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SEAMANSHIP
DECK DEPARTMENT
Captain - Also called as “master”, is the ships highest responsible officer acting in behalf of the
ships owners. He/she is responsible for all operations on board. It should be remembered that the
master is the agent of the company which own the ship and not a member of the crew.
Chief Mate- Head of the deck department on a merchant vessel, second in command after the
captain / master. The chief mate is responsible for all cargo operations, the vessel’s stability, the
deck and the safety and security of the vessel. He/she is also the one who trains the crew and
cadets on various operations such as safety, firefighting, search and rescue and various other
contingencies. He stands 4 to 8 watch.
Second Mate – He/she is third in command and the third most experience officer in the deck
department after the master and chief mate. This position is a qualified “Officer in charge for
Navigational Watch” (OICNW). The second mate is responsible for directing the bridge and
navigating the ship. Other top priorities of the second mate are updating the charts and
publications making them current, making passage plans and all aspects of the ship navigation.
Additional duties include directing anchor detail, directing line handlers, cargo watches and
training, instructing the crew members. He stands 12 to 4 watch.
Third Mate – He is responsible for the maintenance of lifesaving equipment and firefighting
equipment under safety officers’ instructions. Also, the third officer conducts the drilling
operations and handles all the port documents on behalf of the master. He keeps the ships log,
follows the captain’s order and assist in the navigation of the vessel. He stands 8 to 12 watch.
Deck Cadet – Also known as the Trainee Navigational Officer or Nautical Apprentice is an
apprentice who must learn the basic duties, comprehend and apply the new skills learned. Assists
deck officer of a ship and handles its day to day operations. Deck cadets gave to do their training
(for duration of 18 months to3 years) under deck officers.
Bosun– Also known as Boatswain / Pump Man, is the most senior crewman of the deck.
He/she is responsible for the maintenance of ship’s hull and all its components, including its
rigging, anchors, cables, sails, deck maintenance and small boat operations together with the
chief officer. The direct contact between the crew and the chief mate is through the Bosun.
He/she assists chief officer in cargo operations, operates pumps during cargo stripping, ballasting
and tank cleaning.
Able Bodied (AB) Seaman – By law, AB Seaman must be able to perform any deck duties aside
from the actual navigation of the vessel. In general, his duties include the ability to splice wire or
fiber line, to work aloft and over the side of the ship, to operate the deck machinery such as the
windlass of winches, to pain and mix paint, to now the principles of cargo storage, to be a good
wheelsman and competent lookout, to overhaul and install any running or standing rigging on the
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ship and to be able to sew, repairs and mend canvas. He is under the supervision of the Bosun
and the chief mate.
Ordinary Seaman – He assists the AB Seaman. In reality, however, he is the deck utility man
and may be called upon to do any one of the many tasks. Most of his duties involve the
maintenance of the ship, carried out under the supervision of the Buson and the chief officer. At
night, he might be assigned to the OOW’s Watchman during navigation. During Pilotage, he is
the helmsman on the bridge.
Welder / Fitter – Renders his services to both deck and engine department. Also called as
“Machinist”, he/she is specialized to fabrication, welding, etc.

ENGINE DEPARTMENT
Chief Engineer – He isa licensed mariner in charge of the engineering department on a
merchant vessel. The chief engineer is responsible for all operations and maintenance that has to
do with all engineering equipment, throughout the entire ship. Under many jurisdictions, he is of
equal rank to the captain with responsibility being split between two posts. He is also the one
overseeing the engine department and gives work order for the ones operating in the engine
rooms.
Second Engineer – The First assistant Engineer is a licensed member of the engineering
department o a merchant vessel. The second mate is responsible for supervising the daily
maintenance and operation of the engine department. Also, responsible for refrigeration systems,
main engines (steams/gas turbine, diesel) and any other equipment assigned to the Second
assistant engineer (third engineer) or third Assistant Engineer (fourth Engineer). He directly
reports to the chief Engineer. The second mate is considered as the “busiest engineer” aboard the
ship.
Third Engineer – The Second assistant Engineer is a licensed member of the engineering
department on a merchant vessel. He is usually in charge of boilers, fuel, and feed system. The
Third Engineer is the third most senior marine engineer on board. Typically, he’s in charge of
Fueling (Bunkering). On ships with steam propulsion plants, he’s in charge of the boilers,
combustion control, soot blowers, condensate and feed equipment, feed pumps, fuel and
condensers. On the other hand, on diesel and gas turbine propulsion plants, the second assistant
engineer is in charge of auxiliary boilers, auxiliary engines, incinerator, air compressor, fuel and
fuel oil purifiers.
Fourth Engineer – The Third assistant Engineer is a licensed member of the engineering
department on a merchant vessel. He is junior to the Third Engineer on the Engine Department.
Generally, the person assigned in this position is usually responsible for electrical, sewage
treatment, lube oil, bilge, and oily water separating systems.
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Engine Cadet – Like deck cadet, he is the intern/apprentice of the engine department, working
to be a future Engine Officer.
AB Engine - Also known as “Oiler”, is a worker whose main job is to oil machinery. On
merchant ship, he is an unlicensed rate of engineering department. The oiler is senior only to a
wiper position. He is sometimes referred to as the motorman.
Wiper - The wiper or officially called as the OS Engine, performs manual labor in engine
department, such as cleaning and painting, and assist in repair work.
Electrician – The electrician or Electrical Engineer or Electro Technical Officer (ETO) is
responsible for maintenance of all electrical equipment on a ship such as motors, switchboards,
fire detectors, navigational lights, batteries, etc.
STEWARD’S DEPARTMENT
Chief Cook – The chief cook is the senior unlicensed crew member working in the steward’s
department of a ship. Their duty is to prepare meals regularly for the crew and passengers,
inspects the galley and equipment ensuring all cleaning and proper storage operations are in line.
The rank is often shortened to cook, may plan or assist in planning meals and taking inventory of
stores and equipment’s.
Chief Steward – He directs, instructs, and assigns personnel performing such functions as
preparing and serving meals; cleaning and maintaining officers’ quarters and steward department
areas; and receiving, issuing and inventorying stores. This rank plans the menu, orders the
supplies along with the Master.
Messman – A steward’s assistant (SA) is an unlicensed entry-level crewmember in the steward’s
department of a merchant ship. This position can also be referred to as steward (the usual term on
British Ships), galley utility man, mess man and supply or waiter.
TYPES OF SHIPS

1. CONTAINER SHIPS - As the name suggests, a vessel structured specifically to hold

huge quantities of cargo compacted in different types of containers is referred to as a
container vessel (ship) in which carry most of the world's manufactured goods and
products, usually through scheduled liner services.

A.) Types of Container Ships on Basis of Sizes

- Panamax - 965-foot overall length, 106-foot beam, and 39-foot draft.
- Post – Panamax - There are ships larger than Panamax, sometimes called
“single-ocean” vessels.
- Post – Malaccamax
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Refrigerated Container Ships - these Vessels carry refrigerated cargo (mainly in refrigerated

containers)

2. BULK CARRIER SHIPS- Bulk carriers are a type of ship which transports cargoes
(generally dry cargo) in bulk quantities. The cargo transported in such ships is loose
cargo i.e. without any specific packaging to it and generally contains items like food
grains, ores and coals and even cement

Types of Bulk Carrier Ships

a.) Conventional Bulkers

b.) Geared Bulker
c.) Gearless Bulker
d.) Self – Discharging Bulker
e.) Lakers
f.) BIBO

Some other forms of dry cargo are:

g.) Tramps: A boat or ship engaged in the tramp trade is one which does not have a fixed
schedule or published ports of call.

h.) Cargo Liners: An ocean liner is a ship designed to transport passengers from point A to
point B. The classic example of such a voyage would be a transatlantic crossing from
Europe to America

3. TANKER SHIPS - Tanker ships are specialized vessels for carrying a large amount of
liquid cargo. Tankers are further sub-divided into different types on the basis of the cargo
they carry.Transport crude oil, chemicals and petroleum products. Tankers can appear
similar to bulk carriers, but the deck is flush and covered by oil pipelines and vents.

The main types of tankers are:

a.) Oil Tankers: Oil tankers - mainly carry crude oil and its by-products.

b.) Liquefied Gas Carriers -  A gas carrier (or gas tanker) is a ship designed to transport
LPG, LNG or liquefied chemical gases in bulk.

c.) Chemical and Product Carriers - A chemical tanker is a type of tanker ship designed to
transport chemicals and different liquid products in bulk
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4. ROOL-ON ROLL-OFF SHIPS - Ro-Ro is an acronym for Roll-on/roll-off.

Roll-on/roll-off ships are vessels that are used to carry wheeled cargo.

Types of RoRo Ships

 Pure Car Carrier (PCC) and Pure Car and Truck
 Carrier (PCTC) RoRo Ships
 Container Vessel + RoRo (ConRo) Ship
 General Cargo + RoRo Ship (GenRo) Ships
 RoPax
 Complete RoRo Ships

5. PASSENGER SHIPS - As the name suggests, are mainly used for transiting passengers.

Types of Passenger Ships

Ferries – Vessels used for transiting passengers (and vehicles) on short – distance routes
are called ferries. Ferries usually perform short journeys for a mix of passengers, cars and
commercial vehicles. Most of these ships are Ro-Ro (roll on - roll off) ferries, where
vehicles can drive straight on and off, making it a speedy and easily accessible way to
travel.
Cruise Ships – Mainly used for recreational activities, cruise ships are like luxurious
floating hotels state – of – the art facilities

They are further classified as:

Liners, Cruise Ships, Pilgrimage Ships
Cross Channel Ferries, Coastal Ferries, Harbor Ferries
Arctic and Antarctic Cruises

6. OFFSHORE VESSELS - Offshore vessels mainly help in oil exploration and

construction jobs at sea. Offshore vessels are of several types.
Some of the main ones are:

 Supply Ship: Vessels that supply to offshore rigs

 Pipe Layers: Vessels engages in laying pipes and cables
 Crane Barges or floating cranes - A crane vessel, crane ship or floating crane is a ship
with a crane specialized in lifting heavy loads
 Semi-submersible Drill Rigs - These are Mobile Offshore Drilling Units to make stable
platforms for drilling oil and gas
 Drill Ships - A drillship is a merchant vessel designed for use in exploratory offshore
drilling of new oil and gas wells or for scientific drilling purposes
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 Accommodation Barges - Could be a stand-alone floating hotel or can include

accommodation as well as space for Cargo
 Production Platforms - To extract and process oil and natural gas, or to temporarily
store product until it can be brought to shore for refining and marketing
 Floating Storage Unit (FSU) – Floating vessel mainly used for storage of oil and by-
products.
 Floating Production and Storage Unit (FPSO - A floating production storage and the
offloading unit is a floating vessel used by the offshore oil and gas industry for the
production and processing of hydrocarbons, and for the storage of oil
 Anchor handling vessels – These are used for offshore construction and installation
operations.
 Diving vessels – Are vessels used by divers for diving in the ocean for underwater jobs.

7. FISHING VESSELS - Ships or boats used for recreational or commercial fishing at sea
are called fishing vessels

Fishing vessels are mainly classified into two types – trawlers and non-trawling vessels.
Trawlers, Purse Seiners: A fishing trawler, also known as a dragger, is a commercial
fishing vessel designed to operate fishing trawls. Trawling is a method of fishing that
involves actively dragging or pulling a trawl through the water behind one or more
trawlers. A purse seine is a large wall of netting deployed around an entire area or school
of fish. The seine has floats along the top line with a lead line threaded through rings
along the bottom. Once a school of fish is located, a skiff encircles the school with the
net.
Factory Ships: A factory ship, also known as a fish processing vessel, is a large ocean-
going vessel with extensive on-board facilities for processing and freezing caught fish or
whales

8. SPECIALITY VESSELS - Speciality vessels are constructed and used for specific
purposes.
Such as anchor handling and supply vessels for the offshore oil industry, salvage tugs, ice
breakers and research vessels.

Types of Speciality Vessels

Tugs - A tug (tugboat) is a boat or ship that maneuvers vessels by pushing or towing
them.
Tenders – A boat or a larger ship used to service or support other boats or ships,
generally by transporting people and/or supplies is called a tender vessel.
Pilot Crafts – Pilot crafts are used for the transportation of harbour pilots.
Cable Layers – Cable laying vessels help in laying cables on to the sea bed. 
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Research Vessels – They are special types of vessels used for carrying out a variety of
researches at sea. Some of the most common Types of research vessels are – seismic
vessels, hydrographic vessels, oceanographic vessels, polar vessels etc.
Salvage Vessels – Salvage vessels are vessels engaged in salvage operation; recovery of
lost property at sea.
Lightships - A lightvessel, or lightship, is a ship which acts as a lighthouse. They are
used in waters that are too deep or otherwise unsuitable for lighthouse construction.
Barge Carriers - A barge is a flat-bottomed boat, built mainly for river and canal
transport of heavy goods.
Timber Carriers - Vessels that carry timber
Livestock Carriers - Vessels that carry livestock/animals
 Ice breaker ships - They are used for cutting ice deposits in extremely cold climate
conditions to make waters navigational.

9. HIGH SPEED CRAFT - High-speed crafts are a special type of technologically

advanced high-performance (typically high speed) marine vehicles. Though most of these
technologies are not used in commercial vessels, a few have been successfully
implemented and tested in conventional merchant vessels of small scale.

Types of High – Speed Craft

 Multihulls including wave piercers
 Small waterplane area, twin-hull (SWATH)
 Surface effect ship (SES) and Hovercraft
 Hydrofoil
 Wing in Ground Craft (WIG)

10. DREDGERS - Dredging is an excavation activity usually carried out underwater, in

shallow seas or freshwater areas with the purpose of gathering up bottom sediments and
widening. Dredgers are vessels with excavation tools used for removing sand and other
types of deposits from the seabed. Dredgers are used for several purposes such as making
shallow coastal areas navigational, deep-sea mining etc.

Dredgers are mainly classified into two types:

 Mechanical dredgers
 Hydraulic dredgers

TEU and FEU - Indicate the cargo carrying capacity of container ships. TEU (twenty-foot
equivalent unit) indicates the number of standard shipping containers that may be carried. On
some shipping routes container ships may carry standard containers that are 40 feet in length.
FEU is forty-foot equivalent unit.
An indication of the size by capacity of oil tankers, bulk carriers and container ships is often
given by the following type:
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OIL TANKERS
ULCC/VLCC “Ultra-Large Crude Carrier” and “Very Large Crude Carrier” being tankers
carrying more than say 200,000 tonnes of cargo. ULCC’s being say 300,000 to 550,000 tonnes
deadweight and the typical size of a VLCC being 200,000 to 300,000 tonnes deadweight.
1. Suezmax - Indicates the largest oil tanker that can transmit the Suez Canal fully laden,
being about 150,000 tonnes deadweight.
2. Aframax - The standard designation of smaller crude oil tankers, being the largest tanker
size in the AFRA Freight Rate Assessment Scale Large One Category. AFRA stands for
“American Freight Rate Association”. Variously reported as being 80,000 to 115,000
tones deadweight.
3. Panamax - The maximum size of oil tanker, with beam restriction of 32.2 metre, and
length restriction of 275 metres that can transit the Panama Canal. Typical size being
about 55,000 to 70,000 tonnes deadweight.
4. Handysize/Handymax - Typical products tankers of about 35,000 to 45,000 tonnes
deadweight.
BULK CARRIERS
1. Capesize Ships - that are too large to transit the Panama Canal and therefore voyage
around Cape Horn. Typically from 80,000 to 170,000 tonnes deadweight.
2. Panamax - As for oil tankers
3. Handysize/Handymax Ships between say 10,000 to 40,000 tonnes deadweight have
formed the majority of the fleet for many years and are designated ‘handysize’. In recent
years the size of these ships has been increasing and the term ‘handymax’ has been
applied to designate the larger bulk carriers. The term ‘handymax’ has no specific upper
limit.

CONTAINER SHIPS
1. Post-panamax Ships that are too large to transit the Panama Canal and undertake trans-
ocean voyages. Size is typically 5500 TEU to 8000 TEU and increasing.
2. Panamax Ships that can transit the Panama Canal, say between 3,000 to 4,500 TEU.
3. Feeder Smaller ships that do not undertake oceanic voyages but are generally engaged in
shipping containers. The smaller of these may only carry several hundred TEU. There is
no specific sub-class below Panamax size.

IMO OIL TANKER CATEGORIES

1. Category 1 (commonly known as Pre – MARPOL tankers) – Oil tankers of 20,000
tonnes deadweight and above carrying crude oil, fuel oil, heavy diesel oil or lubricating
oil as cargo, and of 30,000 tonnes deadweight and above carrying other oils, which do not
comply with the requirements for protectively located segregated ballast tanks.
2. Category 2 (commonly known as MARPOL tankers) – Oil tankers of 20,000 tonnes
deadweight and above carrying crude oil, fuel oil or lubricating oil as cargo, and of
30,000 tonnes deadweight and above carrying other oils, which do comply with the
protectively located segregated ballast tank requirements.
3. Category 3 – oil tankers of 5,000 tonnes deadweight and above but less than the tonnes
deadweight specified for Categories 1 and 2.
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Note! For tankers carrying HGO (heavy gas oil) the lower limits for Categories 2 and 3 falls to
600 tonnes deadweight

SHIP MEASUREMENT
 BEAM – The width of the ship
 COMP0LEMENT– The full number of people required to operate a ship. Includes
officers and crewmembers; does not include passengers. For warships, the number of
people assigned to a ship in peacetime may be considerably less than her full
complement.
 CUBE – The cargo carrying capacity of a ship, measured in cubic feet. There are two
common types:
Bale Cube (or Bale Capacity)- The space available for cargo measured in cubic feet to the
inside of the cargo battens, on the frames, and to the underside of the beams. It is a measurement
of capacity for cargo in bales, on pallets, etc., where the cargo does not conform to the shape of
the ship.
Grain Cube (or Grain Capacity)- The maximum space available for cargo measured in cubic
feet, the measurement being taken to the inside of the shell plating of the ship or to the outside of
the frames and to the top of the beam or underside of the deck plating. It is a measurement of
capacity for cargo like grain, where the cargo flows to conform to the shape of the ship.
 DISPLACEMENT – A measurement of the weight of the vessel, usually used for
warships. (Merchant ships are usually measured based on the volume of cargo space;
see tonnage). Displacement is expressed either in long tons of 2,240 pounds or metric
tonnes of 1,000 kg. Since the two units are very close in size (2,240 pounds = 1,016 kg
and 1,000 kg = 2,205 pounds), it is common not to distinguish between them. To preserve
secrecy, nations sometimes misstate a warship’s displacement.
Displacement, Light – The weight of the ship excluding cargo, fuel, ballast, stores, passengers,
and crew, but with water in the boilers to steaming level.
Displacement, Loaded – The weight of the ship including cargo, passengers, fuel, water, stores,
dunnage and such other items necessary for use on a voyage, which brings the vessel down to her
load draft.
Deadweight Tons (DWT) – The difference between displacement, light and displacement,
loaded. A measure of the ship’s total carrying capacity.
Cargo Deadweight Tons – The weight remaining after deducting fuel, water, stores, dunnage
and such other items necessary for use on a voyage from the deadweight of the vessel.
 Draft, Loaded – The depth of water necessary to float a vessel fully loaded.
 Length – The distance between the forward most and after most parts of the ship.
Length Overall (L.O.A.) – The maximum length of the ship
Length at Waterline (L.W.L.) – The ship’s length measured at the waterline
 Shaft Horsepower (SHP) – The amount of mechanical power delivered by the engine to
a propeller shaft. One horsepower is equivalent to 746 watts in the SI system of units.
 Ton – The unit of measure often used in specifying the size of a ship. There are three
completely unrelated definitions for the word. One of them refers to weight, while the
others refer to volume.
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Measurement Ton or Ship Ton Calculated as 40 cubic feet of cargo space. (Abbreviated M/T).

See Bale Cubic – example, a vessel having capacity of 10,000 M/T has a bale cubic of 400,000
cubic ft.
Register Ton – A measurement of cargo carrying capacity in cubic feet. One register ton is
equivalent to 100 cubic feet of cargo space.
Weight Ton – Calculated as a long ton (2,240 pounds) (abbreviated W/T)
 Tonnage – A measurement of the cargo-carrying capacity of merchant vessels. It
depends on not on weight, but on the volume available for carrying cargo. The basic units
of measure are the Register Ton, equivalent to 100 cubic feet, and the Measurement Ton,
equivalent to 40 cubic feet. The calculation of tonnage is complicated by many technical
factors.
 Gross Tons – The entire internal cubic capacity of the ship expressed in tons of 100
cubic feet to the ton, except certain spaces with are exempted such as: peak and other
tanks for water ballast, open forecastle bridge and poop, access of hatchways, certain
light and air spaces, domes of skylights, condenser, anchor gear, steering gear, wheel
house, galley and cabin for passengers.
 Net Tons – Obtained from the gross tonnage by deducting crew and navigating spaces
and allowances for propulsion machinery.

SHIP DIMENSION
• HULL - the structural body of a ship including shell plating, framing, decks and
bulkheads.
• AFTERBODY - portion of a ship's hull abaft midships
• FOREBODY - portion of a ship's hull forward midships
• BOW - the forward of the ship
• STERN - the after end of the ship
• PORT - the left side of the ship when looking forward
• STARBOARD - the right side of the ship when looking forward.
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The hull form of a ship may be defined by a number of dimensions and terms which are often
referred to during and after building the vessel. An explanation of the principal terms is given
below:
1. After Perpendicular (AP) - A perpendicular drawn to the waterline at the point where
the aft side of the rudder post meets the summer load line. Where no rudder post is fitted
it is taken as the center line of the rudder stock.
2. Forward Perpendicular (FP) - A perpendicular drawn to the waterline at the point
where the foreside of the stem meets the summer load line.
3. Length between Perpendiculars (LBP) - The length between the forward and aft
perpendiculars measured along the summer load line.
4. Amidships - A point midway between the after and forward perpendiculars.
5. Length Overall (LOA): Length of vessel taken over all extremities.
6. Lloyds Length - Used for obtaining scantlings if the vessel is classed with
7. Lloyds Register - It is the same as length between perpendiculars except that it must not
be less than 96 per cent and need not be more than 97 per cent of the extreme length on
the summer load line. If the ship has an unusual stem or stern arrangement the length is
given special consideration.
8. Register Length - is the length of ship measured from the fore-side of the head of the
stem to the aft side of the head of the stern post or, in the case of a ship not having a stern
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post, to the fore-side of the rudder stock. If the ship does not have a stern post or a rudder
stock, the after terminal is taken to the aftermost part of the transom or stern of the ship.
This length is the official length in the register of ships maintained by the flag state and
appears on official documents relating to ownership and other matters concerning the
business of the ship. Another important length measurement is what might be referred to
as the IMO Length. This length is found in various international conventions such as the
Load Line, Tonnage, SOLAS and MARPOL conventions and determines the application
of requirements of those conventions to a ship. It is defined as 96 per cent of the total
length on a waterline at 85 per cent of the least moulded depth measured from the top of
keel, or the length from the fore-side of stem to the axis of rudder stock on that waterline,
if that is greater. In ships designed with a rake of keel the waterline on which this length
is measured is taken parallel to the design waterline.

MOULDED dimensions are often referred to; these are taken to the inside of plating on a metal
ship.
1. Base Line: A horizontal line drawn at the top of the keel plate. All vertical moulded
dimensions are measured relative to this line.
2. Moulded Beam: Measured at the midship section is the maximum moulded breadth of
the ship.
3. Moulded Draft: Measured from the base line to the summer load line at the midship
section.
4. Moulded Depth: Measured from the base line to the heel of the upper deck beam at the
ship’s side amidships.
5. Extreme Beam: The maximum beam taken over all extremities.
6. Extreme Draft: Taken from the lowest point of keel to the summer load line. Draft
marks represent extreme drafts.
7. Extreme Depth: Depth of vessel at ship’s side from upper deck to lowest point of keel.
8. Half Breadth: Since a ship’s hull is symmetrical about the longitudinal center line, often
only the half beam or half breadth at any section is given.
9. Freeboard: The vertical distance measured at the ship’s side between the summer load
line (or service draft) and the freeboard deck. The freeboard deck is normally the
uppermost complete deck exposed to weather and sea which has permanent means of
closing all openings, and below which all openings in the ship’s side have watertight
closings.
10. Sheer: Curvature of decks in the longitudinal direction. Measured as the height of deck at
side at any point above the height of deck at side amidships.
11. Camber (or Round of Beam): Curvature of decks in the transverse direction. Measured
as the height of deck at center above the height of deck at side.
12. Rise of Floor (or Deadrise): The rise of the bottom shell plating line above the base line.
This rise is measured at the line of moulded beam.
13. Half Siding of Keel: The horizontal flat portion of the bottom shell measured to port or
starboard of the ship’s longitudinal center line. This is a useful dimension to know when
dry-docking.
14. Tumblehome: The inward curvature of the side shell above the summer load line.
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15. Flare: The outward curvature of the side shell above the waterline. It promotes dryness
and is therefore associated with the fore end of ship.
16. Stem Rake: Inclination of the stem line from the vertical.
17. Keel Rake: Inclination of the keel line from the horizontal. Trawlers and tugs often have
keels raked aft to give greater depth aft where the propeller diameter is proportionately
larger in this type of vessel. Small craft occasionally have forward rake of keel to bring
propellers above the line of keel.
18. Tween Deck Height: Vertical distance between adjacent decks measured from the tops
of deck beams at ships side.
19. Parallel Middle Body: The length over which the midship section remains constant in
area and shape.
20. Entrance: The immersed body of the vessel forward of the parallel middle body.
21. Run: The immersed body of the vessel aft of the parallel middle body.
22. Tonnage: This is often referred to when the size of the vessel is discussed, and the gross
tonnage is quoted from Lloyds Register. Tonnage is a measure of the enclosed internal
volume of the vessel (originally computed as 100 cubic feet per ton). This is dealt with in
detail in Chapter 30.
23. Deadweight: This is defined in Chapter 1. It should be noted that for tankers, deadweight
is often quoted in ‘long tons’ rather than ‘metric tons (tonnes)’, however MARPOL
regulations for oil tankers are in metric tons.

Rigging of Bosun’s Chair

A bosun’s chair consists of a piece of wood about 50 cms long, 13 cms wide and 2.5 cms thick.
Two holes are drilled at each end through which two strops are rove and spliced underneath. A
thimble is then seized into the bights of both strops and a gantline is either shackled into the
thimble or secured with a double sheet bend. It is used when a man is needed to work aloft. A
seaman can lower himself and secure the chair in a new position using the lowering hitch. The
running part is held firmly against the standing part in one hand, or secured to it by a temporary
seizing. The bight of the running part is passed through the bridge of the chair, over the bosun’s
head and then passed behind him and under his feet.

1. Two holes are drilled at each end through which two strops are rove and spliced underneath.

2. A thimble is then seized into the bights of both strops and a gantline is either shackled into the
thimble or secured with a double sheet bend.

3. The running part is held firmly against the standing part in one hand, or secured to it by a
temporary seizing.

4. The bight of the running part is passed through the bridge of the chair, over the bosun’s head
and then passed behind him and under his feet.

Rigging of Stage Board

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 Rigging or plank stage, suspended at each end by rope lanyards, are used to support men when
working over the ship’s side, or on the superstructure and funnels. The lanyards are secured to a
small crosspiece of wood, called a horn, at each end of the stage. These project from the stage
and so keep it at a convenient distance from the side to be worked. The lanyards are attached to
the plank by means of stage hitch. It is formed by laying the bight of the rope over the stage
outside the horns, then crossing the two parts underneath and laying them over the stage outside
the horns. The bight is then pulled over the end of the stage as shown in the following figure.
After pulling the two parts taut, use a bowline to make fast the end of the rope to the standing
part.

1. The lanyards are secured to a small crosspiece of wood, called a horn, at each end of the stage.
These project from the stage and so keep it at a convenient distance from the side to be worked.

2. The lanyards are attached to the plank by means of stage hitch. It is formed by laying the bight
of the rope over the stage outside the horns, then crossing the two parts underneath and laying
them over the stage outside the horns.

3. The bight is then pulled over the end of the stage as shown in the following figure.
4. After pulling the two parts taut, use a bowline to make fast the end of the rope to the standing
part.

NAVIGATION
The earth gets its own magnetic field lines, because of the presence of the metallic fluids that are
present at the outer core as well as in the inner core. The outer core consists of molten iron,
while the inner core has the solidified elements.

The earth’s magnetic poles are not aligned to the actual geographic north and south poles.
Magnetism is a class of physical phenomena that are mediated by magnetic fields.
A magnetic field is a vector field that describes the magnetic influence of electrical currents and
magnetized materials. The shape of the magnetic field produced by a horseshoe magnet is
revealed by the orientation of iron filings sprinkled on a piece of paper above the magnet.

An instrument containing a freely  suspended magnetic element which displays the direction of t
he horizontal component of the Earth's magnetic field at the point of observation.

The dry card compass is generally used as a standard compass & the wet card compass as a
steering compass. The dry card compass is very sensitive. Even a slight disturbance makes the
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dry card oscillate. In the wet card compass, the oscillation is damped in the liquid and hence
more useful as a steering compass. In some ships, the wet compass is now used as a standard
compass, mainly because of the availability of the gyro compass as the main direction indicating
instrument.
Finder's Bar: is a vertical soft iron bar placed in a tube on the fore side of a compass binnacle.
The Flinders bar is used to counteract the vertical magnetism inherent within a ship and is
usually calibrated as part of the process known as swinging the compass, where deviations
caused by this inherent magnetism are negated by the use of horizontal (or quadrantal)
correctors.
Quadrantal sphere: is either of two soft-iron spheres attached to each side of a binnacle,
intended to correct the compass deviation (quadrantal deviation) resulting from magnetism from
ferrous metal in a ship.
Compass: A compass is a device that shows the cardinal directions used for navigation and
geographic orientation. It commonly consists of a magnetized needle or other element, such as a
compass card or compass rose, which can pivot to align itself with magnetic north. Other
methods may be used, including gyroscopes, magnetometers, and GPS receivers.
Heeling Magnet: is a permanent magnet placed vertically in a tube under the center of a marine
magnetic compass, to correct for heeling error.

Magnetism is a class of physical phenomena that are mediated

Athwartships magnets: are magnetic compass correctors that:
a. Can be set while the vessel in on a heading of magnetic north or magnetic south.
b. CANNOT be set on a heading of magnetic east or magnetic west.

Why is it important to maintain a magnetic compass?

Maintenance and Adjustment of Magnetic Compasses. The magnetic compasses are a very
important tool for the safety of navigation. Vessel owners and masters must ensure that magnetic
compasses are maintained in good working order, adjusted and a table or curve of residual
deviation is available.

Care & Maintenance of a magnetic compass:

1. Doors giving access to corrector magnets should always remain closed.
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2. Quadrantal correctors & their brackets should be painted to prevent rust.

3. Wooden parts of the binnacle should be varnished and not painted, as painting may cause the
doors to jam.
4. Brass parts of the binnacle should be regularly polished.
5. The binnacle light should be switched off at daytime & while in port.
6. All magnetic material & electric wires etc. should be kept as far as any from the compass as
possible.
7. The hood should always be in place except when the compass is being used, cover it again
after use.
8. Unship the azimuth mirror from magnetic compass when gyro compass is used for bearings.

Magnetic Variation:
Magnetic variation (or magnetic declination), the angle between magnetic north and true north
due to the local direction of the Earth’s magnetic field.

A common compass rose as
found on a nautical chart showing
both true north and magnetic north 
with magnetic variation.
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GYROCOMPASS
• A gyrocompass is a type of non-magnetic compass which is based on a fast-spinning disc
and the rotation of the Earth (or another planetary body if used elsewhere in the universe)
to find geographical direction automatically. It is used widely on ships employing an
electrically powered, fast- spinning gyroscope wheel and frictional forces among other
factors utilizing the basic physical laws, influences of gravity and the Earth’s rotation to
find the true north.
A gyrocompass is a type of non-magnetic compass which is based on a fast- spinning disc and
A usable gyrocompass was invented in 1906 in Germany by Hermann Anschütz-Kaempfe,
and after successful tests in 1908 became widely used.
Gyrocompass is working with the high-speed gyro rotor (gyroscope) to accurately seek the
direction of true north. It operates by seeking an equilibrium direction under the combined
effects of the force of gravity and the rotation of earth.

• A Gyroscope (from the Greek ‘gyro’ means turn or revolution and ‘skopein’, means

to view) is an apparatus in which a heavy flywheel or top rotates at high speed, the
turning movement resisting change of direction of axis. There are 4 laws or facts act upon
which gyrocompass operation depends, the first two are internal properties of the
gyroscope namely.
- i. Gyroscopic inertia (rigidly in space)
- ii. Precession
- The third and fourth are relate to the earth and are the earth’s rotation and
gravitation.

Gyro compass has become one indispensable instrument in almost all merchant
ships or naval vessels for its ability to detect the direction of the true north and not
the magnetic north.

Master Compass: Discovers and maintains the true north reading with the help of a gyroscope.
Repeater Compasses: Receive and indicate the true direction transmitted electrically from the
Master Compass.

Accessories of a Gyro Repeater:

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1. Repeater compass- The repeater compass receives and displays the ship’s heading signal
transmitted from the master compass.
2. Mounting bracket- The mounting bracket for the repeater compass has a gimbal ring to
support the repeater compass horizontally when the ship is rolling and pitching.

3. Azimuth circle- Astronomical observations can be made with the mirror and the slit
located on the azimuth circle, and measurements of objects with the lubber’s line and the slit.
4. Repeater stand- The repeater stand (height of 1330 mm) can be used when a repeater
compass is installed on the deck.

Course Recorder: Makes a continuous record of the maneuvering on a moving strip of

paper.
Control Panel: Governs the electrical operation of the system and ascertains the running
condition by means of a suitable meter.
Voltage Regulator: Maintains constant supply of the ship to the motor-generator.
Alarm Unit: Indicates failure of the ship’s supply.
Usage and Errors: Gyro compasses are pre-eminently used in most ships in order to detect
true north, steer, and find positions and record courses.
But due to the ship’s course, speed and latitude, there could appear some steaming errors. It
has been found that on Northerly courses the Gyro compass north is slightly deflected to the
West of the true meridian whereas on Southerly courses it is deflected to the East.
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D-WATCH
IMPORTANT RULES
COLREGS RULE 2 (Responsibility)
(a) Nothing in these Rules shall exonerate any vessel or the owner, master or crew thereof,
from the consequences of any neglect to comply with these Rules or of the neglect of any
precaution, which may be required by the ordinary practice of seamen, or by the special
circumstances of the case.

Meaning: There is no escaping the penalty of not following these rules. Everybody is responsible
and no excuses are permitted that ‘I forgot’ etc. Also, there are some practices which are
followed by seamen which may not be in the rules but they have been said and in use for many
years, even these are included in compliance. This rule was formulated after all the ‘ordinary
practice of seamen’ were written down as part of these rules, but some of the ‘ordinary practices’
which may have been overlooked are covered by this rule.

Circumstances can dictate a deviation from these rules, like if the seaman thinks that by
following the rules in a special situation the action would endanger the ships, in that case, a
deviation may be permitted which will not endanger the ships.

(b) In construing and complying with these Rules due regard shall be had to all dangers of
navigation and collision and to any special circumstances including the limitations of the
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vessels involved which may make a departure from these Rules necessary to avoid
immediate danger.

Meaning: In understanding and then complying with these rules – pay close attention to the
dangers of navigation and to the circumstances which may arise where blindly following these
rules may endanger the ships. 

For this, if required by common sense that to follow the rules would make a situation worse, then
an action may be taken which are different from these rules but would have ensured safety for
the vessels.

However, the rule can be disregarded if the very reason for the exoneration is about the safety
and wellbeing of the crew.

COLREGS RULE 5 (Look Out)

Every vessel shall at all times maintain a proper look-out by sight and hearing as by all
available means appropriate in the prevailing circumstances and conditions so as to make a
full appraisal of the situation and of the risk of collision.

Meaning: Lookout is very important and should take about 70 – 80% of the watch keeping
officers’ time. The rest is to be the full appraisal of what he sees, and the action that is taken by
him. Lookout is also for getting the feedback on the action that he or the other ship took to avoid
the situation.

Look out means to see and understand the situation, by sight and hearing as well by other means
which may be by Radar and GPS (position) and by any other electronic devices.

Appropriate in the prevailing conditions means – in condition of poor visibility, the Radar and
ears may be the only means of detecting other vessels, here again, the range scale selection
should be appropriate, if the vessel is in the middle of a fishing fleet there is no point keeping a
watch on 12Nm range and only on one Radar. If 2 Radars exist then one should be set to a
smaller range and the other on 12nm for detecting other vessels if only 1 Radar is available then
periodic switches have to be done between smaller scale and a longer scale.
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In any case, the echo sounder the log the GPS and the chart and vessels charted position have to
be also monitored. Because for a full appraisal of the situation, all factors have to be taken into
consideration, can the own vessel alter to keep out of the way or is it better to slow down.

COLREGS RULE 15 (Crossing Situation)

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.

Meaning: This situation would frequently arise and it is always better to avoid a close quarter
situation and go right around the stern of the other vessel rather than cross ahead of the other
vessel.
Of course going around the stern may not be practical at all times but if the situation permits then
it should be followed if the crossing would result in a small CPA.

COLREGS RULE 16 (Action by give-way vessel)

Every vessel which is directed to keep out of the way of another vessel shall, so far
as possible, take early and substantial action to keep well clear.

Meaning: Give way vessels should take action well in time, estimate the speed of
approach between the two vessels, estimate the approximate time interval and then take action,
do
not take a late action, since this would make the stand on vessel apprehensive and she may then
take an action which would be detrimental to both vessels.

COLREGS RULE 17 (Action by stand-on vessel)

(a)(i) Where one of two vessels is to keep out of the way of the other shall keep her course
and speed.

Meaning: As long as the give way vessel takes an action well in time there is no problem and the
stand on vessel follows the above Rule, and the stand on vessel is required not to take action, but
it does not mean that she would not be alert and monitor the situation.
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(ii) The latter vessel may however take action to avoid collision by her manoeuvre alone, as
soon as it becomes apparent to her that the vessel required to keep out of the way is not
taking appropriate action in accordance with these Rules.

Meaning: The watchkeeper on the stand on the vessel has to be alert and should have
been monitoring the situation as it developed. His plan of action for evasive action should
be ready at all instances since he would have to take evasive action if the give way vessel fails to
take action or if the action is not sufficient to clear the impending danger.

(b) When, from any cause, the vessel required to keep her course and speed finds herself so
close that collision cannot be avoided by the action of the give-way vessel alone, she shall
take such action as will best aid to avoid collision.
Meaning: The action that the stand on vessel finally takes to  avoid the situation depends on what
is the nature of the action of the give-way vessel, if the action is insufficient to clear the close
quarter situation than the stand on vessel has to take action which will get the two ships safely
away from each other.
THE BASIC FACT OF THESE RULES ARE THAT ALTHOUGH THE STAND ON VESSEL
NEED NOT TAKE ACTION INITIALLY, SHE MUST, REPEAT MUST CLOSELY
MONITOR THE OTHER SHIP AND PLAN OUT ACTIONS AT EVERY STEP.

c) A power-driven vessel which takes action in a crossing situation in accordance with

subparagraph (a)(ii) of this Rule to avoid collision with another power-driven vessel shall,
if the circumstances of the case admit, not alter course to port for a vessel on her own port
side.
Meaning: The action that the stand on vessel takes should not develop into a catastrophe, rather it
should enhance the clearing action. However, the advice is not to alter course to Port for a give
way vessel which is on her port side. But it is a recommendation and if the situation demands
please refer to Rule 2 and take a well-planned decision which may deviate from the above Rule.

(d) This Rule does not relieve the give-way vessel of her obligation to keep out of the way.
Meaning: Just because the stand on the vessel has been forced to take action does not mean that
the give way vessel has passed the buck to the stand on vessel. She is still obliged as per the
Rules to keep out of the way.
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