Preparatory course for

COP as Able Seafarer Deck

CINEC MARITIME CAMPUS

COLOMBO INTERNATIONAL NAUTICAL & ENGINEERING COLLEGE
Millennium Drive, IT Park, Malabe, Sri Lanka
Tel:0094 11 2431500 Fax: 0094 11 2413505
Email: nav@cinec.edu
www.cinec.edu

Date of issue : 02/01/2015 Date of revise : 04/03/2016 Revision no : 03

Approved by : HOD Navigation
Contents Page No

WATCH KEEPING & MOORING OPERATIONS 03

1.1 Contribute to a safe navigational watch 04

1.2 Contribute to a safe watch at port 21
1.3 Contribute to a safe watch at anchor 28
1.4 Contribute to berthing, anchoring and other mooring operations 47

CARGO WORK 76

2.1 Contribute to the handling of cargo and stores 77

OPERATIONAL SAFETY 125

3.1 Contribute to the safe operation of deck equipment and machinery 126
3.2 Apply occupational health and safety precautions 162
3.3 Contribute to safe operations in various weather conditions 188
3.4 Apply precautions and contribute to the prevention of pollution of the marine
environment 195
4.1 Contribute to shipboard maintenance and repair 213
4.2 Summary of drills to be carried out onboard ships 224

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Watchkeeping and
mooring operations

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1.1 Contribute to a safe navigational watch

1.1.1 Ability to understand orders and to communicate with the officer of the
watch on matters relevant to watch keeping duties

1.1.1.1 The nautical terms used in bridge watch keeping

Abaft – Toward the stern, relative to some object (“abaft the port beam”,
means just behind the port beam)

Abandon ship – An imperative to leave the vessel immediately, usually in

the face of some imminent danger to save lives. This will be given verbally by
the master

Abeam – On the beam, a relative bearing at right angles to the centreline of

the ship's centre line

Adrift – Afloat and unattached in any way to the shore or seabed, but not
under way. It implies that a vessel is not under control and therefore goes
where the wind and current take her. Also refers to any gear not fastened
down or stowed away properly

Afloat – Of a vessel which is floating freely (not aground or sunk). More

generally of vessels in service ("the company has 10 ships afloat")

Aground – Resting on or touching the ground or bottom

Ahead – Forward of the bow

Aid to Navigation – Any device external to a vessel or aircraft specifically

intended to assist navigators in determining their position or safe course, or
to warn them of dangers or obstructions to navigation

Amidships (or midships) – In the middle portion of ship, along the line of
the centre line

Arc of Visibility – The portion of the horizon over which a lighted aid to
navigation is visible from seaward

Athwart, Athwart ships – At right angles to the fore and aft or centreline of
a ship

Azimuth – angle at an observers’ position between the North and a celestial

object measured clock wise from the North

Azimuth circle – Instrument used to take bearings of celestial objects

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Bar – Large mass of sand or earth, formed by the surge of the sea. They are
mostly found at the entrances of great rivers or havens, and often render
navigation extremely dangerous, but confer tranquillity once inside

Beaching – Deliberately running a vessel aground, to load and unload (as

with landing craft), or sometimes to prevent a damaged vessel sinking

Beacon – A lighted or unlighted fixed aid to navigation attached directly to

the earth’s surface

Beam – The width of a vessel at the widest point, or a point alongside the
ship at the mid-point of its length

Bearing – The horizontal direction of a line of sight between two objects on

the surface of the earth

Beaufort scale – The scale describing wind force devised by Admiral Sir
Francis Beaufort in 1808, in which winds are graded by the effect of their
force

Binnacle – The stand on which the ship's compass is mounted

Bow – The front of a ship

Bow thrusters – A small propeller or water-jet at the bow, used for

manoeuvring larger vessels at slow speed. Mounted in a tunnel running
through the bow from side to side

Boxing the compass – To state all 32 points of the compass, starting at

north, proceeding clockwise

Bridge – A structure above the weather deck, extending the full width of the
vessel, which houses a command centre, itself called by association, the
bridge

Bridge Navigational Watch Alarm System (BNWAS) – An alarm that has to

be acknowledged at pre set times during a navigational watch. If this alarm
is not acknowledged, an alarm in the master’s cabin will be activated and if
the latter is not acknowledged, general alarm will be activated. This is a
safety feature to ensure the bridge is manned and the OOW is awake.

Buoy – A floating object of defined shape and colour, which is anchored at a

given position and serves as an aid to navigation

Cardinal – Referring to the four main points of the compass: north, south,
east and west

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Compass – Navigational instrument showing the direction of the vessel in
relation to the Earth's geographical poles or magnetic poles. Commonly
consists of a magnet aligned with the Earth's magnetic field, but other
technologies have also been developed, such as the gyrocompass

Dog watch – A short watch period, generally half the usual time (e.g. a two
hour watch between two four hour ones). Such a watch might be included in
order to slowly rotate the system over several days for fairness, or to allow
both watches to eat their meals at approximately normal times

Electronic Chart Display & Information System (ECDIS) – An equipment

that may be used instead of navigational charts. The GPS position will be
automatically plotted on an electronic chart appropriate to the area where
the vessel is. If it is integrated with other navigational equipment, other
information such as course, other vessels around, sounding etc. also can be
monitored through the ECDIS

Echo sounder – Equipment used to measure the vertical height between the
keel and the sea bed

Fathom – A unit of length equal to 6 feet (1.8 m), roughly measured as the
distance between a man's outstretched hands. Particularly used to measure
the depth.

Following sea – Wave or tidal movement going in the same direction as a

ship

Force – See Beaufort scale

Freeboard – The height of a ship's hull (excluding superstructure) above the

waterline. The vertical distance from the current waterline to the lowest
point on the highest continuous watertight deck. This usually varies from
one part to another

Give-way (vessel) – Where two vessels are approaching one another so as to

involve a risk of collision, this is the vessel which is directed to keep out of
the way of the other

Global Positioning System – (GPS) A satellite based navigation system

providing continuous worldwide coverage. It provides navigation, position,
and timing information to air, marine, and land users

Ground – The bed of the sea

Grounding – When a ship (while afloat) touches the bed of the sea, or goes
"aground".

Halyard or halliards’ – Ropes used for hoisting flags

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Heaving to – Stopping a vessel in relation to ground. Having sufficient speed
to climb up the waves during rough weather

Heeling – Heeling is the lean caused by the wind's force or waves

Helmsman – A person who steers a ship

Hydrofoil – A boat with wing-like foils mounted on struts below the hull,
lifting the hull entirely out of the water at speed and allowing water
resistance to be greatly reduced

Inglefield clip – A type of clip for attaching a flag to a flag halyard

Lee side – The side of a ship sheltered from the wind

Leeway – The amount that a ship is blown leeward by the wind

Leeward – In the direction that the wind is blowing towards

Length overall (LOA) – the length of a ship

Lubber's line – A horizontal line in a compass indicating the direction of the

ship's fore and aft direction

Magnetic bearing – A bearing taken by a magnetic compass

Magnetic north – The direction towards the North Magnetic Pole

Making way – When a vessel is moving under its own power

Man overboard – A cry let out when a seaman has gone overboard

Nautical mile – A distance of 1.852 kilometres

Navigation rules – Rules of the road that provide guidance on how to avoid
collision and also used to assign blame when a collision does occur

Outward bound – To leave a port, heading for the open ocean

Pilot – Navigator. An especially knowledgeable person qualified to navigate a

vessel through difficult waters, e.g. harbour pilot etc

Quarter – The aftermost direction of a ship

Radar – Acronym for Radio Detection And Ranging. An electronic system

designed to transmit radio signals and receive reflected images of those
signals from a "target" in order to determine the bearing and distance to the
"target"

Radar reflector – A special fixture fitted to a vessel or incorporated into the

design of certain aids to navigation to enhance their ability to reflect radar
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energy. In general, these fixtures will materially improve the visibility for use
by vessels with radar

Reef -Rock or coral, possibly only revealed at low tide

Relative bearing – A bearing relative to the direction of the ship: the

clockwise angle between the ship's head and an object

Sextant – Navigational instrument used to measure altitudes of celestial

objects and to measure horizontal angles between terrestrial objects to
determine a ship's position

Shoal – Shallow water that is a hazard to navigation

Sounding – Measuring the depth of the water. Traditionally done by

swinging the lead, now commonly by echo sounding

Stand-on (vessel) – A vessel directed to keep her course and speed where
two vessels are approaching one another so as to involve a risk of collision

Traffic Separation Scheme – Shipping corridors marked by buoys which

separate incoming from outgoing vessels

Trim – the difference between the fwd draught and the aft draught is called
as trim. When the aft draught is higher than the fwd draught, vessel is
‘trimmed by stern’. When the fwd draught is higher than the aft draught,
vessel is ‘trimmed by head’. Usual practice is to have a trim by stern

True bearing – An angle between true North and the object concerned at the
observer’s position

True north – The direction of the geographical North Pole

Under way – A vessel that is, neither at anchor, made fast to the shore or
aground

Wake – Turbulence behind a vessel. Not to be confused with wash.

Wash – The waves created by a vessel. Not to be confused with wake

Watch – A period of time during which a part of the crew is on duty

Waterway – A navigable body of water

Waypoint – A location defined by navigational coordinates, especially as part

of a planned route (such as course alteration point, speed alteration points
etc.)

Weather side – The side of a ship exposed to the wind

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 Wide berth – To leave room between two ships moored (berthed) to allow
space for manoeuvre

Windward – In the direction that the wind is coming from

Yaw – A vessel's rotational motion about the vertical axis, causing the fore
and aft ends to swing from side to side repetitively

1.1.1.2 Nautical terms used during berthing/un-berthing operations and

their meanings

Head line/rope – Mooring line used to stop/control movement of a vessel

towards stern

Alongside – By the side of a ship or pier

Ashore – On the beach, shore or land

Breast line/rope – Mooring line used to stop/control athwart ship

movement of a vessel

Berth – A location in a port or harbour used specifically for mooring vessels

while not at sea

Berthing – The operation of bringing a vessel to a berth

Fast – Fastened or held firmly (fast aground: stuck on the seabed; made
fast: tied securely)

Fender – rubber or coil or wood bumper used in boating to keep boats from
banging into docks or each other

Heave up – Take the slack on a mooring rope

Heaving line – A long line with a monkey fist at the end used in sending the
mooring lines to the pier

Let go – Remove a line from the bollard on the pier

Messenger rope – A small piece of rope connected to eye of mooring rope, so

that the lines men can hold a mooring rope by the messenger rope wit out
much injuries

Moor – To attach a boat to a mooring buoy or post. Also, to a dock a ship

Single up – Remove all the mooring lines except one head/stern rope and a
spring line

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 Slack – Opposite of heave up

Spring line/rope – Mooring line used to stop/control forward and aft

movement of a vessel

Stopper – A line used to put a mooring line on ship’s bollard.

Surge - A vessel's transient motion in a fore and aft direction

Surge a mooring line – When a rope which is on a main drum is required to

heave up, the lines on the warping drum has to be surged. This means few
turns of the line which is on the warping drum has to be removed in such a
way to keep the weight on the line. So that the line which is on the warping
drum will not be over tight or heaved up while turning the drum.

Un berthing – The operation of taking a vessel away from a berth

Warping – The operation of taking a vessel forward or aft along a pier,

usually be means of mooring ropes

1.1.2 Procedures for the relief, maintenance and handover of a watch

The relieving watch keeper shall be well rested before taking over the watch
in accordance with the rest hours as specified in the STCW Convention and
also he has to comply with the drug and alcohol limits as stated in the same
Convention.
He shall arrive at the bridge at least 10 – 15 minutes before the watch so
that he has sufficient time to take over the watch and also to get use to the
night vision (during dark hours). The officer of the watch (OOW) and the
outgoing watchkeeper shall be informed about the presence of the reliever
once on the bridge.
The outgoing watch keeper shall ensure that the reliever is in a good
physical and mental condition to take over the watch and the OOW shall be
informed if he is not in a good condition to take over the watch. The outgoing
watchkeeper shall take permission from the OOW before handing over the
watch to the reliever. Once the permission is granted, he shall provide the
following information to his reliever:
a) Master’s orders (if any, applicable to the watch)
b) Instructions given by the OOW
c) Magnetic and gyro courses
d) Traffic condition
e) Condition of the visibility and
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 f) Any other information which are in particular importance to safe
watchkeeping
The relieving watch keeper shall clarify all the doubts and questions from
the outgoing watchkeeper pertaining to the watch. Once the reliever is
taken over the watch the outgoing watchkeeper has to take permission
from the OOW to leave the bridge.
The watchkeeper has to keep a good listening and visual watch 3600
around the horizon. The watchkeeper shall not be used for steering other
than for short periods of time such as for courses alterations to maintain
the charted course and collision avoidance actions. A separate helmsman
shall be called if required for longer periods of times. He shall report to
the duty officer when;
a) a new object is seen
b) a course alteration or speed alteration or change in the lights/signals
is observed on an already reported vessel
c) a land is sighted
d) a fog signal or any other signal is heard
e) an already reported fog signal is changed
f) any other station is calling the own vessel on the VHF
g) an alarm is heard from the bridge equipment
h) an abnormal noise is heard on the vessel
i) a malfunctioning equipment is detected on the bridge or
j) any other concern pertaining to a safe navigational watch

The watchkeeper shall not leave the bridge under any circumstances
without the duty officer’s permission and also he has to carry out any
instructions given by the OOW pertaining to a safe navigational watch.
He shall contact the OOW when he is in doubt.

1.1.3 Information required to maintain a safe watch

1.1.3.1 Bridge watchkeeping
a) The procedure for keeping a proper lookout in order to maintain a
margin of safety between own vessel and other traffic
The margin of safety between two ships depends upon the
geographical position of both the vessels. The margin of safety between
two ships in open ocean is usually larger than the margin of safety
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between two ships in congested areas. Therefore, the margin of safety
has to be decided by an OOW. Following may be carried out in keeping
a good margin of safety:
 Other vessel shall be identified correctly,
 Take an early avoiding action,
 Take large avoiding action and
 Monitor the other vessel even after an avoiding action is taken
Now, we shall discuss the above actions separately.

Other vessel shall be identified correctly

To keep a good margin of safety, the most important criteria is to
identify the other vessel correctly. Therefore, following shall be
identified correctly and reported to the OOW:
 The lights of the other vessel is showing (during night time) or
the side which she is showing (during day time),
 The direction of the other vessel in relation to the own vessel,
 Type of the vessel
 During restricted visibility, the type of the fog signal heard, the
direction of the fog signal and whether the bearing is changing
or not

Take an early avoiding action

If a vessel is seen on the horizon, that means 15 nautical miles away
from the own vessel and if both the vessels are making a speed of 15
knots in case of a head on situation, both vessels will collide within 30
minutes if no any action is taken by any of the vessels. What it means
is an early action is required in collision avoidance for the purpose of
maintaining a margin of safety between own vessel and other traffic.
The other vessel has to be seen early and also it has to be reported to
the OOW as soon as possible to take an early action.

Take large avoiding action

To keep a good margin of safety, broad actions such as large course
alterations or large speed alterations may be carried out. This may be
possible in open ocean, but, may not be possible in congested waters.

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If the other vessel was not detected early, the only possible option to
avoid a collision is to take large avoiding action.

Monitor the other vessel even after an avoiding action is taken

There may be occasions that the other vessel may take actions due to
other reasons such as to avoid a collision with another vessel, to
maintain the charted course etc. after an action is taken by the own
vessel. Therefore, the other vessel shall be monitored until she is
finally pass and clear.

b) How to correctly identify risk of collision using compass

bearings visually and by radar
The distance between ships when a risk of collision exists depends
upon the individual situations. Risk of collision may exist in long
ranges with other vessels in open ocean, but, in coastal waters the
risk of collision exists in shorter ranges. This has to be decided by
the OOW.
Take a compass bearing as soon as the other vessel is noted and
then take another bearing few minutes (say 6 minutes). If there is
no a considerable difference between the two, they may be in a
collision course. Never take relative bearings in relation to
positions on the own vessel as this may not give a correct
indication due to yawing of the own vessel.
When determining whether the vessels are in collision course by
mean of a radar, place the EBL (Electronic Bearing Line) on the
target and check it after few minutes (say 6 minutes). They may
not be in a collision course if the target has moved considerably
away from the EBL.

c) How to correctly identify that the vessel may be too close to

land by radar, echo sounder and GPS
Distances can be measured by means of the VRM (Variable Range
Marker) on radar. Land areas can be identified on radar very
easily as they send large echoes (but not the low lying land areas).
Increase or decrease the VRM until it touches the land on the
radar. The distance to the land from the vessel can be read from
the VRM distance indicator.
Usually, the depth starts reducing when closing to land areas.
Therefore, echo sounder reading may indicate the proximity of
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 land. But, the distance to the land cannot be measured using an
echo sounder.
A GPS cannot be used to monitor the distance to land. To check
the distance to land, the position obtained from the GPS has to be
plotted on the chart and from there the distance land has to be
measured.
Whether the existing distance to land from the own vessel is safe
or not has to be decided by the OOW which depends upon the
speed of the ship, traffic density, size of the ship, weather
condition etc.

d) Dangers associated with unauthorized use of navigational

equipment:
i) Use of Radar
Radar is a very good navigational equipment, but, may not give
a good indication of the targets around due to various reasons,
such as:
 Improper settings of the radar by the user
 Malfunctions of the equipment
 Malfunctions of other equipments integrated with the
radar
 Interferences of the other radars and other equipments
 Weather and sea conditions
 Extra ordinary propagations

Therefore, radar equipment may not give correct and good

information of the surrounding objects at times.
Therefore, even a watchkeeper can look at a radar display while
keeping a lookout he shall not relay on it and also he shall not
try to interpret the radar display without the aid of an OOW.

ii) Training on radar

Radar is complicated equipment which needs a proper practical
and a theoretical training to operate and to interpret the radar
display correctly. Therefore, a watchkeeper shall not operate a

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 radar equipment as he is not having sufficient training on the
equipment.
As mentioned above a watch keeper may look at the radar
display during the lookout, but, he shall not operate the radar.
He shall inform the OOW if he see any targets on the radar.

iii) operating GPS equipment without proper training

The GPS is an equipment used for position fixing, but, there
are other various advantages of a GPS such as but not limited
to;
 speed made good can be monitored
 course made good can be monitored
 ETAs at various points on the passage can be monitored
 Courses and distances between course alteration points
(way points) can be monitored
In fact the GPS is also used to store the passage of the ship, so
that the navigator can easily monitor progress of the vessel
during the passage.
At the same time the GPS is the main equipment to provide the
position of the vessel to other equipments in most of the
technologically advanced ships. These equipments include
gyro, ECDIS, radar/ARPA, voyage data recorder, chart plotter
etc. Therefore, a GPS is an important equipment used onboard.
Such an equipment shall not be handle by a person who does
not has proper training. Un-authorized handling may create
severe consequences for the safety of navigation and also
record keeping.

iv) operating ECDIS (Electronic Chart Display and Information

System) equipment without proper training
ECDIS is a complicated equipment which has various inputs
from variety of equipment like radar, ARPA, eco sounder, gyro,
GPS etc. Proper theoretical & also practical training and
certification is required to operate an ECDIS. A watchkeeper is
not trained or certified to operate an ECDIS. They may look at
the ECDIS and report to the OOW if they notice anything
unusual during watch keeping hours, but, they shall not try to
operate it.
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e) The information required to maintain a safe bridge watch
 Orders given by the Master
 Instructions given by the OOW
 Instructions given by the company
 Condition of visibility
 Gyro and the magnetic courses steered
 Nature of the vessels in the vicinity, their directions of the
movement and the position in relation to the own vessel
 Present weather condition

f) Recommended safe watchkeeping practices:

i) watchkeepers to be experienced and capable
Watchkeepers shall be capable of carrying out their duties
relevant to bridge watchkeeping. That means they shall have
sufficient training in accordance with the international
regulations as a minimum.
At the same time they shall have sufficient experience in watch
keeping practices. When they have sufficient experience and
also capable of carrying out duties only they can be called as
competent watchkeepers. Then only they can be certified as
watchkeepers.
The STCW Code provides minimum requirements to be
competent enough to certify as a watchkeeping rating. Then
only they can be used as watchkeepers onboard ships.
No watch keeper shall be allowed to do watchkeeping duties
without proper certification.

ii) precautions to be taken against fatigue

Most of the accidents, pollutions and grounding occur due to
human error. Human error may occur due to fatigue as well.
There are various occasions where pollution, grounding and also
accidents have taken place due to fatigue.
Following precautions may be taken to prevent or control
fatigue:

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  Have a deep and uninterrupted sleep for about 7 to 8
hours per 24 hour day
 Take strategic naps
 Have rest in between
 Eat regular and well balance meals
 Exercise regularly
 Monitor work and rest hours
 Meditation

iii) numbers of watchkeepers to be increased at critical times

Depending upon the ship’s manning scale, the number of
watchkeepers may be increased at critical times such as:
 restricted visibility
 high traffic density
 search and rescue operations

iv) radar to be used in addition to, and not instead of, a visual
lookout
As mentioned early visual look is the most effective and also
the most reliable lookout. Therefore, a visual lookout shall not
be replaced by a radar. The radar shall be used in addition to
the visual lookout.

v) hazards associated with ‘divided command’ of lookouts

When there is more than one lookout, the individual lookout
man shall not consider that the other watch keeper may have
reported already. Because, the other lookout man and also the
OOW may have not seen that particular object or may not have
heard the sound, which may cause grounding or accident.
Therefore, when there is more than one lookout, each one has
to report whatever each person sees or hears first to the OOW.
Apart from that, both the lookout men shall have a good
communication between themselves as well as with the OOW to
clear up such ambiguities.

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 vi) lookout to include both sight and sound
As explained earlier, lookout shall include not only sight but
sight and sound both.

1.1.4 Local & International Regulations on Work & Rest Hours

1.1.4.1 The ILO & STCW requirements regarding the watchkeeping and rest
hours
STCW Code states that all persons assigned duty as an officer/crew in
charge of a bridge/engine watch, or any seafarer whose duties involve
designated safety, prevention of pollution and security duties have to be
provided with rest periods as follows:
 Minimum amount of rest in any 7 day period is increased to 77 hours
from 70 hours;
 10 hours rest in any 24 hour period, except during an emergency;
 The hours of rest may be divided into no more than two periods, one
of which shall be at least 6 hours in length and the intervals between
consecutive periods of rest shall not exceed 14 hours.
 Reduction of rest hours to 70 hours in any 7-day period is allowed for
not more than two consecutive weeks.
 Mandatory records to be maintained/reviewed/signed periodically
(typically at least once a month) for each individual seafarers’ rest
hours
The above requirements shall not be applied during emergencies.

The ILO regulations concerning the work and rest hours are also the same
as STCW regulations.

1.1.4.2 How to maintain work and rest hours as per above requirements
The easiest method of adhering to the above requirement is to keep
correct records of work and rest hours and inform the person in charge
when the minimum hours of work and rest is about to be impeded.

1.1.5 Basic introduction to stress and fatigue

1.1.5.1 stress and fatigue including its effect on human ability to
concentrate on the job

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 Stress is the body's way of responding to any kind of demand. It can be
caused by both good and bad experiences. When people feel stressed by
something going on around them, their bodies react by releasing
chemicals into the blood. These chemicals give people more energy and
strength, which can be a good thing if their stress is caused by physical
danger. But this can also be a bad thing, if their stress is in response to
something emotional and there is no outlet for this extra energy and
strength.
Many different things can cause stress; from physical (such as fear of
something dangerous) to emotional (such as worry over your family or
job.)
Stress can affect both your body and your mind. People under large
amounts of stress can become tired, sick, and unable to concentrate or
think clearly. Sometimes, they even suffer mental breakdowns.
Fatigue means a reduction in physical and/or mental capability as the
rest of physical, mental or emotional exertion which may impair nearly all
physical abilities including: strength; speed; reaction time; coordination;
decision making; or balance1.
Fatigue is a problem for all 24 hours a day transportation modes and
industries, the marine industry included. However, there are unique
aspects of seafarering that separate the marine industry from the others.
It must be recognized that the seafarer is a captive of the work
environment. This makes seafarer specific problems as below:
 The average seafarer spends between three to six months working and
living away from home, on a moving vessel that is subject to
unpredictable environmental factors (weather conditions);
 While serving onboard the vessel, there is no clear separation between
work and recreation;
 Today’s crew is composed of seafarers from various nationalities and
backgrounds.
Fatigue may cause due to;
 Management factors
- rules & regulations
- resources
- upkeep of vessel
- frequency of port calls
- time between ports

1
IMO, MSC/Circ.813/MEPC/Circ.330, List of Human Element Common terms

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 - traffic density
- nature of duties

 Ship specific factors

- level of automation
- level of redundancy
- maintenance
- age of vessel
- physical comfort in work places
- physical comfort of accommodation spaces
- ship motion

 Environmental factors
- excess levels of temperatures
- excess levels of humidity
- excess levels of cold

 Crew specific factors

- sleep & rest
- stress
- health
- ingested chemicals
- age
- shift work and work schedules
- workload
- jet lag

Alertness is the optimum state of the brain that enables us to make

conscious decisions. Fatigue has a proven detrimental effect on
alertness – this can be readily seen when a person is required to
maintain a period of concentration and sustained attention, such as
looking out for the unexpected on the night watch. When a person’s
alertness is affected by fatigue, his or her performance on the job can be
significantly impaired. Impairment will occur in every aspect of human
performance (physically, emotionally and mentally) such as in decision-
making, response time, judgment, hand-eye coordination and countless
other skills.

1.1.5.2 The precautions to be taken to minimize stress and fatigue

Following precautions may be taken to prevent or control stress and
fatigue:
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  Talk to a friendly person about the matter concerned when is stress
 By solving problems before they develop to such an extent that may
create stress
 Have a deep and uninterrupted sleep for about 7 to 8 hours per 24
hour day
 Take strategic naps
 Have rest in between
 Eat regular and well balance meals
 Exercise regularly
 Monitor work and rest hours
 Meditation

1.2 Contribute to a safe watch at port

1.2.1 Ability to understand orders and to communicate with the officer of the
watch on matters relevant to watch keeping duties

1.2.1.1 The nautical terms used during watch keeping at port

Aboard – On or in a vessel

Accommodation ladder – a ladder used to get in or out of the ship which

is fixed at the side of the vessel and rotatable.

All hands – Entire ship's staff, both officers and crew

Alongside – By the side of a ship or pier

Ashore – On the beach, shore or land

Booby hatch – A small opening to hatch with a cover

Boom – the arm of a derrick which can be raised and turned

Chafing – Wear on line caused by constant rubbing against another

surface

Cleat – A devise used to secure the pontoons to the hatch coaming

Coaming – The raised edge of a hatch or skylight to help keep out water

Crutches – Metal “Y” shaped pins to hold oars whilst rowing

Draft or draught – The depth of a ship's keel below the waterline

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Dunnage – Loose packing material used to protect a ship's cargo from
damage during transport and also use to spread the weight of a cargo

Fast – Fastened or held firmly (made fast: tied securely)

Fender – rubber or coil or wood bumper used in boating to keep boats

from banging into docks or each other

Freeboard – The height of a ship's hull (excluding superstructure) above

the waterline. The vertical distance from the current waterline to the
lowest point on the highest continuous watertight deck.

Gangway – a ladder used to enter a ship or leave a ship (removable)

Gooseneck – fitting that attaches the boom to the mast, allowing it to

turn freely

Hatchway, hatch – A covered opening in a ship's deck through which

cargo can be loaded or access made to a lower deck

Heeling – Heeling is the lean caused by the wind's force or waves

Hogging – When the peak of a wave is amidships, causing the hull to

bend so the ends of the keel are lower than the middle. This may occur
due to bad loading as well. The opposite of sagging.

Holiday – A gap in the coverage of newly applied paint, slush, tar or other
preservative

In-water survey – a method of surveying the underwater parts of a ship

while it is still afloat instead of having to dry-dock it for examination of
these areas as was conventionally done

Jib – the arm of a crane which can be raised and turned

List – transverse inclination of a ship due to internal forces

Sagging – When the trough of a wave is amidships, causing the hull to

deflect so the ends of the keel are higher than the middle. The opposite of
hogging

Sounding – vertical height of a water/liquid level in a tank

Sounding line – an equipment use to measure the sounding

Stanchion – vertical post near a deck's edge that supports life-lines

Trim – the difference between the fwd draught and the aft draught is
called as trim. When the aft draught is higher than the fwd draught,
vessel is ‘trimmed by stern’. When the fwd draught is higher than the aft
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 draught, vessel is ‘trimmed by head’. Usual practice is to have a trim by
stern

Trimming cargo – spreading the cargo (bulk cargo and sometimes

packaged goods) evenly through a hold

Ullage - vertical distance between a water/liquid level and the deck

1.2.1.2 The nautical terms used during bunker operations

Bunkers – fuel oil used on ships

Bunkering – taking bunkers

Bunker manifold – a valve/s on board or on the bunker barge that will

be connected to the bunker hawse to take delivery or discharge bunkers

Bunker watch – watch carried on deck to see whether the oil is leaking
in to sea

Dip tray – a protected are on the deck, around bunker manifold or

bunker vents to contain oil in that area if a spill occurs

Pre bunker meeting – a meeting carried out on board with the personal
that will be engaged with the bunkering operation to enhance the safety
on board and to prevent pollution by bunkers

Scuppers – an opening on the deck to release water in that particular

area in to sea

Scupper plugs – plugs use to block the scuppers to prevent spilled oil on
deck releasing in to sea

1.2.2 Procedures for the relief, maintenance and handover of a watch

1.2.2.1 The hand over and taking over procedure of a port watch

The relieving watch keeper shall:

 have a proper rest prior to the watch;

 not be under the effects of alcohol;

 wear appropriate safety gear for that particular type of ship;

 wear winter clothing during winter season;

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  report to the watch 10 – 15 minutes before the watch;

 report to the duty officer;

 clarify the following with the outgoing watchkeeper:

- the instructions given by the duty officer and also the chief officer;

- mooring integrity of the ship;

- loading/discharging condition of the cargo;

- lashing condition of the cargo;

- whether any ballasting/de-ballasting operations are going on or

not, if so which tanks;

- whether any bunkering operations going on;

- shore leave expire time;

- number of outsiders onboard and their purpose of visit (except the

cargo workers);

- next high/low tide time;

- any other questions relevant to the type of the ship;

 take over the cargo loading/discharging plan;

 take over the cargo securing plan

The outgoing watchkeeper shall:

 stay with the reliever for few minutes until he is comfortable with the
watch;

 take permission from the duty officer prior to leaving

Watches shall not change over during critical periods such as

opening/closing of cargo holds, critical weather or security situations etc.
unless the duty officer decides to do so.

1.2.2.2 The duties of a watchkeeper at port

The port watchkeeper shall:

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  maintain a proper gangway watch;

 maintain the security log and comply with the company’s security
precautions

 ensure the mooring integrity of the vessel is maintained;

 shall be aware of the high and low water times;

 ensure the loading/discharging is carried out according to the

loading/discharging plan;

 ensure the cargo securing/un securing is carried out according to the

plan;

 adhere to the instructions given by the duty officer and also the chief
officer;

 adhere to port & company instructions;

 take periodical fire rounds and pollution prevention rounds on deck;

 inform the duty officer as soon as possible when in doubt, notice any
abnormal/unsafe situations developed, such as pollutions, fire,
deterioration of weather, any other vessel passing close to the own
vessel etc;

 ensure the SWL of the vessel’s cargo gears are not exceeded and the
cargo gears are not miss used;

 ensure to update the “shore leave board”;

 ensure the cargo workers are following the on board safety practices;

 check soundings during ballasting/de ballasting operations;

 switch on/off deck lights and hoist/lower flags;

 keep the area close to the gangway clean;

 carryout any other relevant duties assigned by the duty officer or the
chief officer.

1.2.2.3 The duties of a watch keeper during bunkering

A watchkeeper during bunkering operations shall:

 ensure the bravo flag/red light is hoisted/switched on;

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  make sure the scuppers are plugged;

 make sure “NO SMOKING” sign is posted;

 take periodical pollution prevention rounds on deck;

 report to the duty officer if pollution is noticed;

 check whether the bunker barge is safely alongside;

 check whether the anti pollution equipment is ready;

 ensure the dip tray at the bunker manifold is closed;

 report to duty officer when in doubt.

1.2.3 Information required to maintain a safe port watch

1.2.3.1 Watchkeeper should have a knowledge on local regulations with

regard to maintaining a watch, such as;

 emergency contact numbers

 precautions to be observed during emergency situations;

 security measures;

 notices to be posted at the gangway and

 other information required to adhere according to port regulations

1.2.3.2 The moorings should be tended at all times specially during:

 cargo operations;

 bunkering operations;

 ballasting/de ballasting operations;

 loading/discharging heavy lifts;

 strong wind/current conditions and

 LW/HW times

1.2.3.3 The effect of moving ship at a closer proximity to a moored ships

A moored vessel start moving due to the bow cushioning effect and the
interaction between vessels when a vessel is moving close to it. Therefore,

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 if the moored vessel is not properly moored (i.e. if the lines are slack)
mooring lines may be parted, damages to the hull may occur, cargo
operations may be affected, gangway positioning may be affected and
may collide with the vessels moored forward and aft if they are moored
close to the own vessel.

When a vessel is approaching a moored vessel, she will move forward due
to bow cushioning effect. When the vessel is parallel to the moored vessel,
she will be attracted towards the moving vessel and finally when the
vessel is passing the moored vessel, she will start moving aft due to
interaction between the vessels.

Therefore, ensure to keep the vessel properly moored all the time during a
port stay.

1.2.3.4 The importance of security related information

There are three levels of security according to the ISPS Code as

mentioned below;

 Security level 1 - means the level for which minimum appropriate

protective security measures shall be maintained at all times.

 Security level 2 - means the level for which appropriate additional

protective security measures shall be maintained for a period of time
as a result of heightened risk of a security incident.

 Security level 3 - means the level for which further specific protective
security measures shall be maintained for a limited period of time
when a security incident is probable or imminent, although it may not
be possible to identify the specific target.

Security level 1 (which is the minimum level) shall be maintained always

whether there is a security threat or not. Therefore, usually, in ports
where there are no security related incidents in the past, Security Level 1
is maintained. But, we shall not under estimate just because the Security
Level 1 is been maintained. There may be unknown threats depending
upon the nationality of the vessel (flag of the vessel) and also the
nationality of the sailing staff. Therefore, the port watchkeepers shall be
alert on the security measures and information always, irrespective of the
Security Level maintained. Watchkeepers shall be aware of;

 High risk areas onboard;

 Security codes used onboard;

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  Persons to contact in case of security related incident and their
contact numbers;

 Security alarm activation points (on some companies this is known by

all the personal onboard and on some companies this is known by
only very few members);

 Number of outsiders onboard and the purpose of their visits;

 The contents of the parcels, bags and packages brought onboard by

the outsiders.

1.2.3.5 Other information required to maintain a safe port watch includes

but not limited to:

 expected weather conditions;

 times of cargo shift changes;
 expected hatch opening/closing times;
 expected sailing time;
 times of expected visitors coming onboard;
 maintenance carrying out onboard;
 expected times of receiving ship’s stores, provisions and spare parts
 company instructions;
 port instructions

1.3 Contribute to a safe watch at anchor

1.3.1 Ability to understand orders and to communicate with the officer of the
watch on matters relevant to watch keeping duties

1.3.1.1 The nautical terms used during watch keeping at anchor

Anchor watch – The crewmen assigned to take care of the ship while
anchored or moored, charged with such duties as making sure that the
anchor is holding and the vessel is not drifting

Anchor shackle - A shackle length of anchor cable is defined as a length

of anchor cable equal to 15 fathoms (90 feet or 27.5 metres). The number
of shackles carried by vessels differs with the size of ship and trade

Dragging Anchor - An expression used to describe a vessel which is

moving over the ground when its anchor is not dug in and holding

Foul anchor – an anchor is foul when it is caught on an obstruction

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 Foul Hawse - An expression which describes when both anchor cables
have become entwined with each other. It can occur when two anchors
are deployed at the same time, as in a running moor. A change in the
wind direction, left unobserved, causes the vessel to swing through the
line of cables causing the foul.

Long stay – A description for the relative slackness of an anchor chain;

this term means taught and extended

Riding Cable - That anchor cable which is secured to the up-tide anchor
that takes the weight of the vessel when the ship is positioned in a
standing or running moor

Short stay – A description for the relative slackness of an anchor chain;

this term means somewhat slack, but not vertical nor fully extended

Sleeping Cable - That cable which is secured to the down-tide anchor

which bears no weight when deployed in a running or standing moor (see
Riding Cable)

Swinging circle - area that a vessel will swing over when lying to an
anchor

Up and Down - A term used to describe the direction of the anchor cable
being at right angles to the water surface

1.3.1.2 The nautical terms and their meanings used during anchoring
operations

Anchorage – A suitable place for a ship to anchor. Area of a port or

harbour.

Anchor aweigh – used when the anchor is being heaved up to indicate

the anchor is clear of the sea bed

Anchor ball – Round black shape hoisted in the forepart of a vessel to

show that it is anchored

Anchor buoy – A small buoy secured by a light line to anchor to indicate

position of anchor on bottom.

Anchor home – The term for when the anchor is secured for sea. Fully
heaved up and well seated in the hawse pipe

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Anchor light – all round White light displayed by a ship at anchor. Two
such lights are displayed by a ship of 100m or more in length

Bitter end – the end of the cable which is secured to the vessel with a
special arrangement so that it can be let gone easily in case of an
emergency

Bow Anchor - A vessel is normally fitted out with two working bow
anchors. Specialist vessels may also be equipped with additional anchors
for specific trade or operations, i.e. stern anchor.

Bow Stopper - A collective name to describe either a guillotine or a

compressor. Both of which act as an anchor cable stopper. It is one of the
securing devices applied to the anchor cable when the vessel is at sea
and anchorage

Brought Up - An expression used to describe when the vessel is ‘Brought

Up’ to the anchor, when the anchor is deployed and holding

Cockbill – Pay out the anchor until it is clear from the hawse pipe but
above the water. Need to cockbill the anchor before letting go
Devils Claw - A securing device used to secure the anchor cable, when
the vessel is at sea.

Hang off an Anchor - The operation of detaching the anchor from its
cable and hanging it off, usually at the break of the forecastle. The
operation is carried out when the vessel needs to moor up to mooring
buoys by its anchor cable or if it is expecting to be towed by means of a
composite towline.

Hawse pipe – The shaft or hole in the side of a vessel's bow through
which the anchor chain passes

Joining Shackle - A single specialized shackle that joins two shackle

lengths of cable.

Let Go - An expression which describes the release of the anchor from

the windlass braking system. With the advent of heavier anchors being
installed on larger vessels fewer ships are actually ‘letting go anchors’.
The modern tendency is to ‘walk back’ the anchor cable under full control

Sighted and Clear - An expression used when heaving up the anchor to

describe when the anchor breaks the surface of the water and is sighted
and seen to be clear of obstructions.

Spurling pipe – A pipe that connects to the chain locker, from which the
anchor chain emerges onto the deck at the bow of a ship

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 Stream Anchor - A light anchor sometimes carried at the stern of the
vessel. Alternatively called a stern anchor or kedge anchor
.
Underfoot - A term used to describe an anchor being released just under
the stem or the forefoot. Generally used to gain reduced movement of the
ship’s head when at anchor

Walk Back - An expression used to describe the paying out under control
of a mooring line or anchor cable

Weigh anchor – To heave up (an anchor) preparatory to sailing

1.3.2 Procedures for the relief, maintenance and handover of a watch

1.3.2.1 Hand over & take over procedure of an anchor watch

The relieving watchkeeper shall:

 have a proper rest prior to the watch;

 not be under the effects of alcohol;

 wear appropriate safety gear for that particular type of ship;

 wear winter clothing during winter season;

 report to the watch 10 – 15 minutes before the watch;

 report to the duty officer;

 clarify the following with the outgoing watchkeeper:

- instructions given by the OOW

- cable leading and stay
- position of the gangway (whether it is lowered/secured)
- general idea about the other vessels around
- expected time to heave up the anchor

The outgoing watchkeeper shall:

 shall stay with the reliever for few minutes after handing over the
watch;
 take permission from OOW before leaving

1.3.2.2 Duties of a watchkeeper at anchor

 Ensure the anchor ball is hoisted

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 Ensure sufficient deck lights are switch on

 Report the cable leading and stay periodically. Following procedure

shall be followed when reporting:

When reporting the position of the anchor, the direction of the cable
leading and also the weight on the cable should be reported. The
weight on the cable should be reported as follows;

* “Cable up & down” - cable is vertical (position ‘a’ on the figure

below)
* “Short stay” - moderate weight on the cable (position ‘b’
on the figure below)
* “Long stay” - heavy weight on the cable (position ‘c’ on
the figure below)

a b c
There are two means of reporting the direction of the cable, i.e. by
using the point system or by using the clock direction. In the point
system, the directions are divided into points as mentioned before.
Reporting should be done as follows with the points;

“cable leading one point on stbd bow short stay, Sir”

“cable leading three points on port bow long stay, Sir”

“cable leading up and down, Sir”

When reporting with the clock direction, keep your watch’s 12 o’clock
mark in the direction of the bow.

a
9

b
6
12

3 c

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 The reporting to be done as follows;

a - “cable leading 11 o’clock long stay, Sir”

b - “cable leading 12 o’clock short stay, Sir”

c - “cable leading 2 o’clock short stay, Sir”

 Make sure the cable is on the cable stopper and the brakes are tight

 Check whether the hawse pipe is closed

 Ensure the stores on the deck and other openings are properly
secured

 Rig cargo clusters if over the side is too dark

 Take frequent deck rounds

 Report to OOW if there are any signs of dragging the anchor (if
dragging sounds are heard or if notice discolouration of water or
sudden vibrations)

 Report to OOW when in doubt

1.3.2.3 Handing over and taking over procedure of an anti-piracy watch

The relieving watchkeeper shall:

 have a proper rest prior to the watch;

 not be under the effects of alcohol;
 wear appropriate safety gear for that particular type of ship;
 wear winter clothing during winter season;
 report to the watch 10 – 15 minutes before the watch;
 report to the duty officer;
 clarify the following with the outgoing watchkeeper:
- instructions provided by the OOW;

- condition of the anti piracy precautions observed on board (such

as fire hawses rigged over the side, rigged barbed wire around
the vessel etc.);

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 - condition of traffic around and the whereabouts of vessels close
by;

- securing arrangements and conditions of entrances to the vessel

and accommodation

The outgoing watchkeeper shall:

 shall stay with the reliever for few minutes after handing over the
watch;

 take permission from OOW before leaving

1.3.2.4 Duties of an anti-piracy watch keeper

 Keep a good lookout for vessels close by;

 Report to OOW if notice any suspicious vessel or activity;
 Report to OOW if noticed any vessel coming close to the own vessel;
 Ensure openings to the vessel and accommodation is secured;
 Ensure the anti piracy precautions obtained, are in order and
functioning, such as:
- Fire hawses rigged over the side
- Barbed wire around the vessel
- Close anchor hawse (while at anchor)
- Proper illumination over the side (while at anchor)
 Have a good communication with the duty officer;
 If pirates are boarded, report to the OOW immediately, never ever fight
with them and immediately proceed to the secured area.

1.3.3 Information required to maintain a safe anchor watch

1.3.3.1 Anchor watch

a) Signs of dragging anchor

 Discolouration of water in the fwd area

 Sudden vibrations and jerks
 Cable becomes long stay and short stay continuously
 Change of bearings

b) Information required to maintain a safe anchor watch

 Instructions of the OOW

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  Company regulations and instructions
 Regulations and instructions of the local country
 Stay and the lead of the anchor cable
 General idea about the expected weather condition
 Piracy information of the area
 Condition of the securing arrangements of the openings to the deck
stores and openings to the accommodation
 Expected time of heaving anchor

c) security of the vessel shall be considered while at anchor in piracy

areas

1.3.3.2 Procedure to maintain fire and safety patrols during the watch

The watchkeepers shall maintain a proper fire, safety and also security
rounds during anchor watches in addition to the anchor watch.

Just after taking over the watch, a watchkeeper shall take a round
around the vessel to check the:

 condition of the cable

 securing conditions of the openings
 illumination around the vessel

At the same time he shall ensure that no visible signs or dangers of:

 fires
 pollutions
 piracy hazards
 unsafe practices

He shall report to the OOW and report the findings after the completion
of the round. There after he shall take rounds at frequent intervals. The
frequency depends upon the risks involved. In normal situations, a deck
round every 20-30 minutes intervals may be sufficient.

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1.3.3.3 Navigational lights and day shapes of used on vessels

Normal navigational lights

Seeing from right ahead Seeing from stern

Seeing from port side

Not under command (NUC) vessel

Day signal Night signal

Two black balls in a vertical line Two red lights in a vertical line
(no any other lights)

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Restricted in her ability to manoeuvre vessel

Day signal Night signal

Ball diamond & ball in vertical line Red white & red lights

Deep draft vessel

Day signal Night signal

Black cylinder Three red lights in a vertical line

Anchored vessel

Day signal Night signal

One black ball White light fwd & aft (fwd one is
higher than aft). If the length is
less than 100 m, one white light.

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Fishing vessel

Day signal Night signal

Two cones apexes together Red & white lights in vertical line

Engaged in trawling

Day signal Night signal

Two cones apexes together Green & white lights vertical line

Vessel aground

Day signal Night signal

Two black balls in a vertical line Aground lights and anchor lights

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 Towing

Night signal Night signal

Length of the tow < 200 m Length of the tow > 200 m

1.3.3.4 Actions to be taken to avoid collisions with other vessels in

crossing, overtaking, head on situations, being over taken by
another vessel, in restricted visibility and in cases as mention under
rule number 18

Crossing

When two power-driven vessels are crossing so as to involve risk of

collision the vessel which has the other on her own starboard side shall
keep out of the way and shall, if the circumstances of the case admit,
avoid crossing ahead of the other vessel.

Overtaking

Any vessel overtaking any other shall keep out of the way of the vessel
being overtaken. That means the faster vessel shall take appropriate
actions to keep clear of the slower vessel.

Head on situations

When two power-driven vessels are meeting on reciprocal or nearly

reciprocal courses so as to involve risk of collision each shall alter her
course to starboard so that each shall pass on the port side of the other.

Being over taken by another vessel

The slower vessel shall follow her course or shall take any actions to
avoid collisions between other vessels except with the faster vessel which
is overtaking the own vessel. Because it is the responsibility of the faster

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vessel to keep clear of the slower vessel. But, a prudent mariner may not
impede the passage of the faster vessel, unnecessarily.

In restricted visibility

 This Rule applies to vessels not in sight of one another when

navigating in or near an area of restricted visibility.

 Every vessel shall proceed at a safe speed adapted to the prevailing

circumstances and conditions of restricted visibility. A power-driven
vessel shall have her engines ready for immediate manoeuvre.

 Every vessel shall have due regard to the prevailing circumstances

and conditions of restricted visibility when complying with the Rules of
Section I of this Part.

 A vessel which detects by radar alone the presence of another vessel

shall determine if a close-quarters situation is developing and/or risk
of collision exists. If so, she shall take avoiding action in ample time,
provided that when such action consists of an alteration of course, so
far as possible the following shall be avoided:

- an alteration of course to port for a vessel forward of the beam,

other than for a vessel being overtaken;
- an alteration of course towards a vessel abeam or abaft the beam.

 Except where it has been determined that a risk of collision does not
exist, every vessel which hears apparently forward of her beam the fog
signal of another vessel or which cannot avoid a close-quarters
situation with another vessel forward of her beam, shall reduce her
speed to the minimum at which she can be kept on her course. She
shall if necessary take all her way off and in any event navigate with
extreme caution until danger of collision is over.

Responsibilities between vessels

Except where Rules 9, 10 and 13 otherwise require:

 A power-driven vessel underway shall keep out of the way of:

- a vessel not under command;

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 - a vessel restricted in her ability to manoeuvre;

- a vessel engaged in fishing;

- a sailing vessel

 A sailing vessel underway shall keep out of the way of:

- a vessel not under command;

- a vessel restricted in her ability to manoeuvre;

- a vessel engaged in fishing.

 A vessel engaged in fishing when underway shall, so far as possible

keep, out of the way of:

- a vessel not under command;

- a vessel restricted in her ability to manoeuvre.

 Any vessel other than a vessel not under command or a vessel

restricted in her ability to manoeuvre shall, if the circumstances of
the case admit, avoid impeding the safe passage of a vessel
constrained by her draught, exhibiting the signals in Rule 28.

1.3.3.5 Navigational marks

As it is well known, that there are no roads at sea like on the land and
also the under water structures cannot be seen from a ship. In the
middle of the ocean, this does not make much of a difference, since a
vessel has plenty of sea room around her for safe navigation. When
coming in to coastal and congested areas this creates a considerable
difficulty for the safe navigation of a vessel. Buoys are used to avoid this
situation and they can be used to mark the safe passage of a vessel, safe
water areas, under water danger areas, restricted areas etc.

Internationally recognized colours and shapes are used in buoyage

systems, so that the mariners can identify them and can understand the
purpose of such buoys. In 1977 IALA adopted two maritime buoyage
systems. Region A - IALA system A covers all of Europe and most of the
rest of the world, whereas Region B - IALA system B covers only the
Americas, Japan, the Philippines and Korea. The areas can be
summarised as below;
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IALA system of buoyage (Lateral buoys Region –A)

The location of lateral buoys defines the borders of channels and

indicates the direction. Under IALA A red buoys mark the port side of the
channel when returning from sea, whereas under IALA B green buoys
mark the port side of the channel when sailing towards land.

Port hand buoys STBD hand buoy

Light - red Light - green

Shape - can, pillar or spar Shape- Conical, pillar or spar

Preferred channel

Generally, when two channels meet, one will be designated the preferred
channel (i.e. most important channel). The buoy depicted on the left
(below) indicates the preferred channel to starboard and the buoy on the
right (below) indicates the preferred channel to port under IALA A.
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Preferred channel to STBD Preferred channel to Port

Light - red Light - green

Shape - can, pillar or spar Shape- Conical, pillar or spar

Lateral buoys Region – B

Port hand buoy STBD hand buoy

Light - green Light - red

Shape- can, pillar or spar Shape - Conical, pillar or spar

Preferred channel

As mentioned above, preferred channel buoys exist under IALA system B

as well. The purpose is the same as above. The buoy depicted on the left
(below) indicates the preferred channel to starboard and the buoy on the
right (below) indicates the preferred channel to port under IALA B.

Preferred channel to STBD Preferred channel to Port

Light -green Light - red

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Shape - can, pillar or spar Shape - Conical, pillar or spar

Cardinal Buoys

The four cardinal buoys indicate the safe side with respect to a danger
with an approximate bearing. For example, the West cardinal buoy has
safe water on its West and the danger on its East side. Therefore, when a
vessel sees a west cardinal mark on the right head, she should alter
course to the West. The cardinal marks in Region A and Region B both
are the same. Colour of the light is white and pillar or spar shapes are
used.

Isolated danger marks

This type of buoys indicates the position of an isolated danger, contrary

to cardinal buoys which indicate a direction away from the danger.
Therefore, the danger is right under the buoy. Navigable waters are

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 available all around the buoy. This is also same in Region A and Region
B. Light is white and pillar or spar shapes are used.

Safe water marks

Safe water marks are used to indicate the safe water areas. Navigable
water is available all around the buoy. These marks are used for example
seaward of all other buoys (lateral and cardinal) and can be used to make
landfall. This is also the same in both Region A and Region B. Colour of
the light is white and have spherical, pillar or spar shapes.

Special buoys

These are used to mark special areas in the water. Most of the time these
yellow buoys indicate pipelines or areas used for special purposes or
restricted areas etc. These are also same both in Region A and Region B.
These buoys have yellow colour lights and the shape is optional.

1.3.3.6 Signals used in case of a distress

The following signals, used or exhibited either together or separately,

indicate distress and need of assistance:

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 a gun or other explosive signals fired at intervals of about a minute;

 a continuous sounding with any fog-signalling apparatus;

 rockets or shells, throwing red stars fired one at a time at short

intervals;

 a signal made by any signalling method consisting of the group

... --- ... (SOS) in the Morse Code;

 a signal sent by radiotelephony consisting of the spoken word

“MAYDAY”;

 the International Code Signal of distress indicated by N.C.;

 a signal consisting of a square flag having above or below it a ball

or anything resembling a ball;

 flames on the vessel (as from a burning tar barrel, oil barrel, etc.);

 a rocket parachute flare or a hand-flare showing a red light;

 a smoke signal giving off orange-coloured smoke;

 slowly and repeatedly raising and lowering arms outstretched to

each side;

 a distress alert by means of digital selective calling (DSC)

transmitted on:
- VHF channel 70, or
- MF/HF on the frequencies 2187.5 kHz, 8414.5 kHz, 4207.5
kHz, 6312 kHz, 12577 kHz or 16804.5 kHz;

 a ship-to-shore distress alert transmitted by the ship’s Inmarsat or

other mobile satellite service provider ship earth station;

 signals transmitted by emergency position-indicating radio

beacons;

 approved signals transmitted by radio communications systems,

including survival craft radar transponders.

The use or exhibition of any of the foregoing signals, except

for the purpose of indicating distress and need of assistance and the
use of other signals which may be confused with any of the above
signals, is prohibited.

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 Attention is drawn to the relevant sections of the International Code of
Signals, the International Aeronautical and Maritime Search and
Rescue Manual, Volume III and the following signals:
 a piece of orange-coloured canvas with either a black square and
circle or other appropriate symbol (for identification from the air);
 a dye marker.

1.4 Contribute to berthing, anchoring and other mooring operations

1.4.1 The function of mooring and tug lines and how each line functions as
part of an overall system

1.4.1.1 Names of the mooring lines used at a berth

6 5 4 3 1
2

1 – Head lines 2 – Forward breast rope

3 – Forward back spring 4 – After back spring
5 – After breast rope 6 – Stern lines

1.4.1.2 Depending upon the ship size, weather conditions etc. 2, 3 or 4 head
ropes may be used. It should lead about 45˚ to the ship’s fore & aft line
as far as possible. These are very useful in keeping the vessel alongside
as well as to stop the aft movement.

1.4.1.3 Usually it will make less than 45˚ (from aft direction) with the fore & aft
line. The fwd springs are used to stop the forward movement of a ship.
Not helpful in stopping the athwart ship movement.

1.4.1.4 Depending upon the ship size, weather conditions etc. 2, 3 or 4 stern
ropes may be used. It should lead about 45˚ to the ship’s fore & aft line
as far as possible. These are very useful in keeping the vessel alongside
as well as to stop the forward movement.

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1.4.1.5 Usually it will make less than 45˚ (from fwd direction) with the fore & aft
line. The aft springs are used to stop the aft movement of a ship. Not
helpful in stopping the athwart ship movement.

1.4.1.6 The breast ropes should lead 90˚ to the ship’s fore & aft line. The sole
purpose of it is to keep the vessel fully alongside. It is not useful in
stopping the ship’s fore & aft movement.

1.4.1.7 Advantages/disadvantages of the mooring ropes with varying

horizontal angles with the ship’s centre line

If the head/stern ropes are having an angle more than 450 (from the fwd
direction) with the ship’s fore & aft centre line, may not be effective in
stopping the aft/forward movement of a vessel. But, in that case, athwart
ship movement will be controlled efficiently.

If the head/stern ropes are having an angle less than 450 (from the fwd
direction) with the ship’s fore & aft centre line, may not be effective in
stopping the athwart ship movement of a vessel. But, in that case,
aft/fwd movement will be controlled efficiently.

The main purpose of fwd and & aft spring ropes are to control the fwd &
aft movement of a vessel and not to stop the athwart ship movement. If
the If the fwd and aft spring ropes are leading close to 900 with the berth,
the above objective cannot be obtained and also it is not a safe practice
as well. The objective of using fwd/aft spring lines can be achieved, when
the fwd & aft mooring ropes are closer to parallel to the ship’s centre line.

The purpose of breast a rope is to control the athwart ship movement,

but, not to control the fwd/aft movement. Therefore, they must be
perpendicular to the berth.

1.4.1.8 Advantages/disadvantages of these ropes with varying vertical

angles

The vertical angles of the mooring ropes would become considerably high
when there is a considerable gap between the deck and the pier. In such
cases, the objectives of using head, stern and spring ropes would be lost.
But, such situations may not be avoided due to ballast condition or high
tidal variations or when high freed board ships are berthed at lower
jetties. During such occasions, the objectives of the ropes may be
achieved by using long head, stern and spring ropes.

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 Breast ropes will control a vessel’s athwart ship movement even when the
vertical angle is high, but, will not be that much effective. This also can
be avoided by using long breast ropes.

1.4.1.9 How to arrange mooring ropes on ships with large freeboards and
small freeboards

This can be explained by using the following diagrams. Consider two

ships, one having a large free board (white colour) and the other one
having a small freeboard (gray colour). The broken lines indicate the
mooring lines used on small free board ship and the unbroken lines
shows the mooring ropes on the large free board ship.

Longitudinal view (effective use of head, stern and spring ropes)

Athwart ship view (effective use of breast ropes)

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1.4.1.10 ‘Doubling up’ means duplicating all mooring ropes used to secure the
vessel. That means, initially, if there were two head ropes and one spring
fwd, after doubling up it will become four head ropes and two springs
fwd.

1.4.1.11 The main purpose of doubling up is to secure the vessel against expected
rough weather, if the master decides to stay at the berth after receiving
bad weather warning.

1.4.1.12 A vessel shall be made fast with the number of lines ordered by the
master. Depending upon the type, size and weather conditions, he might
decide to have four head/stern ropes and two spring fwd and aft. This is
usually called as 4+2 fwd and aft. The fist number indicates the number
of head/stern ropes and last number indicates the number of spring
ropes fwd/aft. 2+1 fwd and aft means, 2 head ropes, 2 stern ropes, one
spring fwd and one spring aft.

1.4.1.13 Usually, tugs are used for berthing and unberthing of ships. Sometimes
the tugs will be made fast and sometimes not. A tug will be able only to
push a vessel if it is not made fast, but, if the tug is made fast, she has a
better control over a vessel, most importantly she can pull a ship from
different directions.

1.4.1.14 How tugs are made fast during various berthing and un-berthing
situations

Tugs may be made fast by means of ships mooring lines or tug’s own
ropes which will be decided by the master in consultation with the pilot.
Whatever the line used, ship’s propeller shall be kept clear always. If it is
not clear, bridge shall be informed immediately.

Whether to send a rope through the centre lead or a panama lead on a

side will be decided by the master after consulting the pilot. Usually, the
line will be made fast through fwd or aft centre lead, if the vessel has to
be pulled longitudinally than in athwart ship direction specially to control
fwd or aft movement and also this may be very helpful when the vessel is
experiencing strong currents. Refer the diagram below which is for a
berthing operation with a current.

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 Direction of the current

Generally, lines may be required to pass through panama leads on the

ship’s sides when more control is required in the athwart ship direction.
Refer the diagram below which is for an unberthing operation.

1.4.1.15 Movement of a vessel, when she is pulled/pushed with various

angles by a tug

It is easier to understand the movement of a vessel when she is pulled or

pushed by a single tug as the vessel will be pushed or pulled in the same
direction as the tug. But, this may not be that easy to understand when
the vessel is pulled or pushed two tugs in different directions. It may
become little more complicated when the ship’s engines are also used.
Refer the diagram below to get an idea about this.

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 Resultant movement of
the vessel

1.4.2 The capacities, safe working loads, and breaking strengths of mooring
equipment, including mooring wires, synthetic and fibre lines, winches,
anchor windlasses, capstans, bitts, chocks and bollards

1.4.2.1 Safe Working Load (SWL) is the mass or force that a piece of lifting
equipment, lifting device or accessory can safely utilize to lift, suspend, or
lower a mass without fear of breaking.

1.4.2.2 Breaking strength is the greatest stress especially in tension that a

material is capable of withstanding without rupture

1.4.2.3 The SWL of any equipment or rope or part of an equipment shall not be
exceeded under any circumstances

1.4.2.4 Precautions to be observed when working with mooring ropes

 Wear appropriate safety gear such as helmet, safety shoes and fit
boiler suits (shall not be loose), leather gloves, winter clothing (during
winter seasons) and rain coat (if raining)

 Have sufficient illumination during dark hours

 Never exceed the Safe Working Loads

 Avoid sudden shock loads as it may part the rope even the load is
below SWL

 Do not stay close to mooring rope when they are being tighten

 Never lower ropes by legs, always use hands

 Never stand on ropes or rope coils when they are in use

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  Never stand in the bight of a rope

 Have a good communication with the officer in charge at the station,

other team members and laymen ashore

 Never sit down on the bollards when there are mooring lines fast on
them

 Never heave up a rope with kinks as it may break at a load much

more below its safe working load

 Keep sufficient slack on the ropes which are on the mooring drums
when they are being lowered (flake the ropes before use)

 Be careful when using ropes with knots and splices as it reduces the
strength of a rope considerably

 Avoid sharp bends

 Never drag the ropes over rough surfaces as it may damage the ropes

 Ends shall be reversed periodically

1.4.2.5 Dangers of misusing nylon ropes

Mainly there are two dangers involved in using nylon ropes. First and the
most important danger is that due to it’s high elasticity, it will “snap
back” if the rope is parted, resulting in severe injuries and also death.

The other danger is sometimes small pieces of nylon ropes are tied to the
eyes of the mooring ropes for easy handling and also nylon ropes are
used as heaving lines as well. These lines shall not handle by bare hands
when under tension as it may result in cutting hands. It is advisable to
use leather gloves in such circumstances.

1.4.2.6 Precautions to be observed when working with fibre and wire ropes

 Shall wear leather gloves when handling wire ropes.

 Due to high elasticity of the synthetic fibre ropes, it will “snap back” if
the rope is parted, resulting in severe injuries and also death.

 Check the condition of the ropes periodically as specified in the ship’s

SMS.

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1.4.2.7 Signs of wear and potential failure in fibre and wire ropes, including
those in use

 Natural fibre ropes tend to give a warning when they are reaching
breaking point by the creaking sound they emit.

 Synthetic fibre ropes reduce dramatically in diameter and most do not

make a sound before breaking.

 Never use a rope if one or more strands are damaged completely

 Wire ropes are not suitable to use if:

- it is crushed;

- it is chaffed;

- corroded;

- if more than 10% of strands are broken in a length of eight

diameters in any place of the rope.

1.4.2.8 How to use rat guards

Rat guard are use to stop ship rats going ashore (if any) and shore rats
coming on board. It is compulsory in all the ports to fix rat guards on
mooring ropes.

There are various types of rat guards in use and they have different
mechanisms in fixing to a rope. Usually, the mechanism used is a very
simple method to understand, but, ensure the 3600 of the rope is covered
by the rat guard.

1.4.2.9 Correct procedure of fasting a mooring rope to a bit

Never ever hold from the eye of a tug line when it is to be fasten or let
gone to/from a bit. The person who is going to put it on the bit or remove
it from the bit shall handle the tug rope by holding the small piece of
messenger rope which is attached to the eye of the tug line.

Refer the picture below to understand the safest way of putting a tug line
on a bit.

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 Safest method

Unsafe method

When fastening the vessel to shore a mooring rope may be fixed on to a

single bit as below which may not safe enough. It is safer to put figure of
eight on the bollard.

1.4.2.10 Correct procedure of fasting a mooring rope to a bollard

The safest way of fasting a rope on a bollard is to put figure of eight on

both the bits as below.

Some bollards have a collar on both the bits as shown below. Never put
more than one turn of a mooring rope under the collar of such bollard as
it may stuck when under strain if put more than one turn.

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 Collar

A rope stopper has to be used when switching a mooring rope from a

warping drum to a bollard. A chain stopper shall be used if the mooring
rope is a wire rope.

If a wire rope is to be put on a bollard (by means of figure of eight), the

top turns should be secured by a light lashing. Otherwise the wire rope
may come out of the bollard.

1.4.3 The procedures and order of events for making fast and letting go
mooring and tug lines and wires, including towing lines

1.4.3.1 Order of events when making fast

a) How to arrange heaving lines and how to throw them

When preparing a heaving line for throwing, ensure it is clear of kinks

and knots. The best way to ensure no kinks and knots, uncoil the
heaving line and recoil it before each use. Divide the heaving line in to
two coils. The coil with the monkey fist shall be little smaller in
diameter and also in number of turns than the coil with the tail end.
Take two, three turns around the palm of the tail end of the heaving
line (or the tail end may be secured to a ship’s railing) and throw the
coil with the monkey fist with an angle of 450 to the horizontal as
shown in the diagram below.

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 The heaving lines shall be arranged such a way not to have kinks or
knots after each use. There are two methods of coiling a heaving line
for storage as shown below.

b) The heaving line shall be thrown to an area on the pier where there no
people.

c) The first line both at fwd and aft shall be sent ashore as soon as
possible.

d) The propeller shall be kept clear when lowering the ropes and bridge
shall be informed when it is not clear.

e) The mooring ropes shall be kept flaked on deck before lowering to

avoid delays (when lowering under power) and to avoid kinking of the
ropes (when lowering ropes which are not coiled on a mooring winch.

f) Various hand signals used during berthing operations

The hand signals used may be different from port to port, vessel to
vessel and nationality to nationality. Therefore, seafarers shall be very
careful in using hand signals. Common hand signals used during
mooring operations are show below;

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An outstretched arm with A sharp upward movement
hand open and flat being of the arm with the hand
waved downwards means cupped towards means
“slack off” “let go” or “cast off”

Crossed arms in front of A circular movement of the

the body means “make hand above the head means
fast” or “is made fast” “heave away”

Both hands raised above the A raised hand with the fist
shoulders, with open hands being clenched and
facing forward means “stop” unclenched means “heave
or hoist slowly”

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 g) Rat guards shall be rigged after the completion of berthing operations.

h) Mooring ropes shall not be secured on warping drums. All the mooring
ropes which are not connected to drums shall be secured on bollards.

i) Rope drums shall be on the breaks and must be disconnected from

the mooring winches after making fast.

j) The warping drums are always coupled to the mooring winch motor.
Therefore, whenever the winch motor is turning the warping drum
also start turning. The main drums can be coupled or uncoupled to
the winch motor. This coupling/uncoupling is done by means of the
engaging/disengaging lever. The safety pins are provided on the lever
to avoid accidental coupling or uncoupling. If the main drum is
uncoupled accidentally while tightening a rope, people may be injured.
At the same time, if it is accidentally coupled while heaving up a rope
on the warping drum, coupling mechanism may be damaged as the
main drum is on brakes.

k) The dip trays under the mooring winches shall be plugged during a
port stays.

Make sure to switch off the winch power, clear the mooring station
area, store all the equipment used for mooring operations (such as
heaving lines, anchor hooks, messenger ropes etc.) in correct positions
and ensure to coil the unused ends of mooring ropes after completion
of the berthing operations. So that the area looks nice and tidy.

1.4.3.2 Order of events during un berthing

a) How to prepare for departure stations

Once the departure stations are called, all shall proceed to assigned
stations as soon as possible or at the ordered time with appropriate
safety wear. The officer in charge shall report the readiness of the
stations to the bridge. Switch on the winch power and remove rat
guards. Make fast tug if receive orders to do so. Once the orders are
received to let go lines, they shall be let gone accordingly. Usually, a
vessel may be “single up” before letting go all the lines. “Single up”
means let go all the lines except the fist head/stern rope and the
spring rope. While “singling up” let go the ropes one by one according
to the number of winches available (number of ropes that can be
heaved up together). So, that the propeller will be clear and also the
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 let gone mooring ropes will not be jammed while floating at sea after
they are let gone. Try to keep the propeller clear, inform the duty
officer if it is not clear. The duty officer shall inform the bridge once
the station is singled up. Let go the rest of the ropes when ordered and
heave up as soon as possible.

b) The lines shall be let gone according to the orders given by the master
c) The propeller to be kept clear and bridge shall be informed when it is
not clear

d) Safety precautions to be observed during departure stations

 Wear appropriate safety gear.
 Never ever start heaving up a rope unless the linesmen say to do
so or it is clearly visible that the line is clear to heave up.
 Mooring lines may be jammed onboard and also it may be
difficult to work/move around when heaving up several lines by
warping drums. Therefore, try to coil the mooring ropes when
being heaved up or heave up the lines separately until coil them
for storage.
 Slow down the heaving up speed when the eye of a rope is about
to come onboard.
 Heave up the let gone ropes at a controllable speed, specially,
the ropes on the warping drums.
 Follow the safety precautions provided under the heading of
“Precautions to be observed when working with mooring ropes”
in 1.4.2.4 above.

e) How to secure the stations for sea

Once the order to secure for sea is received:
 Store all the equipment in their appropriate places
 Cover the mooring ropes with canvas covers.
 The eves of the mooring ropes which are on the drums shall be
secured and tight the breaks.
 The ropes which are coiled deck shall be secured to deck.

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  If there is no pollution threat, open the dip trays under the
winches.
 Close the booby hatches and other openings water tight.
 Secure the anchor with it’s securing devices.
 Close the anchor hawse.
 Close the spurling pipe
 Duty officer shall inform the bridge once securing is completed.
 Shall stand down, once the order is received from the bridge.
 Shall take antipiracy precautions while standing down.

f) How to secure the stations for heavy weather

Once the order to secure for heavy weather is received, shall carryout
the actions mentioned above and:
 store all the ropes in store rooms/below deck which are not on
main drums.
 put cement on spurling pipe.
 ensure no loose gears around .

1.4.3.3 Order of events when handling tug lines

a) There shall be good communication between the ship’s station and the
tug
b) Precautions to be observed when taking tug’s line onboard and
when letting go
 Be very careful when throwing the heaving lines to take the
tug’s line onboard as it may injure tug personal. It is better to
lower the heaving line to the tug, when it is along side.
 Never try to heave up a tug line alone. Use a mooring winch to
take the tug line, if the ship’s free board is high.
 Use a messenger rope (without a heaving line) if a mooring
which is to be used to take the tug line onboard.
 Keep the propeller as much as possible need to inform the
bridge as appropriate.
 Follow the procedures as mentioned in 1.4.2.9 above when
making fast a tug’s line.
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  Inform the bridge and the tug as soon as the line is fast.
 After making fast keep clear of the area.
 Wait for orders from bridge and instructions from the tug to let
go the line.
 Once the order is received, wait until the tug come closer to the
vessel while heaving up the line. So that the propeller will be
clear.
 If the vessel’s free board is high, do not drop the eye of the rope
as it may injure the tug personal. Lower the rope by means of
a heaving line.

c) Precautions to be observed when giving a ship’s line to the tug

and when taking it onboard after letting go

 Rope eye shall have a small piece of a messenger rope connected

for easy handling.

 Flake sufficient length of rope before lowering.

 Tug line shall be sent through a bollard.

 Wait till the tug comes close to the vessel. Then lower the line to
the tug.

 Watch for the signals given by the tug. Put figure of eight on the
bollard as soon as the signal is received to stop lowering.

 Keep clear of the tug line after making fast and inform the
bridge.

 Wait for the instructions of the tug, once the order is received
from the bridge to let go.

 It may not advisable to let go a line when a long line is given.

The tug has to come closer to the ship while heaving up the line.

 Better to use a mooring winch to heave up a line on a high free

board ship.

 Heave up the line as soon as possible

1.4.4 Safe mooring & unmooring practices including snap back zones

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1.4.4.1 Safe mooring and unmooring practices

 Always adhere to the orders given by the duty officer.

 Follow the safe practices and instructions provided by the company

through SMS.

 Inform the duty officer if anything abnormal or unsafe is found.

 Adhere to the safe practices mentioned throughout this chapter.

1.4.4.2 describes the snap back zones in forward and after mooring stations

1.4.4.3 Snap back zones

Severe injuries may occur due to parting of mooring wires and mooring
ropes. A parted rope or wire has a force, sufficient enough to kill a person
as well. This area travelled by a parted mooring rope is known as snap
back zone.
When a rope or a wire is pulled straight then the area travelled by the
parted rope would be small, but, if the rope or the wire is turned through
a bollard or a lead, then the snap back zone will be higher. This is shown
in the diagram below (the red coloured area indicates the snap back
zones if the line is parted):
If the rope is pulled straight;

Point of failure

Restrain point

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 When the rope is passing through a lead;

Point of failure

Roller lead

Restrain point

The snap back zones in mooring stations of a ship undergoing mooring

operations increases well in numbers due to several restrains and
turning points with lines in tension. The snap back zones in a forward
mooring station are shown in the diagram below. (red areas indicates the
snap back zones);

1.4.4.4 The dangers associated with snap back zone

Dangers include;

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  Injuries / deaths to ship’s crew

 Injuries / deaths to linesmen ashore

 Damages to ship’s gears

 Damages to shore gears

1.4.5 The procedures and order of events for the use of anchors in various
operations

1.4.5.1 The procedures and order of events for the use of anchors in:

a) anchor
i) letting go
Letting go the anchor means, dropping the anchor after clearing
the hawse pipe without using windless power. An anchor may let
go in shallow waters. This is a very common practice on smaller
and sometimes medium size ships. Sometimes anchor may be let
gone in emergencies to control the movement of a vessel as well.
Preparing procedure of an anchor for letting go is as follows;
 switch on sufficient lights fwd without hindering the
navigational visibility during dark hours
 clarify which anchor is required to keep ready
 check the oil level and start the windless according to the
starting procedure
 make sure the anchor is on the brakes
 remove the lashings (usually, devil’s claw is the only lashing
applied on an anchor. But, some ships may have additional
securing arrangements. Refer the picture below)

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  open the spurling pipe and the hawse pipe
 remove the safety pin on the engaging/disengaging lever and
engage windless
 remove the guillotine bar
 With the permission of the master or the officer at the anchor
stations cock-bill the anchor. Cock bill means hanging off the
anchor out of the hawse pipe and on the brakes. Anchor shackle
shall be out of the hawse pipe when the anchor is cock bill.
 apply the brakes and disengage the winch
 release the brake once the order to let go is received

ii) walk back

Walk back means lowering the anchor under power, throughout
the anchoring operation. It is a normal practice to walk back
anchors on large ships always and smaller ships when anchoring
in deep waters to avoid damages to anchor due to the impact after
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 hitting the ground and also may not be able to control the cable by
means of brakes due to it’s momentum. Procedure of the walking
back is as follows:
 until the anchor is cock-bill the procedure is the same as
above as mentioned under letting go.
 Once the order is received to walk back, couple the windless,
release the brake and start lowering under power.
 The weight on the cable shall be monitored and shall inform
the bridge correctly, so that the master can use engines to
avoid excessive strain on the cable and windless.

b) weighing an anchor

 Check the oil level and safely switch on the windless.

 Remove the safety pin and engage the winch.
 Open the hawse pipe and remove the guillotine bar.
 Switch on the anchor wash to wash the cable.
 Start heaving up, once the orders are received to heave up.
 The lead of the cable and the weight on the cable shall be reported
to the bridge, so that the master knows what is happening and
also he can use engines to ease down the weight on the cable.
 The cable may pile up inside the chain locker without allowing to
heave up the whole cable on some ships. The pile in the chain
locker has to be removed (cable to be trimmed level inside the
locker) by using an anchor hook in such cases.
 Remove the anchor ball/switch off the anchor lights and deck
lights (at night)

c) securing for sea

 Make sure the anchor is properly housed.
 Tight the breaks.
 Disengage the gipsy from the windless and secure it with the
safety pin.
 Stop anchor wash.
 Put the sea lashing on.
 Put the guillotine bar on.
 Close the anchor hawse.
 Cement the spurling pipe if required.
 Store the equipment used in their proper places.
 Switch off the windless.
 Inform the bridge to switch off the fwd lights if they are on.

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 d) Warping
Warping means moving a vessel from one place to another in a port,
river, or harbour by means of warps (ropes) fastened to buoys,
anchors, or some fixed object ashore.
Warping anchors is not a common practice now. But, may use an
anchor while unberthing a vessel when she does not has a bow
thruster or a tug forward. The vessel may drop her sea side anchor
while coming alongside the berth as shown below.

During un-berthing bow can be taken off the pier by heaving up the
anchor.

1.4.5.2 Use of anchors in emergencies

Anchors may be used to control the movement of a vessel in various

emergencies which includes but not limited to:

 When a disabled vessel is drifting towards the shore

 When a vessel is heading towards a danger

 To turn a disabled vessel towards the wind/sea in deep ocean to

reduce her rolling

Cable will be parted if the anchor is let gone when a vessel is moving with
a considerable speed. Therefore, proper judgments shall be made before
letting go an anchor in emergencies.

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1.4.5.3 Occasions of releasing an anchor from the bitter end

The end of a cable is attached to a vessel in such a way that the cable
can be detached from the vessel very easily. This end is known as the
bitter end. The bitter end was inside the chain locker in old ships, but, on
modern ships the bitter end is outside the chain locker, so that it can be
let gone without entering the chain locker in emergencies. These
emergencies include:

 when the cable is running uncontrollably even after applying

breaks after the cable is let gone

 to avoid a collision with another vessel while at anchor

Refer the picture below for the bitter end construction of the old ships
(the bitter end is inside the chain locker).

Refer the picture below for the bitter end construction on the new ships,
where the bitter end construction is outside the chain locker.

The fitment is situated outside and usually above the chain locker. The
hinge cover when in position prevents removal of the locking pin holding
the bitter end of the cable. This method allows the cable to be slipped

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 without any person being ordered into the locker. The locking pin is
removed by a simple sliding motion once the hinged cover has been lifted.
The cable is then released and the bitter end is allowed to fall back into
the locker.

1.4.5.4 Procedure of detaching an anchor cable from a joining shackle

Each shackle is joined with a joining shackle so that the cable can be
detached during emergencies as well as during maintenances of the
anchor cable. This is known as slipping a cable on deck and the
procedure is as follows:

 Make the cable up and down.

 Heave or lower the cable until the next joining shackle is on deck (if
heaved up, ensure the cable is not tight)
 Pass a wire rope [with a sufficient SWL and with a length of about
three times the depth] through the shackle fwd of the joining shackle.
 Make fast one end on a bollard.
 Put the other end over a warping drum.
 Lower the chain until the weight is taken by the wire.
 Connect the anchor buoy.
 Disconnect the joining shackle.
 Slack the wire until it loses its weight.
 Once the wire is fully slack, remove the end which is on the bollard
and start heaving up.
 If you don’t have a wire rope, use a good mooring rope. Since the
mooring rope cannot be passed through a shackle, use a loop wire to
attach the mooring rope to the shackle (see the figure below).

Loop rope with a

Mooring rope knot

Joining shackle Anchor

Winch

Method of detaching a lugless joining shackle (Source of below

pictures : Seamanship Techniques, D. J. House)

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  Remove the lead pellet.

 Remove the spile pin. Refer the figure below.

1.4.5.5 Precautions to be taken in the stowage of chain cable and securing

the anchors for sea

 Ensure to wash the anchor cable while heaving up.

 If the cable is being piled up while heaving up, it shall be trimmed

by using a chain hook.

 Ensure the anchor is properly housed before securing it. Otherwise

anchor will start banging on the hawse pipe when experiencing
water pressure.

 Apply proper lashing correctly when securing.

 Close the hawse pipe.

 Close the spurling pipe and cement it, if required.

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1.4.5.6 Use of an anchor buoy

If the anchor is fouled with an underwater obstruction, the anchor

cannot be heaved up. The cable has to be slipped on deck if it cannot be
heaved up. When slipping the cable, the anchor buoy shall be attached to
the cable, so that the position of the anchor and the cable is marked for
latter recovery and the other vessels may avoid that area while anchoring.

1.4.6 Working knowledge of the procedures and order of events associated

with mooring to a buoy or buoys

1.4.6.1 Occasions where vessels may be moored to a buoy or buoys

 When a vessel is required to be moored in an area where there is

no sufficient swinging room, she may be moored to a buoy. So that
the swinging room may be reduced to ship’s length. This will be
done by means of ship’s mooring ropes. This is how the tankers are
moored at the SBM at Colombo.

 If the vessel has to be moored with a zero swinging room the fwd
and aft both can be made fast to two mooring buoys with ship’s
mooring lines. This is practiced at the Suez Canal even now.

1.4.6.2 Procedure of making fast a vessel to mooring buoys at fwd and aft

 The number of lines required depends upon the expected weather

condition, duration of stay and the size of the vessel.

 Need to send the best mooring ropes available, unlike berthing at a

pier, only few lines are used for mooring.

 Flake the ropes which are going to be used as mentioned before.

 Need to lower the lines to a mooring boat. Usually, they will be

taking one rope at a time. There will be two boats one at fwd and
the other at aft.

 When lowering lines to boat, watch for the boatman’s signals and
do not slack the rope too much, as it will be difficult the boat to
pull it.

 Try to keep the propeller as much as possible and inform the

bridge accordingly.

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  The fwd and aft both has to tighten the ropes together. Otherwise
the vessel may go close to the buoy.

 No need to arrange rat guards.

 Ensure the station is neat and tidy as mentioned before.

 In certain cases, the vessel will be made fast to buoys in such a

way, that the ship herself can let go the mooring lines. In that case,
the eye of the rope shall be put on a ship’s bollard after passing
through an eye on the buoy. Keep a messenger rope attached to the
eye on the rope, which can be used when letting go the rope. When
letting go the rope, even the rope is slack, you may not be able to
remove the eye from the ship’s bollard as that side of the rope is
tight. In that case heave up on the messenger rope to remove the
eye from the bollard and also it can be used to lower the rope to
water level safely.

1.4.6.3 Procedure of making fast of an anchor cable to a mooring buoy

(Source of below pictures : Seamanship Techniques, D. J. House)

 Walk back the anchor clear of the hawse pipe.

 Secure one end of the 1st easing wire on the mooring bit.

 Pass the other end through the panama lead, through the anchor
crown D shackle (as a bight) and back through the Panama lead on
to the warping drum of the windlass.

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 Rig a preventer wire (as a bight) through the anchor crown D
shackle, pass it through the fairlead well forward and secure it on
the mooring bits.

 Ensure there is sufficient slack on the preventer wire.

 Slack on the anchor chain until the preventer becomes taut and
the 1st easing wire is up and down and the anchor is under the
shoulder.

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  Continue to walk back the chain until the next joining shackle is
on the deck.

 Heave on the 1st easing wire and secure the anchor in the up and
down position.

 Rig up the 2nd easing wire forward of the joining shackle (on a
bight) and take up the weight of the chain.

 Break the joining shackle.

 Walk back the 2nd easing wire to bring the end of the cable clear of
the hawse pipe.

 Recover this end of the cable using rope hawsers through the
Panama lead.

 Now walk back the anchor chain through the hawse pipe and the
cable is now ready for mooring operation.

1.4.6.4 Precautions to be observed when a vessel is moored to a buoy or

buoys

 Continuously check the distance to the buoy from the vessel, if the
vessel is made fast to a single buoy, as there is a possibility of
hitting the buoy.

 Need to slack the ropes during high tide.

 Need to heave up the ropes during low tide.

 If the vessel is made fast both fwd and aft to buoys, when slacking
or heaving up, the fwd and aft ropes shall be slacked / heaved up
evenly.

 Take security & anti piracy measures as ordered by the master.

 Keep monitoring the weather. Since only few mooring ropes are
used, lines may be parted in severe weather conditions.

 Switch on the deck lights during dark hours.

 Make sure the flags are flying as required by the local regulations.

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Cargo work

Page 76 of 224
2.1 Contribute to the handling of cargo and stores

2.1.1 knowledge of procedures for safe handling, stowage and securing of

cargoes and stores, including dangerous, hazardous and harmful
substances and liquids

2.1.1.1 container cargoes

a) Safety precautions to be observed during container handling on

container ships

 Wear appropriate safety gear.

 Shall have a good idea about the cargo to be discharged and

loaded. Always adhere to the chief officer’s loading / discharging
plan.

 Ensure to comply with company instructions, port regulations

and duty/chief officer’s instructions.

 Delete the completed areas on the cargo plan so that it will be

easy to identify the pending cargo operations.

 Un-secure the cargo gears if the vessel has own gears and keep
them ready for use. If the cargo operation to be carried out by
means of gantry cranes ashore, turn the ship’s cargo gears
towards seaside not to obscure the cargo operations.

 Ensure the cargoes are unlashed before discharging them.

 Do not let the lashing men to drop the lashing material on to the
deck as it may damage the paint on the deck. Lashing bins are
used on large ships and mats made of old mooring ropes are used
on smaller vessels to drop twist locks.

 Do not stand under the containers when they are being loaded
and discharged.

 Ship’s crew has to open and close hatches when they are
completed, if the cargo operation is carried out by means of ship’s
cargo gears or if the pontoons are not lid types. If they are lid type
pontoons and if the cargo operations are carried out by gantry
cranes ashore, the gantry man will open and close the hatches.

 The opening and closing of hatches shall be carried out under the
supervision or knowledge of the duty officer.

 Note down the times of opening and closing of hatches.

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  Double check the areas of completed discharging before the
commencement of loading to ensure no over carriage.

 Usually, container doors shall face aft of the vessel when loading.

 Make sure doors of all containers (empty and stuffed) are closed
and sealed.

 Make sure the semi automatic and fully automatic twist locks are
used correctly.

 Ensure the number of tiers loaded does not affect in securing

ship’s cargo gears, visibility and closing of holds, especially when
they are mixed with high cube containers.

 Make sure the over height and also the over width cargoes are
loaded in accordance with the chief officer’s plan.

 Once an area is completed loading, count the number of

containers on the plan and the amount actually loaded to make
sure no less carriage and no over carriage.

 Ensure the lashing is carried out as per the chief officer’s lashing
plan.

 Check the twist locks and base locks to ensure they are properly
locked. Check the lashing bars to ensure they are not over tighten
or less tighten.

 When using quadruple or double cones under deck, make sure

the containers below those cones are for the same port.

 Put the hatch cleats on after closing a hold. This is very important
to maintain the water tight integrity of a container ship.

 At the end of the cargo operations, ensure the remaining lashing

material is stored in proper places and the lashing bin and the
ship’s spreader is onboard and secured.

 Inform the duty officer when in doubt.

b) Uses of various equipment used for container securing

Cell guides
These are a set of frames, having an opening from top, which fit the
containers. The athwartship distance between two vertical guids is 8
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meters. Cell guides to fit containers of 20 feet & 40 feet are very
common.
Cell guides are used under deck on most of container ships &
multipurpose ships. Sometimes used on deck as well, (these are
sometimes moveable by sliding or lifting to have access to open
hatches). Rarely, cellular ships have cell guides extending above
deck from the tank top. There are no hatch covers on these ships.

Non locking devices

Chocks or corner guides

A
B

C
D

These are usually welded to the tank top. Very rare occasions bolted
on to the tank top. It projects few centimeters (10 cm)above the
surface, and available in “L” shaped (A above), “T” shaped (B), “ + ”
shaped (C) and “ – “ shaped (D).

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Guide cones

These are roughly conical devices welded on to the tank top or deck
and generally called as base plates. These base plates can be single,
double or quadruple. It projects about 7.5 cm above the surface.
These are used with cell guides

Intermediate stacking cones / cones

Single cone Double cone Quadruple cone

These can be used between containers which are under deck. When
using double & quadruple cones the discharging port sequence
should be taken in to account. These cones can be used only with
same height containers.

Locking devices

Base locks

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Base locks are used to lash the container to the ship’s structure and
widely used on the decks of container ships.

Intermediate twist locks

A B C

D E

This can be used in non-cellular areas of container ships,

multipurpose ships, general cargo ships & Ro-Ro ships. Mainly, twist
locks can be divided in to three main categories, manual, semi-
automatic & fully automatic. This will help to hold all the containers
which are in different tiers to act as one unit.

Manual twist locks (A & B above) are fitted to the top of the container
before loading the next one on top and locked manually. Unlocking
also done manually. Manual twist locks also available in two types.
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Twist lock will be locked, when the handle is turned to left (figure A
above). On the other one, it will be locked when the handle is turned
to right (figure B above). In both cases, when the handle is turned to
one side, the top & bottom locks will be locked & when it is turned to
other side both top & bottom locks will be locked.

Great care must be taken while locking & unlocking them, because
some manufactures make, locking pin to be on the left when locked
and to the right when unlocked, while some manufactures make
opposite. Sometimes a ship may contain both types. If it is so, must
have arrangements to use them in separate areas of the vessel to
avoid confusion.

By pulling the locking/unlocking lever, of the semi-automatic (figure

C above), twist lock can be locked or unlocked alternatively. Always
one side of the twist lock is in locked position. Both the side of the
twist lock is spring loaded when it is in the locked position. The side
which is in unlock position is inserted to the under side of a
container and the lever is pulled. Then that side will come to the
locked position, then both the sides are in the locked position. When
the container is loaded on to another container, the spring loaded
bottom side of the twist lock will automatically will go inside the
corner fitting of the bottom container. During discharging when the
lever is pulled out bottom side of the twist lock will be unlocked. So
that it will go to the pier with the discharging container. When the
lever is pulled out once more top side of the twist lock will come to
the unlock position. Semi-automatic twist locks are always fitted &
removed from a container at the pier. This twist locks can be used
with any side up or down. The locking is done automatically.
Unlocking is manual.

There is a semi-automatic twist lock which as two levers on the front

side. When both the levers are equal length, both the sides are in
locked position. When the left side lever is pulled out the top side will
be unlocked & when the right side is pulled out the bottom side will
be unlocked. Unlike a twist lock with single lever, this one cannot be
used upside down. The upper side always has a flat side & the
bottom side always has a cone.

Fully automatic twist locks (E above) are fitted to the underside of

the container from the jetty and the locking with the next container
is done automatically. When the container is heaved up for
discharging it will be unlocked automatically. Fully automatics must
be used with semi automatics always. It is very important to
understand the top/bottom side & front/rear side of fully automatic
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locks. Otherwise it will be impossible to discharge the container at
the discharging port.

Lashing chains

Type “A” has hooks on both the sides. Therefore any side can be
connected to the corner fitting & any side can be fitted to a
tensioning device.

In type “B” the pad or the elephant foot will go in to a corner fitting
and the hook will be connected to a tensioning device.

In type “C” the hook will go in to a corner fitting and the shackle
should be connected to a tensioning device.

Lashing rods

In type “A” the eye is connected to a tensioning device and the other
side is connected a corner fitting of a container.
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The pad or the elephant foot of type “B” bar is inserted to a corner
fitting of a container and the other side is connected with a
tensioning device.

With the type “C” rods, one eye should be connected to a tensioning
device and the other side should be connected to a corner fitting with
a penguin.

The eye of the type “D” rod is connected to a tensioning device & the
hook is inserted to a corner fitting.

Tensioning devices

A B C D E

Hook
Safety pin Shackle
Senhouse slip

Turn buckle

Type “A” bottle screw has a wheel to loosen & tighten. The hook
which is closer to the wheel is attached to a lashing rod (so that
when tightening or loosening, it can be done by standing
comfortably) and the other hook is connected to a deck securing
point.

The method to use types “B” and “C” are the same. The shackle to be
shackled to a deck securing point and the other side can be
connected only to a lashing rod shown on figure above (type “B”).

In type “D” & “E” always the hooks are connected to lashing rods.
Shackle of “E” to be secured to a deck securing point. The senhouse
slip of the bottle screw “D” is used to connect it with a securing point
on deck. The senhouse slip is provided for easy letting go when un-
securing.

All the turnbuckles are provided with a safety pin. When a vessel is
at sea, due to the ship’s vibration, these turnbuckles tend to loosen.
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 To stop this happening after tightening a bottle screw, the safety pin
must be tightened towards the turnbuckle.

c) The container securing shall be carried out according to the

container securing plan given by the chief officer

d) The IMDG cargo shall be loaded exact slots as marked on the loading
plan

e) Precautions and actions to take when loading reefer containers

 Unplug the reefer containers and also the fantainers, which are to
be discharged. Note down the time and the date of disconnecting
if there is a temperature card on reefer containers. This may be
done by the electrician on some vessels. Inform the electrician in
that case.

 The motors of the reefer containers and fantainers shall face

towards the plug points.

 Plug the reefer containers and fantainers as soon as they are

loaded. Note the date and the time of loading, on the temperature
card on reefer containers. Make sure the reefer containers and
fantainers are working properly. Inform the duty officer if not. On
some ships the connection, maintenance of reefer containers will
be carried out by the electrician. Inform the electrician when
receive containers in such cases.

f) The purpose of heeling tanks

A ship has to stay upright while at a port for various reasons. On

tankers, bulk carriers and most of the other ships, the vessels can
be kept upright by carrying out cargo operations evenly, both, on
port and starboard sides. It is very difficult to keep a container vessel
upright during cargo operations by the cargo alone. But, it is very
important to keep a container vessel upright throughout the cargo
operations, otherwise, it is difficult to position a container in an
appropriate slot and also difficult to position the spreader of the
gantry crane in an appropriate slot. Therefore, Container ships are
provided with heeling tanks, one on the port side and the other on
starboard side. These two tanks are partly full of permanent ballast
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 water. Once the motor is put in to automatic mode, vessel will
become upright automatically by transferring water between the
tanks. The pump has to be switched on when a vessel is berthed and
shall be switched off before departure. This shall be done by the duty
officer or the chief officer only.

2.1.1.2 General cargoes and heavy lifts

a) Safety precautions to be observed during handling of general

cargoes on general cargo ships
General cargo ships are used to carry various types and sizes of
cargoes. Therefore, there may be cargo specific special precautions
to be observed while handling various types of goods. Always
adhere to the instructions given by the chief officer and the duty
officer. The following list provides general precautions to be
observed while handling of general cargoes:

 Wear appropriate safety gear.

 Shall have a good idea about the cargo to be discharged and

loaded. Always adhere to the chief officer’s loading / discharging
plan.

 Ensure to comply with company instructions, port regulations

and duty/chief officer’s instructions.

 Ensure the cargo hold bilges are cleaned and pumps are in
working order.
 Make sure the holds are cleaned as appropriate.
 Ensure sufficient lighting is available during dark hours.
 Ensure the weights of the packages are tallying with the SWL of
cargo gears.
 Ensure appropriate lashing points are available close to the
cargo stowage positions.
 Ensure the dunnages are laid down as appropriate.
 Make sure the cargoes are loaded with minimum broken
stowage.
 Load / discharge the goods evenly from both sides, to keep the
vessel upright.

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  Ensure no damages are made to the ship when using forklifts
and other equipment to lift or move the cargo inside the hold.
 Lashing shall be carried out exactly as per the lashing plan given
by the chief officer.
 Do not allow to use cargo hooks on paper bagged cargoes as in
may damage bag.
 Fragile cargoes shall be handled very carefully.
 Ventilation shall be carried out according to chief officer’s
instructions.

b) Precautions to take and the procedure of loading or discharging

heavy lifts
 Wear appropriate safety gear.

 Always adhere to the chief officer’s loading / discharging plan.

 Ensure to comply with company instructions, port regulations

and duty/chief officer’s instructions.
 Make sure the vessel is up right.
 The derrick operators shall be experienced personnel.
 The lifting of the cargo unit should be steady and controlled and
the hoist wire(s) of the crane(s) must be vertical throughout the
operation.
 When two ship’s cranes are used in tandem, preferably, the
operation should be carried out only in daylight.
 Carry out the operation during calm weather
 Ensure the gangway is clear of the pier.
 Ensure no people working aloft.
 Inform all the departments.
 Make sure the derricks are correctly rigged, if ship’s derricks are
to be used.
 Tag lines should be fitted to the cargo unit to allow control of any
rotational movement, if appropriate.
 Lashing shall be carried out exactly as per the lashing plan.
 Check the lashings daily basis during the passage.

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c) Importance of loading general cargoes symmetrically on both
sides of the holds
A vessel shall stay up right throughout the port stay. This is usually,
done by loading / discharging symmetrically from both sides of a
vessel except on container ships. The reasons to keep a vessel up
right are:
 She can sail out immediately in an emergency.
 To ensure she is stable with regards to her stability.
 Easy to position the cargo during loading and easy to position
the cargo hook during discharging operations.
 Safe for the people who are working onboard.

d) The uses of dunnages

 To separate cargo (port wise or incompatible cargoes).
 To spread the weight of the cargoes.
 Help full in securing cargoes
 To avoid ship’s steel touching the cargo. So that the cargo will
not be damaged due to ship’s sweat.

e) Cargo securing shall be carried out according to the cargo securing

plan given by the chief officer

f) Importance of proper cargo ventilation

Ventilating of cargo holds is important to:

 remove poisonous gases
 avoid developing an explosive atmosphere
 make the hold odourless
 remove heat and also moisture generated by the cargo itself
 supply fresh air
 avoid ship and cargo sweat

g) Ship sweat and cargo sweat and how to avoid them

Sweat is the name given by seamen to condensation which occurs in

a ship’s cargo spaces. There are two types of sweat, ship’s sweat and

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 cargo sweat. For sweat to occur there must be moisture in the hold
atmosphere and a difference of temperature between the air in the
hold and the cargo or the ship’s steelwork.

The temperature difference usually occurs as the ship moves from

one climatic region to another or from a cold to a warm current or
vice versa, and the larger the change in temperature the more likely
is the formation of sweat.

Cargo sweat is most likely to occur when the ship has loaded a cargo
in a cold region and air is admitted to the hold as the ship is
travelling towards a warmer region. To prevent cargo sweat when
passing from a cold region to a warm region all ventilation should be
stopped and the hold should be kept closed, with the air unchanged,
as far as possible.

Ship’s sweat is the condensation which occurs when warm moist air
in the hold comes into contact with the cold steelwork which forms
the deck and shell plating of the ship. Usually, this occurs when the
cargo is loaded in a warm region and heading to a cold region.
Therefore, when passing from a warm region to a cold region full
ventilation should be continued whenever possible in order to
withdraw moist air from the hold and replace it by drier external air.

h) Precautions to be observed when handling dangerous goods

 Wear appropriate safety gear.

 Always adhere to the chief officer’s loading / discharging plan.

 Ensure to comply with company instructions, port regulations

and duty/chief officer’s instructions.
 Hoist the bravo flag or switch on the all round red light.
 Check whether the package or the container is labelled on all
four sides and on top.
 The labels mentioned above shall contain the same Class
numbers as mentioned on the chief officer’s cargo plan.
 Make sure they are loaded exact locations as planned by the
chief officer.
 Ensure no leaks from the container or the package. Inform the
duty officer if any leaks are found. Do not touch the leaking
material.
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 i) Precautions to be observed when handling heavy lifts
This is discussed under ‘b’ above.

2.1.1.3 Solid bulk cargoes

a) Safety precautions to be observed during handling of solid bulk

cargoes on bulk carriers

 Wear appropriate safety gear.

 Ensure to comply with company instructions, port regulations

and duty/chief officer’s instructions.

 Holds shall be adequately cleaned.

 Bilge wells shall be cleaned, tested for working order and covered
with burlap cover.

 The chief officer has to plan a loading sequence plan and

deballasting sequence plan while loading. While discharging
cargoes, he has to make a ballasting sequence plan and a
discharging sequence plan. Ensure to adhere to those plans.

 Keep the deck machineries covered when loading / discharging

dusty cargoes.

 Heavy cargoes shall not be dropped onboard from high positions

as the tank top may damage.

 Cargo to be loaded evenly throughout the holds to avoid excessive

forces on the hull. This is known as trimming the cargoes.

 Additional precautions shall be taken when loading cargoes which

are liable to liquefy during the passage and also when loading
grain cargoes.

 Carry out visual monitoring during loading. If there are any

indications of high moisture content, inform the duty officer.

 Take measures to prevent water or other liquids entering the

cargo space during loading and throughout the voyage.

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b) Procedure of preparing holds for loading solid bulk cargoes in
general

 Holds shall be cleaned according to the type of cargo to be carried

onboard.

 Wear appropriate safety gear.

 Need to check the O2 content and the presence of dangerous

gases before entering into a compartment. This is usually
depends upon the type of the cargo carried. If the O2 content is
insufficient or if there are dangerous gases, the hold shall be
ventilated before entering.

 Generally, holds shall be swept first. Never throw out any

sweepings or cargo materials to sea without permission from the
chief officer.

 Bilge wells shall be cleaned and test the bilge suction.

 Cover the bilge well properly so that the water in the hold can go
into the bilge well but not the cargo.

 Sweeping may be sufficient if the same cargo is to be carried.

 May have to wash with water to remove the former cargo

dust/residues completely.

 Holds shall be totally dry including the bilges after cleaning.

 Holds to be odourless when carrying some cargoes.

 No insects (dead or alive), bugs etc. when certain types of cargoes

 If expecting to carry corrosive cargoes may have to lime wash the

holds.

 During cleaning operations if any cracks, damages to the

hull/tank top damages to access ladders/railings or damages to
electrical wiring inform the chief officer.

c) Dangerous natures associated with different types of solid bulk

cargoes and briefly explain the precautions to be taken

 Grain cargoes

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 Grain cargoes include maize, wheat, oats, barley etc. Grain
cargoes are liable to shift creating a list and may capsize the
vessel if the vessel experiences a severe list.

This may be avoided is the holds are loaded up to the top level,
but, due to vibration/rolling/pitching of the vessel, grain cargoes
may settle crating a void space. Cargo shifting may take place due
to this void space.

Some vessels are constructed to carry grain cargoes and as long

as she is complying with the stability requirements no additional
precautions are required other than trimming of cargoes. But if
she is not complying with such stability requirements, additional
precautions are required such as bundling, saucering, by rigging
longitudinal subdivisions etc.

 Coal cargoes

There are various types of coal cargoes such as pond coal, coal
slurry etc. Coal cargoes have following dangerous natures which
depend upon the type of the coal:

- Emits methane

- Emits carbon monoxide

- Self heating and spontaneous combustion

- React with water and produce acids

- Liquefaction

Cargo shall be trimmed while loading to avoid shifting. To avoid

accumulation of methane holds shall be naturally ventilated.
Arrangements shall be made to monitor the temperature within
the holds, if the cargo is liable to self heating. Entry into enclose
spaces procedures shall be maintained when entering into
enclosed spaces due to the possibility of methane and carbon
monoxide entering into compartments close to cargo spaces
creating a depletion of oxygen.

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 Heavy density cargo

Heavy density cargoes means comparatively heavy cargoes with

respect to the volume and includes concentrates, chrome ore,
iron ore fines etc. Due to the heavy nature of the cargo, volume of
such cargoes that can be carried onboard is very small.

Heavy density cargoes may cause damages hold fittings during

loading due to free fall drop, structural damages due to un even
distribution of cargo, damages due to loading beyond the load
densities. Following precautions shall be observed while loading
such cargoes:

- Cargo shall not be dropped from high positions.

- Cargo shall be trimmed level.

- Loading rate shall be compatible with the de-ballasting

rate.

 DRI (Direct Reduced Iron)

The term direct reduced iron, or DRI, has a generic meaning

which covers a number of products with a variety of properties
and hazards. DRI is an alternative iron source produced by
heating an iron ore at a temperature high enough to burn off its
carbon and oxygen content (a process called reduction) but below
iron's melting point. The output is sold as pellets or briquettes
(called hot briquetted iron or HBI) and contains very high
percentage of iron. Types of DRI include:
- HBI – Hot briquetted iron

- CBI – Cold briquetted iron

- DRI fines

- HBI fines

- Remet fines

DRI cargoes may have following dangers depending upon the type
of the cargo:

- Oxygen depletion

- Self heating

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 - Accumulation of hydrogen (Explosion)

- Emission of dust

Following precautions shall be taken when handling DRI cargoes:

- Shall be carried in inert conditions

- Thermocouples to be fixed inside the holds to monitor the

temperatures

- Oxygen and Hydrogen gas monitoring to be carried out

during the voyage

d) Special constructions available on bulk carriers for cargo

securing and stability purposes

Water ballast

Some bulk carriers are constructed with side tanks as shown in the
above diagram. This is a good construction to avoid marine
pollution. It is general practice to take ballast water into cargo holds
during the ballast passage. But, when there are side tanks as above
ballast water can be taken into side tanks. This reduces the free
surface effect during the ballast passage and enhances the stability.

Some bulk carriers are constructed with hopper tanks as in the

above diagram. The upper tanks can be ballasted when carrying less

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 volume of cargoes to improve the stability of a ship. At the same
time, this type of constructions reduces cargo shifts as well.

All most all the bulk carriers have corrugated transverse bulk heads
to improve the strength of the vessel.

e) Importance of loading solid bulk cargoes symmetrically on both

sides of the holds

As stated in one of the above chapters it is important to keep a

vessel upright while carrying out cargo operations and preferable to
keep her upright by means of cargo alone. This can be done by two
methods as below. Consider the plan view of the two hold ship
loaded in two different methods but in both the conditions the vessel
is upright.

More cargo Less cargo

Accomodation

Less cargo
More cargo

Page 95 of 224
 The above vessel is kept upright by loading asymmetrically in
individual holds, where she will experience torsional forces which are
dangerous for a ship, even though she is upright.

Accomodation
Cargo Cargo
trimmed trimmed
level level

In the above diagram the vessel is loaded and the cargo is trimmed
level in all the holds. So, there are no torsional forces on the vessel
and the vessel is safe with the upright condition.

Therefore, a vessel shall be loaded symmetrically on both sides of the

holds when loading solid bulk cargoes.

2.1.1.4 Vehicle cargoes

a) Safety precautions to be taken when handling vehicles on car

carriers

 Wear appropriate safety gear. Shall wear jackets with retro

reflective tapes.

 Ensure to comply with company instructions, port regulations and

duty/chief officer’s instructions.

 Ensure the ramp is lowered correctly. Put wooden boards under

the ramp to avoid damages due to friction to the ramp and also to
the pier. Rig stanchions and life lines on the sides of the ramp.

 Heave up and secure the gangway once the ramp is lowered.

 Rig stanchions, life lines and also warning signs in areas where the
inner ramps are lowered and closed, as appropriate.

 Make sure the stanchions and life lines are rigged on adjustable
car decks.

 Open the gas tight and water tight doors in cargo working areas.

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 Open the appropriate ventilators in cargo working areas.

 Switch on the blowers in cargo working areas.

 Keep clear of passages where the vehicles will be moving.

 Segregate the cargo according to the discharging ports.

 Ensure the heavy vehicles and light vehicles are loaded in

appropriate places as per the loading plan.

 Keep proper clearances between vehicles as instructed by chief

officer / duty officer.

 Ensure the vehicle doors are not locked.

 Make sure the lashing is carried out according to the chief officer’s
lashing plan.

 Make sure the lashings are made only on the lashing points on the
vehicles. Can use the rim of the tires if there are no lashing points
on the vehicle. But, do not use hooks on the rim. Use a belt
through rim and hook the lashing belt to that belt (figure 1, below)
or put the lashing belt around the tire (figure 2, below).

Figure 1 Figure 2

 Need to put wedges at the tires on the vehicles which are on slopes.

 Make sure the vehicles are not damaged while loading and
discharging.

 Ensure only the vehicles that are required to discharge in a

particular port are discharged.

 Physically count all the units onboard before departure to ensure

no over carriage or less carriage.

 Switch of the blowers and close the water tight and gas tight doors
as soon as a particular area is completed.

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  Monitor the slack on the ramp wires. It shall not be tight at any
time as the ramp may come off the pier.

 Monitor the vertical clearance underneath the ramp and the pier /
bollard.

b) Securing equipment used on car carriers and their functions

Lashing belts

This is very common lashing material used on board. There are

various types and sizes of lashing belts. Small width belts are used on
light vehicles and high width belts are used on heavy vehicles. The
tensioning device is used to tight and slack the belt.

Lever tensioners

The lever tensioners are used only on heavy vehicles. After attaching
both the hooks (one to a securing point on deck and the other end to a
securing point on the vehicle), a tensioning lever has to be used to
tight the lashing.

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 Lashings on light vehicles

Lashings on heavy units

Lashings
Wedges

The above picture shows a general lashing arrangement on a heavy

unit. But, need to follow the instructions given by the duty officer and
also the chief officer.

c) The cargo securing shall be carried out according to the cargo

securing plan given by the chief officer

d) Purpose of gas tight doors on car carriers

Car carriers have large enclosed spaces under deck and the vehicles
use own power during loading and discharging. Therefore, it is unsafe
and unhealthy to enter into car decks while loading and discharging
due to vehicle exhaust air without ventilating. To ventilate the holds
there are large blowers on car carriers. If a fire occurs while the gas
tight doors are open, it spread very quickly all around the vessel. In
such situations, the fire can be contained into a small area if the gas
tight doors are closed.
At the same time, if a fire occurs while the gas tight doors are closed,
it can be contained in the same area where it was originated and it
can be extinguished easily.

Page 99 of 224
e) Importance of switching on ventilations on car carriers

As mentioned before, the vehicles use their own power during cargo
operations, which make the cargo holds full of exhaust air. Therefore,
it is important to ventilate the cargo holds throughout the cargo
operations to ensure the safety and health is maintained. In some
ports the cargo workers are prohibited from entering into cargo spaces
when the ventilators are not running.

At the same time, during hot climates, the cargo holds will be very hot
making it impracticable to work inside. This can be avoided by
ventilating the cargo holds.

f) The gas and water tight doors of relevant compartments shall be

opened before switching on ventilations to avoid build up of pressure
inside the holds which create a back pressure on the blowers.

g) Precautions to be taken while lowering and securing the ramps

The vessel must be properly alongside the pier before start lowering
the ramp and the gangway shall be heaved up.

The ramp on a car carrier is the one and only cargo gear onboard and
if it can not be opened, no other cargo gears can be used to load
/discharge cargoes. Apart from that, since the ramp makes a large
opening on the ship’s hull, closing it water tight is important to the
safety of the vessel. There are various types of securing systems fitted
to ship’s ramps to ensure the water tight integrity is maintained.
Therefore, all these securing devices shall be unsecured before start
lowering the ramp. There must be a good communication between the
person who is in charge of the ramp operation and the other personal
engage in the ramp operation.

When the ramp is about to touch the pier, the same must be
communicated to the person who is lowering the ramp and the
operation shall be slowed down.

Wooden boards shall be laid down on the pier, under the ramp to
avoid damages to the pier and the ramp which may cause due to
friction.

Ramp wire ropes shall be sufficiently slackened to avoid accidental

heaving up of the ramp. Ensure the life lines and stanchions are
rigged on both the sides of the ramp.

Page 100 of 224

 When closing the ramp, make sure it is properly seated to the hull, all
the securing devices shall be properly locked. Good communication
shall be maintained during the closing operation as well.

2.1.1.5 Oil cargoes in bulk

a) Safety precautions to be taken while handling liquid bulk cargoes

on tankers
 The scuppers to be plugged.
 Fire wires should be positioned fore and aft on the offshore side of
the ship, so that the vessel can be towed away from the berth in
case of an emergency.
 Red light or a bravo flag to be hoisted.
 Safely connect the ship’s manifold to the shore manifold.
 Ensure the dip tray under the manifold is leak tight closed.
 Make sure the manifold on the other side is closed before start
cargo operations.
 Periodical deck rounds shall be made to see whether there is
pollution over the side during cargo operations.
 Check the ullage of the appropriate tanks just after the
discharging is commenced to ensure the oil is being discharged
from the correct tank.
 Ullage to be checked periodically during cargo operations.
 Ullage to be checked frequently at the final stages of loading.
 Make sure the fire lines are rigged in forward and aft as per port
requirements.
 Man the manifold throughout.
 Switch on the pump room blowers and should take pump room
rounds at least every 20 minutes.
 No unauthorized people on deck and consider the deck as a
hazardous area.
 Naked lights, smoking or any other sources of ignitions must be
prohibited.
 Hot work must not be carried out on board and on the terminal.
 Throttle the mast riser as per the tank pressures during loading.
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b) Procedure of cargo loading and discharging on tankers
Loading operation
 Once the manifold is connected, appropriate valves to be opened
as instructed by the chief officer.
 Loading shall be commenced at a slower rate.
 As soon as the loading is commenced, check the pressure gauge
at the manifold to make sure the cargo is coming through the line.
 Check the cargo lines to make sure no leaks on the lines.
 Check the sounding of the appropriate tanks just after the
commencement of loading operations to ensure the cargo is
coming to the correct tanks.

Discharging operation
 Once the manifold is connected, appropriate valves to be opened
as instructed by the chief officer.
 Discharging shall be commenced at a slower rate.
 As soon as the discharging is commenced, check the pressure
gauge at the manifold to make sure the cargo is going through the
line.
 Check the cargo lines to make sure no leaks on the lines.
 Check the sounding of the appropriate tanks just after the
commencement of discharging operations to ensure the cargo is
been discharging from the correct tanks.

c) Purpose of inert gas

The air inside an oil cargo tank contains Oxygen and hydrocarbon
vapour which makes that atmosphere flammable. If a heat is
introduced accidentally, the tank will be exploded. Inert gas is a dead
gas which does not support fire. The Oxygen and hydrocarbon
mixture can be maintained at a non dangerous range by the
introduction of inert gas into the tank atmosphere. The Oxygen level
is maintained at 8% in cargo holds which is a non flammable range
by introducing inert gas.

Page 102 of 224

 At the same time, a positive pressure is maintained by adding inter
gas in to a tank, so that, outside air will not go into the tank if there
is a leak on the system. If the outside air enters the tank, the Oxygen
level in the tank will be increased making a flammable atmosphere.

d) Procedure of COW

Crude oils are very viscous because of that, clinnage will be high on
the tank bulk heads and on the tank floor. This can be washed out by
using the same cargo while discharging. This is known as Crude Oil
Washing (COW). There are advantages as well as disadvantages of
COW. While doing COW, according to MARPOL requirements, tanks
must be under the following conditions,

 must have a positive pressure (this is created by IG)

 the Oxygen content must be 8% or less by volume
 since the discharging is going on, the IG pump should be in
operation to maintain a positive pressure.

Once, one third of a tank is empty, the top wash can be started. When
the top wash is completed the middle wash can be carried out and
finally the bottom wash can be started when the sounding is about 1
m. The cargo manuals must be consulted as different ships have
different systems. The manuals specify the required trim, required
pressures, setting up arrangements etc.

Top wash

Middle

wash

Bottom

wash

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e) Meaning of gas freeing and the procedure of gas freeing
Gas free means an atmospheric condition in a tank when it is free
from any concentration of inflammable, noxious or toxic gases and
vapours. Gas freeing means making a tank free from any
concentration of inflammable, noxious or toxic gases and vapours.

A tank shall be gas freed before a man entry is made to the tank
(before start ventilating for a man entry), before loading, discharging
and COW. Gas freeing is done by introducing inert gas in to the tanks.

A vessel may be gas freed either by dilution method or displacement

method.

Dilution method is a common method of gas freeing or inerting a tank.

IG or the atmospheric air should be inserted at a sufficient pressure to
reach tank bottom as well as all the corners of a tank. The inlet &
outlet ports are close to the tank top. Refer the figure below.

Displacement method requires presence of a stable horizontal

interface between the top of the tank so that the light gas entering
from the top can push the heavier gas at the bottom out of the tank.
Hence it requires a low velocity of gas entry and the outlet pipe located
close to bottom of the tank. Refer the figure below.

Gas inteface

Heavier gas

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2.1.1.6 Chemical cargoes in bulk

a) Safety precautions to be taken while handling liquid chemical

bulk cargoes on chemical tankers

 The hazardous involved with chemical cargoes varies with the type
of the cargo. Some chemical cargoes tends to evaporate while
some cargoes not. Some cargoes which are liable to evaporate may
emit hazardous vapours. Some cargoes may be corrosive,
hazardous for human health, environment etc. Those who are
working with chemical cargos shall have a good idea about the
nature, hazardous involved with the particular cargo and the
safety precautions to be taken.
 The scuppers to be plugged.
 Red light or a bravo flag to be hoisted.
 Safely connect the ship’s manifold to the shore manifold.
 Ensure the dip tray under the manifold is closed leak tight.
 Make sure the manifold on the other side is closed before start
cargo operations.
 Periodical deck rounds shall be made to see whether there is
pollution over the side during cargo operations.
 Check the ullage of the appropriate tanks just after the
discharging is commenced to ensure the cargo is being discharged
from the correct tank.
 Ullage to be checked periodically during cargo operations.
 Ullage to be checked frequently at the final stages of loading.
 Man the manifold throughout.
 Switch on the pump room blowers and should take pump room
rounds at least every 20 minutes.
 No unauthorized people on deck and consider the deck as a
hazardous area.
 Naked lights, smoking or any other sources of ignitions must be
prohibited.
 Hot work must not be carried out on board and on the terminal.
 Throttle the mast riser as per the tank pressures during loading.

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 b) Loading & discharging procedure on chemical tankers

Loading operation

 Once the manifold is connected, appropriate valves to be opened

as instructed by the chief officer.
 Loading shall be commenced at a slower rate.
 As soon as the loading is commenced, check the pressure gauge
at the manifold to make sure the cargo is coming through the line.
 Check the cargo lines to make sure no leaks on the lines.
 Check the sounding of the appropriate tanks just after the
commencement of loading operations to ensure the cargo is
coming to the correct tanks.

Discharging operation

 Once the manifold is connected, appropriate valves to be opened

as instructed by the chief officer.
 Discharging shall be commenced at a slower rate.
 As soon as the discharging is commenced, check the pressure
gauge at the manifold to make sure the cargo is going through the
line.
 Check the cargo lines to make sure no leaks on the lines.
 Check the sounding of the appropriate tanks just after the
commencement of discharging operations to ensure the cargo is
been discharging from the correct tanks.

2.1.1.7 Liquefied gas cargoes in bulk

a) Safety precautions to be taken while handling liquefied gas in

bulk on gas tankers

 Liquefied gases are normally carried as boiling liquids at either:

- ambient temperature (fully pressurised ships), or

- atmospheric pressure (fully refrigerated ships), or

- intermediate temperatures and pressures (semi-pressurised

ships, often referred to as semi-refrigerated)

 Switch on all round red light or hoist bravo flag.

Page 106 of 224
 Beware of cold burns.

 Fire wires should be positioned fore and aft on the offshore side of
the ship, so that the vessel can be towed away from the berth in
case of an emergency.

 Mooring requirements are usually determined by the terminal and

shall be adhered to those instructions.

 Personnel on watch on a gas carrier must ensure that no one who

is smoking approaches or boards the ship.

 Following warning notices shall be displayed at the access to the

ship:

- NO NAKED LIGHTS

- NO SMOKING NO UNAUTHORISED PERSON

- HAZARDOUS LIQUEFIED GAS (when the liquefied gases

being handled present a health hazard, further notices in
appropriate)

 In conditions of little or no wind, vapour resulting from an

accidental release or from purging or gas-freeing operations may
persist on deck. A strong wind may create low pressure on the lee
side of a deckhouse or structure and thereby cause vapour to be
carried towards it. In any such conditions it should be assumed
that local high concentrations of vapour may exist, and all cargo
operations should cease.

 Cargo operations or the venting of flammable cargo vapours should

be stopped during lightning in the immediate vicinity of the ship

 Cold weather precautions:

- Particular attention should be paid to pneumatic valves and

control systems which can freeze in cold weather if the
control air supply is damp, and to relief valves and cooling
water systems. If fitted, heating systems should be used.

- Any water collected on the discharge side of relief valves

should be drained off.

- Cooling water systems should either be dosed with anti-

freeze or drained. If a system is drained, the fact should be
logged and the system refilled before subsequent use.

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 - Water in fire main or spray systems should be circulated
continuously or drained where there is a risk of freezing.

- Cold weather can also cause cargo vapour trapped in rotating

equipment (e.g. in a cargo compressor) to condense, enter the
crankcase and dilute the lubricating oil, and cause damage.
Crankcase heaters should be used if fitted, and started in
ample time before running up cargo compressors

 Cargo vapour, whether toxic or flammable, should be vented to

atmosphere with extreme caution, taking account of regulations
and weather conditions

 All doors, portholes and other openings to gas-safe spaces should

be kept closed during cargo operations. Doors should be clearly
marked if they have to be kept permanently closed in port, but in
no circumstances should they be locked.

 Mechanical ventilation should be stopped and air conditioning

units operated on closed cycle or stopped if there is any possibility
of vapour being drawn into the accommodation.

 Cargo vapour may be present in cargo pump or compressor rooms,

and gas detection systems are installed to warn of its presence. In
ships carrying cargoes whose vapours are lighter than air (e.g.
ammonia) and heavier than air (e.g. LPG) gas detector points are
fitted at high and low levels and the relevant detector points should
be used for the cargo carried.

 Ventilation systems are provided to disperse any vapour that may

collect in the pump or compressor room. The space should be
ventilated for at least ten minutes before cargo operations begin
and throughout their duration, and also if liquid or vapour leakage
is suspected.

 At all times during discharge, loading and ballasting operations the

ship should have adequate stability and suitable trim to allow for
departure at short notice in the event of an emergency.

 Fire-fighting appliances should always be kept in good order, tested

regularly, and available for immediate use at all times.

 Only approved safety torches or hand lamps should be used.

 Small battery powered personal items such as watches and hearing

aids are not significant ignition sources when correctly used.

Page 108 of 224

 However portable domestic radios, electronic calculators, tape
recorders, cameras and other non approved battery powered
equipment should not be used on the tank deck or wherever
flammable vapour may be encountered.

 Reference should be made to local regulations in the port.

b) Procedure of cargo loading and discharging on gas tankers

During loading

 Tanks shall be inerted or purged as necessary, it has to be

correctly prepared for loading in order to prevent uncontrolled
pressure rises and unsafe temperature gradients developing during
the initial stages of loading.

 Cargo holds shall be cooled and or pressurized in accordance with

the type of cargo to be loaded.

 Pre-arrival and Ship/Shore Checklist should be completed

 During the early stages of loading, the incoming liquid may be

relatively warm and generate quantities of vapour in excess of
capacity of the re-liquefaction plant or vapour return line. The tank
pressure should be regularly observed during loading and the
loading rate reduced in good time before approaching safety valve
set pressures. If reducing the loading rate does not reduce the
pressure rise, loading should cease immediately, and the terminal
should be notified to enable proper steps to be taken in the event of
hazard lo the adjacent shore areas.

 In all tanks, whether or not being loaded, the liquid level,

temperature and pressure readings should be monitored
throughout loading.

 When liquid flow is diverted from one tank to another the valves on
the tank about to receive cargo should be fully opened before those
on the tank being isolated are shut.

 On completion of loading all ship's lines should be drained into the

cargo tanks using the facilities provided. Liquid in hoses or loading
arms should also be drained to the cargo tanks, if possible, or
blown to shore and pressed past shore valves by vapour pressure.

Page 109 of 224

  If possible the ship-shore connection should be purged before being
disconnected. Ship-shore connections should not be broken until it
has been ascertained that all liquid has been removed and the lines
are depressurised.

 Bonding wires, if fitted, should not be disconnected until after the

hoses have been disconnected.

During discharging

 Fixed gas detection equipment should be working throughout cargo

discharge.

 Discharge can cause pressure changes in the hold or interbarrier

spaces, the rate of change depending upon the cargo system
design. Pressures in such spaces should be watched during
discharge and any necessary action taken.

 All cargo tank level readings should be watched, whether or not

their cargo is being discharged.

 On completion of discharge, liquid lines and cargo hoses or loading

arms should be drained, purged and depressurised using the
facilities provided.

 The isolating valves should then be closed and the ship-shore

connections can then be broken.

 Bonding wires, if fitted, should not be disconnected until after the

hoses have been disconnected.

c) Purpose of inert gas on gas tankers

When carrying a flammable cargo the cargo system contains liquid

and vapour. The atmosphere around the cargo tanks is normally
inerted to prevent the formation of flammable mixtures. Therefore, the
spaces may have to be filled with inert gas if the cargo is flammable.
Different cargo containment systems require different procedure.

The formation of a flammable vapour mixture in the cargo system

should be prevented by replacing the air in the system with inert gas
before loading, and by removing cargo vapour by inert gas after
discharge, prior to changing cargoes or gas-freeing. Suitable pipe
connections should be provided for this purpose. Inerting should be
Page 110 of 224
 continued until the concentration of oxygen or cargo vapour in the
space is reduced to the required level. The tank atmosphere should be
monitored at different levels to ensure there are no pockets of
excessive concentrations of oxygen or cargo vapour, particularly in
tanks with complex internal structures or bulkheads. Some cargoes
require the oxygen content in the vapour space to be kept extremely
low (in some cases less than 0.2%) to prevent a chemical reaction
occurring. For instance, ethylene oxide /propylene oxide mixtures can
decompose spontaneously unless special precautions are taken to
control the atmosphere; and butadiene can react with oxygen to form
unstable peroxide compounds. The oxygen content in the tanks must
be reduced as necessary before loading begins. While such cargoes
remain on board, oxygen is excluded either by keeping the ullage
space full of inert gas at a positive pressure or, in the case of
butadiene, by keeping the cargo vapour above atmospheric pressure.
In every case, shippers' requirements should be strictly observed.

2.1.1.8 Refrigerated cargoes

a) Safety precautions to be taken while handling reefer cargoes

Generally, reefer cargoes may be categorized into three types

according to the temperatures to be maintained. i.e. Frozen cargoes (-
80 C to –120 C, example – meat, butter, poultry and fish), chilled
cargoes (- 20 C to 60 C, example – cheese, eggs and fresh vegetables)
and air cooled cargoes (20 C to 120 C, example – fruits). Following
safety precautions and procedures shall be observed while handling
reefer cargoes:

Preparation of cargo hold:

 The compartment must be clean, dry and free of any odour or taint,
 Hold must be deodorised with mild agents (lime, ozone),
 Bilges to be cleaned, dry, deodorised and suctions checked,
 The insulation and permanent dunnage to be checked and repaired
as necessary,
 Scuppers to be cleaned,
 Brine traps to be checked, tested and refilled,
 Thermometers to be in position,
 Ventilator plugs in position and tightly wedged,

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  Brine pipes to be tested to ensure they are not chocked and that no
leaks occur at the joints
 The compartment should be cooled down prior to loading to a
temperature slightly lower than the transit temperature

Cargo handling

 Reefer cargo should be loaded onboard only under the supervision

of a recognized surveyor,
 cargo should not be allowed to wait for long time on the quay,
 Hold should be pre-cooled to temp below the carriage temp,
 Damp, wet and torn packages should be inspected if the cargo has
deteriorated. If the cargo is fine then only it should be loaded after
re-packing,
 Contents of at least 5-10% cartons should be examined from each
hold on a random basis,
 Cartons with soft or dripping contents should be rejected,
 During operations, the frost formed on top of the brine pipes
should be brushed carefully. It should not fall on top of the cargo.
 Upon completion of loading, the reefer chamber must be closed air
tight and cooling resumed immediately.
 Cargo must be stowed in order to allow free circulation of air
through and around the stow.
 Laying of dunnage should be such that it does not obstruct
designed air flow pattern in the compartment,
 Dunnaging should be efficiently carried out so as to avoid stow
collapsing into the air channels,

b) Precautions to be observed when operating in high temperature

areas

 Refrigeration of holds should be turned on during long breaks and

during meal breaks,
 Once loaded, the cargo should be covered with tarpaulin,
 In tropical climates avoid loading in the noon. Try to load cargo
during night time,
 Sides and bulkheads should be fitted with vertical dunnage to keep
cargo away from the structure,

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2.1.1.9 Ship’s stores

a) Importance of checking and segregating the ship stores on

receiving

Stores received shall be checked against the invoice and make sure
the invoice is tallying with the stores received actually. This is
important because the company will be paying the ship chandelier
according to the figures mentioned on the invoice. After checking, the
invoice shall be signed by the duty officer or the chief officers.

It is a good practice to transfer the stores received to the appropriate

stores or places at the same time provided sufficient crew is available.
Otherwise, they may be stolen, lost over board or may be
contaminated if not segregated properly. Specially, the food items shall
be segregated properly to avoid contamination by other stores.

b) Received items has to be checked against the order list by a

responsible person from each department

2.1.2 Basic knowledge of ship’s stability & stresses

2.1.2.1 Explains List and trim and how it causes

List is the transverse inclination of a vessel, caused when the cargo,

bunkers, ballast water, fresh water and stores are not loaded
symmetrically both on port and starboard sides of a ship. This is
measured in degrees by means of a inclinometer.

Trim is the longitudinal inclination of a vessel, caused when the cargo,

bunkers, ballast water, fresh water and stores are not loaded
symmetrically both on fwd and aft of a ship. This is measured in metres
and can be obtained by the difference of the fwd and aft draughts. A
vessel may be trimmed by head (fwd draught is large) or trim by stern (aft
draught is large) or even keel (fwd and aft draughts are equal) depending
upon the distribution of the weights onboard.

2.1.2.2 Cargo to be loaded and discharged evenly both from port and starboard
sides to keep the vessel upright always.

2.1.2.3 FSE is and its effect on ships stability

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 When a vessel with slack tanks (tanks with partially filled liquids) rolls due to external
forces, the liquid will move to the heeled side. This shift of weight will make a small
resistance to the righting moment of the vessel, i.e., the shift of liquid will cause a small
delay in up righting the vessel. This is known as free surface effect. If there are couple of
tanks partly filled or a tank with a higher breadth which is partly filled, a vessel will
experience a higher free surface effect increasing the rolling period.

When the rolling period is high, she will roll into large angles very easily,
even with a small external force. Therefore, there is a high possibility that
the vessel may capsize, if she happen to go through rough weather
conditions.

At the same time, when rolling into large angles her cargo securing may
damage causing list, structural damages, cargo damages/loss and also it
will be very uncomfortable for the crew.

Therefore, a vessel shall sail with a zero or minimum free surface effect.
To have a minimum or a zero free surface effect all the tanks (ballast,
bunker, cargo and fresh water tanks) shall be completely full or
completely empty.

2.1.2.4 Sagging and hogging due to uneven loading of cargo

Sagging (figure 1 below) is caused when more weight is loaded at centre

of a vessel. Hogging (figure 2 below) is caused when more weight is loaded
at the fwd and aft ends of a vessel.

Sag and hog can be avoided by distributing the cargo evenly throughout
the length of a vessel.

Sag and hog will occur due to wave action as well. She will be sagged
when the fwd and aft ends are on two wave crests and she will be hogged
when the centre of a vessel is on a wave crest.

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2.1.2.5 The cargo to be trimmed and distributed evenly throughout the vessel to
avoid sagging, hogging and severe stresses.

2.1.2.6 How to minimize stresses caused due to loading of heavy cargoes on

decks

In case of heavy cargoes, a large weight is distributed on a small area.

Therefore, such cargoes may exceed the strength of the deck where it is
going to be loaded. This may be avoided by using dunnages, so that the
weight will be distributed in a large area.

If a heavy cargo is loaded on a side of a vessel, to upright the vessel, need

to ballast tanks on the opposite side. In such a case, even though the
vessel is upright, she may experience severe stresses. This can be avoided
by loading heavy cargoes at the transverse centre of a vessel. The same
theory applies in the longitudinal direction as well.

2.1.2.7 The loading and discharging shall be carried out as per the plan
provided by the chief officer

2.1.3 Cargo Securing Manual & its Content

2.1.3.1 Importance of proper securing of cargo

Cargo securing is important to make sure the loaded cargo remains at

the loaded position until it is discharged at the port of discharged. If the
lashing is damage,

 a vessel may experience a list or may even capsize.

 structural damages may occur.

 other cargo may damage.

 pollution may occur.

 injuries or even deaths may take place.

Nobody will be able to control the movement of the cargo, if the lashings
are damage, during severe weather conditions. Therefore, it is very
important to ensure the cargoes are lashed properly from the beginning.

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 Lashing may break, if there is a slight movement of the cargo, during the
passage.

2.1.3.2 Purpose of cargo securing manual

SOLAS Chapter VI and VII requires a Cargo Securing Manual for all types
of ships engaged in the carriage of cargoes other than solid and liquid
bulk cargoes. SOLAS chapter VI regulation 5 state that all cargoes other
than solid and liquid bulk cargoes shall be loaded, stowed and secured
throughout the voyage, in accordance with the Cargo Securing Manual
approved by the Administration. In ships with ro-ro cargo spaces, as
defined in regulation II-2/3.14, all securing of such cargoes, in
accordance with the Cargo Securing Manual shall be completed before
the ship leaves the berth.

The purpose of a cargo securing manual is to provide guidance to the

Master and crew on board the vessel with respect to the proper stowage
and securing of cargo units.

2.1.3.3 Content of cargo securing manual

A cargo securing manual may contain:

 Ship’s data

 General information and safety information in general

 Specifications of fixed cargo securing devices.

 Specifications of portable cargo securing devices.

 Inspection and maintenance requirements of the securing devices.

 General principles of cargo securing.

 Evaluation of forces acting on cargo units.

 Cargo securing calculations.

 Thumb rule of cargo securing.

 A log for the maintenance of cargo securing devices.

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2.1.3.4 Various types of securing methods and materials used on board.

Securing materials

Wires

It is recommended that for efficient lashing purposes wire ropes should

be round-stranded, flexible and not so great in diameter as to make their
use cumbersome. The most common of such general purpose wires is
16mm diameter (2" circumference) of 6x12 construction galvanised round
strand with 7 fibre cores having a certificated minimum breaking load of
7.74 tonnef (tonnes force).

Correct method of uncoiling

Wrong method of uncoiling

Wires with thimble

Bulldog grips

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Application of bull dog grips on a wire

Correct method Wrong method

Chain lashing

Never use a chain lashing over sharp edges

Lashing methods

Use of friction

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 Good dunnage
boards nailed
together to support
corner castings Foot lashings well-secured
to, and tautened at, corner
casting in equal balanced
manner

Direct lashing

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Top – over lashing

Loop lashing

Round turn lashing (plan view)

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 Spring lashing

2.1.3.5 Cargo shall be secured as per the securing plan provided by the chief
officer

2.1.4 Basic knowledge of and precautions to observe in connection with

particular types of cargo and identification of IMDG labelling

2.1.4.1 Identification of IMDG labelling

a) Classes of and the nature of IMDG according to the Code

IMDG stands for “International Maritime Dangerous Goods”. This
deals with the safety standards that must be applied when carrying
goods classified as ‘dangerous’. Dangerous means such cargo is
harmful for the humans and also harmful for the marine environment.
When dealing with fires and pollutions of IMDG cargoes, always a
ship’s officer should be consulted.
Class 1 – Explosives

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Class 2 – Gasses

Class 3 – Flammable liquids

Class 4 – Flammable solids

Class 5 – Oxidizing substances and Organic peroxides

Class 6 – Toxic and Infectious substances

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 Class 7 - Radioactive substances

Class 8 - Corrosive substances

Class 9 - Miscellaneous dangerous substances

Marine Pollutant

b) IMDG cargo must have IMDG labels attached on all the sides of the
package

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 c) Actions to take when a dangerous cargo is received without IMDG
labels
 Immediately inform the duty officer.
 If it is noticed before loading, stop loading and inform the shore
personnel to stick the IMDG stickers.
 If it is noticed after loading it on board, inform the cargo foreman to
stick the stickers or ship’s staff may have to use own stickers.

d) Actions to take if a leaking dangerous cargo is noticed

If you notice any kind of leakages from packages with IMDG cargoes
inform an officer immediately. Never ever touch such materials with
bear hands. Chemical suits may have to be worn depending upon the
type of the IMDG cargo before handling such fires and pollutions.
Therefore, inform an officer immediately.

e) Positioning of IMDG cargoes are to be carried out according to the

IMDG Code.

f) IMDG cargoes shall be positioned exactly as marked on the cargo plan

given by the chief officer. The OOW to be informed if incorrectly loaded
IMDG cargo is found.

2.1.4.2 Safety precautions and emergency procedures are to be followed as per

the MFAG.

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Operational safety

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3.1 Contribute to the safe operation of deck equipment and machinery

3.1.1 Knowledge of deck equipment

3.1.1.1 Function and uses of valves and pumps, hoists, cranes, booms, and
related equipment

a) Function & uses of valves and pumps in general

Valve is a device use to control or stop the passage of fluid (air or

liquid) through a pipe or duct. There are various types and sizes of
valves used onboard ships.

Pump is a mechanical device using suction or pressure to raise or

move liquids, compress gases, or force air into inflatable objects. There
are various types and sizes of pumps used onboard.

b) Uses of non-return valves, deck isolating valves (on the fire line),
deck isolating valve (on the inert gas system), pressure regulating
valves (on tankers), tank isolating valve (on tankers) and anchor
wash

Non-return valve
Non-return valve is a valve that normally allows fluid (liquid or gas) to
flow through it in only one direction. These are used to avoid back
pressure or back flow through a pipe line system. Each bilge pump
has a non return valve to avoid pumped out water stop coming into to
the bilge well. Inert gas system on tankers has a non return valve to
stop back pressure.

Deck isolating valve (on fire line)

When there is an accommodation fire, pressure on the fire line may be
dropped if there are any leaks or damages or opened valves on the fire
line in the deck. This can be avoided if there is a valve to isolate the
deck area. The deck isolating valve is provided for this purpose.

Deck isolating valve (inert gas system)

A deck isolating valve is provided on the inert gas systems to ensure
the no back pressure is created on the line system.

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 Pressure regulating valve (tankers)
The pressure within the tanks varies with the property of oil and
atmospheric condition. To control this variation and to avoid
overheating of blower fan, a pressure regulator valve is attached after
blower discharge which re-circulates the excess gas back to scrubbing
tower.

Tank isolating valve (on tankers)

A vessel has numbers of cargo holds and each hold is provided with
an isolating valve. The valve controls the flow of inert gas to hold.

Anchor wash
Anchor wash is a valve fitted to the fire main to wash the anchor and
the cable when it is been heaved up. There are two valves, one for the
port anchor and the other is for the stbd anchor.

c) Opening and closing of any valve shall be done with the knowledge of
a proper officer

d) Uses of ballast pumps, general service pump, cargo pumps (on

tankers), fire pump and emergency fire pump

Ballast pumps
Ballast pumps are used to pump in and pump out ballast water.
Usually, there are two ballast pumps on board ships.

General service pump

This pump can used for ballasting, de-ballasting, pumping out bilge
water and also for fires as well.

Cargo pumps
Cargo pumps are provided on ships build to carry liquid or liquefied
cargoes. These pumps can be used only for cargo discharging and
transferring purposes only. Loading of cargoes is done by means of
shore pumps, but, discharging has to be carried out by ships pumps.
Cargo pumps shall not be used for ballasting / de-ballasting or
fighting fires.
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 Fire pump
Main purpose of the fire pump is to provide water to fight fires. But,
this also can be used to ballast / de-ballast and also pump out bilges.

Emergency fire pump

Emergency fire pumps are capable of starting by emergency power
sources. By regulation cargo vessels are provided with emergency fire
pumps because a fire in the engine room could put all of the other
pumps out of action. This is located away from the engine room in the
shaft tunnel, steering gear or in the forward part of the ship.

Instructions are to be clearly posted on start-up procedures and

valves are to be clearly marked with their correct operating positions.

The emergency fire pump is to be run and tested weekly for at least
five minutes, ensuring that remote starts are working and that the
required pressure can be maintained at the furthest away fire
hydrant.

e) Hold bilge arrangement system

The bilge system is used to remove small quantities of fluid that have
leaked or condensed into a dry space. The system serves the
machinery spaces, cargo holds, cofferdams, voids, stores, tunnels and
pump rooms. Each space has its own piping but the pump is likely to
be shared. Cargo ships are required to have two bilge pumps with
non-return valves fitted to prevent back-flow or cross-flow.

f) Uses of hoists
Hoist means heaving up something by means of ropes and pulleys.
Therefore, cranes, derricks, chain block, pilot hoists etc. can be
categorized as hoists. But, the cargo gears are explained separately
below.
Some ships have pilot hoists, where pilot can be taken up without the
pilot climbing up by himself. Adhere to the instructions provided by
the company, manufacturers and the duty officer when using a pilot
hoists. If the hoist is not properly rigged, the vessel may have to face
severe consequences.

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 Chain blocks can be used as a portable hoist. When using a chain
block ensure the SWL of the block is not exceeded and also it is
hooked onto a strong point with sufficient SWL.

g) Function and uses of cranes, derricks and booms

Cranes and derricks are used to load and discharge cargoes. There are
various types of cranes and derricks in use with varying SWLs. The
SWL of the crane or the boom is marked on the boom. Boom is also
known as jib. They can be swung horizontally and also lowered or
heaved up vertically.

h) Differences between cranes and derricks

Derricks can be turned only by about 1400 horizontally. But most of
the cranes can be turned by 3600. Derricks use wire ropes to swing
horizontally, but, cranes are swung by hydraulic motors.

i) Names and uses of various parts of a crane and derrick with

illustrations
Crane

Runner wire

Cargo block

Boom or jib

The guiding rope (spotting gear for accurate placing) of the cargo block
is not very common part of a crane. Some general cargo ships and
geared bulk carriers have this, but not the container vessels.

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 Derrick

Provision crane

Provision cranes are used to take ship’s stores. They can be used to
handle cargo and also their SWL is generally much less than the SWL
of a cargo crane.

j) Function and uses of various types of blocks

Parts of blocks
Blocks are made out of either metal of wood. Wooden blocks are not
that common these days. The first picture below shows the parts of a
wooden block and the second picture shows the parts of a steel block.

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The shell is made of wood and the sheaves, pin, swivel hook and the
swivel bracket are made out of steel. All wooden blocks have an
inspection plate marked with;
 SWL (when used as an upper block & when used as a lower block)
 size of the rope
 certificate number
 date of testing

These types of blocks are completely made of metal. All the metal
blocks are stamped on the binding with,
 SWL
 certificate number
 name of the manufacturer

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Types of blocks
SINGLE SHEAVE BLOCK : This is a very common block, having only
one sheave, used at head & heel positions of derricks. Single sheave
blocks are available in wood as well as metal. Refer the figure below.

DOUBLE / THREBLE SHEAVE BLOCK : Can be found in metal &

wood. These are of a similar construction to the single sheave blocks,
except that a partition plate separates the sheaves. Generally these
are used for heavy cargo work. Refer the figure below.

CARGO BLOCK : This is an external bound metal block, used on

derricks as head block, heel block or topping lift block. Refer the
picture below.

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GIN BLOCK : This is a metal block with a skeleton binding and no
shell. Refer the picture below.

NON-TOPPLING BLOCK : This block can be used as a floating block on

a life boat fall or cargo purchase. The crown will remain below the arse
and the block will not topple when no weight is suspended from the
purchase. Refer the picture below.

SNATCH BLOCK : This block is, so made that one cheek or part of one
cheek is hinged, so that the rope or the wire can be placed in, without
inserting the wire or the rope through the swallow. Refer the picture
below.

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 k) Under any circumstances not to exceed the SWL on cranes, derricks,
wires or blocks

3.1.1.2 Function and uses of winches, windlasses, capstans and related

equipment

a) Function and uses of winches

Winches are used to moor a vessel by means of own ropes to a pier or

buoy. There may be couple of winches onboard a vessel depending
upon the size of the vessel.

Mooring winches assembly comes in various arrangements with

different number of barrels (drums), depending on the requirement of
the ship. The main parts of a mooring winch includes a winch barrel
or a drum, a warp end and a motor. Modern mooring winches
comprises of elaborate designs with various gear assemblies, which
can be electric, pneumatic or hydraulic driven.

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 Some ships have a tension drum and a storage drum for a single
mooring rope. You must ensure that there is only 3 to 5 (actually, the
number of turns depends upon the width of the tension drum and the
diameter of the rope) turns of the rope on the tension drum at the
completion of the mooring operations. The rope may strike in side,
making it difficult to let go it, if there are turns up to the full width of
the drum.

The main purpose of a warping drum (gypsy head) is to heave up the

ropes, but, not to secure the tightened ropes. Once a rope is tightened
by means of a warping drum, the rope has to be secured on to a
bollard.

In fact, the manufacturer’s instructions shall be referred to identify

the feasibility of securing a tightened rope on a warping drum.

b) Function and uses of windlass

The anchor handling gear onboard is known as windless. The windless
and the mooring winch fwd of a vessel is generally combined
equipment.

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 1.Main shaft 2.Gear box 3.Electric motor
4.Warping drum 5.Drum(storage part) 6.Drum (working part)
7.Gypsy wheel 8. Control lever for the band brake

c) Function and uses of a capstan

Same like a mooring winch, a capstan also used to moor a vessel at a

pier. But, capstans are use on relatively small ships and only one
mooring rope can be heaved at a time. Ropes cannot be stored or
secured on a capstan like on a mooring winch. On ships where there
are capstans, all the ropes has to be coiled elsewhere while storing
and during mooring, ropes shall be secured on bollards.

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d) Function and uses of bollards
Bollards are very strong structures on board ships which can be
used for various purposes. The main purposes are:
 To secure a vessel to a pier or buoy
 Vessel can be pulled by holding to a bollard
 Can be used to make fast other vessels along side
 Can be used to change the direction of a mooring rope slightly
Even though it is not marked on it, bollards also have SWL. But, it is
not a factor to be considered during day to day operations as the
SWL of the bollards is very high and they are strengthened to pull the
vessel when she is fully loaded.

e) Function and uses of ‘old man’

This is a single roller lead, mounted on a pedestal. It is often used to
change the direction of a mooring line. Unlike the aft mooring winch,
the windless and the mooring winch fwd is mounted on a higher
position from the forecastle deck to facilitate the anchoring
arrangement. Therefore, a higher roller lead is required to clear the
obstructions along a rope.

f) Snap back zone

This was described in one of the previous chapters.

g) Those who are engaged in mooring stations shall keep out of the
snatch back zone during mooring operations.

h) Correct methods of putting figure of eight on different types of

bollards
This was described in one of the previous chapters.

i) Precautions to be taken and the procedure of switching-on a

windless and a mooring winch
This completely depends upon the manufacturer of the windless and
the winch. But, general precautions to be observed and the general
procedure to be followed while switching on a mooring winch is given
below:
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  Inform the engine room and ensure the power is available.
 If it is steam driven, ensure the steam is available.
 Carry a torch light during night operations.
 Wait unit the officer in charge orders to switch on or switch off.
 Check the oil level; it shall be at least at the minimum level or at a
higher level than the minimum level.
 The switching off procedure and the switching on procedure shall
be clearly marked in a prominent place. Adhere to these
instructions always.
 After switching on, check whether any unusual sounds can be
heard. Inform the officer in charge immediately if it is so.
 Switch off the winches if there are long delays.
 Do not switch off them for short periods of times.
 If the rope or the anchor is not coming in while heaving up due to
severe tension, do not keep the joy stick on the heaving up
position which may over heat the motor. Heave up the rope or the
anchor with short breaks.
 Check whether there are any leaks around after switching off the
winch. If it is so inform the officer in charge.

j) After the anchoring operation is completed breaks to be applied, put

the guillotine on and the drum shall be disconnected from the
windless motor

k) Make sure to hoist the anchor signals after anchoring

3.1.1.3 Hatches, watertight doors, ports, and related equipment

a) Water tightness and weather tightness

Water tight means water cannot go outside and also water cannot
come inside. All the areas below the main deck of a vessel is water
tight. That means there shall not be a water flow through the hull.
Weather tight means water can go outside but cannot come inside.
All the areas above the main deck is usually weather tight.

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b) Hatches are weather tight.

c) Non-return valves are fitted on hatch coamings to maintain the

weather tightness.

d) How the weather tightness is attained in accommodation spaces

The accommodation spaces are weather tight, which means water

cannot come inside the vessel, but if the accommodation is flooded,
that water can be drained out. That is why the accommodation doors
are made to open towards outside.

e) Importance of water tight doors on ships

Water tight doors are very important in two aspects as mentioned
below:
 The water tight integrity of a vessel can be maintained.
 If the water tight integrity is damaged, damaged area can be
contained by closing the water tight doors
All the water tight doors shall be kept closed while a vessel is at sea
and also opening and closing of any water tight door shall be reported
to a proper officer or shall be done under the authority of a proper
officer.

f) All the gas tight, weather tight and water tight doors shall be closed
before proceeding to sea and shall be kept closed while at sea.

g) Importance of monitoring the soundings of tanks and cargo hold

bilges every day on all types of ships

Soundings of tanks may change due to loss of water tight integrity or

leaks between the tanks. A vessel may lose her seaworthiness if the
water tight integrity is lost or if there are leaks between the tanks.
Therefore, the tank soundings shall be checked at least once every
day to ensure the seaworthiness is maintained.
Soundings of hold bilges may change due to ship sweat, cargo sweat,
leaks and loss of water tight integrity. Cargo damages may occur and
also vessel may lose her seaworthiness if the hold bilges are
increased. Therefore, the soundings of hold bilges shall be checked at
least once every day.
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3.1.1.4 Fibre and wire ropes, cables and chains, including their
construction, use, markings, maintenance and proper stowage

a) Construction of ropes, cables and chains

i) fibre ropes
Natural fibre ropes

Natural fibre ropes are manufactured from Manila, Sisal, Hemp,

Coir, Cotton etc. These are made by twisting the fibres into yarns
and the twist given binds the fibres firmly together so that they
hold by friction when the yarn is subjected to strain. Then the
yarns are twisted in the opposite direction to get the strands. This
method is used to prevent the rope becoming un-laid when in
use.

The term “lay of rope” is used to describe the nature of the twist
that makes the completed rope. Ropes may be of a right-hand lay
or left-hand lay, but the most common is the right handed. There
are few types of rope lays in marine use, such as hawser laid,
shroud laid cable laid, etc. as shown in the above diagram.

Laid ropes consist of three strands and normally right hand laid.
‘S’ and ‘Z’ letters are used to indicate the two possible directions
of twists, i.e. right hand or left hand. The handedness of the twist
is the direction of the twists as they progress away from an
observer. Thus Z-twist rope is said to be right-handed, and S-
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twist to be left-handed. When coiling laid ropes, right-hand laid
ropes should be coiled clockwise and left hand laid ropes should
be coiled anticlockwise direction to avoid kinking. Rope of this
type must be whipped at its ends by some means to prevent
untwisting.

Left handed Right handed

Synthetic fibre ropes

Natural-fibre ropes have been replaced almost entirely by modern

synthetics. There are different designs of synthetic fibre ropes
which includes laid ropes (similar to the ones discussed above
under natural fibre ropes), multi plated ropes (similar to the ones
discussed above under natural fibre ropes), braided ropes etc.

Braided rope (above figure) consist of a sheath – generally of 16

strands- containing a hert (core). Cores may be parallel fibres or
monofilamens, or twisted, or plainted. In the above last instance,
the construction is commonly known as braid construction, both
sheath and core may contribute to rope strength.

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 The figure above shows a more detailed cross section of a braided
rope. This construction has the following advantages over hawser
laid rope; good flexibility, easy handling wet or dry, non-rotating,
non-kinking, even sheath wear. Regardless of wear or damage to
the sheath the core will still retain its original strength.

Alternatively, the core could be choosen for one property (e.g.,

strength or elasticity) and the sheath for another (e.g., resistance
or abrasion). A more recent development is to enclose a braided
core in its own thin sheath (the figure above).

ii) wire ropes

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 The cross section of a wire rope

Wire rope is made of three parts, namely wires, strands and the
heart (core). Wires being twisted into strands and the strands laid
up to form ropes in a similar way to fibre ropes. Generally
number of wires per strand is 12, 19, 24 or 37. The heart is made
of natural fibre and it helps to impart flexibility and to retain
lubricant.

iii) Chain Cables

Construction of anchor cable is regulated by the classification
societies. The materials to be used, dimensions of the shackles,
strength of the shackles, markings on the links, proof load tests
to be carried out on the shackles etc. are regulated by the class.

b) Uses of above ropes, wires and cables

Natural fibre ropes
As the natural fibre ropes have none slippery nature, it can be used
for various purposes onboard. These includes but not limited to:
 Messenger ropes
 Construction of pilot ladder and Jacob ladder
 Man ropes
 Use full in changing crane wires

Synthetic fibre ropes

Synthetic fibre ropes are slippery when comparing with natural fibre
ropes but they are stronger, can be used for hard work and wear and
tear is less. These ropes can be used as:

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  Mooring ropes
 Heaving lines
 Grab lines around the life boats and life buoys.
 Safety lines when rigging safety fences

Wires
Wire ropes can be used for:
 Mooring ropes
 Crane and derricks
 Life boat falls
 Cargo lashing
 Accommodation ladder winch

Chain cables
Chain cables used for various purposes on board such as:
 Anchor cable
 Chain blocks
 Safety lines on safety fences
 Stoppers for wire mooring ropes

c) Maintenance of above ropes, wires and cables

Fibre ropes
 Never exceed SWL
 Inspect the ropes routinely and discontinue the ropes if they are
badly damage
 Avoid chaffing and uneven wear on the ropes
 When splicing a synthetic rope, use four full tucks, followed by two
tapered tucks
 Do not put excessive strain on ropes

Wire ropes
 Never exceed the SWL
 Inspect the ropes routinely and discontinue the ropes if they are
badly damage
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  Use leather gloves when handling wire ropes
 Wires should be routinely lubricated
 Sharp angles on wire rope leads should be avoided
 When breaking a new wire coil, a turntable to be used if possible

Chain cables
 Avoid passing through sharp edges
 Never exceed the SWL
 Shackles of the anchor cable shall be switched during dry docking
 Check the diameter of anchor shackles routinely

d) Methods of proper stowage of above ropes, wires and cables

Fibre ropes
 Ropes should be well dried
 Should store on gratings or pallets
 Ropes shall be away from hot bulk heads, away from acids
 the room should be well ventilated
 Synthetic ropes should be kept away from the direct sun light

Wire ropes
 When stowing, it should be dried
 The store room shall be well ventilated
 Should store on gratings or pallets
 Shall store away from acids

Chain cables
 Anchor cable shall be washed while heaving up, if it is covered
with mud.
 Other cables and chains shall be dried before storing and shall be
kept away from acids.

e) Advantages and disadvantages of above ropes, wires and cables

Ropes

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 When comparing with the wires and cables ropes are easy to use and
also lighter.
The biggest disadvantage is that the SWL is much more less than the
wires and cables. The diameter has to be increased to increase SWL,
which becomes heavy and difficult to handle. That is why the wire
ropes are used for derricks and cranes.

Wires
When comparing with ropes wires have higher SWL, but, difficult to
handle.
When comparing with cables wire ropes have less SWL, but, easy to
handle.
Wires have a higher maintenance cost than cables and ropes as they
are need to be lubricated routinely.

Chain cables
When comparing with wires and ropes, cables have high SWL, but,
they are difficult to handle and also there use is very limited.

f) Anchor cable marking procedure

Anchor cable consists of series of links joined together. These links are
not detachable, but, at the end of each shackle, there is a joining link,
which is detachable. A length of 27.5 m in the anchor cable is known
as one shackle. Therefore, at the end of 1st shackle, there is a joining
link (joining shackle) and so on.

When anchoring, it is important to know how much length of the cable

is paid out. This is done by counting the number of shackles paid out.
To identify the number of shackles, the links on both sides of the
joining link is painted white, depending upon the number of shackles.

1st shackle - one link on both the side of the joining shackle will be
painted white and these both shackles will have a piece of seizing wire
wound on the stud. Refer the figure below:

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 2nd shackle - two links on both the side of the joining shackle painted
white and the last two joining shackles will have a piece of seizing wire
wound on the stud. Refer the figure below:

3rd shackle - three links on both the side of the joining shackle
painted white and last two joining shackles will have a piece of seizing
wire wound on the stud. Refer the figure below:

The joining shackles are marked in red.

3.1.1.5 ability to use and understand basic signals for the operation of
equipment, including winches, windlasses, cranes, and hoists

a) Importance of knowing the basic signals used during operations

of winches, windless, cranes and hoists to overcome the
communication barriers
Ships are manned by multinational crews and due to this reason
communication difficulties may exist onboard. Sometimes, when
working in noisy places verbal communication will be difficult to
understand. Therefore, seafarers may have to use hand signals
during various onboard operations to overcome these difficulties. At
the same time, hand signals are also important when there are
people working in different places, beyond their audible distance,
but, within the visual distance.

b) Basic signals used in the above

When using hand signals, make sure other person has understood
what you want him to do. Otherwise, it may lead to severe
consequences. The hand signals used in mooring stations were
explained in an earlier chapter and the following diagrams shows

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 commonly used hand signals when handling cargo winches, cranes,
derricks and hoists.

3.1.1.6 ability to operate anchoring equipment under various conditions,

such as anchoring, weighing anchor, securing for sea, and in
emergencies

a) Proper procedure of checking and preparing the anchor for

anchoring
 Once the order is received, a competent seafarer should check
that the brakes are securely on and then clear the securing
devices. Usually, securing devices includes, devil’s claws, guillotine
and other extra lashings used. Apart from these securing devices, if
the spurling pipe was cemented, break off cement and remove
storm plate (storm plate is used to close the spurling pipe at the
forecastle deck level, to avoid water going into the chain locker.
During heavy weather, this will be cemented to ensure the weather
tight integrity of the vessel). After clearing the anchor, inform the
bridge.
 During dark hours, make sure to illuminate the area sufficiently.
 As a safety precaution it is recommended that the anchor is
‘walked back’ clear of the pipe before letting go. This position is
known as cock bill position.
 Before an anchor is let gone, a check should be made that no small
craft or other obstacle is under the bow.

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 b) Importance of walking back the anchor before letting go
This was explained in one of the earlier chapters.

c) Deep water anchoring may done totally under power

d) While weighing an anchor, weight of the cable shall be monitored

continuously. If there is a heavy weight on the cable, need to inform
the bridge so that the engines can be used to ease the weight on the
cable.

e) How the anchors are secured for sea passage

This was explained in one of the above chapters.

3.1.2 Knowledge of the following procedures and ability to:

3.1.2.1 rig and unrig bosun’s chairs and staging

a) Rigging and unrigging of Bosun’s chair
The rigging procedure will be explained during practicals.

b) Rigging and unrigging of a Stage

This will be explained during practicals.

3.1.2.2 rig and unrig pilot ladders, hoists, rat-guards and gangways
a) Differentiates between accommodation ladder and gangway
Gangway is used as a means of access to a ship. Generally, gangways
are used on ships of 30 m in length or more, but less than 120 m in
length. Accommodation ladders are used on ships of 120 m or more
in length.
A gangway cannot be turned horizontally, but, an accommodation
ladder can be turned horizontally. Usually, accommodation ladders
are hoisted or lowered by using a winch, but, a gangway is lowered or
heaved up manually.

b) How to rig a gangway and accommodation ladder

 Gangways must be properly secured to the ship’s side.

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  The gangway or the accommodation ladder shall be well clear of the
obstructions on the pier (bollards, gantries etc,).
 The bottom platform of the accommodation ladder shall be lying
horizontally.
 Make sure the stanchions and the ropes are rigged firmly.
 Ensure the net is rigged.
 Illuminate properly during dark hours.
 A life buoy shall be kept stand by at the gangway/accommodation
ladder
 The SWL of a gangway/accommodation ladder shall be never
exceeded.
 Make sure it is not slippery.
 Handrails, ropes, net must be clean.
 People should not run on the ladder.
 The ladder should be adjusted according to the high and low tides

c) The SWL of an accommodation ladder and gangway is marked on a

plate under it, by means of total number of people and total weight

d) Importance of a gangway net

Gangway net is provided to stop any baggage belongs to a person
climbing the ladder or person coming through the ladder falling
overboard if he is slipped from the ladder.

e) Use of jumping ladder

Usually, jumping ladders are used to read the ship’s draughts when
it is impossible to go to the pier to read the draught and also when it
is not possible to read the draught from the ship.

f) How to rig a jumping ladder

 Check the ladder before use.
 Jumping ladders shall be firmly secured to a strong position on
deck.
 Never ever clip the steps of a ladder to strong positions on deck
such as bollards as it may come of the bollard.
 Avoid rigging a ladder crossing very sharp edges as it may damage
the ladder.

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g) How to use steel ladders correctly
 Check the ladder before use.
 A portable ladder should only be used where no safer means of
access is reasonably practicable. It is very important that the
ladder is checked regularly by a competent person.
 Portable ladders should be pitched between 60 and 75 degrees
from the horizontal, on a firm base, properly secured against
slipping or shifting sideways and be so placed as to afford a
clearance of at least 150 mm behind the rungs. Where practicable
the ladder should extend to at least 1 m above any upper landing
place unless there are other suitable handholds.
 When portable extending ladders are in use, there should be
sufficient overlap between the extensions.
 Personnel negotiating a ladder should use both hands, and not
attempt to carry tools or equipment in their hands.
 Planks should not be supported on rungs of ladders to be used as
staging, nor should ladders be used horizontally for such purposes.
 Working from ladders should be avoided as far as possible, but
where necessary personnel must use a safety harness with lifeline
secured above the work position.

h) Describe how to rig rat guards

This was described in one of the above chapters.

i) How to rig a pilot ladder

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 Ladder has to be rigged on the lee side (unless specified by the
pilot).
 Height above the water level must be as per the pilot’s instructions.
 Clear of any possible discharges.
 The steps must firmly rest against the ship’s side.
 After rigging the ladder, it has to be tried out and checked.
 At night, proper illumination is required, but the light must be
facing fwd of the vessel, not to impair the visibility of the bridge
watchkeepers.
 The passage on the deck must be clear of obstructions & at night it
has to be illuminated.
 A responsible officer must be at the ladder to receive the pilot, with
a walkie-talkie and a torch at night.
 A combination ladder to be used if the pilot ladder is required for
heights of more than 9m.

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 j) Equipment to be kept standby near a pilot ladder
 Life buoy with self igniting light
 Heaving line

3.1.2.3 use marlin spike seamanship skills, including the proper use of
knots, splices and stoppers
a) creates and states the uses of the following knots, bends and
hitches:
i) reef knot
ii) round turn and two half hitches
iii) bowline
iv) bowline on the bight
v) rolling hitch
vi) sheet bend (single and double)
vii) fisherman’s bend (anchor bend)
viii) clove hitch
ix) timber hitch
x) black wall hitch
xi) figure of eight

b) demonstrates ability to create the following splices

i) eye splice
ii) back splice
iii) short splice
iv) cut splice

c) demonstrates ability to create a whipping to prevent the end of the

rope unlaying
d) demonstrates ability to apply a rope stopper on a fibre rope and a
chain stopper on a wire rope
ABOVE MENTIONED AREAS WILL BE COVERED IN PRACTICAL
SESSIONS.
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3.1.3 Use and handling of deck and cargo-handling gear and equipment:

3.1.3.1 Access arrangements, hatches and hatch covers, ramps,

side/bow/stern doors or elevators

a) Access arrangements to cargo holds

Access to cargo holds may be through either booby hatches where
there are fixed safety fences or other openings through which no fixed
safety fences are available.
If it is a opening without a safety fence, stanchions at safety lines shall
be rigged around the opening. The stanchions shall have height of at
least 1 m.

b) Importance of illumination all accesses

If a cargo worker is injured due to improper illumination onboard, the
ship owner and the master may have to face severe consequences,
which may include even criminal charges. Therefore, make sure the
access areas to the deck, cargo working areas and also the areas
where the cargo workers may enter shall be properly illuminated.
On container ships, even if the cleats are not tight the water tight
integrity may be maintained due to the weight of the containers on the
hatch covers. But, in that case, the whole block of the containers
along with the pontoon may come off the vessel during rolling and
pitching as the containers are secured to the pontoons. Therefore,
whatever the type of the vessel, ensure, all the cleats are well secured
before sailing.

c) Securing arrangements of hatch covers

Different ships have different methods of securing hatch covers. But
the most common method is by means of cleats. After putting the
cleats on, ensure to tight them sufficiently. Otherwise the water tight
integrity of the hatch covers may not be maintained.

d) Importance of keeping hatch coamings clean

Cargo holds may lose it’s water tight integrity if the hatch coamings
are not cleaned enough, which may but the vessel and the lives in a
grave danger. Therefore, make sure the hatch coamings are cleaned
before closing a hatch.

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 e) Function of drain lines fitted to the coaming
As mentioned before, all the areas above the main deck are weather
tight. Therefore, the hatch coamings are also weather tight. The
weather tightness of the hatch coamings are obtain by means of the
drain valves fitted at the after end of all the hatch coamings on both
sides. Whatever the water on the hatch coaming, but inside the hold
will be drained automatically through these drain valves. Otherwise
this water may fall into the cargo hold damaging the cargo. But, these
drain valves does not allow the water to go inside the hold. It has a
one way valve.

f) Purposes of ramps, side/ bow and stern doors

Ramps, side / bow and stern doors are provided to facilitate the
loading and unloading of mobile units on car carriers, ro-ro ships and
passenger ferries.
The passengers on ferries and ro-ro ships shall not be allowed to walk
through these doors. They are supposed to use the gangway or the
accommodation ladder.
The cargo workers (drivers) may use the above doors while coming on
board (to discharge cargo) or while going out (to load cargo) provided it
has a separate walking path separated by a safety fence.

g) Dangers associated with improper securing of side /bow and stern

doors
Car carrier and the passenger ferries have comparatively large cargo
carrying areas which are not sub divided by water tight
compartments. Therefore, if water (even a small amount) enters into a
hold, the vessel may lose her stability substantially, due to FSE, list
and increase in weight, which may be sufficient enough to capsize the
vessel.

h) Door indicators are fitted in the bridge to prevent any accidental

openings of the ramps, side / bow and stern doors as well as to double
check which once are closed and which once are open.

3.1.3.2 pipeline systems – bilge and ballast suctions and wells

a) Bilge line arrangements on board

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 Bilge pumps work on the principle of educator system. The water in a
bilge well will be sucked in and it has to go through a non return
valve. The purpose of a non return valve is to stop the back pressure
to the bilge well. Refer the diagram bellow. The purpose of using an
educator system is to ensure, when the bilge well is empty, the pump
will not run dry.

At the same time bilge wells have sensors so that the water level in
the bilge well can be monitored from remote locations such as bridge,
ship’s office and engine room.

b) Function / operation of bilge well

The purpose of a bilge well is to collect the water entered into a hold
for the purpose of pumping it out at a later stage. Therefore, bilge
wells shall be cleaned before loading.
The perforated strum box fitting of a bilge suction line prevents cargo
residues to enter the bilge line. Refer the diagram below.

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c) How the eductor system is used to pump out bilges

An Eductor is a device that uses the Venturi principle to introduce a

proportionate amount of liquid concentrate into a water stream. This
Venturi principle is used in eductors to induce foam or other liquid
agents into a fire control stream.
The venturi is the constricted portion of the water way near the
educator inlet. This restricted passage increases water velocity, thus
momentarily reducing its pressure as it passes into the larger area of
the induction chamber. Concentrate is introduced into this reduced
pressure area through a metering device. Refer the figure below.

d) Ballast pumping arrangement on board

The seafarers should have a general idea about the ballast pipe
arrangement onboard a ship, so that they know which valve to be
closed or open and the consequences of opening or closing them.
Refer the diagram below.

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3.1.3.3 cranes, derricks and winches

a) Importance of carrying out planned maintenance of cranes

derricks and winches
If the cargo gears stop working during cargo operations, the ship
owner may have to arrange shore cranes to handle cargo. If that port
is not in a position to facilitate a shore crane, then vessel has to
proceed to another port where there are shore crane facilities. At the
same time, vessel has to be kept at the berth for a period more than
planned. All this expenses has to be paid by the ship owner.
If the cargo gears of a chartered vessel malfunctions, the ship owner
has to bear the losses incurred and also he may has to pay the
charterer the losses incurred by the charterer.
On the other hand, improper maintenance of cargo gears may affect
the safety of the people, ship, cargo and the marine environment.
Therefore, it is important to maintain the cargo gears to protect the
financial interests as well as to ensure the safety of people, vessel,
cargo and environment.
Ships are provided with a Planed Maintenance System (PMS) to
ensure the vessel is maintained in accordance with the

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 manufacturer’s instructions, flag state requirements and ship
owner’s requirements. The maintenance of the cargo gears are also
included in the PMS. This may include daily, weekly, monthly, yearly,
5 yearly maintenance schedules. There will not be mistakes when
following a PMS. If the PMS is followed correctly, it ensures the
safety of the people, cargo, ship, environment and the financial
assets.

b) Safety arrangements found on cranes, derricks and winches

Cabin door locks of the cargo gears
These doors shall be kept locked when not in operation to avoid
stowaways hiding in such places and to restrict unauthorized access.
The keys of these doors shall be kept in a prominent place onboard.

Lever locking devices

The operating levers (for swinging the derrick/crane, lower the boom
and swing the boom) are usually provided with locking devices to
avoid accidental operations. These shall be in on position when not
in use.

Limiting alarms and switches

There are various limiting alarms fitted with cargo gears to ensure
the safety. These alarms may include but not limited to:
Boom low position alarm
Boom high position alarm
Cargo block/hook high position alarm
Maximum swinging angle alarms
These alarms shall not be by passed without the presence of the duty
officer.

Other alarms
There amy be various types of other alarms to indicate various
dangers such as over heat, low oil level etc. If one of the alarms are
activated, inform the duty officer immediately.

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 Standby mode
Usually, these cargo gears can be kept in a standby mode. Keep them
in standby mode when there are delays so that the winches will not
run unnecessarily. It will save wear and tear, energy, money etc.

c) Markings found on cargo handling equipment

Usually the following are marked on the jib of cranes and derrick.
Users shall have good idea about these limits and also they shall
adhere to the mentioned limits.
SWL
Maximum hoisting angle of the boom
Minimum hoisting angle of the boom

d) Information that can be obtained from register of cargo handling

gear and deck appliances
The objective of the register of cargo handling gear and deck
appliances is to ensure that ships’ lifting appliances are initially
certified by a competent person and to establish periodically that they
continue to be in safe working order to the satisfaction of a competent
person acceptable to the competent authority. The following
information can be found from this register:
 Periodical examinations, tests and inspections to be carried out
 List of cargo handling gears including the loose gears
 Certificates of test and thorough examinations of cargo gears
 Certificates of test and thorough examinations of loose gears
 Certificates of test and thorough examinations of wire ropes
 Minimum test loads for various SWL

3.1.4 Procedure of hoisting and dipping flags and state the meaning of main
single-flag signals. (A, B, G, H, O, P, Q)

3.1.4.1 Procedure of hoisting and dipping flags

Hoisting a flag means hoisting it to the full hoist. Under normal
circumstances flags shall be hoisted full.
Dipping means lowering a hoisted flag, as a respect to a vessel passing
nearby, specially by a foreign merchant vessel to a local naval vessel. It is
done by lowering to half-mast and returning to full mast position. When
there is a naval vessel passing nearby, the ship’s own national flag may

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 be dipped to show the respect. This will be answered by the naval vessel
by dipping their own national flag, after which the merchant vessel can
bring the flag to full hoist position.

3.1.4.2 Meaning of single flag signals of A, B, G, H, O, P, Q and in addition

T, Y and Z
Alfa (A) - "I have a diver down; keep well clear at slow speed."
Bravo (B) - "I am taking in or discharging or carrying dangerous
goods."
Golf (G) - "I require a pilot”. When made by fishing vessels near
fishing grounds: "I am hauling nets."
Hotel (H) - "I have a pilot on board."
Oscar (O) - "Man overboard."
Papa (P) - In harbour: All persons should report on board as the
vessel is about to proceed to sea.
At sea: It may be used by fishing vessels to mean: "My
nets have come fast upon an obstruction."
Qubec (Q) - "My vessel is 'healthy' and I request free pratique."
Tango (T) - "Keep clear of me." When made by fishing boats: "Keep
clear of me; I am engaged in pair trawling."
Yankee (Y) - "I am dragging my anchor."
Zulu (Z) - I require a tug." When made by fishing vessels near
fishing grounds: "I am shooting nets”.

3.1.4.3 Identify the above flag signals

A B G H O

P Q T Y Z

3.1.4.4 When to hoist country flag, ensign and company flags

Flags to be hoisted up, when vessels are in territorial waters of other
countries. But, as a tradition, vessels engage in innocent passage are not
required to hoist flags. Therefore, flags shall be hoisted when a vessel is
entering a port or at a port or anchorage.

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 The red ensign of the own national flag shall be hoisted at the jack staff
aft, company flag shall be hoisted on the port yardarm and the courtesy
flag shall be hoisted on the starboard yardarm.

3.1.4.5 Flag etiquette

The flag etiquette means the tradition in the use of the flags. The Flag
Etiquette was evolved many years ago for displaying flags on large
vessels. Even though most of these traditions are not in use it better have
an idea about them.
 When hoisting flag onboard, the national ensign shall be hoisted first.
Then the courtesy flag and finally the company flag have to be hoisted.
 When you visit foreign waters your ship should display the civil flag
(this is known as the courtesy flag) of the country you are visiting
whenever your National flag is displayed.
 Never fly one country’s flag beneath another on the same mast.
 The quarantine flag requesting free pratique shall be hoisted on the
starboard yardarm.
 Flags shall be flown from sun rise to sun set.
 The national flags shall be at full hoist always except when so
announced by government authorities, who may direct that all
national flags be flown at half mast.
 When lowering a half masted flag, first full hoist the flag and then
lower it.

3.1.4.6 Some countries need their country flag to be hoisted 24 hrs.

3.1.4.7 Country flags shall not be put on the floor, hoist upside down and it
should be handled respectfully.

3.2 Apply occupational health and safety precautions

3.2.1 Working knowledge of safe working practices and personal shipboard

safety:

3.2.1.1 working aloft

a) Safe procedures of working aloft

 If there is a risk of falling more than 2 m, should wear a safety
harness (or belt with shock absorber) attached to a lifeline.
 Work should only be carried out at height if there is no reasonably
practicable alternative to doing so. Where a reasonably practicable
alternative does exist it should be adopted.

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 Shall carryout a risk assessment.
 Wear appropriate safety gears.
 Shall have a permit to work.
 A stage or a ladder should be utilized.
 Personnel under 18 years of age or with less than 12 months
experience at sea, should not work aloft unless accompanied by an
experienced person or otherwise adequately supervised.
 A safety net should be rigged where necessary and appropriate.
 Before work is commenced near the ship’s whistle, the officer
responsible should ensure that power is shut off and warning
notices posted on the bridge and in the machinery spaces.
 Before work is commenced on the funnel, the officer responsible
should inform the duty engineer to ensure that steps are taken to
reduce as far as practicable the emission of steam, harmful gases
and fumes.
 Before work is commenced in the vicinity of radio aerials, the officer
responsible should inform the radio room or person in charge of
radio equipment so that no transmissions are made whilst there is
risk to personnel. A warning notice should be put up in the radio
room.
 Where work is to be done near the radar scanner, the officer
responsible should inform the officer on watch so that the radar
and scanner are isolated. A warning notice should be put on the
set until the necessary work has been completed.
 On completion of the work of the type described above, the person
responsible should, where necessary, inform the appropriate
person that the precautions taken are no longer required and that
warning notices can be removed.
 Work aloft should not be carried out in the vicinity of cargo
working, unless it is essential. Care must always be taken to avoid
risks to anyone working or moving below. Suitable warning notices
should be displayed. Tools and stores should be sent up and
lowered by line in suitable containers which should be secured in
place for stowage of tools or materials not presently being used.
 No one should place tools where they can be accidentally knocked
down and may fall on someone below, nor should tools be carried
in pockets from which they may easily fall. When working aloft it is
often best to wear a belt designed to hold essential tools securely in
loops.
 Tools should be handled with extra care when hands are cold and
greasy and where the tools themselves are greasy.

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 b) Lists the safety gears to be used when working aloft
 Helmet
 Safety shoes
 Safety belt with harness fast to a strong position above and
harness shall not be very long
 Overall with suitable size (not too large)
 Gloves
 Goggles if required
 Winter clothing if required
 Safety net if possible

c) Working aloft shall be discontinued if the weather condition

deteriorate, if it is not an emergency.

3.2.1.2 Working over the side

a) Safe procedures of working over the side

 Shall carryout a risk assessment.
 Wear appropriate safety gears.
 Shall have a permit to work.
 A stage or a ladder should be utilized.
 Personnel under 18 years of age or with less than 12 months
experience at sea, should not work aloft unless accompanied by an
experienced person or otherwise adequately supervised.
 If the work is done over side, buoyancy garments should be worn
and a lifebuoy with sufficient line attached should be kept ready for
immediate use.
 Personnel should be under observation from a position on deck.

b) Safety gears to be used when working aloft

 Helmet
 Safety shoes
 Safety belt with harness fast to a strong position above and
harness shall not be very long
 Overall with suitable size (not too large)
 Gloves
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  Goggles if required
 Winter clothing if required
 Life buoy with a sufficient length of safety line attached
 Life jacket

c) Working over the side shall be discontinued if the weather condition

deteriorates, unless in an emergency.
d) Other than emergency situations personnel should not work over side
whilst the vessel is underway. If such work has to be undertaken
lifeboats or rescue boats should be ready for immediate use. Any such
work should be closely monitored/watched by a responsible person.

3.2.1.3 Working in enclosed spaces

a) Hazards of gases and fuels

A dangerous space is defined as “any enclosed or confined space in
which it is foreseeable that the atmosphere may at some stage contain
toxic or flammable gases or vapours, or be deficient in oxygen, to the
extent that it may endanger the life or health of any person entering
that space.”
Enclosed spaces such as, ballast tanks, cargo tanks, fuel oil tanks
etc. are generally kept closed for long periods of times. Therefore,
there is a high possibility of having less oxygen content or toxic
gasses or flammable gasses or all of them in such spaces. Therefore,
these types of spaces are considered as dangerous.
Part from tanks, other enclosed spaces which are kept closed may
contain SO2, methane, carbon monoxide etc depending upon the type
of the cargo carried onboard.
No person should enter or remain in a dangerous space except in
accordance with the set procedures below.

b) Enclosed space entry procedure

 A competent person should make an assessment of the space.

 The potential hazards should be identified and a risk assessment to
be carried out.
 The atmosphere of the space should be tested. Ensure the oxygen
content is 21%, no presence of dangerous gasses and Explosive

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 Limits are within the required parameters. These can be detected
by oxygen analyzers and multiple gas detectors.
 The number of personnel entering the space should be limited to
those who actually need to work in the space.
 The space should be isolated and secured against the ingress of
dangerous substances by blanking off pipe-lines or other openings
and by closing valves. Valves should then be tied or some other
means shall be used to indicate that they are not to be opened and
notices placed on the relevant controls.
 Shall use a “permit-to-work”.
 If the oxygen content is not sufficient and the dangerous gasses are
available, ventilate the tanks until the safe limits are received.
 Wear the protective clothing.
 A set of rescue equipment should be positioned ready for use at the
entrance to the space. Rescue equipment means breathing
apparatus together with fully charged spare cylinders of air, life
lines, rescue harnesses, and torches or lamp. A means of
hoisting an incapacitated person from the confined space may be
required.
 The BA set shall be tested before entry is made.
 Resuscitation equipment available for immediate use by the
entrance to the space.
 Take a walkie-talkie into the compartment.
 Keep a person standing by at the entrance to the space with a
walkie-talkie.
 Illuminate the place properly.
 Take a torch with you.
 Before entering the space inform the OOW.
 No source of ignition should be taken or put into the space unless
the master or responsible officer is satisfied that it is safe to do so.
 Inform the OOW after leaving the space as well.
 Make sure to complete the “enclosed space entry check list”. All the
required actions to be taken before entering enclosed spaces are
given on it. The easiest way of following above mentioned actions is
to complete the check list correctly.
 No one should enter any dangerous space to attempt a rescue
without taking suitable precautions for his own safety since not
doing so would put his own life at risk and almost certainly prevent
the person he intended to rescue being brought out alive.
 Ventilation should continue during the period that the space is
occupied and during temporary breaks. In the event of a failure of

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 the ventilation system any personnel in the space should leave
immediately.
 The atmosphere should be tested periodically whilst the space is
occupied and personnel should be instructed to leave the space
should there be any deterioration of the conditions.
 If unforeseen difficulties or hazards develop, the work in the space
should be stopped and the space evacuated so that the situation
can be reassessed. Permits should be withdrawn and only re-
issued, with any appropriate revisions, after the situation has been
re-assessed.

 Should an emergency occur the general (or crew) alarm should be

sounded so that back-up is immediately available to the rescue
team. Under no circumstances should the attendant enter the
space before help has arrived and the situation has been evaluated
to ensure the safety of those entering the space to undertake the
rescue.
 Crew members with enclosed space entry or rescue responsibilities
shall participate in an enclosed space entry and rescue drill to be
held on board the ship at least once every two months.

3.2.1.4 Permit to work systems

a) Procedure of permit to work system

There are many types of operation on board ship where the routine
actions of one person may inadvertently endanger another or when a
series of action steps need to be taken to ensure the safety of those
engaged in a specific operation. In all instances it is necessary, before
the work is done, to identify the hazards and then to ensure that they
are eliminated or effectively controlled. Ultimate responsibility rests
with the employer to see that this is done.
The particular circumstances of individual ships will determine when
permit-to-work systems should be used. In using a permit to work, the
following principles apply:

 The permit should be relevant and as accurate as possible. It

should state the location and details of the work to be done, the
nature and results of any preliminary tests undertaken, the
measures undertaken to make the job safe and the safeguards that
need to be taken during the operation.
 The permit should specify the period of its validity (which should
not exceed 24 hours) and any time limits applicable to the work
which it authorises.
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  Only the work specified on the permit should be undertaken.
 Before signing the permit, the authorising officer should ensure
that all measures specified as necessary have in fact been taken.
 The authorising officer retains responsibility for the work until he
has either cancelled the permit or formally transferred it to another
authorised person who should be made fully conversant with the
situation. Anyone who takes over, either as a matter of routine or
in an emergency, from the authorising officer, should sign the
permit to indicate transfer of full responsibility.
 The person responsible for carrying out the specified work should
countersign the permit to indicate his understanding of the safety
precautions to be observed.
 On completion of the work, that person should notify the
responsible officer and get the permit cancelled.
 The person carrying out the specified work should not be the same
person as the authorising officer.

The work areas which need a permit work system are decided by the
company according to the flag state regulations. Some examples where
a permit to work systems required are:
 Work in unmanned machinery spaces
 Entry into enclosed or confined space
 Machinery or equipment
 Hot work
 Work aloft/over side
 General electrical (under 1000 volts)
 Electrical high voltage (over 1000 Volts)

b) Why it is important to have a permit work system

A permit to work clearly defines the obligations of the person who is
responsible for the operation, work to be carried out, the time period
allowed and also the location. So that the responsible person knows
that he has to ensure that all the precautionary measures are been
taken and it is safe to carry out the work.
The person carrying out the work knows exactly what his duties are,
where the location and the period allowed. So that there will be no
diversions which may put them or others in danger.
Finally, a permit to work ensures that the safety check lists are
completed before the commencement of the work.

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3.2.1.5 Line handling

a) Precautions to take when handling mooring lines

This area is covered in one of the above chapters.
b) Safety gears to use during line handling
This area is covered in one of the above chapters.

3.2.1.6 lifting techniques and methods of preventing back injury

a) demonstrate the correct lifting techniques as follows;

i) keep the feet about 30 cm apart
ii) keep one foot on the side of the weight and forward of the other
iii) use palms and all fingers
iv) keep the hands close to your body
v) keep back straight & knees bent
vi) lift it by straightening knees
vii) additionally follow the following steps:
 If possible, try to identify the weight of the object at least
approximately.
 Where the centre of gravity of any load is not positioned
centrally, the heaviest side of the load will require additional
people..
 Follow the instructions provided by the supplier of the object.
 Take sensible precautions to ensure that the workers are
aware of any risk of injury from the load before picking it up.
 Wear appropriate safety gear.
 Carryout a risk assessment.
 Look for sharp edges, protruding nails or splinters, for
surfaces which are greasy or otherwise difficult to grip and
for any other features which may prove awkward or
dangerous - for example sacks of ship’s stores may be
difficult to get off the deck.
 Ensure that the deck or area over which the load is to be
moved is free from obstructions and not slippery.
 A firm and balanced stance should be taken close to the load
with the feet a little apart, not too wide, so that the lift will be
as straight as possible.
 A crouching position should be adopted, knees bent and
maintaining the natural curve of the back to ensure that the
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 legs do the work. It helps to tuck in the chin while gripping
the load and then raise the chin as the lift begins.

Wrong method Correct method

 The load should be gripped with the whole of the hand - not
fingers only. If there is insufficient room under a heavy load
to do this, a piece of wood should be put underneath first.
 The size and shape of the load are not good guides to its
weight or weight distribution. If this information is not
available a careful trial lift should be made, and if there is
any doubt whether the load can be managed by one person
help should be provided.
 The load should be lifted by straightening the legs, keeping it
close to the body. The heaviest side should be kept closest to
the trunk. The body should not be twisted as this will impose
undue strain on the back and other parts of the body.
 If the lift is to a high level, it may be necessary to do it in two
stages; first raising the load onto a bench or other support
and then completing the lift to the full height, using a fresh
grip.
 The procedure for putting a load down is the reverse of that
for lifting, the legs should do the work of lowering - knees
bent, back straight and the load close to the body. Care
should be taken not to trap fingers. The load should not be
put down in a position where it is unstable. If precise
positioning is necessary, the load should be put down first,
then slid into the desired position.
 A load should always be carried in such a way that it does
not obscure vision, so allowing any obstruction to be seen.
 The risk of injury may be reduced if lifting can be replaced by
controlled pushing or pulling. However, uncontrolled sliding
or rolling, particularly of large or heavy loads, may introduce
fresh risks of injury.

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  For pulling and pushing, a secure footing should be ensured,
and the hands applied to the load at a height between waist
and shoulder wherever possible. Trolleys should run
smoothly.
 A further option, where other safety considerations allow, is
to push with the worker’s back against the load, using the
strong leg muscles to exert the force.
 Even a gentle uphill slope dramatically increases the force
needed to push an object, help may be necessary when
moving a load up a slope or ramp. Care should be taken with
un braked trolleys and sack trucks on a moving/rolling deck,
as sudden changes in the angle of deck and direction of the
slope may cause whiplash neck injuries. If a trolley becomes
loose, do not try to stop it by standing in its way, but get
behind it and try to act as a brake.
 When moving a load such as a barrel or a drum, rolling the
load may be a safer operation than lifting it. Care must still
be taken and the use of a trolley should be considered for
heavy or large barrels or drums.

b) shall not lift weights having a weight more than half of your body
weight alone
c) Take the help of another person or use a trolley in the above cases.
When two or more people are handling a load, it is preferable that they
should be of similar stature. The actions of lifting, lowering and
carrying should, as far as possible, be carried out in unison to prevent
strain and any tendency for either person to overbalance

3.2.1.7 Electrical safety

a) Safety signs relevant to electrical safety

Refer 3.2.1.11

b) Safety precautions to follow to avoid electrical hazards

 Risk assessment shall be carried out
 Shall use a permit to work
 The risks of electric shock are much greater on board ship than
they are normally ashore because wetness, high humidity and high
temperature (including sweating) reduce the contact resistance of
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 the body. In those conditions, severe and even fatal shocks may be
caused at voltages as low as 60V. It should also be borne in mind
that cuts and abrasions significantly reduce skin resistance.
 A notice of instructions on the treatment of electric shock should
be posted in every place containing electrical equipment and
switchgear. Immediate on the spot treatment of an unconscious
patient is essential.
 Before any work is done on electrical equipment, fuses should be
removed or circuit breakers opened to ensure that all related
circuits are dead. If possible, switches and circuit breakers should
be locked open or, alternatively, a ‘not to be closed’ notice attached.
Where a fuse has been removed, it should be retained by the
person working on the equipment until the job is finished. A check
should be made that any interlocks or other safety devices are
operative. Additional precautions are necessary to ensure safety
when work is to be undertaken on high voltage equipment
(designed to operate at a nominal system voltage in excess of 1kV).
The work should be carried out by, or under the direct supervision
of, a competent person with sufficient technical knowledge and a
permit-to-work system should be operated.
 Some parts of certain types of equipment may remain live even
when the equipment is switched off. Power should always be cut off
at the mains.
 Flammable materials should never be left or stored near
switchboards.
 Meter probes should have only minimum amounts of metal
exposed and insulation of both probes should be in good condition.
Care should be taken that the probes do not short circuit adjacent
connections. When measuring voltages that are greater than 250V,
the probe should be attached and removed with the circuit dead.
 Work on or near live equipment should be avoided if possible but
when it is essential for the safety of the ship or for testing
purposes, the following precautions should be taken:
- A second person, who should be competent in the treatment of
electric shock, should be continually in attendance.
- The working position adopted should be safe and secure to
avoid accidental contact with the live parts. Insulated gloves
should be worn where practicable.
- Contact with the deck, particularly if it is wet, should be
avoided. Footwear may give inadequate insulation if it is damp
or has metal studs or rivets.
- Contact with bare metal should be avoided. A hand-to-hand
shock is especially dangerous. To minimise the risk of a second
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 contact should the working hand accidentally touch a live part,
one hand should be kept in a trouser pocket whenever
practicable.

c) Safety gears to be used

 Normal safety gear as appropriate.
 Never wear wet clothes and wet shoes.
 Wrist watches, metal identity bracelets and rings should be
removed. They provide low resistance contacts with the skin.
 Metal fittings on clothing or footwear are also dangerous.
 The use of a dry insulating mat at all times is recommended.

3.2.1.8 Mechanical safety

a) Safety signs relevant to mechanical safety

Refer 3.2.1.11

b) Safety precautions to follow to maintain mechanical safety

 Wear appropriate safety gear
 Carryout a risk assessment
 If applicable use a permit to work
 Ensure no tube lights are used in areas where rotational
machinery is around such as lathe machines.

c) Safety gears to be used

 Normal safety gear as appropriate.
 When engage in welding work:
- Dark glasses or welding shields
- Leather gloves
 Use goggles when engage in cutting, lathe work and grinding
 Year plugs or head gear in noisy areas

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3.2.1.9 Chemical and biohazard safety

a) Procedure of working with various materials with having chemical

and biohazards
 Need to identify the materials dealing with. A ship has to carry
different types of cargo which includes oil cargo, chemical cargo,
and cargo in gaseous form. These types of goods are hazardous for
marine environment as well as for the health of seafarer. Apart
from carrying cargo, the ship carries different types of chemicals
and solutions which are used for several marine operations. A
Material Safety Data Sheet is provided for such cargo and also for
chemicals carried onboard which are used for maintenance
purpose. Now, it is mandatory to carry a MSDS obtain from
manufacturer/supplier which contains (but not limited to);
- Identification
- Hazards
- Information on ingredients
- First aid measures
- Fire fighting measures
- Accidental release measures
- Handling and storage measures
- Personal protection methods
- Physical & chemical properties
- Disposal considerations
Therefore, you have to adhere to the instructions provided in MSDS
when dealing with hazardous materials.

 A risk assessment shall be carried out

 Wear appropriate protective clothing depending upon the type of
the materials handling
 Follow the orders given by the officer in charge
 Inform the officer in charge if there is any changes other than
predicted
 Check the environment periodically throughout the operation.
 Vacate the area immediately if a different smell is observed or feel
physically unfit.

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 Additionally, with reference to biohazards:

 Any worker involved with the handling or being exposed to

biological agents should be given the appropriate training and
advice.
 The most likely areas for contamination by biological agents are
from the following:
- Food preparation;
- Contact with animals and/or products of animal origin;
- Health care;
- Work with air conditioning and water supply systems;
- Work involving waste disposal and sewage plant.
 Keeping the number of workers exposed or likely to be exposed as
low as possible.
 Individual protection measures such as the provision of
appropriate Personal Protective equipment may need to be put in
place.
 Protective equipment is properly stored in a well defined place and
is checked and whenever possible cleaned before, and in any case
after, each use.
 Take appropriate hygiene measures.
 Provide where appropriate means for safe collection, storage and
disposal of waste by workers including the use of secure and
identifiable containers, after suitable treatment.
 Shall have arrangements for the safe handling and transport of
biological agents within the ship.
 Eating, drinking or smoking in areas where there is a risk of
contamination by biological agents is prohibited.
 Appropriate and adequate washing and toilet facilities, including
eye washes and skin antiseptics, is provided for workers at risk.
 Defective equipment is properly repaired or replaced before further
use.

b) Safety to gears to be used when handling such materials

 Normal safety gear as appropriate
 Leather gloves
 Gum boots
 Face mask
 Goggles
 Breathing apparatus shall be worn when handling toxic materials
and goods which are liable to emit dangerous gasses

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  When handling emergencies which involve certain IMDG goods, a
special chemical suite to be worn and these suites are available
onboard ships which are allowed to carry such IMDG cargoes.
 When dealing with biohazards, special suites shall be worn,
according to the type of biohazard dealing with.

c) Actions to be taken when dealing with leaking IMDG cargoes

 Do not touch the leaking material.
 Immediately inform an officer.
 Inform the others around and inform them not to touch the leaking
material.
 Try to identify the container which is leaking and the class of the
IMDG cargo in it.
 Never ever use water or any other cleaning material on any IMDG
cargo without consulting the duty officer since such cleaning
material may react with the IMDG cargo and may endanger the
vessel and the lives onboard.
 Actions to be taken during a IMDG spillage is given in the IMDG
Code.
 An officer shall be consulted immediately if a skin contact is made
with such cargo.

3.2.1.10 Personal safety equipment

a) Personal safety equipment used, states their uses and states

when to use them
This was explained in above chapters

b) Hazard areas on deck and precautions to be taken

 On all the ships except on tankers, car carriers and passenger
ships, cargo working areas are dangerous as there are cargoes
being load/discharge over head. Therefore ensure to use helmets,
safety shoes and also winter clothing if required.
 Deck area on a tanker is dangerous during the cargo operation
and also during the loaded passage. Adhere to the company and
flag state regulations and safe practices.
 Cargo working areas on a car carrier is also dangerous as there
are vehicle moving. Therefore, make sure to wear safety helmet,

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 safety shoes, winter clothes if required and also highly visible
jackets.
 Areas where there unprotected openings to the lower
compartments are also dangerous and shall rig temporary safety
fences.
 Areas where there are machineries may become dangerous as
there is a possibility of oil leaks. If notice such leaks, inform the
duty officer and make arrangements to clean the area. Make sure
to wear safety shoes.
 Sometimes deck areas may become slippery during rain. Be
cautious while working on deck.

c) Importance of keeping a good hygiene on board

It is the responsibility of individuals to ensure high standards of
personal hygiene and to look after their own health. Attention should
be paid to:
 personal cleanliness
 sensible diet
 adequate sleep during rest periods
 regular exercise
 avoidance of excess alcohol/tobacco
 prompt attention to cuts/abrasions
 maintenance of working clothes and protective equipment in a
clean condition
 appropriate dress for the work and climate
 avoidance of recreational drugs.

On international voyages, any vaccinations/inoculations required

should be fully updated. Medications for prevention of illness (e.g.
anti-malarial tablets etc.) should be taken as and when required.

In hot climates, it is important to protect skin from strong sunlight

and drink plenty of salt-containing liquids to replace the body fluids
lost through perspiration.

All ships move in a seaway and as space is very limited aboard any
vessel, good housekeeping is essential for safe working/access and
hygiene control. Attention should be paid in particular to the following
areas:
 safe and secure stowage of loose items
 proper securing of doors etc.
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  good maintenance of fittings and fixtures
 adequate illumination of all work/transit areas
 avoidance of overloading of electrical circuits especially in cabins
 clear and legible signs/operational notices
Proper clearance and disposal of garbage/ waste materials Catering
staff should have a basic knowledge of food safety and hygiene as they
have a responsibility for ensuring that high standards of personal
hygiene and cleanliness of the galley, pantry and mess rooms are
always maintained.

There should be no smoking in galleys, pantries, store rooms or other

places where food is prepared.

Hands and fingernails should be washed before handling food using a

dedicated hand-basin, a bacterial liquid soap from a dispenser and
disposable towels or another individual method of hand drying such
as a hot air dryer. It is important to wash hands after using the toilet,
blowing your nose, or handling refuse or contaminated food.

Illness, rashes or spots, however mild should be reported immediately

the symptoms appear.

A person suffering from diarrhoea and vomiting, which are signs of

food poisoning, should not work in food handling areas until medical
clearance has been given.

It is very important to have a good hygiene onboard, as the whole

community on board is living in a small closed environment.
Communicable diseases may spread among the whole seafarers if
safety practices are not observed. At the same time, if a good hygiene
is not maintained onboard, pest control on board will be difficult
making more dangerous for living.

d) Induction and familiarisation training is require on joining a new

ship
A new joiner does not matter how experienced he is on other ships,
does not know the whereabouts of the vessel. He does not where to
go and what to do in an emergency. Even he know his duties, he is
not familiar with the present vessel. Therefore, all the seafarers shall
be given an induction familiarization as soon as possible.

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e) Various codes onboard for safe working practises for seafarers
Different flag states may have various safe practices and procedures to
be followed during operational duties. Even though, the general
content of these codes are the same, there may be small differences as
well. Therefore, the safe working practice on a British registered ship
may be different from a Panamanian registered ship even though both
the vessels belong to the same company. Therefore, you have to be
adhered, to the safe working practices which are relevant to the ship
that you are working.

f) Purpose and the procedure of risk assessment

The purpose of risk assessment is to identify the hazards that might
develop when carrying out daily onboard duties & operations and to
ensure that the risks to people arising from these hazards are
assessed, prioritized and controlled to a level that is acceptable. So
that the accidents, injuries, pollutions, damages can be reduced or
eliminated completely.

A risk assessment shall be carried out before the commencement of

any operation on board. This will be carried out by the chief officer (for
the deck department) and the 2nd engineer (for the engine
department). If there are high risks related to any operation or job,
such operations or jobs must not be carried out. If required to carry
out such work, actions shall be taken to reduce the risks to an
acceptable level.

There are no internationally accepted methods of risk assessments.

Different companies have different methods of risk assessments. But,
the following thumb rule can be used;

Risk = consequences x frequency

According to the above formula, risk is high if the consequences or the

frequency is high. That means such works shall not be carried out.
Risk will be low if the consequences or the frequency is high. That
means, such works can be carried out.

Example – 1

Working on the ship’s mast - the person will be severely injured or

may lose his life as well. So, the consequences are very high.
Frequency will be very high if not take necessary safe guarding
actions. Therefore, in such conditions, the risk is high and the work
shall not be carried out. But, the frequency can be reduced to zero, by

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 utilising appropriate safety measures such as use of safety gear
including safety belt, properly wearing the safety belt, properly
securing the safety belt at strong points, correctly rigging of boatswain
chair, carrying out the work when the sea in not rough etc. The risk
will become low when taken such actions and the work can be carried
out.

Example – 2

Painting main deck - consequences will be high if the work is

carried out during heavy rolling and pitching. So, the risk will be high.
Consequences are less when the vessel is not rolling & pitching. But,
occasionally people slip on deck, accidently hit objects on the deck etc.
Therefore, the frequency is not high but say moderate. Since the
consequences are very low, the risk will be low. So, the work can be
carried out. But, at the same time, the frequency also can be further
reduced by utilizing appropriate measures, such as using safety
shoes, no slippery material (oil) on deck, wearing of helmets etc.

g) The risk assessment must be carried out before the commencement of

any work

h) Ability to identify the following adverse effects which influence

work practices on board a seagoing vessel and develop means to
overcome them;
i) Isolation
Seafarers who do not mix with other colleagues may be isolated
from the onboard shipping community very easily. This may
create very bad impact on his behaviours and also on the mental
stability. Generally, the humans are bone to have a social life
rather than an isolated life. Socialization is very important to
share their thoughts, feelings and also problems. Therefore,
socialization is very important to maintain the mental and
physical stability.
On the other hand, if the isolation is un avoidable due to the
nature of the work such as shift patterns, one may continue
with his hobbies such as reading books, watching movies,
playing single partner games etc to keep him occupied and get
rid of bad effects of isolation. But, the most easiest and the best
method to avoid the bad impacts of isolation is to have a
socialized life on board.

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ii) Dependence on other crew
When sailing with multinational crews, whether they like or not
they have to work together. Even the nationality is the same, the
cultures and the regions may not be the same, which cause to
start disliking each other. This will create a very bad impact on
the safety of the ship. Therefore, seafarers shall avoid racial
thoughts, religious/cultural differences of other people working
onboard.
The day to day operations as well as the handling of emergencies
which are important to enhance the safety on board depends
upon the individual inputs from their job capacities. Which
mean each and every body onboard a ship depend upon the rest
of the crew.
Therefore, each and every seafarer shall carryout his/her duties
with responsibly, competently and also punctually to maintain
the safety onboard.

iii) discomfort
Discomfort may be created due to various reasons such as:
 weather conditions
 vibration
 noises
 crew incompatibility
 lack of sleep
 illnesses
 lack of comfort in the living quarters
 lack/unavailability of variety of food

Generally, discomfort may be tolerated for a short period of time.

If tried to tolerate if for a long periods of time, health and the
mental stability may be lost, which affect the safety onboard.
This may be avoided by exercising, taking good food, taking
appropriate medicines, socializing etc.

iv) fatigue
This is explained in one of the earlier chapters

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3.2.1.11 sign colour code and signs used in various operations

Signs colour code

Colour Code Type of notice

GREEN Green signs mean:

 emergency escape; or
 first aid sign.

RED Red signs mean either:

 stop doing something or don’t do it (prohibition);
 stop/shut down or evacuate;
or they mark the location and type of fire-fighting equipment.
BLUE Blue signs are mandatory and mean:
 take specific action.

YELLOW Yellow signs are advisory and mean:

 be careful, or take precautions;

Signs used in various operations

Prohibition signs (DO NOT DO)

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Page 183 of 224
Warning signs (DANGER)

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Page 185 of 224
Mandatory (MUST DO)

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Page 187 of 224
3.3 Contribute to safe operations in various weather conditions

3.3.1 heavy weather precautions

3.3.1.1 What is the heavy weather

Heavy weather means severe weather conditions that a vessel may roll,
pitch and surge considerably. This is normally caused due to strong
winds/sea and swells. This is completely a ship specific factor. In the
same sea condition one vessel may roll & pitch while another vessel is
completely stable.

3.3.1.2 Preparedness for heavy weather including Deck safety and security
precaution, Engine room securing and securing of the galley

 Make sure the cargo lashing is tightened enough.

 Lash all the movable items on deck.

 Master may consider of re routeing the vessel after considering the

latest weather information.

 Chief officer may try to improve the stability of the vessel by

ballasting, de ballasting, trimming, reducing the free surface effect etc.

 Secure all the movable items inside the stores.

 Master/Chief officer/duty officer shall inform all the departments

onboard. Therefore, the chief engineer has to ensure the engine room
is properly secured and the chief cook or the chief steward has to
ensure the galley and the recreational areas are secured.

 The responsible personnel in each department shall ensure all the

movable items in their departments as firmly secured.

 Ensure all gas tight doors and water tight doors are properly closed,
including cargo hatches, booby hatches, port holes, accommodation
doors etc.

 Check whether the cargo gears are properly lashed.

 May require additional lashing for anchors.

 Cement the spurling pipe.

 Shift all the mooring ropes which are not stored on drums to secure
places or stores.
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  May have to rig safety lines across the deck, to go on deck during
heavy weather, in an emergency.

 The chief officer has to complete the heavy weather check list, which
ensures there is no room for errors

3.3.1.3 All movable items should be properly secured and lashed, check and
carried out extra lashings as required

3.3.1.4 Individual duties

 Ensure all the movable items inside the own cabin is firmly secured.

 Ensure the cabin port hole is properly closed.

 Secure any movable item if noticed without expecting someone else to

do it or until receive orders to secure it.

 Even it is difficult to have a rest/sleeping during heavy weather

situations, try to have a good rest before engage in watch keeping
duties or other duties since it may hamper the safety due to fatigue.

 If called during an emergency, even though the work and rest hours
are not complied, need to attend to the emergency.

3.3.2 Cold weather precautions

3.3.2.1 What is cold weather

Cold weather means low surrounding temperatures where the individual

people cannot tolerate. This differs from person to person and also it
depends upon other factors such as the health condition of a person,
mental condition etc.

3.3.2.2 Dangers to human beings associated with cold weather conditions

 Hyperthermia

In moderately cold environments, the body's core temperature does

not usually fall more than 1°C to 2°C below the normal 37°C
because of the body's ability to adapt. However, in intense cold
without adequate clothing, the body is unable to compensate for
the heat loss and the body's core temperature starts to fall. The
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 sensation of cold followed by pain in exposed parts of the body is
one the first signs of mild hypothermia.

As the temperature continues to drop or as the exposure time

increases, the feeling of cold and pain starts to diminish because of
increasing numbness (loss of sensation). If no pain can be felt,
serious injury can occur without the victim's noticing it.

Next, muscular weakness and drowsiness are experienced. This

condition is called hypothermia and usually occurs when body
temperature falls below 33°C. Additional symptoms of hypothermia
include interruption of shivering, diminished consciousness and
dilated pupils. When body temperature reaches 27°C, coma
(profound unconsciousness) sets in. Heart activity stops around
20°C and the brain stops functioning around 17°C.

 Colds and flu

Although colds and flu aren’t specific to cold-weather months,

they're both more prevalent during winter. Cold temperatures can
actually lead to a cold by limiting the supply of infection-fighting
white blood cells in the nasal passage, where cold viruses most
often enter the body. The flu virus is more stable and stays in the
air longer when air is cold and dry.

It’s often difficult to know whether you have a cold or the flu,
because the symptoms can be similar. At the onset of a cold, you
may feel a dry, scratchy sore throat, sneezing, a headache, runny
nose with watery mucus, watery eyes, chills, and a fever. Later
symptoms can include a blocked nose, sinus pain, a cough that
keep you awake at night, muscle aches and pains, tiredness, and
loss of appetite. Flu symptoms are normally worse than and come
on more quickly than cold symptoms and include a fever of about
100 degrees to 104 degrees F, a dry cough, muscle aches,
headache, a stopped up nose, sore throat, and feeling extremely
tired.

 Frostbite

Frostbite can cause a loss of feeling and color in the affected areas,
such as the nose, ears, cheeks, chin, fingers, or toes. Frostbite can
permanently damage body tissue, and severe cases can lead to
amputation. In extremely cold temperatures, the risk of frostbite is
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 increased in people with reduced blood circulation and when
people are not dressed properly.

Signs of frostbite include reduced blood flow to hands and feet

(fingers or toes can freeze), numbness, tingling or stinging, aching,
and bluish or pail, waxy skin.

 Depression

This is a type of depression that typically occurs during the cold-

weather months, especially when experiencing cold weather for
very long periods.

Some symptoms are similar to those associated with other types of

depression: sadness, fatigue, excessive sleepiness, social
withdrawal, and trouble in concentrating. But people with
depression also tend to move slowly, crave carbohydrates, and gain
weight.

 Heart attacks

It’s true that there are numerous risk factors for heart attack,
including having high cholesterol, being male, and smoking
cigarettes, But, at the same time, heart attacks are more common
in winter. This may be because cold snaps increase blood pressure
and put more strain on the heart. Also, heart also has to work
harder to maintain body heat when it's cold.

The warning signs for a heart attack include, chest pain (though
not always), shortness of breath, sudden fatigue or dizziness,
sweating, nausea, vomiting, irregular heartbeat, blue tinge to your
skin.

3.3.2.3 Importance of being in proper attire

There are living beings who can change their body temperatures when
the environmental temperature changes and there are living beings who
cannot change their body temperature in accordance with the
surrounding temperature.

Living beings that cannot change their body temperatures migrate to

warmer countries during winter seasons in their home land. Others stay
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 in their home land during the winter season. Humans also cannot
change their body temperature according to the surrounding temperature
and because of that, seafarers may encounter the dangers mentioned
above when exposed to cold temperatures. Therefore, seafarers are
required to have proper clothing during cold temperatures.

3.3.2.4 Precautions to be observed with regard to pipe lines and the

operation of pumps

In cold weather, moisture trapped in the equipment may freeze making

the pipe lines and pumps blocked with frozen water and, for example,
cause valves to malfunction.

This may be avoided by draining the lines completely. After the draining,
all exposed valves must be left cracked open because under cold weather
conditions, the frozen moisture between seat, flap and stem may render
valve opening impossible.

And also this may be avoided by running the system with water through
the entire cold weather period. But, this is not a viable option when the
vessel is expecting to stay in the cold temperature for long periods.

It is recommended that equipment is thawed out with hot water and

cloths, never with naked flames, if they become chocked with frozen
water.

3.3.2.5 Precautions to be taken by Deck, Engine, and Galley Departments

Deck department
 All the heaters in the hydraulic system to be switched on.
 Take sounding of all the fresh water and ballast tank prior entering
cold region.
 Sounding to be taken at regular interval when plying in sub zero
regions to identify any damage or leak from tank due to ice.
 Start ballast sea chest heating, if required.
 Lifeboat drinking water to be taken out and stored at desired place or
a crew assigned to bring water during emergency.
 Cold starting system of lifeboat to be kept ready.
 Add anti freeze in jacket water of lifeboat engine.
 All cargo line and other lines on deck must be fully drained after use.
 PV breaker and deck seal in oil tanker to be added with antifreeze
compound.

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 All greased equipment to be cleared off old grease and fresh anti
freezing grease to be applied.
 All the opening from deck to the accommodation must be kept close at
all times.
 Crew to be instructed to clear ice from deck equipments at regular
intervals.

Engine department
 All cargo tank and fuel tank heating to be opened.
 Take Soundings of all tanks prior to entering and after that in regular
intervals.
 Add anti freeze in jacket water, piston cooling water, emergency
generator etc.
 Any steam coil not in use must be drained and drain kept open.
 Sky light to be closed and ventilation to be reduced, to avoid cold air
effect on control and gauging system.
 Sea chest heating to be opened.
 Re-circulate hot water in fresh water tank and its level to be kept
below 90%.
 Temperature in fuel oil tank to be maintained and level to be kept
below 90%.
 Heaters in the engine room, CO2 room, bow thrusters room and
steering room to be switched on.
 Emergency fire p/p drains to be kept open with notice display.

Galley department
Ensure there is sufficient hot water drinks are available prior entering
into cold areas.

Moisture will condense on interior surfaces of the ship during extreme

cold weather operations. Condensation will be especially prevalent in
locations with high relative humidities such as in galleys and those with
extremely cold surface temperatures (exterior hull or bulkheads and
internal tank surfaces).

The formation of condensation on overheads and electrical installations

can be dangerous. Condensation on overheads, or unlagged seawater
piping which can drip onto electrical equipment or condensation which
forms within the equipment cabinet can short out the gear.

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3.3.2.6 Prior arrival crew protection, freeze prevention of deck

 Need to have sufficient number of winter jackets, monkey caps,

leather and cotton gloves.

 Instruct the ship’s crew about the dangers of cold temperatures and
precautions to be taken to prevent health hazards.

 More damages to human health can happen when exposed to wind

during cold weather, than the cold weather itself. Therefore, try to
avoid cold winds.

 Freeze prevention on the deck is was discussed above in this chapter.

3.3.2.7 Machinery, machinery spaces, Fresh water and Sea water tanks

This was described above in this chapter.

3.3.2.8 Hypothermia conditions and precautions to be taken

Hyperthermia and it’s causes and effects were explained above in this
chapter.

To prevent hypothermia, wear warm, multi-layered clothing with good

hand and feet protection and a warm hat or hood. If you notice
symptoms, seek medical attention immediately. If medical attention is not
available, remove any clothing that's wet, and wrap up in a warm blanket
to prevent further heat loss. Warm beverages may help increase the body
temperature, but do not drink alcoholic beverages. Also, do not take a hot
shower or bath, because it can cause shock.

3.3.3 Precautions during high temperatures

3.3.3.1 Prior actions to be taken for protection against the high temperature

 Don't go outside in hot days if not necessary

 Drink plenty of fluids, but avoid drinks with alcohol, caffeine or a lot
of sugar. Start drinking fluids before going out into the heat.

 Wear sun block, hats, sunglasses and light, loose-fitting especially

cotton clothes.

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  Eat more frequently, however make sure meals are well balanced and
light. Avoid taking oily and especially fried food. Fruits, vegetables,
salads and yogurt are the foods especially suggested.

 Drink plenty of fluids mostly water and mineral water, but avoid
drinks with alcohol, caffeine or a lot of sugar.

 Smoke as little as possible

 Take shower frequently.

 Take salt tablets.

3.3.3.2 Heat strokes

Heatstroke is a condition caused by the body overheating, usually as a

result of prolonged exposure to or physical exertion in high temperatures.
This most serious form of heat injury, heatstroke can occur if your body
temperature rises to 104 F (40 C) or higher. Symptoms of heat stroke
include:

 Hot, dry skin or profuse sweating.

 Confusion.
 Loss of consciousness.
 Seizures.
 Very high body temperature.

First aid for heat stroke includes:

 Heat stroke is a medical emergency.

 Stay with the person until help arrives.
 Move to a cooler, shaded location.
 Remove as many clothes as possible (including socks and shoes).
 Wet the person’s skin and clothing with cool water.
 Apply cold, wet cloths or ice to head, face, neck, armpits, and groin.
 Do not try to force the person to drink liquids.

3.4 Apply precautions and contribute to the prevention of pollution of the

marine environment

3.4.1 Basic knowledge of international regulations for prevent marine

pollution

3.4.1.1 Identify the marine pollutants

 Oil (cargo as well as bunkers)

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  Hazardous chemicals carried in bulk
 Hazardous cargoes carried in package form
 Sewage
 Garbage
 NOx
 SOx and particulate matter
 Ozone depleting substances
 Volatile organic compounds
 Carbon dioxide
 Anti fouling paints
 Ballast water

3.4.1.2 Purpose of MARPOL and how it is implemented on board

MARPOL stands for International Convention for the Prevention of

Pollution from Ships and the purpose is to reduce, control and eliminate
pollution of the marine environment by ships from operational or
accidental causes.

3.4.1.3 MARPOL control areas

MARPOL has defines few types of pollutants. These the discharge of these
pollutants are controlled or prohibited in certain parts of the world
depending upon the environmental sensitivity. These are known as
MARPOL Controlled areas and seafarers have to strictly adhere to the
regulations when discharging such pollutants.

3.4.2 SOPEP & SMPEP

3.4.2.1 SOPEP applies to ships to ships of 400 GT or more other than tankers
and 150 GT or more tankers. It stands for Shipboard Oil Pollution
Emergency Plan.

3.4.2.2 Purpose of SOPEP

 To prevent oil pollution

 To stop or minimize oil outflow when a damage to the ship or its
requirements occurs

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  To stop or minimize oil outflow when a operational spill occurs in
excess of the quantity or instantaneous rate permitted under the
present Convention

3.4.2.3 Contents of SOPEP

 Procedures to report an oil pollution incident

 Coastal State contacts (Focal Points) and Port Contact Lists to be
contacted in the event of an oil pollution incident
 response actions to reduce or control the discharge of oil following an
incident
 co-ordination with national and local Authorities in combating oil
pollution
 List of pollution prevention and control equipments to be carried on
board which are to be used in controlling accidental discharges.

3.4.2.4 Equipment to be carried on board and their operational use under

SOPEP

Equipment Purpose

Oil absorbent Flat sorbent sheets available manufactured to

sheets specific sizes & they absorb oil in oily water mixture
Oil absorbent Cylindrical shaped and vary in length and width.
booms Booms are made to be used to contain spills on
water, and can be connected together and deployed
onto the water as a large spill barrier. These booms
absorb the oil in an oily water mixture.
Oil absorbent Flat absorbent sheets available in un-perforated
pads rolls, perforated rolls or manufactured to a specific
size, up to 300 feet long. Pads can be used to line
shelves, catch leaks under machinery and clean up
spills.
Oil absorbent Have a wide surface area and large absorption
pillows capacity to reduce spill response time in the clean
up of oil spills
Oil booms Cylindrical shaped and vary in length and width.
Booms are used to control and contain spills on
water, and can be connected together and deployed
onto the water as a large spill barrier.
Oil dispersant Liquids use to clean oil spilled (on water as well as
in other areas)
Chemical Gloves that can be used in oil cleaning
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 resistant rubber
gloves
Rubber boots Boots that can be used in oil cleaning
Non-spark Shovels that can be used to collect oil which are
shovels spilled on deck areas without creating sparks
Saw dust Saw dust is used to clean oil spilled on deck areas
Bins Used to collect oil and also used cleaning material
Wilden pump Used to pump out oil and also pump out oil water
mixtures

3.4.2.5 SMPEP applies to ships of 150 GT or more tankers carrying noxious

liquid substances in bulk and stands for Shipboard Marine Pollution
Emergency Plan for noxious liquid substances.

3.4.2.6 Purpose of SMPEP

 To prevent pollution by hazardous substances carried in bulk

 To stop or minimize hazardous substances outflow when a damage to
the ship or its requirements occurs
 To stop or minimize hazardous substances outflow when a operational
spill occurs in excess of the quantity or instantaneous rate permitted
under the present Convention

3.4.2.7 Contents of SMPEP

 Procedures to report an pollution incident

 Coastal State contacts (Focal Points) and Port Contact Lists to be
contacted in the event of a pollution incident
 response actions to reduce or control the discharge of following an
incident
 co-ordination with national and local Authorities in combating
pollution
 List of pollution prevention and control equipments to be carried on
board which are to be used in controlling accidental discharges.

3.4.2.8 Equipment to be carried on board and there operational use under

SMPEP

Equipment Purpose

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 Absorbent sheets flat sorbent sheets available manufactured to
specific sizes
Absorbent booms cylindrical shaped and vary in length and width.
Booms are made to be used to contain spills on
water, and can be connected together and
deployed onto the water as a large spill barrier.
This absorbs chemicals in a chemical/water
mixture

Absorbent pillows have a wide surface area and large absorption

capacity to reduce spill response time in the
cleanup of spills
Booms Cylindrical shaped and vary in length and width.
Booms are used to control and contain spills on
water, and can be connected together and
deployed onto the water as a large spill barrier.

Dispersants Liquids use to clean chemicals spilled (on water

as well as in other areas)
Chemical resistant Gloves that can be used in cleaning
rubber gloves
Rubber boots boots that can be used in cleaning
Non-spark shovels Shovels that can be used to collect chemical
which are spilled on deck areas without creating
sparks
Bins Used to collect chemicals and also used cleaning
material
Portable pump Used to pump out chemicals and chemical water
mixtures
Chemical suites Fully covered suites that can be used during
cleaning

3.4.3 Enowledge of the precautions to be taken to prevent pollution of the

marine environment

3.4.3.1 Importance of protecting the marine environment

Ships carry various types of cargoes and at the same time ships have
various types of materials and liquids onboard, for their operational
purposes. These cargoes, materials and liquids may be discharged
overboard during operational activities and also may be discharged
accidentally. Examples are;
 Operational discharge – after discharging oil cargoes, the cargo tanks
may be cleaned with water before loading next cargo. If this dirty
water is discharged in to sea to empty the tanks, it is an operational
discharge.
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  Operational discharge – ships produce large quantities of domestic
wastes. If these domestic wastes are discharged over board, it is an
operational discharge.
 Accidental discharge – if bunker oil is discharged accidently from a
container vessel due to running aground, it is an accidental discharge.

Whether it is accidental or operational, if pollutants are discharged in to

sea, there may be severe consequences depending upon the type of
material discharged and the quantity discharged. The effects can be
divided into long term effects and short term effects. The short term
effects includes, but not limited to;
 Effects on marine environment
 Effects on the people living in the area
 Effects on the people surviving on the coastal resources (fishermen,
fish buyers / sellers, those who provides services to fishermen, those
who surviving on the tourist industry)
 Shipping trade
 Researchers
 Financial penalties to the ship and the company if the discharge is
illegal.

Long terms effects includes, but not limited to;

 Environmental effects
 Climate change
 Affects on the food chain
The good name of the company will affected

3.4.3.2 Procedure of garbage management on board a ship according to the

MARPOL Annex V

MARPOL defines garbage as “all kinds of victual, domestic and

operational waste excluding fresh fish and parts thereof, generated
during the normal operation of the ship and liable to be disposed of
continuously or periodically except those substances which are defined or
listed in other Annexes to the present Convention”.

MARPOL Annex V regulations apply to all ships. Ships of 400 GT and

above must have a garbage management plan on board. Garbage
segregation, disposal and storage must be done according to this garbage
management plan. Ships may have different colour bins to store different
types of garbage (Example – red colour bins for plastic garbage). This
colour code may be different from ship to ship. There will be placards
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 posted in common places regarding these regulations on board. Refer
these placards and familiar with the garbage management system on
your ship.

3.4.3.3 Purpose of Material Safety Data Sheet (MSDS) which comes with
cleaning agents

A ship has to carry different types of cargo which includes oil cargo,
chemical cargo, and cargo in gaseous form. These types of goods are
hazardous for marine environment as well as for the health of seafarer.
Apart from carrying cargo, the ship carries different types of chemicals
and solutions which are used for several marine operations. A Material
Safety Data Sheet is provided for such cargo and also for chemicals
carried onboard which are used for maintenance purpose. This data
sheet provide all the data relevant to that cargo or chemical which
includes dangers associated, whether it is harmful for the marine
environment, actions to be taken in emergencies raised relevant to the
same cargo etc.

3.4.3.4 Purpose and the importance of garbage segregation

Garbage segregation is a statutory requirement. Because there are few

categories of garbage as defined in MARPOL. Some of them are
completely prohibited to discharge and some of them may be discharged
after taking control measures depending upon the area of the vessel is in.
This is not viable if the garbage is not properly segregated in accordance
with the Convention. When they are segregated, according to the type of
the pollutant, very easily identifiable which container of the garbage may
be emptied and which container shall not be emptied.

3.4.3.5 Do not to dispose any waste without complying with onboard waste
management system

3.4.3.6 Objectives of the Anti-fouling Convention

Anti-fouling paints are used to coat the bottoms of ships to prevent sea life
such as algae and molluscs attaching themselves to the hull – thereby slowing
down the ship and increasing fuel consumption.

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 The new Convention defines “anti-fouling systems” as “a coating, paint, surface
treatment, surface or device that is used on a ship to control or prevent
attachment of unwanted organisms”.

In the early days of sailing ships, lime and later arsenic were used to coat
ships' hulls, until the modern chemicals industry developed effective anti-
fouling paints using metallic compounds.

These compounds slowly "leach" into the sea water, killing barnacles and other
marine life that have attached to the ship. But the studies have shown that
these compounds persist in the water, killing sea life, harming the environment
and possibly entering the food chain. One of the most effective anti-fouling
paints, developed in the 1960s, contains the organotin tributylin (TBT), which
has been proven to cause deformations in oysters and sex changes in whelks.

The objective of the antifouling convention is to protect the marine environment

from the antifouling paints used on ships.

3.4.4 Approved methods for disposal of marine pollutants

3.4.4.1 Disposal requirements according to MARPOL;

a) Annex I

Generally, ships have two types of oil on board, i.e., cargo oil (on
tankers) and fuel oil (bunkers). This annex applies to bunker oil as
well as to cargo oil both, but, they have different regulations. MARPOL
has identified special areas where, oil cannot be pumped out. In other
areas, oil can be pumped out under certain conditions. Special areas
under Annex I are;

 Mediterranean Sea
 Baltic Sea
 Black Sea
 Red Sea
 Gulf areas
 Gulf of Aden
 Antarctic area
 NW European Waters
 Oman area of the Arabian Sea
 Southern South African waters

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The following regulations will be applied to machinery space bilges
(bunkers) out side special areas;

 En route
 Processed through an oil filtering equipment
 Oil content without dilution does not exceed 15 ppm
 Not mixed with pump room bilges on oil tankers
 Not mixed with oil cargo residues on tankers

Only the machinery space bilges (bunkers) can be pumped out in

special areas under following conditions (except in Antarctic area);

 En route
 Processed through an oil filtering equipment which has an alarm
& auto stopping device if exceeds 15 ppm
 Oil content without dilution does not exceed 15 ppm
 Not mixed with pump room bilges on oil tankers
 Not mixed with oil cargo residues on tankers

The following regulations will be applied for pump room bilges (cargo
oil) and the pump room bilges can not be pumped out inside special
areas under any circumstances.

 Not in special area

 More than 50 nm from nearest land
 En route
 Instantaneous rate of discharge of oil does not exceed 30 litres per
nm
 Total quantity of the particular cargo of which the residue formed a
part shall not exceed
- 1/15000 (ships delivered on or before 31 Dec 1979
- 1/30000 (ships delivered after 31 Dec 1979)
 Equipped with Oil Discharge Monitoring and Control System
(ODMCS)

The above regulations are applied on 400 GT or more ships other than
tankers and 150 GT or more tankers. According to MARPOL, 400 GT
or more ships other than tankers must have an ‘Oil Record Book Part
– I’. Tankers of 150 GT or more must have an ‘Oil Record Book Part –
II’. Taking oil on board, pumping out, oil discharges, internal transfers
etc., must be recorded on the oil record book. This record book will be
inspected by port official, flag state official and other personnel to
ensure the compliance with the MARPOL convention. If, found guilty,
the vessel could be detained and fined.

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b) Annex II

Unless expressly provided otherwise the provisions of this Annex shall

apply to all ships carrying noxious liquid substances in bulk,
basically, to chemical tankers. All the cargoes which fall under Annex
II are categorized into four categories depending upon the hazards
involved as in the table below;

Category Remarks

Category X NLS which present a major hazard to either marine

resources or human health

Category Y NLS which present a hazard to either marine

resources or human health

Category Z NLS which present a minor hazard to either marine

resources or human health

Other Substances which have no harm to marine

Substances resources, human health. The discharge of bilge or
ballast water or other residues or mixtures
containing these substances are not subject to any
requirements of MARPOL Annex II.

There are different discharge regulations for above mentioned

categories and those regulations are not included in this book. Ships
carrying NLS in bulk must have a cargo record book onboard and all
the operational information (tanks loaded/discharged, amount of
cargo loaded/discharged, amounts transferred between tanks,
pollutions, malfunctioning of cargo related equipment etc.) must be
recorded. Usually, this record book is maintained by the chief officer.
Ships carrying NLS in bulk are not supposed to leave the discharging
ports without cleaning the cargo tanks. But, if the master requests, an
exemption may be granted under following conditions;

 Unloaded tank is to be loaded with same cargo without

washing/ballasting, or

 The tank is not to be washed/ballasted at sea. It is to be

prewashed in another port provided that it is confirmed in writing
that a reception facility is available at that port, or

 The residues will be removed by ventilation.

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 There is only one special area under Annex II;

 Antarctic area

c) Annex III

This Annex applies to noxious liquid substances carried in package

form. That means to general cargo ships and container ships when
carrying noxious liquid substances in packages or in containers. The
requirements of this Annex do not apply to ship's stores and
equipment. But, that does not mean ship’s stores which are harmful
to the marine environment can be discharged into sea. NO STORES
HAVING HARMFUL SUBSTANCES TO MARINE ENVIRONMENT CAN
BE DICHARGED INTO SEA. There are no special areas designated
under this Annex and the discharge regulations are governed by the
IMDG Code.

Each ship carrying harmful substances or noxious liquid substances

shall have a special list, manifest or stowage plan setting forth, in
accordance with the relevant provisions of the IMDG Code, the
harmful substances or noxious liquid substances on board and the
location thereof. A copy of one of these documents shall be made
available before departure to the person or organization designated by
the port State authority.

d) Annex IV

This Annex applies to ship’s sewage discharges. The word ‘sewage’

includes;

 Drainage and other wastes from any form of toilets, urinals and
WC scuppers;

 Drainage from medicinal premises (dispensary, sick bay, etc.) via

wash basins, wash tubs and scuppers located in such premises;

 Drainage from spaces containing living animals; or

 Other waste waters when mixed with the drainages defined above.

Annex IV applies to;

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  Ships of 400 tons gross tonnage and above, and

 Ships of less than 400 tons gross tonnage which are certified to
carry more than 15 persons.

From 1st of January 2013, Baltic Sea has become a special area under
this Annex. Further, it has defined two types of ships, i.e., ‘new
passenger ships’ and ‘existing passenger ships’.

 “new passenger ship” means a vessel which the building contract

is placed, or in the absence of a building contract, the keel of
which is laid, or which is in a similar stage of construction, on or
after 1 January 2016 or the delivery of which is two years or more
after 1 January 2016.

 An “existing passenger ship” is a passenger ship which is not a

new passenger ship.

Sewage discharge regulations are as follows;

Type of ships Inside special area Outside special area

New Prohibited on or comminuted and disinfected sewage

passenger after 01
st
January (approved by Administration) 3’
ship 2016¹ from land
not comminuted or disinfected 12’
away from land
Sewage in holding tanks or sewage
from living animals, shall not be
discharged instantaneously
en route at least at 4 knts
rate of discharge to be approved by
the Administration based upon IMO
standards
OR
The ship has an approved sewage
treatment plant which has been
certified by the Administration & the
effluent shall not produce visible
floating solids or discoloration of the
water.
Existing Prohibited on or Same as above
passenger after 01
st
January
ship 2018¹
Other vessels Same as outside Same as above
special areas

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End notes
1 Except when the ship has in operation an approved sewage treatment plant
which has been certified by the Administration to meet the operational
requirements, and the effluent shall not produce visible floating solids nor
cause discoloration of the surrounding water.

e) Annex V

As mentioned before, this annex applies to discharges of garbage by

ships. MARPOL defines garbage as “all kinds of victual, domestic and
operational waste excluding fresh fish and parts thereof, generated
during the normal operation of the ship and liable to be disposed of
continuously or periodically except those substances which are
defined or listed in other Annexes to the present Convention”.

These regulations apply to all ships. Ships of 400 GT and above must
have a garbage management plan on board. The disposal and storage
of garbage must be done according to this garbage management plan.
Ships may have different colour bins to store different types of garbage
(Example – red colour bins for plastic garbage). This colour code may
be different from ship to ship. There will be placards posted in
common places regarding these regulations on board. You have to be
familiar with the garbage management system on your ship. There are
special areas under annex V as well. These special areas are;

 Mediterranean Sea
 Baltic Sea
 Black Sea
 Red Sea
 "Gulfs" area
 North Sea
 Antarctic area (south of latitude 60 degrees south)
 Wider Caribbean region including the Gulf of Mexico and the
Caribbean Sea

The following table summarizes the garbage discharge requirements

and following amendments entered into force from 01st January 2013.

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 Type of garbage
Food waste comminuted
or ground (25 mm or less)
Food waste not
comminuted or ground
Cargo residues¹ not
contained in wash water
Cargo residues¹ contained
in wash water
Cleaning agents and
additives¹ contained in cargo
hold wash water
Cleaning agents and
additives¹ in deck and
external surfaces
wash water
Carcasses of animals
carried on board as cargo
and which died during the
voyage
All other garbage
including plastics,
synthetic ropes, fishing
gear, plastic garbage
bags, incinerator ashes,
clinkers, cooking oil,
floating dunnage, lining
and packing materials,
paper, rags, glass, metal,
bottles, crockery and
similar refuse
Mixed garbage
Ships outside special
areas
> 3 nm from the nearest land, >12 nm from the nearest land,
en route³
>12 nm from the nearest land,
en route³
>12 nm from the nearest land,
en route
>12 nm from the nearest land,
en route
Discharge permitted
Discharge permitted
Discharge permitted
while en route, as far as
possible
Discharge prohibited
When garbage is mixed with
or contaminated by other
substances prohibited from
discharge or having different
discharge requirements, the
more stringent requirements
shall apply
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Ships inside special
areas
en route³. Antarctic area avian
products are not permitted
except when sterile.
Discharge prohibited
Discharge prohibited
>12 nm from the nearest land,
en route & subject to 2
additional conditions²
>12 nm from the nearest land,
en route & subject to 2
additional conditions²
Discharge permitted
Discharge prohibited
Discharge prohibited
When garbage is mixed with
or contaminated by other
substances prohibited from
discharge or having different
discharge requirements, the
more stringent requirements
shall apply
End notes

¹ These substances must not be harmful to the marine environment.

² Discharge shall only be allowed if: (a) both the port of departure and the next port of destination
are within the special area and the ship will not transit outside the special area between these
ports and (b) if no adequate reception facilities are available at those ports.

³ The en route requirements shall not apply where it is clear the retention on board of these food
wastes presents an imminent health risk to the people on board.

f) Annex VI

MARPOL Annex VI applies to air pollutants. These pollutants include;

 NOx (Nitrogen Oxides) – creates acids when mixed with water (one
of the causes for acid rains)
 SOx (Sulpher Oxides) – creates acids when mixed with water (one of
the causes for acid rains)
 Ozone depleting substances – damages the earth’s ozone layer
which protects the earth from dangerous sun rays
 Volatile Organic Compounds – evaporate at surrounding
temperatures polluting the environment
 Particulate matter – dust particles which are above certain size
which pollute the environment

The discharge regulations for above pollutants are as follows;

Pollutant Discharge regulations

NOx Emission depends upon the engine efficiency & it’s performance.
IMO has defined technical standards for NOx emissions
depending upon the construction date of the ship. This is not
applicable for emergency engines such as life boat engine.

SOx  Sulphur content of any fuel oil used on board ships (out
side ECA) shall not exceed 3.5% m/m (from 01/01/2012).
 Sulphur content of fuel oil used on board ships in a
Emission Control Area (ECA) does not exceed 0.1% m/m.

Emission Control Areas (ECA) for SOx are;

 Baltic sea
 North sea
 North American ECA
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  US Caribbean ECA
Ozone  Deliberate emissions of ozone depleting substances shall
depleting be prohibited. Deliberate emissions include emissions
substances occur during maintenance, servicing, repairing or
disposing etc.
 Equipment containing HCFC are prohibited on ships
constructed after 01/01/2020.
 Does not apply to permanently sealed equipment where
there are no refrigerant charging connections or
potentially removable components containing ozone-
depleting substances.
 From 1 July 2010, each ship which has a rechargeable
system that contains ozone-depleting substances shall
have an ozone-depleting substances record book.
Volatile  Applies only to vessel carrying VOC
Organic  Applies only when entering VOC emission controlled areas
Compounds  Tankers entering such ports shall have a vapour collection
system in operation during loading
(VOC)
 With effect from July 1, 2010, every tanker carrying crude
oil is required to have on board and implement a VOC
Management Plan, approved by the Administration.

3.4.4.2 Ballast water management procedure according to the Ballast Water

Management Convention

Fresh or salt water is sometimes taken into ships tanks to improve ship’s
stability and also the maneuverability during a passage. This water is
called as ‘ballast water’. Taking ballast water onboard is called as
‘ballasting’ and discharge of ballast water is called as ‘de-ballasting’.
Generally, a vessel will be ballasted during or after discharging of cargo
and will be de-ballasted during loading. It is estimated that some 3 – 5
billion tons of ballast water is transferred throughout the world each
year.

This ballast water may contain different types of local marine species and
also considerable amount of sediments. Most of the species come along
with ballast water may survive until it is discharged in a new place. This
is mainly because the ships arrive at the port of destination within few
days or maximum within few weeks. It is estimated that 1 m³ of ballast
water may contain up to 50,000 zooplankton specimens. Thousands of
different marine species small enough to pass through a ship’s ballast
water intake ports & pumps. It is also estimated that 7,000 to 10,000
different species of marine microbes, plants and animals are transferred
globally through BW annually. At the same time, the sediments once

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 settle down in the tanks, provides a substrate for a variety of marine
species.

Once this ballast water is discharged along with these marine species at
the port of destination, some of them may be destroyed by the local
inhabitant species and some of the foreign species may destroy the local
marine environmental stability. These species are called as ‘invasive
marine species’. Some of the common invasive marine species are;

 Zebra Mussel
 Comb Jelly
 Asian kelp
 European Green Crab
 North Pacific Seastar

The effects of invasive species include;

 Grows & spreads very fast

 Displaces native algae
 Alters local eco system
 Alters food chain
 Effects local fish & shellfish stocks
 Economical losses

International convention for the control and management of ship’s ballast

water and sediments - 2004, was adopted to control the transfer of
invasive species by ship’s ballast water. The convention states to control
the ballast water by;

 Avoiding or reducing of taking BW

 Exchange methods
 Treatment methods
 Delivering of ballast water to reception facilities for ballast water &
sediments

3.4.5 Use and operation of anti-pollution equipment

3.4.5.1 Purpose of a garbage compactor

The purpose of a garbage compactor is to reduce the volume of garbage

by compacting them so that the area required to store them will be less.
Therefore, it can be kept onboard easily until convenient port for safe
disposal. Garbage that may be compacted
 Small aluminum Cans

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  Small steel tins
 Cardboard boxes
 Plastic boxes, cans etc

When compacting garbage, similar materials in accordance with the

segregation requirements shall be compacted together and un-similar
garbage shall be compacted individually. Otherwise, segregation of
garbage in accordance with the garbage management plan will be
difficult.

3.4.5.2 Purpose of an incinerator

The purpose of an incinerator is to incinerate the marine environment

pollutants, so that the storage and the discharge can be carried out
easily. MARPOL Annex VI applies to ship’s incinerators.

On the other hand, pollutants that may emit unhealthy gasses or orders
may not be possible to store on board. This types of pollutants may be
incinerated so that unhealthy emissions can be stopped or controlled.
The following pollutants can be incinerated onboard ships;
 Annex I, II & III cargo residues and related contaminated packing
materials
 PCB (polychlorinated biphenyls)
 Garbage containing more than traces of heavy metals
 Refined petroleum products containing halogen compounds

Following pollutants are allowed to incinerate onboard, but, under

controlled environment;
 Sewage sludge & sludge oil generated during normal operation may be
carried out in the main or auxiliary power plant or boilers, but not
inside ports, harbours and estuaries.

3.4.5.3 Purpose of an oily water separator

MARPOL regulations regarding discharge of oil in into sea is becoming

stringent day by day. For this purpose oily water separators have become
compulsory on all types of ships. Oily water separator is used to treat the
oil-water mixture from bilge spaces, oil tanks or any compartment in the
engine room which has accumulated water, before discharging it to the
sea. So that the oil content discharged into sea will be reduced.

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3.4.5.4 Equipment which comes under SOPEP and describes the use and the
operation of them

This was discussed above.

4.1 Contribute to shipboard maintenance and repair

4.1.1 Ability to use painting, lubrication and cleaning materials and

equipment

4.1.1.1 Hazardous involved with paint, lubricators and cleaning agents

 Exposure to various chemicals.

 Exposure to toxic substances released sometimes when mixing
different chemicals
 Hazard of suffocation from asphyxiating gases (e.g., CO) or from
oxygen deficiency, during maintenance and cleaning operations
 Poisoning by fuel vapors, or other vaporizing chemicals, when worker
doesn't wear the required personal protection equipment
 Great care should be taken to protect the eyes. Appropriate protective
goggles should be worn for any work involving paint and dangerous
substances.
 The chemical cleaning, painting or the repair of tank coatings may
involve the release of solvent vapours.
 Harmful fumes can be produced during these operations from
galvanising paint and other protective materials.
 Painted surfaces should always be rubbed down wet to reduce dust
from the old paint, which may be toxic if inhaled. Where the dust is
known to contain lead, other dust treating methods should be used.
Dust masks should be worn as protection against other dusts.
 Rust removers are acids and contact with unprotected skin should be
avoided. Eye protection should be worn against splashes. If painting
aloft or otherwise near ropes, care should be taken to avoid splashes
on ropes, safety harness, lines etc.
 Interior and enclosed spaces should be well ventilated, both while
painting is in progress and until the paint has dried.
 There should be no smoking or use of naked lights in interior spaces
during painting or until the paint has dried hard. Some vapours even
in low concentrations may decompose into more harmful substances
when passing through burning tobacco.
 Airless spray-painting equipment is particularly hazardous since the
paint is ejected at a very high pressure and can penetrate the skin or

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 cause serious eye injuries. Spray should not be allowed to come into
contact with the face or unprotected skin.
 Suitable protective clothing such as a combination suit, gloves, cloth
hood, and eye protection should be worn during spraying.
 Paints containing lead, mercury or similarly toxic compounds should
not be sprayed in interiors.
 A suitable respirator should be worn according to the nature of the
paint being sprayed. In exceptional circumstances it may be necessary
to use breathing apparatus
 Chemicals should always be handled with the utmost care. Eyes and
skin should be protected from accidental exposure or contact.
 Manufacturers’ or suppliers’ advice on the correct use of the chemicals
should always be followed. Some cleaning agents, even though used
domestically, for example, caustic soda and bleaches, may burn the
skin.
 Chemicals should not be mixed unless it is known that dangerous
reactions will not be caused.
 Employers should ensure that any necessary training in the use of
chemicals is given.

4.1.1.2 Refer Marine Safety Data Sheet before using cleaning agents.

4.1.1.3 Cleaning agents shall not be discharged to sea, if it is a marine pollutant.

4.1.1.4 Use appropriate safety gear when working with paints, lubrication and
cleaning material and equipment.

4.1.1.5 The correct operational instructions shall be followed when operating any
equipment

4.1.2 Ability to understand and execute routine maintenance and repair

procedures

4.1.2.1 Basic knowledge of PMS

It is a well known fact that very high percentage of accidents, injuries and
pollutions occur due to human errors. IMO introduced ISM (International
Ship Management) through SOLAS to control and to eliminate human
error. PMS (Planned Maintenance System) is a part of ISM. PMS include
planned maintenance system to the whole vessel including hull, deck,
cargo gears, mooring gears, machinery, navigational equipment etc. This
will ensure that there are no accidents, injuries and pollutions due to
lack of maintenance of a vessel. The PMS is prepared by the ship owner

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 in accordance with the manufacturer’s instructions, international
standards and the flag state regulations.

4.1.2.2 The onboard maintenance is carried out according the PMS.

4.1.2.3 Report appropriate officer if any defects are noticed on any deck
machinery.

4.1.2.4 General maintenances carried out on;

a) Cranes and derricks

 General inspection to be made before start working.
 Other weekly or monthly or annually or 5 yearly inspections to be
carried out as per PMS.
 Check for broken strands of wire ropes and chaffed parts of the
ropes.
 All necessary parts to be greased.
 Wire ropes to be greased.
 Ensure hydraulic oil level is maintained in the hydraulic tanks of
the cranes and derrick.
 Blocks to be over hauled routinely.
 Goose necks of the derrick to be over hauled routinely.
 Booms, outer casing of the cranes and other appropriate areas to
be chipped, scrapped and painted.
 Make sure the SWL and the other markings on the gears are
clearly visible.
 Change wires as necessary.

b) Mooring winches & windless

 General inspection to be made before start working.
 Other weekly or monthly or annually or 5 yearly inspections to be
carried out as per PMS.
 All necessary parts to be greased.
 Ensure hydraulic oil level is maintained in the hydraulic tanks.
 Chipped, scrapped and painted when necessary.

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  Carryout the brake rendering test annually.
 Change the brake liners as necessary.

c) Hatch covers
 General inspection to be made before start working.
 Other weekly or monthly or annually or 5 yearly inspections to be
carried out as per PMS.
 All necessary parts to be greased.
 If the pontoons are operated hydraulically, ensure hydraulic oil
level is maintained in the hydraulic tanks.
 Chipped, scrapped and painted when necessary.
 Ensure the cleats are in operating condition.
 Keep the hatch coamings cleaned to ensure the water tight
integrity is maintained.
 Check the rubber beadings of the pontoons.
 Routinely check none return valves at the hatch coamings.
 Pontoons to be water pressure tested.

d) Container lashing material

 Remove the damage lashing material
 Twist locks, base locks and turnbuckles to be greased when
necessary.

e) Ramps
 General inspection to be made before start working.
 Other weekly or monthly or annually or 5 yearly inspections to be
carried out as per PMS.
 Change wires as necessary.
 All necessary parts to be greased.
 Wires to be greased.
 If the winches are operated hydraulically, ensure hydraulic oil
level is maintained in the hydraulic tanks.

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  Chipped, scrapped and painted when necessary.
 Ensure the locking devices are in operating condition.
 Check the rubber beadings.
 Check for broken strands and chaffed parts of the ropes.

f) Accommodation ladders and gangways

 General inspection to be made before start working.
 Other weekly or monthly or annually or 5 yearly inspections to be
carried out as per PMS.
 Change wires as necessary.
 All necessary parts to be greased.
 Wires to be greased.
 Chipped, scrapped and painted when necessary.
 Ensure the locking devices are in operating condition.
 Check for broken strands and chaffed parts of the ropes.
 Ensure the ladder and the associated equipment are clean always.

g) Ventilators
 All necessary parts to be greased.
 Chipped, scrapped and painted when necessary.
 Ensure the wire mesh is not broken and in good condition.
 Ensure the ventilator flaps are in good condition.
 Check whether the blowers are in working order.

4.1.3 knowledge of surface preparation techniques

4.1.3.1 General procedure of preparing a bare surface for painting

 Chip or scrape the areas as necessary.

 Sweep the area.

 Remove all the grease and oil from the surface.

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  Mop the surface area with a cleaning agent and water.

 Let it to dry 100% before start painting.

4.1.3.2 General procedure of paint application

Mixing of paints or preparing of paints shall be carried out in open air to

avoid exposure to toxic gasses.

Ensure the weather permits to carryout painting.

The ship’s painting manual shall be referred to decide what are the types
of paints to be used in that particular area of the vessel, how many
number of primer coats required, how many number of under coats to be
applied, paint drying times and the paint thickness.

4.1.3.3 How to store the equipment & materials after use

The paint brushes, rollers shall be cleaned after each use and keep them
ready for the next use. If the same colour paint is to be applied again, the
brushers and the rollers may be immersed in water or thinner or water
thinner mixture.

The paint drums and thinner cans shall be closed properly after each
use. This will protect them for future use and also avoid emission of toxic
vapour inside the paint store room.

4.1.3.4 Procedure of surface preparation to apply follow up coats of paints

 Ensure the former coat applied is properly dried.

 Ensure the weather permits to carryout painting.

 Mop the area with water, a cleaning agent may be used if necessary.

 Ensure the area is 100% dry.

4.1.3.5 Paint coat which applied earlier shall be completely dried before the
follow up coats are applied

4.1.3.6 The of paints to be used, number of coats required, time required to dry
the applied paint etc. are provided in the ship’s paint manual
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4.1.4 Understanding manufacturer’s safety guidelines and shipboard
instructions

4.1.4.1 Basic knowledge of Material Safety Data Sheet

Explained in one of the above chapters.

4.1.4.2 There are manufacturer’s guide lines provided for the safe operation and
maintenance of each and every equipment and machinery onboard ships.

4.1.4.3 Ship’s SMS and PMS also may provide the same.

4.1.4.4 Refer the manufacturers guide lines or onboard guide lines before using
any equipment/machinery or before carrying out any maintenance work
on them

4.1.4.5 Consult a proper officer regarding the safe operation or maintenance of

any machinery/equipment if such guide lines are not clear or not
available

4.1.5 Knowledge of safe disposal of waste materials

4.1.5.1 MARPOL regulations applies to accidental discharges as well as

operational discharges.

4.1.5.2 Operational waste includes pollutants generated during onboard

maintenance and operational activities.

4.1.5.3 Waste management procedure of marine pollutants generated during

maintenance work

The waste generated shall be segregated according to the type or category

of waste. There will be different colour coded containers provided onboard
for this purpose.

The pollutants that may be incinerated shall be incinerated and the

pollutants that can be compacted shall be compacted.

The stored pollutants may be discharged into sea when the vessel is in
appropriate sea areas as stated in MARPOL. Pollutants that can not be

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 incinerated and discharged into sea shall be discharged into a reception
facility.

Appropriate records shall be maintained in the garbage record book and

the receipts received from the reception facilities shall be kept onboard.

There is an appointed officer on all the ships to manage garbage onboard.

In most of the companies the garbage chief officer is the garbage officer.
the garbage management onboard is carried out in accordance with the
garbage management plan. The garbage management procedure onboard
will be posted on the bulk heads of the vessel for easy understanding and
remembering.

4.1.5.4 Importance of segregation of waste material

This was discussed in one of the above chapters.

4.1.5.5 How to handle waste material which are mixed with other types of
pollutants specified in MARPOL Annexes

If the pollutants mentioned in MARPOL annexes are mixed with one or

more pollutants mentioned in other annexes, the pollutant with has the
most stringent requirements will be applied.

As an example, is the plastic is mixed with the food waste, the mixture
shall be consider as plastic. A cotton waste soaked with oil shall be
considered as oil.

4.1.5.6 Shall not to discharge any type of waste into sea without the permission
of a proper officer.

4.1.6 Knowledge of the application, maintenance and use of hand and power
tools

4.1.6.1 Precautions to take, use and the operation of the following tools;

a) Grinders
Use leather gloves and goggles. Make sure the grinder is not in a place
where there are tube lights. Ensure to switch off when it is not in use.

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b) Scaling machines
Make sure the power supply cables are properly laid down and no
accidental damages to the cable.
Shall wear full body protection, which includes face marks, goggles,
leather gloves, helmets, ear plugs etc. do not use the same face mask
for prolonged periods of times at it may get choked by the dust.

c) Electrical chipping machines

Make sure the power supply cables are properly laid down and no
accidental damages to the cable.
If using in a very rusted area, shall wear full body protection, which
includes face marks, goggles, leather gloves, helmets, ear plugs etc. do
not use the same face mask for prolonged periods of times at it may
get choked by the dust. Otherwise, a face mark may not be required.

d) Drilling machines
Make sure the power supply cables are properly laid down and no
accidental damages to the cable.
Make sure the operation method is well understood. Use ear plugs,
leather gloves and goggles.

e) Electrical wire cutters

Make sure the power supply cables are properly laid down and no
accidental damages to the cable.
Make sure the operation method is well understood. Use ear plugs,
leather gloves and goggles.

f) Spray painting equipment

Avoid spray painting in enclosed spaces. If it is unavoidable, have
proper ventilation throughout and wear full body cover.

Airless spray-painting equipment is particularly hazardous since the

paint is ejected at a very high pressure and can penetrate the skin or
cause serious eye injuries. Spray should not be allowed to come into
contact with the face or unprotected skin.

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 Suitable protective clothing such as a combination suit, gloves, cloth
hood, and eye protection should be worn during spraying.

Paints containing lead, mercury or similarly toxic compounds should

not be sprayed in interiors.

A suitable respirator should be worn according to the nature of the

paint being sprayed. In exceptional circumstances it may be necessary
to use breathing apparatus

g) High pressure water jet machines

Ensure the water hawse and the power supply is laid down without
obstructions.

Do not hold the water jet at any body as it may injure him. This shall
not be used by a one person for prolonged periods of times.

Wear appropriate safety gears such as safety helmet, boiler suit, safety
shoes, gloves leather and a pair of boots.

Working with hydro blasters

A hydro blaster shall not be operated by a single person; a second

assistant shall be available at the close proximity (within the visual
range). The assistant’s duties shall be:
 Manage the operation and over see the working area
 Ensure the operator does not lose the control of the jet
 Ensure the operator is not tired
 Stop the jet immediately in an emergency

Wear appropriate safety gears such as:

 Safety helmet
 Boiler suit
 Safety shoes
 Ear protection
 Face shield
 Gloves leather
 HP apron (shall be able to withstand the pressure of the water
jet)

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  A pair of boots or leggings if the size of the boots is not sufficient
(shall be able to withstand the pressure of the water jet)

h) Grease gun
Use leather gloves and other appropriate safety gear. Do not point the
grease gun at anybody’s face. When applying grease ensure to wipe
out the extra grease which comes out from the grease nipple.
Otherwise it may fall down onto working areas making the surfaces
slippery.

i) Electrical wire brushers

Make sure the power supply cables are properly laid down and no
accidental damages to the cable.
Shall wear full body protection, which includes face marks, goggles,
leather gloves, helmets, ear plugs etc. do not use the same face mask
for prolonged periods of times at it may get choked by the dust.

j) Chain blocks
Check whether the chain block is in order without damages before
each use.
Be care full when transferring heavy chain blocks and follow the lifting
procedure of heavy weights as explained earlier.
Ensure to use appropriate chain block with regards to it’s safe
working load.
Make sure that the chain block is hooked in a strong place which is
having a same or higher SWL.

k) Crow bars
When carrying a crow bar, keep it in a vertical position. As it may
injure other around if carried horizontally.
Use appropriate safety gear for the nature of the work and also leather
gloves.
When levering an object by means of a crow bar, be very care full as it
may slip off.

l) Chipping hammers
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 Use appropriate safety gear for the nature of the work including
leather gloves, ear plugs and goggles.

m) Scrappers
Use appropriate safety gear for the nature of the work including
leather gloves and goggles.

4.2 Summary of drills to be carried out onboard ships

Name of the drill Period

Fire drill Once every month

Abandon ship drill Once every month
Davit-launched Life raft On- Once every 4 months.
Board
Training

Enclosed-space entry and Once every 2 months

rescue drill
Steering gear drill Once every 03 months
Steering gear Within 12 hours before departure, the ship’s steering
gear shall be checked and tested.
Abandon ship drill and one If more than 25% of the crew have not participated in
fire abandon ship and fire drills on board within 24 hrs of the
ship leaving a port

Use of the ship’s: As soon as possible, but not later than two weeks after a
 life-saving appliances, crew member joins the ship.
 fire extinguishing
appliances
Security drill At least once every three months. If more than 25 % of
the ship’s personnel has been changed, at any one time, a
drill should be conducted within one week of the change.
Launching of Gravity Once every 3 months
launched life boats
Launching of Free fall life Once every 6 months if not possible, Flag Sate may
boats extend to 12 months provided suitable simulated
launching practices are carried out every 06 months
Launching of Dedicated Monthly, if not possible, at least once every 3 months
rescue boats (other than those
which are also life boats)

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