Dar es Salaam Maritime Institute

(DMI)

RATING FORMING PART OF

NAVIGATION WATCH (RFPNW)
 COMPASS
A compass is an instrument that
determines in which direction lies the
magnetic north pole and True north pole.
OR
This is an instruments that determines in
which direction either the true north pole or
magnetic north pole.
COMPASS
TYPES OF COMPASS

• Magnetic compass
• Gyro compass
 MAGNETIC COMPASS

This is influenced by the earth magnet.

• It seek the magnetic north pole
• In a simple magnetic ,there two pole
conventionally named RED and BLUE
poles.
• Therefore ‘Unlike poles attract and like
poles repel’.
 MAGNETIC COMPASS

• On dividing a bar of a magnet into two

parts each part will posses it’s own poles
thus being a complete magnet.
• There are magnetic lines of force
emerging from the RED poles to enter the
BLUE poles. These magnetic lines of
forces constitute what is called the
magnetic field of the magnet.
MAGNETIC COMPASS

Magnetic field of the magnet

 MAGNETIC COMPASS

• On the earth’s center there is a magnet

thus having magnetic field of the Earth,
it's poles being the north pole and south
pole.
• Approximately half between the N and S
poles there is the magnetic equator.
MAGNETIC COMPASS
 MAGNETIC COMPASS
• A magnetic compass that is specially used
by the helmsman or wheelman to steer a
course with have the bowl filled liquid.
• This is done to dampen the motion of the
card and help to prevent the card
swinging either with the ship’s motion or
from some other causes.
• This is what is called a liquid compass.
 MAGNETIC COMPASS

• Every ship is required to have a magnetic

compass.
• This compass known as the standard
compass regularly checked by the officer
of the watch for its error and then
compared with other compasses on the
ship, to ensure that they are in fact
correct.
Types of Magnetic compass
• Dry card compass.
• Wet card compass.
Dry card compass:
• In olden days there used to be a dry card
compass on the upper bridge for use in
navigation. It is now part of history.
• Made by rice paper.
• Diameter 254mm (10 inches)
• Cover aluminum ring.
• Silk thread used to be attached.
• The weight of the card is usually around is
grams.
Wet card compass:
• The ring magnet wet card compass is
the most efficient type of marine
magnetic compass.
• Made of mica
• Diameter 15cm
• Bowl diameter 23cm
• The bowl is filled with a mixture of
distilled water and pure ethyl alcohol so
that the mixture has the following
properties.
• Low freezing point about -300C
• Small coefficient of expansion
• Does not discolor the card.
• Low relative density about 0.93
• By immersing the card in a liquid,
oscillations caused by vibration, rolling &
pitching are damped, without loss of
accuracy. The card therefore has a dead
beat movement which is convenient.
 GYRO-COMPASS

• Uses electric power, this seek the Truth

north pole.
• By means of a graduated circular
compass card these two compasses will
indicate (of course correction) the
direction of the True north and as result
all other directions.
 GYRO-COMPASS

• Therefore a Gyro- Compass uses electric

power to give the gyro-scopic motion and
as a result the compass will settle to one
direction. i.e. True north pole.
• It will take 3hrs for the compass to settle
after switching on the power.
• Error of a gyro- Compass is high(+) or
low(-)
 GYRO-COMPASS

• A lubber line is a line which indicate the

ships heading in degrees and if corrected
it indicate the True direction in which the
ship is heading.
 GYRO-COMPASS

• Therefore Compasses are standard,

steering and gyro-compass, it is advised to
compare the marks of standard, steering
and gyro-compass regularly in order to
establish the compass error.
 VARIATION

• This is the angle between the True north

and the magnetic north.
• The variation is WEST (-) when the
magnetic north is in the West Side of the
True north and the variation is EAST (+)
when the magnetic north is in the East
side of the True North.
VARIATION
 DEVIATION
• Since the ship is constructed by using
steel and iron which are magnetic
materials, definitely they will affect the
compass readings, as a result the compass
will not indicate direct to the magnetic
north.
• In steady it will indicate to the compass
north, hence the name deviation. Which is
the angle between the magnetic north and
the compass north.
 DEVIATION

• The deviation is west (-) when the

compass north is in the West side of the
magnetic north and it is EAST (+) when
the compass north is on the East side of
the magnetic north.
DEVIATION
 COMPASS ERROR

• This is the combination of variation and

deviation. Hence you must do connection
and then you get the True course.
 COMPASS ERROR

• Example
When variation = 3ow and Deviation= 1ow
What is the compass error?
• Solution
Var = 3ow
Dev = 1ow
C. Error = variation + Deviation
 COMPASS ERROR

• Example
Variation = 3ow
Deviation=1oE
What is the compass Error?
• Solution
Variation = 3ow
Derivation = 1oE
C. Error = Var + Dev
= 3o w + 1 o E
= 2o w
 STEERING GEAR

This steering gear comprises of

• wheel
• rudder
• Motor
• Pumps
• Rudder Indicator
REQUIREMENTS OF ANY STEERING
GEAR

• The gear shall move the rudder to the

exact position as required the helmsman
and keep it there until the helmsman
wants a further movement of the rudder.
• The gear must be able to act both quickly
and easily without causing undue fatique
to the helmsman.
 RUDDER INDICATOR

• When the steering wheel is turned it turns

in the same way together with the rudder
and the ship’s head.
DRAWINGS
 RUDDER INDICATOR

• The angle of the turn give to the rudder is

shown in degrees on the Rudder Indicator
situated forward of the wheel.
• The maximum ruder angle is 35o in both
sides (Port and starboard) which is hard
over.
 RUDDER INDICATOR

• When the ruder is fore and Aft, this means

wheel (helm) is Amidships in the Rudder
indicator reads 0o.
• Due to the effect of the propeller many ship’s
carry a little starboard helm.
• A good helmsman will watch the ship’s head for
swing and will normally steer the ship in good
whether with the use of a little as two or three
spokes
 HELM ORDERS

• It is very important for the helmsman to

remain alert at all times promptly and
correctly obeying orders and making a
good course.
• All orders received by the helmsman are
to be repeated twice.
i.e. once when the order is given and gain
when the order has been executed.
S/No ORDER REPEAT ACTION REPLY

1. Port 10o Port 10o Turn the wheel, the rudder The wheel is
Sir
indicator reads port 10o port 10o Sir
2 Amidships Amidships Sir Turn the wheel, rudder The wheel is
indicator reads 0o Amidships Sir
3 Hard Hard starboard The wheel to maximum The wheel is
starboard degrees 35o to starboard hard starboard
sir.
4 Ease 5o sir Ease 5o sir Turn the wheel to reduce up the wheel eased
to 5o of rudder indicator to 5o sir.
5 Steady by Steady by Sir -Make sure the wheel is at The ship is
Amidships. steady on
-Read the ships course form course (000o )
Compass. e.g. 000o Sir
6 Steer Steer course 305o -Adjust the wheel until the The ship is
course Sir rubber line of the compass steering on 305o
305o reads 305o Sir
-Then maintain the wheel to
get course 305o
7 Finish Finish with the -Put the wheel Amidships Wheel
wheel Sir Amidships Sir
 HELM ORDERS

• On being relieved the helmsman will give

the course to steer (starboard of Gyro or
both and position of the wheel (normally
amidships) to his relieves.
• The reliever will repeat back what has
been passed to him before taking over.
 HELM ORDERS

• After being relieved the helmsman will

report the steering to the OOW before
leaving the bridge.
 ANCHOR AND CABLES

ANCHOR
• This is the marine equipment found
onboard ship and it is used to retain the
ship in position.
 ANCHOR

Basically we have two main categories of

anchors.
• stockless Anchor (Bower)
• stock Anchor
 STOCKLESS ANCHOR
• Merchant vessels are generally required to
carry two bower anchors and a spare
bower ,which invariably of the stockless
type for easy stowage.
• The head of a stockless anchor is
generally made of cast steel and the
shank of forged steel.
 STOCKLESS ANCHOR

• A steam anchor, of about one third the

required weight of the bower, may also be
carried for use at the stern.
STOCKLESS ANCHOR
 ADVANTAGE OF STOCKLESS
ANCHOR
• The main advantage lies in the fact that
have no stock, the anchor can fore home
in the house pipe and remain there while
the vessel is on passage
• The head of the Anchor is caused by
hinged bolt that enable a twist of about
45o about shank, this enable a better
engage of flukes into the seabed.
 DISADVANTAGE OF STOCK
ANCHOR

• It can not be stowed in the house pipe.

Example of socked anchor is the
admiralty pattern anchor.
STOCK ANCHOR
PERMANENT MOORING ANCHOR

• These for buoys and beacons in shallow

water have usually one fluke only and the
anchor is lowered to the bottom fluke
downwards, by means of a slip rope rove
through a shackle in the crown.
PERMANENT MOORING ANCHOR
 ANCHOR

• The breaking and securing of the anchor

is compasses of the following.
– Devils claw
– Bow stopper/compressor
– Additional lashing
– Windlass break
 BOW STOPPER

• Bow stopper are provided between the

hawse pipe and the windlass or capstan
to relieve the strain on the windlass when
the ship is at anchor, to secure the anchor
when the ship is at sea and to hold the
cable and anchor temporarily when the
inboard part of the cable has to handled.
BOW STOPPER
 CABLE

• Cable is measured by the diameter of the

bar which the link is made.
• Studs are fitted in the links to keep the
chain from kinking, also they give
strength.
• Cable is usually made of mild steel,
electrically welded.
 CABLE

• Anchor cable is made in length of 27.5m

(15 fathoms) called “shackles.”
• The shackles which connect these lengths
are placed in the cable with the bow ,or
round end of the shackle ,forward so that
the lugs will not foul any projection when
the cable runs out.
 CABLE

• The length of the cable/chain depend on

‾ size or Length of the ship
‾ Depth of water.
• Therefore The bigger the ship the longer
the cable.
 SHACKLES
• This is the measurements of the cable
length/ chain.
• The shackles which join the length of
cable together differ slightly from those
used for shackling it to the anchor.
• In the joining shackles the pin does not
project beyond the width of the shackle,
and is secured by a hard wood plug
passing through the pin and one lug of the
shackle.
 SHACKLES

• The anchor shackle is larger than the

joining shackles and the usual method of
attaching the cable to the anchor is by a
“D” type shackle.
• Another method is to use a permanent
attachment of two or more links on the
bower anchor and the cable is attached by
a patent lugless shackle.
 SHACKLES

• The inboard end of the cable is generally

shackled to a good eyebolt in the collision
bulkhead at the bottom of the chain
locker.
• A simple methods is to secure the cable by
a bolt through the open end link and a
clench as shown in the diagram.
 THE LENGTH OF CABLES ARE
MARKED IN SUCCESSION AS
FOLLOWS

• At the first shackle (15 fathoms ) by a

piece of seizing wire on the stud of the
first link abaft the shackle.
• At the second (30 fathoms ) by a piece of
wire on the second studded links abaft
the shackle.
THE LENGTH OF CABLES ARE
MARKED IN SUCCESSION AS
FOLLOWS
• At the third shackle (45 fathoms) by a
piece of wire on the third studded link, and
so on.
• Usually all the marked links are painted
white forward as well as abaft the shackle
so that they may be more easily noted
when the cable is running out.
 INSPECTION OF ANCHORS AND
CABLES
• Vessels is undergo a periodical survey
every four years by one of the
classification societies, such as Lloyd's,
under which British vessels are registered.
• The hull, machinery and deck equipment
are then inspected.
 INSPECTION OF ANCHORS AND
CABLES
• The chain cables are ranged for inspection
and anchors and chains examined and
placed in good working order.
• If any length of chain cable is found to be
reduced in mean diameter by 10% of its
original size at its most worn part it is to be
renewed.
• The chain locker is examined internally.
 WINDLASS

• This is a machine designed to let go and

leave (weigh) the anchor.
• It may be steam, electric, or hydraulic and
will normally have two gypsies or cable
lifters, which can put in and out of gear,
both together separately.
WINDLASS
 PROCEDURE FOR ANCHORING

• Request the E/Room to provide Deck

Power.
• Take the fore castle head, spike,
hammer or crowbar, oil can ,goggles and
at night a torch.
• Take off the house pipe covers.
• Let go lashings
 PROCEDURE FOR ANCHORING

• Make sure the windlass is out of gear

and the brakes are on.
• Turn the windlass over slowly and oil the
moving parts.
• Put one anchor in gear. (See that gears
are clear to engage first)
 PROCEDURE FOR ANCHORING

• Remove devil’s claw and all lashings and

cement (if at all present)
• Make sure that gears are clear
• prepare the other anchor by using the
same routine as above.
• Inform the officer that both anchors are
ready for lowering.
 PROCEDURE FOR ANCHORING

• When ordered to lower away by the

officer. Take off brake and lower slowly
until.
• The anchor is out of the hawse pipe.
• Screw brake tightly home and take out
of gear.
 LETTING GO THE ANCHOR
• Make sure that you wear goggles.
• After the order of letting, open the brake
and the Anchor will drop by gravity to the
bottom (sea bed)
• Confirm the amount of cable drop.
E.g. 4 Shackles on Deck or In Water
Example
• shackle = 1 bell
• shackle = 2 bell
 WEIGHING/ HEAVING UP THE
ANCHOR

• Request E/Room to provide the Deck

Power.
• Take to the fore castle head a hammer, or
crowbar hose, oil can and at night a torch.
• Ask the E/Room to provide the Deck
water.
 WEIGHING/ HEAVING UP THE
ANCHOR

• Take off the brake and commence heaving up

the cable.
• When the anchor is home, apply the brake
tightly
• Ease the gear and take the windlass out of
gear stop Deck water.
• Take out the anchor ball or light.
SECURING THE ANCHOR FOR SEA

• Ensure that the brake is tightly home,

the compressor bar on and the windlass
is out of gear.
• Place the Devils claws on the cables and
screw the bottle screws up tightly.
SECURING THE ANCHOR FOR SEA

• Put the hawse pipe covers in position and if

proper plates are supplied for the purling
pipes, place them in position and cover
with the convert coat, if wrapped with
burlap or sacking in the purling pipe, the
cables must be well wrapped. With burlap
or sacking in the spring pipe.
SECURING THE ANCHOR FOR SEA

• The pipes are then to be filled over the

burlap with good thickness.
 ACCIDENT PREVENTION
• Be sure the brake is tightly home and
gears eased before taking the windlass
out of gear.
• Do not leave the windlass in gear.
• Wear goggles when letting go the
Anchor
 ACCIDENT PREVENTION

• Do not use chain hooks in the chain

locker.
• Do not go the chain locker to store the
cable.
• See the spurling pipes are made up
properly tights.
 BRIDGE OPERATION & LOOKOUT
DUTIES
Bridge operation included
• Steering the wheel
• Compass reading
• Radar making
• Switching light ON/OFF
• Flag hoisting/ Lowering
• Chat work
• Lookout
 LOOKOUT DUTIES

• To be vigilance by sight and hearing also

by available means e.g.. RADAR in order
to avoid collision
FROM THE RULE 5 (LOOK-OUT)

• Every vessel shall at all times maintain a

proper lookout by sight and hearing as
well as all available means appropriate in
the prevailing circumstances and
conditions so as to make a full appraisal of
the situation and the risk of collision.
 LOOKOUT DUTIES

• Being a lookout, A target sighted is

reported by two ways:-
-By Bearing
-By Point
 LOOKOUT DUTIES

BY BEARING
• In degrees through 180o from right a
head 000o to starboard (GREEN) or from
Right a head 000o to portside (RED).
 LOOKOUT DUTIES

BY POINTS
1 Points = 11.25o
• Ship B = 4 Point on starboard
• Ship C = 2 Point on starboard
• Ship D = 12 Point on starboard
• Ship E = 12 Point on port
• Ship F = 2 on Point port
 NAVIGATION LIGHTS

• Masthead light (White)

i) Fore ii) Aft
• Side lights
i) Green (ii) Red
• Stern light (white)
 NAVIGATION LIGHTS

ANCHOR LIGHTS
• When switched ON it indicates the vessel
is at anchor.
• This is an all round white light drawn
forward another ………..aft.
 NAVIGATION LIGHTS

DECK AND CARGO LIGHTS

• There are lights to illuminates the decks
accommodation and cargo areas or places.
 NAVIGATION LIGHTS

EMERGENCY LIGHT/ ANCHOR LANTER

• Emergency light is the power which
applied from the betric electric in the ship.
 LIGHTS AND SHAPE WHEN THE
VESSEL IN?

Not under command (NUC)

(i) BY NIGHTS
• By night exhibit the two round red light in
a vertical line where they can best be
seen.
Not under command (NUC)

(ii) BY DAY
• By day exhibit two black ball in a vertical
line where they can best be seen.
 LIGHTS AND SHAPE WHEN THE
VESSEL IN?
AGROUND
(i) BY NIGHT
• A vessel aground shall exhibit the two all
red lights in a vertical line and anchor
light.
(ii) BY DAY
• A Vessel shall exhibit three balls it’s a
vertical line.
 FLAGS

• The international code of signals explains

the use and means of flags in MORSE
CODE and SEMAPHORE together with
MEDICAL use.
 FLAG G

• I require a pilot
 FLAG H

• I have a pilot on board.

 FLAG B

• I am taking in, or discharging or carrying

dangerous goods.
 FLAG P

• All crew to be onboard as the vessel is

about to sail.
 FLAG Q

• My vessel is healthy, I require free

practique.
 HOUSE FLAG

• Ship’s company flag hoisted at the top

it’s the main mast head.
 ENSIGN FLAG

• This is a flag of the nation where the

vessel is registered.
• Its hoisted at the stern flag pole.
 COURTSEY FLAG

• This is the flag of the nation where the

port of the nation is visited by the vessel.
• It is hoisted on the starboard of the
yard- arm of the main mast.
 DEPARTURE AND ARRIVAL
OPERATIONS
BEFORE DEPARTURE

• Switch On Radar, Gyro-Compass, Echo

sounder and all navigational instruments
3 – 4 hrs before departure.
• Prepare passage plan
• Prepare all publication required
 BEFORE DEPARTURE

• Test the steering gear and Engine

telegraphs.
• Test Navigation lights.
• Notify the duty Engineer to prepare and
standby Engine, Winches and Capstain.
• Check that all items are properly secured
or lashed
 BEFORE DEPARTURE

• Check for stowaways

• All crew on standby to their respective
deck (mooring) and Engine Room position.
• Standby the Anchor.
 BEFORE ARRIVAL

• Notify the Duty Engineer prepares and

standby the Engine winches windlass
and capstain.
• Switch On the Echo sounder if it was Off.
• Prepare all required flag e.g.. G,H,O
Courtesy, Ensign
• All crew on standby to their respective
position.
 BEFORE ARRIVAL

• Prepare the heaving mooring lines

• Put steering on MANUAL from AUTO.
• Prepare the Pilot ladder
• Standby the Anchor.
 HATCHES,HOLDS AND DEEP
TANKS
• This is a large opening in the deck
through which cargo is lowered or lifted as
it is loaded into discharged from the ships
holds.
• Hatches and holds are numbered from
forward to aft and since there may
sometimes be two hatches to the same
hold, hatch numbers do not always
correspond with hold numbers.
 HATCHES
• A conventional hatch on the main deck or
any above the main deck ,will have a steel
coaming (vertical plate) at least 2 feet 6
inches (76cm) high and possibly on some
ships higher, bounding the hatch on all
four slides.
• Tween-deck, hatches may be flush with
the tween deck, in order that fork-lift
trucks may be used for handling cargo in
the tween deck, or they will at most have
a very low coaming.
 HATCHES

• Portable transverse beams are fitted

between the coaming both to give
strength and provide a support for the
covering except that portable beams are
not always fitted when the ship is
provided with steel hatch covers of the
Macgregor type.
 HATCHES
• Portable hatchboards which may be made
of wood or metal and fitted to rest on the
portable beams, will cover the hatch when
it is closed.
• The hatchboards may be narrow and
easily handled, with a handhold provided
in the top at each end or they may be
large heavy slab hatchboards which have
to be removed and replaced by means of
legs and derricks or crane.
 To ship a conventional hatch
(open it up)
• Remove the locking bars or lashings.
• Knock out all wedges, collect them in a
sack and stow them away.
• Remove hatch boards
• Remove beam bolt from any portable
beams it is intended to remove.
 DEEP TANK

• Many conventional ships are fitted with

deep tanks in one or two of the holds for
the purpose of enabling the ship to carry a
quantity of edible oil.
• The tanks can of course also be used for
ballast when the ship is light, in order that
this valuable space is not wasted when it
is not required for edible oil.
 DEEP TANK
• The tanks are normally fitted with large
steel lids that can be removed, in order to
allow dry cargo to be stowed in the tanks.
• The deep tank lids which are both
watertight and oil tight are secured in
place with hinged wing nuts (butterfly
nuts) and are seated on the tank coaming
on rope or rubber sealing, laid in a
channel on the underside of the laid.
 DEEP TANK

• On some modern ships the lids are hinged

and are secured with fixed bolts.
 To open a deep tank
• Unscrew and turn down all the wing
nuts.
• Plumb the derrick and shackle the beam
legs to the ringbolts provided on the
tank top lid . hooke on the runner and
place suitable wood batterns on the
deck, where the lid can be
landed on them.
 To open a deep tank

• With all hand clear lids, list and screw the

derrick to land the lid on the wood battens
taking care not to damage the packing.
MacGregor Steel Hatch Covers
• Many ships are now fitted with these
covers on the weather deck and
sometimes in the tween-deck.
• The covers may be stowed by being pulled
either forward or aft to the stowage
position where each section is tipped and
stowed vertically.
MacGregor Steel Hatch Covers

• When in one piece they may be pulled

sideways, to port or starboard, where they
can remain both clear of the hatch and
flat.
• In tween-decks sliding covers may stack
themselves one under the other or be
rolled up like a bale of cloth on a bar.
 ROUTINE OF OPENING & CLOSING
MacGregor ROLLING HATCH COVERS.

• Unscrew and turn down all the ring nut.

Remove all wedges.
• The haulage wire (bull rope) should be
rigged and NO ONE should be on top of
the hatch cover.
• Check wire should be rigged and secured
to adjacent bitts.
ROUTINE OF OPENING & CLOSING
MacGregor ROLLING HATCH COVERS.

• The two men, one on starboard side and

another on portside should free the
locking pins just when it is confirmed the
checking wire is secured and all men are
clear, including the stowage position at
the far end of the hatch.
ROUTINE OF OPENING & CLOSING
MacGregor ROLLING HATCH COVERS.

• The haulage should then open the hatch

slowly, the check wire being payed out at
the same time, care being taken that the
latter does not become taut.
• When all covers are in the stowed
position, the preventer chains should be
secured and the haulage wire should NOT
be released until such chains are in
position.
ROUTINE OF OPENING & CLOSING
MacGregor ROLLING HATCH COVERS.

• A suitable notice should be affixes in a

prominent position at each hatchway.
• The following wording is recommended by
the makers:
“DO NOT REMOVE HATCH LOCKING PINS
UNTIL CHECK WIRE IS FAST AND ALL
PERSONS CLEAR OF THE COVERS”
 Remember

• It is vitally important that the bull rope be

secured to the covers BEFORE the safety
chains are let go.
• Check that all the securing pin has fallen
out the eccentric wheel will turn as the
cover is being pulled into place.
 HOLDS

• This is a very large compartment within

the ship in which the cargo is (stowed)
placed while being transported one place
to another.
• Never go down a hold unless there is
someone either with you or standing-by.
• Make sure that there is plenty of light so
that you can both see and be seen.
BASIC POINTS TO NOTES

• Crewmembers must familiarise themselves

with the type of cargo being carried and
any special procedures,taking particular
note of any special ventilation or care
requirements.
• When hold cleaning beware of toxic gases
from the previous cargo. check the hold
atmosphere.
• Watch for tools or equipment falling on
crew below.
• Always clean cargo residues off hatch
cover frames.
• Check bilge suction and sounding pipes to
the hold bilge wells and ensure they are
clear of debris.
• Test bilge-pumping
arrangements,including no-return valves
• Test bilge alarm system.
• Ensure personnel are not in the holds or
tanks when ballasting or bulk loading.
• Remove all tools, buckets and other gear
on completion.
• Keep an eye on shore workers and visitors
to the vessels and make sure they follow
the safety rules.
• Check ventilation lines are open and free
to the ballast hold, then monitor ballasting
and deballasting operations continuously.
• Take precautions if loading sensitive cargo
against heated bulkheads, bunker tanks or
engine room.
• Ensure hold lighting is switched off when
not in use and remove fuses on a laden
passage.