bowsing tackle slowly to bring boat vertical to the
falls
12) If necessary, lower embarkation ladder
13) CHECK OVER SIDE
14) Lower boat with brake fully open- centrifugal brake will regulate speed
15) Lower until hydrostatic interlock disengages
16) Remove pin (If FPD in place) , Release Hooks.
17) Either use pacing to move away or release painter and move away
18) TEST LIMIT SWITCH
FRC
• As per SOLAS, an FRC must be between 6m &8.5m in length and be able to operate at
a speed of 20Kts in calm water with a crew of 3 or a speed of 8Kts with a full
complement of crew and equipment
• An FRC may have a double limit switch arrangement due to the speed it recovers at
and as it is normally single fall
• Other than the launching/recovery procedure for a lifeboat, you have to make sure you
test BOTH LIMIT SWITCHES and rig/tighten THE PAINTER LINE PRIOR TO
GOING INTO THE WATER
• THE PAINTER SHOULD ALWAYS BE RELEASED AFTER THE HOOK
HAS BEEN RELEASED
• Required by SOLAS Ch.V Reg 19.1 for ALL PAX VESSELS and ALL
SHIPS OVER 300GT
• PROVIDES GLOBAL IDENTIFICATION AND TRACKING OF
SHIPS
• Must transmit IDENTITY, POSITION and DATE AND TIME OF
POSITION
• MASTER CAN SWITCH OFF LRIT if necessary for security/safety, but
MUST ADVISE MCA
• Inspected annually
LONG RANGE IDENTIFICATION AND TRACKING (LRIT)
FIRES- FFE Code
INITIAL ACTIONS
• Sound General Alarm & Muster
• Close Down area (FSDs)
• Stop ventilation (Vents and dampers)
• Stop Power (if necessary, start EDG)
• Turn on LLL, Get out fire plans
• Start comms with OSC
• Put wind on head to get smoke clear of the accommodation
Engine Fires
• Stop Fuel source
• Get in contact with ECR
• Release Watermist/Bilge foam
• ALWAYS DO A MUSTER PRIOR TO RELEASE OF CO2!!!
• Boundary cool around the area, monitor temperature constantly
• Do not re-enter without CABA and until temperature has gone down
OSC
• Muster crew
• Distribute available teams as necessary
• Set up staging area near but away from fire (minimum 2 FSDs away)
• Choose main fire team and back up team
• Utilise other crew for auxiliary team (stretcher party, work party)
• Stay in contact with Command team- DO NOT RE-ENTER WITHOUT
MASTERS PERMISSION
• Keep updated with situation- keep fire plans up to date and BA board for time in/out
Requirements for Firefighting (MSNs 1666-1669)
• FIRE PUMPS- Must have a MINIMUM OF 2 (3 for Pax vessels over 4000GT)
and one MUST BE OUTSIDE THE MACHINERY SPACE
• ISSC- Must have at least 1
• HOSE PRESSURE- Must be able to produce 2 jets of water from separate
hydrants in any part of the vessel- one from a single length of hose
• HOSES- At least 10m, NOT MORE THAN 15m IN MACHINERY SPACES,
and NOT MORE THAN 20m ON OPEN DECKS. NOT MORE THAN 25M
ON OPEN DECK IF BEAM >25m.
• ONE FOR EVERY 30M IN LENGTH PLUS ONE SPARE. NOT LESS THAN
5, excluding the engine room and always enough to satisfy flag.
• For passenger ships, ONE AT EVERY HYDRANT (Nozzle and hose)
• EXINGUISHERS- Sufficient number to satisfy flag in spaces, and SHIPS OF
1000GT+ MUST HAVE AT LEAST 5
• NO CO2 IN ACCOMODATION SPACES and NOTHING CONDUCTIVE
AROUND ELECTRICS
• SPARE CHARGES- 100% FOR THE FIRST 10 and 50% FOR THE
REMAINING EXTINGUISHERS, NO MORE THAN 60 REQUIRED
• FIXED SYSTEMS- No Halons, PAINT LOCKERS, CARGO SPACES, DG
AREAS, AND PUMP ROOMS MUST BE COVERED. TANKERS OVER
20,000GT MUST HAVE DECK FOAM TOO
• FIREMAN’S SUITS- AT LEAST 2. ON PAX SHIPS, 2 FOR EVERY 80M
LENGTH PLUS 2 FOR EVERY FIRE ZONE
• CABA- AT LEAST 2 SPARE CYLINDERS FOR EACH SET
FOR A SCAVENGE FIRE, INSERT CO2 INTO THE
SCAVENGE PORT OR LET IT BURN ITSELF OUT IN A
CONTROLLED MANNER
A CLASS BULKHEAD – Stop
the spread of fire and smoke
and not allow the other side
to heat over 139°
B CLASS BULKHEAD – Stop
the spread of flames
ISPS- Chapter 11-1 SOLAS & MGN 440
Objectives of ISPS:
• To improve and standardise security around port facilities and vessels which
are subject to the threat of terrorism
• To set up a network for the swapping of intelligence of terrorist activity and
threats between flag states
• Applies to all passenger vessels and all vessels over 500gt
Ship Security Plan Contents
• Who is the SSO and how to contact the CSO
• Measures to prevent unauthorised access to the ship or restricted areas
• Measures in each of the 3 security levels
• Procedures for trainings, drills and exercises (all crew should have security awareness, as
per MSN1865)
• Security Equipment and how to test it (LRADs, SSAS points)
• Record keeping (including the visitors log)
Confidential part can only be viewed by the Master and SSO. Only people conducting
security audits can see the plan. Port state control officials can only see the section of
the plan relating to any perceived non-conformances, if supervised
Stages of ISPS Compliance
1- Ship’s Security Assessment (Focusses on the type of ship, area of trade, restricted
areas and what around the world is making the ship a potential target)
2- Given to the CSO, draws up the Ship’s Security Plan (individual to each ship)
3- Sent to flag state for endorsement, if they’re happy they will give them an interim
International Ship Security Certificates (Valid for 6 months)
4- Surveyed after 3 months, if satisfactory given a full International Ship Security
Certificate (which lasts for 5 years)
• Regular rounds to ensure compliance with
security measures
• Maintain the Ship Security Plan and propose
modifications where necessary
• Report to the CSO if any deficiencies are
found
• Coordinate with PFSO for operations
• Enhance security awareness and vigilance
onboard
• Ensure crew are adequately trained
• Report all security incidents
Duties of an SSO
A Declaration of security (DOS) takes place between 2 parties when…
• There is a difference in the security level between ship/port or ship/ship security levels
• The port doesn’t have an approved security plan
• No work should commence until the declaration has been completed and signed off by all
relevant parties (i.e. SSO and PFSO)
• It is a written agreement of who will do what with regards to security
• Has to be kept for 3 years after on a UK flagged vessel
Level 1- Normal
– Control access to ship
– Control embarkation
– Monitor restricted
areas
– Supervise cargo and
storing
– Maintain security
communications
Level 2-
Heightened
Incremental
measures on
Level 1, as
per the Ship’s
security plan
Level 3- Exceptional
Incremental measures on Level 1 &
2, as per the Ship’s security plan
Means that ‘reliable intelligence has
been received that the ship or waters
it is sailing are likely to be under
immediate attack’- are you going
to sail there???
HIGH RISK AREAS & PIRACY
HOW DO WE DETERMINE HIGH RISK AREAS
• IMO keeps a list of all recent attacks or security breaches on vessels
• Lloyds Joint War Committee produce a list of High Risk Areas
• Maritime security charts are produced by UKHO to show where the worst
areas are for pirates
HOW TO PREPARE
• BRIEF CREW AND CONDUCT DRILL
• Make sure for familiarity with signals and duties of each
crew member (LRAD, dealing with passengers)
• Test ship’s protection measures (LRAD, hoses, pirate
gates)
• Review SSP
• DEFINE AIS POLICY
• Decide whether it will be switched of (won’t show to
pirate vessels but won’t provide LRIT)
• SUBMIT ‘VESSEL MOVEMENT REGISTRATION
FORM’ to UK MARTIME TRADE OPERATIONS
• REDUCE MAINTENANCE AND ENGINEERING
WORK
• Engines on SBB
• SUBMIT DAILY POSITION TO UKMTO
• CAREFULLY REVIEW ALL WARNINGS AND
INFORMATION AND ADVICE
• Voyage routeing may be required as new
information/warnings come in
• USE ‘INTERNATIONAL RECOMMENDED
TRANIST CORRIDORS’ and GROUP TRANIST
SCHEMES
• Better concentration of Naval forces, especially in Gulf of
Aden
SSAS
• SHIP SECURITY ALARM SYSTEM
• Runs on the COSPAS-SARSAT satellites that are used for EPIRBs
• SILENT ALARM- Usually sent to Company and a third party
• This is then relayed to Flag and the coastal states near the vessel
• Required on all passenger ships and all ships over 500GT
• SHIP MUST HAVE 2 ALARM POINTS (ONE ON BRIDGE AND ONE IN
ANOTHER LOCATION)
• Must be tested ANNUALLY, and FLAG STATE MUST BE GIVEN AMPLE
NOTICE PRIOR TO THIS TEST
STOWAWAYS/REFUGEES – MGN 70
• IMO guidelines on Allocation of Responsibilities for the successful resolution of
stowaway cases
• Gives guidelines on search procedures and who needs to be contacted after a
stowaway is discovered
Master’s Responsibilities
• Conduct a search BEFORE LOADING and BEFORE FUMIGATION!!!
• TRY NOT TO LEAVE PORT LIMITS- this way you can return to your
previous port and get them off
• Get as much information about the stowaway as possible- Port of embarkation,
Citizenship, etc.
• Prepare a statement to give to authorities (back of MGN 70)
• Contact Owner, Charterer, Last and Next Port Authorities, National Embassy of
the stowaway in the next port and, if necessary, P&I
• DO NOT DEPART FROM INTENDED VOYAGE UNLESS
REPATRIATION IS ORGANISED
• Present stowaway to authorities in the next port- MUST BE DECLARED ON
DECLARATION OF HEALTH FOR CLEARANCE
• TREAT A STOWAWAY HUMANELY WHILE THEY ARE ONBOARD
(food, accommodation- CANNOT WORK!!!)
LSA CARRIAGE REQUIREMENTS
Lifeboats
• 100% Capacity in lifeboats on each side- one must be totally enclosed
Liferafts
• To accommodate total number of persons on board on either side if freefall,
with one side as davit launch
Freefall lifeboat
• Must have non-folding seats and a 4 point harness
Markings
• Dimensions
• SOLAS approval
• Serial Number
• Capacity
• Name of Mother ship and Port of Registry
• Lifeboat number
Retro-reflective Tape
• At intervals not exceeding 12”
Lifebuoys
• Passenger ship 240m+= 30 buoys, minimum of 8 for vessels under 60m.
• Cargo Ship: 200m+ = 14 buoys, maximum 8 for vessels under 100m
Lifejackets
• One for everyone onboard and sufficient amount of spares
• Light should last for 8 hours
Immersion Suit
• Provided for everyone assigned to a rescue boat
• Must be able to be donned in 2 minutes
SOLAS Training Manual
• Needs to be in conspicuous locations around vessel for all crew members
to have access to
• Usually bridge, ECR, mess rooms
SOPEP & SMPEP
SOPEP (Shipboard Oil Pollution Emergency Plan)- MGN 231
• Requirement under MARPOL Annex I Reg 37 for all ships over 400GT to carry a
SOPEP kit and plan (150GT for Oil tankers)
• Designed to give the Master and officers the steps to be taken in order to
minimise the effect of an oil spill
• MUST contain contact numbers for everyone who needs to be advised in an oil
spill, operational instructions and an inventory of the equipment in the SOPEP kit
• Must be approved by a recognised authority (Flag)
• Any changes to the plan must be approved by Flag and must be updated as an
appendix
Responsibilities in SOPEP
• MASTER- Overall charge, inform authorities. Make sure crew are complying with
the plan and that records are kept
• C/O- In charge of deck operation to prevent oil spill (rigging boom, using SOPEP kit
as per plan.) Keep the master informed of all developments and REQUEST
PERMISSION PRIOR TO ANY OPERATION
• C/E- In charge of any bunkering SOPEP (rigging equipment.) Keep the master
informed of all developments and REQUEST PERMISSION PRIOR TO ANY
OPERATION
Contents of SOPEP Kit
• Oil Boom
• Absorbent pads/material
• Non-Sparking Plastic shovels/scoops
• PPE (gloves, boots, Tyvek suits, eye protection)
• Plastic bags/bins for oily waste
• Cleaning chemicals
• Absorbent granules
• Portable pumps
SMPEP (Shipboard Marine Pollution Emergency Plan)
• Requirement under MARPOL Annex II Reg 17 for all ships over 150GT carrying noxious
liquid substance in bulk to carry a Shipboard Marine Pollution Emergency Plan for Noxious
liquid substances. This is combined with the SOPEP to make a Shipboard Marine Pollution
Emergency Plan (SMPEP)
• Designed to give the Master and officers the steps to be taken in order to minimise the
effect of an oil or chemical spill
• MUST contain contact numbers for everyone who needs to be advised in an chemical spill,
operational instructions and an inventory of the equipment in the SMPEP kit
• Must be approved by a recognised authority (Flag)
• Any changes to the plan must be approved by Flag and must be updated as an appendix
Responsibilities in SMPEP
• MASTER- Overall charge, inform authorities. Make sure crew are complying with the
plan and that records are kept
• C/O- In charge of deck operation to prevent a chemical spill (rigging boom, using
SOPEP kit as per plan.) Keep the master informed of all developments and REQUEST
PERMISSION PRIOR TO ANY OPERATION
Contents of SMPEP Kit
• Oil Boom
• Absorbent pads/material
• Non-Sparking Plastic shovels/scoops
• PPE (gloves, boots, Tyvek suits, eye protection)
• Plastic bags/bins for oily waste
• Cleaning chemicals
• Absorbent granules
• Portable pumps
ENTRY INTO ENCLOSED SPACES
Preparations
• Plan the work-What are we expecting will need to be done? How many
people will be involved? What specific requirements will we need for the
job-WHO WILL BE THE COMPETENT PERSON IN CHARGE
OF ENTRY?
• RISK ASSESSMENT- Identify hazards and consult the risk assessment.
Amend as necessary
• Prepare the equipment- Get personal atmosphere monitoring device
charged and calibrated, have TANK RESCUE GEAR and in position
near the entrance
• Open the lids- Only do this if it does not affect vessel’s watertight integrity
(i.e. not a double bottom or when in port/drydock)
• Ventilate- FORCED VENTILATION FOR 24 HOURS and DURING
ENTRY
• Test the atmosphere- At the top, middle and bottom of the space and at
both entry points (20-21% O2, <1% LEL, 0% CO and 0% H2S)
• PERMIT TO WORK & Tank Checklist- Should be completed as per
company SMS in the presence of those conducting the work in the tank to
raise any concerns. This must be signed by the responsible person,
authorising officer and be placed at the entry point.
An Enclosed Space is (COSWOP Ch.15)
• Has limited openings for entry and exit
• Has inadequate ventilation
• Is not designed for continuous worker occupation
Upon Entry
• Inform- All parties related (Bridge OOW, Engine OOW, Medics) should be
aware of entry and tank muster point
• No unauthorised entry- Only those on the permit should enter when in
correct PPE-This may include a rescue harness
• NO SOURCES OF IGNITION- Only intrinsically safe equipment should
be used, including adequate lighting
• COMMUNICATIONS- Appropriate communications must be maintained
and regular checks should be made on the tank team. TOP MAN outside of
the tank
• Atmospheric Testing- Conduct regular tests and record the results. If results
are below the threshold or a gas detector goes off- GET THE TEAM OUT
• IF ANYONE IN THE SPACE FEELS ILL, GET THE TEAM OUT
• IF THE PERMIT EXPIRES, GET THE TEAM OUT
Upon Completion
• Close the hatches- POSITIVE REPORT OF W/T
INTEGRITY TO BRIDGE AND ECR
• Close the Permit to Work- Sign it off, keep as a record.
• Close the PMS wok order
• Debrief the operation
• Do any changes need to be made to the risk assessment?
IF OXYGEN READING IS MORE
THAN 21%, EQUIPMENT IS
PROBABLY FAULTY & DO NOT
ENTER. IF LESS, ONLY ENTER
IF NECESSARY FOR SAFETY
OF SHIP
DRILL ONCE EVERY
2 MONTHS
PORT OF REFUGE AND SRtP
Port of Refuge
• Nearest port which the vessel can safely navigate into
REASONS TO DIVERT TO A PORT OF REFUGE: When you consider that
continuing the voyage would be dangerous to safety of ship or environment.
THIS MAY INCLUDE:
• Disease onboard
• Damage (collision/grounding/fire/heavy weather)
• Equipment failure (vessel not complying with SOLAS)
YOU SHOULD CONSIDER:
• Availability of salvors
• Distance to port and the condition of the vessel
WHAT TO DO ONCE YOU HAVE DECIDED
• INFORM OWNERS/CHARTERERS about condition of the vessel and the plan
• NOTE TIME AND EXACT POSITION of the vessel (for OLB)
• Begin a SEPARATE RECORD OF ADDITIONAL EXPENDITURE (for
GA/PA claim)
• Seek HEALTH AND ARRIVAL CLEARANCE for the port
• Have AGENT INFORM the Port, Pilot, Flag and Class Inspectors, P&I, DPA
• DECLARE and record GA/PA
• Cargo Shift
• Running out of food/water
• If the port has the necessary facilities
On Arrival
• Class, Flag and P&I will ASSESS VESSEL, CARGO AND ANY DAMAGE
• If necessary, CARGO CAN BE DISCHARGED OR TRAN-SHIPPED
• Once survey is completed, REPAIRS WILL BE CARRIED OUT as per
salvage/insurer/flag /class specification
• INSPECTION BY FLAG/CLASS after completion of repairs
• VOYAGE CAN BE SAFELY CONTINUED
SAFE RETURN TO PORT
• SOLAS 2010 amendment
• APPLIES TO ALL PASSENGER SHIPS BUILT AFTER 2010
• Due to the increasing size in passenger ships, it is now necessary to put in place
criteria to make sure successful evacuations can be conducted, allowing ample
time for such an operation
• It is a requirement THAT ALL SRtP VESSELS MUST BE ABLE TO
REACH A PORT OF REFUGE WITH ANY ONE SRTP
COMPARTMENT DAMAGED BY FLOODING OR FIRE, whilst
maintaining essential passenger services during this time. Should this not be
possible, systems must remain active to allow for a 3 HOUR PERIOD IN
ORDER TO CONDUCT AN ORDERLY EVACUATION
• This, in practice, means that EVERY SYSTEM ONBOARD MUST HAVE A
REDUNDANCY SYSTEM. This includes fuel lines, A/C, water and electricity
to every part of the vessel
• In the event of SRtP being activated, ‘SAFE ZONES’ around the vessel will be
designated that can provide the required temperature, number of working toilets,
food services and space assigned to each passenger.
• DRILLS will be conducted using SRtP ‘action cards’ to simulate the loss of a
space and how losing this space would affect the ship. ‘Operators’ will then go
around the ship and familiarise with what valves would be closed and what
equipment would be required. ANY PANEL WITH AN SRtP FUNCTION
MUST BE MARKED
ONBOARD
SHIP
OPERATIONS
CONTENTS
DRY DOCKING
UK LEGAL SYSTEM
HSSC
STATUTORY CERTIFICATES- ALL
SHIPS
STATUTORY CERTIFICATESCARGO,
PASSENGER AND
SPECIALIST SHIPS
HOW TO PREPARE FOR SURVEYS
MARPOL
ISM
COSWOP
RISK ASSESSMENT
MLC
HELICOPTER OPERATIONS
STCW
PORT STATE CONTROL/MOUs
UNCLOS
BALLAST WATER MANAGEMENT
ANTIFOULING
MASTER’S RESPONSIBILITY
DISCIPLINARIES
INSURANCE
DEMURRAGE AND DESPATCH
TAKING OVER AS CHIEF
ENGINEERING WATCH
STABILITY – DEFINITIONS
HYDROSTATICS
LOADLINES
ASSIGNING FREEBOARD
CORRECTING AN ANGLE OF
LOLL
DAMAGE STABILTY CRITERIA
DAMAGE STABILTY TYPES
SYNCHROUS AND
PARAMETRIC ROLLING
PASSENGER SHIPS
GZ CURVE/STATICAL
STABILITY CURVE/INTACT
STABILITY CURVE
INTACT STABILITY BOOKLET
INTACT CRITERIA
INCLINING EXPERIMENTS
BILGING
PRACTICAL STABILITY
PROBLEMS
WIND HEELING MOMENTS
BENDING MOMENTS AND
SHEAR FORCES
TAKING OVER AS CHIEF
When you get to the ship
• Check condition of vessel (stability, deck, gangway, cargo securing)
• Meet the Master
• Hand over appointment letter, COC, CDC and other certificates,
Article of agreement
• Meet outgoing Chief Officer
• Go through hand over notes
Things you need to check
• PLANNED MAINTENANCE SYSTEM- what is
outstanding?
• DECK DEPARTMENT- Stores, Equipment, (ORDERS?) meet
Bosun and guys
• LIFTING AND MOORING- Condition, outstanding
checks/repairs, Check Registers (CHAIN AND LIFTING)
• CARGO- CARGO SECURING MANUAL, Capacity plans,
stowage manual, Register of cargo handling and lifting appliances
• PASSAGE PLAN- Any issues with ports, as per ‘PASSAGE
PLANNING’ page
• STABILITY COMPUTER/LOADICATOR- How to use it,
certificates, BACK UP ARRANGEMENTS
• SURVEY RECORDS- Last survey, ARE ANY BOOKED? Do
I need to book any?
• LSA EQUIPMENT- Records of maintenance, status,
certificates
• SOPEP- Location of manual, arrangements, equipment
• DRYDOCK- Is there one coming up? WHAT IS PLANNED?
Where is the list of plans? Read the previous drydock report
• GARBAGE- RECORD BOOKS AND MANAGEMENT
PLAN
• RECORDS- MLC, Tanks, Risk Assessments, Permits to Work,
Drill frequency
General Familiarisation
• EMERGENCIES- MUSTER STATION & DUTIES, LSA AND
FFE PLANS
• SHIPS PARTICULARS- MANOEVRING CHARACTERISTICS
• CARGO PROCEDURES- Loading and Discharging Procedures, Piping
Diagrams, Ventilation
• BRIDGE- Equipment, Nav equipment, Emergency steering Procedures
• STANDING ORDERS- Master, Company
• SMS- Procedures
ENGINEERING WATCH
Requirements
CRITERIA FOR A SAFE WATCH
• Must ENSURE THE SAFE OPERATION OF ALL MACHINERY
AFFECTING THE SHIP
• Appropriate to the prevailing circumstances and conditions
• ADEQUATE SUPERVISION OF THE MACHINERY and any
SPECIAL MODES OF OPERATION
• With the observance of ALL REGULATIONS
• MAINTAIN THE NORMAL OPERATION OF THE SHIP
• The EOOW must be:
o Qualified
o Familiarised
o Experienced
o AWARE OF MARPOL
REGULATIONS
THAT APPLY
o Fit for duty
• Work during the watch should:
o Follow company procedures
o Be conducted with a safe amount of
MANNING
o Be conducted with correct PPE
o Respect hours of rest
o Be conducted with respect of SAFETY
PRECAUTIONS in place
o Be planned around a safe work schedule
UNMANNED MACHINERY SPACES
• Must be APPROVED BY CLASSIFICATION SOCIETY
• MAY NOT BE SUITABLE AT ALL TIMES- i.e. in fog or when
approaching a port
• Should be AGREED WHEN IT IS OPERATED WITH THE C/E AND
MASTER
• May be DISENGAGED AS NECESSARY IN CASE OF AN
EMERGENCY
• Alarms for engines fire and bilges to remain operational- MUST SOUND
WHERE ENGINEERS ARE AND ON THE BRIDGE
• Must be set procedures in place for an entry unto an engine room if in UMS
mode
• Cannot be left in UMS mode for more than 16 hours
• Rounds and logs required when in UMS mode
• PERMIT TO WORK should be completed prior to working in an engine
room in UMS mode
• Bridge must be AWARE OF ANYONE ENTERING/EXITING SPACE
ROLE OF THE CHIEF ENGINEER
• UPHOLD SMS
• Keep PMS UP TO DATE
• Maintain HOURS OF REST LOG
• Ensure class/flag SURVEYS ARE UP TO DATE
• Up-keep of Oil Record Book
• DAILY SOUNDINGS
• ENVIRONMENTAL COMPLIANCE
MASTER HAS
OVERRIDING
RESPONSIBILITY
FOR THE E/R
BUT IT IS
DELEGATED TO
THE CHIEF
ENGINEER
STABILITY – DEFINITIONS
BASICS OF HYDROSTATICS
• Displacement- weight of the water displaced by the ship, therefore
the weight of the ship. Calculated by Length x Breadth x draft x
density x Block coefficient
• Volume of displacement-The underwater volume (Calculated by
length x breadth x density x Block coefficient)- THIS IS THE
VOLUME OF BUOYANCY.
BUOYANCY
• B-The centre of the underwater volume.
• Buoyancy-The volume of the enclosed spaces under the waterline
• Reserve Buoyancy-The volume of enclosed watertight space above the
waterline (i.e. from the waterline to the bulkhead deck). THIS IS BEST
SHOWN AS A PERCENTAGE OF THE BUOYANCY.This is the
amount of water which would need to be displaced before the ship is
completely immersed. The greater the reserve buoyancy, the more flooding
of compartments the ship can withstand.
METACENTRE & GM
• Metacentre-The point of intersection of verticals of the action of buoyancy
force (i.e. the upward force) when a ship is heeled to small angles. AS THE
SHIP IS HEELED, B MOVES ACROSS AS THE AREA UNDER THE
WATER CHNAGES. THE POINT OF INTERSECTION WITH THE
CENTRELINE DOESN’T CHANGE FOR SMALL ANGLES
• KM-The height of the metacentre from the keel. To calculate KM, you need
KB and BM
• Metacentric Height (GM)-The distance between the metacentre and the
centre of gravity when the vessel is upright, ALONG THE CENTRELINE
DISPLACEMENTS
• Light Displacement-Weight of the hull, engines, spare parts and water in
the boilers and condensers to working level.
• Load Displacement-Weight of the hull and everything on board when at a
particular draft.
• Summer load displacement-Weight of the hull and everything onboard
when at summer draft.
DEADWEIGHTS
• Deadweight (DWT)-Weight of Cargo, Fuel, FW, Ballast, stores, crew,
passengers and effects (i.e. the difference between the load and light
displacements.)
• Summer Deadweight-The difference between the summer load
displacement and light displacement (i.e. the deadweight at summer
draft.)
STABILITY – DEFINITIONS
FWA and DWA
• Fresh Water Allowance- How much the vessel will sink by when
moving from RD 1025 to fresh water.
• Dock Water Allowance- How much the vessel will by when moving
from RD 1025 to a dock water
COEFFICIENTS
• Coefficient of Waterplane area (Cw)- The ratio between the actual
waterplane area and a rectangle with the same length and breadth (i.e. the ratio
between the area of the ship and a rectangle)
• LCF- The centre of the waterplane area, and therefore the pivot point through
which the vessel trims
• Block Coefficient (Cb)- The ratio between the underwater volume and a cuboid
of the same length and breadth
TPC & MCTC
• TPC-The amount of cargo in tonnes required to submerge the mean draft of the
ship by 1cm- Increases with density and draft- as Aw increases with draft
• MCTC- The amount moment (force x distance) required to change the trim by 1
cm
FREEBOARD
• Freeboard- Distance from the waterline to the freeboard deck. The greater the
freeboard, the more reserve buoyancy the ship will have and therefore will be able to
withstand more flooding in compartments.
• Deck Line- A line which marks on your bulkhead deck. This is the line which freeboard
is drawn down from, and therefore your loadlines are based from
• Tabular Freeboard- The freeboard taken from MSN 1752 schedule 5
• Basic Freeboard- The tabular freeboard once it has been corrected for B60 or B100
and after the Cb correction
• Statutory Freeboard/Assigned freeboard- The final freeboard marked on the side
of the ship, after all corrections have been applied
FSM
• Free surface effect – A loss of stability due to the movement of water/cargo in a slack
tank/hold when a vessel is inclined due to an external force FSE α 1/number of compartments2,
so 1 baffle will reduce FSM to 25%
IMPORTANT ANGLES
• Deck edge immersion- The angle of heel at which the freeboard deck is
underwater. The larger the freeboard, the larger the angle of deck edge immersion-
IN STABILITY BOOKLET
• Angle of vanishing stability- Angle where the GZ curve crosses the X-Axis. This
is the point of GZ=0, and is therefore the angle where there is no more positive
stability and the ship will not re-write itself- i.e. the point of no return)
As the cargo/liquid moves, the G of the
wedge which has moved will move. The G
of the entire cargo and therefore ship will
move towards this wedge, temporarily
affecting the GM
HYDROSTATICS
Calculating Displacement in FW/SW
1. Calculate approximate mean draft (AMD) – (Fwd + Aft/ 2)
2. Interpolate using AMD to get an LCF
3. Calculate TMD (True mean draft)- Aft Draft – (Trim x LCF/Length between
Perpendiculars)
4. Interpolate to get Displacement from hydrostatic tables
Calculating Displacement in DW
1. Calculate approximate mean draft (AMD) – (Fwd + Aft/ 2)
2. Interpolate using AMD to get an LCF
3. Calculate TMD (True mean draft)- Aft Draft – (Trim x LCF/Length between
Perpendiculars)
4. Interpolate for displacement in FW, as this will give you the volume of the ship
underwater
5. DW displacement= volume x DW density
Calculating Drafts in DW
1. Find volume in FW (divide displacement by DW density)
2. Use FW column and interpolate to get TMD
Forces Acting on a ship
• When upright, the downwards (gravity) and upwards (buoyancy) act
in the same plane
• When listed over, the forces act in 2 planes
• LIST- An angle of inclination WHERE G MOVES FROM THE
CENTRELINE of the ship (I.e. when lifting weights, cargo shift)
• HEEL- An angle of inclination caused by external forces WHERE G
DOES NOT MOVES FROM THE CENTRELINE (Wind, waves,
moorings, altering course, weather, tugs, thrusters, etc.)
• LOLL-An angle of inclination CAUSED BY A NEGATIVE GM.
M
G
B
K
Can you maintain even keel when moving from SW to DW?
• Draft changes, therefore waterplane area changes and LCF (the point about the which
the vessel trims) changes as well.
• Therefore, if a ship is even keel in SW, it won’t be even keel in DW with the same
distribution of weights
• To keep the vessel upright, you would need to cancel the trimming moment by moving
ballast from the forepeak to the aft peak or vice versa. THIS IS ALSO HOW YOU
WOULD WORK OUT HOW YOU NEEDED TO BALLAST WHEN
TRIMMING TO STOP POUNDING
1. Change of trim= trimming moments (weight x distance)/MCTC
2. Get MCTC in FW from hydrostatics and multiply by DW density
3. Work out distances between the two ballast tanks (forepeak and aft
peak) using LCGs
4. Rearrange formula for Weight, so change of trim x MCTC/distance =
weight- MAKE SURE TO CONVERT TRIM TO CM
5. This gives you weight required to move in order to bring ship to
even keel
LOADLINES
ALL LINES ARE
25MM THICK
AND THE
LOADLINE
APPLIES TO THE
BOTTOM OF
THE LINE
WNA ONLY FOR
V/LS UNDER
100M
• It is a criminal offence to be overloaded at any part of the voyage. The master and
shipowner are liable to a fine- £1000 for each complete cm submerged
• The loadline flips on the other side (so the PLIMSOLL LINE IS ALWAYS
AFT OF THE LOADLINES AND THE FW MARKS ARE ALWAYS IN
THE MIDDLE)
Passenger Ship Loadlines
• C1/P1- Draft in all seasons (so passenger
ships are exempt from loadline zones)
• F- Summer Draft + FWA- fresh water draft-
WATERLINE SHOULD NEVER
EXCEED THIS
• P2 & P3/ C2 & C3- Drafts in alternative
modes (i.e. different uses of passenger
spaces due to the subdivision requirementsso
if you load less cargo and more
passengers than normal you would load to 2
or 3) – ANY CONDITIONS WILL BE
NOTED ON THE LL CERTIFICATE
• Margin Line-A line drawn at least 76mm below the deck line which marks the
maximum permissible waterplane area which the ship can be at before she cannot
survive- i,e. if the line is submerged, the vessel will sink
IMPORTANT STABILITY FORMULAS
Dynamic Stability = Area under GZ curve x Displacement
ASSIGNING FREEBOARD (MSN 1752)
Why we assign freeboard
• STABILITY-You need sufficient stability for all possible loading conditions,
SUFFICIENT RESERVE BUOYANCY and a mean of STOPPING
WATER INGRESS and draining
• STRENGTH AND W/T INTEGRITY-Vessel needs to be strong enough for
loading conditions
• DECK SAFETY AND PROTECTION OF CREW- To allow crew to work
safely in bad weather
How we assign freeboard
• TABULAR FREEBOARD- Depending on whether the Vessel is Type A or B,
and its length between perpendiculars, you will get a value for freeboard from
the tables (SCHEDULE 5) of the MSN.
• Type A needs less freeboard due to its lower permeability.
• This value is the freeboard which would be assigned to a vessel of a particular
standard.
• IF THE VESSEL IS TYPE B AND QUALIFIES FOR THE 100% OR 60%
CORRECTION, APPLY THIS NOW
• Cb CORRECTION- The first correction applied is for Cb. The tables are
based on a Cb of 0.68. If a VESSEL HAS A GREATER CB (i.e. boxier) she
MUST HAVE MORE FREEBOARD.A larger Cb means more underwater
volume, so more reserve buoyancy is needed. This gives you your BASIC
FREEBOARD
Corrections (DD,SS,B)
• Depth Correction- Based on the ratio to your length. The tables are based on a
length/depth ratio of 15. If your L/D ratio is LESS THAN 15, YOU NEED
MORE FREEBOARD. This is because if a ship of the same depth but smaller L/D
flooded a compartment of the same size as a ship with a greater L/D ratio, she
would experience more sinkage and lose more buoyancy.
• Deck Line Correction- If you have a bend in your deck edge, you lose area and
therefore reserve buoyancy. Therefore, the BENDIER THE DECK STRAKES,
THE MORE FREEBOARD YOU NEED
• Superstructure Correction- The tables are based on no superstructure. As
enclosed superstructure provides reserve buoyancy, THE MORE
SUPERSTRUCTURE YOU HAVE, THE LESS FREEBOARD YOU NEED
• Sheer Correction- The tables are based on a normal sheer profile (how bendy
the decks are fore and aft). More sheer gives you more reserve buoyancy and less
water getting on the deck, therefore THE MORE SHEER YOU HAVE, THE
LESS FREEBOARD YOU NEED
• Bow Height Correction- If you have excessive sheer on the bow or a raised
foc’sle, you will have more reserve freeboard. Therefore, THE LARGER THE
BOW HEIGHT, THE LESS FREEBOARD YOU NEED
On Type B Ships, corrections are also applied for having timber hatch
covers and being under 100m
SHIP OWNERS WANT MINIMUM
FREEBOARD FOR MAXIMUM CARGO
CORRECTING AN ANGLE OF LOLL
Three things for FREE SURFACE EFFECT
• A liquid
• Space for it to move around in
• Movement of the liquid
An angle of Loll is caused by a negative GM.
It is the angle where equilibrium is met (i.e. the M has moved above G to provide
equilibrium- YOUR Aw HAS INCREASED AND THIS MEANS KM HAD
MOVED BY A FACTOR OF X3
THE GREATER THE AVAILABLE SPACE,
THE GREATER THE FREE SURFACE
MOMENTS CREATED
• It doesn’t matter if the tank is a pool (above G) or a Double bottom tank (below
G)- if the 3 things are the same, FSM will be the same.
• A REAL loss of GZ (righting lever) and temporary loss of GM
• Fluid GM accounts for FSM. The only time a ship won’t have FSM is when it is built
and has not liquids onboard. FSM only apply vertically
• This is reduced by longitudinal baffles or structures- one baffle will reduce the effect
to 25%
How to correct an angle of Loll
• ALWAYS ballast central tanks first
• Ballast low side, closest to the centreline
• Then work away from the centreline, one side
at a time, with the final tank being the high side
outer tank
• So, in this case the order would be C, D, B, E, A
• Angle of inclination will initially increase, as you are creating a list- so it will be
angle of Loll + Angle of list
• All stability (not just GM) will be reduced in this case.
• This is because the larger the list, the lower your residual dynamic stability- i.e.
what will bring you upright if an external force heels the ship
• Even when you ballast a centreline tank, your residual dynamic stability reduces.
• If you have excessive list and Loll, you may have no dynamic stability and sink
• The angle of Loll is dictated by the initial negative GM. The larger that value, the
larger the angle of Loll
As Chief Officer, you need to make sure the vessel sails with sufficient
positive GM and comply with loadline regulations. This must be
maintained throughout the entire voyage, including during loading and
discharging.
If you are ever unsure or think you have an angle of Loll, you should call
the Captain and external emergency response units like SERS.
DAMAGE STABILTY CRITERIA
ASSUMED DAMAGE
(How much of the longitudinal, transverse or vertical dimensions you
can lose before the ship cannot survive)
• Longitudinal Extent- 1/3 Length2/3 or 14.5m (whichever is less)
• Transverse Extent- Breadth/5 or 11.5m (whichever is less)
• Vertical Extent- From bottom shell plating upwards (without limit)
• Bottom Damage- Breadth/15 or 6m (whichever is less)
STABILITY AFTER FLOODING
• Final waterline must be below any opening through which progressive flooding could
occur
• Angle of list due to unsymmetrical flooding must not exceed 15° or 17° if the deck
edge is not immersed
• Final GM calculated using constant displacement should not be less than 0.05m when
upright
• Sufficient stability during flooding
• Ship should have adequate residual stability
DAMAGE STABILITY INFO
Should be permanently exhibited on the bridge (as a damage control plan) and as a
booklet which is readily available for the officers of the ship and show:
• The boundaries of all watertight compartments with their openings
• Means of closure (WTD doors) and positions of the controls
• Any arrangements for the correction of any list due to flooding
• Instructions for the operation of cross-flooding arrangements
• All other data which may be necessary to maintain stability after damage
THIS DOESN’T MEAN YOU WON’T SINK, BUT YOU
WILL BE ABLE TO EVACUATE IN AN ORDERLY
FASHION
THESE CRITERIA ARE THE SAME, REGARDLESS OF
TYPE
LIMITING KG CURVE
• 2 Areas, dangerous zone and safety zone
• You plot your KG against your mean draft in damage condition
• If its inside the safety zone, you’ll be ok, if on the line or above it you need to bring G
down or you’ll have no GM
DAMAGE STABILTY TYPES
TYPE A
(Vessels that only carry LIQUID cargoes, SMALL W/T
ACCESSES and OPENINGS, LOW PERMIABILITY of cargo,
HIGH DEGREE OF SUBDIVISION)
When loaded to summer marks, a type A ship must be capable
of:
• Less than 100m- According to flag state (but no set criteria)
• 100m to150m- Any one compartment other than the E/R
• 150m to 225m- Any two Fore and Aft adjacent compartments or the
E/R
• 225m+- Any two Fore and Aft adjacent compartments, one of which
could be the E/R
Uses the biggest possible non-cargo spaces designed to be
empty, for the biggest loss of buoyancy
PERMEABILITY 95%, except E/R which is 85%
TYPE B-60
(Opposite of Type A, ONLY A ONE COMPARTMENT SHIP)
When loaded to summer marks, a type B-60 ship must be capable
of:
• 100m to150m- Any one compartment other than the E/R
• 150m+- As above, or the E/R
TYPE B-100
(Essentially a Type A)
When loaded to summer marks, a type B-100 ship must be capable of:
• 100m to150m- Any two adjacent compartment, neither of which are the E/R
• 150m+- Any two adjacent compartment, one of which may be the E/R
SYNCHROUS AND PARAMETRIC ROLLING
Synchronous Rolling
• Natural period of the roll is the same as the apparent time period of the
waves (SWELL IS BEAM ON)
• Rolling period will increase with the angle of the roll
• Alter course 45° to break the cycle of the roll increasing, then alter GM
Parametric Rolling
• When sea is on the bow or on the quarters
• Roll combined with a pitch – inc. every time
• Very severe as cargo can shift or the torsions on the vessel can cause it
to break its back
• This is because there are 1-2 full cycles of the wave in the length of the
ship- Aw changes
• Either reduce speed or put waves somewhere between bow/quarter and
beam
PASSENGER SHIPS
Passenger Ship Intact Stability
• Same Intact stability criteria as other vessels
• Passenger ships have additional intact stability criteria
o ANGLE OF HEEL FOR PASSENGER
CROWDING SHOULD NOT EXCEED 10°
o ANGLE OF HEEL ON TURNING NOT TO
EXCEED 10°
Passenger Ship Damage Stability- MSN 1698
• Maximum Length of watertight compartments on a passenger ship
o A passenger ship is deemed to be lost when THE MARGIN
LINE IS SUBMERGED
o To stop this, passenger ships are sub-divided into compartments
depending on her length, draft, freeboard, and Cb
o The extent of the how much crew/passenger spaces are below
the margin line gives the Criterion of Service numeral
o This and the length of the ship gives the FACTOR OF
SUBDIVISION (which is 1/the number of compartments which
can be flooded for the vessel to sink to the margin line
o FLOODABLE LENGTH-Amount of ship that needs to
be flooded to sink the vessel to the margin line
o PERMISSIBLE LENGTH is the maximum length of any
watertight compartment in the vessel- determined by
Floodable length x Factor of Subdivision (i.e. Floodable
Length/Number of Compartments)
o A Passenger Ship’s Compartments are ½ the size of the
a cargo ship’s compartment
Passenger Ship Damage Criteria
• Margin Line SHOULD NOT BE SUBMERGED
• GM NOT LESS THAN 5cm
• RESIDUAL GZ 0.1m (allows for greater heeling moment)
• Range of Positive Stability NOT LESS THAN 15°
• Amount of LIST SHOULD NOT EXCEED 7° if 1
compartment is flooded OR 12° if 2 compartments are
flooded
• RESIDUAL DYNAMIC STABILITY NOT LESS THAN
0.015MR
• ALLOWANCES SHOULD BE MADE FOR
PASSENGER CROWDING AND LAUNCHING OF
LIFEBOATS
•GZ- Perpendicular distance from G to the vertical with the buoyancy force
•KN-The perpendicular distance from K to the vertical with the buoyancy force- I.e. it is GZ when
KG=0
•Range of Stability- range of which graph is positive
•Max Gz- Peak of the curve
•Angle of deck edge immersion- Point of contraflexure of curve
•Dynamical Stability- Area under the curve x Displacement, also the work done to incline the vessel from that
angle
•Statical Stability-The ability of the ship to bring itself back to equilibrium when floating in still water
STABILITY- GZ CURVE/STATICAL STABILITY CURVE/INTACT STABILITY CURVE
MOMENT OF
STATICAL STABILITY=
GZ X DISPLACEMENT
GZ CURVE/STATICAL STABILITY CURVE/INTACT STABILITY CURVE
•GZ- Perpendicular distance from G to the vertical with the buoyancy
force
•KN-The perpendicular distance from K to the vertical with the buoyancy
force- I.e. it is GZ when KG=0
•Range of Stability- range of which graph is positive
•Max Gz- Peak of the curve
•Angle of deck edge immersion- Point of contraflexure of curve
•Dynamical Stability- Area under the curve x Displacement, also the work done to
incline the vessel from that angle
•Statical Stability-The ability of the ship to bring itself back to equilibrium when
floating in still water
GM Decreased
•Range of Stability- Decrease
•Angle of vanishing stability- Decrease
•Max Gz- Decrease
•Angle of deck edge immersion- Same
•Dynamical Stability- Decrease
Zero GM- Initially Horizontal
•Range of Stability- Decrease
•Angle of vanishing stability- Same
•Max Gz- Decrease
•Angle of deck edge immersion- Same
•Dynamical Stability- Decrease
Negative GM- Initially negative then
crosses axis at angle of Loll
•Range of Stability- Decrease
•Angle of vanishing stability- Same
•Max Gz- Decrease
•Angle of deck edge immersion- Same
•Dynamical Stability- Decrease
Vessel listed- Heeling arm curve crosses
curve at angle of heel
•Range of Stability- Decrease
•Angle of vanishing stability- Decrease
•Max Gz- Same
•Angle of deck edge immersion- Decrease
•Dynamical Stability- Decrease
Increased Freeboard
•Range of Stability- Increase
•Angle of vanishing stability- Increase
•Max Gz- Increase
•Angle of deck edge immersion- Increase
•Dynamical Stability- Increase
Increased Beam
•Range of Stability- Similar (Increase)
•Angle of vanishing stability- Similar (Increase)
•Max Gz- Increase
•Angle of deck edge immersion- Decrease
•Dynamical Stability- Increase
Towards end of voyage
•Range of Stability- Same
•Angle of vanishing stability- Same
•Max Gz- Decrease
•Angle of deck edge immersion- Decrease
•Dynamical Stability- Decrease
Effect of loading timber on deck
•GM- Decrease
•Range of Stability- Increase
•Angle of vanishing stability- Increase
•Max Gz- Same
•Angle of deck edge immersion- Increase
•Dynamical Stability- Increase
How to do a GZ Curve
1. Using the lightship KG & VCG values for each tank, work out the average
location for KG- including adding free surface moments
2. Using this and KM (from the hydrostatic particulars) to work out GM
3. Using the KN tables, get your values for GZ at the angles in the table
4. Plot these on the graph
5. Draw a line from the origin to your GM at 57.3° (1 rad)- this is the tangent
you’ll start your curve from
6. Draw on the curve- pay particular attention to ΘDE for change in gradient
of curve and AVS for crossing the X-Axis
INTACT STABILITY BOOKLET
• Required under the Merchant Shipping (Loadline) Regs 1998
• Guidance available from the MCA
• Must be approved by class and complied by naval architects
• Must be readily available to all deck officers and in an emergency
Contents
• General Particulars
• Plans showing cargo spaces, storerooms and tanks
• Special Notes regarding the stability and loading of the ship
• Metric Conversions
• HYDROSTATIC PARTICULARS
• CAPACITIES AND CENTRES OF GRAVITY FOR CARGO
SPACES
• CAPACITIES AND CENTRES OF GRAVITY AND FSM OF
OIL/WATER TANKERS (Cargo Oil, Fuel Oil, Engine Room, Fresh
water and Ballast water)
• Notes on the use of Free Surface moments
• KN CURVES (CURVES OF STATICAL STABILITY)
• DEADWEIGHT SCALE
• List of conditions required
• Typical condition sheet
• STATICAL STABILITY CURVE FOR THAT CONDITION- I.E.
THE VESSEL’S GZ CURVE
• Simplified Stability Information- Deadweight Moment Curve and Table
and TYPICAL LOADING SHEET
• DAMAGE STABILITY
• Area under the curve from 0° to 30° must be no less
than 0.055 metre-radian (mr)
• Area under curve from 0° to X° no less than 0.09mr
• Area between 30° and X° no less than 0.03mr
• X° should be 40° or ΘDE
• The righting lever (GZ) shall be at least 0.2m at an
angle equal
• Maximum GZ should not occur at an angle less than
30°
• INITIAL GM should not be less than 0.15m. This is
reduced to 0.05m on vessels with a timber deck cargo
• WHILE YOU COULD SAIL WITH A GM OF 0.15m, YOU
WOULDN’T AS THE GM CANNOT GO BELOW THAT FIGURE.
INTACT CRITERIA
INCLINING EXPERIMENTS
Inclining Experiments are used to calculate:
• Lightship KG (Distance from the keel to the centre of Gravity)
• Lightship LCG (Longitudinal centre of Gravity)
• Lightship Displacement (Hull, machinery, spares and water in the boilers)
Inclining Experiments should be conducted:
On all vessels:
• When they’re built
• When an alteration which would
affect stability is made
On passenger vessels:
• When they’re built
• Once every 5 years (part of the PSSC)
• When displacement has altered by 2%
• When LCG has altered by 1% of LOA
Preparations and Precautions
• There should be no wind or the vessel should be head to wind
• Moorings should be slacked so that the vessel is clear of the quay and able to list
freely and gangways should be removed
• Drafts and density should be taken Fwd, Mid and Aft regularly to allow for the
calculations
• Vessel should be upright with minimal trim
• Make the ship as light as possible- remove as much unnecessary weight as possible
• Only those required should be onboard and they should remain on the centreline
when weights are shifted. Weights should be moved by hand or derrick.
• The amount of weight shifted should be enough to give the vessel a 4° list
• Free surface should be minimised- Boilers and tanks full or empty, dry bilges.
Tanks should be sounded to check and these soundings noted
• All cargo gear, LSA or loose weights should be secured in their sea-going condition
• Class should be aware to approve stability booklet and new condition on NAPA
• Insurance & class should be aware as displacement has changed
What is included in the lightship displacement?
• Boilers
• Stern tube
• Generators
• Air Compressors
• Hydraulic Oil Cooling
• Lube Oil Cooling
• Air conditioning
system
• FW cooling system
BILGING
• When you flood, the drafts will increase as the ship begins to sink
• You don’t gain weight-YOU LOSE BUOYANCY
• For this reason, buoyancy is the only factor taken into account when
determining freeboard of a ship
• KG, volume and displacement will not change, only KB
• In order to minimise the effect of flooding, a ship has a double
bottom to stop flooding of an entire section of the ship. This reduces
the amount of overall buoyancy lost. This also means any sinking is
bodily and does not adversely affect trim.
• Another method is splitting the ship into watertight compartments
transversely
• If too much of the buoyancy is lost due to a flood and there is not
percentage reserve buoyancy left to compensate, the ship will
completely sink
‘WHENEVER DISPLACEMENT
CHANGES’
PRACTICAL STABILITY PROBLEMS
Why do you take heavy weather ballast
• Unless heavy weather ballast tank is below G (i.e. a double bottom), IT WILL
NOT INCREASE GM
• Instead, it will INCREASE DISPLACEMENT
• As your GZ curve will not change and therefore the AREA UNDER THE
CURVE WILL REMAIN THE SAME
• As you calculate dynamic stability by multiplying the area under the curve by
displacement, you are INCREASING DYNAMIC STABILITY AND
THEREFORE INCREASING YOUR RESILIENCE TO THE WAVES
Loading between zones
• Use the loadline zone chart to know how far you will need to travel before entering that
zone
• You will consume stores and water on passage and will discharge sewage, meaning you
will increase freeboard.- account for this when sailing!!
• Reduce chance of ice accretion and keep vessel watertight
What do you do if you load and don’t have the expected drafts
• Check if you meet the DRAFT AND LOADLINE RESTRICTIONS FOR THE
PORT/PASSAGE
• It is probably down to an EXCESSIVE LOAD
• CROSS-CHECK YOUR WEIGHT DISTRIBUTION (STORES, BUNKERS
AND SOUND TANKS)
• IS IT DOWN TO DWA?
• MOVE A KNOWN WEIGHT (i.e. heeling tanks) THROUGH A KNOWN
DISTANCE (i.e. across from one tank to another) TAKE ANGLES OF HEEL
and USE THIS TO CALCULATE GM and therefore KG.
• COMPARE THE CALCULATED KG WITH THE MAXIMUM
PERMISSIBLE KG FOR THE VESSEL (from stability booklet). If your KG is less,
you comply and can sail- BUT WOULD TELL P&I and COMPANY
BENDING MOMENTS AND SHEAR FORCES
• Buoyancy acts equally upwards throughout the vessel
• When weights (which apply down) are unevenly spread, torsions are
created- MAKING SHEARING FORCES. These shearing forces
would break the vessel into parts
• Due to the construction of the ship, she doesn’t shear at the bulkheads
of each hold, and therefore experiences BENDING MOMENTS.
• Hogging (weights fore and aft with more buoyancy in centre)
• Sagging (Weights in the centre and more buoyancy fore and aft)
• You can create a CURVE OF SHEAR FORCES along the ship (force
experienced on the Y axis, distance from aft perpendicular on the XAxis)
showing the frames where the maximum force is experienced.
THIS IS WHERE THE DIRECTION OF LOADS CHANGES
DIRECTION.
• MAXIMUM BENDING MOMENTS OCCURS WHERE SHEAR
FORCE IS ZERO
• At sea, the most severe shear forces are encountered WHEN THE
VESSEL MEETS WAVES OF THE SAME WAVELENGTH AS
THE LOA, causing her to hog and sag with the crests and troughs of
the waves
WIND HEELING MOMENTS
TWO KINDS OF WIND HEELING REGS APPLY
• One by the MCA for container ships • One by the IMO for all other ships
IMO Regs
• Applies to ALL VESSELS over 24m long
• Steady wind of 504 Pa and Gusting wind of 756 Pa (1.5x) (26m/s)
MCA Regs
• Applies to CONTAINER VESSELS (HIGHER WINDAGE)
• Steady wind of 48.5kgf/m2 and Gusting wind of 72.8kgf/m2 (1.5x)- Slightly less
than IMO- FORCE 10
CRITERIA
• Angle of steady heel due to wind should not exceed 65% of the angle of deck
edge immersion
• Angle of Dynamic roll cannot exceed the angle of progressive down flooding
How does wind heeling work?
• The wind force applies at the CENTROID (geometric centre of the
side of the ship above the waterline)
• The wind heeling moment is the distance from half the draft to the
centroid x the wind force
• This can be plotted on a graph of moments against degrees (which uses
the moment of Statical stability
• Where this moment intersects the curve is your ANGLE OF
STEADY HEEL
• Use the force due to gusts to MAXIMUM WIND HEEL ANGLE
DUE TO GUSTS
• In gusts, the wind force will create waves and it is assumed that, due to
the waves, the ship will roll 15° either side of the angle of steady heel
• The area under the curve from your angle of steady heel to 15°
subtracted from that gives you an area S1 (energy required to move the
ship over to that angle by the waves)
• The area S2 is equal to S1 (if no energy is lost) and runs from the angle
of steady wind heel to the ANGLE OF DYNAMIC ROLL
DRY DOCKING
Critical Period- Time between the ship touching the first blocks (stern)
and landing overall
Critical Instant- The instant when the ship lands overall (P force is at
maximum and GM is at its lowest- GM must be positive and adequate.
Three Requirements for dry-docking:
• ADEQUATE, POSITIVE INITIAL GM – So that the reaction force to
touching the blocks doesn’t reduce the GM to negative when landing with loss
of GM and SO THAT THERE IS A RIGHTING LEVER SHOULD THE
VESSEL CAPSIZE
• VESSEL SHOULD BE UPRIGHT- Makes sure there is an equal point of
contact along the blocks and REDUCE THE CHANCE OF CAPSIZING
• SMALL STERN TRIM- A small trim will REDUCE THE P FORCE and
allow the VESSEL TO LAND OVERALL WITH A GRADUAL
INCREASE IN P FORCE. The STERN IS THE STRONGEST PART of
the vessel for initial landing. If you land overall and had no trim, if you had a
problem you would not know until you had capsized- this allows you to get out
Why is Dry-docking dangerous
• As the water is pumped out of the dock, the VESSEL LOSES STABILITY as the
WEIGHT OF THE VESSEL IS HELD ON THE BLOCKS AND NOT
THROUGH DISPLACEMENT OF WATER- I.E P FORCE INCREASES. THIS
MAY CAUSE A CAPSIZING MOMENT.
• As the P FORCE INCREASES, it is like a WEIGHT IS BEING DISCHARGED
from the vessel as you are LOSING DISPLACEMENT
• BECAUSE G WILL MOVE AWAY FROM THE DISCHARGED WEIGHT (I.E.
UPWARDS), GM WILL REDUCE
• When she reaches zero buoyancy (i.e. when the water has all been pumped out) SHE
MUST BE RESTING EVENLY ON THE BLOCKS OR SHE MAY CAPSIZE in
the dock.
• The SAME APPLIES WHEN LEAVING- this is why you want to have a stability
condition as close to the one you entered the dock with as possible
What to do if GM at the critical instant is
inadequate (i.e. lower G)
• Weights already within the ship may be lowered
• Weights may be LOADED BELOW THE CENTRE OF
GRAVITY of the ship
• Stow derricks, cranes and rigging in their stowed position
• PRESS UP SLACK TANKS or empty tanks above the centre of
Gravity to reduce free surface
• REDUCE TRIM AS THIS WILL REDUCE LOSS OF GM
• Transfer oil from deep tank or settling tank to a double bottom
P FORCE= WEIGHT TAKEN BY THE BLOCKS
DRY DOCKING
2 types of drydock:
• Graving Dock- Steps around the edge, fitted dock. WATER IS PUMPED OUT OF THE
DOCK
• Floating- WATER IS PUMPED OUT OF TANKS to make dock float
Checks and measures prior to leaving dry dock
What you need to drydock
• Dry Docking Plan- Where the blocks will go, specification of the workprovided
by the ship, WHAT SPARES YOU WILL NEED, CLASS AND
FLAG TO BE AWARE, SECURITY
• Docking Plan and Shell Expansion Plan- How you will make fast and get
in, the shape of the hull at each frame
• Location of transducers- So that the blocks don’t sit on the transducers
PRIOR TO GOING IN
• Pre-Drydock Meeting- Cover the scope of the work, safety in the yard,
watchkeeping arrangements, how power will be supplied and permits to work
• Stability Stuff- SOUND ALL THE TANKS AND KEEP A RECORD (as per
previous page)
• Security-Who will deal with security? What about shore workers?
• Manoeuvring- As you go in, you will lose thrusters and propulsion due to interaction,
so you will have to WALK THE SHIP IN
• SHORE POWER- As you take the blocks and have no water around you, YOU LOSE
SEAWATER COOLING. So, once confirmed on the blocks, you MUST CONNECT
TO SHORE POWER AND TURN OFF THE GENERATORS
Initial Inspection
• Divers will confirm ship is on blocks and in position
• Will be carried out by the Master, C/E, C/O, Dock safety manager and Class/Flag
• Check condition of hull, gratings, cathodic protection
• Check for oil leaks on thrusters, stabilisers, stern tube, etc.
• No barnacles on drains/intakes
• This should be carried out again when you leave
• All departments to confirm their repairs
are complete
• Check rudder plug and anodes are fitted
• Check for proper coating of paint (no
TBT paints)
• CHECK ALL DOUBLE BOTTOM
PLUGS HAVE BEEN RE-SECURED
(MAY HAVE BEEN VACUUM OR
LAB TESTED)
• Check all repaired overboard valves are
in place
• Stow deck gear (cranes, derricks etc.)
• PRESS UP SLACK TANKS TO
REMOVE FSM
• CHECK TRANSDUCERS HAVE
NOT BEEN PAINTED OVER,
FITTED AND COVERS REMOVED
• Anchor and cable secured and back
onboard
• Check for obstructions to propulsion
and rudders
• All external connections
removed (FW, shore power etc)
• Secure all movable items onboard and
advise crew to be vigilant
• Check soundings and compare to
values when the vessel entered the
dock
• Check stability condition- should have
positive GM and be close to condition
on entering
• If there is a change in stability, inform
the dock master
• Go through the checklist with masterthis
should be signed, as should
flooding certificate
UK LEGAL SYSTEM
1. Common Laws (Murder, Salvage, Towage, General Average)
• Laws which have become laws due to precedents set by judges and courts, no
specific laws
2. Parliament and Primary Legislation (Merchant Shipping Act1995)-
• Split into the House of Commons, House of Lords and the Queen.
• It takes time to debate and money to pass it through due to the time taken.
• Very difficult for any specialism as it is discussed by MPs and Lords who may be
lobbied and not understand the ramifications of the legislation.
3. Select Committees and Secondary Legislation (Statutory Instruments and By-laws-
REGULATIONS)-
• Much quicker to pass as they are generally bolted onto previous acts.
• Not debated by parliament, just rubber stamped if no one has an objection.
• Much quicker and less people are involved.
• Specialised individuals can become involved with ministers and select committees
to help pass SIs.
4. Notices to Mariners
• Statutory Instruments are issued to mariners as NTMs to summarise and explain
new legislation
• MSN (Maritime Safety Notices) MUST be adhered to by law (i.e. a new SI)
• MGN (Marine Guidance Notices) are GUIDANCE ONLY (they may be exceeded
by the standards in a company’s own procedures
• MIN (Marine Information Notices) are INFORMATION ONLY (they may give
changes to MCA services or advise on how laws are going to change- only last for
a year)
5. European Union
• Member states must comply
• European Court of Justice makes sure laws are followed by all member states
• European Parliament issues directives and regulations
• For instance, passenger ships apply an additional version of SOLAS from the EU
(98/18/EC)
MGN 35-WTDs
MGN 71- Drills, Muster Lists and Decision Support Systems
MGN 137- Lookout in Darkness
MGN 175- Implementation of the Merchant Navy Health and Safety at work
Regulations
MGN 308- Mooring Precautions
MGN 315- Safe Navigational Watch
MGN 324- Use of VHF and AIS
MGN 364- Rule 10 and Dover Strait TSS
MGN 369- Navigation in Restricted Visibility
MGN 379- Electronic Aids to Navigation
MGN 423- Entry into enclosed spaces
MGN 540- Fall Preventer Devices
MGN 560- Servicing and Testing of lifeboats
MGN 301- Manoeuvring information onboard ships
MSN 1856- Training requirements for deck officers
MSN 1868- Safe manning and watchkeeping
MSN 1751- HSSC
MSN 1752- Loadline Regs
MSN 1698- Passenger ship construction
HSSC- MSN 1751
• Harmonised System of Surveys And Certification (laid out in MSN 1751)
• Certificates are valid for 5 years (So if issued on 26th Sept 2019, it will be valid
until 25th Sept 2024)
• The date of issue is the anniversary date (in this case 26th Sept)
• Surveys must be conducted ±3 months of the anniversary date
The 7 Types of survey in the HSSC
• Initial Survey- To issue certificate (DETAILED AND THOROUGH)
• Annual Survey-On the anniversary of the Initial Survey (GENERAL look over the
equipment, related to the certificate)
• Intermediate Survey- In place of an annual survey (SPECIFIC items will be
looked at, related to the certificate)
• Periodic Survey- In place of an annual survey (ALL ITEMS will be looked at,
related to the certificate)
• Renewal Survey- To renew the certificate for another 5 years. Normally
conducted 3 months before the expiry up to the expiry date. If you exceed this, you
may get an extension if the MCA accept a positive report from the Master and Chief
Engineer about the necessary equipment. (Thorough and detailed)
• Additional Survey- Usually conducted AFTER MCA APPROVED REPAIRS,
modifications or alterations to check that repairs were as per MCA requirements
(materials, who did the work)
• Outside inspection of Ship’s Bottom- Must have 2 BOTTOM
INSPECTIONS IN 5 YEARS and the span between them CANNOT EXCEED
36 MONTHS. Usually done in dry dock, but ONE CAN BE REPLACED BY
AN UNDERWATER SURVEY, as long as the vessel is LESS THAN 15 YEARS
OLD and class allows. For PASSENGER SHIPS, there must be an
UNDERWATER INSPECTION ONCE A YEAR and there must be TWO
DRY-DOCKINGS IN 5 YEARS.
Alternative Compliance Scheme- MGN 568
• A scheme run by the MCA to reduce the number of certificates issued by Flag for some
ships
• In this scheme, only the ISSC, ISM certificates and MLC certificate are issued by Flag,
everything else is issued by class
• To be in this system, a ship MUST NOT HAVE BEEN DETAINED FOR 36 Months
and had 5 OR LESS DEFICIENCIES IN A PSC INSPECTION OVER THE LAST
YEAR. The ship must also be in an MCA APPROVED CLASSIFICATION
SOCIETY- RINA, DNV, LLLOYDS, BUREAU VERITAS, AMERICAN BUREAU
OF SHIPPING, CLASSNK. MUST ALSO PASS AN INITIAL MCA SURVEY
• Companies must always inform the MCA before a dry-dock and the MCA can still inspect
a ship at will
Enhanced Authorisation Scheme- MGN 561
• A scheme run by the MCA to provide either full or partial authorisation to
class- may eventually replace the ACS- NOT FOR PASSENGER SHIPS
• Must be LOW OR STANDARD RISK and run by an ELIGIBLE
SHIPPING COMPANY. MUST HAVE BEEN AN MCA SHIP FOR 6
MONTHS
• MCA will still conduct flag inspections at intervals based on the ship’s risk level
• ALL CERTIFICATES ARE NOW HANDLED BY CLASS
• MCA CAN STILL REVOKE CERTIFICATES AND ARE STILL THE
ONLY AUTHORITY ALLOWED TO ISSUE EXEMPTIONS
Name
Who issues
it? Length of Validity Types of Survey Attachments Convention or Code Remarks
Certificate of Registry MCA Life of Vessel N/A N/A
Merchant Shipping
Act 2002
Not proof of ownership,
64 shares on the back
International Tonnage
Certificate
Class
(under authority
of MCA)
Life of Vessel N/A N/A Tonnage Convention
International Loadline
Certificate Class 5 years
Initial, Annual and
Renewal
Conditions of Assignment- List of all watertight
openings, vents- anything which makes the ship
less integral in its reserve buoyancy
Load line
Convention
Freeboard has been assigned and
loadlines as per certificate are
marked on the v/l
International Safety
Management Certificate MCA 5 years
Initial, Annual,
Intermediate and Renewal
N/A ISM
Safe Manning Document MCA
Life of Vessel (if there
are no changes)
N/A Any Addendums SOLAS
International Ship Security
Certificate MCA 5 years Initial, Annual, Intermediate
and Renewal N/A ISPS On Pax ship, must be over
250 pax
Continuous Synopsis Record MCA Life of the vessel N/A Forms 1- Ship’s Particulars, Form 2-
Amendment Form&3- Record of Amendments SOLAS Ch.XI & ISPS Stays with the ship throughout its
lifetime, irrespective of owner
International Oil Pollution
Prevention Certificate Class 5 years
Initial, Annual,
Intermediate and Renewal
Form A (Not oil tankers)- Record of
construction and equipment MARPOL Annex I
Compliance with Record book,
manuals, condition of ship,
documentation and SOPEP
equipment
International Sewage
Pollution prevention
certificate
Class 5 years
Initial, Annual and
Renewal
Statement of Compliance for Sewage
Pollution Prevention MARPOL Annex IV
International Air Pollution
prevention certificate Class 5 years
Initial, Annual,
Intermediate and Renewal
Supplement- Record of construction and
equipment MARPOL Annex VI
Certificate of Insurance for
Liability Of Bunker Oil
Pollution Damage
MCA (P&I) 1 Year Annual N/A
International Convention
on Civil Liability for
Bunker Oil Damage
On Pax ships, must be
1000gt+
International Anti-fouling
Certificate Class 2 Years N/A Record of Antifoul systems
International Convention
on the control of harmful
anti-fouling systems on
ships
Must be 400gt+
Maritime Labour Certificate MCA 5 Years
Initial, Annual,
Intermediate and Renewal
Declaration of Maritime Labour
Compliance (must be attached)
Maritime Labour
Convention
Ballast Water Management
Statement of Compliance Class 5 years
Annual, Intermediate and
Renewal
N/A
Ballast Water
Convention
STATUTORY CERTIFICATES- ALL SHIPS
STATUTORY CERTIFICATES- CARGO, PASSENGER AND SPECIALIST SHIPS
Name Who issues it? Length of Validity Types of Survey Attachments Convention or Code Remarks
Cargo Safety Equipment
Certificate
MCA
(if not part of
EAS or ACS)
5 Years
Initial, Annual, Periodic
and Renewal
Form E- Record of Equipment (Details of
LSA, equivalent Arrangements, Nav
systems and equipment)
SOLAS Ch. II-2,
Ch.III & Ch.V
Compliance with SOLAS
regs on LSA, FFE, Nav
Cargo Safety
Construction Certificate
Class 5 Years
Initial, Annual,
Intermediate and
Renewal
N/A SOLAS Ch. II-1
Compliance with SOLAS
regs on construction
Cargo Safety Radio
Telephony
Class 5 Years
Initial, Periodic and
Renewal
Form R- Record of Equipment SOLAS Ch. IV
Compliance with SOLAS
regs on maintenance, log
keeping and correct
equipment for your sea
area
Certificate of Fitness for
carriage of Noxious Liquid
Substances in Bulk
Class 5 Years
Initial, Annual,
Intermediate, Renewal
Procedures and Arrangements
Manual- SMPEP
MARPOL Annex II
& IBC Code
Chemical Tankers only,
24m+
Passenger Ship Safety
Certificate
MCA 1 Year Initial and Renewal
Form P- Record of Equipment (LSA,
Radio, Nav Equipment)
SOLAS
Covers SAFCON, SAFEQ
and SAFRT certificates for
passenger ships
Approval of Counting and
Registration systems
MCA Lifetime of Vessel None (Part of PSSC) N/A
Merchant Shipping
(Counting And
Registration Of Persons
On Board Ships)
Regulations 1999
For A-Pass or Compass
Document of Compliance
(For DG)
MCA 5 years None
Schedule 1 (what types of DG it can
carry) and Schedule 2 (Provisions for
this)
IMDG code/SOLAS See MGN 36
Oil Pollution Prevention
Certificate (Tanker Type)
Class 5 Years
Initial, Annual,
Intermediate, Renewal
Form B (oil tankers)- Record of
construction and equipment
MARPOL Annex I
Compliance with Record book,
manuals, condition of ship,
documentation and SOPEP
equipment
Certificate of Insurance
for Liability of Oil
Pollution Damage
MCA 1 Year N/A N/A MARPOL Annex I
Must carry more than 20,000t
of Persistent oil cargo, CLC69
and Fund 92
Certificate of Class Class 5 Years
Initial, Annual,
Intermediate and Renewal
N/A N/A
Classification of the vessel,
compliance with class rules
and hull inspections
International Ship
Sanitation Certificate
MCA/ PSC 6 Months Renewal Attachment Evidence Report Form
World Health
Organisation
Inspected by shoreside
government officials,
Exemption certificate is
issued if there are no
reports of infestations
HOW TO PREPARE FOR SURVEYS
SAFCON
• Required on all ships over 500GRT- NO ATTACHMENT
• Structure-WTDs, Stern Tube, Shell Doors
• Means of manoeuvring- Propulsion, thrusters, boilers, steering gear, switchboard, UMS
• Equipment- Anchors, IG systems, Mooring equipment, bilge pumps
• UNDERWATER SURVEY!!!
• May also do a separate survey of the steel is high-tensile steel has been used
SAFRT-ALWAYS PERIODIC SURVEYS!!!
• Do you have the correct radio equipment for the sea areas you are operating in
(limitations will be on the certificate)
• Equipment (All GMDSS equipment- does it work)
• Record keeping (Is the GMDSS log being kept as per requirements and is everything
being logged)
• Maintenance (is the equipment being maintained as per the GMDSS regs?)
• FORM R- List of Equipment (what you have, what it is, quantities)
HOW TO PREPARE FOR A SURVEY
• INVITE the surveyor
• Check the ATTACHMENT to the certificate- this is what they will
want to inspect
• Prepare the certificate for them and the RELEVANT
DOCUMENTS
• Conduct a PHYSICAL EXAMINATION as per their checklists or
company’s SMS procedures
• If they are happy, they WILL ISSUE THE
CERTIFICATE/endorsement
• If not, they will issue an OBSERVATION, NON-CONFORMANCE
OR MAJOR NON-CONFORMANCE (may still issue a certificate if
its not major)
• May then give you a CORRECTIVE ACTION PLAN (class
approved) for any non-conformances
Loadline
• Making sure you have sufficient reserve buoyancy and the vessel is
integral to that deck
• Intact stability- Do you meet the criteria? Is your stab. Booklet
sufficient? When was your last lightship survey?
• Loadlines- Are they marked on and visible? Are they correct?
• Means of access- Gangways (handrails, etc.), walkways
• Timber- Look at timber loadlines and securing methods for timber
loadlines
• Loading computer- Test against test condition
• Watertight Opening- Shell Doors, hatches covers sounding pipes,
vents, overboard valves, deadlights
• Freeing Ports- scuppers, rate of clearing the deck, are there sufficient
numbers of them
• CONDITION OF ASSIGNMENT – ATTACHMENT TO
CERTIFICATE-WATERTIGHT OPENINGS
HOW TO PREPARE FOR SURVEYS cont.
IOPPC
• Checking for compliance with MARPOL Annex I
• Checking against Form A & Form B- List of equipment (ODMCS & OWS)
• Checking the equipment is type approved and fit for purpose (no bypasses, test whether
its product is compliant with MARPOL and alarms/auto shutdowns work)
• SOPEP equipment, procedures and manual
• Record keeping (Record books part I & II)
IAPPC
• Checking for compliance with MARPOL Annex VI
• Engines- Is it Tier I or Tier II? What does it produce (NOX & SOX)? What is the efficiency
(dealt with in separate Engine IAPPC- issued for each engine)
• Methods of dealing with O-Zone depleting substances- especially on reefers and any system
used for fire fighting with HCFCs
• Incinerators- Does it comply with IMO circular on incinerator standards? Type-approval
certificate
• Scrubbers- Are they approved? Standards of effluent etc.
• Record keeping- Has the ship been sending its efficiency figures ashore? Energy efficiency index,
SHIP’S ENERGY EFFICIENCY MANAGEMENT PLAN (SEEMP)
• RECORD OF CONSTRUCTION & EQUIPMENT- Attachment to the certificate,
list of equipment to ensure compliance (i.e. scrubbers, engines)
ISPPC
• Checking for compliance with MARPOL Annex IV- Is the procedure for dealing with
sewage sufficient?
• Sewage Treatment Plant- Is it type-approved, operating correctly and not modified- Is the
effluent produced within MARPOL and IMO standards
• Holding Tanks- Are they sufficient, well maintained, only used for sewage (no crosscontamination)
• STATEMENT OF COMPLIANCE FOR SEWAGE POLLUTION PREVENTIONAttachment
to the certificate, list of equipment to ensure compliance (i.e.
MBRs, Tridents, Tanks)
SMC
• Interim SMC is issued for 6 months and then re-surveyed for a full
certificate
• Checking compliance with company DOC and vessel’s SMS. NEED TO
COMPLY WITH ISM
• Checking DUTIES, PROCEDURES, RELEVANT DOCUMENTS- AN
EXTERNAL ISM AUDIT!!!
• If a major non-conformance is found, they will withdraw the SMC AND
DOC
SAFEQ
• LSA- Compliance with LSA Code (small gear and checks)- SOLAS TRAINING
MANUAL
• FFE- Is the gear working and in place (fire pumps giving two jets, FSDs closing,
Section valves on sprinklers, etc.)
• Nav- Is the ship in compliance with SOLAS carriage requirements? Is the equipment
functioning as expected and updated?
• Maintenance- Is there a record of maintenance and is being carried out correctly?
(PMS)
• FORM E- RECORD OF EQUIPMENT (DETAILS OF LSA AND
EQUIVALENTS, NAV SYSTEMS AND FFE)
HOW TO PREPARE FOR SURVEYS cont.
MLC
• Looking for compliance with MLC
• Minimum requirements- Does everyone onboard meet the minimum
requirements (age, qualification). Is the manning level as per the SMD
• Medicals- Does everyone have a valid medical carried out by an approved doctor?
• SEA contracts- Does everyone onboard have a valid SEA contract? Is it being
upheld?- Are they being paid correctly, etc.
• Living conditions- Are the living conditions as per the last audit and what is
agreed? Do they meet the minimum requirements for food, size of cabins, available
facilities
• Hours of rest- Are hours of rest being upheld? Are any contraventions justified?
RECORDS OF HOURS OF REST WILL BE CHECKED
• Complaints Procedure- Is there an adequate complaints procedure and are
complaints investigated by the company?
• Health and Safety- Compliance with COSWOP, availability of medical facilities and
ashore
• DECLARATION OF MARITIME LABOUR COMPLIANCE PARTS I &
II- Attachments to the certificate, show the flag state requirements of
the regulations and how the ship complies with it
• The certificate, Declaration of MLC and two copies of the most recent report
must be kept onboard
Survey rules
• Most certificates will be issued as part of the harmonised
system of certification
• In this case, the survey must be undertaken in a window of 3
months before or 3 months after the date of the initial survey
• For a survey of renewal, the survey must be completed in a
window 3 months before the expiry date
• This can only be extended past the expiry date should the
vessel get an exemption from flag state (i.e. when you’re deep
sea for a long period or there is an issue with getting a
surveyor in)
• When organising a survey, taking the survey early or late does
not change the date of the next survey
• When it comes to the renewal survey, taking the survey early
will change the date of the expiry for the new certificate as an
entirely new and separate certificate is being issued
ISSC
• Looking for compliance with ISPS
• Ship security plan- Is it still valid? Are any changes required?
• Security Equipment- Check the condition, maintenance and operation of any equipment
necessary in the SSP- Test the SSAS
• Duties- Are those holding security related duties adequately qualified to hold them? Is
the SSO effective and do they have good communication links with the shoreside CSO?
• Record Keeping- Is there sufficient records of visitors, maintenance of security
equipment and declarations of security
• Drills- Is there proof of regular drills and exercises being conducted?
3 Objectives of MARPOL (EMI)
Eliminate pollution of the sea by oil, chemicals and other harmful substances which
may be discharged
Minimise amount of oil which could be released accidentally in collisions or stranding
Improve further the prevention and control of marine pollution from ships
Annex I- Oil in bulk
Discharge from machinery spaces:
• Vessel must be en-route
• Discharge does not exceed 15ppm without dilution
• Been through an Oily Water Separator (10,000GRT+ must have alarm and auto
shutdown and 3 way valve- not required in a special area)
Tankers discharging cargo washings:
• En-route
• Not in an annex I special area
• 50’ from the nearest land
• Instantaneous rate of discharge not more than 30L/mile
• Discharge must not be more than 1/30,000 of the cargo that has just been washed
• Must have an oil discharge monitoring and control system (OCDMS) and slop tanks
ALL IN THE OIL RECORD BOOK PART I & 2 and IOPPC is issued
Annex II- Noxious Liquid Substances in bulk
• No special areas other than the Antarctic
Cargo Categories
• X- Presents a major hazard to human health or marine resources (No discharge and tank
must be washed until weight of cargo left is 0.1% before vessel can go to sea)
• Y- Presents a hazard to human health or marine resources (Discharge allowed with strict
limits)
• Z- Presents a minor hazard to human health or marine resources (Less strict discharge
limits)
• OS- Other substances which present no hazard (no restriction on discharge)
Discharge Requirements
• En-route, over 7 Knots
• Cannot be a Category Z cargo
• Below waterline and cannot exceed maximum designed rate
• Must be 12 miles from land and in more than 25m depth of water
• Must go in Cargo Record book- ESPECIALLY IF A POLLUTANT!!
Annex III- Harmful substances carried in packaged form
IMDG Cargoes. Never throw it over the side in an emergency, instead use the EMS- Must
report if it goes over
Annex IV- Sewage
Only special area is the Baltic- not enforced
Every ship must have one of the following:
• Sewage treatment approved by the flag state
• A sewage communiting and disinfection facility, approved by the flag state
• Appropriate holding tanks
• Communited and disinfected sewage can be discharged at 3’
• Untreated sewage can be discharged at 12’
• Sewage in tanks cannot be discharged instantaneously-
• Must be discharged at a moderate rate, en-route at more than 4kts, must
not contain visible solids or discolour the surrounding water
MARPOL
MARPOL (cont.)
Annex VI- Air Pollution
• Currently, Sulfur content in fuel cannot exceed 3.5% by mass (not in an ECA) and
this is set to be reduced to 0.5% by 2020
• There are 2 ECAs- North Western Europe and America and the Caribbean
• In an SECA, sulfur content of fuel must not exceed 0.1% or the exhaust gas should
be sufficiently scrubbed
• In an ECA (NOx), engines must be sufficiently designed to prevent emissions-
Tiers 1, 2 & 3. You may also have SCRUBBERS fitted. A NOx Technical file will have
a record of any alterations made to the engine and any replacement parts must be
a NOx component
• Ozone depleting substances- Refrigerants should not be discharged into the
atmosphere
• Local restrictions while inside ports (such as European directives) may have
different requirements but are not part of MARPOL
• Any Incinerators must be type-approved
• A Shipboard energy efficiency management (SEEMP) will be issued for the ship, as
will an energy efficiency design index and a FUEL EFFICIENCY CERT.
• FUEL CONSUMPTION MUST NOW BE SENT ASHORE AS PART OF
ANNEX VI (NAV-INSIGHT)
Annex V- Garbage
• Garbage Record Book is required
(Date, time, position; description
and amount of garbage overboard;
any accidental losses or discharges)
and the vessel must operate to a
Garbage Management plan (written
in the language of the crew and
specific to the ship)
• Food Waste may be discharged if it
is communited/ground when vessel
is en-route and 3’ from land (12’ for
special areas)
• Cargo Residues (those left in tanks
after unloading or on deck and not
covered by other annexes) or wash
water containing cargo may be
discharged if en-route, not in a
special area and 12’ from land. Wash
water may be discharged in a special
area if there is nothing harmful in it
and the ports of arrival and
departure are in the same area
• Animal Carcasses carried as cargo
onboard which have either died or
been euthanised may be discharged
as long as the ship is en-route, not
in a special area and as far from land
as possible
Only Nice People Send Garbage Ashore
The other 6 categories
of cargo MUST NOT
BE DISCHARGED
E-WASTE IS A
HOT TOPIC!!
ISM- From SOLAS CH.9
Functional Requirements of an SMS (SOCREM):
• SAFETY and Environmental Protection Policy
• Instruction and Procedures to ensure the safe OPERATION of
ships and protection of the environment in accordance with
international and flag state regulations
• Ensure there are defined levels of authority and
COMMUNICATION both onboard and ashore
• Provisions for accident and non-conformity REPORTING
• Procedures to prepare for and respond to EMERGENCIES
• Procedures for internal AUDITS AND MANAGEMENT reviews
Objectives:
• To ensure safety at sea and the prevention of injury/loss of life
• Avoid damage to the marine environment and property
• Provide for safe practices in operations and a safe working environment
• Establish safe guards against all risks to ships, personnel and the environment
• Continuously improve safety management of personnel ashore
Required Certification
• Document of compliance- Company’s SMS meets ISM requirements lasts or 5 years,
surveyed annually. Applies to particular ship types
• Safety Management Certificate- Ship is following company’s SMS as per audit every 2-
3 years, valid for 5 years. Applies to 1 ship.
Sections of an SMS:
•General
•Safety and environmental policy
•Designated person (DP)
•Resources and personnel
•Master’s responsibilities and authority
•Company’s responsibility and authority
•Operational procedures
•Emergency procedures
•Reporting of accidents
•Maintenance and records
•Documentation
•Review and evaluation
The Master must:
• Be qualified
• Be fully conversant with ISM and the vessel’s
SMS
• Have the overriding responsibility for the vessel
• Implement SMS, issue appropriate orders,
motivate and observe crew, Provide feedback on
the SMS
DPA:
• Appointed by the company to provide ship/shore
safety link
• Must have direct access to the highest levels of
management
Audits:
• Internal: Shore based staff, every 12 months and within 3 months of a flag state audit
• External: Finds non-conformances with your SMS and gives appropriate corrective
actions, reissue SMC
• OBSERVATION: Statement of fact made during an audit with objective
evidence- Should be fixed but not noted or time limited
• NON-CONFORMITY: Observed situation where objective evidence
indicates the non-fulfilment of a specified requirement- needs to be fixed
and generally with a time limit
• MAJOR NON-CONFORMITY: A Deviation which poses a serious
threat to safety of personnel/ship or risk to the environment which requires
immediate corrective action- wouldn’t need to inform class in an internal
audit
COSWOP
• Enacted as guidance to the Merchant Navy Health and Safety at Work Regulations
1997 and the ISM Code
• Split into 33 Chapters
• Last updated in 2018, hard copies and an electronic copy should be kept onboard
(MGN 560)
IMPORTANT CHAPTERS AND CONTENTS
• Chapter 1- Managing Occupational Health and Safety (RISK
ASSESSMENTS!!!!-
• Name/Type of Hazard (something that could cause harm)
• Severity of hazard (H,M,L)
• Risk Level (Likely, Unlikely, etc.)
• Applicable Control measures (PPE, prevent access to hazard, less
risky option)
• TRAINING, SUPERVISION, CONTROL MEASURE/PPE
• 4 Types: General (SMS), Task Based (Specific), Toolbox Talk, Personal
(dynamic)
• Chapter 2- Safety Induction (Guided safety tour, Tiers 1 and 2, etc.)
• Chapter 4- Emergency Drills (Muster lists, emergency cards, MOB and
fire drill best practices, A drill once a week but every crew member once
a month (basically the contents of MGN 71))
• Chapter 6- Security on board (backs up regulations in ISPS)
• Chapter 8- PPE (Best PPE to use for each task)
• Chapter 11- Safe Movement on ship (WTDs- MGN 35 & Classes of
door, lighting, stairways, ladders)
• Chapter 13- Safety Officials (Duties of a Safety Officer: Make sure there
is compliance with COSWOP, initiate and develop safety measures
before an accident occurs, promote safety onboard, Investigate accidents,
Carry out safety inspections, Keep a record of accidents, Stop dangerous
work)
• Chapter 14- Permit to work System (Contains location, work to be
done, time of work and permit expiry, who is in charge of the work, who
has signed it off, checklists-Should be outside)
• Chapter 15- Entry into enclosed spaces (A space has limited openings
for entry and exit, inadequate ventilation, not designed for continuous
human habitation, Precautions, how to test the atmosphere, preparation
for emergencies, MGN 423)
• Chapter 17-Working at Height (Working at height= Working in a
location where there is a risk of falling- MGN 410)
• Chapter 22- Boarding Arrangements (Pilot ladders, gangways)
• Chapter 26- Anchoring, Mooring and Towing (MGN 308)
• Chapter 27- RoRo Ferries
• Chapter 28- Dry Cargo
• Chapter 29-Tankers and other bulk liquid cargoes
• Chapter 31- Offshore Vessels
RISK ASSESSMENTS
COSWOP CH.1
• Employers have a responsibility to keep their workers safe- one way to do this
is by risk assessment
• Chapter 1 cover safety cultures, good management and planning- but most
importantly RISK AWARENESS AND RISK ASSESSMENT
RISK
• The likelihood that harm or damage may occur
• The potential severity of the harm or damage
HAZARD
• Something which could cause harm/ cause damage
An effective risk assessment:
• Correctly and accurately identify all hazards;
• Identify who may be harmed and how
• Determine the likelihood of harm arising
• Quantify the severity of the harm
• Identify and disregard inconsequential risks
• Record the significant findings
• Provide the basis for implementing or improving control measures
• Provide a basis for regular review and updating
The 4 Types of Risk Assessment
• General (SMS) • Toolbox Talk • Task Based (Specific) • Personal (dynamic)
5 Steps of Risk Assessment (Annex II to Ch.1)
1. IDENTIFY THE HAZARDS (every way someone could be harmed, ask for advice
from those conducting the work or P&I if necessary- RISK SEVERITY (H,M, L))
2. DECIDE WHO MIGHT BE HARMED AND HOW (For each hazard, and what type
of injury may occur due to the hazard)
3. EVALUATE THE RISKS AND DECIDE ON PRECAUTIONS (HOW LIKELY IS
IT TO OCCUR? Have to do everything ‘REASONABLY PRACTICABLE’ to protect
people from harm. Firstly, can you get rid of the harm, then if not, how can you control it
with CONTROL MEASURES- PPE, PREVENT ACCESS OR A LESS RISKY
OPTION?)
4. RECORD YOUR FINDINGS AND IMPLEMENT THEM (Talking about the results
of you risk assessment with staff)
5. REVIEW YOUR RISK ASSESSMENT AND UPDATE IF NECESSARY (As new
equipment or procedures are introduced, you will need to review what you are doing.
Have those tasked with the work made any suggestions?)
TRAINING, THEN
SUPERVISION, THEN A
CONTROL MEASURE AND
FINALLY PPE
MUST HAVE ONE FOR
EVERY ACTIVITY
ONBOARD
MLC
• Introduced in the UK 2014
• Created by the ILO to bring together various maritime employment legislation
into a single convention
• Applies to all vessels, including those not in a flag state which has signed up but
visiting a port in a country which has.
Chapters of MLC
• Title 1- Minimum Requirements for seafarers to work on a ship (Age 16, Medical
Certificates are required for all seafarers, Must be trained and properly qualified
for the duty onboard and regulations on employment and agencies)
• Title 2- Conditions of Employment (Seafarers Employment Agreement must detail
pay, length of contract, working hours, overtime rate, leave entitlement, details for
repatriation, details for professional development)- IF A SEAFARER JOINS
WITHOUT A SEA, THE COMPANY MUST SEND ONE TO BE SIGNED OR
PRINT IT
• Title 3- Accommodation, Recreational Facilities, Food and Catering (Details
standards, amounts to be spent on food per person and what needs to be included
in diets onboard, minimum living space in cabins etc.)- MGN 525
• Title 4- Health protection, medical care, welfare and social security protection
(Allows seafarers to get decent onboard health protection and dental work
ashore, the right to visit qualified doctors ashore/have one on board; rights for risk
assessments and steps to be provided to minimise workplace accidents and a
system for reporting accidents)
• Title 5- Compliance and enforcement (Flag/Port State can remove a ship’s
Maritime Labour Certificate if seafarer living/working conditions are breached,
seafarers can complain (either to a manager onboard (with an internal complaints
procedure) or if ashore to a surveyor) if MLC is not being followed
Hours of Rest (MSN1842 & MGN473)
Under 18s
• Must have 12 hours rest in any 24
hour period
• 2 days off in a 7 day period
• After every 4.5 hours, they must
have a 30 minute break
• Can only work night hours if it is
for training (9 hours between 21-5)
Over 18s
• Must have 10 hours rest in any 24
hour period
• 77 hours rest in a week
• Must have 2 blocks of rest, with the
largest block not being less than 6
hours long
Required Certification
• Maritime Labour Certificate
• Document of Compliance Part 1- What will be surveyed (topics for survey) &
reference any ship–type specific requirements
• Document of Compliance Part 2- Completed by ship owner and approved by the
surveyor, detailing procedures for ongoing compliance with MLC.
When can you break your rest hours? (MGN 556)
• Exceptions are allowed with approval by the MCA, or IN AN EMERGENCY
• Ten hours of rest can be split into 3 periods (one not less than 6 and others
minimum of 1 hour
• Can only happen for 2 24 hour periods in a week, and gaps between the rest
cannot be more than 14 hours.
HELICOPTER OPERATIONS
Each ship should have a copy of ICS Guide to Helicopter Operations and it’s own
Helicopter Operations Plan.
There are 3 Types of HELIOPS:
• Operations between a shipping company and a helicopter operator
• Operations between a shipping company and a local organisations such as a
pilotage authority
• Emergency/Rescue Operations
If there is not a dedicated landing area on the vessel, then one must be created as per
the specification detailed in Chapter 4 of the guide to helicopter operations,
dependent on whether landing or winching will be undertaken- A RISK ASSESSMENT
SHOULD BE CONDUCTED
Prep in the build-up
• All FOD must be cleared from the decks, scuppers cleared and fire parties prepared.
• The bridge manning should be increased, everyone made aware to stay clear of the
open decks and not to interfere with operations.
• The master must agree with the pilot of the helicopter the plan for the operation
and assign a Deck Party Officer to organise the operation.
• All relevant parties should be briefed by master and deck party officer on the plan
for the operation
• Communications will be maintained on VHF Ch.06.
• Fire teams will muster in case of an emergency. Due to the nature of the fire one
team will be mustered with foam while another is the ‘snatch team’ who will use
water wall protection to retrieve the casualties from any wreckage.
The Highline Technique (MGN 161)
• For use when it is not possible to winch directly
over a vessel’s deck (i.e. due to weather)
• Hi-line heaving-in line is used to pull the winch
hook to the vessel’s deck
• It is connected with a weak link
• IT SHOULD NEVER BE UNDER TENSION AND
NEVER SECURED TO THE DECK
• The static line must make contact with the vessel
BEFORE ANY OF THE SHIP’S CREW TOUCH
THE HI-LINE
• As the casualty/winchman is hoisted off, pay out
on the hi-line
• If the transfer requires more than one hoist then
the crew should continue to hold the hi-line
STCW- STANDARDS OF TRAINING AND CERTIFICATION FOR WATCHKEEPERS
• Split into 2: Convention (requirements) and Code (Guidance)
• Last updated in 2011 with the Manila Amendments (more BRM, re-certification
of BTFS, etc.)
Convention
• Chapter 1- General Provisions (Requirements for COCs, Medicals, Quality,
training and assessment)
• Chapter 2- Masters and Deck Officers (Age, Sea time, Minimum Certification)
• Chapter 3- Engineers
• Chapter 4- Radio Operators (Requirements to have GMDSS)
• Chapter 5- Special Training Requirements for Personnel on different ship types
(Pax Ships- Crowd/Crisis Management)
• Chapter 6- Emergency, Occupational Safety, Security, Medical Care and Survival
Functions (BTFS for everyone, PSC&RB, AFF, MFA, SECO, Security Training for all)
• Chapter 7- Alternative Certification (Requirements for it not to de-skill seafarers
or reduce safety)
Code
• Chapter 1- Standards regarding (SR) General Provisions (Mock COC, what must be
examined in a medical- eyesight etc.)
• Chapter 2- SR the Master and Deck Officers (What is required to be taught in an
approved training program, provisions for onboard training)
• Chapter 3- SR Engineers
• Chapter 4- SR Radio Operators (Standards for a GMDSS course and how it should be
assessed)
• Chapter 5- SR Special Training Requirements for Personnel on different ship types
(Requirements for specialist courses)
• Chapter 6-SR Emergency, Safety and Security
• Chapter 7- SR Alternative Certification
• Chapter 8- Standards Regarding Watchkeeping (Rest periods, Watch Schedules, sobriety
requirements, Voyage planning and deviation from the plan, roles and responsibilities,
principles of sharing info etc. Use of lookouts at night (MGN 137), watch arrangements,
Taking over the watch (BPG), Guidance for radio watches and in-port watches
Required Certificates for crew members
• Medical First Aid
• Advanced Firefighting
• Proficiency in Survival
Craft and Rescue Boats
• Efficient Deck Hand
• Basic ECDIS & Type
Specific ECDIS
• NAEST-O
• HELM-O
• Watchkeeping Certificate
• Certificate of
Competency
• GMDSS GOC
• Medical
• Fire Prevention
• Personal Survival
Techniques
• Personal Safety and Social
Responsibilities
• Elementary First Aid
• Security Awareness
• SEA contract
• Joining Letter
• Discharge Book
• Passport
PORT STATE CONTROL/MOUs (MSN 1832)
3 POWERS OF PORT STATE CONTROL
• IMPROVEMENT NOTICE (21 days to fix whatever the issue is)
• PROHIBITION NOTICE (Immediate requirement to fix the issue)
• DETENTION (Cannot sail until approved to by the MCA)
Types of Inspections by PSC
• INITIAL (Basic inspection of the vessel TO CONFIRM IT IS MAINTAINED AND
OPERATED TO INTERNATIONAL STANDARDS)
• MORE DETAILED (An inspection carried out following an initial inspection,
although CLEAR GROUNDS have been uncovered to have a detailed inspection)
• EXPANDED (An inspection carried out following a more detailed inspection,
although CLEAR GROUNDS have been uncovered to have an expanded inspection)
• CONCENTRATED INSPECTION CAMPAIGN (Runs from )
THIS YEARS CONCENTRATED CAMPAIGN IS EMERGENCY PREPAREDNESS
2016- Enclosed Spaces, 2017- ECDIS, 2018- MARPOL AN.VI
How does PSC decide on when to inspect a vessel
• RISK FACTOR- Each vessel, based on it’s type, age, company and classification society;
is designated a RISK LEVEL:
• LOW RISK (24-36 MONTHLY INSPECTIONS)- SHIPS IN A REGISTERED
CLASS, OF WHITE FLAF AND NO DETENTIONS IN THE ALST 36
MONTHS
• STANDARD RISK (10-12 MONTHLY INSPECTIONS)- ALL OTHER SHIPS
• HIGH RISK(5-6 MONTHLY INSPECTIONS)- CHEMICAL TANKERS, GAS
CARRIERS, OIL TANKERS, BULK CARRIERS, PAX SHIPS, ALL SHIPS OVER
12 YEARS OLD GET POINTS FOR IT (5 POINTS = HIGH RISK)
• PRIORITY- Dependent on the date of last inspection
• PRIORITY 1- Outside in section interval, MUST BE INSPECTED IN NEXT
MOU PORT
• PRIORITY 2- Between inspection intervals, MAY BE INSPECTED WHEN
CALLING
• PRIORITY 3- Before inspection period, SHOULD NOT BE VISITIED
OVERRIDING FACTOR- Report within the MOU of DEFICIENCIES on a vessel
UNEXPECTED INSPECTION- Reports of CONCERNS MADE BY PILOT/VTS
What is inspected?
MOUs
• Groups of port state control authorities who share INFORMATION &
RESULTS, IMPLEMENT CONCENTRATED INSPECTION
CAMPAIGNS AND ELIMINATE SUB-STANDARD SHIPS BY
SHARING WORKLOAD. This also means that checks can be carried out
in different countries, not when a vessel returns to the country of initial
inspection
• Main ones include: PARIS, TOKYOU, INDIAN OCEAN, CARIBBEAN,
ABUJA, BLACK SEA, RIYADH. USCG IS SEPARATE AND NOT
IN AN MOU
• All certificates (crew and vessel)
• All logbooks (ORB & OLB)
• Muster lists
• Rest hour Records
• E/R walk around
• LSA and FFE
• Steering Gear
• Chart Maintenance
and corrections
• Passage Plan
• Nav equipment
• Security Arrangements
• Mooring Equipment
• Training records
• Overall condition of V/l
IF A VESSEL IS DUE
AN INSPECTION,
MASTER MUST
GIVE 72 HOURS
NOTICE. CANNOT
LEAVE UNTIL
GIVEN POSITIVE
REPORT FROM PSC
THAT INSPECTION
IS COMPLETE
UNCLOS
• UN Convention on Laws of the Sea
• Defines the baselines etc. that countries can claim
• ALL VESSELS CAN CLAIM INNOCENT PASSAGE OUTSIDE OF THE
BASELINE
• INSIDE BASELINE = Internal waters- COASTAL STATE LAWS APPLY
• TERRITORIAL WATERS = Up to 12’ from land
• CONTIGUOUS ZONE = Up to 24’ from land (CUSTOMS AND HEALTH
LAWS ONLY)
• EXCLUSIVE ECONOMIC ZONE = Up to 200’ from land (FISHING AND
ECONOMICS)
• CONTINENTAL SHELF = Up to 350’ from land (ONLY ECONOMICS)
• HIGH SEAS = Anything beyond 350’ (NO JURISDICTION)
BALLAST WATER MANAGEMENT CONVENTION – MGN 363
• Applies to all vessels over 400 GRT- BWM Certificate required
• All vessels must also have AN APPROVED BWM PLAN and BALLAST LOG
• Convention requires ships to manage their ballast water in order to REMOVE OR
AVOID THE UPTAKE/DISCHARGE OF AQUATIC ORGANISMS AND
PATHOGENS inside ballast water
TWO STANDARDS FOR MANAGING BALLAST WATER:
• D1- Conduct a 95% VOLUMETRIC EXCHANGE BY 3 FLUSHESSHOULD
BE 200’ AND 200m (but this may be reduced to 50’ IF 200’
IS NOT POSSIBLE)
• D2- Pass the water through a TYPE APPROVED BALLAST WATER
TREATMENT SYSTEM (MAY INVOLVE CHEMICALS,
FILTRATION, UV LIGHT OR HEAT)
• ALL NEW SHIPS MUST CONFORM TO D2 STANDARDS,
OLDER SHIPS HAVE A TIME PERIOD TO CONFORM TO D2
BALLAST WATER MANAGEMENT
ANTIFOULING
BIOFOULING MANAGEMENT
• Similar to BWMC, IMO have issued guidelines on control and management of
minimising the spread of invasive species
• Ships must have a BIOFOULING MANAGEMENT PLAN and a
BIOFOULING RECORD BOOK (Cleaning, re-application of paint in drydock,
etc.)
ANTI-FOULING CONVENTION
• IMO convention which was brought in to PROHIBIT THE USE OF
HARMFUL ANTI-FOUL PAINTS AND SYSTEMS TO PROTECT
THE ECOSYSTEM
• BANNED TBT PAINTS
• BANNED BIOCIDES IN PAINTS
MASTER’S RESPONSIBILITY
VDR/S-VDR (MGN 272)
• Required onboard ALL PASSENGER VESSELS and ALL VESSELS
OVER 3000GT & must be TYPE APPROVED
• A VDR should maintain SEQUENTIAL RECORDS OF PRESELECTED
DATA (i.e. RADAR displays, Microphones, Rudder Indicators,
Engines, etc.) and should be BRIGHTLY COLOURED WITH AN
APPROPRIATE DEVICE TO AID LOCATION
• Subjected to an annual test (part of PSSC)- ACCURACY, DURATION
AND RECOVERABILITY OF DATA
• VDR must be capable of BEING DOWNLOADED TO A PORTABLE
COMPUTER & INTERFACED WITH NAVIGATION EQUIPMENT
• During the annual inspection, a 2 HOUR EMERGENCY BATTERY TEST
and A DOWNLOAD OF A 12 HOUR PERIOD WITH THE
MAJORITY OF SENSORS IN USE must be conducted
• An S-VDR is a simplified VDR and may be fitted on cargo ships BUILT
BEFORE THE 2002 CUT OFF DATE
• NOT REQUIRED TO STORE THE SAME LEVEL OF DATA, BUT
MUST STILL BE EASILY RETRIEVABLE IN AN EMERGENCY
REPORTS TO BE MADE BY THE MASTER- Reg.31 SOLAS Ch.V
• Sighting of a DERELICT (A VESSEL WHICH HAS BEEN
ABANDONNED WITHOUT HOPE OF RECOVERY OR WITH NO
INTENTION OF RESCUING THE SHIP)
• Sighting Ice
• TRS
• Winds of Force 10+ and no storm
• Encountering freezing temperatures
• A direct danger to navigation
• Failure of Navigation equipment required under SOLAS
• RED= Report ashore or to vessels in the vicinity by ICOS and/or all means
available to VESSELS IN THE VICINITY AND COMPETENT
AUTHORITIES- form in Reg.32
When to call the Captain- STCW CH.5
• Restricted visibility
• Traffic causing concern
• Distress Alert received or distress signal sighted
• Difficulty maintaining course
• Significant difference in observed position and expected position
• Failure to sight land or a navigational mark when expected
• Sighting land or a navigational mark when not expected
• If amendments to the passage plan require immediate approval
• Breakdown of engines, propulsion, steering gear or essential navigational
equipment
• If comms or GMDSS equipment fails
• In Heavy weather
• If the ship meets a navigational danger (Ice, derelict, etc.)
• If a vessel security concern arises
• In an emergency
• If in any doubt
DISCIPLINARIES
ORDER OF DISCIPLINARIES
1. INFORMAL WARNING BY SUPERVISOR/HEAD OF
DEPARTMENT
2. FORMAL WARNING- either verbal or written
3. FINAL WRITTEN WARNING
4. MASTER’S HEARING- Leading to DISMISSAL
EXAMPLES OF GROSS-MISCONDUCT
(Master’s hearing)
(SECTION 7 of MERCHANT NAVY CODE OF CONDUCT)
• Assault/threatening behaviour/bullying
• Wilful damage to ship or property
• Possession of offensive weapons
• Persistent or wilful failure to perform duty
• Unlawful possession/distribution of drugs
• Intoxication due to alcohol in excess of the company’s policy
• Conduct endangering the ship/life/the marine environment
• Sexual Misconduct/Harassment
• Smuggling
HEARING
1. Invitation to hearing- Written Notice (OLB entry)
2. Investigation- Undertaken by Master or Senior Officer, interview of
relevant witnesses, preservation of evidence
3. Representative- Defendant may be accompanied to the hearing
4. Plea- Do they admit it? If so, take into account mitigating circumstances and
decide on a punishment. If not, continue…
5. Call witnesses-To deliver evidence. Let the defendant cross-examine if
necessary and give a statement themselves
6. Decision- Decide whether they’re guilty or not and what punishment to
deliver
7. Advise- Advise seafarer wither way
8. OLB- Make entries into the narrative section- one for the hearing and one
for the decision
9. Appeal-The seafarer has the right to appeal within 7 days
Rights of the seafarer
1. Safe Working Environment
2. Good Working/Living Conditions
3. Fair Terms of employment
4. Basic Health/Social/Security Welfare
AFTER DISMISSAL:
• Has to pay for repatriation
• Due wages up until dismissal
INSURANCE
THREE MAIN TYPES of MARINE INSURANCE
1. Hull And Machinery
3. Wreck Removal (And Certificate)
Also: – Tankers: Oil Pollution Liability Insurance
– 1000Gt+: Bunker Oil Pollution Insurance
PROTECTION AND INDEMNITY
• Third party liability insurance (Cargo, pays the ¼ on Hull & Machinery in event of
a collision)
• Not compulsory
• Members pay into an insurance pot which will pay out if necessary
• Run by its members for the members, so NON-PROFIT
• P&I cover can be removed if a vessel is not maintained or doesn’t comply with
class rules
2. Protection and Indemnity (P&I)
THREE PRINCIPLES OF INSURANCE
1. INDEMNITY-To make good a financial loss which has been suffered
2. INSURABLE INTEREST- Must have a legal relationship to the
subject insured and benefit by its preservation, or lose benefits by its
loss
3. GOOD FAITH- Honesty in declaring facts (i.e. its value and that it is
not altered/lost)
THREE PROTECTIONS OF MARINE INSURANCE
1. PROTECTION OF THE ENVIRONMENT (oil pollution, etc)
2. PROTECTION OF CREW
3. PASSENGER LIABILITY
Coverage of Lloyds Hull and Machinery Insurance
1. Actual total loss of hull and machinery
2. Accidental damage to hull and machinery
3. ¾s of vessel’s liability following a collision (other ¼ is covered by
P&I or as an excess)
4. General Average Charters
5. Liability for salvage charges
DEMURRAGE AND DESPATCH
• Lay time- The period of loading (from when the ship has
arrived and ready to load to the point the loading is
completed)
• Demurrage- Paid by shipper to ship for a breach of contract
–A DELAY in loading- i.e. rate paid by the hour (ONLY IF
CAUSED BY THE SHIPPER)
• Despatch- Paid by ship to shipper for having the ship
READY EARLIER
• Damages for Detention- A reduced rate of demurrage paid
by the shipper if there is a delay but it is not caused by the
shipper

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