Professional Documents
Culture Documents
3 Seam V
3 Seam V
Function 1:
Navigation at the Operational Level
STCW Code Table A- II/ 1
Competence:
Manoeuvre the ship
Respond to emergencies
STCW Code Table A- II/ 1
Learning Outcome:
The cadets must be able to:
Learning Outcome:
5. Demonstrate knowledge on the procedures for anchoring and mooring
6. Demonstrate knowledge on line- handling, mooring and anchoring
7. Demonstrate knowledge on emergency procedures.
8. Demonstrate knowledge on precautions for the protection and safety of
passengers in emergency situations.
9. Demonstrate knowledge on initial action to be taken following a collision or a
grounding; initial damage assessment and control.
10. Demonstrate knowledge on appreciation for the procedures to be followed for
rescuing persons from the sea, assisting a ship in distress, responding to
emergencies which arise in port.
STCW Code Table A- II/ 1
STCW Code Table A- II/ 1
RESOLUTION A. 601(15)
Provision and Display of Manuevering Information
Onboard Ships
STCW Code Table A- II/ 1
Manuevering Information
STCW Code Table A- II/ 1
Manuevering Information
STCW Code Table A- II/ 1
Kick
STCW Code Table A- II/ 1
Advance
This is the distance the ship travelled in the direction of the
original heading, measured from the point at the moment
when helm was first applied to the turn.
STCW Code Table A- II/ 1
Advance
Transfer
This is the distance of the centre of gravity of the ship from
the original track line. Thus, the transfer for a turn of 90° is the
distance of the centre of gravity of the ship from the original
track line when the heading of the ship is 90° relatively from
the original heading, and it is about two ship’s
STCW Code Table A- II/ 1
Transfer
STCW Code Table A- II/ 1
Tactical Diameter
This is the transfer for a turn of 180°, which is almost equal to
the max transfer and about the maximum advance. The
diameter will vary, based on the speed, the amount of rudder
used and the trim.
STCW Code Table A- II/ 1
Tactical Diameter
The diameter will vary, based on the speed, the amount of rudder used and
the trim
When the vessel is trimmed by the stern, the tactical diameter of turn is
increased
When the vessel is trimmed by the head, the tactical diameter of turn is
decreased
STCW Code Table A- II/ 1
Tactical Diameter
The diameter will vary, based on the speed, the amount of rudder used and
the trim:
The vessel with a list will take longer to execute the turn, and, when turned
into the list, will develop a larger circle
The vessel with a right-hand turn propeller, if making a turn to port, will end
up with a smaller diameter than starboard due to the effect of transverse
thrust.
STCW Code Table A- II/ 1
Tactical
diameter
STCW Code Table A- II/ 1
Tactical
diameter Drift angle
STCW Code Table A- II/ 1
Final
diameter
STCW Code Table A- II/ 1
Side Reach
Track Reach
Head Reach
Astern order
STCW Code Table A- II/ 1
Turning a Vessel
STCW Code Table A- II/ 1
53
STCW Code Table A- II/ 1
Distance of wheel
over line from new = F sin + R (1 – cos ) where,
course line
F = Head Reach – Distance traveled by vessel after giving wheel over &
before commencing turn, usually one ship’s length.
P = Perpendicular distance from wheel over point to new course
extension.
D+P = Parallel Index distance at W/O position.
D = Parallel Index distance from new course, as obtained from chart.
R = Radius of turn.
Ө = Change of course angle.
54
STCW Code Table A- II/ 1
A
STCW Code Table A- II/ 1
Accelerating Turn
Ship accelerates from rest with the engine full manoeuvring
speed ahead and the maximum rudder angle. Data are
presented for both full load and ballast conditions.
STCW Code Table A- II/ 1
Stopping Distances
STCW Code Table A- II/ 1
Effect of wind
STCW Code Table A- II/ 1
The strength of the wind, the length of time it has been blowing and
the uninterrupted distance it blows over will determine the size of the
waves. This distance is called ‘fetch’.
STCW Code Table A- II/ 1
Effect of wind on ship handling
Windage Area
The exposed area of the ship where the effect of wind is more
prominent.
Effect of wind on ship handling
Windage Area
Vessels such as containers and Ro-Ro ships have large freeboard and are thus
more affected by winds.
Effect of wind on ship handling
Windage Area
Freeboard
Wind Pivot Point
Pivot Point
Turning Lever
Wind on Starboard Beam
Turning lever between Pivot Point and Wind and the ship swings to starboard.
Effect of wind on ship handling
IMPORTANT REMINDERS:
When approaching the berth the vessel’s speed decreases and the wind
Pivot Point
Turning Lever
Wind on Starboard Beam
The bow fall off the wind or with other words the stern seeks the wind
Effect of wind on ship handling
Vessel stopped & trimmed / Beam wind
The pivot point of a stopped vessel coincides with the center of gravity of the underwater profile
Center of Gravity
Pivot Point
Effect of wind on ship handling
Vessel stopped & trimmed / Beam wind
The windage area is bigger at the bow and the center of wind pressure moves forward
When the same vessel gets headway: pivot point moves forward, ahead of the beam
wind - the turning moment changes from direction and the bow turns into the wind.
Pivot Point
Summary:
The turning lever is reduced and the vessel has tendency to fall off
When the same vessel gets sternway: pivot point moves aft of the beam wind -
the turning moment changes from direction and the bow away from the wind.
Pivot Point
When the wind is blowing from the right astern, steering the ship becomes easy
Effect of wind on ship handling
Ship underway with wind on the bow
In lighter conditions, the effect on the ship’s stem is larger and this
tends the ship’s head to swing away from the wind (leeward).
This requires the weather helm (helm on the side of the wind) to be
steered continuously.
Effect of wind on ship handling
Berthing
Given a choice between head wind & wind from right astern, the head
wind is preferred for berthing.
Effect of wind on ship handling
Ship underway with wind on quarter
Wind Temperature
Breaking waves Salinity differences
Coriolis effect
“while tides are caused by the gravitational pull of the Sun and Moon”
Effect of current on ship handling
Effect of current on ship handling
Overview of Ocean Currents
Effect of current on ship handling
Ocean Currents
A current (mass of water) is several hundred times denser than air / generates
forces of great magnitude
In open sea a ship is handled in the same way with or without current
The ship in a current is being carried away relative to fixed objects (buoys,
anchored vessels, obstructions…)
Prior to start any manœuvre: assess tidal strength and direction in order to
ascertain sufficient space
Effect of current on ship handling
Current acts on underwater portion of ship
Effect of current on ship handling
Position of Pivot Point when sailing with current
Pivot point
Manuever:
Manueverability:
To keep pivot point ahead, ship must be running at a speed over ground
much higher than speed of the tide: far too fast
Effect of current on ship handling
Position of Pivot Point when sailing against current
Pivot point
Manuever:
Manueverability:
This is known as ‘’ stemming the tide ’’, ship’s speed bigger than current speed.
Effect of current on ship handling
Distance travelled
transversely
Effect of current on ship handling
Effect of transverse current
Effects:
Turning moment opposes the intended turn.
Risk of grounding
Tidal flow
Effect of current on ship handling
Blocking Effect
When the UKC is reduced, the tide cannot flow under and is forced to
flow around.
Effect of current on ship handling
Force of the tide depends on:
Shout:
Man overboard
Manoeuvres and procedures for the
rescue of person overboard
BOUTAKOV (WILLIAMSON) MANOEUVRE
Rudder hard over (in an "immediate action"
situation, only to the side of the casualty)
After deviation from the original course by 60º,
rudder hard over to the opposite side.
Both WILLIAMSON TURN and SCHARNOW TURN take ship back into her wake.
Less distance is covered, and thus time is saved, with SCHARNOW TURN.
Manoeuvres and procedures for the
rescue of person overboard
DELAYED ACTION SITUATION
Disadvantages:
Great distance between victim and ship during the turn
Victim pass behind the stern from Ps (Sb) to other side: lost from view
The slowest MOB manœuvre: between 6 and 12 minutes: victim remain 15
minutes in the water
Manoeuvres and procedures for the
rescue of person overboard
BOUTAKOV (WILLIAMSON) MANOEUVRE
Manoeuvres and procedures for the
rescue of person overboard
SINGLE TURN
Remarks:
Disadvantage:
English variant:
-First 180° change of heading
-Ship back on opposite course
-Start 2nd heading change when victim on three point athwartships
-Reduce revs and approach at windward
-Dutch variant:
-Start 2nd heading change when actual speed =
initial speed
Manoeuvres and procedures for the
rescue of person overboard
SINGLE DELAYED TURN
Manoeuvres and procedures for the
rescue of person overboard
SINGLE DELAYED TURN
Procedure
When vessel is not making speed but laying in flowing water (current).
Squat, shallow-water and similar effects
Making way
Squat, shallow-water and similar effects
How Squat is caused?
A speed making vessel pushes a mass of water in front of her bow. This water must
flow back under and at the sides of the vessel (backflow) to replace the water
displaced by the ship’s hull.
Squat, shallow-water and similar effects
In shallow and/or narrow waters the water particle’s velocity of flow increases
which results a pressure drop (Bernoulli’s Law).
Squat, shallow-water and similar effects
The main factor on which the ship’s squat depends is the ship’s speed.
Squat varies approximately with the speed squared.
Where:
Cb = Block Coefficient
V = speed through water in knots
Squat, shallow-water and similar effects
Where:
Cb = Block Coefficient
V = speed through water in knots
Squat, shallow-water and similar effects
Blockage factor
Change of wave pattern at the stern and the bow of the vessel
Standard condition:
Length of cable = [(Depth of water in meters * 2) + 90 ] / 27.5
The Chief Officer shall confirm that there is no craft or any obstacle
under the bow and inform to the Bridge.
The Master shall ensure that the vessels ground speed at the time
of anchoring is near-zero or indicates a slight sternway.
Proper procedures for anchoring
Before Letting Go Anchor :
b. Hold the cable on the brake and take the windlass out of gear
e. Control the speed of cable flow by the brake , while not allowing pile-up
f. Bring anchor cable direction forward and confirmed anchor holds its position
Proper procedures for anchoring
Routine Anchoring Operation
Disadvantages (Method 1):
If the brake fails, or there is too much speed over ground, the cable will run
out to the bitter end with consequent damage.
The brake lining could also be damaged due to this Dynamic load (the Static
load on brakes to restrain movement of an anchored vessel is much less).
Proper procedures for anchoring
Routine Anchoring Operation
Method 2 (Suggested for Tankers / Depths over 50m )
a. Stop the vessel over ground
b. Walk out the anchor under power until the complete length of required cable is
paid out and anchor holds it position on the seabed.
c. Bring anchor cable direction forward and confirmedanchor holds its position.
Proper procedures for anchoring
Routine Anchoring Operation
At least, any wire lashings are to be removed and the anchors held
on brake
Proper procedures for anchoring
Anchor retrieval
The stay and direction of the cable and the residual shackles are
to be continuously reported to the bridge.
When anchor is fully hove, the brake is to be applied and the windlass
taken out of gear.
Headline
Stern line
It is the duty of the Master and Pilot to ensure that the vessel is
handled in a safe and controlled manner, having due regard to the
safety of those on the berth, in mooring boats as well as the crew of
the vessel.
Proper procedures for anchoring and
mooring
Berthing and unberthing
Care should be taken that undue strain is not put on springs or other
mooring lines and consideration should be given to the use of tugs
over and above the recommended requirement in adverse weather
conditions.
Anchors should be cleared away and winches and capstans should have been
checked before arrival at the berth.
All mooring lines not on tension winches or drums should be coiled or
flaked neatly on deck ready for use.
VHF communications should be established early with all involved in the mooring
operation.
Linesmen, Boatmen, Tugmasters and the Berth Operator should all be briefed on
the mooring/unmooring plan and their role in it.
Late changes to ETAs should be avoided. Where unavoidable, any such change
should be forwarded to the Master/Pilot by the appropriate VTS Centre.
Proper procedures for anchoring and
mooring
Mooring/Unmooring Operations
Ship's crew should be instructed not to use weighted heaving lines.
No mechanical throwing devices are to be used.
Before bringing a mooring boat under the bow to collect a line, the ship’s
anchors should have been secured i.e. not in use or being prepared for use
Boats should keep well clear of a dredged anchor.
Where there is an on-shore wind or tidal set, particular care should be
taken to ensure that the mooring boats are well clear before allowing the
vessel to settle onto the berth
Proper procedures for anchoring and
mooring
Mooring/Unmooring Operations
Ship’s mooring lines should not normally be used for towing operations except
in an emergency, or where a proper risk assessment has been carried out.
Crew shouldstand well clear and be alert to the possibility of the hawser
coming under sudden tension or a parted line snaking or recoiling.
Care should be taken to ensure that the vessel is moored in the correct position, and
as required by the Berth Operator, before mooring personnel are stood down.
Proper procedures for anchoring and
mooring
Mooring/Unmooring Operations
Appropriate lifesaving equipment should be supplied onboard the vessel
at the mooring stations and should be available for immediate use.
When running mooring lines ashore, they should normally be passed via the
mooring boat crew, unless otherwise instructed by the Master or Pilot.
The Master and Pilot of a vessel equipped with controllable pitch propellers or stern
thrusters should be aware of the inherent dangers which exist in relation to after
mooring lines.
Proper procedures for anchoring and
mooring
Mooring/Unmooring Operations
The Pilot should not leave the bridge or break communication with the
Boatmen/Linesmen until the mooring operation is complete.
Proper procedures for anchoring and
mooring
Safety precautions during mooring / unmooring operations
Safety is taken very seriously. Injuries are not uncommon. Standing near a line, or
worse standing on a line or in a bight of line, which is being tightened or released can
lead to major injuries or death.
A well equipped Mooring Station often provides a safety cage around the
winch operator to provide some protection from recoiling rope ends
Safety precautions during mooring /
unmooring operations
Bights of line
When a length of rope is folded or bent, the 'bend' is called the bight
of line.
A fairlead is a fitting used to redirect a line slightly. It is designed to
minimise damage caused by friction
Imagine the following scene. It's a very real situation.
Safety precautions during mooring /
unmooring operations
Lines under strain
What occurs, then, if the first vessel wants to leave before the second
vessel with its lines on top! Does this mean that the vessel with its lines at
the top must always leave first?
There is a simple way around this problem, referred to as dipping the eye...
Dipping the eye
If you arrive at a wharf and you find another vessel’s
lines already occupying the bollard you want to use, you
need to:
Automatic tensioning
Manual tensioning
Mooring winches
Done properly
Turning up a line is quick and easy the job will hold the line can be slacked
off or released under control
Done badly
May jam may be difficult to release may take charge at the last turn and
run out uncontrollably, if under strain
Rope stoppers
Rope stoppers are used to temporally hold the strain in a line while it is
transferred from the drum to the bitts.
Securing lines to bitts
Personnel standing by forward and aft will be advised by the bridge when
tugs are to be utilised, they will be informed when and where tugs are to
be made fast and whether a tug’s line or ship’s line is to be used
Tug Operations
Tug Operation
Send heaving line to pick up the tug’s messenger line or to run lines to
the berth
Personnel on the tug must be directed to stand clear whilst the heaving line
is being thrown to the tug’s deck.
Tug Operation
Once the towing line is made fast the tug must be informed that the
line is fast and that weight can be applied
Tugs’ lines used for towing the vessel must be placed with the eye over the
post of a mooring bitt, and vessels’ lines used for towing should be laid up
on bitts
The bitts used must have a safe working load in excess of the expected
dynamic loads in the towline.
Tug Operation
Whilst engaged in towing operations, crew should keep well clear of the tow
line as it may come under tension suddenly and crewmembers must ensure
they remain in a position of safety clear of the area where the line would
snap back in the event of it parting whilst under tension.
Tug Operation
Once the tow line eye has been removed from the bitts the tug
should be signalled that recovery of the line can commence.
Tug Operation
The biggest benefit is when tides rise and fall significantly. This allows a
much less complex system than tying to a fixed dock.
Mooring to a buoy
Buoy moorings come in two main types:
Then the crew members in the boat take from the ship the ends of the dip
rope, a messenger, and a mooring/buoy wire with a mooring shackle that is
large enough to engage the ring on the buoy.
Mooring to a buoy
The shackle pin is secured to the shackle with a lanyard to prevent its loss.
The wire is shackled to the ring, and the dip rope is passed through the ring
and tied to the messenger
Crew gets back into the boat, and the boat clears the buoy.
Letting go the mooring lines
After the bridge has been made ready for
departure and all actors have assumed their
designated positions on the bridge and on
deck the lines holding the vessel at the quay
will now be loosened, let go, and heaved
aboard.
Singling up to one and one
After the on board pilot has informed the master that the vessel is cleared
for departure the master contacts the officers on deck via the walkie-talkie
to start singling up.
Singling up to one and one
The command ‘single up to one and one’ given by the master means that six
of the ten lines holding the vessel now be taken of the bollards by the teams
ashore and wheeled aboard by the officers.
Storing and securing of mooring equipment
Spare mooring ropes, wires and links should not be over stowed with paint,
chemicals or other shipboard or general cleaning items.
Such equipment should be stowed clear of the deck, preferably on a pallet and
in a dry ventilated position.
Mooring ropes and wires stowed on deck during sea passages should not be
exposed to sunlight, sea spray or funnel soot.
Canvas or heavy duty polyethylene covers would prolong rope and wire life.
A pilot is a mariner who manoeuvres ships through dangerous or congested waters,
such as harbors or river mouths, and completes the berthing / unberthing operation
of the ships by controlling the ship's manoeuvrability directly and the tugs and shore
linesmen through a radio.
Role of maritime pilots
Pilots come aboard ship to assist the crew during the most critical
and potentially hazardous phases of a voyage.
Qualified pilots possess particular local knowledge and have the necessary
ship-handling skills to assist the safe arrival and departure of vessels.
Pilot Transfer Arrangements
Pilot Transfer Arrangements
Normally, pilots board and disembark using a
traditional rope ladder from and to a pilot boat
Pilot Transfer Arrangements
Pilot Transfer Arrangements
Pilot Transfer Arrangements
Pilot Transfer Arrangements
Pilot Transfer Arrangements
Ensuring Safe Rigging for Pilots
The IMO Convention for Safety of Life at Sea (SOLAS Chapter V, Regulation 23)
sets out the principal requirements for the rigging of pilot ladders.
Pilot Transfer Arrangements
Ensuring Safe Rigging for Pilots
Pilot Transfer Arrangements
Pilot ladder
Pilot ladder is a special type of rope ladder used on
board ships for embarkation and disembarkation
of maritime pilots.
Pilot Transfer Arrangements
Rigging of Pilot Ladder
A pilot ladder should be capable of covering the whole length from the point
of access to the water level.
The height from water level is informed to the bridge by the port control or
the pilot himself depending on the height of the pilot vessel.
Pilot Transfer Arrangements
Rigging of Pilot Ladder
Points to consider while rigging the pilot ladder:
The top portion or head of the pilot ladders should be secured at the
strongest point of the vessel
Two man ropes not less than 28 mm and made of manila rope or other
material which gives firm grip for climbing the ladder, should be rigged
along the side of pilot ladder if requested
Pilot Transfer Arrangements
Rigging of Pilot Ladder
Points to consider while rigging the pilot ladder:
During night, the whole length of the pilot ladder, point access and egress should
be well illuminated.
If the point of access from sea level is more than 9 meters, a combination
ladder should be used. A combination ladder is a conjunction of pilot
ladder and accommodation ladder .
Pilot Transfer Arrangements
Actions to be Taken by Officer of the Watch before using pilot ladder:
Contact the Pilot on the VFH channel and give information such as ETA to pilot
ground, draught and freeboard of the vessel, length of vessel, type of
propeller, vessel current speed over ground and course made good etc.
Ask and receive information such as berthing prospectus, the side pilot ladder
to be rigged, height of pilot ladder from water level, speed and course to be
maintained and report all the data received to the master.
Pilot Transfer Arrangements
Actions to be Taken by Officer of the Watch before using pilot ladder:
Collect the necessary information like VHF channel used by the pilot, position
of pilot ground and other services.
Maintain watch on VHF channel, which is used by the pilot.
Calculate the ETA (Estimated time of arrival) to the pilot boarding ground,
observe prevailing weather condition and sea state and the same has to be
reported to the master
Pilot Transfer Arrangements
Actions to be Taken by Officer of the Watch before using pilot ladder:
Monitor the pilot vessel, maintain proper communication between the pilot
vessel and own ship.
Summary:
Pilots have the right to decline to board vessels offering defective
ladders, which can result in serious delay.
Pilots are also entitled to report defects in boarding ladders to port state
control authorities, which could lead to a full PSC inspection with the risk of
delay and financial penalties.
A pilot who has climbed a sound ladder, well rigged, and attended by an
officer and a deck party will be in the right frame of mind to give his best
attention to the safety of the vessel.
Emergency Procedures
Emergency Procedures
How to Handle an Emergency on a Ship
Preparing for and practicing responses for any shipboard emergency is a part of any
ship's routine practices.
Emergency Procedures
Emergency Preparedness in Case of Ship Accidents
One of the most important in dealing with an emergency situation, apart from a
sharp mind and the control of respectful fear, is the presence of a solid action plan.
Emergency Procedures
Emergency Essentials
For effective usage of the limited emergency equipment available on board, all
personnel must be aware of the location of firefighting gear and lifesaving
appliances and be trained in their use.
Emergency Procedures
Types of Emergencies
The general alarm will be sounded in the event of:
Fire
Collision
Grounding
Major leakage or spillage of oil cargo
The Emergency Team will have the front line job of tackling the emergency.
The chief officer will lead the team for the emergency on deck while the 2nd
engineer will take charge for engine room emergencies.
Emergency Procedures
Functions of Emergency Team groups:
The Support Team
The Support Team is to provide first aid and prepare the lifeboats for lowering.
Should the above two function not be required, they should assist as directed.
Emergency Procedures
Functions of Emergency Team groups:
The Technical Team
The Technical, or Engineer's, Team will maintain the propulsion and maneuvering
capability of the ship and auxiliary services as far as is possible in the
circumstances.
Emergency Procedures
General Guidelines for Emergency Response
In case of abandoning the ship, all the passengers must be rescued first using
life jackets and life boats, or shifting them to another ship
The staff members should be the last ones to leave the ship and that even only
after ensuring that no one is left on the abandoned ship
Emergency Procedures
Emergency Situation Guide
Officers and crew should familiarize themselves thoroughly with the
Fire Training Manual and the training manual on Life Saving
Appliances of the ship.
Emergency Procedures
Emergency Situation Guide
Emergency Procedures
Emergency Situation Guide
In case of a general alarm:
Immediate action should be taken in preventing more sea water to enter the
engine room and Emergency bilging from the Engine Room should be
established in accordance with the Chief Engineer.
Emergency Procedures
Emergency Situation Guide
Bridge
Engine room
Accommodation alleyways
Areas where ship’s crew spends the maximum of their time.
Emergency Procedures
Muster List
Each muster lists must at least specify:
The instructions for operating the general emergency alarm system and public
address system
The emergency signals
The actions to be taken by the persons on board when each signal is sounded
Emergency Procedures
Muster List
Each muster lists must at least specify:
The officers that are assigned to make sure that lifesaving and firefighting
appliances are maintained in good condition and ready for immediate use
Emergency Procedures
Muster List
Each muster lists must at least specify:
The duties assigned to the different members of the crew. Duties to be specified
includes:
- Closing the watertight doors, fire doors, valves, scuppers, sidescuttles, skylights,
portholes, and other similar openings in the vessel's hull
- Equipping the survival craft and other lifesaving appliances
- Preparing and launching the survival craft
- Mustering the passengers and other persons on board
- Manning the emergency squad assigned to deal with fires and other emergencies
- Using firefighting equipment and installations.
Emergency Procedures
Muster List
Each muster lists must at least specify:
The duties assigned to members of the crew in relation to passengers and other persons
on board in case of an emergency. Assigned duties to be specified includes:
- Warning the passengers and other persons on board
- Seeing that passengers and other persons on board are suitably dressed and have
donned their lifejackets or immersion suits correctly
- Assembling passengers and other persons on board at muster stations
- Keeping order in the passageways and on the stairways and generally controlling the
movements of the passengers and other persons on board
- Making sure that a supply of blankets is taken to the survival craft
Emergency Procedures
Muster List
Each muster lists must at least specify:
The substitutes for key persons if they are disabled, taking into account that
different emergencies require different actions.
Emergency Procedures
Important Safety Drills and Training Procedures onboard ships
Accidents as a result of fire are the most common in the ship’s engine room.
Fire drills, which must include fire fighters from both deck and engine sides,
are to be carried out frequently to ensure that the ship’s crew to well
prepared for any such adverse condition.
Emergency Procedures
Important Safety Drills and Training Procedures in Engine Room
A delayed action during engine room flooding can lead to loss of important
machinery such as generators, main engine etc., leading to complete
blackout of the ship.
Important Safety Drills and Training Procedures in Engine Room
All engine room crew members must know engine scavenge fire fighting
procedure. The crew must know about the system that is to be employed for
scavenge fire fighting along with the precautions that are to be taken before
implementing particular method to the engine.
Emergency Procedures
Important Safety Drills and Training Procedures in Engine Room
Engine room comprises of several tanks and confined spaces which are
unsafe to enter without preparation and permission. Enclosed space training
with risk assessment and dedicated checklists must be carried out for all
ship’s crew
Emergency Procedures
How to Rescue a Person from a Confined Space on a Ship?
Always make sure electrical circuit is never overloaded i.e. too many
connection in one socket.
Emergency Procedures
Dos and Don’ts to Avoid Fire in the Ship’s Accommodation Area
Chief cook should make sure that galley is always attended when hot plate is
on.
Only the Captain shall decide whether and when Abandon Ship procedures
are to be undertaken.
Emergency Procedures
ABANDON SHIP PROCEDURES
Inform the crew to prepare to abandon ship.
Review with crew and passengers how the evacuation will be carried
out
Throw liferaft over the side and inflate it, leaving the painter attached
to the vessel
Emergency Procedures
ABANDON SHIP PROCEDURES
Assist passengers into the liferaft.
To prevent loss of ship due to flooding when there is major damage below the
water line of the ship
To refloat the ship when satisfactory repair has been done and water tight
integrity is restored
Check where the damage is more-bow side or stern side. Head with
the damage side for beaching with 90 o to the tides
Take all measure to avoid ship going parallel to the beach (throw weather
anchor first)
Precautions to be taken when beaching
a vessel
Procedure to Perform Beaching of Ship
Check where the damage is more-bow side or stern side. Head with
the damage side for beaching with 90 o to the tides
Take all measure to avoid ship going parallel to the beach (throw weather
anchor first)
Precautions to be taken when beaching
a vessel
Procedure to Perform Beaching of Ship
If approaching from astern due to stern damage, drop both the anchor at
good distance so that they can assist the vessel in heaving when going
water
Select the beaching site carefully (if the time permits, consider the type of
bottom, how level is it, obstructions/obstacles present)
beach approximately 1-2 hours after high water (to ensure sufficient water
to refloat).
once vessel has grounded, lay out anchors (fore and aft depending on weather
conditions)
Precautions to be taken when beaching
a vessel
Refloating:
Bad navigation
Faulty navigation instruments
Bad weather
Engine breakdown
Actions to be Taken on Grounding
Grounding
In the event of the vessel grounding or stranding, the actions to be taken by ship’s
personnel will inevitably depend of the seriousness of the incident and the damage
that it may have caused to the vessel’s structure and systems.
Actions to be Taken on Grounding
Actions to be Taken on Grounding
Stop the main engine
Sound the General Alarm and muster ships personnel. Report result of
muster to bridge.
try to free the ship by giving full astern (or full ahead) with successively the
rudder to hard starboard and hard port (a lot depends on the type and size of
ship)
call the assistance of tug boats
Sound all tanks, bilges and spaces for possible water ingress. Assess the rate of
any ingress found.
Check the cargo containment system for possible leakage to the interbarrier
spaces and ballast tanks.
Damage Assessment and Control
Assessment of damage
The following checks should be carried out to assess the damage already
sustained and to limit any further possible damage to a minimum.
Take a series of soundings around the vessel with the hand lead line, to
ascertain the likely location of the grounding in relation to the ship’s hull.
Check the vessel’s present draft and compare it to that prior to the stranding.
Damage Assessment and Control
Assessment of damage
The following checks should be carried out to assess the damage already
sustained and to limit any further possible damage to a minimum.
Attempt to ascertain the nature of the sea bed, using the hand lead and tallow.
Check the state of the tide and the likelihood of the vessel ‘floating off’ at the
next high water.
Damage Assessment and Control
Assessment of damage
The following checks should be carried out to assess the damage already
sustained and to limit any further possible damage to a minimum.
Check the main engine lube oil cofferdam for water contamination.
Damage Assessment and Control
Assessment of damage
The following checks should be carried out to assess the damage already
sustained and to limit any further possible damage to a minimum.
Should oil pollution have taken place or the possibility of oil pollution be
deemed to exist, the Master is required to notify the nearest coastal authorities
of the situation
Check the integrity and operation of the ballast system, the cargo pumping
system and the level measuring system.
Damage Assessment and Control
Assessment of damage
The following checks should be carried out to assess the damage already
sustained and to limit any further possible damage to a minimum.
Collision
Ship collision is the structural impact between two ships or one ship and a
floating or still object such as an iceberg.
Actions to be Taken Following a Collision
Collision
Actions to be Taken Following a Collision
Conditions of the navigation lights, and fog signals before the collision.
Conditions of use of steering gear and engine and the helm/speed before the
collision.
Actions to be Taken Following a Collision
The actions of the vessel including the course, maneuvering signals and speed,
and the movement of the other ship.
Weather ,sea conditions , visibility ,tidal currents ,at the time of collision.
Measures taken after the collision and means, time and results of lifesaving
activities
Survey collision damage, (later) prepare a rough sketch of the damage and
inspect the cargo for damage/confirm content in cargo tanks.
Isolate cargo , fuel, and ballast pipeline sources to affected areas of vessel
If the breakage is on the Fore Peak Tank, adjust speed so that excessive
pressure will not be applied to the collision bulkhead
Actions to be Taken Following a Collision
Using VHF on Channel 16 to call the Harbour Office and/or Pilot Office
Sounding the vessels whistle continuously until acknowledged
Action by Master
Having raised the alarm, responsibility for fighting any fire and dealing with
other emergency situations will rest with the master or officer in charge of
the vessel concerned until the Fire Brigade arrives.
A check of all personnel on board must be taken to account for all members.
This must be reported to Harbour Master and Fire Brigade Officer.
Emergencies in Port
Actions which can be Taken When Emergencies Arise in Port
Action by Master
Loading and unloading operations will cease and other measures to
contain the emergency must be taken.
Emergencies in Port
Actions which can be Taken When Emergencies Arise in Port
Set of fire control plans is stored and readily available for the assistance
of shore-side fire-fighting personnel
Emergencies in Port
Actions which can be Taken When Emergencies Arise in Port
Position the heaviest fenders you can muster along the vessel's side at gunwale
height along the points of the vessels side that will come into contact with the
other vessel, judging from its shape, etc
Assisting a Vessel in Distress
Calm Water Transfer
Do not fasten your vessel to the stricken vessel as the circumstances of the other
vessel may change suddenly, jeopardising the safety of the whole operation
Maintain your vessel's position utilising her engines, backing off and coming
back again as often as necessary until the operation is completed
Assisting a Vessel in Distress
Calm Water Transfer and Approach
Assisting a Vessel in Distress
Rough Water Transfer
Rough weather presents a totally different picture, and you will usually have to
combine ingenuity with good seamanship if the transfer is to be effected safely.
you can position yourself up-wind and beam-on to the other vessel, and
thereby create a lee of some sort between you
Assisting a Vessel in Distress
Rough Water Transfer
Tow a buoyed line across the bow or stern of the other so that it can be
recovered by the other vessel with a boathook as it streams past
you can position yourself up-wind and beam-on to the other vessel, and
thereby create a lee of some sort between you
Assisting a Vessel in Distress
Rough Water Transfer
Unless all survivors come across in the first haul, however it is made, it is essential
that a messenger line, secured to the rope or raft, is paid out from the distressed
vessel to haul it back for the subsequent trips.
Assisting a Vessel in Distress
Taking in Tow/Salvage
This may be the best and safest method of effecting a rescue - that
is your decision - but it is in no way incumbent upon you to do so, and the safety
of your own vessel and her personnel must be your first consideration.
Assisting a Vessel in Distress
Taking in Tow/Salvage
Before passing a tow you should:
be satisfied that your vessel is large and powerful enough to handle the tow
decide what sort of risk there is to the safety of your own vessel
ensure that you have sufficient fuel, with the added drag of the tow and the
slow anticipated progress, to make your destination;
Assisting a Vessel in Distress
Taking in Tow/Salvage
Before passing a tow you should:
advise your owners of your intentions (they may well veto the operation)
establish that the operation does not invalidate your insurance
establish beyond any argument with the Master or owners of the other
vessel the salvage basis on which you are carrying out the tow
STCW Code Table A- II/ 1
END. . .