Weather sources

 Navtex 518 kHz (English) or 490kHz (Local language)

 Internet
 Weather Fax
 Hygrometer (Mason’s) in Stevenson’s Screen – Depression of wet bulb
 Barometer and own observations
 ALRS Vol. I Coastal Radio Stations, Vol. IV – Meteorological Observations
 Weather Routing Services
 Newspapers
 198 kHz LW – Radio 4 Shipping forecast
 Harbourmaster
 Formation of Tropical Revolving Storms
 Sea temp. greater than 26° over a large area, raising air temp and
humidity
 Latitude greater than 5° where coriolis force is sufficient
 Low wind sheer (change of wind speed with height)
 Divergence of rising air at altitude, reducing pressure.
 Tropical stimulus to initiate the process, likely to be a minor tropical low
pressure centre or heavy cloud formation as associated with the ITCZ.
 5mb below normal pressure corrected for season and area should be
taken to mean a TRS is almost certainly in the vicinity probably within
200 miles of the observer
 A suspected TRS MUST be reported to shore stations
 Dissipation of Tropical Revolving Storms

The main factors which cause a tropical revolving storm to reduce in

strength are:

 Going over a land mass, loosing moisture

 Moving over a colder sea, reducing moisture
 Moving away from the equator, increasing wind sheer
 Avoidance of Tropical Revolving Storms

 Estimate bearing to centre using Buy Ballots Law, face the wind, the
centre should bear 100° to 125° on R.H.S. If swell indicates 90° on the
side, you are too close
 It is now possible to plot the relative position of the storm centre to
you. Estimate the distance by the amount the barometer has fallen.
 With knowledge of the likely path of the storm and your relative
position North or South, ahead or astern it is possible to take action to
avoid the worst weather
 Signs of Tropical Revolving Storms

Signs of a tropical revolving storm are:

 Barometer shows 3mb below mean pressure

 Long swell from direction of centre
 Birds evacuating the area
 Spectacular sunsets
 Cirrus cloud becoming cirrostratus then altostratus and
nimbostratus
 Increase in wind strength
 Weather Routing

Advantages:

 Uses actual weather and sea conditions reported, not climatological

data
 Provided by experienced weather forecasters and mariners with access
to best data
 Can be reviewed in light of actual weather and experienced conditions
 Avoids critical weather such as T.R.S.
 Insurer or charterer may insist vessel is weather routed for trans-ocean
passages
 Routing Charts

 Issued for each month of the year

 Show the following:
o Prevailing wind strength and frequency (%)
o Ocean currents
o Limits of ice
o Mean air temperature
o Percentage of restricted visibility
o Tracks of TRS
Diurnal Variation

If there is a marked departure from the diurnal variation, there is a risk of a TRS
forming or developing
 Weather Publications

 Mariner’s Handbook
 A.L.R.S. Vol. IV
 Admiralty Sailing Directions (pilot books)
 Admiralty Ocean Passages of the World
 Commercial pilot books – Adlard Coles etc.
 Admiralty Routing charts
 USHO Monthly Pilot Charts
 Imray Routing Charts
 Passage Planning – Appraisal - 1

 Chart Catalogue and relevant charts, updated – berth to berth

 A.L.R.S, updated
 A.L.L.F.S, updated
 A.L.S.D. – Pilot book/Sailing directions, updated
 Tide tables and Tidal stream atlas, Almanac and Nautical Tables
 Mariners’ Handbook
 Gnomic Chart
 Weather Routing Chart
 Sight Reduction Tables
 International Code of Signals
 Ocean Passages of the World
 Passage Planning – Appraisal - 2

 Gather all relevant information for the proposed voyage

 Assess risks and critical areas (IMO Guidelines)
 Master will make overall assessment with navigating and deck officers
 Plan will give clear and precise indication of areas of danger and
delineate areas in which it is safe to navigate
 Considering condition of the vessel and circumstances, judge margins of
safety to be allowed.
 All to be agreed and understood by all parties involved
 Passage Planning – Planning

 Plot route from berth to berth

 Calculate bearings and distances
 Cross check paper charts with GPS information
 Note tidal gates and Radar conspicuous targets - RACONS
 Calculate clearing bearings and distances off
 Parallel Indexing lines marked on the chart
 Clearly mark intended track, areas of danger and margins of allowable
error on the chart, forewarn of hazards on the following chart
 Choose a longer route over a shorter more hazardous one
 Do not overlook engine/steering failure at a critical moment
 Prepare clear notes for OOW to follow
 Passage Planning – Execution

 Passage plan to be executed following the plan as approved from the

Master
 Take in to account any special circumstances, changes in weather which
may require the plan to be modified
 Passage Planning – Monitoring

 Check electronic posn with Radar Ranges, vis bearings, transits and fixes
 Check position of offshore platforms against navigational warnings
 Use visual fixes based on at least 3 position lines
 Do not rely on one source of position information
 Make use of echo sounder information
 Do not use buoys for position fixing
 Frequency of posn. fixing to be determined at each stage of the voyage
 Plot predicted position ahead at convenient points
 Use parallel indexing where possible
 Check navigation equipment frequently
 Call the master if in any doubt
 Rule 6 – Safe Speed - 1

Every vessel shall at all times proceed at a safe speed so that she can take
proper action to be stopped within a distance appropriate to the prevailing
circumstances and conditions.

In determining a safe speed the following factors shall taken into account:

i. State of visibility
ii. Density of traffic, inc. concentrations of fishing vessels
iii. Manoeuvrability of the vessel, esp. Stopping dist and turning ability
iv. Lights, background lights, shore lights and back scatter from own lights
v. Wind, sea, current, tide and proximity of other navigational hazards
vi. Draught in relation to available depth of water
 Rule 6 – Safe Speed - 2

Additionally, for vessels with operational radar:

i. Characteristics, efficiency and limitations of the radar equipment

ii. Range scale constraints
iii. Interference caused by sea and weather
iv. Small targets and ice not being observed not detected at adequate
range
v. Number, location and movement of vessels detected
vi. Visibility being assessed more accurately by radar detection
 Rule 8 – Action to Avoid a Collision

a) Shall be
i. Positive
ii. made in ample time
iii. With due regard to the observance of good seamanship
b) Any alteration of course and/or speed shall be
i. Large enough to be readily apparent
ii. A succession of small alterations shall be avoided
c) If there is sufficient sea room, an alteration of course may be the most
effective action provided that it is made
i. In good time
ii. Is substantial
iii. Does not result in another close quarters situation
d) Action taken shall result in passing at a safe distance and the
effectiveness checked until finally passed and clear
e) If necessary a vessel shall slacken speed or take off all way by stopping
or reversing propulsion
f)
i. Vessel not to impede shall allow sufficient sea room
ii. Vessel not to impede is not relieved of this obligation if risk of
collision exists and shall have full regard to the action required
by the rules of this part
iii. A vessel not to be impeded remains fully obliged to comply with
the rules of this part when risk of collision exists
 Rule 10 – Traffic Separation Schemes

a. Applies to all Schemes adopted by the Organisation

b. A vessel using the scheme shall
i) Proceed in the appropriate lane with the general direction of flow
ii) So far as practical, keep clear of separation zone (keep in the middle)
iii) Normally join or leave at the termination of a lane, when joining or
leaving shall do so at a small an angle as possible
c. Avoid crossing traffic lanes but if obliged to do so, shall cross as nearly as
practical to 90° to the general flow of traffic
i) A vessel shall not use an Inshore Zone when she can safely use the
appropriate lane, except sailing, fishing and vessels under 20m
ii) the ISZ can be used when en-route to or from a port, pilot station or
other place within the ISZ
d. A vessel other than a crossing vessel shall not normally enter the separation
zone unless:
i) To avoid immediate danger
ii) To engage in fishing
e. A vessel shall navigate with caution at the terminations of a lane
f. A vessel shall avoid anchoring in a scheme or at its terminations
g. A Vessel not using a scheme shall avoid it by as wide a margin as possible
h. A vessel engaged in fishing Shall Not Impede any vessel following a lane
i. A vessel <20m or sailing vessel Shall Not Impede any vessel following a lane
j. A vessel RAM while carrying out TSS maintenance or laying cables is exempt
from this rule to the extent necessary to carry out the operation
 Rule 13 – Overtaking
 Any vessel overtaking shall keep out of the way of the vessel being
overtaken (vessels in sight of one another, not only a radar contact)
o Note NUC and RAM may be unable to keep out of the way so
keep a good look out.
 A vessel is deemed to be overtaking when coming from more than 22.5°
abaft her beam so as to see only her stern light
 If in any doubt whether she is overtaking she shall assume she is and
keep clear
 Any subsequent alteration of the bearing shall not make the overtaking
vessel a crossing vessel or relieve her of her duty to keep clear
 Overtaking rule applies only to vessels in sight of one another
 Rule 18 – Responsibilities Between Vessels

Pecking order from Stand-On to Give Way

 Overtaken vessel
 Not under command
 Restricted Ability to manoeuvre (NUC and RAM are Same)
 Constrained by Draught
 Fishing
 Sailing
 Power driven
 Overtaking vessel
 Wing-in- Ground or Sea Plane
 Only New Reels Catch Fish, So Purchase Often @ Walmart
 Rule 19 – Conduct of vessels in Restricted Visibility
 Avoid
o Alteration of course to port for a vessel forward of the beam
other than a vessel being overtaken
o Alteration of course towards a vessel abeam or abaft the beam
 Except
o where no risk of collision exists, hearing a signal apparently
forward of the beam of if you cannot avoid a close quarters
situation with a vessel forward of the beam you SHALL:
 Reduce speed to a minimum to maintain course and if
necessary take off all way and in any event, navigate
with extreme caution until danger of a collision is over.
 Shall Not Impede

 A vessel Constrained By Draught is not to be impeded

 A vessel Not To Impede should take action before the risk of collision
develops
 If the CBD believes she is being impeded and a risk of collision is
developing she should sound 5 short blasts and then comply with rules 16
and 17 as give way or stand-on
 The Not to Impede vessel is never relieved of her obligation not to impede
and should take whatever action appropriate under the rules]
 Sea Planes shall keep well clear and avoid impeding other vessels
 A WIG craft shall avoid impeding other vessels when taking off, landing or in
flight, when operating on the water she is a power driven vessel
 Rule 22 – Visibility of Lights

50m + 12m – 50m <12m

Masthead light 6 Miles 5 Miles 2 Miles
3 Miles 12m – 20m
Side Light 3 Miles 2 Miles 1 Miles
Stern Light 3 Miles 2 Miles 2 Miles
Towing light 3 Miles 2 Miles 2 Miles
All round light 3 Miles 2 Miles 2 Miles

An inconspicuous partly submerged vessel or object being towed has a all

round white light visible for 3 miles
 Life Saving Appliances

 Lifeboat  VHF (Portable, emergency)

 Life raft  First Aid Kit, Oxygen & AED
 TPA/immersion suit  Emergency Lights
 Jacob’s cradle  Training manual
 Rescue boat  General Alarm
 Speed line  Muster lists
 Life ring, line, light & smoke  SOLAS No. 1 card
 Harness  Posters and signage
 Lifejacket
 Flares
 EPIRB & SART
 Rescue Boat Equipment

 Oars/Paddles  Search light

 Buoyant bailer  Radar reflector
 Binnacle and compass  TPAs min 2 or 10% PAX
 Sea anchor and tripping line  Boat hook
 Toggle painter  Bucket
 50m buoyant towing line  Knife
 Waterproof torch  2 Sponges
 Whistle  Repair kit
 First aid in W/P container  Bellows
 2 buoyant rescue quoits
 Abandon Ship Procedure

 Mother ship only to be abandoned when there is no hope of remaining

safely afloat
 Order passed by word of mouth from the master
 Survival craft to be launched
 Craft to be manoeuvred to a suitable position for boarding
 Headway on the vessel to be reduced or all way taken off
 Board strong crew first to assist passenger boarding
 Take EPIRB, SART, VHFs and any other useful items
 Follow life raft procedure, Cut Stream, Close, Maintain
 Life Raft Procedures

 Cut painter as close to ship as possible

 Stream the drogue
 Close canopy
 Maintain, dry inside, issue seasickness pills, post look out, search for
survivors, raft together with other L.Rs
 Take EPIRB – 48hrs operation
 Take SART – 96hrs Stand-by, 8hrs operation
 Take VHF, clothes, blanket, food, rations, water/fluids
 Take flares, radar reflector, torches, bucket
 Actions on Discovering a Fire

 Find
 By remote or human sensors, Investigate, Confirm
 Inform
 Remote alarm
 Shout (loud vocal alarm)
 2 way radio to bridge
 Restrict
 Close doors, ventilation, dampers and fans
 Turn off power or fuel supply
 Extinguish/Escape
 Attempt to extinguish, if unsuccessful, withdraw, closing doors behind
 Report to muster station
 Fire Fighting Equipment

 Fire Extinguishers, portable and  Fire Axe

fixed  S.C.B.A. x 2 & fireman’s outfit
 Fire Hoses, nozzles and  Flashlight
hydrants to reach any part of  Watertight and fire doors
vessel  Fire pump and auxiliary
 Fire Blankets  Bilge pump and auxiliary
 Buckets  Smoke, heat and light detectors
 Engine Room Fire

1. Raise the alarm

2. Inform the bridge and master
3. Close down all vents
4. Investigate and tackle if practical
5. Continue to fight until fire party arrives
6. Rescue injured persons
7. Establish supply of compound (foam etc.)
8. Establish comms. to bridge
9. Attempt to contain before use of fixed smothering
10. Close all w/t and fire doors
 Anchoring Procedure

 Wear PPE – gloves, goggles, safety shoes

 Establish comms with bridge
 Check brake is ON, power to winch, drum turning
 Remove lashings and devil’s claw etc.
 Walk back the anchor to water level
 On command, lower to seabed under control
 Raise anchor ball or light
 Check holding
 Secure anchor cable using compressor etc.
 Boarding a Pilot

 Responsible officer to be in charge with 2 way comms to bridge

 Check secured to the stations and area clear of obstructions
 Life ring, life light and line to be ready
 Area to be light
 Pilot to be escorted by safe route to the bridge
 Pilot and mater to exchange information re vessel, draught etc.
 Pilot to give general synopsis of pilotage
 Anchor Plan

 Position to drop anchor  Establish shelter afforded by

 Check available swinging room position/weather report
 Amount of cable to be laid  Holding should be good
 Vessel’s speed of approach  Charted position should be free
 Position to stop engine/go of obstructions
astern, manual steering  Current through anchorage
 Under keel clearance  Note arrival draught of vessel
 Calculate depth of water at  Choose appropriate anchor
high & low tide, flood/ebb type and number
 Is area clear of through traffic  Position of anchor at point of
release.
 Bunkering Procedures

 Follow ISM Check list  Establish comms; manifold,

 Display appropriate signage pump and monitor
 Establish quantity of fuel to be  Have alternate escape route
taken, stability and location of  Inspect hose and connections
tanks  Check valves are in correct
 Secure mooring lines position
 Clear filling route  Inform Port authorities
 Deploy fire equipment & spill  Display Bravo Flag/ red light
kit  Check emergency plan/SOPEP
 Plug scuppers  Entry in Oil Record and deck
logbook
 Procedure following Grounding

 Stop!  Check position of grounding on

 Check for casualties, launch chart, determine nature of
liferafts seabed and depth
 Send distress message Visually  Obtain damage reports
check for internal damage, esp. Determine state of tide at time
Collision bulkhead of grounding and next high/low
 Look for signs of pollution  Check stability if vessel has
 Make soundings of all tanks suffered water ingress
 Sound for available depth of  Make temporary repairs to
water, esp. Stern stem water, activate pumps
 Stay aground until checked all  Make entry in Log book
 Man Overboard Procedures

 Raise the alarm

 Deploy life ring, smoke and line
 Assign pointer
 Send Distress alert
 Call master
 Manoeuvre vessel – crash stop/williamson turn
 Oscar by flag / Morse
 Come to leeward of victim to recover
 MOB and Williamson Turn

 Turn helm hard over toward the side which the man fell
 Come on to original heading ±60°
 Reverse helm to same position in opposite direction

Reduce speed and continue until on reciprocal course

 Muster List
 Clear list for everyone to follow in the event of an emergency
 Placed in conspicuous places, bridge, accommodation, mess etc.
 Muster list shall specify:
 General alarm signal
 Action on hearing the alarm
 Duties for the crew such as:
 Closing W/T doors, fire doors, valves, scuppers and openings
 Equipping preparing and launching survival craft
 Muster of passengers
 Use of communications
 Manning of fire parties
 Special duties in respect of fire fighting equipment
 Distress Signals

Parachutes SOS NC By flags

H.H. Flares Mayday Square and Ball

Orange smoke SART Arms raising and

lowering
Flames on deck EPIRB
Continuous fog
Gun fired at 1 min DSC signal
Stars
 Distress, Urgency and Safety Calls

Distress Urgency Safety

Mayday x 3 Pan Pan x 3 Securite x 3
This is ID x 3 All Stations x 3 All Stations x 3
Position This is ID x 3 This is ID x 3
Nature of distress Position Position
Assistance Required Nature of Urgency Nature of Safety
Number of POB Assistance Required Advice
Other information Number of POB Over
Over Other Information
Over
 GMDSS

MF HF
DSC RT DSC RT
Distress 2187.5 kHz 2182 kHz 8414.5 kHz 8291 kHz
Urgency 2187.5 kHz 2182 kHz 8414.5 kHz 8291 kHz
Safety 2187.5 kHz 2182 kHz 8414.5 kHz 8291 kHz
Routine 2189.5 kHz 2182 kHz 8291 kHz
Working 2177 kHz 2049 kHz
 Daily test: System self test, batteries tested and charged and printer
checked for paper
 Weekly test: External test call, check batteries and back up power
 Monthly test: Test portable VHFs, EPIRB and SART, check antenna and
through inspection of battery installation
 EPIRB and SART

 GMDSS - Each Vessel to carry min. 2 independent methods of transmitting a

distress signal
 EPIRB – Emergency Position Indication Radio Beacon
 Secondary method of distress alert
 Relays position and I.D. information via satellite to MRCC
 COSPAS/SARSAT 406.025 MHz and 121.5 MHz (A1 – A4)
 INMARSAT E 1.5/1.6GHz (for areas A1 & A2 below 70° Latitude)
 SART – Search and Rescue Transponder
 Operates on 9 GHz, X band
 10 miles range maximum – line of sight
 96 hours in stand-by, 12 hours of operation
 Remove Radar reflector when in use
 High Line Transfer

When a helicopter comes to your assistance, you should do the following:

 Listen to the pilot’s instructions

 Speed to be 5 – 10 knots
 Try to head with the wind 30° off your port bow
 Once this is achieved, do not alter unless instructed to do so
 Clear the deck of obstructions
 Have crew ready for the High Line wire
 Never make the high line fast to the vessel
 Never touch the wire until it is earthed in the sea – Static Electricity!
 Pull on the wire and keep it tight
 Searches

Expanding square Sector Search Parallel Search

 Actions on Entering Fog

 Reduce speed  Turn on navigation lights

 Engines to stand-by  Post extra lookouts
 Steering to manual  Commence radar plotting
 Call the Master  Close all W/T doors
 Fix vessel’s position  Stop all noisy working on deck
 Sound fog signals
 Preparations for Heavy Weather

 Clear Deck, remove anything which can obstruct freeing ports

 Anything which can be placed below decks to be stowed
 Switch on navigation lights
 Radars to 6 and 12miles
 Double watches
 Have engine room watch
 Regularly check each compartment
 Track the storm, obtain any weather forecasts/information
 Take shelter in the lee of any large vessels
 Check all steering pumps, bilge pumpsetc.
 Calling the Master

The master should be called under the following circumstances

 On entering restricted visibility

 Concerns over traffic conditions
 Difficulty maintain course
 Failure to sight land or navigational mark or to obtain a sounding
 Unexpectedly sighting land or navigational mark or unexpected sounding
 Breakdowns of engines, steering or essential navigational equipment
 On encountering heavy weather or a heavy weather forecast
 In an emergency
 Upon sighting Ice or Oil
 When in any doubt
 Taking Over a Navigational Watch

 Check master’s standing and night orders

 Check vessel’s position, course, speed and draught
 Note prevailing and predicted tides, current, weather, visibility and their
effect on the course and speed
 Procedures to put main engines ready to manoeuvre
 The current navigational situation regarding:
 Operation of all navigational equipment – go up and down radar ranges
 Errors of compass and gyros
 Presence and movements of other vessels
 Conditions and hazards likely to be encountered
 The spoken words ‘the watch is your’, ‘I have the watch’.
 Duties of OOW as Master’s Representative

 Responsible for the safety of the vessel, persons on board and protection of
the marine environment
 To supervise the efficient running of the watch and ensure safe navigation
 Maintain a proper look out while at sea
 Regularly check ship’s course and compass/gyro
 Plot vessel’s position at regular intervals
 Traffic avoidance
 Ensure safe passage of the vessel
 Make full use of all navigational aids available
 Be aware of vessel’s stopping distance and turning circle
 Call the master if in any doubt or require assistance
 Composition of a Navigational Watch

In determining the composition of a navigational watch, the master should take

the following into account:

 Visibility, state of weather and sea

 Traffic density and other activities in the area
 Attention necessary when navigating near a TSS
 Additional workload caused by ship’s functions and operations
 Fitness for duty of crew assigned as OOW
 Confidence of competence of officers and crew
 Experience and familiarity with this vessel
 Activities taking place onboard, inc. R.T. and availability of assistance to be
summoned to the bridge
 Operational status of bridge instruments, controls and alarms
 Rudder and propeller controls and ship manoeuvring characteristics
 Size of ship and field of vision from conning position
 Configuration of bridge to inhibit seeing or hearing any external
development
 Other relevant issues regarding fitness for duty
 Recent M – Notices

1. MGN 315 – Keeping a safe navigational watch

2. MSN 1802 – Certificate of competency – yacht deck officers
3. MSN 1792 – Large Yacht Code
4. MGN 40 – International Safety Management
 M – Notices

 MSN
 Merchant Shipping Notices - White Paper
 Maritime Safety Regulations - Law
 MGN
 Maritime Guidance Notices - Blue paper
 Guidance and strong recommendations
 MIN
 Maritime Information Notices - Green Paper
 Changes of address and sundry information
 Notice to Mariners (weekly)

1. Explanatory notes, indexes to section

2. Admiralty Notice to Mariners. Updates to standard charts
3. Reprints of Navigational warnings
4. Amendments to Admiralty Sailing Directions
5. Amendments to Admiralty List of Lights and Fog Signals
6. Amendments to Admiralty List of Radio Signals

Also Published are N to M block corrections and tracings

 Annual Summary of Notice to Mariners

Contents:

 Section 1 Annual Notice to Mariners 1 – 25

 Section 2 Temporary and Preliminary Notices
 Section 3 Amendments to Sailing Directions
 Index of notices (only the first 6 here)
1. Admiralty Tide Tables
2. Suppliers of Admiralty charts
3. Safety of British Merchant ships in distress
4. Distress and Rescue at Sea – Vessels and Aircraft
5. Firing and practice areas
6. Former mine danger areas, cleared routes, etc, etc, etc
 Chart Corrections

 Corrections found in Cumulative and Weekly N to M

 Cumulative lists all corns in last 2 ½ / 3 yrs, published bi-annual
 Temporary and Preliminary Notice as well as corrections to Sailing
directions are listed in Annual List of NMs
 All publications are to be corrected, not only charts
 T and P’s are to be done in pencil
 Permanent corrections are done in Magenta ink
 All corns to be recorded in Chart Correction Log
 If a chart is found to be inaccurate, the Hydrographic office is to be
informed at the first opportunity using form H102
 Code of Safe Working Practices for Merchant Seamen

 Safe Manning Certificates

 Risk assessments
 Permits to work
 Entering enclosed spaces
 Mooring procedures – snap back zones
 Risk Assessment

 Aim to minimise accidents and ill health on board

 Establish hazards present
 Identify significant risks
 Consider frequency of activity
 Consider significant findings of risk assessment
 Reduce any risks and remove hazards where possible
 Record significant findings of risk assessment
 Risk assessment to be carried out by experienced personnel
 Risk assessment to be continuous
 Ships Oil Pollution Emergency Plan

 Every tanker over 150GT and all vessels over 400GT must carry a SOPEP
approved by the administration and must include the following:
o Procedures to report any oil incident to the authorities
 List of authorities to contact in the event of a spill (namely: designated
person ashore)
 Detail of action to be taken immediately by persons onboard to reduce
or control the discharge of oil following an incident
 Procedure ant point of contact on the ship for co-ordinating shipboard
action with national and local authorities in combating the pollution
 MARPOL

1. Int. Reg. for the prevention of pollution by oil

2. Int. Reg. for the Control of pollution by noxious liquid substances in bulk
3. Int. Reg. for the prevention of pollution by harmful substances carried by
sea in packaged form or in freight containers, portable tanks or road and
rail wagons
4. Int. Reg. for the prevention of pollution by sewage from ships
5. Int. Reg. for the prevention of pollution by garbage from ships
6. Int. Reg. for the prevention of pollution by emissions from ships

--- Only New Hands Should Get Extra ---

 Prevention of Pollution by Garbage from Ships
 This is applicable to all vessels
 Nothing except food waste to be disposed of in special areas
 There are six categories of garbage
o Plastics
o Floating dunnage, lining or packing material
o Ground paper products, rags, glass, metal, bottles etc.
o Food wastes
 Incinerated ash except from plastics (may contain toxins)
 Disposal of plastics is prohibited
 Disposal of dunnage etc. Is prohibited < 25 miles of land
 Disposal of food waste & all other garbage is prohibited < 12 miles
 Disposal of comminuted waste less than 25mm is prohibited < 3 miles
 International Ship and Port Facility Security Code

 Applies to Cargo ships over 500 GT, Passenger ships and Mobile
offshore drilling units
 Vessels to have a Security Plan and a Ship Security Officer
o SSO responsible for implementing and maintaining the Security
Plan and for liaising with the CSO and port facility
 Company to have a Company Security Officer
o CSO responsible for ensuring security assessment is carried out
and the plan is implemented and maintained
 Three levels of security
o 1 – Normal
o 2 – heightened
 o 3 – Exceptional

International Safety Management (MGN40) (1)

 To prevent human injury, loss of life (SOLAS)

 Prevent damage to the environment and property
 Applies to all commercial vessels over 500 GT

Mini ISM

 Applies to commercial vessels over 24m under 500 GT

 Sets international standards for safe management and operation of
ships and requires companies to document and implement clear
procedures, standards and instructions for safety management ashore
and afloat
 International Safety Management (MGN40) (2)

 MCA conducts an audit on board vessel

 Issues a document of compliance to each company (DOC)
 Issues a safety management certificate to the vessel (SMC)
 Establish a safety Management System (SMS) which provides:
 A safe environmental protection policy
 Instructional & procedural systems to ensure safe operation
 Defined levels of authority and lines of communication between all
personnel
 A reporting procedure for accidents and non-compliance with the
code
 Emergency response procedures for all marine emergencies
 A procedure for the conduct of audits and management reviews
 International Maritime Organisation

 The government of the sea

 Part of the United Nations
 Responsible for publishing conventions, such as STCW 95, SOLAS, ISM,
ISPS
 Large Yacht Code (LY2)

1. Foreword 10. Bilge pumping

2. Definitions 11. Stability
3. Application and 12. Freeboard
interpretation 13. Life Saving Appliances
4. Construction & 14. Fire Safety
Strength 15. Structural Fire
5. Weather tight integrity Protection
6. Water freeing 16. Fire appliances
arrangements 17. Radio
7. Machinery 18. Nav lights, sounds and
8. Electrical installations shapes
9. Steering gear
 Safe Manning

 Each vessel must have sufficient numbers of officers and crew to conduct
seagoing operations in a prescribed safe manner. Officers and Crew must:
 Be able to maintain safe bridge watches in accordance with ISM and STCW
 Conduct mooring & unmooring operations in an adequate and safe manner
 Maintain all Fire-fighting and Lifesaving appliances in a designated manner
 Maintain and operate all watertight enclosures to secure ship’s hull
 Muster and control the disembarkation of passengers
 Muster damage control parties to attend an emergency
 Manage all safety functions when the vessel is at sea
 Conduct and maintain a safe engineering watch while at sea
 Operate and maintain a safe radio watch
 Admiralty List of Radio Signals

 Vol. I Maritime Radio Signals (CRS)

 Vol. II Radio Aids to Navigation
 Vol. III Maritime Safety Information
 Vol. IV Meteorological Observation Stations
 Vol. V G.M.D.S.S.
 Vol. VI Pilot Services, VTS and Port Operations

Chief Never Stops Once Gets Permission

 Lloyds Open Form

 Pure salvage – not contract salvage

 No cure – No pay
 This is a contingency contract that leaves the value of the salvage
operation to be decided at a later date and both parties agree to
binding arbitration in the case of a dispute
 Its purpose is to encourage potential salvors to risk their vessels and use
their working time for the benefit of both themselves and the ship
owner.
 In order for a claim to be awarded three requirements must be met:
The vessel must be in peril, the services must be rendered voluntarily.
 Flag State Authority

 Regulate Building and manning requirements

 Safety Equipment and requirements
 Determine Tonnage
 Designate Loadlines
 Radio restrictions/requirements and licensing
 Can serve improvement/prohibition notices
 Issue ISM Certificates
 Issue ISPS Certificates
 Port Sate Control

 First priority is to examine documents eg, Registration, Insurance, safety

certificate, Radio equipment and licence, crew and manning levels
 P.S.A. have authority to examine vessel‘s state of seaworthiness and
ascertain that all cargo and marine operations are being conducted in a
safe manner.
 Following a fire and abandon ship drill, inspector will assess if crew are
familiar with emergency duties
 Can cover muster lists, damage control plans, communications, bridge
operations, fire control plans, etc, etc.
 Defects should be noted and confirmed in writing to the master and be
forwarded to the F.S.A and included in the database in St. Malo
 Crew Agreements and Crew Lists

 Master is responsible to display C.A. for all signatories to see it

 C.A. is ended at the completion of a voyage or when all paid off, it is
then returned to Marine Super in the port where the voyage ends
 Crew List must contain all persons onboard who are party to the
agreement, inc. Master, Juveniles and persons exempt from signing
(chef, butler)
 Should contain general particulars of the vessel and owning Company
 Name, Rank, Age, address, next of kin and PP or discharge book No.
 Master to keep Crew list updated and inform owners within 3 days
 MSN 1767 - Hours of Work, Safe Manning and Watchkeeping

 The hours of rest shall be not less than:

o 10 hours in any 24-hour period; and
o 77 hours in any 7-day period.
 Note: Hours of rest may be divided into no more than 2 periods, one of
which should be at least 6 hours long, and the interval in between
should not exceed 14 hours.
 Master’s Standing Orders

 Minimum safe distance from land

 Action in restricted visibility
 Closest Point of approach
 Minimum under keel clearance
 Compass and Gyro Checks
 Log entries
 When to report to Master
 Launching A Rescue Boat

 Prepare team, check the check List

 Wear Appropriate PPE
 Check SWL and Test date of crane
 Clear area of obstructions and personnel
 Prime engine to start
 Get grab bag
 Test start if appropriate
 Attach toggle painter
 Attach kill cord to coxswain
 Once lowered, check water cooling
 Bridge Equipment

 Radar  Navtex/weather fax

 Compass and azimuth  Alarms and sensors
mirror  Binoculars
 Depth Sounder  Publications and charts
 Log  Sextant
 GPS/Plotter  Aldis lamp
 Autopilot  SART
 Helm/rudder indicator  Fire extinguisher
 Horn  Signal flags
 GMDSS radios  Flares
 GPS

 21 orbiting Satellites plus 3 spares, 20,000km altitude in 6 orbital planes

 Transmitting HF radio signal containing time and distance information
 Control segment of 5 ground based monitor stations
 Errors
o GDOP – Geometric dilution of position
o HDOP – Horizontal dilution of position
o Multi-path errors caused by reflections from mountains etc
o Ephemeris (orbital)
o Ionospheric and tropospheric delay caused in the atmosphere
at different altitudes
o Receiver noise from radio transmissions causing small errors
 Fire Categories

Type Material Extinguisher

A Dry fires, wood, paper, textiles Water , Foam
B Combustible liquids Foam, Dry powder, Inert
Gas
C Electrical Dry powder and Inert
Gas
D Metal Dry Powder
E Gas Foam, Inert Gas
F Spontaneously combustible Water, Foam, Dry
materials Powder, Inert Gas
 Garbage Management Plan and Garbage Record Book

 Every Ship over 400GT or certified to carry 15+ passengers shall have a
Garbage Management Plan and a Garbage Record Book
 The GMP shall detail procedures for the crew regarding collection,
stowage and processing of garbage on board
 The GRB shall contain entries of each discharge of garbage, time and
place of incineration and amount disposed of.
 Receipts should be obtained from shore side facilities if used and
retained for two years in the Garbage Record Book
 Radar

 X band – 3cm 9GHz

o Greater definition, range discrimination and bearing accuracy
o Preferred for accurate navigation, closer inshore
o More sea clutter and weather
 S Band – 10cm 3GHz
o Greater penetration of precipitation
o For given width, S Band is 3.3 times more coarse both
horizontally and vertically than X Band
o Better deep ocean
 Sea Stabilised using Log and Gyro inputs for collision avoidance
 Ground stabilised using GPS input for coastal navigation
 Reporting Lights

 Type of vessel – power driven etc

 Length ± 50m (possibly)
 Aspect – Port, Starboard, right ahead or astern
 Special Circumstances
 Underway
 Making way (NUC, RAM Fish are only ones to tell)
 Preparations for Sea

 Passage Plan  Log

 Anchors ready for  Engine RPM
emergency  Emergency stops
 Echo-sounder  Thruster ctrl
 GPS  Comms check
 Compass & Gyro  Navigation lights and
 Radars signals
 GMDSS

 Two Digit Short Service Codes

o 32 – Medical Advice
o 38 – Medical Assistance (Evacuation)
o 39 – Maritime Assistance
 VHF Channels

Primary Secondary Small Bridge to bridge On Board

Inter ship Inter ship Craft safety of Comms
and SAR safety navigation
06 08, 72, 77 67 13 15 + 17
 Sound Signals and Flags

DIT E Starboard

DIT DIT I Port

DIT DIT DIT S Astern

DIT DIT DIT DIT DIT 5 Wake Up

DAH DAH DIT G Over take Stbd
DAH DAH DIT DIT Z Overtake Port
DAH DIT DAH DIT C Yes

DAH T Bend
 Compasses and Magnetism

 Permanent magnetism
o Created by and within a vessel by ferrous and electrical
equipment, e.g. electric motors, speakers, searchlights
o The direction in which the ship lies when she is built will also
have an effect, as will long periods of lay up.
o Heeling effect corrected by magnets in a tube below the
compass
 Induced Magnetism
o Magnetic effect caused by the Earth’s magnetic field
o Can be reduced by using Kelvin’s Balls, two soft iron spheres to
reduce horizontal effect
 o Flinders Bar (soft iron cylinder) reduces the vertical effect

Compass Checks

 A compass check should be performed

o On every watch
o After each alteration of course
 By amplitude check of a heavenly body when rising or setting and
checking its declination N or S, after finding true bearing and applying
variation, deviation can be found.
 Compass should be properly maintained
o Clean and oil gimbals
o Ensure no bubbles in the bowl
 Release Units

 Serviced every 12 months

 Release at 2m – 6m depth
 Life raft webbing attached to a Senhouse Slip manual release
 Senhouse Slip attached to HRU (2)
 HRU has painter attached to bottom above the weak link (3)
 Weak link attached to deck (1)
 HRU will release webbing strap
 Life Raft floats free
 Painter attached by weak link to deck until all paid out
 One painter all out it will break the weak link
 life raft will float free
Planetary System of Pressure and Winds
 Stability

 G – Centre of Gravity
 M – Metacentric height
 B – Centre of buoyancy
 K - Keel
 GZ – righting lever
 FSE – Free Surface Effect
 Dynamic G due to FSE
 Virtual G when g moves due to crane etc.
 Free Surface Effect
 When the ship heels, liquid shifts to low
side, centre of gravity then shifts from G
to G1 parallel to gg1
 Effect of FSE is to reduce the metacentric
height from GM to GVM
 GGV is the virtual loss of GM due to FSE
 Any loss of GM in a ship with a low initial
GM due to FSE may result in a negative
GM, this will cause the ship to take up an
angle of loll
 If filling ballast tanks to increase GM,
until the tank is full there will be a virtual
loss of GM
 Sextant Errors

 Adjustable Errors
o Perpendicularity – When Index mirror is not Perpendicular to
the plane of the instrument. Check true and reflected images of
the arc
o Side Error – When the horizon mirror is not perpendicular to
the plane of the instrument – check by index to 0 and tilting to
45°, look at distant horizon, true and reflected should match
o Index Error – When Index and horizon mirror are not parallel –
check distant horizon when instrument upright, if true and
reflected do not meet the index error is on or off the arc
 Sextant Errors

 Fixed Errors
o Graduation Error – when the Arc, micrometer or the screw are
not machined accurately
o Collimation Error – When the telescope is not parallel with the
instrument
o Centring Error – when the pivot of the index bar is not at the
centre of the circle which forms the arc
o Shade Error – when the shades are not optically flat
 Horizontal Sextant Angles

 Angle between two bearing lines is A°

 2A + B + B = 180
 A + B = 90
 B = 90 – A
 B is 90° minus the angle between the two bearing lines
 If you have three bearing lines, you have 2 B angles and two points from
which to draw a circle of position, where these intersect is your position
(one may be on land!)