mntb navigation and operations workbook
TRANSCRIPT
Zodiac Maritime Agencies Limited
NAVIGATION AND
OPERATIONS WORKBOOK
Name Colin Rogerson
Address 3 Clyde Crescent,
Lanark ML11 7HJ
Country Scotland
Discharge Book No DB00080245
If found, please return to the above address
When a vessel is chartered for a voyage Zodiac Maritime Agencies not only provides the ship to carry the cargo
but also makes it available for a certain period of time during which the cargo can be loaded and discharged.
The following Vessels were chartered.
Eubank 1st June 2012 to 5
th October 2012
Helicopter view of Maersk Eubank–taken by Weser Pilot arriving on the 14.06.12 (13,100 TEU Container)
Hongkong 21st July 2013 to 11
th September 2013
View of Hyundai Hongkong in Hong Kong on the 23.08.13 (6,755 TEU Container)
Oakland 2nd
February 2014 to 4th
August 2014
Hyundai Oakland at the Floating Dockyard (HUD) in Hong Kong on 11.04.14 (6,350 TEU Container)
Section 1 - Safety
Subject Task
How to raise the alarm in a range different scenarios A12.1
Responding to all alarm status situations A12.3 and A15.2
First responder to a variety of casualties A12.4
Firefighting Appliance usage A12.5
Emergency Team member (Fire drill in the Galley) A12.6
Emergency Team member (Fire drill in cargo hold) A12.7
Emergency Team member (Engine room fire drill) A12.8
Emergency Team Leader (Low visibility Search and Rescue) A12.9
Emergency Team (wearing BA in poor visibility in accommodation) A12.10 and A12.2
Emergency Team (rescue a casualty from an enclosed space) A12.11
Recharging a variety of portable fire extinguishers A12.12
Display awareness for safety of myself and others A15.1
Life Saving Appliances A15.3
Locate distress equipment A15.4
Man overboard drill A15.5 and B02.12
Date: 22.09.12 Task no: A11 A12.1
How to raise the alarm in a range of scenarios
When joining a vessel, even if the crew do not show the joiner the appropriate alarms to raise and your muster
stations, it is crucial that you familiarise yourself with the vessel immediately.
Drills are very important thing. They allow the crew to get more familiar with the ship safety equipment and
with the ways how to use it correctly. The Officers would ask me frequently to make sure that I and the other
cadets knew where each alarm was located so we could raise it if needed.
Fire alarm continuous sounding of alarm accompanied by 4 long blasts on the ship’s whistle/ siren
From the bridge Every deck in the accommodation1
When the fire alarm is sounded, the Fire Detection Control Unit [below] displays on the bridge where the fire is
located.
Fire Detection Control Unit
We had on board a fire detection alarm system for each vessel. That system is designed to detect rapidly the
onset of fire, give early warning of the situation and so provide the crew with the best possible chance of
controlling and extinguishing a fire, before it can destroy property, the ship and even lives. The system
comprises a central control and monitoring panel with repeater panels, a combination of the CO2 for engine and
cargo hold fire extinguishing system.
There are two separate power sources, one of which is taken from the emergency supply. The system is to be
operable at all times. If an alarm is not acknowledged within two minutes then an audible alarm are activated
throughout the crew accommodation, control station and main machinery spaces. The control panel is located
either on the bridge and the main fire control station.
The initial reaction is to sound the alarm then report to your muster station immediately. Don’t try to fight the
fire yourself, no matter how small.
1 SOLAS chapter II-2, regulation 10, 3.2.4
Emergency Stations 7 short blasts followed by 1 long blast on the ship’s whistle/ siren
General Emergency Alarm (Manual or Auto) button on the bridge
When the general emergency goes off, you report to your muster station immediately.
Man overboard (MOB) 3 long blasts on the ship’s whistle/ siren
The initial reaction to any of the above alarms is to report to your muster station immediately. If I was close, I
would make sure I was looking where the person is so the ship does not make the wrong manoeuvre, while
having another person raise the alarm by contacting the bridge as well as my position.
Sending distress messages to other vessels and shore stations
Using the following
Inmarsat C DSC MF/ HF (NBDP if no 2 Sat-C)
VHF SSAS button (security related if piracy attack)
Task no: A12.3
Responding to all alarm status situations
Muster list (from Hyundai Oakland) changed to having only the rank on the List
Muster at stations
On hearing the general emergency alarm, all crew shall muster at their emergency stations as defined in muster
lists and personnel cards. On detection of an emergency situation, the general emergency alarm signal shall be
sounded immediately. The nature and location of an emergency shall be announced by using the Public
Announcement (PA) or by other means. Depending on what type of alarm determines what type of Personal
Protective Equipment (PPE) needs to used.
Establish communication
Communication should be established between emergency parties by using VHF transceivers or other means.
Identify and verify the nature and location of emergency (if not already known)
The head of the each emergency team will contact the control team on the bridge, to advise, verify or inquire as
to the nature and location of emergency, on arrival at the muster stations.
Count crew
All crew mustered at stations shall be counted and a report made to the bridge team. If crew members are
missing, a search shall be started and if there are any injured a rescue shall be implemented.
Activate a subsequent response plan
The control team on the bridge shall activate and organise emergency teams. The other teams will carry our
necessary actions as described on the muster list.
Monitor response action
The control team on bridge shall monitor response actions and re-organise as the emergency situation develops.
Initiate external response
The control team on the bridge shall initiate external responses [see A15.2].
Task no: A15.2
Communication (external assistance)
GMDSS equipment
Activate reporting
The control team on bridge shall activate reporting to the Designated Person Ashore (DPA) Paul Shields.
Date: 07.08.12 Task no: A11 A12.4
First responder to a variety of casualties
Ship’s Hospital
Poison from a snake (especially when in Australian ports)
Poison from a snake when working on deck. Venomous snakes are common in Australia which was visited on
my last vessel (Hyundai Oakland). Because we transport containers, sometimes these animals can come from th
e containers. Zodiac instructed us to certain precautions after the AB found the snake to prevent others being bitt
en, but unfortunately they were not implemented. Zodiac notified the Australian authorities to ask for advice but
we never found the snake again or was the AB able to correctly identify the snake from the pictures sent.
If the causality is experiencing the follow effects then action has to be taken:
Pain, redness and swelling at injection site
Blurred vision
Nausea, vomiting and seizures
Difficulty breathing
Impaired consciousness
Anaphylactic shock
It is safer to assume that a snake is venomous. A venomous bit is often painless. Depending on the snake, veno
m may cause local tissue destruction, it may spread, and blocking nerve impulses, causing heart and breathing to
stop or it can cause blood clotting (coagulation) and then internal bleeding.
Action:
1. Note the time of the bite, as well as the snake’s appearance (to get the correct antivenom)
2. Help the casualty lie down, with head and shoulders raised. Reassure the casualty, tell them to keep calm an
d advise them not to move their limbs. Notify the Captain; he’ll call the company to make arrangements
3. If there is no pain, apply a pressure bandage at the site of the bite. Do not remove the clothing from around t
he site since this can speed up the absorption of the venom
4. Apply another pressure bandage to extend from the bite as far up the limb as possible. Tie it as for a spraine
d ankle, and check circulation after bandaging. If possible, mark the site of the bite. Immobilise the limb by
securing it to the other i.e. leg with a broad- and narrow-fold bandage
5. Monitor and record vital signs while waiting for instructions from the company. The casualty needs to rema
in still
6. Commence CPR if necessary
Cut to arm (happened to an AB on the Maersk Eubank)
Action:
1. Check if the cut is dirty. If so, then clean by rinsing under running water or alcohol-free wipes
Luckily we have Tetanus prevention as if bacterium enters a wound; it may multiply in the damaged tissues and
release a toxin that spreads through the nervous system which would cause muscle spasms and paralysis.
2. Pat the wound dry
3. Raise and support the arm above the level of the heart, if possible (avoid touching the wound)
4. Clean the area around the wound with soap and water
Paint in the eye (happened to an AB on the Hyundai Oakland)
Action:
1. Put protective gloves on. Hold the casualty’s affected eye (in this case right) under gently running cold wate
r (lower than the good eye) for at least 10 minutes. Irrigate the eyelid thoroughly both inside and out; if the
AB’s eye shut in a spasm of pain, gently, but firmly, try to pull the eyelid open
2. Make sure that contaminated water does not splash the uninjured eye. Can also use a glass for pouring wate
r if easier
3. Bandage the pad loosely in position (as it’ll be a while until he’s seen usually) over the injured eye
4. Arrange for the AB to be sent to hospital in the next port
Internal bleeding (happened to me when on board Hyundai Hongkong)
Site: Anus Appearance: black, tarry with some bright red blood
Prior to this I was experiencing:
Rapid, weak pulse
Thirsty
Rapid, shallow breathing
Bleeding from the body opening
Constant pain
The 2nd
Officer had nothing to give me as the hospital was not well stocked. The main risk I was concerned abo
ut is shock resulting from a bleeding ulcer (as my father had one). Blood can build up around organs and exert d
amaging pressure on them.
If I went into shock, the people helping would:
Help me to lie down – on a blanket if there is one (to protect from the cold). Raise and support my legs abo
ve the level of my heart to improve blood supply to the vital organs. Keeping my head low may also preven
t me from losing consciousness. Stop me from making unnecessary movements
Loosen tight clothing at the neck, chest and waist to reduce constriction
Keep me warm by covering my body and legs with coats or blankets
Monitor and record vital signs – level of response, breathing and pulse
Sprain to ankle (happened to the Motorman not wearing the appropriate footwear in the Engine Room)
Sprained is due to overstretching or tearing of a ligament.
Action:
1. Help the casualty to sit or lie down. Support the injured ankle in a comfortable position, preferably raised
2. Cool the area by applying a cold compress, such as an ice pack or cold pad to the ankle to help reduce swell
ing, bruising and pain
3. Apply comfortable support to the injured part. Leave the cold compress in place or wrap a layer of soft padd
ing, such as cotton wool, around the area. Secure it with a support bandage that extends to the next joint; for
an ankle injury, the bandage should extend from the base of the toes to the knees
4. Support the injured part in a raised position to help minimise bruising and swelling in the area. Check the ci
rculation beyond the bandages every 10 minutes. If the circulation is impaired, loosen the bandages.
5. If the pain is severe, or the casualty is unable to use the injured part, arrange to take or send him to hospital
When 2nd
Officer dealt with the above scenarios, he filled in the medical log book. Some scenarios were not deal
t with in the same way I hoped i.e. AB who got paint in his eye was told to come back in 1hr after 2nd
Officer’s
watch instead of helping him there.
The Motorman who sprained his ankle mentioned he woke up on the floor after hitting his head also; the 2nd
Off
icer did not keep an eye on him until we arrived in port like I thought.
I was keeping an eye on him for things like:
Increasing drowsiness;
Worsening headache;
Confusion/ strange behaviour or loss of memory or any vomiting episodes;
Weakness in an arm or leg or speech difficulties;
Dizziness, loss of balance or seizures;
Any visual problems;
Blood, or clear fluid, leaking from the nose or ear;
Unusual breathing problems
Task no: A11/ A12.5
Firefighting Appliance usage
One of the reasons certain types of firefighting equipment is placed in some places rather than others is because
of the likelihood of fires occurring there. Every port the 3rd
Officer would update the fire plan, after leaving
every port, so everyone knows their role in the event of an emergency. Later 3rd
trusted me enough to let me
update the fire plan i.e. 30.07.12.
Fire Fighting equipment on board each vessel, available to the Fire Fighting Team:
Maersk Eubank Hyundai Hongkong Hyundai Oakland
Foam extinguisher 28 42 72
Dry powder extinguisher 27 4 3
CO2 Fire Extinguisher 14 8 7
Hoses (couplings) 75 47 45
Breathing apparatus 3 4 6
Fixed installations CO2 HI-FOG, CO2 HI-FOG, CO2
There were no water extinguishers
Fire dampers are located in every deck in the accommodation block. Fire dampers are provided in ventilation
ducts and air intakes in the event of a fire, sections may be sealed and isolated and so prohibit the passage of
heat and smoke. In its simplest form, the damper consists of a solid metal plate located inside an air duct. In its
open position, the damper allows free air flow through a duct and in its closed position; it completely prevents
the passage of air, smoke and heat through the duct.
Operating the fixed firefighting system2
For Accommodation, Engine Room, Pump room, Cargo Spaces
CO2 system
CO2 system on all 3 vessels
Carbon dioxide system is found in the cargo spaces and engine room. Carbon dioxide does not support
combustion and as it is about 50% heavier than air it will, when used as an extinguishing agent, form a blanket
over the fire and extinguish it. At normal pressures and temperatures, carbon dioxide is a colorless gas with a
faintly biting smell, which makes the bystander cough.
CO2 is stored in cylinders as a liquid. It is discharges through very wide nozzles where it expands into a gas. The
CO2 cylinders are stored in a separate room, which is kept well ventilated, and for safety reasons, the
temperature in the room should never exceed 40C. If there is reason to believe that the temperature has
exceeded this safety limit, it should be checked immediately that the green covering plate of the safety discs of
the CO2 cylinders are intact.
2 SOLAS chapter II-2, regulation 10, 4
The fixed CO2 system is manually activated from the fire control station situated in accommodation i.e. on the
upper deck, port side in the Hyundai Oakland.
To release the CO2 from the master control box to the Engine Room, you have to follow the next 5 steps:
1. Open control box door - this activates the built in switches to start the alarm and stop the ventilation
2. Check that everybody has left the room
3. Open the screw valve fitted to master cylinder - the gas from this cylinder provides the pressure to operate
the remote control system
4. Open the master control valve - the pressure from the control system will then actuate the cylinders valves
on the battery
5. After 20-30 seconds open of the master control valve - the gas pressure from the control system actuates the
control valve from main valve, which allows gas from the cylinder manifolds to pressurise the main valve
and open it, releasing gas into the space protected
In case of failure, the carbon dioxide can be released from CO2 Room (emergency release to Engine Room,
located next to the steering gear room):
1. Open the valve on the pilot cylinder
2. Check that everybody has left the room
3. Open control valve for main battery
4. Open control valve for main valve
HI-FOG system
This is designed to fight or control fire by spraying water on only an area where the fire is occurring after
detecting the fire with exclusive detectors or starting the system with a manual starting button near the fire. This
is a friendly environment firefighting system which minimizes the damage by fire, smoke, water to the human
body and equipment.
HI-FOG fixed firefighting equipment on the Hyundai Oakland
The system is set up automatically so if there is a fire then it will release but it can be manually overridden if the
system fails.
Operating automatically and manually - Fire flaps, fire doors, water tight doors, ventilation
If there is a fire, the vessel must be closed off. The close down plan shows the location of all fire flaps.
Fire flap for hatch cover if using CO2 in the cargo hold
The fire triangle is important to remember when dealing with fires, cutting of any extra oxygen when releasing
CO2 is
crucial.
Emergency Fire Pump
Its primary use is to pump water from the sea and through the vessel’s fire main. The vessel’s fire main runs all
the way through the vessel to all hydrants on every deck. Because all 3 vessels were over 1000 gross tonnage,
they all had to have a minimum of 2 independently driven fire pumps3. By keeping them at either ends of the
vessel the risk of them both being out of order is greatly reduced.
There are three start/stop controls for the Emergency Fire Pump on board the Hyundai Oakland. One is located
in the Emergency headquarters on the upper deck, the other in the Emergency Fire Pump Room. The sequence
for starting the Emergency Fire Pump is short and simple, this is to avoid complications in emergencies and to
ensure the pump is easy to use.
Procedure for starting the emergency fire pump:
Open all inlet and outlet valves
Push the “green button’ to start the vacuum pump this will take approximately 30 seconds for pump to start
Once the pump is working, check suction pressure
After finished with the fire pump press the red button to stop the pump and check the suction and discharge
pressure
Leave all valves open
To start up the emergency fire pump
After connecting the main line it can be used anywhere on the vessel to fight fires
1. The valve connecting the pump to the fire main must be fully open
2. The power supply to the pump must be turned on
3. The start/ run button must be pressed to start pumping water into the fire main. This can be done from one
of 2 places on the Maersk Eubank
Start/Run
Stop
Bridge control
Bow thruster room control
A line diagram showing how the Emergency Fire Pump can be switched on
Emergency generator
Must be separate from the accommodation
3 SOLAS - chapter II regulation 10, 2.2.2
Date: 1.7.12 Task no: A11 A12.6
Vessel’s Position [Loaded Passage]
From – Port Tangier To – Singapore
Emergency Team member (Fire drill in the Galley)
Fire in Galley (1.7.12) on the Maersk Eubank
SOLAS Chapter III, Part B, Reg.19 applying to all ships requires that drills shall, as far as practicable, be
conducted as if there were an actual emergency.
Drills are necessary for all crew members, especially cadets, to obtain experience and routine needed for
firefighting. The Eubank is designed to transport a variety of types of commodities stowed in containers and is a
good reason to expect different situations which could arise. My role was to assist as required and also help
anyone if they needed hospital due to injuries. Also we were the backup team for hospital if any injuries. Muster
list and duties is attached on page 2.
On board the Maersk Eubank, the Fireman’s outfits (protective clothing) consist of:
Protective suit including gloves
Rubber boots
Rigid helmet
Safety lamp
Fireman’s axe
Fireproof lifeline (but don’t use)
2 Breathing apparatus bottles
Breathing Apparatus (BA) mask
BA hoses/connections
My role was part of the Emergency team/ Incident Action Team, which consisted of 7 people
Emergency Team
Chief Officer (CO) - Team leader in case of deck emergencies. Ensure technical assistance to 1E in
case of Engine Room emergencies. Maintain communication with Bridge team
Chief Engineer (CE) - Team leader in case of engine emergencies. Ensure technical assistance to CO in
case of deck emergencies. Start CO2 firefighting system if required
Bosun - Assistant of Fireman 2, close fire doors and fire dampers, prepare fire hose
Able Seaman (AB) 3 - Bring fire extinguisher. Assistant of Fireman 1
AB 1 - Bring and wear Fireman’s outfit. Fireman 2
Motorman (MM) 1 - Bring and wear Fireman’s outfit. Fireman 1
Deck Cadet (DC) 3 - Bring extra BA bottles. Assist and prepare fire hose for boundary cooling
My role – bring BA bottles and Fire Hose
Emergency team’s role in the drill
1530 – The emergency alarm sounded. Captain announced on the Personal Announcement (PA). This is a “Fire
training drill, fire in the Galley” (twice)
1532 – I left the accommodation from B Deck and arrived on Deck at my Muster Station (portside gangway),
the Chief Officer (CO) done a head count and reported “7 people okay”
1532 – CO instructed us to prepare onsite close to the access
1533 – I helped AB1 prepare his outfit with Bosun (also checking his low pressure alarm and making sure
facemask was okay). Bosun then started the fire pump and closed the fire doors and fire dampers while I helped
by bringing portable extinguishers from deck
1537 – CO reported “2 firemen ready to enter the area of fire”. Pressure in BA cylinders checked and reported –
AB1 = 200 bar, MM1 = 210 bar (bridge team filled in BA Table). Signals were consulted between the firemen
1538 – Master ordered the emergency team to enter the area of the fire carefully for investigation
1545 – Firemen came out from the area, reporting that the fire was extinguished with CO2 extinguisher. Stove
was on fire
1547 – CO reported to the bridge the fire was out. Master ordered to keep a fire watch for a potential
combustion of fire
1548 – CO reported that a fire watch was in place. There was no more fire
1550 – Master ordered all teams to recount and then announced the end of the drill
Signal of the drill
By whistle: four short blasts
By general alarm: one long blast (for about 30seconds)
Conclusions
All crew members acted as per muster list
Debrief (5minutes after)
Usage of all types of extinguishers in that location (using local CO2 system for the Galley). Last case
scenario is using the fixed firefighting system. For this ship, the fixed firefighting system is CO2 system
(carbon dioxide). This system is fitted in the engine and forecastle, in Bosun store, near the paint locker.
The fixed fire extinguishing system is used to protect large high risk areas such as machinery spaces and
cargo holds, and small specific risk such as paint stores and galley exhaust ducts. On our vessel the paint
store has sprinkler ext. system.
The type of powder known as BC Powder is suitable for use liquids and liquefiable solids as described
under FOAM above (Class B fires). BC Powder may also, with the correct technique, be used to extinguish
a high-pressure gas flame (Class C fires). Additionally ABC Powder or Multipurpose Powder may be used
against carbonaceous fires (Class A fires).
Dry Powder gives a fast flame knockdown, and may be used on fires involving live electrical equipment.
However, it may not be effective against a deep-seated fire
Fire blankets and their location
Supervising Officer: Chief Officer (Malevskyi, Oleksandr)
Date: 09.09.13 Task no: A12.7
Vessel’s Position [Loaded Passage]
From – Oakland To – Busan
Emergency Team member (Fire drill in cargo hold)
Deck next to the cargo hold
SOLAS (Chapter III, Part B, and Regulation 19) says all ships require that drills shall, as far as practicable, be
conducted as if there were an actual emergency.
The training of the crew on board the ship is carried out as drills. The drills are necessary because the crew must
be familiarized with the way of action in case of emergency and with the ship’s equipment; also the drills are
required by different organizations like IMO, United State Coast Guard (USCG) and also by Zodiac.
The event of fire in cargo hold (caused by oil from deck)
I went with Chief Officer to the CO2 room. Before operating the system, we determined accurately the area on
fire and ensured no personnel were there after close all openings such as ventilator, fire dampers, etc.
Opened CO2 main stop ball valve and 3-way valve fully on compartment in fire zone. Discharged into
compartment the fire zone the exact number of cylinder as specified in the squares for the corresponding
compartment. Pull down the lever on the valve after removing the safety pin from the cylinder valve block.
If it was real, we would keep all openings close and control valves open until arrival at port and not open the
hatches or other openings of compartment flooded with CO2. This is to allow burned cargo to cool and prevent
rekindling of the other.
Signal of the drill
By whistle: four short blasts
By general alarm: one long blast (for about 30seconds)
Debrief (5minutes after)
Talked about different types of fire extinguishers and usage
Officer on watch with: Chief Officer (Malevskyi, Oleksandr)
Date: 01.10.12 Task no: A11 A12.8
Emergency Team member
2nd
deck (Maersk Eubank)
In the event of a fire in the Engine Room
Follow the below procedure to operate the system:
Go to the key box /release control cabinet located at CO2 room or fire control station and follow the
instructions
Key box (break the glass, take the key)
Release control cabinet (open the door; ensure all persons have evacuated the protected space)
Close ventilator and hatches
Open the cylinder valve
Open ball valve No 1 and 2
Officer with: Chief Officer (Malevskyi, Oleksandr)
Date: 01.10.12 Task no: A12.9
Emergency Team Leader (Low visibility Search and Rescue)
Causality (imitation) found on upper deck
Inspection and maintenance of any self-contained breathing apparatus must be carried out by a competent
person and strictly in accord with the manufacturers' instructions.
During this drill I was the BA wearer. When I found the casualty I signalled to the other fireman we found some
one. Keeping low so the casualty wouldn't inhale any more than required we hurried out of the accommodation
entered in a calm fashion.
The Fireman’s Outfit should consist of the following:
Trousers (with braces) worn outside of the boots
Jacket (elasticised at the wrists and worn over the trousers)
Safety helmet with chin strap and full face visor and neck curtain (the neck curtain is to be worn outside of
the jacket collar)
Gloves (heat resistant) worn outside of the jacket sleeves
Gloves (rubber) electrically non-conducting to a specified Voltage
Boots (rubber) electrically non-conducting with toe caps
Each BA wearer should have an attendant to check the set is properly donned and tested before entry. The
attendant also tends the lifeline. Because of limited personnel it may be necessary that one person attends two
BA wearers.
Checks to be completed by the Attendant
Is the facemask correctly fitted and adjusted?
Use the prescribed procedure to check the face mask is sealing properly
Does the low pressure alarms operate correctly?
Is the BA wearer able to read the gauge?
Does the wearer have
Visor, axe, hard hat, signal card, suitable clothing and footwear, gloves, visor, neck Curtin, radio
communication (if appropriate), fire extinguisher or hose?
Remind the wearer
keep low, read gauge, come out when the whistle sounds
After each use of a BA set it is necessary to ensure that it is stowed in a condition whereby it is ready again for
immediate use. Follow the detailed instructions given by the manufacturer; they will generally include the
following:
clean the set thoroughly
clean the face mask and harness
inspect the complete set
fit a fully charged cylinder
complete high pressure and low pressure tests
disinfect the facemask
Re-stow the equipment in a ready-to-use condition and complete all use and test records.
Accommodation fires may present some serious problems. In most vessels deck head and bulkhead voids which
carry electrical cables and plumbing services, provide a channel for an unrestricted air supply which may feed a
fire. Additionally, each cabin and compartment may have a ventilation trunk linking it with other compartments
and providing a means of air supply and smoke distribution. Alleyways, stairwells and lift shafts promote the
spread of fire, smoke, fumes and heat to areas remote from their source.
Entrance to the bridge
The use of plastics and other synthetic materials in-furniture, curtains, bulkhead panels and other decor may, in
a short space of time and from even a small fire, produce large volumes of toxic fumes and thick smoke. These
are life threatening to anyone in the vicinity or connected via a conduit or ventilation route. Even large areas
may quickly become smoke filled.
The fire may be contained by boundary cooling and boundary starvation. Give careful consideration to
ventilation control and seek to remove heat, smoke and fumes without feeding air to the fire. Check remote
areas for the spread of heat, smoke and fumes via ventilation ducts, voids and lift shafts, etc.
Search Patterns
When looking for persons the search should be methodical and in accord with a pre-determined pattern, the
search may follow either a "right hand" or "left hand" pattern; that is the searchers investigate a compartment by
moving continuously and methodically in one direction, either to the right or left.
Circulate the area or compartment around the perimeter or bulkhead back to the commencement or entry point.
Where possible search in pairs: one man uses the back of his gloved hand to maintain contact with the bulkhead
or perimeter; the second adds width to the search by walking abreast of the first and maintains contact with him
by placing his hand on the shoulder. The free hand of each searcher is held in front, slightly cupped with palm
towards him/her.
As he advances he slowly moves his hand up and down to ensure that neither head nor face strike an
obstruction. The searchers should progress by shuffling their feet as previously described. In larger spaces the
searchers may add more width and keep contact by tying a short length of rope between them.
Usually the temperature increases as the seat of the fire is approached, although in the immediate vicinity of the
fire an inrush of air (to feed the fire) may be felt. Cautiously feeling bulkheads, decks, doors, etc. for heat is a
reliable guide to determining the direction in which the fire seat lays.
Communication
The BA controller, attendants and wearers must all be aware of the agreed evacuation signal. Where there is
thought to be undue danger to persons within the incident, the evacuation system must be initiated
Officer with: Chief Officer (Malevskyi, Oleksandr)
Task no: A12.10
Emergency Team (wearing BA in poor visibility in accommodation)
Adequate training should be provided because the correct and efficient use of Self-Contained Breathing
Apparatus (SCBA) could require a degree of practice and familiarity especially cadets.
Poor visibility (imitation) on 19.06.12
According to Zodiac’s Fire Training Manual, the breathing apparatus must be stored in readily accessible
positions which are not likely to be cut off in the event of a fire (as well as other Firemen’s Equipment). They
should also be stowed in widely separated positions. On the vessel, two Fireman outfits together with two
Breathing Apparatus (BA) sets are stored on upper deck near the assembly station (fire control room) and one
Fireman outfit and BA set is in room next to the engine.
Breathing apparatus are needed when fighting a fire in enclosed spaces or on open spaces when toxic or
suffocating fumes are present. The equipment could also be needed when searching for a missing person
subsequent to a fire or incident.
The BA set consists of:
Face piece (mask)
Exhalation valve
Inhalation tube
Air regulator with pressure indicator, warning device (low pressure alarm) and by-pass valve
High pressure hose
Cylinder valve
Cylinder
Harness with shoulder band
Weekly:
Entire BA should be visually checked if everything is in place and assembled properly
Monthly checking and testing procedure before use should be carried in the following way:
By-pass valve should be closed
Cylinder valve should be opened and pressure checked
BA set to be putted on the firemen’s shoulders and put the face mask worn
Straps should be tightened and the mask must be working properly
Testing the low level alarm should be carried out in the following way:
Cylinder valve should be closed
By-pass valve should be slightly opened and, after the alarm sounds, pressure on the indicator should be 50
bar
By-pass valve closed
Cylinder valve opened and pressure checked again
If all the above is okay then the equipment is ready for use.
After using, the BA set is stowed in a condition which is ready for immediate use again, there should be no
twisting or insertion of the inhalation tube with nothing missing.
Officer with: Chief Officer (Malevskyi, Oleksandr)
Checks prior to entry:
Make sure appropriate PPE is in use (fire suit, boots, gloves etc.) and that it is being used to its full extent.
There is no point wearing a fire suit if it is still un-done and therefore exposing skin, or clothing underneath
the suit which may not be as fire retardant.
The BA sets are properly donned;
o All straps are adjusted – the shoulder straps should be at a comfortable fit, and the waist belt should be
adjusted to a snug fit
o The face mask straps are all tightened so that no air will escape through the mask seal. If the wearer has
anything consisting of more than a small beard, then water or grease should be applied to the beard to
make sure that the face mask fits tightly
o All working and moving parts of the BA sets are checked for any wear and tear and that they are properly
maintained
o The cylinder pressure should be checked and recorded. This is to gauge how much time they
approximately have. It should be read to the lowest 10 bar, e.g. 236 should be read at 230. The cylinder
pressure should be made sure that it has a minimum of 80% of air left. As the BA sets on here are 300 bar,
the minimum pressure is 240 bar pressure. The person with the least air is used as the teams pressure
because that person is the most likely to run out of air first. The air pressures should be recorded using the
tags, and put into the BA board. By using the BA board it makes it easier to know who has how much air,
as all the information is in the same place and therefore can be compared
When a fire hose is been used, this can act as a lifeline.
Make sure that you both know what they are going to do
When the BA team is inside, a close eye is kept on the time they have been in, and how much time they have got
left in i.e. how much air they should have. By checking the time like this it is easier to see if there is some kind
of problem i.e. if they are not out by that time it could indicate that there is a problem and a backup team should
be sent in.
Task no: A12.2
Communication with shipboard during emergency
In some cases, the use of VHF radios for communication whilst one is wearing a BA set is impracticable and a
hindrance, therefore, when this is the case, the only way to communicate with the team is by having a debrief
when they come back out – a debrief should also be carried out even when VHF communication has been
possible. All of the relevant information should be passed onto the next team that would be going in to. This is
Communication between the team leader and control is critical to the successful outcome as it is vital for both to
liaise with one another to make sure that both persons know what is happening. This can be done in three ways,
by VHF, ship board telephones or in person. When carrying out this drill we communicated in person as both,
team leader and control were on the back of the accommodation.
Date: 21.06.12 Task no: A11 A12.11
Emergency Team
Climbing stars after leaving from 6 WBT (starboard side)
Rescue a causality from an enclosed space
Regular drills simulating rescue of an incapacitated person from a dangerous space should be conducted to
prove the rescue plan and familiarise personnel. The space selected should be made safe for the exercise.
A drill should be held soon after signing new crewmembers (especially more than 25%). Each drill should be
recorded in the official logbook. Any attempt to rescue a person should be based upon a pre-arranged rescue
plan specifically formed to take account of, type of ship, carried cargoes, manpower and carried equipment.
In all cases and prior to entry, the enclosed space checklist must be completed. Whenever entry is first made into
a recently opened tank/hold, there should be a qualified man positioned on deck tending the required lifeline and
monitoring the situation.
If the worst should happen then the team may need to be rescued. Any attempt to rescue a person should be
based upon a pre-arranged rescue plan specifically formed to take account of; type of ship, carried cargoes,
manpower and carried equipment.
If the responsible person should notice or suspect that the person or persons in a space/tank/hold etc. are
experiencing difficulties or have become incapacitated, under no circumstances should rescue be attempted until
a proper rescue party equipped with breathing apparatus has been assembled. Their sole duty is to sound the
General Alarm if need be and offer assistance.
Equipment to use
Personal Atmosphere Tester Safety line (with instructions) Breathing Apparatus
Officer with: Chief Officer (Mihalcea, Catalin Daniel)
Date: 29.08.12 Task no: A12.12
Recharging a variety of portable fire extinguishers
Portable fire extinguishers are the first line of defence especially against accommodation fires. On the 3 vessels,
all portable devices were easy to find and indicated if they had been used. Even if the extinguisher is emptied a
little it should be discharged fully before refilling.
Because 3rd
Officer usually works alone, you have to know how to refill them yourself. Each extinguisher has
directions to follow. Whatever the product is, we must fill the extinguisher to the predetermined level on the
cylinder.
Before refilling any fire extinguisher:
Check the type of extinguisher (as you don’t want to refill a cylinder with water if it needs to be refilled wit
h powder)
Make sure I know the materials needed to be refilled
Check for signs of damage or corrosion. If damaged then mark as “Condemned”
All extinguishers:-
Have operating instructions, written in English (on all 3 vessels I worked on)
Have the type of extinguisher (so you can choose the correct one)
Are located easily as per the ship’s fire plan [appendix 1.4]
How to refill portable fire extinguishers
Recharging CO2 (using spare charges)
“Spare charges shall be provided for 100% of the first ten extinguishers and 50% of the remaining fire
extinguishers capable of being recharged on board. Not more than sixty total spare charges are required.”4
There’s a smaller cylinder filled with compressed gas
A release valve acts as a locking mechanism and prevents the gas from escaping
Pull the safety pin and squeeze the lever. The lever pushes on an actuating rod which presses the valve dow
n to open a passage to the nozzle
When the compressed gas is released, applying a downward pressure on the fire-extinguisher material (this
pushes the material out the nozzle)
Spare charges
4 SOLAS chapter II-2, regulation 3.3.1
Foam extinguisher
Foam
Relieve the press by inverting the extinguisher and squeezing the valve levers together slowly, pointing the
discharge nozzle down and away
Remove discharge hose and nozzle and ensure it is clear of obstruction
Empty the extinguisher and rinse with clean water
Inspect the inside of the extinguisher for corrosion or damaged lining
Refill as per filling instructions on extinguisher body
Check the fill level (water and foam). Do not over fill
Remove valve ‘o’ ring and inspect (replace if necessary)
Clean cylinder neck ring threads and ‘o’ ring seal. Lubricate the cylinder neck thread and ‘o’ ring seat with
a smear of silicone gel.
Squeeze the valve levers together and pressurize with air or nitrogen through the hose outlet
Release the valve levers and refit the safety pin and seal
Shake the extinguisher vigorously to mix the foam and water for approximately 15 seconds (check for leaks
)
Refit the hose and nozzle. Place the hose into nozzle stowage socket
Record the weight filled and recharging details on the service label
Powder extinguisher
ABC dry powder
Relieve pressure by inverting extinguisher and squeezing the valve levers together slowly, pointing the disc
harge nozzle down and away
Remove discharge hose / nozzle and ensure it is clear of obstruction
Empty residual powder from extinguisher and discard
Inspect the inside of the extinguisher, checking for caked powder and corrosion indicating moisture inside.
Rectify or replace the extinguisher
Recharge extinguisher body with new dry powder, ensuring the correct quantity and type
Unscrew dip tube and dip tube holder. Remove spring and spindle. Thoroughly clean any powder from valv
e chamber / outlet port using a soft brush. Remove ‘o’ rings from the spindle. Clean ‘o’ ring grooves and lu
bricate with silicone gel. Refit the cleaned ‘o’ rings or fit a new one
Refit spindle, spring and dip tube assembly. Remove, clean and refit valve ring
Clean cylinder neck ring threads and ‘o’ ring seat. Lubricate cylinder neck ring thread and ‘o’ ring seat with
a smear of silicone gel
Squeeze valve levers together and pressurise with dry air or nitrogen through outlet port
Check for leaks
Refit hose/ nozzle. Place hose nozzle into stowage socket
Record weight of filled extinguisher and recharging details on service label
Task no: A15.1
Display awareness for safety of myself and others
AB unnecessarily climbing the ladder with 1 hand when the other AB could have helped
Before a lot of situations become dangerous we all have a responsibility to point out a hazard so it doesn't help.
Near miss in Sri Lanka on the Hyundai Oakland (stevedores nearly squashed by container) on 11.02.14
When in dangerous areas I refer to PPE matrix [appendix 5.1] while adding more equipment if I deem fit. When
cleaning the rubber seal around the doors I always had rubber gloves (for chemicals), goggles, overalls, ear defe
nders, hard hat if outside the area.
Officer on watch with: Chief Officer (Budnyayev, Andriy)
Task no: A15.3
Direct the preparation, boarding and launching of a survival craft
Totally enclosed motor propelled lifeboat (Maersk Eubank)
When in charge of the lifeboat I would follow these procedures to ensure a quick and safe launch.
Preparation
Two men should go into the craft and make sure that the plug is in and the painter is rigged
Once all the internal checks are complete, the crew is to sit down and hold on to the lifelines
As I am the Helmsman I must check the pins are out
Check over the side to ensure that it is clear before releasing the lifeboat
A winch man must be on standby to lower the boat to the embarkation level
Check over the ships side again to make sure all is clear
Internal checks
Pump the bilges
Remove the forward safety pennant
Check the pin in the release gear is in place
Remove external power connection
Boarding
All off the crew members who are due to go into the rescue boat wear the following personal protective gear:
Boiler suit
If cold weather then warn clothing and immersion suits
Safety boots
Helmet
Inflatable lifejacket
I would now give the order for crew to board the craft, ensuring that the appropriate clothing is worn. I would
inform crew to make sure everybody is sitting low down in the life boat.
Launching
Whilst launching the rescue boat I was put in charge under the supervision of the Chief Officer numerous times.
Before the launching and recovery of the rescue boat, the on board life-saving appliances training manual is
consulted, in which I found out the safe procedure for the launching and recovery. Prior to launching I talked the
Chief Officers through the procedure and what I was going to do.
Radio the bridge when we were ready to ask permission to launch. After receiving permission from i.e. the port:
Lowering the boat from inside the boat
draw out the toggle pin at the brake lever of the winch on the deck
embark crew without the operator
release the cradle stoppers on the platform
Check the remote control line is lead to the inside boat. And if not, se the remote control line to the boat
inside
Embark the operator to the boat and close the hatch
Release the hand brake of the winch; pull the remote control rope from inside the boat. The hand brake
lever of the winch is raised by itself and the break is released. The boat is turned out and lowered by its own
weight (do not make inching operation in the course of the boat turning out, as it shakes the boat
When the boat comes near the water surface, the remote control rope is expected to be loosened so as to
apply both the governor brake and hand brake, thus the boat being safely launched with its lowering speed
being reduced to half speed
Braking the hand brake. The boat launching can be easily confirmed inside the boat, so release the remote
control immediately when being launched
Release of boat hooks. Release the boat hooks from inside of the boat, so the link of suspension block
disconnects the boat hook
Release the painter hook and operate the boat and escape
Lowering the boat from the shipside
Release the cradle stoppers on the platform
Embark the crew without the operator
Draw out the toggle pin at the brake lever of the winch, on the deck
Draw out the toggle pin of the remote control stand
Release of hand brake of the winch, pull the remote
When the boat comes near the water surface, the remote control rope is expected be loosened so as to apply
the both governor and hand brake, thus the boat being safely launched with its lowering speed being
reduced to half speed
Braking of the hand brake. The boat launching can be easily confirmed from the deck, so release the remote
control when being launched
Release of boat hooks. Release the boat hooks from inside the boat, so the link of suspension block is
disconnected the boat hook
Release the painter hooks, and operate the boat and escape
Ensure propulsion is available
As this is an enclosed life boat there is one means of propulsion with an engine.
Inform the bridge and receive order to start engines
Ignition switch is turned on
Wheel hard over away from the ship and then ½ a turn
Morse connection, engine throttle out of gear and astern revs
Start the engine, run through then stop the engine
Life Raft
According to Safety of Life at Sea (SOLAS), Life Rafts should be capable of being dropped from a height of
over 18m without taking damage. They also must be able to be completely stable when laden with the correct
number of persons and equipment.
Functions of Life Raft: The Primary function of the Life Raft is to be used in case of an abandon ship
situation. In an emergency these are used to transport the crew to safety, if the Lifeboats are incapacitated. The
secondary function is that they can be used in conjunction with the Lifeboat. If there is a need to transport more
people/effects, the Life raft can be tied to the Lifeboat, and can be towed to safety.
Manual procedure for launching of inflatable life raft
After the fire drills I was shown how to manually drop the life raft. Manual launching means: life-raft, with the
painter made fast to a strongpoint is ready for instant use by manual release then after we enter into raft.
Life raft (fitted on the cable)
1. Open the manual slip hook. This releases it so it can be thrown overboard
2. Make sure the painter line made fast to the lit and secure point
3. Move the wide belt. Two of the crew hold the life raft from ties then throw into the water/ release the pin
4. Pull on the painter until the life raft inflates then pull it to the ship’s side
5. If the life raft floated downward, someone must correct it to upward
6. After all the survivors are in the life raft (by using the embarkation ladder), cut the painter line to set the life
raft free from the vessel
Life Boat
It is stated in SOLAS, that when fully loaded with crew and equipment, the life boat must have ample stability
to be used when, and must be strong enough to be lowered into the water.
Functions of the Life Boat: The primary function of the lifeboat is to get the crew to safety in case of an
emergency. If there is a need to abandon ship, the lifeboats can be lowered and the crew can escape. The
secondary function of them is that it can be used as a rescue boat. If a member of the crew falls overboard, the
boat can be lowered to rescue the casualty.
Below are the launching instructions for the Life Boat. Like the life rafts, these are posted next to Lifeboat
Remove the toggle pins
Fasten the painter. This is done by extending the painter as far as it can go and loosely tying it to the
handrail (on upper deck). This means it can be easily cut
Release the Cradle Clamp. Now, this means it is ready to embark
Embark the Lifeboat
Lower the lifeboat to the waterline
Start the Engine
When the lifeboat is on the water, release the falls (on/ off load release)
Cut the painter
Instruct team members in abandonment and survival procedures
The following is a list of duties in the event of abandoning ship, as per the muster list of the Hyundai Hongkong:
EPIRB
Emergency Positioning Indicating Radio Beacon (EPIRB) is located on the Bridge Wing.
SART
The Search and Rescue Transponder (SART) is located on the port side and starboard side of the Navigational
Bridge.
GMDSS
There are 3 (two-way) GMDSS Radios on board, and they are located in the GMDSS area, which is located on
the bridge. The spare batteries and chargers are also located in the bridge.
Right: GMDSS Radios
After launching (taking charge of a survival craft and rescue boat)
The rescue boat is due to be launched as part of the SOLAS requirement; according to The Code of Safe
Working Practices (COSWP) a rescue boat should be launched and manoeuvred in the water every month so far
as reasonable and practicable. The interval between such drills must not exceed 3 months.
When we are safely away from the ship I would proceed to:
Read the survival card
Hand out anti- sea sickness pills to Everyone
Issue jobs - First aid, look-out, bailing out water, anything to keep the mind occupied
Put out the sea anchor to minimise are drift from the incident
The rescue boat team on most Zodiac vessels:
Third officer – Helmsman
AB and Motorman as part of rescue boat crew
Second Engineer – Mechanical assistance as required
Chief officer – In charge of launching and recovery
Bosun – To assist Chief officer
AB – Tend to the painter line
When abandoning the vessel, action must be taken in an appropriate manner to the prevailing circumstances and
conditions. To use the above muster list as an example, sending the cook to fetch extra supplies when the ship is
rapidly sinking, or when the critical fire, which is the cause of abandonment, may have spread to the provisions
store or nearby areas would be foolish. If a member of the crew (of any rank) has been injured or rendered
insensible by the current situation, another, more capable crewman should be given his duties (for example a
cadet or the cook/steward). Should the atmosphere prove dangerous after embarking a life-boat the air supply
and water spray facilities should be utilised.
When the life boat is away, she is to be manoeuvred in a safe and seamanlike manner. The life boat should
remain as close to the parent vessel’s sinking position as possible. If the vessel is yet to sink, there is burning oil
on the surface of the water, or there is risk of explosion close to the vessel, then a safe but also practicable
distance should be maintained. The weather may also play a part in the manoeuvring of a life boat. Wind and
swell may push survival craft away from the vessel or back into a danger zone. Both life boats and life-rafts
should deploy their sea anchors as soon as practicable.
Survival craft should be marshalled and survivors taken from the water as soon as possible and any extra
supplies taken aboard craft that are currently occupied. Lookouts should be posted, bilges pumped and any
repairs carried out. Lookouts fore and aft should not be exposed to harsh weather conditions for long period. All
aboard should be directed to the purpose of attracting rescuers and keeping survival craft in good order. Busy
crew have less time to ponder the precariousness of their immediate situation. All orders given should be clear
and concise, and should be repeated by their recipient to ensure they are understood.
It should be realised that circumstances could change rapidly when aboard a survival craft. A leak could spring
and require immediate repair. The wind could change and blow the craft away from the sinking position of the
parent vessel, requiring all possible manoeuvring power to be mustered. Reactions to unforeseen circumstances
should always be prompt and appropriate.
Injuries to survivors must also be assessed by lifeboat Officer’s in charge. Probable causes need to be
identified, as must the extent of the injuries. Constipation and dehydration are to be expected, as no survivor is
to be issued food or water for the first 24 hours after abandonment. Vomiting is also likely unless anti-sea
sickness tablets are administered as soon as possible, and before vomiting begins.
More significant injuries or conditions must be prioritised in a manner that will effectively preserve the lives of
all survivors. Unconscious survivors must be treated first, followed by anyone with heavy bleeding. More
superficial cases would come last. Broken bones are to be set and if possible, secured. Minor bleeding can be
easily staunched.
The recovery of the rescue boat
The rescue boat comes along side of the ship and fastens the painter to the rescue boat. Boat is then allowed
to drift astern to the hoisting hook
Once in position, the hoisting link is slipped onto the lifting hook which had been manually returned to the
locking position once the boat is initially unhooked
The engine is then switched off
The crew then need to position themselves so the rescue boat will be raised with an even trim
Once the rescue boat has been raised to the disembarkation deck the crew get out of the rescue boat before
it is hoisted into position
The rescue boat is then raised until it is stopped by the limit switch. It is then wound in by hand until the
boat is about 300mm from its stowage position. I then used the joystick on the davit controls to bring the
davit arm inboard
Once the davit is in its stowed position, I used the joystick to hoist the boat into its final position
The boat is lashed and the davit valve closed. I turned off the hydraulic pumps and the covers are put back
over the engine and main steering console
Abandon Ship drill (step by step of what happened) – 01.07.12
1600 – General alarm sounded, Captain announced on the PA system “Abandon ship training drill.”
1602 – All crew mustered, head counted, communication established, stations reported their status
1607 – Duties of crew checked. Lifejacket’s and immersion suits checked for presence of emergency lights,
whistles, name of vessel – All okay
1610 – Engines started and tested (ahead and astern) – okay. Life boats prepared for launching
1615 – Life boats secured back and made ready for immediate use.
1625 – Debriefing – use of SART, EPIRB, VHF, launching procedures of life boat and life raft methods of
survival at sea
1630 – Drill completed
Drills are necessary for all crew, especially for a cadet, to obtain experience and practice needed for any kind of
unexpected danger. Although this is just a simulation, crew behaviour is very professional and showed great
level of awareness.
Officer with: 3rd Officer (Siryk, Yevhen)
Date: 5.8.13 Task no: A15.4
Locate distress equipment
How to operate pyrotechnics
Hyundai Hongkong pyrotechnics
The parachute red rocket is used to attract the attention of ships when they are at a distance. The rocket is
fired into the air and a red flare floats down on the end of a parachute. The flare will burn for not less than
40 seconds
The hand flare is used to attract the attention of ships or aircraft at night. The flare is held up into the air in
the direction of the ship or aircraft and well clear of the lifeboat. The flare will burn for not less than one
minute
Buoyant orange smoke signals, giving off orange smoke for at least three minutes, are especially useful for
attracting the attention of passing ships and aircraft during the hours of daylight. After activation throw
overboard to leeward – ensure that smoke signals are not operated within the confines of the lifeboat if a the
exposure cover is rig
How to operate Line-Throwing Apparatus – located on the bridge’s navigation locker
Where and assisting ship proposes to establish communications by means of a line throwing apparatus she
should ascertain whether or not it is safe for her to fire the rocket, particularly if her cargo is of a hazardous
nature, before making her final approach. If it is safe she should manoeuvre to windward before firing over
the other ship’s deck. If not, she should go to leeward and prepare to receive a line. Extreme caution must
be exercised when firing line-throwing rockets between ships when helicopters are in the vicinity
When a vessel in distress is carry highly flammable cargo and is leaking, the following signals should be
exhibited to show that it is dangerous to fire a line-carrying by reason of risk of ignition:-
o By Day Flag B of the International Code of Signals
o By Night A red light hoisted at the masthead
When visibility is bad the above signals should be supplemented by the use of the following International Code
signal made in sound:-
GU (- - …
- -) “It is not safe to fire a rocket”
Search and Rescue Transponder (SART)
Tron SART located on each side of the bridge (x2 for every vessel I’ve been on)
Activating:
Break the seal at the switch
Pull the locking pin and confirm the switch enters “ON” position, SART will then produce an audible “Bee
p” and LED will flash
Place the SART in a vertical position as high as possible. When interrogated by 3cm Radar, the internal lou
dspeaker activates
De-activating
Move the switch to “OFF” position
Replace the locking pin
Testing of the SART
Hold the switch in “Test” position
Simultaneously, another person should observe the 3cm RADAR for correct pattern
SART interrogated on the Hyundai Hongkong (5.8.13) by the X-band (3cm)
Test should preferably be performed at sea to avoid interference from land echoes
Battery to be changed once expired. Captain is to send Requisition to office with equipment full style details.
EPIRB – starboard
EPRIB located on the Starboard bridge wing (Hyundai Oakland)
Survival Craft Emergency Position Indicating Radio Beacons transmit on the aircraft distress frequencies of
121.5 Mhz. Float –free EPIRBS’s transmit on the frequency of 406 MHZ and send a coded message.
Instructions for use vary but will be found printed clearly on the front of the EPIRB.
Officer with: 2nd Officer (Sisyukin, Daniel)
Date: 27.7.13 Task no: A15.5 and B02.12
Vessel’s Position [Loaded Passage]
From – Oakland To – Nadhodka
Man overboard drill (team member)
The drill never used causality in the water or a substitute, but we still did the drill. No manoeuvres i.e.
Williamson Turn were actually made.
Lookout role
1600 I informed Bridge MOB from starboard side. While approaching the bridge, the 2nd
mate engaged hand
steering - rudder hard to starboard. MOB position marked on the chart
1601 Starboard side MOB life-buoy5 released to the water from bridge
MOB Life buoy
1602 Three long blasts sounded to advise other vessels in the vicinity. ER were informed to prepare main engine
for manoeuvring
1603 I was one of the extra lookouts (posted on bridge) monitoring the position of the casualty
1604 Rescue boat crew mustered at MOB station with all equipments. Vessels in vicinity were informed on
VHF channel 16
Flag ‘’O’’ hoisted
1604 Williamson turn performed
Action A:
Sound alarm
Life buoy release (from bridge wing)
Helm order (apply 35° of rudder towards the side the wo/man has fallen (operate all steering pumps)
Lookout posted (permanent)
Make appropriate sound and visual signals
5 Minimum 4kg from SOLAS (chapter 3, Regulation 7, 1)
Plot ship’s position (plot ‘MOB’ on GPS and Chart; both radars
Action B:
Helm order (continue Williamson turn until heading reaches 60° from original course, then apply 35° of
opposite rudder
Lifeboat ready (rescue boat ready for launching with assigned crew
Inform (engine room, ship’s in the vicinity by VHF, hoist flag ‘O’)
Action C:
Steady on (reduce speed)
Reciprocal of original course (prepare lifeboat for launching and rescue operation)
1608 Chief Officer reported all crew counted, DC missing
1609 Rescue boat prepared and manned for recovery of casualty as per Muster List
1620 Casualty recovered
1627 All equipment put back in position and secured. End of drill
Signal of the drill
By general alarm: continuous ringing
By whistle: 3 long blasts
Conclusions
All crewmembers acted as per muster list and demonstrated knowledge of the emergency procedures and
operations of the launching appliances.
Debrief (5minutes after)
How to use the Public Address (PA) system
Line-Throwing instructions and how it works
K19 Line-Throwing Appliance
Officer with: Captain (Nikolov, Georgi Aleksandrov)
Section 2 - Maintenance
Subject Task
Awareness of Safety of self and others A21.1
Complying with maintenance procedures A21.2
Safe working practices A21.3
Routine and Non-routine inspection of equipment A21.4
Tank Entry (enclosed space) A21.4
Date: 03.03.14 Task no: A21.1
At – Anchorage (China)
Awareness of Safety of self and others
All work contains some risk for human’s life, so special preparations and precautions must be considered. Also
if something is out of order then to report the incident immediately i.e. if you smell smoke then something is
burning.
Transformer on the had too many devices plugged in (coffee machine, printer, microwave)
I display awareness for safety of myself and others through revising the Code of Safe Working Practice then
implementing the basic principles.
When on anchor watch, about 1830, I could smell something burning. Immediately I searched in the area for the
cause. By the time Chief Officer came back from the bridge wing, I already found and switched off the
transformer before unplugging.
After making sure there was no after effect, I contacted the electrician to bring a new one while discarding the
malfunctioning one.
I notified all the Officers personally to inform the rest of the crew not to overload the transformers to help
prevent this from happening again because many crew have these in their cabins.
Officer with: Chief Officer (Budnyayev, Andriy)
Task no: A21.2
Complying with maintenance procedures
DP world deficiency corrected before returning to Australian ports
Ships Safety Management (SMS) system zodiac
To ensure written procedures are in place to guide the Captain and Officers i.e. Chief Officer in important
aspects of ship board operations and to also guide the Captain and Officers on what to do in the event of an
incident.
Permit-to-work system
The following need permits to work:
Hot work (which was especially crucial when in dry dock with the Hyundai Oakland) – Annex 16.1.4 (COS
WP)
Enclosed space entry – Annex 16.1.2 (COSWP)
Electrical Isolation (Low voltage) - Annex 16.1.6 and (High Voltage) – 16.1.7 (COSWP)
Working aloft/ Outboard – Annex 16.1.5 (COSWP)
Bosun’s chair (COSWP 15.5)
Bosun painting the Zodiac logo on the Hyundai Oakland on the 13.03.14
The correct use of permits-to-work in conjunction with a full risk assessment is paramount. Even if the Bosun,
in the above picture, wanted to self-certify the job, he cannot. The permit requires that a 2nd
person verifies the
additional risk control measure which was Chief Officer in this case.
Precautions when working in hazardous areas
Additional measures are required when working with dangerous chemicals and moving surface. The picture
below shows the job before cleaning. The grease from the cranes has built up over time and left a layer on top of
the hatch cover.
Using marine thinner on the hatch cover near the edge when the vessel’s rolling
Inspection by Classification society (at Dry Dock on the 07.04.14)
During my service on Hyundai Oakland, we were inspected by the Class Nippon Kaiji Kyokai (NKK) to renew
some of our certificates. Our vessel is a container carrier and most of the container vessels have a tight schedule.
Because of the increased requirement for efficiency in port operation, the container carriers stay at ports shorter.
Because of that the time period for survey is shorter. So the surveyors require from the Captain and his crew to
prepare all equipments and documents before the vessel arrives at their ports.
Some of the vessel’s certificates validities were finished and the company was notified prior to arriving at Dry
Dock in Hong Kong.
The vessel particulars and equipment must comply with the international regulations and must be checked at
regular intervals. Below is the equipment that must be checked:
Structure
Machinery spaces
Conditions of assignment of Load Lines
Life-Saving Appliances
Fire Safety Appliances
Regulations for preventing collisions at sea
Cargo Ship Safety Construction Certificate
Cargo Ship Safety Radio Certificate
Equipment in excess of convention or Flag State Requirements
The Regulations are:
International Maritime Organization (IMO)
International Regulations for Preventing Collisions at Sea 1972 (COLREGS)
International Convention for the Prevention of Pollution from Ships 1973, as modified by the Protocol of
1978 (MARPOL 73/78)
International Convention for the Safety of Life at Sea 1974, as amended (SOLAS)
International Labor Organization Convention 1976 (ILO 147)
Standards of Training Certification and Watchkeeping for Seafarers 1978 (STCW 95)
Shipboard Oil Pollution Emergency Plan (SOPEP)
After the vessel was inspected and found clear by the Surveyors, the inspection results were shown on the
certificate with a new valid time.
What the surveyor requires before arrival
In Captain’s Responsibilities, the followings must be prepared
Certificates: All the available documents and original copies of the Certificates
STCW: All crew’s documents
SOPEP: The plan must be approved and must be include all details up-to-date
International Safety Management (ISM): During voyage the drills must be carried out (according to SOLAS
and Company requirements) regularly and effectively with documented evidence. After the drills are carried
out, the remarks must be written in Deck Log Book
The Documents which must be prepared
All statutory and class certificates
Go over bridge audit checklist [appendix 6.2]
Safe Manning Document
Deck and Engine log book
Stability booklet and loading manual
Condition of assignment for Load Line
Cargo securing and Container Lashing Manual
Nautical publications and charts and their updates
Planned maintenance system and entries
Life Saving and Firefighting equipment maintenance plan and records
Oil Record Book and its entries
Declaration by Captain related to cargo ship safety equipment certificate
For Bridge including equipment
Nautical Publications: All publications must be valid and the required volumes must be on board. The
corrections for all publications must be done by the responsible Officers
Charts: All charts must be corrected; the waypoints must be drawn on charts according to passage plan by
the 2nd
Officer
Magnetic Compass: The compass must be read easily and correctly adjusted. The deviation card is shown
near the steering stand
Lights, shapes and sound signals: All the lights visibility or distinctive character; the sound signals must be
comply with the specifications; and light shapes must be kept clear according to COLREGS
Global Maritime Distress and Safety System (GMDSS): All GMDSS equipment should work in good order,
the tests must carry out regularly and records must be recorded in the GMDSS log book
Emergency Position Indicating Radio Beacon (EPIRB): It should work in good order; maintenance, records
and tests must be carried out regularly
Life Saving Appliances
Emergency Lightning and Batteries: All Functioning correctly and the batteries charged
Lifeboats: All life boat structures (the hull must be checked for any damage), inventories (the equipments
must comply with the inventory list and their validity), engines (the engine must start without difficulty),
steering must be tested regularly
Lifeboat davits: All davits must be maintained according to manufacturer’s manuals, the ropes, stoppers
must be in good condition
Life rafts: The rafts container must be clear of obstruction. Weak link must correctly positioned and the
hydrostatic release must be in date
Lifebuoys and life jackets: According to SOLAS, the correct number of lifejacket and lifebuoy must be held
on board. The self-igniting lights must work well and the Vessel’s name must be written on the buoy. All
life jackets lights reflectors, whistles must work in order
Accommodation
Fire Doors: All the doors should able to close tight and in good condition (C Deck accommodation was not
able to shut fully, which was never fully fixed)
C deck Fire Retarding Door (A type)
Fire Fighting Equipment: All equipments must be checked with regular intervals, placed correct and
worked in good working order
Fire Safety Plan: The safety plan must include the detailed plan of vessel, crew list and dangerous goods
(DG) list [appendix 4.6]
Signs, indications: All signs must be clear and placed well which can be seen everywhere
Deck Area
Deck corrosion: The must be far away from the dirt and rust; should be maintained well, not corroded
Cargo and other hatchways: The weather tightness of the hatch covers must be in good condition and the
securing devices should be in place and adequate
Weather tight doors
Ventilators, pipes, casings: They all must be clearly marked and in good working condition. Pipes, which
are used for different things, must be suitably marked
Anchor windlasses and Mooring winches: They must be checked with regular intervals and operated
without any problem
Firefighting equipment, Fire dampers and quick closing devices [appendix 1.2]: They should be clearly
marked, operated easily and clear from any corrosion
Signs and indications: The same as accommodation, must be clear and placed well
Working Spaces
Emergency Fire Pump: This pump must be started easily and deliver sufficient pressure to the hoses
Emergency Generator: It must be operated regularly, started easily and connected to the switchboard
Engine Room
Cleanliness of the Engine Room: The engine room must be clean. There must not be oil leakage, the bilges
must be clean, the tank tops must be clean, and the oily rags must be cleared after usage
Auxiliary engines: Must be work in good order
Propulsion main engine: All components must be functioning correctly
Oil Filtering Equipment: There must not be any illegal pipe work and must be working correctly. 15
Particulars per Million (PPM) alarm arrangements
Weather tight doors: They must be in good condition, secured correctly and capable of being closed
remotely
Signs and indications: They should be replaced as required and kept clear
Firefighting equipment: All equipments must be work in good order, in correct place, with valid date,
recharged, and marked where necessary
Date: 8.9.12 Task no: A21.3
Safe working practices
Work planning
Aft mooring team before connecting the tug and then sending the lines ashore
Safe Working Load (SWL)
SWL of the bollard displayed clearly
Entry into enclosed spaces (COSWP - 12.3.2, 17.1)
Gas alert system Spare BA set
Work aloft and outboard (COSWP 4.10.1, 15.2)
In the example below, the AB was not able to guard himself against falling as he was climbing the ladder with a
bucket of paint in one hand.
2 AB’s working 2m above the deck with no safety harness with lifeline or safety net
Safety procedure when working aloft
Only experienced seamen are sent aloft, wearing safety harnesses
No one is to climb the funnel or masts without the approval of both officers of watch from bridge and
engine room. In order to avoid accidental use of radar, radio aerials, whistles, safety valves and waste pipe
outlets, the respective equipment is to be shut off and always check all supporting equipments
If possible, rig safety nets
Never leave tools unsecured on such areas
Wear suitable clothing, shoes and hard hat
If possible do not raise men in a Bosun`s chair. If necessary, only do so by hand
When working over side, always wear a life jacket in addition to a safety harness. Have a lifebuoy and line
available on deck. Do not work over the side while the vessel is underway and making way
We should not work alone so someone is able to quickly summon assistance
Preparation of work area
Selecting the correct tools, material and equipment. Injury can be caused by misuse of tools (COSWP 12.7.10).
One of the OS’s was tightening lashing when the turnbuckle unjammed and spun the tightening bar around,
cutting his nose. This could have been avoided.
Lashing bar on the Maersk Eubank
Personal Protective Equipment and Clothing
Protective clothing should be used on every occasion and particularly when welding in the prone position where
large areas of the body might otherwise be in contact with the earthed "work" or vessel's structure. The body
should be fully clothed and the clothing maintained as dry as possible to provide insulation against the open
circuit voltage which even when using the safety devices mentioned above, will momentarily be of the order of
the striking voltage.
Returning tools to the correct place
Ropes should be stored away from heat and sunlight, and in a separate compartment from containers of
chemicals, detergents, rust removers, paint strippers or other substances capable of damaging them.
Polypropylene ropes which have the best all round resistance to attack by harmful substances are generally
preferred. When splicing polypropylene ropes ensure at least 3 full tucks with the length of protruding tails
equal to at least 3 times the rope diameter. Ropes should be inspected internally and externally before use for
signs of deterioration, undue wear or damage. Lifelines should be load-tested to four or five times the loads they
will be required to carry. Mechanical fastenings should not be used in place of splices on man-made ropes.
Portable ladders
All ladders should be inspected at regular intervals and maintained in sound condition. Wooden ladders should
not be painted or treated so as to hide cracks and defects. When not in use, portable ladders should be stowed in
a dry ventilated compartment away from heat. Always use both hands to negotiate a ladder. Working from
ladders is not allowed unless unavoidable in which cases always ensure a safety harness and lifeline to be worn.
Dispose of waste materials
Dispose of waste but not in this way
Leave work in safe clean condition
Manual lifting and carrying (COSWP 19.4.3)
Poor posture when moving the semi-automatic twist locks to another gear box
Date: 21.5.14 Task no: A21.4
Routine and Non-routine inspection of equipment
When at dry dock (while on the Hyundai Oakland), we serviced a variety of equipment which were up for
annual and some 5 year shore service (known by using the SOLAS e-log).
Safety round with 2nd
officer inspection outside the accommodation (18.07.14) found the hose and coupling dirty
All crew should report any malfunctions, and not wait for the Safety Officer to notice. Listed below are routine
and non-routine inspections of equipment (on deck).
Mooring ropes and hawse pipes are checked. If there is any damage they need to be replaced / repaired /
spliced
Rusted part of the weather deck is de-rusted then painted
Turn buckles are greased (not too much)
All bolts, nuts, screws that are for closing the hold access , ventilators, man holds are clean and greased
Accommodation ladder, pilot ladder and life boat wires are checked and greased
Man ropes , spreaders, steps of the pilot ladder is checked and the damage parts are renewed
Fire hydrants are de-rusted and painted
Fire nozzles are checked for its easy operation of open and shut
Ventilations are also checked for its easy operation of open and shut
Cross deck platforms and lashing bridge platforms are checked for any damage and replaced
Hydrant valves are checked for easy operation of open and shut
A21.4A and B – Survival craft, davits, other lifesaving appliances
Wire load test (for davit) in Dry dock on the 11.04.14
Lifebuoy
Letters to be BLOCK capitals Roman alphabet with name and port registry of the vessel (SOLAS Ch.3, Reg. 7)
A 21.4C – Firefighting appliances and equipment maintenance6
Maintenance of firefighting equipment is 3rd
Officers job. Permanent signs should also be checked to make sure
they are in their correct location (COSWP 28.2.2).The 2nd Officer must fill in and send to Zodiac a monthly
safety equipment report form which shall keep the company informed about onboard maintenance work.
Every three months:
All hose couplings shall be examined and, if required, repaired or replaced by new ones
Fire hydrant valve should be easily opened and closed
Adequate lubrication of hose and nozzle couplings, hydrant valve and cover should be ensured
Every five years:
All extinguishers shall be tested ashore
Hyundai Oakland (8.4.14) sending foam and CO2 extinguishers ashore in dry dock
External inspection performed before sending ashore
Is the safety pin in place, and operating freely
Examine the exterior, including the base for signs of corrosion
Ensure that all instructions are legible and in appropriate languages
If the unit is of the stored pressure type and has a gauge, is it showing an acceptable reading
Examine the hose and their securing clips for any sign of cracking or damage
Inspect the bracket for damage ensured that it is securely attached
Are the appropriate signs and instructions displayed to the extinguisher?
It is not practicable to recharge CO2 on board. If these are found to have lost more than 10% of their content
weight they should be replaced and returned to an appropriate recharging facility.
Internal inspection of cartridge operated units before dry dock
Discharge or empty the cylinder completely
Internal inspection of dry powder extinguishers must not be undertaken in a damp or moist atmosphere
Remove the cap slowly and carefully to vent any residual pressure
Empty the contents in to a clean bucket
Water (from Foam extinguishers) should be clean and show no signs of color through rusting
Remove the CO2 cartridge and check its condition and date. If date expired it should be replaced. If in-date
checks the weight against the full weight as marked on the cartridge: if there has been a weight loss of more
than 10% of the contents the cartridge should be replaced
Check the operating mechanism
Ensure that hoses, syphon tubes pressure relief ports and other orifices are not obstructed
Check that all washers, 'O' rings and seals good condition
Refill and reassemble the extinguisher. Lightly lubricate threads
Powder must be kept dry. If there is any sign of caking, lumps, foreign matter, or the free flow of the
powder is inhibited, it should be disposed of
Use an inspection light to check for internal corrosion or deterioration of any protective lining. Some dry
powder extinguishers have a burst disc fitted in the discharge hose to prevent moisture entering and affecting the
extinguisher contents.
6 From FSS CODE some information
Hoses and box
We used a Dutch roll (rolled from the centre with both couplings accessible) in the case of a fire, this is the
easiest way to unroll the hoses and connect them to the hydrants and between. For the proper maintenance keep
the hose box always cleaned and dry, always check that the boxes are properly closed. And have proper closing
arrangement and have a rubber gasket to avoid water and moisture entering the box.
Testing the pressure in the hoses with 3rd
Officer
Hose testing must be done so that it can be sure all hoses are free from any holes or damage and are ready for
use in an emergency.
Fire hose pressure test on Hyundai Hongkong (07.07.14)
Due to vibration they may chafe, therefore they should stow with minimum contact
Their storage should be in dry and well ventilated conditions
Hoses must be protected by being wrapped in rags or similar things where it passes over sharp edges such
as door sills, hatch coamings, etc.
When avoidable do not drag hoses over rough surfaces
Avoid hoses to sudden shock loads by opening valves and hydrant slowly
Similarly avoid sudden closures of nozzles
After contact with oils and grease and after use with foam, hoses should be washed and flushed
Drained and wipe down before stowing
To drain the hose lay it flat along the deck
Damaged and suspected hose must be removed from service until an efficient repair is done
Ensure and check that the inner linings of the hose are in good condition
Jet Spray (multi-angle) Nozzle
Maersk Eubank (10.07.12) with Siryk, Yevhen (3
rd Officer)
First I took the seal off the nozzle then used a wire brush to clean the rust (blue residue) off brass then oiled the
operating section of the nozzle.
Nozzles should not be dragged along the deck or subjected to knocks and blows
Nozzles must be stowed where they cannot move
Mechanisms should be lightly greased according to the manufacturer’s instructions
Always ensure that the operation of the nozzles does not become impaired by build-up of old grease
Check that the rubber gasket in the nozzle is in good condition and no signs of deterioration
Checks to be performed monthly and thorough inspections quarterly
Hydrants
Inspect after use or at interval of not greater than 1 month
Inspect the sealing rings
Hydrant cap must connect with rope or wire to the hydrant
Check any leakage of water from hydrant after closed the valve
Keep the hydrant properly cleaned rust free and painted red
Keep the spindle greased; remove any deposition of old extra grease to have free movement
Check the rubber gasket of the coupling, do not paint the gasket
When the fire line is pressurized and the valve is closed the hydrant should not be leaking
Check that the coupling has a proper sized cover. And do not paint the coupling
Use the manufacturer’s instruction for specific maintenance
Check the hydrants monthly and thorough checks every quarterly
Every 5 years each fire hydrant should be opened and cleaned inside from layers of salt water that was
accumulated through years
A21.4D – Windlass, winches, roller leads
Inspect regularly with respect to the looseness of bolts, brake, noise, lubrication, gearbox, crack or corrosion.
The operator should perform the inspection before and after operation without fail if any abnormality is detected
while operation immediately inspects the suspected part.
Grease lubrication employed for gearboxes, gear wheels, check all the bearings and lubricate
Check and clean the open gear wheels, sliding surfaces and brake spindles
Brake should checked properly
Check regularly if there is any crack or rust is obtained
A21.4E - Maintenance of the hatch covers (Mac Gregor)
Water seals – check they are not torn, worn or damaged
If containers are found on the pad, the pad shall be cleaned by brushing it gently or by blowing with air
These bearings are self-lubricating and do not require additional lubrication. Do not apply grease or any
other substances to the bearing surface or the mating stainless steel plate as this might destroy the protective
layer
A21.4F – Gangway, pilot ladders
All system consists of accommodation ladder (gangway), davit, torsion bar, air winch and wire rope. The
machine consists of an air motor, the drum and the reduction gears. Every part has enough strength and rigidity
for the designed load. The wire rope should be replaced with new one in the following cases:
When 10% or more of all wires have been cut in one twice of the rope
When the diameter has decreased below the nominal diameter of 7%
When the rope has kinked
When considerable deformation or wear has been found
A21.4G - Mooring ropes and wires and anchoring equipment
Inspect regularly with respect to the looseness of bolts, brake, noise, lubrication, crack or corrosion
The operator should perform the inspection before and after operation without fail if any abnormality is
detected while operation immediately inspects the suspected part
The protective oil on gear wheels inside the encased gearbox should check regularly and clean
Brake should check properly
Check regularly if there is any crack or rust is obtained
Check all bearings and lubricate
Check and clean the open gear wheels, sliding surfaces and brake spindles.
A21.4H – Lifting gear
Intervals of inspections of crane parts vary depending on frequency or conditions of use. Determine the intervals
after actual use of crane. It is recommended to mark the date of inspections in the schedule. According to the
marked schedule, spare parts can be ordered or purchased smoothly.
A21.4I – Cargo and operation gear
These covers have to withstand the weight of many tons of seawater that may break over the deck during
adverse weather; hence they are strong, rigid structures. However the vessel flexes or works in a seaway, and so
the joint between the flexible vessel and the rigid hatch covers have to absorbing this movement, in addition to
providing a watertight seal.
A21.4J – Painting (both internal and external) [COSWP 24]
Prior the paintings, the oil and grease should be removed from the surface by thinner. Next step is to wash the
surface by fresh water in order to remove the corrosive salt and sulphates. If they remain on the surface during
the painting, it may cause corrosion due to chemical reaction with oxygen. Rust is removed by shot, grit and
sand blasting. If the surface preparation is made by the hand, rust will be removed by chipping hummer, disc
sander and wire brush. If the surface has been damaged during rolling, cutting or welding, or suffered
mechanical abrasion in handling and transport, the affected areas are cleaned by wire brush or disc sander.
Finally, the surface is cleaned by vacuum cleaner or blowing with compressed air. The surface is painted as
soon as possible with the primer in order to prevent corrosion, because it rust rapidly when is exposed to the air.
First treatment
First treatment (Hyundai Oakland) to the cross-deck
Mill scale and rust should be removed
Steel surface of small fittings not to be shot-blasted, and rust, loose mill scale to be power-cleaned with disc
sander and/or wire brush, scrapers, etc.
Dust, dirt, oil, moisture and other foreign matter to be cleaned off before painting
After completion of all mentioned above 1 coat of primer to be laid on the prepared surface in order to prevent it
from de-rusting. Any work, such as marking, welding, cutting, etc. Not to commence before the hardening of
primer.
Second treatment
Second treatment (Hyundai Oakland) to the accommodation area after the 1
st coating
Before the first coat is applied, rust the area of steel surface including welding beads to be de-rusted
Dirt, oil, grease, water or other foreign matter to be cleaned off prior to the application of paint
The area cleaned and de-rusted is to be coated with a second coat before re-rusting occurs. When the 1st coat
cannot be applied immediately after the cleaning, the primer is to be applied to prevent the surface from re-
rusting.
Areas not to be painted
Rubber seal around the water tight doors covered in paint
A21.4K and A21.4L – Steelwork
Apply a protective coating. Before any hot work happens outside the fitter’s workshop, he must have a hot work
permit-to-work after attending a tool box meeting, along with a risk assessment before work begins.
Date: 07.07.14 Task no: A21.4
Tank Entry (Enclose Space entry)
5 WBTs
Enclosed Spaces
Enclosed Spaces are cargo tanks, ballast tanks, fuel tanks, water tanks, lubricating oil tanks, slop and waste oil
tanks, sewage tanks, cofferdams, duct keels, void spaces, pipelines or fitting connected to any of these, inert gas
scrubbers and water seals, boilers and main engine crank cases and any other item of machinery or equipment
that is not routinely ventilated and entered. Always maintain a legal and safe working environment on board the
vessel.
Permit-to-Work
Before work can begin in an enclosed space a permit to work must be filled out but before a permit to work can
be completed an assessment of the work to be done has to be carried out by a responsible officer. There are 4
sections to the enclosed space entry permit: Description, Pre-Entry Preparations, Pre-Entry Checks and
Signatures.
Description
The description section includes
Location/Name of Enclosed Space
Reason For Entry
When The Permit Is Valid
After the time runs out on the permit or 24 hours passes from the start of the permit a new permit must be issued
before work can continue.
Pre-Entry Preparations
This section is a list of questions followed by a Yes/No box and an initials box the questions are
Has the space been segregated by blanking off or isolating all connecting pipelines?
Have Valves on all pipelines servicing the space been secured to prevent accidental opening?
Has the space been cleaned?
Has the space been thoroughly ventilated? This is checked by using atmospheric testing equipment his
checks Oxygen levels (should be 21%), Hydrocarbon levels (should be less than 1% of LFL (Lower
Flammable Limit)) and Toxic gas
Have arrangements been made for frequent atmosphere checks to be made while the space is occupied and
after work breaks?
Have arrangements been made for the space to be continually ventilated throughout the period of
occupation and during work breaks?
Is adequate illumination provided?
Is rescue and resuscitation equipment available for immediate use by the entrance?
Has a responsible person been designated to stand by the entrance to the space?
Has the officer of the watch been advised of the planned entry?
Has a system of communication between the person at the entrance and those entering the space been
agreed and tested?
Are emergency and evacuation procedures established and understood?
Is there a system for recording who is in the space?
Is all equipment used of an approved type?
Pre-Entry Checks
This section is a list of statements followed by a Yes/No box and an initials box the questions are
Section 1 of this permit has been completed fully
I am aware that the space must be vacated immediately in the event of ventilation failure or if atmosphere
tests change from agreed safe criteria
I have agreed the communication procedures
I have agreed upon the reporting interval of ____ minutes
Emergency and evacuation procedures have been agreed and understood.
Signatures
This section must be signed by the Master or Chief Officer, the Team Leader, the Person Supervising Entry, and
the date and time must be entered.
If all is found satisfactory the job can be carried out.
In this case all was found in order and work could commence. The work to be carried out was a general check of
the side shell plating in the aft peak tank. The reason for this inspection was that there had been several high
water alarms coming from the aft peak tank; however when a sounding was carried out there seemed to be no
indication of excess water. The decision was made to send someone in to investigate and if necessary replace the
high water sensor.
Equipment Used
The following equipment was used for use by and to support a two man team,
Personal Protective Equipment (PPE)
3x Large Torches
2x Personal Atmosphere Sensors
1x Lifeline
1x Stretcher
3x Handheld Radios
2x Drager Emergency Escape Breathing Devices
2x Drager Self Contained Breathing Apparatus
1x CO2 Fire Extinguisher
1x Fire Hose Set Up To Hydrant
1x Bucket And Rope
Necessary Tools
Use of Equipment
PPE before the work began all team members were checked to see if they were wearing the correct PPE. In this
case boiler suit, safety shoes, hard hat, safety goggles, gloves, and harness (harness is used for emergency
evacuation).
Torches used to illuminate the space the further the team moved away from the entrance which was lit using
external lighting. 3 torches are used, 1 for each team member entering the enclosed space and one for
emergency purposes.
Personal Atmosphere Sensor worn on the outside of the clothing these give a reading on the atmosphere where
the team is working.
Lifeline used both for a means of communication and if a rescue party needs to be sent in they can follow the
lifeline to the team members. Lifelines were connected using karabiners the line was attaché firmly to the
karabiner which was attached to the harness. Karabiners are used to unattached the line should it become
entangled.
Stretcher in the event of a casualty having to be rescued from an enclosed space a Stretcher is needed to get
them out.
Handheld Radios are used as the primary means of communication (it was agreed the team should check in
every 20 minutes) however if the radios fail there is always the Lifeline as a backup means. Handheld Radios
are used for communication with the bridge used to inform of work progress and if something goes wrong.
Emergency Escape Breathing Devices (EEBD’s) are used for escaping an area if it becomes inhospitable;
these are kept outside the tank with the responsible person in charge. This is because it is not always apparent to
a person when they are breathing in toxic gases and they may become unconscious before fitting the EEBD.
BA Sets are used primarily for firefighting however they are also used for search and rescue in questionable
atmospheres. 2 BA Sets are used to equip a rescue party once they arrive they enter he space wearing BA Sets to
offer initial assistance.
Spare BA Bottles Spare bottles are for a rescue party in the event that if a casualty needs to be taken out the
operation might take longer than 40 minutes therefore Spare BA Bottles need to be provided as close to the
scene as possible.
CO2 Fire Extinguisher although no hot work was being carried out at this time it was insisted that there should
be means of fighting a fire in the event of one appearing.
Fire Hose and Hydrant again although no hot work was being carried out a fire hose was made ready nearby in
the event of one occurring.
Bucket and Rope used to lower tools and other equipment into the enclosed space and take them out again
when work has finished.
Necessary Tools the tools needed for the job were used by the team.
During Entry
When in the enclosed space it is important to take the following into account.
Ventilation should continue throughout the period the space is occupied. If ventilation fails, evacuate the
space immediately
Test the atmosphere periodically
If the person in a space is in any doubt or feels in any way adversely affected he should signal above and
leave the space immediately
Should an emergency occur, the Emergency Alarm should be sounded to summon the rescue team?
Where there is a possibility of hazard from contact with dangerous chemicals, protective clothing should be
worn
Findings
When the inspection was complete it was noted that there was no leak into the tank and the water inside was
well below acceptable parameters, basic maintenance was carried and there has been no further problems.
Officer with: Chief Officer (Mihalcea, Catalin Daniel)
Section 3 – Bridge Watchkeeping and Navigation
Subject Task
Passage planning
Relieving and handing over the watch B01.1 and B02.1
Assist the OOW in watch activities B01.3
Lookout at anchor B01.4
Communicating with shipboard and shoreside B02.2
Understanding and Implementing orders B02.4
Updating and correction of publications and charts B02.5
Departing under the supervision of Captain B02.6
Fixing the vessel’s position B02.7
Compass usage and correction B02.8
Manoeuvring characteristics during different phases B02.9
Steering modes and speed controls B02.10
Man overboard procedures B02.12
Visual signals displayed by my vessel B02.13
Global Maritime Distress and Safety System (GMDSS) B02.14
Recognising changes in the weather and taking agreed action as appropriate B02.16
Implementing a passage plan B02.17
Anchor watches B02.18
Maintain navigational logbooks and records B02.19
OOW response to vessel emergencies and malfunctions B11.2
Methods of indicating distress at sea B11.3
OOW response to a distress B11.4
Passage Planning [appendix 3.10]
From – Brisbane To - Kaohsiung
Any passage plan should be planned form berth to berth. On the vessels managed by Zodiac the Officer
responsible for preparing passage plan is the 2nd
Officer. Once prepared, the passage plan shall be checked by
the Captain. All OOW should familiarize with plan before departure and sign. For preparation of a passage plan,
the OOW should use the most updated Notices to Mariners, Charts, and Publications.
There are four distinct stages in any voyage:
1. Appraisal 2. Planning 3. Execution 4. Monitoring
Appraisal
Appraisal means gathering and studying all the information about intended voyage. This includes:
Selecting from chart catalogue navigation charts
Selecting appropriate navigational publications for intended voyage – sailing directions/, ALRS Vol. 6 List
of Lights, Lists of Radio Signals, Guides for Port Entry, Tide Tables and Tidal Stream Atlases
Correcting charts and publications with notices to mariners, local and NAVAREA navigational warnings
Considering departure and arrival drafts, any cargo stowage/carriage restrictions, and any other special
requirements for the passage
Taking into consideration weather forecasts and weather routing
Checking charts and publications for any recommendations on a route to take
Planning
Planning is the most essential part, because at this stage courses are drawn on the charts. Also charts are marked
with all information necessary during voyage – predicted tides, reporting points, safety requirements, etc.
During the planning, the following aspects must be taken into consideration:
Charts - all the charts for the intended voyage to be collected together and putted in the right order
No-go areas - to be highlighted where the vessel cannot go safely
Changing of chart - on every chart to be indicated the position for passing to the next chart
Waypoints - showing positions for altering the course, but also they may indicate:
o Beginning or ending of sea passage (highlighting wheel over points)
o Changing of speed (refer to the routeing chart)
o Pilot dis/embarkation points, reporting points, pilot boarding area
o Distance to go to the next point, sailed distance
Fixing interval – such a frequency of fixing, ensuring safety of the vessel (especially in high traffic areas)
CPA – the closest point of approach for defined area i.e. a buoy
Reporting points to the relevant authority
Anchor clearance and UKC – Under Keel Clearance for relevant position (especially when passing under a
bridge i.e. in Melbourne)
Tug engagement
Compass errors
Leading lines, range of lights, clearing bearings
Execution
Once prepared and verified by the Captain, the passage plan to be strictly followed but can be changed by the
Captain depending on a variety of reasons.
Monitoring
It is ultimate the responsibility of the OOW to continuously monitor the vessel’s progress along the intended
track by appropriate position fixing.
Officer with: 2nd Officer (Ai, Shi Hu)
Date: 11.09.12 Task no: B01.1 and B02.1
Watch: 08:00 to 12:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Rotterdam To – Port Tangier
Relieving the Officer from watch
When coming on to 3rd
mate’s watch, I used the parallel ruler and divider when marking the 0800 position.
The 3rd
mate went over the Checklist No. 3 ‘Changing over the Watch’ [Appendix 3.1].
Things that weren’t mentioned in the checklist that I checked also were:
The difference between standard compass and gyro compass (which is true is no error exists)
The next 4hours watch situation
Squelch on the VHF
Check Instruments (Aneroid Barometer, Sextant)
Checking the weather (from SPOS, radio facsimile, weathernews [company Zodiac deals with])
In addition to the Checklist when arriving on watch I also checked:
DSC self-test [Appendix 3.7] for the GMDSS (VHF and MF/ HF)
Radar information i.e. waypoint correct with the GPS Distance to Go (DTG)
Public Announcement (PA) system, which is checked at 1200 by 3rd
mate before handover
Later after handover I would check hand steering at some point i.e. waypoint alteration along with comparing
compasses.
Handing over the watch
After filling in the Logbooks (Deck Log Book [DLB], Bell Book if under Master’s conning)
Duties Officer of the Watch
maintaining a look-out and general surveillance of the ship
collision avoidance in compliance with the COLREGS
recording bridge activities and make periodic checks on the navigation equipment in use
execute the passage plan safely and monitor the progress of the ship against that plan
maintaining the radiocommunications
controlling the speed and direction of the ship
to be fully conversant with shipboard obligations with regard to pollution prevention
Officer on watch with: 3rd Officer (Rajendran, Paari Hasan)
Date: 11.09.12 Task no: B01.3
Assist the OOW in watch activities
All vessel personnel who have navigation watch keeping duties are part of the Bridge Team. There are different
compositions of the team members, depending on navigation conditions: all Officers, AB’s and Deck Cadets are
part of the Bridge Team. The Captain has authority and responsibility to make decisions with respect to safety
and pollution prevention. When the Captain has arrived on the bridge, their decision to take over control of the
bridge from the Officer of the Watch (OOW) must be clear and unambiguous.
The OOW should:
Be aware of the state of stability
Offer assistance to vessels or persons in distress
Take necessary precautions to prevent accidents or damage when propellers are turned
Enter in the appropriate log book all important events affecting the vessel
Maintain a look-out and general surveillance of the vessel
Collision avoidance in compliance with the COLREGS
Recording bridge activities and making periodic checks on the navigation equipment in use
Execute the passage plan safely and monitor the progress of the vessel against that plan
Maintaining radio communications
Controlling the speed and direction of the vessel
To be fully conversant with vessel obligations with regard to pollution prevention
The AB (helmsman)/ and deck cadet
Maintaining proper look-out and report to the OOW about revealed targets
AB steers the vessel if required
Duties when approaching a busy port in reduced visibility i.e. Oakland
When restricted visibility is encountered or expected, the first responsibility of the OOW is to comply with the
relevant rules of COLREGs, with particular regard to the sounding of the signals. In additional, they should:
Inform the Captain
Post a proper look-out and helmsman, and in congested waters, apply the AB to hand steering immediately
Exhibit navigation lights
Operate the radar and ensure the radar plotting
Ensure a proper radio watch keeping
Make sure that the chart are suitable for the planned passage
Maintain the bell book
Operating the telegraph as required and ensure engine monitoring and revolution match the indicated order
Rely orders to the helmsman and check the helmsman
Carry out arrival/departure testing procedures
Plot position of the vessel by all available means at regular intervals, frequency depending of the situation
How I assist the Captain and the Officer:
Maintaining the proper look-out
Check pilot embarkation and disembarkation ladder and escort Pilot to and from as required
Hoist flags
Plot the position of the vessel
The Captain must adopt an adequate bridge procedure for restricted visibility, utilising the navigation aids and
manpower on board, taking into account the prevailing circumstances. The Officer on the watch must positively
identify all relevant navigation marks. Distinctive chart features should be also used for monitoring the vessel’s
position visually, by radar and by echo sounder.
Approaching the port, according to the local rules, published in Admiralty List of Radio Signals, the OOW
should call the Traffic Control Station and the pilot station and advise them about our ETA and take information
about pilot boarding time. All the navigational equipment, including the steering gear must be tested. The
manual steering must be applied in sufficient time.
Officers in charge of a navigational watch are responsible for navigating the vessel safely through their periods
of duty, when they shall be physically present on the navigating bridge or in a directly associated location such
as the chartroom or bridge control room at all times. An appropriate and effective watch must be maintained for
the purpose of safety at all times, while the vessel is at anchor or moored and, if the vessel is carrying hazardous
cargo, the organisation of such a watch takes full account of the nature, quantity, packing and stowage of the
hazardous cargo and of any special conditions prevailing on board, afloat or ashore.
The watchkeeping duties of the OOW include maintaining a lookout and general surveillance of the vessel,
collision avoidance in compliance with the COLREGS, recording bridge activities and making periodic checks
on the navigational equipment in use. Procedures for handing over the watch and calling for support on the
bridge should be in place and understood by the OOW.
The navigational duties of the OOW are based upon the need to execute the passage plan safely, and monitor the
progress of the vessel against that plan. Radio communications are an important element in the duties of the
OOW, who is responsible for maintaining a continuous radio watch at sea. The OOW should be able to control
the speed and direction of the vessel and be familiar with the vessel’s handling characteristics and stopping
distances. They should know the location of all bridge safety equipment and know how to operate that
equipment.
Other duties that the OOW may have to undertake are general communications, cargo monitoring, the
monitoring and control of machinery and the supervision and control of vessel safety systems. These other
duties should not interfere with the exercise of the OOW’s primary duties.
The OOW is responsible for the maintenance of a continuous and alert watch. The OOW cannot hesitate in
taking appropriate action which is required to avoid danger. They are to alter course, reduce speed or to go
astern in an emergency to avoid immediate danger and to regulate speed at once in poor visibility, informing the
Captain that they have done so.
Task no: B01.4
Lookout at anchor
[Appendix 3.18]
In all circumstances, while at anchor, the officer of the watch should:
Determine and plot the vessel's position on the appropriate chart as soon as practicable
o When circumstances permit, check at sufficiently frequent intervals whether the vessel is remaining sec
urely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects
Ensure that an efficient look-out is maintained
Ensure that an inspection rounds of the vessel are made periodically
Observe meteorological and tidal conditions and the state of the sea
Notify the Captain and undertake all necessary measures if the vessel drags anchor
Ensure that the state of readiness of the main engines and other machinery is in accordance with the Captain
's instructions
If visibility deteriorates, notify the Captain and comply with the applicable regulations for preventing collisi
on at sea
Ensure that the vessel exhibits the appropriate lights and shapes and that appropriate sound signals are made
at all times
Take measures to protect the environment from pollution by the vessel and comply with applicable pollutio
n regulations
Task no: B02.2
Communicate with shipboard and shoreside
Communicating with different on board departments
It’s crucial at all times to have an effective communication between departments. Great coordination is crucial at
all time.
Communication with shoreside
Pilot communicates with the tug
When approaching/ leaving port, we contact Vessel Traffic Services (VTS)
Communication between engine and bridge
Situations where we need to communicate are:
Manoeuvring (especially where the vessel needs to be slowed down because of things like fog/ high traffic/
under a bridge/ weather changes)
Fire on board
Engine machinery abnormalities
Heavy smoke from the funnel
Pumping operations i.e. ballast procedures (Chief Officer must inform Engineers before starting any pump)
Deck machinery (bow thrusters/ winches) so they can check prior to use
During pilotage (in order to have machinery ready because we do not want any delay)
Communication between Captain and mooring stations
The communication between Captain and mooring stations were carried out by walky-talkies on i.e. channel 67.
When the mooring stations received information/ order, they repeat the received information/order to show that
they understand rightly.
Communication with the ship’s bridge
The communication between ship’s bridge and mooring stations were carried out by walky-talkies on i.e.
channel 67. When the mooring stations received information/ order, they repeat the received information/order
to show that they understand. When the pilot comes, captain asks about tugs, tugs lines location, ship or where
the tug’s line is going to be used. Captain advices all teams about tug and lines. When the tug(s) approach our
vessel, the team is advised by the Bridge by Captain. Later, the team advises the Bridge about connection with
tugs. When the team prepare the lines ashore, and given the order, they report to Bridge. After all other lines are
made fast and the tug is let go, the teams make last report to the Bridge, that everything is made fast. Captain
then reports to the engine room “finish with engine”.
Date: 20.8.13 Task no: B02.4
Understanding and Implementing orders
Bridge Procedures Guide (BPG)
When unsure about a checklist, I consulted the BPG as well as situations where our information was debatable.
Call the Captain in the following circumstances
Visibility dropping below 4 miles (some Captain’s change this value) i.e. when leaving Oakland
If traffic was causing a concern which may affect the safe passage of the vessel
Failure of any of the vessel’s navigational equipment
Failing to sight land (especially if expecting) or sighting when not expecting
If difficulty is encountered in maintaining the course
If a position is unattainable
In the event of heavy weather or on receipt of a bad weather forecast
Sighting ice, or receiving an ice warning of ice being reported on or near the vessel’s track
Captain’s Standing Orders (frame of bridge management)
Instructions for the Officer of the Watch (OOW) are written and approved by the Captain. Their main purpose is
the safety of navigation. The Orders reflect the Captain’s special requirements which are specific to the vessel,
her operations and some variations in the prevailing circumstances. The Stand Orders are based on regulations
such as STCW 95 and COLREGs. The OOW must follow them [appendix 3.2] at all times.
Night Orders
The Captain’s Night Orders are his specific requirement to the OOW for operating the vessel during night. This
book shall be kept on the bridge and completed by the Captain every night while the vessel is on passage or at
anchor. Before taking over the watch, each Officer shall read and after understanding these order(s) then sign.
The Captain may write the Night Orders pertaining to navigation (operating areas, maximum speeds allowed,
required positions with respect to points of intended movement, etc.). The Captain can add further orders and
directions as required. When the Captain signs the Night Order book, it becomes an official order to the OOW.
There are some examples of Captain’s orders:
Keep sharp lookout
Keep VHF at ch.16
Follow passage plan
Use all properties of ARPA and GPS
Regularly check vessel’s position
Watch traffic in the vicinity
If in doubt, call the Captain
Orders at anchor in i.e. in Yantian
The OOW should keep their watch on the bridge in the same way as when on sea passage and in no
circumstance leave the bridge unattended until they are properly relieved by another Officer or Captain. At
anchor, the OOW will ensure that:
Vessel’s position is frequently checked (at least every hour)
Efficient lookout is posted as per Zodiac’s requirements
Inform the Captain immediately if weather and / or visibility deteriorates
Inform the Captain, duty engineer, then call the Chief Officer and the Bosun if the anchor starts dragging
Know the contingency plan, especially in high risk areas i.e. piracy know areas
All signals and lights are shown during the hours of darkness
Date: 2.9.13 Task no: B02.5
Updating and correction publications and charts
After notifying Voyager they send updates for our publications [appendix 3.15].
Charts used on Maersk Eubank for 1 voyage = 253 charts used (covering 25,028.70 NM)
Chart table Publications consulted
On this ship the charts, publications and corrections are all supplied by Thomas Gunn navigational services
LTD. This ship receives the weekly chart correction list which lists the corrections applicable to the outfit
carried on board.
The new editions and corrections are sent to the company each week by Voyager program. In this company it is
the 2nd
Officer’s responsibility to correct and maintain the charts, and publications. All of the charts are stored
on the bridge in their appropriate folios stored in chart drawers as well as the chart table. The publications are
also kept on the bridge in the appropriate cupboards.
When the ship receives the Weekly Notices to Mariners, the notices are split into the 6 parts. The last 2 parts,
Corrections to Admiralty list of lights and fog signals and Corrections to 2nd
Officer.
Admiralty list of Radio Signals are given to the 3rd
Officer, as it is his duty to correct and maintain these
publications. The other 4 parts of the Weekly Notice to Mariners are kept by 2nd
Officer.
Publications:
The Corrections to Admiralty list of lights and fog signals and Corrections to Admiralty list of Radio Signals are
achieved by using the folder method (except for Vol.6 which is digital now). The Corrections are stuck into a
folder in the appropriate location, and then the corrections are written into the appropriate publication. If the
light/fog/radio signal has being cancelled it is struck through in the publication. The date is also inserted into the
publication of when the correction was applied and signed by the officer responsible. The above method is also
used for the correction of the admiralty sailing directions (but insertions are in pencil).
The Correction of charts:
The “Mariners Handbook” states that No update, except those given in Section II of Admiralty Notices to
Mariners, weekly editions should be made to any chart in ink. Also: “Erasures should never be made. Where
necessary, detail should be crossed through, or in the case if lines, such as depth contours or limits, crossed with
a series of short double strokes, slanting across the line. Typing correction fluids i.e. Tipp-Ex shall not be used.
The process on my vessel included:
Sort the tracings for the charts into folio number, and also the number order of the charts to make the
correcting procedure easier
Corrections should be made to the current charts in use for the entire voyage first to ensure any new hazards
can be seen and thus avoided.
The relevant charts should then be withdrawn from the folio, and corrected using the tracing and/or block.
When a detail is been corrected the previous detail should be crossed through, if necessary, using double
strokes thus illustrating that the detail is no longer in use. Below is a diagram illustrating this;
Example of correction (deleted buoy replaced)
The notice number should be inserted (in the left hand corner in magenta pen) prior to making a chart
correction
The notice number in the correction log should then be crossed through lightly in pencil
The tracings are then retained for 1 year on board the vessel before being disposed of.
Charts are stored for the voyage
Notice to Mariners – Block:
Some notices are accompanied by the reproductions of portions of charts (known as “blocks”). When updating
charts from blocks, the following points should be remembered.
A block may not only indicate the insertion of new information, but also the omission of matter previously s
hown.
The text of the Notice should invariably be read carefully.
The limiting lines of a block are determined for convenience of reproduction. They need not to be strictly a
dhered to when cutting out for pasting on the chart, provided that the preceding paragraph is taken into cons
ideration.
Owing to distortion the blocks do not always fit the chart exactly. When pasting a block on a chart, therefor
e, care should be taken that the more important navigation features fit as closely as possible. This is best do
ne by fitting the block while it is dry and making two or three pencil ticks round the edges for use as fitting
marks after the paste is applied on the chart. (The Mariners Handbook, Chapter 1, page 15)
ECDIS (Electronic Chart Display and Information System):
Corrections of the electronic charts are similar to the tracings [appendix 3.5] as they too come weekly. They are
on a compact disc making it easy to correct the charts instead of having to input al the corrections manually.
Navigational Warnings:
The navigational warnings are in section 3 of the Notice to Mariners and are kept in an indexed file for each
area. In total there are 18 sections, 16 of which are geographical locations. When planning a voyage these
should be referred to, making sure that all navigational warnings that are still in place and could concern the
passage should be marked on the appropriate chart(s).
Temporary and preliminary notices:
Temporary notices are used when the information will remain valid only for a limited period. A temporary
notice will not normally be initiated when the information will be valid for less than three to six months.
Preliminary notices are used when early promulgation to the mariner is needed, and:
Action/work will shortly be taking place i.e. harbour developments
Information has been received, but is too complex or extensive to be promulgated by permanent chart
updating Notice to Mariners. A summary of the overall changes together with safety-critical detailed
information is given in the (P) Notice to Mariners. Full details are included in a new chart or edition
Further confirmation of details is needed. A permanent chart updating Notice to Mariners will be
promulgated or new edition issued when the details have been confirmed
For ongoing and changeable situations such as a bridge construction across major waterways. A permanent
chart updating Notice to Mariners will be promulgated of new edition issued when the work is complete
Both, temporary and preliminary notices should be marked on the charts concerned, e.g. a small note on the side
(in pencil) saying that there is an additional notice to go with the chart. This is to inform the officer of the watch
that there is a notice for the area, and therefore should be read. When the notice is out of date, it should be
removed from the chart.
Consulted documents:
The Mariners Handbook
Thomas Gunn navigational services
College notes
Officer with: 2nd Officer (Lopukhin, Vladyslav)
Task no: B02.6
Departing under the supervision of Captain i.e. 07.09.12
The time of departure would vary slightly due to delays in cargo operations; having the agent confirm the exact
time of the vessel’s departure, so we know when cargo operations will finish.
One hour before departure, the duty Officer gave me one hour notice and also to the engine room or to the duty
Engineer. They take control of the propulsion and associated ship’s service system, including the starting and
stopping of essential pumps and other variables. Whilst this is going on, the Bosun is checking the anchors,
which should be ready for use with the brakes on. After going on the bridge, I go through the pre-departure
checklist # 1 [appendix 3.12] and steering gear checklist # 8 [appendix 3.16].
It is the responsibility of the Duty Officer to predict the end of cargo time in order to inform the pilot services
about departure in advance.
The Mooring teams
Forecastle - Chief Officer, Bosun, OS/1, OS/2
Poop Deck - 2nd Officer, AB 1, AB 2, 3rd
Officer (observing)
After all the pre-departure procedures, the Captain would be informed that, “Pre departure check list
completed”, and “Bridge and Engine ready for departure”. The Chief Officer needs to report that the vessel is
ready for departure before the Captain uses bow thrusters.
The Main Engine was always tested after completion of cargo operations, because there is big possibility to
damage load/ discharge equipment during these tests. Also, the deck crew must be hoist the accommodation
ladder to avoid any damage. Mooring ropes to be tight, to avoid movement of the vessel during test. If during
any test a tug is made fast, the crew of the tug have to be informed and any ship moored astern or forward must
be informed. In addition, the mooring team must be ready physically for unmooring.
Examples of my duties from one hour notice to beginning of sea passage are on pages 8 (01.09.12), 9
(03.09.12), 10 (05.09.12) and 11 (07.09.12).
Officer on watch with: Captain (Bachvarov, Georgi Stanchev)
Bridge equipment checked and set up for optimum performance (also regularly check)
The accuracy of the navigation systems is to be periodically checked by using positions of known accuracy and
the results are to be entered in the performance and the deck log book. The electronic navigation systems are to
be left operating continuously whenever possible and they are to be checked for function and accuracy prior to
sailing.
Radars (including S-Band and X-Band)
When leaving port I would adjust the controls (including gain, sea, tune, rain, etc.) when captain and pilot came
in from the bridge wing, to the best setting while taking into account all the variable i.e. weather.
S-Band (display the same as X-Band) and S-Band Shadow Sectors (different for the X-band)
Electronic position fixing systems
GPS for ECDIS
The Captain and Officers are expected to make full and proper use of the GPS and other similar systems. This
requires familiarity with the operating procedures for all equipment. Separate performance/ repair history logs
are to be maintained for all equipment.
ECDIS (only on the Maersk Eubank and Hyundai Hongkong)
Maersk Eubank
Gyro Compass
Gyro (in box) Gyro repeater
The 2nd
Officer is responsible for the operation and maintenance of the gyro compass and related equipment.
Gyro equipment shall be used and serviced strictly in accordance with the manufacturer's instructions. Any
malfunction in the gyro equipment is to be immediately reported to the Captain, as well as being noted in the
deck logbook.
The master gyro compass is to be left operating unless there is cause to secure it. If secured, it is to be started in
sufficient time to permit settling on the Meridian before getting underway. The master gyro, repeaters and
course recorders are to be synchronized and checked before getting underway.
Course Recorder
Arriving in Rotterdam on the 17.06.12
Course recorders are to be operated on Universal Time (UT) and be kept in operation whenever the vessel is
underway or at anchor.
Any course recorder failure must be immediately noted in the deck log book and the company office is to be
notified by immediately.
Roll Notations and Retention
The following notations shall be made and initialled on the course recorder chart roll:
Each day the ship's noon position, whether by fix or dead reckoning, together with the date and a notation th
at the recorder clock and settings have been checked
Important deviations from the ship's course as planned by the Captain, as made to avoid traffic, navigational
hazards or emergency situations
Other important data i.e. the time when passing headlands
Used course recorder rolls are to be stored aboard for 3 years. If removed prior to this, a record is to be kept of
their removal, disposition, and return.
In case of an accident to the vessel, the entire course recorder roll shall be removed from the recorder even if
only partly used, properly identified with the ship's name and date in ink, signed by the Captain, and the
Officer(s) on watch at the time of the accident, and shall be retained on board pending instructions from the
company office.
Speed Log Signal Main Display Unit (Doppler Sonar)
Maersk Eubank (Type JLN-550)
Standard Compass
The 2nd
Officer is responsible for care of the standard compass. If any doubt exists as to the accuracy of the
compass, the vessel must be swung to determine the errors and new deviation table to be prepared.
If assistance is required for the adjustment of compass, the Captain, when the permission from company office
is received, has to request the services of a deviator as soon as practicable. Particular attention should be given
to the condition of the compass after extensive repair or when the vessel has been on one heading for a
considerable period of time.
The compass should be adjusted after each dry dock repair period, or more frequently as the company requires
or the Captain thinks fit. Compass binnacles are to be kept covered when not in use. Binnacle foundations are
to be inspected periodically.
Sextants
Officers are expected to maintain the sextant which they are using in a proper error free condition. The 3rd
Officer is responsible for seeing that the sextant is sent ashore for maintenance if necessary.
Chronometers
Chronometers shall be kept on Universal Time (UT).
The 3rd Officer is responsible for the care of the ship's chronometer. A manual chronometer shall be wound
with extreme care at the same time each day. Batteries of quartz chronometers are to be changed at the
manufacturers recommended intervals. Chronometers are to be serviced in accordance with manufacturer's
recommendations.
Each chronometer shall be compared with time signals daily and the error on Universal Time (UT) determined
and entered in the chronometer rate book. When time checks cannot be obtained for any reason, the error shall
be calculated and noted accordingly.
Ships' Clocks
The 3rd Officer is responsible for the winding, setting and care of all ship’s clocks except those in the radio
room and machinery spaces. Clocks on the bridge and in the engine room shall be synchronised prior to getting
underway and at the end of sea passage. All ship's clocks except the radio room clock are to be kept on ship's
time. The radio room clock shall be kept on Universal Time (UT).
Echo Sounder
Maersk Eubank (Type JFE-680)
The 3rd Officer is responsible for the care of the echo sounder. The accuracy of the echo sounder should be
checked when the opportunity arises while the vessel is at anchor.
Meteorological Instruments
The 3rd Officer is responsible for the care of all meteorological instruments i.e. hygrometer
Barometer accuracy shall be checked at least every two years against known standards
Binoculars
The 3rd Officer is responsible for the care of the ship's binoculars. At least 2 pair of binoculars are to be kept on
the bridge in good condition at all times while the vessel is underway. Binoculars are not to be opened by vessel
personnel. If internal cleaning or adjustment is necessary, they are to be sent to a reputable instrument maker or
exchanged through Zodiac.
Searchlights
The 2nd
Officer is responsible for the care of the ship's searchlights. They shall be tested at frequent intervals to
ensure their readiness for immediate use, especially before pirate areas.
Flags
At least one full set of international code flags shall be on board at all times ready for immediate use. National
ensigns, required for the trade in which the vessel is engaged, are to be kept on hand in good condition. The
national ensign of the vessel's country of registry is to be flown from the stem from sunrise to sunset while in
port. When in foreign ports, we shall fly the national ensign of the country in which the port is located in the
radio mast, in accordance with that country's regulations. If no regulation exists, it shall be displayed during the
same hours as the vessel's national ensign while the vessel is in port. Soiled or torn flags should be replaced at
the first opportunity.
Aldis lamp
Batteries shall be kept fully charged at all times and a supply of spare lamps shall be maintained on board.
Deck flood lights
Light control panel
Deck flood lights are to be tested regularly and operated as necessary to dry out. Deck flood lights shall not be
covered due to fire hazard.
VHF (bridge radio)
Bridge radio equipment use should be restricted to the ship's navigational requirements and communications for
official company business. Bridge-to-bridge VHF use is mandatory for all vessels in United States waters. The
VHF must be operating and properly monitored when the vessel is underway or at anchor. The watch Officer is
free to use this equipment as needed, especially to determine the manoeuvring intentions of other vessels. The
Officers need to know the proper channels to be used. The Officer is responsible for the care and maintenance of
this equipment, and for the administration of any charges associated with its use.
Portable walkie-talkie radios
The 3rd
Officer is responsible for the maintenance of the intrinsically safe portable VHF radio equipment. The
VHF sets and spare batteries are to be kept fully charged. It is the responsibility of each Officer to look after the
set they are using and report any defects to the Captain.
Task no: B02.7
Fixing the vessel’s position
In coastal waters, position fixing should always be primarily by terrestrial means. The position should be
checked by GPS from time to time but this should never be the principle means, and especially not in confined
pilotage waters.
In coastal waters, the vessels position should be fixed at a frequency such that it could not cover more than half
the distance to the grounding line (or nearest hazard) within the interval between fixes. If this results in a time
interval of less than 10 minutes, then positions should be plotted at 10 minute intervals and additional means i.e.
Parallel Indexing (PI), used to verify the cross track error between fixes.
Positions should not be based on a single radar range and bearing without a secondary back-up position.
Wherever possible, positions should be derived from at least THREE position lines.
Positions passing abeam points of land and fixed radar targets should always be plotted, and logged as
appropriate.
PI shall be carried out, whenever possible, in coastal and restricted waters, and particularly off land and passing
navigational hazards, to monitor cross track error. PI techniques can be useful when monitoring the vessel’s
progress in relation to the passage plan. PI does not fix the vessel’s position, but provides the methods on the
radar of verifying that the vessel is maintaining a safe course to pass a fixed object i.e. a headland at the desired
passing distance. PI does not replace the need to fix the vessel’s position on the chart at regular intervals.
The Officer shall calculate and mark on the chart the expected ETA for each alteration of course point due to be
reached during their watch and the following watch.
Officers must be aware of the turning characteristics of the vessel and commence course alterations in sufficient
time, such that they bring the vessel accurately onto the new course and do not overshoot. PI (for the next
course) greatly assists this process and officers must be fluent in the use of these techniques.
On both the Maersk Eubank and Hyundai Hongkong, we had an ECDIS which was fully utilised along with
other bridge equipment (the Hyundai Oakland did not have an ECDIS yet).
Leading lights
Leading Lights (16.06.14) leaving Brisbane, going to Kaohsiung
When on course using leading lights (blue colour) from Brisbane I checked both gyro repeaters were the same
as well as before leaving port.
Do not use
Buoys to fix your vessel’s position, because you cannot detect them some times and mainly they move
17.7.14 From – Sydney, To – Brisbane
Date: 1.6.14 Task no: B02.8
Compass usage and correction
Before comparing any compass by using different methods, the following should be checked for any
irregularities:
Making sure no Weekly Notice to Mariner’s are still to be correct before checking the Admiralty List of Ra
dio Signals (NP 282 Volume 2) for the radio time signals to help compare the chronometer on board with U
T time
Chronometer - should match the UT time
After working out the error of time (if there is any), I would wind the chronometer (usually at the same time
every day) when I compared time with a radio time signal
From the Maersk Eubank
Gyro repeater (port, and starboard, do not use the centre repeater)
Comparing compasses is not the same as determining a compass error but is good for transits.
From the Hyundai Oakland
Standard compass
From the Hyundai Oakland
Different ways of checking errors
Amplitude of the Sun (using the sextant)
Azimuth of the Sun, Moon, Planets and Stars (using the gyro repeater) [appendix 3.7]
When finished taking an azimuth using a celestial object, the next step is to fill in the compass error book. This
should be verified once per watch if possible.
Task no: B02.9
Manoeuvring characteristics during different phases
3 vessels I was on
Manoeuvring details for the vessel are required to be posted in a prominent place on the bridge on the
wheelhouse poster.
A vessel will turn, slow down or increase speed in different ways depending on factors such as
Displacement
Wind
Sea
Swell
Rudder angle used
Propeller speed
Transverse thrust
The thrust generated by the propeller is divided into 2 parts, comprising largely of a fore and aft component, but
also a smaller athwartship component. The athwartship component is known as transverse thrust, and an
understanding of this is vital to successful vessel handling.
Transverse thrust is the product of the propellers lower blades working in greater water pressure than the upper
blades. With a right handed screw, transverse thrust tends to turn the vessel’s head to port (pushing stern to
starboard) when the engines are going ahead and to starboard when the engines are going astern. Transverse
thrust is more effective when the engines are going astern, as the action of going astern further decreases the
water pressure and reduces the pressure on the upper blades. Similarly, a ballasted vessel will react to this
manoeuvre better than a loaded vessel, particularly if the blades are not fully immersed.
Right handed propeller turning ahead (from astern)
Right handed screw vessel stopped in water, the bow will swing to starboard when the engine is astern. The
vessel can be stopped in the water when this manoeuvre is carried out, which is useful during berthing
operations when the vessel has to be positioned accurately at low speeds.
Rudder
The function of a rudder is to develop a transverse steering force on the aft side of a vessel, using the reaction force of the water flowing along the vessel.7
A conventional rudder is designed to deflect the flow of water from the propeller and thus change the heading of
the vessel. Most rudders are designed to have a maximum angle of 35° – 40°. An angle above this would have
little if any steering effect and would create massive drag.
7 Ship Knowledge (p.275)
Bow thruster
Bow thruster on the Hyundai Oakland in dry dock
A bow thruster provides good manoeuvrability in a vessel. The problems are the initial expense is high, the
power required is considerable. The thrusters are also ineffective when the vessel is doing more than 4 knots
approximately ahead.
Emergency stop
This will only be done on rare occasions when collision or grounding is imminent. The main propulsion will be
stopped, and then full astern power applied. The approximate distance required to stop will be shown on the
manoeuvring data on the bridge.
Turning Short Around
Our vessel is fixed with a right hand propeller which will have a better turning circle to starboard than port. The
shortest method of turning back in a narrow channel is a turning short around.
Right-handed Propeller of the Hyundai Oakland at dry dock
1. Move the vessel to the port side of the channel to start the manoeuvre. This will allow maximum space.
2. Rudder hard to starboard then stop the main engine as soon as the vessel has made headway
3. Rudder amidships, main engine half astern
4. Moving astern will swing the bow to starboard and the stern to port by transverse thrust. Stop the main engi
ne
5. Rudder should be moved to starboard and engines half ahead
The propeller transmits the thrust of the engine to the vessel’s hull, thus moving it through the water, and
providing the flow necessary for the rudder to act effectively.
Fixed pitch propeller
With a fixed pitch propeller secured to the shaft, the pitch of the blades selected at the design stage is suited to
the vessel for which the propeller is intended.
The direction and strength of the force generated by the propeller, and therefore the direction and speed of the
vessel is therefore determined by the speed and direction of the propellers rotation. The 3 vessels I was on must
have a means of reversing the propellers direction of rotation in order to generate astern power.
It must be remembered that the propeller is more efficient when the vessel is moving ahead as the vessels hull
form is designed to move in that direction, and that the power transmitted when going full astern may only be
half that compared to going full ahead.
Propulsion
A vessels ability to gain the best performance from its design is a function of the power of its engines via the
propeller and the rudder.
Diesels are started by injecting stored compressed air into the engine cylinders, and so a major disadvantage is
that the number of engine starts is limited by the supply of starting air. In addition to the limitations imposed by
the supply of compressed air, difficulties may also be experienced in starting the engine while making headway
through the water, as the propeller and therefore the engines will still be turning over unless checked.
With a low speed diesel, which is most often found on larger vessels and transmits power directly to the shaft, it
is sensible to reduce speed until the vessel is almost stopped before attempting an astern movement on a vessel
fitted with a fixed pitch propeller.
Picking up the pilot(s)
The vessel must reduce its speed to allow the pilot to board (boarding speed must not be exceeded)
In bad weather the pilot must board from the lee side because of the calmer sea
The pilot may request for us to stop the engine during his boarding
Date: 9.9.12 Task no: B02.10
Steering modes and speed controls
Additional Power Units
When operating in or approaching port limits, in restricted water, in areas of heavy traffic, in areas of reduced
visibility and at any time when the Captain calls for a standby condition, an additional steering gear power unit
shall be placed in operation while units may be operated in parallel.
On vessels where this cannot be done, the valves and switches should be lined up so that the standby steering
gear power unit can be put into operation with the least delay.
The additional steering gear power unit shall be placed in operation in good time, and while the vessel is still
clear of close traffic and navigational hazards.
The bringing into operation of additional steering gear units shall be recorded in the Deck Log Book.
Testing
Steering gear shall always be tested prior to getting underway, and after the starting of an additional power unit,
when it is safe to do so, by putting the rudder hard over both ways. The Engineer on watch will visually check
the position of rudder and cross check with the Officer, on bridge direction of rudder movement and angle
achieved.
Prior to departure from port, the test shall include, as appropriate, the following:
Main steering gear
Auxiliary steering gear
All remote steering gear control systems
Rudder angle indicators
Power failure alarms
Such tests shall be recorded in the Deck and Engine Log Book.
Emergency steering stations
The vessel shall be steering from the aft steering station at least once every three months. A record of this test is
to be made in the Deck Log Book. The test is to include direct control from within the steering gear
compartment, the communications procedure with the bridge and, where applicable, the operation of alternative
power supplies.
Additional generators
When manoeuvring in restricted waters or when, the Captain calls for a standby condition, additional generators
shall be placed in operation to provide a steady source of power available on the failure of generator unit.
Date: 01.09.13 Task no: B02.12
Man overboard procedures
Initial Actions
The OOW should first initiate a Williamson turn; putting the wheel hard over to the side the man has fallen
overboard. This should be you first action so that you can keep the victim clear of the propeller
The OWW must release the life buoys with orange smoke signals from bridge wing, try to keep someone st
ationed to keep him in sight and take visual bearings
He must then push the MOB button on the GPS to give a position and bearing to the point the man fell over
board and he must also push the MOB button the on AIS to allow other ships in the vicinity to know
Sound the General Alarm and all personnel must proceed to their lifeboat stations
Inform the engine room and then operate both steering motors
If there are any other ships in the vicinity then broadcast an urgency message (PAN PAN) to inform them t
here is a man overboard
Ensure that you have adequate communications between the bridge team and the rescue boat team. Portable
VHF’s should be used for internal communication
Bridge Team
First lookouts should be posted
The ‘Oscar’ flag should be shown for man overboard
Both radars should be in operation and someone from the bridge team should be plotting the position
The main engine should be left on standby
Rescue Boat Team
The rescue boat team must muster at the rescue boat
The Rescue boat crew must be briefed
They need to prepare the boat for launching
The Chief Officer is in charge of the rescue team and the 2nd
Officer is in charge of lowering of the rescue
boat. The rescue boat crew should consist of the following:
o Chief Officer who is overall in charge
o 2nd
Engineer who is in charge of the lifeboat engine
o 3 ratings, on board the Hongkong we have 2 ABs and 1 MM
The rescue boat should be capable of carrying 5 people + 1 casualty on a stretcher
During the rescue the rescue boat should have full medical equipment on it
Anyone who does not have a duty for man overboard/rescue boat should be posted as an extra lookout
Date: 17.8.13 Task no: B02.13
Visual Signals displayed by my vessel
Side light on the Maersk Eubank
Coastal Areas
Day
In coastal areas, the signals which are displayed on board are the flags of the country in which you are in. This is
displayed at the starboard side of the vessel above the monkey island. This is displayed as a courtesy for the
country in which you are in. Down aft at the poop deck, the Red Ensign flag is shown. This is displayed to
show what nationality the ship is and to show the ships port of registry.
Also the vessel will display flag hotel at the port side of the vessel above the monkey island if there is a pilot on
board. The purpose of flag hotel is to indicate that the vessel has a pilot on board as per the International Code
of Signals. If a Pilot is required, flag golf is hoisted. This signal is to indicate that a pilot is required as per
International Code of Signals.
Code Flag Bravo - Means I am taking in, or discharging, or carrying Dangerous Goods
Code Flag Delta - Means keep clear of me I am manoeuvring with difficulty
Code Flag Golf - Means I require a Pilot
Code Flag Hotel - Means Pilot is aboard
Code Flag Mike - Means I am stopped and making no way through the water
Code Flag Quebec - Means my vessel is healthy and I request free pratique
Code Flag Zulu - means I require a tug
A Black Cylinder - Means the vessel is constrained by draught
A Black Sphere - Means the vessel is at anchor
Night
By night, the vessel displays only the light for a power driven vessel of 50 meters or more as per COLREGS
Rule 23a, 2 Masthead lights which can be seen through the bows from 22.5o abaft the beam on either side, Port
and Starboard sidelights which can be seen from right ahead to 22.5o abaft the beam on one side and a stern
light. This can be seen through the stern from 22.5o abaft the beam on either side.
Navigation Lights - Are mandatory and consist (in my vessels case) of a white mast head light forward, a white
mast head light aft placed higher than the forward mast head light, a white stern light, a green light on the
vessels starboard side and a red light on the vessels port side
Red Flashing Light - Means I am taking in, or discharging, or carrying Dangerous Goods
Anchor Lights - Are two all-round white light one on top of the forward mast and one above the stern light.
While at anchor it is also required that all deck working lights are on
3 All Round Red Lights - Placed in a vertical line on the main mast means the vessel is constrained by her
draught
Entering Port
Day
Entering the port, the signals which are displayed are the National Flag of the country you are in (example
Netherlands Flag). This is displayed as a courtesy to the country and port you are entering and is displayed on
the starboard side of the vessel above the monkey island. Down aft on the poop deck, the flag of the vessel’s
nationality/port of registry will be hoisted.
Flag hotel will be displayed on the port side of the vessel above the monkey island. The purpose of Flag hotel is
to indicate that a pilot is on board as per International Code of Signals.
Code Flag Bravo - Means I am taking in, or discharging, or carrying Dangerous Goods
Code Flag Hotel - Means Pilot is aboard
Ships Ensign Flag- Is a flag representing the country the ship is registered in i.e. UK
Countries Flag- The flag of the country that the vessel is visiting (mandatory)
Night
The lights displayed at night whilst entering port are those for power driven vessel underway over 50 meters in
length, a masthead light forward, a second masthead light abaft and higher than the forward one, sidelights and a
stern light.
Navigation Lights - Are mandatory and consist (in my vessel’s case) of a white mast head light forward, a
white mast head light aft placed higher than the forward mast head light, a white stern light, a green light on the
vessels starboard side and a red light on the vessels port side
Deck Working Lights - Including Mooring Station Lights for use by the crew
Red Flashing Light - Means I am taking in, or discharging, or carrying Dangerous Goods
3 All Round Red Lights - Placed in a vertical line on the main mast means the vessel is constrained by her
draught
In Port
Day
In port, the signals which are displayed are the National flag of the Country/Port you are in. This is displayed as
a courtesy to the Country/Port you are in and is hoisted at the starboard side of the vessel above the monkey
island. Also down aft at the poop deck, the flag of the nationality/port of registry will be hoisted.
Flag Quebec can be hoisted on the port side of the vessel above the monkey island to request free pratique. The
purpose of flag Quebec is to indicate that the vessel is healthy and is requesting free pratique as per International
Code of Signals.
If the vessel is discharging or loading dangerous goods, flag bravo will be hoisted above the monkey island on
the port side of the vessel. This flag is to indicate that the vessel is loading, discharging or carrying dangerous
goods.
Ships Ensign Flag - Is a flag representing the country the ship is registered in i.e. UK (mandatory)
Countries Flag - The flag of the country that the vessel is visiting (mandatory)
Code Flag Bravo - Means I am taking in, or discharging, or carrying Dangerous Goods
Code Flag Golf - Means I require a Pilot
Code Flag Hotel - Means Pilot is aboard
Code Flag Papa - Means all persons should report on board as the vessel is about to proceed to sea
Code Flag Zulu - means I require a tug
Night
At night when in port, an all-round red light will be switched on to indicate that the vessel is loading or
discharging dangerous goods. All lighting on deck to aid the loading and discharging of cargo will be switched
on.
Deck Working Lights - Including Mooring Station Lights for use by the crew and stevedores
Red Flashing Light - Means I am taking in, or discharging, or carrying Dangerous Goods
Leaving Port
Day
When the vessel is leaving port, the flag of the country/port you are leaving will be hoisted at the starboard side
of the vessel above the monkey island. This again is a courtesy to the country/port you are leaving. Down aft
on the poop deck, the flag of the vessel’s nationality/port of registry will be hoisted.
Flag hotel will be hoisted on the port side of the vessel above the monkey island when leaving port. The
purpose of flag hotel is to indicate that the vessel has a pilot on board.
Code Flag Bravo - Means I am taking in, or discharging, or carrying Dangerous Goods
Code Flag Hotel - Means Pilot is aboard
Ships Ensign Flag - Is a flag representing the country the ship is registered in i.e. UK
Countries Flag - The flag of the country that the vessel is visiting (mandatory)
Night
Lights displayed at night when leaving port are those described in COLREGS for a power driven vessel over 50
meters underway, a masthead light, a second masthead light abaft and above the forward masthead light,
sidelights and a stern light
Navigation Lights- Are mandatory and consist (in my vessels case) of a white mast head light forward, a white
mast head light aft placed higher than the forward mast head light, a white stern light, a green light on the
vessels starboard side and a red light on the vessels port side.
Deck Working Lights - Including Mooring Station Lights for use by the crew
Red Flashing Light - Means I am taking in, or discharging, or carrying Dangerous Good
3 All Round Red Lights - Placed in a vertical line on the main mast means the vessel is constrained by her
draught
Officer with: 3rd Officer (Rajendran, Paari Hasan)
Date: 08.08.13 Task no: B02.14
Global Maritime Distress and Safety System (GMDSS)
Admiralty List of Radio Signals (ALRS) Volume 5
ALRS Vol. 5
GMDSS provides a reliable ship-shore communications path in addition to ship-ship alerting communication.
The system is automated and uses ship to shore alerting by means of terrestrial radio and satellite radio paths for
alerting and subsequent communications. The GMDSS applies to all cargo ships of 300 gross tons and over on
international voyages on international voyage.
After consulting ALRS Vol. 5, we can determine the Sea Area for selection using the Inmarsat-C for the correct
coverage.
DSC Alerting and Communication Frequencies
DSC Voice Telex
VHF Ch. 70 Ch. 16
MF 2187.5 kHz 2182 kHz 2174.5 kHz
HF 8414.5 kHz 8291 kHz 8376.5 kHz
Equipment tests and reserve energy checks
Daily
The DSC facilities shall be tested at least once/ day (without radiation of signal)
Batteries are to be tested daily and if necessary (charged to the fully charged condition)
Daily Tests (Internal Test of VHF DSC, MF DSC – modem loop)
Weekly
DSC facilities shall be tested once a week by the means of a test call i.e. a costal station
The reserve source of energy should be checked
Weekly Tests (send message to ship/ shore with MF DSC)
Monthly
Each EPIRB needs to be tested and examined once a month. It’s capability to operate properly, meaning it’s
able to float free in the event of the ship sinking. How secure is it and any signs of damage
Each SART needs to be examined for damage and how secure it is to its mountings (check the manufacturer
’s manual)
The condition of the batteries, that provides a source of energy to the radio installation. Also how secure the
batteries are to their mountings along with the battery connections
Monthly test (Navtex, NBDP, VHF DSC, MF DSC, Sat-C)
How to set up GMDSS equipment
Navtex
Check all the connections to the unit
Make sure that the adequate paper is inside the unit
Turn on the machine and press accept until it starts printing. Then switch off the Navtex after self-test is co
mplete
Check the print roll to ensure the test print has worked efficiently
Switch the machine back on and press the menu button. Press these keys > < to select the navigational areas
required. Some of these are in bold already as the Navtex has to set up to receive them. Then press enter
Inmarsat-C
Turn on the unit, make sure the printer has paper and go into the menu bar select options then log onto the c
orrect land earth station required for the area we are in
Consult ALRS Vol. 5 for the information on Land Earth Stations
Ensure that EGC is highlighted in the setup of the Inmarsat-C.
Perform a self-test and or a link test
Check the print out to ensure that the self-test has worked properly
Go to the sub menu and select the type of message(s) we want to receive including Navigational and Meteor
ological warnings
Reception of Maritime Safety Information (MSI)
There are seven categories that they come under:
Navigational warnings
Meteorological warnings
Ice reports
Search and rescue information
Meteorological forecasts
Pilot service messages
Electronic navigational systems update messages
Inmarsat-C - Set the navigational area to i.e. XI
VHF radio broadcasts are available as long as the vessel is in range of between 40 - 60 miles
Date: 24.06.14 Task no: B02.16
Watch: 20:00 to 24:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Brisbane To – Kaohsiung
Recognising changes in the weather and taking agreed action as appropriate
I set up the radio-facsimile to frequency 13988.5 after referencing Kagoshima (JMH), pg. 56, from NP283 (2) V
ol.3 13/14 as we were approaching Taiwan in a couple of days [appendix 3.6].
The below synoptic chart covered area 38°30’N.65°30’E, 38°30’N.145°30’W, 1°00’S.112°30’E, 1°00’S.167°00
’E. The synoptic chart showing that near Taiwan is light easterly winds.
Surface analysis at 1440 (12) UT on 27.06.14 – synoptic chart when approaching Kaohsiung
Navigating in adverse weather
Whilst on passage in rough weather, heavy seas and large swells care must be taken to avoid damage to the
vessel and the cargo. This is particularly dangerous during the hours of darkness because the Officer cannot see
the effect of heavy weather on the vessel. Care must be taken to minimise the rolling of the vessel especially
when the vessel has a high GM. Altering the course of the vessel so that the swell is on the vessel’s quarter may
reduce this. Ballasting of the vessel may also help the vessel which may reduce the GM. If we were encountered
heavy weather, we would fill in Heavy weather checklist [appendix 3.3]
Turning in Heavy Weather
Turning the vessel in heavy weather is difficult and possibly dangerous. If the Captain makes the decision to
turn then the following situations could happen:
Damage on deck to cargo
Vessel could move towards danger such as shoal water
The effect of wind and current on vessel handling
Wind
When making headway, a vessel’s movements relative to wind depend greatly upon the amount of area exposed
to the wind, forward or aft of its pivot point. Because our vessel has all its accommodation aft, the
superstructure will act like a sail and the bow may turn into the wind if needed.
Current
Acknowledge of the prevailing or predominant currents in any given area can be of great use to the Officer, who
can use these currents to their advantage when manoeuvring the vessel.
The vessel’s rudder depends on the apparent flow of water past the hull to operate effectively. Our vessel
turning in a river can use the stream to assist the turn. If the bow is pointed towards the centre of the stream,
where the current is generally stronger, the effect will be to push the bows downstream. If the stern is positioned
towards the bank, where the current is weaker, the vessel should turn in the direction of downstream. Berthing a
vessel should always be attempted head to current, as this allows far more control than handling the vessel stern
on. The current can also assist during un/berthing if the up tide moorings are let go first. A wedge of tidal water
will drive that end of the vessel away from the quay, and then the remaining moorings can be let go.
Date: 21.5.14 Task no: B02.17
Implementing a passage plan
Through any passage I would constantly look at the passage plan [appendix 3.10] to determine the interval of
plotting. Before operating any equipment, if the Officer has not came across a particular type i.e. Hyundai
Oakland having a Chart Plotter, then reading the manual prior to sailing is recommended. Passage planning is
necessary to support the bridge team and ensure that the vessel can be navigated safely between ports from berth
to berth. The passage plan shall aim to establish the most favourable route while maintaining appropriate
margins of safety and safe passing distances offshore. The passage plan shall ensure that Captain and Officers
appreciate and reduce the risks to which they are exposed.
Physical features shown on charts that are easily detected by RADAR
Racon - a RADAR transponder beacon, which emits a characteristic signal when triggered by emissions of
vessel’s RADARs. All Racons at present fully operational are in-band Racons i.e. they respond within the
frequency range of the marine RADAR band. The majority of Racons respond to 3cm (X-band) and 10cm (S-
band) RADAR emissions.
Buoys – according to IALA system
RADAR reflectors - fitted to objects such as buoys improve the range of detection and assist identification.
Most important buoys and many minor buoys are now fitted with RADAR reflectors, which are often
incorporated within the structure of the buoy and so not visible to the Officer. RADAR reflectors on buoys of
the IALA Maritime Buoyage System are not charted, for similar reasons, and to give more clarity to the
important top marks
Islands and Rocks – fitted or not fitted with lights beacon or Racons
The height of object - It is easer to detect higher targets (structures, shore line) than lower
Making a landfall after an ocean passage
In preparing the passage plan for approaching land, the following factors must be taken into consideration:
All relative charts and nautical publications checked and are corrected with the latest navigational warnings
incorporated and local / coastal warning broadcasts being monitored
Charts to be used for making landfall shall have courses laid off on them and any dangers, clearing
bearings, no go areas shall be highlighted. RADAR/ visual conspicuous features shall be highlighted
The vessel’s position shall also be fixed by all means i.e. cross checking position fixing methods/
navigational aids. Errors in gyro and magnetic compass shall also be checked regularly
Sailing Directions shall also be consulted for local information
Weather forecasts shall be consulted with particular reference to the possibility of restricted visibility
Daylight/ night time passing of danger points shall be considered
Traffic likely to be encountered
Traffic Separation Scheme (TSS) as well as reporting positions shall be considered
The following equipment shall inspected using a checklist (steering gear, course recorder, clocks, internal
communication equipment, signalling equipment)
Limitation of navigational equipment
RADAR
Range resolution - The minimum difference in range between two objects on the same bearing that can be s
eparated by RADAR, which is related to pulse width
Bearing resolution - The minimum difference in bearing between two objects at the same range, which is rel
ated to beam width
Range:
o Minimum range - RADAR cannot receive a returning echo until the trailing edge of the pulse has cleare
d the antenna and the transmit/receive switch has switched to receive
o Maximum Range - Determined by the height of the antenna, power output and frequency
The possibility that small vessels, ice and other floating objects may not be detected by RADAR at an adeq
uate range
Sensitivity time control - Removes sea clutter at close in ranges so that nearby contacts can be seen
Antenna size - Higher frequencies require smaller antenna
ARPA
Weather conditions, false echoes, shadow sectors, ice, snow and other factors affecting the incoming RADAR
signal may also affect ARPA performance as follow:
RADAR tuning and pulse length must be correctly set
Heading and speed inputs must be accurate. Displayed information by ARPA is only as good as the
information inputted
Insufficient sea clutter control may cause over saturation
Vector loss may occur under the following conditions:
o When a target being tracked enters an area of high level clutter
o When a target being tracked passes close to a target not being tracked
o When two targets being tracked pass close to each other and their tracking overlaps
When a target manoeuvres, the computer will give accurate tracking data within three minutes after
execution of the manoeuvre
True vectors may not be the same as heading and log speed. This can be due to input errors or tide/wind
factors
Systems having auto acquisitions zones will only acquire targets automatically if they have entered these
areas. The maximum numbers of targets are 50
Date: 12.03.14 Task no: B02.18
Watch: 16:00 to 20:00 (04 hours, 00 minutes)
Anchor watch (understudying Chief Officer) at Hong Kong anchorage (Ballast condition)
At layup
Before I started my first anchor watch, I made myself familiar with the anchor checklist and how anchoring
operations are carried out. I studied the Bridge Procedures Guide8 which states what to do during anchor watch.
I controlled the 1600 - 2000 watch. When I entered the bridge I discussed with the 2nd Officer the following:
The direction of our vessel, which can be calculated using i.e. visual bearings
The condition of the anchor watches i.e. crew on watch
What heading the vessel is facing which is checked by the crew on watch
During the watch, I need to contact one of the AB’S which would watch the direction the anchor is lying, and
report back to the bridge at regular intervals. Because there are many vessels in the area, we needed to make
sure that the channel we used via VHF radio is clear. Also, every transmission must start with “Hyundai
Oakland”.
The anchor watch checklist contained the following that must be done every watch:
Has the navigational status of the Automatic Identification System (AIS) been changed to’ At anchor’
Notice for main engines especially if weather deteriorates – this means that the engine room is on a constant
state of readiness to move. If the weather gets worse and the vessel needs to move to a different position,
the engine room must be informed 30 minutes beforehand
Determining and regular checking of anchor position – this must be conducted every 30 minutes. This is
done to check the anchor is not dragging. Dragging the anchor means the vessel is slowly moving and the
anchor is dragging behind us. This is a serious navigational hazard because it may become tangled in our
vessels or another vessel’s propeller
Direction/ Strength of wind and current – every hour, the direction of the wind, wind strength (Beaufort
scale) and the current must be calculated. This will determine the drift of the vessel whilst at anchor
If the following is ready for use:
o Light/ shapes – at anchor, there is an anchor ball on the forward mast (day signal) and at night the
following is displayed : 9
A white light is located on the forward mast. At night, this is in place of the anchor ball during the
day. Another white light is located at, or near the stern of the vessel. In accordance with IRPCS, this
light must be lower than the light located forward
Because our vessel is over 100m in length, we are required, under the International Regulations for Preventing
Collisions At Sea 1972, to use adequate lighting to illuminate our decks during night time hours. This helps
other non-anchored vessel in the vicinity to see where we are.
Officer on watch with: Chief Officer (Budnyayev, Andriy)
8 Page 97 (Anchoring and anchor watch)
9 All of the below are located in the IRPCS Rule 30 - Vessels at Anchor/Aground
Task no: B02.19
Maintain navigational logbooks and records
Different types of logbooks that need to be checked and filled in regularly are:
Deck log book (by all Officers and signed by Captain)
Official log book (all Officers)
Bell book entry (usually by 3rd
Officer as 2nd
Officer is at aft mooring station)
Night entry (by Captain)
Compass error book (once/ watch if possible)
GMDSS (by 2nd
Officer with Zodiac)
Chronometer rate book (by 3rd
Officer)
Safety training (by 2nd
Officer)
Training and drill book (by 3rd
Officer)
Garbage record book (by Chief Officer)
Ballast record book (by Chief Officer)
The log books, apart from the compass error book, have a page at the front explaining how to fill in if stuck. All
log books need to be kept in good condition.
Date: 31.08.13 Task no: B11.2 and B2.11
OOW response to vessel emergencies and malfunctions
When on watch, emergency situations can arise so having a good understand of how to deal with these will
ensure rapid response to help minimise risk. According to Zodiac, these are the procedures that should be
carried out in each emergency. Checklists are kept on the bridge and can also be found in the company training
manuals and the Bridge Procedures Guide (BPG). In the following scenarios, the Captain is always called
immediately.
a. Gyro failure
Engage in manual steering
Call for AB (Helmsman) to take over and an extra lookout and Electrician
Evaluate magnetic course
Proceed at a safe speed (Rule 6)
Investigate the gyro
Monitor traffic and position while obtaining a magnetic compass error
Switch auto pilot to magnetic compass
Inform the company to order spares/ service
a. Steering failure – BPG C1 Task: B02.11
Chief Engineer and Engine Room personnel alerted
Emergency steering engaged
Not under command lights/ shapes exhibited
Appropriate sound signal made
Preparations for anchoring if in shallow water
If necessary, taken way off the vessel and send a warning broadcast
a. Power failure
Bridge informed of loss of main engine
Place telegraphs to stop
Preparations for anchoring if in shallow water
Start emergency generator if fitted, and put on load
Inform Chief Engineer and call all Engine Room crew
Carry out routine fault finding
Start emergency air compressor if required. Charge the bottles
Prepare standby generators to start
Start 1 generator
Carry out normal main engine start procedure
b. Man overboard – BPG C4
Bridge shall be informed (if not the first to notice)
Williamson turn performed
General emergency alarm sounded and announced by public announcement
MOB life-buoy released to the water from the bridge
3 long blasts sounded to warn other vessels in the vicinity (if any). Vessel’s informed on VHF Ch. 16
Engine Room prepare the main engine for manoeuvring
Crew mustered to determine the missing person(s). Rescue boat crew mustered while the ship is proceeding
to reciprocal course
Flag ‘Oscar’ hoisted with extra lookouts posted on the bridge monitoring the position of the casualty
Casualty recovered
c. Oil or cargo spill on deck (during bunker operations)
Sound the general emergency alarm
Person who sighted the spill i.e. the MM would report to OOW about leakage i.e. from the bunker hose
Duty engineer would be informed to stop all bunker operation
Crew muster at muster station
Chief Engineer report when the bunker operation is stopped and discharging valve is closed
All scupper on deck rechecked that all are well plugged. Chief Officer would report, bunker operation stopp
ed, commence cleaned up operation by the oil pollution prevention team
All air intake to accommodation and Engine Room closed
Leakage located on deck then cleaned by absorbent and saw dust
All residue collected in drums
c. Oil or cargo spill into the sea (Hull leakage during bunkering)
Sound the general emergency alarm
Chief Officer report when all bunkering operations have stopped and manifold valves are closed
2nd
Engineer would muster the Back-up team
2nd
Officer would muster the Reserve team with first aid kit and stretcher with the hospital ready
Chief Officer would muster the Incident team along with the Resource team (in the Engine Control Room)
Chief Officer commence to search in order to locate the source of leakage
Back-up team would gather the SOPEP equipment so ready for use
Reserve team would gather the firefighting equipment so ready for use
Resource team (lead by 1st Engineer) stopped the air intake to the accommodation and non-essential areas
Chief Officer would identify the source of the leakage – HFO DBT starboard side below the water line
Chief Office would commence oil transfer from the leaking tank to an empty tank in order to reduce the hea
d of bunker oil and to establish a hydrostatic balance with a minimum oil spill. Hull stress and stability is al
ways considered
Divers would be called for further investigation
d. Grounding – BPG C3
If a vessel were to run aground the vessels personnel would adopt the following procedure:
The OOW would stop the engine then sound the general emergency alarm
Close watertight doors and hatches
Transmit a distress message or securite message
Exhibit lights and day shapes or deck lighting at night
Check the hull and cargo spaces for damage
Sound bilges and tanks and also around the vessel and determine the nature of the seabed
Reduce the draught of the vessel
If the vessel is seen to be in grave danger from breaking up as a result of the grounding or listing to an extent
that she may capsize a distress message should be sent and abandoning the vessel should be considered
e. Collision – BPG C2
The Captain of a vessel may, if a collision is imminent, should attempt to position the vessel so as to minimise
collision damage. When a vessel is involved in a collision whether it is with a vessel, land or an installation, the
following procedure should be followed:
Sound the general emergency alarm
Manoeuvre the vessel to minimise the effects of the collision, this may help keep the vessel afloat if
involved in a collision with another vessel. For example if the other vessel or is holed and the bow of your
own vessel is jammed in the other vessels hull this may help both vessels retain their buoyancy until the
situation is made clear and assistance has arrived
Close watertight doors and hatches to maintain the watertight integrity of the vessel and may also help
reduce the spread of fire if there is one present
Have crew muster at their emergencies stations fully equipped
Establish communications via VHF channel 16 and 13 with the other vessel and shore stations and inform
them of the situation (nature of the incident and position, vessels involved [names, call signs etc.],
casualties on board the vessel)
Begin soundings of ballast tanks, bilges, cargo holds. Once tanks and bilges have been sounded, if there is
ingress of water at an uncontrollable rate, a distress message may be transmitted at the Captains digression
Check for fire damage around area of the collision and cargo spaces
Once your own vessel’s condition has been assessed and is seen to be under control offer assistance to the
other vessel and personnel
If the vessel(s) are in grave or imminent danger a distress message may need to be sent and even
abandoning the vessel may be necessary. This may have been already sent depending upon the Captains
Date: 12.8.13 Task no: B11.3
Methods of indicating distress at sea
By referring to Rule 37 – Distress signals and Annex VI, I listed below the ways in which vessels can use one or
more of the specified signals below when in distress.
A gun or other explosive signal fired at intervals of about a minute
A continuous sounding any fog-signalling apparatus
Rockets or shells, throwing red stars fired one at a time at short intervals
A signal made by radiotelegraphy or by any other signalling method consisting of the group …___... (SOS)
in the Morse Code
A signal sent by radiotelephony consisting of the spoken word ‘Mayday’
The International Code Signal of distress indicated by NC
A signal consisting of a square flag having above or below it a ball or anything resembling a ball
Flames on the vessel (as from a burning tar barrel, oil barrel, etc.)
A rocket parachute flare or a hand flare showing a red light
A smoke signal giving off orange-coloured smoke
Slowly and repeatedly raising and lowering arms outstretched to each side
SOS using the International Code of Signals
The radiotelegraph alarm signal
The radiotelephone alarm signal
Signals transmitted by emergency position-indicating radio beacons
Approved signals transmitted by radio communication systems, including survival craft radar transponders
Date: 12.08.13 Task no: B11.4
OOW response to a distress
The DSC distress alert should be good enough to attract attention. The message is followed by an RT distress
sequence giving further information relating to the incident. The distress sequence is a distress call followed by
a distress message if possible or a telex distress message.
Watchkeeping Entries
Date Summary OOW
02.06.12 First bridge watchkeeping 3rd
Officer
03.06.12 Bridge familiarisation 3rd
Officer
25.07.12 Restricted visibility 3rd
Officer
16.08.12 Anchorage 3rd
Officer
29.08.12 Shifting the vessel (starboard to port) Captain
14.09.12 Arriving under supervision of Captain Captain
08.08.13 Great circle calculation 2nd
Officer
11.08.13 1st aid & Keeping GMDSS log up-to-date 2
nd Officer
16.08.13 ARPA 2nd
Officer
25.08.12 Navigation lights not working 2nd
Officer
27.08.13 Anchorage Chief Officer
03.09.13 Calculating Sunrise Chief Officer
24.09.12 Transit through piracy area 2nd
Officer
02.02.14 Pilotage through Suez Canal Chief Officer
20.02.14 Approaching Vietnam 3rd
Officer
07.04.14 to 18.04.14 Arriving and Departing Dry Dock Captain and 3rd
Officer
13.05.14 Plane sailing 2nd
Officer
19.05.14 Star sight planning Chief Officer
22.05.14 Possible collision Chief Officer
28.05.14 Near miss [including Task B02.3] Chief Officer
30.06.14 HSA and VSA 3rd
Officer
11.07.14 Sun sight 2nd
Officer
21.07.14 RPM needed to make it to the next port 2nd
Officer
23.07.14 Head on situation 2nd
Officer
Date: 02.06.12
Watch: 20:00 to 24:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Rotterdam To – Bremerhaven
Bridge equipment layout
We left Rotterdam at 1600 (4hours before my watch). On the bridge I was told to familiarise myself with the
‘Master’s Standing Orders’ [appendix 3.2] so I could assist the vessel more effectively if on the bridge myself.
When the traffic decreased, the 3rd
Officer went through some of the Bridge Familiarisation Checklist [appendix
3.11], which was completed later (20.6.12). He also told me that knowing the correct lighting for un/berthing
was necessary (mooring stations, upper deck, gangway, and lifeboat).
For the second hour, I was shown the DROR programme (a multi-choice on the Rules of the Road) and was told
to try a tutorial on Part C as it was relevant (after 2200hrs it was dark). I was shown the physical features for
early detection by radar. Auto acquiring targets (followed by ARPA) was good as I had more time for analyzing
the status quo and was free from all mechanical operations. Also it is more efficient to get information as soon
as they appear immediately on target you are acquiring.
Using 2 charts throughout the watch, I kept the Chart 5011 and IALA Maritime Buoyage System book nearby
especially when we passed cardinal markers. Even though 3 fixed objects is better for plotting our positions, I
could only use 2 fixed points (oil rig and light house [5 second flashes]).
We were overtaken by 2 vessels (on our starboard side), where the Captain asked me about Rule 13 and 10 as
we were soon approaching a Traffic Separation Scheme (TSS). After entering into the TSS, 3rd
Officer showed
me that the ECDIS displays the TSS but the Radar can too (using the ship’s routeing publication) but currently
the 2nd
officer had not inputted the data into either radar.
After sketching the wheelhouse arrangement [appendix 3.8], I gained a better understanding of the layout.
Officer on watch with: 3rd Officer (Siryk Yevhen)
Date: 03.06.12
Watch: 08:00 to 12:12 (04 hours, 12 minutes)
Vessel’s Position [Loaded Passage]
From – Rotterdam To – Bremerhaven
Helm and Telegraph (steering controls)
On completion of the handover from the Chief Officer, the 3rd
Officer went through some items on the ‘Bridge
Watch Handover’ checklist #3 [appendix 3.1] explaining their importance which helped me understand why the
new watch keeping officer must verify all the information before taking the watch.
The 3rd
Officer showed me the summary list of ‘Port Documents’ [appendix 6.1] (for all ports we will visited on
our chartered voyage) which has to be ready in advance for the port authorities or we would be denied entry.
The 3rd
Officer showed me on the chart Parallel Indexing (PI) technique which he explained is useful when
monitoring the ship’s progress in relation to the passage plan. Some of the physical features on the charts that
are easy to detect on radar, were RACONs that he explained can be acquired on the radar screen easily (when
the AIS function is on).
Due to a stationary submarine being in our way, we had to go in a circle (I was shown the Wheelhouse Poster)
and by the time we completed one turn we were clear. The captain got the AB to put up cylinder during our
passage with the pilot on board. Today, more charts were utilised (chart 1875, 3617 and 3621) and our position
was plotted every 6mins as we were approaching in Bremerhaven (arrived 12:12 LT).
While manoeuvring into the port, I shadowed the 3rd
Officer while the Captain and Pilot ordered commands
from the Starboard bridge wing through the VHF (channel 82). 3rd
Officer was:-
Filling in the Bell Book noting down key phrases from the mooring team (1st
line ashore, all lines made
fast) and from the Captain (Finished with Main Engine [FWE], finished with x2 bow thrusters)
Recording details on the Course Recorder
Changing our AIS details from ‘Under way using Engine’ to ‘Moored’ when All lines made fast command
was given
Changing the speed using the telegraph while the AB hand steered then doing both after the AB was
relieved to help prepare the gangway
Officer on watch with: 3rd Officer (Siryk Yevhen)
Date: 25.07.12
Watch: 08:00 to 12:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Kwangyang to – Ningbo Anchorage
Restricted Visibility
Fog down about 0800 just when I finished reefers
When our vessel was approaching anchorage, we encountered deterioration in visibility (below 2 cables). The
following actions were taken after 3rd
Officer called Master:
Placed the ship’s main engine on ‘stand-by’ and reduced the vessel’s speed
Commenced the sounding of fog signal
Made sure the navigation lights were functioning
Commenced systematic plotting of any targets on the radar
Immediately plotted our position on chart
Called for an additional lookout (AB)
There was no noisy work on deck so no need to notify the workers on deck
Today, we used chart 3480. I filled in the restricted visibility checklist #4 [appendix 3.17]. The fog lasted
throughout the watch and beyond.
When reduced visibility is expected the first responsibility of OOW is to comply with the 1972 International
Regulations for Preventing Collisions at Sea and the Master’s Standing Orders [appendix 3.2], particularly with
respect to:
Regulating the ship’s speed
Posting an extra lookout
Engaging hand steering (using AB)
Making appropriate sound signals using the whistle
Operating the radar in an efficient manner
Informing the Master and engine room of the prevailing circumstances
Checking navigation lights are functioning
All these actions should be taken in good time before the visibility deteriorates.
At the end of the watch, I entered a statement of our actions into the ship’s Deck Log Book.
Officer on watch with: 3rd Officer (Siryk Yevhen)
Date: 16.08.12
Watch: 20:00 to 00:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
At – Suez Canal
Suez Canal the following day
Anchorage
Approaching anchorage, I plotted our position every 15minutes using visual bearings only. The chart used on
this watch was Chart 2376, which changed later to 2133.
2015 – Seen Racon B
2045 – Racon B – 241°, 3.3NM
2100 – Racon TR – 307°, 10.8NM
2115 – Land mark ‘Parit’ 025°, 6.6NM
2145 – Racon G – 190°, 1.8NM
2200 – Racon B – 196°, 1.0NM
While en route, we kept the VHF on channel 20 and the other on the emergency channel 16. Later on, we
changed channel from 20 to 12 (no need for dual watch). At 2213, we arrived at anchorage E 26 (given Engine
room 1hr notice). At 2250, I put the windlass lights on to assist the Chief Officer (forward team), Bosun and OS.
At 2318, we let go of port anchor.
During anchoring I gained experience, under supervision, at both forward station and the bridge. Before
anchoring, when the vessel approaches the anchorage, the Captain decides which position we will anchor and
check other anchored vessel’s heading by radar.
The vessel comes to the decided position by the heading. At the same time Chief Officer comes to forecastle
with Bosun and OS to stand-by. Notice is also given to Engine Room so they are aware the ship is slowing
down to a suitable speed.
Dropping anchor
Forecastle team duties (I was there on 26.07.12)
Untie the windlass’s remote control panel cover and check everything is ok
Removed the sea protect cover, released the lashing, opened the stopper (took out the pin open it and use
pin, secured the stopper), switch clutch (gear)
Switched on the windlass and Chief Officer reported to that everything has been prepared
The Master decided which side the anchor will be dropped and gives the order to Chief Officer to lower the
anchor to the sea level.
Drop the anchor by weight then reports to the bridge
Bosun use the brake to hold the anchor
Bosun manually operates the windlass slowly put the anchor to the sea while the Chief reports. The OS
prepares the anchor ball while the bridge prepare the anchor lights
The forward team can’t leave the anchor station immediately. The Chief Officer will check the movement
of the anchor chain, make sure the anchor is holding the ship in position (not dragging) then report to the
bridge.
Bridge team duties
The uses the echo sounder to check the water’s Under Keel Clearance (UKC); when more than 2 cables
then drop anchor, first lower the anchor to the sea level by Windlass then drop the anchor by the anchor’s
gravity as the vessel goes astern.
gives order to Chief Officer on how many shackles drop by windlass (on deck or in the water), then Chief
Officer checks the mark on the anchor chain and reports to the bridge the progress along with the position.
At this time the give the order drop the anchor by weight, and tell the OOW (officer on watch).during drop
anchor. The boson always stops letting go anchor and check how many shackles in the water by see the
maker on the anchor chain at the interval of around half cable go down.
When the forecastle team operate the order, the Master also gives an order (to the OOW) to give slow speed
astern to help assist the anchoring operation (so the anchor does not pile)
The OOW fixes an accurate position on the large scale chart. This is the vessel’s anchor position
The anchor holds the ship at one position by 2 forces (anchor’s force +/ anchor chain force), according to the sea
condition the Master then decides how many cables should be drop more and give order to the Forecastle team
Officer on watch with: 3rd Officer (Rajendran, Paari Hasan)
Heaving up anchor – 21.9.12 (on the bridge under supervision of Captain) [page 3]
Remove the anchor force from the brake to the windlass, heave in anchor with the ship slow ahead. Open the
nozzles with the sea water to clean the anchor chain while OS cleaning chain with the fire hose.
Report to the bridge the accurate procedure. Use the brake to hold the anchor, clean the anchor operation place.
The precaution s to be observed by personnel:-
The people carrying out the anchoring operation must wear helmet, safety shoes, overall, face protection
(goggles, mask)
When we use the brake shift force, this must ensure the winch is ready to hold the anchor and the anchor
link in right position
When dropping the anchor or heaving up the anchor, everybody should keep clear of the anchor chain,
windlass and hawse pipe
If the anchoring operation is carried out at night then the upper deck and forecastle must sufficient
illuminate
Windlass operation must be operated by a competent person i.e. Bosun
Date: 29.08.12
Watch: 20:30 to 00:00 (03 hours, 30 minutes)
Vessel’s Position [Loaded Passage]
At - Gdansk
Shifting vessel (from Starboard to Portside alongside)
Gdansk shifting vessel in using the turning circle
When the vessel arrives or departures, our vessel needs the Pilot. When the Pilot is on board, the Chief Officer
and 2nd Officer are usually on standby at their mooring station. The bridge team, in this situation, consisted of
Captain and me. Attached is a breakdown of the commands given that taken day from the bell book [page 3].
It’s essential that the communication with the bridge during the operation is precise. Before the mooring
operation, bridge team, forward and aft teams establish and test the communication between each team by VHF
on channel 82.
Testing the Bow Thrusters
Before operating the bow thrusters, the engine room had to be notified (using the phone to call the Engine
Control Console on no. 22). After speaking to the on-duty engineer, they would give use on the bridge command
of the bow thrusters.
The pilot also established the communication with the port traffic centre and tug by VHF. Normally the tug‘s
operator speak the local language, if have need have intention of tug, the pilot speaks to the tug‘s operator and
then speaks to the Captain. The Captain repeats the tug’s request to the forward and aft.
Before mooring operation, the following equipment should be ready and tested:
Winches --checking the proper working of clutch, the changes of gear and their safety contacts, the brakes,
the proper working of the <heaving in >and <pay out> direction according to the control level
Mooring lines—mooring lines no damage
Heaving lines—including the monkey’s fist and rope, the rope should be no twist together and must in
clockwise or anticlockwise as a circle
Rat guard—the ropes that tie to the rat guard are in good condition
The fairlead and chock are in good condition
Messenger for the tug and the equipment for making fast the tug like the shackle, steel wire are ready
The procedure for connecting to a tug for un/ berthing:
Bridge informs the mooring station at which position the tug should be made fast, and uses the tug line or the
mooring line. The crew at the mooring station prepares the ropes for tug.
Mooring line as the towing line
The mooring station slack adequate length of the mooring line on deck
when the tug approaches, the tug gives the heaving line to our vessel through the chock or the fairleader
The crew connects the heaving line with our vessel’s mooring line, when finished; speak to the tug’s crew
then the tug starts to heave in the heaving line
Meanwhile the mooring station pays out the mooring line to the tug
Normally the mooring station slack enough mooring line in deck and secure the mooring line on the bollard as 8
at least five times [appendix 5.5]
Towing line from tug
The mooring station need to prepare the messenger rope and winches
When the tug approaches, give the messenger to the tug, wait for the crew on the tug to connect the
messenger and tug line
Put the another end of the messenger on the drum end ,only enough turns of the messenger should be used
on the warping drum end to heave in the towing line
Heaving in the messenger let the towing line on board and put the eye of the rope on the bollard
Officer on watch with: Captain (Bachvarov, Georgi Stanchev)
Dates: 14.09.12
Watch: 12:00 to 15:30 (03 hours, 50 minutes)
Vessel’s Position [Loaded Passage]
From – Rotterdam To – Port Tangier
Arriving under supervision of Captain
Contact between bridge, forward and aft stations was achieved by the portable VHF’s (5 in total) during
manoeuvring operation. Radio checks were carried out prior to manoeuvring. At all of the time actions taken
were be noted to the Master.
One hour before picking up the pilot, I would go through the pre-arrival checklist #2 [appendix 3.13] and
steering gear checklist # 8 [appendix 3.16]. The Pilot Card was fully completed and signed by both the Master
then the Pilot on completion.
The Pilot ladder would be prepared as per Pilot requirements. Sometimes Pilots require additional safety
measures and equipment (man ropes when embarking), vessel’s speed to be adjusted according to the
meteorological conditions.
After arriving on the bridge, the pilot asked the Captain how many tugs the ship will take. The pilot controlled
tugboats using portable VHF. The passage plan (including the contingency and abort scenarios) matched the
pilot’s intended route but if there were any significant differences, these differences would be discussed between
the Master and the Pilot and then reconciled accordingly. If significant changes were required, the passage plan
had to be updated immediately.
The pilot was advised of the ships particulars, manoeuvring characteristics and navigational situation.
The Master informed the Pilot about:
Position, heading, speed and helm at the point of handover
Vessels draught, trim and manoeuvring characteristics, including the ship’s behaviour when the engine is
run astern (transverse thrust)
Current traffic situation
Minimum required under keel clearance (UKC)
Maximum rudder angle
Power of windlasses and mooring winches
Maximal SBL (safe breaking load) of the ropes and bollards
Use and readiness of anchors, standby requirements
The Pilot informed the Master about:
Required support from the Bridge Team
Expected traffic situation
Turning basin and which side will be turn first
Expected minimum depths that may be encountered during the transit
Local conditions (current, winds, tidal streams) and forecast expected
Position in the terminal
Clearance between forward and aft vessel (using bollards when approaching the quay)
SBL (safe breaking load) of the tug lines
Power of tug boats i.e. 50
It was my duty to continue to monitor the ships position and progress and also the traffic situation. I was told
that if I had doubts as to the Pilot's apparent or intended action or ability, to immediately inform Master.
The Mooring teams:-
Forecastle - Chief Officer, Bosun, OS/1, OS/2
Poop Deck - 2nd Officer, AB 1, AB 2, 3rd
Officer (observing)
Examples of my duties from one hour notice to the finished with engine are on page 3.
The following communications and actions would be carried out before, during and after mooring operation:
All deck hands would be standing by 45 minutes before manoeuvring
Check of the backup communication system would be done between bridge and forecastle, poop deck
and engine room
After boarding of the Pilot, I reported to the bridge “Pilot on board” and whether Pilot ladder to be
secured or not
When the mooring stations were prepared for arrival, Chief Officer and 2nd
Officer would report “all
deck hands are on standby for manoeuvring”.
Chief Officer would report to the bridge: “anchor is unlashed and ready to be dropped in case of an
emergency”
Master informs forward and aft how the ship will turn
During turning of the vessel Chief Officer and 2nd
Officer report clearance from the obstacles
Chief Officer would report i.e. “bow is passing the corner of the terminal”
Chief Officer would report when bow is passing close to the marker on the berth
When ship is finished approaching, the Master would report which lines first i.e. “springs first”. First
lines ashore in this case were spring sent by heaving line
When in position Chief Officer and 2nd
Officer would report “sending down springs” and “ropes in the
water”. I was told that the bow thrusters and propeller must not be used when the ropes are in water
because they could be sucked into propeller
After both Chief Officer and 2nd
Officer report “springs tight” the Master would then give order “send
out the head and stern lines”
Chief Officer and 2nd
Officer replay ”sending out the head and stern lines”
After all lines are tight, forward and aft team leaders report ”all lines made fast“ then the Master
replays “all ropes to be secured by brake”
After rat guards are posted, they would announce “forward and aft finished”
Officer on watch with: Captain (Bachvarov, Georgi Stanchev)
Date: 08.08.13
Watch: 12:00 to 16:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Oakland To – Nakhodka
Later that night, a lot of trawlers
Great circle sailing
Charts used 1801, 2293
When I came onto watch, there were trawlers around the vessel. After making some alteration of our course to
avoid collision, the 2nd
Officer tasked me with finding the following:
Distance (from beginning of the great circle sailing to the end)
Initial course to set off (after ~200NM from USA)
Calculation
Initial position is 39° 50.5’N, 130° 00.0’W Final position 51° 09.0’N, 160° 00.0’E
PA = 90° - Latitude A = 90° - 39° 50.5’ = 50° 09.5’
PB = 90° - Latitude B = 90° - 51° 09.0’ = 38° 51.0’
Distance
AB = cos-1
([sin PA x sin PB x cos P1] + [cos PA x cos PB])
AB = cos-1
([sin 50° 09.5’ x sin 38° 51.0’ x cos 70°] + [cos 50° 09.5’ x cos 38° 51.0’])
AB = 48.41909125° (so x by 60) = 2905.1 NM (passage plan = 2923.4 NM)
Initial Course
Using formula
A = cos-1
(cos PB – [cos PA x cos AB] / [sin PA x sin AB])
A = cos-1
(cos 38° 51.0’ – [cos 50° 09.5’ x cos 48° 25.1’] / [sin 50° 09.5’ x sin 48° 25.1’])
A = N52°W Course= 308°T (passage plan went 312°T)
Using A, B, C
A = tan Latitude A/ tan d.long (P1) = tan 39° 50.5’/ tan 70° = 0.3682592294 N
B = tan Latitude B/ sin d.long (P1) = tan 51° 09.0’/ sin 70° = 1.163624505 N
C = 1.531883734
Course = tan-1
(1/ [c x cos Latitude A]) = tan-1
(1/ [1.531883734 x cos 39° 50.5’]) = N 43.2° W
Course = 313°T
Before leaving Oakland, 2nd
Officer transferred GC track to Mercator charts as a series of short rhumb lines
(selecting meridians with a d. long of 5° to 10° (G1 to G11).
Officer on watch with: 2nd Officer (Lopukhin, Vladyslav)
Date: 11.08.13
Watch: 12:00 to 16:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Nadhodka To – Busan
View from the bridge wing
Used Chart 2293 throughout the watch.
At 1340 we got a call from first engineer saying there was an oil spill (real) in the engine room.
I changed to hand steering on a course of 296° until 1510 when we received a call saying they managed to
contain the spill. I switched back to Remote Control (RC) mode, monitoring it for a while.
Later I found out the engine cadet got something in his eye, which 2nd
Officer treated immediately.
The 2nd
Officer Asked me to read the GMDSS log information pages and write a summary of how to fill in the
GMDSS logbook.
Keep a log of all communications - listing the station, frequency and summary of the message
Before I began this task of keeping a communications log, I consulted the beginning of the GMDSS radio
logbook. From that I found out that:
This logbook should be in accordance with the regulations of the merchant shipping. A radio log must be carried
on board Hyundai Hongkong. It should be retained on the navigational bridge convenient to the radio
installation. It must be available for inspection by people authorised or a representative of an authorised
administration.
From reading the first few pages of the GMDSS log, I have a deeper understand on how to:
Complete the log
Keep the log
Inspect the log
Dispose the log
Perform equipment tests and reserve energy checks
Completion of the GMDSS log
Section A
Enter required particulars of the vessel and details of radio certification
Enter the methods of ensuring the availability of the radio equipment, including details of the service
company or companies if shore-based maintenance is the chosen means
Section B
Enter the details of the qualified personnel on board. Indicated by the Captain, the designated qualified crew
have primary responsibility for the radio communications in the event of a distress incident
Section C
Comprises of a diary report of the operation of the radio installation. Entries in this part of the log are to be
prepared in duplicates. The summary column includes:
Summary of communications related to distress, urgency and safety traffic. When logging this information
you must include dates, times, vessel details and the vessels position
A record of important incidents connected with the radio service like:
o A breakdown or serious malfunction of the equipment
o A breakdown of communications with coast stations, coast earth stations or satellites
o Adverse propagation conditions e.g. atmosphere noise, general interference, etc.
o Serious breach of radio procedures by other stations
o Any significant incidents concerning the exchange of commercial traffic such as disagreements over
charges, the non-receipt of message, etc.
The position of the vessel at least once a day. The position may be given to a geographical point, if
appropriate, as an alternative to its latitude and longitude
Details of checks and tests carried out
Keeping of the Log
The Captain must nominate someone qualified in the equipment, which is 2nd
Officer in Zodiac. They must
maintain the log and carry out the appropriate checks and tests required by the regulations.
Distress communications received by Navtex, Enhanced Group Calling, Narrow Band Direct Printing and
Satellite should be logged and filled at the rear of the log in date order
Weather/Navigational warnings do need to be logged but their receipt must be noted in the log
Daily Weekly and Monthly checks carried out on the equipment need to be logged. The name and number of the
station and its frequency must be logged in.
If there are any faults with the equipment, the Captain must be informed. The details of the problem must be
logged.
Inspection of the Log
Each day the logbook must be inspected and signed by the Captain.
Disposal of the Log
The carbon copy duplicates must be removed and fastened together in the correct order to form the record of the
operation of the radio. They must then be disposed of in a manner directed by the Zodiac. In our case, the
carbon copy log was kept on board the vessel and the originals were sent back to Zodiac.
Officer on watch with: 2nd Officer (Lopukhin, Vladyslav)
Date: 16.08.13
Watch: 12:00 to 16:00 (04 hours, 00 minutes)
Vessel’s Position [Ballast Passage]
From – Kwangyang To – Busan
We used the Chart 127 throughout the watch.
2nd
Officer asked me about ways in which to acquire target, where I talked about ARPA and also if ARPA was
not working to plot the vessel(s) on a radar plotting sheet. There are two methods of target acquisition - manual
and automatic. Both methods can be used at the same time.
Automatic target acquisition
The ARPA can acquire up to 50 targets. A target just acquired automatically is marked with a broken square and
a vector appears about one minute after acquisition indicating the target’s motion trend. Three minutes after
acquisition, the initial tracking stage is finished and the target becomes ready for stable tracking.
It’s important to adjust the controls (SEA) and (GAIN) properly in the automatic target acquisition mode to
minimise the effect of sea clutter.
If untracked targets enter the guard zone (GZ) when the maximum number of targets (50 targets) is already
being tracked, targets with lower levels of danger will be cancelled and replaced.
Setting auto acquisition areas guard zones (GZ)
Click GZ1 or GZ2 on the screen. Set the limits of guard zones. Automatic target acquisition will start. The
target acquired will be marked with “No” its target ID No, which will move with the target. Its vector will
appear within one minute.
When the Target ID No. display is set to OFF, any acquired target will not be given a target ID No.
If the RADAR is set to ACQ AUTO mode, the targets within a guard zone will be acquired automatically. The
guard zone can be set arbitrarily. If a guard zone is not set, a guard zone of 3 NM and +-45° in the direction of
our own vessel will be set. (Guard Zone 1: Heading direction, Guard Zone 2: Stern direction).
Features such as guard zones and target acquisition footprints are commonly used for automatic acquisition of
ARPA targets. Such features should always be used with caution, especially in sea areas where radar
inconspicuous targets can be expected.
Manual acquisition (ACQ MANUAL)
If the maximum number of targets (50) is already acquired, then new targets cannot be acquired. To do so,
cancel any current targets that are not required.
The acquired target will be marked with “No“. A vector and ID No. appears in about 1 minute after acquisition
indicating the target’s motion trend. To use the manual acquisition mode only without the automatic mode on
concurrently, press (ACQ AUTO) to turn Automatic Acquisition OFF.
Officer on watch with: 2nd Officer (Lopukhin, Vladyslav)
Date: 25.08.12
Watch: 20:00 to 00:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Rotterdam To – Bremerhaven
Lights from radar mast
Chart 1633 – North Sea Friesland junction and GW/ EMS to Vieland and Borkum
Plotted position every 20mins as we were close to the coast.
2130 – Heavy rain occurred so we switched to S-band for more visibility (maximum was 4 NM)
2230 – Changed chart 1635 – Borkum to Neuwerk and Helgoland – scale 1:150000
2320 – Altered to 5° to port from the passage plan as 15m depth close by which is close to our draught
2340 – After walking outside onto the bridge wing, I noticed the navigation lights stopped working so I
mentioned to the 3rd
Officer to phone the electrician.
There was no alarm, but we would have cancel the alarm after switching to back up but nothing happened
The electrician inspected the navigational lights then looked at the circuit board to see what had
malfunctioned
Eventually found out it was a fused that blew so no need to repair the actual light. Because the situation was
resolved immediately, the Master was not informed until the following day. The repairs were checked during
daylight hours.
Officer on watch with: 3rd Officer (Rajendran, Paari Hasan)
Date: 27.08.13
Watch: 04:00 to 08:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From - Yantian To – Yangshan
Tanker we were overtaking Tanker after overtaking
Used charts 2412, 1199 when approaching anchorage.
When on watch, we at the same speed as the tanker on the pictures above but they slowed down and we passed
them 30 minutes after.
While this situation was happening, I learned some extra charts and list symbols i.e. cables to avoid anchoring
from Chart 5011.
Before arriving at anchorage, I was shown the ECDIS and RADAR and how to monitor if the vessel was
dragging its anchor and how to create a guard zone so to create an alarm if vessel goes outside.
Setting auto acquisition areas guard zones (GZ)
Click GZ1 or GZ2 on the screen. Set the limits of guard zones. Automatic target acquisition will start. The
target acquired will be marked with “No” its target ID No, which will move with the target. Its vector will
appear within one minute.
When the Target ID No. display is set to OFF, any acquired target will not be given a target ID No.
If the RADAR is set to ACQ AUTO mode, the targets within a guard zone will be acquired automatically. If a
guard zone is not set, a guard zone of 3 NM and +-45° in the direction of our vessel will be set. (Guard Zone 1:
Heading direction, Guard Zone 2: Sternward direction).
Features such as guard zones and target acquisition footprints are commonly used for automatic acquisition of
ARPA targets. Such features should always be used with caution, especially in sea areas where radar
inconspicuous targets can be expected.
When both automatic and manual acquisition modes are used concurrently, important targets should be acquired
manually, and the rest should be acquired automatically. If new targets enter the zone and they exceed the
maximum number of targets that can be acquired, manual targets will continue to be displayed until they leave
the guard zone, but automatically acquired targets will be cancelled according to their degree of importance.
Limitations:
The maximum numbers of targets are 50
If acquisition fails the target symbol blinks and disappears shortly (alarm appears)
Automatic methods can acquire false echo
Limitation of range: for successful acquisition, the target to be acquired should be within 32 NM from our
vessel and not obscured by sea or rain clutter
The effect on radar detection of the sea state, weather and other sources of interference
The possibility that small vessels, ice and other floating objects may not be detected by radar at an adequate
range
Radar can lose the target with bad echo signal (small target or too much distance)
To cancel acquisition of individual target chooses the cursor (Cancel) place it on a target and press left button.
To cancel acquisition of all targets press and hold the CANCEL more than 3 seconds.
Officer on watch with: Chief Officer (Ivanov, Zhelyu Todorov)
Date: 03.09.13
Watch: 04:00 to 08:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Busan To – Tacoma
Not possible to do a gyro error using the sun
Throughout watch we used chart 4522.
After changing over watch with the 2nd
Officer, I wanted to work out sunrise for our location so I could take an
amplitude reading at that time (LT) then convert it to UT using the chronometer along with applying the error to
it
Calculating sunrise
DR latitude (entered into the Almanac) 48°22.2’N
GR meridian for sunrise = 0519 (on the 3rd
)
L/T (from our longitude) = - 1032
Observer (UT) = 1847 (2nd
June)
Clock on board = +12hrs
Sunrise at our location = 0647
After calculating the approximate sunrise using DR position, it was not possible as the sky was overcast so not
possible to do a gyro error using either the portside or starboard side repeater. I checked and compared
compasses until later I managed to take an accurate sextant altitude of the sun and do a sight.
Officer on watch with: Chief Officer (Ivanov, Zhelyu Todorov)
Date: 24.09.12
Watch: 00:40 to 04:20 (03 hours, 40 minutes)
Vessel’s Position [Loaded Passage in the Red Sea]
From – Port Tangier To – Singapore
High Risk Area Transit - Gulf of Aden
On watch chart 158 was utilised.
There are posters with our designated person ashore (Mr. Paul Shields). One of his duties is ensuring the
implementation and maintenance of the system ashore and on board all ships and providing a link between
senior management (Chairman/ CEO/ General Director) and those on board.
Zodiac use ‘Protection Vessels International Ltd’ (PVI) when going through high risk areas. Teams vary from 3
men teams to 4. When entering the high risk areas the first time, the changing weather conditions due to the
monsoon season made it hard to visually detect large vessels never mind skiffs. The sea state was always above
Beaufort Scale 3, so it luckily made it difficult for the pirates to operate their skiffs. While I was on the bridge
wing, the Officer always maintained a careful radar watch along with visual checks frequently.
Bab al-Mandeb (before entering this area I read BMP4)
When going through Bab al-Mandeb, an extra lookout was put on the poop deck for the first two PVI teams, as
this was considered a major blind spot [appendix 3.19].
Aft blind sport (~1.1NM)
Luckily our freeboard is not as low as other vessels i.e. tankers, but this was still taken into account when on
watch. We know that having a large freeboard is not enough to deter a pirate attack so we also had fire hoses set
up from bay 78 to 82, along with razor wire.
Things the crew and I did prior to entering high risk areas included:-
Denying the use of any lights at night time
Closing off access routes i.e. watertight doors
Providing security drills (including citadel drills on 1.7.12, 10.8.12, 24.9.12)
Switching the AIS off to avoid additional attention that could be used against us
Recommendations by the PVI teams that were given
The PVI team produced a report about our vessel’s transit on how to make our vessel better protected.
Recommendations:
Fabricated metal plates on both the port and starboard wings in the event of an attack
Metal plates installed and ready the day before the 2
nd PVI team boarded
Disciplining the crew for not listen to the Captain and PVI’s requests which compromised the safety of the
ship i.e. by not contacting the bridge before going outside on deck
Upper deck (port side) usually open, between 0800 to 1700 if not checked (can see door open)
Officers on watch with: 2nd Officer (Ganev, Zhivko)
Date: 02.02.14
Watch: 04:00 to 08:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Port Said To – Colombo
Pilotage through the Suez Canal
Mandatory Suez Canal light
Before entering the Suez Canal, the electrician had to come on board to check the Suez light. The pilot gave
most orders in RPMs instead of Telegraph commands i.e. dead slow ahead. The Chief Officer showed me the
Chart Plotter and how to use it.
If there is an emergency situation at anchorage, the Master has to give the order “let go everything” the Bosun
will go to the Bosun store to operate the quick release equipment.
The Master is the commander of the vessel, responsible for the vessel’s safety. When the pilot is on board, if
there is sufficient evidence to show the pilot is not suitable for navigation, the Master has the responsibility to
change the pilot.
The pilot also usually requires gyro error, which we calculate at least once per day [appendix 3.7].
The pilot gave me the order for the telegraph and bow thrusters while the helmsman was hand steering. The
Master was monitoring all progress.
Duties of the OOW i.e. 3rd
Officer during pilotage (reference to the Standing Instructions)
Maintain bell book by clear entries
Operate the telegraph and bow thrusters as may be required and ensure engine direction and revolutions
match the indicated order
Relay orders to the helmsman and check the helmsman (course is correct)
Check pilot dis/ embarkation ladder (escort as required) if leaving soon
Ensure appropriate flags are displayed
Officer on watch with during pilotage: Chief Officer (Budnyayev, Andriy)
Date: 20.02.14 – 21.02.14
Watch: 20:00 to 01:42 (05 hours, 42 minutes)
Vessel’s Position [Loaded Passage]
From – Singapore To – Vung Tau
Small fishing vessels passing close to the vessel while approaching
While approaching the port, I heard 1 prolonged blast (rule 34) which the 2nd
Officer later asked me but for
some reason started talking about fog signals which is not correct.
The 3rd
Officer was asking me about interactions that occur in shallow water. Whenever a vessel is manoeuvring
in shallow water or two vessels are passing close to each other, there is a possibility of interaction.
Interaction in shallow water
This is usually referred to as squat and occurs when the depth of water in relation to the draught of the vessel is
small. The indicators of squat are:
Decrease in under keel clearance (UKC)
Change in trim
Poor response to rudder
Decrease in speed
Increase in vibration
Decrease in RPM of main engines
Increase in bow and stern waves
Mud/ sand stirred up to surface
The main danger when squat is experienced is that the vessel may respond very slowly to alterations of course
but may also sheer unexpectedly. This is especially dangerous in a narrow channel or when passing another
vessel.
Whenever squat is likely, speed must be reduced. Passing distances from other vessels must also be as large as
possible bearing in mind the width of the channel.
Unexpected sheers are also possible when the depth of water in a narrow channel or river is less on one side than
the other. Pressure will build up on the shallower side and this may cause a sudden swinging effect on the
vessel’s bow, away from the shallower side.
Officer on watch with: 3rd Officer (Aus, Kristjan)
Date: 07.04.14
Watch: 08:00 to 16:00 (08 hours, 00 minutes)
From – Anchorage To – HUD Dry Dock
Arriving at Dry dock
Between 0800 and 1000 – we prepared the bridge to leave anchorage. At 1030 we finished picking up the
anchor and proceeded to HUD Dry Dock.
Before this was arranged, the HUD authorities asked for our vessel to be trimmed by the stern because:
The vessel will handle better
The declivity of the dock bottom is compatible with the trim angle
The ‘Sole Piece’ is an aft strength member and will be the first part of the vessels structure to make contact
with the blocks
3rd
Officer and I checked the following documents were ready:
Dry dock plan
Shell expansion plan
General arrangement plan
Chief Officer’s work done list
Plug plan
Firefighting arrangement
Tank arrangement
Stability information
Vessel’s general particulars
Rigging plan
Certificates for the surveys planned
No need for a cargo plan as we were not docking with cargo on board.
When approaching the Traffic Separation Scheme, we seen the Maersk vessel that was having trouble with their
engine (their status on the AIS was Not Under Command).
When I went to pick up the Dock Master, there was confusion because I asked the OS is this the Dock Master
and he replied no. Luckily after a few seconds I asked him personally then we proceeded to the Bridge, while
the other members of his team went to the mooring stations.
Entering dry dock
The value of trim and the metacentric height (GM) in the afloat condition
1. When a vessel enters dry dock, it should be in a stable equilibrium (upright and trimmed slightly by the
stern)
2. Once inside the dry dock, pumping out commences and the water level in the dock drops gradually
3. As the vessel is trimmed slightly by the astern, the astern will take the blocks first and the forward end can
be adjusted in order to align the vessel correctly over the keel blocks and preventing it from capsizing
4. After the astern has taken the blocks, part of the vessel’s weight gets transferred to the blocks. This is
equivalent to the discharge of weight from the astern, both the KG and LCG of the discharged weight is 0.
This results in:
a. Decrease in the hydrostatic draught
b. Decrease in the trim by the astern
c. Virtual rise of center of gravity of the vessel and virtual loss of GM
5. The value of weight at the astern frames increases as the water level drops and the vessel suffers steadily
increasing virtual loss of GM.
Therefore it is very important that the vessel has positive stability until the vessel has taken the blocks overall.
Officer on watch with: Captain (Kulkarni, Uday Dattatray) and 3rd Officer (Aus, Kristjan)
Bell book entry when arriving
Date: 18.04.14
Watch: 08:00 to 12:00 (04 hours, 00 minutes)
From – HUD Dry Dock To – Hong Kong
Departing Dry dock
Prior to departing dry dock, the following documents that need to be signed are:
The Dock Master would present the ‘Authority to flood’ certificate, signed by Chief Officer. The Chief
Officer did not sign this until 3rd
and 2nd
Officer checked all bottom plugs were replaced and that all
personnel were clear from the dock floor.
Officer on watch with: Captain (Kulkarni, Uday Dattatray) and 3rd Officer (Aus, Kristjan)
Bell book entry when departing dry dock
Date: 13.05.14
Watch: 16:00 to 20:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Brisbane To – Kaohsiung
Plane sailing calculation
When on watch, Chief Officer asked me how long it would take until we reach a particular waypoint.
He pointed out I was not to use the passage plan for distance to go or time to go from the GPS, but use a form of
sailing calculation.
I decided to use plane sailing formula (working below):
Our course was 350° at 13.3knts. Position (16°37.7’S, 153°06.1’E) and the WP 283 (11°18.2’S 152°06.2’E)
Calculate the distance
diagram
Distance = d’lat/ cos course = 5°19’/ cos 350° = 325NM (the passage plan said it was 325.2NM between each)
Calculate the time
Time = distance/ speed = 325/ 13.3 = 24hrs 26mins
So Estimated time of arrival = 1700hrs (current time) + 24hrs 26mins = 1726 (14.05.14)
I later checked with the GPS logbook and found out we arrived at 1530 (altering course to 006°) as our vessel’s
speed increased.
GPS logbook copy
Officer on watch with: Chief Officer (Mihalcea, Catalin Daniel)
Date: 19.05.14
Watch: 16:00 to 20:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Brisbane To – Kaohsiung
When I came on watch, I decided to make an evening twilight star sight plan (below). Using the navigation
triangle I worked out our course over ground (COG) of 318°T at speed over ground (SOG) of 14.7kts.
I worked out rough position for the LT of evening twilight = 08° 54.0’N, 132° 05.0’E
GR sunset (0°) civil (6°) nautical (12°)
From almanac (with ~ Latitude) 1813 1835 1902
LT (-) because longitude is E 0848 0848 0848
Observer (UT) 0925 094710
1014
Zone (+) 10 10 10
LT (on board) 1725 1747 1814
The best time for observation is between sunset and civil = 3° and between civil and nautical = 9°.
(After interpolation)
1736 1801
When 3rd
Officer came up to relieve Chief Officer for dinner, we checked the stars and planets visible that were
at a good altitude (after working out the adjustable errors of the sextant as someone had used it prior to us). I
sighted the following:
Sirius (17:46:45) with a Sextant (SA) 30° 45.2’
Pollux (17:50:25) with a SA 43° 06.4’
Mars (17:48:30) with a SA 55°47.2’
Officer on watch with: Chief Officer (Mihalcea, Catalin Daniel)
10
Use to calculate the LHA of Aries at civil twilight
Date: 22.05.14
Watch: 16:00 to 20:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Kaohsiung To – Yantian
1800(relative) 1838 (relative)
After sight planning, I realised a close quarters situation approaching. Because Chief Officer allowed me to be
the Officer in charge (under his supervision), he was surprised when I asked for his advice.
I realised the above situation arising before it even happened. I pointed this out to Chief Officer who said it’ll be
okay but when the situation became apparent things changed. I suggested making an alteration to starboard well
in advance but was told it was too early to make a decision.
We were heading on a course of 324° (T) which after about 30minutes was changed to starboard to make 340°
(T) to allow the situation to diminish, which it did. No other situations on this watch caused concern and I was
immediately back in command after the vessels were clear.
Officer on watch with: Chief Officer (Mihalcea, Catalin Daniel)
Date: 28.05.14
Watch: 16:00 to 20:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Kaohsiung To – Yantian
Near miss with a fishing vessel
When coming on watch, Captain nearly collided with fishing vessel
Immediately when I came on watch, Chief Officer ordered the AB to switched to hand steering. Because the
situation needed immediate action, Chief Officer realised the AB was farther away so took control himself and
moved the vessel hard to starboard. What had happened was the Captain was conning because 2nd
Officer was
filling in some e-log as we came on watch.
After the situation was resolved and explained, the Captain was still oblivious to what had happened. He was
not prepared to admit his mistake when Chief Officer confronted him, not learning from the incident which
would have helped him work out a way to avoid repeating it in future.
The Chief Officer asked me to write about human error and ways in which to avoid (in relation to navigational
watch).
Response to Human error
The officers in charge of the navigational watch must remember that the vessel is moving and needs to be
controlled with respect to navigation and collision avoidance. Typical errors and faults can arise through the
following omissions:
Failure to complete a task when required i.e. 2nd
Officer taking 3hrs to complete noon report
Ignorance of the vessel's dimensions and behaviour
Undetected difference between intended track and track made good
Not monitoring manual or auto helm, ruder indicators, compasses and course recorders
Not monitoring engine controls or indicators
Unresolved difference between Speed Over Ground (SOG) and RPM
Measuring by single technique
Unresolved cross-track error
Not monitoring visibility (not briefing the lookout if any are there)
Not searching visually (relying solely on the radar)
Not taking compass bearing
Not making a radar /ARPA/ plot
Making decisions on inadequate knowledge of target behaviour (scanty information)
Not displaying lights or sounding signals
Wrongly applying the COLREGs
Omitting to inspect the vessel especially after leaving port
Omitting to monitor the location and working of the crew especially important when in high risk areas
Mistaking the correct identification of a light, landmark or navigational aid visually, on radar or on the chart
Task: B02.3
How to avoid errors
Plan ahead and know what to expect (come onto watch, look at the chart)
Develop safe routines and habits to ensure most safe practices are covered under normal operations, whilst
leaving time and energy to solve difficult problem(s)
Check and monitor others
Apply self-checking habits to all activities on the bridge:
o Check equipment is working after first results have been obtained
o Formulate approximate results before working out detailed calculations (to save time)
o Plan ahead - estimate, at the time of taking over the watch, the position in which the vessel will be at the
end of the watch (use the chart[s])
o Check the distance between fixes to verity that the speed is as expected
o Check a parallel index with a position fix or CPA to a buoy
o Do not rely on one method of fixing when additional methods are available
o Use check list(s)
I have always started each watch by adopting the above principles and more. I do not become too preoccupied
with a particular instrument, particularly radar by maintaining an outward vision and situational awareness.
Officer on watch with: Chief Officer (Mihalcea, Catalin Daniel)
Date: 30.06.14
Watch: 11:30 to 15:30 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Hong Kong To – Yantian
When drifting while waiting on the pilot, I knew which berth we would arrive at so I planned what 3 objects I
would choose roughly before arriving at the port.
While waiting, the 2nd
Officer explained the Pilot boarding procedures
To call for pilot, the ship contacts the pilot station by radiotelephone, VHF station must be on the channel which
determine according with Admiralty List of Radio Signals – “Pilot services, vessel traffic services and port
operations” beforehand or hoist the signal flag ‘Golf’ which means I require a pilot or two long one short blast
by ship whistle or flashing light according to International Code of Signals, when vessels approach the pilot
station. Also before boarding pilot specifies which side s/he wants the ladder to be lowered on.
3 objects: No.6 (Fl.R4s), Cheung Pai Tau (Q.R), No.1 (Fl[2]R.6s)
Earlier that day I fixed the adjustable errors so no index error remained. The sextant had no adjustable errors.
Using Horizontal Sextant Angles (HSA) – Officer on watch was Cardozo, Villy (3rd
Officer)
I measured the following HSA from our vessel, Hyundai Oakland when we were alongside at Yantian (1536).
No.6 (Fl.R4s) 30° 44.6’/ 30.7° Cheung Pai Tau (Q.R) 26° 32.0’/ 26.5° No.1 (Fl[2]R.6s)
After working out HSA:
No.6 to Cheung Pai Tau angle = 90° – 30.7° = 59.3°
Cheung Pai Tau to No.1 angle = 90° – 26.5° = 63.5°
Berthed at Yantian at ~2000 (30.6.14)
The position marked by the chart plotter later at 2000 was slightly different than the calculated version.
Also using Cheung Pai Tau (Q.R) I worked out our distance from the light using Vertical Sextant Angle
Distance = height of the object/ tan angle = 3m/ tan 0°04.4’
= 1NM and 4 cables (this matched with the position we were at on the chart plotter)
Officer on watch with: 3rd Officer (Cardozo, Villy) and 2nd Officer (Ai, Shi Hu)
Date: 11.07.14
Watch: 11:50 to 16:00 (04 hours, 10 minutes)
Vessel’s Position [Loaded Passage]
From – Yantian To – Melbourne
Vessel underway and making way
Course - 185°, speed – 20.9 knots
I came up before noon as I wanted to calculate the meridian passage (MP) before it happened so I could work
out our latitude. After doing my daily tests, I checked the sextant for errors then proceeded to calculate our
vessel’s latitude and longitude by doing a sun sight.
Sun Sight calculation
Sextant Altitude = 35° 28.0’ Index Error = Nil
Observed Altitude = 35° 28.0’ Dip = - 11.0’ (height of eye = 49.936 – 10.41 = 39.526m)
Apparent Altitude = 35° 17.0’ Total Correction = +14.8’
True Altitude = 35° 31.8’ TZD = 54° 28.2’
Chronometer – 03:10:16 (ship 10hrs +) Error – 00:25 (fast)
UT – 03:09:51
GHA (3hr) 223° 38.0’ LHA 020° 02.4’
Increment (9m 51s) 2° 27.8’
GHA = 226° 05.8’
CZD = cos-1
([cos LHA x cos Lat x cos Dec] – [sin Lat x sin Dec])
CZD = cos-1
([cos 020° 02.4’ x cos 28° 47.7’ x cos 22° 15.0’] – [sin 28° 47.7’ x sin 22° 15.0’])
CZD = 54° 34.0’
Intercept = 54° 34.0’ - 54° 28.2’ = 00° 05.8’/ 5.8 NM towards
A = tan 28° 47.7’ / tan 020° 02.4’ = 1.506700382 N
B = tan 22° 15.0’/ sin 020° 02.4’ = 1.19418774 N
C = 2.7008881222 N
Azimuth = tan-1
(1/ [2.7008881222 x cos 28° 47.7’]) = N 22.9° W
Bearing = 360° - 22.9° = 337° (T)
D’lat = distance x cos course = 5.8’ x cos 22.9° = 5.4’ N
ITP Lat = 28° 47.7’ S – 5.4’ = 28° 42.3’S
Dep = tan co. x d’lat = tan 22.9° x 5.4’ = 2.2’
D’long = Dep/ cos mean Lat = 2.2’ / ([28° 47.7’ + 28° 42.3’]/ 2) = 2.5’ W
ITP Long = 153° 57.6’E – 2.5’ = 153° 55.1’E
Officer on watch with: 2nd Officer (Ai, Shi Hu)
Date: 21.07.14
Watch: 00:00 to 04:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Brisbane To – Kaohsiung
2nd
Officer calculating before asking me to
Calculating the knots needed to make it to Kaohsiung
UT 1400 (20.7.14) +10hrs (zone)
UT 0000 (1.8.14) +8hrs (zone)
11 days 10hrs = 274hrs
3578.8 NM (DTG calculated at midnight LT)
S= D/ T = 3578.8/ 274
= 13.1 knots
When looking at the RPM sheet, 13.1knots would need 46 rpm but probably require less as current was with us
(after referring to the routeing chart for this month.
After calculating the knots needed, we did not implement them as they would be done in the morning on 3rd
Officer’s watch (0800 to 1200). Anything less than
I did a gyro error using the star Acrux (starboard side repeater), luckily before the clouds covered the sky.
Officer on watch with: 2nd Officer (Ai, Shi Hu)
Date: 23.07.14
Watch: 12:00 to 16:00 (04 hours, 00 minutes)
Vessel’s Position [Loaded Passage]
From – Brisbane To – Kaohsiung
Head on situation
Vessel approaching (relative) Checked the chart to make sure all was clear
When coming onto watch I decided to fill in the radar log book for the X-band [appendix 3.14] of the vessel
called Innovator.
I soon realised I was under obligation to alter my course to starboard, as I was the give way vessel. Because I
was also overtaking a vessel, I knew I had plenty of time to allow the vessel to pass by before altering back to
my original course to overtake the other vessel ‘Innovator’.
Innovator (Vessel being overtaken)
Altered 5° to starboard then when the vessel was abeam, altered 5° to port to get back on course
Officer on watch with: 2nd Officer (Ai, Shi Hu)
Section 4 – Ship Operations
Subject Task
Relieve and handover deck watch, both alongside and at anchor B13.1 and B21.2
Assist in dealing with provisions B13.2
Assist in taking on fresh water B13.4
Assist in bunkering operations B13.5
Preparing operations B13.6
Working safely on a Container vessel B13.7
Cargo operations on a Container vessel B14.3
Relieve and handover a deck watch B14.1 and B22.3
Safe Working Operations B14.2
Weather and watertight arrangement A01.1
Ballast Passage A01.2
Taking soundings/ ullages of bilges and tanks B13.3
How senior officer determines certain stability calculations A01.3
Vessel’s stability plans A01.4
Date: 30.09.12 Task no: B13.1 and B21.2
Relieve and handover deck watch alongside
Anti-heel control system on the Hyundai Oakland [appendix 4.4]
Taking over a watch when alongside
When taking over a watch when moored, the following factors have to be taken into account
Chief Officer’s and Master’s Standing Orders read and clearly understood
Special instructions or orders appertaining to actual cargo and port operations been read
and clearly understood [appendix 4.1 and 4.2]
Moorings properly tended and the ship’s position maintained alongside and in position
Has ship to shore access been properly rigged
Deck and hold lightings sufficient
Are only authorised personnel allowed on board
Frequent draught checks made to ensure that cargo operations are followed with the
planned loading/ discharging program
All pertinent information such as cargo handling times, damage to cargo, stowage
information and prevailing weather conditions recorded in the port log book
Safety procedures closely followed and securing equipment sufficient [appendix 5.9]
Cargo plan, loading/ discharging sequences and any other cargo requirement checked
and clearly understood
Authorised shore personnel introduced to handing over duty officer (stevedore
manager)
Ballast operation monitored with frequent checks of tank soundings by OS
Fresh water supply operation monitored with frequent checks of tank sounding
Watch keeping crew informed as per port and cargo requirements
Crew ashore been recorded
‘Shore leave Expire’ notice board posted (usually 6hrs before departure)
Abnormal occurrences
Gear box location
Date: 13.08.13 Task no: B13.2
At – Rotterdam
Assist in dealing with provisions
Before loading provisions (making sure the area is clean)
On all vessels we collected provisions a couple of times for each vessel (usually Rotterdam, Singapore and Hon
g Kong).
Before arriving in certain ports
A victualing committee checks the provisions before the Master orders provisions
the crane’s SWL is tested when possible
Tested in dry dock (Hyundai Oakland) on the 15.04.14 of 15tonnes
Crane operation during
Crane hand signals used during the operations (usually using the Monorail crane) – Poster in Tally Office
These hand signals are crucial between the Bosun (usually operating the winch) and the other crew helping.
After provisions had arrived
The Cook and the Master would check the produce and reject if they found it not suitable.
Officer with: Captain (Nikolov, Georgi Aleksandrov)
Date: 02.09.12 Task no: B13.4
Assist in taking on fresh water
Fresh water tank next to cargo hold no. 7
Before taking in more fresh water, the tanks should be emptied frequently and cleaned because even water can h
old bacteria.
Fresh Water Generator (FWG)
Vessel Tonnes/ day
Hyundai Hongkong 201.9 FWT (P) and 201.9 DWT (S) = 403.8 tonnes
Hyundai Oakland 195 FWT (P) and 195 DWT (S) = 390 tonnes
The FWG consists of an evaporating chamber, condensing chamber, distillate pump, salinity indicator, brine/ air
ejector and other accessories.
Ejector pump supplies the sea water (taking out the brine and air)
The FWG produces the rated capacity of fresh water even when the main engine is running at NCR. The salinity
of the distillate shall not to exceed 10ppm (monitored by a salinity control unit).
If at any point, somebody senses an excess salt content, the fresh water outflow is automatically diverted to the b
ilge or returned to the evaporating chamber by a dump valve.
When at lay-up we only generated a small amount per day of about 12 tonnes.
Officer with: Chief Officer (Malevskyi, Oleksandr)
Date: 09.08.13 to 10.08.13 Task no: B13.5
Vessel’s Position [Loaded Passage]
From – Oakland To - Busan
Assist in bunkering operations
Bunkering in Nadhodka, Russia on the 10.08.13(not more than 24hours)
Bunkering operation carries danger for the humans and the environment. All bunkering operation or other
procedures for transferring oil on board the ships must comply with international requirements (MARPOL
convention) and requirements of the flag state (ours is United Kingdom).
Our checklist included:
Pre bunkering
During bunkering operation
After completion of delivery
Pre transfer conference
Training session
Declaration of inspection
The following pre bunker checks have to be carried out before permission can be given to commence pumping.
To reduce the risk, the following minimum requirements must be met.
Before bunkering we:
Bunker training session was held on the 09.08.13 arriving at Nadhodka
Decided a safe access to and from the vessel (could be a barge or quay in the future)
Prepared a bunker plan
Chief Officer decided on the required trim
Manually dip tanks
We checked the Oil Procedure Notices (including pipe diagram) at the fuelling station
Plugged all the scuppers with the OS and AB’s
Plugged the drip tray
SOPEP equipment checked and in place
Helped the 3rd
Officer check the firefighting equipment was in place (CO2 and powder extinguishers)
for immediate use
Made sure the ‘No naked lights’ and ‘No Smoking’ signs were displayed
Shut off and blanked any unused manifolds
Set up a venting operation
Engine room closed the sounding cocks
We would have fitted fenders but the other vessel had fenders
Moorings and bollards checked
Established radio communication between suppliers and engine room
Checked the hose connection (minimum 4 bolts, fully bolted and tight)
OS sounded the bunker barge tanks
I was to be on bunker station with the watch keeper (Motorman)
Check the valve line up (also make sure it is sufficient length encase of unexpected ship movement)
Open the manifold valve
During
Hoisted 1 red light on the 09.08.13 and the next day we hoisted the Flag ‘Bravo’
Recorded the time of commencing delivery
Checked the filling connections not in use for leakage
Not to allow overflow from the pipes (by checking regularly)
Checked the hose and connections (also filters, drains and sample valves regularly)
Monitored bilge alarms in the area associated with bunkering (starboard side)
Fuel Oil and Diesel Oil System
Confirmed (to the person in charge) that the fuel is going into the correct tank (the 1st Engineer would
check at regular intervals)
Check the valve line up and that the valves are closed when changing over tanks
Loading rate reduced for topping off
Sufficient completion ullages to allow for draining and relief of air locks
The officer of the watch (3rd
, 2nd
and Chief Officer) would keep a record of the bunker operations (time
of the vessel mooring, unmooring and bunkering stages)
After bunkering we:
Record the time of completion
Closed the manifold
Drained the hoses and loading arm (before disconnecting) – supply pipeline blown by compressed air
to get rid of any remaining oil
Disengage and send back the flange connection (in closed position)
Closed all the bunker valves
Chief Officer noted the draft and trim of the vessel
Chief Engineer compared the ship’s figures with the supplier’s figures for the quantity received
Took sample from the supplier (from the bunker main)
All equipment used during returned back to the original position and properly secured
Completed the log book and oil record book
After doing more bunkering operations, I understand the potential risks and how to help as much as possible to
reduce any overflow to help the environment in the long run.
Officer on watch with: Chief Officer (Ivanov, Zhelyu Todorov)
Date: 05.09.12 Task no: B13.6
Vessel’s Position [Loaded Passage]
From – Rotterdam To – Bremerhaven
Preparing operations – Co-ordinating the landing of the Weser Pilot by Helicopter
Helicopter Landing the Weser pilot in Bremerhaven on the 06.09.12
Prior to arrival, the helicopter pilot requested all lights on, which OOW promptly attends to and hoisted flag for
wind direction. The Master reached an agreement with the helicopter pilot on a proposed operation before
commencing.
The Master made the assumption that the pilot would land, winch assisted, on the hatch cover (Bay 38) but the
pilot of the helicopter chose the platform on the starboard side of the funnel. [see picture above]
A purpose built platform would have been preferable but the Eubank does not lend itself to routine helicopter
operations, just the Weser pilots that board and depart in such a manner.
In total on my voyages, four pilots have arrived and departed by helicopter.
Watch entry from my perspective on the Weser pilot’s approach
2000 to 0005 – bridge
Chart 1423 then 1875
2230 – contacted Weser pilot
2230 – noticed measuring instrument (which was not on the chart or ECDIS) as FL (5) y 20s
2230 - Familiarised myself with the bridge lights before the Weser pilot arrived by helicopter
0005 – Weser Pilot landed
Officer with: 3rd Officer (Rajendran, Paari Hasan)
Date: 23.7.13 Task no: B13.7 and 14.3
Working safely on a Container vessel
At – Los Angeles
On the hatch cover making sure no turnbuckles or lashing bars were there before loading on deck
Before going on deck after the handover of a deck watch, the 2nd
Officer made sure I knew the Cargo Securing
Manual (especially bay 70, which the American’s call AB securing) along with appropriate lashing needed and
the Code of Safe Working Practices
Example of Los Angeles - Port log book (information I recorded from 1200 to 1800)
When cargo operations began, the following precautions were implemented:
Proper PPE worn
Areas of the Stevedores working (especially in USA) was crucial as they preferred us not to be near the bay
when working there
Appropriate security level mentioned and implemented (especially by the AB who does security check
when people come on board)
Before cargo operations resumed I checked the salinity of the water for Chief Officer then made sure the bays
which the stevedores were working had no lashing bars or turn buckles hanging off the lashing bridge or on
deck (if loading on the hatch cover).
1300 – Cargo ops resumed
1302 – Crane 3 finished loading Bay (B) 46 hold; close hatch cover
Crucial to check the hatch cover closing as sometimes they can damage the lashing if they are sticking out from
the lashing bridge or the hatch cover can swing and hit the other parts of the vessel i.e. lashing bridge
1336 – Crane 3 finished loading B50 hold; then closed hatch cover
1410 – Crane 1 finished loading B18 on deck; shifted to B22
1422 – Crane 2 finished loading B34 hold; then closed hatch cover
1434 – Crane 1 finished loading B34 hold; then closed hatch cover
1534 – Crane 3 shifted B46-54
1550 – Crane 2 finished loading B34 on deck; shifted to B38
I went 1 round around the vessel. Some were too tight and slack so I got power on deck and once power was
obtained I engage and disengage the correct gear handle to the correct mooring winch. Once I done this I
released the brake and then I heaved some and slackened others under the supervision of 2nd
Officer.
1634 – Crane 4 shifted B70-B58
While this was going on I checked the temperatures (Load) of the reefers and reporting any abnormal variations.
Any reefers needing connecting, I reported to the 2nd
Officer who called the Electrician to connect
1645 – Cargo operations ceased
Before cargo operations finished I took down the Bravo flag (I am taking in, or discharging, or carrying
dangerous goods). In addition to this flag, the ship’s national flag (British Ensign) will be and the courtesy flag
of the country were taken down also. At night the lights usually shown are just the accommodation and deck
lights but because there was dangerous cargo on board, then one red light was shown to indicate this.
1800 – No cargo operations in progress. No accident/ incident reported during watch
Checking fwd – 8.65m, mid – 9.90m, aft – 11.75 draught at end of watch
Draft mark
If a situation were developing which I did not feel I could handle I would call the duty Officer, as they have
more knowledge of the ship and are more experienced. If they could not deal with the situation either, I would
call Chief Officer.
Officer with: 2nd Officer (Lopukhin, Vladyslav)
Cargo Operations
Stowing the Containers in Holds
In holds we can load only 20 ft. or 40 ft. containers. We can also load two 20 ft. containers instead of 40 ft.
containers. In holds there are no foundations to stow the containers. The securing arrangements for containers
stowed in the holds can be cones which are fitted on the tank top (bottom of the cargo hold), guide fittings and
terminal stackers. The cell guides start from the tank top and reach to hatch coamings. When the crane loads a
container it puts the container’s corners in the cell guides. To prevent containers moving, the stackers are
inserted the container’s bottom fitting. They also serve as restraints to prevent shifting of containers between
tiers. Some of the bays only permit loading 20ft containers and when the 20ft containers reach the tank top plate
level, the 40ft containers can be loaded.
Stowing the Containers on Deck
For the above tiers dual twist locks are used on top and manual twist locks on deck. These twist locks are
inserted in the bottom holes of containers before loading by the crane operations. Dual twist lock automatically
when they are on top of another container.
But while the containers are discharged these twist locks are unlocked by the lashing-men manually (pulling out
1 side).
For the second tier, containers are secured by lashing bars and turnbuckles. After second tier loaded lashing bars
are fitted into corner fitting. To make tight the lashing, the turnbuckles are turned by means of an operating tool
manually by lashing-man. These securing devices are fitted to the eyebolts on the hatch covers.
Containers stowed to the sea side on deck must to be secured with eight short lashing bar (4 fwd, 4 aft) then long
lashing bars (2 fwd, 2 aft). Also if the container stack is high then three tiers the long lashing bars must be used
on sea side stack. The long lashing bars must be inserted in the bottom corner fittings of the third tier. 40 ft.
containers in all rows must be secured with four lashing bars at each end (fore and aft), for 20 ft. containers the
requirement is two lashing bars at each end (fore and aft).
Securing containers
When securing containers on board, the Chief Officer has to consider the stresses resulting from the ships
movement and wind pressure. The first set of lashing is from the bottom corners of the 2nd
layer to either ‘D’
rings or ‘pad eyes’ on deck. The second set of lashing is from the bottom of the third layer to suitable lashing
points on the deck, ‘D’ rings.
The cargo plan plays an important part in the preplanning stage both for un/ loading. The outline of a cargo plan
shows the vessel in profile view and the various decks in plan formation. Cargo plans are initially compiled
from data supplied by the Charter and the Ship’s Office and updated from data supplied by the deck officers.
Each duty deck Officer shall keep detailed records in a notebook including cargo distribution, separation,
lashings and any other pertinent information which they shall promptly pass on to the relieving Officer. The
method and manner in which a cargo plan is compiled depends upon the individual ideas of the Chief Officer
who should always consult the Master for their views and advice. The common feature of every plan is clarity to
facilitate safe and efficient un/ loading of cargo taking into account the un/ loading port rotation to avoid over
stowage.
As soon as the Chief Officer receives advice of the cargo plan they shall, in consultation with the Master,
compile a pre loading master plan. This plan is to show the proposed stowage and distribution of cargo to be
loaded. Should any change be required in the loading plan, the matter is to be referred to the Chief Officer for
this approval.
The plan can be drawn as to show a distinctive color for each port of discharge and so that the disposition of
cargo may be easily distinguished in relation to its respective port of discharge and thereby lessen the possibility
of over-carriage and short delivery.
Stowage plan to show, the sailing drafts and distribution and quantities of fresh water, bunkers and ballast. The
Chief Officer is responsible for the loading, stowage, keeping and discharging of the cargo. They should prepare
un/loading plan, copies of which shall be distributed to the watch keepers. The Officer of the watch in port
should always check if un/loading is going in accordance with the loading plan and report without hesitation i.e.
any damage to the vessel.
During preparation of un/loading plan, Chief Officer should pay attention to:
Load Line Rules and regulations
Water density in port (DW)
Draft limitations, air draft limitations (from sea level to top of hatch coaming)
Vessel’s stability & stress
De/ballasting operations
Quantity of cargo to be loaded
Local, national & international regulations (flag state and port state)
Safety precautions are in place
Head Office advice
Shipper's requirements
Environmental (Agricultural/biological regulations)
Permissible load limitations
Updating Dangerous Goods cargo prior to every departure from Port i.e. 28.07.12
Fire Plan outside the accommodation
Our vessel is always carrying a varied dangerous cargo (DG). When there is DG loaded on the vessel, the duty
officer must check things such as the class; the position because of segregation. DG position must be clearly
shown on the cargo plan. The dangerous goods or manifest or marine pollutant list shall be based on the
documentation and certification required in IMDG Code and at least in addition they must contain the stowage
location and the total quantity of the dangerous goods.
When DG are transporting, all dangerous cargo must be clearly defined in where kept. At 0900 after leaving the
bridge, 3rd
Officer asked me to change the DG list in both the starboard and port fire tubes because we were
arriving at Ningbo in a couple of hours. For consignment of DG, the appropriate information shall be
immediately available at all times for use in emergency response to accidents or incidents.
The DG list must include the position, class and definition of the cargo according to Regulation 5.3 of part A of
chapter VII of the International Convention for the Safety life at sea, 1974, as amended and by regulation 4(3) of
Annex III of the International Convention for the Prevention Of Pollution from Ships, 1973, as modified by the
Protocol of 1978 relating thereto MARPOL 73/78.
In all the voyages, we have carried all classes except 1 and 7; these are usually asked before entering Traffic
Separation Schemes (TSS) by VTIS in Singapore.
The prevention of fire from cargo of DG is achieved by implementing the following precautions:
1. Keep combustible material away from ignition sources
2. Protect flammable substances by adequate packing
3. Reject damaged or leaking packages
4. Segregate packages from substances liable to start or spread fire i.e. ammonium nitrate fertilizers
Special attention must be carried out loading or discharging containers. If any accidents happen during handling
any DG can cause catastrophic situations.
The shipper must also provide:
A packing certificate detailing cargo, weight, etc.
A DG declaration, stating the types of DG’s and their details
A UN number
Reefer monitoring example from Maersk Eubank
June July August September October
1 337 160 439
2 24 162 439
3 24 81 439
4 337 24 439
5 337 330
6 160 12 557
7 337 74 383
8 74 384,300
9 337 74
10 337 74
(x2) 349
11 74
(x2) 349
12 337 74
(x2) 349
13 349
14
15 207
(x2) 74
16 207 74 439
17 207 74 439
18 200 207 74 439
19 400 207 439
20 400 207 74 439
21 400 121 74 439
22 400 74 439
23 200 121 74 439
24 337 121 74 439
25 337 37 56
26 337 37 56
27 337 37 77 439
28 337 34 77 439
29 337 6 77 439
30 337 10 439
31 10 12
When starting reefer check on 18th
of June, the first thing I learned was about each container being easily
identified by a unique ID number. After doing reefers for a while, I helped redesign the list on 20.6.12
Reefer stowage
All reefers are stowed with engine aft so they can be plugged into the ship’s electrical system by way of suitable
under/ deck sockets. We can load and stow reefers on deck of our vessel in tier 82 and 84 but the reefer
containers must be stowed to first tier wherever possible. On board have 235 connections for reefers and these
containers can be stowed on bays 26, 30, 36, 40, 44, 48, 52, 56, 60, 64.
No reefer containers to be stowed in rows 12 and 13 due to DG cargo.
The amount of reefers varied between ports. The reefer unit is used to maintain the ‘Carriage Conditions’ while
the container is transported. The Partlow Chart records the temperature inside the container along with other
information regarding the conditions of carriage.
When arriving at the port, the location and status of each individual container is controlled by a sophisticated
computer system. The parameters of each refrigerated container to be monitored included:
Compressor running
Defrost signal
Temperature abnormal
Power disconnection
Actual temperature and set point
In piracy areas reefers still had to be checked by myself, so certain safety precautions were taken into account
when formulating measures to prevent myself and other crew members being trapped if an illegal boarding
happened if we were on deck. Near the end of my contract, the company was installing hardware so customers
would be able to trace the progress of their container throughout the shipping process.
Task no: B14.1 and B22.3
Relieve and handover a deck watch (understudy)
Brisbane (19.07.14) – Romeo over Yankee (required by Port State Control)
The Maersk Eubank is a container carrier designed to carry cargo stowed in containers with size of 20, 40 and
45 feet. Our ship trading pattern depends of the charterer’s trading interests in the world. The Eubank has
arrangements which allow it to carry cargo in the cargo holds and on deck. The Eubank’s trading pattern is on a
predetermined trade route planned by the charterer (Maersk Line) which can vary i.e. going to Port Tangier
(Morocco) for the first time on the 22nd
of June 2012. We currently go from Europe to Asia via Suez Canal
carrying different kinds of cargo: -
- Homogeneous cargo (cartons and packages, bagged cargo, drums, barrels, rolls, light vehicles, etc.)
- Hazardous cargo (on ‘Dangerous Goods’ list)
- Refrigerated units
- Uncontainerised cargo (shipped on a bed of flat racks)
- Liquid cargo in tanks
The important properties of this type of cargo carriage is that the one shipment is in one package from beginning
(stowing into the container) to end (delivered to the recipient).
Vessel’s Position [Loaded]
Port – Rotterdam (09.09.12)
View from the bridge wing of cargo operations in Rotterdam
After arriving in Rotterdam (0216 all fast), we moved from the aft mooring station to the ship’s officer to begin
monitoring cargo operations.
On deck a gangway watch must be maintained at all times and in accordance with the ships security level (Level
1 for Rotterdam).
All persons on and off the ship must be closely monitored, visitors log must be completed and badges issued to
all visitors.
At 0600, the 3rd
mate relieved us.
Understudying 2nd
Officer, I assisted in conveying the status quo when handing over the watch.
The main things to go over before handing over the watch (in port or bridge) are:
Is the relieving officer fit for his duties (not drunk, well rested, etc.)
Identify the cargo situation and what work is in progress (cranes, stevedores, lashing men, reefer technician,
supervisors, etc.)
Where the gear boxes area (on board or ashore)
What is the expected time of completion / sailing time (so know when 1hr notice is)
Is any crew ashore (shore leave expiry time mentioned)
Is there any ballasting in progress (check the ship’s office programme)
Are frequents checks to drafts being made
Is gangway watch in order in accordance with ships security code (must know the security level of the port)
At 0000 (on the 10.9.12), I came on port watch with the 2nd
Officer to relieve the 3rd
mate. We came 10 minutes
early so there was enough time between the officers to explain everything which was taking place. I consulted
the Chief Officer’s Standing Orders (for port) [Appendix 5.2]
When relieving the Officer, we:
Checked the cargo operations (doing one full round of the vessel ourselves)
Ask the draft from the officer handing over
Security round carried out in accordance with the ships security plan and recorded in the log
Rounds of the ship should be frequently made to ensure all mooring lines are secured, rat guards are in
place
Cargo operations are in progress in accordance with the cargo plan and any damages should be
reported to the foreman and chief officer
Checking reefers (if any need connecting, contact the Electrician)
Check the clinometer
Gear box locations (ashore or on board)
Be told any operations going on i.e. bunkering
Officer with: 2nd Officer (Ganev, Zhivko)
Vessel’s Position [Ballast]
Anchorage – China (near Hong Kong) on 27.02.14
Anchorage on the 06.03.14
When coming onto watch, I consulted the Master’s Standing Orders [Appendix 3.1]. While at anchor, the
Officer of the Watch must determine periodically the ship’s position to be sure that the ship is remaining
secured at anchor (not dragging), and periodically inspection rouds of the ship are made. The sea condition, and
tidal information, must be observed periodically, for the security of the ship. He should ensure that the
appropriate light and shape and signal sounds are made in acordance with regulation, and if the visibility
deteriorates badly, must notify the master.
When relieving the Officer at anchorage, the following factors are important:
Master’s Standing Orders and Night Orders have been read and understood
All members of the relieving watch should be checked to ensure they are capable of doing their duties.
Are correct lights or shapes are being displayed.
Ships Position.
Ships Draught.
Prevailing Tides.
Currents, Weather Conditions and Weather Warnings.
Gyro and Magnetic Compass Errors.
Movement of vessels in vicinity of own ship.
Identification of shore lights and buoys.
Hazards likely to be encountered on watch.
If the anchor has been dragging.
If anchor has needed to be raised and lowered again.
Ensure that correct shapes and lights are displayed and sound signals
When handing over an anchor watch, I was told to mention the following:
Vessels position (shore landmarks that can be seen and navigational marks)
If the vessel showed signs of dragging anchor
Ensure that inspection rounds of the ship are made periodically.
The weather condition
Readiness of the engines and machinery
Visibility
Remind the Officer about pollution regulations
Officer with: Chief Officer (Budnyayev, Andriy)
Date: 03.09.13 Task no: B14.2
Safe Working Operations
Cargo Operations in Yantian on the 24.08.14
During cargo operations a lot communication is necessary. On board the container carrier, 3 Officers (Chief
Officer, 3rd
Officer and 2nd
Officer) are involved in cargo operations.
Sometimes the Officer needs to plan passage or amend it on the Bridge so having a good team allows this to
happen (including OS and Deck Cadets to help check cargo operations i.e. where the cranes are).
Chief Officer briefs the 2 Officers on how the cargo operations will to be carried out, after receiving information
from the agent. Information given to the Officer in charge on deck:
Loading plan (include also extra sheets detailing Dangerous Goods, Reefers and Oversized cargo)
Discharge plan
The Officers made sure I knew the following minimum information:
Code of Safe Working Practices (COSWP)
Zodiac’s fleet regulations (instructions for the Officer in charge of operations)
M notices
MARPOL
IMDG
Chief Officer’s Standing Orders [appendix 5.2]
This is to ensure the organisational and legal requirements. Any other extra instructions are added using VHF
radios to the other Officers during the operation depending on the timetable, the contents of the load and any
problems encountered i.e. damaged cell guides from the Hatch covers.
All the Officers should always keep personal, crew and passenger safety at top priority throughout the operation
especially on the vehicle decks.
Officer in Charge is responsible for the following
Security:
Keep a lookout for anything suspicious before, during and after loading
Inform the crew to keep a lookout for suspicious behaviour (chapter 2 in COSWP)
Lighting:
All access doors/hatches to crew only areas secured
Lighting is adequate so people are aware of tripping hazards etc.
The accesses to the accommodation area is clear of litter, etc. (chapter 6 in COSWP) and secured to legal
standards (chapter 18 in COSWP)
Health and safety of personnel:
Ensure all crew are wearing Personal Protective Equipment (PPE) throughout (chapter 4 in COSWP)
The deck is adequately lit in advance
The crew are not tired and do not seem incompetent for their job
The crew are trained to do their job to the standard set before them
Pollution:
Keeps a look out for any vehicles leaking oil etc. while making sure the crew knows the action to take in
such an event
The containers carrying liquid cargoes are secured thoroughly
The oil spill locker are properly maintained
Crew know to notify the Officer in charge of any spillage (the spillage is cleaned up quickly and safely and
the materials used are disposed of correctly) while reporting to the Master
Cargo operations in hand:
The Officers will maintain a strict timetable but without compromising safety
Cargo secured correctly (especially oversized cargo)
Officer is aware of the class of the dangerous goods and the locations
Reefers running are kept on a fire watch
Prepare the vessel for departure whilst maintaining the instructions given
Prepare the vessel for departure based on the progress cargo operations
Tides and moorings:
The Officer in charge of the operation is also in charge of the mooring of the vessel. The movement of tide,
expected effect on the vessels draught of the expected cargo and the weather are all taken into account when
mooring the vessel. The Officer keeps an eye on the moorings on the foc’sle and aft mooring deck.
Officer with: Chief Officer (Ivanov, Zhelyu Todorov)
Date: 03.05.14 Task no: A01.1
Vessel’s Position [Loaded Passage]
From – Hong Kong To – Melbourne
Heavy weather precautions – weather and watertight arrangements
Water tight door/ hatch indication panel
These doors have a sensor which is how the Officer on the bridge can see if the doors are open or closed. Even
though this is the case, visual checks shall be made frequently during the passage, especially when experiencing
heavy weather to ensure that these doors are secured and are not leaking.
On board the Hyundai Oakland, after cargo operations, a post cargo checklist is completed to ensure that all the
cargo systems are secured for sea and all safety devices are in place for the passage to the next port which is
Melbourne (where we expected rough weather before arrival). The Chief Officer and I made a round on deck to
ensure that all areas were closed i.e. bow thruster vent (which is on the centre before the forecastle) because the
weather was 70knt relative. Zodiac has strict guidelines with regards to heavy weather and they state that no
crewmembers are allowed on deck during periods of heavy weather without the permission of the Master.
Before the vessel leaves port, the duty Officer ensures that the following are in place:
Forecastle
Access hatch to Bosun’s store from the forecastle is closed and the spurling pipe covers are in place. The
purpose for covering the spurling pipes is that when the vessel is on passage if any heavy weather is experienced
and large amounts of water are shipped over the forecastle, the water does not enter the chain locker and amount
up to a level that may hamper the vessels stability or trim. This may become a problem if the chain locker bilge
pumps become blocked with sediment from the chain, i.e. rust flakes, mud from the seabed
The Bosun store doors which open into the foc’sle head from the main deck must also be closed, and the seals
on the door must also be checked to ensure that they are in good condition
Main Deck
The paint store and SOPEP locker are locked and secured
Bilge alarms are working
The cargo hatch covers are checked to ensure that they are in the proper stowed position along the hatch
coamings (being in good condition)
Each hatch cover access lid inspected and closed (making sure rubber seal is intact)
Cargo hold no. 6 rubber seal checked, then closed and padlocked
Hatch covers (MacGregor type) watertight sealing and securing arrangements.
They are operated by means of a crane so they need to secure them in place
Sealing between hatch covers and coamings is achieved by means of rubber packing, which is fitted on the
panel and tightens against coamings. The packing is of sliding type, acting on top of a horizontal stainless
steel flat bar welded on the coamings.
Accommodation
Watertight doors around the accommodation ( including weather tight windows are locked) and poop deck
The steering gear and under-deck passage ways doors which open on to the poop deck are always kept shut
whilst at sea due to the fact that the poop deck is lower than the upper deck
Doors that lead directly into the engine room spaces
All weather tight doors need to be closed. Although they are not water tight, they will stop any ingress of
water to an extent, depending on severity of the weather
These checks are of the utmost importance to this particular type of vessel because of the nature of the cargo and
the fact that the vessel has a low GM due to cargo loaded in the cargo hold. If these checks were not made, the
vessel’s hatches could leak causing the vessel’s stability to be hampered and endanger the crew and vessel
(along with the cargo).
Means of pumping in the event of water ingress
Possible Sources Of Ingress Of Water Means Of Prevention And Containment
1 Cargo hold hatch cover Hatch cover with seal, secured
2 Watertight doors Rubber seal, closed
3 Weather tight doors Rubber seal, closed
4 Deck hatches Rubber seal, closed
5 Vents Rubber seal, closed and bolted
6 Portholes Securely closed
7 Chain locker Cover in place and bolted down
In the event of accidental ingress of water the Hyundai Oakland is equipped with the means of pumping the
unwanted fluid overboard.
Ballast pump [Appendix 4.5] - the quickest way to pump water overboard, as its pump rate is the largest, But
use of the ballast pump may be achieved only when ingress of water is to the tanks on the ballast pipelines.
Exchanging ballast can help avoid excessive structural loads in rough sea conditions
Bilge system [Appendix 4.3] - arranged to drain and discharge the contents of machinery space bilge wells
overboard. In a true emergency where the vessel is threatened by flooding this would be pumped straight to sea,
but the system usually works via an oily-water separator, which should reduce the oil content of the water to
15ppm or less
Officer with: Chief Officer (Mihalcea, Catalin Daniel)
Date: 07.02.14 Task no: A01.2
Vessel’s Position [Ballast Passage]
From – Hong Kong Anchorage To – Dry dock (Hong Kong)
Ballast Passage
Ship Specific Ballast Water Management Plan is intended to meet the objectives of Zodiac’s Health, Safety &
Environmental Policy. Every vessel is required to have a "Ship Specific Ballast Water Management Plan" to
comply with the following instructions.
Zodiac’s Ship Specific Ballast Water Management Plan is to include the ships details and particulars. Zodiac
vessels are expected to change ballast as necessary, whenever bound for areas where ballast water exchange is
required. In general, the Guide to Port Entry, local agents or voyage instructions will reflect local restrictions
with respect to the carriage and discharge of water ballast and how it should be reported to the authorities.
On board, the Chief Officer is responsible for implementing the procedures with the Ballast Water Management
Plan.
The Duties of the Chief Officer include:
Ensure that the ballast water exchange follows the procedures in the Ballast Water Exchange Plan
Prepare the appropriate ballast water declaration form prior to arrival in port as and when required (i.e.
before arriving in Australia)
Be available to assist the port state control or quarantine officers i.e. AMSA for any sampling they may
need
Informing the Office Operations Department when ballast water exchange is completed prior to entering
areas where ballast reporting is mandatory
Record all ballast operations in company issued 'Ballast Water Log' form (Ballasting, De-ballasting,
Shifting ballast). Appendix 4.5 shows the Ballast Water System
Arriving at the floating dockyard on the 07.04.14 (ballast only)
Ballast water reporting
Every vessel shall use the Ballast Water Reporting form after completion of Ballast water exchanges and
when required by local regulations
Certain States / Authorities have their own reporting forms, which are to be used in instead of the
company’s from
Ballast water report form should be submitted to the appropriate authorities, asking for their objections, if
any, well in advance, leaving time to change ballast if so required
Engine room logs may also be used to verify running times of pumps and generators.
Operational Procedures
General
The exchange of ballast water at sea can be achieved by one of the following or a combination of;
Sequential Method
Flow through Method
The sequential method is whereby the exchange of ballast water at sea is achieved by the emptying and then
refilling designated tanks/holds. The flow through method is whereby ballast water exchange occurs by
pumping in additional water to overfill tanks. This method requires the pumping of 3 times the total volume of
the tank to achieve a complete ballast exchange.
The sequential method is that option preferred by the company and to be employed throughout. The following
lists the advantages employing the sequential method, which
Reduces the hydrostatic risks when exchange ballast water at sea
Reduces pumping times
Assists in the reduction of sediment in ballast tanks.
When compiling the a ballast water exchange plan certain criteria is to be taken into account
The type and size of the vessel
Hydrostatic particulars
Bending moments and shear forces
Free surface effects
Possibility of water sloshing
Ballast tank configuration and associated pumping systems
Trading routes and associated weather conditions
Trim, draft and list
Port State requirement
Manning levels
Ballast Water Exchange Plan
Once a vessel has received orders for their next port of call, the Chief Officer shall determine what action
needs to be taken with regard to ballast water exchange if visiting a State which their laws require to do so
If a state does require ballast water exchange, the vessel shall endeavour to comply with those regulations
The Chief Officer will, using the 'Ship Specific Ballast Water Exchange Plan', compile a detailed Ballast
Water Exchange Plan for the guidance of all personnel engaged in the operation. These instructions are to
be clear and refer to or show the following, but not be limited to
o a schematic diagram showing the vessel’s pumping arrangements and tank configuration together with a
sequential table showing the condition of each tank after every step, see example attached
o tanks nominated for ballast water exchanged
o what order dedicated tanks are to be exchange
o maximum number of tanks to be exchanged at any one time
o the loading computer is be utilised to monitor and determine
Bending moments
Shear forces
Draughts, trim and list
Quantity to be exchange
Duration of operations.
Once the Ballast Water Exchange Plan has been drawn up and completed, the Master is to sign to authorise it.
Deviating from the plan
The ballast water exchange plan should include a list of circumstances in which ballast water exchange should
not be undertaken e.g. heavy seas, shear forces, bending moments, drafts, propeller immersion, under keel
clearance, etc.
The dynamics of large ballast holds are such that safety precautions are of paramount importance when
considering exchanging ballast at sea. An evaluation should be made of the safety margins for stability and
strength contained in allowable seagoing conditions specified in the approved trim and stability booklet and the
loading manual.
The flow through method is not the desired option, due to the number of the following reasons,
Air pipes are not designed for continuous ballast water overflow
Certain watertight and weather tight closures may need to be opened during ballast exchange
The size of the tank exit must permit a flow rate in excess of the pump capacity, in order to avoid over-
pressurisation
Opening tank lids or manholes can compromise the integrity of the main deck
Date: 11.04.14 Task no: B13.3
At – Dry dock (Hong Kong)
Taking soundings/ ullages of bilges and tanks
Sounding equipment Sounding pipe
Cargo hold hatch covers have a small gap that runs fore and aft along the centre hatches which allows water to
enter the hold. When the vessel is seen to taking in unnecessary water, the bilge alarms are constantly monitored
and regular soundings are made to ensure that the duty officer knows of the extent of water that may be in the
hold at any one time. Any water that does enter the hold can be removed via the bilge pump [appendix 4.3]
before it can cause any major concerns to the vessel’s safety.
Tank and bilge sounding record (from 07.04.14 to 11.04.14) before arriving at Dry dock
Lightest sea going condition Draft = 7.53m with displacement = 44,970 T
From the soundings record folder (in the Ship’s Office)
When approaching Dry dock we took the following into account:
Adequate stability maintained at all times in accordance with the Stability and Trim booklet
Avoidance of over and under-pressurisation of ballast tanks
Weather routeing in areas seasonably affected by cyclones, typhoons, hurricanes, or heavy icing conditions
Permissible seagoing strength limits of shear forces and bending moments
Tensional forces, where relevant
Minimum/maximum forward and aft draughts
Wave-induced hull vibration
Contingency procedures for situations which may affect the ballast water exchange at sea, including
deteriorating weather conditions, pump failure, loss of power, etc.
Monitoring and controlling the amount of ballast water.
Appointed Ballast Water Management Officer with: Chief Officer (Budnyayev, Andriy)
Task no: A01.3
How Chief Officer determines certain stability calculations
In some certain cases, authorities may require ship’s stability calculations prior to commencing loading i.e.
before arriving at dry dock in Hong Kong. The Dock Master comes on board before permission is given for the
ship to commence loading.
Visually checking the draft marks indicates the trim
Before arriving at port, to perform calculations of transverse and longitudinal stability and shear forces-bending
moments and also stowage conditions i.e. compatibility with tank/hold/deck are of paramount importance and
essential.
Chief Officer shall provide that the ship complies with requirements such as metacentric height, load lines in
relation to the season and area. Any draft restriction in port as well as density differences between ports.
Hydrometer to calculate the salinity of the water
If any deficiencies detected about complying the above mentioned items, necessary changes of distribution of
cargo shall be carried out before loading commences (decide between the agent and Chief Officer).
Whilst carrying out the calculations, the Chief Officer shall take into account these factors (before arrival at
port):
If any bunker or freshwater replenishment will occur
Daily fuel oil, diesel oil and fresh water consumptions
Expected weather and sea state during the passage
The container vessels have a higher freeboard than a tanker so exposure to wind is a major factor.
Due to this reason, our container vessel shall have an adequate metacentric height (GM) because a large
metacentric height will cause fast rolling periods.
Stability and Trim Data
The calculations should be done for three phases:
Arrival
During - The loading computer system calculates the exact stability information when entered, determining
the best place to load the cargo (while taking into account any dangerous cargo).
Departure
After sailing from Brisbane, I took down some information to work out some stability information crucial for
safe passage.
Deadweight = Load displacement – lightship = 65455.8 - 26595 = 38861 (38860.8 from the cargo report after
sailing from Brisbane)
KG = total vertical moment/ total weight = 1038786.72/ 65456 = 15.87m
GM = KM – KG = 19.83 – 15.87 = 3.96m
GGO = FSM11
/ total weight = 11127.52/ 65456 = 0.17m
GOM = GM - GGO = 3.96 – 0.17 = 3.79m
TPC = 82.58t
Officer with: Chief Officer (Mihalcea, Catalin Daniel)
11
FSM was taken from the stability booklet according to the weight of each tank
Task no: A01.4
Vessel’s stability plans
Plimsoll mark (Hyundai Oakland before fixing)
When in port, Chief Officer’s Standing Orders [appendix 5.3] are adhered to.
On our way to Melbourne, we went through gale force winds (on 11.05.14) with a smaller GM which made the
ship develop a list. Because we could not shift cargo, we went with ballast water to help correct the developing
list [appendix 4.5].
The loading computer system calculates the exact amount of ballast needed to make the ship upright.
Transferring and/ or taking in ballast water were utilised, but both cases we kept the Free Surface Effect (FSE)
in mind because it can decrease the stability from the moment when either operations begins.
Officer with: Chief Officer (Mihalcea, Catalin Daniel)
Correction of a Developing List
All the vessels have an Anti-heeling system. Whenever a list develops, the Anti-heeling system operates
according to the given order and prevents heel increasing too much. During long passages it should be
remembered that stability would be decreased due to the consumption of the fuel. This difference in deadweight
is decreasing the draft and increasing the metacentric height (GM). This should always be kept in mind and the
stability data should be calculated for several points on the passage. Large Free Surface Moment (FSM) to be
avoided by all means.
These vessels are able to withstand all standard loading conditions. To enable the Master to assess whether the
vessel can safely withstand these conditions, the vessel is provided with the appropriate trim and stability
booklets approved by the Classification Society (Hyundai Oakland i.e. NKK). The contents of these booklets
must be studied with care, giving particular attention to the stability requirements while taking into account the
vessels limitations.
When the ship is inclined by an external force (wind and waves) the centre of buoyancy moves out to the low
side. Parallel the vessel with water by shifting the centre of gravity of the immersed and emerged wedges to the
new centre of gravity of the under-water volume.
Under no circumstances shall the vessel's stability be permitted to fall at any time below the minimum statutory
requirements. Adequate stability shall be maintained at all times. Stability calculations for departure and arrival
are made for each leg of the voyage. Calculations include righting level (GZ) curve and GM. The ship’s GM and
stability criteria values have to be known at all times.
It should be remembered that any actions taken to change the ship’s stability by transferring de/ballasting at first
should be checked by the loading programme to obtain satisfactory results.
Section 5 – Mooring, Anchoring and Securing
Subject Task
Mooring team member (Forward) B21.1
Berthing and Unberthing B21.3 and B22.4
Anchor Operations B21.4 and B22.5
Taking charge of rigging gangway, pilot ladder and hoist B21.5 and B22.6
Securing the vessel for sea B21.6
Deck watch B21.7
Taking charge of a deck watch in port B21.7 and B22.8
Different areas communicating during manoeuvres B22.1
Taking charge of securing the vessel for sea B22.7
Date: 24.08.12 Task no: B21.1
At – Rotterdam
Mooring team member (Forward)
After assessing the forward snap-back zones, the following steps happened.
Forward snap-back zones from the forward mast
Before starting I made sure the brakes were on and engaged for usage. If we were using any of the drums for a
tug boat to heave up the line, we would disengage so it would turn the end only.
Mooring winch engaged with the brake on
When the Chief Officer gave the signal to send spring lines first, I put the switch to manual and gave out the
rope until the mooring team ashore put the spring over the bollard. Before doing so I made sure none of the crew
(OS’s) as they may get caught in the mooring line when i.e. sending.
After first line ashore, we continued over to the 4 headlines. Sending 2 at a time, when one was secured when
sent the other 2.
When all were made fast, we let go of the forward tug, keeping in mind new snapback zones. After the tug was
away, we placed 6 rat guards over the side while tidying the area.
After the mooring lines were checked to make sure they were secure, we proceeded to the ship’s office to
commence cargo operations.
Officer with: Chief Officer (Malevskyi, Oleksandr)
Date: 09.09.12 Task no: B21.3 and B22.4
At – Rotterdam
Berthing (aft station)
Mooring arrangement (aft) berthing
We used 1 tug as we had 2 bow thrusters on most occasions. Look at mooring winch prior to [appendix 5.10]
In any task or job on board a vessel the safety of yourself and the work environment around you is always your
first concern. First of all make sure yourself and others involved in the appropriate Personal Protective
Equipment (PPE), for mooring operations. It is important that communication is kept with the bridge at all times
during mooring operations. Because we use a walkie talkie, other vessels nearby may be using the same
frequency so it is important to identify orders with the vessels by using the name to avoid confusion.
When it has been established that everyone is wearing the correct PPE, mooring operations can begin. Start the
pumps and put the mooring winches in gear then walk out the mooring ropes until the eye is beside the fairlead,
then walk out the rope three more times to allow the mooring lines have enough slack when passing them ashore
then apply the brake and take the mooring winches out of gear. A messenger line is attached to the eyes of the
mooring ropes to allow them to be sent ashore. Hazards present at this stage are minimal and consist of lines
snagging on the drum and the remote possibility of the mooring lines eye falling through the fairlead and pulling
the rest of the line with it.
A tug is needed to manoeuvre the vessel to the quay side so this will have to be attached to the vessel by a line
from the tug. A messenger line is prepared and when everyone is clear it is thrown to the tug. The crew of the
tug attaches the messenger line to the eye of the tug line. Once this has been done the other end of the messenger
line which is still on deck is wrapped round the warping drum three times. Once this is done the warping drum
is activated and the tug line is pulled up onto the deck then secured to the bits. This phase is more hazardous as
it involves another vessel not under the command of our vessel and could mean a crew that speaks another
language which could allow for the possibility of misunderstandings to occur. Another hazard here is the
possibility of a line snapping or crew becoming tangled in lines.
The tug now pushes or pulls the vessel towards the quay. The mooring winches are put into gear depending on
which lines are to be sent ashore first. When close enough, the messenger line attached to the mooring lines is
thrown ashore with the aid of a monkeys fist and the lines are pulled ashore and secured to the bollards ashore
once an eye is placed over a bollard the order to heave up is given and the mooring winch is operated until the
line reaches the correct tightness. An operator will be left behind to continually heave up the mooring lines as
the vessel moves closer to shore. This process is repeated with each line that is to be sent ashore. When the
vessel is alongside the lines are heaved in until tight then the brake is applied and the mooring winches taken out
of gear.
Now that the vessel is securely alongside the tug is to be let go and using the warping drum to heave the eye off
the bits, while two man/ men move the eye completely off the bits then stand clear as the warping drum lowers
the tug line until it cannot be lowered any more the weight of the tug line pulls what is left on deck overboard.
Possible hazards in this stage are lines parting or slipping off of bollards also there is a danger to crew giving
orders as they are standing between the vessels side and the mooring winches, also a remote chance of falling
overboard exists. When letting go of the tug, the tug’s line is known to snap across the deck as it falls overboard
hazards here are crew getting hit, or tangled in the line as it goes overboard. This is the most hazardous part of
mooring operations.
Officer with: 2nd Officer (Ganev, Zhivko)
Date: 10.09.12 Task no: B21.3 and B22.4
At – Rotterdam
Unberthing (aft station)
When it comes time to leave port and when it has been established that everyone is wearing the correct PPE
before mooring operations can begin. Start the mooring winches and take them out of gear. Once again, a tug is
needed to manoeuvre the vessel away from the quay so this will have to be attached to the vessel by a line from
the tug. A messenger line is prepared and when everyone is clear it is thrown to the tug, the crew of the tug
attaches the messenger line to the eye of the tug line.
Once this has been done, the other end of the messenger line which is still on deck is wrapped round the
warping drum three times. Once this is done the warping drum is activated and the tug line is pulled up onto the
deck then secured to the bits. Once this has been done, put the mooring winches back into gear. Lower the
mooring lines until there is enough slack for the people onshore to remove the eyes from the bollards. Once the
lines have been cast off, heave up the lines until they are around the drums. Possible hazards during this phase
are misunderstanding between vessels and tug crew which could lead to accidents.
Once clear of the quay the tugs have to be let go this involves using the warping drum to heave the eye off the
bits, while a man/ men move the eye completely off the bits then stand clear as the warping drum lowers the tug
line until it cannot be lowered anymore then the weight of the tug line pulls what is left on deck overboard.
Hazards that exist in this phase consists of the tug line snapping across the deck until it falls overboard with the
possibility of the line hitting crew or crew getting tangled in the line.
Officer with: 2nd Officer (Ganev, Zhivko)
Date: 24.5.14 Task no: B21.4 and B22.5
Anchoring Operations (understudying)
Vessel’s Position [Loaded Passage]
From – Kaohsiung To – Yantian At – Yantian anchorage
Before commencing dropping or picking up an anchor, you should have an understanding of the layout
[appendix 5.8].
When the vessel comes close to manoeuvre area, I called the Vessel Traffic Service (VTS), reporting our
position and permission to anchor. After that Captain called the engine room, giving the order for decreasing our
speed and engine to go on manoeuvring speed as we were approaching anchorage.
Some of the Officer’s duties during arrival to anchorage include:
Switching on the echo sounder, course recorder
Checking all navigating equipment
Chart area correct and anchorage position confirmed (because sometimes we change position depending on
the traffic)
Current and wind direction noted
Test communication equipment i.e. walkie talkies
Test bridge and engine telegraph before arrival
Test the ship’s whistle
When bridge equipment is ready and the anchor is ready, the Captain gives the order for preparing windlass.
Forward anchoring team is on stand bay at the station. Forward team must be take care, for safety work, and
wear personal protective equipment (goggles [especially Bosun], helmet, gloves, safety shoes and overall)
[appendix 5.1]. All pipes and windlass equipment are checked by engineers and if all okay.
Anchoring team
Forward station:
Chief Officer
Bosun
OS
Bridge team:
Captain
3rd
Officer/ 2nd
Officer
AB
Engine team:
Chief Engineer
2nd
Engineer
MM
Arriving – 24.05.14
[Appendix 5.3]
At 2000, I was leading the forward team after being given 30 minutes’ notice from the bridge. The lashing,
guillotine was released so the windlass was ready for Captain’s order. The Captain gave the order how many
shackles must be either in the water/ on deck to Chief Officer.
2218 – Let go of the portside anchor (position 22°34.5’N, 114° 21.6’E)
Chief Officer was showing me the 1 shackle white, red, white, 2 shackle x2 white, red, x2 white etc. as we
recently went to dry dock (so it was all painted).
Captain gave the command to let go anchor, luckily Chief Officer let it go slowly to not let it foul hawse. When
Captain ordered to let go of the anchor, he was already going too fast astern so the chain was constantly tight,
but later when we picked up anchor, Captain blamed Chief Officer for the chain laying the way it was.
When the first shackle was on the ground, the OS heaved up the ball on the forward mast (showing for all
around vessels what we are already at anchor) and because we were anchored at night the bridge team switched
on the anchor lights.
2124 – Vessel was at portside anchor (6 shackles in the water)
After this the Captain told us we were finish with stations. The forward team is on 1 hour notice monitoring the
chain though, and bridge team checking ship’s position making sure the vessel is not dragging anchor.
Picking up – 25.05.14
0745 – 1hr notice was given to all stations (from the bridge)
0842 – Commenced to pick-up anchor
0912 – Anchor aweigh
After finishing at the station we stayed at the forward mooring station as were came alongside at 1024
Chief Officer cleaning the Anchor chain when it was secured on the 25.5.14
Officer on watch with: Chief Officer (Mihalcea, Catalin Daniel)
Date: 25.4.14 Task no: B21.5 and B22.6
Taking charge of rigging gangway, pilot ladder and hoist
Gangway (2 telescopic type [capacity 3.7kW])
All equipment shall be frequently inspected with special attention given prior arrival port or pilot station. The
ladder should not be lower beyond its designed maximum operating angle (55°), which was distinctively marked
on the ladder together with the maximum permitted people (6) and total permitted weight (500kg). Special
attention must be paid to see that overloading of the gangway does not occur. If portable or rope ladders are
being used, the gangway must be attended to assist embarkation / dis-embarkation at all times.
The overall presentation of the gangway and access ways should be well order (secured, fitted with the designed
rails and or ropes and safety nets rigged underneath). Gangways should not be rigged on ship's rails unless they
have been suitably re-enforced for the purpose.
Chief Officer asked me to sketch the gangway wire scheme [Appendix 2.1] to gain a further understanding of
the gangway.
Rig the gangway
Do not lower the ladder beyond its designed maximum operating angle (55°)which is distinctively marked
on the ladder together with maximum permitted persons and total permitted weight
The overall presentation of the gangway and access ways must be in good order and shipshape ensure
visitors gain a good first impression
Gangways shall be sound, well secured, fitted with the designed rails and/or ropes and have safety nets
rigged underneath. Personnel, when working over side in the rigging process shall always wear a life jacket
and safety harness
During the hours of darkness adequate illumination must be provided
A lifebuoy with line must always be available at the head of the gangway, for man overboard situation
Special attention must be paid to see that overloading of the gangway does not occur
Warning notices shall be posted at the gangway worded as: “No Smoking”
Guard ropes should be tightly stretched at all times and stanchions should be rigidly secured.
Guard ropes and stanchions
Each end of a gangway should provide safe access to a safe place. A lifebuoy should be ready on board the ship
near gangway access
All equipment should be checked before rigging in safety reasons (e.g. inspected for corrosion). If some part of
gangway is missing or not in order, gangway should be immediately changed.
Gangway rails in place (non-curved steps)
Crew when working over the side in the rigging process shall wear at all times a life jacket and or safety harness
and be subject to a 'working overboard' risk assessment. A lifebuoy with line must always be available at the
head of the gangway.
Gangway nets
An adequate number of safety nets of sufficient size and strength are to be carried. Safety nets used whenever a
person may fall from boarding equipment or from the ship’s deck or quayside. The aim of the safety net is to
minimize the risk of injury arising from falling onto the quay, the deck or into the dock. The net be rigged to
cover as much of the length of the means of access as possible with this in mind. During the hours of darkness
adequate illumination must be provided.
The safety net is required to prevent falling from gangway so it should be well secured
Safety net being lowered the secured by AB when arriving (Sydney on the 16.07.14)
Maximum people are 6. No more than 55° angle from the upper deck to the quay
The gangway should land squarely on the quay positioned away from the life jacket zone.
Gangway ready for use in Kaohsiung (23.05.14) on Hyundai Oakland
The length of the gangway is to be sufficient enough to reach down to about 610mm above water line when the
vessel is in light ballast condition.
The gangway watches are to monitor the means of access to make sure that it continues to be safe for use after
rigging and that any adjustments are made due to changes in draft or tidal condition.
After rigging it is necessary to ensure, that gangway is safe to use. When finished with cargo operations and
everyone is on board (including the pilot), the gangway is stowed on the upper deck by the self-stowing system.
Rigging the pilot ladder and hoist
Pilot ladder = S/S (leeside) 2m
Pilot ladder with manropes, leaving Sydney on the 08.05.14 (Hyundai Oakland)
The pilot ladder should not be so that the pilot climbs more than 9m (SOLAS chapter V, regulation 23 3.3.1).
Task no: B21.6
Securing the vessel for sea
Preparation for Sea checklist from the Bridge Procedures Guide
Before sailing
The Master gives the time of 1 hour notice. On all vessels, the 3rd
Officer comes to bridge and gives 1 hour
notice to engine room and then prepare departure according check list [appendix 3.12]. The Chief Officer
checks the draft and while the 2nd
Officer is checking the remaining cargo operations before heading to mooring
station. Chief Officer will arrange the crew to stand by.
In port, the duty officer and other crew follow the Chief Officer’s Standing Orders [appendix 5.2] when
inspecting the cargo operation and maintaining the vessel’s security. Before proceeding to sea Chief Officer
shall inspect all hatch covers and other openings for water tightness. Chief Officer personally advises the Master
whether the ship is ready for proceeding to sea.
The Master checks and ensures that before proceeding to sea passage, all necessary charts and publications for
the intended voyage are on board and fully corrected. If charts or publications are missing he should try to
arrange for them to be purchased locally (through the agent which happened before heading to Australia the first
time; 2nd
Officer ordered a chart for coastal which was required), copied or obtained from another vessel (which
happened when we thought we were proceeding to dry dock in Ningbo; we got a chart for the area of another
Zodiac vessel) or if time permits, be requisitioned from the Office. Publications and Notices to Mariners are
normally automatically supplied to the vessel, however, the Master must request all required navigational charts
and Publications.
Before departure, the Chief Officer will arrange, in co-ordination with all departmental heads, a thorough search
of the vessel for stowaways [appendix 5.7]. The results of this search are to be reported to the Master and
entered in the Deck Log Book.
Before proceeding for sea passage the following factors are checked
Equipment
All equipment must be check for proper operational condition and be ready for use. All these checks should be
done by the responsible officer and engineer. For the bridge according the Pre-Departure checklist
[appendix3.12] must be prepared and ready. Additional things include checking the passage plan, navigational
publications and charts are corrected and up-to-date. After check is finished records must be done in Bridge and
Engine Log Books then inform Chief Officer and Chief Engineer.
Cargo
All containers’ lashing are checked very carefully (if any lashing is not tight it shall be tightened before
leaving)
All cargo lashing to be check and if necessary to be additionally tight
If on board loaded any break-bulk cargo (non-containerised cargo) it’s lashing to be checked very carefully
and, if necessary, additionally tight
All remaining lashing material (turnbuckles, twistlocks, lashing bars, operating rods etc. etc.), which will
not be used, should be collected and put back to the stowed position
Hatch covers cleats to be closed
Security [appendix 5.7]
Check to make sure no crew are missing
Ship to be checked very carefully all around for stowaways. It should be remember that it is more ease to
return the stowaways back to the shore in port before departure than in some another port
To be carried out search for drug smuggling
To be prepared and discussed plans for acting in case of pirates/terrorist attack. Duties to be assigned.
Watch teams to be instructed
At the gangway all the time to be posted watchman and visitor log available. Except all other prescribed for
him duties he must also keep record in this book about all visitors
Stores to be closed by padlocks
Others
The gangway, pilot ladder secured properly
The anchor properly secured (all brakes [chain brake and windlass break] to be tight [appendix5.8])
All winches, capstans and anchor windlasses to be check and ready for use
All tools used during staying in port to be returned back to the stowed position and properly secured
All watertight doors to be closed
All scupper plugs to be removed from drain holes
All cranes (provisional monorail, Suez mooring boat cranes) and davits to be secured
All things which could be moved during pitching or rolling as barrels, paint buckets, cans, metal plates etc.
to be properly secured.
After pilot is away
Mooring winches breaks to be tight, clutches disengaged. All mooring ropes to be dried and closed by
tarpaulin to prevent damage from sun and seawater
Final search for stowaways to be done
All compartments that will not be in use to be closed with padlocks i.e. the steering gear room
Date: 01.06.12 Task no: B21.7
Vessel’s Position [Port]
Location – Rotterdam (Netherlands)
Deck watch (alongside and at anchor)
Ship’s office with crew
On arrival I was greeted then required, by Chief Officer, to hand over my documentation to 2nd
Officer. While
familiarising myself from the Ship’s Office (A Deck), I was explained the people I would be working with
throughout my sea phase. Because I am doing watch keeping, the working hours and fatigue provisions of
STCW VIII/1 were explained then was directed to Zodiac’s exact work and rest hours as the STCW’s are vague.
From tomorrow, I will understudy the 3rd Officer until notified (0800 to 1200 and 2000 to 2400 watch or 0600
to 1200 and 1800 to 2400 in port). Duties being cargo work calculations, maintenance planning (with Chief
Officer), chart correction passage planning (with 2nd
Officer), safety equipment (3rd
Officer), etc.
I was explained that I would be required to be on the bridge for all landfalls, port arrivals and departures
regardless of the watch schedule. Even if on coastal passages (ports in quick succession), I would still take an
active part in the relevant on board activities.
A book shelf, which includes most of the information about this vessel, was explained in greater detail. On the
Bridge, after putting on the Dangerous Cargo light, I got to observe the stevedores and crane operators at work
(discharging and loading a variety of containers). Back in the office I was introduced to the Chief’s Standing
Orders in port [appendix 5.2].
Officer with: 3rd Officer (Siryk Yevhen)
Date: 30.08.13 Task no: B21.7 and B22.8
Vessel’s Position [Loaded Passage]
Port – Busan
Taking charge of a deck watch in port (0000 to 0600)
Cargo Operations from ashore
Even though I was on cargo operations myself, I would inform the duty officer immediately so the problem
could be taken care of in a safe and proper manner.
During the watch all the information given at the handover of the watch should be noted and paid attention to.
Constant safety checks around the vessel by the watch keeper is crucial to ensure the ropes remain tight / shore
attachments do not become restricted in any way and that no unauthorised persons board.
If some of the crew are ashore they must be checked off as they come back. A radio check must be maintained
to the port control for any information they or you might need. Any weather information you might receive must
be taken note of and passed on at the next hand over of watch. Pass on any ETD’s to pilots and port at the
recommended time. At all times the officer of the watch need know were his watch keepers are and able to
remain in contact with them and make sure they report any abnormalities and maintain safety of them self’s and
the vessel.
This time we were especially keeping an eye for Asian Gypsy Moth (AGM) as we were heading back to USA,
so they needed to be gone if any were on board.
Checking mooring ropes (forward and aft):
You should make all mooring ropes of equal tension, by putting the break on the rope so it does not need move,
enabling you to loosen or tighten the other line that is not at its required tension.
In some ports there may be 5 or 6 gantry cranes working, both loading and discharging, reefers to be connected
and disconnected and also dangerous goods to be loaded. In many ports bunkering will take place and maybe
also provisions would be loaded, all this information must be exchanged to the relieving officer.
During the day the flag of the country that the vessel is registered to should be shown at the aft end of the vessel
i.e. UK. If you are loading, discharging or carrying dangerous cargo the red flag bravo should be shown above
the wheelhouse or any international flag of significance. At night a single all round red light should be shown in
place of the red flag bravo for dangerous cargo along with deck lights should at night.
Officer with: 2nd Officer (Lopukhin, Vladyslav)
Date: 27.08.13 Task no: B21.7 and B22.8
Vessel’s Position [Loaded Passage]
At – anchorage
From – Yantian To - Yanshan
Anchor watch (0400 – 0800)
ECDIS during anchorage
2nd
Officer showed me when he was handing over how to use the ECDIS to monitor to make sure the vessel is
not dragging anchor by creating a zone alarm.
If the Master considers it necessary, continuous navigational watch shall be maintained while at anchor. The
officer in charge of a navigational watch at anchor shall:
Determine and plot the vessels position on the appropriate chart as soon as possible on taking the watch.
Check at frequent intervals whether the ship is remaining securely at anchor by taking bearings of
conspicuous objects ashore or fixed navigation marks
Ensure that a proper lookout is maintained
Ensure that inspection rounds of the ship are made at regular intervals
Observe weather and tidal conditions and the state of the sea
Notify master and undertake all necessary measures should the ship start to drag anchor
Ensure that the state of readiness of main engines and other machinery is in accordance with Master’s
instructions
If visibility deteriorates, inform the master
Ensure that the ship exhibits appropriate lights and shapes and that appropriate sound signals are made in
accordance with regulations
Take measures to protect the environment from pollution by the ship
Officer on watch with: Chief Officer (Ivanov, Zhelyu Todorov)
Date: 15.9.12 Task no: B22.1
Different areas communicating during manoeuvres
The Bridge
Captain on bridge wing with the pilot
The Ship’s Mooring/ anchor team
Aft mooring team (AB, 2nd
Office, AB, DC)
Tug(s)
Tug
Mooring boats
Mooring boat taking the stern lines 2 at a time
Port workers and Member of the vessel’s deck watch
3 AB’s preparing the gangway before the Agent and the Stevedores/ lashing men come on board
Date: 03.02.14 Task no: B22.2
Vessel’s Position [Loaded Passage]
From – Port Said To – Colombo
Understanding risk assessments for work areas
Handling razor wire
Razor wire around on the aft station (brought up from the steering gear room)
Every vessel had Personal Protective Equipment (PPE) Matrix on the wall on Upper Deck (both sides) to remind
crew to wear the appropriate PPE for the task ahead [Appendix 5.1]
For this task, the PPE we would use was:
Heavy duty gloves
Boiler suit with long sleeves (while implementing correct handling procedures)
Goggles (If handling at head height)
Safety harness if working on or over the ship’s rail
Before every hazardous task, we assess the risk when having a toolbox meeting.
Hazards we identified with handling razor wire:
Cuts to the hand by contact with razor wire
Cuts to the body by contact with razor wire
Eye injury (especially if handling the wire head height or above)
Falling overboard
Officer with: Chief Officer (Budnyayev, Andriy)
Date: 25.08.13 Task no: B22.7
Taking charge of securing the vessel for sea
Security ship search (as acting Chief Officer)
Securing the vessel in pirate areas
The Hyundai Hongkong (like the other 2 vessels) is equipped with Ship Security Plan (SSP) and Ship Security
Assessment SSA as per the ISPS Code requirement.
The company shall ensure that the ship security plan contains a clear statement emphasizing the master’s
authority .The company shall establish in the SSP that the master has the overriding authority and responsibility
to make decision with respect to the assistance of the company or of any Contracting Government as may be
necessary
Zodiac ensures the Company Security Officer (CSO), the Master and the Ship Security Officer (SSO) to fulfil
their duties and responsibility according to ISPS Code. The company security officer is Paul Shields. The
deputy Company Security officer is Mark Rawson; he is second point of contact. Ship security officer is
Captain.
Company Security Officers Posters and Emergency Contact Number placed in the accommodation.
The overall security objective is to prevent injury or loss of life to our crew, passengers, victors, other
employees or any other person and to avoid damage or loss of property to our ship and to cargo or any other
property through the activities of terrorist or other criminal organization in fulfilling this objective. Zodiac has
appointed a CSO to have over responsibility for security on board this ship.
SSP from part of company’s emergency response procedure and includes the company security policy stalemate.
The SSP is classified “commercial in confidence” but the procedure attached are classified according to the
threat to this company’s operations, their sensitivity and value to other persons .According the SSP, in the port,
it contains some special responsibility for sea staff who as the following report chart show.
Security search for stowaways
Hyundai Oakland (like other vessels) must carry out the security search as per SSA after loading or discharging
has finished. The teams’ leader must sign the security search paper. Example of leaving Singapore by Chief
Officer is attached [Appendix 5.7]
Officer with: Chief Officer (Ivanov, Zhelyu Todorov)
Section 6 – Operational Management
Subject Task
Inspection by auditor A31/ A32/ A34.2
Team Leader A31/ A32/ A34.3
Task no: A31, A32 and A34.2
Inspections - Steering Gear by ISM auditor (on the 04.06.12)
Inspector checking the Steering Gear (accessible from the Poop Deck and dry passage)
In case of main power failure, the power has to be supplied from the emergency generator to one of the power
units automatically within 45 seconds in order to steer the rudder. The 3rd
officer explained that the steering gear
has to be capable of putting the rudder from 35 degrees on one side to 35 degrees on the other side with the
vessel running ahead at the summer load waterline with the maximum continuous rated power of the main
engine at one half of the maximum ahead speed. There is one set of electro-hydraulic type of steering gear
installed in the steering gear room. It is incorporated with the auto-pilot system.
Generally the ship met the audit very well. Major non-conformity and conformity was not found so there was no
reason for the ship to be detained. Every comment and advice given by the audit or during the inspection was
taken into account. These inspections are very helpful, because they improve the safety level of the ship so we
are ready. We are always ready for the any kind of inspection and we met this inspection confidently and passed
it satisfactorily.
Officer with: 3rd Officer (Siryk, Yevhen)
Minimum crew (referring to the Safe Manning Document)
Hyundai Oakland (minimum crew was applied before sending us to layup) = 1512
Master – 1, Chief Officer - 1
OOW (Deck) – 2, OOW (Engineer) – 1
Rating (Deck) Grade 1 – 3, Rating (Deck) Grade 2 – 2
Cook – 1
Doctor – NIL
Chief Engineer – 1, Second Engineer – 1
Rating (Engine) – 2
New Joiners
When arriving at port under 3rd
Officer’s watch, if new crew came on board, I greeted then took the following
documents (minimum needed):
Passport(s) - which should have their American Visa inside, Australian Visa
Seaman Discharge Book
ENG1 Certificate, Vaccination
STCW 95 Certificates
o Personal Survival Techniques
o Fire prevention and Fire Fighting
o Elementary First Aid
o Personal and Social Responsibilities
12
Mandatory under the Merchant Shipping (Safe Manning, Hours of Work & Watchkeeping) Regulations 1997
Task no: A31 A32 A34.3
Team Leader
Communications between all parties is essential. I have had the chance to lead a variety of teams and people
when during my sea phases, all which require teamwork. Some situations include:
Manoeuvres (on the bridge and mooring stations)
Emergency situations
Provision handling
Cargo operations
Teaching deck cadets
Teamwork is vital for this operation to be carried out successfully with no mistakes. Any mistakes may result in
personal injury or environmental pollution.
After drills, I always spoke to the Officers in ways to improve the crew to help minimise risk and make our
drills more effective, safer and faster by carrying out the drills continuously and systematically. I think an action
which is done several times, begins to be done without thinking, automatically. In emergency situations time
gets importance. Automatic actions provide us to gain time.
We should not do the drills just for carrying out a procedure and remember that these drills may save
our lives, our vessel and the money of company. This kind of thinking is the most important way of
improving all of us.
We are working with multinational crew. English is not our parent language. Some of the crew may not
understand certain explanations. Because of that, usually an Officer can translate these kinds of
explanations to widely used language on board. I believe asking questions one by one to all crew to
ensure that they haven’t got any confusion for anything.
Safety demonstrations and videos are good way in training. These kinds of training shall be done once
a week.
When I’m an Officer, I would prepare each scenario prior to the drill by making them as close to real
events. I think it is good to arrange some obstructions in drill area. When we are sure that crew is ready
for sudden, unwarned drills, we could do the drills without a prior warning. In this way we can see
what our crew can do in a real emergency situation.
Rivalry between the emergency teams is a good thing. We can create a rivalry between the starboard
life boat team and port life boat team during abandoning vessel drills. Captain can express which team
was faster and better at the end of the briefing. The other team can treat i.e. soda, to better help the
team be cohesive. This adds some more interest of the crew to the drills which, are usually done in the
rest time.
One of the most important points is the briefing after drills which I do not think were covered enough
is:
What was wrong and how can we make it more correct
What was so good and how can we more improve it
How was the communication
Anything else about the drill i.e. any confusion
Appendices
1.1 Snap-Back Zones (Hyundai Hongkong)
1.2 Life Saving and Fire Fighting Appliances on deck (Hyundai Oakland)
2.1 Accommodation Ladder wire scheme (Hyundai Hongkong)
3.1 Changing over the watch (from Maersk Eubank)
3.2 Captain’s Standing Orders (from Hyundai Hongkong)
3.3 Heavy weather checklist (from Hyundai Oakland)
3.6 Weather facsimile for destination Taiwan (from Hyundai Oakland)
3.7 Compass error examples (Sun, Moon, Vega, Rigil Kentaurus, Venus, and Jupiter)
3.8 Wheelhouse arrangement (from Maersk Eubank)
3.9 Nautical publications carried on board (from Maersk Eubank)
3.10 Passage plan (Brisbane to Kaohsiung)
3.11 Bridge familiarisation (from Maersk Eubank)
3.12 Pre – departure checklist
3.13 Pre – arrival checklist
3.14 X-band radar log Part II example (Hyundai Oakland)
3.16 Steering gear checklist # 8
3.17 Restricted visibility (Maersk Eubank)
3.18 Captain’s standing orders for Sole look-out on bridge
3.19 Bridge blind spot
4.1 Midship section (Maersk Eubank)
4.2 Deck hold plan (Hyundai Oakland)
4.3 Bilge system (Hyundai Oakland)
4.4 Heel control system (Hyundai Oakland)
4.5 Ballast system (Hyundai Oakland)
4.6 DG list example (Hyundai Oakland)
5.1 Personal Protective Equipment (PPE) Matrix
5.2 Chief Officer’s standing orders (Maersk Eubank)
5.3 Anchorage at Yantian (Hyundai Oakland)
5.4 Risk assessment of handling razor wire (Hyundai Oakland)
5.5 General container mooring arrangement (Includes forward and aft)
5.6 Accommodation Ladder (Hyundai Oakland)
5.7 Ship Security Search (Hyundai Oakland)
5.8 Windlass (Hyundai Hongkong)
5.9 Securing equipment (Maersk Eubank)
5.10 Mooring winch (Maersk Eubank)
6.1 Port documents
6.2 Bridge audit checklist (from Maersk Eubank) on the 30.09.12